AeroMobile, a joint venture of Arinc and Telenor now planning the introduction of cellphone services for the cabin, last month announced that it is taking a “global role” in convincing communications regulatory agencies in the U.S. and Europe to allow the use of personal mobile phones after takeoff.
Aviation International News » October 2005
Head-up display (HUD) manufacturers have carved a respectable niche for themselves in the business aviation realm in the last decade or so, but if the marketing gurus at Rockwell Collins Flight Dynamics are right the technology could be on the verge of entering the segment’s mainstream, at least in larger jets.
The APG service allows crews to quickly calculate safe takeoff limits based on aircraft weight and type, actual runway conditions, obstructions and terrain, as well as real-time weather. It covers more than 100 business jet types and incorporates software and performance data from the aircraft manufacturers.
It was a night tailor-made for flying– smooth air, barely a cloud in the sky and miles of visibility. The center controller had handed the crew off to approach control with a friendly, “G’night,” and within a few minutes the pilots were cleared for a visual approach to the active runway about 15 miles straight ahead. From their position, the crew could easily see the airport, enveloped by the sodium-vapor shimmer of the city’s vast downtown.
Dassault has begun deliveries of the Falcon 900EX equipped with the fully operational EASy flight deck. The so-called “Step 3” of EASy includes new features, such as video display capability. It also corrects some minor imperfections and offers, at last, some functions the French manufacturer had promoted heavily when it announced the product.
When engine maker Pratt & Whitney opened its first machine shop in a tobacco warehouse in Hartford, Conn., 80 years ago last month, former Wright Aeronautical president Frederick Rentschler probably could not have imagined how popular, and ubiquitous, the company’s engines would become.
At the EBACE gathering in Geneva earlier this year, the joint industry working group on business aircraft operations (IWG-BAO), which includes NBAA, the European Business Aviation Association (EBAA) and the General Aviation Manufacturers Association (GAMA), presented the initial findings of its work on corporate, fractional and commercial operations, with a view toward making a recommendation to the ECAC Task Force on fractional ownership.
Dial the number for Million Air at New Orleans Lakefront Airport (NEW) and there is nothing on the other end. No recorded message about phone lines, no fast-busy tone to indicate a saturated circuit…nothing.
The eerie silence is indicative of the lack of hard information available about the airport on the shores of Lake Pontchartrain, at least as of late last month. Only select personnel have been allowed to visit the site.
In the wake of Hurricane Katrina the surge in auto-fuel prices–with the per-gallon increases lagging just hours behind the rising flood waters–was at the forefront of everybody’s mind. A flurry of activity on the political front–including the release of six million barrels of crude oil from the Strategic Petroleum Reserve–further focused the nation’s attention on the cost of keeping America’s engines running.
The late Randy Kennedy, who wrote a chapter or two in the book for corporate pilots in the U.S., once said, “Don’t tell anyone, but you can teach monkeys to fly these airplanes safely. The hard part of this job is acquiring the correct service mentality.”