recaro seats aircraft

Recaro Seats Aircraft - Dr Mark Shearer, CEO and shareholder of RecaroAircraft Seating, said: "Working with Qatar Airways is always dynamic as they expect excellence in all aspects of their business." A game changer for the airline, it has now been confirmed that it has been selected by the five star airline Qatar Airways.”

Qatar Airways was one of the first airlines to choose the CL3810, which debuted in 2020. Custom seats have a wider backrest for more comfort and privacy, and a six-way headrest with adjustable neck support, available only on Recaroses.

Recaro Seats Aircraft

The latest addition to the Economy Class portfolio, the CL3810 combines innovative ergonomics, premium comfort cushions with layered foam and intelligent lightweight engineering. The unique seat shape is designed to support the occupant's stress points, reflecting Recaro Automotive's award-winning sports seat design. The predecessor CL3810 offered an extra inch of living space, a more advanced articulated seat pan and wider backrests for improved privacy in each row.

Recaro Aircraft Seating To Outfit Qatar Airways With New Economy Class Seat

Sustainability was a primary consideration when developing this seat. Compared to the CL3710, the seat is more than 15 percent lighter, saving airlines thousands of dollars in fuel costs and optimizing cabin performance. AllRecaroseats are made from long-lasting, durable materials that help extend seat life and minimize the airline's total cost of ownership.

"We are delighted to be one of the first global airlines to choose the CL3810 Economy Class seat, Recaro's latest, sustainable and advanced seating product," said Akbar Al Baker, Chief Executive Officer of -Qatar Airways Group. The long-term partnership we established with RecaroAircraft Seating years ago reflects our confidence in the supplier's sample design and technology."

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Recaro Aircraft Seating Equips India's First Boeing 787 9 Aircraft For Vistara

As it enters its 50th anniversary in the production of aircraft seats, Recaro Aircraft Seating faces a changing landscape that requires even more ingenuity to meet the challenges ahead.

The Runway Girl Network sat down with CEO Mark Hiller to discuss how the seat maker plans to use its rich history to meet the changing needs of airlines and passengers, including the their ever important sustainability goals. Schiller revealed that flexible cabs are expected to be part of the future in a number of ways.

Recaro already knows a thing or two about flexible cabins. Years ago, Air New Zealand approached Recaro with the idea of ​​Skycouch - a three-seater economy class that creates a lie-flat space for passengers. Recaro noted that the final design, which has been praised by travelers around the world, represents a collaboration between the two companies.

But even before Skycouch debuted, Recaro was building seats to support European airlines' Eurobusiness configurations on single-aisle aircraft.

Is The Great Covid 19 Airplane Seat Overhaul Happening?

"Innovative convertible seats were developed in the 90s, which can be switched between economy class and business class, especially for narrow-body aircraft. For example, Lufthansa and British Airways use this," Shearer pointed out. "The product is outdated now, but it's still something that the industry doesn't have, which is to have a flexible concept."

In fact, Recaro is already helping airlines adapt to the new Eurobusiness vision, as exemplified by their work for TAP Air Portugal.

TAP turned to Recaro for a new narrow-body hybrid layout for short European hauls. At the back, the plane offers more basic slender lines for economy class passengers. Looking ahead, more functional economy class seats are installed. Image: Recaro

To accommodate the flexible cabins of the future, Recaro is focused on producing aircraft seats that offer the comfort and weight savings that airlines now need to reduce the -fuel consumption and CO2 emissions.

Why Reclining Seats Are Vanishing From Airplanes

The seat maker is known as an innovator in this area, for example, offering literature pockets on the back of the seats and/or lightweight mesh pocket options for storing personal items, which then increases the living space of the seat.

The back of Recaro's BL3710 is customizable and includes a long literature pocket, a power supply, and a cup holder-cup holder combo. Image: John Walton

Replacing the seat's thick foam pad with a thin layer of foam also saves weight, allowing operators to add seats as needed.

"If the seat is the lightest ever, and as light as possible, then it's definitely about flexibility, how you can use the plane for different flights and markets," said Schiller. "The [Eurobusiness] convertible seat was a good inspiration, so it was born from an innovation that was defined by Recaro in the 1990s."

Hamburg, Germany. 05th Apr, 2017. The Components Of A Recaro Aircraft Seat, Seen At The Booth Of Recaro Aircraft Seating At The Aircraft Interiors Expo In Hamburg, Germany, 05 April 2017. The

It will be interesting to see if airlines that offer the Eurobusiness middle seat setup welcome new iterations of the concept, such as ATR's recent X-Space concept. For example, US start-up Breeze Airways has also expressed an interest in rapidly changing interiors.

Celebrating 50 years of aircraft seat production, Recaro is clearly a powerhouse in economy class seats, but also claims to be a key player in the development of the popular premium economy platform.

"In the 2000s there was an increased focus on premium travel products, the arrival of premium economy, and we are proud to be one of the inventors of premium economy," suggests Shiller.

Both Eva Air and Virgin Atlantic claimed to be the first airlines to offer premium economy in the early 1990s, and hired competitor Recaro to do so.

Jetsmart Picks Recaro Aircraft Seating For New A321neo

But British Airways is also bringing premium economy to its long-haul aircraft. In 2000, a Recaro spokesperson noted that the airline had chosen Recaro to equip its cabins with Premium Traveler 4400 seats, which of course were marked World Traveler Plus.

It's Throwback Thursday! The new millennium began with the "Premium Traveler 4400", developed in cooperation with one of Europe's largest airlines. Do you remember this seat? #RECAROAircraftTurns50 pic.twitter.com/J6nm1b0efI — RECARO Aircraft Seats (@recaro_as) August 4, 2022

The premium economy has remained, especially over the last decade. Hiller points to Emirates' new premium economy platform, built by Recaro, as proof of its impact. CMF's work in these chairs is particularly impressive.

Moving forward, Recaro hopes to bring more premium product designs to a premium economy class. "Airlines also want to make a statement about personalization like you see in business class; you can adjust the temperature, the lights as you want. We asked ourselves how to combine this with apps, for example, to we really get your Passenger experience, that's really personal. It's really exciting to see what can be done in the future," he said.

Recaro Aircraft Seating Sees Flexible Cabins As The Next Frontier Runway Girl

It will do this while continuing to focus on delivering sustainable designs and ensuring that its products last a lifetime. "Using a combinatorial approach, we can now solve both problems better than in the past," explains Shiller.

"First, we did a life cycle assessment of our products; what is the carbon footprint of our products from design, manufacturing, use to recycling? This shows that more than 90% of emissions are driven by the use of the product. So as long as you can adopt more Light material, even if that material has a higher carbon footprint in production, it will reduce overall emissions."

While looking 50 years into the future is futile, Recaro remains fully committed to taking on new challenges, and failing to discover completely new ultra-light materials, more flexibility in the cabin could be the next step to get there. a step towards sustainable air travel.

Staff Writer Fintan is an aviation and transport 'enthusiast' based in London, who writes about industry trends and developments, with a particular focus on the passenger experience and the -elements of 'soft product'... read more Successful business year : Recaro Aircraft seating production increased by 15%, sales exceeded 480 million euros for the first time

Pitch Aircraft Seating

SCHWAEBISCH HALL, Germany – With annual sales of EUR 487 million, Recaro Aircraft Seating saw another increase in sales last year. The German company produced 120,000 seats, an increase of almost 15 percent compared to the previous year. Overall, the global leader in economy class seats has been very successful, with annual revenue growth of more than 10% over the past 15 years, compared to a market average of '5%. The orders for the next three years are very sufficient.

One of the world's largest manufacturers of aircraft seats, Recaro supplied premium seats to 41 airlines and aircraft manufacturers last year - notable among the eight new customers her In 2018, orders from 20 existing customers and 4 new customers were confirmed. Dr. Mark Hiller, CEO and shareholder of Recaro Aircraft Seating, is pleased with the company's development: "We will be adjusting our growth rate upwards over the next few years. Our orders appear good for 2020 and beyond."

But not only the sale and the taking of orders saw the success of the company in the financial year 2017. The investment and the improvement of the efficiencies are also part of the equation. Airlines worldwide, including 8 out of 10 five-star airlines, choose Recaro for industry-leading, outstanding delivery reliability.

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radome aircraft

Radome Aircraft - Complex protective covers for air, land and sea platforms. Design, certification and manufacturing using global knowledge of smart materials for low cost, reduced weight, superior aerodynamics and optimized performance.

Antennas and radar systems must be shielded, but the structure must allow the passage of radar or radio waves.

Radome Aircraft

Are specialists in the design, testing, manufacture and service of advanced composite enclosures in the US and UK, including:

Aircraft Radome Design & Manufacturing

As the demand for in-flight entertainment and connectivity grows to meet the needs of passengers, the need for high-speed antennas will continue to increase.

All antennas must be protected by a high-performance radome. Contact customers to meet their specific needs, such as:

From fire control radar to conformal electronic warfare (EW) enclosures to high-speed aircraft to response platforms, we have the experience you need with a member of the firefighting industry.Electricity developed and proven for many years.

We continue to innovate in the enclosure industry to reduce cost, weight, build time and improve performance:

Military Aircraft Radomes

We proudly design and manufacture our protective covers in Baltimore (MD) and Rockmart (GA) in the USA and Stevenage in the UK.

Major customers include: Airbus, Leonardo, Boeing, Bombardier, Carlisle, Embraer, Eurofigher, Gogo, HAL, Lockheed Martin, NH Industries, Panavia Aircraft, as well as drones, car stations and rocket companies.

Of course, we can provide you with a custom composite housing specifically designed for your application. Discuss in detail what you need, contact us.

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rans aircraft

Rans Aircraft - The Rans S-4 Coyote and Rans S-5 Coyote are a family of American single-wing tractor configurations designed by Randy Schlitter and later manufactured by Aero-Max and later by Rans Inc. The Coyote is available in the form of a tool for building a volunteer, a light aircraft or a volunteer manufactured aircraft.

The Coyote solo chair was designed by Randy Schlitter in 1982 as a result of his dissatisfaction with the current lighting design at the time. Construction of the first S-2 Coyote prototype began in November 1982 with the first flight following March 1983.

Rans Aircraft

The design was originally created by the new company Aero-Max, a partnership between Schlitter and his frid. The partnership failed financially and the manufacture of the device was outsourced to Schlitter's company Rans, which had previously built sailtrikes.

Rans S7 Courier (economical Light Sport Aircraft)

The two models of this family have a 4130 steel tube cabin, integrated with the rear aluminum tube, the wings and the tail surface covered with pre-sewn Dacron gloves, with a short construction time. Reported construction time is 211 hours.

The Coyote S-4 has a normal landing gear, while the S-5 has a three-wheel drive gear. Both can be used for floating and skiing. The original base generator was the Rotax 277 of 28 hp (21 kW) with the Rotax 447 of 40 hp (30 kW) and the Rotax 503 of 50 hp (37 kW) later available as an option.

Many S-4s are flown as unregistered ultralights in the United States, but as of November 2010 there were four registrations with four S-5s. As of November 2010, four S-4s and one S-5 were registered in Canada. As of December 2010, nine S-4s and three S-5s have been registered in the UK.

The Convtional landing gear version includes the FAR 103 Ultralight, a design that follows the vehicle with a standard 28 hp (21 kW) Rotax 277 engine. Out of production.

Flight Test: Rans S 20 Raven

A version of the tricycle landing gear for the type developed by test volunteers in the US with options such as brakes. Engines include the Rotax 447 at 40 hp (30 kW) and the Rotax 503 at 50 hp (37 kW). The Rans S-21 Outbound is an American STOL home-made aircraft designed by Randy Schlitter and manufactured by Rans Designs in Hays, Kansas. . It was introduced by AirVture in 2016. The aircraft is supplied as a quick builder for voluntary construction or ready to fly.

The S-21 Outbound has a long wing, two seater configuration next to each other, closed door cabin, fixed tricycle landing gear or traditional landing gear and a tractor gear in tractor configuration.

The plane is made of aluminum foil, with both sides of the front and back stretched. The sheet metal section uses holes that match the final size to reduce builder errors and build speed. Its 28-foot (8.5 m) wingspan is 141 square meters (13.1 m).

) The standard used is the 180 hp (134 kW) Continental Titan X-340 generator. Tundra tires up to 26 inches (66 cm) can be fitted.

Kitplanes Homebuilt Aircraft Aviation Magazine July 2012 Rans S 7s

The aircraft had a normal empty weight of 985 lb (447 kg) and a gross weight of 1,800 lb (820 kg), giving a useful load of 815 lb (370 kg). With a full 31.75 gallons of fuel in the U.S. (120.2 liters; 26.44 MPa), the load for crew/pilot, passengers and luggage is 625 pounds (283 kg).

The S-21 competes with CubCrafters Carbon Cub EX and American Legd Super Legd HP in the suite aircraft market.

The registered model N215RD first flew on December 17, 2017. It received special light aircraft approval in March 2018 along with the Rotax 912 ULS, Rotax 912 iS, Lycoming YO-233 and Titan. OX-340 gins.

In a review for KitPlanes magazine writer Dave Prizio, the builders of the volunteer aircraft "seem to want a long-winged plane that they can use to knock around the countryside." Get from here to there at 180 knots, but if you have a ds to a dirty 1200 feet the RV-8 doesn't seem like the best choice for cruising. The bottom line is that utility aircraft are hot tickets right now. Here RANS seems to come up with the right plane at the right time, and if the 100-hp Rotax S-21 is a good plane (it is), this is a better 180-hp plane, which is a more good plane. Sun 'n Fun 2019. Everyone wants to test drive this popular new configuration of what has become a Popular aircraft. Rans S-12 Airaille is a family of related Americans. Single-gined, pusher configuration, high-wing monoplanes designed by Randy Schlitter and manufactured by Rans Inc. The plane is in a set form for adult construction.

Aircraft Photo Of D Mvfp

Production of the S-12S Airaile, S-14 Airaile, S-17 Stinger and S-18 Stinger II was canceled as part of Rans' extensive redesign of its product line on June 1. 2006. The Sira 12XL Airaile originally intended to be disconnected from the line at the same time, but customer demand convinced the company to continue the model, and it was still available in 2015 as a special order.

The S-12 Airaile, designed by Randy Schlitter and introduced in March 1990, is a two-seater, two-seater, ultralight tricycle for recreational and flight training. A single-seat version of the S-12, the S-14 Airaile, was designed a year later and completed in 1991. The S-17 Stinger retained the S-14's new tail tube boom, 4130 steel tube cockpit, and equipped with convtional landing gear to create a U.S. compliant op-cockpit headlights. FAR 103 Ultralight Vehicle. The S-18 Stinger II uses the S-12's tail wings and boom tube again along with a new front steel tube body to create a tent seat, a convtional landing gear, a cockpit ultralight training ground .

Like many Rans models, this family features a 4130 steel tube body combined with a 6061-T6 aluminum tube rear body. The entire fuselage, wings and tail are covered with Dacron or some models with toxic materials and fabric. The wings are made of aluminum tube and the ribs are unique and can be folded or removed.

The previous day the S-12XL was powered by a Rotax 503 at 50 hp (37 kW) with a Rotax 582 at 64 hp (48 kW), a Rotax 912UL at 80 hp (60 kW) and a Rotax 912UL at 100 h.p. (75 kW) Available as an option.

Rans S 21 Outbound

The aircraft family is well received with over 1,000 S-12s. In 1998, Kitplanes magazine said the S-14 had "good handling, felt like a small airplane, but landed like a brilliant light."

Currt production model, two seats side by side configuration, Dacron cover. A full cockpit exhibition is optional. Estimated construction time 175 hours without complete closure or 300 with it. Standard generators are Rotax 503 of 50 hp (37 kW) with Rotax 582 of 64 hp (48 kW), Rotax 912UL of 80 hp (60 kW) or Rotax 912UL of 100 hp (75 kW) optional. A float can be used. More than 1000 S-12s of all versions were distributed and flown in more than 40 countries.

The single-seat version of the S-12 with Dacron coverage was introduced in 1991. Standard was the Rotax 447 at 40 hp (30 kW) with the optional Rotax 503 at 50 hp (37 kW) and the Rotax 582 at 64 hp (48 kW). Construction time is reported at 200 hours, including a full cockpit exhibition. An empty weight of 390 lb (177 kg) puts the S-14 above the maximum weight of the U.S. type. FAR 103 Ultralight Vehicle. Production of the 125 ended in December 2004.

Op-cockpit, convtional landing gear, single seats, equipped with Rotax standard 447 of 40 hp (30 kW) with Rotax 503 of 50 hp (37 kW) optional. Weighing in at 249 lb (113 kg), the S-17 weighs in at the U.S. FAR 103 Ultralight Vehicle. The aircraft used the tail and tail wing of the S-14, but was equipped with a new cabin structure. While it retained the S-14's flap-mounted wings, the flaps were fixed. Production of the 38 ended in December 2004.

Rans Aircraft And The Paratrooper Pro: Perfect Partners

Op-cockpit, convtional landing gear, ultralight trainer with two tandem seats, standard engine is Rotax 503 of 50 hp (37 kW) with Rotax 582 of 64 hp (48 kW), 80 hp (60 kW) or Rotax 912UL Of 100 hp (75 kW) optional. The aircraft uses the S-12XL tail and tail wings, but is equipped with a new cabin cabin structure. The production was completed on 30, completed in December 2004.

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ravin 500 aircraft

Ravin 500 Aircraft - The Ravin 500 is a four-seater light aircraft manufactured by SA Ravin Aircraft of Pretoria in South Africa. The aircraft was designed by Jan Troskie, a mechanical engineer who once owned a Piper Comanche 260C and was satisfied with its flight quality and excellent performance. He contracted Francois Jordaan, who had built several aircraft, including two Lancairs and two Papa 51 Thunder Mustangs, to help him design the Ravin 500.

The aircraft was produced in batch form and was available in two models, the 500 with the IO-540 engine and the 300 with the IO-360 engine powered by three Hartzell propellers. Attention is paid to the placement and design of the air inlet to the engine so that the propeller can directly transmit high pressure air to it. The aircraft is slightly smaller than the PA-24 Comanche. Entrance is through a crow-wing door that opens to the left and seating is for four. The development lasted about two and a half years, and the first flight of the prototype (ZU-CTW) was made on September 15, 2002, followed by ZU-SBC (c / n 2).

Ravin 500 Aircraft

The development of one continuous type (ZU-RMM) equipped with a 224 kw (300 hp) engine and one equipped with a fixed pitch counter, first flew in January 2007. The first type seen in the area was imported in 2009. The aircraft (c / n 0705016) was placed on VH-LST civil aircraft registration in Albany, Western Australia on July 13th of that year. One or two more sets are imported in succession. VH-LST is known to operate from the Serpentine.

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Another example visited this part of the world. ZU-XML (c/n 0905021), powered by Troll Air and Lycoming IO-540-D4A5, departed Capetown, South Africa on July 14, 2013 for worldwide flights. A visit to the North Shore aerodrome near Auckland was noted. May 1, 2014 and was seen over Ardmore, Lord Howe Island and the east coast of Australia, including Bankstown, NSW during its flight.

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stalling an airplane

Stalling An Airplane - To view this video Please enable JavaScript and consider upgrading to a web browser that supports HTML5 video.

In principle Commercial planes don't just crash. even at low speed They are designed in such a way that they can be picked up even at a speed of only 280 kilometers per hour. The lift is due to the special shape of the wing. The wings deflect the air downwards and generate lift.

Stalling An Airplane

This works well as long as the air flows cleanly behind the wing surface. in the rear wing area More air volume is generated and negative pressure is generated. which almost lifted her wings

Understanding Aircraft Stalls

But it only works if the wings are at the correct angle of attack to the surrounding air. If the angle is too steep (greater than 15 degrees), the wingtip strips will detach from the wing surface. The vortex was created. This is already the first warning sign.

Even worse if the pilot does not intervene. He needed to press down on the nose of the plane to reduce the angle of attack. In this way, it avoids the vortex and guarantees lift. If he did not do this and the plane became more and more upright in the air A dangerous stall will occur starting from an angle of attack of about 18-20 degrees, which means that the air on all the wings will begin to breathe.

The wings lost lift and performed all their functions. The aircraft pitched forward and entered a stall. when the plane flies in an arc The stall can only occur on one wing. Then the plane started spinning and fell like a rock. Only at very high altitudes can an experienced pilot successfully control a falling aircraft.

Especially when climbing Such situations often end in crashes. Commercial aircraft often have accidents during this phase of their flight. The slower the plane flies. The higher the angle of attack. so that the aircraft has enough lift force If the required stall speed is not reached Stalls will occur.

Why Does Stall Speed Increase With Bank Angle?

Shortly after takeoff An aircraft needs a significant amount of thrust to increase its speed and increase its altitude at the same time. This inevitably leads to a large loss of speed.

In any case, it is important for the pilot to know the speed and angle of attack of the wing. If the sensor broadcasting this information is faulty The pilot had to switch to a spare sensor, however, they should have been able to find which of the two sensors was faulty. If they now rely on faulty sensors This will quickly lead to disaster.

Black box of Air France Flight 447 found at the bottom of the Atlantic Ocean Image: printa alliance / dpa

In three aviation accidents in the last decades. Faulty speed measurement with Pitot tubes, known as Pitots, were the cause of the crash: Birgenair flight 301 crashed in 1996 during takeoff in the Dominican Republic. Dust can accumulate in the speedometer tube. A very similar cause was found in the crash of Airplane Flight 603 in the same year, only the tubes were not dirty. But tape it over for protection. The problem was that no one had opened the tape before it started.

Fatal Nepal Plane Crash Was A Case Of 'aerodynamic Stall'

In both cases, the Pitot tubes signaled to the pilot that the speed was too high. In the case of the Birgenair flight, the pilot tried to retaliate by pulling the nose of the plane. which was a serious mistake The pilot ignored the correct information from the second sensor and the alarm about the approaching aircraft. Because it can be confusing and confusing with inaccurate speed information.

Indonesia's lead investigator, Nurcahyo Utomo, describes the events leading up to the 2018 Lion Air crash. Image: Reuters/D Whiteside.

During the flight Aeroperu, the crew can start the landing maneuvers. during landing attempts Stalled and crashed.

During Air France Flight 447 in 2009, the Pitot Tube may freeze, however, here the aircraft is already at altitude. when the autopilot is off The pilot can become distracted by the sudden tilt of the aircraft. and they tried to bring the plane back under control by pulling the aircraft too steep Thus they caused a stall which led to the crash of the Atlantic Ocean.

Decoding The Tricks Of Making The Super Paper Airplanes

Aircraft manufacturers are trying to deal with known dangers in two ways: On the one hand, pilots are specially trained to deal with erroneous measurement data from the sensors. and interpreted correctly, despite confusion and panic.

On the other hand, technology should improve and intervene when stressed pilots make wrong decisions. Boeing has launched The "Maneuvering Characteristics Enhancement System" (MCAS) for the 737 Max can detect critical flight situations and intervene in case an aircraft approaches. But only when the autopilot is off. This may be the case, for example, shortly after take-off during take-off. But when the sensor provides unreliable measurement data The same is the case of Air France flights.

However, the MCAS system involved in the October 2018 crash of Lion Air Flight 610 was apparently not a faulty Pitot tube. but rather a sensor that determines the wing's angle of attack. The two sensors deviate from each other by up to 20 degrees. The accident occurred shortly after take-off during a critical take-off.

Although the investigation has not yet been completed. But there are some indications that the MCAS made repeated attempts to start the landing before the plane crashed. While the pilot made 26 attempts to raise the nose of the plane again.

Boeing Crash Probe Points To Faulty Anti Stall System, Wsj Says

Also, in the crash of Ethiopian Airlines Flight 302 on March 10, 2019, at least there were signs of a connection to the MCAS system, the "Flightradar 24 registered" flight monitoring service. unstable vertical speed." This could mean that the pilot and robot can work together. But it will become clear at the earliest when the flight recorder is discovered and evaluated. Stall is a condition in aerodynamics and flight in which the angle of attack increases beyond a certain point until lift begins to decrease. This resulting angle is called

Flows towards the wing is still prominent When the angle of attack increases An isolated area at the top of the wing increases its size and interferes with the wing's ability to generate lift. at critical angles of attack The separation flow is so prominent that it further increases the angle of attack.

Lift and drag more The so-called spoiler, which is raised at the top of the wing on landing, forms the control panel of the wing in such a way that the plane is kept firmly on the ground.

Fixed-wing aircraft between stalls may experience a bump or change in attitude. Most aircraft are designed with a phased stall appearance that alerts the pilot and gives the pilot time to react Buffet food by shaking the front sticks and later "Buffet Margin" for a given set of conditions, the number of 'g' that can be set for a given buffet level. Critical angles of attack in straight and uniform flight can only be achieved at low wind speeds. Attempting to increase the angle of attack at higher aircraft speeds can cause

Most Pilots Don't Know How To Recover From This Type Of Stall

It depends on the design of the aircraft. Stalls can reveal very undesirable qualities of balance and control. especially in the prototype

) is a dangerous type of stall that affects some aircraft designs. In particular, T-tail configuration aircraft in these designs. The turbulent wake of the main wing stopped "covering" the horizontal stabilizer. This made the lift inefficient and prevented the aircraft from recovering from the stall.

It has long been known that a profound stall-like effect occurred on many aircraft designs before the term was coined. The Gloster Javelin WD808 lost its stall on 11 June 1953 and the Handley Page Victor XL159 went down to "stable" on March 23rd. 1962. The name "deep stall" was used extensively for the first time. After the crash of the prototype BAC 1-11 G-ASHG on October 22, 1963, killing the crew. This led to a change in aircraft. Including the installation of shakers to clearly warn pilots of problems before they occur Stick shakers are part of all commercial aircraft. Coincidentally, on 22 October 1963, the Tu-134 was lost during a test flight for the same reason. However, the problems still caused an accident. On June 3, 1966, the Hawker Siddeley Trident (G-ARPY)

Lost in the depths of the paddock; He suspects that the deep panel was the cause.

Icon Aircraft Receives First Ever Spin Resistance Seal Of Approval

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stamp airplane upside down

Stamp Airplane Upside Down - "Inverted Jennyes" became famous; as one writer put it, "they blossomed into the Taj Mahal of stamps." National Postal Museum

During his lunch break on May 14, 1918, William T. Robey, a banker at Hibbs and Company in Washington, D.C., went, as he often did, to the post office on New York Avenue. There, he hoped to buy a new stamp to celebrate the launch of the US Post Office, which is set to make its official debut the following day.

Stamp Airplane Upside Down

Marka was an interesting sight. It had a Curtiss JN-4 or "Jenny", the same plane responsible for delivering the next day's mail, and was printed in carmine rose and navy blue. The eye-catching color scheme certainly attracted buyers, but like many of the ardent collectors who flocked to post offices in Philadelphia, New York and the nation's capital, Robey also knew he was opening up a bigger possibility—a misprint. It was the second time the Post Office had attempted a two-tone stamp, and with the enthusiasm of the First World War, careless mistakes were likely to be made.

Bloomfield Man's Inverted Jenny Stamp Sells For $253,700 At Auction

Among the many benefactors, Robey was the lucky one. Instead of flying high into the air, Jenny appeared upside down on her seal, as if parachuting for a good performance in the barn. Better luck for Robey, the man who sold him the stamps that fateful day had never seen the bird and couldn't tell the difference. Seeing the mistake, Robbie saw an opportunity and politely asked to buy a sheet of 100 numbers for $24.

He soon sent word of the mistake to his friends and collectors, and it didn't take long for word to reach the postal inspectors, who were eager to return the wrong stamps. Of course, Robey declined their offers and for several days hid the stamp paper under the mattress in the one-bedroom apartment he shared with his wife. Under intense scrutiny, he was eager to close the deal and in a panic sold the stamps to Eugene Klein, a Philadelphia businessman who was an expert on philanthropy, for $15,000.

The money allowed the Robbies to buy a new house as well as a car, which, the story goes, William once drove through the back wall of his garage. It's a sign of a larger flaw in his panic marketing: Robey assumed that many defective stamps would appear because they were usually printed on a large plate of 400 titles, but some errors were caught and destroyed. If only Robey had been patient, he could have done more.

Klein quickly sold the paper to his friend Edward Green and made a large profit from the business. By now, the so-called "reverse Jennys" have become famous. As one author says in his recounting of events, "it blossomed into the Taj Mahal of stamps, the Fort Knox of collecting, the Mona Lisa of timbomania, and the Holy Grail of philately."

Have A Look At The Most Valuable Stamps In The World| Times Now

Klein convinced Greene, the son of the infamous and parodic "Wizard of Wall Street," to split the original paper and number the backs of each stamp to record their ownership. Green created one block of eight stamps, seven blocks of four stamps and 64 individual stamps with different perforations depending on their location. Green kept the best examples for himself and sold the rest for between $175 and $250.

As stamp prices continued to rise, Green's remaining stamps became the focus of an incredible philatelic story. At the stamp collectors' club, he allegedly threatened to burn all the stamps with the right tip and was frightened by the fear of his fellow collectors, who begged him to stop. From there, he eventually placed the remaining sharp stamps in a safe to reduce circulation, where they remained until his death in 1936.

When collectors rediscovered the stamps, they were horrified: For years, the Inverted Jennys had been stuck together, perhaps because they had been left out during one of Green's many yachting trips. To remove the stuck-on stamps, the auction house had to use water to remove the gum before separating them with a ruler. One of these non-chewing stamps is on display in the "Gems of American Philately" exhibit at the Smithsonian's National Postal Museum along with a block of four stamps and two other Inverted Jennys.

And, you may be wondering, what happened to the remaining stamp blocks? Many found their way to wealthy stamp collectors — an anonymous buyer bought one for more than $1 million in September 1989; at a recent auction in New York, a separate store sold for nearly $3 million. The high price is due to several factors, says Daniel Piazza, curator at the Postal Museum.

United States Stamps, Selling & Buying, George C.baxley

"It's the romance of early aviation, it's a wonderful image of an airplane flying up and down, red and white and blue," says Piazza. "There's a lot to do: the end of World War I, the beginning of civil aviation, airmail."

As Piazza points out, stamp collectors don't consider Inverted Jennys extremely rare – 100 stamps is a huge amount in the collecting world. Still, many wanted them, and as with most valuable items, the Jenny Inverted also attracted a lot of criminal interest. The biggest theft, in which a block of four stamps was stolen during a Family Society convention in September 1955, remains unsolved 60 years later, although three of the four stamps have been recovered. Depending on condition, that stamp is worth quite a bit of money – one Jenny Inverted has sold at auction for more than $500,000 in recent years.

Even the post office tried to capitalize on the popularity of Inverted Jennys. In 2013, they reissued the popular stamp, selling them for $2 each. However, in a humorous twist, they decided to deliberately print the stamps upside down – but also produced a sheet of 100 with the plane flying right side up to try to advertise and generate interest among collectors.

But on the surface it looked scientific. Piazza says the plane is painted on Inverted Jenny-number 38262, which flew out of Potomac Park near Washington, D.C. On May 15, 1918, to deliver the first mail — this was attempted by an inexperienced person, who got lost during his journey and had to crash land. When his plane hit soft ground in a rural Maryland field, it flipped over. Art, as is often the case, is life itself. And as Piazza points out, the story continues to fascinate years later because of its sheer improbability.

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"People, when they get to that stamp, they understand easily," he says. "On a very visual level they understand why the brand is valued - they can understand why someone would want to own it."

Daniel Fernandez is an editorial intern at Smithsonian magazine. He is studying journalism and history at Northwestern University in Evanston, Illinois.

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stalled airplane

Stalled Airplane - The FAA announced rules in 2013 aimed at upgrading airline pilot training. The amended rules, which have been under review for several years, focus on eliminating the type of parking accidents and pilot behaviors that occurred in two fatal high-visibility accidents in 2009. In both crashes of Air France 447, with an Airbus A330 traveling between Brazil and France, and in the crash of Colgan 3407, a turboprop airplane that crashed outside of Buffalo, New York, the pilots unexpectedly applied reverse pressure flight control keeping the aircraft in an extended stall.

Although it is easy to blame the pilots involved in these situations, when we see similar actions involved in these and other scenarios, we must carefully consider whether or not there is a systemic problem. If it is, there may be a greater risk if similar actions take place in the future.

Stalled Airplane

Although all pilots are taught from the early stages of their career that in a stall emergency they should lower the nose to reduce the angle of attack, when pilots reach the point in their career where they are flying larger aircraft with higher performance, they are often Learned something completely different from this. For decades, the practical test standards for commercial and airline pilots used minimum altitude loss as the criterion by which pilots were judged. Since "minimum" is a rather vague term, in many training cases, an attempt is made to quantify the term "minimum". In the case of many aircraft with significant excess thrust at lower altitudes, it is possible to recover from the first stall indication without any loss of altitude.

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Although this provided an objective measure for evaluating pilot performance, it was the wrong parameter to measure. The greatest threat to a stalled aircraft is not always loss of altitude. A much greater threat in general is a pilot's loss of control after an unexpected stall encounter. The problem with the minimum height loss standard is that it promotes exactly the wrong behavior in a stall event. In order to minimize altitude loss, the pilot may feel the need to maintain or even increase back pressure on the flight controls, rather than releasing back pressure as is often required to decrease the angle of attack. Thus, in our pursuit of objective assessment, we have trained a generation of Airmen to practice techniques that could be detrimental to their safety in front of a stall.

While the pilots of Air France 447 and Colgan 3407 were never taught to act in the manner they demonstrated in their accidents, they were indeed trained in one aspect of their behavior, to keep pushing to minimize attitude loss.

Regulations are changing to require simulators to accurately represent aircraft behavior up to full aerodynamic stall in the future. Moving from the current policy of recovering only from initial indications or warnings of a stall to teaching pilots how to recover from a full stall requires simulator improvements. The FAA allowed five years to make the necessary simulator modifications. There is another way.

Because proper stall recovery technique is rarely aircraft specific, it is possible to train for a full stall recovery in an aircraft that may be different from a transport class airline aircraft, which is certainly not designed for safety in the stall training regime. There is another element that is important in training for stalls and other disruptive events in a real aircraft as opposed to a simulator: the psychology of reality. Pilots must learn to manage the surprise response to an unexpected rollover of the aircraft. No matter how realistic the simulator, there is a different psychological dynamic involved in real flight than in the virtual world.

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Both full flight simulators and in-flight training have limitations and advantages. This is why the most comprehensive solution to stall training involves the complementary and integrated use of both training resources to most effectively train pilots in proper stall response and recovery techniques. Although the orders announced by the FAA do not require changes to aircraft training, at APS we use both aircraft and flight simulators as training platforms in combination to provide the best overall obstacle prevention and recovery training available in the world today.

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In principle, commercial aircraft do not just crash, even at low speeds. They are designed in such a way that they have been lifted even at speeds of only 280 kilometers per hour. The lift is caused by the special shape of the wing. The wing deflects the air down and thus creates its own lift.

This works well as long as the air flows cleanly back over the blade surface. In the area of ​​the rear wing, a larger volume of air is created and therefore negative pressure, which essentially pulls the wing up.

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But this only works if the wing is at the correct angle of attack with the surrounding air. If the angle becomes too steep (above about 15 degrees), the streamlines at the trailing edge of the wing will separate from the wing surface. Vortices are created. This is already a first warning sign.

It gets even worse if the pilot does not intervene. He must push down the nose of the plane to reduce the angle of attack. In this way it avoids eddies and can ensure lift. If it does not do this and the aircraft becomes steeper and steeper in the air, a dangerous stall occurs, starting at about 18-20 degrees angle of attack. This means that the air over the entire wing begins to rotate.

The wing loses lift and thus its entire function. The plane pitches forward and goes into the cup. When the plane flies in curves, the stall can also occur on only one wing. The plane then starts to spin and falls like a rock. Only at very high altitude can experienced pilots manage to regain control of such a falling plane.

Especially when climbing, such situations almost always result in a crash. Commercial aircraft are most often involved in accidents during this phase of flight. The slower an aircraft flies, the greater the angle of attack must be for the aircraft to gain enough lift. If it does not reach the required stall speed, a stall occurs.

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Shortly after takeoff, an aircraft needs significant thrust to simultaneously increase its speed and gain altitude. If the thrust is reduced during the climb, this inevitably leads to a significant loss of speed.

In any case, it is important for pilots to know their airspeed and angle of attack of the wing. If the sensor providing the data is faulty, pilots must switch to a backup sensor. However, they must also be able to identify which of the two sensors is faulty. If they now rely on the faulty sensor, this quickly leads to disaster.

The black box of Air France flight 447 was found at the bottom of the Atlantic Ocean. Image: Image alliance/dpa

In three flight accidents in the last decade, a police speed measurement with the so-called pitot tube was the cause of the crash: Birgenair Flight 301 crashed in 1996 on approach to the Dominican Republic. Dust collected in the speedometer tube. A very similar reason was found in the crash of Aeropuerto Flight 603 in the same year. Except the pipe wasn't dirty there, but it was plugged as a precaution. The problem was that no one had removed the tapes before the start.

Faa Improvements To Upgrade Stall Training In The Future

In both cases, the pitot tube signaled to the pilots a speed that was too high. In the case of the Birgenair flight, the pilot tried to deal with this by pulling the nose of the aircraft - a disastrous mistake. The pilot ignores the correct data from a second sensor and an impending stall warning signal because he is probably confused and overwhelmed by the incorrect speed information.

Indonesia's chief investigator Nurcahyo Utomo explains the events leading up to the 2018 Lion Air crash. Image: Reuters/D. Whiteside

During the Aeroperu flight, the crew was able to initiate a landing maneuver. During the landing attempt it stalled and then crashed.

During Air France Flight 447 in 2009, the pitot tube likely froze. However, here the aircraft is already at cruising altitude. When the autopilot then disengaged, the pilots were probably pulled out of the plane by a local stick and tried to bring the jet back under control by pulling the pilot too hard. So they also caused a stall, which led to a crash across the Atlantic.

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Aircraft manufacturers are trying to address the known risk in two

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