Older aircraft

Yesavage, J., Dolhert, N., and Taylor, J., Flight simulator performance of younger and older aircraft pilots effects of age and alcohol, J. Am. Geriat. Soc., 42, 577, 1994. 

Ashless additive development has reduced the risk of solid deposit formation and ashless dispersants, anti-oxidants and anti-foam agents are now permitted in most engines. Non-dispersant mineral oils are now used primarily for older aircraft and as a running-in oil for new engines or after overhaul. 

This same individual also noted that preventive maintenance resources had been significantly reallocated and optimized over the last 10-20 years. In particular, some types of equipment (such as engines) have become substantially more reliable over the years, so much less maintenance of those items is done today than prior to deregulation. In other cases, however, intervals between maintenance visits have been tightened, since older aircraft are now known to require more frequent inspections in certain areas. 

Older aircraft like the before DC-9s and classic 737s have higher maintenance costs, increased fuel bum and hmited flexibility in today s de-regulated and volatile airline industry. Transitioning to new aircraft would have an inunediate impact on fuel and tnainteiiaiice costs and provide airlines such as Jetstar the flexibihty to change its network as market demands ehange. 

However, alclad layer is easily removed, exposing the underlying 2024T3 core in maintenance operations where the grinding out of cosmetic corrosion surfaces is routine. Thus, corrosion protection of the A1 2024T3 core then becomes an issue, especially for older aircraft that have experienced many depot maintenance cycles. ... 

Finke, Ordn 39,160 1(1954)( Aircraft armament) Alx-la-Chopelle (Poudra d ). One of the older French blasting expls, which was amixtof... 

Aviation gasoline, now usually found in use in light aircraft and older civil aircraft, has a narrower boiling range than conventional (automobile) gasoline, that is, 38 to 170°C (100 to 340°F) compared to approximately... 

Scenario 3 This scenario describes an encounter where communications with ATC are required to resolve the problem. This is necessary because one aircraft is equipped with the required suite of equipment while the other is not. Such encounters might be common early in the implementation of free flight or when encountering older, nonupgraded aircraft. 

Glass fibers, the most widely used at over 90% of all reinforcements with TSs or TPs matrixes, are available in many forms for producing different commercial and industrial products. They also include parts in aircraft to space vehicles, and surface water to underwater vehicles. The older and stiU most popular form is E-glass. Other forms of glass fiber are used that meet different requirement such as S-glass that produces higher strength properties. 

Another useful distinction is between errors of omission and errors of commission. Sarter and Woods [181] note that in older, less complex aircraft cockpits, most pilot errors were errors of commission that occurred as a result of a pilot control action. Because the controller, in this case the pUot, took a direct action, he or she is likely to check that the intended effect of the action has actually occurred. Hie short feedback loops allow the operators to repair most errors before serious consequences result. This type of error is stiU the prevalent one for relatively simple devices. 

Two individuals also cited aging aircraft as a serious concern. They noted that there are a tremendous number of older airplanes flying today, and pointed out that this number is only going to grow, since companies are trying to maximize the productive lifetimes of their aircraft in order to get the most out of their investments. By contrast, one respondent stated that before deregulation, when an airplane got to be six to eight years old, the major U.S. airlines traded it in and sold it in secondary markets (e.g., overseas or for... 

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