Commercial aviation

Commercial aviation utilizes low volatihty kerosene defined by a flash point minimum of 38 °C. The flammabiUty temperature has been invoked as a safety factor for handling fuels aboard aircraft carriers Navy JP-5 is a low volatihty kerosene of minimum flash point of 60 °C, similar to other Navy fuels. 

The advent of advanced fiber-reinforced composite materials has been called the biggest technical revolution since the jet engine [1-4], This claim is very striking because the tremendous impact of the jet engine on military aircraft performance is readily apparent. The impact on commercial aviation is even more striking because the airlines stwitched from propeller-driven planes to all-jet fleets within the span of just a few years because of superior performance and lower maintenance costs. 

Heppenheimer, T. A. (1995). Turbulent Sides The History of Commercial Aviation. New York John Wiley and Sons. 

Michael Story is retired from Thermo Electron Corporation. He was involved in the research, design, and commercialization of mass spectrometers for 37 years, and is a cofounder of the Finnigan Corporation. He was a member of previous NRC committees on commercial aviation security (1988-1993) and chaired the Panel on Test Protocol and Performance Criteria. 

Attacks on commercial aviation were regarded as unthinkable until the 1960s although a few incidents had occurred in the United States and abroad. Indeed, a commercial aircraft had been bombed in 1955 by Jack Graham in a bizarre scheme... 

Committee on Commercial Aviation Security, National Materials Advisory Board, Detection of Explosive for Commercial Aviation Security, NMAB-471, National Academy Press (1993) 87pp. 

The record from the past decade suggests that trace analyzers can provide a benefit for commercial aviation security and that the challenges faced today center on the interface between a sample and an analyzer. Contributions of IMS in filling current needs in the determination of explosives, in various venues and with the range of security challenges faced by civilian and mifitary populations, may hang on the next generation of instruments. In these instruments, each of the questions posed above will need development or advancement. 

Zeng AZ (2002) An optimization framework for evaluating logistics costs in a global supply chain an application to the commercial aviation industry. In Geunes J, Pardalos PM, Romeijn HE (eds) Supply Chain Management Models, Applications, and Research Directions. Kluwer Academic Publishers, Boston et al., pp 317-339... 

Dinges DF, Graeber RC, Rosekind MR, Samel A., Wegmann HM. Principles and guidelines for duty and rest scheduling in commercial aviation. NASA Technical Memorandum No. 110404. Moffett Field, CA NASA Ames Research Center, 1996. 

Accidents are very rare relative to the number of near accidents and human errors. Fortunate as it may seem, this poses a real problem for complex systems with a high catastrophy potential (nuclear power plants, chemical plants, commercial aviation) few accidents means few cases to analyse and hardly any feedback to learn from. This leads to the undesirable situation of ad-hoc corrective measures after each single accident, because the database is far too small to generate statistically sensible preventi ve measures. 

For reasons of safety and availability as well as for environmental reasons, Brewer dismissed liquid methane as an inferior choice. He argued that, since civil commercial aviation is a truly international business, with airplanes refueling in New York, Rome, Tokyo, Jeddah, Warsaw, and Karachi, a future synthetic aviation fuel must be equally international— locally producible, with uniform characteristics everywhere. This is no problem as long as petroleum is cheap, and at the time kerosene and other hydrocarbon fuels were available at low cost all over the world. But aircraft makers, who have to think decades ahead when planning the useful life of airplanes, must face the fact that, beginning sometime in the period 2010-2020, petroleum may cease to be cheap. Brewer contended that it was going to be necessary to develop a new generation of synthetic aviation fuels that would be available everywhere around the world. 

POHL, H.-W., Hydrogen in Future Commercial Aviation, Hydrogen and Clean Energy (Int. Symp., Tokyo, 1995), NEDO (1995) 115-122. 

Electric Power Research Institute (EPRI) (1984), Commercial Aviation Experience of Value to the Nuclear Industry, Prepared by Ix)s Alamos Technical Associates, Inc. EPRI NP.3364, January, EPRI, Palo Alto, CA. 

Necessarily, the culture of commercial aviation is driven by safety-first philosophy, which has to ensure that nothing can go on an aircraft until it is fully characterized RPs, with their inherent high variability, have... 

Designing effective reporting systems is very difficult. Examining two successful efforts, in nuclear power and in commercial aviation, along with the challenges they face is instructive. 

At a level of practical or routine use, mobility spectrometers provide high value in analytical chemistry with control of experimental parameters made through good engineering and measurement procedures. This performance is good enough that lives of soldiers depend on the reliability of in-field findings with handheld version of ion mobility instruments, and desktop instruments are central to international commercial aviation security. 

With the introduction of the Fly-By-Wire system in commercial aviation in the late 1980s, automation surprise has been considered as one of the major contributing factors in aircraft incidents and accidents. In the wake of Air France s Airbus A330 crash in 2009 (where temporary blockage of the pitot tubes by icing started it off and the... 

An aircraft of rgin Atlantic Airways flew 356 km from London to Amsterdam in 2008 using 221 of fuel, 11 of which was biofuel. This was a major step toward introducing biofuel into commercial aviation, but a shadow was cast upon this achievement by the fact that 140,000 coconuts were needed to produce that single ton of biofuel. 

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