Tuesday, December 6, 2011

Career iView

My ultimate career goal is to secure a position within our global aviation industry as an Aviation Business Consultant (e.g. sales, marketing, research, management, training, etc). Therefore, once I complete my B.S. degree at EMU, I will continue my higher education to complete an MBA.

Currently, my short-term goal is to continue with my linguistic career until I obtain an MBA; in which then I would eventually converge the two experiences, that is my linguistic experience and an MBA so that I can market myself as an International Business (Aviation) Expert/Consultant. As I have previously stated in my introductory blog at the beginning of this course, I am already at the top of the ladder of my linguistic career with over seven years of native/professional linguistic and cultural advising experience in support of our government's (military) efforts overseas; providing and supplying cultural and linguistic expertise to top U.S. companies and government organizations (e.g. NIST, DARPA, Northrop Grumman, L-3 Communication, etc) within various sectors of the industry (e.g. government services, technical services, education, training, etc).

Although I have chosen a different career path, I still have strong interest in the aviation industry from a business perspective and I will continue to explore this industry both globally and domestically. Given my aviation education background and linguistic experience, I am continuously searching for and exploring new possibilities. As of now, I think I am heading on the right path to an ultimately successful career destination!

The following links are examples of positions that I might consider in the near future as entry level positions toward an ultimate career within the aviation industry:

The Opportunities are Vast. The Possibilities Extend even Farther. — Jobs at Boeing

Company: Boeing                         Positions: 1) Intern Business A    2) Production Coordinator A

........................................................................................................................................................

Company: Northrop Grumman                          
Positions: 1) Business Management Professional... 2) College Intern Administrative

Sunday, November 27, 2011

Airbus A380 Production: Latest News

Bellow is the latest production news of Airbus A380, which is continuously updated and posted by Oliver Gigacz of Airbus A380 Production (web site). I have summarized the latest production data and organized it in the following table. Older production events and information on A380 are available on Airbus A380 Production (web site) if someone is interested in reading further back into the production time-line.


Date
Event
11/26/2011
Airbus delivered Qantas’ eleventh A380 (MSN063) at a ceremony in Toulouse. Once in service, it will be utilized by Qantas to run daily Melbourne to Los Angeles flights.
11/25/2011
Emirates’ twenty-third A380 (MSN103) completed final assembly. She took just ten weeks to complete assembly, making her the quickest frame yet.
11/24/2011
Thai Airway’s first A380 (MSN087) has been spotted inside the body join hangars. She will be moved to the final assembly line shortly, and is expected to be completed in February 2012.
11/24/2011
Lufthansa’s tenth A380 (MSN073) began taxi testing. She is expected to perform her first flight next week, and join her sister ship (MSN072) in Hamburg as well.
11/22/2011
Singapore Airline’s eighteenth A380 (MSN085) completed final assembly and was towed to the flightline. She took just thirteen weeks to complete assembly.
11/18/2011
Emirates’ twenty-fifth A380 (MSN106) has been confirmed as the new frame being carried on Convoy #22/2011. Emirates will take delivery of MSN106 in the third quarter of 2012.
11/17/2011
Lufthansa’s ninth A380 (MSN072) performed her first flight. She is expected to be ferried to Hamburg next week. Delivery to the airline is scheduled for April 2012.


Also, If further interested, the following link, http://plane.spottingworld.com/A380_production_list, contains a production list of the aircraft type, serial number, airline registration, planned & delivery schedule, production status of each ordered aircraft, and other valuable information.

Friday, November 11, 2011

Richard H. Anderson

Richard H. Anderson, Chief Executive Officer


Mr. Richard H. Anderson was born in Galveston, TX in 1956. He began his career in law, then worked for Continental Airlines, Northwest Airlines and UnitedHealth Group before joining Delta. On September 1, 2007, Richard became Delta's Chief Executive Officer and a member of the company's Board of Directors.

Delta Air Lines was founded in 1928. Today, Delta is considered the world's largest airline in terms of capacity, with destinations in more than 350 cities around the globe. Delta has grown considerably over the years, through numerous mergers and acquisitions, including its most recent merger with Northwest Airlines.

Under Richard Anderson's leadership, Delta has built an airline with an unsurpassed global network, strong financial position and culture known for high employee engagement. Through his vision and leadership, Delta continues to expand and extend its network of strategic partnerships including trans-Atlantic joint venture with Air France-KLM and Alitalia, as well as a preferred codeshare agreement with Alaska Airlines Group along the U.S. West Coast. In 2010, Delta Airlines successfully completed its merger integration with Northwest Airlines, for which Richard Anderson was recognized with the "2010 Airline Strategy Award for Executive Leadership" presented by industry trade magazine "Airline Business" and global executive search firm Spencer Stuart.

Richard's Aviation/Business Background:
Richards aviation experience expand over a 23-year period. It began in 1987 at Continental Airlines, where he served as Staff Vice President and Deputy General Counsel. His 14-year career with Northwest Airlines began in 1990, where he served as Vice President and Deputy General Counsel; Senior Vice President of Technical Operations and Airport Affairs; Executive Vice President and Chief Operating Officer; and as Chief Executive Officer from 2001 to 2004. In September 2007, Richard joined Delta Airlines after spending nearly three years as Executive Vice President of UnitedHealth Group and served as President of UnitedHealth's Commercial Markets Group. In addition, Richard is chairman of the Air Transport Association Board of Directors and serves as a director on the Boards of Cargill, Inc., Medtronic, Inc. and the Federal Reserve Bank of Atlanta.

Richard's Education Background:
- Bachelor of Science Degree from the University of Houston, TX
- Juris Doctorate Degree from South Texas College of Law.

Forbes Rankings:
Richard Anderson is ranked 315th on the Forbes Executive Pay in 2011, and was previously ranked 394th in 2010; Delta Air Lines' 627th on the Forbes Global 2000 in 2010; Medtronic's 228th on the Forbes Global 2000 in 2010; ranked 490th on the Forbes Executive Pay in 2009; in addition to numerous past rankings.

Andersons' Compensation for 2009:
Salary: $600,000.00
Restricted stock awards: $6,602,115.00
All other compensation: $1,173,217.00
Total Compensation: $8,375,332.00


In my point of view, Mr. Richard H. Anderson is one of the top influential people in our global aviation industry today. This successful business man is a role model in terms of vision and leadership. He has contributed significantly to the growth and success of the world's largest airline; while simultaneously contributing to the success and growth of the U.S. aviation industry. His executive leadership and airline/business strategy is a major contributing factor in the recent successful merger of Northwest Airlines and Delta. As an Aviation Management Technology student, I look forward to learning more about this individual' secrets to success and how he manged to successfully run the world's largest airlines in a recession economy.

Sunday, November 6, 2011

Aviation Industry Corportation of China (AVIC)

"We are just a partner but no competitor. We are committed to develop aviation industry and pursue business success, to participate in global aviation industry chain and regional economy development circle,..."
                                                                      _Lin Zuoming, President of AVIC              

Aviation Industry Corporation of China was founded on November 6, 2008 through restructuring and consolidation of China Aviation Industry Corp I (AVIC I) and China Aviation Industry Corp II (AVIC II). AVIC's business units cover Defense, Transport Aircraft, Engine, Avionics and Systems, General Aviation, Aviation Research, Flight Test, Trade Logistics, Assets Management, Finance Services, Engineering Planning and Construction, Automobile and etc. Currently, AVIC owns nearly 200 member companies, over 20 listed companies and approximately 400,000 employees. On July 7, 2011, AVIC  ranked 310 among the newly published Fortune Top 500 enterprises. By the end of June, 2011, AVIC's total assets reached ¥500 billion. AVIC sticks to the principle of 'Technology spin-off from military to civil and to achieve synergy development between military and civil businesses', commits itself to commercial transportation industry and actively participate in the development of international aviation programs.

Financial/Strategic Partners
In 2009, AVIC signed strategic cooperation agreements with 15 domestic banks, gaining a total of 482 billion RMB credit volume of intention. Since the establishment of AVIC in 2008, it has maintained a 2-digit number growth in 2 consecutive years. The total revenue of 2009 reached 191 billion RMB with growth of about 14.4% from the previous year.

History of AVIC

1951 - April 17, Bureau of Aviation Industry was established
1954 - July 3, the first trainer produced by New China CJ-5
         - August 18, engine M-11 manufactured by Zhuzhou Aero Engine Factory
1956 - September 8, the first jet aircraft J-5 produced and certified by the authority.
1958 - July 26, the first jet trainer JJ-1 independently-designed and produced by China
1963 - September 23, the first supersonic jet fighter manufactured in China- J-6.
1982 - September 26, the large passenger aircraft Y-10 made its first flight successfully.
1988 - Ministry of Aerospace Industries was established
1993 - Aviation of Industries of China was established
1998 - March 23, third generation of fighter with independent intellectual property right - J-10 made its first flight successfully.
1999 - July 1, Aviation Industries of China was restructured to Aviation Industry Corporation I and II.
         - October 3, the trunkliner jointly produced by China and US-MD-90-30 made its first flight successfully in Shanghai. It was certified by the FAA on October 28.
2000 - June, MA60 was award type certificate by Chinese civil aviation airworthiness authority.
         - August 13, the first MA60 aircraft was delivered to Sichuan Airlines.
2007 - February 27, J-10 received the 2006 Outstanding Award for National Science and Technology Progress on the National Science and Technology Award Conference.
         - December 21, the new regional aircraft ARJ21-700 made its first flight successfully.
2008 - October 10, new type of independently produced turboprop regional aircraft MA600 made its first flight successfully in Xi'an.
         - November 6, the Aviation Industry Corporation of China (AVIC) was established after reorganization, setting out on the journey of new aviation, great aviation and strong aviation.
2009 - September 1, China's self-developed large passenger aircraft C919 started its nose prototype production in AVIC.

Supplier of Transportation Capability: Aviation Transportation Products



Passenger Aircraft: MA60 (turboprop regional passenger aircraft); MA600, ARJ21 (jet regional aircraft); ERJ-145 (turbofan regional aircraft).

Transport Aircraft: Y-7, short/medium-range regional aircraft; Y-8, first generation medium-sized/medium-ranged multipurpose transport aircraft.

General Aircraft: N-5, agriculture/forestry aircraft; Y-12, light twin-engined multipurpose transport aircraft, the first type of Chinese civil aircraft certified by international airworthiness authorities (CAA in the UK and FAA in the US).

Civil Helicopter: AC313, 13-ton civil helicopter; H425, new generation of multipurpose helicopter.

Transportation Services: Joy Air Co, Ltd, co-founded by AVIC and China Eastern, is the only airlines that operates 100% China homemade aircraft. It is based in the west of China and positioned to provide regional transportation.

Domestic/International Orders:
In late 2010 AVIC International signed an agreement with Commercial Aircraft Corp. of China (COMAC) to purchase 10 ARJ21 to market to international carriers. Most of current orders for the ARJ21 are from domestic carriers, but Lao Airlines, which ordered two aircraft, will likely be the ARJ21's foreign operator.

AVIC commits itself to fulfilling its social responsibility of providing extensive job opportunities. More than 6,000 graduates from universities are recruited in China each year. Technician and management personnel who are performing outstandingly will be provided opportunities for further eduction overseas; and nearly 100 employees have been funded to study in foreign well-known universities to obtain their degrees.

In my opinion, AVIC somewhat is a successful Chinese domestic aircraft manufacturing corporation, but it has not yet secured its place in the international market. If more countries such as China start to independently manufacture their own civil and military aircraft and produce them efficiently, then in the long run large companies such as Airbus, Boeing, GE, etc, will foresee a negative economical impact as a result.

Saturday, October 29, 2011

Landmark Aviation



“Welcome to Landmark Aviation, where uniting exceptional customer service and uncompromising safety standards is our primary focus.”

Headquartered in Houston, Texas, Landmark Aviation is a portfolio company of GTCR Golder Rauner and Platform Partners, LLC. Landmark’s current network includes ten fixed base operations in Europe and Canada, as well as 41 locations in the U.S.

Landmark Aviation, one of the nation's largest FBO networks, is committed to exceeding the standards in business aviation services. This company is successfully providing its customers with a single source for all of their aviation needs. It offers a wide range of services, including, FBO, MRO, charter and management; in addition to a wide variety of amenities and services, guaranteeing both comfort and convenience.

Charter & Management:

With over 60 years of experience, Landmark Aviation's charter operation provides convenience and safety, getting you to your destination in the most exclusive and secure way possible. With charter flights, you have the ability to save time and money, eliminating the hassles of check-ins, stops, plane changes and layovers common in conventional airline services.

Fleet:

Landmark Aviation has one of the largest corporate charter fleets in the nation, ranging from a King Air 200 to a Challenger 604.


·    - Crew scheduling and briefing for all trips Part 91 and 135

·    - Aircraft schedules for Part 91 and Part 135 trips
·    - Arrangement of crew accommodations and transportation

·    - Track weather conditions, ensure all amenities are on board, and each aircraft is always spotless and ready to depart on time


Landmark Aviation Careers:

Landmark Aviation firmly believes that its employees drive the success of the company; therefore it strive to create and provide an environment that offers challenging, stimulating and financially rewarding opportunities to its employees.

Landmark Aviation offers jobs in Accounting and Finance, Charter and Aircraft MGMT, Clerical and Administrative, Customer Service, General Management, Ground Operations, Maintenance & Repair, Sales and Marketing, and Technology and Computer-related.


Offered Benefits

- Medical
- Dental
- Vision
- Short Term Disability
- Long Term Disability
- Employee Life Insurance
- Spouse Insurance
- Dependent's Insurance
- Flexible Spending Accounts
- 401k



Pilot 135

Job Description

The Pilot provides exceptional customer service to all Landmark customers, suppliers, and employees while observing and practicing all safety policies and procedures. Qualified candidates will check aircraft prior to flights to ensure that engines, controls, instruments, and other systems are functioning properly, contact control towers for clearances and instructions using radio equipment, start engines, operate controls, and pilot airplanes to transport passengers or freight according to flight plans. In addition, pilots will monitor engine operation, fuel consumption, functioning of aircraft, altitudes, plane weight, weather, and wind conditions before and during flight. Pilots will order changes in fuel, load, routes, or schedules and plan flights according to government and company regulations to ensure flight safety.

Required Skills

-High School diploma or equivalent

-Minimum of 18 years old

-Education and training to obtain required licenses and certificates

-FAA Airline Transport Certificate

-FAA First Class Medical Certificate

-3 to 5 years experience

-Advanced working knowledge of applicable FCC, FAA, OSHA, and environmental regulations

-Proficient in computer operations and software (internet, email, database, spreadsheet, and document)

-Excellent customer relation skills required

-Strong communication skills required, both verbal and written

-Knowledge of simple arithmetic

-Possess and maintain valid state driver’s license with driving record acceptable to FAA and Company
policy

-Ability to perform service operations outside and in extreme temperatures and inclement weather

-Requires stretching, bending, and climbing

-Excellent vision and coordination

-Ability to perform medium to heavy lifting

-Will travel extensively and sit for extended periods of time

Required Experience

Required Flight Experience:
-3500 Hours Total Time
-2000 Hours PIC
-1500 Hours Multi-EngineLand
-500 Hours Multi-Engine PIC
-500 Hours Turbine Engine
-300 Hours PIC (HS-125)
-300 Hours Instrument

Job Location
Frederick, MD, US.

Position Type
Full-Time/Regular
...............................................................................................

Dispatcher

Job Description
-Receives, records, and distributes work orders to service crews to meet customer requests for service.

-Records information, such as name, address, service location, time of service and service to be rendered.

-Prepares and distributes work orders to service or maintenance crews.

-Relays messages and special instructions to crews using radio and telephone equipment.

-Communicates with the customer to ensure satisfactory performance of service.

-Maintains records of service calls and work orders.

-Uses the Fuels Automated System (FAS) and electronic database management systems to manage, schedule, and document all activities in support of site operations.

-Records service requests, prepares service schedules, dispatches personnel, controls equipment, and documents all site activities.

-Receives requests either by telephone and/or messages

-Reviews service schedules to ensure that adequate manning is scheduled to support anticipated workload.

-Recalls employees or implements the contingency plan as appropriate to ensure uninterrupted mission support of multiple simultaneous fuel service operations.

-Coordinates all Logistical Requirements to ensure that customer services, supplies, and material requirements are available.

-Controls the discharge of fuel by operating motorized valves.

-Monitors inventories, flow rates, tank level, and other information provided by the system.

-Monitors system alarms and responds accordingly in the event that an alarm is sounded.

-Reviews all receipt; issue, defuel, and fillstand documents for accuracy by compares data against the automated dispatch log.

-Prepares records, reports, and other documents relevant to product inventory, receipt, and issue to ensure account accuracy.

-Required Skills

-Possess strong communication skills, both verbal and written
-Proficient in computer operations and Microsoft Office Software (Outlook, Word, Excel, and Access)
-Possess excellent customer relation skills

-Possess and maintain valid state driver’s license with driving record acceptable to Company policy
Required Experience

-Minimum of 18 years old

-High School diploma or equivalent

Job Location
Sioux Falls, SD, US.

Position Type
Part-Time


Saturday, October 22, 2011

The New Space Economy

In my opinion, the statement, “the new space economy is getting real” refers to genuine and lively commitment by space pioneers and private companies within a global commercial space industry, aspiring to take on space travel and exploration to new frontiers. Two great examples of that, are two successful private companies, Virgin Galactic and SpaceX. 


This week Sir Richard Branson, the chairman of Virgin Group (a British billionaire), and New Mexico Governor Susana Martinez dedicate the ‘Virgin Galactic Gateway to Space' as SpaceshipTwo got released from WhiteKnightTwo at 51,500ft and for the first time tests and demonstrates its unique feathered re-entry system. The test has met all objectives and after re-feathering to the normal glide configuration, SpaceShipTwo made a smooth touchdown at Mojave Air and Spaceport.


 Space Tickets, A Journey of a Lifetime into Space.  - Virgin Galactic



The Virgin Galactic Gateway to Space is a combined terminal and hangar facility, built to support up to two WhiteKnightTwo and five SpaceShipTwo vehicles. The Gateway will house all of the company’s astronaut preparation and celebration facilities, a mission control center, and a friends and family area. There is also space committed to public access via the planned New Mexico Spaceport Authority’s Visitor Experience. In addition, the company is taking steps to expand its mission beyond commercial space tourism, and it announced last week that it had been awarded a contract under NASA’s Flight Opportunity Program for research flights to a potential value of $4.5m. More than150 Virgin Galactic customers from 21 countries attended the dedication ceremony and over 450 future astronauts worldwide have signed on to join Virgin Galactic for a voyage into space.


 
The second example of a successful private company is SpaceX, led by breakthrough innovator Elon Musk, which is the first private company to send a capsule into orbit and successfully recover it. This company has set its sights on the Dragon becoming the next American craft to carry astronauts. The aerospace company signed a $492 million launch contract (the largest in history) with the satellite company Iridium Communications. It also received a $75 million from NASA to develop an escape system for its Dragon spacecraft.


NASA's Role in the Next 25 Years

Recently, NASA has published the Global Exploration Roadmap; which is a document detailing the agency's plans for the next 25 years of space exploration. The plan is a vision of robotic and human space exploration within the solar system, with the premise that human may one day live and work in space; it reflects international effort to define feasible and sustainable exploration pathways into space. Agencies agree that human space exploration will be most successful as an international endeavor because there are many challenges for these missions and because of the significant social, intellectual, and economic benefits to people on Earth. The most common goals and objectives of the global Exploration Roadmap are, to search for life outside of Earth, extend human presence in exploring a variety of destinations beyond low-Earth orbit, developing exploration technologies and capabilities, stimulating economic expansion by supporting commercial entities, engaging in scientific investigations of, and from the solar system destinations, and providing opportunities for the public to engage in space exploration.

The historic purpose of space travel was primarily a matter of competition between the U.S. and the Soviet Union, each wanted to gain the upper-hand in space and military technological superiority, while the primary purpose of the current and future space travel and exploration has shifted focus into scientific research and exploration of space to include private companies engaging in investigations and explorations for the purpose of benefiting mankind from technological advances to the possibility of space travel, tourism and the search for life outside of our planet. This purpose is in fact of significant benefit to mankind because it is not just a matter of space travel and tourism, it is a matter of attaining new frontiers to enhance our lives. The undertaking of such endeavors require a big investment of time and money and I am glad that pioneers such as Sir Richard Branson of Virgin Galactic and Elon Musk of SpaceX are two of many great pioneers whom work and achievements have and will continue to benefit us all whether directly or indirectly.

The only possible career implication to the current direction of space travel that I could think of is the reality that global and national space agencies such as NASA may not offer as many career opportunities as they once did in the past and may end up loosing some talents to the private sector as more private companies gets their hands on this promising industry. Overall, I think the space economy will grow steadily in the next 25 years, creating more jobs both in the public and private sectors. I think it is extremely important that private companies must plan extensively and prioritize safety in every aspect of their work when investing and engaging in the space industry, simply because failing a mission is not tolerable by the commercial space industry and especially by investors. 

Friday, October 14, 2011

EU's Emissions Trading System

The European Commission for Climate Action explain ETS as follow:

EU’s emissions trading system/scheme! was launched in 2005 and it works on the "cap and trade" principle; which means a limit on the total amount of certain greenhouse gases that can be emitted. The way this scheme works is that companies will receive emission allowances which they can sell to or buy from one another as needed. At the end of each year, each company must surrender enough allowances to cover all its emissions, otherwise heavy fines are imposed. If a company reduces its emissions, it can keep the spare allowances to cover its future needs or else sell them to another company that is short of allowances.The number of allowances is reduced over time so that total emissions fall. The ETS now operates in 30 countries (the 27 EU Member States plus Iceland, Liechtenstein and Norway). Airlines will join the scheme in 2012. The EU ETS will be further expanded to the petrochemicals, ammonia and aluminium industries and to additional gases in 2013.

The ETS conflict between the U.S. and EU is very serious and concerning. Testifying before the House Transportation and Infrastructure Subcommittee on Aviation, ATA Vice President of Environmental Affairs Nancy Young shared this concern with members of the House of Representatives. “The EU ETS violates international law, including the sovereignty of the United States and imposes an illegal, exorbitant and counterproductive tax on U.S. citizens, diverting U.S. dollars and threatening thousands upon thousands of jobs.”In addition to that, ATA projections estimate that the ETS could cost U.S. airlines more than $3.1 billion from 2012 to 2020, a figure that could sustain more than 39,200 aviation jobs. Simply just these two statements alone do tell the potential impact to the US aviation industry if US carriers are forced to participate in this scheme.

Currently, it is unclear whether non-carriers such as U.S. corporate operators will have to participate in the EU's emissions trading scheme. Based on my understanding of reading the EU's ETS on the European Commission for Climate Action website, I think it is quite clear that this scheme is going to include non-carriers and definitely freight carriers such as UPS, FedEx and DHL.

From an enviromental perspective, this scheme seems like at a positive step forward; but, from an economical and legal perspective, I think the EU's emission trading scheme is unfair and illegal because it is regulated and ran by the Europeans alone instead of an international regulatory body that would act as a neutral regulator. This scheme tend to negatively impact most airlines and manufacturers that do business in Europe because it trims their bottom-line and make them less competitive in the global market. If U.S. carriers are required to participate, then the U.S. government should counter-tax European air carriers that fly into the U.S. and use it to subsidize the impacted U.S. airlines and/or companies.

Monday, October 10, 2011

CAT/BPSS - Automatic ID/Boarding Pass Checker


Very soon the TSA will be using/testing a new technology (system) called, CAT/BPSS, which stands for Credential Authentication Technology/Boarding Pass Scanning System.

This technology is expected to help enhance security and increase efficiency by automatically and concurrently comparing a passenger's ID and boarding pass to a set of security features. It verifies that neither have been falsified and that the information on both match. The system also verifies the IDs of airline personnel and can screen a wide range of travel documents.


Just last month, The TSA has purchased 30 systems that will be deployed at select airports for further operational testing as early as next year. The airports included in the TSA Pre program (DFW, MIA, DTW, ATL) will be among some of the first recipients of the systems. The system works as follow:

1. Passengers will hand their ID to the TSA Travel Document Checker (TDC).
2. The TDC will scan it while the passenger scans their own boarding pass using a built in scanner that's part of the technology.

3. Once the scan is complete, the technology automatically and permanently deletes the information from the system.

If testing proves successful, TSA will deploy the technology to airports nationwide.

Saturday, October 1, 2011

Airbus' 21st Century Flagship: A380

The Airbus' A380 is truly "love at first flight". The double-deck A380 is the largest commercial aircraft flying today with capacity to carry 525 passengers in a comfortable three-class configuration, and up to 853 passengers in a single-class configuration. The A380's two decks offer 50% more floor surface than any other high-capacity aircraft, providing wider passenger seats than its competitor. Frankly, the A380 is the ideal solution for alleviating traffic congestion at major airports, thanks to its 8,300 nautical miles range. The A380's main deck and upper deck are conveniently linked by fixed forward and aft. stairs. Since its service introduction in 2007, this marvelous aircraft has been winning the hearts and minds of business and leisure passengers alike.

The History of the A380 (2007-Present):
 
 
The A380s have been in operation since 2007 and are in service today with six operators. (1) Singapore Airlines, (2) Emirates, (3) Qantas, (4) Air France, (5) Lufthansa, and (6) Korean Air. These six airlines have benefited from the A380’s passenger attraction in a wide range of route applications.
 
 
1) Singapore Airlines took delivery of the first A380 in October 2007, and began operations with Singapore-Sydney service. This carrier also is successfully using its A380s on long-haul routes to destinations such as London, Paris and Zurich, as well as for the approximately 3 hour-plus Singapore-to-Hong Kong flight, and on the intra-Asia service linking Singapore with Tokyo.
 
 
2) Emirates Airlines, the largest single A380 customer with a total of 90 on order, has expanded its route network since inaugurating operations with the double-deck jetliner in July 2008. In addition to service from Dubai to Bangkok, Beijing, Hong Kong, London, New York, Paris, Seoul, Sydney/Auckland and Toronto, Emirates is now flying A380s on the shorter-haul, but high-density Dubai-Jeddah route.
 
 
3) Air France, which has operated its prestigious Paris-New York flight with the A380 since November 2009. Air France replaced two mid-sized “classic” wide body aircraft with the A380 on this route, allowing the airline to offer the same capacity with much higher economic efficiency, at significantly lower fuel consumption, and with lower emissions.
 
 
4) Qantas has been operating their A380s since September 2008 from two cities in its Australian home market; Sydney and Melbourne, providing with the jetliner’s first service to Los Angeles on the U.S. West Coast, along with routes to Singapore and London.
 
 
5) Lufthansa joined the ranks of A380 operators in May 2010, deploying its growing fleet on routes from Frankfurt to Tokyo, Beijing and Johannesburg.
 
 
6) Recently, Korean Air received its first A380 in May 2011 and has ordered a total of 10 aircraft to help expand its global route network. As Airbus’ sixth international operator, Korean Air will operate the A380 from its Seoul hub to selected destinations in Asia, followed by non-stop services to North America and Europe.
 
 
There are currently 23 cities linked through 32 different routes being served by an A380, including the upcoming non-stop flights planned by Korean Air from its hub in Seoul to North America and Europe. Overall, this network covers 11 of the world’s top 15 international airports, and encompasses such major hubs as London-Heathrow; Paris-Charles de Gaulle; Hong Kong; Frankfurt; Dubai; Singapore and Tokyo, along with destinations such as Manchester, Zurich, Toronto and other cities.


Airbus advertises the A380 as a Greener, cleaner, quieter and smarter aircraft; setting new benchmarks for the global aviation industry with its superior efficiency, profitability and operational effectiveness. Not only is it setting new passenger comfort standards, the A380 also is raising the bar for environmental standards with its low fuel consumption and noise levels, as well as reduced CO2 and NOx emissions. The A380’s cockpit is based on Airbus’ industry-leading flight deck design for its fly-by-wire jetliner families. It features the latest advances in cockpit technology, including larger interactive displays, an advanced flight management system and improved navigation modes.



Airbus 380 vs. Boeing 787


The A380 has long secured its a place in the global aviation market as the world's leading and largest passenger airplane, but it is also the worlds most expensive airplane. While the B787 Dreamliner has some what failed to please the world due to $10 billions in development that suffered two years of delays, costing the company orders and credibility. Although Boeing 787 has half the capacity of an A380 it too has attracted a steady stream of buyers worldwide. The first 787 Dreamliner rolled out of Boeing’s paint hangar in Everett, Wash., on Aug. 6, 2011. I think more time is needed for us to rule-out a winner; possibly both aircraft may turn to be a success, or both turn to be a failure! It is too early, especially for Boeing.


These two sophisticated aircraft will require teams of highly trained and educated individuals due to their size, sophisticated systems, and passenger capacity. In the near future we will definitely have to understand these two aircraft thoroughly, both as future pilots and aviation managers. I think the future of these two amazing aircraft with ultimately depend on the operators and passengers as well as safety factors. The increasing air traffic congestion will definitely increase the demand for wide body aircraft in the near future and possibly increase orders for both, A380 and B787.

Saturday, September 24, 2011

FAA's NextGen Air Transportation System

The FAA defines NextGen as a comprehensive and ongoing transformation of our National Airspace System. It is a transformation process of the radar-based air traffic control system of today to a satellite-based system of the future. This transformation is essential in order to safely accommodate the number of people who fly in the United States. NextGen will provide information in real-time to pilots in the air and to controllers on the ground. It will guide and track air traffic more precisely and efficiently, reduce aviation environmental impact, allow for more on-time arrivals and departures, reduce fuel use/cost, and many more other benefits.

The FAA Investment in NextGen was $128 millions in 2007, $216 millions in 2008, $695 millions in 2009, and $868 millions in 2010. According to Aviation Week, general aviation advocates are pleased that the Obama administration’s budget request didn’t include user fees... The FAA will get as much as $18.66 billions for fiscal 2012, including a boost in funding for NextGen modernization... The FAA is currently promoting NextGen among aviation community partners (e.g. general aviation, manufactures, State/local governments, operators, private carriers, etc.) asking for their collaboration and investment in the system.

In fact the benefits of NextGen are genuine and tremendous and will truly modernize our air transportation system. Currently, investment in NextGen is almost entirely done by our government (tax payers). So far no user fees have been included in next year’s budget but that might change in the near future as more investment in infrastructure and equipments will be required.

In the meanwhile, I think the government should continue its funding and implementing NextGen up until the system becomes more effective and efficient before requiring user fees. Ultimately, users of NextGen should be required to pay for it, but I think users/operators should be somewhat subsidized for using the system during the initial years. Also user fees should be charged based on the type of operation and type of aircraft utilizing the system. I think everyone should pay for NextGen in the future, but we have to charge users fairly and according to the type of operation. Finally, the government should promote NextGen to private investors and to aviation community partners so that the FAA get all the funding it needs to complete the transformation process of our national airspace system within a reasonable time-frame.

Friday, September 16, 2011

Airport Security, Intelligence, and Information-Sharing

Could airport security officials properly use intelligence if they could receive it.
                                                                                                 __ Robert T. Raffel

I would like to focus my analysis on airport security and on how intelligence and information-sharing can enable airport operators and security managers to become proactive in deterring crimes and terrorism threats. In my opinion, the Federal government through the Department of Homeland Security have been quite successful in deterring terrorism threats following the Sept. 11, 2001 tragic terrorist attacks. Even though our government is doing a fine job in protecting us and the nation's aviation operations and infrastructure; we citizens of this great nation have an obligation to be vigilant and proactive as well. We must work together as one body, one community, and one nation regardless of our religious, ethnic and cultural differences.

Also, I would like to share the following article, Intelligence and Airport Security: Intelligence in Homeland Security, written by Robert T. Raffel, Director of Public Safety for the Greater Orlando Aviation Authority. Mr. Raffel brings up a significant point in this article regarding finding ways that enable the community to be more effective in sharing what it knows with public and private entities with security concerns. Currently, airport security relies on several means for intelligence and information-gathering from various governmental and organizational sources. The article stated at least three main methods or products of information-sharing (e.g. open-source information, local intelligence, trend analysis, etc.). Click on the above link If you like to familiarize yourself with these information-sharing products or if you like to read the full article.

One important aspect with respect to airport security is intelligence and information sharing on an international level. Often intelligence and information is gained from international sources regarding possible terrorism threats, but how often is it analyzed and shared from one country to another or from one agency to other agencies. I think that our success against terrorism depends largely on the reliability of the information and intelligence that we obtain, and also how we analyze it. Therefore, we need "quality, not quantity" security and terrorism experts to enable us to accomplish this mission.

Regarding the security approach of Mr. Isaac Yeffet, the former head of security for El Al, I think it will work in terms of enhancing security to a certain degree, but it will create lots of problems and events that will lead us into racial profiling. If we follow his approach and start to interview every passenger, then the process will become very costly. If we only choose a random number of passengers, then I guarantee you that the process will lead the majority of security officers into racial profiling practices and lawsuits. This is simply my opinion, and I welcome your comments and constructive feedback.

Friday, September 9, 2011

An Analysis on the Ramifications of Automation

In my opinion, most flight schools and aviation institutions are doing the minimum required in training and educating pilots with respect to avionic systems and automation issues. I strongly agree that modern pilots are not trained thoroughly on avionic systems and that they lack the skills and ability to adequately deal with and overcome failures or malfunctions of avionic systems during flight. Unfortunately, pilots are becoming more and more dependant on sophisticated avionics that their knowledge of these system is often limited to basic operations and interface functions.

As an Aviation Management student, I think a thorough analysis of this issue is an essential step for underlining the causes of this phenomenon and how it is negatively impacting the aviation industry both nationally and globally. According to Experimental Aircraft Association (EAA), “A draft FAA study found pilots sometimes 'abdicate too much responsibility to automated systems.’”The article further states that loss of control accidents in which aircraft stall or get in position where pilots are unable to recover are now turning to be the most common type of airline accidents.

Also, the EAA reports in the above linked article that the FAA has recognized and identified top two issues following an analysis of flight deck automation issues that was completed several years ago: 
  1. Pilots may not understand the structure and function of automation or the interaction of automation devices well enough to safely perform their duties.
  2. The behavior of automation devices - what they are doing now and what they will do in the future based upon pilot input or other factors - may not be apparent to pilots, possibly resulting in reduced pilot awareness of automation behavior and goals.
Possible solutions to automation issues are numerous yet require  financial and time investments. I think that the FAA and other international regulatory agencies along with our global aviation industry must take this issue seriously both in terms of funding and in terms of enforcing and implementing new regulations to enhance pilots knowledge and trouble-shooting skills of avionic systems.

 Airline managers will be concerned or even frightened by such proposal, and they may even reject and fight-off any attempt to implement such regulation. Airlines management's main concern will evolve around the financial cost and time-loss in re-training and re-certifying current pilots. The solution to this matter is simple; before a new regulation is enforced, the FAA or other international regulatory bodies must give enough time (a year or two if necessary) for airlines, general aviation, and other affected agencies and organizations to re-train, re-certify and recruit new qualified pilots before enforcing the regulation.

Friday, September 2, 2011

Eagle iView Introduction Blog

Hello everyone and welcome to my introductory blog.

Currently, I am a senior undergraduate student at Eastern Michigan University majoring in Aviation Management Technology, with a minor in General Business. My short term goal is to finish my B.S. degree and graduate either in the end of the next Winter semester or Spring quarter. My long term goal is to obtain an International Aviation Consultant/Expert career, given the fact that I am already at the top of the ladder of my linguistic career with over seven years of native/professional linguistic and cultural advising experience in support of our U.S. military efforts overseas (e.g. Northrop Grumman, DARPA, NIST, L-3 Communications, etc.).
Flying was a childhood dream that I took seriously once I graduated from high school few years ago. I started with introductory ground school training while simultaneously taking flying lessons during the weekends at the Ann Arbor Airport (ARB). Shortly later that year I decided to attend EMU and major in Aviation Flight Technology, while taking flying lessons at Eagle Flight Center. I successfully completed my first solo flight on May 12th, 2004. Later that year I put school on hold and deployed overseas in support of Operation Iraqi Freedom II & III. In fact this opportunity opened new doors for me and in 2006 I changed majors from Flight into Management.

I hope that all of us will take this blogging assignment seriously and learn from each others experiences and knowledge. Wish you all success in this course and in your aviation careers, and I would like to conclude this posting with the following quote:
"When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return." _Leonardo da Vinci