This is a thread I intend keeping vital information relating to aviation, on. Information worth keeping are to be kept here.
I take God be you, please please and please, DO NOT ruin this thread for me. Na God I take beg you, biko

What Is Aerodynamics?

Aerodynamics is the study of forces and the resulting motion of objects through the air. Studying the motion of air around an object allows us to measure the forces of lift, which allows an aircraft to overcome gravity, and drag, which is the resistance an aircraft “feels” as it moves through the air. Everything moving through the air (including airplanes, rockets, and birds) is affected by aerodynamics.

1. Lift

What is Lift?

Lift is the force that acts at a right angle to the direction of motion through the air. Lift is created by differences in air pressure as described earlier.

2.Drag
What is Drag?

The resistance of the Airplane to forward motion directly opposed to Thrust.

3. Thrust
What is Thrust?

The force exerted by the engine and its propellers which pushes air backward with the object of causing a reaction, or thrust,of the airplane in the forward direction.

The propelling force which propels the airplane forward

4. Weight



What is Weight?

The downward force due to the weight (Gravity) of the airplane and its load, directly opposed to lift. When thrust and drag are equal and opposite, the airplane is said to be a state of equilibrium. That is to say, it will continue to move forward at the same uniform speed (Equilibrium refers to steady motion and not to be a state of rest,in this context). If either of these forces become greater than the force opposing it,the state of equilibrium will be lost. If thrust is greater than the drag, the airplane will accelerate or gain speed. If drag is greater than thrust, the airplane will decelerate or lose speed and consequently, the airplane will descend. Similarly, when lift and weight are equal and opposite, the airplane will be in equilibrium. If lift,however, is greater than weight, the airplane will climb. If weight is greater than lift, the airplane will sink.

Some concepts to take note of:
Take-off and climb

Throughout take-off and climb lift is greater than the weight of the airplane and thrust is greater than drag.

Cruise

During the cruise phase of flight an airplane moves forward at a constant airspeed and altitude in a straight and level manner. Lift is equal to weight to hold the airplane in the air and thrust is greater than drag to keep the airplane moving forward.

Descent

During descent airplane weight is greater than lift but thrust is still greater than drag to keep the airplane moving in a forward direction.

LAWS OF MOTION
1. Newton's First Law of Motion
According to Newton's first law of motion (inertia), an object at rest will remain at rest, or an object in motion will continue in motion at the same speed and in the same direction, until an outside force acts on it. For an aircraft to taxi or fly, a force must be applied to it. It would remain at rest without an outside force. Once the aircraft is moving, another force must act on it to bring it to a stop. It would continue in motion without an outside force. This willingness of an object to remain at rest or to continue in motion is referred to as inertia .

2.Newton's Second Law of Motion
The second law of motion (force) states that if a object moving with uniform speed is acted upon by an external force, the change of motion (acceleration) will be directly proportional to the amount of force and inversely proportional to the mass of the object being moved. The motion will take place in the direction in which the force acts. Simply stated, this means that an object being pushed by 10 pounds of force will travel faster than it would if it were pushed by 5 pounds of force. A heavier object will accelerate more slowly than a lighter object when an equal force is applied. F = m × a

3. Newton's Third Law of Motion
The third law of motion (action and reaction) states that for every action (force) there is an equal and opposite reaction (force). This law can be demonstrated with a balloon. If you inflate a balloon with air and release it without securing the neck, as the air is expelled the balloon moves in the opposite direction of the air rushing out of it.

B. BERNOULLI'S PRINCIPLE
Bernoulli's principle states that when a fluid flowing through a tube reaches a constriction or narrowing of the tube, the speed of the fluid passing through the constriction is increased and its pressure is decreased. Pressure Drop in Venturi Tube .

How does Bernoulli's principle apply to the wing of an airplane?

The popular explanation of lift ,that airplanes fly as a result of Bernoulli's principle, which says that if air speeds up the pressure is lowered. Thus a wing generates lift because the air goes faster over the top creating a region of low pressure, and thus lift.

What is Bernoulli's principle of flight?

Bernoulli's principle says that as a fluid's velocity increases its pressure decreases. Airplanes and birds have an airfoil shape to each of their wings to produce lift. The airfoil shape produces unequal lengths across the top and bottom of the wing.


lift or upthrust
The lift or upthrust that enables an aeroplane to fly is caused by the flow of air around its wings. The wings of an aeroplane are in the form of an aerofoil. Its top surface is curved while the bottom is flat. As the plane cuts through the air, The air has to travel faster over the top than the bottom of the wings. Hence the air pressure on the top of the wings is lower than the air pressure at the bottom of the wings. The difference in air pressure on the top and bottom of the wings produces an upward force or lift that pushes the wings upwards.

Venturi Flow
While the amount of total energy within a closed system (the tube) does not change, the form of the energy may be altered. Pressure of flowing air may be compared to energy in that the total pressure of flowing air always remains constant unless energy is added or removed. Fluid flow pressure has two components—static and dynamic pressure. Static pressure is the pressure component measured in the flow but not moving with the flow as pressure is measured. Static pressure is also known as the force per unit area acting on a surface. Dynamic pressure of flow is that component existing as a result of movement of the air. The sum of these two pressures is total pressure. As air flows through the constriction, static pressure decreases as velocity increases. This increases dynamic pressure.

AIRPLANE PARTS
1.Fuselage
The fuselage holds the structure together and accommodate passengers and/or cargo. Modern aircraft fuselage may accommodate up to 800 passengers in economy class (e.g. A380) and up to 112,700kg cargo (e.g. B747-400ER).
2.Cockpit
The cockpit holds the command and control section of an airplane. Modern aircraft cockpits have a number of vital instruments for controlling the airplane on the ground as well as when flying.
3.Engine
Engines generate thrust and provide hydraulic and electric power. Modern aircraft are employed with different types of engines, although jet engines are favoured with by most commercial airliners.
4.Landing Gear
The undercarriage, also known as landing gear, provides a platform for the aircraft to stand as well as plays an important obvious role in landing and take-off.
The Landing Gear provides support for the airplane when it in it airborne. There are basically 3 configurations of landing gears
A: Tandem Landing Gear. B: Conventional Landing Gear. C: Tricycle Landing Gear
Landing gears are usually filled wit nitrogen gas and this helps with the temperature and pressure between the wheels and the runway during taken off and landing.

5.Wings
Wings generate lift and control the airflow while flying. Wing design is a crucial factor in aviation: a wing is designed to reduce drag at the leading edge, generate lift by its crescent and manage airflow using the rear edge. Furthermore, while gliding (i.e. without engine power), the wings allow the pilot to increase and decrease the descent rate.
6.Slats
Slats adjust the angle of attack of the wings, increasing lift. Slats are fitted at the leading edges of the wings, and deploying them increases the angle of attack of the wings, allowing the pilot to increase the lift generated by the wing
7.Flaps
Flaps adjust the camber of the wings, increasing lift. Flaps are normally fitted at the trailing edge of the wings. Extending the flaps increase the camber of the wings airfoil, thus increasing lift at lower speeds, an important feature for landing.
Flaps are devices at the trailing edge of an airplane wings used to either increase its lift or drag depending on the selection by the pilot. 
The higher the selection of the flap is, the greater the drag. It is like when your palm is flat against the wind flow as you stretch your hand out in a moving car. As you reduce the angle against the airflow, the drag reduces and you get better lift whereby your hand moves up. 
Flaps are used when the aircraft is slowing down in preparation for a landing. In a plane, flaps are usually used for both takeoff and landing. They are partially extended before takeoff to increase lift and reduce the runway distance required to leave the ground. They are fully extended during the landing phase to allow the aircraft to safely approach the runway at the lowest possible speed.

8.Spoilers
Spoilers adjust the camber of sections of the wings, decreasing lift. Spoilers are fitted on top of the wings, and are used to reduce lift on a section of the wing in a controlled manner. Spoilers are useful for decreasing lift without increasing the airspeed of the airplane or without increasing drag significantly.
9.Ailerons
Ailerons increase or decrease lift asymmetrically, in order to change roll and, thus, move the aircraft left or right while flying. Ailerons are hinged sections fitted at the rear of each wing. Ailerons work asymmetrically as a pair: as the right aileron goes up, the left one comes down and viceversa, thus making the aircraft roll right or left, respectively.
10.Horizontal stabiliser

The horizontal stabiliser helps maintain an airplane's equilibrium and stability in flight. It does so by providing a mini wing at a certain distance from the main wings (typically at the back, although it can also be positioned at the from of the aircraft). This smaller wing produces enough lift to control the pitch of the aircraft and maintain its stability. Although an aircraft without a horizontal stabiliser could, in principle, fly with wings only, controlling its pitch and airspeed would be difficult, as pitch and, subsequently, airspeed can be easily disturbed by air conditions: as soon as the aircraft pitches up, the tendency is to continue pitching up even further and decrease airspeed; and as soon as the aircraft pitches down, the tendency then is to continue pitching down even further and increase airspeed. An aircraft with a horizontal stabiliser, however, could be flown hand-offs (once correctly trimmed) without affecting its pitch and speed.
11.Elevator
Elevators increase or decrease lift on the horizontal stabiliser symmetrically in order to control the pitch motion of an airplane. Elevators are hinged surfaces fitted at the rear of the horizontal stabiliser. They work symmetrically as a pair: when the elevators are up, the aircraft ascends; when the elevators are down, the aircraft descends, and when the elevators are horizontal, the aircraft flies straight.

12.Vertical stabiliser
The vertical stabiliser prevents lateral movements of the airplane. Without a vertical stabiliser, most aircraft would lose lateral control, tend to slip, increase drag and become uncontrollable.
13.Rudder
The rudder controls the yaw motion of an airplane. The rudder is a hinged surface fitted to the vertical stabiliser. When the rudder is turned to the left, the aircraft turns to the left in the horizontal plane; when the rudder is turned to the right, the aircraft turns to the right. The rudder is used to turn the aircraft left or right on the ground. In the air, however, the rudder is primarily used to coordinate left and right turns (the turns themselves are done with the ailerons) or to counter adverse yaw (e.g. when crosswinds pushes the airplane sideways).
The rudder controls yaw. Rudder may be single or two-part / split type. Most aircraft have a single rudder hinged to the trailing edge of the vertical tail fin or vertical stabilizer. 
It is controlled by a pair of foot operated rudder pedals in the cockpit. 
14.Rudder Pedals
The rudder pedals controls the direction of the airplane wheels when on ground, and it is in used for sideways movement when airborne (Yaw).
When the Right pedal is pushed forward, the Rudder deflects the rudder to the right which move the nose of the aircraft to the right. 
And when the Left pedal is pushed forward, the nose of the aircraft moves to the left. The Pilot usually uses the Rudder along with the Ailerons to turn the airplane.

Control column/ yolk
This could be a count wheel (in U-shape as seeing in Boeing) or control stick (as seen on Airbus). It is used to control the Elevator and Ailerons for pitching up and down, and for roll respectively. It is used with the rudder when airborne, to change directions. Attached to is also is the button to engage and disengage autopilot, as well as the comms button for interaction with the Air Traffic Controller

Wing types

1. Low wing
A low wing configuration places the wings anywhere below the midline of the airplane, or any where on below half of the fuselage’s height. Low wing airplanes are more stable than mid-wing airplanes, but not as much as high-wing airplanes. They are also more maneuverable than high-wing airplanes.
2. Mid wing
A mid-wing configuration places the wings exactly at the midline of the airplane, at half of the height of the fuselage. Mid wing airplanes are very well balanced, and their design means that they have a large control surface area. Control surfaces are portions of an airplane that are involved in steering. These airplanes are very maneuverable, but not as stable as high wing airplanes.
3. High wing
A high wing is a configuration with the wings set on the top of the airplane’s body, called the fuselage. High wing airplanes are very stable at slower speeds, meaning they can right themselves quickly if they encounter turbulence while travelling slowly.
4. Dihedral wing
Dihedral is the upward angle your aircraft's wings. Here's a great example of wing dihedral on a Boeing 777. Dihedral adds roll stability, which is needed in a low wing airliner. In simple terms, the dihedral wings makes the aircraft want to come back wings level if the aircraft starts to roll.

5. Anhedral wing
Anhedral angles are also seen on aircraft with a high mounted wing, such as the very large Antonov An-124 and Lockheed Galaxy cargo aircraft. In such designs, the high mounted wing is above the aircraft's center of gravity which confers extra dihedral effect due to the pendulum effect (also called the keel effect) and so additional dihedral angle is often not required. Such designs can have excessive dihedral effect and so be excessively stable in the spiral mode, so anhedral angle on the wing is added to cancel out some of the dihedral effect so that the aircraft can be more easily manoeuvred.
6. Gull wing
The wing shape in the F4U Corsair is called the inverted gull wing. The main reasons for use of this is the large propeller used in the aircraft.
The main advantages of this configuration are,Shortened landing gearElimination of the need for wing fillets, and reducing drag as the wing and fuselage were perpendicular.Simplified wing folding (the wings were folded at the lowest point), with the folded wings nearly at the height of the propellers. This enabled simple automatic mechanism for folding/unfolding, unlike the F6F Sto-wing which was manual, as the hydraulic mechanism added too much weight.

Based on the shape of the wings

Based on the Winglet
Winglets reduce drag by recovering some of the energy in the wingtip vortex. This provides an effective increase in wing aspect-ratio (span² divided by area - a measure of slenderness), and therefore a reduction in lift-induced drag, for a smaller increase in span, weight and profile drag compared with simply making the wing longer.

Angled Upwards
Bombardier's Challenger 601 was one of the first aircraft with production-standard winglets. They were simply angled upwards from the wingtip.

Blended Winglet
Boeing's blended winglet for the 737NG (above, foreground) is joined to the wing with a smooth curve to reduce interference drag, and provides a 4% fuel-burn reduction over long ranges. Airbus's signature wingtip fence (background, on an A319) is more endplate than winglet, and shaped to avoid the effects of winglet stall.

Sharklet Winglet
Airbus's Sharklet (above), introduced on the A320 at the end of 2012 and offering a 3.5% fuel-burn improvement, is so similar to Aviation Partners' blended design as to have sparked a lawsuit.

Dual-Feather
Boeing, meanwhile, has designed a new "dual-feather" winglet (above) for the 737 MAX, claiming it offers another 1.5% fuel-burn improvement over the blended winglet

Closed Spiroid
Aviation Partners, for its part, continues to test the most extreme interpretation of a winglet yet, the closed Spiroid (above), chasing the promise of a 10% cruise fuel-burn reduction.

okikiosibodu:
B. BERNOULLI'S PRINCIPLE
Bernoulli's principle states that when a fluid flowing through a tube reaches a constriction or narrowing of the tube, the speed of the fluid passing through the constriction is increased and its pressure is decreased. Pressure Drop in Venturi Tube .

How does Bernoulli's principle apply to the wing of an airplane?

The popular explanation of lift ,that airplanes fly as a result of Bernoulli's principle, which says that if air speeds up the pressure is lowered. Thus a wing generates lift because the air goes faster over the top creating a region of low pressure, and thus lift.

What is Bernoulli's principle of flight?

Bernoulli's principle says that as a fluid's velocity increases its pressure decreases. Airplanes and birds have an airfoil shape to each of their wings to produce lift. The airfoil shape produces unequal lengths across the top and bottom of the wing.


lift or upthrust
The lift or upthrust that enables an aeroplane to fly is caused by the flow of air around its wings. The wings of an aeroplane are in the form of an aerofoil. Its top surface is curved while the bottom is flat. As the plane cuts through the air, The air has to travel faster over the top than the bottom of the wings. Hence the air pressure on the top of the wings is lower than the air pressure at the bottom of the wings. The difference in air pressure on the top and bottom of the wings produces an upward force or lift that pushes the wings upwards.

Venturi Flow
While the amount of total energy within a closed system (the tube) does not change, the form of the energy may be altered. Pressure of flowing air may be compared to energy in that the total pressure of flowing air always remains constant unless energy is added or removed. Fluid flow pressure has two components—static and dynamic pressure. Static pressure is the pressure component measured in the flow but not moving with the flow as pressure is measured. Static pressure is also known as the force per unit area acting on a surface. Dynamic pressure of flow is that component existing as a result of movement of the air. The sum of these two pressures is total pressure. As air flows through the constriction, static pressure decreases as velocity increases. This increases dynamic pressure.

U got my attention with this one.
Are you an airman?

bkfilms:

U got my attention with this one.
Are you an airman?

No, not yet. I am an Aviation enthusiast. I dream to be a Pilot (successful and celebrated one ) . You can read up my story on
https://www.nairaland.com/4045983/aero-journal
You are yet to reply my PM though

*Interesting Facts About Aviation ....*


The busiest commercial airport in the world is the Hartsfield- Jackson Airport (ATL) in Atlanta, with more than 970.000 airplane movements a year. Based on its passenger traffic this airport has been the busiest from 1998, and by the number of landings and take-offs – since 2005.

The Hartsfield–Jackson has held its ranking as the world’s busiest airport in 2012, too, both in terms of the number of passengers and the number of flights.

In the year alone it was visited by 95 million passengers (more than 260,000 passengers daily).

The Pitot-Static System Powers Aircraft Instruments

Ever wonder how your airspeed indicator works? The answer lies within a basic system called the piot-static system, which measures ram air pressure and compares it to static pressure to indicate the aircraft's speed through the air. And that's not all it tells you. This same static air system gives us our altitude and tells us how fast we're climbing or descending in feet per minute. The pitot-static system supplies power to three basic aircraft instruments: The airspeed indicator, altimeter, and vertical speed indicator.

**Components

Pitot Tube and Line: The pitot tube is an L-shaped device located on the exterior of the aircraft that is used to measure airspeed. It has a small opening in the front of the tube where ram air pressure (dynamic pressure) enters the tube and a drain hole on the back of the tube. Some types or pitot tubes have an electronic heating element inside of the tube that prevents ice from blocking the air inlet or drain hole.
Static Port(s) and Lines: The static port is a small air inlet, usually located on the side of the aircraft, flush against the fuselage. The static port measures static (non-moving) air pressure, which is also known as ambient pressure or barometric pressure. Some aircraft have more than one static port and some aircraft have an alternate static port in case one or more of the ports becomes blocked.

**Instruments:

The pitot-static system involves three instruments: The airspeed indicator, altimeter, and vertical speed indicator. Static lines connect to all three instruments and ram air pressure from the pitot tube connects to only the airspeed indicator.
Alternate Static Port (if installed): A lever in the cockpit of some aircraft operates an alternate static port in the event that the main static port experiences a blockage. Using the alternate static system can cause slightly inaccurate readings on the instruments, since the pressure in cabin can is usually higher than the main static ports measure at altitude.

**Normal Operation

The pitot static system works by measuring and comparing static pressures and in the case of the airspeed indicator, both static and dynamic pressure.

**Airspeed:

The airspeed indicator is a sealed case with an aneroid diaphragm inside of it. The case surrounding the diaphragm is made up of static pressure, and the diaphragm is supplied with both static and dynamic pressure to it. When airspeed increases, the dynamic pressure inside of the diaphragm increases as well, causing the diaphragm to expand. Through mechanical linkage and gears, the airspeed is depicted by a needle pointer on the face of the instrument.

**Altimeter:

The altimeter acts as a barometer and is also supplied with static pressure from the static ports. Inside the sealed instrument case is a stack of sealed aneroid diaphragms, also known as wafers. These wafers are sealed with an internal pressure calibrated to 29.92" Hg, or standard atmospheric pressure. They expand and contract as the pressure rises and falls in the surrounding instrument case. A Kollsman window inside of the cockpit allows the pilot to calibrate the instrument to the local altimeter setting to account for nonstandard atmospheric pressure.

**VSI:

The vertical speed indicator has a thin sealed diaphragm connected to the static port. The surrounding instrument case is also sealed and supplied static air pressure with a metered leak at the back of the case. This metered leak measures pressure change more gradually, which means that if the airplane continues to climb, the pressure will never quite catch up to each other, allowing for rate information to be measured on the instrument face. Once the aircraft levels off, the pressures from both the metered leak and the static pressure from inside the diaphragm equalize, and the VSI dial returns to zero to show level flight.

Errors and Abnormal Operation

The most common problem with the pitot-static system is a blockage of the pitot tube or the static ports, or both.

If the pitot tube becomes blocked, and its drain hole remains clear, the airspeed will read zero.
If the pitot tube and its drain hole are blocked, the airspeed indicator will act like an altimeter, reading higher airspeeds with an increase in altitude. This situation can be dangerous if not recognized immediately.

If the static port(s) become blocked and the pitot tube remains operable, the airspeed indicator will barely work and indications will be inaccurate. The altimeter will freeze in a place where the blockage occurred and the VSI will indicate zero.
Another problem with the pitot-static system includes metal fatigue, which can deteriorate the elasticity of the diaphragms. Additionally, turbulence or abrupt maneuvers can cause erroneous static pressure measurements.

1. COMPONENTS: A basic air data system consists of the following components:

a) Sensors. Sensors measure ambient atmosphere surrounding the aircraft. All systems use a pitot tube, static ports, and temperature probe. More complex systems will also make use of an angle of attack sensor;

b) Transducers. Transducers convert the sensed pressure, temperature, and angles to voltages, synchro outputs, or digital pulses. The accuracy and performance of the transducers govern the over-all efficiency of the entire system;

c) Computer. A computer can be designed to perform a multitude of functions, such as:

Calculating TAS, mach number, corrected static pressure, and corrected outside air temperature,

Originating correction signals to transducers,
Driving displays,

Supplying signals to navigation computers,
Controlling aircraft pressurization, and
Providing inputs to automatic flight control systems and engine fuel control units.

2. AIR DATA OUTPUTS: A complex air data system can supply a great number of outputs, many of which may be electronic or mechanical variations on the method of presenting one basic parameter of flight (e.g., static pressure).

Some of the common outputs are:

Pressure Altitude. Sensed static pressure is corrected to pressure altitude based on the ICAO Standard Atmosphere;
Airspeed. May be presented as indicated airspeed or converted into the true airspeed for use in DR navigation or in Doppler and inertial navigation systems;

Air Density. Computed according to elementary gas laws and used for engine controls;

Mach-Number. Calculated from pitot and static pressures;

Air Temperature. Corrected for frictional beating and air compression at the temperature probe;

Angle of Attack. True angle of attack is attained by correcting measured angle of attack for airspeed; and

Rate of Change of Altitude and Speed. May be calculated in the computer.

3. INHERENT SYSTEM ERRORS: Central air data computers (CADC) are subject to the following errors:

a) Position Error. This error varies with aircraft type and external configuration. Flight tests are conducted to plot this error on an airspeed, altitude, and configuration curve. The computer manufacturer designs a corrective mechanism or electrical circuit to correct the static-pressure electrical signal being supplied to ail instruments. This results in calibrated airspeed, actual TAS, calibrated altitude, and true Mach indications on the instruments. Because of the individual aircraft type position error, the CADC has to be tailored to that particular aircraft type and is not suitable for use in other types; and

b) Scale Error. Also referred to as instrument error, scale error is associated with a particular set of altitude aneroids and varies with altitude. The individual aneroids of a particular CADC can be plotted for scale error. A corrective camshaft designed to correct the altitude output signal is installed to minimize errors.

NOTE:
Failure of certain components in instruments receiving inputs from a CADC can result in the display of invalid information without an accompanying warning flag or light.

H. ANGLE-OF-ATTACK SYSTEM

l . GENERAL: The angle of attack is the angle measured between the relative airflow and the wing chord line of an aircraft.

An angle-of-attack system may be used to:

Depict critical angles of attack during an approach and landing;
Provide stall warning;
Assist in establishing optimum aircraft attitude for specific conditions of flight, such as maximum range or endurance; and
Verify airspeed indications or computations.

Maths be like.
A plane z travelling at 235km/hr south-west and d wind z blowing at 5km/hr south east,calculate d age of d pilot..
Maths why

Every wondered why aircrafts (esp airplanes) are painted white? Check this out
https://www.youtube.com/watch?v=PclOla2TfUw

okikiosibodu:
@Sugah
WILCO. I feel so embarrassed by my typographical errors, I hardly re-read what I compose before posting it. I promise to start working on that. Thanks for the encouragement too
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Every wondered why aircrafts (esp airplanes) are painted white? Check this out

https://www.youtube.com/watch?v=PclOla2TfUw

It appears the video has been removed. Let me highlight the points made in the video
1. Many airplanes are on lease to airlines, so the original owner paints it white, the "borrower" can then inscribe her logo or design on some parts of the airplane, reducing the cost of painting.
2. White colors generally reflect heat unlike black colors (physics). So it kinds of help with temperature control, thus having effect on expansion and contraction on the long run.
3. The white colors is great at detecting cracks and rusts, thus enhancing a better maintenance of the airplane..
4. White color has less weight, thus having a little significant on the overall weight of the aircraft.
Now, this is the only point I do not fully comprehend in the video..... How can the paint in an aircraft be so heavy that it will have a significance on her flight?
#AyamNotUnderstanding

New York is 3 hours ahead of California but it does not mean that California is slow, or that New York is fast. Both are working based on their own "Time Zone."
Some one is still single. Someone got married and 'waited' 10 years before having a child. There is another who had a baby within a year of marriage.
Someone got married between 25-30 and became Widow/Widower at 40 while another got married at 40 and lived happily with the spouse till old age with children, grandchildren and great-grandchildren!
Someone graduated at the age of 22, yet waited 5 years before securing a good job; and there is another who graduated at 27 and secured employment immediately !
Someone became CEO at 25 and died at 50 while another became a CEO at 50 and lived to 90 years.
Everyone works based on their 'Time Zone',
People can have things worked out only according to their pace.
Work in your “time zone”.
Your Colleagues, friends, younger ones might "seem" to go ahead of you.
May be some might "seem" behind you.
Don't envy them You are not early ... you’re very much On time stay blessed.
You Are In Your Time Zone............Enjoy ur day

For the first time in FedEx history, a Black woman will take control of the cockpit. Airbus Captain and Line Check Airman Tahirah Lamont Brown has been promoted to pilot for the international shipping company. After making the decision in high school to become a pilot, Brown has never looked back. In an interview that ran on the FedEx blog, she recalls the barriers she had to overcome to succeed in this male-dominated industry.
"There were barriers, for sure. I didn't know any pilots and didn't know how to pay for flight school," Brown shared in the FedEx interview. "I worked two jobs to pay for college and for flight training. I also wrote my family a letter asking them for support. I promised that if they would help me now, I would pay them back when I had the money, and they helped me."
Brown revealed that Bill Norwood, who was the first Black pilot at United Airlines, mentored her through the process. He helped her find scholarships that helped pay for flight school and encouraged her to join the Organization of Black Aerospace Professionals. His help proved to invaluable along her journey.
The career path that Brown chose was no walk in the park. She had to work hard to prove herself capable and worthy of every opportunity. She offers advice to young girls who want to become pilots one day--they have to be willing to put in the work. But believing in themselves is probably the biggest challenge to overcome.
"I tell them my life story, and that the end result and sacrifices are going to be worth it. You have to make sacrifices, and the road is going to be hard," Brown said. "I let them know that I am here to support them, to give them advice and to listen to them, because that was important to me. But, they will have to find it within themselves to know that it is achievable. I also tell young people to not allow negative attitudes to affect you. This has been true for me. We can be our biggest barriers at times. We have to overcome our own personal barriers to achieve our goals."
While the announcement of her promotion has been made during Black History Month--and Brown's feat is undoubtedly history-making--she doesn't feel like she has reached the pinnacle of success. There aren't a lot of Black faces in the flight industry and Brown wants that reality to change.
"While I feel like I've accomplished a lot, I will not feel like I've made it until I see more minorities in the industry," Brown explained. "When I speak at conferences, I help provide information about FedEx and encourage minorities to apply. However, I have not seen a significant change."

Opinion: Despite Huge Ticket Sales, Flybondi’s Dispatch and Management of Flights is Lackluster

A Flybondi 737 (Photo: Flybondi)

Only a few weeks have passed since Flybondi’s first commercial flight, on Jan. 26. Argentina’s first indigenous low-cost carrier appeared as a consequence of the governmental impulse to new companies, and obtained a 15-year permission to operate 85 routes, both domestic and international. Its flight booking opening day generated a huge expectation and a similar response in sales.
However, just 20 days into operation, Flybondi’s flights encounter problem after problem, and the airline’s dispatch reliability is more than poor. It has started flying with a single plane, that found itself in a pile of technical issues and unscheduled maintenance. Several flights have been cancelled or rescheduled, and passenger confidence is quickly lowering.
A few days before starting revenue flights, a company flight to show the aircraft to employees and families had to go back abruptly to Cordoba airport, after an instrumental failure deemed the flight to be unsafe. A week later, a combination of high temperature, airport altitude, and take off weight issues ended up in passengers flying without their luggage, which was later transported by truck to its destination, arriving almost a day later.
On Feb. 9, the expectation to finally open the service to and from Buenos Aires via the new Palomar airport -even though is a military airfield opened in 1910- suffered a hit due to heavy rain, and the inaugural flight was diverted to Ezeiza. A few hours later, service started. But the Landing Distance Available declared for Palomar -1900 meters, 6300ft- is going to be a challenge for a 737-800 when the runway is contaminated, as its surface has no grooving to increase surface friction.
Last week, while Norwegian, the other big low-cost player in the Argentinian market was celebrating its first London-Buenos Aires regular flight, Flybondi’s only aircraft was grounded for a tire issue. Passengers were relocated to another company’s services, and its second aircraft was put into revenue action within hours of completing its delivery flight.
Additional issues are yet to be measured: due to lack of a proper authorization. Flybondi aircraft fleet is restricted to operate below 29,000 feet, or outside the RVSM (Restricted Vertical Separation Minimums) airspace.
This particular operation landscape presents a complex outlook for the company: What will be the financial limit for this quite-more-than-not-optimal operation? Flybondi has faced in three weeks a significant amount of issues that impact directly on the economics of the venture.
While none of these events have posed a serious threat to the safety of its regular operations, and every decision the company made in regards to the events is consistent with industry best practices, it is a matter of time that the succession of cancellations, reschedulings, aircraft groundings and cargo handling mishaps would add up to a loss of confidence of the very passenger that it is trying to seduce.
Another factor is the resistance to low-cost carrier operation model in general, and Flybondi’s interpretation of it in a particular way. While Avianca Argentina has started operations with two brand new ATR 72-600 and it is covering two routes without any issues, Flybondi opened sales to 16 routes with a total of four aircraft. The stakes are high, to say the very least.
Avianca Argentina provided no argument to those opposing the low fare alternatives to the traditional carriers in the domestic market. Flybondi on the other side is unintentionally making every effort to prove them right.
With Argentina’s geographical distribution in mind, an LCC alternative for a short leisure trip is necessary and it has proven to be well received. Flybondi can tell its own story of success in ticket sales. However, the gap between the cool vibe of its branding and the reliability of its operation is growing fast and steady.

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