Black Box (FDR)

The flight data recorder (FDR) is designed to record the operating data
from the plane's systems. There are
sensors that are wired from various
areas on the plane to the flight-data
acquisition unit, which is wired to the
FDR. When a switch is turned on or off, that operation is recorded by the FDR
In the United States, the Federal Aviation Administration (FAA) requires that commercial airlines record a
minimum of 11 to 29 parameters,
depending on the size of the aircraft.
Magnetic-tape recorders have the
potential to record up to 100
parameters. Solid-state FDRs can record more than 700 parameters. On
July 17, 1997, the FAA issued a Code
of Federal Regulations that requires
the recording of at least 88 parameters
on aircraft manufactured after August
19, 2002. Here are a few of the parameters
recorded by most FDRs:
• Time Pressure
• Altitude
• Airspeed
• Vertical acceleration
• Magnetic heading
• Control-column position
• Rudder-pedal position
• Control-wheel position
• Horizontal stabilizer
• Fuel flow

Solid-state recorders can track more
parameters than magnetic tape
because they allow for a faster data
flow. Solid-state FDRs can store up to
25 hours of flight data. Each additional
parameter that is recorded by the FDR gives investigators one more clue
about the cause of an accident.

Pitot Static System In Aircraft

Pitot static system , device for
measuring the rate at which a fluid
flows. Among the principal
applications of the device are an
airspeed indicator for aircraft and a
distance and speed indicator for ships. The device contains a short tube with
one open end that faces directly
toward the stream of air or other fluid.
When no fluid is moving into the
opening, a minimum pressure, called
the static pressure, is exerted against it. When a stream is flowing into it, the
pressure rises by an amount that
depends on the velocity of the stream.
Behind this tube is another tube with a
number of small vents at right angles
to the direction of the first tube. When a stream raises the pressure against
the opening of the first tube, the
pressure against the vents is still equal
to the static pressure. A suitable gauge
compares these pressures, using the
static pressure as a reference, and gives a reading in units of velocity. For
an aircraft this reading is called
"indicated airspeed" ; "true airspeed"
requires a correction, made
automatically by some airspeed
indicators, for the local density of the air. Because of winds, neither reading
accurately measures the speed in
relation to a point on the surface of the
earth. That value is known as
groundspeed. Although airspeed is
normally given in knots or miles per hour, for supersonic aircraft it may be
given in Mach numbers, which give the
ratio of the aircraft's speed to the
speed of sound. For navigational
purposes Mach numbers are
converted to true airspeed.

Airbus A380

The Airbus all-new design
superjumbo, the A380, is the world's
first twin-deck, twin-aisle airliner.
Advantages of the A380 include lower
fuel burn per seat and lower operating
costs per seat. The 555 seat Airbus A380-800, with a
non-stop range of 8,000nm, was
launched in December 2000. The
aircraft began production in January
2002. The first flight (with the Rolls-
Royce engines) took place from Blagnac Airport, Toulouse, in April
2005. Over 100 test flights were
completed before its first commercial
flight by Singapore Airlines from
Singapore to Sydney took place on 25
October 2007.

Dimensions :
Length 72.7m
Height 24.1m
Fuselage Diameter 7.14m
Cabin Length 49.90m Maximum Cabin
Width,
Main Deck 6.58m Maximum Cabin
Width,
Upper Deck 5.92m
Wheelbase 30.4m

Air Driven Generator(Ram air turbine)

A ram air turbine (RAT) is a small turbine that is connected to a hydraulic pump, or electrical generator, installed in an aircraft and used as a power source. The RAT
generates power from the airstream
due to the speed of the aircraft. With the exception of crop dusters
(see below), modern aircraft only use
RATs in emergency - in case of the loss
of both primary and auxiliary power
sources the RAT will power vital
systems (flight controls, linked hydraulics and also flight-critical
instrumentation). Some RATs produce
only hydraulic power, which is in turn
used to power electrical generators. In
some early aircraft, small RATs were
permanently mounted and operated a small electrical generator or fuel pump. Modern aircraft generate power in the
main engines or an additional fuel-
burning turbine engine called an auxiliary power unit , which is often mounted in the rear of the fuselage or
in the main-wheel well. The RAT
generates power from the airstream
due to the speed of the aircraft, and if
aircraft speeds are low the RAT will
produce less power. In normal conditions the RAT is retracted into the
fuselage (or wing), deploying
automatically following complete loss
of power. In the time between power
loss and RAT deployment, batteries
are used. RATs are common in military aircraft
which must be capable of surviving
sudden and complete loss of power.
Many modern types of commercial
airliners are equipped with RATs. In
the 1960s the Vickers VC-10 was one of the first types of airliner equipped
with a RAT. The Airbus A380 has the largest RAT propeller in the world at
1.63 m in diameter, but around 80 cm
is more common. A typical large RAT
on a commercial aircraft can be
capable of producing, depending on
the generator, from 5 to 70 kW. Propellers started as two-bladed or
four-bladed models but military (and
increasingly commercial) models now
use ducted multi-blade fans. Smaller,
low airspeed models may generate as
little as 400 watts. In other military uses, pod-fitted
systems such as the M61A1 Vulcan or electronic systems (e.g. the AN/ ALQ-99 TJS) can be powered by a RAT in standard operation. Also, some
free-fall nuclear weapons, such as the
British Yellow Sun and Blue Danube used RATs to power radar altimeters and firing circuits. In non-military use, RATs have been
used to power centrifugal pumps to pressurize the spray systems on
aircraft that are used as crop dusters to deliver liquid agents to cropland.
The major reason for choosing a RAT
is safety; using a RAT allows the FAA-
certified engine and power systems on
the aircraft to remain unmodified.
There is no need to use an engine power takeoff to drive the pump, and
the pump can be placed low or below
the exterior of the airframe greatly
simplifying plumbing, and being the
lowest point in the plumbing, it will
have gravity feed from the spray tanks and never need to be primed. In the
event of a pump failure that could
result in seizure, there is no effect on
the flying ability of the aircraft or its
systems apart from the obvious fact
that the spray systems are non functional.

What is Auto Pilot??

In 1931, American aviator Wiley Post flew his single-engine Lockheed Vega -- the "Winnie Mae" -- around the world in a record eight days, 15 hours and 51 minutes. Post had a navigator by the name of Harold Gatty to help him stay alert and fight fatigue on that historic flight. But when Post became the first person to fly solo around the world in 1933, he had to do everything without an extra pair of hands. The secret to his success, or at least one of his secrets, was a simple autopilot that steered the plane while he rested.
Today, autopilots are sophisticated systems that perform the same duties as a highly trained pilot. In fact, for some in-flight routines and procedures, autopilots are even better than a pair of human hands. They don't just make flights smoother -- they make them safer and more efficient.

Aircraft Images

DGCA clipping our wings, say airlines

New Delhi: Low-cost air carriers (LCCs) such as IndiGo, SpiceJet and GoAir say
the Directorate General of Civil Aviation
(DGCA) is being mindless on basic
competitive concerns regarding
passenger fares.
The LCCs were summoned by DGCA yesterday to be told to not only
provide details of route-wise fares but
to also detail by Wednesday those for
each bucket of seats. Seats are
grouped into different categories,
each at a distinct price; the categories are referred to as buckets.
Top LCC sources — none would come on record — say making public such detail would destroy their competitive
edge. And, that no country in the
world asks for such figures to be
disclosed.
They contend they’ ve not been transgressing Rule 135 of the Aircraft
Act, on which basis DGCA has asked
them to give out the details. “ The rule merely says we must publish our
tariffs (rates), which we all already do,
on the net. It does not tell us to give
away competitive information — what our bucket-seat prices are, ” said a top executive.
Aviation ministry sources say the DGCA
would be meeting the full service
carriers (FCCs)— Jet, Kingfisher, Air India — tomorrow for a similar discussion and direction.

‘Poor’ Air India made 10 pilots super rich in 6 months

New Delhi: Debt-ridden Air India (AI), which is seeking a bailout package
from the Union government, paid
significant amounts to pilots who
hardly flew.
DNA has in its possession confidential
internal audit documents of the national carrier which reveal that 10
pilots of sister concern Alliance Air
were paid on an average Rs88,000
per flying hour for six months
beginning January 2010 — total Rs2.87 crore.
The office of R Dayal, executive
director (internal audit), examined the
payment.
A pilot has to fly a minimum of 80
hours per month, but these 10 hardly flew. Taking advantage of a dubious
contract, some of them flew two hours
in six months, some 11, while others
flew 12 hours.
The contract extraordinarily hikes the
allowance per hour from Rs4,750 to Rs9,150
without valid giving any reason.
Besides, it fixes an amount of Rs2,200
per night stop.
The most glaring example is that of
Captain Satbir Singh who flew only two hours in six months but was paid
in excess of Rs20 lakh, making him
perhaps the costliest pilot in India with
an average asking rate of Rs10 lakh
per hour.
The audit notes that the 80-hours-per- month limit in itself is way beyond the
average flying hours clocked by Air
India pilots.

Airlines cut fares by 25 per cent

New Delhi: Domestic airlines have lowered the fares by 20-25 per cent
after the Civil Aviation Ministry and the
Directorate General of Civil Aviation
cracked the whip on them for
charging exorbitant prices. The fares
for tickets bought both at the last- minute and in advance during
November-December were however
yet to return to the average levels
during the same period last year.
The overall airfares on several sectors
have come down in the past week, official sources said, adding that the
“ pressure” mounted by the Civil Aviation Ministry and the DGCA against
exorbitant airfares had been a
success, officials told PTI on Sunday.
The fare hike had also led to a public
outcry.
The DGCA and Civil Aviation Minister Praful Patel had in the last few days
warned of action if the errant airlines
did not roll back the abrupt hike in
fares. Air fares, especially the last-
minute or spot tickets, had sky-
rocketed even during the non-peak season.
The fare range on Delhi-Mumbai sector
now was Rs 5,000 to Rs 20,000 on
economy class ticket, while that on
Delhi- Chennai and Delhi-Kolkata it
stood between Rs 5,000 and Rs 15,000, the officials said.
Two weeks ago, the lowest last-
minute Delhi-Mumbai fare was about
Rs 17,000, even though holiday travel
season had not begun.
The lowest available fares at the same time last year was about Rs 3,000 for
Delhi-Mumbai and Rs 4,000 for the
Delhi-Chennai and Delhi-Kolkata
sectors, they said.
The DGCA have held deliberations with
airline representatives over the last two weeks.

Grow through Aviation

Students who wish to work in the aviation industry can study aerospace or aeronautical engineering at the B.Tech. level or study aircraft maintenance engineering (AME).

Aeronautical or aerospace engineering deals with the design and manufacture of aircraft while AME trains one for servicing the aircraft.

In the aviation industry, aeronautical engineers, aircraft maintenance engineers and pilots are indispensable, though their duties are different.

The industry has three main areas—aircraft design and manufacturing, maintenance and flying. Aeronautical or aerospace engineering involves the application of engineering principles and technical know-how to design, construct and operate an aircraft. Aircraft maintenance engineers are responsible for keeping the aircraft in perfect flying conditions. They are involved in the repair and maintenance of aircraft.

Four-year B.Tech. and five-year M.Tech. dual degree programmes are available in aerospace or aeronautical engineering for Plus Two students with mathematics, physics, chemistry, biotechnology or computer science or biology as subjects.

AME

Aircraft maintenance engineering is not a degree or a diploma course, but a training programme. On completion of the training, a licence is issued by the Directorate General of Civil Aviation (DGCA).

During the training, lessons are imparted for service and maintenance of aircraft so as to ensure flight safety. A three-year aircraft maintenance engineering licence training course is being offered by several institutes approved by the DGCA.

Those who have passed the Plus Two examinations with 50 per cent marks in aggregate in physics, chemistry and mathematics or a three-year diploma course in any branch of engineering or B.Sc. degree holders after Plus Two with maths, physics and chemistry are eligible for admission to AME training courses. There is no gender discrimination in admission. Boys and girls can seek admission. This training course in rigorous and only a few institutes offer training on heavy aircraft and jet engines. Total training cost will be around Rs.1.5 lakh.

The first year of AME training provides basic information about aircraft rules and regulations. In the second year, students learn general engineering and maintenance. The subjects taught include aerodynamics or theory of flight, metallurgy, electronics, handling sophisticated equipments and practical work in machine rooms and on aircraft engines. In the third year, the study focuses on specific areas like light aircraft, heavy aircraft, piston engines, jet engines or helicopters.

Apart from this, trainees are required to undergo structural aircraft type courses in mechanical or avionics stream. After successful completion of the training programme, the trainees will get a basic aircraft maintenance training certificate. This is followed by an examination conducted by the DGCA.

Those who qualify the examination will be awarded a licence. The three-year training is sufficient for a candidate to appear for the aircraft maintenance licensing examinations. After getting the DGCA- AME licence, one is required to obtain regulatory licence or approval on a type of aircraft. If it is an Airbus or Boeing, one has to obtain an individual licence to service that particular type of aircraft . Aircraft maintenance engineers are authorised to inspect the aircraft and certify its fitness.

Training facilities

Aircraft maintenance engineering courses can be pursued at the DGCA-approved institutes. In south India, the following institutes offer AME training. DGCA-approval of these institutes should be ensured before admission. AME covers mechanical stream which consists or heavy aircraft, jet engine, light aircraft, piston engines and avionics stream consists of electrical system, instrument system, radio navigation.

Rajiv Gandhi Aviation Academy, Bowenpally, Secundrabad – 500011 (AP)

Fly Tech Aviation Academy, Maredpally West, Hyderabad (AP)

Institute of Aircraft Maintenance Engineering, Old Airport Road, Gautam Nagar, Secunderabad (AP)

Andhra Pradesh Aviation Academy, Old Airport, Hyderabad- 500011

Hyderabad College of Aviation Technology, Hyder Nagar, Hyderabad

Sigma Aviation Academy, West Maredpally, Secunderabad- 500025

Indian Institute of Aero Space Technology And Management, Kompally, Secunderabad-500014

VSM Aerospace, Jakkur Layout, Bangalore

Hindustan Aviation Academy, Chinnappanahally, Bangalore – 560037

Hindustan Institute of Engineering Technology, GST Road, St. Thomas Mount, Chennai – 600016

Nehru College of Aeronautics and Applied Sciences, Kuniamuthur, Coimbatore – 641008

Coimbatore Aeronautical College, Coimbatore

Vinayaka Mission Aviation Academy, Salem – 636308

Southern College of Engineering and Technology, Chalakudy – 680307

Sha-Shib Aviation Academy, Nedumbassery, Cochin 683572

Regional Institute of Aviation, Pallichal, Vedivachan Kovil. P.O, Thiruvananthapuram – 695501

The list is only indicative. Details of more institutions can be obtained from the website www.dgca.nic.in.

Job opportunities

Those who successfully complete the training and obtain DGCA's licence are eligible to get jobs in airports and aircraft manufacturing or maintenance firms with an attractive salary. As more and more airlines start operations in the private sector, there will be an increase in demand for aircraft maintenance engineers and mechanics.