Melina Santos Vanderlinder’s Post

Fun Fact Friday! ☕ 💖 🛫 ✈️ Why are airplane windows round? ✈️ Well, the weren't always round.... Unfortunately, it took a few tragic events in the 1950s for engineers to redesign the airplane windows. Commercial airliners, at the time, were getting bigger-and also started disintegrating in midair. 2 of those were the de Havilland Comets, which fell apart in flight in separate events in 1953 & 1954- the cause was found to be.... the square windows 🛫 ✈️ Engineers found that the sharpness of the corners created natural weak spots, causing "metal fatigue failure." Alternatively, they found that round windows are able to distribute the pressure more evenly, because they have no corners for stress to concentrate. This reduces the likelihood of cracks or breaks. Rounded windows are also stronger and resist deformation, making them more able to withstand the repeated pressure differences between the inside and outside of the aircraft. 💫 #funfact #funfacts #FunFactFriday #airplanelovers #airplanes #windowview #themoreyouknow #traveltips #travelfacts #letstravel #traveltheworld #traveltogether #coffeebreak #coffeebreaktravels #happyfriday

So we know how to read aircraft marshalling signals, next time when you fly, make sure you check them out...

Frontier to create new cabin class by blocking middle seat in first two rows https://bit.ly/43j0PcG

Icing has been identified as a fact in the preliminary report about the VOEPASS Linhas Aéreas flight 2283 accident (a fact, not a cause yet, this is only a preliminary report). I've put together a summary of what icing is, how it happens, how it affects aircraft and how it can be handled, so that everybody can understand it when we speak about it. Please share it and as always, comments are welcome. https://lnkd.in/dn-uyrX3

Coming to a village near you? The new "motorways" in the sky I took a look at airspace modernisation for today's edition of The Sunday Times- and it brought to light some uncomfortable truths about aviation's foot-dragging on noise nuisance and carbon emissions. The shake-up of flight paths at 20 of our busiest airports is necessary because aircraft rarely take the shortest route between two airports, often zig-zagging wastefully because of restrictions which grew up through vested interests and a lag in adapting to new technology. The system was designed in the 1950s for aircraft that have long since retired, such as the VC-10, the Vickers Vanguard and Hawker Siddeley Trident. They used ground-based navigation which is now redundant. Modern satellite systems and automation mean aircraft can be packed in on much more closely defined routes. Martin Rolfe head of NATS pointed out that a system designed for 0.5 million aircraft a year would have to cope with 3 million by 2030. He said that way back in April 2016! Earlier this month, London Gatwick released documents giving the first glimpse of how the changes may affect those living under its flight paths, with implementation from 2026. They are complex and have received next to no publicity. The rest of the London terminal control area, which includes Heathrow, London Stansted Airport and airports as far away as Bournemouth Airport will follow. A public engagement exercise is also underway in Scotland including Edinburgh Airport. The full process will take until 2033. So what's the problem? Well, the Civil Aviation Authority has admitted: "Whilst more precise routes can be used to avoid noise sensitive areas, they may also concentrate the impacts of overflight." But if that's above your house, tough. Aviation is exempt from noise nuisance claims. You have to reply on local planning rules or, for three London airports, the discretionary powers of the Secretary of State. But the UK has not even adopted World Health Organization guidelines from 2018. Sure, aircraft are 90% quieter than in the 1950s- but we have higher expectations now. There used to be coal and oil-fired power stations in city centres (Battersea, Bankside, Lots Road in London alone) but who would accept them now? Campaigners say the airspace changes are wilfully obscure and that they are struggling to get a fair hearing. The public sometimes take a while to notice, but the backlash can be fierce when they do. Look at how they forced massive concessions in the row over Ulez expansion and effectively blocked the closure of railway ticket offices. @CAGNE Gatwick Aviation Environment Federation HACAN Airspace Change Organising Group (ACOG) Hever Castle Ltd PS There is some good news. Brilliant work by Paul Williams who found that transatlantic planes were flying up to 931 km further than necessary because they weren't allowed to pick the best routes. Now NATS has changed the system. https://lnkd.in/epsEzhVY

💪✈️ While they may sound scary, they highlight the incredible engineering and safety measures in place. That 30-second window? Clear air turbulence? The truth is, flying is incredibly safe. So next time you board a plane, rest easy knowing you're in capable hands! What's your most interesting aviation fact? Share below! 👇 #AviationSafety #PilotLife #FlyingFacts For more such content follow @Aviatryx

"One peek is worth a thousand cross-checks." Admit it - any pilot who's spent any amount of time "under the hood" or in Foggles has snuck a peek now and again! 🤣 But of course in real IMC, you don't have that option. You've got your instruments and your IMC flying ability - that's it. I've flown into Kangerlussuaq in Greenland twice. 50 miles north of the arctic circle, the airport can be quite challenging. The first time was in the summer, in beautiful weather. Coming from the east, we entered into a right downwind, taking in the beautiful views of the airport nestled in a fjord valley, with steep hills on 3 sides. The second time was in the winter and the experience was - quite different. IMC, snowy (in fact the entire runway width was not cleared - only +/-50 feet from centerline), and just generally gross. The other pilot was flying the ILS approach while I was pilot not flying. At some point on the approach, our terrain displays on our otherwise fantastic Collins ProLine 21 avionics disagreed with one another. The pilot flying showed perfectly normal, terrain where it should be in relation to the approach we were on. My display was RED. Showing us well off course to the side. While we were pondering/troubleshooting the disagreement, approach control calls us up, "Confirm you are on the ILS, we're showing you about a mile right.... Actually nevermind." NEVERMIND!?!?!? 😳 🤣 🤣 Let me tell you, I have never tuned, identified and monitored a navaid with as much care as I did that day!! But after many, many crosschecks, we decided that our primary navaids (which should be unaffected by any weirdness with a terrain overlay) were accurate, and the pilot flying's terrain display must have been correct. I have never been so happy to see a runway pop into view - as the alternative would have been far less pleasant. As best I can tell, whatever GPS issue my side was having (the problem never repeated - naturally) fed via ADS-B to the controllers, who probably said nevermind when they confirmed our position via primary radar. I would have paid a large sum of money to have a "peek" available that day! #LurchThePilot #IMC #flying #aviation

If the general talk of Boeing older planes being safer is true, see no further than an airplane flying without a panel and landing with no noticed problem. The space shuttle broke apart for a single tile of thermal insulation falling off (comparable surface area percentage minuscule compared to this case) but achieving much higher stress so we are flying on an airfleet that would be prone to accidents like the shuttle space program. #Boeing #BoeingQuality #BoeingUnderTheMicroscope

Southwest Airlines flight 3695, Boeing 737 Fan Cowl PDA (parts departing airplane). Fan cowl latches are usually not an issue on a 737. While passengers were upset, there was no risk to the flight as the fan cowl is an aerodynamic cover and not a structural or propulsion component. #globalbusiness #aerodynamics #propulsion #fancowl #SW3695