Pressurization Systems Aircraft

Pressurization Systems Aircraft - The tank pressurization system ensures that the propellant tanks maintain their desired pressure. As propellant is consumed, the pressure of the propellant tank drops unless a pressurant gas makes up the volume. A pressurant tank contains “pressurant” gas, typically helium (He) or nitrogen (N2), at a very high pressure up to 60 MPa). This gas is regulated down to the desired tank pressure and fed into the propellant tank. A pressurizing method is particularly important for pressure-fed systems but is also used for pump-fed systems. To maintain propellant-tank pressure, we may also use

To help with this, airplanes have negative pressure relief doors installed (typically on the side of the plane’s fuselage). These simple, spring-loaded doors will open inward if the pressure outside is greater than inside to allow higher pressure air to flow into the cabin and equalize with the outside air. Once the pressure is even (or close to even) the springs will force the doors closed again.

Pressurization Systems Aircraft

To account for this, planes have positive pressure relief valves installed on the fuselage. These valves are spring-loaded and will open automatically if the pressure inside the cabin gets too high. Through these butterfly valves, the excess air pressure is vented to the outside where pressure is much lower. Once the pressure inside gets back down to where it should be, there won’t be enough pressure to force the valves open and they’ll automatically close and seal.

Ventilation [Easa ]

Actually, there are a couple of things you might notice when flying at altitude in a pressurized cabin. But thankfully, the potential effects aren’t anything that’s exactly bad for the human body, more of just a bit of an irritant than anything. The two main side effects on the human body both stem from the same thing — the air inside a pressurized cabin has very low humidity.

Some areas of the ISS are noisy due to cabin fans, pressurization systems, motors, pumps, and transformers. Noise may not only degrade productivity, but also may interfere with communication between the crewmembers and between crewmembers and ground control. These high ambient noise levels can also interfere with task performance, such as checks of subtle cardiac murmurs using a conventional stethoscope (Marshburn, 2008). High-intensity noise exposure can lead to fatigue, irritability, poor sleep quality, or headache, all of which can affect performance. Syndicus et al. (2016) found that noise stress increased risk aversion.

The fuselage of an aircraft is only designed to handle so much pressure in either direction. As the aircraft is being pressurized, it’s important that the pressure inside does not build up too high. If there is too much positive pressure inside the cabin, there’s the risk of the structure failing, including windows and doors being blown out.

The experimental sample currently used for the reaction experiment is mostly shale, but tests also including a few tight sandstone and coal samples. The sample dimension usually depends on the size of test setup, a common standard specimen is a cylinder with a diameter of 5–50 mm and a height of 10–100 mm. After a standard specimen is prepared, it needs to undergo rigorous screening, standardized pretesting to finalize the experimental sample setup.

Acoustic Quality

As you can see, these side effects are nothing to really worry about. Your taste and smell will be back to normal as soon as you get back to normal air. And the sense of dehydration will wear off quickly as well, and not really put you in any danger of total dehydration. So don’t worry about any potential adverse effects of flying in a pressurized cabin — there’s nothing to worry about!

The experimental procedures for SC-CO2 treatment on rock samples are as follows: First, the tightness in tested and the water bath temperature is set. Then, the specimen is placed inside the pressure tank and sealed. In different experimental conditions, there may be some other treatment fluid in the reactor to simulate subsurface formation, such as water, brine etc. The tank is then set to a constant temperature through water bath under vacuum. Subsequently, the CO2 is refrigerated to liquid state through a cooling unit. Then, liquid CO2 is injected into the high-pressure tank with a double-plunger booster pump until the CO2 pressure and temperture reach to experimental value. Finally, when the treatment time is reached, the rock samples are removed for further testing and analyzing.

As a passenger on an airplane, aircraft pressurization seems vital, and that’s of course because it is. But it’s also not a natural phenomenon, having pressurized air that we can breathe at those heights. Some people fear that there might be some adverse effects of flying in airplanes due to this cabin pressure. So are there any effects on the human body of flying with aircraft pressurization?

SkyTough.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs including but not limited to ShareASale, CJ, and ClickBank, and is compensated for referring traffic and business to these companies.

Positive Pressure Relief Valves

The general principle of capacity control is illustrated in Figure 7.9. Utilizing the capacity control scheme implies that the heat storage is acting as a part of the pressurization system. In practice, the dedicated pressure vessel should still be able to function as an emergency valve in case a situation occurs where inappropriately high water levels are reached and water must be drained from the network.

While most aircraft use engine bleed air to keep the cabin pressurized, some new airplanes use electric air compressors. These compressors are powered by the plane’s electric system, and pump fresh outside air into the cabin of the plane. But no matter how the plane gets fresh air in, it needs to be able to get rid of the old air in the cabin.

Aircraft pressurization systems are designed to keep the air inside the plane’s cabin fresh, clean, and breathable. At higher altitudes, the air is too thin to breathe and supply enough oxygen to the brain. Aircraft pressurization systems ensure there is enough oxygen in the air to breathe properly.

Instead of regulating the pumps in the charging/discharging loop according to the mass balance in the thermal storage unit, the water level in the expansion system (pressurization vessel) could be the governing factor. An increase of the water level in the pressurization vessel would indicate that too much water is being pumped into the network. This change in water level should then be used to signal an automatic controller to decrease the flow out of the storage tank, as well as to start increasing the speed of the inflow pump(s).

Are There Any Effects Of Flying In A Pressurized Cabin?

We consider an industrial complex that requires heating and cooling services, reflected on the cooling water consumed in the circuit of the cooling towers. For an industrial complex, this represents about 80% of all fresh water required.

This is why planes need to be pressurized, to ensure that the air is dense enough (i.e. there’s enough air pressure) to provide adequate oxygen to the brain. That’s also why if the plane depressurizes during flight, oxygen masks will drop down. It’s all about breathing, oxygen, and ensuring your brain gets what it needs to function!

This is a big one that you may not think of right away. Think about the fuselage of an aircraft. Everything is… round, isn’t it? The cabin itself is more or less tubular. The doors that you enter and exit through all have curved edges and corners. Even the windows, they’re not square like the windows in your house, right?

Air pressure is something that the vast majority of us likely take for granted on a daily basis. Here on the planet’s surface, air pressure is a comfortable 14.7 psi at sea level. At this pressure, we don’t really feel any actual pressure on us, it’s easy to breathe, all seems well. But as we take aircraft tens of thousands of feet into the air, the air pressure changes drastically.

Capacity Control

We describe a mathematical tool that was developed at the Mexican Petroleum Institute (IMP) to optimize the use and re-use of water at an industrial complex, considering the operation parameters and the thermal capacity of cooling towers, in such a way that it automatically calculates investment and operation costs from water treatment units and from interconnection lines. This allows the user to obtain a preliminary evaluation of the energy intensity and the viability of different scenarios of additional treatment and re-use of streams in the water network.

If you’re reading this article, chances are high that you’ve flown on a plane before. You might even be a pilot (or thinking about becoming one). In either case, you might be wondering how it’s possible to breathe while flying since the air is so thin at high altitudes. Well, the answer to that question is aircraft pressurization. In this article, you’ll learn how aircraft pressurization works, why it’s necessary, how planes can handle it, and any possible side effects.

The degree to which an individual’s performance is affected by lack of oxygen varies depending on the altitude of the aircraft, and on personal factors such as the general health of the person and whether he/she is a smoker. Below 10,000 ft, the reduced levels of oxygen are considered to have little effect on aircrew and healthy passengers but above that, the effect becomes progressively more pronounced. Above 20,000 ft, lack of oxygen leads to loss of intellectual ability followed by unconsciousness and eventually respiratory and heart failure. When suddenly deprived of normal levels of oxygen, estimates of the Time of Useful Consciousness are a pertinent guide - at 35,000 ft it is less than one minute. See the separate article on Hypoxia for more detailed information.

The outflow valve will work in conjunction with the bleed air (or electric compressors) to keep the aircraft pressurized automatically. Along with the valves and door you’ll read about shortly, the entire process is automatic so the pilot doesn’t have to constantly worry about cabin pressure!

Rounded Edges And Corners

The cabins of modern passenger aircraft are pressurised in order to create an environment which is physiologically suitable for humans (Aircraft Pressurisation Systems). Maintaining a pressure difference between the outside and the inside of the aircraft places stress on the structure of the aircraft. The higher the aircraft flies, the higher the pressure differential that needs to be maintained and the higher the stress on the aircraft structure. A compromise between structural design and physiological need is achieved on most aircraft by maintaining a maximum cabin altitude of 8,000 ft.

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With aircraft pressurization systems, we’re able to provide enough air pressure to keep us humans breathing properly while simultaneously exchanging the air in the cabin every two to three minutes. This makes aircraft air incredibly clean and fresh, far more so than what you breathe in on a daily basis at home or in the office.

Secondly, you might notice that the food you’re eating tastes a little more bland than normal. While you may attribute this to the food that they serve on airlines, you’ll also notice it even if you bring your own food onboard. This is because the low humidity can reduce your taste and smell significantly, causing the food to taste bland.

‍What Is Cabin Pressure In An Aircraft?

The composition of atmospheric air remains constant as air pressure reduces with increasing in altitude and since the partial pressure of oxygen also reduces, the absolute amount of oxygen available also reduces. The reduction in air pressure reduces the flow of oxygen across lung tissue and into the human bloodstream. A significant reduction in the normal concentration of oxygen in the bloodstream is called Hypoxia.

That’s done for a reason. Corners and edges create very small areas of high stress density. And with the extreme pressure differentials and high speeds that airplanes fly at, these areas of stress concentration could lead to cracks and premature failure. Simply rounding off all edges and corners greatly reduces the chance of something like this happening, down to nearly zero.

Overheating problems are exacerbated by requirements for military pilots to fly wearing chemical–biological warfare suits. For example, the life-support equipment developed for Apache pilots includes a chemical–biological face mask, helmet, flame-retardant flight suit, boots, gloves, and cooling vest (Griffin, 1985). This gear is awkward and restrictive, and it makes manual operation of some controls difficult. Operations in cold climates also require protective clothing. For example, pilots operating to and from oil rigs in the North Sea and Beaufort Sea must wear immersion suits for protection in the event that they have to ditch their aircraft. However, the suits are uncomfortable and hot during routine flights. Although research and development efforts prompted by government and the civil-use communities have achieved significant improvements, noise, vibration, and temperature still create performance and comfort problems.

The goal of aircraft pressurization systems is twofold. First, as mentioned above, humans need to have higher air pressure than what’s outside at high altitudes in order to breathe. Secondly, if there was no air circulation, the air inside an aircraft would get stale and dirty very quickly.

Negative Pressure Relief Doors

As you’re browsing the web trying to learn everything you can about aviation and flight, you’ve come to the right place. At SkyTough, our number one priority is providing our readers with the best content that they can find on the web. To make that a reality, we’ve combined our own knowledge and experience with that of other experts in the field to really narrow down all the intricacies of aircraft pressurization systems.

Since the pressurized air has such low humidity, you’re more likely to be less hydrated than you would normally be. This is one of the reasons that flight crews and airlines offer beverage service, and also why you should accept that bottle of water to make sure you stay hydrated! If you decide to drink alcohol while flying, the effects of dehydration will be further compounded. So be sure to drink plenty of water with any alcohol while flying!

The higher you go into the air, the lower the pressure is. And with lower air pressure, things start to get a little difficult for us humans. Things that we don’t really think about — i.e., breathing and staying conscious. We’ll get more into the reasons why planes need to be pressurized shortly, but here’s the general gist.

The experiment of SC-CO2 treating on sample consists of three sections, which are CO2 pressurization system, high-temperature and high-pressure reaction unit between CO2 and the rock sample, experimental monitoring and control system. The pressurization system includes a CO2 tank, cooling unit, and booster pump. CO2 is first released from the tank, then flows through the cooling unit to make sure it fully reaches the liquid state, subsequently, it is pumped to reaction unit by the booster pump. The reactor is surrounded by a water bath (or thermostat) temperature-control unit, which ensures CO2 reaches a supercritical temperature. The reaction unit can provide a high-temperature and high-pressure environment for treating experiments between rock sample and CO2. The entire experimental process is recorded by a pressure gauge and a temperature sensor inside the reactor (Figs. 10 and 11).

Why Do Planes Need To Be Pressurized?

aircraft pressurization system explained, aircraft pressurization chart, pressurization system in, cabin pressurization, aircraft pressurization system diagram, aircraft pressurization accidents, cabin pressurization system, cheapest pressurized aircraft

Pressurization Systems Aircraft

Pressurization Systems Aircraft - The tank pressurization system ensures that the propellant tanks maintain their desired pressure. As propellant is consumed, the pressure of the propellant tank drops unless a pressurant gas makes up the volume. A pressurant tank contains “pressurant” gas, typically helium (He) or nitrogen (N2), at a very high pressure up to 60 MPa). This gas is regulated down to the desired tank pressure and fed into the propellant tank. A pressurizing method is particularly important for pressure-fed systems but is also used for pump-fed systems. To maintain propellant-tank pressure, we may also use

To help with this, airplanes have negative pressure relief doors installed (typically on the side of the plane’s fuselage). These simple, spring-loaded doors will open inward if the pressure outside is greater than inside to allow higher pressure air to flow into the cabin and equalize with the outside air. Once the pressure is even (or close to even) the springs will force the doors closed again.

Pressurization Systems Aircraft

To account for this, planes have positive pressure relief valves installed on the fuselage. These valves are spring-loaded and will open automatically if the pressure inside the cabin gets too high. Through these butterfly valves, the excess air pressure is vented to the outside where pressure is much lower. Once the pressure inside gets back down to where it should be, there won’t be enough pressure to force the valves open and they’ll automatically close and seal.

Ventilation [Easa ]

Actually, there are a couple of things you might notice when flying at altitude in a pressurized cabin. But thankfully, the potential effects aren’t anything that’s exactly bad for the human body, more of just a bit of an irritant than anything. The two main side effects on the human body both stem from the same thing — the air inside a pressurized cabin has very low humidity.

Some areas of the ISS are noisy due to cabin fans, pressurization systems, motors, pumps, and transformers. Noise may not only degrade productivity, but also may interfere with communication between the crewmembers and between crewmembers and ground control. These high ambient noise levels can also interfere with task performance, such as checks of subtle cardiac murmurs using a conventional stethoscope (Marshburn, 2008). High-intensity noise exposure can lead to fatigue, irritability, poor sleep quality, or headache, all of which can affect performance. Syndicus et al. (2016) found that noise stress increased risk aversion.

The fuselage of an aircraft is only designed to handle so much pressure in either direction. As the aircraft is being pressurized, it’s important that the pressure inside does not build up too high. If there is too much positive pressure inside the cabin, there’s the risk of the structure failing, including windows and doors being blown out.

The experimental sample currently used for the reaction experiment is mostly shale, but tests also including a few tight sandstone and coal samples. The sample dimension usually depends on the size of test setup, a common standard specimen is a cylinder with a diameter of 5–50 mm and a height of 10–100 mm. After a standard specimen is prepared, it needs to undergo rigorous screening, standardized pretesting to finalize the experimental sample setup.

Acoustic Quality

As you can see, these side effects are nothing to really worry about. Your taste and smell will be back to normal as soon as you get back to normal air. And the sense of dehydration will wear off quickly as well, and not really put you in any danger of total dehydration. So don’t worry about any potential adverse effects of flying in a pressurized cabin — there’s nothing to worry about!

The experimental procedures for SC-CO2 treatment on rock samples are as follows: First, the tightness in tested and the water bath temperature is set. Then, the specimen is placed inside the pressure tank and sealed. In different experimental conditions, there may be some other treatment fluid in the reactor to simulate subsurface formation, such as water, brine etc. The tank is then set to a constant temperature through water bath under vacuum. Subsequently, the CO2 is refrigerated to liquid state through a cooling unit. Then, liquid CO2 is injected into the high-pressure tank with a double-plunger booster pump until the CO2 pressure and temperture reach to experimental value. Finally, when the treatment time is reached, the rock samples are removed for further testing and analyzing.

As a passenger on an airplane, aircraft pressurization seems vital, and that’s of course because it is. But it’s also not a natural phenomenon, having pressurized air that we can breathe at those heights. Some people fear that there might be some adverse effects of flying in airplanes due to this cabin pressure. So are there any effects on the human body of flying with aircraft pressurization?

SkyTough.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs including but not limited to ShareASale, CJ, and ClickBank, and is compensated for referring traffic and business to these companies.

Positive Pressure Relief Valves

The general principle of capacity control is illustrated in Figure 7.9. Utilizing the capacity control scheme implies that the heat storage is acting as a part of the pressurization system. In practice, the dedicated pressure vessel should still be able to function as an emergency valve in case a situation occurs where inappropriately high water levels are reached and water must be drained from the network.

While most aircraft use engine bleed air to keep the cabin pressurized, some new airplanes use electric air compressors. These compressors are powered by the plane’s electric system, and pump fresh outside air into the cabin of the plane. But no matter how the plane gets fresh air in, it needs to be able to get rid of the old air in the cabin.

Aircraft pressurization systems are designed to keep the air inside the plane’s cabin fresh, clean, and breathable. At higher altitudes, the air is too thin to breathe and supply enough oxygen to the brain. Aircraft pressurization systems ensure there is enough oxygen in the air to breathe properly.

Instead of regulating the pumps in the charging/discharging loop according to the mass balance in the thermal storage unit, the water level in the expansion system (pressurization vessel) could be the governing factor. An increase of the water level in the pressurization vessel would indicate that too much water is being pumped into the network. This change in water level should then be used to signal an automatic controller to decrease the flow out of the storage tank, as well as to start increasing the speed of the inflow pump(s).

Are There Any Effects Of Flying In A Pressurized Cabin?

We consider an industrial complex that requires heating and cooling services, reflected on the cooling water consumed in the circuit of the cooling towers. For an industrial complex, this represents about 80% of all fresh water required.

This is why planes need to be pressurized, to ensure that the air is dense enough (i.e. there’s enough air pressure) to provide adequate oxygen to the brain. That’s also why if the plane depressurizes during flight, oxygen masks will drop down. It’s all about breathing, oxygen, and ensuring your brain gets what it needs to function!

This is a big one that you may not think of right away. Think about the fuselage of an aircraft. Everything is… round, isn’t it? The cabin itself is more or less tubular. The doors that you enter and exit through all have curved edges and corners. Even the windows, they’re not square like the windows in your house, right?

Air pressure is something that the vast majority of us likely take for granted on a daily basis. Here on the planet’s surface, air pressure is a comfortable 14.7 psi at sea level. At this pressure, we don’t really feel any actual pressure on us, it’s easy to breathe, all seems well. But as we take aircraft tens of thousands of feet into the air, the air pressure changes drastically.

Capacity Control

We describe a mathematical tool that was developed at the Mexican Petroleum Institute (IMP) to optimize the use and re-use of water at an industrial complex, considering the operation parameters and the thermal capacity of cooling towers, in such a way that it automatically calculates investment and operation costs from water treatment units and from interconnection lines. This allows the user to obtain a preliminary evaluation of the energy intensity and the viability of different scenarios of additional treatment and re-use of streams in the water network.

If you’re reading this article, chances are high that you’ve flown on a plane before. You might even be a pilot (or thinking about becoming one). In either case, you might be wondering how it’s possible to breathe while flying since the air is so thin at high altitudes. Well, the answer to that question is aircraft pressurization. In this article, you’ll learn how aircraft pressurization works, why it’s necessary, how planes can handle it, and any possible side effects.

The degree to which an individual’s performance is affected by lack of oxygen varies depending on the altitude of the aircraft, and on personal factors such as the general health of the person and whether he/she is a smoker. Below 10,000 ft, the reduced levels of oxygen are considered to have little effect on aircrew and healthy passengers but above that, the effect becomes progressively more pronounced. Above 20,000 ft, lack of oxygen leads to loss of intellectual ability followed by unconsciousness and eventually respiratory and heart failure. When suddenly deprived of normal levels of oxygen, estimates of the Time of Useful Consciousness are a pertinent guide - at 35,000 ft it is less than one minute. See the separate article on Hypoxia for more detailed information.

The outflow valve will work in conjunction with the bleed air (or electric compressors) to keep the aircraft pressurized automatically. Along with the valves and door you’ll read about shortly, the entire process is automatic so the pilot doesn’t have to constantly worry about cabin pressure!

Rounded Edges And Corners

The cabins of modern passenger aircraft are pressurised in order to create an environment which is physiologically suitable for humans (Aircraft Pressurisation Systems). Maintaining a pressure difference between the outside and the inside of the aircraft places stress on the structure of the aircraft. The higher the aircraft flies, the higher the pressure differential that needs to be maintained and the higher the stress on the aircraft structure. A compromise between structural design and physiological need is achieved on most aircraft by maintaining a maximum cabin altitude of 8,000 ft.

Secure .gov websites use HTTPS A lock ( LockA locked padlock ) or https:// means you’ve safely connected to the .gov website. Share sensitive information only on official, secure websites.

With aircraft pressurization systems, we’re able to provide enough air pressure to keep us humans breathing properly while simultaneously exchanging the air in the cabin every two to three minutes. This makes aircraft air incredibly clean and fresh, far more so than what you breathe in on a daily basis at home or in the office.

Secondly, you might notice that the food you’re eating tastes a little more bland than normal. While you may attribute this to the food that they serve on airlines, you’ll also notice it even if you bring your own food onboard. This is because the low humidity can reduce your taste and smell significantly, causing the food to taste bland.

‍What Is Cabin Pressure In An Aircraft?

The composition of atmospheric air remains constant as air pressure reduces with increasing in altitude and since the partial pressure of oxygen also reduces, the absolute amount of oxygen available also reduces. The reduction in air pressure reduces the flow of oxygen across lung tissue and into the human bloodstream. A significant reduction in the normal concentration of oxygen in the bloodstream is called Hypoxia.

That’s done for a reason. Corners and edges create very small areas of high stress density. And with the extreme pressure differentials and high speeds that airplanes fly at, these areas of stress concentration could lead to cracks and premature failure. Simply rounding off all edges and corners greatly reduces the chance of something like this happening, down to nearly zero.

Overheating problems are exacerbated by requirements for military pilots to fly wearing chemical–biological warfare suits. For example, the life-support equipment developed for Apache pilots includes a chemical–biological face mask, helmet, flame-retardant flight suit, boots, gloves, and cooling vest (Griffin, 1985). This gear is awkward and restrictive, and it makes manual operation of some controls difficult. Operations in cold climates also require protective clothing. For example, pilots operating to and from oil rigs in the North Sea and Beaufort Sea must wear immersion suits for protection in the event that they have to ditch their aircraft. However, the suits are uncomfortable and hot during routine flights. Although research and development efforts prompted by government and the civil-use communities have achieved significant improvements, noise, vibration, and temperature still create performance and comfort problems.

The goal of aircraft pressurization systems is twofold. First, as mentioned above, humans need to have higher air pressure than what’s outside at high altitudes in order to breathe. Secondly, if there was no air circulation, the air inside an aircraft would get stale and dirty very quickly.

Negative Pressure Relief Doors

As you’re browsing the web trying to learn everything you can about aviation and flight, you’ve come to the right place. At SkyTough, our number one priority is providing our readers with the best content that they can find on the web. To make that a reality, we’ve combined our own knowledge and experience with that of other experts in the field to really narrow down all the intricacies of aircraft pressurization systems.

Since the pressurized air has such low humidity, you’re more likely to be less hydrated than you would normally be. This is one of the reasons that flight crews and airlines offer beverage service, and also why you should accept that bottle of water to make sure you stay hydrated! If you decide to drink alcohol while flying, the effects of dehydration will be further compounded. So be sure to drink plenty of water with any alcohol while flying!

The higher you go into the air, the lower the pressure is. And with lower air pressure, things start to get a little difficult for us humans. Things that we don’t really think about — i.e., breathing and staying conscious. We’ll get more into the reasons why planes need to be pressurized shortly, but here’s the general gist.

The experiment of SC-CO2 treating on sample consists of three sections, which are CO2 pressurization system, high-temperature and high-pressure reaction unit between CO2 and the rock sample, experimental monitoring and control system. The pressurization system includes a CO2 tank, cooling unit, and booster pump. CO2 is first released from the tank, then flows through the cooling unit to make sure it fully reaches the liquid state, subsequently, it is pumped to reaction unit by the booster pump. The reactor is surrounded by a water bath (or thermostat) temperature-control unit, which ensures CO2 reaches a supercritical temperature. The reaction unit can provide a high-temperature and high-pressure environment for treating experiments between rock sample and CO2. The entire experimental process is recorded by a pressure gauge and a temperature sensor inside the reactor (Figs. 10 and 11).

Why Do Planes Need To Be Pressurized?

aircraft pressurization system explained, aircraft pressurization chart, pressurization system in, cabin pressurization, aircraft pressurization system diagram, aircraft pressurization accidents, cabin pressurization system, cheapest pressurized aircraft

S3a Aircraft

S3a Aircraft - A crossing of the equator on any American warship is a rite of passage, an important tradition. Even as early as the 1980s, naval traditions were slipping through the fingers of sailors and were not being replaced with anything substantive.

Being woken up by screaming voices and hands pounding stand-up lockers sent me back to that first morning at Great Lakes. My once faithful SENSO comrades had donned the clothes one would expect to find on pirates and herded us to the hangar bay to join a significant majority of the carrier's crew.

S3a Aircraft

There, we were reminded that all humans were born a Wog (short for "Pollywog," a tadpole or a sailor who has not yet crossed the line) and nothing was of a lower life form than a Wog.

Successful Cod Formulas

“ESM hit from a Snoop Tray!” the COTAC excitedly calls out. At the same time, the TACCO says a Link 11 ESM contact is displayed giving a relatively good fix on where the possible submarine might be transmitting.

It's looking more and more like an actual submarine since the transmissions are only single sweeps. She is clearly trying to find the battlegroup with her mast-extended Snoop Tray radar. I ask the TACCO if I can radiate to try and gain contact on the exposed masts.

He hesitates, then says "No. We have a fix, let's go in and drop a pattern and try and maintain some measure of surprise.” The Navy's Carrier-Based Aerial Refueling System (CBARS) initiative, now commonly referred to as the MQ-25 Stingray program, has heated up, and all three competitors have unveiled their proposed unmanned tanker designs.

But considering the dwindling ambitions and ever-lengthening timelines that have plagued the Navy's initiative to field a drone of any kind for its carriers, one has to question why the service needs a purpose-built tanker drone at all, especially considering that a potentially far

Languishing In The Desert But Not Ignored

more economical and faster solution may have been quietly baking in the Arizona sun for nearly a decade. I reported to the TACCO that I wasn't seeing or hearing anything distinctive from this contact that I could use to make a classification with.

That was good news. The odds were clearly against it being one of the friendly U.S. nuclear boats. He warned me we were almost there and I pasted my face against my tiny, tiny window….and it flashed by.

We flew, first to NAS North Island and stayed overnight. It was a remarkable "full-circle" for me to walk back into the Trainer Building and say hello to all my instructors. All 10 of the flight crews were exhausted from our seven months at sea and slept the night away.

Early the following morning, our 10 aircraft launched out of San Diego and flew across the incredibly beautiful expanse of the United States—well, what I could see of it out my tiny window, anyway. Flight ops were once again suspended for the duration as we now raced south to the bottom of the world.

Bill Walton

The aircraft that could not be stored in the hangar bay were tied down and sealed off against the elements. We all anticipated that our carrier would be tossed about by the weather and seas Cape Horn is notorious for.

We were surprised by a relatively clear, cold morning sky as the Nimitz' Navigator invited everyone to see the very southern tip of South America off our starboard side. What was so fascinating about all of these systems is how the GPDC, a computer produced in the late 1960s, could take input from them and create displays for all four of the Viking's crew to perform the various roles assigned.

Once the sensors had detected a specific threat, the computer could take input from aircraft avionics and move the airplane to intercept the target, automatically releasing its weapons. In other words, with input from all crew stations, the TACCO (Tactical Coordinator) could "fly" the plane from the backseat using fly-to-points (FTPs) and sensor/weapons select choices.

As the aircraft symbol—or "bug" as we called it—captured the tasking symbology, the computer would send electrons to those particular parts of the aircraft and perform the assigned function. Pretty damn cool for an aircraft designed in the late '60s.

Stripped-Down Heavy Hauler

I enter the paraloft, which is a few doors down from our ready room. My flight gear, along with the individual gear of every other AW, pilot and NFO in the squadron, is hanging from one of the pegs along the bulkhead.

I pull on all my flight gear and make my way out to the flight deck. Much like professional athletes who train for the big game, military units train for war. But one of the unique things about serving aboard a warship or a deployed unit in the United States Navy is that the enemy you are planning to fight kindly offers his services to help you prepare for that war.

An aircraft carrier battlegroup's deployment to the North Atlantic or the Mediterranean ensured a Soviet naval response and presence allowing both sides to potentially discover and learn how the other would act in time of war.

It will be very interesting to see what the cost predictions are for rebuilding the S-3 into a true COD machine, but considering what is already acting as rattlesnake shades in the Arizona Desert (around 90 usable S-3s), and the off the

Could Have Been A Whole New Texaco

shelf technologies that could be applied to this already adaptable platform, I think the V-22 and an upgraded Greyhound may have a hard fight in front of them. "You were right, it was Charlie. Just a couple of minutes of contact!”

They left and I waited to be dragged by my flightsuit collar at the strong hand of my Chief behind the curtain that separated the ready room from our tiny squadron operations office. As we taxi, I'm going through my various sensor systems ensuring they are working correctly.

Meanwhile, the COTAC or pilot is giving us a running commentary of where we are on the flight deck (particularly at night and/or in bad weather) providing us with situational awareness. The weapons bay was modified to carry cargo and a huge cargo pod was carried on a wing station that could be stuffed with all types of material.

The US-3A was faster and longer ranged than the C-2 and could be aerial refueled, but it could not carry big items like jet engines and other out-sized cargo. Interestingly enough, Lockheed pitched an idea where they would build a stretched, fatter US-3 that would retain the wings and control surfaces of the original Viking, but the fuselage would be 100% COD optimized and capable of handling up to 30 passengers as well

The Blivets That Outlived Their Owners

as spare jet engines. Sure, it's pretty wild to wish for conflict just to see the iconic "Turkey Bird" prove itself again in battle and go out with a thundering bang, but hey, people LOVED that jet.

Sadly, it seemed that for every person that fought for the Tomcat's reprieve, another one misunderstood the more humble yet adaptable S-3, and in the end only the true combat aircraft nerds or those within NAVAIR who realized what the Navy was giving up really

cried against its premature demise. Oh, and despite the hard-to-contain joy that issued from every aircrewman's heart and soul when we briefed for the big fly-off from the boat going back to the beach, the ready room was filled with the requisite moan when that poor pilot

once again discovered he was scheduled to fly the dreaded blivet bird. Any number of scenarios can present themselves to a battlegroup, but it is rare that we were not aware of the general undersea picture around us because of intelligence sources, primarily from the Sound Surveillance System (SOSUS).

There Can Be Only Six

However, contact on a SOSUS array did not mean the submarine was localized, much less being closely tracked in many areas of the open waters in the Atlantic and certainly along the coastal boundaries of that ocean.

That is where MPAs, surface ships, and allied submarines came into play. Then, once a Soviet boat entered the Mediterranean, diligent tracking did not guarantee we would maintain constant contact. Thus, regenerating contact with battlegroup ships' hull-mounted sonars and towed arrays (if they carried one) along with allied MPAs and the S-3s from the carrier, was an absolute priority.

The idea of ​​retooling the mothballed S-3 Viking fleet into unmanned drones popped up in a twitter conversation recently on our friend Stephen Trimble's page. At first, I had the feeling of deja-vu, but then I remembered I proposed doing just that six years ago and brought it up again two years later.

Additionally, I will never be able to say enough about the helo community where the AWs in the back of the SH-3 Sea King, the SH-2 Seasprite, and the SH-60B Seahawk not only performed similar tasks as their fixed-wing

brethren, but routinely risked their lives as SAR swimmers by leaving their aircraft "so others may live." In my view, these guys defined the concept of hero each and every day the rotors turned overhead. The Navy is no stranger to the V-22, as NAVAIR also runs the Marine's air arm component, which now owns hundreds of MV-22s.

Additionally, the Navy was supposed to buy about fifty of the V-22s to partially replace its tandem rotor CH-46s Sea Knights for multi-mission duties, including vertical replenishment, but this never happened and today MH-60S largely does the CH-

46's job. Finally, my pilot turns to us and we begin our crew brief discussing the mission and then emergency procedures. I listen intently as he covers "Single Engine Failure off the Cat" with the COTAC and they go through the procedure together, actually acting it out as if they were in the cockpit.

He then picks a random emergency procedure from Part V or "Section Five" of our NATOPS manual, usually something related to ejection or emergency egress from the aircraft. It is always something we long-ago committed to brain and muscle memory.

He calls out “Man-Seat Separation Failure.” As we verbalize it together, I close my eyes and act it out in my chair: My mind was reeling as I was instantly transported back to the acrid smell in the trainer at NAS Willow Grove.

At least in the Viking, I did have a small window, a limited view out the COTAC's windscreen, and no burning paper. Were I to transition (back) to the P-3, I'd be puking multiple times each flight.

I simply had no options. I had come so far. I had to stay in the S-3. I dropped the FLIR and rotated it as they approached and, for the first time in my life, I got to see these breathtaking beauties occupying the same airspace I was in!

One Tomcat gracefully took station on each of our wings. Another two held station on opposite wings but off and behind their wingmen. Two more flew well after us. I could not believe that I was here at this moment in time!

We stayed for what seemed an eternity on BENO station. Sadly, our presence did nothing to free Terry Waite or the other hostages (Waite would remain a prisoner until 1991). As the Mediterranean winter transitioned into spring, I gained flight hours, experience and, to some degree, confidence in myself as a Viking SENSE.

However, the battle group was about to enter into a major Sixth Fleet/NATO exercise known as Dragon Hammer '87, and I would face another opportunity to be hammered by yet another dragon that would force me to get a clue as to just how much

responsibility a single, kid-AW in a multi-million dollar aircraft had in determining whether we would kill an enemy or a friend. I quickly pulled the ATR out of the recorder and made my way to the ASMOD.

The TACCO and COTAC beat me there by a few minutes. All of us are still in our flight gear, all three of our helmets resting on the watch officer's desk. During the debrief, we reviewed the tape.

We also found out the reason why the Victor was so quiet. She was a Victor III. Our pilots and crew team members undergo training & certifications above what is required by the FAA Part 107 Regulations.

We do this to ensure the highest level of professionalism and scene safety during all missions. As I reach the flight deck, I put my helmet on since the HS-9 plane guard Sea King is launching.

Aircraft 710 is on elevator #1 and I only have a short walk to take from the protection of the carrier's island superstructure. Considering just four aircraft based on the MQ-25 winning design will be built before the Navy decides if it will order a total of 72 aircraft, there are plenty of S-3s to satisfy this requirement.

As we mentioned before, the beauty of using the S-3 is that Navy could obtain its first prototypes far faster than what's demanded under the MQ-25 contract, under which the first four aircraft won't be delivered until around 2023. And that

is if everything goes as planned and if the program even survives until then. Foxtrot Alpha is a big fan of the DoD making the very most out of the assets it has already purchased before blowing extreme amounts of cash on new ones.

The recycling of the S-3 sounds like a terrific opportunity to do just that. The S-3's two remarkable, reliable, and extremely efficient engines could keep it aloft for MPA-like hours if necessary and ensure its safe return.

It also had a relatively large fuselage disciplined by the designers to effectively contain the avionics, sensors, weapons, and crew needed to prevent a submarine from ruining an aircraft carrier's day. And while most products produced for the military are designed for a current threat at the time an engineer sharpens their new pencil, the early 1970s Viking was built with room to grow in anticipation of the evolutionary progress of the Soviet submarine through the remainder of the 20th

Century and into the 21st. WTF! ME? I had never flown an airplane before. With caution and some reluctance, I put my hand around the stick. Russ then talked me through turns (he kept a light touch on his control stick and did the throttle work).

Then, an aileron roll (that amazed me and scared the hell out of me). Then, he took me through a loop. All the while, he kept a running commentary forcing my mind to focus on what I was doing and not listening to my stomach.

The TACCO and I then head out of the Ready Room and go forward down the long passageway on the O-3 level to the ASMOD to pick up the TTC (Tape Transport Cartridge) and ATR (Analog Tape Recorder).

I check in with the AWs to see if there are any submarines of interest out there. They tell us that a Soviet Foxtrot class diesel boat left its anchorage off Tunisia four days ago and for us to be on the lookout for it.

My TACCO heads to CVIC to get the 35mm intel camera and I head to the VS-24 Paraloft to suit up for the flight. Long endurance, fuel efficiency and lots of space for electronics and sensors were capabilities in incredibly high demand over the last decade, but for some reason the Viking remained in many people's minds as a sub hunter or a tanker.

I even proposed turning at least a portion of the Viking fleet into unmanned aircraft, in an attempt to bridge the gap between the X-47B like UCAVs of tomorrow and the known manned systems today. I then drop back out of the crew hatch and begin a quick external preflight, checking avionics bays for secured boxes, the Liquid Oxygen (LOX) bay for any signs of frost or ice on the 10 liter LOX 'bottle' (which looks more like

a green basketball than a bottle), landing gear tires for undue wear, the engine fan blades for damage and consistency, the tailhook for damage, and the presence of a “remove before flight” pin. Finally, I check the 60 sonobuoy chutes for buoy placement, security, and the load we want to carry.

The S-2, with newly developed active sonobuoys, would harass the Soviets with constant pinging. The goal was to keep the submarine down to the point of battery and/or air exhaustion, forcing him to surface. Sometimes, in rare cases, practical depth charges would be used to remind the wayward boat what it meant to "rule the seas."

During these concerted efforts, sometimes lasting for a day or two, the aircraft carrier and the remaining escorts would escape by putting miles between them and the Soviet threat. With the arrival of the nuclear submarine, the CVBG's status as ruler of the sea was not simply diminished, it was abdicated to this truly undersea warship.

To save even more time and money, and in exchange for a little fuel, the existing Cobham aerial refueling pod could be used under the wing instead of an internal system. In fact, the MQ-25 program requires the use of this pod on any entrants into the tanker-drone tender.

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Russia Anti Aircraft Gun

Russia Anti Aircraft Gun - He said the drones had damaged the front and central parts of the A-50 plane, including the aircraft's radar antenna and avionics. The two people who carried out the attack were now safely outside Belarus, he said.

Detentions are common in Belarus, for offenses as small as comments on social media, especially after Lukashenko crushed the mass pro-democracy protests in 2020 and jailed all leading opposition figures or forced them to flee abroad.

Russia Anti Aircraft Gun

57mm S-60 towed anti-aircraft gun on display in the Saint Petersburg Artillery museum. Source: One half 3544 - © Public domain The Kremlin declined to comment on Azarov's claim, saying that the alleged incident had occurred on the territory of Belarus, which it said had denied the claim.

Mm S-

There was no immediate response to requests for comments from the Belarusian or Russian defense ministries. "I am proud of all Belarusians who continue to resist the Russian hybrid occupation of Belarus & fight for the freedom of Ukraine," Tsikhanouskaya, the opposition leader, wrote on Twitter, with a link to her adviser Viacorka's report.

A camera mounted on the drone showed how the pilots carefully navigated over the snow-covered Machulishchy air base near the Belarusian capital, buzzed along towards the spy plane and gently touched down on the radar dish mounted on top of its fuselage.

Reuters, the news and media division of Thomson Reuters, is the world's largest multimedia news provider, reaching billions of people worldwide every day. Reuters provides business, financial, national and international news to professionals via desktop terminals, the world's media organizations, industry events and directly to consumers.

The S-60 is normally towed by 6x6 trucks such as the Ural 375 and Zil-151. It is designed to be used in a prepared firing position and cannot fire on the move. In an emergency situation the gun can be fired from its wheels but the chassis is severely strained and accuracy is impaired.

Information You Can Trust

The ZSU-57-2 self-propelled anti-aircraft gun features two 57mm guns as used in the S-60. It has a much higher mobility, but lacks the option for radar guidance. The S-60 is a very powerful weapon system. Anti-aircraft guns often rely on either a high rate of fire or powerful shells to destroy their target.

The S-60 has both these features. The cyclic rate of fire of 105 to 120 rounds per minute allows for a practical rate of fire of 70 rounds per minute. The maximum horizontal range is 12 km with the maximum vertical range being 8.8 km.

The maximum effective range is 4 km as a standalone weapon and 6 km with fire control. In combat the S-60 proved to be most useful against fighter aircraft at altitudes between 0.5 and 1.5 km.

When used against ground targets, the effective range is up to 3 km. Additionally, 23-millimeter and 30-millimeter shells can still penetrate the enhanced armor of new attack helicopters, but they are not able to create the required density of fire, which guarantees the destruction of cruise, guided and anti-radar missiles, as well

Fire Control

as guided air bombs and drones. Therefore, the use of new weapons with a 57-millimeter caliber will be able to strike targets at an extended distance and height. Feb 27 (Reuters) - Belarusian anti-government activists said they had blown up a sophisticated Russian military surveillance aircraft in a drone attack at an airfield near the Belarusian capital Minsk, a claim that neither Russia nor Belarus confirmed.

We will automatically post your comment and a link to the news story to your Facebook timeline at the same time it is posted on MailOnline. To do this we will link your MailOnline account with your Facebook account.

We'll ask you to confirm this for your first post to Facebook. The S-60 was widely used by Soviet and Eastern European forces. It was also widely exported to Soviet allies in the Middle East, Asia and Africa.

In Soviet service the S-60 was replaced by the 9K33 Romb (NATO: SA-8 Gecko) self-propelled SAM system. By the late 1970's hardly any S-60 remained in service. However, the S-60 is still a very common weapon as it is used by many armies around the world.

Mm S-

Front and central parts of the AWACS Beriev A-50U aircraft as well as the radar antenna were later damaged from two explosions at the base amid the drone attack, Belarusian partisans and members of the country's exiled opposition said.

The plane - a Beriev A-50 aircraft - has the NATO reporting name of Mainstay and is an airborne early warning aircraft with command and control capabilities and the ability to track up to 60 targets at a time.

The S-60 can be used as a standalone weapon. In this case the operator aims the weapon using the sight unit. Up to six S-60 can be slaved to a PUAZO-5A fire director and SON-4 fire control radar.

Alternatively, the newer PUAZO-6 fire director and SON-9 Grom-2 fire control radar are used. Finally the RPK-1 Vasa fire control system on Ural 375 truck was developed. For the Chinese Type 59 the trailer mounted GW-03 director with LLP12 computer are used.

Variants Of The S-

The increased caliber of the anti-aircraft cannon will reduce the ammunition carrying capacity, but the effectiveness of the system will remain high, as the amount of ammunition needed to destroy one target will decline. The system's larger caliber will enable users to fire not only at air targets, but also at ground targets if employing anti-aircraft, high-explosive and fragmentation, as well as sub-caliber, shells.

Belarus President Alexander Lukashenko, a key Putin ally (pictured together on February 17), provided Moscow with a launching pad for the invasion and there has been Russian and Belarusian military activity in the country since then

The new unit should be equipped with a telethermal optoelectronic system that ensures the efficient use of the antiaircraft system's standard weapons. The system should guarantee the destruction of enemy aircraft at a distance of 4-5 miles (6-8 kilometers) and drones at a distance of 2-3 miles (3-5 kilometers).

The S-60 is a towed single barrel 57mm anti-aircraft gun of Soviet origin. It was designed just after World War 2 to replace the 37mm M1939. It was also known as the AZP S-60 in Soviet service and as the M1950 in the West.

New Caliber For Solid Armor

It can be used as a standalone weapon or used in conjunction with fire control and radar. During several wars it proved to be a powerful weapon system. In modern armies the S-60 is replaced by surface to air missiles.

The S-60 remains a powerful but outdated weapon system. [1/4] Beriev A-50 early warning aircraft flies during a rehearsal for the Victory Day parade, which marks the anniversary of the victory over Nazi Germany in World War Two, near the Moscow International Business Center, also known as "Moskva-

City", in Moscow, Russia May 7, 2019. REUTERS/Evgenia Novozhenina You can choose on each post whether you would like it to be posted to Facebook. Your details from Facebook will be used to provide you with tailored content, marketing and ads in line with our Privacy Policy.

In recent months, Belarus and Russia have held a series of military operations and Ukraine has expressed fears that Minsk will enter the conflict. A number of Russian warplanes and early warning and control aircraft have been deployed to Belarus.

In September 2015, the Russian defense industry showcased the latest Derivatsiya system with the AU-220M cannon mounted on the BMP-3 amphibious armored vehicle at the international military exhibition RAE-2015 in the city of Nizhny Tagil in the Ural Mountains.

The performance characteristics of the new system are strictly classified, but it is known from open sources that it is also supposed to use guided missiles fired through the gun barrel, which serves as a launcher in this case.

The development of replacements for the global bestsellers – the Shilka and Tunguska anti-aircraft systems – was announced by the commander of Russia's ground forces air defense, Lieutenant General Alexander Leonov, on the Rossiya 24 TV channel in late December 2015.

Artillery systems of this caliber were actively used in the past, but did not become widespread in the armed forces. However, Derivatsiya's designers decided to return to the neglected caliber, as under the new conditions it has a number of advantages over existing cannons.

57mm S-60 towed anti-aircraft gun on display in a museum in Israel. Source: Bukvoed - © GNU Attribution - Share Alike license "They were drones (that carried out the attack). The participants of the operation are Belarusians," Aliaksandr Azarov, leader of Belarusian anti-government organization BYPOL, was quoted as saying on Sunday on the organization's Telegram messaging app and on the Poland-

based Belsat news channel. The S-60 is a towed 57mm anti-aircraft gun of Soviet origin. There are no Soviet variants of the S-60, although over time different fire control systems have been employed with the S-60.

The S-60 has been produced in China since the late 1950's as the Type 59. The Type 59 is a close copy of the S-60 but is different in a few details and uses the Type GW-03 fire director.

It was not produced to replace the 37mm M1939 series anti-aircraft guns in Chinese service, but to complement them. The Hungarian SZ-60 and Polish production S-60 are completely similar to the original S-60. A camera mounted on the drone showed how the pilots carefully navigated over the snow-covered Machulishchy air base near the Belarusian capital, buzzed along towards the spy plane and gently touched down on the radar dish mounted on top of its fuselage.

The S-60 consists of a single 57mm 77-caliber autocannon mounted on a turntable on a four wheel chassis. A crew of seven is needed to operate the weapon. A forward facing gun shield is fitted to protect the crew from aircraft and ground fire.

The gun is fed from 4 round clips. The 57mm ammunition is not interchangeable with Soviet 57mm cannon ammunition used in the ZiS-2 anti-tank gun and ASU-57 assault gun. In the firing position the wheels are raised from the ground.

The weapon is supported by four outriggers: one at the front, one at the rear and one on each side. A unit of fire consists of 200 rounds. These are carried on the 6x6 truck used to tow the S-60.

The need for adopting a new anti-aircraft artillery system is attributed to the increased power of military helicopters equipped with anti-tank guided missiles that now can strike targets at a distance of 5-6 miles (8-10 kilometers), and up to

9.3 miles (15 kilometers) in the future.

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R4d Aircraft

R4d Aircraft - This post-war development of the famous Douglas twin-engined transport was meant to replace the DC-3 in both military as well as the commercial markets, but failed commercially due to the many military surplus C-47s flooding the market and the competition on

the Convair Liner series with pressurized cabins. The conversion price was between $250,000 and $300,000, while a Convair CV340 would seat 44 passengers, flew faster and would cost about usd $570,000 brand new. As a supply plane, the C-47 could carry up to 6,000 pounds of cargo.

R4d Aircraft

It could also hold a fully assembled jeep or a 37 mm cannon. As a troop transport, it carried 28 soldiers in full combat gear. As a medical airlift plane, it could accommodate 14 stretcher patients and three nurses.

Rd- / C- Skytrain

Seven basic versions were built, and the aircraft was given at least 22 designations, including the AC-47D gunship, the EC-47 electronic reconnaissance aircraft, the EC-47Q antiaircraft systems evaluation aircraft and the C-53 Skytrooper. After World War II Douglas decided to modernize the DC-3, with more power and capable of carrying a greater load.

This led to the Super DC-3, or DC-3S, which was issued an Approved Type Certificate on July 24, 1950. Douglas put Wright 1820-C9HE engines on the prototype and initial production models. The maximum speed increased from 230 mph to 270 mph, and cruising speed increased from 207 mph to 251 mph.

Although the DC-3S looked like a DC-3 (or C-47), it was much improved. The Super DC-3 had newly designed wings, an enlarged tail and landing gear doors were added. Also the nose was changed and the wings had square cut tips.

It seated up to 37 passengers and it was 60 percent a completely new airplane. The plane body is assembled on top of an International truck frame, fitted with a big diesel powerful enough to haul the rig down the highway without complaint.

Inside, there's all the basics one would expect in a homebrew conversion RV, with beds, a bathtub, and sink and all the rest. Best of all, much of the cockpit remains virtually unchanged from the original Douglas equipment, with Lucci going to great lengths to integrate the RV's systems with the plane's original control panels.

Rooftop switches control air conditioning and heating, and there's still a pilot intercom, too. The International truck's basic gauge cluster and steering all remain intact inside, too, along with a modern double-DIN head unit for in-plane entertainment.

The C-117 was based on the reliable and proven DC-3/C-47 and was originally intended for the civilian airline market. The "Super DC-3" featured a longer fuselage, redesigned tail and wings, and fully enclosed the landing gear when retracted.

In 1951, the Navy evaluated the Super DC-3 and liked the increased performance it offered and accepted the aircraft as the R4D-8. Rather than purchase new aircraft a total of 98 earlier R4Ds were converted to R4D-8 standards.

In 1962, the R4D-8 was redesignated under the joint Air Force-Navy designation system as the C-117D. Super Gooneybirds continued in U.S. Navy service into the mid-1970s. The military career of the Douglas DC series began in 1936, when the U.S.

Army Air Corps ordered a pair of DC-2 commercial transports under the designation C-32. A contract followed for 18 DC-2s in the C-33 freighter configuration and two more as C-34 staff transports. Then, in 1937, the U.S.

Army ordered a plane built to its own specifications. It was a hybrid design that combined the fuselage of the DC-2 with a DC-3 tail. This was the sole C-38 prototype, and it led to 35 production versions called the C-39.

The C-39 represented the first serious effort by the Army to establish an airlift capability. After World War II, the US Navy modified 100 R4Ds to Super DC-3 standards. The US Navy had 100 R4D-5s and R4D-6s converted to "Super Three" (R4D-8) standards, although other engines were used: Wright R-1820-80s.

This aircraft, designated the R4D-8 had more powerful engines, newly designed wings, an enlarged tail and added landing gear doors. The name "Skytrain II" didn't stick much, "Super DC-3" or "Super Three" did. The R4D-8 was designated the C-117 after 1962.

The father and son duo bought the plane in mid-2019, stripping off useful parts to support a French-based restoration of a similar aircraft. Efforts were taken to preserve as much original equipment and heritage of the aircraft as possible.

Such authentic touches are visible all over the build, from the kink in the fuselage from prior damage, to the front wheel fenders built out of the former engine nacelles. On July 12, 1976, the Navy phased out the last C-117 (Douglas DC-3), perhaps the most famous transport plane of all time.

The last C-117 was flown from Pensacola to Davis Mountain Air Force Base, Arizona, the boneyard for obsolete military aircraft. @media only screen and (min-device-width : 320px) and (max-device-width : 480px) { #ga-ad {display: none;} }

The successes of early Marine transport aircraft, especially during World War II, paved the way for what was to evolve into the modern day operational support airlift (OSA) mission. Early transports were essentially commercial aircraft, with minor modifications, that were put into military service to provide logistical support directly to the warfighter.

Mostly, these aircraft had no armament or special equipment for protection during combat. Employing them in a hostile environment emerged from a warfighting necessity because no other Marine aircraft had the required payload, range, and reliability offered by these early transports.

It's a dream project made in to reality, with Lucci finally completing the build in late 2020 after first being inspired at the young age of 12. It looks like an absolute hoot to drive, though we imagine it's probably difficult to fill up at the pump

without getting more than a few curious onlookers asking questions. Of course, that's pretty typical whether your oddball RV build is big or small. Overall, it's a great example of what can be achieved when you follow through with whatever crazy idea your heart desires.

"We wanted to keep a lot of the themes and stuff that makes the airplane, the airplane itself," explains Lucci in a video about the project. "These pieces here that we smashed our heads a couple hundred times while building it, they're actually the wing attach points on the airplane, which makes it exactly right at the max legal width in all 50 states."

Marine aircraft were first used in their OSA role during the late 1960s and early 1970s. OSA aircraft, mostly old C-117 "Hummers" once used during combat resupply missions in Southeast Asia, were attached to Marine Corps air stations (MCASs) at Cherry Point, NC;

Wash, AZ; Futenma, Okinawa; and Iwakuni, Japan. By the early 1980s newer, more modern OSA aircraft were entering the Marine Corps' fleet. In an interview with FOX 17 WXMI, Lucci shows off the interior of the building and takes it out for a drive on local roads.

It's not the quietest ride, but the experience is undeniably special. "When there's snow on the ground, because it's all white, it looks like you're above the clouds," jokes Lucci. "I guess I'm just a big kid, you can pretend."

Every branch of the U.S. military and all the major allied powers flew it. The U.S. Navy version was the R4D. The British and the Australians designated it the Dakota (a clever acronym composed of the letters DACoTA for Douglas Aircraft Company Transport Aircraft).

The aircraft operated from every continent in the world and participated in every major battle. By the end of World War II, more than 10,000 had been built. For all of its official and unofficial names, it came to be known universally as the “Gooney Bird;”

General Dwight D. Eisenhower, Supreme Commander of Allied Forces in Europe, termed it one of the most vital pieces of military equipment used in winning the war. The donor plane for the project was a Douglas R4D, a modified DC-3 designed for Navy service.

The plane was built in 1943 before entering service in 1944, spending much of its service life in South America during World War II as an executive transport. It later went on to work for the Federal Aviation Administration flying test routes for navigational purposes.

Its last flight was in the 1980s, upon which it was laid up before later being damaged beyond repair by a tornado and parts scavengers in the intervening years. Such conversions are road-registerable as long as they're properly inspected and meet all the necessary requirements.

The Fabulous Flamingo is registered as a Class A motorhome, with the conversion likely posing few problems as it's based on an existing road-going truck frame. The plane merely counts as a rather unconventional body on top.

While plane-conversion RVs are still thin on the ground, we've seen other plane bits modified in similar ways—such as this cute little jet-engine camper. By 1941, the old Air Corps had been transformed into the Army Air Forces, and it selected a modified version of the DC-3—the C-47 Skytrain—to become its standard transport aircraft.

A reinforced fuselage floor and the addition of a large cargo door were the only major modifications. Other changes included the fitting of cargo hooks beneath the center wing section and the removal of the tail cone to mount a hook for towing gliders.

It's not every day you see an aircraft rolling down the highway, and if you did, you'd be forgiven for thinking there's been some kind of in-flight disaster followed by an emergency landing. However, in the case of the Fabulous Flamingo, what you'd actually be looking at is a custom-built RV put together by Gino Lucci and his son Giacinto.

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Sf34 Aircraft

Sf34 Aircraft - ELITE Simulation Solutions is a leading global provider of Flight Simulation Training Devices, IFR training software as well as flight controls and related services. Find out more. NetZero.aero Covering the journey to net zero emissions in aviation.

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Sf34 Aircraft

much more. Discover how AeroInside supports your aviation research. Get access to AeroInside Insights with the Pro plan, a new enhanced search and filter tool, full read access to every article published and much more. Technical Requirements

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Windows: 10/8/7/Vista/XP. Microsoft Flight Simulator FSX with SP1 and SP2 (or Acceleration Pack) installed or Lockheed Martin – Prepar3D Flight Simulator v3 or v4 or FSX Steam Edition. i3 processor/3GHz or similar Minimum 2GB RAM (Recommended 4GB RAM)

512MB graphics card. 880MB available hard disk space

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Repo Aircraft Auctions

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link to re-sort the current list. For questions or comments about our aircraft inventory, please do not hesitate to contact us. Our inventory listings are designed to assist interested parties with detailed information necessary to buy an aircraft

by giving a complete description of the condition, avionics, time since major overhaul and total hours.

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