#fctm

[artaincomunitate]

D_ECO 

Atelier creativ de decorațiuni eco cu Livia Mateiaș

Luna decembrie aduce cu ea pregătiri pentru sărbătorile de iarnă. Foarte multă bucurie dar și foarte multă risipă apare de obicei la sărbători. Vă invităm cu drag la un atelier în care veți avea ocazia vă creați propriile decorațiuni ecologice pentru bradul de Crăciun.

Atelierul se va desfășura în data de 4 decembrie începând cu ora 15 la studioul artouching (Spl. Peneș Curcanul nr. 4-5, et. 1, c.30). Livia Mateiaș va ghida acest atelier, care va fi despre relaxare, stare de bine, creativitate și un trai echilibrat, în armonie cu natura. Ca tehnică vom folosi modelajul în lut precum și pictura sau colajul.

Noi oferim toate materialele necesare și participarea este gratuită. Locurile sunt însă limitate, pentru participare vă rugăm să vă înscrieți prin comletarea formularului următor: https://forms.gle/rMyuy5Aum8YV42pFA   

Livia Mateiaș este un spirit liber care iubește natura, viața și creativitatea. Activează ca artist vizual, este cofondatoarea studioului artouching și a platformei DIGITAL:CANVAS\ şi creează Tricouri de Poveste.

Proiectul Arta în comunitate este organizat de Uniunea Artiștilor Plastici Filiala Timișoara în parteneriat cu studioul artouching.

Proiectul este finanțat prin Fondul pentru un viitor mai bun în comunităţi Timişoara.

Fondul pentru un viitor mai bun în comunităţi este un program coordonat la nivel național de Federaţia Fundaţiile Comunitare din România - FFCR, finanțat de Lidl Romania și implementat la nivel local de Fundaţia Comunitară Timişoara.

[flower-field-branch]

Yjgtg co K?

Xkqngv? Jqnnajqem? Octlqtco? Ngch?

Ecp cpa qh aqw jgct og?

...kv'u fctm jgtg. Cpf nqpgna.

Htqo Dgnn qh Vtckpkpi

[postsofbabel]

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[synopticworld]

Well, as I expected, today’s schedule was quite a failure. One out of three main tasks went green. Woke up at almost 11am, and my Korean Air B737 is stuck in Sendai for another sleepless night. Also, FCOM and FCTM are still left untouched, but for them I didn’t have high hopes.

At least FedEx flight from Barcelona to Brugge is done. No single ATC on the road, so I could bring my 737 down to -4800fpm while shortcutting STAR. Maybe I should call maintenance team, speedbrakes came off somewhere above  Belgium’s wheat fields.

Wednesday’s schedule: 1. Forgotten RJSS to RKPK flight. Another day, another try. 

2. Short City Shuttle somewhere in Europe. Maybe LOT or Ryanair.

3. FCOM/FCTM. There won’t be a single day without them for the time being.

I’ll try my best to accomplish the target, but no promises given.

See you tomorrow.  

[openhouserecords]

NEW RELEASE OUT NOW: ————————————————————————- 🔊 Fuzo - Close To Me ————————————————————————- 🛒 LINK IN BIO Fanlink.to/FCTM Grab your copy from all major digital & streaming stores whilst it's hot ����🔥🔥 - - - - - #OpenHouseRecords #websiteupdate #housemusiclovers #housemusicallnightlong #HouseMusic #deephouse #futurehouse #progressivehouse #fururedeephouse #deephousemusic #deephousevibes #deephouselovers #ukhouse #ukhousemusic #dj #producer #radio https://www.instagram.com/p/CSyZcOuAJKq/?utm_medium=tumblr

[nordicwalkingby]

View this post on Instagram

A post shared by Alex Mekh (@nordicwalkingby)

Дети любят копировать взрослых. Как только приобретаются палки, дети начинают важно расхаживать с ними дома и интересоваться, когда они смогут пройтись вместе. Важно поддержать этот интерес, чтобы про��улки на природе стали семейной традицией. В блоге школы @nordicwalkingby появилась статья «7 советов как успешно подружить ребёнка со скандинавской ходьбой», которую дополняет беседа двух отцов в очередном выпуске подкаста о скандинавской ходьбе. (at Udmurtia) https://www.instagram.com/p/CA0RwC-Fctm/?igshid=wolzl12omkj9

[artaincomunitate]

Smaranda Sabina Moldovan face parte din echipa Arta în comunitate.

Din anul 2017 este asistent la Universitatea de Vest, Facultatea de Arte și Design Timișoara.

Demersul ei artistic este în principal bazat pe o zonă abstractă, cu accente pe câmpul de culoare și monocromii, denumite de artistă umbre colorate. Ea operează cu diferite medii de la pictura tradițională la asamblaje și instalații pentru conceptele sale de artă referitoare la obiecte și interacțiuni ale consumismului.

Seria de asamblaje din materiale neconvenționale are ca motiv de cercetare tulburarea vizuală, cauzată de ceea ce se poate numi astăzi, o suprastimulare vizuală. Contextul actual oferă date importante despre relația individ-societate, acesta fiind considerat un cadru material, un cadru-obiect.

O puteți întâlni pe Smaranda în cadrul atelierului Timișoara - explorare urbană și fotografie, unde focusul va fi de această dată pe surprinderea prin fotografii a unor aspecte ale orașului pe care deseori le trecem cu vederea.

Evenimentul se desfășoară în cadrul proiectului Arta în comunitate, organizat de Uniunea Artiștilor Plastici Filiala Timișoara în parteneriat cu studioul artouching.

Proiectul este finanțat prin Fondul pentru un viitor mai bun în comunităţi Timişoara.

Fondul pentru un viitor mai bun în comunități este un program coordonat la nivel național de Federaţia Fundaţiile Comunitare din România - FFCR, finanțat de Lidl Romania și implementat la nivel local de Fundaţia Comunitară Timişoara.

Parteneri: DIGITAL:CANVAS, Cultartes, Ornella Studio Design, Facultatea de Arte si Design Timisoara.

[masterofd1saster]

Why does Delta hate children?

Just before noon on Tuesday, January 14, 2020, Delta Airlines poured countless gallons of kerosene on lower income children in Los Angeles.  Delta “expressed concern for those who reported injuries.” 1 

Delta “Flight 89 took off from LAX just before 11:30 a.m. local time and landed back at the airport before noon.”2  The Delta 777-232 had been headed for Shanghai.

Delta said that shortly after takeoff.  Its aircraft “experienced an engine issue.”2  The aircraft was built in 1999 and registered as N860DA. The engines are Rolls-Royce RB.211 series.3  That series has had the occasional airworthiness directive, e.g., RIN 2120-AA64.4   Flight 89 experienced a compressor stall.  Passengers heard a popping noise from the engine.5

A compressor stall happens occasionally in jet engines.  For example, with regard to another Delta flight A compressor stall occurs when the airflow through the compressor blades of a jet turbine engine is disrupted. The imbalance of airflow supply and demand causes the air pressure in the engine to be incompatible with the RPM at which it is running. A compressor stall may be minor, causing small fluctuations in power, or it may be severe enough to cause the engine to slow down or stop. Serious accidents of modern aircraft caused by compressor malfunctions are less common than they were, but they are not unheard of.6

Thus, while compressor stalls are unpleasant for the crew and passengers, the crew should certainly be prepared to adapt to changed conditions and fly the aircraft safely.

One understands that landing a 777 loaded with enough kerosene to fly to China shortly after take off without dumping fuel would require a certified, professional crew.  Nevertheless, Boeing’s own publication indicates that landing overweight is considered a safe procedure.  As of 2008, there were no accidents on record attributed to landing overweight. 

relative to fuel jettison, the FAA stated, "There has been no adverse service experience with airplanes certificated under Part 25 involved in overweight landings." Furthermore, service experience indicates that damage due to overweight landing is extremely rare.7

Moreover, Boeing says the 777 is designed to meet the FAA standards for taking off at maximum weight with one engine.7  The FAA requires that the 777 be capable of taking off and landing “at each weight, altitude, and ambient temperature within the operational limits established for the airplane and with the most unfavorable center of gravity for each configuration.”8   FAA regulations require pilots to carry in the cockpit checklists for landing multi-engine aircraft on one engine.9  Accordingly, there’s no apparent reason Delta dumped kerosene on disadvantaged school children rather than simply landing the airplane.

As Boeing itself says7:

All Boeing airplanes have adequate strength margins during overweight landings when normal operating procedures are used**** The landing field length capability of Boeing airplanes is such that, even ignoring reverse thrust, excess stopping margin is available at weights well above the maximum design landing weight**** Normally, landing brake energy is not a problem for an overweight landing because the brakes are sized to handle a rejected takeoff at maximum takeoff weight**** [Techniques for landing overweight without overstressing the brakes] are provided in the overweight landing discussion in the “Landing” chapter of the Boeing flight crew training manuals (FCTM ).   The stability and control aspects of overweight landings have been reviewed and found to be satisfactory.***

Whatever your views of dumping fuel on underprivileged kids, it’s painfully clear that landing an overweight 777 on one engine is perfectly safe and, indeed, recommended by Boeing.

Federal Aviation Administration “procedures call for fuel to be dumped over designated unpopulated areas, typically at higher altitudes, so the fuel atomizes and disperses before it reaches the ground."2  Delta has no immediate explanation for dumping kerosene on little kids.

Even if a landing without dumping fuel were awkward, the plane was over the Pacific Ocean when it turned toward land.  It could have dumped fuel there.  Delta could have dumped fuel over Malibu.  Delta could have dumped kerosene over Bel Air.  Instead, Delta chose to dump poison over the lower income areas of Los Angeles.

Bear in mind, the Delta plane was loaded with enough gas for a 10,400km trip.  Wikipedia10 - the world’s foremost authority - says the 777-200ER burns about 7.4 kg of fuel per km.  That means the plane had far more than 76,000kg of kerosene onboard.  That means Delta rained tons of fuel on the disadvantaged parts of Los Angeles.  Delta didn’t just shower LA; Delta soaked LA and its kids in kerosene.

Occasionally a large chunk of blue ice plummets through someone’s roof.  The cause is ordinarily a leaky sewage system on a passenger get.  It makes a filthy mess, and it leaves a hole in the roof, but at least it’s not toxic.  One would assume that Delta flight 89 was burning and dumping a kerosene-based fuel.  As the state government notes, such fuel exposes people “to chemicals *** known to the State of California to cause cancer and birth defects or other reproductive harm.”11  Ordinarily, these exposures “occur in and around oil fields, refineries, chemical plants, transport and storage operations such as pipelines, marine terminals, tank trucks and other facilities and equipment.”  One hopes it’s rather rare that such exposure would occur at a kindergarten.

1 Asmelash, L. & Rose, A.  (Jan. 14, 2020).  60 people are injured after a plane dumped jet fuel, hitting six schools around Los Angeles.  https://www.cnn.com/2020/01/14/us/jet-fuel-dump-elementary-school-trnd/index.html

2 Casiano, L.  (Jan. 14, 2020).   California elementary school students hurt after plane dumps fuel over playground; more than 40 people treated.  https://www.foxnews.com/us/california-elementary-school-students-hurt-plane-apparently-dumps-fuel-playground

3 FAA REGISTRY, N-Number Inquiry Results

4 Federal Register, Vol. 76, No. 206, Tuesday, October 25, 2011.  https://www.govinfo.gov/content/pkg/FR-2011-10-25/pdf/2011-27513.pdf

5 Shalby, C, Vives, R., Campa, A.  (Jan. 14, 2020).  Elementary school kids doused as jet dumps fuel before emergency landing.  Los Angeles Times.  https://www.latimes.com/california/story/2020-01-14/plane-dumps-fuel-on-students-on-school-playground-en-route-to-lax-officials-say

6 Whittle, N.J.  (August 20, 2019).  Delta Air Lines Boeing B757 Diverts To Portland Following Compressor Stall.   https://simpleflying.com/delta-757-compressor-stall/

7 Boeing AERO.  (2008).  QTR_3.07, 16.  https://www.boeing.com/commercial/aeromagazine/articles/qtr_3_07/AERO_Q307.pdf

8 14 C.F.R. § 25.117 (2020).  https://www.govinfo.gov/content/pkg/CFR-2011-title14-vol1/pdf/CFR-2011-title14-vol1-sec25-121.pdf

9  e.g. 14 C.F.R. §91.503 (2020).  https://www.ecfr.gov/cgi-bin/text-idx?SID=67d8e0277d5a1c4c1d2dd4e7d0ebf197&mc=true&node=se14.2.91_1503&rgn=div8

10  https://en.wikipedia.org/wiki/Fuel_economy_in_aircraft (Jan. 18, 2020).

11 Proposition 65 Warning.  (Effective 8/30/16).  https://www.p65warnings.ca.gov/products/petroleum-products

Well done, Delta.

[edsmileyart]

Work in progress #abstractart #art l#colorful #santacruzart #bayareaart #painting #inspiration #abstract #artoftheday (at 17th Avenue Studios) https://www.instagram.com/p/Bsjw7a-FctM/?utm_source=ig_tumblr_share&igshid=1ou5uhsgjwh6r

[mathematicianadda]

On the Road with MathMINDs Games

MIND’s Lead Mathematician and Product Director Brandon Smith has been out on the road over the past several months, holding MathMINDs Family Nights around the country. These events featured both the existing MathMINDs Games, as well as some activities that are currently in development. Brandon shared with us how his recent experiences are informing the next wave of MathMINDs Games, as well as MIND’s ongoing work on engaging families.

Community night event @MDCPS w/ @STMath #mathminds — challenging games, doable work, so much community! @bds_math @taylormasnjak pic.twitter.com/cosBQR333r

— Brian Coffey (@PrincipalCoffey) October 16, 2019

Florida

We kicked off an intensive week of MathMINDs outreach in Miami, FL. MathMINDs focuses on games that are generally accessible and desirable for multiple age ranges, which is why adults and kids love playing together. To really put this to the test, we started at a middle school of all places⁠—in grades where it's been historically challenging to engage students in mathematics. We played various MathMINDs games, including South of the Sahara, with two different classes—each timed for over an hour. We had to kick the kids off of the games. In addition to South of the Sahara, we tested some of our newest works in progress: new storybook games. One of the games is designed for learners as young as four years old to play with their parents.

How’d it work on middle schoolers? Like gangbusters. The students dove right in and played each game for at least 20 minutes. Some of them were still playing when the school bell rang after 35 minutes!  One teacher asked for some help with adding and subtracting integers—those pesky negations and subtractions. So, before we left, we pulled up ST Math and I led a 45-minute interactive lesson on the difficult 7th grade topic. The teacher said it was a lesson she’ll never forget.

Leaving immediately from the school, we went to a family STEM night at a local school district. They struggled to find any good “M” in STEM, so we offered to fill the void with MathMINDs. We ran the same games as in middle school, but now with families.

We quickly saw the same early learning prototypes engage families like it did the middle schoolers.  Our section got so busy that several local high schoolers volunteered to help. We were outside and daylight was fading. The automatic lights were fairly dim, but kids and parents stayed engaged until the very end. Even despite the donuts and popcorn being next to us.

Over the next two days, we engaged with teachers across the state at the Florida Council for Teachers of Mathematics (FCTM) 2019 annual conference. Math anxiety isn’t just for kids and parents. Teachers often find mathematics challenging and experience frustration with the subject. We need to give them chances for positive interactions with math too!

Had a great time at OPS with families as we kick off our support of #MassSTEMWeek. We ran some oldies and some brand new goodies. Always amazing to work with families. #MathMINDs @MIND_Research @LPS_Education pic.twitter.com/Nc2IiisCZ1

— Brandon D Smith (@bds_math) October 22, 2019

New England

It was immediately on to Massachusetts for Mass STEM Week. The week started with MathMINDs and the New England Aquarium joining forces for a morning session on creative problem-solving and mathematics. We then went to back-to-back-to-back MathMINDs Family Nights around Massachusetts.

At our MathMINDs Family Nights, we focused on South of the Sahara and our two brand new storybook games designed for families of students down to four years old. It was a hit!  

This was incredibly heart-warming to see. It’s late at night. The sun has already set. Families just finished pizza and salad. There are 100 or more people in a gym or cafeteria. It’s noisy and chaotic. Would the kids even focus for a minute? Maybe 5 or 10 minutes if we are lucky?

Four-year-olds routinely interacted for 45 minutes, staying engaged and challenged nonstop. The parents didn’t have a free ride, they had to stay focused as well. Just because young ones can play, doesn’t mean it’s trivial. They challenge and delight middle schools and adults. When we design for what makes us the same, we find that barriers start to fade away—including age.

It’s not enough to close the equity and access gaps by giving students access to experiences. We must fundamentally engage in the right experiences. Otherwise, we end up perpetuating the fears and frustrations we currently see in math. 

We wrapped up our whirlwind week with a family night in Connecticut. Before the event, a grandfather anxiously walked up to me. “These games aren’t hard are they? I was never good at math, but I want my grandkids to have a good time. I can’t do the hard stuff.” I reassured him and gave him a game box.

At the end of the night, I asked him how it went. He said “It was really fun. Much better than I expected. They were hard, but I actually had fun. Thank you.” Curiously, it was this grandfather, not his grandchildren, carrying the box under his arm as they walked out.

These experiences not only positively impact our societal relationship with mathematics, they are ongoing opportunities for continuous improvement. We use any and every opportunity with families to learn. Not only are we making major improvements to our new R&D games based on what we saw, we gain insight for making existing games better. These enhancements are automatically built in every time we restock our supply. 

Our families deserve more than just a product that markets well. They deserve ever-increasingly great experiences. All families are worth our best. The societal change we seek doesn’t happen with just any old game, nor any one best-game-ever. There’s a critical mass in the number of experiences we need to have in order to turn our negative identities around math into lasting positive ones. I suspect this critical mass will be a career-long (or longer) endeavor. MathMINDs is just at the beginning. Just wait ‘til you see what’s next.

One of those projects is putting kids in the driver’s seat as they have a rare chance to combine creative expression and mathematics in a meaningful way.

Math Maker

We have been testing out a variety of math maker projects designed to be fun and easy to implement for a teacher new to the projects, but also with plenty of depth for those who’ve ran a project or two before. 

Our desire is for all students to have memorable experiences in which they put forth effort creating something mathematical they are proud of and that others actively use in front of them. This is not only deeply rewarding, it models how some of the worlds most challenging problems are solved and what entrepreneurs do day in and day out.

Just before the break, we wrapped up testing with 36 fourth graders at a southern California elementary school. This is the most recent round of testing in what has been, to-date, a two-year MathMINDs R&D project.

The highlight of the experience was a young math maker. He was asked, “How does it feel to see something you made being used by other people right in front of you?” I heard an enthusiastic, "Good! It’s amazing. This makes me feel like I’m a real person.”

Mathematics, for that young student, is now a part of what it feels like to know math as a natural and important part of life. I can’t wait until more students have this same opportunity! This, to me, is what closing the experience gap looks like. When mathematics is truly for all students, the experience gap will be closed and all the other gaps won’t stand a chance.

This is why MathMINDs works so hard to do what it does, and there is much more to do! 

The current math maker projects, based on MathMINDs Games, will be out in the fall.

Additional Resources:

Podcast: Reframing Project- and Problem-Based Learning

Ebook: Rethinking Student Engagement

The Big List of Board Games that Inspire Mathematical Thinking

from MIND Research Institute Blog https://ift.tt/36EbH6Q from Blogger https://ift.tt/2tI8Z1d

[hapacolvn]

Nhảy điệu sáng tạo - https://youtu.be/fCTM-f02qDI

[pestaside]

//pros to using dan s.tevens as my fc:

he would make a GREAT renfield in a film.

he has good post and pre drac looks

he has a lot of icons made of him already that i can use

there’s more resources for him because he’s a popular actor

cons: 

he doesnt seem to have any made yet from the one source that’s PERFECT post drac renfield

he isn’t a rare fcTM

[taliemsite-blog]

داده کاوی، پایگاه ها و مجموعه های حجیم داده را برای کشف و استخراج دانش، مورد تحلیل قرار می دهد. در سال های اخیر داده کاوی، با توجه به دسترسی گسترده به مقادیر بسیار زیاد داده و نیاز به تبدیل چنین داده هایی به اطلاعات و دانش مفید، در صنعت اطلاعات و در کل جامعه، توجه زیادی را به خود جلب کرده است. اطلاعات و دانش حاصل می تواند برای برنامه های کاربردی نظیر تجزیه و تحلیل بازار، تشخیص تقلب، حفظ مشتری، کنترل تولید و اکتشاف علمی و … استفاده شود. یکی از مشهورترین تکنیک های داده کاوی برای تصمیم گیرندگان تجاری در پایگاه داده های بزرگ استخراج قوانین وابستگی است. کشف قوانین وابستگی در قلب داده کاوی قرار دارد. پیدا کردن مجموعه داده های تکراری، فرآیند اصلی در یافتن قانون وابستگی است. الگوریتم های بسیار زیادی برای پیدا کردن الگوهای تکراری وجود دارند که در این مقاله تعدادی از آن ها ارایه شده است. Apriori و FP-tree متداول ترین روش ها برای یافتن آیتم های مکرر هستند. روش های دیگر از جمله Apriori TID، AIS، SETM و TR-FCTM² می باشند. Apriori با استفاده از تولید کاندیدا با تعداد بیشتری از اسکن های پایگاه داده، تعداد قابل ملاحظه ای آیتم تکراری پیدا می کند. FP-tree برای پیدا کردن آیتم های تکراری از دو اسکن پایگاه داده بدون استفاده از تولید کاندید استفاده می کند. روش TR-FCTM با ایجاد یکباره ی کاندیدها به منظور تشکیل جدول شمارش تکرار با یک اسکن پایگاه داده، آیتم های تکراری را پیدا می کند. بررسی ها نشان می دهد که الگوریتم TR-FCTM عملکرد بهتری نسبت به Apriori و FP-tree دارد.

[jacewilliams1]

Flight directors – a fatal attraction

My first encounter with flight directors was in 1966 while undergoing conversion to the Avro 748. The RAAF had seen fit to send me to Woodford in Cheshire, all the way from Australia, to ferry the second of several new 748s for the RAAF VIP squadron at Canberra. The conversion was conducted on a battered 748 demonstrator: G-ARAY, known as Gary. The contract allowed four hours of dual for the captains and nothing for the co-pilots. G-ARAY had the basic instrument flying panel of that era and no flight director.

Our instructors at Avro’s were well-known test pilots Bill Else, Tony Blackman and Eric Franklin. Jimmy Harrison was chief test pilot. Unlike the bog-standard civilian 748, the RAAF 748s were to be equipped with a Collins FD 108 FD. So the situation existed that the RAAF 748s had a British Smith’s autopilot system which was married (somewhat expensively and painfully) to the American Collins FD 108.

For the life of me, I could not see why a flight director was needed in the RAAF 748. After all, the approach speed was that of a DC-3 (80 knots) and the aircraft a delight to handle compared with the venerable Dak.

Did the Avro 748 really need a flight director?

In retrospect, I think the old Wing Commander Transport Ops at Department of Air, who was charged with the procurement of the 748 for RAAF service, and hadn’t flown for years, was perhaps conned by the Avro sales people, in conjunction with Collins, into buying the Collins systems. Certainly in my view as the squadron QFI, flight directors were not operationally needed. In the event, the RAAF machines came with Collins FD 108 flight directors and, as the contract specified, each captain would be given only one hour of dual instruction once the 748 came out of the factory. We needed to learn how to operate the FD.

First, a course was arranged at the Collins establishment at Weybridge in Surrey. The two RAAF captains and their co-pilots attended and our two navigators and our instrument fitters also turned up to enjoy the Collins hospitality. We learned about 45 degree automatic intercepts of the VOR and ILS beams and other goodies including V-bar interpretation. We were showered with glossy brochures of the flight director by white dust-coated lecturers and shown a film.

By lunch time, the presentation was complete and we were shouted to a slap up pub meal with lots of grog, all paid for by Collins. We asked what further lectures were to take place after lunch. We were told the course was over – it was just a morning’s job and we were free to leave unless we would like more drinks. Naturally it was churlish to refuse and hours later we staggered to the railway station (I think), smashed to the eye balls and having forgotten all about the marvels of 45 degree auto intercepts on the FD 108. I must say it was a bloody good three-hour course what with the free grog and all that.

A few weeks later, I flew the second RAAF aircraft out of the factory, A10-596, under the watchful eye of Eric Franklin DFC and he demonstrated flight director stuff. For example, to climb using the FD, you first put the aircraft into a normal climb and when settled you switched on the FD and carefully wound up the pitch knob so that the little aeroplane sat in the middle of the V-bars.

I quickly realised that you hand-flew the basic artificial horizon to whatever attitude was appropriate for the manoeuvre then told the FD 108 V bars where you wanted them. The ILS intercept of 45 degrees was never used because radar vectors didn’t do such angles. I became more and more convinced the 748 didn’t need flight directors and that they were a load of bollocks in that type of low speed aircraft. We were told the USAF used the FD 108 in its F4 Phantoms and that Collins was anxious to makes sales in the UK market.

The RAAF Wing Commander got sucked in by good sales talk and from then on all RAAF 748s became so equipped. I held personal doubts about the usefulness of flight directors in general as I could see even then their extended use could lead to degradation of pure instrument flying skills. Today’s flight director systems are light years ahead in sophistication compared with the old Collins FD 105 and 108 series. But the problem with blind reliance on FD indications and thus steady degradation of manual instrument flying skills is as real now as it was back in 1966.

Now to the present day – although first some background history. First published in 1967, Handling the Big Jets, written by the then British Air Registration Board’s chief test pilot David Davies, is still considered by some as the finest treatise still around on jet transport handling. Indeed, the book was described by IFALPA as “the best of its kind in the world, written by a test pilot for airline pilots… the book is likely to become a standard text book… particularly recommended to all airline pilots who fly jets in the future… valuable to those pilots who are active in air safety work.”

Do these flight directors make flying safer or pilots lazier?

All that was back in 1967 and little has changed since then – apart from an increasing propensity for crashes involving loss of control rather than simply running into hills. LOC instead of CFIT. Mostly these accidents were caused primarily by poor hand flying and instrument flying skills, which certainly explains why aircraft manufacturers lead the push for more and more automatics.

A colleague involved with Boeing 787 training was told by a test pilot on type, that the 787 design philosophy was based on the premise that incompetent crews would be flying the aircraft and that its sophisticated automatic protection systems were in place to defend against incompetent handling. Be it a tongue-in-cheek observation, it contains an element of truth. With the plethora of inexperienced low-hour cadet pilots going directly into the second-in-command seats in many airlines in Asia, the Middle East and Europe, these protection systems are important.

Towards the end of his book, David Davies discusses the limitations of the flight instruments in turbulence and in particular the generally small size of the active part of the basic attitude information or the “little aeroplane” as many older pilots will remember it. He continues: “The preponderance of flight director and other information suppresses the attitude information and makes it difficult to get at” and “the inability, where pitch and roll information is split, to convey true attitude information at large pitch and roll angles in combination.” Finally Davies exhorts airline pilots “not to become lazy in your professional lives… the autopilot is a great comfort, so is the flight director and approach coupler… but do not get into the position where you need these devices to complete a flight.” There is more but go and read the book.

Having done the unforgiveable and quoted freely from an eminent authority, it is time to say something original and accept the no doubt critical comment that is freely available. Flight Directors can be a fatal attraction to those pilots who have been brain-washed by their training system to rely on them at all times. While Boeing in their FCTM advise pilots to ensure flight director modes are selected for the desired manoeuvre, it also makes the point that the FD should be turned off if commands are not to be followed.

Recently a new pilot to the Boeing 737 asked his line training captain if he could turn off the FD during a visual climb so he could better “see” the climb attitude. His request was refused as being “unsafe” and instead he was told to “look through” the FD. I don’t know about you, but I find it impossible to “see” the little aeroplane when it is obscured by twin needles or V-bars. In fact, it takes a fair amount of imagination and concentration to do so. Which may be why Boeing recommends pilots to switch off the FD if commands are not to be followed.

I well recall my first simulator experience in the 737 of an engine failure at V2 where I was having a devil of a time trying to correct yaw and roll and the instructor shouting at me to “Follow the bloody flight director needles.” I learned a good lesson from that tirade of abuse on how not to instruct if ever I became a check pilot. In later years, having gravitated to the exalted – or despised maybe – role of simulator instructor, my habit was to introduce the engine failure on takeoff by first personally demonstrating to the student how it should be done on raw data; meaning without a flight director. I hoped by first demonstrating, the student could see the body angles or attitude rather than imagine them by trying to “look through” the dancing needles of the FD. I have always been an advocate of the Central Flying School instructional technique of demonstrate first so the student then knows what he is aiming for. Of course in the simulator, the instructor runs the risk of stuffing up (been there – done that!) but it at least proves he is human and not just another screaming skull.

General aviation pilots are no strangers to flight directors either, especially as glass cockpits become more popular.

Recently, a 250-hour pilot with a type rating on the 737-300 (and trained overseas) booked a practice session prior to putting himself up to renew an instrument rating. His last rating was on a BE76 Duchess. As part of the 737 instrument rating would include manual flying on raw data, he was given a practice manual throttle, raw data takeoff and climb to 3000 ft. He protested, saying he had never flown the simulator without the flight director.

His instructions were to maintain 180 knots with Flaps 5 on levelling. He was unable to cope and when the instructor froze the simulator to save more embarrassment, the student was 2000 ft above cleared level and 270 knots – still accelerating with takeoff thrust. The student had been totally reliant on following flight directors with their associated autothrottles during his type rating course, and without this aid he was helpless.

I believe this is more widespread than most of us would believe, especially as we tend to move in our own narrow circle of experience.

At a US flight safety symposium, a speaker made the point that it is the less experienced first officers starting out at smaller carriers who most need manual flying experience. And, airline training programs are focused on training pilots to fly with the automation, rather than without it. Senior pilots, even if their manual flying skills are rusty, can at least draw on experience flying older generations of less automated planes.

Some time ago, the FAA published a Safety Alert for Operators (SAFO) entitled Manual Flight Operations. The purpose of the SAFO was to encourage operators to promote manual flight operations when appropriate. An extract from the SAFO stated that a recent analysis of flight operations data (including normal flight operations, incidents and accidents) identified an increase in manual handling errors and “the FAA believes maintaining and improving the knowledge and skills for manual flight operations is necessary for safe flight operations.” Now let me see, I recall similar sentiments nearly 50 years ago published in Handling the Big Jets when David Davies wrote that airline pilots should “not become lazy in your professional lives… the autopilot is a great comfort, so is the flight director and approach coupler but do not get into the position where you need these devices to complete the flight.” See my earlier paragraphs.

It is a good bet that lip service will be paid by most US operators to the FAA recommendation to do more hand flying. It may have some effect in USA but certainly the majority of the world’s airlines, if they were even aware of the FAA stance in the first place (very doubtful), will continue to stick with accent on full automation from lift off to near touch-down and either ban or discourage their pilots from hand flying on line.

If you don’t believe that, consider the statement in one European 737 FCOM from 20 years ago that said: “Under only exceptional circumstances will manual flight be permitted.” After all, when at least two major airlines in Southeast Asia have recently banned all takeoff and landings by first officers because of their poor flying ability, then what hope is there to allow these pilots to actually touch the controls and hand-fly in good weather? One of those airlines requires the first officer to have a minimum of five years on type before being allowed to take off or land while the other stipulates the captain will do all the flying below 5000 ft. It might stop QAR pings and the captain wearing the consequences of the first officer’s lack of handling ability, but it sure fails to address the real cause and that is lack of proper training before first officers are shoved out on line.

Sometimes you have to put your hands on the controls and fly raw data.

I think the FAA missed a golden opportunity in its SAFO to note that practicing hand flying to maintain flying skills will better attain that objective if flight director guidance is switched off. The very design of flight director systems concentrates all information into two needles (or V-bar) and in order to get those needles centered over the little square box, it needs intense concentration by the pilot. Normal instrument flight scan technique is degraded or disappears with the pilot sometimes oblivious to the other instruments because of the need to focus exclusively on the FD needles. Believe me, we see this in the simulator time and again. Manual flying without first switching off FD information will not increase basic handling or instrument flying skills.

The flight director is amazingly accurate provided the information sent to it is correct. But you don’t need it for all stages of flight. Given wrong information and followed blindly, it becomes a fatal attraction. Yet we have seen in the simulator a marked reluctance for pilots to switch it off when it no longer gives useful information. Instructors are quick to blame the hapless student for not following the FD needles. This only serves to reinforce addiction to the FD needles as they must be right because the instructor keeps on telling them so. For type rating training on new pilots, repeated circuits and landings sharpen handling skills. Yet it is not uncommon for instructors to teach students to enter waypoints around the circuit and then exhort the pilots “fly the flight director” instead of having them look outside at the runway to judge how things are going.

First officers are a captive audience to a captain’s whims. If the captain is nervous about letting his first officer turn off the flight director for simple climbs or descents, or even a non-threatening instrument approach, then it reflects adversely on the captain’s own confidence that he could handle a non-flight director approach. The FAA has already acted belatedly in publicly recommending that operators should encourage more hand flying if conditions are appropriate. But switch off the flight directors if you want real value for money, particularly with low-hour pilots. It may save lives on the proverbial dark and stormy night and the generators play up.

The post Flight directors – a fatal attraction appeared first on Air Facts Journal.

from Engineering Blog https://airfactsjournal.com/2018/04/flight-directors-a-fatal-attraction/

[artaincomunitate]

TIMIȘOARA

explorare urbană și fotografie cu Smaranda Sabina Moldovan

Cum arată orașul prin ochii tăi?

Te invităm la o explorare urbană în comunitate. Vom descoperi detaliile orașului cărora, în graba noastră de zi cu zi, uităm să le dăm atenție. Vom capta aceste detalii în imagini artistice prin fotografie.

Elementele publicului sau comunului provin din spațiul public, reflectat în zilele noastre ca o zonă socială reprezentată în special de necesitățile legate de desfășurare a cotidianului. Aceste spații sunt străzile, marile magazine, piața, locul de muncă, locuri vizitate în timpul călătoriilor. Inițial, centrele comerciale au fost considerate spații semipublice, dar odată cu dezvoltarea economică ele au devenit un corespondent al agorei, al pieței. Spațiul public al orașului a rămas un loc al desfășurării interacțiunilor din ambientul socialului, al economicului și al politicului, cu deosebirea că în zilele noastre este mult mai dezordonat și haotic decât în Antichitate. Spațiul  contemporan de cele mai multe ori este fragmentat și reprezentat de o suită de spații independente ce se succed.

Obiectele acestui spațiu sunt fragmente ale unei povestiri care se continuă și se dezvoltă chiar în acest moment, fiind în același timp însăși povestea.

Workshopul este adresat persoanelor de toate vârstele și constă într-un exercițiu de observație a ceea ce ne înconjoară. Ne vom plimba prin Timișoara încercând să identificăm și să fotografiem obiecte ale  spațiului public, ale orașului, stratificarea orașului. 

Plecarea se face de la Galeria Park, str. G. Enescu nr. 1 în data de 28 ianuarie de la ora 11

Pentru participare vă rugăm să vă înscrieți la linkul: https://forms.gle/9MMidMVVA2mUWgaU9

Durată: 1-2 ore în funcție de vreme și temperatura.

Materiale: Te rugăm să aduci cu tine un aparat foto sau un smartphone cu cameră foto.

Rezultat: link trimis adreselor de mail înregistrate pentru a încărca cele mai bune 10 fotografii.

În urma selecției vom promova fotografiile online pe paginile proiectului Arta în comunitate.

Evenimentul se desfășoară în cadrul proiectului Arta în comunitate, organizat de Uniunea Artiștilor Plastici Filiala Timișoara în parteneriat cu studioul artouching.

Proiectul este finanțat prin Fondul pentru un viitor mai bun în comunităţi Timişoara.

Fondul pentru un viitor mai bun în comunități este un program coordonat la nivel național de Federaţia Fundaţiile Comunitare din România - FFCR, finanțat de Lidl Romania și implementat la nivel local de Fundaţia Comunitară Timişoara.

Parteneri: DIGITAL:CANVAS, Cultartes, Ornella Studio Design, Facultatea de Arte si Design Timisoara.

[theprideofmoscow1924]