By means of an infrared camera mounted on the nose of an airplane, the new technology will enable the pilot to see potential obstacles, such as air-traffic control towers and mountains, which would usually be obscured by bad weather conditions. Using Global Positioning System data, the camera and cockpit screen will provide real-time infrared camera images to aid pilots in making a safe landing.

Larisa Parks of Honeywell International, the developers and manufacturers of the new technology, noted that pilots would be able to see the runway upon approach, regardless of what visibility conditions may be like. The improved visibility would allow pilots to reduce the landing minimum from its current limit of an altitude of 200 feet to 100 feet. Chief pilot of corporate aviation for Honeywell, Ronald Weight, noted that pilots make the decision on whether to attempt landing in bad weather, or divert to another airport, based on whether they can see the runway clearly enough with the naked eye. The new technology of the enhanced vision system will make the runway clearly visible to pilots giving them the advantage of being able to land safely in conditions which may have previously led them to divert.

In addition to the enhanced vision system of the infrared camera, Honeywell has a comprehensive database of runways, along with 90,000 images and positions of man-made and natural obstacles. The goal is to use the two technologies – enhanced vision system and synthetic vision system – to make landing in bad weather a safer experience. This will also cut costs of diverting to alternative airports, or delays and cancellations of flights due to bad weather.

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During the late 1980s Honda began looking into the manufacturing of airplanes, and a prototype, the Honda MH02, was created by the Raspet Flight Research Laboratory at the Mississippi State University though the late 1980s to early 1990s. The HondaJet was introduced to the public at the 2005 EAA AirVenture Air Show, after test flights began in 2003. In 2006 orders for the new jet began rolling in and Piper Aircraft became marketing partners with Honda Aircraft Company in the same year.

At the beginning of 2010 is was announced that the first FAA conforming HondaJet was being assembled, which included hydraulic and electrical systems, landing gear, engine pylons, metal wings and fuselage. Due to component delays, display for FAA Certification was set back from November to December. The certification takes approximately twenty months, so production should begin in 2012. The plane was able to reach the company’s commitment to performance by flying at an altitude of thirty thousand feet and reaching a maximum speed of four hundred and eighty-nine miles per hour.

Honda Aircraft Company CEO and President, Michimasa Fujino, commented on the aircraft saying: “We are extremely pleased with the strong performance of the FAA-conforming HondaJet early in the flight test program. Our flight tests indicate the aircraft is handling and performing as expected, with excellent control harmony and stability.”

Through its commitment to the aviation industry, Honda has proved to be a company that takes transportation seriously, whether on land or in the air. The aviation industry is looking forward to the introduction of the new aircraft that Honda is developing.

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GE Aviation has been a part of a significant project run by Naverus that forms part of GE Aviation, which has led to this historical flight taking place. The project was undertaken to enhance the NextGen project that the FAA has implemented to modernize airspace, challenging Naverus to develop a flight path that makes use of RNP, or Required Navigation Performance Technology, which not only reduces the amount of CO2 emissions released into the air by aircraft, but to streamline air traffic and shorten the flight time on various journeys. This technology and planning goes hand in hand with finding flight paths that reduce the noise levels of aircraft for communities and trying to solve the problem of airport congestion.

American Airlines showed their support of the project by conducting the first flight traveling along the new GE Aviation flight path. Taking on the role of passenger was one of the pioneers of RNP technology, Steve Fulton. By following the precise course set out by GE Aviation, the American Airlines Flight 1916 made history. Steve Forte, the General Manager of Naverus, commented on the success of their first flight by saying: “Modernizing the U.S. air traffic management system is a monumental task that requires the best efforts of government and private sectors alike. Today we showed how third-party navigation providers, like GE, and airlines, like American, are helping accelerate these improvements.”

With this great achievement comes the excitement of looking toward the modernization of aviation in America and innovations that are yet to come. Eric Waldron, administrator of Bradley Airport where the flight landed, also spoke to the press, commenting: “Thank you to GE Aviation, American Airlines and our partners at the Federal Aviation Administration for bringing this additional safety feature to Bradley which benefits everyone, most especially our customers.”

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Not being able to know an aircraft’s exact position makes it difficult for air traffic controllers to assist aircraft in emergency situations, and the necessity to upgrade the seventy year old radar system to new technology has become evident. One of the most valuable features of GPS systems is the fact that it is much more accurate than radar. Not only will ground personnel know exactly where aircraft are but pilots will also be able to see the location of other flights sharing their air space. Over and above having precise traffic information, pilots will also have accurate weather information available to them, promoting safer flights based on correct readings. David Melcher, Senior Vice President of ITT, explained in detail to the press the additional benefits of changing over from radar to GPS, saying: “There are numerous benefits to go to a GPS-based system, including savings of fuel, less carbon-dioxide emissions and better-controlled ascents and descents.”

It will take approximately ten years for the new generation GPS system to be installed in every aircraft, from domestic to private aircrafts, but the infrastructure to begin the transformation will be ready in 2012. Because of the accuracy of the GPS Systems, airplanes will be able to follow more direct routes, as they currently have to fly in winding patterns to allow tracking beacons to record their path. This, in turn, will lower the expenses in air travel as less fuel will be consumed, and less carbon dioxide will be emitted with the reduced flying times. In general, GPS will improve safety and benefit the aviation industry and public on financial levels.

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In 1982 a British Airways flight suffered considerable damage and the airplane was almost lost due to the crew flying through a stretch on their flight path that was filled with volcanic ash. They were not aware that a volcano had erupted and that ash was being carried into their level of flight. All four engines stopped, leaving the aircraft to plummet for twelve minutes before the engines miraculously gained power again and the flight landed safely. Volcanic ash consists of pulverized rock that has glassy particles, and due to its dry composition and the fact that it is always moving, weather radars cannot pick up this change in the atmosphere. Jet engines rely on the air that is sucked in to cool the turbines, and when volcanic ash is pulled into the turbines, ducts are clogged up by the dust and this leads to overheating. As the heat of the engine increases, the glassy particles can also begin to melt, causing further damage to the engine.

Agencies, such as the FAA, or Federal Aviation Administration, are engaged in ongoing studies to determine the limit of engines that have taken in ash. Working in conjunction the European Union, agencies are sharing vital information with each other to find guidelines and solutions to the volcanic ash threat. Although it is not easy to determine what the yield on ash is for a jet engine, authorities hope that their research will assist them in creating safety measures for the future. For now, the aviation industry relies on the Volcanic Ash Advisory Centers that were established by the International Civil Aviation Organization to prevent catastrophe and danger to aircraft.

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The proposal for the New York skies wants to reduce the Class B Airspace from its present 3 000 feet, to 2 500 feet and in some places it is proposed to drop to 2 000 feet. Many believe that the increase in noise level is understated by the FAA and does not reflect its true impact. It is therefore been requested that an environmental impact study be done, to properly investigate how the proposed changes will affect those on the ground. The affects on the other industries will also be massive.

If the Class B Airspace is lowered, helicopter pilots will be given a lowered airspace, and in doing so they will be unable to reduce their noise impact. It will also affect their ability to operate, as many of them use routes across the metropolitan area and make use of the Class B Airspace. A great number of community members in the suburbs surrounding the airports have already submitted complaints, as the present altitudes have already caused nervous reactions and fear, and it is believed that lowering the altitude will be viewed as even more dangerous. Restoring the faith of the community in the safety of aviation has been an uphill battle, and changing the altitude for the Class B Airspace could jeopardize the progress made and damage the relationship between the public and the aviation industry. Areas such as the Great Swamp National Wildlife Refuge will also be suffering under the new proposal, as protected wildlife species will be bewildered and endangered by the outlines of the project.

The proposal will first be released in the Federal Register, which will give community members and agencies the opportunity to note their comments in regard to the proposal, which has become the object of great criticism and controversy. The majority of the aviation industry believe that it would be best for all concerned if the proposal is not brought into effect, but only time will tell how this critical issue unfolds.

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In 2007 the FAA received 7,666 reports of wildlife strikes to private planes, airliners and military jets, a dramatic increase over the 1,759 reported in 1990. There are believed to be a number of reasons for this increase, including the fact that pilots are more diligent about reporting incidents to the FAA, with a view to finding solutions to a very serious problem. In addition to there being more aircraft in service than there were back in 1990, environmentalists believe that populations of wildlife species have adapted to living in urban areas and in the vicinity of airports, possibly due to the quieter aircraft in use today. While quieter aircraft are welcomed by people living close to airports, for birds and airplanes it poses a greater danger as birds can’t detect the new quieter airplanes in time to get out of the way. So, what is being done to address the situation?

Seattle-Tacoma International Airport is currently participating in testing an innovative avian radar system which, if successful, will warn air traffic controllers when birds are flying toward the flight paths of approaching and departing aircraft in sufficient time to take evasive action. U.S. Airways Flight 1549 is an example of a situation that could be avoided with the use of an avian radar system. On 15 January 2009, U.S. Airways Flight 1549 had just departed from LaGuardia Airport when the airplane struck a flock of geese resulting in loss of thrust in both engines. Thanks to the quick thinking of the crew, there was no loss of life as the pilot ditched the Airbus A320 in the Hudson River. Had the flock of Canada Geese been spotted on an avian radar system, that particular flight’s take-off could have been delayed by ten minutes or so and avoided the collision.

The U.S. Air Force already makes use of avian radar systems at four of its bases, and NASA uses this system when launching the space shuttle. While the FAA has noted that putting avian radar systems in air traffic control towers at commercial airports may still be several years away, they are nonetheless encouraged by the technologies being developed to avoid aircraft bird strikes.

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Cessna manufactured the 150 from 1959 until 1977. In all, they produced 22,138 of the Cessna 150′s in the United States, with an additional 1,764 of the airplanes produced in France. The aircraft manufactured in the States were built with a Continental O-200 100 HP engine whereas the 150s built in France came with a slightly more powerful Rolls Royce/Continental 0-240A 130 HP engine.

Throughout its manufacturing life, the 150 received constant modifications and improvements from Cessna. A new propeller was introduced in 1962 that offered more speed and greater climbing ability. In 1964, the Cessna 150 received its first rear window. A year later, Cessna replaced the bench seat with bucket seats. Some 150 owners have installed aftermarket vortex generators to reduce the stall speed. An FAA-approved fuel kit conversion is available that makes it possible for the 150 to burn automotive gas instead of aviation fuel (avgas). This can be advantageous because of the higher cost for avgas and in locations where only automotive fuel is available.

Though the Cessna 150 is a smaller, older aircraft than many others flying today, it has held its value and is considered a good investment for beginner pilots or for those who don’t need to fly anywhere in a hurry. Because they burn only about six U.S. gallons per hour, they can be flown relatively cheaply as compared to most other airplanes.

Maximum speed: 122 mph
Cruise speed: 123 mph
Range: 366 nm
Ceiling: 14,000′
Length: 24′ 9″
Wingspan: 33′ 4″
Height: 8′ 6″
Maximum weight: 1,600 pounds
Empty weight: 1,111 pounds
Take off roll: 735′
Landing roll: 445′
Engine(s): one 100 hp Continental O-200-A
Rate of climb: 670 feet per minute
Crew: one pilot and up to one passenger
Fuel burn: 6 gallons per hour

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Few people would argue that flying poses possible risks that make it a somewhat dangerous occupation – even if most aircraft manage to make it back to the ground in safety. Inclement weather and the possibility of mid-air collisions are just two of the risks that aircraft face on a daily basis. Now it seems all that is about to change with the FAA approving satellite tracking of aircraft.

Up until now aircraft has been tracked by radar which means that ground services cannot really help pilots plan for certain environmental factors. The use of satellite for this purpose would prove to be far more efficient, since it can reduce the risk of mid-air collisions, help aircraft to avoid weather-related accidents, provide more efficient routes for aircraft and improve situational awareness. With this in mind, FAA Acting Administrator Robert A. Sturgell has finally given the go-ahead for nationwide deployment of the Automatic Dependent Surveillance-Broadcast (ADS-B) satellite tracking system in America’s aircraft. The ground breaking step promises to improve the overall safety and efficiency of air transportation in the country.

The move to make the country’s airways safer and more efficient got a start on November 18 when President Bush signed an executive order for the implementation of NextGen in the nation’s aircraft. Bush said that it was the policy of the United States to establish and preserve a system of air transport that not only met the present needs of the country but also saw to the future needs. The subsequent step taken by Sturgell clears the path for nationwide deployment of the NextGen system in American aircraft by as early as 2013. Approval for the ADS-B system will see eleven ground stations installed in Florida. The stations will give pilots the same information that traffic controllers have access to as well as other useful information such as real-time weather updates, temporary flight restrictions and special-use airspace. All this will go a long way to making the flying as safe as possible and will also enable even more aircraft to take to the skies. Because efficiency can be increased by better planned routes, the system is better for the environment too. It is hoped that by 2013, as many as 794 ground stations will be installed making it possible to use the system anywhere in the world – including places that currently lack radar coverage such as Alaska and the Gulf of Mexico.

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Bombardier Aerospace recently announced that their CRJ1000 prototype enjoyed a successful inaugural flight. The CRJ1000 NextGen Jetliner took off from the Bombardier facility located in Mirabel, Quebec, for its first three hour, twenty-five minutes flight.

It seems that the flight went incredibly well. The aircraft was piloted by Jacques Thibaudeau and Chuck Ellis, with Eugene Lardizabal on board as the flight test engineer. During the course of the flight the CRJ1000 NextGen Jetliner climbed to an altitude of 30 000 feet and managed to whiz through the skies at a top speed of 260 knots. According to Thibaudeau, “all systems worked as they were designed to,” including the new fly-by-wire rudder system. Moreover the pilot remarked that the aircraft had a similar handling style to the smaller CRJ900 airliner which made it incredibly easy for flight crews who’d flown that aircraft to make the transition to the newer and bigger CRJ1000 NextGen aircraft.

After the 100-seat aircraft has made a few more flights from Mirabel, it will be flown to the Bombardier Flight Test Center in Whichita, Kansas, where it will start the service and review process necessary for commercial aircraft entering the market. Here it will be reviewed by the Flight Operations Evaluation Board, which is made up of pilots from Transport Canada, the European Aviation Safety Agency and the Federal Aviation Administration. Once the CRJ1000 reaches Whichita, the Whichita flight test team will work in conjunction with Bombardier’s product development team to continue with test flights and ensure that the aircraft remains on schedule for the subsequent milestones that it must reach before entering commercial service. It is hoped that it will reach that milestone by the fourth quarter of 2009.

So what advantages does the CRJ1000 NextGen aircraft have over its competitors? For starters, a 15 per cent reduction in aircraft operating costs when compared to its closest competitor. It also offers passengers increased comfort, while providing airline companies with an aircraft that is more fuel efficient and which has lower maintenance costs and dependable performance. No wonder there are already 63 firm orders for the aircraft from four different airlines. It shouldn’t be long now before the CRJ1000 NextGen takes to the skies, delivering the best in performance, comfort and style.

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