10:04 (14;05 UTC) - August 18, 2018 - by Sylvain Faust for Fliegerfaust
The next SWISS Airbus A220, one A220-300 (CSeries CS300) will be leaving on Monday around 6:00am (10:00 UTC) from the Airbus factory located at Mirabel Airport (YMX/CYMX), Québec, Canada.
This is MSN (Manufacturer Serial Number) 55036, the 36th A220-300 (CS300) built.
After seeing the delivery of 3 aircraft in July, this will be the 2nd Airbus A220 delivery of August.
Sylvain Faust, Fliegerfaust
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Bombardier Dash 8 blew a baggage dolly into the right engine of a United Airlines Boeing 737
Published on Aug 14, 2018
On July 25, 2018 while taxiing for departure at Los Angeles International Airport (LAX), California, prop wash from a preceding Bombardier Dash 8 blew a baggage dolly into the right engine of a United Airlines Boeing 737, tail number N62892, at 16:04 hours local time.
As can be seen in this video, the Dash 8 is just beginning to move at the time its prop wash blows the baggage dolly free. Generally, the amount of thrust needed to initiate movement from a standstill ("breakaway thrust") is much higher than the thrust needed to sustain movement. Bad timing by the cart driver, it seems.
A review of NASA ASRS reports reveals that the 1980s and 1990s saw 20 to 40 reported jet blast incidents per year, and that reported incidents decreased to their current 10 - 15 per year following an information campaign in the mid-1990s.
An anonymous incident report filed with NASA in 1991 regarding a jet blast incident at O'Hare describes an occurrence somewhat similar to this one, where a baggage cart was blown into the propeller of another aircraft. The reporting pilot included the following suggestion with his report:
"Baggage cart drivers/any vehicle drivers [should] not pass [behind] aircraft at any time because they are unable to judge how much power is presently applied or could be applied on the jet engines ahead of them." (ASRS ACN 194755)
What are your thoughts? Is the pilot's advice above sensible or unrealistic? And can the rate of jet blast incidents be reduced further, or is 10-15 annually a natural floor?
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On Wednesday June 27, 2018, about 12:51 central daylight time, a runway incursion occurred at Springfield-Branson National Airport, Springfield, Missouri when an airport operations vehicle ("VAN 7") crossed runway 14 while an Embraer 145, operated by Envoy Air as flight ENY 3660, was on its takeoff roll with 57 passengers aboard.
This video reveals the circumstances surrounding the incursion, and the audio (courtesy of LiveATC.net) appears to unambiguously pin this incident squarely on the shoulders of the ground controller.
Nonetheless, it should be noted that even with the ground controller's serious error, the swiss cheese model of accident causation is in full force here. Based on the van driver's written statement, in his rush to make the ARFF BBQ he did not follow his normal practice of visually "clearing" every runway crossing on his own. Furthermore, had the driver not been in a hurry it is likely that no runways would have been crossed to begin with.
The Envoy Air 3660 in this incident was being operated under the provisions of 14 Code of Federal Regulations (CFR) Part 121.
There was no damage to the aircraft or vehicle, and no injuries were reported. As is obvious from the video, visual meteorological conditions prevailed at the time of the incursion.
Note: Periods of extended silence in the ATC audio have been truncated, and irrelevant and/or incomprehensible sounds have been removed. Accordingly, while the audio is sequentially proper, it does not reflect actual timing as events occurred.
Also: I I have received a few emails asking whether the incursion footage is sped up. It is not.
10:15 (14:15 UTC) - August 17, 2018 - Quebec, Canada - by Sylvain Faust for Fliegerfaust
(Version langue Française plus bas)
According to rumours from the Baltics and the Vatican, the Most Holy Father, His Holiness, The Pope himself will be travelling on an Airbus A220 (also known as Bombardier CSeries) with airBaltic.
According to the official schedule for the Pope Francis he will be visiting Lithuania, Latvia and Estonia September 22-25, 2018.
His Holiness will be flying from Rome to Vilnius on Saturday September 22, 2018.
Then on September 23, flying Vilnius to Kaunas and back to Vilnius. On September 24, Vilnius to Riga and also back to Vilnius.
On September 25 the Most Holy Father will be leaving Vilnius returning back to Rome.
Here's the official Pope schedule during his September 22-25 trip https://www.vaticannews.va/en/pope/news/2018-07/po...
The prime minister of Canada Justin Trudeau who never took the time to fly on this great Canadian aircraft, we all wonder why, the CSeries (now A220 and controlled by Airbus) a master piece of aviation engineering, and now it is the Pope himself that will be honoring it!
Will the A220/CSeries be officially baptised?
More details about the flights will be announced in a near future.
Please stay tuned for more by subscribing to Fliegerfaust free Newsletter here
Sylvain Faust, Fliegerfaust
Original Fliegerfaust.com content is Copyright Fliegerfaust.com 2018
Version en Français;
Selon les rumeurs des pays baltes, le Saint-Père, Sa Sainteté, le pape lui-même voyagera sur un Airbus A220 (également connu sous le nom de Bombardier CSeries) avec airBaltic.
Selon le calendrier officiel du pape François, il se rendra en Lituanie, en Lettonie et en Estonie du 22 au 25 septembre 2018.
Sa Sainteté volera de Rome à Vilnius le samedi 22 septembre 2018.
Puis le 23 septembre, vol de Vilnius à Kaunas et retour à Vilnius. Le 24 septembre, Vilnius à Riga et retour à Vilnius.
Le 25 septembre, le Très Saint Père quittera Vilnius pour retourner à Rome.
Voici l'horaire officiel du pape lors de son voyage du 22 au 25 septembre https://www.vaticannews.va/en/pope/news/2018-07/po...
Le premier ministre du Canada, Justin Trudeau, qui n'a jamais pris le temps de voler sur ce formidable avion canadien, nous nous demandons tous toujours pourquoi, le CSeries (maintenant A220 et contrôlé par Airbus) est un chef-d'œuvre de l'ingénierie aéronautique, le Pape lui-même saura l'honorer!
L'A220 / CSeries sera-t-il officiellement baptisé?
Plus de détails sur les vols seront annoncés bientôt.
S'il vous plaît rester à l'écoute pour plus en vous abonnant à la newsletter gratuite Fliegerfaust ici
Sylvain Faust, Fliegerfaust
Who is Next to Fly First on the #A220/#CSeries? The answer on https://t.co/EyE4F7bWBH at 10:15am (14:15 UTC) #Airbus #Bombardier #Aviation #Travel #Airtravel #quiz #avgeek #Airlines #Obama #Pope #Trudeau #Bieber— Sylvain Faust (@sylvainfaust) August 17, 2018
August 16, 2018 - by AirlinerWatch
In July 2018, the American aircraft manufacturer recorded 15 orders for 737 MAX from the Brazilian low-cost operator GOL, ten for its 787-9 Dreamliner from Hawaiian, and five for the 777F from Qatar Airways.
Since the beginning of the year, Boeing has posted a total of 564 gross orders (487 net), including 392 for its best-selling 737 series, 14 for 747, 20 for 767, 33 for 777 and 105 for the 787.
Regarding deliveries, the problems encountered in the production of 737 MAX series had a visible effect, particularly in July.
Last month Boeing delivered only 39 aircraft, compared to 82 in June.
No Comment About Canada Aerospace
August 15, 2018 - Pat Host, Washington, DC - IHS Jane's Defence Weekly
- Mattis said he sees future opportunities with Brazil for advanced research, particularly in space
- Brazil has a healthy appetite for enhanced space partnerships, but regulatory problems loom
US Secretary of Defense James Mattis sees future opportunities for advanced research with Brazil, particularly in space, he told an audience at Brazil's war college on 14 August.
Pentagon spokesperson Commander Sarah Higgins said on 15 August that the Department of Defense (DoD) has a strong science and technology (S&T;) relationship with Brazil. She said the two nations signed a space situational awareness (SSA) agreement that will allow them to share information about more than 23,000 objects in orbit, including Brazil's satellites.
Cdr Higgins said Brazil has revitalised its space programme since...
August 17, 2018 - by Bjorn Fehrm for Leeham News
In the last Corner we outlined several challenges facing a supersonic airliner or business jet.
We will now go through these challenges one by one. We start with the aerodynamic challenge.
When an aircraft goes from subsonic to supersonic flight, the aerodynamic changes in a major way. We covered the changes in the Corner series on "Aircraft drag reduction". The Transonic and Supersonic bits were discussed in Part 14 to 17. Here we are only recapping some main points.
In subsonic flight, the dominant drag types on an aircraft are Air friction drag, which is the drag due to the size of the aircraft, and Induced drag, which is the drag due to the weight of the aircraft.
For a Boeing Dreamliner, these drag types are typically around 10,000lbf each at cruise. The so-called drag coefficients are around 0.012 each, for a total drag of around 0.024.
Should we force the Dreamliner to fly supersonically, the fuselage alone would have an added drag of 0.1 or 80,000lbf. This is four times as much as the whole aircraft when flying at M0.85. To cruise the aircraft we then need two 50,000lbf engines instead of the two 10,000lbf engines of today (the developed thrust by the Dreamliner engines at a cruise altitude of 38,000ft).
Why is this? Wave drag (and the solution is...)
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