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The University of Windsor offers the AC561 Air Canada Flight Tracking and History course for the students. The total weight age of this course is twelve credit points. Air Canada is a flag carrier and Canada's largest airline in terms of fleet size and the number of passengers. Air Canada is headquartered in the Saint-Laurent district of Montreal, Quebec, Canada. Founded in 1937, the airline provides regular passenger and freight flights to 207 destinations around the world. Air Canada's major hub airports are located at Montreal Trudeau International Airport, Toronto Pearson International Airport, and Vancouver International Airport. Canada's state-owned airline was born in 1936 when the Federal Government of Canada founded Trans-Canada Air Line and began operating its first transcontinental routes in 1938. In 1965, with government approval, TCA was renamed Air Canada. The airline was privatized in 1988 after deregulation of the Canadian aviation market in the 1980s. On January 4, 2000, Air Canada acquired its major competitor, Canadian Airlines. This airline filed for bankruptcy protection In 2003, and the following year it appeared and was reorganized under the holding company ACE Aviation Holdings Inc. In 2017, Air Canada celebrated its 80th anniversary with 48 million passengers.
The objective of the AC561 Air Canada Flight Tracking and History course is to train the students regarding flight tracking. At the end of this course, they will be able to track the flight and understand the theoretical perspective of the air traffic tracking system. Learning and knowledge that the students will acquire from the AC561 assignments Air Canada Flight Tracking and History course will allow them to understand effective tools for air traffic tracking. They will be able to use the most appropriate tools and techniques to track the air traffic. The AC561 Air Canada Flight Tracking and History course will educate specifically about the AC561 Air Canada Flight, which move passengers from San Francisco to Vancouver. Flight tracking allows traveler and those who meet a flight to know if the flight has landed or is on schedule. For example, you can determine if it's time to go to the airport. The aircraft is equipped with an ADSB transponder that transmits information such as aircraft ID, GPS position, and altitude as radio signals. These radio transmissions are collected by a civilian ADSB receiver near the aircraft. Since these ADSB receivers can only collect information about flights within the radio range of their location, the collected data is typically sent to a central server that aggregates feeds from many individual receivers around the world. Flight Tracking can be integrated with Trip Management and Trip Tracking Services for further automation of Trip Software.
AC561 solutions This flight tracking application is still in its infancy but will grow significantly as the system interconnects. Despite advances, many sudden events, such as sudden weather changes, are not from the aircraft itself but from existing dispatch centers, which often do not know the actual condition of the aircraft. As a result, it might be problematic to track the plan by the tracking system. Flight Tracking Software can be used by private operators to track aircraft and monitor for deviations from the agreed flight path. In this case, a warning alert is generated to draw attention to the potential problem. The types of software available import and check world weather and NOTAM information and monitor for new issues that may affect flight.
This AC561 task answers educates the students about the history of Air Canada and its service over the years. In the early Nineteen Nineties, Air Canada encountered monetary problems because the airline enterprise slumped with inside the aftermath of the Persian Gulf War. In response, the airline restructured control with the aid of using hiring former Delta Air Lines government Hollis L. Harris as its CEO. Harris restructured the airline's operations, decreased control positions, moved the company headquarters to Dorsal Airport, and offered the commercial card enterprise to Diners Club in 1992. By 1994, Air Canada had again to profitability. The identical 12 months additionally noticed the service triumphing course get entry to fly from Canada to the brand-new Kansai Airport in Osaka, Japan.
In 1995, taking gain of a brand-new US-Canada open skies agreement, Air Canada introduced 30 new trans-border routes. In May 1997, Air Canada became a founding member of the Star Alliance, with the airline launching codeshares with numerous of the alliance's members. The 2nd 1/2 of the Nineteen Nineties noticed the airline earn regular profits, totalling $1 billion for the 1997 to 1999 period. On 2 September 1998, pilots for Air Canada released the enterprise's first pilots' strike, annoying better wages. At the give up of 1999, the Canadian authorities comfortable a number of the aviation regulations geared toward developing a consolidation of the Canadian airline enterprise. In that 12 months, American Airlines, at the side of Canadian monetary enterprise Onex Corp, released takeover bids for unwell rival Canadian Airlines and Air Canada, spurring Air Canada to post a competing provide for its biggest rival.
There are specific points or moments that are considered relevant throughout the development of the flight segment. These appropriate moments can be divided into specific types. They are either milestones reached or actions that depend on multiple attributes that need to be completed. In order to facilitate analysis, this course describes these milestones and actions, events, and processes. Therefore, an event can be defined as a business process-related update. Relevance can now be determined by business rules tailored to the specific needs of each airline. It is completely flexible and customization.
In this AC561assignments, students can use a specific approach to illustrate how to evaluate specific flight segments in real-time through specific defined events and processes. When tracking an aircraft, students need to take into account that some events are more relevant than others, such as delays, cancellations, or other irregularities. At the termination of this course, students will be able to track the flight, and while doing that, they will be able to use the knowledge that they acquired from the AC561 Air Canada Flight Tracking and History course.
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Day One of the third running of DeLand Showcase is complete. As Videoman Dave and I scoured the show grounds looking for good stories, we spoke to a few vendors reporting that 2018 has been a good year. Our video news gathering exercise brought a pleasant discovery. Many companies are reporting a solid year of sales. The light aviation industry is composed of many small companies. None are corporations the size of Cessna or Cirrus so they don’t require hundreds of unit sales to break even. A U.S. importer delivering 20 aircraft can experience a good year from sales and other services they offer. When several companies report noteworthy sales success it suggests the market is healthy and customers are buying airplanes they want to enjoy. In parallel, the used LSA market also appears active and a virtuous circle begins to take form. The show itself enjoyed the great organization we have come to expect from director Jana Filip.
BRP-Powertrain (Rotax Aircraft Engines)
Phone: (01143) 7246-6010Gunskirchen, A-4623 - Austria
Business Around the GlobeWhile Traveller is their foray into NBAA's glittering world, Tecnam remains highly active in aircraft that readers of this website recognize. Tecnam has been busy this year; here are a few of their recent successes at delivering their light aircraft all around the globe. Greece — Hellenic Air Force Academy, based at an air base near Athens, is a unit of the Hellenic (Greek) Air Force. A recent delivery is the first of 12 Tecnam P2002JF trainers HAFA ordered. The Academy selected the Tecnam model as its next-generation screening/primary training aircraft. P2002JF is a two-seat, single-engine, low-wing aircraft powered by the Rotax 912 and fitted with the latest avionics from Garmin. Tecnam is familiar with supplying government air forces. In 2016 Tecnam delivered eight P2002JF aircraft to the Argentina Air Force. "This [South American] fleet has amassed a total of over 6,000 hours and performed 16,000 landings to date," noted Tecnam. ByDanJohnson.com readers know this model as the Sierra. Poland — Tecnam announced today that the Polish Medical Air Rescue (PMAR) has placed an order for three Tecnam P2008JC Mk II airplanes. PMAR is a very active organization using a fleet of aircraft to perform nearly 10,000 flights in the first eight months of this year alone. P2008JC is comprised of a carbon-fiber fuselage with metals wings and stabilator. "This combination of composite and metal resulted in a more fuel efficient and much quieter aircraft," said Tecnam. The MkII version of P2008JC features a number of significant enhancements including a new avionic suite with a refreshed interior design. Australia — This summer, Tecnam announced the sale of eight P2008 light sport aircraft training aircraft to Soar Aviation of Melbourne, Australia. Soar claims to be Australia’s largest private flying school with with over 500 students. It operates a fleet of 48 Rotax-powered training aircraft and has a team of 100 employees, including more 67 instructors. Soar has facilities at the Moorabbin Airport in Melbourne, Australia and at the Bankstown and Bendigo airports in Sydney, stated Tecnam. France — The same month as the Aussie sale, Tecnam said they took an order for four P2010 MkII four-seat aircraft from Air Paris Academy based at the Tours Airport. Tecnam describes their P Twenty Ten as "the first new single-engine, high-wing, four-seat aircraft from Tecnam that brings together an advanced technology all carbon fibre fuselage with a metal wing and stabilator." Just a month earlier, Tecnam announced that Australia's Civil Aviation Safety Authority and the Civil Aviation Authority of New Zealand validated the Tecnam P2010 based on the EASA Type Certificate including a 215 horsepower version of the Lycoming IO390-C3B6 powerplant. Tecnam's large portfolio of aircraft from LSA and sport aircraft to four seat GA aircraft to twin engine personal aircraft to the new 11-seat regional airliner makes for an active company rapidly growing to be one of the world's aviation powerhouses.
This week kicks off the truly gigantic trade show known by its sponsoring organization’s abbreviation: NBAA, or in common lingo, “Enn, Bee, Double A.” While not taking up the extensive terra firms of Oshkosh, NBAA actually has more paying exhibitors. They even tow aircraft down city streets in the dark of night so a reported 100 aircraft can be on display at the Orlando Civic Center. The show has become so large that supposedly only two U.S. convention centers are big enough to contain the sprawling affair: Las Vegas and Orlando. The latter is just down the street for me so every other year I go and look for something to report amidst my wandering around astonished at the sheer size of the event and how much money gets spent for a three-day show. I always find something of interest to the light aviation, recreational flying community. This year, I’m on the lookout for Tecnam, one of this website’s longtime sponsors and surely the largest company serving up Light-Sport Aircraft around the world.
Welcoming Steve Beste"I'm a retired computer guy and trike pilot who loves databases," Steve told me. He used his special set of skills to download FAA's aircraft registration database to compile statistics on gyroplane registrations, focused on the new European-style gyroplanes. As you can see, AutoGyro is the clear market leader at 52% with 163 aircraft of 312 gyroplanes registered with FAA. The German builder is trailed by Magni in the #2 slot at 18% with 56 registrations. A new American manufacturer, SilverLight Aviation, has quickly tied Spanish producer ELA for third at 8% with 26 aircraft registered for each. After that it trails off more quickly as Steve's chart shows. More details about other brands will be chronicled in an article to follow. For 2018 through July 23rd, Magni shows its strength by slightly beating AutoGyro U.S. registrations. As always, note that confirmed sales and registrations may not match precisely. In addition, much more of 2018 remains. In slightly more than half a year, gyroplanes registered 58 aircraft putting them on track to exceed 100 for the year. To offer perspective, this figure is approaching half as many as SLSA fixed wing registrations in recent full years. So far this year, Magni has 15 registrations to AutoGyro's 14 for 26% and 24% shares totaling half of total U.S. gyroplane registrations. SilverLight has registered 8 aircraft in 2018 for a 14% yearly share of 2018 to date. A less well recognized U.S. producer, Tango, is having a respectable year, with 9 registrations accounting for 16% in 2018 so far. Tango is trailed by ELA with 6 registrations (10%), Australia's Titanium and Italy's Brako tied at 3 for 5% each. One interesting point: only Tango and Brako offer a single place gyroplane; all others are two place machines.
Much More Data to Follow!Steve Beste and I have been discussing him providing database research to allow this website to continue providing LSA Market Share Info. Many visitors have written to ask; indeed, we are way behind on this effort. The delay is ending. After Steve gets time to study the previous work and methods, he has proposed some wonderful improvements. About the special skills he can offer, Steve wrote, "I'm a retired computer guy and trike pilot who loves databases." Well, that certainly sounds perfect to me. "I'm also the president of Flying Club 1, which was the original USUA Chapter 1," Steve added. "Regarding the FAA database, I'd very much like to reach beyond just [fixed wing] airplanes, partly because I'm a trike pilot, myself. I think that's entirely possible." Given this background, his obvious enthusiasm for this work, and the keen interest of many in light aviation, I am exceedingly pleased to welcome Steve to this website. "[However, FAA's] data is not clean," Steve observed. I am well aware of this problem. Uncertainty about data accuracy of "alternative" LSA is why we have reported fixed wing Special LSA, only offering guesses for weight shift trikes, powered parachutes, gyroplanes, motorgliders, and more. However, we hope that will now change and our market share reporting will be more inclusive. Hurray! Problems in FAA's database is not caused by incompetent clerks. Agency personnel must sort through inconsistently-reported aircraft. If, as Steve pointed out in one example, the registered name of the aircraft is slightly different, it won't show up on a casual investigation. He added, "There's no end of that kind of thing …just so we know the limitations on this exercise. But with that understanding, I love this kind of thing, I have the skills to do it, and would be honored to support your good work for the sport." All such reporting will be available on the home page when fresh and catalogued on its own space found by this link. Wonderful, simply wonderful! Please welcome Steve Beste as a new contributor to ByDanJohnson.com!
UPDATE September 26, 2018 — In the article above, I inadvertently suggested SilverLight and their American Ranger gyroplane was the first or only U.S. producer of such aircraft. That is not what I intended but some readers viewed it that way. Allow me to bring your attention to two other producers.
Sport Copter & Rotor Flight DynamicsBased in Oregon, Sport Copter is a long established, second-generation family business started in 1958. Chuck Vanek was one of the early pioneers of gyroplane design and development beginning his work in 1957. Chuck's son Jim Vanek took over the business and revamped the Vancraft designs. He said his "award-winning, world’s-first, two-place gyroplane took the prestigious Charles Lindbergh award at the Oshkosh airshow in 1985." The company also reports his Sport Copter II design was voted as one of the Top Ten Best Designs at AirVenture in 2011. An airshow performer, Jim said he wrote the parameters and guidelines for gyroplane looping for the FAA in 1998 after performing the world’s first loop in a conventional gyroplane, in 1997. The company's website reports, "He is the only gyro pilot in the world that holds an International Council of Air Shows card for gyroplane looping and rolling." Don't even think about trying this yourself, however. Rotor Flight Dynamics, founded and run by Ernie Boyette, produces a two place and single variations of their Dominator line. Sold as kit aircraft, the two-place model can be powered by Hirth four-cylinder engines, Subaru/AutoFlight EA-81, or the 115-horsepower Rotax 914 Turbo. The company said, "We offer 22 thru 28 foot rotor blades of our own design with a lift capability from ultralight thru 1,200 pounds gross weight." They added, "We are the only manufacturer that test flies all blade sets prior to shipping." For export, Rotor Flight will fully build their aircraft but in the USA, FAA will only permit them to deliver kits, the same as all gyroplane producers. As with all the modern gyroplanes, Rotor Flight uses a substantial tailplane. "The Dominator [series of one and two-place machines] incorporate the Tall Tail design for stability." Asked how their product differs, the company's website states, "What makes the Dominator so unique is its high profile design. It sits up very high off the ground."
Updated September 26, 2018 — This article has been updated to include more producers. See at bottom. —DJ Over many years, you have found LSA market share information on this website. Many have found this of interest …from businesses learning more about their market; to customers doing careful investigation before paying tens or hundreds of thousands of dollars for a new aircraft; to government fulfilling its task of regulating industry; to insurance companies assessing risk of providing their product; and many other actors in the blockbuster movie that is light, recreational aviation. I will have more to say about the broader LSA market share reports below but now I want to present the best information I have seen for Light-Sport Aircraft Gyroplanes. …uh, except for one problem. No such aircraft category exists, SLSA gyroplanes, that is. FAA has denied fully-built Special LSA status to rotary winged aircraft such as gyroplanes.
Tallying Tecnam's SuccessTecnam can claim more than 6,500 aircraft flying worldwide. The majority of this fleet are European-style ultralights and Light-Sport Aircraft. Of this large number of aircraft flying the P92 model counts for close to half the total. While the company has branched out to larger aircraft and specialty aircraft, they continue to develop and build aircraft that recreational pilots enjoy.
Hybrid Tecnam with Rotax and SiemensTecnam is a big buyer of Rotax engines as well as Lycomings but they are exploring hybrid electric propulsion as well and they are doing so in collaboration with some leading brands in the game.
In mid-May 2018, Tecnam announced a program the name of which only an engineer could love: H3PS (an acronym for “High Power High Scalability Aircraft Hybrid Powertrain”). The kick-off meeting took place in Capua (Italy), at Tecnam headquarters because the airframe maker is coordinating the project.R&D departments from Tecnam, Rotax, and Siemens are joining their experience to present an alternative propulsion system that they say "will dramatically reduce environmental impact of today’s General Aviation four seat aircraft."
Dual Approvals Down UnderTecnam announced recently that the Australian Civil Aviation Safety Authority and the Civil Aviation Authority of New Zealand validated Tecnam’s four seat P2010 based on the company’s EASA type certificate using the 215 horsepower version of the Lycoming IO-390 engine. Tecnam is one of handful of manufacturers able and capable to produce Type Certified aircraft using both metal and composite components. P2010 employs an all-carbon-fiber fuselage with metal wings and stabilator. To serve down-under customers, Tecnam established a corporate presence in Australia last fall, mimicking the effort made in the company’s Sebring, Florida operation to support U.S. sales and service. Active globally, Tecnam is also pursuing other markets for their Light-Sport Aircraft, or in Canada's description, Advanced Ultralights. Here's our article on the company success with America's northern neighbor. Tecnam models are sold and serviced in more than 65 countries.
Picture PlatformTecnam also recently announced EASA and FAA certification approval for the Leica CityMapper installation on the P2006T SMP. The Leica CityMapper is specifically designed for 3D city modelling and urban mapping. It is the world’s first hybrid airborne sensor combining both oblique and nadir imaging as well as a LiDAR system. Tecnam has a large staff to accomplish these diverse projects while building as many as four aircraft a week. Even with many employees, however, this is a impressive penetration of all aviation's nooks and crannies.
The big Italian company that LSA enthusiasts know very well through models such as P92, Sierra, and P2008 has a large and growing presence in global aviation. Their developments are broad and delve into aviation segments large and small. They are also getting ready to celebrate a benchmark birthday. This year Tecnam Costruzioni Aeronautiche — most pilots simply say “Tecnam” — will celebrate its 70th birthday. Born in 1948, the company has changed names but the Pascale brothers kicked off their flying enterprise with the original Astore in 1948. If you are a Tecnam fan, you probably recognize Astore as one of their newest LSA models. Here’s our video with Tecnam boss Paolo Pascale celebrating what was then their 65th birthday, which they honored by releasing their most luxurious LSA so far …naming it after the brothers’ first airplane. Paolo is the current director of Tecnam but he follows in the shoes of one of the founding brothers, “Uncle Luigi” (Professor Luigi “Gino” Pascale).
First Impressions of 915iSI flew in each aircraft with Rotax's Christian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates. Naturally, he is also intimate with the 915iS. Starting was as with any Rotax 9-series engine I’ve ever flown. Immediately the engine burst to life. One difference from prior experience was the “Stock Box” instrument (more formally, Stock Flight Systems Engine Monitoring Unit or EMU) developed by Michael Stock in collaboration with Rotax. Michael is the key man behind the Aerotech/Rotax/Searey/MT Prop project to develop and refine a single lever control for light aircraft (see our video explaining this, or read our article). The Stock Box proved most helpful in observing many factors about the new engine. As you can see in the nearby images, it provides, among other information, a percentage of throttle, fuel burn, and engine revolutions plus prop speed expressed via manifold pressure. If the latter is not familiar to you, don’t worry about the detail for now but see an important point below*. Soon after advancing the throttle, I noticed greater acceleration but two other parameters were more obvious. The climb angle seemed vigorously steep, although this was my first experience in an Aquila aircraft so I had no basis of comparison. Nothing like a 40% boost in power to launch an aircraft into the sky. As the fast car guys say, "Speed costs money. How fast do you want to go?" Fuel consumption was higher than I expected, but speed was also higher. To get below 3 gph, a surprisingly low consumption rate, speed dropped below 100 knots true or 85 indicated. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. The 915iS fuel injected, turbocharged, and intercooled engine can produce 141 horsepower for five minutes, then sustain 135 horsepower indefinitely. Once at altitude, Christian demonstrated use of the throttle and prop controls — this was not a single lever control airplane — to adjust for speed or economy. As you can see in the contrasting Stock Box images, we saw as low as 2.8 gallons per hour resulting, of course, in lower speed flight. Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. Christian jockeyed them around liberally without detriment. A key reason this is possible is because of liquid cooling versus my older experience in air-cooled legacy engines, for example, in a Cessna 182 Skylane. A fellow aviation journalist — a pilot of 300 different aircraft — Dave Unwin felt the 915 started "softer." He also felt it seemed to run slightly smoother. Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS.
Compared to the 912iSRotax aircraft engine manager Marc Becker arranged a second flight with Christian, this time in a Diamond Katana powered by a Rotax 912iS. While from different manufacturers the two airframes I tested were more alike than different. Although I loved the power of the 915iS with its shortened takeoff roll, thrilling climb to altitude, low-speed fuel economy, and quiet running, the 912iS is more my kind of engine. It was still powerful. Climb was 1,000 fpm. It has proven reliability. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. To me, the 915iS is better suited to larger (heavier) aircraft or those serving particular missions, such as LSA seaplanes or aircraft operating from high elevation fields. In flying the 915iS I revisited the task of managing throttle and prop controls. I have constant speed prop time, a fair bit of it, but that was some years in my past. What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots. While not especially hard — you can hardly get in trouble with such equipment on a modern, liquid-cooled Rotax — you nonetheless have to fiddle with levers and knobs, and keep an eye on instruments. It is more than most sport pilots may prefer and more than some should manage perhaps. Hence the push for single lever control, a simpler way to handle in-flight prop control. Experienced pilots may prefer the control implied by working the levers just as some drivers prefer a stick shift car to an automatic transmission. For everyone else simplicity is probably best. Now a few years after the 912iS was released, it has become a well refined engine, IF it is installed according to Rotax’s manual and instructions. Yet for those who yearn for more power or are building an aircraft of higher capabilities, the 915iS is going to be a welcome powerplant. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. Marc Becker summarized, "The 915iS is about 12 kilos (26 pounds) more for the engine only; 40-50 more pounds when installed and about €3,000 ($3,750 at today's exchange rates) more than the 914." It is significantly more than the 912iS, as you should expect for an engine with substantially more power and the ability to use that power up to higher altitudes. Fuel needs of both 915iS and 912iS are essentially the same. Thomas Uhr, head of Rotax's Austria plant and a longtime engine expert and enthusiast — and also a pilot — advises the highest octane auto fuel, preferably without alcohol, to get the most power and best results. He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. "Stress is actually a little less therefore with the turbo engine," he said. Rotax's 915iS uses the same displacement as the 912iS. In a weight-to-power comparison — grams per kilowatt hour — fuel consumption is only about 6% higher in the more powerful engine.
Entering the MarketMarc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. Of these, "120 are now with end customers," he noted. "About 20 different airframes are flying today." Some 46 different manufacturers are working to prepare the new powerplant. "Our expectation is to have 400 engines out in the field by year end," Marc added. * On the point about an in-flight adjustable or constant speed prop, Rotax Aircraft Engines top boss Thomas Uhr made an important statement when I asked about fixed pitch props on the 915, “All our engines can use fixed pitch props.” As a leader of a public company, he spoke carefully, but the suggestion was clear: Yes, a fixed pitch 915iS is coming, although today the engine is only driving an in-flight adjustable prop.
April has been busy… starting with a week of Sun ‘n Fun; then a gathering of LSA seaplanes at my home airport the day after; followed by three days of Aero Friedrichshafen in Germany (it runs four days but I had to miss the first); concluding with a journalists-only event at Rotax Aircraft Engines. As a result, my posts to this website may be out of date order but the good news… I have lots to report. I will cover many aircraft stories, but allow me to take the most recent first: flying the brand-new Rotax 915iS and comparing it to the 912iS, although not in the same airframe. Other than official Rotax pilots and select airframe builders, we were among the first to experience the powerful new engine from the world’s leading producer of engines for light aircraft. First Impressions of 915iS I flew in each aircraft with Rotax’s Christian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates.
Yes, yes, I know — in-flight adjustable props are not permitted on U.S. Light-Sport Aircraft by regulation. They are allowed in many other countries, such as most of Europe, but not in America …well, yet at least. A new investigation with FAA regarding the safety possibilities — and very simple operation — of such equipment has the federal agency at least considering a way it could be introduced to Yankee pilots. That’s great news and we commend the FAA for listening. We referred the following video to agency executives so they can see how the idea works: a single throttle-like lever that not only affects engine speed but also prop pitch adjustment, without the pilot having to do anything more than specify what he or she desires by the position of that single lever control. Learn the details in this video.
Sky Arrow Aircraft (USA)Marco Cavazzoni, long associated with Boeing, told me at AirVenture 2017 that a big change was underway. Now I have fresh info and the plan is coming to fruition. Sky Arrow has long been well represented by Hansen Air Group. The Atlanta-based importer introduced Americans to the composite aircraft and has sold to and supported the U.S. buyers of this handsome and very well flying aircraft. Now, Sky Arrow USA is a company that is a subsidiary of Magnaghi ("Mag-NAH-hee"), the large Italian company that took over after the previous producer — using an Italian name often shorted to III or Triple-I for easier English-speaker reference — got into financial trouble. Magnaghi earns its main income producing complex assemblies such as landing gear legs and wheels for airliners. To such a large company, Sky Arrow must seem a hobby project but it is one they are serious about as the plane has many possibilities. Sky Arrow won its LSA acceptance by FAA (arranged by the Hansen team), but another variant has Part 23 approval due to a policy called reciprocity where a foreign certification can be accepted by FAA. This gives Sky Arrow USA many possibilities for commercial use of the aircraft and their website reflects these ambitions. Marco is the U.S. man that will run the U.S. operation for Magnaghi as he and his team work to set up full manufacturing in the USA. This is underway now. To learn more as they prepare for full activity, call 855-4-FlySky or send an email. When editing can be finished, we recorded a video with Marco in which he explains the plans more fully.
Aeroeast USA and Discovery 600At the 25th anniversary of the Rotax 912 engine, at a fine event the big Austrian company organized at their home airfield, I had a chance to fly an airplane Americans do not know. This was the Sila 450 and I flew with company boss, Matic “Mago” Milorad. Here's the article I wrote. I described this experience but soon thereafter I was called to account for allegedly trampling on the rights of a Columbian designer who claimed the Serbian company had no right to produce it. At Sun 'n Fun 2018, I was shown documents and photos that appear to show contracts were properly executed. I am not a lawyer but it certainly looks like my earlier apology may have been in error. All that aside, the original claim is mostly irrelevant as many changes have been made to the airplane now known as the Discovery 600. The American-specific Discovery 600 (the original model was the Sila 450, though it has changed a lot in four years) will be headquartered in Portage Indiana under the name Aero East USA. Flight activities will occur at the nearby Valparaiso airport. U.S. operations will be run by Danny Labovic, a 50% partner with Milorad in the new venture. We interviewed Danny and Mago in Lakeland. Initial production will be mostly done in Serbia, but as the U.S. operation gears up, raw materials such as aluminum sheet that have come from American sources will be partially prepared in the U.S., sent to Serbia for labor-intensive work by Serbians, and returned to American for final assembly and fitting of components such as avionics and engines that come from still other countries, including the USA. Though this may sound complex, it is very similar to what Boeing and Airbus do as they build airlines. It works for small companies, too. I expect to report more on both projects — Sky Arrow and Discovery 600 — as they progress but our videos will fill in gaps in the meantime. Whatever way these projects evolve, it is interesting to see manufacturing come to American shores. Mr. Trump may be smiling, but much more important is the satisfaction of American pilots who will be given more aircraft choices. Welcome to more of a famous label… Made in the USA.
When most pilots think of imports, they assume a foreign manufacturer builds an aircraft in another country, finds a U.S. representative, and sends their product here. That’s certainly the standard practice. For years, especially after the fall of Communism and the opening of Eastern European nations, rates of pay for highly qualified workers was so low that building in America was considered by many to be noncompetitive. Slowly, though, the situation has changed and now American production makes more sense, at least when the company intends to sell to Yankee pilots. At Sun ‘n Fun 2018 I uncovered two new projects; one about which I had some knowledge, another that surprised me. Sky Arrow Aircraft (USA) Marco Cavazzoni, long associated with Boeing, told me at AirVenture 2017 that a big change was underway. Now I have fresh info and the plan is coming to fruition. Sky Arrow has long been well represented by Hansen Air Group.
What Sets Apart Rotorvox?Structurally, the C2A is largely carbon-fiber monocoque construction. This is notably different than the majority of smooth-looking gyroplanes. Most are steel structure with a composite pod. Rotorvox's fuselage is also engineered to provide a protective cell for the occupants. A few other side-by-side seating gyroplanes are on the market, including Cavalon from AutoGyro, the far and away market leader. Rotorvox's version employs the carbon structure to provide such seating, which means it can double as a very inexpensive air ambulance. Entry is also different with a forward-hinged, three-piece canopy. Above the occupants, you see a faired pylon that supports a two-blade aluminium rotor pushed by a Rotax 914 turbocharged engine swinging a three-blade prop. As with nearly all modern gyroplanes, Rotorvox's rotor offers hydraulic pre-rotation before takeoff. Another big departure from most gyroplanes are flat-sided tail booms separated from the fuselage on lateral structures. Each boom supports a tapered fin and rudder with ventral fins. C2A has a short-legged, wide track tricycle undercarriage that should aid ground stability. The main gear uses trailing link main gear with elastomer shock absorption. Rotorvox reports two prototypes were flown during five years of development before C2A deliveries began in October 2014.
- Seating — Side by side
- Length — 18 feet fuselage; rotors 27.5 feet)
- Width — 7.24 feet
- Height — 9.3 feet
- Gross weight — 1,235 pounds
- Fuel capacity — 24 gallons
- Powerplant — Rotax 914 turbo 115 horsepower (limited duration) / 100 horsepower continuous
- Main rotor diameter — 27.5 feet, two aluminium blades with NACA 8H12 airfoil
- Propeller: 3-blade, 69 inch diameter
- Cruise speed: 90 mph / 78 knots
- Never-exceed speed: 102 mph / 89 knots
- Range: 375 statute miles / 324 nautical miles
- Endurance maximum — 6 hours
Besides LSA seaplanes, one area of furious development (and sales) is gyroplanes, the term modern industry prefers to “gyrocopter,” which was actually a branded name used since the days of Igor Benson. A new player, arriving on the scene about five years ago, is Rotorvox. Americans have not seen this aircraft but will soon get an opportunity at Sun ‘n Fun 2018 at Booth #30 in Paradise City. Demonstration flights will occur throughout the week. What Sets Apart Rotorvox? Structurally, the C2A is largely carbon-fiber monocoque construction. This is notably different than the majority of smooth-looking gyroplanes. Most are steel structure with a composite pod. Rotorvox’s fuselage is also engineered to provide a protective cell for the occupants. A few other side-by-side seating gyroplanes are on the market, including Cavalon from AutoGyro, the far and away market leader. Rotorvox’s version employs the carbon structure to provide such seating, which means it can double as a very inexpensive air ambulance.
Flying 915iSWe've reported that several airframe manufacturers — "OEMs" in Rotax's preferred language — have been flying with the newest engine from market-leading Rotax. Enthusiasm for the 915iS is broad. The rollout of this engine was carefully planned by Rotax to ensure good end-customer experiences. As the powerplant has added complexity with the turbo charger and intercooler and carries a higher price tag, good preparation is essential.
Bryan enthusiastically reported, "I had a recent opportunity to fly with the 915is on Rotax guru, Ronnie Smith's Rans S-7 that he is testing. I was very impressed!" Ronnie, proprietor of South Mississippi Light Aircraft has been a Rotax expert for many years and you can often see him and his signature smile — and his Mississippi drawl — in the Rotax booth just inside the main entrance at Sun 'n Fun.
Bryan is likewise doing his job as head of operations for CPS. "I was also able to visit the factory in October 2017 to do some training on the new engine." I am very pleased with the design and performance it offers."So keen is his approval that Bryan added, "I am sure within the next few months one of these beautiful wooden crates will be arriving with my name on it." Can you feel his smile? For pilots, builders, or repair shops interested in information on the 915is, or for those ready to place an order please visit the California Power Systems website, or call 800-247-9653.
As the 2018 flying season launches, a long-awaited powerplant from Rotax Aircraft Engines is beginning to arrive in the USA and to be shipped on to customers for installation. Pilots and builders seeking more power can welcome the Rotax 915iS fuel-injected, turbo-charged, intercooler-equipped 135-horsepower engine. Talk about a kick in the pants! The engine recently won certification for use on aircraft where such approvals are valuable. “California Power Systems is proud to announce the first customer delivery of a Rotax 915iS going to Mark and Alina Pringle of Rocky Mountain Kit Planes to install in a Rans S-21 Outbound,” reported Bryan Toepfer, operations manager of CPS, an enterprise related to mail order behemoth, Aircraft Spruce. “We have another one shipping today for a customer building a Just Aircraft SuperSTOL,” Bryan noted. He continued, “Two more are on the way from Rotax in Austria to be installed in a couple of gyros.” According to California Power Systems — a major supplier and service organization for Rotax — customer demand has been high.
Very Light to Very HeavyTalk about your short takeoff… I just witnessed the successful launch of the SpaceX Falcon Heavy launch, a test flight aiming to transport a Tesla Roadster to Mars. Because I live near Daytona Beach, Florida, I often get to observe rocket launches live. Sheesh! These two accomplishments could hardly be further apart and I don't mean geographically. The space geek in me is always drawn outside to my back yard to get a wonderful view of a launch. I've been privileged to see many, including all the final Space Shuttle launches. With my neighbors who live on the 12th fairway of the golf course at Spruce Creek Fly In, we stood on a pleasantly warm day to see this ground-breaking launch. While we could not see the return of all three rockets, they landed successfully, two on terra firma and one on SpaceX's barge at sea. Because we are about 50 miles away, the sound of these (count 'em) 27 rocket motors traveled to Daytona in about four minutes. The rumbling from those huge motors throbbed on and on, longer than any launch I can remember. The winds need to be rather calm for the sound to travel this far and today we got lucky. Cool! Go private space companies like SpaceX, Blue Origin, and others. I'm a NASA fan, too, but I want to see these private enterprises take the baton and race outward to the planets …and it's happening. I just hope that Tesla can find a parking spot when it gets to Mars orbit. https://youtu.be/RSc__x0rO9k https://youtu.be/Tk338VXcb24
Sebastien Heintz of Zenith Aircraft in Mexico, Missouri is one of the more vigorous promoters in light aviation. He and his 25-year-old company are all over social media and advertise in big magazines. This week his news came from about as far away as possible, from way down under in New Zealand. “A Zenith STOL, expertly piloted by Deane Philip, was the winner of the New Zealand Bush Pilot Championships in Omaka, New Zealand, on Saturday, February 3, 2017,” reported Sebastien. Deane won with a take-off distance of just 12.6 meters (41.3 feet) and a landing roll of 14.7 meters (48.2 feet). See the video below. By any measure, that is very, very short. “Another Zenith STOL aircraft, piloted by Chris Anderson, took second place,” bragged Sebastien. In third place was a Rans S6 for third place in the Sport Pilot (under 1,325 pound) category. Deane’s STOL CH 701 is powered by a 130-horsepower Viking engine.
See Merlin at Sebring 2018.Two HKS-powered Merlins will be at Sebring, Aeromarine LSA reported. “We will bring a Merlin from our build program that isn’t yet 100% completed,” said Chip. "That will give people a chance to see how easy it is to build their own Merlin.” The fully enclosed Merlin claims to be one of the quickest-build 51% kits available. I went to observe a customer building his own Merlin to see how easy and quick it really was. I came away suitably impressed. "So complete and builder-ready is the Quick Build Kit that most major assemblies and skins are already tacked into position for shipping (using colored soft rivets)," Chip explained, "requiring the builder to actually do some disassembly to bring it to the 51% stage." “There is no 'Slow Build' option,” deadpanned Erwin in his characteristic humor. “Precision matched-hole technology means that the holes punched are not just pilot holes; the accuracy is so high that holes in the skins match the holes in the ribs and bulkheads at final size, so next to zero drilling is required," Chip said. "This precision saves dozens if not hundreds of assembly time hours.” My own eyes proved to me that this precision matched-hole technology works as advertised. The all-metal Merlin PSA is presently flying in several European countries and in the USA today powered with both the more economical Rotax 582 and the HKS powerplant. Merlin PSA quick-build kits with the HKS are now being delivered in the USA with delivery positions available for delivery this spring, Aeromarine LSA reports; some slots remain for the Builders’ Center, as well. The kit (without engine, instruments, and paint) has an introductory price of only $16,500. Depending on engine, BRS, and panel options, completed and painted aircraft cost from $35,000 to $50,000. That's quite affordable by most budgets.
Along with many others, I’m sure, I’m presently en route from Daytona Beach to Sebring, Florida as the 2018 or 14th running of the U.S. Sport Aviation Expo is about to begin. It opens tomorrow, January 24th. By the way, it’s 82 degrees today and the forecast looks reasonably good. C’mon down! Fresh news is breaking about the first flights of the HKS 700E-powered Merlin PSA from Aeromarine LSA. Reporting from Lakeland, Florida yesterday, Aeromarine LSA boss Chip Erwin observed, “[Merlin with HKS is] remarkable, the difference in the feel of the airplane.” Chip’s single seater is proving increasingly popular as he logs sales for his one-seater Merlin PSA (Personal Sport Aircraft). Having flown a number of airplanes with the smooth-running, throaty-sounding, fuel-efficient HKS, I predict continued good fortune for Aeromarine LSA. So many pilots prefer a four-stroke to a two-stroke, that — right or wrong — I imagine the Japanese engine could accelerate sales.
What a great Christmas present for the Rotax Aircraft Engine team members (lower photo). The latest powerplant from the Austrian company that supplies a large majority of the powerplants for aircraft covered on this website will soon become available. The company announced from their headquarters in Gunskirchen, Austria that on December 19th, 2017, they received a European Aviation Safety Agency (EASA) Type Certificate (TC) for its new Rotax 915 iSc3 engine. Some companies, such as BRM Aero, have been testing the new advanced, fuel injected, intercooled engine. It is the most powerful model ever for light aircraft from Rotax. All airframe makers will probably be surprised that the final version yields even more power. “The EASA TC allows BRP-Rotax to [begin] producing the certified 915 iSc3 A engine for the European market thus allowing us to fulfill the request of our customers for a more powerful Rotax aircraft engine with proven reliability,” said Thomas Uhr, general manager BRP- Rotax, vice president Powertrain BRP.
In the late ’90s, an earlier iteration of Remos Aircraft delivered their first aircraft, a G-3 Mirage, originally designed by the very talented Lorenz Kreitmeyer. That was twenty years ago. Recently, the Pasewalk, Germany company delivered serial number 450. Susanne and Harmut Lang, the new owners of the GXNXT — known as a GXnXES in the United States — took possession at their aircraft after it was flown to Bremgarten in southern Germany by Remos engineer Paul Foltz. The Lang’s new GXNXT is equipped with the latest avionics by Dynon and Garmin. Upon receipt of the aircraft, Harmut Lang said: “The Remos GXNXT suits our needs perfectly [and] the flight characteristics are amazing and the quality of this aircraft is well known.” If you are confused by the model name, that could be because attention has been focused on the GXiS model that won European ultralight approval recently. Even more recently, the company made news regarding its new owner, Stemme Aircraft.
- Maximum Cruise: 280 km/h — 175 mph — 152 knots
- Eco (lower fuel consuming) Cruise: 260 km/h — 163 mph — 141 knots
- Fuel Burn in Eco mode: 23 liters/hour — 6 gallons per hour
- Fuel Translation: 27.16 statute miles per gallon at 163 mph
Surely all readers know that Rotax-brand engines dominate the light aircraft landscape. The company owns something like 75% or more of the global market and close to that in the USA. Some worthy competitors are keeping the pressure on, but Rotax continues forward. The engine-to-follow is their new turbo-intercooler-fuel injected 135-horsepower 915 iS variant. Rotax Aircraft Engines first announced this new model at AirVenture 2015; see our video interview for details and go to the official 915 iS page for even more. In the press conference where the engine was unveiled, many in the standing-room-only audience were airframe manufacturers. As soon as the management and engineering team was done presenting, they quickly swarmed over the powerplant. You could almost see the wheels turning in their minds as they contemplated how they could fit and use this machine in their aircraft. That was almost two years ago — AirVenture Oshkosh is only about 75 days away!
KLA-100 FeaturesLong-span slotted flaps feature another proprietary airfoil developed in South Korea to slow the KLA-100 for low landing speeds and gentle stalls. The companies reported that wide chord ailerons allowed precise control and minimal adverse yaw. The blended winglets round out the wing tips and reduce drag, increase climb and give the KLA-100 a distinctive ramp presence. KLA-100 is powered by 100 horsepower (74 KW) from a fuel injected Rotax 912iS. The panel holds a Garmin G3X avionics suite combined with a Garmin GTN-650 MFD, Garmin GTX-335 Mode ES ADS-B out transponder, and optional Garmin two axis autopilot. A Stratos Magnum 601 advanced AEPS rescue system is integrated into the airframe. Flight Design and the Vessel employed modern construction techniques. The cockpit’s carbon-aramid composite safety cell helps to protect the occupants. The engine mount and carbon fuselage attach points reduce the possibility of engine intrusion into the occupant's safety cell. For more details, see this earlier article. For more information visit Flight Design or Vessel.
Recently, Vessel Co., Ltd., and Flight Design made a joint announcement after debuting their new KLA-100 low-wing, light aircraft at Aero Friedrichshafen 2017. Few expected this from the make of the very popular CT-series most recently including the CTLSi. Through 2016, this has been the most popular Special LSA in America. The companies’ KLA-100 development program started quietly two years ago. “The first flight was performed in Sumperk, Czech Republic in late March 2017 with test pilot Richard Ponizil at the controls. Since that time the plane has made seven more flights and met all expectations,” said Flight Design COO, Daniel Gunther. KLA-100 is a brand new design destined to be certified as a Light Sport Aircraft for sale in countries that accept ASTM-compliant aircraft, with plans to meet the European EASA’s CS-LSA regulation. The companies think this will allow access to virtually every major aviation market in the world.
Could Light-Sport Aircraft, light kit aircraft, and even ultralights benefit from in-flight adjustable propellers? After more testing and data collection answering that question should be easier. Prominently displayed in front of the Rotax Aircraft Engines exhibit at Sun ‘n Fun — right at the main entrance to the large spring show — was a strikingly-painted Searey kit-built aircraft (photo). Why? The mission was to showcase how a Rotax-powered amphibian aircraft can get more push… without complexity. Named Searey ATD, Advanced Technology Demonstrator, the collaborators include Progressive Aerodyne, producer of the Searey, Rotax Aircraft Engines, and MT Propeller, all coordinated by key developer, RS Aerotech of Nassau, Bahamas. A joint news release said, “For the first time in the Light-Sport Aircraft category*, Searey ATD offers a single-lever operated constant speed propeller, which significantly improves performance and dramatically reduces power management complexity for the pilot.” Searey ATD “will be used for long-time testing of new engines, propellers, and electronic systems.” To serve this goal, Searey ATD has been equipped with a state-of-the-art flight data acquisition and reporting system, which combines engine data with aircraft and navigation data.” Called a “first time” accomplishment, Searey ATD can “automatically transmit its engine and aircraft data via LTE networks worldwide.” The data “will be used by Rotax to perform engine health monitoring” similar to what airlines do globally.
Rotax makes high power-to-weight ratio powerplants that fit in smaller cowlings. Liquid cooling addresses the challenges of keeping motors from overheating, especially in those in tighter engine compartments. Rotax engines are modern and they keep updating them. They can produce in higher volumes than some competitors, have highly regarded quality control, and their testing facility is state-of-the-art. These reasons and more explain the estimate 75% or higher market share the Austrian company enjoys.
The Austrian engine maker said that during Sun 'n Fun 2017 the Rotax Flying and Safety Club (RFSC) and BRP-Rotax will offer information sessions conducted by experienced RFSC instructors.
The special workshops are addressed to those who would like to learn more about Rotax aircraft engines in general and about the 100-horsepower Rotax 912 iS Sport aircraft engine installation in particular.
"Three different types of information sessions will be offered at booth SE15 near the main entrance gate," said a Rotax spokesperson. Throughout the week Sun 'n Fun attendees can register to attend one of the RFSC sessions right at the company's booth, however, they note seating is limited so they recommend interested parties reserve space early.An "Introduction of Rotax Aircraft Engines Familiarization Training" session is offered Tuesday (April 4th) to Saturday (April 8th) from 10:00 to 11:00 AM. This is available for everyone interested in the Rotax product line and it is free of charge.
On Tuesday to Friday from 1:00 to 2:00 PM, kit builders or aircraft developers considering use of the newer fuel-injected Rotax 912 iS Sport engine can attend the "Rotax 912iS Installation Information" session. This session is also free.
Professionals who work on Rotax engines for compensation can take a "RFSC independent Rotax Maintenance Technician (iRMT) Renewal Course" on Thursday April 6th from 8:00 AM to 5:00 PM. RFSC will cover Rotax 2-stroke maintenance tips.
Further workshops related to Rotax engines will be offered by Lockwood Aviation at Paradise City's forums area. Lockwood will present two iRMT Renewal Courses.
The first will be Wednesday April 5th from 10:30 to 11:45 AM covering "Rotax 2-stroke engine maintenance tips" while the second occurs on Thursday, April 6th from 10:30 to 11:45 AM covering "Rotax 912 / 914 service & operating tips." For these iRMT Renewal Courses please contact Lockwood Aviation at 863-655-5100.
At the same time as Sun 'n Fun is ongoing, the Aero Friedrichshafen's 25th anniversary 2017 event will be held in the picturesque town in the far south of Germany. Rotax will also offer training at this event.
Sessions are scheduled for Wednesday and Friday (5 and 7 April) from 1300 to 1500 offered in English; and on Thursday and Saturday (6 and 8 April) from 1300 to 1500 offered in German. All sessions are held in Room Schwarzwald."During these special training sessions the attendees will gain fascinating insights into the world of Rotax Aircraft Engines and the newest engine development, the Rotax 915 iS," said Rotax. This is their newest engine, a 135-horsepower variant of the 9-series engines and it will be on display on some LSA or LSA-like aircraft at the big German show. Interest should be keen for news about this highly-awaited powerplant.
Rotax is a major player in aircraft engines and the dominant producer for light aircraft. "With more than 175,000 engines sold in 40 years, Rotax aircraft engines lead the Light-Sport and ultralight aircraft market." The Austrian company has 19 authorized distributors and a network of more than 220 points of sale and repair centers supporting customers worldwide. "Rotax aircraft engines are supplied to more than 80% of all aircraft manufacturers in its segment," said the company's spokesperson.
Rotax also announced a new owner registration system. Why might this be important to operators of Rotax engines in the majority of LSA and many light kit aircraft?
"This new paperless engine registration process offers various advantages for Rotax aircraft engine owners," said the company. They listed three worthy reasons: (1) Rotax wants to know their customers and how their engines are operated; (2) customers who opt-in receive newsletters and new technical documentation directly from the manufacturer; and, (3) "In case of a reported engine theft, re-registration of this engine will be impossible." That might not get a stolen engine back but it may help deter theft in the first place.
Convinced? You should be. Go here to register.
How is it that Rotax so dominates the supply of engines to light aircraft? Many reasons might be cited but one is the superlative training they offer. For 2017, the company is going even further, now offering essential training opportunities to the legions who attend airshows in both the USA and Europe. Rotax makes high power-to-weight ratio powerplants that fit in smaller cowlings. Liquid cooling addresses the challenges of keeping motors from overheating, especially in those in tighter engine compartments. Rotax engines are modern and they keep updating them. They can produce in higher volumes than some competitors, have highly regarded quality control, and their testing facility is state-of-the-art. These reasons and more explain the estimate 75% or higher market share the Austrian company enjoys. The Austrian engine maker said that during Sun ‘n Fun 2017 the Rotax Flying and Safety Club (RFSC) and BRP-Rotax will offer information sessions conducted by experienced RFSC instructors.
Rotax Maintenance Classes — If you are a professional or wanna-be pro in the maintenance or overhaul of Rotax engines, you must take factory-approved training. You have choices in such training by recently California Power Systems announced a series of classes. • Rotax 2-Stroke Service Course is for technicians wanting to rebuild or maintain all water-cooled and air-cooled 2-stroke Rotax aircraft engines. Learn to perform a complete engine rebuild with failure analysis and a focus on preventative maintenance. —March 6-7, 2017. • Rotax 912 / 914 Service Class is for technicians wanting to service 912-series engines or owners wanting to do their own scheduled maintenance. This course will give any FAA A&P or LSA Repairman certificate holder the credentials to perform all scheduled maintenance and level #1 troubleshooting procedures. —March 8-9, 2017. • Other classes include: a 912 / 914 Maintenance Class for technicians wanting to perform more in depth maintenance tasks.
So, here's three aircraft you haven't seen before AirVenture 2016 plus a revised project involving an increasingly popular engine. I'll start off with a famous guy checking out a famous engine to propel one of my favorite airplanes. We begin our quick review with Lockwood Aircraft's AirCam.
Of course, you know his face. When I once heard Harrison Ford speak, he said modestly (paraphrased), "I earn a living making faces." I never thought of acting in such simple terms, but I accept such skills are part of the job. He's made faces successfully enough in many movies to be able to afford several fun airplanes and now he's getting into an AirCam. Developer/manufacturer Phil Lockwood said, "We were keeping a low profile to preserve [Harrison's] privacy but the cat is out of the bag now." As an AirCam fan myself, I predict Ford's facial repertoire will frequently include a broad smile.The newest and perhaps most unexpected aircraft at the show was SkyCruiser offered in the USA by U.S. Sport Aircraft based in Texas. This U.S importer has long represented Czech Sport Aircraft's SportCruiser, which has ranked up high on our market share report for years. Literature for the new model makes no mention of CSA, instead referring to Czech 4 Sky. Nevertheless, U.S. Sport Aircraft boss, Patrick Arnzen indicated he would bring in the new model from CSA.
In this article I am covering aircraft that seem to be pushing the envelope but a sign of maturity in the LSA segment shows developments in all directions. One of those is a return to simpler, easy-to-fly aircraft. Looking somewhat like another very successful design, Aerotrek's A220, SkyCruiser represents a model from about one decade back. When the LSA regulation first created aviation's newest segment the typical customer was often someone seeking a carbon fiber speedster with autopilot, a full glass panel, and all manner of bells and whistles. Many developers stepped up to fill that demand and simpler (less costly) designs were left behind. Now, they're back!
SkyCruiser, as seen on U.S. Sport Aircraft's Oshkosh space, is powered by a Rotax BRP 912 ULS, and tops out at 1,232 pound gross (88 pounds less than allowed as a SLSA). At a fairly modest 723 pounds empty, the taildragger still offers a 509 pound useful load or a payload of full fuel (17.6 gallons) and two 200-pound occupants with minimal baggage. Stall is listed at a slow 34 knots and maximum cruise is 86 knots. SkyCruiser appears to come well equipped with the latest from Dynon and more.Perhaps it is because of the success of CubCrafters, but the rush remains on for companies developing vintage-style aircraft with big engines. While Rotax continues to power the majority of light aircraft around the world using their ubiquitous 9-series engines, some builders want more. For slower airframes Cubalikes — to use a phrase coined by Bill Canino of Sportair USA, which also offers a muscular model in this same space — adding a massively powerful engine delivers supershort takeoffs and thrilling climb rates.
One engine is clearly winning the high-power race. Originally developed by Lycoming part maker Engine Components International, or ECi, the Titan X-340 has become a powerplant of choice for those seeking 180-horsepower. Other companies like UL Power and Viking also have potent engine offerings but after Continental Motors bought ECi in 2015, the Mobile, Alabama company has parlayed their famous brand into several entries in the light kit and Light-Sport space. Now enter the Kitfox Titan
One very slick Titan installation appeared on a factory Kitfox brought to Oshkosh by owner John McBean. His team always does impressive detail and finish work and the Kitfox Titan seen nearby was a prime example. An airplane that works extremely well with Rotax (still offered, of course) should be nothing short of spectacular with the big Titan engine doing the pulling. I can't wait to fly this one!It may look familiar (indeed it has some common heritage) but Triton America's SkyTrek is a significantly different airplane than those it resembles. The airframe is smoother with more sweeping lines aft of the canopy. The structure is beefed up and able to handle a higher G loading. The nosewheel has been strengthened to last better in flight school use.
A main difference in this model from others with similar overall looks is that SkyTrek is fabricated in China. Its principle designer, Tom Hsueh, has long been established in the USA and has worked with some of the largest aviation companies. Although Tom says, "I have a Chinese face," he works from offices in Washington State. His may be a new name to most readers, but I have been talking with Tom for a couple years and believe he can become a player in the U.S. marketplace as well as in China. To Triton's and Tom's credit, he reported the Chinese CAAC has certified SkyTrek for sale in that country.
Not only a new manufacturer of Light-Sport Aircraft, Tom has bigger ambitions. In 2009, Triton America, which does business as Triton Aerospace, acquired all the design rights and hardware inventory for Adam Aircraft, a company that formerly built and certified a six-seat, twin engine, twin-boom, pressurized, all-carbon-composite FAR 23 aircraft."To wind up this brief look of new flying machines we come back to Murphy Aircraft Manufacturing, still run by founder Darryl Murphy and still based in Chilliwack, British Columbia, Canada. It's been nearly a decade since we saw any new light planes from this once-prolific producer. Darryl said that when the Canadian dollar soared high compared to the U.S. dollar, it became impossible to sell to Americans, by far his company's largest market. So, he used his large facility and impressive forming machinery to make aviation and other parts for different manufacturers. He seemed pleased about the return to building kits; welcome back, Darryl!
While showing his new Radical, Darryl indicated he's been hearing from potential customers that they'd like a Special LSA Rebel and he reports work is proceeding on that in parallel. Meanwhile he introduced a new model that goes hand-in-glove with the new batch of higher powered, higher gross weight aircraft taking several companies beyond the Light-Sport space. This may be one artifact of the EAA/AOPA push to eliminate the third class medical. Darryl acknowledged Rebel is a good foundation for the Radical, however, the new model is essentially a brand new design. "With more payload, more wing area, and capable of using engines up to 220 horsepower, [Radical] will incorporate many of the best features of the Rebel, Elite, Maverick and Super Rebel," he said.
Looking around Oshkosh, I found ultralight, light kit aircraft, and Light-Sport Aircraft all looking healthier than many seem to think. In addition, the arrival of the 180-horsepower Titan and even larger engines combined with higher gross weight/high payload designs seem created to appeal to those who no longer need a medical. The new program won't be effective for a year and still has hoops through which a pilot must jump, but it does open the door to new designs. Light aircraft engineers and manufacturers seem up to the task and customers appeared intrigued by their new offerings.
I'll have more from Oshkosh after catching up with other work, but I found the light sector very alive and doing quite well, with or without a third class medical.
In a show as vast at EAA’s AirVenture Oshkosh, it is presumptuous to attempt covering everything of interest. What follows are some new aircraft I found in the categories I cover on this website. Other projects were certainly worthy of special note but with the goal of a fast dash through the latest and greatest, I’m keeping this one fairly lean. I’ll cover other developments in subsequent articles. So, here’s three aircraft you haven’t seen before AirVenture 2016 plus a revised project involving an increasingly popular engine. I’ll start off with a famous guy checking out a famous engine to propel one of my favorite airplanes. We begin our quick review with Lockwood Aircraft‘s AirCam. Of course, you know his face. When I once heard Harrison Ford speak, he said modestly (paraphrased), “I earn a living making faces.” I never thought of acting in such simple terms, but I accept such skills are part of the job.


About this day
In five highly interactive sessions our team of engineers will explore different types of engineering including civil,
structural, mechanical and more. Each session also includes a Q&A session to quiz the engineers. Our aim is to encourage the uptake of Engineering at the highest level and instil curiosity in all.
Programme & speakers
Anna Ploszajski, UCL
About Anna Ploszajski
Dr Anna Ploszajski is an award-winning materials engineer, science communicator and maker on a mission to get people fascinated by the ordinary stuff which makes up the world around us.
Sam Rogers, Gravity Industries
About Sam Rogers
Sam Rogers is a flight suit design engineer at Gravity Industries. Sam has many years experience with pyrotechnics, he built his first large solid rocket motor aged 9. Since then, he has designed and tested UAVs, 3-axis camera stabilisers, pneumatic cannons, FPV drones and vortex-cooled rocket engines. Sam works on design optimisation and manufacture of 3D printed rocket engine systems in materials such as copper and Inconel.


Not so difficult, to tell the truth, one might even think given zero-gravity. And not even "unique", because a person who has already run a marathon in space has already been there.
But let's see the news better.
In conjunction with the London Marathon on April 24, in fact, the English astronaut Tim Peake the same marathon will run on a treadmill inside the ISS orbiting base, remaining connected live with the event, which will follow on a screen.
The marathon is part of a series of experiments that will take place on board the ISS orbiting module, on which Peake will spend 173 mission days.
In order to overcome the absence of gravity, Peake will run with belts and straps that will anchor him to the machinery. Tim had really run the London marathon (the one on earth) in 3h18'50 "in 1999.
And the British astronaut will not even be the first in history to run a space marathon: before him, in fact, NASA astronaut Sunita Williams had ventured in 1997, also during a marathon, that of Boston.
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All photos are Colombo / Fidal unless otherwise indicated


The Fargo Air Museum is hosting the Wings of Honor Dinner and Auction on March 26th, 2021.
Formerly known as the Celebrity Dinner and Auction, Wings of Honor Dinner and Auction has been a staple fundraising event at the Fargo Air Museum for over a decade.
This year, the event also serves as a time celebration for the 20th anniversary of the Fargo Air Museum.
This years featured aircraft is the Vought F4U Corsair, an American fighter aircraft used primarily in World War II and the Korean War.
The Corsair in attendance is owned by Cindy and Whitney Beck and the late Gerry Beck of Wahpeton who was one of the founding members of the Fargo Air Museum.
The aircraft will be flying up from the Wings of the North Museum in Eden Prairie, MN and will be on display prior to the event.
For more information on tickets call the Fargo Air Museum at 701-293-8043.


Written by David Koenig, AB Airways writer
AT&T and Verizon will delay the launch of a new wireless service near some airports after the country’s largest airlines said the service would interfere with aircraft technology and cause major disruptions to aviation.
The decision arrived from carriers on Tuesday as the Biden administration attempted to broker a settlement between carriers and carriers over the rollout of a new 5G service, scheduled for Wednesday.
Airlines want to ban the new service within two miles of the airport’s runways.
AT&T said it would delay operating new cell towers around runways at some airports – and did not specify the number – and would work with federal regulators to settle the dispute.
Shortly thereafter, Verizon said it would launch its own 5G network, but added, “We have voluntarily decided to restrict our 5G network around airports.” She blamed airlines and the Federal Aviation Administration, saying they “have not been able to fully resolve 5G navigation around airports” even though they operate in more than 40 countries.
The announcements came after the airline industry issued a dire warning about the impact of a new type of 5G service on flights. The chief executives of the country’s largest airlines have said interference with aircraft systems will be worse than they originally thought, making many flights impossible.
The chief executives said in a letter Monday to federal officials including Transportation Secretary Pete Buttigieg, who has previously taken the airlines’ side on the matter.
White House press secretary Jen Psaki said that if “hundreds or thousands of flights” were to be grounded, it would affect passengers and freight for the country’s supply chain. “We want to avoid and prevent that,” she said.
Psaki said those involved in ongoing negotiations with airlines and communications include Battigieg, members of President Joe Biden’s economic team, the Federal Aviation Administration and the Federal Communications Commission.
The new high-speed wireless service uses a portion of the radio spectrum, the C-Band, which is close to that used by altimeters, devices that measure the height of aircraft above the ground. Altimeters are used to help pilots land when visibility is poor, and are linked to other systems on aircraft.
AT&T and Verizon say their devices will not interfere with aircraft electronics, and that the technology is being used safely in many other countries.
However, the chief executives of 10 passenger and cargo airlines including US, Delta, United and Southwest say 5G will be more disruptive than previously thought because dozens of large airports were set to have buffer zones. To prevent 5G interference with aircraft, they will remain subject to flight restrictions announced by the Federal Aviation Administration last week. They add that these limitations will not be limited to times when visibility is poor.
“Unless our main aviation hubs are cleared, the vast majority of passengers and cargo will essentially be grounded. This means that on a day like yesterday, more than 1,100 flights and 100,000 passengers will experience cancellations, diversions or delays.”
The standoff between two industries and their rival regulators — the FAA and the FCC, which oversees the radio spectrum — threatens to further disrupt the airline industry, which has been crippled by the pandemic for nearly two years.
This was a crisis that had been building for years.
The airline industry and the Federal Aviation Administration (FAA) say they tried to sound alerts about potential interference from the 5G C-Band but were ignored by the FCC.
Carriers, the Federal Communications Commission, and their proponents argue that C-band and aircraft altimeters operate at a sufficient distance on the radio spectrum to avoid interference. They also say the airline industry has been aware of C-Band technology for several years but has done nothing to prepare – airlines chose not to upgrade altimeters that could be subject to interference, and the FAA failed to start scanning equipment on planes until years ago. The past few weeks.
After rival T-Mobile secured so-called mid-band spectrum from its acquisition of Sprint, AT&T and Verizon spent tens of billions of dollars on C-Band spectrum in a government auction run by the FCC to support their mid-band needs, then spent Billions more to build new networks they were planning to launch in early December.
In response to the airlines’ concern, they agreed to postpone the service until early January.
Late on New Year’s Eve, Buttigieg and FAA Director Stephen Dixon asked companies for another delay, warning of an “unacceptable disruption” to air service.
AT&T CEO John Stanke and Verizon CEO Hans Vestberg rejected the request in a letter that had a rebuke, even sarcastic tone. But they had second thoughts after the intervention that reached the White House. They agreed to the second, shorter delay but hinted that there would be no more concessions.
This followed a deal in which carriers agreed to reduce the capacity of their networks near 50 airports for six months, similar to France’s wireless restrictions. In return, the Federal Aviation Administration and the Department of Transportation have promised not to oppose the introduction of the 5G C-Band.
Biden praised the deal, but airlines were unhappy with the agreement, viewing it as a victory for carriers that had not adequately addressed their concerns about trying to land planes at airports where the new service would be active.
Tali Arbel from New York contributed to this story.
Copyright 2022 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.


Of the nine Major Planets, Mercury, Venus,
the Earth and Mars are known as Inner Planets; Jupiter, Saturn,
Uranus, Neptune and Pluto as Outer Planets. The diameters of
the planets in thousands of miles are approximately Mercury
3, Mars 4, Pluto 4, Venus 71/2, the earth 8, Neptune 28, Uranus
31, Saturn 75, Jupiter 88. Owing to their greater distance from
the Earth, the big Outer Planets appear to be about the same
size as the others. Mercury and Venus are also known as Inferior
Planets. Others whose orbits are outside that of the Earth are
called Superior Planets.
The "Issued in" set has a well
known variation of this card.


Awesome Fighter Jet and Private Jet For Coloring
A jet plane is an airplane that uses a jet engine. Unlike propeller planes, jet aircraft generally fly at an altitude of 10,000 to 15,000 meters. At this altitude, the jet aircraft can achieve maximum efficiency.
Sir Frank Whittle was the inventor and created the jet engine in 1937, He was an officer in the Royal Air Force (United Kingdom Air Force).
The first aircraft to use the jet engine principle was the Coanda-1910, which was built and driven by Romanian inventor Henri Coandă in 1910.
In addition to weapons, aircraft are also operated to maintain surveillance, especially in border areas. To boost attack power, the military also uses jet aircraft with more than average capabilities. Here is the fastest jet aircraft in history that humans have created.
Private Jet Airplane Coloring Pages
What is the difference between a jet and a plane?
The main difference between jet and propeller plane is that the jet generates thrust through the gas instead of powering the drive shaft connected to the propeller. This allows the jet to fly faster and at higher altitudes.
Jet with double rockets Coloring Pages
Coloring Military Fighter Jet
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What is the purpose of the creation of the jet plane?
In addition to being used as weapons, aircraft are also operated to maintain sovereignty, especially in border areas. To speed up attack power, the military also uses jet aircraft with capabilities that exceed average. Here is the fastest jet aircraft in history that humans have created.
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The jet plane pictures on this page are very simple and easy to enjoy. Various pictures show this jet for preschool and kindergarten.
Especially if the image above is a favorite or favorite image such as a jet plane image material.
Please download and print pictures of this jet plane for free.


Polokwane International Airport
Polokwane International Airport, formerly known as Pietersburg International Airport or Gateway International Airport, is an airport serving the city of Polokwane (known until 2005 as Pietersburg) in the South African province of Limpopo. The airport is located 5 km north of the city. It opened in 1996 on the site of a former air force base.
The airport has scheduled flights to Johannesburg, with five flights on weekdays, one flight on Saturday and two on Sunday. It handles approximately 5,000 aircraft and 38,000 passengers per year.


A unmanned aerial vehicle or unmanned aerial vehicle (UAV) is a passenger drone or that can fly independently or be remotely controlled from the ground. The word “drone” is an extrapolation of an English term meaning “fo Bourdon.”
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On a lighter note, the drone is also used for shooting documentaries and films. It is actually used in the press to the hard-to-reach or hard-to-reach areas. This allows reporting without jeopardizing journalists.


Vertical Takeoff And Landing Aircraft Ppt Pdf
File Name: vertical takeoff and landing aircraft ppt .zip
- Looking for other ways to read this?
- What is VTOL? A beginner's guide to vertical take-off and landing technology
- Case Files: Igor Sikorsky
- 2021 Reasons to fly ALTI.
Fly even further this year with industry leading endurance. What makes our aircraft unique is the ability to take-off and land vertically almost anywhere with the longest flight endurance in the industry.
Looking for other ways to read this?
While Uber's plans may be somewhat ambitious, VTOL technology is increasingly making its way into more aircraft, from small recreational drones up to the traditional systems in helicopters and military jets. VTOL stands for vertical take-off and landing and, as the name suggests, refers to aircraft that can take off, hover, and land vertically. The best-known example is the helicopter, but the F35B fighter jet can also take-off and land from a standing start off the back of an aircraft carrier.
Yes, broadly speaking, there are two different types of VTOL technology: rotorcraft and powered-lift. Rotorcraft , or rotary wing aircraft, are those that use lift generated by rotor blades spinning around a central mast, so helicopters, quadcopters and gyrocopters. Powered-lift vehicles are those that take off and land vertically but perform differently from rotorcraft when in flight.
They typically have a more conventional fixed wing plane design. Examples include convertiplanes such as the Bell Boeing V Osprey, which takes off and lands vertically but uses fixed wing lift in normal flight. Vectored thrust planes , such as the Harrier Jump Het series also used powered-lift by manipulating the thrust from the engine or motor to control the flight of the aircraft. They tend to make a rolling takeoff from a runway when possible as this requires less thrust. This is especially useful for a military plane loaded up with heavy weapons.
VTOL technology means aircraft can theoretically take off and land almost anywhere, making them far more flexible. They're also able to perform various manoeuvres not possible with a conventional plane; a significant advantage for aircraft in combat situations. What's more, VTOL aircraft, such as drones, that use electric motors are more energy efficient than those using jet engines. A number of firms are developing aircraft that use a VTOL system.
Despite a flood of recent controversies, ride-sharing app firm Uber has pledged to launch its first flying taxis in using VTOL. In order to see this embed, you must give consent to Social Media cookies.
Open my cookie preferences. Meanwhile, Munich-based aviation startup Lilium aims to offer an on-demand flying taxi service that it claims will be five times faster than travelling in a car. The current prototype is a two-seater aircraft shaped like a conventional plane that uses a VTOL system. And, at the Geneva Motor Show, Airbus showcased a prototype flying hybrid car.
The modular vehicle can disconnect from it wheels, after which it is picked up by a flying set of rotors. What's more, Nasa has developed the battery-powered GL, which take off and land vertically but flies efficiently like a conventional plane. By Matt Kamen. By Sophia Epstein. By Isobel Miller. By Clothilde Goujard.
Wired UK. Gallery List. Gallery Grid. Air Force photo by Master Sgt. Donald R. A beginner's guide to the best graphic novels. By Matt Kamen Books 22 Feb The real reason Airbus is retiring its A superjumbo jet. By Sophia Epstein Planes 04 Sep A sustainability scandal is taking the shine off Michelin stars.
By Isobel Miller Food 16 Mar By Clothilde Goujard Policy 12 Oct
What is VTOL? A beginner's guide to vertical take-off and landing technology
Not a MyNAP member yet? Register for a free account to start saving and receiving special member only perks. James Burke, in his celebrated Public Broadcasting System television series, ''Connections'', insists that "we cannot know where we are going unless we know where we have been. But it is generally accepted that the rotorcraft equivalent to the Wright Brothers' era started in with Juan de la Cierva, at Getafe, Spain. Cierva was attracted to the unpowered, autorotating, wing because of its lifting potential at very low forward speeds. He was motivated, for safety reasons, to provide fixed-wing airplanes with a simple device that would eliminate stall and provide the capability to land safely in the event of engine failure. Cierva called his original configuration a gyroplane, which later became known as the autogiro.
Jump to navigation. Igor Sikorsky was an important part of aviation history, from the flight of Wright brothers to the exploration of space. Who was Sikorsky, and what were some of the advances he made in the field of aviation? What physics principles are required to make a vertical take-off and landing craft—a helicopter—work? The youngest of five children three daughters and two sons of a psychology professor, he received his early education and a liking for the work of Da Vinci and Jules Verne from his mother, who was also a trained physician.
Case Files: Igor Sikorsky
A vertical take-off and landing VTOL aircraft is one that can hover, take off, and land vertically. Others, such as some helicopters, can only operate by VTOL, due to the aircraft lacking landing gear that can handle horizontal motion. Electric and hybrid-electric vertical takeoff and landing aircraft, or eVTOLs , are being developed in the quest for fully autonomous passenger air vehicles PAV.
These metrics are regularly updated to reflect usage leading up to the last few days.
2021 Reasons to fly ALTI.
Directory of Open Access Journals Sweden. This paper presents the design and implementation of tricopter mode and aircraft mode for VTOL aircraft system. Firstly the aircraft design is considered for VTOL mode. And then the mathematical model of the VTOL aircraft is applied to test stability. In this research the KK 2.
This type of structure is still in use in many lightweight aircraft using welded steel tube trusses. Additionally, there are numerous types of engines for a variety of aircraft, such as helicopters or commercial jets. The only different between an Amphibian and a Floatplane is a set of retractable wheels to help it run on land. C check 4. Professor at Govt. There are different types of fixed wing aircrafts such as an airplane, seaplane, gliders. Jet engines are typically one of the more common types of aircraft power plant.
Милый, - глухо прошептала. - Позволь, я переберусь наверх. - Но немец даже не шевельнулся. Росио изо всех сил уперлась руками в его массивные плечи. - Милый, я… я сейчас задохнусь! - Ей стало дурно. Все ее внутренности сдавило этой немыслимой тяжестью. - Despiertate! - Ее пальцы инстинктивно вцепились ему в волосы.
- Буду у своего терминала. - Как ты думаешь, сколько времени это займет. - Ну… - задумалась Сьюзан. - Это зависит от оперативности, с которой ARA пересылает почту. Если адресат находится в Штатах и пользуется такими провайдерами, как Америка онлайн или Компьюсерв, я отслежу его кредитную карточку и получу его учетную запись в течение часа. Если он использует адрес университета или корпорации, времени уйдет немного .
А что с кольцом? - спросил он как можно более безразличным тоном. - Лейтенант рассказал вам про кольцо? - удивился Клушар, - Рассказал. - Что вы говорите! - Старик был искренне изумлен. - Я не думал, что он мне поверил.
Плеснув водой в глаза, Беккер ощутил, как стягиваются поры. Боль стала утихать, туман перед глазами постепенно таял. Он посмотрелся в зеркало.
Меган? - позвал .


Pittsburgh Airplane Accident Attorneys
Injured in a Pittsburgh, PA airplane Accident?
Flying is one of the safest forms of transportation; the chances of being in a fatal air crash in the U.S. is about one in eight million in domestic flights and one in five million in international flights. But, because of the nature of airplane accidents, when they do occur, the outcome is devastating.
If you or someone you love is involved in a serious plane accident, the Pittsburgh personal injury lawyers at Chaffin Luhana can help you. We represent individuals and families throughout the Ohio Valley in West Virginia, Western Pennsylvania and Eastern Ohio and we handle product liability cases and airplane crash cases nationwide.
Commercial and Private Airplane Accidents
The safest way to fly is on a commercial airliner and the most unsafe way to fly is on a private plane. In between are flying on scheduled commuter airlines and flying on commuter planes such as air taxis on demand. Reports indicate the following when comparing fatalities per million flight hours:
- 4.03 for commercial airlines
- 10.74 for scheduled commuter airlines
- 12.24 for nonscheduled flights such as air taxis on demand
- 22.43 for private planes
According to reports, the crash rate has climbed 20 percent since 2000 on private-pilot flights, but has fallen about 85 percent on commercial jetliners.
15 Causes of Pittsburgh Airplane Accidents
Airplanes may crash for a number of reasons, including:
- Engine failures
- Mid-air collisions
- Pilot error
- Negligent maintenance
- Air traffic control errors
- Defective onboard computers or software
- Fuel tank explosions
- Loss of control (caused either by the plane or by the crew)
- Ice, snow, or other types of bad weather conditions
- Manufacturing defects
- Equipment failure
- Structural or design problems
- Bird strikes
- Loss of power
- Overloading the plane
Airport Accidents and Negligence
Negligence by people at many levels can result in airplane accidents. Negligent parties can include the plane’s owners, its designers, its manufacturer, maintenance workers, air traffic controllers and the pilot. A crash may be the result of a combination of negligent factors. For example, if a maintenance worker makes a mistake and the pilot does not catch it when going down the check list, at least two people may be responsible for a crash.
All it takes is for one piece of equipment to be faulty for a plane to go down. Defective equipment, which can result in plane crashes, might be due to errors in the following:
Contact an Airplane Accident Lawyer in The Ohio Valley
If a loved one’s life has been lost or you have been injured in a plane crash, you can get help from an airplane accident lawyer at Chaffin Luhana. Our airplane accident lawyers are highly familiar with airplane accidents. We represent individuals who suffer severe injuries such as brain injuries, severe burns, lost limbs, spinal cord injuries and more. To schedule a consultation with an attorney from our firm, please contact us today.
Aviation Injury Law Firm in Pittsburgh Pennsylvania
Chaffin & Luhana LLP
615 Iron City Dr,
Pittsburgh, PA 15205


In what might prove to be a treat for stargazers and space enthusiasts, a spectacular meteor shower is expected to take place on the night of May 30-31 this year.
Known as Tau Heculids, the shower could brighten up the night of May 30 and last till May 31 early morning. The meteor storm is actually the result of a disintegrated and bleeding comet that will make an appearance on the day. Known as Schwassmann-Wachmann or the SW3, the comet was named after the two observers from Germany, Arnold Schwassmann and Arno Arthur Wachmann.
One gets to see meteor showers when Earth passes through the debris of the comet. On May 30, it is expected that a fantastic light show display would be visible in the night sky. Explaining the dicey scenario, a meteor expert at NASA, Bill Cooke said, “If the debris from SW3 was travelling more than 220 miles per hour when it separated from the comet, we might see a nice meteor shower. If the debris had a slower ejection speed, then nothing will make it to the Earth and there will be no meteors from this comet.”
This means that either there will be a breathtaking bright show of celestial debris in the sky or nothing at all.
The SW3 comet that is expected to cause the meteor shower was observed in 1930. However, it wasn’t spotted again until the 1970s due to its extreme faintness. Then in 1995, skywatchers were astonished when it appeared 600 times brighter and became visible even to naked eyes.
According to NASA, the striking radiance of the comet was due to its shatter “littering its own orbital trail with debris”. The comet passed Earth again in 2006 but it had fragmented into approx. 70 pieces by then. Later, it splintered further into more pieces.
Now, experts believe that if the conditions remain conducive, one could expect a meteor shower of 1,000 meteors per hour.


Out of This World
NASA’s Mars Exploration Rover Spirit landed on Mars last night and is sending pictures to Earth with a delay of only nine minutes. Speed of light, eh buddy? Pretty crazy.
How do we know it isn’t just a desert here on Earth?
I’ll tell you this – it’s pretty damn amazing that we have the technology to send a ship into space, land it on a foreign planet and then send back pictures at the delay rate of nine minutes. It frustrates me actually, that this country hasn’t made more strides in getting space travel and exploration going at a quicker rate. On the same token, there’s so much that hasn’t been explored here on Earth, below the sea. There’s SO MUCH down there we have not found.
I sort of wonder, if NASA ever found remnants of an old civilization on MARS, would they ever release the pictures to the world? Or would they keep them quiet, for fear of upsetting religious leaders and people that don’t want the World to even seriously consider life on other planets?
That and “is the Universe infinite?” are my ambiguous questions for the day. Note the time.


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