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HP0-662 NonStop Configuration and Planning

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HP0-662 exam Dumps Source : NonStop Configuration and Planning

Test Code : HP0-662
Test title : NonStop Configuration and Planning
Vendor title : HP
: 138 true Questions

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HP NonStop Configuration and Planning

the style They talk about Horsepower Makes No feel however luckily I contain a map | true Questions and Pass4sure dumps

If we’re going to exist brutally sincere, the reality is that for basically everything most individuals effect with their automobiles, somewhere round a hundred horsepower is more than adequate. i know this is true because I effect replete types of household automobile stuff with half that. however I additionally comprehend horsepower is existence-maintaining and, as that spotless girl says, sparks joy. It’s a big factor in an vast variety of automobile purchases. and i deem the style they currently cost it's broken. luckily, there’s a very good, fairly effortless repair.

The leading quantity carmakers should quiet exist the employ of when speaking about how powerful automobiles are should now not exist horsepower, however rather wheel horsepower.

Article preview thumbnail What exactly Is Horsepower, Anyway?

Like virtually any automobile publication, they employ the term "horsepower" replete of the time.…

study greater read

Wheel horsepower (WHP), as most of you understand, is the power score taken at the wheels of the motor vehicle, the factor the dwelling replete that vigour in fact interacts with the actual world. here is not enjoy present horsepower scores, which measure horsepower of the engine itself, unconnected to the ease of the motor vehicle’s drivetrain.

whereas here is actually effective suggestions, basically, it’s handiest going to exist imperative if you’re planning on, say, buying a brand original Mustang and eliminating the engine to drive the pump to your sorghum neatly or log splitter or whatever thing.

Most of us who purchase vehicles determine upon the engines in those cars are connected to a drivetrain that transfers that energy from the crankshaft to the wheels, which can exist a long course simpler to employ to gain round.

So why effect they insist on using numbers which are, truly, delusory for the remedy world? should you’re buying a vehicle, if horsepower is a factor for you, exist positive to exist able to comprehend what it's in exact, precise world use. That capacity WHP.

bound, you may scour the information superhighway for the WHP of the given automobile and drivetrain configuration you’re taking a sight at, but that’s not at replete times convenient, if those numbers are even purchasable, and, more importantly, why should you?

The company should quiet give WHP numbers. Ideally, WHP would develop into the basic vigour determine you’d examine when buying a car, and in case you desired to dig extra, you might gain the ordinary horsepower rating and replete that.

Now, in case you in fact, in reality want replete the counsel, you’ll exist taking a sight at much more, of path: vigor-to-weight ratios, 0-60 instances, aero numbers, and on and on. That’s not for replete and sundry, which is why I just feel replete that truly must circle up is to develop WHP the generic default HP quantity used for cars as an alternative of crank HP.

i know manufacturers can likewise no longer enjoy this for a few motives. First, the WHP number should exist smaller. That’s just physics. Drivetrains can consume a 15 to twenty p.c hit from the vigour numbers, and particularly for vehicles enjoy the steer clear of Challenger Hellcat that basis their complete identity on massive-HP bragging rights, they’re now not going to enjoy to hear that in its dwelling of shouting 707 HP, they’ll should tout somewhere around 630 WHP.

It additionally skill a bit more work for carmakers, in that many automobiles contain diverse drivetrain configurations (FWD, AWD, manual, auto, automated guide, some thing) and replete those would want their own WHP ranking.

Wheel horsepower numbers can even exist extra complicated to hit perpetually, due to the fact getting them includes operating a automobile on a dyno and consequences can likewise exist plagued by ambient situations, temperature, and other issues that are complicated to isolate.

but, who cares? Let those lazy-asses effect the work! The patrons contain a right to know, and that i suspect they’re already checking out those numbers, anyway.

purchasing a automobile is a big deal, and that i agree with buyers contain a remedy to as a salubrious deal remedy assistance as they can belly. here's a comparatively handy alternate to make, and it offers the purchaser more functional suggestions to work with. It’ll exhibit what vehicles contain greater effective drivetrains, and what cars are trying to conceal extra archaic driveline designs with broad engine HP numbers.

i can’t feel of any judgement why americans wouldn’t requisite to comprehend the most real-world concentrated specs they could get. That skill switching from HP to WHP, so I bespeak replete you carmakers gain remedy on this before I grow pass and give you detention.

You’ve been warned.

actual-World Takeoff performance | true Questions and Pass4sure dumps

hint: You’ve doubtless acquired under you consider.

Time for a pop quiz: What effect these three accidents contain in normal? (Our descriptions leave out the phrase “the pilot of” as redundant.)

1) A Piper PA-32R-300 Lance attempted to consume off from a 3200-footlong grass runway on a June morning with flaps retracted. It lifted off at the near of the runway, then descended into a shallow valley, touched down and lifted off a 2d time, earlier than settling back to the ground and colliding with a barbe-wire fence. It became later decided to contain been 188 kilos over its highest crude weight with its focus of gravity 0.15 inches aft of limits. Density altitude was about 1800 toes above container elevation.

2) A Cessna P210 Pressurized Centurion took off downwind from a mountain airport at a density altitude in extra of 7000 feet. The aircraft broke floor about 3000 ft down the 4100-foot runway, instantly retracted its landing clear, and climbed about 75 ft before banking to the left and starting to descend. simply beyond the airport fence, it bounced off an asphalt highway and crashed onto railroad tracks. Its weight was estimated to exist inside plus or minus 50 kilos of its rated optimum gross.

three) A Mooney M20J 201 with two passengers aboard tried to develop an uphill intersection departure from a 2478-foot runway at nighttime. It lifted off at the numbers on the departure end; the stall warning horn replete started sounding at once. The plane banked left and descended into bushes. surface winds had been described as “very mild.” The pilot had not made any weight-and-balance calculations however had remarked that the airplane become “a bit obese” on the primary leg of the shuttle. He’d handed up an airport with a 5000-foot runway 13 miles away to land “a pair of minutes closer” to their destination.

in case your retort to their quiz is that each one three involved excessive-performance, advanced piston singles, you can exist mistaken: the Mooney had a 200-hp engine. A wager that not a bit of the accident pilots had been deeply household with their aircraft could exist getting warmer; the Piper pilot had 165 hours in type, the Cessna pilot a hundred and sixty. The Mooney pilot’s logbook wasn’t found, however his software for a industrial certificates filed lower than a 12 months previous had listed 272 hours complete.

Of path the remedy reply is the glaring one: not a bit of those gentlemen had a transparent knowing of either their airplanes’ capabilities or a course to attain them. They’re now not on my own. Botched takeoffs are the second most accustomed accident cause, and whereas some are only stick-and-rudder lapses (e.g., runway excursions in crosswinds), greater than half—together with virtually three-quarters of those that prove fatal—come up from errors of planning or process.

When It Counts

There’s a intent most of us don’t pattern takeoff requirements, weight and balance, crosswind components or fuel requirements earlier than completely each flight: Having in the past performed so for an identical or much less propitious conditions, they already recognize every petite thing’s ok. If there was elbowroom to gain off the runway with your two 250-pound cousins on board, departing solo shouldn’t current an issue.

It’s a perfectly reasonably-priced shortcut provided you’re conscious of the unstated assumption of “different issues being equal.” If the flight along with your cousins used a 7000-foot runway with a brisk headwind on a frigid January morning, that you would exist able to’t reliably presuppose the identical efficiency on a solo flight from a short mountain strip in July.

Bush pilots find out how to gauge plane efficiency in opposition t takeoff and touchdown distances by eyeball, with a lot of drill and occasional—every so often disastrous—miscalculations. Most plane house owners, despite the fact, attend to waft in and out of the identical fields beneath similar circumstances. This places a premium on these of us who aren’t offering freight to the again country to recognize when the situation’s diverged from the established. That in flip argues for a bit of what the quantitative forms muster “sensitivity analysis”—estimating how critically alterations in these situations contain an effect on the optimum effects. In their case, the decisions about aircraft loading, time of departure and the eventual go/no-go resolution are what makes the change between a a success takeoff with sufficient climb prices or a subsequent phone muster to their insurance agent.

Spend a bit time along with your POH’s performance tables (or graphs—we select tables for motives explained in the “We contain been advised There could exist No Math” area under, however you’re stuck with what the company selected). If a 3000foot runway is unexciting when taking off solo with effortless baggage, what would it's enjoy at max gross? Now add three or 4 thousand additional ft of density altitude. perhaps 5 knots of tailwind to consume off away from the hills? The thought isn’t to nail down each feasible combination of elements forward of time, but to build a sense of when accustomed guidelines of thumb can not exist depended on. With that in intellect, err on the aspect of caution and elude the numbers any time it’s even close.

And once those numbers are in hand, don’t believe them, both (see "the employ of ‘The booklet’" under). expect you’ll employ greater distance breaking ground and climb extra slowly than the POH looks to vow. Why? well, first off since you likely will, but additionally as a result of having runway left over replete the time beats checking out that you just didn’t contain ample.

are trying It Out

Now it’s time to circle into a test pilot. no longer most effective is it prudent to exist trained just how an depraved lot precise performance differs from POH numbers, nonetheless it’s a salubrious notion to example your approach beneath extra forgiving instances. We’d imply the usage of a quite simply lengthy runway and recruiting a chum to import number stripes when you focus on extracting the surest climb your plane can muster. Write down the circumstances—box elevation, runway used, temperature, wind velocity and crude weight—and list the distances.

birth through making positive you’re configuring the aircraft accurately. consistent-speed props should exist set for optimum rpm, but what about flaps? That’s particular to the mannequin. In their examples, the Lance wanted 25 levels, the Mooney 15 and the Cessna 10. any other decisions will bear longer ground rolls and slower climbs. The timing and sequence of configuration adjustments likewise is mannequin-specific. Retractable Cessna singles muster for leaving the paraphernalia down except replete obstructions contain been cleared; not handiest is drag top of the line whereas the paraphernalia is in transit, but throughout the mains’ pivot aft they basically attain extra down than when locked, slightly expanding the haphazard of snagging the treetops. Low-wing retractables, nonetheless, may likewise improvement from raising the apparatus as quickly as the plane’s attained an unmistakably nice expense of climb—but is it enhanced to retract paraphernalia before flaps, or vice versa? If the manufacturer didn’t specify, are trying it both techniques and see.

once you’ve got the manner found out, fine-tune your airspeed handle. You deserve to dangle VX precisely except you’ve cleared any obstructions, then develop a effortless transition to VY without overaccelerating or dropping airspeed—exactly as stated in the verify requirements. (possibly that’s the rationale they effect it in there.) only when your approach is acute will you exist able to gain a realistic sense of the reduce bounds of the aircraft’s runway requirements.

working through this activity a few instances in diverse combinations of plane weight, elevation, density altitude and wind situations will provide a finished picture no longer simply of how a total lot of a safety margin so as to add to the engage figures, but of whether it needs to exist additional elevated in selected instances. Does larger density altitude require extra of a buffer than greater weight? That’s a very salubrious thing to know.

in your personal

There are three instances the dwelling producers’ performance figures are certainly unhelpful. For novice-developed aircraft, of path, they simply don’t exist. suggestions from designers or kit makers is easily that; precise performance is relative upon individual design decisions and nice of construction. It’s up to the builder and/or verify pilot to conduct meaningful trials that fill in those non-existent numbers.

The manuals provided for airplanes earlier than the 1978 trade-extensive POH standardization can likewise supply petite or no performance data—possibly a sole graph of takeoff distance from “a paved parch runway” towards density altitude at optimum crude weight, and not using a recommendation on how to adjust for tender or dank surfaces, headwinds, tailwinds, and many others. These are top-quality used to establish a baseline for how lengthy a runway is required to habits your own flight checks safely.

And aftermarket changes that alter aerodynamic qualities—vortex turbines, velocity mods akin to flap gap seals, or each—can't simplest move takeoff and climb efficiency, but even exchange vital airspeeds from these posted. furthermore, multiple aerodynamic STCs may likewise engage in unpredictable ways, chiefly if they arrive from distinctive vendors. A deadly spin in a Beech Baron become linked to a pair of STCs, considered one of which reduced its minimal controllable single-engine airspeed while the different multiplied it. There is not any proof the pair of changes had ever been demonstrated together. view "What If There’s No booklet?" under for an additional instance.

It’s The Airspeed, stupid

We’d exist remiss if they wrapped up this dialogue with out a reminder of the illusion that can trap pilots departing from elevations drastically greater than they’re used to. (We’ll expect the engine has been leaned for superior vigour in preference to left at replete wealthy, a different attribute gotcha.) don't forget that in thinner air, more suitable airspeed is needed to bear comparable raise—however the genuine airspeed corresponding to any indicated airspeed is likewise greater. This has the effortless outcomes that the equal indicated airspeeds work—for rotation and climb, and likewise strategy and landing—inspite of sphere elevation. besides the fact that children, the bigger groundspeeds and shallower angles that influence “look incorrect” to pilots from lessen localities, leading some to pitch up in an intuitive application to regain a more accepted sight picture. If the influence isn’t a stall, it’s at most profitable tremendously degraded performance when there may exist no performance left to lose.

the usage of ‘The ebook’

The efficiency figures to your aircraft’s POH are yet another of aviation’s takes on “Heads I win, tails you lose.” Maximizing efficiency—especially takeoff efficiency—requires actual adherence to e-book techniques. but even with example execution, that you could’t forecast e-book outcomes.

each records are penalties of manufacturers’ flight-examine tactics as leavened by course of advertising pressure. The numbers arrive up from numerous trials by means of manufacturing facility examine pilots flying original airplanes, perfectly rigged, with sparkling engines. They gain repeated chances to excellent their technique, and lacking the laser beam by six inches satisfies the 50-foot clearance check. more advantageous numbers are most likely more desirable for earnings, which is to affirm that when the POH cites 1850 feet to clear that 50-foot impediment, it capability that regardless of replete their merits, the manufacturing unit pilots couldn’t at replete times effect it in less. Most of us, having said that, can’t effect that at all.

other caveats likewise observe. The adjustments for wind situations (“add 10 % for every 2.5 knots of tailwind”) and dainty surfaces (who knows how gentle?) are always rules of thumb, not specific check consequences. Add commandeer fudge components. And plane configuration is key. If the chart or table specifies “short-box approach” or even “25 levels flaps,” enhanced employ that—otherwise, replete bets are off.

We had been told There can exist No Math

Cognitive scientists and functional statisticians contain long recognized the gulf between individuals who select seeing quantities pictured in graphs and people who learn it less demanding to interpret tables of numbers. When predicting aircraft performance, the tabular layout is clearer, easier, and less difficult to gain appropriate—supplied that you may effect some fundamental arithmetic.

The takeoff performance chart, an instance of which for the Diamond DA20 is at lessen left, requires the pilot to flux from backyard air temperature and elevation on the left to crude weight and wind hurry within the focus and to adjustments for head- or tailwind accessories.

The results are pushed additional sideways to a fourth panel representing obstacle peak. It’s advanced and error-susceptible, in spite of the fact that you’re effortless with a straightedge and a acute pencil.

Tables, on the other hand, container issues in within a few cells, as tested with the aid of the excerpt from a Cessna 208B grand Caravan takeoff performance table at backside right.

Given numbers for 2200 and 2300 kilos and density altitudes of 3000 and 4000 toes, a pilot working an plane weighing 2250 lbs. in 3500-foot density altitude conditions can split the change twice—or conservatively employ the least propitious case in a sole or both dimensions.

including or subtracting a few p.c for winds is effectively done mentally after applicable rounding away from optimism.

What If There’s No book?

Image: D. Miller - CC BY 2.0

photograph: D. Miller - CC with the aid of 2.0

Older POHs and those for airplanes which contain been enormously modified may likewise no longer contain an accredited supplement reflecting the adjustments or remedy situations. a very salubrious instance is a landplane modified with floats.

Above, we’ve reproduced some statistics from Go with the flux manufacturer Wipline showing the earlier than-and-after dissimilarity of adding amphibious floats to a Cessna 206 Stationair. (We presuppose Wipline’s information is for a sea-level aircraft at crude weight.) The hydrodynamic drag adds greater than a thousand feet to the gap required to clear a 50-foot obstacle for each versions of the 206 based on Wipline. besides floats, different modifications enjoy tip tanks can consist of a crude weight raise. One retort could exist extrapolation, but that may gain messy when the original POH isn’t accommodating.

David Jack Kenny has been a statistician twice provided that he’s been a pilot, however enjoys flying more than twice as much as analyzing facts. He’s a fixed-wing ATP with industrial privileges for helicopters.

this article firstly seemed within the August 2018 challenge of Aviation security journal.

For greater superb content enjoy this, subscribe to Aviation safety!


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3D techniques commercializes determine 4 configuration and declares tailored dental platform | true Questions and Pass4sure dumps

united states of americaenterprise 3D systems has announced the first cargo of their determine 4 platform and launched details of a tailor-made platform for dental utility.

The determine 4 is an automatic SLA 3D printing system which, in response to 3D techniques, “produces plastic materials more than 50 instances quicker than latest methods.” The desktop intends to revolutionize using 3D printing from prototyping to tremendous-scale construction. the first shipment of the desktop has been brought to a Fortune 50 industrial business.

The  pattern 4 platform. Image via 3D Systems. The pattern four platform. image by the employ of 3D programs.

earlier, the pattern four has been a demonstrator desktop showcased at change indicates such as IMTS and with excellent robotic palms. With nowadays’s announcement 3D methods has sophisticated the computerized processes within the computer as the common yellow arms materialize to exist absent.

determine 4 applications

In an interview with 3D Printing industry Vyomesh Joshi, President and CEO of 3D techniques, explains that there are lots of functions of the pattern four technology. The gadget may likewise exist adapted and customised to meet a selected want of the consumer. talking to 3D Printing trade accustomed manager, Metals and Healthcare, Kevin P. McAlea explains,

in case you combine determine four with a biocompatible material and some of those workflows we’re talking about, you may install a localized surgical planning unit. as an case in a health center.

3D Systems  pattern 4 Modular System at Methods Machine Tools booth. Photo by Michael Petch. 3D systems pattern four Modular system at methods computer tools sales space. picture via Michael Petch.

tailored dental platform

The pattern four has particular application for the dental industry. With 3D programs’ simultaneous acquisition of Vertex international and their NextDent subsidiary this market holds promise. NextDent is a manufacturer of dental substances for 3D printing and 3D techniques has announced the materials are commandeer with the pattern four platform.

Vyomesh Joshi explains the improvement of 3D printing adverse household thoughts,

Our paraphernalia can print 20 – 30 crowns in fewer than quarter-hour, which is an identical time it takes most milling solutions to provide only 1 sole crown.

a pair of companies are expanding their dental options with many on exhibit at this 12 months’s international Dental display in Cologne. 3D methods will even exist at IDS this week showcasing their original pattern four solutions.

The NextDent Ortho Rigid resin can  exist used with the  pattern 4. Image via 3D Systems. The NextDent Ortho rigid resin will likewise exist used with the determine 4. photo by course of 3D techniques.

Scalable modules

The determine 4 has parallels to Additive Industries’ MetalFAB1 for its scalable device. The MetalFAB1 in a similar course presents automation within a 3D printing device and 3D Printing trade took a tour of the MetalFAB1 currently in Eindhoven. furthermore, HP contain likewise entered the race to develop into the 3D printing brand who industrializes 3D printing.

by means of offering a modular machine, purchasers can tailor the determine four platform to fulfill their needs. The gadget can scope from a sole print engine computing device, to a totally computerized device. the dimensions of the determine four can expand up to 16 or more print engines with integration of post-processing.

3D paraphernalia plans to start transport the determine 4 platform in the tumble 2017.

The  pattern 4 is a modular system. Image via 3D Systems. The pattern 4 is a modular gadget. photo by means of 3D methods.

remember to solid your vote in the 3D Printing trade Awards.

For the latest 3D printing news, register to their publication and observe us on twitter.

Featured picture shows 3D techniques pattern 4 prints. photograph with the aid of Michael Petch. 

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NonStop Configuration and Planning

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SIA corporate, premium handicap with Newark nonstop recur | true questions and Pass4sure dumps


  • Singapore Airlines has set an 11-Oct-2018 launch date for the resumption of nonstop flights from Singapore to Newark.
  • SIA will regain the status of operating the world’s longest route; it lost this distinction in 2013 when it suspended Singapore-Newark services.
  • SIA has opted for a low density two class configuration for its original A350-900ULR fleet, but is using the identical trade and premium economy seats as on its existing A350-900s.
  • SIA’s US capacity will expand by a relatively modest 10% as Newark is resumed, but trade class capacity will expand by 22% and premium economy by 58%.
  • SIA opts for identical premium seats as on the non-ULR A350

    The low density configuration is not a surprise, since SIA was not expected to offer a regular economy product and would focus entirely on the premium segment with the resumption of nonstop Newark and Los Angeles flights. SIA will continue to provide an economy class option in the US market using its existing flights to Los Angeles, Houston, original York JFK and San Francisco. 

    Somewhat surprisingly, SIA has decided to employ the identical trade class and premium economy seats that are now on its existing fleet of 21 non-ULR A350-900s. Some inflight product upgrades are planned for the original ultra long haul flights and will exist announced later, but the difficult product will not exist new.

    SIA has decided against using the trade class seat that it introduced in late 2017 on its original A380s; at least for the medium term, this seat will at least exist an exclusive for the flagship A380 fleet. As CAPA has previously analysed, SIA has installed the original generation trade class seat, along with its original first class Suites product, on five original A380s that are replacing its five oldest A380s, and will exist retrofitting its remaining 14 A380s with the original seats.

    See related report: Singapore Airlines A380: seat density increase, original cabin products to improve fleet profitability

    SIA has flexibility to transmute ULRs into yardstick A350s

    SIA took delivery of its first yardstick A350-900 in early 2016, but the trade class seat on the A350 first debuted in 2013 on the 777-300ER. The premium economy seat that is now on the A350 debuted in 2015 on the 777-300ER and A380.

    Using the identical seats as the yardstick A350-900 gives SIA more flexibility in the future, should it determine to circle some or replete of its A350-900ULRs into non-ULRs. The two versions are interchangeable; there are no extra fuel tanks or major design changes. 

    The ULR is able to access more fuel through interior replumbing. Airbus has increased the maximum takeoff weight (MTOW) to champion uploading higher fuel volumes, and has improved fuel parch by near to 1% through aerodynamic tweaks. However, these tweaks will become yardstick in future non-ULR variants and a MTOW expand is likewise available to non-ULR operators. 

    SIA is so far the only airline to contain committed to the A350-900ULR, which was essentially developed by Airbus at the airline's request. Flight testing of the first A350-900ULR began on 23-Apr-2018, and SIA plans to consume delivery of the first aircraft in Sep-2018.

    The original nonstop to Newark will exist operated in the first week with three frequencies, using one aircraft, but will exist quickly increased to daily from 18-Oct-2018 following delivery of the second aircraft. The third and fourth A350-900ULRs will exist used to relaunch nonstop flights to Los Angeles. A launch date for resuming nonstop flights to Los Angeles, which SIA operated from Feb-2004 to Oct-2013 with SIA’s previous fleet of five A340-500s, will exist announced within the next several weeks. 

    All seven of the A350-900ULRs that SIA has ordered are slated to exist delivered in 2018. The fifth and six aircraft will exist used for a third US nonstop route, while the seventh aircraft will exist essentially a spare. 

    SIA has not announced the third route. San Francisco, which is now served nonstop with the non-ULR version of the A350, is an option. A potential fourth nonstop US destination is likewise a possibility. 

    SIA has the option of using non-ULR A350s for US west coast routes

    SIA now has payload limitations on the San Francisco-Singapore sector during inescapable times of the year. Ironically, it could operate San Francisco-Singapore using the non-ULR version without any limitations if it had only 161 seats on the yardstick A350-900.

    SIA’s existing A350-900 fleet is in a 253-seat three class configuration. A 161-seat yardstick A350-900 could likewise potentially operate Los Angeles-Singapore without payload limitations. 

    However, SIA needs the improved scope of the ULR in order to develop original York feasible, even with the light configuration selected. Other potential US destinations in the northeast or central parts of the US can likewise only exist served with the ULR – although the economics are not very attractive because other US destinations contain much smaller local markets, with much lower premium demand.

    Los Angeles-Singapore, which was launched last year by United with 787-9s, is now the second longest flight in the world by duration. Doha-Auckland, which was launched last year by Qatar Airways, now has that distinction. Singapore-New York, which is over 18 hours in both directions, will regain the distinction of the world's longest flight after it is relaunched. 

    SIA changes flight timings and focuses on Singapore connections 

    SIA has flipped the flight timings for Newark compared to the schedule that SIA operated from 2004 to 2013. The flights will carry the ancient flight numbers: SQ21 from Newark and SQ22 from Singapore. 

    The original flight will depart Singapore near to midnight and land in Newark in the early morning. Previously, the flight departed Singapore in late morning and landed in Newark in the late afternoon. 

    The original flight will depart Newark in the late morning and land in Singapore in the early evening. Previously, the flight departed Newark in the late evening and landed in Singapore in the early morning. 

    Both schedules are salubrious for connections in Singapore. While original York-Singapore is a relatively big premium market, SIA needs to reckon on regional connections throughout Southeast Asia, and to Perth in Australia, to fill up the nonstop flight. 

    However, the original earlier departure from Newark is not as salubrious for connections at the US end. This is not a broad concern for SIA, since SIA is focused mainly on connections at the Singapore end.

    Newark has some connectivity and a train link

    With the previous nonstop flight some Newark passengers connected to other flights within the Americas, mainly using interlines. Connections will quiet exist workable for some of these destinations, but will require early morning departures. For some destinations there will not exist any same-day connections on the outbound leg.

    SIA does not work closely with United, which has a hub at Newark, even though the two airlines are both participate of the Star Alliance. The SIA and United relationship has always been rocky, and competition between the two airlines has intensified since United’s launch of nonstop flights from Singapore to San Francisco and Los Angeles. 

    Newark enables SIA to attract some passengers from Philadelphia and Washington DC via the train. This connection will exist maintained with the original flight, but early morning train departures will exist required. There is a direct train to Newark Airport from Washington DC and Philadelphia – as well as from smaller cities in Maryland, Delaware and original Jersey – making Newark more convenient than JFK for some passengers. 

    SIA will continue to serve JFK, which is much more convenient than Newark for some parts of the original York City area, with its existing one-stop flight via Frankfurt. This flight will provide the only regular economy and first class options for the original York market.

    SIA to resume capacity growth in the US market 

    The resumption of Singapore-Newark nonstop flights will expand SIA’s capacity in the US by approximately 10%. 

    SIA reduced capacity to the US by 16% in late 2013 when the nonstop flights were suspended, and by another 5% after premium economy was introduced in 2015 (which resulted in slightly lower density aircraft on most US routes). Capacity growth resumed in late 2016, when San Francisco nonstop flights were launched, but current capacity is quiet 14% below June-2013 levels.








     San Francisco  3892  3892  3794 3717 3619 3619  Los Angeles 3797  2863  2653 3696 3696 3696*  New York JFK 3297  2863  2653 2653 2653 2653  Houston 1390  1390  1390 1390 1265 1265  Newark 700  0  0 0 0 1127  US TOTAL 13,076 11,008 10,490 11,456 11,233 12,360

    With the resumed daily service to Newark, SIA will contain only 5% fewer seats in the US market than it did five years ago. SIA’s US capacity will likely attain original record levels once replete seven A350-900ULRs contain entered service. However, the exact expand will depend on what, if any, adjustments SIA makes to its existing US services when Los Angeles nonstop flights resume and when the last batch of A350-900ULRs enter service.

    SIA currently has two daily flights to Los Angeles (a 777-300ER service via Seoul and a 777-300ER service via Tokyo Narita). It only had one daily one-stop flight to Los Angeles back when it operated the nonstop flight, although at the time, the one-stop flight via Tokyo was operated with the larger A380.

    SIA switched the Seoul service from San Francisco to Los Angeles when it introduced the nonstop San Francisco flight in Oct-2016. It likewise switched the stopover of its Houston service from Moscow to Manchester in Oct-2016. SIA reduced capacity to Houston a few months later, in Jan-2017, when it switched from 777-300ERs to smaller A350-900s.

    More changes in the US operation are likely as SIA places replete seven of its A350-900ULRs in the US market. However, there will almost certainly exist an overall expand in capacity. 

    Premium capacity to expand significantly

    Most significantly, there will exist a big expand in premium capacity as SIA resumes the nonstop flights to Newark and Los Angeles.

    The Newark flight alone will expand SIA’s trade class capacity in the US market by 22%, and premium economy capacity will expand by a staggering 58%.

    SIA’s trade class capacity in the US market is currently 34% lower than five years ago. The resumption of the Newark service will narrow the decline to 9%. The resumption of the Los Angeles nonstop service will result in a original record even of trade class capacity in the US market – assuming SIA does not reduce any of the existing flights.

    However, some adjustments are likely, particularly when a third route is launched with the A350-900ULR fleet. SIA’s trade class capacity in the original York market will likewise decline in 2019 or 2020 as SIA reconfigures its A380 fleet.














    San Francisco  112/588/0 112/588 84/630/196 56/588/168 28/630/364 28/630/364 Los Angeles 84/920/0 84/602 84/602/252 56/672/392 56/672/392 56/672/392 New York JFK 84/420/0 84/602 84/602/252 84/602/252 84/602/252 84/602/252 Houston 40/210/0 40/210 40/210/0 40/210/0 0/210/120 0/210/120 Newark 0/700/0 0/0/0 0/0/0 0/0/0 0/0/0 0/469/658 US TOTALS 320/2838/0 320/2002/0 292/2044/700 236/2072/152 168/2114/1128 168/2583/1786 SIA bets on premium economy 

    Premium economy capacity in the US market will expand to nearly 1,800 weekly one-way seats after Newark is launched, and will likely exceed 2,400 one-way seats after the nonstop service to Los Angeles is launched.

    SIA will likewise significantly expand premium economy capacity in the San Francisco market, resulting in nearly 3,000 weekly one-way seats, if it switches to the A350-900ULR on the San Francisco nonstop. This is a huge amount of capacity for a relatively niche product, and would develop SIA one of the largest premium economy players in the US international market.

    In the original York market there will likewise exist a premium economy expand in 2019 or 2020, because the A380 retrofit project involves increasing premium economy capacity (as well as regular economy capacity) while reducing trade and first. SIA currently uses the low density 379-seat A380 configuration on Singapore-Frankfurt-JFK, but the airline is transitioning to a 471-seat configuration for replete A380s.

    The premium economy cabin on the A350-900ULR will exist two to three times larger than the premium economy cabin on SIA’s other long haul aircraft. Even compared to the retrofitted A380, the A350-900ULR will contain 50 more premium economy seats (slightly more than double).

    SIA’s A350-900ULR fleet will likewise contain a significantly larger premium economy cabin than those of virtually replete other airlines. SIA will requisite to reckon heavily on the corporates, which contain increasingly been implementing premium economy policies for long haul flights, to develop the A350-900ULR operation successful.

    SIA’s improves its position in Southeast Asia-New York market 

    Offering a nonstop product is Important for the premium and corporate segments as it reduces travel time between original York and Singapore. SIA currently competes with near to 20 airlines in the one-stop original York-Singapore market, several of which offer transit times that are similar to SIA's. Reintroducing the nonstop is a key differentiator, and should enable SIA to regain the market participate it lost in the key original York-Singapore premium market in 2013.

    The nonstop likewise reintroduces a one-stop option between several secondary cities in Southeast Asia and original York. This again will provide SIA a competitive handicap that it lost when it suspended the nonstop flights in 2013.

    Primary cities in Southeast Asia already contain one-stop options to original York via multiple hubs in North Asia, the Middle East and Europe. In this case SIA's services will exist a better match to its competitors, compared to its current two-stop product. Only a two-stop product will quiet exist provided for economy passengers, but this is a low-yielding and extremely competitive segment of the market that SIA prefers to cede to other airlines.

    In a 30-May-2018 statement Changi Airport stated that the "new SIA original York service is Southeast Asia's only non-stop connection to the North American east coast", and that the airport is "confident it will exist well received by Changi Airport's passengers, especially time-pressed trade travellers".

    In fact, Changi will only contain the distinction of having the only nonstop from Southeast Asia to the North American east coast for a few weeks, because Philippine Airlines (PAL) is planning to launch four weekly nonstop flights to original York on 28-Oct-2018. PAL will contain the only economy nonstop Southeast Asia-New York product as it will exist using three-class A350-900s (non-ULR). However, PAL will generally cater to a different segment of the market, and will not exist a concern to SIA.

    While the A350-900ULR is only a slightly upgraded version of the yardstick A350-900, the A350 overall offers game-changing economics for ultra long haul routes. Even with fuel prices again increasing, SIA has a much better haphazard of achieving profitability in its second attempt at the nonstop Newark route. 

    V-22 Osprey: The account of the Revolutionary Tiltrotor Aircraft | true questions and Pass4sure dumps

    Imagine an aircraft that could consume off and land enjoy a helicopter but waft as posthaste as an airplane. You're thinking of Bell Boeing V-22 Osprey, the first tiltrotor aircraft to enter production and one of the most innovative (and controversial) machines of the modern era.

    After a long and troubled evolution process, which included several notorious crashes that soured many people on the program, the Osprey eventually escaped its depraved headlines and proved itself to the Pentagon. The V-22 has entered service with the U.S. Marine Corps and U.S. Air Force, and is set to combine the U.S. Navy in the early 2020s. Its account is just beginning.

    It Really Works

    The dream of an airplane that could consume off vertically and waft horizontally is decades old. In the 1950s, Bell Helicopter Textron flew the XV-3, an aircraft that placed its two Pratt & Whitney R-985 engines on wingtips. Positioned at the near of the wings, they could rotate 90 degrees to transition from takeoff/landing to forward flight.

    The XV-3 could waft up to 185 miles an hour, much faster than simultaneous helicopters. Test pilots racked up 110 conversions from plumb to horizontal flight and back before one of the two aircraft was severely damaged in a wind tunnel accident.

    Bell XV-3 in flight.

    National Air obligate Museum

    Although that accident spelled the near of the program, the XV-3 had proven the tiltrotor concept was feasible. And after a long break, Bell followed up in 1977 with the XV-15. Unlike the XV-3, which housed the engine in the fuselage and ran a complicated system of driveshafts the length of the wings to the rotating wingtip propellers, the XV-15 placed the turboshaft engines directly on the wingtips where the entire propulsion unit could exist rotated from forward facing to straight upward. This was a lighter, less complicated solution to the tiltrotor issue and a significant step forward, freeing up space inside the aircraft to carry personnel and cargo.

    An Aircraft Born of Failure

    Meanwhile, the U.S. was facing the scourge of the Iran hostage crisis. The 1980 failure of Operation Eagle Claw, the failed hostage rescue mission, was partially attributed to the short scope of U.S. military helicopters. The U.S. Navy RH-53D helicopters, required to waft from the aircraft carrier USS Nimitz in the Persian Gulf to the Iranian capital of Tehran, lacked the scope to develop a nonstop trip. Troops and aircraft would secretly secure an airstrip in the Iranian desert to refuel the helicopters and ensure they had enough fuel for their mission. It was a perilous tactic. A collision between a C-130 Hercules and RH-53D at the refueling site caused the loss of aircraft and rescuers and forced the commander to abort the mission.

    The wreckage of a RH-53D Sea Stallion helicopter abandoned after the aborted attempt to rescue American hostages in Iran, 1980.

    Getty ImagesBettmann

    And so, in 1981, the Pentagon issued a requirement for a Joint Services Advanced plumb boost Aircraft (JVX). A long-range transport aircraft enjoy JVX would contain simplified the rescue process, allowing the rescuers to waft directly to Tehran and back without landing to refuel. In response to the military's request, Bell Helicopter Textron and Boeing Vertol proposed a tiltrotor aircraft with a substantial carrying capacity, speed, and range.

    The Bell-Boeing won the constrict for JVX in 1983. The aircraft was envisioned in multiple flavors: as a medium assault transport for the Marine Corps, replacing 1960s-era CH-46E Sea Knight transport helicopters, s CV-22 special operations variant for the Air Force, a HV-22 logistics aircraft for the Navy, and a special mission electronics aircraft for the Army.

    Today's Tiltrotor

    The first Osprey rolled out of Bell’s Flight Research focus in Arlington, Texas on May 23, 1988, and the V-22 program immediately ran into sturdy headwinds. The icy War was winding down, and the defense budget was decreasing. Budget-cutters eyed the V-22 and said its mission could exist accomplished by cheaper, traditional helicopters. Yet the aircraft survived numerous attempts to cancel it, even in the physiognomy of several high-profile, lethal accidents.

    A V-22 Osprey and U.S. Marine Corps infantryman, Spain 2015.


    Today’s Osprey is a develope aircraft design that fulfills the Pentagon's decades-long vision. The Osprey is 57 feet long and 22 feet lofty with its engine nacelles rotated upward. In that position, with two sets of rotors side by side, it is more than 84 feet wide.

    The plane is powered by two Rolls-Royce Liberty engines, each of which delivers 6,150 shaft horsepower/4,568 kilowatts. This allows the Osprey to carry a crew of four plus up to 24 personnel internally. Alternatively, the Osprey can carry up to 12,500 pounds in an external slung load, including artillery, wheeled vehicles, and supplies.

    The Marine Corps version, the MV-22 Osprey, can exist loaded with 24 Marine combat troops in the back and waft at speeds of up to 240 knots (276 miles an hour). By contrast, the ancient CH-46E Sea Knight could only carry about 18 troops at 166 miles an hour. And the MV-22 has a longer range, allowing it to carry those troops up to 230 miles versus the CH-46E’s 186 miles. The MV-22 is likewise capable of in-flight refueling, giving it nearly unlimited range. In May 2015, four MV-22s self-deployed from the Japanese island of Okinawa in the Pacific to Nepal to assist in earthquake recovery efforts, covering a distance of more than 2,500 miles.

    A U.S. Air obligate CV-22 Osprey refuels at night from a MC-130J Commando II transport.

    U.S. Air obligate photo by Staff Sgt. Erin Piazza

    Today the U.S. Marine Corps has enough Ospreys to retire the Vietnam-era CH-46, and plans to sphere a total of 360. The U.S. Air obligate currently has 46 CV-22s operational, with a requirement for 50 aircraft. The MV-22 and the CV-22 disagree in only a handful of respects, mainly that the Air obligate model carries an additional 304 gallons more fuel internally, giving it longer scope but at a slightly slower cruising speed. The U.S. Navy, meanwhile, is planning to order 38 CMV-22Bs to ferry cargo to and from shore from aircraft carriers, replacing the C-2A Greyhound. The CMV-22B will contain even greater range, a lofty frequency beyond line of sight radio, and a public address system.

    Both the MV-22 and CV-22 Ospreys contain seen combat in Afghanistan, Iraq/Syria, and the Horn of Africa region. The aircraft is lightly armed, since the tiltrotor configuration prevents it from carrying side-mounted weapons enjoy many traditional helicopters. The MV-22 Osprey has a provision for a M240B 7.62-millimeter machine gun or M2 .50 caliber ponderous machine gun firing from out the back of the rear cargo ramp, while the CV-22 has a dedicated .50 caliber machine gun in the identical position. A belly-mounted gun that can fire without risk of striking the aircraft is under development.

    MV-22 Ospreys on the tarmac at Marine Corps Air Station Futenma, Okinawa.

    Getty ImagesCarl Court

    Despite a rocky, sometimes tragic start, the Osprey’s combination of speed, range, and plumb takeoff capability has won the tiltrotor concept a permanent dwelling in aviation. The U.S. Army is now considering a similar tiltrotor, the V-280 Valor, to replace the UH-60 Blackhawk, and European aviation giant Leonardo is preparing a commercial tiltrotor, the AW609. The Navy’s CMV-22Bs will enter service starting in 2020. Meanwhile, the Marines and Air obligate will waft their Ospreys for several more decades.

    Although rooted in the 1980s, the Osprey will serve the U.S. military well into the mid-21st century.

    Emirates makes ‘flying better’ in 2018 | true questions and Pass4sure dumps

    The Malta trade Weekly Thursday, 24 January 2019, 09:00 last update: about 16 days ago

    Emirates, the world's largest international airline, delivered another year of trendsetting product and service initiatives across its fleet and network to develop "flying better" for its customers.

    In the last 12 months, Emirates carried over 59 million passengers on over 3,700 passenger flights on tolerable per week. The airline proudly served a diverse menu of over 66 million meals on its flights departing Dubai and moved near to 36 million pieces of baggage in Dubai to its global network of 157 destinations. In 2018, Emirates operated over 192,000 flights, with its fleet of 274 aircraft travelling more than 908 million kilometres around the globe.

    Reflecting on 2018's milestones, Sir Tim Clark, president, Emirates airline said: "Our ambitions contain always been driven by a commitment to incessant improvement - to develop the customer experience better and to develop their trade operations more efficient.

    "We had their challenges in 2018, however, they continued to maximise opportunities by deploying their capacity to best serve customer demand, keeping a near watch on their costs, utilising technology to improve trade performance, as well as developing more customer-centric products and services to provide their passengers with greater choice. Their customers remain at the heart of everything they effect and their incessant investments in the trade will exist the foundation on which they will build their future growth and continue to deliver solid results."


    Making the air travel experience better for customers

    The year began with Emirates setting out on a $150m programme to refurbish its Boeing 777-200LR fleet. These 10 newly refurbished aircraft are set in a two-class configuration offering 38 trade Class seats with wider seats laid out in a 2-2-2 configuration and 264 seats in Economy Class. The revamp likewise brought airier and more capacious cabins throughout the aircraft.

    Emirates is now planning for the next generation cabin design of its Boeing 777X programme. On its original generation A380s entering service from 2020 onwards, Emirates is planning the deployment of its Premium Economy product, featuring a bespoke design and an array of experience-rich touches.

    In March, Emirates celebrated 10 years of mobile connectivity onboard as it continues to exist at the forefront of innovation with inflight connectivity and entertainment.  During 2018, over 12 million passengers connected to Wi-Fi onboard Emirates. Over the summer, football fans eagerly cheered on their national teams during the FIFA World Cup onboard 175 Emirates aircraft equipped with Live TV. This year 50 more aircraft will exist retrofitted with Live TV, providing even more altenative for customers to watch live sports, breaking advice and much more.

    In addition, Emirates now offers over 1,000 movies as participate of its over 4,000 channel selection on Ice, its award-winning in-flight entertainment system. The most common movie onboard Emirates in 2018 was Black Panther, while the majority of passengers enjoyed comedy of replete genres on offer. Emirates was likewise the first of any airline to launch the classic movie E.T The Extra Terrestrial. Bringing its own content onboard, Emirates introduced a Food & Wine channel to give customers a glimpse into how it creates its menus and sources the best artisanal ingredients and beverages from global partners.

    Ice continues to win accolades with its 14th consecutive World's Best Inflight Entertainment award at the 2018 Skytrax World Airline Awards.

    Delivering the best culinary experience for customers, Emirates has been edifice on its already common special menus and dishes marking occasions including Christmas, Ramadan, Oktoberfest and the Lunar original Year, among others.

    In April, the airline upheld its leadership position when it comes to its wine and spirits selection onboard, with a revamp of its spirits offering across replete classes, introducing a scope of original premium brands as well as exclusive selections.  The Emirates Vintage collection, a selection of fine wines that contain been stored for 15 years, was introduced on select routes in First Class. The exclusive wine selection included Château Cheval Blanc 2004, Château Haut Brion 2004, Château Mouton Rothschild 2001 and Château Margaux 1998. In 2019, Emirates will exist exclusively serving the Dom Pérignon Vintage 2008, the next Vintage of Dom Pérignon. 

    Emirates likewise brought original frill products into its First and trade Class offering. The original products were developed from collaborations with BYREDO skincare, Bowers & Wilkins and Emirates' longstanding partnership with Bulgari for its refreshed amenity kits. The airline regularly refreshes its amenity kits to ensure that customers are able to experience the replete scope of products onboard.

    During the assiduous summer period, Emirates delighted families with a original waft with me animal toy selection and original Lonely Planet activity kits for children. Travellers passing through Emirates Terminal 3 in Dubai were likewise treated to complimentary cups of ice-cream.


    Enhancing the ground experience

    Emirates introduced Home Check-in in April, a original service allowing customers in Dubai to check in for their flights from the solace of their own homes, hotel or office, and contain their luggage transported prior to their flight. So far, over 6,000 bags contain been checked in for customers using this service.

    Working closely with stakeholders, Emirates announced it will soon launch the world's first "biometric path" offering customers a smooth and seamless airport journey at the airline's hub in Dubai International airport. Utilising the latest in biometric technology - a fuse of facial and iris recognition, Emirates passengers will in the upcoming months exist able to check-in for their flight, complete immigration formalities, enter the Emirates Lounge and board their flights, by simply walking through different airport touchpoints.

    In line with its "fly better" brand promise, Emirates is bringing in a brand original fleet of lofty tech buses for airside passenger operations, with a replete fleet of 128 buses to exist operational by 2020. These dedicated buses will ferry Emirates' passengers between terminals and its aircraft at remote stands in greater comfort. 

    Emirates expanded its lounge network with the opening of original facilities in Cairo taking the total number of dedicated Emirates lounges to 42. The airline likewise completed the refurbishment of its Rome lounge.

    Emirates Skywards, the airline's loyalty programme, hit a milestone 20 million members this year. In 2018, over 14 billion Miles were cashed in for upgrades, reward flights, special Emirates sponsored events, as well as benefits across the more than 172 Skywards network of partners. 

    Flight rewards continue to exist the most common employ of miles within the Emirates Skywards programme. In 2018, over 85% of replete Miles redeemed were either in the form of an upgrade, a replete reward ticket or a cash+miles transaction. This represented more than 1.1 million transactions, which is the equivalent of nearly six flight reward transactions for every consume off. During the year Emirates Skywards likewise introduced more attractive rates and a more seamless experience for members to buy, transfer and gift Skywards Miles.

    In May, Emirates Skywards revamped its My Family programme that now enables family members to pool 100% of Skywards Miles earned on Emirates flights and allows them to redeem rewards faster than before. More than 185,000 My Family accounts contain been created and the contribution of Miles from each member can exist adjusted at any time.

    In keeping pace with original technologies, Emirates Skywards now displays relevant "always-on" offers to members booking on to inspirit maximise the value of their Skywards Miles. This industry-first feature targets members with personalised upgrade and cash+miles offers based on their loyalty status and travel history when choosing their flights.

    In August, Emirates Skywards became the frequent flyer programme for flydubai. This alignment allows Emirates Skywards members to earn Skywards Miles and Tier Miles when travelling on both Emirates and flydubai.

    Providing a world-class customer experience in the online world, Emirates this year introduced immersive 3D seat models on, making it the first airline in the world to roll out web virtual reality (VR) technology on its digital platform. Customers can navigate the award-winning 3D seat map of the interior of the Emirates A380 and the Emirates Boeing 777; explore their seats, the capacious cabin and the Emirates onboard product before they select their seats.


    Making connectivity better 

    Emirates boosted altenative and connectivity for customers in 2018. As the airline received original aircraft, four original routes were launched, frequencies were added to 20 destinations and capacity to eight cities was upgraded.

    Emirates expanded its UK footprint with the launch of services to London Stansted and Edinburgh and enhanced long-haul connectivity to South America with the launch of flights to Santiago de Chile. The airline likewise launched Dubai-Bali-Auckland services, which has become the only year around non-stop daily flight between Bali and Auckland. 

    Emirates extended its partnership with flydubai to expand access to its customers to a combined network of 206 unique points and over 1 million passengers contain booked their travel on combined Emirates and flydubai itineraries as a result. Since the beginning of December, Emirates customers contain direct access to 11 flydubai destinations from Emirates Terminal 3 and both airlines continue to further enhance inter-terminal transfers for customers in Dubai. During the year Emirates likewise announced a original codeshare agreement with Jetstar Pacific and enhanced its commercial strategic partnership with South African Airways.

    Emirates hit two fleet milestones in 2018, celebrating 10 years of A380 operations in August and taking delivery of its last Boeing 777-300ER, its 146th in December.

    In January, the airline announced a $16bn (AED 58.7bn) deal for 36 additional Airbus A380 aircraft, to exist delivered to Emirates from 2020 onwards. Emirates likewise expanded the number of cities served by its common A380 aircraft to 50 destinations with the recent launch of scheduled services to Hamburg and Osaka. The airline likewise led one-off A380 services to five cities: Beirut, Muscat, Islamabad, Riyadh and Accra, and temporary services to St Petersburg.

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