Aviation Insights by AEROTHRIVE的动态

Skyryse Introduces Groundbreaking Fly-by-Wire Helicopter?? Skyryse executives are touting the Skyryse One as a revolutionary advancement in helicopter technology. It stands out as the first production fly-by-wire helicopter featuring a single control stick and two touchscreens, marking a significant departure from traditional helicopter controls. It boasts a triply-redundant, aircraft-agnostic fly-by-wire system, ensuring reliability and precision in flight operations. Unlike conventional autopilot systems, the Skyryse One's design is purpose-built to address the unique challenges of helicopter flight. This includes dynamic envelope protection, which continuously integrates pilot inputs with environmental conditions to ensure safe flight. Notable features of the Skyryse One include full four-axis flight control, automated autorotation in the event of power failure, and the ability to auto-pickup and set-down with a simple swipe on the touchscreen interface.

The Secret Language of Pilots: Why Do Some Planes Say Retard to Pilots????? When an aircraft is approaching the runway for landing, the automatic system in the flight deck may provide a callout saying "retard, retard" to remind the pilot to pull back the thrust levers to idle. This callout serves as a reminder for the pilot to manually reduce the engine power, regardless of whether the autopilot or autothrust system is engaged. It's important to note that the "retard" callout is a reminder and not a command. The pilot ultimately decides when it is appropriate to reduce the engine power based on the specific landing situation.

#Airbus #Safetyfirst Safety Beyond Standard encompasses the following improvements: - Enhanced autopilot (1), flight directors?(2) and autothrust?(3) availability, - Enhanced?flight envelope protection?availability, - Enhanced flight crew interface (1)?Autopilot = the guidance (e.g. altitude/heading) is made automatically through the flight controls? (2)?Flight directors =?the guidance is displayed on the PFD by 2 bars (vertical & horizontal) but the pilot has to manually move the sidestick to follow them (3)?Autothrust = automatic speed or thrust control based on pilot demand?

5 intriguing facts that pilots often don't tell passengers: ?? ???????? 1. Autopilot Does Most of the Flying: On long-haul flights, the majority of the journey is controlled by the autopilot. Pilots are mainly there to manage takeoff, landing, and monitor systems during the flight. 2. Turbulence is Rarely Dangerous: While turbulence can be uncomfortable, it’s rarely dangerous. Modern aircraft are designed to handle significant turbulence, and pilots are trained to navigate through it safely. 3. Oxygen Masks Have Limited Supply: The oxygen masks that drop down in an emergency only provide about 12 to 15 minutes of oxygen. This is generally enough time for the pilot to descend to a safer altitude where you can breathe normally without the mask. 4. Pilots Don’t Eat the Same Food as Passengers: To minimize the risk of food poisoning affecting the crew, pilots are usually served different meals than the passengers, and even different meals from each other. 5. Flights are Often Shorter than Scheduled: Airlines often pad flight times to make it seem like flights arrive on time or early, even when there are delays. This "block time" is adjusted to account for potential issues like air traffic or weather conditions, so your flight might actually be shorter than you think.

Here is the A320 Aircraft Yaw damper servo actuator. The aircraft yaw damper actuator is a crucial component that helps stabilize the aircraft during flight by reducing yaw oscillations. Here's an overview of how it works: 1) Purpose: The yaw damper actuator is designed to counteract yaw motion, which is the side-to-side movement of the aircraft around its vertical axis. 2) Sensors: Yaw rate sensors or gyros detect any yaw motion or deviation from the desired flight path. 3)Control System: The data from the sensors is processed by the aircraft's flight control computer or autopilot system. 4)Actuator Activation: Based on the inputs from the sensors and the control system's algorithms, the yaw damper actuator is activated. 5)Actuator Operation: The actuator, usually a hydraulic or electric servo, adjusts the aircraft's control surfaces such as the rudder to counteract the yaw motion. 6)Effectiveness: The yaw damper actuator enhances flight safety and comfort by reducing the pilot's workload and minimizing the effects of turbulence or external disturbances on the aircraft's yaw behavior. Overall, the yaw damper actuator plays a vital role in ensuring smooth and stable flight conditions, especially during challenging weather or operational scenarios. #AircraftTechnology #FlightMechanics #Aerodynamics #AviationEngineering #AircraftTechnology #FlightMechanics #Aerodynamics #AviationEngineering

As both a pilot and an engineer, I’m very concerned with the lack of evolution within general aviation. Commercial airlines are safer than ever but there are still over a thousand small aircraft crashes every year. Why are small planes using the same complicated analog controls from the 1940’s? Why does a helicopter still require both hands and feet just to maintain a hover? The technology exists to do better. It just hasn’t been applied. I started Skyryse to make small aircraft as safe as the big ones. We’ve created a universal flight control system that’s simpler and safer. SkyOS is going to save lives. Today, I’m excited to announce the introduction of Skyryse One – the world’s first production aircraft operated by a single control stick, two touchscreen displays, and powered by SkyOS. SkyOS is our proprietary fly-by-wire and flight control system, offering a level of control and safety never seen before in general aviation. More than autopilot, SkyOS provides true full flight management, seamlessly integrating with the most intuitive flight controls ever designed. Pilots can reserve their own Skyryse One on our website,?Skyryse.com, beginning today.

When you say during the checklist: Avionics:set What exactly do you mean? What should you do for the avionics:set checklist item? "My airplane's pre-takeoff checklist has one item: 'Avionics...adjustment.'Which is especially not helpful for my G1000 which includes a radio,GPS, bearing indicators and autopilot."What do I actually need to set up before take off?" You need an avionics flow check.This simple procedure ensures that all avionics are properly adjusted before each phase of flight.Avionics FlowCheck works with any avionics system,from a collection of legacy indicators to an integrated system like the Garmin G1000. You can create a flow pattern that works for the cockpit you're flying,but here's a general method that will drive you through the process. Start with GPS.Make sure you have loaded the flight plan or direct route to your destination correctly.Even if you're just planning to fly in patterned traffic,setting a destination in the GPS will build the habit and ensure that you always have useful information in the GPS,not just empty data fields. Next,indicate and verbalize the set frequency of the radio active and standby,both communication and navigation.Verify that the primary CDI on your PFD or HSI is set to the navigation source you are using for the first flight log—either GPS,VOR,or localizer—and repeat this step for all CDIs or bearing indicators. Now check and verbalize the autopilot and flight director modes to make sure they are set for takeoff. If your panel has a PFD and HSI,check that the side and altitude bugs are set for takeoff and initial climb.Confirm the transponder code and mode.This step is especially important now that the ADS-B mandate is in effect.Transponder should be in ALT mode almost all the time. Finally,if you're using a tablet to display charts and other information,make sure the correct chart or page is being displayed.Now is a good time to verify that your tablet is plugged into a power source. This systematic avionics check is similar to the cockpit flow check that we've used for decades to verify the position of the fuel tank selector,pitot lights and heat,flaps and other equipment before takeoff,during the initial approach,and before landing.You can repeat the avionics flowcheck in cruise after receiving a new license or changing destination,and before approaching an airport, VFR or IFR. Get used to following your way through the maze of airplanes in your cockpit. "It's an easy way to reduce your workload and you don't need to remember and help from another memory." #Airport #turbulence #checklist #check_list #control #poh #performance #emergancy #safety #navigation #fly #thunderstorm #safetyfirst #training #pilot #crash #pilottraining #approach #runway #flighttraining #aviation #airlinepilot #flight_instructor #captain #fatigue #runway #aerodrom #aviationnews #aviationjobs #aviationsafety #dangers #safetymanagement #exam #rule #Elnaz_Chelongar #Echo_Charlie89 #?????_??????

?? What You Should Know About Black Boxes in Airplanes The "black box" is a key device in every airplane. But don’t let the name fool you - it’s not black at all! It’s actually bright orange, which makes it easier to find in case of an accident. So why is it called the "black box"? The name likely came from the early days of aviation, when it was just a nickname that stuck. How It Works Black boxes refers to two separate devices: the Flight Data Recorder (FDR) and the Cockpit Voice Recorder (CVR). The Flight Data Recorder captures important flight data, like speed, altitude, and direction. The Cockpit Voice Recorder records all sounds in the cockpit, including conversations and alarms. Together, these recorders give a complete picture of what’s happening on the plane. Placement in the Plane Black boxes are usually placed together in the tail section of the airplane. This spot is chosen because it’s one of the safest parts of the plane during a crash, giving it the best chance of surviving and protecting its data. Although the Cockpit Voice Recorder captures sounds from the cockpit, it does not need to be physically located there; advanced wiring and technology allow the CVR to collect audio while being safely stored in the tail. Why It’s So Important After an accident, investigators use data from the black box to understand what went wrong. This helps improve aviation safety by finding ways to prevent similar problems in the future. It’s a powerful tool that helps save lives by making flying safer. #LivingAviation #CareerWings

Modern glass cockpit Pilots need a fundamental knowledge of automation, but some aircraft automation requires only fundamental appreciation by the pilots, not a detailed understanding of how. Take, for example, the very basic maneuver of turning between two points and maintaining the radius with a constant bank angle. Post RNAV, the pilots performed this with some help from the autopilot, and in earlier aircraft with a navigator, a lead in radial from fixed navaids. Now, we have an FMC with a programmed algorithm that follows the FAA's design to maintain the radius of this turn while constantly changing and unusually high wind, temperature, aircraft speed, and aircraft configuration, but all the pilot sees is an effortless magenta superimposed aircraft making this turn. The amount of math and science that goes into this simple Radius to Fix turn is astounding. We do not need to know this algorithm to understand the RF turn, but we need to appreciate the science behind it fundamentally and what enforced these constraints. What are your thoughts on the role of automation in the modern cockpit??Share your insights in the comments! #aviation #pilots #automation #technology #flighttraining

AIRBUS CASE STUDY An A319 aircraft was on descent with autopilot and autothrust ON. The flight crew was preparing to perform an ILS interception from above. The aircraft experienced moderate turbulence conditions during the approach phase. 1. The?aircraft captured the localizer 10 NM from the runway threshold. The aircraft was descending in V/S mode at 2 000 ft/min in CLEAN flaps configuration, with a selected altitude of 2 500 ft QNH. 2. The aircraft intercepted the ILS 3° glidepath from above at approximately 2?500 ft QNH, which was 7 NM from the runway threshold, at a speed of 225 kt. 3. Crossing 2 300 ft QNH, the aircraft speed was 236 kt increasing. The flight crew decided to extend the landing gear to reduce the speed. 4. Crossing 1 300 ft QNH, the aircraft was still in CLEAN flaps configuration and its speed was 240 kt. The flight crew pushed the thrust levers to TOGA to initiate a go-around. The LOC and G/S guidance modes remained engaged and the aircraft started to accelerate toward the ground, along the 3° glideslope. 5. Crossing 1 130 ft QNH, the aircraft speed was 243 kt increasing. The flight crew selected gear up, but the VLO for retraction of 220 kt was already exceeded. 6. At approximately 800 ft, the flight crew selected a 3 000 ft target altitude and pulled on the altitude knob-selector. The OP CLB guidance mode engaged and sent a nose-up command to the autopilot. Aerodynamic forces meant that retraction of the landing gear was difficult. The nose landing gear retracted, but the left and right Main Landing Gear (MLG) remained extended. 7. The overspeed warning triggered due to the VLE (280 kt) exceedance. The?PF?disconnected the autopilot and applied nose-up inputs. The aircraft reached 312 kt at 600 ft before climbing back up to 3 000 ft where the PF reengaged the autopilot in ALT mode. The MLG fully retracted 2 min 30 s later while in level flight, with a speed of 205 kt at 3 000 ft. The flight crew eventually performed a second approach and safely landed the aircraft. High-energy approach The aircraft started its glideslope interception from above in CLEAN configuration at high speed. As a result, the flight crew was not able to sufficiently slow down the aircraft to stabilize its speed and they decided to perform a go-around. Non-engagement of the go-around guidance modes On A320 family, the SRS go-around mode and GA TRK mode engages if: ? The flight crew sets a thrust lever at the TOGA detent, and ? The aircraft is airborne, or on ground for less than 30 s, and ? The slats or the flaps are extended. Therefore, when the PF pushed the thrust levers to TOGA, the SRS and GA TRK modes did not engage and the autopilot remained in G/S and LOC final approach modes. Crew reaction time It took 30 s for the crew to react and disconnect the autopilot, leading to an overspeed condition (312 kt with main gear extended) near the ground (600 ft) (Airbus Safety Magazine #36)