Asdzxc Essay

asdzxc Essay
This assessment consists of 30 multiple–choice questions. The questions cover aviation subjects
studied for the issue of the commercial pilot's licence and general aircraft handling. The questions
are answered by pointing and clicking the required answer using the mouse. To move to the next
question click on the 'next' button. To go back to a question click on the 'previous' button. To change
your answer point and click at another answer. The assessment is not timed. You should expect to
take about 20 minutes to answer all the questions.
1)Jet airliners like the 737 or A320 have swept wings. The reason for this sweep back is?
To reduce drag at the design cruise mach number."/>
To enable these aricraft to use less space when ... Show more content on Helpwriting.net ...
The pilot might expect it to experience"/>
A strong updraught only under the cloud base"/>
A downdraft followed by an updraught and then another downdraft"/>
An updraft followed by a downdraft and then another updraft"/>
17) In calm winter conditions in NW Europe dense fog is cleared most effectively by"/>
A change of airmass"/>
Solar radiation"/>
An increase in wind speed"/>
18)Flying at 33000 feet the aircraft cabin rapidly depressurises. What period of useful consciousness
can you expect?"/>
About 25 seconds"/>
About 50 seconds"/>
About 120 seconds"/>
19)When making a visual landing on a runway with a 1 degree slope up you may experience
A visual illusion of being high on the required glidepath"/>
A visual illusion of being low on the glidepath"/>
Neither of these as the visual effect of the runway slope is insignificant"/>
20)In the cruise at high altitude when flying into an area of known turbulence you would"/>
Stop the cabin service and fly at the turbulence speed"/>
Secure the cabin and cockpit, select turbulence speed and maintain a constant attitude"/> Secure the
cabin and cockpit and descent at Mmo / Vmo"/>

21)Approximately how far will a jet airliner travel in still air when descending clean from FL370 to
FL70 ?"/>
50 nm / 88 km"/>
75 nm /
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NSAJordaniaforecast2015
Current
Market
Outlook
Nickolas Sarlis M.B.A,
B.Sc Math,
B.A(Hon) Political Science
February 4
2015
Current Market Outlook
Purpose of the forecast
The current market outlook is our long term forecast of the air traffic volumes & demand.
The forecast helps shape our product strategy & guide long term business planning.
We start fresh every year, factoring the effects of current business conditions & developments into
our analysis of the long term drivers of air travel.
Effects of market forces.
The Aviation industry continually adapts t market forces. Key among these are fuel prices, economic
growth & development, environmental regulations, infrastructure, market liberalization, airplane
capabilities, other modes of transport, business ... Show more content on Helpwriting.net ...
Sources of ancillary revenue include fees for baggage, ticket change, extra amenities, annual
subscriptions to premium services, frequent flyer programs (FFP), and even on board duty free
sales. Some of the more innovative sources (such as annual subscriptions and FFP products like
branded credit cards) generate handsome margins for the airline and promote brand loyalty. Such
strategies helped the airlines improve profitability for 2013.
Improved profitability is allowing airlines to increase strategic investment for future growth.
Airlines are boosting investments to enhance their customer product offering and operating
efficiencies. Example, in addition to new airplanes, airlines are investing in new information and
mobile technology, upgraded cabin interiors for higher levels of service, and additional seats to
improve unit costs. Some airlines are increasing equity investment in other airlines and cross border
partnerships to solidify and expand networks. Reinvestment of profit into airline products enhances
the long term growth prospects for the industry.
Airline strategies and business models
Strategic planning is a continual process for airlines. Plans must take into account the challenging

and ever changing competitive environment as well as how passengers define value. Example,
Business travelers are sensitive to flight times and expect a high level of service. Short haul business
travelers

The Summary Of Air France Flight 447
Air France Flight 447 Rio de Janeiro, Brazil to Paris, France Incident Summary The following
information is based on the findings of the BEA (Bureau d'Enquêtes et d'Analyses) (2012); On May
31, 2009, Air France flight 447, an Airbus A330, took off from Rio de Janeiro enroute to Paris,
France. After a normal departure the crew climbed to their cruising altitude of FL350. The captain
was designated as the pilot monitoring (not flying) and the first officer was the pilot flying. About 3
hours into the flight the crew noticed some weather ahead and began to encounter slight turbulence.
Due to performance limitation on the aircraft the crew was unable to climb above the weather. The
turbulence increased slightly as the flight continued, but less than 10 minutes later the turbulence
stopped. Once clear of the turbulence the captain woke the second first officer to take his place. The
captain stayed while the first officer briefed the second officer, then exited the cockpit. The first
officer (pilot flying) occupied the left seat, while the second officer (pilot monitoring) occupied the
right seat. Shortly there after, the turbulence increased slightly. The first officer and second officer
made the decision to slow from Mach 0.82 to Mach 0.80 and to turn about 12 degrees left of course.
About two minutes later the autopilot and auto–thrust disconnected. As the first officer took the
controls the aircraft began to roll right, so he rolled the aircraft to the left and pitched up.

Fly By Wire Essay
Aircraft Feature; Fly–By–Wire Technology Fly by wire is a new technology in aircrafts that has
replaced the manual flight control with electronic controls. In this technology the flight control
signals are converted into electrical signals which are transmitted to the processors through electric
wires and the computer determines the movement of the actuators according to the control command
(Crane 2002). Moreover, this system sends out certain commands to the computer without any input
from the pilot, these commands are mainly transmitted for a more stable flight. The fly–by–wire
system also allows automatic signals sent by the aircraft's computers to perform functions without
the pilot's input, as in systems that automatically help stabilize the aircraft. Mechanical and hydro
mechanical flight controls system comprise of all heavy steel cables, metallic pipes with hydraulic
fluid, cables and pulleys which adds to the air craft total weight thus slowing it down and decreasing
its full efficiency. Both systems frequently need unnecessary backup to tackle mechanical failures,
which further increases weight. Additionally, both have inadequate capability to adjust to changing
aerodynamic conditions. Dangerous maneuverability such as stalling, spinning and pilot–induced
oscillation (PIO), which is dependent chiefly on the strength and configuration of the aircraft
concerned rather than the control system itself, can still occur with these systems (Crane 2002). The
word

Aircraft Conceptual / Preliminary Design
Aircraft Conceptual/Preliminary Design
Module: AE5021
Aerospace Design and Materials
Date?
Assignment set and marked by: J Wang
Issue date: date
Submission deadline: date
Moderator and Module Leader: P.E. Barrington
Full Name K Number
Ibukun Ajayi K1317245 K K K K K K
Note: The report should be around or less than 15,000 words and no more than 70 pages, but not
less than 10,000 words. The guide line is Arial font 10, and 1.5 space
Table of Contents Gant Chart Research Specifications
Airbus UK/ University Design project 200X/0X will be provide as the costumer's requirements.
Every group should work as a team and apply the knowledge gained from previous year and this
module to produce your own specifications. Above table and a design document with appendix from
AIAA are provided as your reference.
Literature Survey
Conduct a literature survey of aircraft in the general category of the envisaged design. Make
reference to books such as Jane's All the World's Aircraft, web sites such as
http://www.bh.com/companions/034074152X/ (which is the web support for the recommended text
for this project), http://www.aircraftdesign.com/other.html, publications such as Flight International
(e.g. 24–30 October 2000), and draw up a table of critical parameters for similar aircraft. Data that
are useful in the initial conceptual design include empty and maximum take–off weight, payload,
wing area, wing span, wing aspect ratio, tail plane and fin areas, tail

Six Sigma Logistics: The Case of Cessna
Six Sigma Logistics: The Case of Cessna
Originally, Six Sigma was designed for control of defects and was part of total quality management
(TQM) (Gupta, 2003). Since its creation, however, it has gone well beyond what it was originally. It
is much more of a methodology now, and used to address and handle the variations that are seen in
processes. These variations can cause defects, and that makes them unacceptable deviations that
stray too far from the mean. When the variations can be managed systematically, the defects will be
largely eliminated from any product (Gupta, 2003; Whalen, 2002; Witt, 2002). Because of that, the
Six Sigma objective is to provide performance, value, and reliability to every end user or customer
on a level that is world–class. Through the years it has gotten much better at meeting that objective,
and more companies have began adopting it. One such company is Cessna. The company makes
airplanes and airplane parts, and its name is almost synonymous with small, personal aircraft.
The biggest worry for Cessna was its supply chain management, which it has now used TQM and
Six Sigma to improve (Morgan, 2002). There are more than 20 different things that Cessna has done
in order to make sure that its supply chain management continues to improve, and the vast majority
of those things relate to either TQM principles or Six Sigma. These improvements include:
stretching its goals, benchmarking, rationalization plans, full–time commodity teams, a

Boeing Research Paper
AVIA 112 Final exam 1. Describe in your own words the design of the B757 Auto flight and
Navigation system. The Boeing 757 Auto flight system comprise the Autopilot Flight Director
System (AFDS) and the Auto throttle System (A/T). There are three autopilots in Boeing 757. (left,
center and right), autopilots can help the pilot to fly the aircraft by sending the signals to the flight
control hydraulic actuators and horizontal stabilizer actuators to control the aircraft. It also provides
the pitch and roll control during autopilot operation, yaw control during multiple autopilot approach
and landing or goes ground. The autopilot may use in all phase except take off. There are many
selectable roll and pitch modes in the AFDS such as LNAV, Heading ... Show more content on
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Each engine has a constant speed drive unit to keep the AC power can Stabilize the Frequency. CSD
can take the variable speed input from the engine and transfer to a constant output of the generator.
In Boeing 757, the CSD with an AC generator is called Integrated Drive Generator (IDG). The main
DC power in Boeing 757 is provided by two transformer/rectifiers(TRs), they are power by the main
AC bus and also respective main DC bus. The Battery in Boeing 757 is the APU Battery and the
Main Battery. Each of them contains a battery changer. The changers will operate when the aircraft
has AC power on the ground service bus. The APU Battery is used for start and operates the APU,
the Main Battery is used for supply the hot battery bus and supply whatever place there is no DC
power available. There are ways to transform both types of power to another form in Boeing 757, an
Inverter is a device that can convert DC power to AC power. The Inverter is Limited in Amount of
power they can produce. A transformer/rectifiers(TRs) is a device that can convert AC power to DC
power. This device can allow AC generator to provide both AC and DC power in huge

Environmental Sustainability Of The Airport
3. Mitigating environmental dis–benefits of the plan for sustainability
The identified dis–benefits of the plan in section 2 are not always eliminated but can be reduced to
the acceptable level standardised by regulating bodies such as International Civil Aviation
Organisation (ICAO). Every stakeholders of the airport must consider sustainability of the
environment while planning for future because a careless actions at the present may have huge
negative impact on the social, environmental and economic aspect in the future.
3.1 Mitigations of noise pollution
Noise pollution cannot be fully eliminated but as stated before, it can be reduced to an acceptable
level. Effects of noise varies greatly depending on the types of source, location of the recipient and
the time of production. Hence, the noise produced by the aviation industry and its related operations
are mitigated by different techniques and methods, which are as follows.
Design changes: Reduction of noise at the source such as exhausts from aircrafts and ground
vehicles, airframe noise and power–plants via noise reduction technologies. Especially regarding
aircrafts, they have become quitter over the years as the technological advancement in propulsion
system of the aircraft has allowed the manufacturers to build less noisy aircrafts compared to its
predecessors [9]. A possible future solution for the noise pollution relating to combustion aircrafts
could be electric aircrafts. It would be an ideal solution for the

Why We Must Go Wrong
As the saying goes "anything that can go wrong, will go wrong", yet being fully aware of this,
humans don't avoid doing things altogether, instead we intentionally thrive toward finding that
which can go wrong out of curiosity for knowledge and fear that we might miss out on something if
we don't. There is a lesson to be found in every disappointment and negative outcome therefore, we
gain experience, we discover, and learn to live with things going wrong because that means we are
one step closer to it going right. We learn to live with these things by jotting down our mistakes and
others prior mistakes to help us prepare accordingly to future situations. This is especially true in
aviation. Without things going wrong, flying would not hold the safest mode of transportation nor
would it be as advanced, as there would be nothing to aid us in how to prepare for the next flight
otherwise. We've spent the last years in aviation focusing on increasing safety by trying to perfect
aircraft to only learn, as Wilbur Wright stated, "...the safety of the operator is more important than
any other point. Greater prudence is needed rather than greater skill." This meaning that it isn't the
technology or the aircrews' individual capabilities; it is the lack of caution and preparation instilled
into the aircrew. Information gathered from flight data recorders, FDRs, and cockpit voice recorders,
CVRs, revealed new insights on aircraft accidents. The result of several accidents was

The Crash Of A Chartered Bombardier Learjet Model
On September 19, 2008 at 11:53 pm eastern standard daylight time, a chartered Bombardier Learjet
Model 60, N999LJ, owned by Inter Travel and Services, Inc., and operated by Global Exec Aviation,
overran runway 11 during a RTO at Columbia Metropolitan Airport, Columbia, South Carolina. The
captain, first officer and two other passengers were killed. The cockpit voice recorder caught
multiple loud rumbling sounds, which was later concluded in the NTSB report to be tires blowing
out. The tires were sequential blowing out due to the insufficient maintenance of the tires by Global
Exec Aviation. The recorders also documented confused conversations by the crew, regarding the
unexpected noises. The pilot committed to a RTO after V1 and after a ... Show more content on
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Safety recommendations to perform were required from the crew and pilot to monitor tire pressures
and checks, pilot's needed training on tire failure scenarios, change deficiencies in the Learjet's
system with thrust reverse, and require that all Learjet pilots receive training, for takeoff as well as
landing phases of flight (NTSB, 2010).
History of Flight
Incident
On September 19, 2008 at 11:53 pm eastern standard daylight time, a chartered Bombardier Learjet
Model 60, N999LJ, owned by Inter Travel and Services, Inc., and operated by Global Exec Aviation,
overran runway 11 during a RTO at Columbia Metropolitan Airport, Columbia, South Carolina. The
aircraft crashed and burned after the crew was unable to stop the aircraft before departing the
runway. The captain, the first officer, and two passengers were killed; two other passengers were
seriously injured. The chartered passenger flight was headed to Van Nuys, California. The flight was
ready for departure just prior to midnight. After analysis of the cockpit voice recorder (CVR)
transcript, it was revealed that the flight crew received clearance instructions from the CAE ground
controller to taxi from the northeast fixed–base operator's (FBO) parking ramp to runway 11. After a
short conversation with the first officer about which way to turn, the captain, who was the pilot
flying, turned the aircraft left onto taxiway U. The controller provided a corrected taxi clearance
after detecting

Factors Influencing Dynamic Control Of The Helicopter Pilots
The helicopter pilots, in general, are required to be skillful in operations on both improved and
unimproved surfaces. During normal or slope takeoffs and landings with some degree of bank angle
or side drift with one skid or wheel on the ground causes the helicopter to roll. When the rollover
happens, the lateral cyclic control response becomes more sluggish and less effective than for a
hovering helicopter. Consequently, if a roll rate is permitted to develop, a critical bank angle may be
reached where roll cannot be corrected, even with full lateral cyclic, and the helicopter will roll over
onto its side. As the roll rate increases, the angle at which recovery is still possible is significantly
reduced. The critical rollover angle is also reduced. So, the goal of this essay is to cover the factors
influencing dynamic control such as solo flight, cross wind, tail rotor thrust etc. and understand the
recognition of dynamic rollover, how to avoid it and steps required for recovery. In addition, the
effects of critical rollover angle on dynamic rollover and factors influencing dynamic rollover are
also discussed.
Introduction:
An increasing percentage of helicopter accidents are attributed to dynamic rollover, results in
destruction of helicopter and some serious injuries to the helicopter pilots and crew. The dynamic
rollover is a condition of power flight, where helicopter tends to roll laterally. When a helicopter is
lifting off the ground or it is hovering with one

Advantages Of Drone Survey
1.0 INTRODUCTION:– What is drone survey?
Drone surveying is the operation of finding contour, dimension, position or other particulars of the
earths surface by using remote controlled aircraft. A drone is basically an unmanned aircraft. It is
also called an unmanned aerial vehicle (UAV) or a flying robot. It can be remotely controlled or fly
by itself through flight plans that are software–controlled. Such flight plans are in their embedded
system that works with GPS. Drones are known to be used for military purposes, but they are also
used in different activities like traffic monitoring, weather monitoring, surveillance, fire fighting,
search and rescue, film–making, recreational activities, etc. It is also used in surveying, which we
will ... Show more content on Helpwriting.net ...
6.Analysis/production of deliverables
Creation of break lines, reference points, digital elevation models, contour lines
Calculation & analysis of volumes and stockpiles
Export of output files (geoTIFF, obj, dxf, shape, LAS, KML tiles etc.) to third–party software as
required.
4. Advantages of drone survey:–
Drone can gather various type of data; for instance, photos, videos.
The gathered information is instantly uploaded to a server.
Once uploaded, the information can be accessed by any authorized individual where they are.
Using drones are safer in particular situation.
Very less time required.
Man–power is negligible as compared to survey done by man.
Cost saving and fast turnaround (Ability to survey 100ha in day).
Improvement in safety.
5.Some various drones:–
5.1.DJI Phantom 4 Pro:
Cost = $1,600
Flight Time = 28 minutes
Coverage = 150 acres
Camera = 20MP Exmor R CMOS
Max Speed = 44 mph
Primary use: ameture videography & imagery
5.2. DJI Inspire 1:Cost =

Aar 14-1 Airplane History Paper
Aircraft and Flight History AAR 14–01 was published by the National Transportation Safety Board
(NTSB) on June 24th 2014. It is the Aircraft accident report for Asiana Airlines flight 214, from
Inchon, South Korea to San Francisco, California. The flight was scheduled to be a 10 hour and 34
minute flight across the Pacific Ocean. However, the flight ended short of the runway and impacted
the sea wall at the end of runway 28L, destroying the aircraft. Flight 214 was a Boeing 777–200ER,
powered by two Pratt and Whitney PW4090 engines that had accumulated over 37,000 hours in its 7
year service after being initially placed into service on March of 2006. Prior to this incident there
had never been a fatality on the 777 airframe and only one ... Show more content on Helpwriting.net
...
The NTSB noted that the commander placed an officer in charge of the fire attack that had not
received proper training. The crew had equipment that had not been utilized to its fullest potential,
particularly the high–reach extendable turrets. The airport also failed to deploy its two emergency
medical busses to the scene. There was also an apparent communications break down. The NTSB
also noted that there was a lack of communication between the SFO airport rescue crew and local
city dispatchers, hampering rescue efforts by local agencies. CRM Factors There were several
factors that relate to Crew Resource Management (CRM). Notably the inability of the crew to
maintain their situational awareness during the approach. The crew became so task saturated in the
approach glide path that they ignored the throttle settings until it was too late to recover. Failure to
monitor their airspeed, while focusing on the approach path contributed as well. Fatigue of the crew,
and mismanagement of their afforded rest periods also contributed to the incident. The most rested
member in the flight station was the pilot monitoring with 3 hours of sleep in the previous 24

Case Analysis Of Asiana Airlines Flight 214
Asiana Airlines Flight 214 Lalith Gopalakrishnan Embry–Riddle Aeronautical University February
21, 2016 Summary In this Aviation human factors case analysis, I am going to evaluate and
conclude the primary and secondary human factors contributed to the Asiana Airlines flight 214
crashed at San Francisco International Airport (SFO), San Francisco, California which resulted in 3
fatalities, 187 minor injuries and 49 serious injuries out of 309 people aboard on July 6, 2013. To
evaluate the primary and secondary human factors contributed towards the accident of Asiana
Airlines Flight 214, the use of online searches and NTSB reports will be examined. Asiana Airlines
flight 214 is a scheduled passenger flight from Incheon International Airport near Seoul, South
Korea, to San Francisco International Airport (SFO) in San Francisco, California, USA. On July 6th,
2013 on the Saturday morning, the Boeing 777–200ER aircraft operating the flight, crashed when on
a final approach into SFO, when the airplane struck the seawall breaking the tail section of the
plane. Of 307 people aboard, 3 died, 49 sustained serious injuries and 187 sustained minor injuries.
The airplane was destroyed by impact ... Show more content on Helpwriting.net ...
Failure to notice based on the two indications that the approach was un–stabilized and initiated a
go–around would have saved the airplane from crashing. As the airplane become increasingly
unstable and went below glide path and activated the warning when airspeed went too low and
followed by stick shaker, before they decided to go–around it was too late to recover. (NTSB

A Report On The Crash
The accident in question happened on February 2, 2005 around 07:18 Eastern Standard Time. A
Bombardier Challenger CL–600–1A11, tail number N370V, went off the departure end of runway 6
at Teterboro Airport located in New Jersey. The Challenger exited the runway at a ground speed of
about 110 knots, through the airport fence, across a six lane highway, where it struck a vehicle and
then through a parking lot before striking a building. In total, a cabin aide, eight passengers and one
person in the building were injured. Post–crash, the aircraft was destroyed from the impact and fire
that resulted from crash (NTSB, 2006). The flight was scheduled to be an on–demand passenger
charter flight from Teterboro, NJ to Chicago, IL and was operated under Part 135 by Platinum Jet
Management, LLC out of Fort Lauderdale, FL under the auspices of a charter management
agreement with Darby Aviation. Platinum Jet Management was hired for this flight by the brokerage
company for a charter customer. The pilots and cabin aide were notified of the flight on February 1st
and later that day traveled out of Fort Lauderdale, FL to NJ arriving slightly after midnight. On
February 2nd, both pilots performed a preflight inspection of the aircraft with no discrepancies
noted and monitored the airplane as the line service technicians topped off the fuel. The passengers
arrived between 0630–0705 only carrying light baggage such as coats and brief cases (NTSB, 2006).
The cockpit voice recorder and

Aircraft Maintenance Practices
Aircraft is parked on an airport as soon as it lands for loading and unloading of passengers and other
services. Since the pilot cannot estimate the distances from other aircraft or obstructions, there has
to be a crew to assist the pilot when parking for security which is carried out via hand signals called
marshalling. Aircraft marshalling is a visual way of ground crew to communicate with the pilot by
utilizing bats or lighted wands, depending upon the time either day or night. Aircraft Marshallers are
required to wear bright surcoat or vest to be well distinguished by the pilot. First thing that the
Marshallers should do when aircraft has landed, they should let the pilot know that they are the in–
charge marshaller, by raising ... Show more content on Helpwriting.net ...
4. Identify gate – Fully extend arms straight above head with wands pointing up 5. Proceed to next
marshaller – Point both arms upward; move to sides of body and extend arms outward pointing the
wands to the next marshaller. 6. Straight ahead – Bend extended arms at elbows and move wands up
and down from chest height to head. 7. This way – Extend arms with or without wands straight
vertically 8. Turn left (from pilot's view) – Extend right arm with wand 90–degree angle to body,
move left arm up and down repeatedly with a motion indicating rate of aircraft turn. 9. Turn right
(from pilot's view) – Extend left arm with wand 90–degree angle to body, move right arm up and
down repeatedly with a motion indicating rate of aircraft turn. 10. Normal Stop – Fully extend arms
with wands at a 90–degree angle to sides and slowly cross wands above the head. 11. Emergency
Stop – Sudden extension of arms and crossing wands above the head. 12. Slow down – Extend arms
with wands patting up or down from waist to knees. 13. Slow down engine(s) on indicated side –
Arms and wands down, wave either right or left wand up and down indicating engine(s) slowing
down respectively. 14. Cut Engines – Extend arm with wand forward of body at shoulder level,
moving wand in a slicing motion across throat. 15. Start Engine(s) – Raise left arm overhead while
pointing the engine to be started and make circular motion of right arm at

Pros And Cons Of Search For Flights
airfare travel tips If you don 't take long–haul flights very often, everything about the experience can
seem intimidating –– the interminable hours aloft, the sketchy choice of seats, choosing an airline
you know nothing about, wondering if and how well you will be fed, dealing with boredom. And
then there 's the pricing, which can put you back on your heels within seconds of clicking "Search
for Flights." All told, a long–haul flight can be the most physically and financially demanding
component of travel to faraway places. To help you keep long–haul flying from becoming long–
suffering, here are nine tips to consider before booking your next big international flight. 1. Do not
judge by price alone. Once you get into the stratosphere of long–haul flight pricing, the numbers
involved start to become a little scary –– there aren 't many three–figure long–haul price quotes out
there, and the sticker shock can sting. However, when you consider a long–haul flight as a by–the–
hour experience, a higher cost on a decent flight on a comfortable aircraft with a stellar
entertainment system and good food may start to seem fairly attractive when compared to a hellish
flight on a cramped aircraft with overhead screens showing bad movies. So after reviewing the
recommendations below, take stock of your options carefully when weighing price vs. amenities; if
you are going to be on a plane for a total of 30 hours coming and going, and it costs an extra $150 to
get a better flight on a

Dialogue Essay: The Conversation Between Lua And Artus
The camera zoomed to the time when George group gathered inside the concrete pipe while Artur
got in eventually, and Max said: 'Go quick.' As they bent their bodies to walk toward the mouth of
the five foot diameter pipe Artur said in Russian to Max and Lusa translated to him: 'He said thank
you, you saved his life.' Artur gave Max a high five Max said: 'No thanks, you will do the same
thing for me, I bet you do.' George said: 'who's gonna drive the M–26?' Greg said: 'me.' George said
to Lusa: 'you and Artur take back your guns, Peanut, give the AK–300 back to Artur and take my
launcher to watch our back. Lusa and Artus lead Greg and Max as a guide in front, but stay in the
exit and cover Greg and Max get to the plane. Greg and Max, follow ... Show more content on
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approximately about thirty to forty meters, the snow was big.' Rodney fast mind calculation said:
'was it precisely left?' Lusa said: 'yes,' Rodney said: 'if I'm right, from this gap here to the plane is
fifty meters, because it's sixty degrees with the pipe, and from here to the mouth we're dead sure it's
twenty five meters, and the pipe form a right angle with the plane, it's around forty three to forty
four meters.' Lusa said: 'but we found big footsteps on the snow, they are fresh.' George said: 'they
are waiting for

Old Techniques In Florida Waters And Treasure Hunters
There are three stories talking about techniques that we now use in order to find the things we need.
They talk about how it was back then, like the old techniques and on how it has eveloved today.
The first story is called " Florida Waters and Treasure Hunters" by Scott .L .Key, his story is talking
about treasure hunters and the old techniques they had back then. In paragraph 7 it says, " He did not
like working with dredge pumps, so he invented the mailbox system." A guy named Mel Fisher
invented the mailbox system in the 1960s, its a metal tube that is at a 90 degree angle. It sucks in
sand from the bottom of the ocean, and by using that Fisher and his group found many jewels, as
wel as gold and silver coins. THere was a family with the name Schmitt in 2013, they used the
mailbox system and they found treasure, of course they couldnt keep it ... Show more content on
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When people go on flights they are aribrone attempts to collect data, at the time airplanes collected
data or the waether since tracking devices didnt exist. Later on the United States started putting
weather reconnssiance around the world, weather satelites started to come here in the 1960s.
Huriicane hunters now exists, so they go and three parts of a hurricane, they see they eye, eyewall
and the spiral rain bands, they cant go down that far so they drop a hurricane sensor that has a
parchute and it collects data every second. In paragraph 6 it says, " In sepetmber 1961, Weather
Bureau forcatsers watched a crude television image from an expiremental weather satelite that
showed a hurricane heading towards the Texas coast." The system to find out the weather that is
used to day and that was used back then, is the most important technology because we need to know
the weather, its impotant to know these things, especially if a hurricane is coming on our

Analyzing Aircraft in Alaska
Definition of terms
There are several terms that geeky airplane folks use when discussing the properties and merits of
airplanes. It is necessary to understand these terms when comparing airplanes. Some of the most
commonly used are gross weight, useful load, and payload. Gross weight is the maximum aircraft
weight when full with cargo and fuel. It can be dangerous to exceed gross weight because the
airframe might not be able to handle the extra weight. Useful load is how much weight can be put in
the plane including fuel. Payload is how much weight can be put in the plane after it is full of fuel.
Some common terms used in describing bush planes are stall speed, STOL, ground roll, take off
distance over 50 feet, and rate of climb. Stall speed is when the airplane stops producing enough lift
to fly, and the airplane stops flying. STOL is an acronym for Short Takeoff and Landing. Ground roll
is how many feet it takes for a plane to takeoff. Take off distance over 50 feet is how many feet it
takes for a plane to take off from being stopped to climb 50 feet in the air. Rate of climb is how
many vertical feet per minute, FPM, an airplane can climb.
Description of airplanes
The Piper Super Cub is one of the most popular aircraft in Alaska because it has STOL performance
and is a cheap plane to buy and fly. It is cheap enough for even private pilots to own. It can
accommodate only two people but

Risk Management: United States Air Force-F-Four Rules
Risk Management – The ability to assure that risk is identified, evaluated, documented, eliminated
or controlled within defined program risk parameter. IMPORTANT: Ensure that your work
experience supports your answer. Your answer and associated work experience will be evaluated
further to validate whether the answer that you selected is appropriate. United States Air Force–F–4
Crew Chief As an aircraft maintenance specialist in the United States Air Force, one of my
responsibilities required me to conduct a final inspection, of the fighter aircraft, prior to the plane
taxiing to the runway. During one particular inspection, I identified a potential danger. I discovered a
screw protruding from one of the main gear tires. I documented

The Unmanned Aerial System can also loiter at a different...
The Unmanned Aerial System can also loiter at a different speed presenting the opportunity of other
aircraft to overtaking the UAS. Due to this ability, potential midair collision scenarios are numerous.
Two critical technological functions will separate the Unmanned Aerial Vehicle's architectures in the
system. The vehicle's ability to control the vehicle, survey and avoid must be addressed by the FAA
to mitigate the risk of midair and ground collision factors. UAS technology can perform hovering
functions and offers potential advantages of lethal or non–lethal weapons; Thermal infrared–visual
EO sensors; video recorders, detectors, spectrometers, spectrophotometers; just to name a few. All
of these items and then some could aid in ... Show more content on Helpwriting.net ...
The information could take longer to receive due to windows of opportunity, and other forms of
interferences. Emergencies would not receive the depth of perception supplied by the capabilities a
UAS can provide. There would still be intrusion into our lives but in some cases (depending on who
you are) on a smaller scale. The possibility of midair and ground collisions would occur. It
unrealistic to say our condition would be worst but forward progress would be hampered.
Recommendations The FAA is bound by Title 49 of the US Code that governs transportation;
Subtitle I of Title 49 which governs the DOT, and Subtitle VII which governs aviation programs.
This charges the FAA that they "shall consider ....assigning and maintaining safety as the highest
priority in air commerce" and "enhancing safety" (Weibel, 2005). The classification of UAVs is so
broad in nature any craft could fit; as one writer stated, "Could also include paper airplanes"
(Weibel, 2005). It is recommended the FAA continue to work with all other relevant governing
agencies, and public entities to create better regulations that are specifically applicable to every class
of Unmanned Aerial System. Although there are guidelines set forth by the FAA, laying a better
foundation of classification of each Unmanned Aerial System that covers capabilities, flight
envelope, and specified usage. These guidelines must be applicable across the board. The FAA
should put just as much thought

Essay on ASCI 310: Aircraft Performance Research Project
ASCI 310: Aircraft Performance Research Project
Objectives
One of the requirements for this course is an Aircraft Performance Research Project that entails
planning a flight from Denver International Airport (KDEN) to Chicago O'Hare International
Airport (KORD) for a given aircraft, weather conditions, and assumptions. The objective is to apply
what has been learned throughout this course. Drawing on aeronautics theory and using the
performance charts and equations presented in the course, each student is to answer a sequence of
questions that step through the planning process. Remember, as with all of the exercises, all work
(calculations) must be shown as much as possible. After all of the questions have been answered, the
next task ... Show more content on Helpwriting.net ...
Assume Flaps at 15 deg.
(1.5 pts) Find Maximum Takeoff Weight for the given conditions. Assume takeoff is at Max
Recommended Takeoff weight accounting for Density altitude (see Figure 11–21).
Pressure altitude = 5430 – (29.32 – 29.92) * (1000 / 1) = 6030 feet
According to fig 11.21, the Max Recommended Takeoff weight is 82500lbs.
(1.5 pts) Find Takeoff Speeds: V1, V2, VR (see Figure 11–25). Assume Min Speed due to VMCG
Requirements is OK.
Using Figure 11–25,
V1 = [(85 – 82.5) / (106 – V1)]
= 104 KIAS
V1 = 104 + 6 – 0.5 + 2
= 111.5 KIAS (Corrected)
V2 = [(85 – 82.5) / (127 – V2)]
= 125 KIAS
V2 = 125 – 1
= 126 KIAS (Corrected)

VR = [(85 – 82.5) / (118 – V1)]
= 116 KIAS
VR =116 + 2
= 118 KIAS (Corrected)
(1.5 pts) Find Flap Retraction Speed (KIAS).
Flap Retraction Speed = V2 + 10 knots
= 126 + 10
= 136 KIAS
(1.5 pts) Find Slat Retraction Speed (KIAS).
Slat Retraction Speed = Flap Retraction Speed + 25 kts
= 136 + 25
= 161 KIAS
(1.5 pts) Find Critical Field Length (ft).
Using Figure 11–22, Critical Field Length = 4500 fts
(1.5 pts) Find Distance to Accelerate and Stop with a Single Engine Failure at V1 (ft).
Using Figure 11–23,
Distance to Accelerate and Stop with a Single

Technical Decision Questions On Programming The Fms And...
The first decision discussed in programming the FMS and ACARS will be choosing the correct
runway to request data for. Choosing the runway is an analytical decision, as information needs to
be analyzed correctly. An airport's ATIS will list the active runways in use for departures. If multiple
runways are being used for departure, pilots will need to anticipate the runway they will use. Pilot
will use their location relative to the runways, direction of departure, and previous experience to
decide on a runway. Pilot's previous experience can be heuristic as certain airport conditions lead to
specific runway operations. It is sometimes referred to as "tribal knowledge" when anticipating the
correct runway. Sometimes airports will use a ... Show more content on Helpwriting.net ...
There can also be a runway change after the initial assignment, which leads to the task starting all
over. Time is the biggest stressor in this decision. A pilot always wants to anticipate the correct
runway so that it will reduce their workload during taxing. If they picked the wrong runway they
then have a lot of work starting the request task over in a short period of time.
The second decision looked at will be deciding if the received data is correct and valid to accept and
use. This decision can be either intuitive analytical. Analytical is the correct way to make the
decision however. The decision is analytical because pilots are supposed to verify all the information
that was used to compute the takeoff data such as wind, altimeter, flap setting, and runway. That
takes additional time but is the correct method. Most pilots make the decision using intuitive
decisions making. Pilots receive preliminary takeoff data during their preflight. If the v speeds on
the final takeoff data received is within a knot or two of the preliminary takeoff data v speeds pilots
will use that as their check. They can accomplish that much quicker and use it as a shortcut. If any
of the information isn't correct for the situation it is important pilots catch it or it can lead to invalid
data being used. Time is the biggest pressure in this decision. This decision is generally made while
taxing which is a high

Weather Briefing Research Paper
Obtaining a weather briefing for flight planning aircraft performance is one of the most important
duties of a professional pilot. I began my flying career in 2004, many years before the information
technology we have today. Obtaining a weather briefing before a flight would take several minutes
to accomplish. Depending on the route and conditions of the flight, gathering all the required
information could be quite exhausting. Today, weather briefings, desire route of flight, and
performance calculations can be done quickly and easily from one source. This writing assignment
will demonstrate how this information was gathered in 2004 and how it is done today in a fraction of
the time. My example consists of a typical day pilots face when preparing for a flight and the impact
of the mobile revolution.
Todays flight will be departing Trenton, New Jersey to Pittsburgh, ... Show more content on
Helpwriting.net ...
An aircraft operating manual provides climb, cruise, and descent fuel burn graphs based on standard
day atmospheric conditions. The calculator is required for basic math equations to find the
performance data for today's weather conditions. Arithmetic used to solve our aircraft performance
can take another thirty minutes to complete depending on how proficient the user is.
Today, fltplan.com and iPad app, a seemingly miraculous technology, displays detailed weather
information and performance calculations within seconds. Setting up fltplan.com requires an
account with a username and password. Once the account is completed, all of the pilot's experience
and aircraft registration is stored under the username. Instead of trying to assemble a mental picture
of the weather based on a scratchy flight briefing phone call, I can review animated radar, satellite
images, winds aloft, and airport

Causes And Consequences Of The United Flight 811 : Timeline
United Flight 811
On February 24, 1989, a United airlines Boeing 747–122 suffered an explosive decompression
which tore off its cargo door and killed 9 people as it climbed to 23,000 feet after taking off from
Honolulu Hawaii. At first, it was thought a bomb went off in the plane, though it was later revealed
the aircraft that was used for the flight had recently had work done on the forward cargo door. This
led the National Transportation Safety bureau (NTSB) to believe the ground crew was at fault for
mishandling and not maintaining the locking mechanisms on the cargo door, causing damage to the
door and resulting in the explosive decompression in flight. This accident stands out as one of the
few where the crew did everything right through careful use of Crew Resource Management skills,
succeeding in landing the plane without further loss of life. Despite the NTSB's initial results from
their investigation, Parents of one of the fatalities of the accident went through with their own
investigation which revealed that the decompression was because of flaws in the electrical and cargo
door latching systems resulting in an Airworthiness directive being issued for all planes of that type
to prevent further similar accidents.
Timeline up to the accident
United Flight 811 was a regularly scheduled flight from Los Angeles, California to Mascot,
Australia with two stops in Honolulu, Hawaii, and Auckland, New Zealand. The plane scheduled for
the flight was a Boeing 747–122, with

Zonk Airlines Incident
SFTY 330
Travis S. Chaffin
Embry–Riddle Aeronautical University
Accident Case Number: ERAU–330RL
Aircraft Type: 1980 PA–31–310
Tail Number: N517RL
Aircraft hours: 15,000 +
Crew: 1 pilot
Passengers: 4
Fatalities: 5
History of flight On November 7 2010, Zonk Air Charters flight 330 L was set to depart Lake Tahoe
Airport (KTVL), on a sunset photographic flight. The aircraft was supposed to fly within 20 miles of
the airport with a return to the same airport, or with the option to continue to Burbank California. At
dusk, the pilot and passengers load the aircraft and departed the airport. The flight departed under
visual flight rules and visual meteorological conditions. The weather was reported at ... Show more
content on Helpwriting.net ...
There were slipstream soot marks on the right engine nacelle, which identifies as burning in flight.
The right horizontal stabilizer had soot and tiny droplets of metal, this shows that the engine was
burning during flight. The right prop showed span and chord wise striations with S compressions on
the trailing edges. The blade tips were broken and jagged with missing pieces. It was determined
during laboratory teardown showed that the right engine was producing power during impact. The
left Engine nacelle showed evidence of vertical dark residue marks or soot trails. The prop was
intact, the tips were bent backwards and showed very little sign of trailing edge compression. This
possibly indicates that the engine was not running during the time of impact. It was also discovered
that the fuel line support bracket showed propagation cracks along the bolt holes that connect it to
the firewall. It did not separate from the firewall, and the fuel line showed no signs of loss of
integrity. The cockpit and passenger areas were destroyed. All of the instruments were destroyed as
well. The throttle quadrant was damaged, but it did show that all the levers, props, throttle, mixture
and feathering levers were pushed forward into the panel. Initial cable tracing showed remaining
integrity, but due to damage from the impact and the resulting fire, actuator positions were inclusive.
There were large metal trunks scattered throughout the

AERO 1020: Theory Of Flight
Balsa Wood Glider Project for AERO 1020: Theory of Flight
Goal
The goal of my glider is for it to sustain flight with an overall steady glide path to the ground, and
have an efficient lift to weight ratio. Also, in completing my project, I want to strengthen my general
understanding of the theory of flight and the forces that act upon an aircraft in flight.
Glider Information There is a great deal of factors that go in to play when trying to get an aircraft to
sustain flight. However, research has suggested that there are a few key aspects of aircraft design
and tweaking these components can make an aircraft be successful. A glider must be able to produce
ample lift from its wings and be able to remain stable in the air. By learning and understand ... Show
more content on Helpwriting.net ...
An airfoil uses Bernoulli's theory to create a lower pressure on the top of the wing in comparison to
the bottom. A way to create this low pressure is to add camber, the curvature of a cross section of a
wing. "So, if you want a glider designed for distance, you would use a slight camber, that yields the
maximum efficiency" (Brasseur, 2009). High camber wings generate more lift than low camber
wings. The Edinburgh brothers stated that some are very thick and have a large amount of
camber...they also have rather large drags (Edinburgh & Edinburgh, 1962). Drag is the pull of the
airplane in the opposite path it is traveling. Therefore, it is very important when designing a wing, to
find a happy medium with the amount of camber and the amount of drag that comes with it. There is
also is drag that come with the friction of the air across the surface of the aircraft. Hurt (1992) found
that, "because the air has viscosity, air will encounter resistance to flow over a surface...and accounts
for the drag of skin friction". To create even less drag, an airplane can be design very smooth with
little disruption to the air traveling across its surface to allow the airplane to slip through the

Flight Vehicle Design Project 2
FLIGHT VEHICLE DESIGN PROJECT 2
Professor: Dr. Steven Lu
Written By: Joey Haripersaud
Design Specifications for a Particular Jet Transport
Payload: 304 Passengers
Crew: Two pilots and three cabin attendants
Range: 4200 nm following by ¾ hour loiter
Altitude: 35,000 ft
Cruise speed: M = 0.84 at 35,000 ft
Climb: Direct climb to 35,000 ft at maximum take–off weight WTO
Take–off and landing: FAR 25 fieldlength 9,800 ft at an altitude of 5,300 ft and 98°F day.
Landing performance at WL = 0.8WTO
Engines: Four turbofans
Certification base: FAR 25
Specification Project 1
WTO= 357,100
WF used= 106,722
WOE TENT=188,008
WE TENT=185,197
WE= 185,240
Procedure
Step 1:
The Temperature ratio (φ) has to be ... Show more content on Helpwriting.net ...
In this case I used the values 1.8, 2, 2.2, 2.4, 2.6, 2.8, 3, 3.2 and described in the table below.
(W/S)TO Calculations | CLmaxL | (W/S)L | (W/S)TO | 1.8 | 89.996 | 112.495 | 2 | 99.995 | 124.994 |
2.2 | 109.995 | 137.494 | 2.4 | 119.994 | 149.993 | 2.6 | 129.994 | 162.492 | 2.8 | 139.994 | 174.992 | 3 |
149.993 | 187.491 | 3.2 | 159.993 | 199.991 |
Step 6:
The plane must now be sized to the FAR25 climb requirements. On page 144 we can find the climb

requirements for a two engine jet transport. From equations 3.21 and 3.22 we can derive the polar
drag data and create a table.
Eqn 3.21 log10f = a + blog10Swet
Eqn 3.22 log10Swet = c + dlog10WTO
Values for a,b,c and d can be found on page 122 in table 3.4 using 0.003 for the equivalent skin
friction coefficient and table 3.5 for

What Are The Advantages And Disadvantages Of Composite...
I. INTRODUCTION
A
n aeroplane is acted upon by a few forces in the sky: Lift, Drag, Thrust and Weight. It counters the
force of gravity by using either static lift or by using the dynamic lift of an airfoil. A composite
material is a material made from two or more constituent materials with differing physical or
chemical properties that when joined together, produce a material with characteristics different from
the individual material. The individual component remains separate and unique from the finished
structure. There are a few types of currently available composite materials, and they include carbon
fibre, fiber glass and fibre–reinforced matrix systems. Almost all new aircraft these days include
some composite material into their designs. The most common composite material that is used in
aircraft is fiberglass. Other composite materials used includes Kevlar, which is now replacing glass
fibers. Composite materials had been used commonly since ... Show more content on
Helpwriting.net ...
Although aeroplanes go through very stringent checks before flying, more time is needed to check
when it is made with the composite material. As composite materials do not break easily, it is hard to
differentiate if the interior structure has been damaged at all. Hence, it requires extensive inspection
techniques for detection. In contrast, for traditional materials like aluminium, due to its nature, it
bends and dents easily. [6] Therefore it is quite easy to find out if there is any structural damage.
Based on experience, an aircraft would be grounded for a few days to repair on the composite
material while only a few hours would be needed for a traditional metallic part. Moreover, repairs
can be much more expensive when a composite surface is damaged. Also, composite repairs are
more prone to human error than metal repairs since the quality of composite repair is highly
dependent on the process

Aira Case Study
the operation of sUAS to transport property in air transportation and the development of a
classification system for persons issued sUAS air carrier certificates. Spectrum Usage – Allows
drones to use spectrum for wireless control purposes if permitted by the FCC and FAA. With respect
to licensed frequencies, they also must have the consent of spectrum licensees Collegiate Training
Initiative program for UAS – The FAA must create a Collegiate Training Initiative program to help
prepare college students for careers involved UAS. University use of UAS – Streamlines the
approval process for the safe operation of UAS at institutions of higher education Drone
Registration – Provides the FAA authority to require registration of sUAS ... Show more content on
Helpwriting.net ...
Some key aspects of the bill include: Risk–based permitting of UAS – The FAA is to establish
means for issuing permits to for UAS aircraft and operations based appropriate achievement of
safety and risk mitigation tactics Certification of new air navigation facilities for UAS – Within 18
months of the bill passing, the FAA is to craft a process for issuing air navigation facility certificates
to operators of Unmanned Aircraft System Traffic Management (UTM) systems and low–altitude
communication, navigation or surveillance system or service (CNS). For a system to be approved, it
must be able to identify UAS, deconflict aircraft trajectories, sense–and–avoid manned and
unmanned aircraft, protect the public safety and property and other safety mitigations tactics deemed
necessary by the FAAAdministrator. o The DOT shall also provide expedited procedures for
reviewing and approving UTM or low–altitude CNS operated to monitor or control aircraft operated
primarily or exclusively in airspace above, croplands, areas other than congested areas; and other
areas in which the operation of [UAS] poses very low risk. UAS Package Delivery – Requires DOT
to establish a delivery air carrier certificate that would allow for package deliveries by UAS within a
year of passage of the FAA Reauthorization. The DOT would be mandated to create a small UAS air
carrier certificate for persons that directly oversee the operation of sUAS to transport property in

Maritime Tracking Surveillance Radar Essay
The proposed maritime Tracking Surveillance Radar (TSR) onboard of SPS stations, such as airship
or High Altitude Platforms (HAP) or specialized aircraft known as Unmanned Aerial Vehicles
(UAV), can comprise several sectored observations beams (a, b, c and d), which permanently turn
around can use the left or right side turning, and can provide scanning of water surface as shown in
Figure 1.
Such tracking system is capable to provide observation of strictly round area with certain diameter
and detecting of the targets (vessels) in determined sector (sectored detecting of target is delineated
in the third subsection) of this round area. This system can be exploited with different quantity and
combination of observation beams as follows: ... Show more content on Helpwriting.net ...
The shadowed area is occurred as result of sophisticated shape of footprint of the observations
beams and in the shadowed area detecting of targets are impossible. Ideally the shape of footprint
for such purpose must be as a sector of circle, it means must have shape of three–angle. However,
the real shape of radiation pattern for such system that can really be implemented is close to the
rectangular or trapezium shapes, which is illustrated in Figure 2. At this point, such shape as
trapezium is self–overlapped during its rotation, and hence as result of rotation this area becomes
ambiguous for determination of target. Therefore, length of space radar observation beams must be
technically limited at the centre as much as possible to prevent self–overlapping of the observation
beams. The square of the shadowed area is relatively small comparing to the square of entire
observation area. Thus, it can be selected optionally by designer depends on the size of width of the
observation beam and diameter of observation area.
Fig. 2. Footprint Shapes of Observations Beams [1]
This radar system provides detecting and tracking of targets that occurred in two stages: 1. First
stage is to detect ships or some moving targets without certain coordinates that occurred with help of
the four main observation beams "a", "b", "c" and "d" as illustrated in Figure 2. As was written
above the number of observations beams can be automatically

Literature Review Of The Literature Of Approach And Flight...
Review of the Literature Approach–and–landing accidents (ALAs) have been a persistent aviation
safety concern. As early as the Wright brothers' pioneering efforts of manned flight, controlled
landing without crashing was a target end state of successful flight (Wright Brothers Aeroplane
Company, n.d.). More than a century later, perturbations to the approach and landing phases of flight
prevail. In an earlier study by the FSF ALAR Task Force, the average worldwide fatal ALA rate
from 1980 through 1996 was 16.8 per year (FSF, 1999). Between 2007 and 2016, approximately
56% of all fatal accidents in worldwide commercial operations occurred during the approach and
landing phases of flight (Boeing, 2017). Although substantially less than the fatal ALA rate of 23 per
year predicted a decade earlier (FSF, 1999), this is an average fatal ALA rate of 3.5 per year.
However, these numbers do not account for the nonfatal ALA accidents and incidents resulting in
aircraft damage and other adverse outcomes. While the average fatal ALA rate has been significantly
reduced, the ALA risk has not. Although only as many as 4 percent of all approaches occur in
conditions jeopardizing aviation safety, nearly 97 percent of those at–risk approaches are voluntarily
continued to landing (FSF, 2017). According to these numbers, only 3 percent of at–risk approaches
in commercial aviation are countered by adherence to the policies and procedures intended to
mitigate them. While ALAs occur at a

The Air Methods Corporation ( Airm )
Introduction This paper will cover an accident that occurred on August 26, 2011 which involved a
Eurocopter AS350 B2 helicopter owned by the Air Methods Corporation. The accident in question
happened in Mosby, Missouri and resulted in four fatalities. This paper will provide a brief history
on the company, aircraft and how it was equipped and human factors that contributed to the accident
and a final conclusion of what could have been done to prevent the accident. Company Information
The Air Methods Corporation (AIRM) is an American public owned company. Air Methods was
founded by Roy Morgan in 1980 and began providing air medical transport to over 100,000 patients
a year. In 2012 Air methods purchased and started its first helicopter tour operations and named it
Sundance Helicopters and it was operated out of Las Vegas. One year later Blue Hawaiian joined
and became part of the Air Methods tourism division. Air Methods presently employs over 4500
personnel and operates a fleet of 450 fixed–wing aircraft and helicopters. Air Methods operates in
48 states and Haiti but its headquarters are located at the Centennial Airport located in Dove Valley,
Colorado. Aircraft Information The AS350 B2 helicopter is manufactured by the Eurocopter
Company. The AS350 B2 is powered by a single Turbomeca Ariel 1D1 turbine engine producing a
maximum of 625 HP and equipped with a three–bladed main rotor system; two bladed tail rotor and
skid type landing gear. Generally the AS350 B2 is

What Are The Similarities Between Will Johnston And Flying...
Surge
The wind blows steadily over the mountains of Kangaroo valley and the rain drizzles from rooftops
of houses. Will awake from his sleep he is breathing heavily, he looks at his watch and walks to the
bathroom. He turns the lights on. Instantly his eyes are bombarded with light and he struggles to
see.he flicks of off the lights frantically and then dims the lights "that's better". He splashes water on
his face and looks at himself in the mirror. his name is Will Johnston, a pilot that has over 36 years
of experience. Will look at his weathered body.he brushes his fingers through he his grey hair. He
grabs his suit and puts it on. Will sit 's down for breakfast and opens the flight profile he proceed to
read
Here, you are caught ... Show more content on Helpwriting.net ...
After the plane restored the light was green,"That was weird" Henry said. They continued to speak
into the microphone, the green light went orange again but no one noticed, (full stop) "Ladies and
gentlemen this is your captain speaking. My name is Will Johnston and flying my co–pilot is Henry
Wong, take off time will be 10:30 am, and landing time will be 12:00 pm making the flight 1 hour,
normal conditions today we will be flying at an altitude of 15,000ft for any further questions please
ask our flight hostess thanks you". As the plane rolled to the runway in the rain Will could hear the
flight safety going on in the background. The rain was pelting down on the cabin all around
"something doesn't fell right" Will mumbled to himself.
"This is Flight Q2465 requesting take off". The flight tower responded, "Flight Q2465 you are clear
for take off". The engine roared to life, Louder and louder the engines got until they were at make
power. Will released the brakes and the plane jumped off the spot at amazing speeds. 100kph,
200kph 300kph to plane gained speed at the run way zoomed pass. Will pulled back on the joystick
and the plane lifted off into the sky ascending. As will banked the plane to the right soon they were
to bank off to the left flying about the kangaroo valley only 15,000ft above it. As the plane started to
bank left and straightened up. "Boom" a bird hit the windscreen and cracked it "that was close,"
Henry said

Factors Affecting The National Transportation Safety Board...
The captain and 10 passengers were killed; the first officer, the flight attendants, and 105 passengers
received serious of minor injuries; and 24 passengers were not injured. The airplane was destroyed
by impact forces and a post–crash fire. Flight 1420 was operating under the provisions of 14 Code
of Federal Regulations (CRF) Part 121 on an instrument flight rules (IFR) flight plan. Contributing
Casual Factors There are several causal factors that led to this event. The National Transportation
Safety Board (NTSB) determined that the probable causes of this accident were "the flight crew's
failure to discontinue the approach when severe thunderstorms and their associated hazards to flight
operations had moved in the airport area, and the crew's failure to ensure that the spoilers had
extended after touchdown. Contributing factors of the flight crews determination to land in the
inclement weather are: (1) impaired performance resulting from miscommunication associated with
the intent to land under the circumstances, (2) continuation of the approach to a landing when the
company's maximum crosswind component was exceeded, (3) failure of the spoilers to deploy, and
(4) use of reverse thrust greater than 1.3 engine pressure ratio after landing." (NTSB, 2001). Weather
Weather observation at Little Rock National Airport are made by an Automated Surface Observing
System (ASOS), which is maintained by the NWS. The ASOS edit log also indicated that "Little
Rock weather

KLAX Dep/West Argument Analysis
For this week's discussion, I chose to listen to KLAX Dep/West App, live ATC. While listening, I
found many similar and simple words and phrases being said. There was only a two–way
conversation with the pilot and ATC. Directions from the ATC were given to the pilot. Repeated
directions and confirmation of hearing the message was repeated by the pilot. Call signs of pilots
such as "American 34" was said from the pilot identifying themselves upon request of departure or
arrival. Altitudes such as "one one thousand" was said to stay below 18,000 feet as expressed in our
lesson this week. When the numbers were said, each number was said individually, or in pairs or
two, as well as a number with "point" and numbers after, so no confusion was involved.

Analysis Of Delta Airlines Flight 1086 Landed On Runway Essay
On March 5, 2015, Delta Airlines flight 1086 landed on runway 13 at La Guardia Airport (KLGA);
shortly afterwards skidding off the runway and coming to rest on a coastal embankment. While
investigating the accident it was found that there were many contributing factors that led to the
runway excursion by the aircraft, all of which could have been prevented with better crew resource
management.
A factor that led to the MD–88 to veer of the side of the runway was the poor decision making
process that was used to land at La Guardia. At the time of arrival the weather was low visibility,
accumulating snow and ice fog. While enroute the flight crew continually monitored the weather at
LGA to assess the landing performance. The flight crew referred to Delta's contaminated runway
crosswind limitations and recognized that the crosswind would be at Delta's 10–knot limit if the
runway braking action was reported to be medium/poor. The controller asked them if they could
accept the ILS runway 13 approach? The first officer replied asking for braking action in which the
controller had no reports on it at the time due to snow removal and no aircraft were landing. By
1037, the flight crew received a message on the ACARS from dispatch about runway 13/31 closure.
Turns out the runway was closed for snow removal operations at KLGA. At this point in time, the
pilots seemed to be surprised to have received this message after the controller just asked them if
they could accept an approach to

A Report On The Crash
Introduction The accident in question happened on February 2, 2005 around 07:18 Eastern Standard
Time. A Bombardier Challenger CL–600–1A11, tail number N370V, went off the departure end of
runway 6 at Teterboro Airport located in New Jersey. The Challenger exited the runway at a ground
speed of about 110 knots, through the airport fence, across a six lane highway, where it struck a
vehicle and then through a parking lot before striking a building. In total, a cabin aide, eight
passengers and one person in the building were injured. Post–crash, the aircraft was destroyed from
the impact and fire that resulted from crash (NTSB, 2006). The flight was scheduled to be an on–
demand passenger charter flight from Teterboro, NJ to Chicago, IL and was operated under Part 135
by Platinum Jet Management, LLC out of Fort Lauderdale, FL under the auspices of a charter
management agreement with Darby Aviation. Platinum Jet Management was hired for this flight by
the brokerage company for a charter customer. The pilots and cabin aide were notified of the flight
on February 1st and later that day traveled out of Fort Lauderdale, FL to NJ arriving slightly after
midnight. On February 2nd, both pilots performed a preflight inspection of the aircraft with no
discrepancies noted and monitored the airplane as the line service technicians topped off the fuel.
The passengers arrived between 0630–0705 only carrying light baggage such as coats and brief
cases (NTSB, 2006). The cockpit

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