Air Safety Flight Academy - Jordan Ture Flight.
Air Safety Flight Academy
- Air safety is a term encompassing the theory, investigation and categorization of flight failures, and the prevention of such failures through regulation, education and training. It can also be applied in the context of campaigns that inform the public as to the safety of air travel.
- an institution for the advancement of art or science or literature
- A place of study or training in a special field
- A place of study
- A secondary school, typically a private one
- a school for special training
- a secondary school (usually private)
- a formation of aircraft in flight
- Shoot (wildfowl) in flight
- (in soccer, cricket, etc.) Deliver (a ball) with well-judged trajectory and pace
- shoot a bird in flight
- an instance of traveling by air; "flying was still an exciting adventure for him"
air safety flight academy - Aviation Safety
Aviation Safety and Pilot Control: Understanding and Preventing Unfavorable Pilot/Vehicle Interactions
Adverse aircraft-pilot coupling (APC) events include a broad set of undesirable and sometimes hazardous phenomena that originate in anomalous interactions between pilots and aircraft. As civil and military aircraft technologies advance, interactions between pilots and aircraft are becoming more complex. Recent accidents and other incidents have been attributed to adverse APC in military aircraft. In addition, APC has been implicated in some civilian incidents. This book evaluates the current state of knowledge about adverse APC and processes that may be used to eliminate it from military and commercial aircraft. It was written for technical, government, and administrative decisionmakers and their technical and administrative support staffs; key technical managers in the aircraft manufacturing and operational industries; stability and control engineers; aircraft flight control system designers; research specialists in flight control, flying qualities, human factors; and technically knowledgeable lay readers.
Col CharlesBolden USMC
Bolden accepted a commission as a second lieutenant in the United States Marine Corps following graduation from the United States Naval Academy in 1968. He underwent flight training at Pensacola, Florida, Meridian, Mississippi, and Kingsville, Texas, before being designated a naval aviator in May 1970. He flew more than 100 sorties into North and South Vietnam, Laos, and Cambodia, in the A-6A Intruder while assigned to VMA(AW)-533 at Namphong, Thailand, June 1972 to June 1973. Upon returning to the United States, Bolden began a two-year tour as a Marine Corps selection officer and recruiting officer in Los Angeles, California, followed by three years in various assignments at the Marine Corps Air Station El Toro, California. In June 1979, he graduated from the U.S. Naval Test Pilot School at Patuxent River, Maryland, and was assigned to the Naval Air Test Center's Systems Engineering and Strike Aircraft Test Directorates. While there, he served as an ordnance test pilot and flew numerous test projects in the A-6E, EA-6B, and A-7C/E airplanes. He has logged more than 6,000 hours flying time. Bolden was selected an astronaut candidate by NASA in 1980 and served with NASA until 1994. Bolden left NASA and returned to active duty in the U.S. Marine Corps as the Deputy Commandant of Midshipmen at the Naval Academy, Annapolis, Maryland, effective June 27, 1994. In July 1997, he was assigned as the Deputy Commanding General, I MEF, Marine Forces, Pacific. From February to June 1998, he served as Commanding General, I MEF (FWD) in support of Operation Desert Thunder in Kuwait. In July 1998 he was promoted to final rank of Major General and assumed his duties as the Deputy Commander, U.S. Forces, Japan. Major General Bolden's then served as the Commanding General, 3rd Marine Aircraft Wing, serving from August 9, 2000 until August 2002. He retired in August 2004.  NASA experience Selected by NASA in May 1980, Bolden became an astronaut in August 1981. His technical assignments included: Astronaut Office Safety Officer; Technical Assistant to the Director of Flight Crew Operations; Special Assistant to the Director of the Johnson Space Center; Astronaut Office Liaison to the Safety, Reliability and Quality Assurance Directorates of the Marshall Space Flight Center and the Kennedy Space Center; Chief of the Safety Division at JSC; Lead Astronaut for Vehicle Test and Checkout at the Kennedy Space Center; and Assistant Deputy Administrator, NASA Headquarters. A veteran of four space flights, he has logged over 680 hours in space. Bolden served as pilot on STS-61C (January 12–18, 1986) and STS-31 (April 24–29, 1990), and was the mission commander on STS-45 (March 24, 1992 – April 2, 1992), and STS-60 (February 3-11, 1994). Bolden was the first person to ride the Launch Complex 39 slidewire baskets which enable rapid escape from a shuttle on the launch pad. The need for a human test was determined following a launch abort on STS-41-D where controllers were afraid to order the crew to use the untested escape system.  Space flight experience STS-61C Space Shuttle Columbia. During the six-day flight crew members deployed the SATCOM KU satellite and conducted experiments in astrophysics and materials processing. STS-61C launched from the Kennedy Space Center in Florida, on January 12, 1986. The mission was accomplished in 96 orbits of Earth, ending with a successful night landing at Edwards Air Force Base on January 18, 1986. STS-31 Space Shuttle Discovery. Launched on April 24, 1990, from the Kennedy Space Center. During the five-day mission, crew members deployed the Hubble Space Telescope and conducted a variety of middeck experiments. They also used a variety of cameras, including both the IMAX in cabin and cargo bay cameras, for Earth observations from their record-setting altitude over 400 miles. Following 75 orbits of Earth in 121 hours, STS-31 Discovery landed at Edwards Air Force Base on April 29, 1990. On STS-45 Bolden commanded a crew of seven aboard Space Shuttle Atlantis. Launched on March, 24 from the Kennedy Space Center. STS-45 was the first Spacelab mission dedicated to NASA's Mission to Planet Earth. During the nine-day mission, the crew operated the twelve experiments that constituted the ATLAS-1 (Atmospheric Laboratory for Applications and Science) cargo. ATLAS-1 obtained a vast array of detailed measurements of atmospheric chemical and physical properties, which contribute significantly to improving our understanding of our climate and atmosphere. In addition, this was the first time an artificial beam of electrons was used to stimulate a man-made auroral discharge. Following 143 orbits of Earth, STS-45 Atlantis landed at the Kennedy Space Center on April 2, 1992. On STS-60 he commanded a crew of six aboard Space Shuttle Discovery. This was the historic first joint U.S./Russian Space Shuttle mission involving the participation of a Russian Cosmonaut as a mission specialist crew m
Lockheed Martin F-16C/D Fighting Falcon Thunderbirds #1,2,3,&7
Lockheed Martin F-16C/D Fighting Falcon (Block 52) 2009 – until? The 2009 show season marks the transition to the US Air Force’s premier, front-line F-16 fighter. The Block 52s have an upgraded Avionics package that brings the Thunderbird fleet into alignment with the rest of the worldwide F-16 fleet. Additionally, the more powerful Pratt & Whitney 229 engine adds an additional 3,600 lbs of thrust. This in turn increases the maximum allowable gross weight for ground handling, taxi, takeoff and in-flight maneuvers nearly 5000 lbs. Note: The F-16 represents 53% of USAF Fighter Force Structure and 49% of the USAF’s total combat force (source: USAF as of 6/07) The Squadron was activated, after 6 months training in an unofficial status, on January 1, 1953 as the 3600th Air Demonstration Team at Luke AFB, just west of Phoenix. They flew their debut exhibition at Luke a week later, and began public exhibitions at the 1953 Cheyenne Frontier Days in Cheyenne, Wyoming. The team had flown 26 shows by that August. The first team leader was Major General Dick Catledge, and the first plane flown by the squadron was the F-84 Thunderjet. As the F-84G Thunderjet was a single seat fighter, a 2 seat T-33 Shooting Star served as the narrator's aircraft and was used as the VIP/Press ride aircraft. The T-33 served with the Thunderbirds in this capacity in the 1950s & 1960s. The next year, the Thunderbirds performed their first overseas air shows, in a tour of South America. A year later, in 1955, they moved to the F-84F Thunderstreak aircraft, in which they performed 91 air shows. The aircraft of the squadron was again changed in June 1956, to the F-100 Super Sabre, which gave the pilots supersonic capability. This switch was accompanied by a move of headquarters to Nellis AFB, Nevada on June 1 with their first show after the move being held on June 23. It also signaled a shift in their performance routine—for example, the Cuban 8 opening routine was dropped, and emphasis was placed on low, screaming flyovers and demonstrations of takeoff performance. For a time, if the show's sponsor permitted it, the pilots would create a "sonic boom" (this ended when the FAA banned supersonic flight over the continental U.S.) In 1960 a decision was made to allow the tail (vertical stabilizer) of the #4 slot plane, blackened by the exhaust of the other planes, to remain black. (Contrary to rumor, the stabilizer was never painted black.) This practice remained in force through the 1973 season. In 1961, the team was compelled to discontinue the vertical bank maneuver due to an FAA regulation prohibiting aerobatics that pointed the nose of the aircraft toward the crowd. 1962 saw the introduction of dual solo routines, and the Thunderbirds went on their first European deployment in 1963, the year after the disbanding of the "Skyblazers" (see below). The team switched to the F-105 Thunderchief for a brief period, but returned to the F-100 in 1964 after only six airshows, following Capt. Gene Devlin's death resulting from structural failure of the aircraft in a high-G climbing maneuver. The F-100 was also judged to be more maneuverable for demonstration displays, and was retained through the 1968 season. By 1967, the Thunderbirds had flown 1,000 shows. In 1969, the squadron adopted the noisy and huge F-4E Phantom, which it flew until 1973, the only time the Thunderbirds would fly jets similar to those of the Blue Angels, as it was the standard fighter for both services. A special white paint had to be developed to cover high-temperature metals, replacing the bare metal paint scheme of past planes. The white paint scheme has been continued to the present. Due to the 1973 oil crisis, the team was grounded for some time. In 1974 they switched to the more economical T-38 Talon, a supersonic trainer based on the F-5 fighter. Five T-38s used the same amount of fuel needed for one F-4 Phantom. The switch to the T-38 also saw an alteration of the flight routine to exhibit the aircraft's maneuverability in tight turns, and also ended the era of the black tail on the #4 slot plane, which would now be regularly cleaned and shined like the others. In 1982, there was another disaster for the Thunderbirds, occurring during pre-season training on January 18. While practicing the 4 plane diamond loop, the formation impacted the ground at high speed, instantly killing all four pilots: Major Norm Lowry, leader, Captain Willie Mays, Captain Pete Peterson and Captain Mark Melancon. The cause of the crash was officially listed by the USAF as the result of a mechanical problem with the #1 aircraft's control stick actuator. During formation flight, the wing and slot pilots visually cue off of the #1 lead aircraft, completely disregarding their positions in relation to the ground In 1983, the team returned to front-line fighters with the General Dynamics F-16A Fighting Falcon. They would change to the updated F-16C (now Lockheed-Martin) in 1
air safety flight academy
Despite the strong safety record of the national airspace system, serious disruptions occasionally occur, often as a result of outdated or failed equipment. Under these circumstances, safety relies on the skills of the controllers and pilots and on reducing the number of aircraft in the air. The current and growing pressures to increase the capacity to handle a greater number of flights has led to a call for faster and more powerful equipment and for equipment that can take over some of the tasks now being performed by humans. Increasing the role of automation in air traffic control may provide a more efficient system, but will human controllers be able to effectively take over when problems occur? This comprehensive volume provides a baseline of knowledge about the capabilities and limitations of humans relative to the variety of functions performed in air traffic control. It focuses on balancing safety with the expeditious flow of air traffic, identifying lessons from past air accidents. The book discusses
The function of the national airspace system and the procedures for hiring, training, and evaluating controllers.
Decisionmaking, memory, alertness, vigilance, sleep patterns during shift work, communication, and other factors in controllers' performance.
Research on automation and human factors in air traffic control and incorporation of findings into the system.
The Federal Aviation Administration's management of the air traffic control system and its dual mandate to promote safety and the development of air commerce.
This book also offers recommendations for evaluation the human role in automated air traffic control systems and for managing the introduction of automation into current facilities and operations. It will be of interest to anyone concerned about air safety--policymakers, regulators, air traffic managers and controllers, airline officials, and passenger advocates.