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Design of Seaplanes
APPENDIX C3: Design of Seaplanes This appendix is a part of the book General Aviation Aircraft Design: Applied Methods and Procedures by Snorri Gudmundsson, published by Elsevier, Inc. The book is available through various bookstores and online retailers, such as www.elsevier.com, www.amazon.com, and many others. The purpose of the appendices denoted by C1 through C5 is to provide additional information on the design of selected aircraft configurations, beyond what is possible in the main part of Chapter 4, Aircraft Conceptual Layout. Some of the information is intended for the novice engineer, but other is advanced and well beyond what is possible to present in undergraduate design classes. This way, the appendices can serve as a refresher material for the experienced aircraft designer, while introducing new material to the student. Additionally, many helpful design philosophies are presented in the text. Since this appendix is offered online rather than in the actual book, it is possible to revise it regularly and both add to the information and new types of aircraft. The following appendices are offered: C1 – Design of Conventional Aircraft C2 – Design of Canard Aircraft C3 – Design of Seaplanes (this appendix) C4 – Design of Sailplanes C5 – Design of Unusual Configurations Figure C3-1: A Lake LA-250 Renegade, shown here during climb after T-O, is a popular option for amphibious aircraft. The large deflected flap on the horizontal tail is a hydraulically actuated trim tab used for slow speed operations only. It trims out the thrust effect of the highly mounted piston-propeller, improving its handling. -
Business & Commercial Aviation
BUSINESS & COMMERCIAL AVIATION LEONARDO AW609 PERFORMANCE PLATEAUS OCEANIC APRIL 2020 $10.00 AviationWeek.com/BCA Business & Commercial Aviation AIRCRAFT UPDATE Leonardo AW609 Bringing tiltrotor technology to civil aviation FUEL PLANNING ALSO IN THIS ISSUE Part 91 Department Inspections Is It Airworthy? Oceanic Fuel Planning Who Says It’s Ready? APRIL 2020 VOL. 116 NO. 4 Performance Plateaus Digital Edition Copyright Notice The content contained in this digital edition (“Digital Material”), as well as its selection and arrangement, is owned by Informa. and its affiliated companies, licensors, and suppliers, and is protected by their respective copyright, trademark and other proprietary rights. Upon payment of the subscription price, if applicable, you are hereby authorized to view, download, copy, and print Digital Material solely for your own personal, non-commercial use, provided that by doing any of the foregoing, you acknowledge that (i) you do not and will not acquire any ownership rights of any kind in the Digital Material or any portion thereof, (ii) you must preserve all copyright and other proprietary notices included in any downloaded Digital Material, and (iii) you must comply in all respects with the use restrictions set forth below and in the Informa Privacy Policy and the Informa Terms of Use (the “Use Restrictions”), each of which is hereby incorporated by reference. Any use not in accordance with, and any failure to comply fully with, the Use Restrictions is expressly prohibited by law, and may result in severe civil and criminal penalties. Violators will be prosecuted to the maximum possible extent. You may not modify, publish, license, transmit (including by way of email, facsimile or other electronic means), transfer, sell, reproduce (including by copying or posting on any network computer), create derivative works from, display, store, or in any way exploit, broadcast, disseminate or distribute, in any format or media of any kind, any of the Digital Material, in whole or in part, without the express prior written consent of Informa. -
Airline Competition Plan Final Report
Final Report Airline Competition Plan Philadelphia International Airport Prepared for Federal Aviation Administration in compliance with requirements of AIR21 Prepared by City of Philadelphia Division of Aviation Philadelphia, Pennsylvania August 31, 2000 Final Report Airline Competition Plan Philadelphia International Airport Prepared for Federal Aviation Administration in compliance with requirements of AIR21 Prepared by City of Philadelphia Division of Aviation Philadelphia, Pennsylvania August 31, 2000 SUMMARY S-1 Summary AIRLINE COMPETITION PLAN Philadelphia International Airport The City of Philadelphia, owner and operator of Philadelphia International Airport, is required to submit annually to the Federal Aviation Administration an airline competition plan. The City’s plan for 2000, as documented in the accompanying report, provides information regarding the availability of passenger terminal facilities, the use of passenger facility charge (PFC) revenues to fund terminal facilities, airline leasing arrangements, patterns of airline service, and average airfares for passengers originating their journeys at the Airport. The plan also sets forth the City’s current and planned initiatives to encourage competitive airline service at the Airport, construct terminal facilities needed to accommodate additional airline service, and ensure that access is provided to airlines wishing to serve the Airport on fair, reasonable, and nondiscriminatory terms. These initiatives are summarized in the following paragraphs. Encourage New Airline Service Airlines that have recently started scheduled domestic service at Philadelphia International Airport include AirTran Airways, America West Airlines, American Trans Air, Midway Airlines, Midwest Express Airlines, and National Airlines. Airlines that have recently started scheduled international service at the Airport include Air France and Lufthansa. The City intends to continue its programs to encourage airlines to begin or increase service at the Airport. -
GFC 700 AFCS Supplement
GFC 700 AFCS Supplement GFC 700 AFCS Supplement Autopilot Basics Flight Director vs. Autopilot Controls Activating the System Modes Mode Awareness What the GFC 700 Does Not Control Other Training Resources Automation Philosophy Limitations Modes Quick Reference Tables Lateral Modes Vertical Modes Lateral Modes Roll Hold Heading Select (HDG) Navigation (NAV) Approach (APR) Backcourse Vertical Modes Pitch Hold Altitude Hold (ALT) Glidepath (GP) Glideslope (GS) Go Around (GA) Selected Altitude Capture (ALTS) Autopilot Procedures Preflight Takeoff / Departure En Route Arrival/Approach Approaches Without Vertical Guidance Approaches With Vertical Guidance Revised: 02/08/2021 Missed Approach Autopilot Malfunctions/Emergencies Annunciations Cautions (Yellow) Warnings (Red) Emergency Procedures Manual Electric Trim Control Wheel Steering C172 w/ GFC700 Autopilot Checklist Piper Archer w/ GFC700 Autopilot Checklist Supplement Profile Addenda Autopilot Basics Flight Director vs. Autopilot ATP’s newer Cessna 172s and Piper Archers come factory-equipped with the GFC 700 Automatic Flight Control System (AFCS). The GFC 700 AFCS, like most autoflight systems, includes both a flight director (FD) and an autopilot (AP). The FD calculates the pitch and bank angles needed to fly the desired course, heading, altitude, speed, etc., that the pilot has programmed. It then displays these angles on the primary flight display (PFD) using magenta command bars. The pilot can follow the desired flight path by manipulating the control wheel to align the yellow aircraft symbol with the command bars. Alternately, the pilot can activate the AP, which uses servos to adjust the elevators, ailerons, and elevator trim as necessary to follow the command bars. Controls The AFCS is activated and programmed using buttons on the left bezel of the PFD and the multifunction display (MFD). -
Cessna Denali Has Been Realigned to Beechcraft Turboprop Family
50SKYSHADESImage not found or type unknown- aviation news CESSNA DENALI HAS BEEN REALIGNED TO BEECHCRAFT TURBOPROP FAMILY News / Business aviation, Manufacturer Image not found or type unknown © 2015-2021 50SKYSHADES.COM — Reproduction, copying, or redistribution for commercial purposes is prohibited. 1 Textron Aviation is realigning its turboprop aircraft lineup as the single-engine Beechcraft Denali (previously branded the Cessna Denali) joins the legendary twin-engine Beechcraft King Air 260 and King Air 360/360ER as part of the company’s high-performance turboprop product lineup. The aircraft development program continues to progress toward a first flight anticipated later this year. “The Beechcraft Denali represents our continued strategy to invest in clean-sheet and current products in both our Beechcraft and Cessna iconic brands. Beechcraft turboprops are renowned for their versatility and reliability, and the single-engine Denali is a perfect complement to this legendary family of products,” said Ron Draper, Textron Aviation, president and CEO. “Pilots and passengers will appreciate the aircraft for its enhanced capabilities, innovative technology and all-around passenger comfort.” The Beechcraft Denali is designed to outperform its competition with projected lower operating costs, Garmin G3000 avionics, and the largest cabin in its class. Engineered to achieve cruise speeds of 285 knots with a full fuel payload of 1,100 pounds, the Denali will have a range of 1,600 nautical miles at high speed cruise with one pilot and four passengers. “We continue to receive interest around the world from turboprop and piston owners of competing aircraft, who are looking to move into an aircraft with greater performance and enhanced passenger experience,” said Lannie O’Bannion, senior vice president, Global Sales and Flight Operations. -
Top Turboprop Series: We Compare Popular Pre-Owned Models
FOR THE PILOTS OF OWNER-FLOWN, CABIN-CLASS AIRCRAFT SEPTEMBER 2019 $3.95 US VOLUME 23 NUMBER 9 Top Turboprop Series: We Compare Popular Pre-Owned Models Five Questions The Latest on One Pilot’s with Corporate the Cessna Denali Introduction Angel Network & SkyCourier to Aerobatics Jet It US One year $15.00, two years $29.00 Canadian One year $24.00, two years $46.00 Overseas One Year $52.00, Two Years $99.00 Single copies $6.50 PRIVATE. FAST. SMART. EDITOR Rebecca Groom Jacobs SEPTEMBER2019 • VOL. 23, NO. 9 (316) 641-9463 Contents [email protected] EDITORIAL OFFICE 2779 Aero Park Drive 4 Traverse City, MI 49686 Editor’s Briefing Phone: (316) 641-9463 E-mail: [email protected] 2 A Career Shaped by Turboprops PUBLISHER by Rebecca Groom Jacobs Dave Moore PRESIDENT Position Report Dave Moore 4 What Makes a Turboprop CFO Safer? Answer: You Rebecca Mead PRODUCTION MANAGER by Dianne White Mike Revard PUBLICATIONS DIRECTOR Jake Smith GRAPHIC DESIGNER Marci Moon 6 TWIN & TURBINE WEBSITE 6 Top Turboprop Series: www.twinandturbine.com Pre-Owned Piper Meridian ADVERTISING DIRECTOR and Daher TBM 700C2 John Shoemaker Twin & Turbine by Joe Casey 2779 Aero Park Drive Traverse City, MI 49686 12 Five on the Fly with Phone: 1-800-773-7798 Corporate Angel Network Fax: (231) 946-9588 [email protected] by Rebecca Groom Jacobs ADVERTISING ADMINISTRATIVE COORDINATOR & REPRINT SALES 14 The Latest on the Betsy Beaudoin Cessna Denali and Phone: 1-800-773-7798 [email protected] SkyCourier ADVERTISING ADMINISTRATIVE by Rich Pickett ASSISTANT Jet It Erika Shenk 22 Intro to Aerobatics Phone: 1-800-773-7798 by Jared Jacobs [email protected] SUBSCRIBER SERVICES Rhonda Kelly Diane Smith Jamie Wilson Molly Costilow 22 Kelly Adamson P.O. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Amphibious Lsa
HANDS ON | TRAINING IN THE ICON A5 AMPHIBIOUS LSA. HANDS ON Training in the Icon A5 Amphibious LSA Does the pilot training program match Icon Aircraft’s ambitious goals? AIN travels to Vacaville to find the answer. by Matt Thurber them so far, in Vacaville and Tampa, Fla., with a The Icon A5 light-sport amphibious airplane prom- third slated to open in Texas this year, likely in the ises adventure, and that is indeed what this unique Austin area). The IFCs train new Icon pilots and light-sport airplane (LSA) delivers. AIN was invited those who are adding a seaplane rating to their tickets, and they offer multiple ways to experience to experience full immersion in the A5 world, and the A5, from a demo flight to ab initio LSA train- www.ainonline.com I recently spent four days at Icon Aircraft’s head- ing for new pilots and LSA seaplane transition quarters in Vacaville, Calif., learning how to fly the courses for existing floatplane pilots or pilots with A5 and earning my LSA seaplane rating. no water experience. Having never flown a float- For Icon Aircraft, which markets the A5 as plane or amphibian, I went through the course the ultimate fun device for the adventure sports for those with no water experience. fanatic, a significant challenge is balancing that Until production ramps up later this year, the sporty attitude with helping buyers, especially IFCs are the place where buyers can experience those new to flying, develop a strong dedication what it’s like to fly the airplane they want to own. -
Flight Deck Solutions and Technologies Moving the Industry Forward
FLIGHT DECK SOLUTIONS AND TECHNOLOGIES MOVING THE INDUSTRY FORWARD GARMIN INTERNATIONAL, INC. Garmin.com 1200 East 151st Street, Olathe, KS 66062 GARMIN (EUROPE) LTD. GARMIN SINGAPORE PTE. LTD. p: 866.739.5687 f: 913.397.8282 Liberty House, Hounsdown Business Park 46 East Coast Road #05-06, Singapore 428766 Southampton, Hampshire, SO40 9LR, U.K. p: 65.63480378 f: 65.63480278 p: +44 (0)87.0850.1243 f: +44 (0)23.8052.4004 e: [email protected] ©2018 Garmin Ltd. or its subsidiaries. All rights reserved. Specifications and descriptions are preliminary and subject to change without notice. The Bluetooth word mark and logos are registered trademarks owned by Bluetooth SIG, Inc. and any use of such marks by Garmin is under license. iPad, iPhone and Apple are trademarks of Apple Inc., registered in the U.S. and other countries. Android™ is a trademark of Google Inc® GARMIN INTEGRATED FLIGHT SYSTEMS: SOLUTIONS SCALED FOR ANY SIZE AIRCRAFT Whether you fly a large business jet, a hard-working helicopter, a light jet, a turboprop, piston twin or single-engine aircraft – whatever size or shape your cockpit takes, you can be sure there’s a Garmin glass flight deck solution perfectly scaled to fit. No other leading avionics manufacturer offers such breadth of capability – or such versatile configurability – in its lineup of glass-integrated suites for new aircraft and aftermarket installation. Designed to help pilots make better decisions faster, each of these Garmin glass systems seamlessly integrates control and presentation of virtually all “big picture” flight references used in the cockpit. Information once scattered across myriad instruments and gauges is now consolidated for easy viewing on a pilot’s primary flight display (PFD) and multifunction display (MFD). -
The Expected Wave-Off by Richard Carlson SSF Chairman
The Expected Wave-Off by Richard Carlson SSF Chairman The February morning was bright and clear, just as the forecast had predicted. It was a perfect day to go out to the glider school and knock some rust off and beat those Chicago winter blues. With the forecast for temperatures in the low 40’s and no snow on the grass runway, a group of us made arrangements to meet Saturday morning for some winter flying. Nobody expected thermals, and we were not disappointed flying only sled rides in our trusty Blanik L-13. We all pitched in to ready the glider for flight, doing the pre-flight inspection and securing the rear seat belts as everyone was going solo to get current. Today our Green Citrabria would be doing the towing duties. It was pre-heated, started and test flown, all systems go. My turn finally arrived and I eagerly climbed into the front seat, buckled up , ran the flow, and conducted the checklist. The lack of an electrical system meant no radio or audio vario, just basic analog gauges for Airspeed, Altitude, and Vario - Check. Belts on and adjusted, rear seat belts fastened to avoid any fouling of the controls - Check. No ballast installed and none required – Check. Flaps and Dive brakes closed and handles in the lock detent, stick and rudder pedals free travel in all directions, trim set for take-off – Check. Towplane in position, no knots in the rope, proper towring attached and verified – Check. Canopy close and locked, vents open to keep it from fogging over – Check. -
Department of Transportation Federal Aviation Administration
Thursday, October 6, 2005 Part II Department of Transportation Federal Aviation Administration 14 CFR Parts 1, 25, 91, etc. Enhanced Airworthiness Program for Airplane Systems/Fuel Tank Safety (EAPAS/FTS); Proposed Advisory Circulars; Proposed Rule and Notices VerDate Aug<31>2005 16:39 Oct 05, 2005 Jkt 208001 PO 00000 Frm 00001 Fmt 4717 Sfmt 4717 E:\FR\FM\06OCP2.SGM 06OCP2 58508 Federal Register / Vol. 70, No. 193 / Thursday, October 6, 2005 / Proposed Rules DEPARTMENT OF TRANSPORTATION • Mail: Docket Management Facility; before and after the comment closing U.S. Department of Transportation, 400 date. If you wish to review the docket Federal Aviation Administration Seventh Street, SW., Nassif Building, in person, go to the address in the Room PL–401, Washington, DC 20590– ADDRESSES section of this preamble 14 CFR Parts 1, 25, 91, 121, 125, 129 001. between 9 a.m. and 5 p.m., Monday • Fax: 1–202–493–2251. through Friday, except Federal holidays. [Docket No. FAA–2004–18379; Notice No. • Hand Delivery: Room PL–401 on You may also review the docket using 05–08 ] the plaza level of the Nassif Building, the Internet at the Web address in the RIN 2120–AI31 400 Seventh Street, SW., Washington, ADDRESSES section. DC, between 9 a.m. and 5 p.m., Monday Privacy Act: Using the search function Enhanced Airworthiness Program for through Friday, except Federal holidays. of our docket Web site, anyone can find Airplane Systems/Fuel Tank Safety For more information on the and read the comments received into (EAPAS/FTS) rulemaking process, see the any of our dockets, including the name SUPPLEMENTARY INFORMATION section of of the individual sending the comment AGENCY: Federal Aviation this document. -
20150014387.Pdf
General Disclaimer One or more of the Following Statements may affect this Document • This document has been reproduced from the best copy furnished by the organizational source. It is being released in the interest of making available as much information as possible. • This document may contain data, which exceeds the sheet parameters. It was furnished in this condition by the organizational source and is the best copy available. • This document may contain tone-on-tone or color graphs, charts and/or pictures, which have been reproduced in black and white. • This document is paginated as submitted by the original source. • Portions of this document are not fully legible due to the historical nature of some of the material. However, it is the best reproduction available from the original submission. Produced by the NASA Center for Aerospace Information (CASI) MR No. I.6F25 . 1' I FILE NJ.TIO AL ADVIS' c~e FYAEBJJNAUTICS • I DBE AODR ED MEMORANDUY REPORT f ~. S1 'i; T, . ·, FO AE O Aur, ~~r'N1£"lt"1'2S;,-' D', • 'hA for the 1 J lo Qf.;t~Ol '.) \ ec \o H' ~ e 'J Ctars if,(" t> Air Materiel Command, Army Air Forces 0 ~ Le,._ \2.(, r e,uvikl TF.STS OF A 1/S-SCALE MODEL OF THE REPUBLIC . ~ Le..\-W c~u J . XP-84 AIRPLANE (ARMY PROJECT MX-$78) IN THE (sco 0 /\cl \C()~{ ~ 'f"u/\.L I~ > .... r u... '1 rro~ -r , v" u LAWLEY 300 MPH 7- BY 10-Foor TUNNEL S:. n By Warren A.. Tucker a:rxi Kenneth W.