I recall that during US1549's birdstrike incident that resulted in it landing on the Hudson, a large amount of migrating geese weighing upto 20lbs each were sucked into the A320's engines — far bigger and heavier than previously certified.
I believe that at the time the engines were tested & certified by throwing small chickens or similar, one at a time, into the engines. Has this certification process been improved at all since this incident?
There are hundreds of tests that need to be performed for certification of a turbine engine.
The FAA requirements and tests are listed in CFR part 33 E and F.
Amongst them are:
A number of them can be seen in this video of the GE90-115 Engine
The specific requirement for bird ingestion are described in §33.76. The number of birds to be used and their weight depends on the area of the engine inlet.
There have been several changes to the bird ingestion requirements for certification since the A320 engine was certified in 1996. However, once an engine is certified there is no need to demonstrate compliance to the updated requirements; the engine remains certified as it was.
The latest update to these requirements was in 2007, prior to the Hudson accident. To answer your question: no, there have not been any changes to the bird strike testing requirements of engines in the aftermath of the Hudson accident.
There are multiple various requirements, for instance:
There are also requirements for various sizes and number of birds in between, and some requirements depend on the inlet size. In general, seems that after the bird strike the engine is required to stay safe and even work for some time, but not for long.
I recall that during US1549's birdstrike incident that resulted in it landing on the Hudson, a large amount of migrating geese weighing upto 20lbs each were sucked into the A320's engines — far bigger and heavier than previously certified. I believe that at the time the engines were tested & certified by throwing small chickens or similar, one at a time, into the engines. Has this certification process been improved at all since this incident?
Looking around on the internet you can still find a lot of aged aircraft such as the 727,737-200,a300/310, DC9/MD8X and DC-10 that are still being used as freighters or in "poorer" airlines. I suppose a lot of pilots that were certified on these aircraft are getting older and retiring. Would it make sense for a younger guy to get certified for these airplanes rather than running for a newer aircraft certifications where the competition would be harsher in order to pursue a career? I suppose that these aircraft will still have service time left as converted freighters thus extending
Airplanes with propellers were invented a long time ago. After that, jet engines came into existence. My question is: why do we still have propeller engines? The reasons I can think of are: They are cheaper; They cannot achieve very high speed; They are not very noisy (though not always). Besides these, are there any other reasons general aviation airplanes built nowadays don't have jet engines?
If an incident occurs on board an aircraft in flight which could be considered as criminal in one country, what decides which country the incident falls under? For example, if a man was found to be in possession of "virtual" child pornography and not all of the countries involved consider that to be illegal, which country is the one who decides whether the person have broken the law or not?
I know that to be allowed to fly an aircraft as to be certified by an agency and that this one is not the same for European or American (for instance) aircrafts. What are the different steps that an aircraft designed to fly in Europe has to go through in order to be certified? Proof on the paper of some features? Ground tests (which one)? Flight tests (which one)?
I think i've read that the B787 has a common type rating with the B767 and B777. But I also think I've read that pilots are only allowed to fly two types of aircraft at a time... So when they go to fly the 787, do they have to give up one of the their ratings if say they were previously allowed to fly the 767 and 777? Would the same still apply for say a B757 and B767 which have very similar flightdecks? EASA and FAA perspectives would be appreciated :)
I never knew much about airplanes before the tragic incident of Malaysia 370. I have been spending a lot of time on Twitter reading various articles and investigations; in one of the articles I read, they stated that unlike transponders, "black boxes" cannot be turned off. However, each ELT is specifically designed for each aircraft, so it cannot be tampered with. You also cannot turn off the black box, as it runs throughout the flight, recording every 30 to 60 seconds. Is it really impossible to turn off the black boxes from within the plane?
Are there any LSA aircraft that are IFR certified? A LSA would be the perfect private commuter plane for an instrument rated private pilot. If not, what are the most cost effective airplanes that are IFR certified? Is there anything cheaper than a C172? Just to be clear: I am asking about aircraft that are IFR certified, meaning that they can be flown IFR in IMC conditions. I am also aware that there is a huge difference between different countries with regard to aircraft certification so my question is mainly about the U.S.
Back in the early days of aviation radial engines were very popular, it seemed like all of the big planes of the 20s, 30s and early 40s used them. But some time during WWII (or so it seems to me) aircraft manufacturers switched from radial engines over to inline engines. Why was there a switch? Why do modern manufacturers rarely, if ever, use radial engines? Example of a Radial Engine for those who are unfamiliar:
As I understand it, the FAA certifies certain aircraft types for IFR flight in general. All aircraft of that type are then certified, not something you have to do with each individual aircraft. What are the minimum requirements for aircraft to be certified for IFR? Is it all location-sensing equipment? And a bonus: can I get a single aircraft that is only VFR certified to be IFR certified if I add more equipment?