Radio Aircraft

Radio Aircraft - Differs from a lot of other handheld flight radios, the brand Yaesu has chosen to concentrate on boosting the navigation reliability in this FTA750L radio with a GPS receiver of 66 channels. In addition, its NAV band also includes VOR and ILS functions, so pilots would be much safer when operating their planes.

Up to 200 channels are available on the NAV band of this radio with helpful VOR navigation and a CDI (course deviation indicator). The dual watch allows users to choose the 12 or 24-hour display depending on their liking.

Radio Aircraft

This handheld aviation radio only takes one touch to select active or standby frequencies for the aviation radio. Moreover, the exclusive menu system is so simple to operate that users would not feel the need to read its manual.

The full dot-matrix screen with backlit to view under bright sunlight and high resolution has always been a signature of this aircraft radio brand. People can reach for help through its 121.5kHz key. This sport VHF handheld aviation radio requires 6W to operate, which is stronger than average but its overall form is slim and compact like an old mobile phone.

Its screen is also much larger with 2.3 inches of high-quality LCD to ensure a stress-free programming process. The channel recall mode is displayed clearly in rows. The reason why pilots and ground crews need to have a portable aviation radio is to enable two-way communication in pre-flights and on the flights as well.

With most VHF radio models, you can also take advantage of its built-in navigation on the NAV band to improve on-air guidance and aircraft safety. In my opinion, ILS is the last thing because most aircraft radio brands do not seem to concentrate on including it in the NAV band.

However, it still plays a major role in airline safety for showing both horizontal and vertical guidance to help planes approach the land with ease. It is nice to include this bonus in the band. For communication only – An aviation handheld radio for communication is a popular system in aircraft.

It is used to both transmit and receive signals from another radio to form a conversation. A mobile com radio with a semi-duplex operation means talking and listening actions are not able to happen at once.

An effective and optimal NAV band is important if users wish to get a nav/com radio unit for aircraft. This feature is not advised as essential for a VHF radio that serves communication only, so make sure to give a check before buying.

An Icom handheld aircraft radio has always been the ideal communication device for unprofessional pilots and this IC-A16 model is not an exception. I personally enjoy using aircraft radios from this handheld aviation radio brand since almost all of them include the ANL function to reduce background noises during conversations.

VHF pilot radios, in general, are basically the same with 200 programmable channels, a large backlit LCD screen that consumes AA/lithium-ion batteries. The only major difference among aviation handheld radio models is whether they provide both navigation & communication channels or just the latter one.

Not all air band VHF radios on the current market are capable of storing flight plans but I appreciate the Icom IC-A25N unit for including this special feature. After designing flight plans on an Android/Apple device, users import them into the radio via Bluetooth.

It can hold nearly 300 waypoints and 10 flight plans. Effective NAV band – An aviation mobile radio is not only used in the airline industry for long-distance communication on air, but it can also navigate and guide pilots to land the planes.

Purchase a nav/com VHF radio for aircraft and pilots would be able to activate the built-in GPS and reach their destinations. An aviation handheld radio is known as a portable transceiver that focuses on supporting communication for civilian aircraft (VHF).

It is not much different from a regular radio but of course, there are some highlight features for this field such as its own frequency range, number of channels, and navigation via Bluetooth. Of course, NOAA channels for quick updates on the local weather forecast cannot be missed out from the radio.

Through its simple recall feature, easy to use, users are capable of programming up to 200 channels in the memory bank. There is an Alkaline tray to hold 6 AA batteries and a rechargeable lithium-ion battery.

I love that there are two diverse cables of 110VAC and 120VDC available with cradle to charge and supply power for the aviation mobile radio. In addition to the familiar VOR function on its NAV band like most other transceiver devices, it includes ILS (instrument landing system) to help pilots land their planes well.

You would not have to worry about getting a license to operate this radio as it only provides channel scanning in the frequency range from 108 to 136.975 MHz. In around 5 miles in an outdoor environment, the aviation radio functions well.

This radio kit also includes an antenna for enhanced transceiver power. Let us take some of the stress out of holiday gift buying this season by giving you more time to qualify for price adjustments. Price adjustments on purchases are available 10/8/2022 until 12/25/22.

If an item you buy has a price reduction before Christmas, we will credit the difference upon request, so you can shop confidently knowing your price is guaranteed. *View and manage your Easy Pay payment methods, schedule and view available credit limit within the “Easy Pay” section of My Account.

*Easy Pay financing option is available at Horizon's sole discretion and terms are subject to change. I can see that this handheld aviation radio is engineered to have the VOR (VHF omnidirectional radio range) together with a localizer navigation system on its NAV band.

The unit has a compact size to be portable to multiple locations at ease. As it is a two-way communication device, the VHF radio is ideal for the transceiver. The integrated Bluetooth system allows users to connect this radio with other Apple and Android devices and transfer files between them.

A separate button of the 121.5MHz frequency is available to reach out for help in emergencies. You can also get instant updates on the local weather via its NOAA channels. The second handheld aviation radio that deserves a spot on this list is undoubtedly the Yaesu FTA-550AA nav/com aviation radio, another excellent transceiver for aircraft from this brand.

With its signature oversized display of full dot matrix, it is easy to control and get access to all essential features right on the screen. This is the right aviation handheld radio you are looking for.

As far as I am concerned, a vast majority of worldwide customers have come to the decision of crowning the PJ2 handheld com radio as the best aircraft scanner. It is the only radio that is connectable with twin PJ plugs without the need for an adapter.

The simplicity with no wires and a menu makes it special. I like the LCD backlight that allows student pilots to make use of the VHF clearly in the night time. Moreover, it even delivers an overwhelming amount of loud audio via a 1500mW output to eliminate tarmac noises in transceiving.

The IP67 rating for waterproof means it can endure powerful water from a jet. First of all, insert fresh AA batteries with the required quantity or give it a full charge. Start scanning through available radio channels and frequencies or inputting them directly on its numeric keypad.

Afterwards, push the side button to talk, consequently, transmit and receive signals from another compatible radio. VOR (VHF omnidirectional radio range) is the most characteristic feature of this band. VOR is used to indicate the precise direction for a plane to head on and immediately alert pilots when it diverts out of the course.

The highest signal that a VOR system reaches is nearly 60,000 feet and 130 nautical miles wide. Through my personal experience with the aviation radio from these brands, I see that most of them enable stable connection lines even on air.

Large LCD screens with full backlit, advanced built-in navigation systems, and complete accessory sets are what make these radios more appealing to customers. The first and foremost rule is to visit only reliable physical stores and online shopping websites to get the best handheld aviation radio.

Best Buy, Walmart, eBay, Costco, Lowes, and Amazon should be the first addresses that come to your mind when considering purchasing premium VHF aircraft radios. The IPX4 standard protects the handheld aviation radio from slight water splashes, while levels 5 and 6 can handle water coming from a strong nozzle and jet.

IPX7 lets users immerse the radio 3 feet deep underwater in 30 minutes. By responding to an IP rating, an airplane radio can be used in wet conditions without damages. This RHP-530 aviation radio receiver from the brand Rexon operates with a semi-duplex system, which means either listening and talking will take place but not both of them at the same time.

There are suitable frequencies in its RX and TX modes for the VHF mobile radio unit to transmit and receive signals. Available with Single or Dual control heads. Light sport, ultra light, glider and balloon pilots will fit the Trig TY91 radio, this lower powered 6 watt model is ideal for the majority of GA users.

The TY91 is the perfect comms partner to our TT21 and TT22 Mode S (1090 ES ADS-B Out transponders), and is TSO approved for fitting to European and FAA registered aircraft. Furthermore, these aviation handheld radio brands never forget to offer legitimate warranty policies for a long time with their communication units.

Most users find their guidelines really simple to follow and the customer services have been wonderfully dedicated to helping them solve all manufacturer defects. The last Yaesu aviation radio on this list is coded as FTA-250L and it offers communication only with an impressive memory bank of 250 programmable channels.

I am truly blown away by its rugged shell made from polycarbonate and an IPX5 rating for water protection as it can deal with all kinds of weather. The rechargeable lithium-ion battery capacity of this portable aircraft radio is 2350mAh and it is assured to provide a long performance for almost 11 hours.

Its 2.3-inch graphic screen helps avoid fatigue in programming and operating the radio. As usual, there are 200 programmable channels on this VHF radio. In case users need to reprogram the VHF radio by themselves, this brand has an exclusive PC software and supplied USB cable for its connection.

With the channel recall button, up to 200 memory channels can be quickly programmed on this radio. Plus, it certainly cannot lack NOAA weather forecast channels. The highest battery capacity so far here is 2400mAh for a handheld aviation radio and it is claimed to last up to 17 hours of usage.

Keep in mind that a higher mAh capacity does not equal a better battery. It places no other effect on the radio than a longer performance between charges of those with 2000 or 1800mAh.

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Radial Engines Aircraft

Radial Engines Aircraft - Type: 3 Cylinder RadialDisplacement: 100 Cubic Inch, 1635 cc (1.63 Liter) Bore/Stroke: 92 mm x 82 mmComp Ratio: 8.2 : 1Max HP: 42 HP @ 2,500 RPMContinuous HP: 34 HP @ 2,200 RPMMax Torque: 89 Ft/Lbs

@ 2,500 RPMProp Rotation: Left-Hand, from CockpitProp Hub: 101mm Dia. x 6 holes, M8Typical Prop: Wood or Carbon, 64-74”PSRU: None, direct driveFuel Octane: 92 MoGas, 100LLDry Weight: 82 lbs (W/Electric Start), 74 lbs (no electric starter)Electric Start: Yes,

Radial Engines Aircraft

12-Volt (83 Amp)Charging: 12 Volt/28 Amp IntegratedLubrication: Phillips XC 20W60 Radial Oil Carburetor: Std - S&S Side DraftOptional: Marvel, w/ Mixture Control Optional: Dual Plug Ignition, TBI Fuel InjectionTBO: 600 Hours Type: 5 Cylinder RadialDisplacement: 207 Cubic Inch (3.4 Liter) Bore/Stroke: 92 mm x 102 mmComp Ratio: 7.8 : 1Max HP: 83 HP @ 2,300 RPMContinuous HP: 78 HP @ 1,900 RPMMax Torque: 218 Ft/Lbs @ 1,900 RPMProp.

How Does A Radial Engine Work?

Rotation: Right-Hand, from CockpitProp Hub: 101mm Dia. x 6 holes, M8Typical Prop: Wood or Carbon, 78-86”PSRU: None, direct driveFuel Octane: 92 MoGas, 100LLDry Weight: 163 lbsElectric Start: Yes, 12-Volt (83 Amp)Charging: 12 Volt/28 Amp IntegratedLubrication : Phillips XC 25W60 Radial OilCarburetor: Std - S&S Side DraftOptional: Marvel, w/ alt.

comp.Optional- Fuel InjectionTBO: 1,000 Hours A radial engine's cylinders are numbered from the top, going clockwise, with the first cylinder numbered 1. The first cylinder's connecting rod attaches directly to the crankshaft - this is the master rod.

The other cylinders' rods connect to pivoting points around the master rod. You've probably heard of a radial engine. They're the powerhouses of early aviation, up through the beginning of the jet age. These engines are amazing.

But why were they invented and how do they work? And, why did they disappear? Check it out... But radial engines do have downsides. Their massive frontal area creates drag and limits pilot visibility. Radial engines need significant airflow to cool the cylinders, so engine placement on the aircraft is limited.

Alex Udris

It's nearly impossible to install a multi-valve valve train - so nearly all radial engines use a two-valve system, limiting power. And, while a single bank of cylinders cools evenly, larger engines use rows of cylinders.

The rear rows are masked by the front rows, and the air's already hot after passing the first set of cylinders - which limits cooling. A radial engine works like any other four-stroke internal combustion engine.

Each cylinder has an intake, compression, power and exhaust stroke. They differ from inline and horizontally opposed engines in their firing order and the way they connect to the crankshaft Type: 9 Cylinder RadialDisplacement: 372 Cubic InchBore/Stroke: 92 mm x 102 mmComp Ratio: 7.8 : 1Max HP: 158 HP @ 2,400 RPMContinuous HP: 136 HP @ 2,300 RPMMax Torque: 358 Ft/Lbs @ 2,000 RPMProp Rotation: Right-Hand

, from CockpitProp Hub: SAE #1, 6 x 3/8-24 (AN-6) (Option-SAE-2)Typical Prop: Wood or Carbon, 78-86”PSRU: None, direct driveFuel Octane: 92 MoGas, 100LLDry Weight: 238 lbsElectric Start: Yes, 12-Volt (83 Amp)Charging: 12 Volt/28 Amp IntegratedLubrication: Phillips XC 25W60 Radial OilCarburetor: Std - S&S Side DraftOptional: Marvel, w/ alt.

Scarlett U

comp.Optional- Fuel InjectionTBO: 1,000 Hours You can see in the illustration that this is a five-cylinder engine -- radial engines typically have anywhere from three to nine cylinders. The radial engine has the same sort of pistons, valves and spark plugs that any four-stroke engine has.

The big difference is in the crankshaft. If you have ever seen a World War II bomber like the B-25 or the B-17, or if you have ever seen or been on an old commercial airplane like a DC-3, then you are familiar with something called a radial engine.

. Many planes of the WWII era used very large, very powerful radial engines to drive their propellers. Air-cooled radial engines have quite a few advantages over their inline cousins. They're lighter than liquid-cooled inline engines and since they don't rely on coolant, they're more damage-resistant.

Radial engines are simpler - the crankshafts are shorter and they need fewer crankshaft bearings. They're more reliable and run smoother. Aleks is a Boldmethod co-founder and technical director. He's worked in safety and operations in the airline industry, and was a flight instructor and course manager for the University of North Dakota.

Scarlett S

You can reach him at aleks@boldmethod.com. With 124 HP available, the 7S is a perfect solution to replace that expensive Rotax 912/914 with a smooth running, lightweight and more powerful 7 cylinder engine… at a much lower cost.

Eliminate costly gearbox problems and enjoy outstanding climb rates! Every radial engine has an odd number of cylinders, and they fire in an alternating order. So, a five-cylinder engine fires in a 1, 3, 5, 2, and 4 order.

A seven-cylinder engine fires in an 1, 3, 5, 7, 2, 4, 6 order. Shop Local | Contact Us | Live Chat | Order Status | RC Club *View and manage your Easy Pay payment methods, schedule and view available credit limit within the "Easy Pay" section of My Account.

*Easy Pay financing option is available at Horizon's sole discretion and terms are subject to change. Ultimately, the turbine and turboprop engines developed after World War II could develop much more power than a radial engine, more efficiently and with less weight.

Turbines Stole The Market

But it doesn't change the fact that radial engines look cool, and sound even better. Imagine up front… a growling 372 cubic inch, 9-cylinder radial, straight exhaust, swinging a huge prop with 358 ft/lbs of torque;

giving you the power of a 4-cylinder Lycoming 0-320, with the weight of a dressed Lycoming O-235. Radial engines reached their zenith during WWII. There are some radial engines around today, but they are not that common.

Most propeller-driven planes today use more traditional engine configurations (like a flat four-cylinder) or modern gas turbine engines. Gas turbines are much lighter than radial engines for the power they produce. To get more power out of a radial engine, engineers added multiple rows of cylinders.

The Pratt & Whitney Wasp Major uses four rows of seven cylinders (that's 28 total cylinders!) with a supercharger to generate up to 4,300 horsepower. It powered many of the last piston-powered large aircraft, including the B-36 Peacemaker (which used six Wasp Majors and four turbojets) and the Martin Mars.

Instead of the long shaft that's used in a multi-cylinder car engine, there is a single hub -- all of the piston's connecting rods connect to this hub. One rod is fixed, and it is generally known as the master rod.

The others are called articulating rods. They mount on pins that allow them to rotate as the crankshaft and the pistons move. Type: 7 Cylinder RadialDisplacement: 290 Cubic Inch (4.7 Liter) Bore/Stroke: 92 mm x 102 mmComp Ratio: 7.8 : 1Max HP: 124 HP @ 2,300 RPMContinuous HP: 103 HP @ 2,000 RPMMax Torque: 288 Ft/Lbs @ 2,000 RPMProp.

Rotation: Right-Hand, from CockpitProp Hub: 101mm Dia. x (6 x M8) (Option - SAE #1, 6 x AN-6)Typical Prop: Wood or Carbon, 78-86”PSRU: None, direct driveFuel Octane: 92 MoGas, 100LLDry Weight: 183 lbsElectric Start: Yes, 12-Volt (83 Amp)Charging: 12 Volt/28 Amp IntegratedLubrication: Phillips XC 25W60 Radial OilCarburetor: Std - S&S Side DraftOptional: Marvel, w/ alt.

comp.Optional- Fuel InjectionTBO: 1,000 Hours Type: 5 Cylinder RadialDisplacement: 166 Cubic Inch (2.7 Liter) Bore/Stroke: 92 mm x 102 mmComp Ratio: 8.2 : 1Max HP: 60 HP @ 2,300 RPMContinuous HP: 45 HP @ 2,000 RPMMax Torque: 133 Ft/Lbs @ 2,200 RPMProp.

Rotation: Right-Hand, (CW) from CockpitProp Hub: 101mm Dia. x 6 holes, M8Typical Prop: Wood or Carbon, 65-75”PSRU: None, direct driveFuel Octane: 92 MoGas, 100LLDry Weight: 119 lbsElectric Start: Yes, 12-Volt (83 Amp)Charging: 12 Volt/28 Amp IntegratedLubrication

: Phillips XC 25W60 Radial OilCarburetor: Std - S&S Side DraftOptional: Marvel, w/ alt. compensation, TBI Fuel InjectionOptional- Dual-Plug Electronic IgnitionTBO: 600 Hours

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Qsra Aircraft

Qsra Aircraft - The QSRA has four engines of 7500 pounds thrust each mounted above the wing and exhausting over the wing. This arrangement provides "upper surface blowing" much like the Boeing YC-14 military prototypes. In union with the specially designed wing and flap system, extremely high lift is generated with very low noise. Engines: 4 x Lycoming turbofan

Qsra Aircraft

Pt-22 Aircraft

Pt-22 Aircraft - Is the PT-22 a killer? It would be difficult to say no, since the statistics prove otherwise. It is quite obvious, after even the most cursory evaluation of the airplane, that characteristics which give the airplane its reputation are pronounced and well

known. It is a must that the pilot get to know these charac-teristics intimately so he can avoid the situations that bring them into play. This is more true of the Pt-22 than any other airplane in

Pt-22 Aircraft

its class. That doesn't make it a bad airplane. That makes it an airplane you treat with the respect it demands.

Will This Airplane Hold Its Resale Value?

wm_campaign_key = 'campaign_id'; wm_track_alt = ''; wiredminds.count (); // -> Fifteen YPT-16s were ordered in 1939 and another 30 in 1940, with the designation PT-20. Both were powered by the 125 hp Menasco engine, the PT-20

having wider cockpits and other changes to better suit military training needs. The Menasco engines did not provide as much power or reliability as the military desired, so some of the PT-20s were re-engine with five-cylinder Kinner R-440 radial engines,

rated at 132 hp. The Kinner engine was also fitted to the 100 PT-21s ordered by the Air Corps in 1941 and the 100 similar NR-1 trainers for the U.S. Navy. Once at altitude, the airplane would putt-putt

along with that peculiar Kinner rumba going on up front. In this case, it's an assymetric rhythm pattern. The cylinders on the left have short stacks while the ones on the right run into a heater muff and exit with only one stack, which makes different

Why Scale And Not Scale?

sounds in each air. On a clear blue spring day (which it was) the PT-22 dearly loves to wind its way across the landscape at 100 miles per hour, giving the pilot and passenger as comfortable

a ride as they'll ever find in an open cockpit airplane. The visibility is superb and the slip stream in the cockpit is almost non-existent, thanks to that oversized, faceted flat-panel windscreen. The military seats are adjustable for height and allow you to cruise in a low

position in total calm but to also hoist yourself up to a much better vantage point from which you conduct the landing. The MOA Foundation, Inc is a 501 (c) (3) nonprofit organization (EIN: 58-1451656) which serves to support the Museum of Aviation at Robins Air Force Base.

The Foundation is not part of the Department of Defense nor any of its components and has no government status. Any acknowledgment of Foundation supporters and donations represents a partnership with the Foundation and our efforts.

I Have Never Built An Airplane  Is This Too Difficult For Me?

Nothing implied nor stated on this website represents a relationship between Foundation supporters and the Department of Defense, the United States Air Force, nor Robins Air Force Base. It is difficult to predict any market. As of writing this, it is our opinion that the airplane will have excellent resale value once completed.

After all, the only other option is to go purchase a real Ryan ST at a price of 150-500k. Climb out at 80 miles an hour is leisurely (that word again). Eric said that he has gotten as much as 1000 feet a minute, when the air is cold

and fat and when the airplane is light. However, all we got was maybe 500-600 feet a minute, which he says is typical. The PT-22 is one of those airplanes in which both weight and density altitude

can be critical factors. Reportedly, density altitude is one of the reasons the military moved the PT-22s out of the Tucson training base to locales with cooler air. The empty weight range of the ST-L is 800-830 lbs, depending on the build and pilot weight.

Can A Pt- Replica Be Made From This Ryan St Replica?

With 125 horsepower, we have a higher power-to-weight ratio and lower wing loading than the ST-A. Shoulder and leg room are increased, as well. Pilots of 6'5 "have tried on the ST replica and have confirmed the cockpit is roomier than the original.

Primary trainers represented the first of three stages of military flight training: primary, basic, and advanced. Prior to 1939, the Air Corps relied entirely on biplanes as primary trainers, but in 1940 it ordered a small number of Ryan low-wing civilian trainers and designated them at PT-16s.

They were so successful that the Air Corps then ordered large numbers of improved versions, among them the PT-22. By the time production was completed in 1942, 1,023 PT-22s had been delivered. Twenty-five additional trainers, ordered for the Netherlands, were taken over by the Air Corps in 1942 and designated as PT-22As.

What is the point in downsizing to 95% scale? The answer here is quite simple: cost and simplicity. After all, most people can’t drop 150k on a full size replica, much less 250-500k on the real deal.

Pt- Trainer - $$

Don’t ever tell yourself something is too difficult. The key to completing a project like this is to jump in and deal with problems as they arise… ONE AT A TIME. Yes, problems will arise. You are building an airplane, after all!

But when those problems creep up, treat them individually. When one task is conquered, you are ready for the next. The included instruction manual also helps to keep things going smoothly, outlining the order of operations and showing you how to deal with manufacturing methods.

This is an easy answer that becomes a complicated one. While the Ryan ST and PT-22 look similar, they were vastly different designs that had vastly different mannerisms. You can make a PT-22 “look-alike”, but not a replica.

One plane you CAN replicate was the predecessor to the PT-22, the PT-20A, another radial-powered design that had much more in common with the original ST. Chauncy had already designed the PT-22 which is a close cousin

How Accurate Is This Replica?

of the PT-22 and with not much trouble we were able to come up with this great little model .. Thanks Chauncy. I owe ya one! Even though the airplane is dirty and will come down fairly quickly when the power is reduced, it does have

some glide left, which I proved by making my approach high enough to require slipping. We were maintaining 80 miles per hour and it showed no ten-dency to fall off, as long as you kept the speed

up. If this last paragraph sounds familiar to many of you, it should. Where it says PT-22 it should be reading AT-6. There is absolutely nothing untoward about the airplane's unstable stall characteristics or tendency to spin out of a stall.

Given the altitude (since you do not have the power), these flight habits just add a little depth to the PT-22's character. It has been demonstrated many times that pilots often do not expect these characteristics

How Many Hours Will It Take And How Much Will It Cost To Build This Plane?

in such a supposedly docile trainer. If you fly it like a T-6, the airplane wouldn't bite you in a million years but try flying it like a J-3 Cub or a Stearman and you'll eventually find yourself

stalling and spinning at some very unexpected moments. You can even surprise yourself in a tight, high-bank turn as the G force burns off the speed and you suddenly find yourself tucking one direction or the other into a spin-just like a T-6 but without

the available power. When we saddled up with Friedrichsen, to poke around in the Ryan's aerial innards, we found that there were two sides to the story and both sides were correct! It does have some peculiar handling charac-teristics, but they are peculiar

only because you do not expect them in an airplane that's suppose to be a primary trainer. If it were called the BT or an AT-22 there would not be much controversy because you would expect the

I Am A Big Person Will I Fit The St Replica?

machine to be a little more demanding and a little less forgiving, which it is. Ryan also built versions of the S-T series for export to other countries including China and the Netherlands. Some of the Dutch STM's were fitted with floats and

saw service against the Japanese in Java and the Dutch East Indies in 1942. Chauncy Green designed this model along with the P-16 ST-A version with the enclosed engine..His attention to even the smallest detail sure makes for a neat little model..I think it's his best yet ... John

Trainers are on the Helicopter CDs. The Ryan PT-22 Recruit is a military trainer aircraft used by the United States Army Air Forces for primary pilot training. It was the first monoplane that the Army had used for primary pilot training, as all previous PT aircraft were biplanes.

The Rotax 912UL / ULS line of engines is the current front-runner for engine options. Because these options don’t offer the big power of a Menasco, Tigre, or LOM engine that a full size ST would require, a weight reduction was mandatory.

What Variants Can I Replicate From This Design?

Less weight means less power required which means we now have less expensive engine options. No need to plunk 30k on a Menasco and then worry about parts availability. Since we did not want to take the time to climb

up to altitude, we never did get enough space between us and the ground to do a real spin series. Eric says that it will spin with the slightest provocation but it will recover equally as

quickly. It's possible to spin in the other direction on recovery by holding the rudder a just a little too long. In coming out at the bottom of the spin it is necessary to allow sufficient

speed to build before applying G because of the possibility of inducing a secondary stall and an accompanying spin. Streamlined and dainty by comparison, the PT-22 could teach its students things the Stearman never heard of.

What Types Of Rivets Are Used On This Plane?

Supposedly Its four degree, 10 minute swept back wing was designed specifically to give unstable stall characteristics, such as those the students would encounter in the airplanes they would soon graduate to. This could be an old wives tale since it would seem more logical

that this sweepback was introduced to correct a center of gravity problem. It was also the most heavily wing loaded of the trainers, which meant ignoring the air speed on a botched approach could, and did, result in a disproportionate number of bent airplanes.

There are many who agree that the PT-22 bears much more relationship to the AT-6 Texan then its primary trainer brethren. At the same time, however, you'll run across guys like Bill Ahern and Eric Friedrichsen who have nearly a decade

of PT-22 flying behind them. Both of their Connecticut-based airplanes are products of John Gokchoff's PT-22 production company, Component Air Inc. at Santa Paula Airport in Southern California. Gokchoff builds up brand new PT-22s, including converting them to little

fighters with Ranger 200s in the nose. Both Ahern and Friedrichsen picked up their airplanes in Santa Paula and flew their 100 mile-an-hour way eastward with faith in God and Gokchoff's ability with Kinner engines. This replica is a fairly faithful representation of the Ryan ST, ST-A, ST-A Special, PT-16, PT-20, and ST-M.

It is all-metal with optional cowlings and fairings of fiberglass or aluminum, depending on the builder's tastes. Certain things had to change to bring the weight down and make manufacturing easier. For instance, the bulkheads were designed with a different flange style.

There are various other small differences, but we strived to keep the outward appearance as accurate as possible, along with the overall look and feel of the interior. So, it is a small difference in size with huge implications on weight, performance, cockpit size, and cost to build / operate / maintain.

Even parked next to a full size ST, most people will never notice the size difference. At 100% scale, there would be no possible way to meet our cost, engine, performance, and baggage goals. That 5% is the difference between a $ 75,000 replica that meets customer criteria and a $ 150,000 replica that under-performs.

Estimates indicate about 1500 hours for construction and averaging 75k to 90k US for a finished, flying airplane. The biggest cost factor will be the engine used and the ability of the builder to scrounge for inexpensive (but airworthy!) Parts.

Compare that price to a self-built hot rod, and the numbers are roughly the same, maybe a bit lower for the airplane (cars are expensive). When we first set out to design this plane, our end-goal was to afford people the opportunity to build a replica of one of the most desirable aircraft ever built, but at a reasonable price.

Designer Claude Ryan became famous following the success of Charles Lindbergh's Trans-Atlantic flight. Yet, despite the fame and attention that the "Spirit of St. Louis" brought to the Ryan Aeronautical Company, Ryan decided to concentrate more on building his flight training schools rather than additional

aircraft. By 1933 however, Ryan was once again designing aircraft and introduced a low-wing monoplane with fixed landing gear, the Sport-Trainer (more commonly referred to as the "Ryan ST"). The ST became a force in the home and export markets.

Setting up to do stalls, I found it odd that the carburetor heat should be on the right side of the cockpit as opposed to the left. This requires you to change hands on the stick and then reach over to hit the carb heat which is an absolute

necessity since the Kinner can be a real ice machine in the right conditions. Primary trainers represented the first of three stages of military flight training - primary, basic, and advanced. Prior to 1939, the Air Corps relied entirely on biplanes as primary trainers, but in 1940 it ordered a small number of Ryan low-wing civilian trainers and designated them as PT-16s.

Some notable changes are: modern airfoil, simplified elevator trim, hydraulic brakes, better tailwheel geometry, modernized landing gear that solves the "squirrely" nature often reported of the original ST, modern lightweight wheels, simplified shocks that are lighter and easier to maintain,

simplified wire attachments at the lower landing gear, simplified modernized control systems, and heavy duty aluminum I-beam wing spars. This replica retains the original-style wires with the one strut above the wing stub. All-in-all, it is a modern airplane that is very-well disguised as a classic.

The replica was designed to take a pilot as light as 150 lbs and as heavy as 220 lbs. We have confirmed the cockpit is actually roomier than an original and will fit somebody at least 6'5 "tall (and likely much taller). WATCH YOUR WEIGHT AND BALANCE !!! This airplane will not be forgiving of weight and balance negligence.

the pilot is so far aft of the CG, the less you weigh, the less your plane will weigh (less ballast required). The ideal pilot weight would be around 180 lbs, but again, up to 220 lbs.

If you flip back through the pages of America's memories, you'll run across at least one page in which the flat landscape stretches to the horizon and endless lines of khaki-clad Ray Milland look-alikes are trooping out to equally long lines

of colorfully costumed, radial engined trainers. The location was generally some geographical definition of the word "desolation" such as Hondo, Texas or Tucson, Arizona. The look of the young eagles in all of the old photographs are the same: this was a

very young nation and a very big war and the mission was to learn the art of the third-dimension warrior. With the rapid expansion of the U.S. air forces in 1941 came a similar increase in the need to train pilots and aircrews.

In that year, Ryan received orders for the PT-22, officially named Recruit, which was powered by the larger Kinner R-540 engine of 160 hp. This was to be the major production model of the Recruit, with 1,023 built.

On the PT-22, the landing gear fairing's, also called "spats" were removed from the design, as they had made it difficult to inspect and repair the landing gear. Since a military primary trainer spent at least half of its time

practicing landings and take offs with beginning pilots, care of the landing gear was more important that the slight gain in top speed that the spats provided. The controls, unfortunately, do not match the spunky appearance of the airplane.

While the military-installed ball bearings make the feel quite slick, the PT-22 is surprising in its ability to resist your efforts to move the plane. There are many airplanes of that era which are much slower to respond

but the PT-22 looks so "quick" you would assume the controls were the same way. The response could be another characteristic best listed in the "leisurely" column. The elevators, on the other hand, are quite responsive-indicating it has plenty

of tail volume. There were many variants of the Ryan ST that can be replicated using this 95% scale plane as a foundation. The variants are ST, ST-A, ST-A Special, STM, STM-2, PT-16, PT-20, and PT-20A (radial-powered).

In addition to those variants, other oddball things have shown up on the original STs, including bubble canopies and a sliding canopy that was supposedly developed for Canadian planes. During WWII, Robins AFB served as a repair and supply depot for all PT-22s serving in the Southeast.

The PT-22 on display was delivered to the AAF in July 1942 and delivered to the Tucson Army Air Field, Arizona and later served at Minter Army Air Field, California. It was declared surplus in September 1944. The Museum acquired this aircraft in 1986 through an exchange after an extensive restoration.

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Quantum Spatial Aircraft

Quantum Spatial Aircraft - The CLASS platform can support multiple use cases in a variety of sectors that involve corridor and specialty wide area projects, including rail and roadway transportation corridors; electric transmission and distribution; inspection of infrastructure such as bridges, buildings, and dams;

airports and pipelines. It is also suitable for examinations of riverine environments and assessing geophysical risk from landslides and volcanoes. With these technologies, Quantum Spatial can provide high-density lidar point clouds at 50 to 100 points per square meter, high-resolution nadir imagery for mapping with common resolutions ranging from 1/3 inch to 1/2″ and resolution in oblique that enables

Quantum Spatial Aircraft

analysts to read signs, inspect infrastructure or accurately catalog asset conditions. The CLASS platform works at altitudes of 300 to 1,640 feet above ground line (AGL). About NV5 NV5 Global, Inc. is a provider of professional and technical engineering and consulting solutions ranked #34 in the Engineering News-Record Top 500 Design Firms list.

NV5 serves public and private sector clients in the infrastructure, energy, construction, real estate, and environmental markets. NV5 primarily focuses on five business verticals: construction quality assurance, infrastructure engineering and support services, energy, program management, and environmental solutions, and delivers geospatial services through its subsidiary Quantum Spatial, Inc., the largest full-service geospatial solutions provider in North

America. The company operates out of more than 100 locations worldwide. For additional information, please visit the Company's website at www.NV5.com. Also visit the Company on Twitter, LinkedIn, Facebook, and Vimeo. Ocean data is one of the most sought after information in the current geopolitical as well as economic sense.

The Indian National Center for Ocean Information Services (INCOIS), an autonomous body under the Ministry of Earth Sciences is responsible for ocean data collection in India. It implements Ocean Observing System in St. Petersburg, Fla. – January 22, 2019 – Quantum Spatial, Inc., an NV5 company, and the nation's largest independent geospatial data firm, today announced their new sensor platform that is designed to improve the efficiency of data collection, while delivering high-density, high-

resolution and highly accurate results. The Comprehensive Low-Altitude Sensor Solution (CLASS) combines dual-look lidar, RGB and NIR nadir imagery and forward-looking oblique imagery into one platform that can be affixed to a rotary wing platform. About Quantum Spatial

Quantum Spatial, Inc., an NV5 company, provides geospatial intelligence to government and corporate organizations to mitigate risk, plan for growth, better manage resources and achieve advanced scientific understanding. A pioneer in advanced mapping technology, Quantum Spatial's end-to-end solutions deliver data and services of the highest quality and accuracy, leveraging the widest array of technologies in all types of landscapes.

Clients use the company's acquisition, processing, analytics and visualization solutions in a range of technical and scientific disciplines - from geology and biology to hydrology, forestry, and civil engineering. Utilities, oil and gas producers, engineering and construction firms, as well as the military and major government agencies, are Quantum Spatial customers.

Quantum Spatial has multiple offices around the country. For more information visit quantumspatial.com, join us on LinkedIn or follow us on Twitter @QuantumSpatial. "Quantum Spatial developed the CLASS platform because there was no commercial sensor package on the market that met our clients' need for efficient, multi-sensor data acquisition in a single aircraft deployment," said Russ Faux, Sr.

Vice President at Quantum Spatial. "With CLASS, we are driving innovation by improving the quality of the geospatial data and associated analytical products while simultaneously reducing the data collection costs."

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Radio Altimeter Aircraft

Radio Altimeter Aircraft - A more immediate solution would be to make permanent the temporary limits that AT&T and Verizon have placed on their 5G networks near airports. Or the companies could reduce the strength of the 5G signals near airports, or redirect antennas in ways that limit or eliminate their impact on planes.

These options would probably make 5G networks less useful in those areas, and potentially not available for those who live within the buffer zones of certain airports. What about helicopters? The FAA allows air ambulance operators to continue using safety-enhancing night vision goggles in areas where the aircraft's radio altimeter could be unreliable due to 5G C-band interference as identified by NOTAMs.

Radio Altimeter Aircraft

Operators must comply with specific conditions and limitations. Similar to commercial aircraft, helicopters can perform day and night operations that do not require the use of a radio altimeter. What are radio altimeters? Radio altimeters provide highly accurate information about an aircraft's height above the ground.

The Safety Issue

Data from these radio altimeters informs other safety equipment on the plane, including navigation instruments, terrain awareness, and collision-avoidance systems. The FAA issued new approvals Thursday that allow an estimated 78 percent of the U.S. commercial fleet to perform low-visibility landings at airports where wireless companies deployed 5G C-band.

This now includes some regional jets. Airplane models with one of the 13 cleared altimeters include all Boeing 717, 737, 747, 757, 767, 777, 787, MD-10/-11; all Airbus A300, A310, A319, A320, A330, A340, A350 and A380 models;

and some Embraer 170 and 190 regional jets. The FAA is working diligently to determine which altimeters are reliable and accurate where 5G is deployed in the United States. We anticipate some altimeters will be too susceptible to 5G interference.

To preserve safety, aircraft with those altimeters will be prohibited from performing low-visibility landings where 5G is deployed because the altimeter could provide inaccurate information. Passengers should check with their airlines for the latest flight schedules.

Why Weren’t These Concerns Addressed Earlier?

Safety is the core of our mission and this guides all of our decisions. The FAA thanks AT&T and Verizon for agreeing to a voluntary delay and for their proposed mitigations. We look forward to using the additional time and space to reduce flight disruptions associated with this 5G deployment.

In his Brookings Institution piece, Mr. Wheeler, the former F.C.C. chair, outlined three sources of potential funding: The government could spend some of the $82 billion it received from selling 5G frequencies to the wireless companies;

the wireless industry could be forced to pay additional fees for use of those frequencies; or the aviation industry could be forced to pay for the upgrades because it has long known that 5G was coming.

The FAA says 5G “may” cause interference. So how do you know there's a safety risk? Aviation in the U.S. is the safest in the world. That's because we rely on data to mitigate risk, and never assume that a piece of equipment or a given flight scenario is safe until this can be demonstrated.

What Are Aviation Safety Experts Worried About?

If there's the possibility of a risk to the flying public, we are obliged to restrict the relevant flight activity until we can prove it is safe. Any solution will have to be negotiated between the airlines and the F.A.A.

on one side and wireless companies and the F.C.C. on the other. But the two camps view the problem so differently that reaching agreement could be difficult, said Harold Feld, a senior vice president at Public Knowledge, a research and advocacy group that has received funding from AT&T and Verizon.

If an altimeter's waves don't bounce back because of 5G interference, or can't be distinguished from other nearby waves, the altimeter could give the wrong reading or not function at all, said Peter Lemme, a former Boeing engineer who spent 16 years

at the company designing safety systems that rely on altimeters. Key stakeholders in the aviation and wireless industries have identified a series of steps that will continue to protect commercial air travel from disruption by 5G C-band interference while also enabling Verizon and AT&T to enhance service around certain airports.

Questions And Answers

The main components of a radio altimeter system are the transmitter, the receiver and the display unit. The display is incorporated in the ADI displays of EFIS or flight director equipped aircraft, the instrument includes a decision height feature that allows the pilot to set the decision height indel bug on the face of the instrument.

When the pointer reaches the set height during a descent a visual and/or aural warning is activated. Safety is our mission, and it guides all of our decisions. In the United States, 5G services launched in 46 markets on January 19, using frequencies in a radio spectrum called the C-band.

These frequencies can be close to those used by radio altimeters, an important piece of safety equipment in aircraft. To make sure that this does not lead to hazardous interference, the FAA requires that radio altimeters are accurate and reliable.

The airline industry has been working on new standards for radio altimeters that would address the 5G interference and other issues. But those standards are not scheduled to be released until October and would apply only to new altimeters.

Disruption Risk To Aviation From G

The F.A.A. has approved five models of altimeters as 5G compliant in the past week, but the approvals are based on the combination of altimeter and plane model, and no altimeters have been approved for use in 787s.

Many airports are not currently affected by the new 5G deployment, even though they are not on this list. These include airports not in the 46 markets where the new service will be deployed and airports that do not currently have the ability to allow low-visibility landings.

The Federal Aviation Administration (FAA) issued an Airworthiness Directive (AD) revising the landing requirements for Boeing 737 MAX airplanes at airports where 5G interference could occur. Continued collaboration between the FAA and wireless companies has enabled the agency to clear an estimated 90 percent of the U.S.

commercial aircraft fleet, including the Boeing 737 MAX, for most low-visibility approaches in 5G deployment. This AD will not apply to landings at airports where the FAA determined the aircraft radio altimeters are safe and reliable in the 5G C-band environment.

Collaborative Work Underway To Reduce Delay Cancellation Risk

It also does not apply to airports where 5G is not deployed. The FAA issued the AD because many systems on the 737 MAX rely on the radio altimeter, including autothrottle, ground proximity warning, thrust reversers and Traffic Collision Avoidance System.

During initial negotiations in January, the wireless companies offered to keep mitigations in place until July 5, 2022, while they worked with the FAA to better understand the effects of 5G C-band signals on sensitive aviation instruments.

The transmitted signal is modulated to sweep over a frequency range of, typically, 100 MHz around 500 times per second. This is a deliberately low sweep rate, designed to avoid height ambiguity which might occur at a

With safety as its core mission, the FAA will continue to ensure that the traveling public is safe as wireless companies deploy 5G. The FAA continues to work with the aviation industry and wireless companies to try to limit 5G-related flight delays and cancellations.

What Happens Now?

Throughout this process, the FAA will work with both industries to track the pace of the radio altimeter retrofits while also working with the wireless companies to relax mitigations around key airports in carefully considered phases.

The FAA is working with the aviation and wireless industries to find a solution that allows 5G C-band and aviation to safely coexist. While that work is underway, the FAA alerted operators that Notices to Air Missions (NOTAMs) may be issued to restrict operations in areas where 5G interference is possible.

It also provides additional information about aircraft systems that could be affected. But telecommunications experts say that there is little or no risk to altimeters from 5G and that the aviation business has had years to prepare for what little risk there is.

"The science is pretty clear — it is hard to repeal the laws of physics," Tom Wheeler, a former chairman of the Federal Communications Commission, wrote in a piece for the Brookings Institution in November, in which he noted that F.C.C.

engineers had found no real cause for concern. The FAA issued new approvals Wednesday that allow an estimated 62 percent of the U.S. commercial fleet to perform low-visibility landings at airports where wireless companies deployed 5G C-band.

The new safety buffer announced Tuesday around airports in the 5G deployment further expanded the number of airports available to planes with previously cleared altimeters to perform low-visibility landings. The FAA early Wednesday cleared another three altimeters.

Even with these approvals, flights at some airports may still be affected. The FAA also continues to work with manufacturers to understand how radar altimeter data is used in other flight control systems. Passengers should check with their airlines for the latest flight schedules.

Airplane models with one of the five cleared altimeters include some Boeing 717, 737, 747, 757, 767, 777, MD-10/-11 and Airbus A300, A310, A319, A320, A330, A340, A350 and A380 models. The Helicopter Association International held a webinar last week for its members on 5G interference.

One of the panelists was Seth Frick, a radar system engineer at Honeywell Aerospace, which makes altimeters for many aircraft, including its own military helicopters. Mr. Frick said Honeywell had found a range of errors, from altimeters "getting noisy" to providing no reading, in the company's testing of 5G interference.

Are the AMOCs you've issued going to remain in effect indefinitely? No. The AMOCs that we issued in advance of the rollout of 5G C-band will expire at the end of each month. That's because the wireless carriers have towers that will go live at the beginning of each month as they build out their service.

The clash has been years in the making and came to a head in the last few weeks. AT&T and Verizon agreed on Tuesday to restrict 5G near airports after airlines warned that potential interference from it could cause a crucial device on planes to malfunction, and force them to cancel flights.

Even with the airport restriction, a number of international airlines on Tuesday canceled flights to the United States, although some of those flights were restored. During the two-week delay in deploying new 5G service, safety experts determined that 5G interference with the aircraft's radio altimeter could prevent engine and braking systems from transitioning to landing mode, which could prevent an aircraft from stopping on the runway.

The accuracy of the radio altimeter is given as ±1 ft or ±3% of the indicated height, whichever is the greater. It can be subject to errors due to reflections from parts of the aircraft structure, such as the landing gear, or to leakage of signals between the transmitting and receiving aerials.

The positioning of the aerials is therefore very important and every effort is made by the manufacturer to avoid these errors. The visual warning is usually in the form of a light and the aural warning may be a chime alert or a recorded voice message.

In the event of failure of the system due to loss of power, a system or reception fault, a prominent warning flag appears on the face of the instrument. Additionally, the pointer will be obscured on these occasions or when flying above 2500 ft.

The pointer will take up a known position when the press-to-test button is depressed. In some displays the instrument scale is logarithmic for heights above 500 ft. The difference between the received and transmitted frequencies will vary as the aircraft height varies, and the time taken for the signal to travel to the ground and back varies.

It is the frequency difference that is used to determine the aircraft height above the ground at any instant, using the speed of propagation of the radio beam and the rate of change of transmitted frequency, which are both known.

The FAA is working to determine which radar altimeters will be reliable and accurate with 5G C-Band deployed in the United States. Since the agreement with the wireless companies was reached, the agency has made progress to safely reduce the risk of delays and cancellations as wireless companies share more data and manufacturer altimeter testing results arrive.

The FAA expects to provide updates soon about the estimated percentage of commercial aircraft equipped with altimeters that can operate reliably and accurately in the 5G C-Band environment. Aircraft with untested altimeters or that need retrofitting or replacement will be unable to perform low-visibility landings where 5G is deployed, as outlined in Notices to Air Missions (NOTAMs) published at 0000 EST Thursday, January 13, 2022.

The radio-altimeter manufacturers have worked at an unprecedented pace with Embraer, Boeing, Airbus and Mitsubishi Heavy Industries to develop and test filters and installation kits for these aircraft. Customers are receiving the first kits now. In most cases, the kits can be installed in a few hours at airline maintenance facilities.

AT&T and Verizon's decision to temporarily limit their new 5G network within two miles of airports should address many of these safety concerns — at least for now. But the start of 5G has been years in the making, raising questions about why airlines, the F.A.A., the wireless companies and the F.C.C.

did not resolve them earlier. AMOC stands for Alternative Method of Compliance. The AMOC process allows operators or manufacturers to demonstrate alternative ways to mitigate an unsafe situation. This process is used to clear altimeters that have been proven to be reliable and accurate in certain high-powered 5G environments.

The altimeter was patented by Lloyd Espenschied, a prolific inventor who spent more than 40 years working for Bell Labs, the celebrated research arm of AT&T. The device functions by sending out radio waves to determine a plane's location relative to the ground and other objects.

I've heard about 5G already being deployed in other countries, such as France and Japan, with no issues. Why would the U.S. be different? The U.S. airspace is the most complex in the world, and the FAA holds ourselves and our aviation sector to the highest safety standards.

Deployments of 5G technology in other countries often involve different conditions than those proposed for the U.S., including:

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Raas System Aircraft

Raas System Aircraft - ROAAS does not guarantee successful recovery from a pending runway overrun due to variability in factors such as pilot response, actual aircraft performance, and actual runway length and condition. Moreover, ROAAS may not be available at all runways worldwide, depending on database inclusion.

Germany's Lufthansa becomes the seventh airline to buy the system, after companies including Air France-KLM, United Airlines, Alaska Airlines and FedEx, according to Honeywell spokesman Bill Reavis. Reavis said that under its agreement with Lufthansa, Honeywell may not disclose financial terms of the contract.

Raas System Aircraft

And business jet pilots aren't immune either! Your passengers' most popular destinations have the most stressful landing and takeoff conditions. Rifle Garfield County Airport in Colorado, and Bert Mooney Airport in Butte, Montana, have challenges like high density altitude, short runways, box canyons, limited airspace with dense traffic, and extreme weather conditions – a nasty combination.

Precautions For Use

White knuckles for sure. Honeywell's aerospace division, based in Phoenix, said installation of the safety equipment, called the Runway Awareness and Advisory System, should begin during the second quarter of this year. The system is designed to prevent runway incursions and accidents by alerting cockpit crews about runway distances, the presence of other aircraft or other potential problems.

Runway overruns upon landing are largely considered as one of the greatest operational risks in commercial air transport and to date they are still a major contributor to accidents. Over the last 10 years, significant rulemaking efforts and industry activities have been committed to reduce runway excursions.

Airline pilots flying into popular destinations like New York, San Diego and Washington, D.C., often have difficult approaches because of their busy airspace. LaGuardia Airport is one of three airports around New York City, so pilots must negotiate multiple runways with many jets landing in quick succession.

San Diego International's busy and steep approach brings pilots right over the city skyline. And flying into Ronald Reagan Washington National Airport in Washington, D.C., requires navigating around several no-fly zones and executing a 30- to 40-degree turn close to the Potomac River to line up with the runway.

Roaas Operations

The system "will provide us with an extra margin of safety during ground operations," Claus Richter, vice president for operational support and deputy chief pilot for Lufthansa, said in a statement. The airline's formal name is Deutsche Lufthansa AG.

The result is an intuitive, graphical display that provides real-time indications of contextualised, energy-based aircraft stopping points, accompanied by timely alerts if a pilot response is required. Systems that provide flight crew alerting of an impending runway overrun have previously been developed on other airplanes.

The next evolution of Honeywell's Runway Awareness and Advisory System - RAAS, SmartRunway and SmartLanding are software options for the Enhanced Ground Proximity Warning System (EGPWS) which increase flight crew situational awareness during taxi, take-off and landing.

The RAAS system works by using global positioning technology to compare the aircraft's location with a database of airport runways to determine the plane's exact location on the airfield. The system can alert pilots when they enter a runway and provide audio alerts in situations such as landing or takeoff on a short runway, an inadvertent attempt to take off from a taxiway or an aborted takeoff or long landing, when it can call out remaining runway

distance. EUROCONTROL's European Action Plan for the Prevention of Runway Excursions of January 2013 states that “on-board real time performance monitoring and alerting systems that will assist the flight crew with the land/go-around decision and warn when more deceleration force is needed should be

made widely available". There are a number of commercial solutions available to address this need and Gulfstream and Honeywell have developed one solution, the runway overrun awareness and alerting system (ROAAS), which acts as a safety enhancement tool to flight crews during the approach and landing phases of flight

operations in order to prevent runway excursions. Other commercial offerings by Boeing and Airbus are discussed in separate articles. RAAS provides the flight crew with five 'routine advisories'. Three of these announcements will be heard by the crew in normal operations, providing increased position awareness relative to the runway during taxi and flight operations.

They are intended to reduce the risk of a runway incursion. The two remaining 'routine' advisories provide information about the aircraft location along the runway, and are intended to reduce the risk of overruns. The five advisories are:

ROAAS is not intended to be used as the sole landing or go-around decision making tool and does not substitute for landing distance assessments or normal flight management system (FMS) take-off and landing data (TOLD) calculations based on the airplane flight manual

(AFM) and operator specific standard operating procedures (SOP) for stabilized approach criteria. The pilots should be able to manually inhibit aural warnings in order to avoid false and/or nuisance warnings due to a faulty or incomplete database, MEL-items, local NOTAMs, etc.

The use of the ROAAS should be part of pilot initial and recurrent training. The ROAAS equipped aircraft operators should develop clear and unambiguous SOPs and callouts for ROAAS operations. In addition to the aural announcements provided, visual caution indications may be activated if the appropriate criteria are met.

Visual text announcements can also be configured so they are overlaid on the terrain display for a period of time after the warning is generated. The Runway Awareness and Advisory System (RAAS) is one of a number of related software enhancements available on later-model Enhanced Ground Proximity Warning Systems.

RAAS is designed to improve flight crew situational awareness, thereby reducing the risks of runway incursion, runway confusion and runway excursions. The pilot monitoring (PM) should use the ROAAS indications to provide succinct verbal approach updates to the pilot flying (PF) throughout the approach and landing (including roll-out).

These crew callouts include an initial callout when the display becomes visible (“ROAAS is green”, or “ROAAS is amber, etc.). ROAAS can be used in a wide variety of scenarios and approaches, while accurately alerting the crew of potential opportunities for runway overruns and allowing enough time for an appropriate preventive action to be taken.

The ROAAS display and corresponding aural alerts act as a tertiary source for determining if the aircraft would stop within the runway length and, if so, a stopping point within those limitations. Honeywell, with corporate headquarters in Morris Township, N.J., has about $26 billion in annual revenue from products in avionics, aircraft engines and other systems, engineered materials such as chemicals and fibers, automotive equipment and advanced materials.

The company is one of the 30 stocks in the Dow Jones Industrial Average. In addition, RAAS provides the flight crew with several 'non-routine' advisories/cautions. These announcements are designed to enhance safety and situational awareness in specific situations not routinely encountered during normal aircraft operations.

Some of the RAAS advisories include distance information. The unit of measure used for distance can be configured to be either meters or feet. An additional contributory factor to runway overruns has to do with the wrong or late decisions to adjust the aircraft energy state and/or configuration, and/or wrong or late decision to conduct a go-around or apply maximum deceleration.

Runway Awareness and Advisory System uses airport data stored in the EGPWS database, coupled with GPS and other onboard sensors, to monitor the movement of an aircraft around the airport. It provides visual/aural announcements at critical points, such as "Approaching Runway 09 Left and confirmation when an aircraft is lined up on the runway prior to takeoff: for example, "On Runway 09 Right, 2,450 meters remaining." In a scenario where

a crew inadvertently lines up on a parallel taxiway and begins a take off, an aural alert "On Taxiway, On Taxiway" is provided if the aircraft speed exceeds 40 kts. On approach and after touchdown, the system continues to announce the distance to go

until the end of the runway is reached.

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