Cargo Aircrafts

Cargo Aircrafts - Once the information has been received, and the truck has arrived, an unloading slot and position will be assigned to the driver. Different slots are given according to needs, such as dangerous goods, live animals, ULDs, healthcare products, and more.

The A330-200F flies 20% further and has a cost per tonne that is 13% lower than its direct competitor. It is capable of carrying 65-to-70 tonnes of payload, with a range that stretches from 3,200 nm up to 4,000 nm.

Cargo Aircrafts

Customers have praised the A330-200F for its outstanding flexibility, which is further enhanced by the freighter's full operational commonality with Airbus' fly-by-wire family of single-aisle and wide-body jetliners. In addition, the A330-200F's large main deck cargo door allows the aircraft to accept all commonly-used pallets and containers, enabling the transport of a full range of cargo - from high-value consumer goods to express packages and perishables.

What Is The Cargo Master Operating Plan Mop?

The first A330-200F provided to a customer was handed over to Etihad Airways during a ceremony at the 2010 Farnborough Airshow. The second receiving Airbus' next-generation A330-200F was Hong Kong Airlines, while Turkish Airlines became the third in September 2010. MASkargo received its initial A330-200F in September 2011.

The Master Operating Plan (MOP) describes the key processes and sub-processes involved in transporting air cargo from shipper to consignee in a systematic and harmonized manner. It provides the air cargo supply chain with the first, industry-endorsed, standard description of the end-to-end process for transporting cargo by air.

The A330-200F can transport up to 23 side-by-side pallets on its main deck, with flexibility for additional arrangements such as single-row loading of 16 pallets, and a mix of nine AMA containers with four pallets. The spacious lower-deck cargo hold accepts up to 26 LD3 containers, plus 19.7 cubic meters of bulk cargo.

Overall flexibility has been enhanced with the introduction of Airbus' versatile main deck cargo loading system, which can accommodate all industry-standard containers and pallets - enabling operators to serve the freight lift needs of varying markets.

How Air Cargo Is Received And Accepted For Shipment

Tampa Cargo, which is AviancaTaca Holding's Colombia-based cargo airline, was provided the first of four A330-200Fs from Airbus in December 2012 - marking the initial handover of this freighter type to a customer based in the Americas.

The next step in logistics is how air cargo is received and accepted for transport. This is a multi-step process that includes various stockholders including trucking companies, as well as cargo and ground handling service providers among others.

Once the freight forwarding truck arrives at the carrier's domain and the truck driver has informed the Cargo Handling Agent of their arrival, the carrier domain can receive the goods. They should have received the following information in advance, which is why filing electronically is always recommended:

You can find more information about the most up-to-date cargo handling guidelines that are strict enough to cover each airline in the IATA Cargo Handling Manual (ICHM). In it, you will find everything you need to be compliant with the rules and regulations, and to follow the 19 steps of the MOP to mitigate the risks when handling air cargo.

Receive Shipments Into Carrier Domain

Ideally suited to the rapidly changing market conditions, the A330-200F is shaping the future of air cargo transport. The flexible mid-sized aircraft offers operators an adaptable cargo strategy with up to 35% lower operating costs per tonne compared to larger freighters, as well as optimized load factors.

As a new-generation freighter derived from Airbus' proven A330 jetliner family, the A330-200F offers highly-efficient operation with less noise and emissions than mid-sized cargo aircraft in service today. Customers have praised the A330-200F for its outstanding flexibility, which is further enhanced by the freighter's full operational commonality with Airbus' fly-by-wire family of single-aisle and wide-body jetliners.

In addition, its large main deck cargo door allows the aircraft to accept all commonly-used pallets and containers. Show source information Show publisher information Use Ask Statista Research Service The current issue contains 19 chapters in line with the Master Operating Plan (MOP).

It includes the most up-to-date regulations regarding cargo handling and 10 appendices to expand on the subject, including a glossary, charts, various agreements, and more. Since its service entry in 2010, the world's most modern mid-size freighter - Airbus' A330-200F - has established itself as a reliable, flexible and profitable operator on all continents.

Where To Find More Information?

Major cargo carriers around the world have turned to the A330-200F for long-haul and regional missions as the aircraft has achieved a reliability rate of more than 99.6% and in-service utilization up to 400 flight hours per month.

When accepting shipment as ready for carriage, airport cargo and ground handling personnel must take several steps to meet the requirements to ship goods by air. First, they must verify if the shipments are security cleared.

Then they must perform a ready-for carriage check. This entails verifying that all the information aligns with the actual shipment and ensuring all embargoes and operational restrictions are applied. Once everything has been checked, the information is validated against the booking and updated.

The primary objective is to ensure the consignments are in compliance with The A330-200F offers better payload, range and economics than previous-generation freighters in its class; the A330-200F also provides the full benefits of operational commonality with Airbus' fly-by-wire family of single-aisle and wide-body jetliners.

Accept Shipments As Ready For Carriage

It represents an ideal replacement for obsolete first-generation wide-body freighters, and also provides airlines with a highly efficient all-cargo solution to replace services of passenger and cargo "combi" aircraft. The IATA Cargo Handling Manual (ICHM) is a publication of the most current recommended practices for airline stakeholders to follow.

It gives all the required documentation in an accessible step-by-step format. It was developed by an IATA council named the ICHC (IATA Cargo Handling Consultative Council) founded in 2011 by the Cargo Advisory Council (CAC). "The IATA Cargo Handling Manual (ICHM) covers all working instructions door to door, from shipper to consignee, with a strong focus on airport to airport activities where cargo handlers and airlines operate," according to André Majeres, Cargo Mail & E-Commerce

Operations Manager at IATA. Once the truck has collected the goods from the carrier's domain it is transferred to the freight forwarder hub where it's unloaded and checked. Often before goods are dispatched via a Forwarder Branch Facility before being handed to the Consignee and then they are finally delivered to the final customer.

These steps fall under the following chapters of the ICHM where you'll find more details about each step: Anyone in the air cargo supply chain should use the IATA Cargo Handling Manual (ICHM). This includes airlines, shippers, cargo agents, and many others.

What Is The Iata Cargo Handling Manual?

It allows you to see where each level of risk exists in the handling of air cargo. This manual meets each airline's guidelines, which is important since too many airports require their cargo handlers to operate under the guidelines of each specific airline.

This could mean complying with 100 different working instructions, which is a lot to be expected and is a costly and timely practice. By using IATA's manual for meeting the rules and regulations, you save time and money.

The process of cargo handling begins with booking and planning shipments, there is much to be done before the shipment even leaves the facility. Having a solid plan of action allows for smooth booking and prevents fewer problems further down the chain of events.

It is necessary to follow the steps below to book your shipment properly. These activities also include the steps handled by freight forwarders as listed below: You only have access to basic statistics. This statistic is not included in your account.

What Are The Last Steps Before Delivery?

The Airbus Global Market Forecast (GMF) forecasts a demand of more than 850 new-built freighters during the next 20 years. The A330-200F will satisfy a large percentage of this demand by offering better main- and lower-deck flexibility than the competition, with more range and more lift, as well.

The A330-200F features an optimized fuselage cross-section, offering flexibility to carry a wide variety of pallet and container sizes. The aircraft offers 30% more volume than any freighter in its class, and is based on the proven and technologically-advanced A330 platform, for which Airbus has over 1,000 orders and already more than 650 aircraft in service.

Now it is time to move the loaded ULDs to a secure flight holding area while being mindful of all sensitive information such as temperature-controlled and dangerous goods. Ensuring no flights are delayed, the ULDs can be lined up in order, if it is known, to prepare for ramp transportation.

All ramp safety protocols must be followed. To avoid accidents being mindful of all ground support equipment during the process of loading and unloading is necessary. This is why proper training in IATA's rules and regulations is imperative for all cargo and ground handling personnel.

Who Needs Iata Cargo Handling Manual?

Throughout the shipment process, safety remains a priority for all parties of the air cargo supply chain. For instance, it's important to ensure clear and correct labeling and identification of packages. In addition, the packages themselves must be suited to the content and be able to protect the goods from any damage.

Its 141 X 101-inch main deck door is electrically-controlled and hydraulically-operated, and is derived from the proven cargo door on A300/A310 freighters. Additional features include the latest in eco-efficient engine technologies for enhanced environmental performance, as well as its "glass cockpit" and advanced navigation systems for improved flight operations.

Shipping by air is a fast and efficient means of transport for goods. Airlines transport over 52 million metric tons of goods a year, representing more than 35% of global trade by value but less than 1% of world trade by volume.

That is equivalent to $6.8 trillion worth of goods annually, or $18.6 billion worth of goods every day. However, the effects of COVID-19 on the industry dramatically affected the air industry including air cargo. Available cargo tonne-kilometres fell industry-wide by 21.4% year-on-year in 2020. However, by the end of the year, industry-wide cargo tonne-kilometres had returned to near pre-COVID values.

Booking Planning Shipments

With so much air cargo being shipped worldwide and so many different parties involved in the supply chain, it is important to take a look at cargo handling for air transport. Cargo handling is the segment of the supply chain which processes goods landside in the cargo facility.

From the delivery at the airport of origin until it is ready for loading on the plane, to the unloading at destination and handover to the consignee/freight forwarder, many steps are involved with cargo handling that must be closely followed to ensure shipments are delivered safely

and securely. These steps are found in the cargo Master Operating Plan (MOP). At this time, the control of the air cargo passes from the warehouse operator to the ramp handler. The transport of goods from cargo terminal to aircraft is a multi-step process best lined out in the IATA Cargo Handling Manual (ICHM).

After following each of those steps explicitly, you would load the aircraft according to the load plan, making a note of arrangements for special cargo. Once the aircraft is loaded, any discrepancies must be addressed by updating the electronic Flight Manifest.

Send Shipments To Flight

It is now that the aircraft can depart, but the cargo loading procedure is not complete without mailing the flight manifest, loading, and carriage information. Airline customers with firm A330-200F orders are Etihad Airways (for the Etihad Crystal Cargo division), Turkish Airlines (for the Turkish cargo division) which became the biggest A330-200F operator in 2013, MNG Airlines in Turkey, AviancaTaca (for its Tampa

Cargo operation) in South America, Malaysia Airlines which purchased four freighters for the carrier's MASkargo subsidiary, and Hong Kong Airlines (3 bought back from Aircastle in August 2013 and one operated from BOC). The A330-200F is based on Airbus' popular A330-200 passenger jetliner, and is produced on the same Toulouse, France final assembly line as other A330 and A340 Family aircraft.

This ensures a sustained output, providing production line slots to meet market demand. This modern cargo jetliner utilizes a wide range of innovations that make it the most economical and environmentally friendly freighter in service today.

Among these cost-reducing features are the aircraft's reinforced fuselage and doors, which increase shear and bending/running loads; its use of the latest in eco-efficient engine technologies for reduced CO2 emissions and noise levels; along with a "glass cockpit" and advanced navigation systems for enhanced flight operations.

Prepare Cargo For Flight

The primary objective for air cargo acceptance and handling is to ensure that consignments are ready for carriage in compliance with operator and IATA regulations, as well as with export and import rules of the countries through which the cargo will transit.

In general, all items to be transported using commercial aircraft must pass through an acceptance process. There are certain procedures that must be followed regardless of the type of cargo. Other procedures may only apply to certain types of cargo.

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Cap Aircraft

Cap Aircraft - Cold War/1950-1975 Post-World War II, CAP focused its efforts on three core programs – Cadet Programs, Emergency Services, and Aerospace Education. In 1948, CAP began participating in the International Air Cadet Exchange, and in 1949 it introduced its first aerospace education literature for use by CAP units or school teachers.

This medal commemorates the organization's unusual contributions to World War II. On its obverse, Stinson Voyager 10A aircraft armed with demolition bombs escort an oil tanker. The aircraft in the foreground has the coastal patrol roundel and the number "65," representing the CAP members killed during the war.

Cap Aircraft

To the left, two civilian volunteers, a male coastal patrol observer and a female pilot, both vigilantly scan the sky. On Aug. 28, 2015, Jan. Mark A. Welsh III, Air Force chief of staff, announced CAP officially a member of the U.S.

Civil Air Patrol History

Air Force's Total Force, joining the regular, guard, and reserve forces as American airmen. CAP's work in response to hurricanes Katrina and Sandy, the Deepwater Horizon oil spill, and other emergencies has continued to demonstrate the cost-effectiveness and potential of dedicated volunteers who embody the CAP motto: Semper Vigilans.

. . Always Vigilant. CAP has also expanded its youth leadership program curriculum to include K-6 students. Its Aerospace Connections in Education program is driven by grade-specific studies that enrich classroom aerospace, character education, and physical fitness for nearly 20,000 children in 34 states.

"While the goal was $50,000, the generosity of numerous groups allowed the [cadet flight scholarship] challenge to exceed this goal and make available additional funding for deserving cadets," explains Don Rowland, CAP Chief Operating Officer. "The CAP Board of Governors issued a challenge to raise $25,000 to be matched with foundation funds

to provide full funding for the top graduates of CAP's powered flight academies to obtain their private pilot certificates.” At its establishment, CAP made no provision for the participation of youth. On Oct. 1, 1942, CAP leaders issued a memorandum creating the CAP Cadet Program for boys and girls ages 15 to 18. The cadet program proved to be a powerful force for imparting practical skills and preparing teenagers for the military and other wartime service agencies.

In 1941, Wilson launched his perfected program: the Civil Air Defense Services (CADS). That summer, tasked by Fiorello H. LaGuardia (New York mayor and director of the federal Office of Civilian Defense and also a World War I aviator), Wilson, publisher Thomas H. Beck, and newspaperman Guy P. Gannett proposed Wilson's CADS program as

a model for organizing the nation's civil aviation resources. On May 30, 2014, President Barack H. Obama signed legislation into law awarding the Congressional Gold Medal to the approximately 200,000 World War II members of CAP.

The medal is the country’s highest expression of appreciation for distinguished achievements and contributions. On Dec. 10, 2014, Speaker of the House John Boehner presented the medal to CAP National Commander Maj. Gen. Joseph R. Vazquez and former U.S.

Representative Lester L. Wolff, himself a wartime member of the New York Wing. Origins/1936-1941 The origins of Civil Air Patrol date to 1936, when Gill Robb Wilson, World War I aviator, and New Jersey director of aeronautics, returned from Germany convinced of impending war.

Wilson envisioned mobilizing America's civilian aviators for national defense, an idea shared by others. Nurturing that love for aviation is really what the flight academies are all about. Not every cadet solos or goes on to earn a pilot certificate, but they do gain a sense of accomplishment.

"Success here illustrates that these cadets have accomplished something that less than one-half of one percent will ever do," notes Lt. Col. Bob McDonnell, director of CAP's Shirley Martin Powered Flight Academy in Texas. The below documents are required for all CAP Aircraft assigned to NCWG.

The chart outlines the order the documents should be in. Please note that some of the documents below are exclusive to the North Carolina Wing and can only be found below. With such a robust ops tempo, CAP recognizes that having pilots available for these missions is a must.

CAP cadets and qualified mission pilots are therefore authorized to use CAP airplanes for flight instruction towards any FAA certificate or rating. With a few exceptions, adult members cannot receive initial flight training on powered aircraft.

However, any CAP member is authorized to use CAP gliders and balloons for initial and transition flight instruction towards any FAA certificate or rating. New Millennium/2001-Now The terrorist attacks of Sept. 11, 2001, ushered CAP into a new era of homeland defense.

The following day, a CAP Cessna 172, the only nonmilitary aircraft allowed in the nation's airspace, provided emergency management officials with the first high-resolution images of the World Trade Center site. Nationwide, CAP volunteers transported blood and medical supplies, provided communication and transportation support, and assisted state and federal officials.

Civil Air Patrol's youth program, better known as its cadet program, is where I began my journey with aviation. You can join CAP as a cadet if you are at least 12 years old and have not yet reached your 19th birthday.

Cadets can stay in the program until they turn 21, as long as they have not entered active duty in the military and are enrolled in a school. The program’s four focus areas are leadership, aerospace, fitness, and character.

It’s been 20 years, but I still remember my very first experience with Civil Air Patrol (CAP). I was in high school and went with a friend to the local airport to learn a little more about the nonprofit and Air Force Auxiliary.

The idea that we — as kids — could volunteer for something useful and serve our local community in a unique way was inspiring. We were originally focused on saving lives through CAP's search and rescue missions looking for missing aircraft.

OpenAirplane's Universal Pilot Checkout is based on CAP's pilot standards. Unlike a flight review, it is a pass/fail demonstration evaluated against FAA practical test standards. Both on the ground and in the air, you'll be demonstrating that you can meet the standard.

"CAP pilots consistently demonstrate a safety record 60 percent better than the rest of the pilots flying single engine airplanes under part 91. It's this proven doctrine that enables us to offer CAP pilots access to our network," explains Rod Rakic, co-

founder and president of OpenAirplane. With increased federal funding and the creation of the U.S. Department of Homeland Security, CAP received new technologies for its emergency services, including hyperspectral imaging, improved airborne communication, forward-looking infrared systems, GPS-equipped glass cockpit avionics, and geospatial information interoperability.

CAP aircrews train alongside government officials and military personnel in air defense intercept missions, communication exercises, and cybersecurity and even simulate unmanned aircraft to provide imagery training support for deploying forces. "We provide our cadets with the foundational skills to become safe and proficient pilots and spark that lifelong passion for aviation," explains Maj.

Robert Bowden, director of CAP's Johnson Flight Academy in Illinois, which just celebrated its 50th anniversary. "It's incredible to see the transition of a cadet who may have never flown in a small airplane to having the tools and knowledge to safely operate that aircraft ... and hopefully go on to earn a private pilot certificate."

Being a CAP pilot has other benefits in the GA community. CAP flight procedures are becoming an industry standard. As an example, if you are current to fly for CAP, you're current to rent with OpenAirplane, which is an online platform allowing FBOs and flight schools around the country to easily verify a pilot's credentials and eliminate the cost of an additional check ride

when a pilot wants to rent an aircraft away from home. Looking back on the time I have spent in CAP as a cadet and a regular member, I can honestly say that I have flown in more types of aircraft than I can remember.

I can't think of any other organization that could have given me so much exposure to the aviation world — even more than the time I spent on active duty in the Air Force. The FAA is also charged with preparing and inspiring the next generation of skilled professionals for the aviation/aerospace communities through its STEM Aviation and Space Education (AVSED) Outreach Program.

In 2011, the FAA and CAP signed a memorandum of understanding to establish a "partnership in support of the FAA's mission to support a safe, secure, and efficient aerospace system that contributes to national security and economic growth in the 21st century and CAP's mission to carry out its Congressional mandate to encourage and aid citizens of the United States in contributing their efforts, services, and resources in developing aviation and to

provide aviation education and training.” For more about AVSED, go to www.faa.gov/education. A copy of all documents related to being a CAP pilot must be uploaded to Ops Qual. This includes, but is not limited to, both sides of all pilot certificates, medical certificate or Basic Med documents, current Flight Review and/or Wing Program certificate.

Also necessary is the pilots most current Form 5, an aircraft questionnaire for each CAP aircraft certified in and, if qualified, the most current Form 91. See your Squadron Ops officer for assistance. If further questions exist, contact the Wing Stan/Eval Officer at the web address above.

I Fly America PO Box 882196 Port St. Lucie, FL 34988 614-497-4088 Office hours M-F 8:30am - 5:00pmOur Privacy Policy © I Fly America 2021 CAP is charged by Congress with an educational mission, which is the source of its nonprofit status.

According to Title 36 United States Code chapter 403, the organization will "provide aviation education and training especially to its senior and cadet members" and "encourage and foster civil aviation in local communities." CAP’s wartime record ensured its postwar future.

On July 1, 1946, President Harry S. Truman signed Public Law 79-476, incorporating the organization. Following the creation of the U.S. Air Force as a separate branch of the armed services, Truman signed Public Law 80-557, establishing CAP as the Air Force's civilian auxiliary on May 26, 1948.

CAP's male and female volunteers engaged in an array of wartime missions. These included aircraft warnings, southern liaison patrol duty along the Mexican border, courier service, missing aircraft searches, disaster relief, tow targets, tracking operations, forest patrols, and many others.

CAP flies a variety of missions that give members a unique opportunity to serve our country. Last fiscal year, CAP performed more than 860 search and rescue missions and saved 69 lives. Aircrews routinely fly as simulated targets to allow military fighter jets and law enforcement helicopters to practice safe intercepts of small general aviation (GA) aircraft violating restricted airspace.

CAP aircraft escort military drones through Class B airspace to meet FAA's "see and avoid" requirement. And flying after natural or man-made disasters to take video and photos of damage is the new normal for CAP.

After Hurricane Sandy, CAP aircrews took more than 158,000 images for FEMA. The pipeline that historically produces airline pilots is shrinking, and the number of airline flights is increasing. The effects of this pilot shortage are already being felt by the regional airlines across the country.

Civil Air Patrol is now committing resources to help combat the shortage. CAP assisted in training the Air Force's Ground Observer Corps, conducted aerial radiological monitoring of nuclear fallout and participated in Operation MOONWATCH by optically tracking artificial satellites.

The 1973 law making Emergency Locator Transmitters mandatory in aircraft vastly expanded CAP's search and rescue capabilities. From March 1942 through August 1943, armed CAP aircraft at 21 coastal patrol bases extending from Maine to the Mexican border patrolled the waters off the Atlantic and Gulf coasts.

Their success in thwarting submarine attacks and safeguarding shipping lanes led President Franklin D. Roosevelt to issue Executive Order 9339 on April 29, 1943, transferring CAP from the Office of Civilian Defense to the Department of War.

Actually flying the aircraft hadn't crossed my mind yet ... until the Army landed a Blackhawk helicopter in front of the CAP meeting area so the cadets could hop in and look around. I was hooked, and my love for aviation grew beyond what I had ever imagined possible.

Here's a look at what volunteering with CAP can do for your inner-aviator at any age. Aerospace Education Members (AEM) enjoy many free educational opportunities ranging from receiving lesson plans to participating in a teacher orientation flight.

This unique membership category is designed for educators or others involved in promoting aerospace education in classrooms, museums, or other youth organizations. A benefit to teachers is access to CAP's STEM kits, which are used to inspire youth to explore careers in science, technology, engineering, and mathematics.

These kits have already reached more than 150,000 K-12 students nationwide and CAP's 25,000 cadets. The Operations Directorate is charged with the management and oversight of the region's flight operations as well as related training and education.

Additionally, the operations section is involved with the maintenance of aircraft and care of personnel involved in particularly stressful incidents. CAPR 60-1, para 2-4e requires that all CAP aircraft have a standardized Aircraft Information File. A few pages were recently changed at the request of the wings.

All of the updated pages are clearly marked and available for download at: standardized Aircraft Information File On a side note, qualified adult pilots are also needed to fly cadets on these flights, which is paid for by the Air Force.

It's a great way to build up flight hours while serving the local community. Civil Air Patrol as an organization has also voluntarily adopted a GA-appropriate version of the FAA's Safety Management System (SMS) approach to aviation safety.

This is the formal, top-down, organization-wide approach to managing safety risk and ensuring the effectiveness of safety risk controls. It includes systematic procedures, practices, and policies for the management of safety risk. Last year, the FAA published a rule that requires part 121 air carriers to develop and implement SMS in their companies.

CAP is taking the lead in the GA community by implementing SMS. To learn more about SMS and how to implement it locally, go to https://www.faa.gov/about/initiatives/sms.

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Camber Aircraft

Camber Aircraft - A good way to remember the difference between these two chords of an airfoil is that the chord line has no dimensionality, whereas the chord length is a dimension (e.g., ft, m, etc.). Simple enough, right?

Well, not so fast. Chord is also used to describe the width of a wing, stabilizer, or rotor blade--for helicopters or some unmanned aerial vehicles--in the direction of airflow. The same is true for the rudder, ailerons (typically used in pairs to prevent roll), and wing flaps (that help reduce the distance required for takeoff and landing).

Camber Aircraft

There is also the tip chord, which is the length of the chord at the wing's tip, and the root chord, which is the length closest to the plane's fuselage. Cambered airfoils have a virtually unlimited range of possible designs, which is a fantastic tool in the aerodynamic engineer's toolbox.

How Does Camber Affect Transonic Vs Supersonic Airfoil Design?

Practically, however, there are a finite number of common shapes from which to choose where good data is available. Making the best choice depends on the type of aircraft and, to a large extent, the airflow velocity.

Second, the maneuverability of such a wing would be questionable. For a typical aircraft, we would need the ability to do at least a 0G push-over and a 2G pull-up (for Part 23 and 25 aircraft).

However, the airfoil is clearly stalled before reaching $C_l$ of 0; and if we use $C_l$ 1.0 as design cruise lift coefficient, then 2G pull-up would also be difficult. Most often camber is designed for maximizing the lift coefficient, as opposed to minimizing the drag coefficient.

It is also advantageous to design the airfoil camber such that the tip will go into stall slower than the root. In a contingency, this delay in spinning may enable the pilot to maintain control of the plane.

Meet The Folks Behind The Mission

The front view of this wing shows that the left and right wings do not lie in the same plane but meet at an angle. The angle that the wing: makes with the local horizontal is called the dihedral angle

if the tips are higher than the root or the anhedral angle if: the tips are lower than the root. Dihedral is added to the wings for roll stability; a wing with some dihedral will naturally return to its original position if it encounters

a slight roll displacement. You may have noticed that the largest airliner wings are designed with dihedral. The wing tips are further off the ground than the wing root. Highly maneuverable fighter planes, on the other hand usually

have the wing tips lower than the roots giving the aircraft a high roll rate. The Wright brothers designed theirs 1903 flyers with a slight anhedral to improve the aircraft roll performance. Note that aircraft with a high wing loading use extensive and extensible high lift devices which turn their wings into thin, highly cambered structures for landing.

Again, as soon as a lot of lift at low speed is needed, thin, highly cambered airfoils are the best choice. Adding slots between segments will make those work even better than a solid airfoil and allow to use more camber.

Emily Nilles is the Director of Content Marketing at Camber, managing website and blog content, social media, SEO, and email outreach. Emily has worked in the digital marketing industry for years and uses her extensive background in writing to create engaging content that is informative and valuable to our customers.

She has her Bachelor of Liberal Arts from Colorado State University, with focused studies on English and Creative Writing. Emily enjoys reading, writing, traveling whenever possible, spending time outdoors, and doing crafts. She lives in Fort Collins, CO with her four dogs.

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and Accessibility Certification: We know you have your reasons for choosing to fly private over commercial and we are so glad you found us. At Camber, our team is dedicated to serving customers like you with premier aircraft charter booking and service.

We all arrived at Camber from different places in our lives, but we are thrilled to be here to help revolutionize the private aviation industry. Learn more about each of our team members below. Do you want to become part of the Camber mission?

We're a small team, but impactful, and growing quickly. If you're as passionate about improving private aviation as we are, join us! Check out our careers page for open positions. Charles Denault is the founder and CEO of Camber, leading the company's vision and product.

He grew up in Seacoast, ME. Charles has always had a love for technology and learned how to code at the age of 13. Inspired by a long family history of flying, Charles earned his Pilot's license after high school and commuted around New England in a 1969 Cessna 150. Charles attended the

University of New Hampshire and studied Biology. He founded Camber in 2012 (originally called SimpleCharters), with the goal of making private aviation accessible and efficient. Charles currently lives in Kittery, ME with his wife and two rescued labs.

Cory von Wallenstein is the Chief Strategy Officer at Camber, leading the growth strategy of the real-time charter platform. Prior to joining the executive team, Cory was an actively engaged investor in Camber, part of the vw.ventures portfolio, as well as the Chief Technology Officer at Dyn Inc.

(sold to Oracle). He has shared his learnings on leading fast-growth ventures, writing for Wired, HuffPost, Inc., TechCrunch, Forbes, as a guest speaker at LAUNCH, Interop, Structure, CIO Summit, and as a guest lecturer at WPI, MIT and Harvard.

An avid pilot, skier, hiker and scuba diver, he divides his time between Bedford NH, Boston MA and the White Mountains with his wife and four children. If you have ever wondered how planes are able to stay balanced in the air, you might be relieved to know that there is a science behind the seemingly precarious process.

The amazing ability of a plane to balance the aerodynamic forces of lift, drag, thrust, and gravity is critical for air travel. Understanding how this is achieved requires knowledge of how air flows around the body and wings of a plane—the latter of which is often a cambered airfoil.

As shown above, there are basically two classifications for airfoils. For symmetrical airfoils, there is no camber and the camber line and chord line are the same. All airfoils that are not symmetrical are cambered, which means that the top and bottom areas are not exactly the same and one surface is more convex than the other.

Most often the top surface is more convex than the bottom, as this variation tends to create a favorable pressure difference above and below the airfoil that results in greater lift. High: aspect ratio wings have long spans (like high performance gliders),

while low aspect ratio wings have either short spans or thick chords (like the Space Shuttle). Gliders have a high aspect ratio because: the drag of the aircraft depends on this parameters. A higher aspect ratio gives a lower drag, a higher one

lift to drag ratio, and a better glide angle Use on wings. Some aircraft do indeed use highly cambered airfoils. Those with low maximum speed like human powered or electric propulsion aircraft prefer those airfoils because they create the needed lift at the lowest possible speed, so the aircraft can fly with the limited installed power.

As soon as the aircraft needs to cover a wider speed range, however, a lower camber is needed to keep drag low at high speed. This is similar to the one used on propellers. A wider operating range requires to move away from the narrow optimum offered by those highly cambered airfoils.

From the above, it is apparent that a single aircraft may have several chords. Moreover, chords may be dynamic. Fortunately, there is a standard used for aerodynamics that enables the comparison between different wings and/or airfoil types.

The aspect ratio (AR) of a wing is defined to be the square of: the span (s) divided by the wing area (A). Aspect ratio is a measure of how long and slender a wing is from tip to tip.

For a rectangle: wing, this reduces to the ratio of the span to the chord length (c). For transonic, where airflow speed may be slightly lower and/or higher than Mach 1 or the speed of sound, supercritical airfoils are used.

These airfoils are designed to delay the effects of wave drag, which comes into play at these speeds. For both transonic and supersonic speed ranges, common airfoil designs include bi-convex and double-wedge cambers, which are intended to mitigate the shock effect that often accompanies or signifies the presence of wave drag.

These foils may be quite thin and have very thin leading and trailing edges. This is in contrast to subsonic airfoils, which may have rounded leading edges. For aerodynamics, the mean aerodynamic chord shown above is the standard by which chords are determined.

This equation is used for all airfoil shapes except for a basic trapezoid. For rectangular wings, an important parameter is the aspect ratio that gives the span to the chord length. This parameter is indicative of the amount of lift-induced drag--which is inversely proportional to the aspect ratio--that will be produced by the wing.

Note that indeed thin, highly cambered airfoils are used on compressors and turbines in jet engines. Those are more stubby and enjoy much narrower variations in flow conditions, so the highly cambered, thin airfoil is indeed the best choice here.

NOTICE: The upper and lower surfaces of the Wright airfoils are: almost the same length; the lower surface is not flat like many modern ones low speed airfoils. This is a perfect example which shows that the popular theory of:

lift generation: found in many textbooks is completely wrong! The upper surface does not have to be longer than the lower surface to generate lift. The lift occurs because: the airfoil turns the flow of air and both the lower and

upper surface contribute to the turning. This slide gives technical definitions of a wing's geometry, which: is one of the main factors affecting airplane lift and drag. The terminology used here is used throughout the airplane industry today

and was mostly known to the Wright brothers in 1900. Actual aircraft wings are complex three-dimensional objects, but we will start with some simple ones definitions. The figure shows a wing viewed from three directions; the upper left shows the view from the top looking down on the wing,

the lower left shows the view from the front looking at the: wing leading edge, and the right shows a side view from the left looking towards the centerline. The side view shows an airfoil shape with the leading edge to the left.

This airfoil is a modern, thick airfoil, which is slightly different from the thin one airfoils used by the Wrights and shown below. The terminology, however, is the same. Phil Stanhope is the Chief Technology Officer at Camber, leading the implementation of the real-time charter and flight analytics platform.

Prior to joining the executive team, Phil was CTO at Zoom Telephonics and oversaw the engineering, operations, and support systems. Zoom acquired Minim (NASD: MINM) in 2020. Prior to Minim/Zoom, Phil was the VP of Technology Strategy for Oracle's Cloud business which acquired Dyn Inc where he was CTO when Dyn was sold to Oracle.

Phil currently lives in Newburyport, MA and loves to swim, garden, cook, play guitar, and follow all things related to Liverpool football club. YNWA. First propeller use. A highly cambered airfoil would cause high pitching moments and twist the propeller blade.

Of course you can pre-twist the blade so it will assume the correct shape in the desired operating point, but a propeller needs to work over a wide range of operating points, from take-off roll to high speed flight at altitude.

In off-design points (i.e., most of the time) the propeller would have poor performance when compared with one which tolerates more diverse conditions.

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C87 Aircraft

C87 Aircraft - During the Korean War, the C-47s hauled supplies, dropped paratroops, evacuated wounded, and dropped flares for night-bombing attacks. In Vietnam, the C-47 served again as a transport but it was also used for a variety of other missions which included flying ground attack, reconnaissance, and psychological warfare missions.

The AC-47 "Spooky," a heavily armed gunship version of the C-47, was equipped with three side-firing 7.63mm Miniguns and was nicknamed "Puff the Magic Dragon." The last C-47 was retired from the U.S. Air force in 1975.

C87 Aircraft

The C-27J has been developed by Lockheed Martin Alenia Tactical Transport Systems (LMATTS). LMATTS is a joint venture company based in Marietta, Georgia, which was set up by Lockheed Martin and Alenia Aeronautica, which is part of the Finmeccanica company of Italy.

C-J Transporter Orders And Deliveries

The C-27J Spartan has the same logistical and maintenance characteristics of the Lockheed Martin C-130J Hercules medium tactical airlifter, and also shares the commonality of the cargo capacity. The primary roles of the C-27J are cargo transport, troop transport, and materiel and paratroop air drop.

Other missions include maritime patrol, tactical operations, medical evacuation, ground refueling, fire-fighting and aerial spraying. We are a small group of veterans restoring Camp Toccoa at Currahee in Toccoa, Georgia. This is where they trained the paratroopers for D-Day jumps and others.

Was also the basis for the book and HBO's mini-series "Band of Brothers." We have acquired a C-47 aircraft like the ones these men trained to jump from. Can you tell us the way and place to get the parts?

We have a few volunteers willing to help us rebuild the aircraft. It is going to be for static display only, so non airworthy parts are fine. Any help in this matter would be greatly appreciated.

Us Army / Us Air Force C-J Joint Cargo Aircraft Jca

We are trying to get it ready for the 75th anniversary of D-Day on June 6th, 2019. We are a 501c3 non-profit organization. Thank you for your time Patrick Hall Construction Coordinator Camp Toccoa at Currahee Project

706-297-1385 This website uses cookies so that we can provide you with the best user experience possible. Cookie information is stored in your browser and performs functions such as recognizing you when you return to our website and helping our team to understand which sections of the website you find most interesting and useful.

http://www.joebaugher.com/usaf_serials/1942_3a.html 42-68733 (Manufacturer's Ser # 11660) delivered 26Mar43. Oran, Algeria 5Jun43. 62nd TCS, 314th TCG, Ninth Air Force, Saltby (Station 538). Transported paratroopers of the 2nd Bn, 508th PIR to a drop zone one mile NW of Picauville, Normandy, France on Mission 'Boston' 6Jun44.

92nd Troop Carrier Squadron [J8*X], 439th Troop Carrier Group, Ninth Air Force, Châteaudun (A-39). Towed two gliders transporting men and materials for the 17th Airborne Division to a landing zone at Wesel, Germany on Operation 'Varsity' 24Mar45.

Hit by flak damaging the right engine. The pilot diverted to a British fighter field but the landing gear collapsed on landing. Salvaged 28Mar45. After WWII, many C-47s remained in USAF service, participating in the Berlin Airlift and other peacetime activities.

One hundred C-47J aircraft were re-engineered by Douglas and incorporated new wings; a new, taller vertical tail; modified landing gear; and more powerful engines. They entered the U.S. Navy service under the designation C-117D. The aircraft is pressurized and air conditioned in the cockpit and cargo compartment.

In the medical evacuation role, the aircraft can carry 24 casualties on litters (stretchers) and four medical attendants. The cargo compartment is equipped with a dedicated aero-medical oxygen supply and 12 power centers for medical or auxiliary equipment.

In February 2006, the Defense Ministry of Bulgaria signed a contract for five C-27J aircraft, with an option for three more. Deliveries began in November 2007. Two C-27J Spartans were delivered to the Bulgarian Air Force by December 2010. Bulgaria reduced the C-27J orders from five to three due to financial crisis.

The Bulgarian Air Force received the third and final C-27J Spartan aircraft in March 2011. These aircraft replaced the existing An-26s fleet. Most were assigned to Air Transport Command (ATC). When Burma fell to the Japanese in April 1942, China's only supply line, the Burma Road, was cut, and only route from India was by air, involving a perilous flight over the Himalayas, the highest mountain range in the world, which became legendary

as "The Hump." On Sep 12, 1943 ATC established a route over The Hump that actually began at Patterson Field, Ohio, and ended in China, covering 28,000 miles and taking 12 days. ATC C-87s became an important part of this operation so dangerous that the AAF lost three crewmen for each thousand tons of cargo that reached China, ultimately costing the lives of more than 1,000 aircrewmen.

Five C-87s were converted as AT-22s for training flight engineers. Six stations in the fuselage were for students learning the operation of powerplants. In 1944 those five were redesignated TB-24D when they trained engineers scheduled for B-24 and B-32 bombers.

24 AAF C-87s were transferred to the RAF under Lend-Lease for Transport Command as Liberator C.VII [EW611/EW634]—known AAF s/ns [44-39219, 39248/39261] account for only 15 of them. They were used by 232, 246, and 511 Sqdns from mid-1944 until the end of the war.

The last examples were disposed of in 1946. [44-39219=EW611] became civil [G-AKAG]. In November 2010, the first C-27J full flight simulator was delivered to the Italian Air Force at its base in Pisa, Italy. The simulator is primarily used for training the C-27J crews at a competitive operating cost.

Without modification, HMMWV (high-mobility medium wheeled vehicle), AML-90, Perentie 6×6 armored vehicle, M113 armored personnel carrier or similar military vehicles can be driven on and off the Spartan via a hydraulically operated rear-loading ramp. The aircraft is constructed to offload vehicles quickly while taking fire.

The C-27J can fly with a maximum speed of 602km/h. The maximum cruise and stall speed of the aircraft are 583km/h and 194km/h respectively. Its range is 1,852km. The ferry range and service ceiling are 5,926km and 9,144m respectively.

In May 2012, Australia confirmed the acquisition of 10 C-27J Spartan aircraft for its Royal Australian Air Force (RAAF) through an €800m Foreign Military Sales (FMS) agreement with the US. The first aircraft completed maiden flight in December 2013. Deliveries are expected to begin in 2015 and the initial operating capability is expected by the end of 2016.

I am writing about air delivery of supplies to the 1011st Airborne at Bastogne on December 23, 1944 and am looking for dimensions of the cargo doors on the C-47. Each plane could only deliver a 'small' amount of supplies because of the 'small size' of the cargo doors and because the planes had very little time to drop supplies before they overflew the drop zone.

But if you could get a jeep through those cargo doors they couldn't have been so small. Can you provide me with the measurements for those cargo doors? Many thanks. My father served with the 508th P.I.R.

,and jumped from this plane on 6/6/1944. The pilot on that flight was T.E. Yarbrough; crew chief W.E. (Bing) Wood. The aircraft info was sent a few years ago to my dad from Mr. Lew Johnson (61st TCS pilot).

You can try to contact him at (415) 567-4717, or his last address, 2665 Chestnut St, San Francisco, CA 94123. C47 serial number 242895 was shot down over the English Channel on d day. My wife's uncle was in that aircraft.

The only photos we have of the airship are the tail section with the serial number and a hand painted #4 just ahead of the door. I am building a replica and searching to see if there were any other letters or drawings on the airship so that I replicate authenticity.

You guys have access or maybe photos of that aircraft that might help me? Advice? His name was Corporal Jack Mattz. In July 2012, Alenia rolled out a new multi-mission variant designated MC-27J. Derived from the C-27J Spartan, the MC-27J is an armed aircraft specially designed to meet the requirements of air forces and special forces.

The aircraft is being jointly manufactured by Alenia and ATK. Final assembly of the C-27J Spartan takes place in Italy. Lockheed Martin is responsible for the propulsion and avionics and takes lead responsibility for product support and worldwide marketing.

Alenia Aeronautica takes responsibility for the certification process and for most of the manufacturing and flight testing operations. What a historical aircraft. I was a paratrooper in the Army Reserves with 11th SF Group 1979-1982. My deceased father was a career pilot in the USAF and flew these birds, but mostly C-54's out of Rhein-Main Air Base April 5 – Aug 1949 during the Berlin Airlift – Operation Vittles.

His diary says he visited Wiesbaden several times and may have seen this aircraft. cheers, Steve, COL, USA (Ret.) Few aircraft are as well known or were so widely used for so long as the C-47 Skytrain.

Nicknamed "Gooney Bird," the aircraft was adapted from the DC-3 commercial airliner which first appeared in 1936. The first C-47s were ordered in 1940 and by the end of WWII over 10,000 had been procured for the U.S.

Army Air Force and U.S. Navy. They carried personnel and cargo, and in a combat role, towed troop-carrying gliders and dropped paratroops into enemy territory. My father Flight Officer George T. Ryan was "Pilot in Command", Dum Dum Airdrome, India November, 17, 1944. He flew C-47 and C-53 flying from the India China Division 1305th AAF Base.

He was awarded many commendations including the "air medal" after completing 25 flights over the Himalayas in China. In 1946 had a total of 4500 flying hours of which about 200 are actual instrument. I have his "Flight Record" and "Itinerary".

In December 2006, it was announced that Romania had selected the C-27J with a requirement for seven aircraft. A €217m ($308m) contract was signed in December 2007 after facing legal appeals from Romania's public procurement controlling authority.

The first C-27J Spartan was delivered to the Romanian Airforce in July 2009 at the Bucharest-Otopeni Air Base. The second was delivered in April 2010 with the remaining five delivered by 2012. For the paratroop role, the aircraft is equipped with door-jump platforms and static lines, and can carry up to 24 fully equipped paratroops.

Paratroop jumps can be carried out from the paratroop doors on both sides of the cargo compartment or from the cargo ramp and rear door. My father William Joseph McBreen was a c-47 load master crew chief and carried both gliders and paratroopers into France and Italy.

Also I was told he was in the South Pacific near the end of the war with Germay. Don't know much more than that except he was discharged from Camp Blanding in Middleburg Florida before he went back home to Miami

I am currently building a 1/48 scale model of this C-47 since it was one of aircraft carrying paratroopers of 1st Polish Independent Parachute Brigade to Holland during Market-Garden operation. Unfortunately you didn't mention this fact in your historical dateline.

The plane took polish paratroopers to Holland but "Turf" was one of the machines which came back to England due bad weather without dropping the men. I am currently looking for the chalk number that was applied to the plane for the polish drop.

Unfortunately I didn't find anything yet. Dear Museum staff can you help? The C-27J is equipped with a digital avionics suite integrated by Lockheed Martin Aeronautical Systems. The mission computers are supplied by Sanders, a Lockheed Martin company, and the displays by ADC.

Honeywell provides the autopilot and the standby instruments are supplied by BF Goodrich. This project forms part of our recent analysis and forecasts of the global military aircraft market available from our business information platform Strategic Defense Intelligence.

For more information click here or contact us: EMEA: +44 20 7936 6783; Americas: +1 415 439 4914; Asia Pacific: +61 2 9947 9709 or via email. The first flight of the development aircraft was in September 1999 and the aircraft received full Italian military type certification in December 2001. The Italian Air Force ordered 12 aircraft to replace the G.222.

Deliveries began in January 2007 and were completed in May 2009. The flight crew for 42-92841 on 6 Jun 44 was (P) Maj Campbell N. Smith, (C.P.) 1LT Thomas E. Yarbrough, (N) 1LT Thomas C. Knuckles, (C.C.) TSgt Winfield E. Wood, (R.O.

) SSgt Morris (NMI) Rubin, (A/C.C.) Sgt Robert P. Bodmer. The museum began in 1986 with a C-47A that was rejected as "beyond salvage" by other museums. Today it stands immaculately restored, complete with D-Day invasion stripes, as it was when it served with the 61st Troop Carrier Squadron in World War II.

Its extensive combat history is meticulously documented with photographs, artifacts, and memorabilia donated by former crew members. This plane, "Turf & Sport Special," was the centerpiece of a reunion in July 1990, that included the D-Day pilot, aerial engineer, and three of the 82nd Airborne Division paratroopers who dropped into St.

Mère-Église on 6 June 1944—46 years earlier. In June 2007, the C-27J was chosen as the US Army / Air Force new joint cargo aircraft (JCA). The initial contract is for 78 aircraft (54 for the army and 24 for the USAF).

L-3 Integrated Communications is prime contractor and is teamed with Alenia North America, Boeing Integrated Defense Systems and Global Military Aircraft Systems (a joint venture of L-3 and Alenia). The C-27J JCA's maiden flight was in June 2008 and the first aircraft was delivered to the US Army and Air Force in September 2008. The first JCA training class began in November 2008.

SOURCES: -- Famous Bombers of the Second World War, William Green, Doubleday, 1959. -- British Military Aircraft Serials, 1912-1969, Bruce Robertson, Ian Allen, 1969. -- Liberator: America's Global Bomber, Alwyn T. Lloyd, Pictorial Histories, 1993. -- Consolidated B-24J Liberator, Roger A. Freeman, Profile Publications, 1969.

-- B-24 Liberator in Action, Larry Davis, Squadron/Signal Publications, 1987. -- General Dynamics Aircraft & Predecessors, John Wegg, Naval Institute Press, 1990. -- Consolidated B-24D-M Liberator, Ernest R. McDowell, Arco, 1970. -- US Military Aircraft Since 1909, Gordon Swanborough & Peter Bowers, Smithsonian, 1989.

-- American Combat Planes, 3rd Edition, Ray Wagner, Doubleday, 1982. -- Jane's American Fighting Aircraft of the 20th Century, Michael J H Taylor, Mallard Press. My late uncle went to Grave: Airstrip B-82 on the 26th September 1944 with the (108) 2nd Air landing Light - Anti aircraft Battery They were scheduled to fly to airstrip north of Arnhem on the 19th September In Gliders.

This was canceled due to the changing battle and he landed here (only for one day) with the AFDAG from RAF Saltby; 2nd Air landing landed first, he was later wounded on the island.

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Caribou Aircraft In Vietnam

Caribou Aircraft In Vietnam - Your generous donation will be used to ensure the memory of our Defense Forces and what they have done for us, and what they continue to do for our freedom remains - today and into the future.

Caribou Aircraft In Vietnam

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C56x Aircraft Type

C56x Aircraft Type - The website is currently in the process of optimizing and will have further functions added in order to improve the usability. flugzeuginfo.net is a non-commercial web project. All information is given in good faith and for informational purposes only.

The web portal flugzeuginfo.net includes a comprehensive civil and military aircraft encyclopedia. It provides code tables for airports, air operators including the world's major airlines and for ICAO and IATA codes for aircraft. The website also has a photo gallery and gives you an overview of all aviation museums worldwide.

C56x Aircraft Type

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C501 Aircraft

C501 Aircraft - Thanks for the explanation. God please bring peace to their families and friends. So sad to see the weather chew up another general aviation plane. That was a substantial winter storm with some pockets of extreme precip embedded in snow/ice.

air traffic control transmission captured by LiveATC.net contains a radio call from 'one romeo gulf' reporting problems with the left hand attitude indicator. The autopilot was disconnected and the aircraft was then flown manually from the right-hand seat.

C501 Aircraft

Apparently in the area of ​​heavy snowfall. Here is additional info on the school closure, not intending to create China commentary - school had some unpaid tax obligations and as detailed in the N501RG report above, the accident and loss of a director:https://times-herald.com/news

Radarbox Is An Ad-Supported Site And Weve Noticed That Youre Using An Ad Blocker

/2020/03/falcon-aviation-permanently-grounded Official statements identify pilot and co-pilot. That should place the instructor in the right seat. The hand flying could have been from either seat at the time of the radio discussion about failure of the left side attitude indicator and disconnection of autopilot.

Repeated icing encounters could do it. Look at the speed fluctuations. Deicing boots can only do so much. That plus confusion of captain's attitude indicator failure. I'm thinking that icing raised the stall speed significantly. "We are no longer in an attempt to look for live victims at this point so we're now recovering as much as we can from the crash site," Sanders said during the third and final briefing of the day.

This flight had two pilots to share workload, both held Instrument ratings and Mr. Sluk has C/CE-500 Type Rating along with substantial experience. Unlike the rash of recent single pilot IMC crashes, there is no reason to presume that the two men sharing the workload with full instruments in front of the right seat did not stay focused on them or lacked ability to meet the workload and counteract the vestibular illusion

effects. Buy a Dynon Pocketpanel D3 for about $900, mount it in front of you and practice flying off it. If this was a loss of control because of instruments, it could have been prevented by this wonderful little device.

N610ED provides an example with partial panel flying in icing conditions. NTSB mentioned rapidly accumulating structural icing in that accident. That one was single pilot with several instrument issues and improper wing repairs. Very much Darwin award qualifying, but interesting read, all the same.http://www.kathrynsreport.com/2015/12/cessna-500-citation-i-dufresne-inc_23.html

From listening to the LiveATC recording, I came up with this transcript. The recording doesn't capture ATC's transmissions, only the various flight crews on frequency. Approximately 8:55 minutes in: "And Atlanta Center five oh one romeo golf with you eleven point five climbing thirteen thousand (unintelligible)""Up to sixteen thousand

, three zero (unintelligible, baro. setting?) for one romeo golf.""Hey uh one romeo golf, we were having problems with the uh the uh left hand side ah attitude indicator which is operating off the autopilot we had to disconnect it

, fly off the right side.""Uh did you copy that last transmission, five - one romeo golf?""Now direct ---- five oh one romeo golf."At roughly ~13:14 minutes in, ATC must have queried Delta 2566 about N501RG.

The reply from Delta 2566: "Uh well yeah we're totally IMC at this point, 2566. There's nothing on TCAS." The victims were identified in a press release issued Saturday night by the Rutherford County Government as William J. Lara, Gwen S. Lara, Jennifer J. Martin, David L. Martin, Jessica Walters, Jonathan Walters, and Brandon Hannah.

Interesting 2014 writeup on Falcon School. Co-pilot's experience in aviation has business-side focus. Logbook review will answer the question of total hours, hours in type, recent flown, recent IMC flown and overall currency. Was not a pilot before getting involved with Falcon school.http://www.kathrynsreport.com/2014/03/falcon-flight-academy-valuable-asset.html

That's good to know, there's never been an IMC accident with two pilots flying, both experienced and instrument rated, in a partial panel emergency. So no way the pilot flying could have stalled the aircraft and the pilot monitoring could not have recovered it?

It will be interesting to see if the right seater was anything more than a 'warm body' for the appearance of 'two pilots'. Without training in the plane and training in crew coordination he was just along for the ride. Sadly, more and

more, pilots are betting their lives that the autopilot will not fail ... The longer bet is attitude indicator and autopilot. FAR 134.5 operation? RIP all. FAA Airmen:Roy G. C. SmithMedical Class: Third Medical Date: 1/2019Certificate: PRIVATE PILOT Date of Issue: 10/16/2012Ratings:PRIVATE PILOTAIRPLANE SINGLE ENGINE LANDINSTRUMENT AIRPLANERaymond M. SlukMedical Class: Second Medical Date: 12/2019Certificate: COMMERCIAL PILOT Date

of Issue: 5/6/2015Ratings:COMMERCIAL PILOTAIRPLANE SINGLE ENGINE LANDAIRPLANE SINGLE ENGINE SEAAIRPLANE MULTIENGINE LANDINSTRUMENT AIRPLANEType Ratings:C/CE-500Certificate: FLIGHT INSTRUCTOR Date of Issue: 6/10/2019Ratings:FLIGHT INSTRUCTORAIRPLANE SINGLE AND MULTIENGINE INSTRUMENT AIRPLANE All of you are forgetting the most important fact: New pilot who had just purchased the plane.

WSB-TV interviewed the attorney who handled the sale and said he never met the buyer. The aircraft had been in storage at Falcon Field and just went through an overhaul and test flight three weeks before the crash.

It was the very first flight with that aircraft for both. One thing to go back and listen for is the very end of "...we had to disconnect it, fly off the right side." Instead of "side", there seems to be two words uttered after "right".

The two utterances sound like "front end". The hard "eye" sound in side is not there. We don't have to agree, but compare to the sound of his use of "side" earlier in that transmission if you re-listen and still think "side" is the last utterance there.

A pilot forum discussion seemed to believe it was single pilot, having to look across to use right side instrument and hand fly. Did the archive ATC recording actually include a statement that puts a person in the right seat?

"I think the situation itself is probably the most difficult part, dealing with the potential impact that this has on the family and the community at large," Sanders said. "Our crews are working very hard, very diligently, all the agencies are working really well together."

No, a hard failure of the VG14 Vertical Gyro will dump the SP200 Autopilot. Standard EQ at the time was 4 or 5 inch Sperry (Honeywell) Flight Director Capt side with 3 inch air driven Attitude Gyro FO side.

Unless Dual Flight Director Equipped, no xfer to FO side except for NAV/HSI functions, but Capt VG must be alive for Flight Director and Autopilot, thus HDG and ALT. I agree that when operating an older gen corporate aircraft (or any older aircraft lacking AHRS) the pilot should have a backup AHRS based attitude indicator, even if it is as simple as an iPad with a portable device.

To hide all ads and enable 50+ premium features, view our subscription options here. If you're already a subscriber, log in here. Or to continue using RadarBox with ads, please disable any ad-blocking software on your browser and reload this page.

https://flightaware.com/live/flight/N501RG The last two radar hits, if correct, show the aircraft heading down in a hurry. That, added to the fact that the photos show it to have impacted inverted but relatively intact, make me believe that the pilot lost control and never recovered.

Tragic, especially for the young couple on board, but concerned this is another instance of inadequate partial panel IFR skills if right side 3 inch air driven Attitude Gyro as mentioned above and shown in panel picture was indeed operative.

In the 2017 crash also mentioned, the pilot could not fly that airplane without the autopilot which became inoperative when he also could not reprogram his Garmin on route. Only one photo, but remarkably intact, as if it was an inverted "falling leaf" type of descent.

Certainly does not look the way you would expect if there was much forward speed at contact with the trees. LOOKING AT THE FLIGHT TRACK OF THE SUBJECT AIRCRAFT IT IS POSSIBLE THAT THE WEATHER WAS A FACTOR DUE TO A MALFUNCTION OF THE ANTI-ICE SYSTEM.I WILL ASSUME THAT THE PIC HAD THE ANTI-ICE IN THE AUTO MODE.I WILL SELECT THE FAILURE

OF THE LEFT WING ANTI-ICE BOOT. THE WING DESIGN AND POSITION TO THE COCKPIT ADDS TO THE POSSIBILITY OF ICE BUILD UP WITHOUT A VISUAL CLUE. ONCE THAT WING STALLED, IT WOULD BE VERY DIFFICULT TO REGAIN CONTROL OF THE AIRCRAFT. WHILE AUTO MODES.

ARE CONVENIENT THEY MUST STILL BE MONITORED TO INSURE THAT THEY ARE FUNCTIONING PROPERLY. MAINTENANCE RECORDS AND LOG BOOK MAY ALSO SHED SOME LIGHT ON THIS TRAGIC ACCIDENT. ERRATIC UNKNOWN AIRCRAFT BEHAVIOR SETS UP A SERIOUS STATE OF CONFUSION IN THE COCKPIT. MISINTERPRETATION MERELY COMPOUNDS THE PROBLEM.

. With no ATT REV to swap the Right seat VG to Left seat VG, one would think if no other back up is accessible, why wouldn't you declare an emergency and get yourself out of IMC as soon as possible?

Flight aware shows a flight from Falcon Field to Falcon Field on Wed. prior to this flight. I wonder if this was a test flight? Not much history Why would you risk flying IFR without a portable GPS table etc that shows attitude, gps altitude, and gps speed, and navigation which is totally independent of the aircraft systems and could save your life?

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