AIRLINE FLIGHT CODE : FLIGHT DEALS FORUM.
Airline Flight Code
- (Airline flights) An airline provides air transport services for passengers or freight, generally these companies with a recognized operating certificate or license.
- A system of words, letters, figures, or other symbols substituted for other words, letters, etc., esp. for the purposes of secrecy
- A system of signals, such as sounds, light flashes, or flags, used to send messages
- attach a code to; "Code the pieces with numbers so that you can identify them later"
- a coding system used for transmitting messages requiring brevity or secrecy
- A series of letters, numbers, or symbols assigned to something for the purposes of classification or identification
- a set of rules or principles or laws (especially written ones)
airline flight code - CARES Child
CARES Child Aviation Restraint System
CARES Kids Fly Safe aviation restraint is designed specifically for aviation use for children age 1 and older who weigh between 22 and 44 pounds. These youngsters are old enough to be in their own seats, but are too small for the seat belt alone to protect them. Their bodies cannot withstand the jolts that are common in routine transportation, much less emergency situations, and they flail forward or slide beneath the seat belt if they are not held securely in place. Each year more and more young children fly. But until CARES Kids Fly Safe aviation restraint came along, what was missing was a convenient, hassle-free way to keep young flyers safe. Here's what makes CARES such an invaluable travel solution: CARES Kids Fly Safe aviation restraint is the first and only aviation Child Safety Device to be certified by the Federal Aviation Administration (FAA) as an alternative to a car seat. CARES Kids Fly Safe aviation restraint is an elegantly designed belt-and-buckle device that works in conjunction with the regular airplane seat belt and provides young travelers the same level of safety as a car seat. CARES Kids Fly Safe aviation restraint weighs just one pound and fits into a 6" stuff sack! It is easily portable, simple to install, adjustable to nearly every size airplane seat, and usable on any seat in the airplane, except in the emergency exit rows. Need your car seat on the other end of the trip? Just check it through as luggage and carry CARES Kids Fly Safe aviation restraint on board in your pocket! CARES is manufactured exclusively by AmSafe Aviation, the foremost manufacturer of aviation seatbelts and pilot restraints in the world. (Turn over your airplane seat belt buckle. Chances are it says AmSafe.) CARES is made of the same industrial-strength webbing as your own seat belt and is engineered to the highest aviation-safety standards. INCLUDES: Restraint, instruction card, instruction video on DVD, and travel bag.
DeHavilland DHC-3 Flight
1953 DHC-3 Alaska Coastal Airways The history of this plane below was copied from "www.dhc30tter.com" "Otter number 7 was the first Otter delivered to the Royal Canadian Air Force (RCAF), on 28th March 1953 with serial 3661. Before formal handover, while the Otter was still at Downsview, code letters AB were painted on the fuselage side, so that the side markings were presented as AB (roundel) 661 and in this guise a number of photographs were taken for publicity purposes. The letters AB were to give the Otter a “military look” and were not the code letters of any RCAF unit then intended to operate the Otter. The official user of the code AB at that time was 401 Squadron, which then flew Harvards and Vampires. One of the publicity photographs of 3661 is captioned “The first commissioned Otter flies over Downsview Airport on 13th March 1953. On this day a simulated SAR operation was conducted by members of the Trenton Para Rescue Section to show the new aircraft to the media”. RCAF Otters 3662, 3663, 3664, 3665 and 3666 were similarly painted with a spurious AB code for publicity purposes before delivery. After Otter 3661 had been formally delivered by DHC to the RCAF on 28th March '53, it was allocated that month to the Central Experimental & Proving Establishment (CEPE) at Rockcliffe, Ottawa for the purposes of evaluation of this new type of aircraft to enter RCAF service. It then went to the Fort Churchill, Manitoba Station Flight, where its arrival is recorded on 4th July 1953. It entered service with the Flight alongside Norseman 789. The diary of the Churchill Station Flight records the many missions undertaken by 3661. It operated on floats during the summer months from Landing Lake at Churchill. On 14th August '53 it operated a medevac to Baker Lake and on 20th August was in the Duck Lake and Neultin Lake areas searching for a lost trapper. Later that month it was involved in the search for 405 Squadron Lancaster 999 which had crashed, and performed a coast crawl from York Factory to Eskimo Point. When the Lancaster was found, its crew of 8 were picked up by the Otter from the lake where it had ditched and were flown to Churchill. On 31st August '53 both Norseman 789 and Otter 3661 flew to Ennadai Lake with rations. On 6th October '53 the Otter made its last float trip to Knife Lake and on 8th October was removed from Landing Lake and re-configured with wheel-skis. For the winter months, it would operate from the airport at Churchill, continuing with its light transport and SAR taskings. On 2nd January 1954 it was involved in the search for the Flight's own Norseman 789 which went missing on a medevac flight from Fort Churchill to Baker Lake, a flight of three hours fifteen minutes. Six RCAF Dakotas were also involved in the search for the missing Norseman, two each from Winnipeg, Rivers and Edmonton, as well as Arctic Wings Avro Anson CF-GLA. When the Norseman was found on a small lake at 62.46 North 96.06 West, one of the Dakotas orbited the scene until the evacuation of the Norseman crew and passengers was carried out by Otter 3661 on 5th January. On 15th February 1954 the Otter flew from Churchill to the scene of the Norseman forced landing with a repair party, but its tail assembly broke on landing on the rough terrain. When it became overdue, Dakota 971 from Winnipeg took off to fly to the area, but due to ice fog had to return to Churchill without finding the Otter. It departed again early the next morning and sighted the downed Otter beside the Norseman. The two aircraft had to remain where they were until 20th February '54, when the Arctic Wings Anson flew in with replacement crews, and both the Otter and the Norseman flew back to Churchill. The following month, the Otter was re-assigned and took off from Churchill on 19th March '54 en-route to Ottawa, being replaced at Churchill by Otter 3672. On arrival at RCAF Station Rockcliffe, Ottawa 3661 entered service with 408 Squadron, adopting its MN code. Although based at Rockcliffe, the squadron spent much of its time deployed away from base, having been assigned the major task of mapping and surveying large tracts of the Canadian North. During the summer of 1954, four of the Squadron's Lancasters flew out of Goose Bay, Labrador on the mapping project, supported by six of the Squadron's Cansos and six Otters, including 3661. At the end of the summer season, 3661 and the other Otters returned to base at Rockcliffe for the winter, where they were engaged on local area flying and training. Another major task entrusted to 408 Squadron was support of the construction of the Mid Canada Line (MCL) of radar sites along the 55th parallel of latitude, all 102 of them. In 1954 the RCAF launched a helicopter operation for the MCL with the formation of 108 Communications Flight which, with its H-19, H-21 and H-34 helicopters would carry men, supplies and equipment to the numerous isolated sites. On 18th June 1955 Otter 3661 i
Continental Airlines McDonnell Douglas DC-9-32 N10556 - Story below
Continental Airlines DC-9-32 N10556 crashed wheels up after pilots failed to lower the gear . Houston - George Bush Intercontinental (IAH / KIAH). Taken on 2/19/96. Photos not the best as I only had a cheap use and toss away camera. On February 19, 1996, at 0902 central standard time, Continental Airlines (COA) flight 1943, a Douglas DC-9-32, N10556, landed wheels up on runway 27 at the Houston Intercontinental Airport, Houston, Texas. The airplane slid 6,850 feet before coming to rest in the grass about 140 feet left of the runway centerline. The cabin began to fill with smoke, and the captain ordered the evacuation of the airplane. There were 82 passengers, 2 flightcrew members, and 3 flight attendants aboard the airplane. No fatalities or serious injuries occurred; 12 minor injuries to passengers were reported. The airplane sustained substantial damage to its lower fuselage. The regularly scheduled passenger flight was operating under Title 14 Code of Federal Regulations Part 121 and had originated from Washington National Airport about 3 hours before the accident. An instrument flight rules flight plan had been filed; however, visual meteorological conditions prevailed for the landing in Houston. The National Transportation Safety Board determines that the probable cause of this accident was the captain’s decision to continue the approach contrary to COA standard operating procedures that mandate a go-around when an approach is unstabilized below 500 feet or a ground proximity warning system alert continues below 200 feet above field elevation. The following factors contributed to the accident: (1) the flightcrew’s failure to properly complete the in-range checklist, which resulted in a lack of hydraulic pressure to lower the landing gear and deploy the flaps; (2) the flightcrew’s failure to perform the landing checklist and confirm that the landing gear was extended; (3) the inadequate remedial actions by COA to ensure adherence to standard operating procedures; and (4) the Federal Aviation Administration’s (FAA) inadequate oversight of COA to ensure adherence to standard operating procedures. Safety issues discussed in this report include checklist design, flightcrew training, adherence to standard operating procedures, adequacy of FAA surveillance, and flight attendant tailcone training. Safety recommendations concerning these issues were made to the FAA.
airline flight code
Arrive refreshed after a long flight, avoid distractions in a noisy office, or find peace & quiet in your living room…with ATH-ANC7b QuietPoint® Active Noise-Cancelling Headphones. These lightweight, compact headphones effectively reduce distracting background noise by up to 85% while offering the superior audio quality that has made Audio-Technica a worldwide leader in electro-acoustic technology. Ideal for use with MP3, CD, DVD & in-flight entertainment systems, ATH-ANC7b QuietPoint® closed-back headphones deliver clear, high-resolution sound, with impactful bass, a detailed midrange, extended treble and accurate imaging in an immersive soundfield. Their earcups have been redesigned for greater comfort, with generously cushioned padding and a shape that fits easily over any ear. The ATH-ANC7b QuietPoint® headphones feature large-aperture 40 mm drivers with neodymium magnet systems and extremely high 109dB sensitivity to provide generous volume levels from any music source. The headphones also work when the noise-cancelling function is turned off, and operate in passive mode without batteries. Noise-cancelling electronics are fully integrated in each earpiece, with no need for external modules.
Arrive refreshed after a long flight, avoid distractions in a noisy office, or find peace and quiet in your living room with ATH-ANC7b QuietPoint Active Noise-Cancelling Headphones.
Effectively reduces distracting background noise by 90%.
Includes 1/4-inch and airline adapters and carry case.
These lightweight, compact headphones boast circuitry that effectively reduces distracting background noise by 90% while offering the superior audio quality that has made Audio-Technica a worldwide leader in electro-acoustic technology.
Ideal for use with MP3, CD, DVD and in-flight entertainment systems, ATH-ANC7b QuietPoint closed-back headphones deliver clear, high-resolution sound, with impactful bass, a detailed midrange, extended treble and accurate imaging in an immersive soundfield. Their earcups have been redesigned for greater comfort, with generously cushioned padding and a shape that fits easily over any ear.
The ATH-ANC7b QuietPoint headphones feature large-aperture 40 mm drivers with neodymium magnet systems and extremely high 109dB sensitivity to provide generous volume levels from any music source. The headphones also work when the noise-cancelling function is turned off, and operate in passive mode without batteries. Noise-cancelling electronics are fully integrated in each earpiece, with no need for external modules.
These headphones feature a lightweight, compact, fold-flat design is ideal for travel--in fact, a specialized airline adapter for connecting to in-flight entertainment systems is included, along with a handy carrying case.
Driver Diameter:40 mm
Frequency Response:10 - 25,000 Hz
QuietPoint Active Noise Reduction:Up to 20 dB
Maximum Input Power:500 mW
Battery Life:Up to 40 hours, typical (alkaline)
Weight:210 g (7.4 oz), without cable and battery
Cable:Detachable 1.6 m (5.2') with 3.5 mm (1/8") stereo mini-plug; Detachable 1.0 m (3.3') with 3.5 mm (1/8") stereo mini-plug
Connectorr:3.5 mm (1/8")
What's in the Box
ATH-ANC7B Headphones, 1/4-Inch Adapter, Airline Adapter, AAA Battery, Carrying Case With Attached Accessory Pouch