Austin wrote:
Any idea what is the tab like thinge the pilot is holding and why do they use it ?
http://sdelanounas.ru/i/c/n/v/f_cnVzc29 ... 2Nw==.jpeg
via http://www.aame.in/2014/01/scoping-mark ... power.htmlIndia's maiden attempt to develop its very own 70-100 capacity civil transport aircraft would soon get a boost#. Hindustan Aeronautics Limited [HAL], one of the participants in this National project, has issued a Request For Information [RFI] to select a suitable propulsion system for the twin-engine aircraft. Suppliers would have to provide 10 engines in the prototype phase of the programme, along with the necessary accessories, mountings & housing. Its stated 2017 as the time when the engines are required for integration on to the 1st prototype [estimating 3-4 prototypes, with the remaining engines for ground functions]. Commercial production is targeted for commencement from 2019, where it foresees a domestic requirement of 500 of these aircrafts [1000 engines], & then there could be export orders. The 80 kN thrust generating Engine, would have to be equipped with thrust reversers, a first for an indigenous aircraft project1, thereby allowing it to land on shorter runways, as may be the case in many Indian cities.
We have the capability to put design and bring to market an unpressurised utility aircraft in ~15,000lb MTOW range with a foreign turboprop. Its just a question of getting someone to pay for the work. There is a market for such an aircraft, from bush flyers in Africa to connectivity aircrafts in the Indian subcontinent and potentially light utility roles for the militaries of the region (Saras, Do228 role). A pressurised, composite, modern avionics, FBW yada yada..<insert favorite pipe dream here> is a different ball game altogether.Austin wrote:In an aircraft there is much more than Engine that needs to be imported the list is quite big and exhaustive .......I am not sure how much core competencies we have in these area.
Sukhoi SSJ reportedly 60 % made of imported components and Brazil Embraer has 95 % imported content , The list of imported content for SSJ from international majors is linked
https://en.wikipedia.org/wiki/Sukhoi_Su ... ticipation
The current RFI is just giving out a rosy picture on RTA ....and chances are if we make a serious attempt any production will run only after 2022 or beyond and production itself is a complex task and HAL has not been good at that eg in case of MKI production timelines which were revised
Some one surely is planning a long term Pension based career at HAL .....they know that even if RTA does not sell they have captive customer in IAF and Para military where MOD will be forced to buy it.
The key question is not about capability but about ability to deliver and order books ...right now Saras is the only hope when it comes to our own bird and it does not have big order from internal customer ...selling against international competition is a different ball game and so far we havent played that at all. ( I can only remember we selling small number ALH in international competition )ManjaM wrote:We have the capability to put design and bring to market an unpressurised utility aircraft in ~15,000lb MTOW range with a foreign turboprop. Its just a question of getting someone to pay for the work. There is a market for such an aircraft, from bush flyers in Africa to connectivity aircrafts in the Indian subcontinent and potentially light utility roles for the militaries of the region (Saras, Do228 role).
Dont remember of turboprop and fan having common fuselage but there are many example of extended fuselage for increase pax capability. Which is to say increase fuselage by length and not by diameter.is there any existing plane with common fuselage between turboprop and jet variants having entirely different wing designs?
I am not aware of any. There are aircrafts with sections of the fuselage common to other aircrafts of the same family, but never heard of the entire fuselage being common.Singha wrote:is there any existing plane with common fuselage between turboprop and jet variants having entirely different wing designs?
The Merlin was an evolution of earlier modification programmes performed by Swearingen Aircraft. Ed Swearingen started the developments that led to the Merlin through gradual modifications to the Beechcraft Twin Bonanza and Queen Air business aircraft which he dubbed Excalibur. Then hybrid aircraft was developed, with a new fuselage and vertical fin, mated to salvaged and modified (wet) Queen Air wings and horizontal tails, and Twin Bonanza landing gear.[/quote]
Saar, that question needs to be asked of DMK along with the commies/unions.Prasad wrote:Why is my poor madras alone made a scapegoat and has to be stuck with piss-poor execution
It's not an easy choice to make for the airport developers - this is a point that continues to be debated all over.Singha wrote:bangalore T1-MKI now known as Kempegowda airport expanded is also entering service probably by end of next week.
capacity ups from 12 mil to 20 mil pax/annum.
T2 and 2nd runway work will start in a few yrs.
my only sore point is the very basic car parking and having to move across 2 driveways manually to get into the terminal....elevated moving belts are needed.
AAI and GoI wants to make sure that we suffer their indignities for life. AAI wanted to privatize Chennai airport and now the parliamentary panel headed by may day bhai Sitaram Yechuri is putting a spanner on the works.manish wrote:Saar, that question needs to be asked of DMK along with the commies/unions.Prasad wrote:Why is my poor madras alone made a scapegoat and has to be stuck with piss-poor execution
There is a big push on the new metro connectivity and the inter modal facility coming up in St.Thomas mount which will have access to metro, MRTS and the suburban rail. May be some day we will get the promised greenfield airport in Sriperumpudur. Until then, I guess the State govt should concentrate on Metro (Phase 2), it would help Chennai immensely than fighting for this wretched airport.Instead of giving away the airports to the private sector "on a platter", state-run Airports Authority of India (AAI) should form a subsidiary or a special purpose vehicle to grant management contracts to entities having expertise in the field, the Standing Committee on Transport, Tourism and Culture recommended.
In its report tabled in Parliament, the committee said it was "dismayed that instead of strengthening AAI by giving it much needed financial and administrative autonomy to enable it to take its own decisions without being influenced/advised by either the Ministry or the Planning Commission, a decision to give our airports on platter to private parties was taken.
http://www.business-standard.com/articl ... 840_1.html
The fear of being accused of sexual harassment is driving male pilots to violate a standard operating procedure (SOP), potentially putting lives in peril.
According to the SOP governing flight safety, the pilot or the co-pilot can leave the cockpit only after a member of cabin crew has been called into the flight deck. This is to ensure that if the person flying the plane suddenly falls sick, there is someone to tend to him or her and get the other pilot back urgently.
But, it turns out, many male pilots across domestic airlines have decided to keep air hostesses out of the cockpit, terrified the women will slap charges of groping or other forms of harassment on them.
"As a departure from the SOP, most of us in SpiceJet as well as in other domestic carriers have adopted a practice wherein we don't really allow the female members of the crew to enter the flight deck," a senior pilot told HT.
"The only reason being that should one of them turn around tomorrow and level seriously damaging allegations of groping, we pilots would have a lot of answering to do and may even lose our jobs even if the allegations are unsubstantiated," he said, speaking on condition of anonymity.
Several other pilots said that recent high-profile cases involving a retired judge, Justice AK Ganguly, and journalist Tarun Tejpal, have forced them to look at measures that "protect us, even though they come at the cost of flight safety."
Airlines contacted were quick to deny that any such contravention of SOP was occurring.
A SpiceJet spokesperson said: "As a procedure, the crew does go in when required. No one is afraid nor has there been any case of anything unusual happening. The idea of fear of female cabin crew is preposterous given that we have plenty of female pilots as well."
"There have never been any instances of pilots sharing any fears of asking female crew members to come inside the cockpit when one of the pilots has stepped out. Safety is paramount for IndiGo and there can be absolutely no compromise on safety," said an IndiGo spokesperson. Air India and Jet Airways did not respond.
But one pilot spoke of the need to air his fears: "I do admit and fully understand that not allowing female colleagues in have consequences from a flight safety issue, but I do deem it important enough to let our fears be known to the public at large.''
Another pilot HT spoke to said, "The new law is playing on our psyche.'' Asked if they were not scared about air hostesses complaining about the SOP being violated, he said, "We pilots are constantly discussing this issue and now believe that it is better that the air hostess complain about not being allowed entry into the cockpit than them complaining about being groped." Another pilot said they only allow cabin crew colleagues they know well and trust but are now guarded about following the SOP as a routine.
Javee saar, AAI 'wanted' to privatize Chennai only after public finally lost patience with it when even after years of delays, cost over runs and dilly dallying, AAI could only deliver an airport terminal that was not only under-built but was also very poorly constructed/executed.Javee wrote: AAI and GoI wants to make sure that we suffer their indignities for life. AAI wanted to privatize Chennai airport and now the parliamentary panel headed by may day bhai Sitaram Yechuri is putting a spanner on the works.
- all for pretty much doing nothing) which could have been ploughed back into building better Civil Aviation infra around the country at Tier-II/III places.GMR/GVK are barred from getting more than one major and one of the smaller airports individually in the current round of bidding.Supratik wrote:Mumbai T2 to open. Pics on SSC. Waiting for GVK or GMR to bag Kolkata.
All things of the past saar, haven't you seen the new pics yet? GVK has done a lot of remodelling+expansion while retaining the old core of the airport.prasannasimha wrote:BIAL is more of a "functional" airport - standard Zurich/Frankfurt tupe of steel glass architecture (Metallica) but one thing though - you can generally get in and out of the airport pretty quickly.Delhi and Mumbai(Previously - I don't know now) has problems of shuttling through various terminals
) growing rapidly on the walls of the spanking new airport terminal, all around the AC vents.
BIAL T1 before the expansion is a pretty ordinary box like structure. The expansion added some style to it.manish wrote: The airport bling thing seems to be a very SDRE longing eh? First HYD, then DEL went that way with GMR at the helm while Siemens led consortium went all Euro-metallic at BIAL. Later, GMR's country cousins at GVK moved in at BIAL and see what you got
I actually shot pictures of MAA Intl airport with pigeons pooping inside the terminal when I was flying out the last time. I guess MAA will remain as is to educate us on AAI's glorious (mis)management.manish wrote:Mean-e-while, the glorious workers revolution rumbles on with AAI leading the charge at MAA.
Taking a cue from the private players, AAI too seems to have gone in for putting in place some 'plantations' within Chennai airport. Notice the flora & fauna (fungus
