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Sizes Aircraft Aviation
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In previously developed aircraft flight control systems, it has been the airframers responsibility to fully define the system prior to it being put out to tender. However, in more recent flight control system developments, there has been a move towards an open period of system definition, where the system supplier has liaised closely with the customer to jointly develop the system definition. This has largely been driven by the reduction in time to market for new aircraft.
Improved by adopting a collaborative systems approach to engineering, there is now less duplication of effort.
Lucas Aerospace designs, manufactures and supplies advanced technology systems, products and services in the aerospace industry. Lucas Aerospace were chosen as contract leaders for the Indonesian IPTN N250 aircraft's Flight Control Systems, with complete responsibility for the control of the three axis fly-by-wire actuation system. Lucas Aerospace worked closely with IPTN at the start of the project to jointly define the requirements for the flight control systems. Drawing on aircraft level and equipment level expertise in this way produced a more complete system specification.
Benefits of this approach include all the requirements being understood by both customer and supplier; a cleaner customer/supplier interface; optimised system components, all leading to technologically advanced, but cost effective solution being engineered.
A number of lessons have also been learned from this project, mainly in the areas of customer/supplier management and in dealing with the difficulties in managing such a complex system In future projects, effective requirements management will be instrumental in controlling systems which are becoming ever more complex.
Historically, the provision of flight control systems has undergone a slow but steady development over the years.
In the early days systems were invariably mechanical. The pilot was directly linked to the control surfaces such that he could feel what was happening, This resulted in very simple systems. The aircraft manufacturer took responsibility for the design and manufacture of all the systems within the aircraft allowing an optimised and highly integrated design against their own requirements.
During the 1950's to 1960's, the increase in aircraft speeds and size resulted in the requirement for power flying controls. The power flying controls were complex, redundancy was required to achieve safety, hydraulic power sources had to be provided and artificial feel systems required to give the pilot tactile feedback he was used to. The huge increase in both complexity and technology forced a change of approach. Typically the aircraft manufacturer continued to be responsible for the system configuration and developed expertise in all areas of system design allowing them to define the configuration required and the major features of the component units. Equipment suppliers were used to design the equipment against the requirements and were only given responsibility for the detailed definition of the component units.
System complexity continued to increase, driven by the need to reduce aircraft weight and operating costs. Suppliers were given responsibility for larger systems e.g. secondary flight controls and increased responsibility for the configuration definition of other flight control units. This allowed a steady reduction in the level of aircraft manufacturer support necessary in the base technology areas.
Compressed project time scales started to drive the need for concurrent working in order to allow the airframe and equipment supplier to work together to jointly define the system configuration. The A300 Flap and Slat system are typical of the systems developed around this time.
Aviation-database has lots of resources for the aircraft industry.
The web is a vast source of information. Aviation-database collects the industry into one huge database of contacts. Flight control systems and the subcontractors who produce them, sell them and repair them are listed in detail.
Learn Why an Aviation Accident Attorney Becomes Important
Between the years 2001 – 2006, the US airline industry experienced the safest period in aviation history with only one major crash. However, since then crashes and fatalities have risen, making an aviation accident attorney mush more important. With an average of sixty-one thousand people in the air at any given moment over the United States, crashes and accidents are a given. Though they do not occur often (it has been a long understood fact that an airplane is the safest way to travel), when they do occur they can involve hundreds of individuals, several insurance companies, and dozens of regulatory agencies. Thus, a specialized attorney has come to the forefront to help the families of those injured or killed get restitution for their losses.
Aviation attorneys not only hold law degrees, but often have commercial piloting experience or advanced degrees in aeronautical engineering. They need this diverse experience to help sift through the vast amounts of data available when a commercial airliner crashes. Their ultimate goal is to figure out why the plane crashed. The causes for a plane crash can vary greatly. These causes can include pilot error, maintenance issues, the age of the plane, runway issues, weather conditions, improper weight distribution of people and cargo, or terrorist activities. Under some of these conditions there is no accessible liability. Crashes caused by weather conditions or terrorist activities are usually not considered to be under the control of anybody. However, all the other conditions require of some assessment of liability.
To assess this liability an aviation accident attorney must discover exactly why an airplane crashed. This can be a difficult process. Depending on the size of the aircraft and the manner of the accident one or several local, state, and national regulatory agencies may be involved. A successful lawyer must know how to work within these sometimes conflicting agencies. On top of governmental aspect, there are also powerful insurance agencies working on behalf of the airline company. These insurances companies, while not denying obvious fault, will try to construe the evidence of fault in the airline’s best interest. Thus, because of this, private individuals hire lawyers to fight in their best interest.
Aviation accidents, of course, are not limited to large commercial crashes. The number of people flying in personal or private jets continues to increase. With so many planes in the air, crashes and accidents are likely if not commonplace. These small scale accidents, while not nearly as complicated as the larger commercial accidents, still require specialized attorneys to assign legal blame. When dealing with accidents involving small private planes, insurance companies like to blame in the inexperience of the pilots. However, an aviation attorney can be to light such details as safety of the aircraft design, maintenance history, and the pilot’s aviation history. Thus, an increase in these specialized lawyers is increasing even in the private realm.
Incidences involving cargo planes also require legal guidance. These accidents offer different challenges than other incidences. These differences are mainly attributed to the amount of cargo on a plane. Accidents can be caused by pilot error, the age of the airplane, or the uneven distribution of weight associated with the cargo. It is the responsibility of the lawyer to decide which, if any, of these instances occurred. Therefore, for all the reasons listed above, an aviation accident attorney can become important should you need this type of specialized representation.
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Any tips on MSOC? Marine Special Operations Company?
I am presently enlisted in the Marine Corps as a Lcpl and have been in for more than a year. I just hit the fleet from a year long of schooling for AVI for the V22. After all the school I've decided that I DON'T enjoy Aviation on aircraft. I have a 270 PFT and will have a 300 soon.I lift weight regularly and after getting to my goal size I will start a more combat oriented PT. I'm very interested in Spec Ops and if I do move from my present job I would attempt to do it in a year after I hit Cpl. Does anyone have any information or tips about this subject. Thank You for your time. Er!
After all that money the USMC has invested in you for your schooling, do you think they are gonna let you go away?
I just read today that MARSOC is now allowing all MOS's to apply to its course. You must be a Cpl. and meet other qualifications such as no NJP's and a first class PFT.
If you don't want MARSOC then you can try for Recon. Just ask your SNCO's when the recruiters will come by whatever base you are stationed in.
Int’l airline firms pick RP’s state-of-the-art repair facility
The Philippines is now the country of choice for airline companies requiring expertise in aircraft maintenance, repairs, and overhaul, as it provides quicker turnaround at much lower costs. Lufthansa Techniks Philippines (LTP), a state-of-the-art aircraft “maintenance, repair and overhaul” (MRO) center has overtaken its much bigger competitors in Hong Kong and Singapore in terms of confidence ...
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