Flight Engineer Knowledge Test Guide
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Validation of Wind Tunnel Test and Cfd Techniques for Retro-Propulsion (Retpro): Overview on a Project Within the Future Launchers Preparatory Programme (Flpp)
VALIDATION OF WIND TUNNEL TEST AND CFD TECHNIQUES FOR RETRO-PROPULSION (RETPRO): OVERVIEW ON A PROJECT WITHIN THE FUTURE LAUNCHERS PREPARATORY PROGRAMME (FLPP) D. Kirchheck, A. Marwege, J. Klevanski, J. Riehmer, A. Gulhan¨ German Aerospace Center (DLR) Supersonic and Hypersonic Technologies Department Cologne, Germany S. Karl O. Gloth German Aerospace Center (DLR) enGits GmbH Spacecraft Department Todtnau, Germany Gottingen,¨ Germany ABSTRACT and landing (VTVL) spacecraft, assisted by retro-propulsion. Up to now, in Europe, knowledge and expertise in that field, The RETPRO project is a 2-years activity, led by the Ger- though constantly growing, is still limited. Systematic stud- man Aerospace Center (DLR) in the frame of ESA’s Future ies were conducted to compare concepts for possible future Launchers Preparatory Program (FLPP), to close the gap of European launchers [2, 3], and activities on detailed inves- knowledge on aerodynamics and aero-thermodynamics of tigations of system components of VTVL re-usable launch retro-propulsion assisted landings for future concepts in Eu- vehicles (RLV) recently started in the RETALT project [4, 5]. rope. The paper gives an overview on the goals, strategy, and Nevertheless, validated knowledge on the aerodynamic current status of the project, aiming for the validation of inno- and aerothermal characteristics of such vehicles is still lim- vative WTT and CFD tools for retro-propulsion applications. ited to a small amount of experimental and numerical inves- Index Terms— RETPRO, retro-propulsion, launcher tigations mostly on lower altitude VTVL trajectories, e. g. aero-thermodynamics, wind tunnel testing, CFD validation within the CALLISTO project [6, 7, 8]. Other studies were conducted to analyze the aerothermodynamics of a simplified generic Falcon 9 geometry during its re-entry and landing 1. -
Reusable Launch Vehicle Technology Program{
Acta Astronautica Vol. 41, No. 11, pp. 777±790, 1997 # 1998 Published by Elsevier Science Ltd. All rights reserved Printed in Great Britain PII: S0094-5765(97)00197-5 0094-5765/98 $19.00 + 0.00 REUSABLE LAUNCH VEHICLE TECHNOLOGY PROGRAM{ DELMA C. FREEMAN{ JR. and THEODORE A. TALAY} NASA Langley Research Center, Hampton, Virginia 23681-0001, USA R. EUGENE AUSTIN} NASA Marshall Space Flight Center, Marshall Space Flight Center, Alabama 35812-1000, USA (Received 25 April 1997) AbstractÐIndustry/NASA reusable launch vehicle (RLV) technology program eorts are underway to design, test, and develop technologies and concepts for viable commercial launch systems that also satisfy national needs at acceptable recurring costs. Signi®cant progress has been made in understanding the technical challenges of fully reusable launch systems and the accompanying management and oper- ational approaches for achieving a low-cost program. This paper reviews the current status of the RLV technology program including the DC-XA, X-33 and X-34 ¯ight systems and associated technology programs. It addresses the speci®c technologies being tested that address the technical and operability challenges of reusable launch systems including reusable cryogenic propellant tanks, composite structures, thermal protection systems, improved propul- sion, and subsystem operability enhancements. The recently concluded DC-XA test program demon- strated some of these technologies in ground and ¯ight tests. Contracts were awarded recently for both the X-33 and X-34 ¯ight demonstrator systems. The Orbital Sciences Corporation X-34 ¯ight test ve- hicle will demonstrate an air-launched reusable vehicle capable of ¯ight to speeds of Mach 8. -
A Review of Current Research in Subscale Flight Testing and Analysis of Its Main Practical Challenges
aerospace Article A Review of Current Research in Subscale Flight Testing and Analysis of Its Main Practical Challenges Alejandro Sobron * , David Lundström and Petter Krus Department of Management and Engineering, Division of Fluid and Mechatronic Systems, Linköping University, SE-58183 Linköping, Sweden; [email protected] (D.L.); [email protected] (P.K.) * Correspondence: [email protected]; Tel.: +46-1328-1893 Abstract: Testing of untethered subscale models, often referred to as subscale flight testing, has traditionally had a relatively minor, yet relevant use in aeronautical research and development. As recent advances in electronics, rapid prototyping and unmanned-vehicle technologies expand its capabilities and lower its cost, this experimental method is seeing growing interest across academia and the industry. However, subscale models cannot meet all similarity conditions required for simulating full-scale flight. This leads to a variety of approaches to scaling and to other alternative applications. Through a literature review and analysis of different scaling strategies, this study presents an overall picture of how subscale flight testing has been used in recent years and synthesises its main issues and practical limitations. Results show that, while the estimation of full-scale characteristics is still an interesting application within certain flight conditions, subscale models are progressively taking a broader role as low-cost technology-testing platforms with relaxed similarity constraints. Different approaches to tackle the identified practical challenges, implemented both by the authors and by other organisations, are discussed and evaluated through flight experiments. Citation: Sobron, A.; Lundström, D.; Keywords: subscale flight testing; similarity; scale model; remotely piloted aircraft; demonstration; Krus, P. -
168 Subpart P—Aircraft Dispatcher Qualifications and Duty Time
§ 121.445 14 CFR Ch. I (1–1–12 Edition) § 121.445 Pilot in command airport (3) By completing the training pro- qualification: Special areas and air- gram requirements of appendix G of ports. this part. (a) The Administrator may deter- [Doc. No. 17897, 45 FR 41594, June 19, 1980] mine that certain airports (due to items such as surrounding terrain, ob- § 121.447 [Reserved] structions, or complex approach or de- parture procedures) are special airports § 121.453 Flight engineer qualifica- requiring special airport qualifications tions. and that certain areas or routes, or (a) No certificate holder may use any both, require a special type of naviga- person nor may any person serve as a tion qualification. flight engineer on an airplane unless, (b) Except as provided in paragraph within the preceding 6 calendar (c) of this section, no certificate holder months, he has had at least 50 hours of may use any person, nor may any per- flight time as a flight engineer on that son serve, as pilot in command to or type airplane or the certificate holder from an airport determined to require or the Administrator has checked him special airport qualifications unless, on that type airplane and determined within the preceding 12 calendar that he is familiar and competent with months: all essential current information and (1) The pilot in command or second in operating procedures. command has made an entry to that (b) A flight check given in accord- airport (including a takeoff and land- ance with § 121.425(a)(2) satisfies the re- ing) while serving as a pilot flight quirements of paragraph (a) of this sec- crewmember; or tion. -
+ Part 10: Test and Evaluation
10. Test and Evaluation 10.1 Approach Architecture Design, Development, Test, and Evaluation (DDT&E) schedule, costs, and risk are highly dependent on the integrated test and evaluation approach for each of the major elements. As a part of the Exploration Systems Architecture Study (ESAS), a top-level test and evaluation plan, including individual flight test objectives, was developed and is summarized in this section. The test and evaluation plan described here is derived from the Apollo Flight Test Program of the 1960s. A more detailed test and evaluation plan will be based on detailed verification requirements and objectives documented in specifications and verification plans. In order to support schedule, cost, and risk assessments for the reference ESAS architecture, an integrated test and evaluation plan was developed to identify the number and type of major test articles (flight and ground) and the timing and objectives of each major flight test, including facilities and equipment required to support those tests. This initial plan is based on the Apollo Program and the ESAS Ground Rules and Assumptions (GR&As)—including the human- rating requirements from NASA Procedural Requirements (NPR) 8705.2A, Human-Rating Requirements for Space Systems. 10. Test and Evaluation 645 10.2 Ground Rules and Assumptions ESAS GR&As establish the initial set of key constraints to testing. Although all ESAS GR&As are considered, the specific ones listed below are particularly significant, as they deal with schedule and testing/qualification assumptions. • The crew launch system shall facilitate crew survival using abort and escape. There will be three all-up tests of the Launch Abort System (LAS). -
AUTHOR Pilots and Flight Engineers. Aviation Careers Federal
DOCUMENT RESUME ED 242 987 CE 038 867 AUTHOR Zaharevitz, Walter TITLE Pilots and Flight Engineers. Aviation Careers Series. INSTITUTION Federal Aviation Administration (DOT). Washington, TC. Office of Aviation Policy. REPORT NO GA-300-122 PUB.DATE 180] NOTE 16p.; For related documents, -see CE 038 868-871. PUB TYPE Guides - Non-Classroom Use (055) EDRS PRICE MF01/PC01 Plus Postage: P DESCRIPTORS *Aerospace Ifidustry; *Aircraft Pilots; Transportation; Aviation Technology; Caeepc Development; *Career Education; *Employment Opportunities; Employmeht Projections; Employment Qualifications; engineers; *Occupational Information; PostseCondary Education; Secondery Education; Wages IDENTIFIERS *Kviation Occupations ABSTRACT' This booklet, one in a series on aviation- careers;. outl nes the v4riety of careers available for Airplane pilots and fli t engineers: The first part of the booklet provides general information about careers for pilots and summarizes, the information in a table..In the main pert of the booklet, the following 11 job categories are outlined: flight instructor, corporate pilot, air taxi or_charter pilot, commercial airplane ox helicopter pilot, patrol pilot, ferry pilot, agricultural pilot, test pilot, airline pilot or captain, airline co-pilot onkOirst officer, and flight'engineer or second officer. FOr each job classification, information on the e nature of the work, working conditions, where the 'jobs are, qualifications, wages, opportunities for training, and outlook for the future is provided: (KC) *********************************************************************** -
How Become an Airline Pilot Handout
Becoming an Airline Pilot Taken from the following article found here: http://www.wikihow.com/Become-an-Airline-Pilot 1) Get a four-year college degree. While a college degree is not required to fly for any of the regional airlines in the United States, a four year degree is required to fly for a major US airline. It's preferable to get a Bachelor of Science degree with an emphasis in aviation (but your degree doesn't necessarily have to be aviation related). Airline pilot training is intense and expensive. A college degree helps to demonstrate to the airline that you will be capable of completing their education program. 2) Look around your local area for a good flight school and flight instructor to begin working on your private pilot certificate. The FAA minimum flight time is 40 hours, but the average is around 60. Schools with FAA oversight can be more desirable if you want a highly regimented training program. 3) Get a First Class medical certificate from a Federal Aviation Administration medical examiner. It is better to apply for a first class medical the first time you apply for a medical certificate to be sure you will qualify for one before you have invested too much time and money into your new career choice. After you earn your private pilot license, begin working on your instrument rating and commercial certificate. An instrument rating requires 50 hours of cross country Pilot-in-Command (PIC) and 40 hours of actual or simulated instrument conditions. For the commercial certificate, you will need 250 hours total time, 100 hours PIC, 50 hours cross country, and 10 hours of dual instruction in a complex aircraft. -
No Left Turns
National Aeronautics and Space Administration Admiation JULY 2008 Volume 2 Issue 6 No Left Turns On July 19, 1989, after a catastrophic engine failure and loss of hydraulic flight controls, United Airlines Flight 232 crashed in an attempted emergency landing at Sioux Gateway Airport in Sioux City, Iowa. Mid-flight, the tail mounted engine on the McDonnell Douglas DC-10 ex- ploded, subsequently severing the plane’s hydraulic con- trol systems and leaving control of the aircraft nearly impossible. While the pilots were able to maneuver the plane to the closest runway, 111 of the 296 people on board died in the crash. Many safety and quality control questions emerged from this disaster, including flight control systems failure, jet engine construction processes and testing, pilot training, and flight procedures. BACKGROUND Figure 1: McDonnell Douglas DC-10 aircraft. nited Airlines Flight 232 was en route from Den- no additional provisions for manual control of the aircraft. ver, Colorado to Philadelphia, Pennsylvania with a This meant that at least one hydraulic system had to be Uplanned stop in Chicago, Illinois. The plane was a operational with hydraulic fluid and pressure in order to McDonnell Douglas DC-10 with three General Electric control the aircraft. engines, one on each wing and one mounted in the tail structure (Figure 1). The tail mounted engine (engine #2) WHAT HAPPENED? had no previously recorded problems and had been in- Engine Failure spected approximately one year prior to the crash. The Not long after the flight reached its cruising altitude of engine had already undergone five other inspections and 37,000 feet, at 3:16 pm on July 19, 1989, the crew and was 1,101 take-off/landing cycles below the mandatory passengers felt and heard the explosive rupture of the #2 engine lifetime maximum of 18,000 cycles. -
The Plight of Pilots and Flight Engineers in the Airline Industry
Hofstra Labor and Employment Law Journal Volume 2 | Issue 2 Article 4 1985 No Place to Go After 60: The liP ght of Pilots and Flight Engineers in the Airline Industry Amy Gibbons Follow this and additional works at: http://scholarlycommons.law.hofstra.edu/hlelj Part of the Law Commons Recommended Citation Gibbons, Amy (1985) "No Place to Go After 60: The lP ight of Pilots and Flight Engineers in the Airline Industry," Hofstra Labor and Employment Law Journal: Vol. 2: Iss. 2, Article 4. Available at: http://scholarlycommons.law.hofstra.edu/hlelj/vol2/iss2/4 This document is brought to you for free and open access by Scholarly Commons at Hofstra Law. It has been accepted for inclusion in Hofstra Labor and Employment Law Journal by an authorized administrator of Scholarly Commons at Hofstra Law. For more information, please contact [email protected]. Gibbons: No Place to Go After 60: The Plight of Pilots and Flight Engineer NOTES NO PLACE TO GO AFTER 60: THE PLIGHT OF PILOTS AND FLIGHT ENGINEERS IN THE AIRLINE INDUSTRY I. INTRODUCTION These are turbulent times for airline pilots and second officers due to the industry's deregulation in 1978.1 "Cut-throat" competi- tion 2 and brutal price wars have forced established airlines to cut costs by reducing their staffs and mandating the retirement of senior members at age sixty. As an alternative to retirement at this age, some pilots have tried to downbid3 to the position of flight engineers (also entitled second officers) .4 When their employers have refused to fulfill their downbid requests, the pilots have brought actions under the Age Discrimination in Employment Act (ADEA) of 1967. -
UAS FLIGHT TEST for SAFETY and for EFFICIENCY Seamus M
UAS FLIGHT TEST FOR SAFETY AND FOR EFFICIENCY Seamus M. McGovern, U.S. DOT National Transportation Systems Center, Cambridge, Massachusetts Abstract (e.g., SAE International technical standards and recommended practices) but also takes advantage of Manned aircraft that operate in the National competitive racing in order to evaluate new Airspace System (NAS) typically undergo technologies and materials (as it turns out, this may certification flight test to ensure they meet a have applicability to UASs as well with the advent of prescribed level of safety—dependent on their several organizations and sanctioning bodies category—before they are able to enter service [for including the European Rotor Sports Association and example, Federal Aviation Administration (FAA) the Drone Racing League). Other aviation-related advisory circular (AC) 25-7C is the flight-test guide tests and test formats not discussed here include the for certification of transport-category airplanes]. typically Department of Defense-focused With the integration of unmanned aircraft systems developmental test and evaluation; operational test (UAS) into the NAS, in the future some type of and evaluation; and research, development, test, and certification flight test may ultimately be required, evaluation structures. however, even lacking such a requirement UAS manufacturers can find value in flight testing UASs In terms of flight test, the military services have using familiar experimental and certification flight- their own criteria for evaluating their various aircraft. test procedures, the results of which can enhance the These requirements are often bound by contractual safety of the design, the safety of the operation, agreements between the service and the vendor, and/or the efficiency of the operation. -
Looking for a Career Where the Sky Is the Limit?
LOOKING FOR A CAREER WHERE THE SKY IS THE LIMIT? Airline Pilot Career Information Air Line Pilots Association, Int’l 1 FOREWORD The Air Line Pilots Association, International (ALPA) has prepared this booklet for young men and women interested in aviation careers. We hope this information will be helpful to you as you plan for your future. The commercial airline pilot is a member of a proud and demanding profession. The amount of training needed, and the expense of that training, is comparable to the training for a physician. This is understand- able because pilots are responsible for many human lives—sometimes more than 400 passengers on one flight. ALPA pilots are intensely aware of their responsibility. Although they consider the comfort and convenience of their passengers important, they uphold safety as their paramount concern. If you are looking for a career where the sky is the limit, this information can provide you with many of the facts necessary to decide whether becoming an airline pilot is in your future. CONTENTS 4 ............................................. The Piloting Profession 4 ........................................................ Some Statistics 5 ................................................... Pre-Flight Checklist 8 ...................... Flying the Line/Personal Requirements 10 ....................Flying the Line/Licensing Requirements 13 ................................... Where Can I Get More Info? 13 ........................................... Government Resources 14 ........................................... -
General Flight Test Theory Applied to Aircraft Modifications
General Flight Test TheoryTUTORIAL Applied to Aircraft Modifications GENERAL FLIGHT TEST THEORY APPLIED TO AIRCRAFT MODIFICATIONS Lt Col Lionel D. Alford, Jr., USAF and Robert C. Knarr Any external aircraft modification has potentially far-reaching effects on the capability of the aircraft to succeed or fail in its mission. The authors take a systematic look at the effects that small changes can have upon the whole, with a series of examples that demonstrate why careful review of data or testing is often vital in the assessment of system modifications. new design aircraft program always external aircraft modification. The aircraft includes an instrumented test to design problems covered here represent Avalidate the analyses. But a modifi- the fundamental characteristics by which cation program may rely instead on pre- aircraft capability is judged. These design viously collected data for model valida- problems, when not properly analyzed and tion. Such a program must adequately tested (if required), have historically address the effects of the modification on resulted in significant degradation of air the aircraft and its mission. The user must worthiness. We define the subject area and judge these effects for their desirability— explain the importance of each problem especially when they degrade mission by discussing the rationale behind stan- capability. But, to be judged, they must dard design practices and air worthiness be fully understood. Reviewing historical and operational considerations for the fleet data or conducting a test are two ways to aircraft. Concrete examples illustrate each validate the data by which these effects case. Although only effects to the C–130 on aircraft capability are judged.