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Introducing AIVR - the multi-award-winning system that provides digital inspection capability and more, enabling experts from any rail discipline to monitor the right of way remotely and safely. For each hour that an AIVR user spends on the platform, it’s estimated they save an eight-hour site visit or cab-ride, including travel and planning, reducing carbon and incidences of fatigue.

Great to see Tim Skutt present the considerations needed to enable airworthiness/type certification during the AUVSI XPONENTIAL workshop on “Path to Autonomy: Weatherproofing AAM through Testing and Validation for Scalable Operations” today. Tim gave a nice overview of the steps needed for airworthiness and how environmental testing fits in. In addition to Tim, thanks to Jamey Jacob for moderating and covering the key adverse weather considerations, Guilaume Catry for the importance of controlled wind/rain testing (enabled by WindShaper), and Scott Landolt for snow/ice and the nuances on how to make snow for weather testing. The slido questions prompted interesting insights.

“Boom Supersonic has received its FAA G-1 stage 1 issue paper from the FAA, marking a key step in the multi-stage process toward clearing the Mach 1.7 Overture airliner for commercial service by the end of the decade. The G-1 certification basis spells out the specific airworthiness standards and environmental standards—including special conditions—required for FAA Type Certification. Under the second stage of the G-1 process now underway the FAA will lay out its view on what the certification basis—including special conditions—should be for the Overture. In the third stage of the G-1 process, Boom will coordinate with the FAA on what it intends to do to meet the requirements. This could result in an updated issue paper from the FAA if required, or—if agreement is reached—will lead to a fourth stage to conclude the G-1”.

The Complexity of Aeronautical Contracts Working in commercial aeronautical contracting, I often get asked how our contracts compare to non-aeronautical ones. The short answer? Aeronautical contracts are in a league of their own. Unlike standard contracts, aeronautical agreements must account for a myriad of specialized factors. We're not just talking about the basic terms and conditions, but detailed specifications regarding safety protocols, international regulations, air traffic coordination, and environmental impact assessments. Each contract is a dense labyrinth, meticulously crafted to ensure every conceivable scenario is covered. For example, while a non-aeronautical contract might focus on service delivery and payment terms, an aeronautical contract dives deep into airspace usage rights, runway maintenance, and emergency response plans. Every clause is crucial, as even a minor oversight can have significant operational or safety implications. In essence, while non-aeronautical contracts are intricate in their own right, aeronautical contracts demand an unparalleled level of precision, foresight, and expertise. It’s a challenging but incredibly rewarding field, where the complexity ensures that no two days are ever the same. #AeronauticalContracts #AviationIndustry #CommercialAviation #ContractNegotiation #Cluster2_aeronaticaldepartment

The Evolution of Aeronautical Ground Lighting Standards Aeronautical ground lighting (AGL) plays a critical role in guiding aircraft safely around airports, especially in low visibility conditions. Over the decades, international organizations have worked to develop standards that promote consistent and reliable airfield lighting worldwide. In the early years, individual countries developed their own standards for AGL systems. Recognizing the need for harmonization in civil aviation, the International Civil Aviation Organization (ICAO) established the first international guidelines. ICAO continues to define the essential operational requirements for AGL through standards in Annex 14. Europe lacked continental standards for many years. In the 1990s, the European Committee for Electrotechnical Standardization (CENELEC) conducted a survey that revealed inconsistencies between countries. This led to the formation of Task Force BTTF 72-3 to develop European pre-standards. Around the same time, the International Electrotechnical Commission (IEC) established Technical Committee 97 to oversee AGL standardization. Many experts contributed to both IEC TC 97 and ICAO working groups. Technical specifications now cover AGL components, operation, maintenance and safety lifecycles. European standards evolved from CENELEC's work and were later adopted by IEC as international norms. Major standards like IEC 61822 and 61823 establish requirements for constant current regulators and series transformers. Through the collaborative efforts of these global organizations, AGL standards continue advancing to support safety and interoperability in air transportation worldwide. Harmonized rules benefit airports, manufacturers and pilots internationally. for reference and more details https://lnkd.in/dUzrte4V https://lnkd.in/dzuyPnvp https://lnkd.in/dGGNpeMW #aviationhub #aviationindustry #airportoperations

A VOR APPROCH PLATE explained in 60 seconds. Approach plates (or, more formally, instrument approach procedure charts) are the printed or digital charts of instrument approach procedures that pilots use to fly instrument approaches during instrument flight rules (IFR) operations. Each country maintains its own instrument approach procedures according to International Civil Aviation Organization (ICAO) standards. Approach plates are published by each country. In addition, several commercial providers produce plates in alternative formats, including Jeppesen and NAVBLUE. For those of you who wants to know how we pilots can land at any airport for the first time, it is because of the approach plates that guides us through the whole procedure of approaching an airport till landing, and also the procedure in case you have to Go-Around.

🔓 Time for updates: 🔥 New Draft: AC 25.853-1A: Flammability Requirements for Transport Category Airplanes / Acceptable means of showing compliance with the requirements of title 14, Code of Federal Regulations (14 CFR) §§ 25.853, 25.855, and 25.856. These sections require materials, parts, and components used in transport category airplanes to meet performance standards specific to the type of fire threat to which they will be exposed. New released planned:  The AC will divide the flammability  standards into two categories: those designed to protect the airplane and its occupants from the hazards of  💺 in-flight fires, and those designed to protect the airplane and its occupants from the hazards caused by 🚨post-crash fires In addition, the AC will  ❌ remove certain test methods, e.g. smoke emissions test, from the regulations, replacing them with performance-based requirements or Heat Release Rate test results. “The FAA has concluded the smoke emissions testing requirement does not generally add to safety, when low heat release materials are used. However, situations may occasionally arise, such as wholly new materials or material systems, where an assessment of smoke emissions is needed to support the applicant’s showing of compliance.”’   New definitions of 💡Accessible Area, Exposed, extensive used, Inaccessible Areas.   Compliance using threat-based performance standards for the materials, components, and parts used in transport category airplanes. The primary means of meeting these performance standards is by conducting a test based on the fire threat. 🔺Class 1, Class 2 - compliance for certain limited-use parts (i.e., not extensively used), based on their location, size, quantity, and knowledge of their flammability properties. 🔻Class 3: - Parts acceptable by analysis. Certain parts, components, or assemblies that are of a size, construction, or location that their flammability characteristics do not threaten the airplane or its occupants. ✅ Rev. 7: Technical Implementation Procedures (TIP) For Airworthiness and Environmental Certification Between the Federal Aviation Administration (FAA) of the United States of America and the European Union Aviation Safety Agency (EASA): https://lnkd.in/d__C6jeB Additional guidelines on Basis and non-Basis STC, Part 26 clarifications, various other clarifications on procedure for acceptance design approvals etc.

Hello Airbus community ! Have you notched the the System Reset guidelines have changed ? Previous guidelines stated that on ground, you basically could reset any system (with a few exceptions). Now the text has changed to allow a reset o. Ground only if the related system is not listed in the system reset table. Now my question: suppose you have landed at a remote airport with no GSE (GPU and ASU) and right after vacating the runway you get an ECAM BCL2 fault. The ECAM doesn’t have any action, After clearing the failure, the status page says APU BAT START NOT AVAILABLE. According to the old QRH, we could try to “reset” the BCL by switching the Normal cockpit control (in this case, the BAT2 P/B ) to off, wait 3 seconds then switch it back to ON. If the reset was successful, we could start the APU. According to the new QRH , as the Electrical System is listed in the sys reset table (GPU P/B reset), I understand that I’m no longer allowed to reset any other electric system via the normal cockpit control, and thus I would be stuck at that airport with an inoperative APU (Consider that in this scenario there’s not enough remaining fuel to reach another airport with adequate reserves and the airport authority doesn’t allow refueling with a running engine). What are your thoughts?

What should an operator consider when performing maintenance at a location away from its main operating network? How is maintenance manpower sourced and managed at remote locations? What is a 'fly-away' kit, and why is it good to have one onboard?   JSSI's Grant Detrick - Senior Engine Technical Advisor - and Jeff Seiz - Airframe Program Manager - spoke with DOM Magazine to advise on best practices to manage maintenance in remote locations! ✈   Check out our latest blog to learn more ⬇ https://lnkd.in/gzHAnk4N

Having an ELT is crucial to aircraft operations. Check out our review of the ACR ARTEX ELT 4000, including its benefits and when to replace it. https://lnkd.in/e--gZcVB