FROM the GROUNDUP September 2004 CAPABILITIES BROCHURE
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Remote Pilot – Small Unmanned Aircraft Systems Study Guide
F FAA-G-8082-22 U.S. Department of Transportation Federal Aviation Administration Remote Pilot – Small Unmanned Aircraft Systems Study Guide August 2016 Flight Standards Service Washington, DC 20591 This page intentionally left blank. Preface The Federal Aviation Administration (FAA) has published the Remote Pilot – Small Unmanned Aircraft Systems (sUAS) Study Guide to communicate the knowledge areas you need to study to prepare to take the Remote Pilot Certificate with an sUAS rating airman knowledge test. This Remote Pilot – Small Unmanned Aircraft Systems Study Guide is available for download from faa.gov. Please send comments regarding this document to [email protected]. Remote Pilot – Small Unmanned Aircraft Systems Study Guide i This page intentionally left blank. Remote Pilot – Small Unmanned Aircraft Systems Study Guide ii Table of Contents Introduction ........................................................................................................................... 1 Obtaining Assistance from the Federal Aviation Administration (FAA) .............................................. 1 FAA Reference Material ...................................................................................................................... 1 Chapter 1: Applicable Regulations .......................................................................................... 3 Chapter 2: Airspace Classification, Operating Requirements, and Flight Restrictions .............. 5 Introduction ........................................................................................................................................ -
Easy Access Rules for Auxiliary Power Units (CS-APU)
APU - CS Easy Access Rules for Auxiliary Power Units (CS-APU) EASA eRules: aviation rules for the 21st century Rules and regulations are the core of the European Union civil aviation system. The aim of the EASA eRules project is to make them accessible in an efficient and reliable way to stakeholders. EASA eRules will be a comprehensive, single system for the drafting, sharing and storing of rules. It will be the single source for all aviation safety rules applicable to European airspace users. It will offer easy (online) access to all rules and regulations as well as new and innovative applications such as rulemaking process automation, stakeholder consultation, cross-referencing, and comparison with ICAO and third countries’ standards. To achieve these ambitious objectives, the EASA eRules project is structured in ten modules to cover all aviation rules and innovative functionalities. The EASA eRules system is developed and implemented in close cooperation with Member States and aviation industry to ensure that all its capabilities are relevant and effective. Published February 20181 1 The published date represents the date when the consolidated version of the document was generated. Powered by EASA eRules Page 2 of 37| Feb 2018 Easy Access Rules for Auxiliary Power Units Disclaimer (CS-APU) DISCLAIMER This version is issued by the European Aviation Safety Agency (EASA) in order to provide its stakeholders with an updated and easy-to-read publication. It has been prepared by putting together the certification specifications with the related acceptable means of compliance. However, this is not an official publication and EASA accepts no liability for damage of any kind resulting from the risks inherent in the use of this document. -
Wing-Folding Mechanism of the Grumman Wildcat
WING-FOLDING MECHANISM OF THE GRUMMAN WILDCAT An American Society of Mechanical Engineers Historic Mechanical Engineering Landmark DESIGNATION CEREMONY AT THE KALAMAZOO AVIATION HISTORY MUSEUM KALAMAZOO, MICHIGAN May 15, 2006 A Mechanical Engineering Landmark The innovative wing folding mechanism (STO-Wing), developed by Leroy Grumman in early 1941 and first applied to the XF4F-4 Wildcat, manufactured by the Grumman Aircraft Engineering Corporation, is designated an ASME Historic Mechanical Engineering Landmark. (See Plaque text on page 6) Grumman People Three friends were the principal founders of the Grumman Aircraft Engineering Corporation (Now known as Northrop Grumman Corporation), in January 1930, in a garage in Baldwin, Long Island, New York. (See photo of Leon Swirbul, William Schwendler, and Leroy Grumman on page 7) Leroy Randle (Roy) Grumman (1895-1982) earned a Bachelor of Science degree in mechanical engineering from Cornell University in 1916. He then joined the U. S. Navy and earned his pilot’s license in 1918. He was later the Managing Director of Loening Engineering Corporation, but when Loening merged with Keystone Aircraft Corporation, he and two of his friends left Loening and started their own firm — Grumman Aircraft Engineering Corporation. William T. Schwendler (1904-1978) earned a Bachelor of Science degree in mechanical engineering from New York University in 1924. He was reluctant to leave Long Island, so he chose to join Grumman and Swirbul in forming the new company. Leon A. (Jake) Swirbul (1898-1960) studied two years at Cornell University but then left to join the U.S. Marine Corps. Instrumental in the founding and early growth of Grumman, he soon became its president. -
Integrating Air Systems in Aircraft Multidisciplinary Design Optimization Ali Tfaily Department of Mechanical Engineering Mcgil
Integrating Air Systems in Aircraft Multidisciplinary Design Optimization Ali Tfaily Department of Mechanical Engineering McGill University, Montreal August 2018 A thesis submitted to McGill University in partial fulfillment of the requirements of the degree of Master of Engineering ACKNOWLEDGEMENTS I would like to thank my supervisor, Prof. Michael Kokkolaras, for his support and guidance throughout my time as his student. I am honored to have worked along a supervisor that always helped me in my work and even my personal life. I am grateful to members of Bombardier’s Advanced Product Development department for their insights on aircraft design and optimization. Special acknowledgment is given to the Thermodynamics department at Bombardier Product Development Engineering, namely Sebastien Beaulac, Hongzhi Wang, Jean-Francois Reis, and Emmanuel Germaine, who provided expertise that greatly assisted this research. I would also like to thank Jean Brousseau for sharing his knowledge on air systems design. I am very grateful to John Ferneley, Susan Liscouët-Hanke, Pat Piperni, and Fassi Kafyeke who were supportive of my career goals and provided me the means to pursue these goals. Finally, I am grateful to my friends and family for their constant support and encouragement throughout the ups and downs of my studies. ABSTRACT The strong interactions between aircraft and air systems necessitate the integration of the latter to multidisciplinary design optimization (MDO) considerations of the former. This research presents such a methodology considering environmental control and ice protection systems. These systems consume pressurized bleed air from the aircraft’s engines to perform their respective functions. We first describe the models used to predict the behavior of these systems and then propose different approaches to their integration into an existing aircraft MDO environment. -
The Years of Change
The Years of Change In early January of 1993 all the B-2 structural tests were successfully completed. The static load tests were taken to failure to 161% of maximum stress, and the durability test completed more than 2 lifetimes, which represented 20,000 design flight hours. January 1993 confidence was high for the $4-billion PAMPA Program as the company prepared to complete its first flight evaluation aircraft. However, the realities of the “post-cold war” era forced management to gear up for a tough year as the battle of the defense budget continued in Washington. The ailing commercial aviation industry presented additional challenges for the company. Boeing cut production on all their programs, and 1993 looked very gloomy. The company announced plans for down-sizing up to 1,500 people by the end of the year. Vought president Gordon Williams streamlined the management team to help the company ride out the business downturn, and still continue to meet its customer requirements. He stated that “business will be smaller but stronger.” In March 1993 Vought shipped its last engine nacelle for the Canadair business jet while continuing production on the regional jet nacelles. The 500th horizontal stabilizer for the Boeing 767 was shipped during March, and 141 employees elected to retire. In the meantime, Loral Corporation formed a new missiles group by combining Loral Vought Systems and Loral Aeronutronic during the month. At the end of April, 104 employees elected to retire. McDonnell Douglas certified Vought’s business processes in early May, which was another milestone on the way to becoming a preferred supplier for McDonnell Douglas. -
Systems Engineering Approach in Aircraft Design Education; Techniques and Challenges
Paper ID #11232 Systems Engineering Approach in Aircraft Design Education; Techniques and Challenges Prof. Mohammad Sadraey, Daniel Webster College Mohammad H. Sadraey is an Associate Professor in the Engineering School at the Daniel Webster Col- lege, Nashua, New Hampshire, USA. Dr. Sadraey’s main research interests are in aircraft design tech- niques, and design and automatic control of unmanned aircraft. He received his MSc. in Aerospace Engineering in 1995 from RMIT, Melbourne, Australia, and his Ph.D. in Aerospace Engineering from the University of Kansas, Kansas, USA. Dr. Sadraey is a senior member of the American Institute of Aeronautics and Astronautics (AIAA), and a member of American Society for Engineering Education (ASEE). Prof. Nicholas Bertozzi, Daniel Webster College Nick Bertozzi is a Professor of Engineering at Daniel Webster College (DWC) and Dean of the School of Engineering and Computer Science (SECS). His major interest over the past 18 years has been the concurrent engineering design process, an interest that was fanned into flame by attending an NSF faculty development workshop in 1996 led by Ron Barr and Davor Juricic. Nick has a particular interest in help- ing engineering students develop good communications skills and has made this a SECS priority. Over the past ten years he and other engineering and humanities faculty colleagues have mentored a number of undergraduate student teams who have co-authored and presented papers and posters at Engineering Design Graphics Division (EDGD) and other ASEE, CDIO (www.cdio.org), and American Institute of Aeronautics and Astronautics (AIAA) meetings as well. Nick was delighted to serve as the EDGD pro- gram chair for the 2008 ASEE Summer Conference and as program co-chair with Kathy Holliday-Darr for the 68th EDGD Midyear meeting at WPI in October 2013. -
Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN
Chapter 3 – Aviation Activity Forecasts BOWERS FIELD AIRPORT AIRPORT MASTER PLAN Chapter 3 – Aviation Activity Forecasts The overall goal of aviation activity forecasting is to prepare forecasts that accurately reflect current conditions, relevant historic trends, and provide reasonable projections of future activity, which can be translated into specific airport facility needs anticipated during the next twenty years and beyond. Introduction This chapter provides updated forecasts of aviation activity for Kittitas County Airport – Bowers Field (ELN) for the twenty-year master plan horizon (2015-2035). The most recent FAA-approved aviation activity forecasts for Bowers Field were prepared in 2011 for the Airfield Needs Assessment project. Those forecasts evaluated changes in local conditions and activity that occurred since the previous master plan forecasts were prepared in 2000, and re-established base line conditions. The Needs Assessment forecasts provide the “accepted” airport-specific projections that are most relevant for comparison with the new master plan forecasts prepared for this chapter. The forecasts presented in this chapter are consistent with Bowers Field’s current and historic role as a community/regional general aviation airport. Bowers Field is the only airport in Kittitas County capable of accommodating a full range of general aviation activity, including business class turboprops and business jets. This level of capability expands the airport’s role to serve the entire county and the local Ellensburg community. The intent is to provide an updated set of aviation demand projections for Bowers Field that will permit airport management to make the decisions necessary to maintain a viable, efficient, and cost-effective facility that meets the area’s air transportation needs. -
Northrop XFT
Was Sie schon immer mal wissen wollten – oder die letzten Geheimnisse der Luftfahrt Eine lose Folge von Dokumentationen vom Luftfahrtmuseum Hannover-Laatzen Stand Winter 2017 - Seite 1 Diese Dokumentationen werden Interessenten auf Wunsch zur Verfügung gestellt und erscheinen in einer losen Folge von Zeiträumen.Compiled and edited by Johannes Wehrmann 2017 Source of Details “Bredow-web.de”,“Das Flugzeug-Archiv”,FliegerWeb, Wikipedia Northrop XFT AIC = 1.011.1710.40.10 Die Northrop XFT war ein amerikanisches Kampfflugzeug der 1930er Jahre. Ein einmotoriger Tiefdecker wurde entworfen und gebaut, um einen Auftrag der United States Navy für einen fortschrittlichen Trägerjäger zu erfüllen. Es zeigte eine schlechte Flugleistung und wurde von der Navy zurückgewiesen, wobei der einzelne Prototyp bei einem Unfall verloren ging. Eine Variante, die Northrop 3A, war ebenfalls nicht erfolgreich. Entwicklung und Design In den frühen 1930er Jahren war die United States Navy daran interessiert, die Verwendung moderner Eindecker als Kampfflugzeuge zu untersuchen, um die Doppeldecker zu ersetzen, die ihre Jagdstaffeln ausrüsteten. Im Dezember 1932 bestellte er den XF7B von Boeing, und aufgrund der beeindruckenden Leistung von Northrops Gamma und Delta, die beide Blecheindecker be- tonten, erhielt Northrop am 8. Mai 1933 einen Auftrag für einen einzelnen Prototyp, genannt XFT-1 Das resultierende Flugzeug, das von einem Team um Ed Heinemann entworfen wurde, ähnelte einem verkleinerten Northrop Delta. Es handelte sich um einen Tiefdecker mit einer Konstruktion aus Metall, die ausschließlich aus Metall bestand. Es hatte ein festes Spornraduntergestell, dessen Hauptrad mit stromlinienartigen Hosenverkleidungen versehen war. Der Pilot saß in einem ge- schlossenen Cockpit mit einem Schiebedach. Es wurde von einem einzigen Wright R-1510 Sternmotor angetrieben. -
Lockheed Martin F-35 Lightning II Incorporates Many Significant Technological Enhancements Derived from Predecessor Development Programs
AIAA AVIATION Forum 10.2514/6.2018-3368 June 25-29, 2018, Atlanta, Georgia 2018 Aviation Technology, Integration, and Operations Conference F-35 Air Vehicle Technology Overview Chris Wiegand,1 Bruce A. Bullick,2 Jeffrey A. Catt,3 Jeffrey W. Hamstra,4 Greg P. Walker,5 and Steve Wurth6 Lockheed Martin Aeronautics Company, Fort Worth, TX, 76109, United States of America The Lockheed Martin F-35 Lightning II incorporates many significant technological enhancements derived from predecessor development programs. The X-35 concept demonstrator program incorporated some that were deemed critical to establish the technical credibility and readiness to enter the System Development and Demonstration (SDD) program. Key among them were the elements of the F-35B short takeoff and vertical landing propulsion system using the revolutionary shaft-driven LiftFan® system. However, due to X- 35 schedule constraints and technical risks, the incorporation of some technologies was deferred to the SDD program. This paper provides insight into several of the key air vehicle and propulsion systems technologies selected for incorporation into the F-35. It describes the transition from several highly successful technology development projects to their incorporation into the production aircraft. I. Introduction HE F-35 Lightning II is a true 5th Generation trivariant, multiservice air system. It provides outstanding fighter T class aerodynamic performance, supersonic speed, all-aspect stealth with weapons, and highly integrated and networked avionics. The F-35 aircraft -
Atkron 12 Newsletter
ATKRON 12 NEWSLETTER PUBLISHED BY THE SQUADRON LINEAGE 1946 VBF - 4 VA-12 REUNION ASSOCIATION 1946 VF - 2A See CONTACT INFO Page 4 1948 VF-12 1955 VA-12 ALL ARE WELCOME TO VISIT THE WORLD FAMOUS FLYING UBANGIS AT OUR WEBSITE WWW.VA12.COM Volume XIV, Issue 1 April 2015 A4D-2 Skyhawk at MCAS Yuma, 1959 VA-12 IN 1955 2015 REUNION Page 2 NEWSLETTER NOTES 2 TREASURY REPORT 2 UBANGI? CUTLASS RECOLLECTIONS 2 MY FIRST NIGHT HOP 5 VA-12 THE SECOND TIME AROUND 5 UBETCHA! ON THE COVER 6 PICTURE PAGES 7, 8 VA-12 Newsletter 1 2015 REUNION NEWS & NOTES ATTENTION! Yes, there will be a reunion. I know I scared Please, please, please send in your registration some of you with my email regarding the low form and $ before 3/8/15. The banquet requires turn out a few weeks ago. Since that time 30 days notice on the number of attendees. I several more of you have signed up. Not as know I shouldn’t have to say this, but local many as I expected for a Florida location, but people, please don’t plan on just dropping by. enough to still hold the event. The planned No walk-ons. itinerary is as follows. TREASURY REPORT Thursday Apr 9 Arrive Cocoa Beach, Ice Breaker 1700 Previous Balance $647.91 Dues/Reunion fees 1,572.00 Friday Apr 10 Air Boat Ride Christmas, FL interest .05 Saturday Apr 11 Valiant Air Museum, Titusville SUB TOTAL $2,219.96 Day trip *Stamps 100.34 Reunion Banquet 1900 *Printing 235.01 Sunday Apr 12 Kennedy Space Center CURRENT EXPENSES 335.35 NEW BALANCE $1,864.61 REGISTERED ATTENDEES as of 2/17/15 NEWSLETTER NOTES Jerry & Doni Barnett (Repeated from the last issue!) Lynn & Ruth Card Joe & Carol Cassel John Larch and I have decided to reduce the Bill & Faith Doody number of Newsletters that we will create each Rod & Sara Dunlap year. -
18842020.Pdf
SP’s AN SP GUIDE PUBLICATION 100.00 (INDIA-BASED BUYER ONLY) BUYER 100.00 (INDIA-BASED ` aviationSHARP CONTENT FOR A SHARP AUDIENCE www.sps-aviation.com VOL 23 ISSUE 4 • 2020 OEMs’ MERGER COVID-19 RAYTHEON & UTC COME THE INDIAN AIR FORCE TOGETHER TO CREATE RESPONSE RAYTHEON TECHNOLOGIES BUSINESS AVIATION & WAY FOWARD MRO FUTURE OF INDIA’S AIRLINE INDUSTRY BUSINESS: CURRENT SCENARIO AIRCRAFT SANITISING IN INDIA TECHNIQUES TAXATION: LAST WORD FINALLY – BOOST AIRLINE INDUSTRY FOR INDUSTRY IN DISTRESS ONE-ON-ONE NOT JUST VIP JET’S UNIQUE LEVEL OF RECONFIGURATION BUT PAGE 11 MUCHLUFTHANSA TECHNIK, CELEBRATING MORE ITS 25TH YEAR IN 2020, RNI NUMBER: DELENG/2008/24199 OFFERS RELIABLE SERVICE AND FULFILMENT FLYING INTO TOMORROW As we complete yet another milestone in our journey, we take a moment to thank all our customers, partners, and employees who supported us in becoming what we are today: the world’s most acknowledged MRO provider. PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal SENIOR EDITOR Air Marshal B.K. Pandey (Retd) TABLE OF CONTENTS DEPUTY MANAGING EDITOR Neetu Dhulia SENIOR TECHNICAL GROUP EDITOR Lt General Naresh Chand (Retd) GROUP EXECUTIVE EDITOR AN SP GUIDE PUBLICATION Vishal Thapar SP’s STAFF CORRESPONDENT Ayushee Chaudhary 100.00 (INDIA-BASED BUYER ONLY) BUYER 100.00 (INDIA-BASED ` aviationSHARP CONTENT FOR A SHARP AUDIENCE CONTRIBUTORS www.sps-aviation.com VOL 23 ISSUE 4 • 2020 India: Air Chief Marshal F.H. Major (Retd), OEMs’ MERGER COVID-19 VOL 23 ISSUE 4 • 2020 RAYTHEON & UTC COME THE INDIAN AIR FORCE Satyendra Pandey, -
Aviation Facility Requirements Chapter Four Port of Portland
PORT OF PORTLAND Chapter Four AVIATION FACILITY REQUIREMENTS CHAPTER FOUR PORT OF PORTLAND AVIATIONAVIATION FACILITYFACILITY REQUIREMENTSREQUIREMENTS In this chapter, existing components of the airport are evaluated to identify the capacities of the overall system. Once identified, the existing capacity is compared to the forecast activity levels prepared in Chapter Three to determine where deficiencies currently exist, or may be expected to materialize in the future. Once deficiencies in a component are identified, a more specific determination of the approximate sizing and timing of the new facilities can be made. The objective of this effort is to identify, in general terms, the adequacy of the existing airport facilities and outline what new facilities may be needed and when they may be needed to accommodate forecast demands. Having established these facility requirements, alternatives for providing these facilities will be evaluated in Chapter Five to determine the most cost- effective and efficient means for implementation. As stated previously, the Hillsboro Airport Master Plan covers a 20-year period through 2025. The base year used for starting the forecasting effort and in turn the capacity analysis is the year 2003. The first year for implementation of Master Plan recommendations is expected to be 2006, which will be the beginning of the Short Term Planning Horizon. The Short Term Planning Horizon covers the first five years of the 20-year planning period (2006-2010). The Intermediate Term Planning Horizon encompasses the next five years (2011 4-1 through 2015). The Long Term Plan- schedule of planned improvements ning Horizon would correlate to the provides flexibility in development final 10 years of the planning period since development schedules can be (2016 through 2025).