Aircraft Pilot Movies

Aircraft Pilot Movies - Our ranking is based on critical reception, audience reception and popularity, script and production quality, and general consensus of which movies are truly "great." Some films may not have done great at the box office, but are still audience favorites.

All of the movies on this list involve air travel (of any kind) as a major plot point, and are not necessarily movies that are good to watch on flights. PG | 126 min | Animation, Biography, Drama

Aircraft Pilot Movies

John McClane is back, and this time, he's going to save Dulles International Airport. This sequel takes place one year after the events in the first film, but this time the terrorists have taken over the Washington D.C.

The Wind Rises

airport and only McClane can stop them. If he can't, they'll deliberately guide planes to crash. MA15+ | 120 min | Adventure, Biography, War Featuring aerial sequences, a captivating original score and stories told by pilots, air traffic controllers, historians and flight enthusiasts, the independent film makes a strong case for the importance of the "unsung hero of aviation," the local airport.

It centers around a Uruguayan soccer team who gets stranded in the Andes after a plane crash, and while it can be hard to watch at times, it's also based on real events. The story is a true testament to the ability of humans to survive the worst of circumstances.

Votes: 24,117 | Gross: $1.37M M | 109 min | Comedy, Drama, Romance M | 113 min | Action, Adventure, Drama PG | 87 min | Comedy, Romance Back in the early 2000s, Gwyneth Paltrow appeared in a number of odd, screwball romantic comedies.

In this film, Paltrow stars as a trailer-park girl who dreams of being a classy flight attendant — and she has the brains and drive to achieve it. Is all that personal success worth sacrificing for a young Mark Ruffalo?

Rescue Dawn

We're not sure. But this movie has a few good goofy moments, especially from Mike Myers, Christina Applegate, and Candice Bergen. Votes: 55,332 | Gross: $21.01M MA | 154 min | Crime, Drama, Thriller Votes: 59,093

| Gross: $56.57M When it appears as though the end is in sight, the pilots, flight crew, and passengers of a plane heading to Mexico City look to forget the anguish of the moment and face the greatest danger, which we carry within ourselves.

After New York City receives a series of attacks from giant flying robots, a reporter teams up with a pilot in search of their origin, as well as the reason for the disappearances of famous scientists around the world.

A flight attendant with a criminal past gets nabbed by the ATF for smuggling. Under pressure to become an informant against the drug dealer she works for, she must find a way to secure her future without getting killed.

Up In The Air I

M | 130 min | Action, Drama, History Votes: 18,686 | Gross: $59.17M M | 118 min | Action, Adventure, Drama Votes: 5,941 | Gross: $0.26M Votes: 165,224 | Gross: $89.71M Votes: 43,362 | Gross: $13.08M

Disaster strikes in a DC-4 airliner making a routine trans-Pacific flight, and a washed-up copilot, played by John Wayne, is forced to take command and save the lives of the crew and passengers in this drama-filled thriller.

Votes: 13,420 | Gross: $6.59M M | 104 min | Action, Biography, Drama This underrated Steven Spielberg film stars Leonardo DiCaprio as the real-life FBI fraudster Frank Abagnale Jr. One of Abagnale's clever ways of getting away from FBI Agent Carl Hanratty (Tom Hanks) is impersonating a Pan-Am pilot (despite being 17 and having no flight experience).

Votes: 29,183 | Gross: $27.44M Ted Striker (Robert Hays) is an ex-fighter pilot who is now afraid to fly. But when food poisoning puts an airliner's crew out of commission, he's the only one on board who can safely land the plane.

Flight Of The Phoenix

Absurdity and hilarity, of course, ensue. Performances by the entire cast, which is largely made up of relatively unknown actors, are nuanced, unsentimental, and incredibly emotional — although the script deviates quite a bit from actual events (or at least, what we know about them).

PG | 128 min | Comedy, Drama, Romance In this action-packed thriller, Air Force one is hijacked by a group of terrorists, leaving it up to the president of the United States alone to save his family and culminating with an iconic midair plane-to-plane rescue scene.

Votes: 46,364 | Gross: $90.29M But not all airplane movies are disaster flicks or tense, action hero vehicles. Some of these movies can make you laugh, like "Airplane!," "View from the Top," or "The Terminal" — even though the latter mostly takes place in the airport.

Votes: 18,686 | Gross: $59.17M

View From The Top

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Aircraft Rescue And Firefighting

Aircraft Rescue And Firefighting - Infinity Business Insights is a market research company that offers market and business research intelligence all around the world. We are specialized in offering the services in various industry verticals to recognize their highest-value chance, address their most analytical challenges, and alter their work.

The butt of many an aviation joke (‘Smurf Jet’, ‘Fisher Price Starlifter’) around crewrooms and pilot bars the world over, the hard-working BAe 146/RJ is set to have the last laugh in its twilight years with a critical aerial firefighting mission – one that will only increase in importance if the current wildfires are anything to go by. A fitting finale for the Baby Jumbo from Hatfield.

Aircraft Rescue And Firefighting

The world is burning. Infernos rage across the globe, and Australia is still in the grip of fires of biblical proportions. Facing these firestorms is a motley force of aircraft, crewed by heroic and exceptionally skilled pilots. Converted World War II fighter-bombers, helicopters, custom-made flying boats and even massive airliners have been sent into on the ‘War on Fire’. Flying directly into these smouldering hell-scapes to extinguish the flames requires supreme flying skills and nerves of steel.  Here are ten of the best aerial firefighting aircraft.

Donate Generously Here To Australian Red Cross To Help The Fire Cause In Australia

Using classroom, tabletop scenarios, and tactics and strategy training, ARFF courses are designed for those who provide fire services protection as military and Department of Defense firefighters, municipal firefighters and volunteer firefighters. ARFF classes range from the 40-hour airport firefighter course to mass casualty incident training. Particular training needs can be met through custom designed classes from individual specifications.

The worldwide Aircraft Rescue and Firefighting Truck market is expected to grow at a booming CAGR of 2023-2030, rising from USD billion in 2023 to USD billion in 2030. It also shows the importance of the Aircraft Rescue and Firefighting Truck market main players in the sector, including their business overviews, financial summaries, and SWOT assessments.

1 Aircraft Rescue and Firefighting Truck Market Overview2 Company Profiles3 Aircraft Rescue and Firefighting Truck Market Competition, by Players4 Aircraft Rescue and Firefighting Truck Market Size Segment by Type5 Aircraft Rescue and Firefighting Truck Market Size Segment by Application6 North America by Country, by Type, and by Application7 Europe by Country, by Type, and by Application8 Asia-Pacific by Region, by Type, and by Application9 South America by Country, by Type, and by Application10 Middle East & Africa by Country, by Type, and by Application11 Research Findings and Conclusion12 Appendix…

The aircraft, flown by a joint Russian-Italian flight crew, performed more than 100 flights – the aircraft dropped 324 tons of water while attacking four forest fires. In 2005, the partnership was renewed, this time the Russian aircraft delivered a total mass of over 3,175 tonnes (3,500 tons). Since then the aircraft has fought fires around the world, in Azerbaijan (the only export operator), Israel, Portugal, Greece, Serbia and Russia.

Take an airliner with a maximum weight of half a million pounds and turn it into a hotrod flying fire engine (or ‘firetruck’ to our American friends). One drop from the DC-10 is equivalent to 12 from a Grumman S-2 Tracker. Dropping 12,000 US gallons of anything onto a fire is going to have a big effect. A beast.

The best aerial firefighter is the only one that was built for the job – the heroic ’15 series. It was the first and only aircraft created to do the job and Canadair certainly delivered. The ’15s are tough, reliable amphibious flying-boats that can go anywhere and kill fires with aplomb. It started life with the two of the mighty R-2800 radials – the engine of the wartime Thunderbolt and Corsair – giving it well over 4,000 horsepower. Today, turboprops give it close to 5,000 horsepower, and a wealth of modern avionics adept at both detecting and suppressing forest fires.

The unique needs of the global airport industry require emergency and disaster responders to have specialized training for effective response. For more than 35 years, the Emergency Services Training Institute has been training firefighters in Aircraft Rescue and Firefighting to respond to accidents, disasters, and other emergencies. The ARFF program provides hands-on training at the Brayton Fire Training Field with full-size aircraft models and a 5,000-square-foot spill area.

As Hush-Kit’s Ted Ward noted: “Whilst looking for fire-bomber stuff I have come to the conclusion that the US’s approach to fire control was insane. Essentially they just left the madly dangerous world of aerial firefighting to a bunch of cowboys who flew any old thing and gave the contract to the lowest bidder with inevitably fatal results.”

“Have you checked out the death rate of firefighting pilots in the US? Anyway it all went tits up when that Hercules crashed in 2002, followed within two months by a Privateer operated by the same outfit. Incidentally, the Privateer’s wings apparently failed downwards due to metal fatigue causing the main spar to fail when the water was dropped. This led to possibly the only folk song I’m aware of about a civil plane crash:

With just ninety gallons in those open-topped cable-actuated tanks, the Beaver proved the principle of rapid, concentrated air attack on fires before they get out of hand. The Beaver might do little against fires at the scale we’ve seen them this century in California, Siberia and now Australia. Yet, it’s also hard to imagine having aerial firefighting at all without them.

Operating out over Canada’s profitable forests without much public attention, they were also a staple of Toronto’s waterfront Labour Day air show right through to the late 1970s. In front of Canada’s largest city, they did low-altitude water drops onto demonstration fires to the pure 1940s sound of their Pratt & Whitney Wasps. Bright yellow, to contrast the deep green and blue of Ontario in summer and her winter white, that province’s Ministry of Natural Resources Beavers were the visual opposite of the expensive and lethal jets whose afterburners blast them to high altitude invisibility in seconds. The Canadian embrace of nature as a thing to cherish and protect whilst brutally exploiting it led to the DHC-2. The rugged glamour of bush flying was bound to blend almost immediately with water bombing.

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Speed is unimportant, so the engines and gearbox are essentially uncowled, saving weight and cost and providing maximum ease of access for maintenance and inspection – tasks that may well be carried out under very basic conditions. Less obviously, the gearbox and rotor shaft are tilted three degrees to the left, cancelling the side thrust of the tail rotor, so that the aircraft hovers with the cockpit level when picking up cargo (or water, in the case of firefighting operations).

Variously compared to a giant grasshopper, a stick insect or a dragonfly, the Aircrane is in increasing demand around the world as a serious ‘go-to’ solution for fighting forest fires – particularly when these are threatening built-up areas. From California to the Mediterranean and down to Australia, the Aircrane is in year-round demand worldwide. The somewhat extreme appearance of the Aircrane is a classic case of form following function. The aircraft has to lift the maximum load possible from the hover, requiring an efficient rotor (of large diameter and significant blade twist) and a lightweight and robust structure. In this case, the structure is essentially reduced to a series of box beams.

According to the Spanish association for the promotion of sociocultural activities (a group as averse to hyperbole as their drab name suggests), “This is the most efficient tool for the aerial combat of forest fires, key to the organisation of firefighting in a large number of countries. The continuous improvements to meet the needs of forest firefighting have made these aircraft the aerial means most in demand over more than 30 years.”

Comprehensive pricing analysis on the basis of product, application, and regional segmentsThe detailed assessment of the key vendors landscape and leading companies to help understand the level of competition in the global Aircraft Rescue and Firefighting Truck marketDeep insights about regulatory and investment scenarios of the global Aircraft Rescue and Firefighting Truck marketAnalysis of market effect factors and their impact on the forecast and outlook of the global Aircraft Rescue and Firefighting Truck marketGrowth opportunities roadmap available in the global Aircraft Rescue and Firefighting Truck market with the identification of key factorsAircraft Rescue and Firefighting Truck market analysis of various trends to help identify market developments

Aircraft Emergency safety concerns Search and Rescue procedures Hazards associated with cargo shipped via aircraft Aircraft evacuation methods A basic understanding of the components and systems found on aircrafts Roles and responsibilities expected of the firefighter by the NTSB The effects of extinguishing agents and their use during an aircraft fire An unserstanding of the tactical operations employed for rescue and suppression efforts during an aircraft emergency Show less

Erickson says that almost a third of the Aircrane fleet is occupied year-round on long-term firefighting contracts, cycling between the northern and southern hemisphere fire seasons in Greece, Italy, Turkey and Australia. Erickson operate a fleet of 20 Aircranes. The Erickson S-64F is fitted with a 2,650-gallon water tank. Its ram scoop hydrofoil attachment refills from freshwater or saltwater sources in as little as 30 seconds and the original ‘hover snorkel’ (my nickname in school) design refills within 45 seconds from freshwater sources as shallow as 18 inches.

Before the Grumman Avengers, bucket-slinging helicopters and retired Cold War types and before the brush-drenching rockstar the Canadair CL-215, the Beaver was fighting fires. If low, slow and noisy flying is the most enjoyable kind – just ask Harrison Ford – the Beaver is without equal in several niches and firefighting came naturally to the type. Unlike the hulking Boeing 747s now slathering this overheated world with water and chemicals in amounts as much as eighteen thousand gallons at a time, the stupefyingly utilitarian little Beaver (coincidently my nickname in school) seems to have been simply born in the right place at the right time for aerial firefighting.

Jet seaplanes are among the most exotic types of aircraft, with only a handful of designs ever having entered actual service. In fact, I’m pretty sure I can name them all from memory: the Beriev Be-10 and Beriev Be-200 – wait, I think that’s it… only two? That’s even rarer than I first thought. Despite a first flight in 1998, so far only 15 of these sexy amphibians have been built. The first operational use of the Be-200 was in 2004, when a Be-200ES was operated from Sardinia by SOREM, the official operator of firefighting equipment of Italian Civil Defence Department.

The endearing de Havilland Canada DHC-2 Beaver is the imperishable aviation product of Canada’s busy twentieth century. Equipped with two external rotary drums, the Beaver Mk III was a pioneer of aerial firefighting too. Later models would capture water in their floats and in Ontario they had ‘bomb racks’ for dropping supplies to firefighters on the ground.

“Why? Because it’s badass, fitted with PCADS or Bambi, this VTOL type has the ability fly like a helicopter or a plane. It can hover and drop or airdrop like an air tanker. The V-22 can provide a rapid direct attack asset that can pre-position firefighters to remote or hard-to-access areas, deliver, set up filling stations and operate out of a Fire FOB (Forward Operating Base) until reinforcements can join up. Having highly trained crews flying fire missions is the name of the game. Rapid Insertion and Direct Attack, take the fight to the fire…” Not in service yet, but still impressive idea.

The comprehensive Aircraft Rescue and Firefighting Truck market report covers various important market-related aspects, including market size estimations, best practices for companies and markets, entry-level strategies, market dynamics, positioning, segmentations, competitive landscaping and benchmarking, opportunity analysis, economic forecasting, industry-specific technology solutions, roadmap analysis, and in-depth benchmarking of vendor offerings. The report’s excellent practice models and research methods uncover the best opportunities for success in the market, saving valuable time and adding credibility to the work.

So far now there are 14 146/RJs in service in the US with Canadian-headquartered Conair and Neptune Aviation – with more aircraft reportedly being converted by another operator Air Spray. As well as firefighting missions in the US, 146 water-bombers have flown firefighting missions in Chile and most recently Australia – where Conair water-bombers have joined over 60 fixed-wing and 45 rotary-wing aerial firefighting aircraft in an effort to stem the extreme wildfires.

The C-130 is the Dame Judi Dench of aviation: much-loved and able to excel in every role it’s given. That the C-130 Hercules’ origins as a tactical transport able to operate in austere conditions give it the benign low-altitude slow-speed performance required for ‘low down and dirty’ firefighting.

The Hatfield BAE 146 was actually designed and could have been produced since 1970. Stupid British Airline and govt stopped it. 4 bog standard cheap engines were better than 2 expensive untried engines. Imagine how many would have been built if started 10+ years earlier when Hatfield wanted.

Conclusion:The Aircraft Rescue and Firefighting Truck Market research report’s estimations and estimates examine the impact of different political, social, and economic factors, as well as current market conditions, on market growth. All of this important information will assist the reader in better understanding the market.

Stephen Caulfield cleans limousines around the corner from what was once the Avro Canada plant. He appreciates writing, art, aeroplanes and the tragic nature of modernity in pretty much equal parts these days. His blog is www.suburban-poverty.com

“Massive maintenance oversights meant fixed-wing firefighting was stopped for a while until proper standards were put in place and that’s when most of the WWII stuff got sidelined, which is sort-of-good because otherwise those wankers would have crashed them all, but sort of bad because it was kind of exciting. Nonetheless 38(!) aircrew were killed between 2003 and 2012 (which is after standards were tightened), or 5% of active crews. Anyway, the upside of that is historically they converted anything they could get their hands on and there were some pretty ‘unconventional’ choices. I maintain that the sexiest of all the air tankers was the Tigercat. Pretty dangerous though – three crashed in 1973 alone, for example.”

One of Erickson’s important customers is the Korean Forest Service, which is acquiring a fleet of eight Erickson-built S-64Es. As part of Erickson’s continuing development of the type, the latest build standard includes firefighting tanks, sea snorkel, foam cannon, glass cockpit, composite main rotor blades and full night-vision compatibility.

Feb 22, 2023 (Concur Wire via Comtex) -- United States – The large-scale market research conducted for this Aircraft Rescue and Firefighting Truck market report assists clients in predicting investments in emerging markets, expanding market share, or launching new products successfully. The report simplifies multifarious market insights using well-established tools and techniques, and presents data using graphs and charts for better understanding. State-of-the-art technology and integrated approaches were employed to ensure the best results for this Aircraft Rescue and Firefighting Truck market report. The Aircraft Rescue and Firefighting Truck Market report identifies and analyzes emerging trends, major drivers, restraints, challenges, and opportunities in this industry.

Designed as a tough-as-hell crop-spraying aircraft, the Air Tractor took on the role of firefighting with aplomb. In addition to the 820 US gallon standard fuselage-mounted retardant tank, the Fire Boss can have optional 35 US gallons foam tanks when fitted with floats. When equipped with amphibious floats, the AT-802F becomes the Fire Boss Scooper Air Tanker, able to land on and scoop water from lakes, rivers or reservoirs. From a local water source, then Fire Boss can deliver up to 14,000 gallons per hour for “extended attack or ground support”, according to Air Tractor, noting that “an unimproved runway or water-side ramp and fuel are all it needs to be a highly cost-effective forward attack air tanker”. The Fire Boss can be considered the A-10 of the firefighting world: cheap to operate, able to withstand extremely dangerous conditions and return again and again right where the enemy doesn’t want it.

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Aircraft Spoilers

Aircraft Spoilers - The next stop for the spoiler is one of two CNC machines, supplied by CMS (Zogno, Italy), where the outside profile of the spoiler is trimmed and holes are drilled for assembly. Boyd notes that the trim operation and hold-drilling performed here varies by spoiler type, and like everywhere else along this production line, machine operation is guided by the MES.

Aircraft wings are a feat of modern engineering. Without them, flight simply couldn’t take place. There are actually many parts to a wing. Different aircraft have different shapes and styles of the wing, but the general principle is the same. Today we will talk you through parts of a wing and give a detailed explanation of some technical terms too!

Aircraft Spoilers

Spirit worked quickly to turn the Airbus spoiler design into a manufacturing demonstrator that, ultimately, would successfully prove the concept. With a demonstrator in hand, what followed then was not only development of a high-rate, high-efficiency RTM process, but of a composites manufacturing concept that is emblematic of Spirit’s solutions-focused approach in particular, and commercial aerospace’s path forward in general.

Into The Press Demolding

Step 9. After the top half of the spoiler mold is secured to the bottom half, the entire tool is transferred to one of seven Coexpair RTM presses that Spirit has installed. The resin injected is Hexcel’s RTM6 single-component epoxy. Source | CW

A fully assembled mold is now ready for the RTM process. Through the MES the mold is transferred along a metallic conveyor out of the cleanroom, through a red retractable door, and toward the RTM presses. The conveyor system is designed such that the MES can decide which mold will go to which press, and then automatically route it there. Inside a large, fenced enclosure, Spirit has installed seven RTM presses, supplied by Coexpair (Namur, Belgium). Next to each press is a resin pump system, also supplied by Coexpair. The mold travels along the conveyor and directly into the open press.

Fabrication of an A320 spoiler starts in a 1000-square-meter, Class 9 cleanroom that, at full rate, will be staffed each shift with six operators managing four processes: cutting, kitting, preforming and preform assembly. Operators are primarily responsible for moving material from one station to the next, and for assembly of preforms into the mold.

If you have ever sat over a wing during a flight, you’ll have noticed a fair amount of movement of different panels and parts of the wing. Each of these moving parts has a name and performs a specific function. They are called flight control surfaces.

Hands-Free Cutting Kitting Preforming

Ailerons move up and down to change the chord line at the end of each wing. When the cord line is altered, this changes the airflow going over the wing. When an aileron is up, its corresponding wing is pulled down.

However difficult the short-term outlook is and might be for the aerospace industry, the almost 8 billion people who call Earth home will not remain grounded forever, which means commercial air travel will return. Which means that the dynamics and forces governing the aerospace supply chain will return in some form or another. Estimates, as of this writing in mid-May, suggest a 3-5-year recovery for passenger air travel, with demand for single-aisle aircraft leading twin-aisle aircraft design.

Taylor Boyd, R&D manager in Prestwick, led the team that spent the last three years on Spirit’s effort to turn the company’s RTM manufacturing concept into reality. It became his team’s job to acquire, develop and assemble all of the hardware, software and operators who would work in concert to convert raw material on the front end to fully assembled, tested and painted spoilers on the back end. Boyd says the effort was demanding but rewarding, and a departure from the norm for the Prestwick facility — particularly the integration of automation.

The term speed brake is used interchangeably by some with spoilers, but they are different devices. A brake is a device used to add parasite drag–it doesn’t affect the lift made by the wing very much.

Flight Control Surfaces

The mold leaves the RTM press on the same conveyor on which it was delivered, but now is routed by the MES to the next enclosure, where mold lid separation is performed and the spoiler continues to cool to room temperature. Next stop is the demolding area, where the now cooled spoiler is removed from the mold and mandrels are separated. Molds are prepared for cleaning; mandrels are loaded onto one of several turntables that stores each mandrel vertically. Boyd says these were designed to allow operators to easily access each mandrel in a configuration that maximizes storage efficiency.

When the pilot activates the spoilers, the plates flip up into the air stream. The flow over the wing is disturbed by the spoiler, the drag of the wing is increased, and the lift is decreased. Spoilers can be used to "dump" lift and make the airplane descend; or they can be used to slow the airplane down as it prepares to land. When the airplane lands on the runway, the pilot usually brings up the spoilers to kill the lift, keep the plane on the ground, and make the brakes work more efficiently. The friction force between the tires and the runway depends on the "normal" force, which is the weight minus the lift. The lower the lift, the better the brakes work. The additional drag of the spoilers also slows the plane down.

What the Right Honourable Sturgeon and few people in attendance at that ribbon-cutting could anticipate was the tumult and chaos about to be visited upon the global economy by the coronavirus pandemic. Indeed, on that Feb. 28, the commercial aerospace industry was still a few weeks away from a nearly total collapse in passenger air travel, and the attendant plunge in demand for new aircraft that would follow — not to mention aircraft already in service.

Indeed, at full rate production, this line will produce primary aerospace structures at a pace — with quality and consistency — heretofore unseen in aerocomposites manufacturing. At a rate of 65 shipsets per month, which would include Airbus’s new A321XLR, the Spirit line will produce almost 6,500 spoilers a year. At a theoretical rate of 100 shipsets per month, that number jumps to 10,000.

The Future The Elephant In The Room

The wing spar is crucial to the structural integrity of the wing. You normally won’t see the spar, as it forms the internal ‘backbone’ of an airplane wing. They are usually extremely strong, and in some cases, are designed to flex to allow for a smoother ride in turbulence.

On the figure, the airplane's right wing spoiler is deployed, while the left wing spoiler is stored flat against the wing surface (as viewed from the rear of the airplane). The flow over the right wing will be disturbed by the spoiler, the drag of this wing will be increased, and the lift will decrease relative to the left wing. The lift force (F) is applied at the center of pressure of the segment of the wing containing the spoiler. This location is some distance (L) from the aircraft center of gravity which creates a torque

Moreover, this is a product and manufacturing line that is destined to live on beyond the A320 and beyond the spoiler structure itself. Airbus’ Latto, at that Feb. 28 ceremony, said that Airbus’s and Spirit’s work re-imagining and industrializing the A320 spoiler has given the product new life: “We have future-proofed this spoiler to give us flexibility for its use in other future programs.” Airbus’ Smith notes that the work to industrialize and automate the RTM spoiler is the first of many key steps to come. “The spoiler offers a relatively simple structure to prove the concepts and benefits for more complex and demanding structures, such as re-thinking of wing tips devices, wing skins and high-curvature fairings. In a high-rate, low-cost environment — in aerospace terms — the more integration and modular assemblies we can do, the better.”

Once Airbus made the decision to update the spoilers, conducted the trade studies and subsequent materials and process (M&P) development, it then needed a partner to develop the manufacturing processes to fabricate them. For this Airbus, in mid-2017, turned to one of its longtime suppliers, Spirit AeroSystems (Wichita, Kan., U.S.). More specifically, it turned to Spirit AeroSystems (Europe), the company’s R&D and manufacturing campus in Prestwick, U.K., located on the western coast of Scotland about 75 miles southwest of Edinburgh. The sprawling Prestwick campus, adjacent to the Glasgow Prestwick Airport, was founded in 1935 as Scottish Aviation Ltd., and later became BAE Systems Aerostructures. Spirit then acquired the facilities in 2006.

Enter Spirit Aerosystems

You can download your own copy of this simulator for use off line. The program is provided as Spoilrol.zip. You must save this file on your hard drive and "Extract" the necessary files from Spoilrol.zip. Click on "Rolsview.html" to launch your browser and load the program.

Imagine designing an airliner that needs to operate over a wide variety of airspeeds safely. The plane will need to handle well during departures and approaches, flying somewhere around 150 knots. It will also need to fly well when operating at altitude at over 500 knots. The flight controls are going to need to change a little for the different operating envelopes.

Step 8. An operator stands at a workbench before the lower half of an A320 spoiler RTM mold, prior to lower skin, spars and upper skin preform loading. Each spoiler variation has three aluminum molds. Source | CW

Boyd says preform assembly and mold loading represents the most labor-intensive step in a spoiler manufacturing line that uses remarkably little labor at all. Here, operators collect upper skin, lower skin and spar preforms sent from the warehouse by the MES and deliver them to one of two assembly stations. Each station consists of a metallic table, arrayed with fixtures and clamps. On this table and into the fixtures operators place a series of black aluminum mandrels that, when assembled together, will hold and position spar preforms inside the spoiler. Once the mandrels are assembled, they are then transferred to a mandrel cassette, a red metallic frame that holds the mandrels in their assembled configuration, but presents them on edge. This allows the operator to easily and quickly install preforms and adjust their position on each mandrel.

How Do Airplane Spoilers Work?

You can download your own copy of this simulator for use off line. The program is provided as Spoil.zip. You must save this file on your hard drive and "Extract" the necessary files from Spoil.zip. Click on "Spoilview.html" to launch your browser and load the program.

On the other hand, a spoiler is designed to stall a specific part of the wing, thereby significantly reducing the lift it makes. It adds drag too, but it primarily dumps lift. Since it does disrupt lift and create drag, a normal spoiler might be considered both a lift spoiler and a drag-producing brake.

The MES is a product of ThyssenKrupp (Essen, Germany), the systems integrator that provided some of the manufacturing hardware and material handling equipment Spirit uses. Boyd says the software is off-the-shelf from ThyssenKrupp, but it’s been customized for the spoiler production line to provide Industry 4.0 capability. The MES was written not just to track material status and manufacturing progress throughout the plant, but to guide and prompt operator activity through every step — when to move material from point to point, when to load machines, when to unload machines, etc. “We don’t want an operator to make a move here unless the MES says to make a move,” Boyd notes. Moreover, he says, MES provides full data traceability, which allows Spirit to capture and see full M&P information, from the raw material as it comes in the door to the finished spoiler as it goes out the door.

Spoilers are devices on the wing that “spoil,” or reduce, the lift being made. They can be used in several ways, both in flight and on the ground. Flight spoilers add drag to help slow the plane down during flight, and ground spoilers are used during landing to help stop the plane.

What Are Slats?

Slats are also high lift devices. But, unlike flaps, they are located on the leading edge of the aircraft wing. Like flaps, slats move symmetrically and allow the aircraft to fly slower. Not all aircraft have slats, and you’ll usually find them on larger commercial aircraft.

Ground spoilers solve this problem by disrupting the wing’s lift so severely that the weight is transferred quickly to the wheels and brakes. They work in concert with the plane’s wheel brakes and engine thrust reversers to stop the plane.

Aleks is a Boldmethod co-founder and technical director. He's worked in safety and operations in the airline industry, and was a flight instructor and course manager for the University of North Dakota. You can reach him at aleks@boldmethod.com.

From a Spirit AeroSystems perspective, the spoiler production line demonstrates not just the cost-effectiveness of new technology, but how composites can be matured and leveraged for application in next-generation aircraft. And the Prestwick campus in particular is banking on out-of-autoclave (OOA) M&P as a significant competitive advantage in the aerocomposites supply chain. “This program is clearly a significant milestone in our out-of-autoclave journey,” Spirit’s Sean Black says. “But it was enabled by several things that are critical to the company going forward: automation, software, support from academia and government support.”

Alex Udris

Once Spirit was selected as the manufacturing partner, Black says, “Spirit embarked on the journey of full process optimization of the RTM spoiler design.” This included another trade study and, ultimately, design optimization. The design and manufacturing factors to be considered for the spoiler are considerable: Large mechanical loads, cantilevered structure, drop-in replacement, dimensional conformance, cost-effectiveness, high-rate manufacture, sustainability. Spirit took six months and conducted its own trade study, evaluating metal and composite options, including a variety of composites manufacturing processes — in and out of autoclave. “This project had high visibility and focus within the Airbus system,” Pinner notes. “We took a focused, end-to-end, design-to-cost approach.”

Ian Latto, project leader spoilers for Airbus at the company’s Bristol, U.K., location, says the spoilers on the A320 are one of the few wing components that had not needed to be redesigned since the plane’s 1987 debut. However, as Airbus considered higher build rates for the A320 family, a redesign of the spoilers was necessary to realize the cost and rate capabilities of new tech- nologies. Further, as Airbus looked to the future, it knew it had to migrate spoiler manufacture away from hand layup and toward “a highly automated, low-variation, high-quality manufacturing process,” says Latto.

Flaps often have several different settings. These settings can be altered based on the phase of flight and desired flight characteristics. The larger stages of flap, often called ‘drag flap,’ are used to slow the aircraft down to final approach speed.

Back on the tables, as plies are cut, the ABB robot places them on a stacking station at the end of the row of tables. Here, a video camera performs a quick inspection of each ply. The plies are then sorted and kitted according to their end use — skins, spars, ribs — and then spot welded together, activating a binder in the NCF. Complete kits are next moved by the ABB robot to a stacking plate, which is, basically, a steel tray. On this tray is a QR code that specifies the type of kit it holds, whether upper skin, lower skin, spar or rib. The QR code is scanned by the robot, which logs the kit with a manufacturing execution system (MES), the software that drives the entire spoiler production line

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Aircraft Propeller

Aircraft Propeller - The drawings and specifications, and a listing of those drawings and specifications. They are necessary to define the configuration and the design feature of the product shown to comply with the applicable type certification basis and environmental protection requirements.

Exposition. The organization must supply a Production Organization Exposition (POE) (Part 21A.143), a document similar to the DOA Handbook we have previously mentioned. The document provides a general description of the organization and its scope of work, titles, and names of managers with their duties and responsibilities, a list of certifying staff, a description of the Quality System, inherent procedures, and so on.

Aircraft Propeller

As the name suggests, the blade pitch or angle of a controllable-pitch propeller can be changed during flight while the aircraft propeller is still running. This means that the blade angle of the propeller can be changed to meet flight conditions.

Type Certificate Tc

This scenario is remedied by installing a counter-rotating8 engine/propeller combination (see Figure 15-20). "This provides balanced thrust during T-O and climb and eliminates the 'critical engine' factor in single-engine flight." [7] The primary drawback is that it is more expensive to produce, as logistically it must feature two engines and propellers that are dissimilar because they rotate in the opposite direction.

An operation of such an aircraft results in greater expenses as engine parts are not interchangeable. This can pose a peculiar situation to an operator, who might have parts for the left engine on hand, while none are in stock for a failed right engine.

Such scenarios should not be overlooked when selecting an engine configuration as this could severely impact the finances of an operator. Instead, the designer should size the control system and surfaces to handle the critical engine.

We manufacture a complete line of aviation propellers. These include fixed pitch wood propellers for antique, light sport and experimental aircraft. Aluminum propellers for general aviation aircraft such as Cessna and Piper along with experimental aircraft such as Van's RV and Glassairs.

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Composite ground adjustable propellers for light sport aircraft using Rotax, Jabiru, Continental and Lycoming engines. Banking towards the functional engine establishes a turning tendency that reduces the need for rudder deflection. Increasing banking may even eliminate the need for rudder input, but usually at the cost of an already impaired performance.

There is a limit to how much banking is practical. Too large and the rate-of-climb suffers. It may prevent the aircraft from maintaining altitude. As a rule of thumb, to achieve the maximum rate-of-climb in the OEI configuration (VYSE) a bank angle of 2° is recommended if the noncritical engine fails, and 3° if the critical engine fails.

A bank angle in excess of 5° results in rate-of-descent (loss of altitude) for underpowered twins. Once the manufacturer of a civilian (i.e. non-military) aircraft, engine, or propeller has demonstrated that their product meets or exceeds the current airworthiness standards set by its regulatory agency, it is awarded a TC by publishing a type certificate data sheet (TCDS

). The TCDS is a document that contains important information about operating limitations, applicable regulations, and other restrictions. This means the aircraft is now "officially defined" by the TC. TCDS for all civilian aircraft can be viewed on the FAA website [13].

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Secure .gov websites use HTTPS A lock (LockA locked padlock) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. Normalization of thrust and power: Since engine thrust or power depends on altitude, a proper comparison requires a transfer of all altitude characteristics to S-L.

This can be accomplished for piston-engine power using the Gagg-Ferrar model, presented in Equation (7-16). For gas turbines the method of Mattingly et al., presented in Section 7.2, The properties of selected engine types, can be used.

Alternatively, if the airplane is powered with a gas turbine, the designer may have access to an "engine deck" which is software written by the engine manufacturer that allows the thrust (or SHP) at a given altitude, airspeed, and other operational parameters

to be extracted. Using such software, the designer should make sure the engine can generate the required thrust or SHP in the corresponding conditions. The device that converts rotational energy generated by the engine or any other mechanical source into propulsive force is called a propeller.

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Propellers are an essential part of the aircraft as without them an airplane cannot fly. Latches lock the aircraft's propeller in the low blade angle as it slows down at engine shutdown. Latches can be external or internal and are located inside the propeller hub.

Centrifugal force holds the latches off their seat during a normal flight to ensure that they don't stop the blades from feathering. Under procedures agreed with its competent authority for production, for an aircraft it has produced and when the production organization itself is controlling under its POA the configuration of the aircraft and is attesting conformity with the design conditions approved for the flight, issue a permit to fly

in accordance with 21A.711(c) including approval of the flight conditions in accordance with 21A.710(b).7 General remarks. We can make the same considerations for POA that we made for DOA in Chapter 5. Also, in POA, there is a true leap of quality, leading to a condition of self-control for the organization, with advantages for safety and authority efficiency.

Figure 15-18. Asymmetric disc loading on a twin-engine aircraft in cruise (left) and in case of an engine failure (right). The rudder must be trimmed at a significantly higher deflection than for the normal operation, in addition to the recommended practice of "banking into the good engine" (see Figure 15-19 and text).

Fixed-Pitch

As previously mentioned in describing AC 21-23B, the TC validation is a rather complex process, sometimes more difficult than the original type certification itself. Of course, the process can be simplified when two authorities have acquired sufficient experience as regards importing/exporting, but above all if the personnel are well aware of the philosophy of bilateral agreements.

A case in point is the constraint diagrams seen in Figure 3-2 and Figure 3-3 for Example 3-1, developed in conjunction with the constraint curves superimposed on the design space. The fact is that some are plotted at S-L conditions, while others represent higher altitudes.

Consider the curve representing the service ceiling in Figure 3-3. At W/S = 30 lbf/ft² this requirement calls for approximately 160 BHP at 20000 ft. The point is that, using the Gagg and Ferrar model, this means the engine must be capable of producing at least 340 BHP at S-L at that wing loading.

Therefore, we say that the higher horsepower number (340 BHP) has been normalized to S-L conditions. Note that Figure 3-4 shows all the requirements presented in the example normalized in this fashion. A manager accountable to the authority.

Certification Basis

He or she should be responsible for the organization's activities on these matters and has the corporate authority for ensuring that all production work is carried out to the required standards. The authority may be delegated in writing to another manager of the organization.

The holder or licensee of a U.S. type certificate for that product furnishes with each such aircraft engine or propeller imported into the United States, an export airworthiness approval issued in accordance with the provisions of that agreement certifying that the individual aircraft engine or propeller:

With reference to the AC 21-23B, we will quote as a matter of clarity some points relating to the FAA's technical involvement in the validation of imported (in the United States) products and inherent changes. This involvement, of which it is important to be aware because it is also related to European exports to the United States, consists of the following:

To establish the US type certification basis and the means of compliance for the product under application by determining the US airworthiness and environmental standards that would be applied to a similar product if it were to be produced in the United States.

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When the engine rpm decreases below the specific value of the governor (for which the governor is set), then the governor causes the pitch-changing mechanism of the propeller to decrease the angle of the blade. This decreases the load on the engine thereby increasing the rpm.

In this manner, the governor tends to keep rpm constant. These propellers are designed to provide the best efficiency at forwarding speeds. They fit a specific set of conditions of both engine and airplane speed. Any change in those conditions reduces both the propeller and engine efficiency.

Fixed-pitch propellers are used on airplanes of low speed, power, altitude, or range. The pitch-changing mechanism of a constant-speed propeller uses a piston and cylinder arrangement and is operated hydraulically using oil pressure. Either cylinder will move over a piston or the piston will move in a stationary cylinder.

The piston's linear motion is converted into rotary motion by different kinds of mechanical linkages to change the propeller's blade angle. Gears may be used for the mechanical connection - the pitch-changing mechanism responsible for turning each blade's butt.

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A bearing is mounted on each blade that allows them to rotate to change the blade angle. The effect of loss of engine power on the performance of a small generic twin is illustrated in Figure 15-21.

The figure shows that in normal operation, the aircraft climbs 1396 fpm at S-L and offers a maximum speed of 170 KCAS. Losing an engine drops this to 232 fpm and 118 KCAS, respectively. The analysis assumes a drag increase associated with maintaining a straight heading with OEI by adding 50 drag-counts (ΔCD OEI) to the original CDmin.

This assumes the airplane being flown cross-controlled in a yawed configuration. It is disconcerting that the low rate-of-climb limits room for mistakes. An inexperienced or frantic pilot may easily maneuver the airplane off the peak conditions, causing it to lose altitude.

The Competent Authority requires the POE to be an accurate definition and description of the production organization. The document does not require approval in itself, but it will be considered as such by virtue of the approval of the organization.

The aim is to have the organization able to produce, in conformity with the applicable design, products, parts, and appliances in condition for safe operation. 4 To ensure the above, the Quality Assurance Function has to perform planned, continuing, and systematic evaluations

or audits of factors that affect the conformity and safe operation. For example, if the speed of the engine increases, an overspeed condition will occur and the propeller will need to slow down. The governor automatically increases the propeller's blade angle until the desired rpm has been established.

Good constant-speed propellers respond to small variations to ensure that a constant engine rpm is maintained throughout the flight. The Quality System must include an Independent Quality Assurance Function to monitor compliance with, and adequacy of, the documented procedures of the Quality System.

"Independent" is related to the lines of reporting, authority, and access within the organization, and assumes an ability to work without technical reliance on the monitored functions. Constant-speed propellers speed up when the airplane dives and slows down when it climbs due to the changing load on the engine.

To ensure that the propeller provides an efficient flight, the pilot tries to keep the speed as constant as possible. The mechanism that allows a constant-speed propeller to work is known as propeller governor. A propeller governor senses the aircraft engine's speed and changes the blade angle of the propeller to maintain a specific rpm regardless of the aircraft's operational conditions.

Wooden fixed propellers or wooden propellers are hardly found in today's aircraft, but they were widely used before the introduction of metal propellers. These propellers were built layer by layer with specially prepared wood. Black walnut wood, sugar maple wood, yellow birch wood, and black cherry wood were most commonly used in the making of these now vintage wooden propellers.

The FAA may issue a type certificate for a product that is manufactured in a foreign country or jurisdiction with which the United States has an agreement for the acceptance of these products for export and import and that is to be imported into the United States if:

The applicant shall justify (21.A.131) that an approval under Subpart G is appropriate for the purpose of showing conformity with a specific design (approved or to be approved); and have ensured satisfactory coordination between production and design through an appropriate arrangement with the holder or applicant of an approval of that specific design.

One of the problems encountered at this stage of the design is that the geometry of the airplane is largely unknown. For that reason, one does not know important parameters such as CDmin, CDTO, CLTO, and k.

To resolve this issue, the designer must look at existing aircraft in the same class as the one being designed and try to estimate them. Table 3-1 is intended to give the designer a range of typical values, instead of such a study.

Also, consider Table 15-18, which lists CDmin for a number of selected aircraft. The first metal propellers were used in the aircraft for military operations during 1940. These propellers were made using incredibly strong and durable aluminum alloy.

The metal material used in the making of these propellers was treated to enhance its properties and make it less prone to warping from damage due to heat or cold. Today, it is hard to find an aircraft propeller made of anything but metal.

Where standard parts, materials, processes or services are included in the applicable design data (see guidance on applicable design data in GM 21.A.131) their standards should be controlled by the POA holder in a manner which is satisfactory for the final use

of the item on the product, part or appliance.

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Aircraft Rentals

Aircraft Rentals - Overnight cross countries are allowed but are limited to a maximum of 3 days and 2 nights. All flight plans are reviewed and approved by Chandler Air Service before departure and pilots are required to check in at each overnight location.

Chandler Air Service has a variety of different aircraft available for rent. We will try to keep you in the same aircraft you have requested, however it is most likely that you will need to get checked out and fly in more than one aircraft while you are here.

Aircraft Rentals

Regular rental rates and instruction rates apply to all check-out flights. Almost all aircraft are equipped with Garmin GPS, 2 or 4 place intercoms, and a standard instrument panel. In order to rent aircraft at Chandler Air Service you must have a U.S.

Private Pilot certificate with a single engine land rating. To obtain a U.S. Pilot certificate issued and based on a current and valid foreign pilot certificate and medical you must start the application process before you come to the United States.

Converting your license requires a letter of authenticity (allow 6-8 weeks for processing). Chandler Air Service has a standard procedure for checking out pilots to rent for the purpose of time building. The result of this procedure is to prepare the pilot to confidently and safely build the desired flight time as well as meet the requirements of the US Flight Review, Chandler Air Service rental requirements, and mountain flying training.

Only Chandler Air Service instructors can instruct in our aircraft and as a result you cannot give or receive instruction for foreign pilots while renting these airplanes. It is OK when maintaining instrument proficiency to take a safety pilot but we need to be advised of your intention.

Please review our payment policies. Chandler Air Service requires a deposit for flight training programs that will be applied to your training upon your arrival. A deposit on the account is required prior to setting the schedule and to reserve your selected dates.

This deposit can be by any of the payment means accepted and add-on discounts apply. All deposits will be applied to the pilot's flight account and can be used upon arrival. This overview is designed to help prepare you for the time building process and provide the information necessary to make your decision.

We want to help make it as easy as possible and help you along the way to accomplish your time building goals. With a little more research, you will be ready to select your dates, give a deposit, and start flying!

We look forward to helping you with your time building needs! Customers are responsible for making their own transportation arrangements. Taxi cab or Super Shuttle Company transportation to or from the Phoenix airport will cost an average of $40 per trip.

Rental car reservations can be picked up at the Phoenix airport upon arrival or made later at the local Chandler locations. Most rental car companies require you to be 25 years old to rent. Ride share companies like Uber and Lyft have become increasingly popular in the local area.

Due to the distance between Chandler Airport and local hotels, shopping, and area attractions, some form of transportation is necessary. There is no reasonable form of public transportation in the area, however Chandler Air Service offers bicycles for customers to rent for $15 per week.

Chandler Air Service has had the privilege and opportunity to provide aircraft rental for the purpose of time building to pilots from all over the world. We have numerous pilots come every year to build flight time and we are happy to be able to provide this service.

Coming to Chandler to do your time building is a big decision and there is a lot of information to provide, we have put together this overview to cover all the major aspects and help prepare you for a safe fun flying experience.

Note: Add-on percentages do NOT apply to payments made by credit card. Add on will NOT be given if your account has a negative balance. In the event of a refund, no portion of the add-on is refunded.

SkyWarrior makes its diverse fleet available for current pilots who wish to rent aircraft. If you would like to rent our airplanes, please call our main office to schedule an aircraft rental checkout with one of our instructors.

All SkyWarrior aircraft are available for local rentals (take off and land at Pensacola International Airport), Pilots who wish to rent for cross country travel must be checked out in the appropriate aircraft, due to our rigorous training schedule, only some of our aircraft are

available for day or overnight cross countries. This check out usually consists of 6 dual flight hours and 4 ground hours. This is based on individual skill and may require more or less flight and ground instruction time depending on experience, total time and if you have ever flown in the US.

We place a large emphasis on cross country preparation and mountain training to prepare you for your time building. All prices are based on the dual hourly rate of the selected aircraft and instructor rate. Check current rental rates

Upon your arrival and during the initial check-out period it will also be necessary to go to the FAA Flight Standards District Office (FSDO) in Scottsdale, Arizona to get your US Pilot certificate issued based on your foreign license (if you do not already

have a US pilot license). You should schedule the appointment before your arrival and inform Chandler Air Service of the date and time of your appointment so we can schedule around your check-out flights. The checkout process does not always have to be completed in the first few days.

First and most important we prepare you to safely navigate and fly in the local area and for shorter trips before the mountain training takes place. We always recommend at least one day to adjust after your arrival to Chandler before flying.

This allows for delays in arrival, jet lag, and getting adjusted to your accommodations. For the most part Time Building in our aircraft follows the same requirements as listed above. Typically time building in the aircraft involves a crew of two both of whom are logging Pilot In Command Time, usually as part of our Rotor Transition Program or Student Time Building for the Commercial Certificate flight time requirements.

With serious time builders and students we will consider a much wider distance than that of the local practice areas. Chandler Air Service wants you to have a safe experience building the flight time you need as well as visiting some of the most diverse places in the southwest United States.

This overview will give you the information you need to start the process and prepare you for your visit. We have been helping pilots with their time building needs year after year and are happy to be able to provide this service.

All flights local and cross country will be reviewed and approved by Chandler Air Service prior to departure. Chandler Air Service has the right to deny any flight due to safety, weather, or any other outstanding circumstances.

Once checked out there is an uncountable number of airports both local and cross country to fly to. With a little flight planning you will be able to fly to a different airport every day and see some of the most diverse terrain in the southern US.

Chandler Air Service provides 100LL aviation fuel and oil for all our rental aircraft and it is included in the aircraft rental rate for no additional charge. All aircraft are kept fueled to the tabs and will be topped off at the pilot's request before any cross country flights.

Chandler Air Service will reimburse for fuel and oil purchased at other airports at the Chandler Air Service company rate (not retail). The pilot is responsible for buying the fuel, the difference in fuel cost, and the credit will be applied to the pilots Chandler Air Service flight account upon return and receipt.

Chandler Air Service has minimum fuel requirements and fuel must be purchased on longer flights away from Chandler Airport. We have a full maintenance facility on site and our aircraft undergo regular scheduled maintenance. In the event that the aircraft you are scheduled in needs maintenance for any reason we will work with you to get checked out in a different aircraft so you can continue with your time building as efficiently as possible.

Likewise, if any maintenance issues should arise, we will do our part to take care of them as quickly as possible. Since a large majority of Arizona airports are located in mountainous terrain, Chandler Air Service requires a mountain training checkout.

This is combined with our initial checkout and must be done in order to fly in to any high elevation airports. Any previous mountain training will be reviewed by Chandler Air Service before waiving the check-out.

Once you arrive at Chandler Air Service payment must be made at the completion of each lesson. Customers who choose electronic transfer should be made aware that during the transaction waiting time Chandler Air Service will not extend any credit.

Please make your arrangements before arrival or pay as you go. Flying at night requires a separate night check-out and only if there is no restriction on your foreign pilot certificate. Pilots who do not already hold a night rating can only fly dual with a Chandler Air Service instructor at night.

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Aircraft Sprice

Aircraft Sprice - With the advent of World War II, spruce became even more popular. Manufacturers used the material in the construction of a large number of aircraft. Wooden spars were fabricated from spruce in many airplanes along with ribs and other structural parts. Because of the high demand for both aircraft production and for spruce to be used as a major material in manufacturing parts, forests of this popular wood were rapidly depleted. The use of Sitka Spruce was carried into post-war construction in many aircraft. The maintenance and restoration process of existing aircraft required a large supply of wood. Wood was a popular choice for aircraft construction because of its advantageous strength to weight ratio, workability, abundance, and low cost. The largest plane ever constructed - the Spruce Goose - is largely comprised of spruce. During this time in aviation history spruce was cheaper than aluminum or steel.

With six engines, the Scaled Composites Model 351 Stratolaunch is a double fuselage unit and has the largest wingspan of any aircraft in history, measuring 117 m (384 ft). Like the Spruce Goose, the program has also been met with several challenges. More recently, a test flight was abandoned after unexpected results.

Aircraft Sprice

The aircraft would hold the wingspan record until the recent history when the double-Boeing 747 fuselage Stratolaunch took to the skies - channeling the inner spirit of the Spruce Goose. Moreover, When it comes to everyday aviation, the An-225 ruled when it came to size until it was destroyed this year following the invasion of Ukraine.

Why Did It Only Fly Once?

The use of Sitka spruce is certainly not limited to aircraft construction. As a matter of fact, the aircraft industry uses a very small percentage of the total spruce that is milled. The majority of spruce harvested is used for ladders, house construction, masts of sailboats, barrels, cabinets, sounding boards for organs and pianos, and other uses. The building and restoration of sport aircraft is a very insignificant market for the wood industry. To further complicate the issue, several forests of spruce are protected from cutting by environmental issues such as preserving the spotted owl.

The sale of spruce is a nightmare for a supply company. The price they pay for shipments of spruce is very high. In addition, they have high costs in preparing the wood for shipment. The wood is very easily damaged when working with it or storing it. And finally, at least 40% of the wood they receive cannot be used for spar material. That means they must either cut the wood into smaller pieces to be sold as capstrips and longerons or burn them in their fireplace. Cutting the wood into smaller pieces is labor intensive. Even with the high price you will pay for a spruce spar the aircraft company is not making money. I was in that business for over 17 years and can personally attest to that fact.

Inspecting Wood For Aircraft Use If I cannot obtain spruce or any other wood that is certified for use on aircraft how do I know I have the correct quality? The answer is you don’t. You must find someone familiar with inspecting wood or learn more about it yourself. Now, there is certainly a difference between production aircraft and experimental aircraft concerning legalities. There is, however, no difference in concerns for high quality.

In the next issue I will outline the proper procedure for identifying and inspecting wood for use in aircraft. This will help you familiarize yourself enough with the major defects to be able to identify them and know that the wood you are using is safe. I will be quoting largely from Mil-Spec-6073, a document that can be purchased through Aircraft Spruce & Specialty. The Forest Products Laboratory also has a wealth of information concerning wood in general. They have been very helpful to the EAA and to custom builders in general. Aviation Information Services (infoserv@eaa.org) at EAA Headquarters also has a lot of good information regarding aircraft wood.

Why Was It Built?

Alas, the aircraft would take so long to design and build (thanks to Howard Hughes’ perfectionism) that Kaiser would abandon the project. Hughes would continue the project in his absence and rename it the H-4 Hercules. The military downscaled the project at the end of the war and reduced the program to a single prototype.

Western hemlock has been used in the construction of aircraft for a number of years. The popular Pietenpol airplane used Western hemlock in constructing spars for a number of years. The strength properties slightly exceed spruce and the wood may be used as a direct substitute for spruce. FAA Advisory Circular 43-13 notes that it is less uniform in texture than spruce.

Nonetheless, From the Spruce Goose to the 747 Stratolaunch, these juggernauts will always turn heads when spotted. The H-4 Hercules may not have seen much action, but it's an example of the pioneering nature that is embedded in the aviation industry.

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Worlds Largest Wingspan

"The Hercules was a monumental undertaking. It is the largest aircraft ever built. It is over five stories tall with a wingspan longer than a football field. That's more than a city block. Now, I put the sweat of my life into this thing. I have my reputation all rolled up in it, and I have stated several times that if it's a failure, I'll probably leave this country and never come back. And I mean it." - Howard Hughes speaking to the Senate War Investigating Committee in 1947.

In this and subsequent articles, I will discuss the types of wood that can be used in aircraft construction, how to inspect the wood properly to ensure it is safe to use, tools needed for woodworking, plywood and glues, basics of aircraft woodworking, and how to inspect wood in a completed aircraft.

Alternatives to Spruce If Sitka spruce is so difficult to obtain why not find alternatives? A valid question and certainly a number of alternatives to spruce do exist. First of all, let’s look at what type of wood can be used to replace spruce within an aircraft structure. Understand that written information regarding the use of wood in aircraft is limited. The primary source of information for the builder may be obtained from FAA Advisory Circular 43-13, Government Bulletin ANC-19, and from a copy of Mil-Spec-6073. Advisory Circular 43-13 lists a number of different types of wood that may be used in an aircraft structure. Some of these are Douglas Fir, Noble Fir, Western Hemlock, White Pine, White Cedar, and Yellow Poplar. I will discuss the ones that are the most readily available - Douglas Fir, White Pine, and Western Hemlock.

Construction finished at the cost of $23 million ($306 million today) in 1947 (World War Two ended in 1945). On November 2nd, 1947, the plane underwent water taxi tests and, on the final test, took off for a brief 26 seconds for a mile (1.6 km) at an altitude of 70 feet (21 meters).

In 1942, the US Navy was losing ships to German U-boats in the Atlantic Ocean and needed a way to transport troops and supplies to Europe by air. Shipbuilder Henry J. Kaiser came up with the idea to work with the famous plane designer Howard Hughes to create the largest aircraft ever built.

Next week will mark 75 years since the Spruce Goose flew for the first and last time. During this period, the Spruce Goose plane had the biggest wingspan in the world, at 320 ft 11 in (97.82 m). It was a flying boat that had eight engines and weighed 400,000 lbs (181,436 kg). It would be able to carry more cargo than anything else ever conceived.

The dubbed HK-1 would be able to carry up to 150,000 pounds (68,000 kg) of materials, 750 troops, or two 30-ton M4 tanks. Different concepts were considered, including a double fuselage with up to eight engines. The plane would need to be built from wood and fabric rather than aluminum, as wartime rationing prevented the use of precious metals. Mind you, this wasn't any normal wood but a particular composite of plywood and resin made from Birchwood.

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Aircraft Propeller

Aircraft Propeller - The drawings and specifications, and a listing of those drawings and specifications. They are necessary to define the configuration and the design feature of the product shown to comply with the applicable type certification basis and environmental protection requirements.

Exposition. The organization must supply a Production Organization Exposition (POE) (Part 21A.143), a document similar to the DOA Handbook we have previously mentioned. The document provides a general description of the organization and its scope of work, titles, and names of managers with their duties and responsibilities, a list of certifying staff, a description of the Quality System, inherent procedures, and so on.

Aircraft Propeller

As the name suggests, the blade pitch or angle of a controllable-pitch propeller can be changed during flight while the aircraft propeller is still running. This means that the blade angle of the propeller can be changed to meet flight conditions.

Type Certificate Tc

This scenario is remedied by installing a counter-rotating8 engine/propeller combination (see Figure 15-20). "This provides balanced thrust during T-O and climb and eliminates the 'critical engine' factor in single-engine flight." [7] The primary drawback is that it is more expensive to produce, as logistically it must feature two engines and propellers that are dissimilar because they rotate in the opposite direction.

An operation of such an aircraft results in greater expenses as engine parts are not interchangeable. This can pose a peculiar situation to an operator, who might have parts for the left engine on hand, while none are in stock for a failed right engine.

Such scenarios should not be overlooked when selecting an engine configuration as this could severely impact the finances of an operator. Instead, the designer should size the control system and surfaces to handle the critical engine.

We manufacture a complete line of aviation propellers. These include fixed pitch wood propellers for antique, light sport and experimental aircraft. Aluminum propellers for general aviation aircraft such as Cessna and Piper along with experimental aircraft such as Van's RV and Glassairs.

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Composite ground adjustable propellers for light sport aircraft using Rotax, Jabiru, Continental and Lycoming engines. Banking towards the functional engine establishes a turning tendency that reduces the need for rudder deflection. Increasing banking may even eliminate the need for rudder input, but usually at the cost of an already impaired performance.

There is a limit to how much banking is practical. Too large and the rate-of-climb suffers. It may prevent the aircraft from maintaining altitude. As a rule of thumb, to achieve the maximum rate-of-climb in the OEI configuration (VYSE) a bank angle of 2° is recommended if the noncritical engine fails, and 3° if the critical engine fails.

A bank angle in excess of 5° results in rate-of-descent (loss of altitude) for underpowered twins. Once the manufacturer of a civilian (i.e. non-military) aircraft, engine, or propeller has demonstrated that their product meets or exceeds the current airworthiness standards set by its regulatory agency, it is awarded a TC by publishing a type certificate data sheet (TCDS

). The TCDS is a document that contains important information about operating limitations, applicable regulations, and other restrictions. This means the aircraft is now "officially defined" by the TC. TCDS for all civilian aircraft can be viewed on the FAA website [13].

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Secure .gov websites use HTTPS A lock (LockA locked padlock) or https:// means you've safely connected to the .gov website. Share sensitive information only on official, secure websites. Normalization of thrust and power: Since engine thrust or power depends on altitude, a proper comparison requires a transfer of all altitude characteristics to S-L.

This can be accomplished for piston-engine power using the Gagg-Ferrar model, presented in Equation (7-16). For gas turbines the method of Mattingly et al., presented in Section 7.2, The properties of selected engine types, can be used.

Alternatively, if the airplane is powered with a gas turbine, the designer may have access to an "engine deck" which is software written by the engine manufacturer that allows the thrust (or SHP) at a given altitude, airspeed, and other operational parameters

to be extracted. Using such software, the designer should make sure the engine can generate the required thrust or SHP in the corresponding conditions. The device that converts rotational energy generated by the engine or any other mechanical source into propulsive force is called a propeller.

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Propellers are an essential part of the aircraft as without them an airplane cannot fly. Latches lock the aircraft's propeller in the low blade angle as it slows down at engine shutdown. Latches can be external or internal and are located inside the propeller hub.

Centrifugal force holds the latches off their seat during a normal flight to ensure that they don't stop the blades from feathering. Under procedures agreed with its competent authority for production, for an aircraft it has produced and when the production organization itself is controlling under its POA the configuration of the aircraft and is attesting conformity with the design conditions approved for the flight, issue a permit to fly

in accordance with 21A.711(c) including approval of the flight conditions in accordance with 21A.710(b).7 General remarks. We can make the same considerations for POA that we made for DOA in Chapter 5. Also, in POA, there is a true leap of quality, leading to a condition of self-control for the organization, with advantages for safety and authority efficiency.

Figure 15-18. Asymmetric disc loading on a twin-engine aircraft in cruise (left) and in case of an engine failure (right). The rudder must be trimmed at a significantly higher deflection than for the normal operation, in addition to the recommended practice of "banking into the good engine" (see Figure 15-19 and text).

Fixed-Pitch

As previously mentioned in describing AC 21-23B, the TC validation is a rather complex process, sometimes more difficult than the original type certification itself. Of course, the process can be simplified when two authorities have acquired sufficient experience as regards importing/exporting, but above all if the personnel are well aware of the philosophy of bilateral agreements.

A case in point is the constraint diagrams seen in Figure 3-2 and Figure 3-3 for Example 3-1, developed in conjunction with the constraint curves superimposed on the design space. The fact is that some are plotted at S-L conditions, while others represent higher altitudes.

Consider the curve representing the service ceiling in Figure 3-3. At W/S = 30 lbf/ft² this requirement calls for approximately 160 BHP at 20000 ft. The point is that, using the Gagg and Ferrar model, this means the engine must be capable of producing at least 340 BHP at S-L at that wing loading.

Therefore, we say that the higher horsepower number (340 BHP) has been normalized to S-L conditions. Note that Figure 3-4 shows all the requirements presented in the example normalized in this fashion. A manager accountable to the authority.

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He or she should be responsible for the organization's activities on these matters and has the corporate authority for ensuring that all production work is carried out to the required standards. The authority may be delegated in writing to another manager of the organization.

The holder or licensee of a U.S. type certificate for that product furnishes with each such aircraft engine or propeller imported into the United States, an export airworthiness approval issued in accordance with the provisions of that agreement certifying that the individual aircraft engine or propeller:

With reference to the AC 21-23B, we will quote as a matter of clarity some points relating to the FAA's technical involvement in the validation of imported (in the United States) products and inherent changes. This involvement, of which it is important to be aware because it is also related to European exports to the United States, consists of the following:

To establish the US type certification basis and the means of compliance for the product under application by determining the US airworthiness and environmental standards that would be applied to a similar product if it were to be produced in the United States.

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When the engine rpm decreases below the specific value of the governor (for which the governor is set), then the governor causes the pitch-changing mechanism of the propeller to decrease the angle of the blade. This decreases the load on the engine thereby increasing the rpm.

In this manner, the governor tends to keep rpm constant. These propellers are designed to provide the best efficiency at forwarding speeds. They fit a specific set of conditions of both engine and airplane speed. Any change in those conditions reduces both the propeller and engine efficiency.

Fixed-pitch propellers are used on airplanes of low speed, power, altitude, or range. The pitch-changing mechanism of a constant-speed propeller uses a piston and cylinder arrangement and is operated hydraulically using oil pressure. Either cylinder will move over a piston or the piston will move in a stationary cylinder.

The piston's linear motion is converted into rotary motion by different kinds of mechanical linkages to change the propeller's blade angle. Gears may be used for the mechanical connection - the pitch-changing mechanism responsible for turning each blade's butt.

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A bearing is mounted on each blade that allows them to rotate to change the blade angle. The effect of loss of engine power on the performance of a small generic twin is illustrated in Figure 15-21.

The figure shows that in normal operation, the aircraft climbs 1396 fpm at S-L and offers a maximum speed of 170 KCAS. Losing an engine drops this to 232 fpm and 118 KCAS, respectively. The analysis assumes a drag increase associated with maintaining a straight heading with OEI by adding 50 drag-counts (ΔCD OEI) to the original CDmin.

This assumes the airplane being flown cross-controlled in a yawed configuration. It is disconcerting that the low rate-of-climb limits room for mistakes. An inexperienced or frantic pilot may easily maneuver the airplane off the peak conditions, causing it to lose altitude.

The Competent Authority requires the POE to be an accurate definition and description of the production organization. The document does not require approval in itself, but it will be considered as such by virtue of the approval of the organization.

The aim is to have the organization able to produce, in conformity with the applicable design, products, parts, and appliances in condition for safe operation. 4 To ensure the above, the Quality Assurance Function has to perform planned, continuing, and systematic evaluations

or audits of factors that affect the conformity and safe operation. For example, if the speed of the engine increases, an overspeed condition will occur and the propeller will need to slow down. The governor automatically increases the propeller's blade angle until the desired rpm has been established.

Good constant-speed propellers respond to small variations to ensure that a constant engine rpm is maintained throughout the flight. The Quality System must include an Independent Quality Assurance Function to monitor compliance with, and adequacy of, the documented procedures of the Quality System.

"Independent" is related to the lines of reporting, authority, and access within the organization, and assumes an ability to work without technical reliance on the monitored functions. Constant-speed propellers speed up when the airplane dives and slows down when it climbs due to the changing load on the engine.

To ensure that the propeller provides an efficient flight, the pilot tries to keep the speed as constant as possible. The mechanism that allows a constant-speed propeller to work is known as propeller governor. A propeller governor senses the aircraft engine's speed and changes the blade angle of the propeller to maintain a specific rpm regardless of the aircraft's operational conditions.

Wooden fixed propellers or wooden propellers are hardly found in today's aircraft, but they were widely used before the introduction of metal propellers. These propellers were built layer by layer with specially prepared wood. Black walnut wood, sugar maple wood, yellow birch wood, and black cherry wood were most commonly used in the making of these now vintage wooden propellers.

The FAA may issue a type certificate for a product that is manufactured in a foreign country or jurisdiction with which the United States has an agreement for the acceptance of these products for export and import and that is to be imported into the United States if:

The applicant shall justify (21.A.131) that an approval under Subpart G is appropriate for the purpose of showing conformity with a specific design (approved or to be approved); and have ensured satisfactory coordination between production and design through an appropriate arrangement with the holder or applicant of an approval of that specific design.

One of the problems encountered at this stage of the design is that the geometry of the airplane is largely unknown. For that reason, one does not know important parameters such as CDmin, CDTO, CLTO, and k.

To resolve this issue, the designer must look at existing aircraft in the same class as the one being designed and try to estimate them. Table 3-1 is intended to give the designer a range of typical values, instead of such a study.

Also, consider Table 15-18, which lists CDmin for a number of selected aircraft. The first metal propellers were used in the aircraft for military operations during 1940. These propellers were made using incredibly strong and durable aluminum alloy.

The metal material used in the making of these propellers was treated to enhance its properties and make it less prone to warping from damage due to heat or cold. Today, it is hard to find an aircraft propeller made of anything but metal.

Where standard parts, materials, processes or services are included in the applicable design data (see guidance on applicable design data in GM 21.A.131) their standards should be controlled by the POA holder in a manner which is satisfactory for the final use

of the item on the product, part or appliance.

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