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An interview with Richard De Crespigny on the news last night.

The problem lies in the aircraft that are grounded in more remote areas where there are no qualified LAME's to do the upgrade. They have to be flown in.

Apparently the software malfunction was caused by solar flares.

Like a supermarket shopping trolley.

It has just been announced the new website cost $96 million, 23 times the original estimate.

Jetstar has two new Airbus A320 simulators, worth $20 mill each. The other item reported was that they have also developed a virtual reality training system, using virtual reality headsets, for maintenance staff, so they don't have to travel to Brisbane for training and procedure checks. Apparently NASA are so impressed they have asked if they can use them. The company built a virtual model of Boeing 787 and Airbus 320 aircraft and made programs where maintenance staff could conduct training sessions on these aircraft models via VR. Using VR has enabled company training to be conducted remotely and without the need for a physical aircraft. Jetstar has found that using VR has resulted in operational efficiencies in the VR training sessions only require about 30 minutes compared to 3 to 3.5 hours for training sessions in the real world, and as such has decided to increase the size of the program.

Facebook images of Flying aps.

It was a bad day for this new KingAir

The Hawker Siddeley HS.141 was a 1970s design study and submission for a British V/STOL airliner requirement. Designed by Hawker Siddeley Aviation and tested in wind tunnels neither prototypes nor production aircraft were produced. In 1969 the British Transport Aircraft Requirements Committee (TARC) issued a design study "Outline Requirement" (OR) for a 100-seat VTOL airliner capable of a range of 450 miles (725 km). Emphasis was to be on noise reduction by using steep approach and departure profiles, much like those used today at London City Airport. It was thought at the time that money would be better invested on designing new aircraft types than building a third London airport. Hawker Siddeley investigated various configurations of aircraft, powerplant and control systems including an early proposal using ogival delta wings and twin fins, before submitting their draft design proposal to the TARC in January 1970. At the March 1970 German Aviation Show in Hanover, the first official details were released of the newly named HS.141 project. The HS.141 design was a jet airliner of all-metal construction with a T-tail and a low-mounted swept wing with a quarter-chord sweepback of 28 degrees. The design featured two wing-mounted "cruise" engines and 16 lift jet engines mounted in sponsons either side of the fuselage (eight per side). The engines under main consideration were the Rolls-Royce RB.220 turbofan for forward propulsion and the Rolls-Royce RB.202, a high bypass ratio lift turbofan engine using technology developed for the Rolls-Royce RB.162 lift jet. Both engines were themselves design studies by Rolls-Royce and it was feared that there would be delays in their development due to the company's problems at the time. One new engine type also considered for main propulsion was the 'SNECMA M.56', which became the CFM International CFM56. Variations using fewer lift jet engines for STOL operations only were also studied as it was realised that the engines could account for 15% of the total weight of the aircraft and 35% of the final cost. During the design stage many solutions involving high-lift devices were explored including flaps blown by the "cruise" engines. The flight control system proved the greatest challenge to the design team, systems had to be devised to control the aircraft in slow or hovering flight. This was to be achieved by swivelling the lift engines in their mounts combined with varying the thrust of each engine to provide control in pitch, roll and yaw. The lift engines were said to be a useful safety feature in the event of failure of the main 'cruise' engines. Significant design information was gained from flight trials with the Dornier Do 31 aircraft being developed at the same time in Germany. The passenger cabin was conventional with five or six seats abreast, luggage and freight was to be loaded in pre-packed pallets and raised up into the lower fuselage using a system similar to the Douglas DC-8. Extensive wind tunnel testing with 1/10 scale models was carried out.

The SNCASE SE-700 was a three-seat passenger autogyro designed during World War II. Two were completed but only the first flew and the programme was soon abandoned. Design of the SE-700 began in 1939 but World War II delayed its completion and first flight until 25 May 1945. Compared with most autogyros of its time it had a very advanced appearance, with a sleek, streamlined fuselage, an enclosed central engine and a three blade rotor on a straight edged, aerofoil section pylon. The enclosed cabin, which seated three, was ahead of the engine and behind a nose which tapered smoothly into the spinner of the two blade propeller. At the rear of the short fuselage was a low aspect ratio tailplane, externally braced to the fuselage underside and fitted with elevators. It carried swept, oval tail fins taken from the SNCASE SE-100 twin engine fighter at its tips, which were externally braced to the tailplane underside. The fins were fitted with rudders and, more unusually, wheels; the SE.100 had fin mounted tail wheels but the SE.700 had tricycle gear so these became the main wheels, tidily faired into the bottom of the fins. Its nosewheel retracted backwards, placing the wheel partly in the fuselage and its leg within a small ventral fairing. The first prototype, piloted by Stakenburg, flew with a 164 kW (220 hp) Renault 6Q-01 six cylinder, inverted air-cooled inline engine. It proved difficult to control and crashed after a few test flights. Though the damage was not great, the SE-700 was not repaired and SNCASE decided instead to complete a more refined second prototype, the SE-701 or SE-700A. This was fitted with a more powerful 246 kW (330 hp) Béarn 6D-07 engine, another six cylinder, inverted air-cooled inline. However, the company then decided that the post-war market for small commuter autogyros was too limited to proceed, so the SE-700A did not fly and a proposed production series of four SE-702s or 700Bs were not begun.

Narrow runway.mp4

This clip is enough to scare the living suitcase out of you. Yes. I saw that it was from Fsx, but scary all the same. 25K views · 514 reactions | Chicoteado | Fsx agricola WWW.FACEBOOK.COM Chicoteado

It has been reported that the crew were originally meant to be on another aircraft, and this one had recently been grounded due to a leak in the fuel tank.

153K views · 2.5K reactions | Cavorite X7 successfully completed a... WWW.FACEBOOK.COM Cavorite X7 successfully completed a transition flight using its unique fan-in-wing design

This aircraft was initially listed as the Anderson Greenwood AND-51-A. It's details were listed as that on Wikipedia and Skytamer with identical text. This was drawn to my attention by a member.

At around 9:30 this morning, the first jet aircraft landed at Western Sydney Airport. The aircraft, an NSW RFS Boeing 737, made a low flyover along the runway, circled around, then landed. in the historic first landing. Later, an emergency drill practice was carried out by emergency crew.

Interresting that Vne is listed as 420 kph. Can LSA's have retractable undercarriage? The profile, copied from Wikipedia, lists a retractable and a fixed gear model, but all photos show the retractable variant. Illustrations of the fixed gear variant are CGI.