#ils: Instrument Landing System

[oh-great-authoress]

Hangman: But some of us have ILS!

Hangman: *runs off to be an agent of chaos*

Maverick: It's good. Hondo keeps us grounded. Hondo: Like fog at an airport.

[bekolxeram]

Landing on an LAX runway with autopilot is very easy. There's a technology called the Instrument Landing System (ILS). It sends radio signals to guide the aircraft towards the centerline of the runway with the optimal glide path. If the system implemented at a certain airport (like LAX) is precise enough, the plane basically lands itself with very minimum pilot input. You can land the thing without touching anything in 0 visibility, it's great.

These orange antennas at the end of a runway are the ILS localizers.

If for some reason you can't make it to a runway, and the best long flat surface you can reach is a highway, then ILS is completely out of the question. ATC may be able to point you towards the general direction of your make shift runway of choice (thanks ADS-B), but you have to manually line up your plane.

Runways have specific sets of lights to again, guide the pilots. Highways only have street lamps, and they all look the same. How do you point out where to go to a flight simulator trained child prodigy trying to make an emergency landing?

Holy shit, the cars! That's why they're all lit up but empty inside.

[boundinparchment]

Dream a Little Dream of Me - XXXVIII

Celestia had a cruel sense of humor. He knew this, even before his days as a student. But to be given a soulmate? Now, when he openly blasphemed against the cursed island in the sky? He would outlive you and the dreadful fated bond that haunted your shared dreams. There was little point in this. He could at least put a Vision to good use. People were nothing but disappointments. He had no use for you. Until you pulled the bow across your instrument and awoke a part of him long buried by self-hatred and arrogance. Soulmate AU; Il Dottore/Female reader w/ established personality and backstory. Slow burn. Lore and world speculation and interpretation within; follows canon story where possible. On AO3 here.

So far, your combat trials were some of the most impressive sessions he’d seen in a while.   

You weren’t perfect.  Far from it.  Your aim needed work.  You had a hard time leveraging the claymore properly.  Such things only came with time, when one knew the weight and balance of a weapon as well as they knew themselves.  

A second shining blade made itself known with the first, pure Geo energy so refined that it passed for diamond.  Pantalone would be jealous, certainly.  In the first few trials, he speculated that your abilities mirrored his own, in that his claymore became unnecessary and he could freely wield his Cryo needles without a hand on his weapon.  

He was half-right.  You required the claymore in order to retain the Geo swords, however.  You had to direct the Geo energy somehow and despite the lack of familiarity with your powers, you moved as if you knew exactly what you were doing.  If he counted just right, it always seemed as though you were following a very specific rhythm when landing your blows.  Your claymore’s swing was accompanied by the lightest enhancement of a particular pitch, depending on how you swung it.

Your combat abilities weren’t the only thing subject to musical structures.  Silence that prevailed too long was filled with humming, sometimes fragmented until you found the right note and flow.  Occasionally, the repetition set his teeth on edge.  But when he addressed it and your head snapped up from the book you were reading (probably something left behind by a stray assistant), he realized from your expression that you had no idea you were doing it.

Music was as much a part of you as machines were for him.  He lived and breathed moving parts and systems and the perfection with which they operated; no doubt, music was as precious to you as your own blood, something he knew but never saw in practice, not even in your dream-shares.  Then again, you’d had a proper outlet for such energies and now all of that desire had nowhere to go.

Zandik looked down at the work table in front of him, the surface littered with parts and wires and drawings.  Omega was handling everything with Akademiya, as expected, which left him with time to look over the schematics for weapons manufacturing.  Easy work, really.  Boring work.

He’d given the plans all but five minutes of his time before he found himself examining the cello neck again.  You’d handed it over but not without several questions, all of which were understandable.  This remnant was precious to you, even if it only seemed like a chunk of carved and varnished wood to him.

You…directed…your elemental energy…almost as if you were conducting…

Something you’d never done, as far as he was aware.  If you had, it was an experience you did not impart to him in any way.

What if…

Ah, such a thing would be simple enough.  A receiver on both objects, intended for long distance, sensitive enough to acknowledge even the smallest nuance in motion.  He’d attempted something similar before he’d learned how to control his claymore without such interference.  The Akasha modifications were a more taxing option and he’d paid the price for it heavily before finding a more efficient solution.

A tool like this might make it easier for you to wield; better still, it might make you more sure in your strikes, confident in your abilities.

As for the other problem…

Zandik sifted through a few stray notes on the table.  He’d had to go by memory for the shape and the size, and it would require far more research, but this posed its own set of problems.  

Wood would, of course, be best.  He could hear Sandrone and Pantalone criticizing his prototype based on the material alone, let alone the notion of construction.  It would be more efficient to trust another in this particular area.  But the urge to create something unique, something no one else would ever be able to recreate, sat in his very joints and made his muscles itchy.  

So many of his advancements were attributed to others, his contributions pushed aside because of his moniker of outcast .

But this?

A cello so clear and radiant that it would only be rivaled by the Tsaritsa herself (and maybe not even then).  The material didn’t carry sound well on its own but an amplifier and a transmitter were easy additions.  It wouldn’t be possible to start until he returned to Snezhnaya.  Hard enough to keep you from spotting anything you shouldn’t as it was.

He heard a soft groan from the small lounge chair nearby and looked up to find you stretching, your nose still buried in whatever novel you’d found to occupy your mind.  Although your eyes had yet to leave the page, you were poised to get up, flex, find something else to do.

Case in point.

Zandik placed the instrument neck down and smoothly shuffled the various pages in front of him just as you came up beside him.

“Don’t stop on my account, Zandik.”

“There’s little to be done right now that cannot wait until I have proper facilities.”

“You heard a composition meant for you way too early; the piece you overheard was far from finished.  I always enjoy hearing you sort out ideas, what you’re working on…”

You were shrewd; you would still be in Omega’s dreamcycle if you weren’t.  Hiding this from you wouldn’t be viable forever.  

Especially when you looked at him like that .  Earnest, curious, encouraging and genuine in every aspect of it, despite everything you’d endured.  

He could deal with politicians looking out for their own self-interest.  He could deal with the other Harbingers just as vicious in their ambitions as they were towards one another.  The dreams had been nothing more than another experiment and he never anticipated they would truly result in you .  Finding you had been a happy coincidence, a pet project, an outcome he considered but never anticipated.

The plea at the end of your words had been slight, easy to miss if he were anyone else.  In your defense, you had little to occupy you for the moment and he was, for all intents and purposes, your only other connection for the moment.

That, too, would change upon your arrival to Snezhnaya.

A caged bird would never sing and he knew better than anyone what it meant to have the freedom required for creation.

Zandik turned and reached a gloved hand to brush your neck as he leaned down to whisper a teasing, “I don’t think so,” against your skin.

He heard your breath hitch but you didn’t pull away, didn’t move, and he longed to bury his nose in your hair.  You smelled of sweetness, of summer flowers, undercut by sensations that dreams could never capture.  He steadied himself with his other hand on the table and swallowed as you moved your head slightly towards him, cheeks brushing before you looked at him out of the corner of your eye.  His heart shuddered.

What if…

The distance to be crossed was negligible, so miniscule that neither he nor you needed to lean before your lips met.  He willed his heart rate to slow, not that it would listen, your lips soft and warm.  

It was over as quickly as it began.  His lips tingled and then burned, his breaths short but steady.  You had yet to move, to pull away, your hands seeking amongst the straps and ornaments of his coat.  He could not bring himself to step away, not yet. 

Zandik pressed the lightest of kisses to the corner of your jaw, just below your ear, where your pulse seemed to be thrumming.

 Everything was a delicate balance and while he never minded exploring opportunities, this was…precarious.

The sigh that escaped your lips was the closest sound to bliss he’d ever heard in his presence; the flip in his gut was unsettling, too unlike a moment of piloting a Ruin Golem, and yet he felt as if he would endure that sensation eternally if you…

Zandik caught the slightest movement out of the corner of his eye, the doors to the workshop open a fraction and a boot just barely through the doorway.  He flicked his eyes up to find Omega, mask off, ruin core spinning, hesitating .  For once, the Segment was acutely aware of itself, its place.  

Nothing from the Segment network, no attempt to communicate.

The Segment retreated, its boot disappearing from the doorway before the doors closed silently.

He felt your hands against his chest, seemingly smoothing out his lapels, tracing the decorative edges of his coat.  Eternity in all of a minute.

Oh, how he wished he could preserve this.

[thisisyourauthorspeaking]

Would like to resolve a debate with a roommate :)

How likely is it that a random person with no previous flight experience could land a plane in the event the pilot became incapacitated?

How about a 747 vs a small aircraft? (Since commercial airliners now have so much automation and can practically land themselves)

What about a 747 if autopilot stopped working? How likely could someone with good hand eye coordination (and can drive a car well) land the plane by manual control only?

Say you took control and attempted to land, hit the runway odd and broke the landing gear, causing the plane fuselage to hit the ground and slide to a stop. Are planes resilient enough that everyone would still be alive? What are the chances of casualties in this case (and at what speed thresholds)?

If you've played Battlefield or such games, how close are the flight controls there to flight simulators or actual flight? Video games are obviously designed for player experience and realism, but if you are used to those controls, would you have ingrained bad habits trying to learn to fly an actual plane?

And finally, according to my roommate (who has no flight experience whatsoever but provides me infinite entertainment with claims that he can fly a plane): "when you land, you can't shallowly glide into the runway for a landing because you'll lose too much airspeed. You need to approach, take a sharp dive, and then level out before you land". Please rate that statement on a scale of 0 to flaming make-shit-up.

Thank you very much!

Alright, I'll break this answer into a few sections:

(Full disclosure, I don't fly airliners, but I am still certified as a commercial pilot and am drawing conclusions from my professional knowledge.)

Layperson saving the day by landing the plane:

In an airliner? Not a chance in hell. While there is an element of truth to the belief that an airliner can "land itself", the process to set it up is highly complex, and one wrong step can screw the rest of it up.

First, you need to get into the cockpit. For the sake of this ask, let's say the flight attendant knows about some super-duper-secret-hypothetical override to open the door from the outside. Otherwise, this plan is dead in the water.

With autopilot

Misconception number one: Autopilot flies the plane for you.

Autopilot doesn't know your intentions. Autopilot has no self-preservation instincts. The only thing autopilot knows is the course that the person at the controls programmed in, qualified or not.

Autopilot will keep you on course, but it's the pilot's job to make sure that the course being set doesn't send the plane into the side of a mountain, or in the completely wrong direction.

There is a sliver of truth to the idea that an airplane will "land itself", but in order to set it up, it requires a few steps from a qualified pilot that knows what they're doing.

Now, in order for autoland to even work, it has to be paired with a set of antennas on the ground at the desired airport, called an Instrument Landing System, or ILS for short. In order for the autoland system to receive the signal from the ILS, the pilot must tune the navigation radios to the frequency published on a map that looks like this, in addition to setting courses and programming the navigation computer.

Needless to say, if you're not trained to read these, then you'll have a hell of a time setting up the approach.

Additionally, you need to then configure the autopilot to pair with the ILS.

Here's an exercise for you and your roommate: without looking it up, find the radio panel and autopilot control in the cockpit of this Airbus A320, one of the most common airliners today:

Let's say you do find it - what buttons do you push, in what order? Do one of them wrong, and it won't work.

Misconception number two: Air traffic control can help you fly the plane.

ATCs are not pilots, and they can't tell you how to set it up or what buttons to push. All they can do is tell you where you are, give you headings to fly, and give you landing priority due to your emergency.

How do you configure the airplane? How and when do you extend flaps? What's the maximum safe flap extension speed? How and when do you extend the landing gear? What's the maximum safe gear extension speed? Autopilot won't do that for you.

TL;DR: Sure, the plane could land itself, but that requires a series of inputs that a layperson is highly unlikely to know how to do.

Without autopilot

Let's say you accidentally push the wrong button on the stick while trying to declare an emergency. Congratulations! You are now flying the plane manually!

Now it's up to you to manage airspeed, power setting, altitude, pitch attitude, vertical speed, heading, and course.

ATC can still give you headings to point the nose in, and they may even get you lined up with a runway, but it's up to you to slow down to a safe speed, and configure the plane for landing.

Misconception number three: you can slow an airplane down just by pulling the throttle back.

Step one of slowing down is to reduce engine power. But, if that's all you do, then the airplane will keep the speed it's trimmed for, and just nose down to maintain it. The second piece of this puzzle is to pull back on the stick, just enough to maintain altitude.

But, there's a catch: At slow enough airspeeds, you enter what's called the "region of reverse command", wherein the controls seem "backwards" - you're adjusting your pitch (angle of nose up/down) to manage your airspeed, and you're adjusting your power to manage your altitude. This is highly counterintuitive to someone with no training, and when done incorrectly, can cause the airplane to stall and dramatically nose down.

Echoing above: How do you configure the airplane? How and when do you extend flaps? What's the maximum safe flap extension speed? How and when do you extend the landing gear? What's the maximum safe gear extension speed?

If you extend those at the wrong time, then they'll do far more harm than good.

If you're too fast on final approach, you'll sail right past the runway and end up crashing into whatever's behind it.

If you're too slow on final approach, you'll stall before you reach the runway and crash into the ground.

TL;DR: Hand-flying to a safe landing is a skill that needs to be honed and practiced regularly, and a layperson would not be able to do it without help.

Small plane

There is only one one case I know of in which a layperson managed to land a small plane, but this was only possible because of a few factors:

It was a clear day, and the man was able to navigate by landmarks on the ground.

There was no door between the man and the cockpit.

It was a small plane with simple controls.

Air traffic control knew a pilot, and relayed that number to the man in the plane.

IMPORTANT NOTE: Like I said above, air traffic controllers are not pilots. Additionally, there is no "hotline" that passengers can call to get talked down to a safe landing. This was just an extremely lucky "I know a guy" situation.

TL;DR: It can only happen if everything goes perfectly.

Gear-up landing

Let's say that somehow, your roommate managed to get the airplane to the runway with everything going exactly to plan, and with no help. But, oh no! The landing gear is broken!

No biggie. Gear-up landings happen all the time, and they're perfectly survivable. I actually know someone who was in one (in a small plane), and the biggest thing was how embarrassed he was. In the case of an airliner, the primary threat is getting everyone off the plane due to the possibility of a fuel leak.

Video games/flight sims

Games like Battlefield or Ace Combat are not at all accurate to the real handling of an airplane, and have no value as a training tool. However, they're inaccurate enough that the skills don't translate over, and you don't really get any bad habits from playing them.

What really trips people up when learning to fly are games like MSFS or X-Plane, because they're just realistic enough to mimic how planes actually fly, but the way that they're presented and controlled can teach tons of bad habits, such as:

Focusing too much on the instrument panel, and not looking outside at the horizon

Not using rudder or trim (important for smooth, coordinated flight)

Not preparing them for emergencies (ever notice how just about every MSFS flight has clear skies and perfect visibility?)

Exacerbating the dunning-kruger effect by presenting the games as hyper-realistic and good for training, when that is not the case

Because most MSFS players are attracted to the airliners, there is the chance that what they're "learning" about flying is not applicable to the fundamentals, which have to be done in a small plane.

Because of this, I actually discourage students from using home flight simulators to practice maneuvers, because not only are they not getting an accurate feel for the airplane, but they also may be doing the maneuver incorrectly and letting it go unchecked.

Simulators which are used specifically for flight training have to meet a specific set of regulations, one of which is to have an "instructor station" where the instructor can monitor the student's performance, and also practice scenarios that the student themselves cannot predict.

Landing flare

Your roommate's explanation is mostly incorrect.

When an airplane is on final approach, it is approaching the beginning of the runway at an angle of approximately 3 degrees, and following a system of lights called a VASI (visual approach slope indicator) to keep it on this 3 degree glide slope.

So, it is a rather shallow angle. Once the airplane has followed the glide slope and is now a few feet above the runway, the pilot executes a maneuver called a "flare" in which they pull the nose up in order to bleed off the rest of their speed.

When the pilot flares for landing, the airplane was already at a nice, slow speed for landing. If the pilot attempts to keep their speed up, then it will take much longer for the flare to bleed off their airspeed and make the airplane touch down gently.

If the flare is too aggressive, the airplane will "balloon" and fly higher above the runway, at which point the solution is to apply full power, circle around, and try again.

If your roommate were to "take a sharp dive, and then level out before you land", then they run the risk of either a) ballooning, or, because they gained so much speed from that dive, b) floating too far down the runway and potentially not having enough room to touch down and stop. if they really fuck it up, then they'll land nose-gear first, possibly damaging the wheel or even losing control and veering off the runway.

My overall opinion of your roommate:

From what you've said, they do seem to have a genuine interest in aviation, but they're misinformed by pop culture, aviation influencers, and MSFS.

My suggestion to the roomie: Their homework from this Tumblr flight instructor is to find a nearby flight school, and ask if they do discovery flights. You'll get to actually fly the plane, and you may catch the same aviation bug that I caught. We could always use more pilots!

[nnjzz]

ETERNITIES + earthworm + AUGUSTÉ VICKUNAITÉ + SIMONAS NEKROŠIUS + ALANAS GURINAS

MARDI LE 05.03

ETERNITIES us earthworm  us AUGUSTÉ VICKUNAITÉ lt SIMONAS NEKROŠIUS lt ALANAS GURINAS lt

TREIZE 24 rue Moret 75011 M° Couronnes / Ménilmontant

19:30 PORTES

20:00 ACTION !

P.A.F.6€

ETERNITIES us utah nyc " deep presence, resonant feedback, melodic drone, and overtone magic, in the fluid realm between intention and indeterminacy. We use harmonic tones from wind instruments played within feedback systems to create deep spectral drone. "

Duo composé de Katie Porter ( clarinette basse ) et Bob Bellerue  ( electronics, feedback ).

Musicienne spécialisée surtout dans la musique expérimentale / contemporaine ( interprétant p. ex. les musiques de John Luther Adams, Jason Ajemian, Mike Kelley, Michael Pisaro, Larry Polansky, Stephanie Richards, Morris Rosenzweig, Arthur Russell, James Tenney, Maayan Tsadka, Christian Wolff, entre autres ) mais pas que  ( "   She exists mainly in the experimental realm, but can sometimes be found elsewhere. " ) , Katie Porter est aussi curatrice, passionnée par la création de communautés musicales - elle a cofondé p.ex. Listen/Space (Brooklyn) et est commissaire des Listen/Space Commissions, responsables de 46 nouvelles œuvres pour groupes de chambre mixtes.

Elle co-dirige également le Symposium biennal VU pour la musique expérimentale, improvisée et électronique (Park City, Utah) et travaille sur un projet de longue haleine ( jeu de mots intentionnel ) pour clarinette solo dans l'installation Sun Tunnels ( 1976 ) - en cours de restauration -  de  la land-artiste, Nancy Holt, dans l'Utah.

Plusieurs projets dont le duo RED DESERT ENSEMBLE (   “a finely poised musical partnership”- THE WIRE,  ) avec le percussionniste/compositeur Devin Maxwell, qui a publié un album  sur le label de feu Phil Niblock, XI.

Bob Bellerue est artiste sonore / noisician, ingé-son, technicien et entre autres choses, curateur, entre autres, et notamment LE responsable principal de l'immensissime festival de musiques oufissimo-interlopissimes, ENDE TYMES. 

Sa pratique sonore tourne souvent autour des systèmes de rétroaction résonnante, utilisant des instruments, des objets, des enregistrements et des espaces amplifiés, en combinaison avec des composants électroniques et des logiciels écrits dans le langage de programmation de synthèse audio Supercollider.

Au cours des 30 dernières années, il a été impliqué dans la création et la présentation d'un large éventail d'activités sonores – entre noise, art sonore, musique expérimentale, percussions junk metal, gamelan balinais, bandes son pour la danse/théâtre/vidéo/art de la performance et  installations vidéo / son. 

Il a publié moult enregistrements, notamment chez Elevator Bath Records, iDeal Recordings, Banned Productions, Fabrica, P-Tapes, RRR Records, Love Earth Music, Prison Tatt Records, Los Discos Enfantasmes, Zelphabet, Peyote Tapes, No Rent Records ou sur ses propres labels, Anarchymoon Recordings and Sleepy Hollow Editions. 

earthworm us uk Nouveau duo / projet collaboratif composé de Christi Denton, artiste sonore et compositrice polyvalente originaire des États-Unis et de France, et de Margaret Fiedler McGinnis ( US / UK ), auteur-compositeur et multi-instrumentiste connue pour son travail avec au mitan des années 90s MOONSHAKE et LAIKA ensuite, et plus récemment avec  PJ Harvey & Wire ( excusez de peu).

 Dans une pièce spécialement composée pour Le Non_Jazz aux Nautes, elles s'aventureront dans le domaine de l'improvisation structurée. Conçu pour faire écho aux pousses vertes tendres de la saison, SPRINGS promet une expérience sonore immersive. Denton et Fiedler McGinnis créent une partition graphique unique pour l'électronique réactive, la guitare et d'autres éléments qui n'ont pas encore été révélés. Cette approche innovante s’entremêle avec les battements de cœur des musiciens et d’autres rythmes organiques, créant une interaction dynamique entre les interprètes et l’esprit éveillé de la saison.  https://www.christidenton.com/

AUGUSTÉ VICKUNAITÉ lt   Performeuse / collagiste sonore, avec une formation en sciences physiques ( ! ). Elle utilise principalement des magnétophones à bandes pour jouer, enregistrer et créer des compositions instantanées à base de d'enregistrements de terrain divers, dysfonctionnements de la technologie vintage ou encore des sons d'instruments enregistrés dans des environnements naturels.

Sa performance contiendra des boucles de bandes audio et des collages effectués à partir de de bandes trouvées.

SIMONAS NEKROŠIUS lt Artiste interdisciplinaire de Vilnius, spécialisé dans l'art sonore et la construction d'instruments électro-acoustiques et d'objets sonores faits maison.

Son travail est souvent associé aux notions de « ready-made » et de « DIY ». Il perçoit la créativité et les objets d'art comme un processus, réduisant ainsi l'importance des résultats finalisés dans ses projets. En conséquence, son travail a tendance à être indéterminé et transformateur au fil du temps.

https://www.youtube.com/@SimonasNekrosius 

ALANAS GURINAS lt Jeune artiste interdisciplinaire, adepte des performances sonores et des installations audiovisuelles.

Dans sa démarche, il explore le son en tant que phénomène textural, les thèmes de l'éphémère et les relations entre divers objets et espaces audibles et inaudibles.

A slightly light tone  ( Strained paper sheets, weights, vibro motors, various sound objects ) 

est une performance sonore acoustique live qui utilise le papier comme matériau principal pour produire du son. Différents types de papiers sont placés entre deux pinces en bois et, à l'aide de poids, sont tendus jusqu'à ce qu'ils trouvent leur état de résonance. En conséquence, différents tons, drones et textures générés par du papier en suspension sont produits. (La durée de la représentation est de +- 30 minutes)  

Fly - Jo L'Indien

[newsorbiter]

AAI Celebrates 78th Independence Day with Patriotic Zeal and Accomplishments

Guwahati: The Airports Authority of India, Regional Headquarters – North Eastern Region (AAI-RHQ-NER), commemorated the 78th Independence Day with a vibrant celebration that embodied the spirit of patriotism and highlighted the region's remarkable progress. M. Raja Kishore, the newly appointed Regional Executive Director (RED) for the North Eastern Region (NER), ceremonially hoisted the National Flag at the newly constructed building complex of the NAI within the Guwahati Airport premises, marking the occasion with great pride and honour. The event was graced by distinguished guests, including Heads of Departments (HODs) and representatives from various organisations, who joined in the festivities to honour the nation’s independence. Adding to the grandeur of the celebration, the Central Industrial Security Force (CISF) presented a prestigious ‘Guard of Honour’ to the RED. The event was infused with patriotic fervour, featuring soul-stirring renditions of patriotic songs and captivating dance performances by children, which resonated deeply with all those in attendance. In his address, M. Raja Kishore highlighted the significant strides made by the NER's airports over the past year. He underscored the substantial development in airport infrastructure, the enhancement of passenger facilitation, and the initiation of several key construction projects. Among the notable achievements, he mentioned the completion and inauguration of the new Terminal Building at Tezu Airport last September, and the successful operationalisation of the extended runway at Dibrugarh Airport. Additionally, he pointed out the upgrade of Hollongi Airport from Visual Flight Rules (VFR) to Instrument Flight Rules (IFR), making it operational in all weather conditions. The RED-NER also provided updates on other critical projects nearing completion, such as the Air Traffic Control (ATC) cum Technical Block at Shillong Airport, which is in its final stages of completion with the commissioning process already underway. Furthermore, the installation and commissioning of Instrument Landing Systems (ILS) at Imphal and Agartala airports were successfully completed, and Dibrugarh Airport has also installed its ILS. He highlighted the commissioning of Doppler Very High Frequency Omni-Directional Range (DVOR) at Imphal Airport and the completion of installation, calibration, and pre-commissioning processes at Dibrugarh Airport. Ongoing projects were also discussed, including the reconfiguration of passenger terminal buildings to enhance capacity at several airports, including Imphal, Jorhat, Shillong, Dimapur, and Silchar. These projects reflect the AAI’s commitment to continuously improving airport infrastructure in the region, aiming to provide world-class facilities to passengers. The RED-NER concluded his speech by expressing heartfelt appreciation for the unwavering dedication and commitment of all AAI officials, attributing the region’s achievements to their diligent efforts. He emphasised that these accomplishments are a testament to the hard work and dedication of the team, and he encouraged everyone to continue striving for excellence in their respective roles. Read the full article

[ahaneemuch]

Get to Know the Rules for Safe Air Traffic Control

Air traffic control (ATC) plays a vital role in ensuring the safety and efficiency of air travel. The rules and procedures followed by air traffic controllers are crucial in managing the movement of aircraft both in the sky and on the ground. Understanding these rules can help aspiring aviation professionals, particularly those taking aviation courses in Neemuch, gain a deeper appreciation for the complexity of the field.

The Basics of Air Traffic Control

Air traffic control involves a network of ground-based controllers who coordinate the movement of aircraft within designated airspace and on airport surfaces. The primary objective of ATC is to prevent collisions, organize and expedite the flow of air traffic, and provide information and other support for pilots. The training provided in top airline courses in Neemuch covers these fundamental aspects, preparing students to handle the responsibilities of air traffic controllers effectively.

Communication and Coordination

One of the core components of air traffic control is communication. Controllers must maintain constant communication with pilots to provide instructions, weather updates, and other essential information. Clear and concise communication is vital, as any misunderstanding can lead to dangerous situations. Those enrolled in aviation courses in Neemuch learn about the standardized phraseology used in ATC communication, which helps reduce the risk of miscommunication.

Coordination between different air traffic control centers is also essential. As aircraft travel across various regions, they are handed off from one controller to another. This process requires precise timing and accurate information exchange to ensure seamless transitions and maintain safety.

Separation Standards

Separation standards are rules that determine the minimum safe distance between aircraft. These standards vary based on factors such as altitude, speed, and the type of aircraft. Horizontal separation ensures that aircraft are not too close laterally, while vertical separation maintains a safe distance between aircraft at different altitudes. The comprehensive training in top airline courses in Neemuch includes detailed instruction on these separation standards and how to apply them in real-world scenarios.

Navigational Aids and Radar Systems

Navigational aids (NAVAIDs) and radar systems are crucial tools for air traffic controllers. NAVAIDs, such as VOR (VHF Omnidirectional Range) and ILS (Instrument Landing System), help pilots determine their position and navigate along predetermined routes. Radar systems allow controllers to monitor the position, speed, and altitude of aircraft in real-time.

During their aviation courses in Neemuch, students learn how to interpret radar displays and use NAVAIDs to guide aircraft safely. These technologies enable controllers to provide accurate instructions and ensure that aircraft follow their intended flight paths.

Handling Emergencies

Air traffic controllers must be prepared to handle emergencies, such as equipment failures, medical issues on board, or severe weather conditions. Training programs, including those offered in top airline courses in Neemuch, emphasize the importance of quick decision-making and effective problem-solving skills. Controllers must remain calm under pressure and provide clear instructions to pilots to manage emergencies safely.

The Role of Technology

Advancements in technology continue to enhance the capabilities of air traffic control systems. Automated tools and decision-support systems help controllers manage increasing air traffic volumes and improve safety. Aspiring controllers taking aviation courses in Neemuch are introduced to these modern technologies and trained on how to integrate them into their daily operations.

Continuous Learning and Adaptation

The field of air traffic control is constantly evolving, with new regulations, procedures, and technologies being introduced regularly. Continuous learning and adaptation are essential for air traffic controllers to stay current and maintain the highest safety standards. The curriculum of top airline courses in Neemuch is designed to instill a culture of continuous improvement, encouraging students to stay informed about industry developments throughout their careers.

In conclusion, air traffic control is a complex and dynamic field that requires extensive knowledge, precise communication, and the ability to handle high-pressure situations. Aspiring aviation professionals can benefit greatly from the comprehensive training provided in aviation courses in Neemuch, equipping them with the skills and knowledge necessary to contribute to safe and efficient air traffic management.

[aviationschool]

🚦✈️ ILS Holding Position on the Taxiway! 🌟 Hey Aviators, Ever noticed the ILS Holding Position on the taxiway? Here’s what you need to know: Purpose: Protects Instrument Landing System (ILS) signals from interference. Markings: Red and white signs or yellow surface markings with "ILS". Compliance: Pilots must stop at these markings when instructed to ensure accurate ILS signals for arriving aircraft. Respect these markings for safe and precise landings!

AviationSafety #ILSHoldingPosition #AirportOperations #FlightSafety #avelflightschool #chennaiflightschool

[theleadersglobe]

Andaman and Nicobar Islands Mark Milestone with Night Landing at INS Utkrosh

The scenic Andaman and Nicobar Islands have achieved a significant milestone with the successful night landing of an Air India flight at INS Utkrosh, a naval air station under the joint-services Andaman and Nicobar Command of the Indian Armed Forces. This development is expected to enhance air connectivity and boost tourism in the region. The Air India Airbus A321, carrying 68 passengers, landed at INS Utkrosh on the evening of June 28. The air station is located on the premises of Veer Savarkar International Airport in Port Blair.

According to the Andaman and Nicobar Command, the aircraft departed from Kolkata at around 5:40 pm and landed in Port Blair at 7:34 pm. The successful night landing marks a significant step towards improving air connectivity to the islands, benefiting both residents and tourists. The Airports Authority of India (AAI) played a crucial role in this achievement by upgrading the Instrument Landing System (ILS) to CAT-I at Veer Savarkar International Airport to accommodate the anticipated increase in tourist inflows.

Read More:(https://theleadersglobe.com/life-interest/travel/andaman-and-nicobar-islands-mark-milestone-with-night-landing-at-ins-utkrosh/)

[rabbitcruiser]

Millbrae, CA (No. 9)

When using 28L and 28R for landing, aircraft joined the final approach at DUMBA waypoint next to the Dumbarton Bridge. In the most circumstances, aircrafts from the north or west start the approach from Daly City, California, continue the approach and descent the height along the east coast or west coast of the San Francisco Peninsula, and joined the final after bypassing the waypoint MENLO near Menlo Park and DUMBA; aircrafts from the south join the final through MENLO, DUMBA after flying over the Santa Cruz Mountains; aircrafts from the east join the final approach after bypassing the Milpitas, California.

Under visual flight rules, aircraft may safely land side-by-side essentially simultaneously on 28L and 28R while maintaining visual separation. When the visual approach is compromised, the West Plan is maintained with a modification to allow aircraft landing on 28L to use Instrument Landing System (ILS) while the aircraft landing on 28R takes an offset course, monitored via high scan rate ground radar, to maintain a lateral spacing greater than 750 ft until the aircraft can maintain visual separation. Visual separation typically occurs once the aircraft has descended below the cloud deck at an altitude of 2,100 feet (640 m). This is known as the Precision Runway Monitor/Simultaneous Offset Instrument Approach and reduces the capacity to 36 arriving aircraft per hour. In poor visibility conditions, FAA instrument approach rules require aircraft to maintain lateral separation of 4,300 feet (1,300 m), meaning only one runway may be used, reducing the capacity of SFO to 25–30 arriving aircraft per hour.

During rainstorms (approximately 4% of the time), the prevailing winds shift to a south-southeasterly direction, and departing aircraft use Runways 10L and 10R, and arriving aircraft use Runways 19L and 19R. This configuration is known as the Southeast Plan.

On rare occasions (less than one day per year, on average), wind conditions dictate other runway configurations, including departures and landings on Runways 10L and 10R, departures and landings on Runways 1L and 1R, and departures on Runways 19L and 19R and landings on Runways 28L and 28R.

Source: Wikipedia

[thegaminggladiator]

Tip Top Tips for a Tip Top Flight Simulator Gaming PC!

Simulator games have been a trend since the early 2010s, with games such as Surgeon Simulator being popular hits and being played by many famous youtubers.

Another addition to the realm of simulation games is Flight Simulator, where gamers can take to the skies in an exciting virtual world!

In this blog, I'll help you with setting up your optimal Flight Simulator Gaming PC, allowing you to soar through the clouds!

What is Flight Simulator?

Flight Simulator is a type of software that simulates the experience of flying an aircraft. These programs range from simple, educational tools to highly sophisticated simulators used by professional pilots for training purposes. The most well-known and comprehensive example is Microsoft Flight Simulator, developed by Microsoft.

10 Key Features of Microsoft Flight Simulator 2020

Realistic Flight Experience: light simulators aim to replicate the experience of flying as accurately as possible, including realistic aircraft controls, flight dynamics, and environmental conditions.

Variety of Aircraft: users can choose from a wide range of aircraft, from small single-engine planes to large commercial airliners and military jets.

Global Scenery: high-quality simulators like Microsoft Flight Simulator feature detailed global scenery, allowing users to fly anywhere in the world with accurate terrain, cities, and airports.

Weather Conditions: simulators often include real-time weather updates and various weather conditions, such as rain, snow, and turbulence, to enhance the realism.

Training Tools: flight simulators are used for pilot training, offering tools like flight planning, instrument flying, and emergency procedure practice.

Navigation Systems: they include sophisticated navigation systems, such as GPS, ILS (Instrument Landing System), and autopilot, mirroring those found in real aircraft.

Multiplayer and Community: many flight simulators offer multiplayer modes, allowing users to fly with or against others. They also have large online communities for sharing tips, custom content, and experiences.

Customizability: users can often customize their experience with add-ons, including additional aircraft, enhanced scenery, and custom flight plans.

Educational Value: flight simulators provide an educational experience, teaching users about aerodynamics, flight procedures, and aviation terminology.

Immersive Technology: advanced simulators support VR (Virtual Reality) and multi-screen setups to create an even more immersive experience.

Are There Alternatives to Microsoft Flight Simulator?

Yes. There are several flight simulator games that you could opt for, such as X-Plane, Prepar3D, and FlightGear.

Overall...

Flight simulators provide a realistic and immersive experience for aviation enthusiasts, from casual gamers to professional pilots. They offer a blend of education and entertainment, allowing users to explore the skies, learn about aviation, and practice their flying skills in a safe and controlled environment.

3B Systems Offer Gaming PCs for Fortnite and Cyberpunk, but what about Flight Simulator?

When it comes to Microsoft Flight Simulator, 3B Systems also has you covered! They offer gaming PCs with desirable specs at even more desirable prices, allowing you or your children to engage in beautiful digital worlds!

But What Specs Does my PC Need?

Minimum: CPU: AMD Ryzen 3 1200 | Intel Core i5-4460 - RAM: 8GB - GPU: AMD Radeon RX 570 4GB | Nvidia GTX 770 2GB

Recommended: CPU: AMD Ryzen 5 1500X | Intel Core i5-8400 - RAM: 16GB - GPU: AMD Radeon RX 590 8GB | Nvidia GTX 970 4GB

Ideal: CPU: AMD Ryzen 7 2700X | Intel Core i7-9800K - RAM: 32GB - GPU: AMD Radeon VII 16GB | Nvidia RTX 2080 8GB

And that's it! With this info and advice, you will want to go out there and get a PC that will offer a sublime experience of being the pilot of your very own aircraft!

I wish you all a great gaming experience, and I'll see you all later!

[tilakramaprakash]

An Overview of Runway Excursion

A runway excursion is the overshooting or veering off the runway of an aircraft. It's the most common cause of aviation accidents, causing injury or death to passengers, flight crew, and ground crew. An excursion can happen during landing, takeoff, or taxiing (movement of an aircraft on the ground). A veer-off occurs when an aircraft goes outside the runway to the sides. An overrun is when an aircraft fails to stop or take off before reaching the end of the runway.

Sometimes, obstructions on the runway or designated landing or takeoff area force the pilot to veer off or overshoot the runway. This type is called runway incursion. Common causes of runway incursions are incorrect placement of an aircraft, vehicle, or person on the runway or landing or takeoff area forces.

A single factor or a chain of events can cause a runway excursion. Failure of the wheels to deploy in time is one of the most common causes of overrun at takeoff. Although flawed design may play a role, poor aircraft maintenance is responsible for many mechanical malfunctions.

Another common cause of runway excursion is runway contamination. Snow and debris on the runway hinder braking and may result in veering off or overrun. Other contributing factors include crosswinds or late or inaccurate weather information.

Other times, human error is responsible for runway excursion. It’s a common practice for an approaching aircraft to perform a go-around when in doubt of the plane's ability to land safely. Go-arounds allow pilots and controllers to double-check runway conditions and ensure the aircraft can safely land. Not performing a necessary go-round and forcing a landing may result in a runway excursion.

Preventing runway excursions requires the cooperation of all stakeholders, such as airports, operators, regulators, and manufacturers. Airports can help prevent excursions by always keeping runways clear and clean. Well-lit runways, coupled with visible and accurate approach aids and clear markings and signage, help avoid runway confusion.

Design-wise, elevating the centerline of a runway helps drain water and reduce hydroplaning, the plane losing contact with the ground. Even providing a runway end safety area helps lessen the impact of an overrun in the vent. In an airport with limited land, Engineering Materials Arresting Systems (EMAS), a special surface at the end of a runway, helps reduce takeoff overruns by stopping plans that overshoot the runway.

On their part, operators can help prevent runway excursions by having crews always use the Runway Risk Awareness Tool during landing. It raises their awareness of all the potential risks.

Operators should have clear policies on such things as go-around. For example, any crewmember should be able to suggest a go-around, regardless of their rank or experience. Moreover, go-arounds should be considered before the final approach and completed once initiated.

Manufacturers can help by clearly outlining operational requirements for each aircraft. Conversely, regulators should develop policies to standardize landing and takeoff, runway measurement, and condition reporting. For example, stipulating how long in advance the crew should receive runway condition information and what to do in case of a delay in relaying the information helps.

Not long ago, landing at night was a nightmare. Today, aircraft can land even when the pilot can't see further than 160 feet, thanks to precision navigation technologies like Instrument Landing System (ILS). But technology is only as good as the people using it. Clear policies and stricter adherence to standard operating procedures help eliminate weak links.

[vipinmishra]

Instrument Landing System Market 2029 By Size, Share, Trends, Growth, Forecast

Technological advancements enhancing precision landing capabilities and the growing demand for reliable navigation aids in adverse weather conditions are the factors driving the market in the forecast period 2025-2029.

According to TechSci Research report, “Instrument Landing System Market - Global Industry Size, Share, Trends, Competition Forecast & Opportunities, 2029”, the Global Instrument Landing System Market stood at USD 2.45 billion in 2023 and is anticipated to grow with a CAGR of 6.18% in the forecast period, 2025-2029. The Instrument Landing System (ILS) market is a critical component of the aviation industry, providing pilots with guidance during the final approach and landing phases, particularly in adverse weather conditions. As air traffic continues to grow globally, the demand for safe and efficient landing systems has intensified. The ILS market encompasses a range of equipment and services, including localizer, glide slope, marker beacons, and distance measuring equipment (DME), among others. In recent years, advancements in technology, such as digital signal processing and satellite-based augmentation systems, have significantly enhanced the accuracy and reliability of ILS, further driving market growth.

One of the primary drivers of the ILS market is the increasing focus on airport infrastructure development and modernization. With airports worldwide undergoing expansions and renovations to accommodate growing passenger numbers, there is a corresponding need to upgrade landing systems to ensure safe and efficient operations. Additionally, the rise of unmanned aerial vehicles (UAVs) and urban air mobility (UAM) concepts has led to the integration of ILS into these emerging airspace sectors, presenting new opportunities for market expansion.

Stringent aviation safety regulations and standards imposed by international bodies such as the International Civil Aviation Organization (ICAO) and the Federal Aviation Administration (FAA) continue to shape the ILS market landscape. Compliance with these regulations necessitates continuous innovation and investment in ILS technology to meet evolving safety requirements. Additionally, the growing emphasis on environmental sustainability in aviation has spurred the development of greener and more energy-efficient ILS solutions, contributing to market growth.

The proliferation of private investments and public-private partnerships (PPPs) in airport infrastructure projects is fueling market expansion by facilitating the funding and implementation of ILS upgrades. These collaborations between governments, airport authorities, and private entities accelerate the deployment of advanced landing systems, thereby enhancing operational efficiency and safety standards across the aviation industry.

Strategic initiatives such as mergers and acquisitions, partnerships, and product innovations are prevalent among market players seeking to gain a competitive edge and expand their market presence. Additionally, research and development activities aimed at enhancing the performance and capabilities of ILS systems are key focal points for industry participants looking to capitalize on emerging market trends.

Browse over market data Figures spread through XX Pages and an in-depth TOC on "Global Instrument Landing System Market” https://www.techsciresearch.com/report/instrument-landing-system-market/22492.html

North America holds a significant share of the global ILS market due to its extensive air traffic volume and advanced aviation infrastructure. The region is characterized by a high concentration of airports, both commercial and general aviation, necessitating robust ILS installations. The presence of major manufacturers and technological advancements in the aviation industry further bolster the market in this region.

Europe is another key market for ILS systems, with a well-established aviation sector and stringent safety regulations driving the demand for advanced landing systems. The region's dense air traffic, particularly in major hubs such as London, Paris, and Frankfurt, underscores the importance of reliable ILS installations. Additionally, countries in the Commonwealth of Independent States (CIS) are investing in upgrading their aviation infrastructure, presenting opportunities for market growth.

The Asia-Pacific region is experiencing rapid growth in air travel demand, fueled by economic development and increasing disposable incomes. This growth has led to a surge in airport construction and expansion projects across countries like China, India, and Indonesia, driving the demand for ILS systems. Moreover, the region's diverse geographical and weather conditions highlight the need for sophisticated landing guidance technologies, further driving market growth.

The Middle East and Africa region are witnessing significant investments in aviation infrastructure, particularly in countries like the United Arab Emirates, Qatar, and Saudi Arabia. These countries are transforming into major aviation hubs, attracting airlines from around the world. Consequently, there is a growing demand for advanced ILS systems to ensure safe and efficient operations, especially in the face of challenging weather conditions prevalent in some parts of the region.

South America represents a growing market for ILS systems, driven by increasing air travel demand and infrastructure development initiatives. Countries like Brazil, with their vast territories and diverse landscapes, require reliable landing systems to support their aviation operations. Additionally, efforts to enhance safety standards and comply with international aviation regulations further contribute to the demand for ILS installations in the region.

Major companies operating in Global Instrument Landing System Market are:

Advanced Navigation and Positioning Corporation

Honeywell International Inc. 

Indra Sistemas, S.A.

RTX Corporation

Thales Group

Saab AB

Systems Interface Ltd.

Millard Towers Ltd.

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“The Global Instrument Landing System (ILS) market is a critical component of the aviation industry, providing indispensable precision and safety during aircraft landings. As air travel demand continues to soar, ILS stands as a pivotal technology, ensuring optimal efficiency and reliability. With a focus on modernization, safety compliance, and seamless integration with next-generation aircraft, the market is propelled by technological advancements, infrastructure investments, and stringent regulatory mandates.

ILS's role in enhancing air traffic management, reducing disruptions in adverse weather, and accommodating the evolving needs of aviation underscores its significance. In essence, the Global ILS market is at the forefront of ensuring secure, standardized, and technologically advanced landing capabilities across the global aviation landscape.” said Mr. Karan Chechi, Research Director with TechSci Research, a research-based management consulting firm.

“Instrument Landing System Market– Global Industry Size, Share, Trends, Opportunity, and Forecast, Segmented By Product (CAT |, CAT II, CAT III), By Application (Military Airport, Civil Airport), By Region, Competition, 2019-2029”, has evaluated the future growth potential of Global Instrument Landing System Market and provides statistics & information on market size, structure and future market growth. The report intends to provide cutting-edge market intelligence and help decision makers take sound investment decisions. Besides, the report also identifies and analyzes the emerging trends along with essential drivers, challenges, and opportunities in Global Instrument Landing System Market.

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[bu1410]

Good morning TUMBLR - March 11th - 2024

''Mr. Plant has owed me a shoe since July 5, 1971."

Ch. XII.8 - Morocco - 1989 - 1991

AIRPORT TESTING PHASE The airport project entered the decisive phase in October. The time came for the testing of all the aeronautical systems: the tests were carried out by a special ''laboratory plane''. An ATR 42 of ICAO, the body that oversees all civil international aviation activities, was sent to new airport for this pourpose . All the normal interiors of an airplane – seats, overhead bins etc – had been removed and replaced by large computers and data-tracking and recording equipment. I met the two pilots, guys with great experience and unique friendliness. The tests lasted almost two weeks and essentially consisted of flights lasting around 2 hours in the morning and 2 hours in the afternoon (weather permitting) during which the pilots tested and recorded the correct functioning of the radio aids, the ILS (instrument landing system) and the landing strip and so called ''thresholds'' of the runaway. (i.e. whether the runaway coordinates communicated to ICAO were actually correct) PAPI (Precision Approach Pente Indicator the ground instrument that communicates with the aircraft's transponder and indicates to the pilot if he is following the right glide path) was also checked and found precise. The MARKER BEACONS (outer – middle – inner) which indicate to the pilot the precise position of the plane in the air. They were interesting days, especially for me they were a source of daily discoveries. One day the pilot made me sit next to him in the cockpit – at a certain point suddenly, smiling and putting his hands behind his head, he told me:  Well, now the most interesting phase: let's see if this old cart is capable of landing while I keep my eyes closed! I looked at him in horror, but I tried to maintain an attitude as if it were an everyday thing for me to be in the cockpit of a turboprop plane, while is landing on autopilot…… We were flying at about 5,000 feet and 10km from the runway threshold - the plane was stalled, all the alarms were blaring, but the pilot was smiling and didn't seem worried at all. The plane began its descent shakily, with continuous attitude corrections. I thought ''but who made me get on this bulls****t today…'' The radio communications with the control tower intensified as we got closer to the runway. The plane descended steadily and I stared partly at the ground and partly at the pilot who continued to keep his hands behind his head, while the steering moved continuously. Now a few hundred meters from the runway, the pilot took the control steering again, giving the engine full throttle and raising the plane again! We returned to the air without touching the asphalt, and the pilot laughed heartily as he told me:

''Nah…that's not right…we would have crashed…too early and too low…now let's take a lap and try again…'' Pfuuuuuu……I breathed a sigh of relief! We made a wide circle, arriving to fly over Taroudant, about 80 km from Agadir. Then a big turn and we headed back West, all the way to the Atlantic. A new turn put us back on the runway axis. The pilot released the controls once again and the plane in automatic flight mode began its descent again. This time everything went perfectly, the landing was soft without jolts, and we touched the asphalt on the intermediate white signal of the runway threshold. I congratulated the pilot, and then got off the plane, happy to be back ''down to earth''.

BROKEN FIBER OPTIC CABLE The tests had all been successful, there was very little left until the of the inauguration day of the New International Agadir Airport. Opening an airport to national and international traffic is a rather complicated matter. Once the date and time of entry into service has been communicated to ICAO, it becomes extremely difficult to backtrack. The entire aeronautical world had been informed that from midnight on 22 December 1991 the old Agadir airport was beeing abandoned, and that all aircraft heading to Agadir had to reprogram their on-board computers for the new destination, entering the new coordinates. But an incredible accident put airport inauguration in doubt until the last hours, with the associated serious embarrassment for the entire air transport system of Morocco Kingdom in case the opening date and time could not be respected. The ''unthinkable event'' had occurred: an excavator engaged in landscaping work along the airport fence had severed the large fiber optic cable that connected the new airport with the entire world!!! And here I must break a spear in favor of M. Amine El Aouri: in the darkest moment for the entire project of the new airport, after an emergency meeting had been called in the offices of the Project Management, he uttered a sentence that calling it ''historical'' is perhaps not enough:  ''Sourtout il ne faut pas panique' '' !!! (Above all, let's not panic!)

And then Mr. El Aouri added that it was not the time to search for the culprits, the trial was postponed until after the problem had been resolved. A problem that was currently has no solution. The replacement of the entire cable, from the cabin inside the airport to the first junction cabin - approximately 11 kilometers - was immediately discarded. It must be said that repairing an optical fiber cable through welding is an extremely delicate operation, and the result remains in doubt until the acceptance tests on the continuity of the fibers are carried out. But considering the imminence of the opening date of the airport - there were now 6 days to go - there was no other alternative. The decision was taken unanimously: to immediately contact the Finnish company that possessed the know-how and the special welding machine to carry out the repair. And so it was, once the economic agreement was reached, the technicians with the equipment arrived in Agadir two days later. They were put in a position to work 24 hours a day, and the weldings were completed within 48 hours. Another 6 hours of testing - with the entire Works Management holding their breath, aware that their career, in case of failure, was over - and than the cable was declared suitable for the transmission of data and signals.!!!!

THE INAUGURATION'S NIGHT And the long-awaited opening night arrived! It had been decided by the management of the old airport - namely the Director M. El Zakri - that the entry into service of the new airport should take place at midnight on 22 December. The reason was easy to explain: at that time, and for the next 6 hours, no landing was scheduled, and therefore the staff of the old airport - control tower workers, clerks, security workers, police, customs, firefighters , handlers etc would have had plenty of time to move to the new airport and become familiar with their new service environnment. We - the construction people - suddenly we witenessed the airport coming alive with all that human staff that makes an airport ''in service'': not only the technicians, but even the sales women in the new shops, the duty free, the 'newsstand, the cafeterias came into life in those frantic 6 hours. But an unpleasant surprise awaited us: after having roamed freely throughout the airport areas for months, suddenly the police and security barred our way! The airport that had been ''ours'' with the arrival of these ''invaders'' had become ''theirs''......And we, its builders, had become like any traveler or visitor to any airport - we could access only the common areas, we could not enter either the departures or the arrivals. It was forbidden to go up to the terrace, where a splendid ''khaima'' (tent) of laminated wood had been installed. Having made our concerns to M. El Zakri, in the end we were allowed, in a completely exceptional way, to go up to the terrace to witness the inaugural landing. And so it was that from the panoramic terrace we first saw all the runway lights lighting up, and than someone suddenly shouted ''L'AVION L'AVION!!!'' (THE PLANE!!! THE PLANE!!) Yes it was true, the first plane of the first landing on the new runway of the airport ''Al Massira el Qadra'' (it was decided to call it that in honor of the famous Green March) was landing ! And than a screech was heard in the cool Moroccan morning, the wheels of the Air France Airbus had touched the asphalt of the runway!!! Than the braking and the deafening noise of the turbines sent in reverse, and finally the plane approaching the terminal, with the flags of Morocco and France hoisted on the sides of the cockpit. A long round of applause erupted from the small crowd allowed to witness the landing, and the reception committee approached the plane with bouquets of flowers. The pilots and hostesses got out, kisses and hugs and it was truly a great emotion for everyone to see that everything had worked properly!

After just under half an hour a second plane - from German company CONDOR - landed, but it did not cause the same emotion, the effect of the ''first time'' had already disappeared.

RETURN TO ITALY The sad time to say good by to Agadir was arrived...... But before leaving I had a not easy problem to solve.

My Range Rover had remained in Moroccan territory for more than two years without ever leaving it, and that's was not permitted by local law. In theory, not having completed the documents for the temporary importation of the vehicle, every 90 days I would have had to leave Moroccan territory, even for one day only. After which I could easily return with the car for a new period of 90 days. This maneuver would have cost me time and money because, excluding Mauritania to the South and Algeria to the east from the start, I only had the alternative to reach Ceuta (Spanish territory) to the North. This meant over 1,000+1,000 km of state roads every three months! I had given up on this possibility since the beginning of my stay, postponing the solution til the problemat at the project. My friendship with the airport director, M. El Zakri, made it easier for me. I went to his office one morning, and over a mint tea and a pastry I explained the problem to him. He immediately told me not to worry, he knew the Directors of the Tangier airport who knew the Directors of the port of Tangier!!

 Attend, on l'appelle tout de suite....(Wait.....we'll call him immediately) IMr. Al Zakri called M. le Directeur de l'aeroport de Tanger on the phone, and explained to him my ''headache'', describing to him how important my contribution had been in the construction of the new Agadir airport, so that now I deserved to be helped to re-export my car without incurring sanctions that could lead to the seizure of the vehicle. It was sufficient for him, M. le Directeur de l'aeroport de Tanger, to make a phone call to his friend M. le Directeur du port de Tanger, telling him that at such day and time, such and such vehicle, driven by M. L'Ingegneur Conseil de le Nouveau Aeroport d'Agadir would have boarded the ferry to Algeciras: very simple no?? I heartily thanked M. El Zakri, promising to visit him if I were to return to Agadir in the future. The Director was the prototype of this kind of Moroccan who ''makes'' his country work. Very competent, a lot of self-sacrifice, no arrogance, always available to listen to the employees. A truly excellent person!

That very same day, I took the Range Rover for a quick check - oil, water etc - and than upon returning home I began to fill the SUV with all the items accumulated over 2 years of stay. That's, without forgetting the turtle that I had found one day lost in the area of the worksite. I left Agadir at dawn on a splendid day, I chose to take the N8 state road to Marrakesh, a truly spectacular road, given that it crosses the Anti Atlas chain from South East to North West. The route is dotted with small Berber villages, descendants of those Berbers with whom the French occupiers had to come to terms, given their skill and tenacity in the art of war and guerrilla warfare. After a brief stop in the ''Ochre City of Marrakech'' I continued to Casablanca (at the time there was no motorway, but a simple state road). Than, with only stops just to rest a bit, I drove to Tangier. A full night at the old Les Almohad made up for the hours I spent driving. The next morning, as agreed with M. El Zakri, I went to Tangier airport, just outside the city. I asked for M. le Directeur, who received me almost immediately. I was offered some excellent green tea, and than le Directeur, a portly man in his 60s called M. le Directeur du Port de Tanger. Who said that there was no problem, he would immediately inform M. le Directeur de la Douane that early the same day an Italian with a Range Rover would board the ferry to Algeciras and above all ''that there was no need to carry out any type of inspection of the documents and the vehicle''. Heartened, I expressed my heartfelt thanks to M. le Directeur de l'Aeroport de Tanger, and set off for the port of Tangier. Upon boarding the ferry everything went as expected, with the border police and customs officers sneering and making a last futile attempt to get something out of the matter.

CROSSING THE STRAIT AND JOURNEY TO ITALY. I crossed the Strait of Gibraltar for the umpteenth time, the same 13 km wide strait that rapresent for too many an obstacle to a better life. Unfortunately, for too many others, after realizing the dream of arriving in Europe, is only the beginning of new and different nightmares. In winter there were few passengers on ferries, almost all truck drivers who travel between Spain and Morocco and vice versa. Fish, fruit and vegetables are the most exported goods from South to North. Once in Algerciras the disembarkation operations took little time, compared to the hours of waiting during the summer, when tourists and Moroccans returning home to spent summer holidays in their native country. I then took the state road towards the North, I intended to stay as much as possible on the coast because I had a problem with the car's heating system: after 2 years in Morocco, it simply wasn't working, and the temperatures at the beginning of January in Europe were certainly not those of Agadir.

The journey continued without any problems, the turtle was walking around on the floor in front of the passenger seat, every now and then I passed it half a tomato, which it was greedy for. Soon, having passed Almeria and Cartagena, I arrived in Orihuela Costa, the only place in Europe where bananas are grown. I proceeded slowly, admiring the plantations on the side of the highway. So when the traffic light at the intersection turned red, and I pressed the brake pedal, it was a big surprise for me to notice the car didn't slow down! I coundn't do anything but ran through the red light and luckily, given the time - it was just after 6.00 in the morning, no vehicle came from the other side!! I stopped at the first lay-by to try to understand why the brake hadn't worked, and with my great amazement I saw the turtle exactly under the brake pedal!! Distracted by the sight of the banana plants, I hadn't noticed that the turtle had managed to climb onto the Range Rover's gearbox tunnel, was also made easier by the carpet covering on which turtle's nails had an easy grip, and it had slipped right there, where it should never have gone!! So I was forced to put the turtle on the floor of the rear seats, I didn't want to risk an accident at the next intersection. The rest of the journey was quite boring, although the cold got more pungent as I progressin to North. During the crossing of Southern France and along the Ligurian Riviera everything was fine, but the Genoa – Alessandria stretch was covered in snow, and I was forced to cover my legs with a blanket.

I arrived home quite ''frozen'' but very happy.

Orihuela plantation - Spain

[pollicinor]

Esiste un oggettivo azzardo per la sicurezza del volo? “Il principio è quello di eliminare l’arrivo all’aereo di segnali che non siano quelli relativi alla navigazione. Ma c’è un caso in cui i dispositivi personali devono necessariamente essere sconnessi, ed è quello che noi definiamo LVO, ossia Low Visibility Operations” spiega il pilota. “Queste si applicano quando in fase di avvicinamento e atterraggio si verifichino condizioni di nebbia fittissima, tali per cui l’atterraggio sia necessariamente strumentale, nel senso che fa tutto l’aereo e noi ci limitiamo a osservare che i parametri di volo siano nella norma. In questi casi, l’aereo atterra da solo seguendo un segnale che arriva da un sistema di antenne posizionate al suolo chiamate ILS, Instrument Landing System”. “Quando queste condizioni si verificano – prosegue il First Officer – facciamo dalla cabina di pilotaggio un annuncio specifico con cui raccomandiamo ai passeggeri che tutti i dispositivi siano spenti o in modalità aerea, perché è importante che il segnale dell’ILS non venga anche minimamente disturbato o alterato da altri segnali che da terra arrivino all’aeromobile, come sarebbe il caso di quelli inviati ai dispositivi elettronici personali”.

Dall'articolo "Smartphone a bordo, parla il pilota: quando è davvero pericoloso non averli in modalità aereo" di Matteo Legnani