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ATC Privatization

Sully Said 'No ATC Privatization' – You Should Too

In case you missed it, last week, former airline captain and "Miracle on the Hudson" legend Capt. Chesley "Sully" Sullenberger sharply criticized proposals for privatizing the nation's air traffic control (ATC) system, specifically the ATC-privatization plan included in H.R. 2997.

In a July 13 interview with Yahoo Global News Anchor Katie Couric, Sully noted that H.R. 2997, would cede power to the commercial airlines "by removing oversight of the air traffic control system from the FAA and much of the oversight that Congress currently has and give it to a group of people, stakeholders basically controlled by the largest airlines, to control access to and pricing of access to the air traffic control system."

The concern over H.R. 2997 expressed by Sully is one that NBAA shares: this legislation gives away Congressional oversight of aviation, and hands it to a private group unaccountable to Congress. Simply put, the bill represents the single greatest threat to the future of general aviation we have faced.

Now is the time to take tell your members of Congress you oppose H.R. 2997. The legislation could be considered by the U.S. House of Representatives as early as this week. If you haven't already done so, please do the following:

 
 
 
 

NBAA salutes Sully for speaking out against ATC privatization, and we appreciate your support on this issue of critical importance to business aviation.

Ed Bolen
President and CEO
National Business Aviation Association


F-35 Breathing Problems



Another F-35 pilot reported hypoxia-like symptoms this month at Luke AFB, Arizona, as a team of government and industry experts remain stumped by the recent spate of similar incidents there.                                                                       

An instructor pilot from the 56th Fighter Wing at Luke noticed he was lightheaded and short of breath during a local training flight on July 10, according to spokeswoman Maj. Becky Heyse. The pilot activated his backup oxygen system and returned to base safely, she said.

Initial indications are that this event was different than the previous five so-called physiological episodes in May and June at Luke, which caused the Air Force to temporarily suspend flight operations at that base. The investigation into those incidents is still ongoing, but the pilots returned to flight June 21 with temporary restrictions. The pilots are not permitted to fly above 25,000 feet.

A post-flight analysis of the July 10 incident indicated the symptoms were due to a faulty valve on the pilot’s mask, Heyse said. After the valve was replaced, the pilot flew again without any incident.

“We are classifying it as a physiological event but we are under the working assumption that it had to do with the irregularity on the valve on the mask, whereas the other five we had we have no idea still,” Heyse said.

The action team established by the F-35 Joint Program Office (JPO) on May 26 to look into the issue still has not identified a root cause for any one of the recent incidents. However, the program office is following a “standard, disciplined process to better characterize each episode,” which in turn will help “better characterize the potential causal factor areas,” according to JPO spokeswoman Brandi Schiff.

One potential factor the JPO is investigating is the quality of the bleed air supplied to Honeywell’s Onboard Oxygen Generation System (Obogs) by the Pratt & Whitney F135 engine. The team has tested the air quality from all of the affected aircraft at Luke for possible contaminants, Schiff said. The program office is currently working with the Air Force Research Laboratory to do a more extensive air quality evaluation at Luke and potentially across the fleet, she added.

Longer term, the JPO is working to accelerate the maturation of several existing sensor technologies to sense contaminants on the aircraft during flight, Schiff said.  

Schiff declined a request from Aviation Week to provide a detailed list of possible root causes the team is currently investigating.

The program office also is taking steps to refine the Obogs oxygen concentration algorithm, which meters the appropriate oxygen concentration of the air being supplied to pilots at various altitudes (as humans ascend and the air thins, they need more oxygen to breathe properly).  However, this may be a bandaid solution, as there is no indication that delivered concentration was a contributor to any of the recent events.


Aviation high school focuses curriculum around flying


Schweiss Doors supplies bifold liftstrap door for new hangar


FAIRFAX, Minn., July 6, 2017 – The new Ross Shaw Sterling Aviation High School in Houston offers students the opportunity to attend a high school that focuses its curriculum around flying, including a chance to get flight certified. The new hangar holds the school’s two aircraft behind a bifold liftstrap door from Schweiss Doors.

In 2014, staff, students and the community took part in the planning and designing of the new Sterling Aviation High School. According to high school Principal Justin Fuentes, there aren’t many high schools in the United States that offer this type of education, especially to the extent his school does.

“We are one of the few schools, if not the only school, that does the actual pilot certifications,” Fuentes says. “Two years ago, we had a graduate who was accepted into the Naval Academy. We do have a Naval Junior ROTC program here.”

Sterling’s Naval Junior Reserve Officer Training Corps (NJROTC) Detachment was first established on campus in May 1970. Graduating cadets incur no military service obligation, however, many have chosen to serve, covering every branch of the U.S. Armed Forces.
The new hangar is set up to hold two aircraft owned by the school. One of the Cessna aircraft is flyable; the other could be flyable in the future, but is used for students to learn the mechanics, repair and maintenance of the plane.

Thinking to the future and possible growth, the hangar design called for a door larger than presently needed. The bifold liftstrap aluminum frame door measures 49-feet, 6-inches wide by 20-feet, 2-inches high. It operates on a 460v 3-phase system with a top-drive motor. It has galvanized wind rails and side rails, a keyed switch entry system, electric photo eye sensors and is wind-rated for 120 mph. Two rows of six windows on each half of the door let in an ample amount of daylight. Cadence McShane Construction of Addison, Texas served as the general contractor on the project.

“It’s opening up to a new type of education,” Fuentes says. “It’s gigantic, truly massive, and how it folds up, I hadn’t expected that. I like the access it gives and think people will come just to see the door. People talked a lot about it during our grand opening, when masses of people walked into the building.”

Plans for the new hangar area may include technical labs along the side looking out into the hangar. Students can be in the classroom, work in the lab space and do work inside the hangar, which is very different from any other school Fuentes has seen.

“Opposite of the door is a glass wall, so anybody entering our building, the first thing they see are the airplanes in the hangar and the door behind them and the classrooms alongside,” Fuentes says. “So it’s really a showpiece for our school and what we are trying to do for our students.”
About 40 percent of Sterling graduates go directly into the workforce. The remainder go into the military or to universities and colleges. In 2015, the open enrollment school serving grade 9-12 registered 1,133 students, of which 99 percent were minority students. Fuentes estimates that 5-10 percent attend Sterling because of the flight program. He projects higher enrollment in the future.

In the high school aviation magnet program, students must take Federal Aviation Administration-approved base courses before being eligible to take up to 30 hours of flight time. Students may then take the FAA written examination.

“We do the training for the students to take the FAA examination, and then they do their actual piloting at a local vendor at Ellington Air Force Base,” Fuentes says. “In our classrooms, we have two moving flight simulators. One of them is a Redbird MCX full-motion simulator and we have several desktop simulators as well. By the time a student enters 11th grade, providing they pass the FAA exams, they start flying.”
The school’s control tower is not operational, yet, but Fuentes says plans are to have it linked to airwaves at William P. Hobby International Airport, located about a mile from the school. Currently, students can listen to control tower communication and see aircraft landing and taking off.

Schweiss Doors is the premier manufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Schweiss also offers a cable to liftstrap conversion package. For more information, visit
www.bifold.com.

 

Ross Shaw Sterling Aviation School in Houston had this 49-foot, 6-inch by 20-foot, 2-inch Schweiss bifold liftstrap door placed on its new attached hangar. The custom-made aluminum frame door has galvanized wind rails and side rails and a keyed switch entry system.
 
Students in the Sterling Aviation Sciences Magnet Program prepare for a future in aviation beginning in ninth grade. By the time they are seniors they earn flight certification and can take private flight lessons with a certified flight instructor.
 
The bifold liftstrap door has 12 windows that allow an ample amount of natural light into the hangar. Electric photo eye sensors were added to the 120 mph wind-rated door as an extra safety option.
 

This student from Sterling Aviation School in Houston is training on the Redbird MCX full-motion flight simulator. They also have a Redbird MX2 simulator and several desktop simulators. By the time students reach their junior year in high school they are ready to be flight certified.
 
The bifold liftstrap door is built on an aluminum frame with galvanized side rails and electric photo eye sensors. Top drive 460-volt 3-phase motors and strong liftstraps open the big door quickly and quietly. The door also is equipped with a keyed open/close switch.

Public Relations Contact:
Mike Schweiss, owner
Schweiss Doors
72121 470th St.
Hector, Minn. 55342
(507) 426-8273
schweiss@schweissdoors.com 


This Way or That-a-Way

                                                                            

Air traffic controllers have quite a few options for saying one simple thing: “Turn your airplane.” Each vectoring method, like a hammer or a pair of pliers, is a specialized tool designed to fit a particular situation.

As you fly, you may hear a variety of vectoring radio phraseology on a daily basis. Like many real-world tools, they may appear simple and familiar on the surface. However, using them requires proper technique and foresight on the part of both controllers and pilots.

Go That-a-Way

FAA Order 7110.65—the ATC handbook—lays out the vectoring toolbox in section 5-6-2. Let’s roll with the basics: “FLY HEADING (degrees).” The controller wants you to turn to the assigned heading, but which direction should you turn? The Pilot/Controller Glossary’s Fly Heading entry says, “The pilot is expected to turn in the shorter direction to the heading unless otherwise instructed by ATC.” If you’re heading 089, and ATC says “Fly heading 270”, you’ll make your turn to the left. If there’s ever any ambiguity—for instance, if you’re flying 090 degrees and ATC wants a 270-degree heading—verify the direction with the controller.

If ATC indeed needs the turn in a certain direction, they’ll employ the second tool: “TURN LEFT/RIGHT HEADING (degrees).” Let’s say you’re heading 089 degrees again and need a westbound turn, but off your left wing there’s an obstacle or traffic. “Turn right heading 270” ensures you make that turn in a safe direction. If the direction is truly critical or the turn direction is counterintuitive, controllers may add extra emphasis, such as, “Turn right—again, turn right—heading 270.”

“TURN (number of degrees) LEFT/RIGHT.” This is commonly used for tweaking existing vectors. Are you now on that 270-degree vector, but the winds aloft have you tracking 250 degrees across the ground? To compensate, ATC’s next instruction could be, “Turn 20 degrees right.”

“DEPART (fix) HEADING (degrees).” Cross the specified geographic fix, then fly the heading. Imagine your destination is landing Runway 36, and you’re approaching it from the northwest. There’s a VOR named ABC five miles due west of the airport. “Proceed direct ABC, depart ABC heading 180.” You cross ABC and turn south. That’ll set you up on a midfield left downwind for Runway 36, five miles west of the airport. Now all ATC needs to do is give you a base turn to join the final.

“FLY PRESENT HEADING.” Last and certainly the least complicated, it instructs you stay on your current heading. This will probably be coupled with other instructions. Perhaps you took off on a tower-assigned heading of 090 degrees. Due to traffic, ATC doesn’t want you to turn yet. “Fly present heading. Climb and maintain 5000.” Another example? How about picking up an airborne IFR clearance when you’re already more-or-less headed towards your first fix. “Cleared to [destination] as filed. Climb and maintain 7000. Fly present heading. When able, proceed on course [first fix].”

Because It’s Tuesday

That’s the “how” of vectoring. What about the why? You filed a specific route because it suited your flight best. If ATC is pulling you off that route, there needs to be a reason. Paragraph 5-6-2 (b) of the handbook instructs controllers, “When initiating a vector, advise the pilot of the purpose.”

There can be any number of reasons for a vector, but 5-6-2 illustrates the major ones: “Determine optimum routing based on… wind, weather, traffic, pilot requests, noise abatement, adjacent sector requirement, and letters of agreement.” Note: nowhere in there does it say “for controller amusement.” ATC is in the business of getting you to point B as expediently as possible. If we’re adding on to your flight time, the reason must be legitimate.

Some common ones? “VECTOR FOR TRAFFIC” or “VECTOR FOR SPACING.” Those are self-explanatory. ATC is supposed to separate and sequence planes, and that’s what those vectors accomplish.

Speaking of traffic, depending on your aircraft’s speed and vertical performance, vectors may be required to get you in or out of congested terminal airspace. “VECTOR FOR CLIMB (OR DESCENT)” covers the twists and turns sometimes required to sequence a mix of different aircraft. A related side note: If you’re being vectored off a published procedure with altitude restrictions, like a SID, STAR, or even an instrument approach, ATC has to assign you an altitude to maintain.

How long will these vectors last? If ATC’s got at least a ballpark figure, they should follow 5-6-2 (d). “If appropriate, advise the pilot what to expect when the vector is completed.” This urges ATC to keep you in the loop. Examples? “Turn 20 degrees left, vector around active restricted airspace. Expect direct APT in two-zero miles.”

This also applies for weather-related vectors. A radar controller may vector you around precipitation that’s depicted on their radar scopes, but you’re the pilot-in-command with your eyes out the window. The ultimate power is yours. ATC knows that. If they’re vectoring you through a ten mile gap in a storm line, they’ll likely make the heading conditional. “Fly heading 290, vector for weather. When able, proceed on course.” In other words, when you’re comfortable with what you see outside or on your equipment, you can come off the vector and resume your own navigation.

The termination point of a vector is implied when ATC uses navigation vectors such as “VECTOR TO (fix or airway)” and “VECTOR TO INTERCEPT (name of NAVAID) (specified radial).” Upon reaching a certain fix, airway, or radial, you’ll likely be expected to resume your own navigation. “Fly heading 130, vector to V36. Join V36 southeast bound.” How about a VOR radial? “Fly heading 310, vector to intercept the ABC VOR 330 radial outbound.”

No Sharp Angles

Of course, we’ve got to tackle the all-important “VECTOR TO (approach name) FINAL APPROACH COURSE.” Does a good landing start when you’re about to flare? Of course not. It begins with a stable approach, which in turn begins with a smooth turn on to final. Good vectors allow reasonable time to turn and get established on the final approach course.

Therefore, controllers don’t aim aircraft at the final approach fix itself. Instead, they base their vectoring on an imaginary reference target called the “approach gate,” typically located one mile outside the FAF. It doesn’t appear on any chart; a controller pictures it mentally for each approach. By vectoring a pilot to intercept final at this gate, it guarantees at least one flying mile to get established laterally on the final before the pilot begins descent at the FAF.

Weather and the type of approach change how the gate is used. Is the ceiling at least 500 feet above the local Minimum Vectoring Altitude (MVA) and the visibility over three miles? ATC can vector directly at the approach gate. Under those conditions, a pilot can even request to be vectored directly at the FAF, i.e. inside the approach gate.

If the weather is below the 500/3 criteria, all aircraft need to intercept two or more miles outside the approach gate (i.e. three miles from the FAF). This increases the safety margins when the sky conditions are unfavorable. The latter, increased distance also applies to all aircraft on RNAV or GPS approaches, regardless of weather.

Why do RNAV approaches require the increased distance all the time? During transition from enroute flight to an active RNAV approach, the sensitivities of an aircraft GPS receiver’s autonomous integrity monitoring (RAIM) protocol and the panel CDI increase to meet the approach’s increased accuracy needs. RAIM verifies both that there are enough satellites visible, and the accuracy of navigation calculations. This process begins at two miles from the final approach waypoint (FAWP). Therefore, aircraft on RNAV approaches must be vectored to intercept final at least three miles from FAWP to allow proper time for the RAIM checks. It’s a safety thing.

Hitting the Floor

There are plenty of “minimum” altitudes related to IFR flight—minimum reception altitude (MRA), minimum enroute altitude (MEA), minimum obstacle clearance altitude (MOCA), etc. Controllers may be aware of some of those for their airspace, but the one they’re most keenly familiar with is the MVA, or Minimum Vectoring Altitude. I mentioned it briefly before, but what is it exactly?

As defined in the Pilot/Controller Glossary, the MVA is “the lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures, and missed approaches. The altitude meets IFR obstacle clearance criteria.” Over flat terrain, the MVA is typically 1000 feet above the highest obstacle in the area. Double the height cushion to 2000 feet over mountainous terrain.

MVA charts are not openly available to pilots. However, MVA altitudes are fairly easy to deduce. For instance, if you’re overflying a Midwestern plain that’s barren save for a 2000-foot MSL antenna, expect the MVA around the antenna to be 3000. feet The FAF/FAWP altitudes for approaches in the area may also give you a clue, since controllers don’t generally vector for approaches below those altitudes.

While an MVA overall is a hard floor, there are certain circumstances where ATC can vector IFR aircraft below it. Ever had a tower controller tell you to fly a heading and then clear you for takeoff? How about shooting a practice ILS to a touch and go, then executing a non-published missed approach consisting of an ATC-assigned heading and altitude? Both are assigned vectors, and on the go you weren’t even off the ground yet, much less above the MVA. How does that work?

Obviously, a primary concern for departing pilots is obstacle clearance, especially in IMC. If the departure or missed approach aircraft’s flight path takes it at least three miles from an obstacle, ATC has to vector to maintain that minimum distance. What if the flight path is closer than 3 nm? That’s fine, but on departure, ATC has to turn the aircraft away from the obstacle. In both cases, once the aircraft climbs above the obstacle’s altitude, ATC is free to vector in all directions.

Over the past several years, the FAA has also been introducing Diverse Vector Areas. Based on in-depth studies of obstructions around an airport, they allow even greater departure vectoring flexibility below the MVA. I encourage you to read Lee Smith’s great article “Diverse Vector Areas” in the March 2015 issue of IFR, where he covers the subject in great detail.

Whether you’re getting a left turn, right turn, or told to “fly present heading,” vectors are serving the needs of safety and expediency. Sure, they’re simple tools, but they’re necessary and highly effective at keeping aircraft apart and in order.

When he’s working a busy final out in the Midwest, Tarrance Kramer doesn’t let a tool go unused.

This article originally appeared in the June 2015 issue of IFR magazine.


Harold Haskins Services

Meggitt (Troy), Inc. (formerly Stewart Warner Corp., South Wind Division) AD 2017-06-03 Hits The Streets Effective May 5, 2017

Applies to all South Wind Heaters installed in certificated aircraft.

NEWS FLASH! 6/06/2017: FAA approves A.M.O.C. for pressure decay testing 900 Series Stewart-Warner South Wind combustion aircraft heaters.


Hartzell Engine Technologies Introduces New FAA TSO Approved I-Series Cabin Heaters

Montgomery, Alabama. October 10, 2012 - Hartzell Engine Technologies LLC (HET) has received FAA TSO approval for its new I-Series of aircraft cabin heaters. Adapted from its military proven S-Series heaters, the I-Series heaters contain a new combustion tube constructed of Inconel®, a material proven to provide superior performance over ceramic coated stainless steel in extreme temperature applications. The I-Series heaters also feature a replaceable spark plug with an integral ground electrode to improve serviceability.

Hartzell’s new I-Series heaters directly replace Hartzell and Janitrol branded B-Series heaters and are exempt from the requirements of Airworthiness Directive 2004-21-05 applicable to the B-Series. The FAA has approved HET Service Bulletin A-101 revision G to provide installation approval for the I-Series in place of the B-Series. Hartzell will also offer factory rebuilt I-Series heaters and field upgrade kits to convert a B-Series heater to the new I-Series.


Welcome!

Welcome to our Web site. This site offers you the opportunity to learn more about HAROLD HASKINS, INC., the first FAA Repair Station for aircraft heaters, founded in 1967.

HAROLD HASKINS, INC. is an Authorized Distributor for Hartzell Engine Technologies (Janitrol & C & D) and Meggitt/Stewart Warner-South Wind Combustion Aircraft Heaters and their components - heaters, ignition assemblies, spark plugs, blower assemblies, dc motors, brushes, bearings, blower wheels, fuel pumps, fuel pressure regulators, gaskets, grommets, and AN/MS hardware.

To learn more about us, click any item on our menu. If you have comments or questions, let us know by clicking Contact Us. Thanks for visiting and be sure to check back often for updated information.


Don't wait for your combustion tube to look like this! Have it checked today!

The mechanic said "It was working when I pulled it out"

Pilot Insurance

 
VFR – Very Friendly Rates – Life Insurance Designed for Pilots. Pilot Insurance Center life agents are the most knowledgeable aviation life insurance experts in the business. Get complete coverage with no aviation exclusions. Fast and easy quotes with aviation quoted correctly. A+ rated carriers. Pilot Insurance at (800) 380-8376 or pilotinsurance.com

Palm Springs Airport Beer Fest

Air Museum,Activities,events

6th Annual Props & Hops CRAFT BEER FESTIVAL at

Palm Springs Air Museum

 

On  Saturday, Nov 18, 2017 from 12 noon  til 5 PM, dozens of local craft breweries return to the Palm Springs Air Museum for the 6th Annual Props & Hops Craft Beer Festival. Returning Title Sponsor is Hot Purple Energy, an elite Sun Power distributor. Highlights of the day’s event include:

·       Eight 4-ounce tastings & event glassware (while supplies last) included with admission

·       Live music

·       Special “Cicerone Rare Beer Tasting” in flight on the DC-3 (limited to two flights with 14 spots per flight) – must be paid in advance - $175 – this fee does include admission to the Craft Beer Festival – www.PropsandHopsFestival.com

·       Flight exhibitions throughout the afternoon

·       Food vendors

·       Participating breweries will be announced

·       Additional beer tasting tickets for sale on site

·       Must be age 21 or older for admittance to the Festival – no exceptions!

·       Festival sponsorships available – call Lisa – 760-482-1832

All attendees must have valid proof of age and must be over 21 years of age.  Tickets to the Props & Hops CRAFT BEER FESTIVAL include entrance to the beer tasting areas only, not to the whole museum: 745 N. Gene Autry Trail, Palm Springs;

 

 


Boeing Plans Tests For Autonomous Airliner


Boeing plans to start flight tests next year of an artificial-intelligence system that would be capable of flying a commercial jet, Mike Sinnett, vice president of product development at Boeing Commercial Airplanes, said at a recent press briefing. Sinnett said his team will fly a simulator later this year with the AI system making some of the piloting decisions, and they will test-fly it next year on a real airplane. “There’s going to be a transition from the requirement to have a skilled aviator operate the airplane to having a system that operates the vehicle autonomously, if we can do that with the same level of safety,” Sinnett said, according to the Seattle Times. “That’s a really big if,” he added.

The standards that airplanes must meet are much higher than for cars, where fatality rates are high. Autonomous cars can easily improve on the accident rate compared to human drivers. Yet U.S. airlines have not had a fatal accident since 2009. That means the accident rate of autonomous airplanes will need “to be as good as zero,” Sinnett said. Sinnett said Boeing’s interest in autonomous flight is driven by a concern that the supply of qualified pilots may not be adequate to meet the needs of airlines. In the next two decades, Boeing forecasts sales of about 40,000 new commercial jets. “Where will the experienced pilots come from?” Sinnett asked. Sinnett plans to talk more about the autonomy project next week at the Paris Air Show, according to the Times.


Quality ‘hinges’ on proper components for hangar doors

Schweiss Doors rescues Florida hangar owner


Imagine waking up to this knowing you won’t be able to get your aircraft out of
the hangar. This inferior hydraulic 74-foot by19-foot Florida hangar door literally
fell off its hinges and had to be sent to the junk heap. It was replaced with a
Schweiss Doors hydraulic door.

FAIRFAX, Minn., June 13, 2017 – Imagine walking out to your hangar to see its 74-foot door in a twisted heap, lying on the ground. Tom Vaughan, a manager at two Florida municipal airports, recently experienced this headache, discovering inferior hinges were the culprit. His next call was to Schweiss Doors.

Vaughan says the door was sold and installed by a company that went out of business. His was a perfect situation emphasizing the need for hydraulic or bifold door buyers to do some homework. Vaughan was sold hinges that were not strong enough to hold the door in place. Weather was not a factor in the door collapse; no wind, no storm, just inferior hinges.

“I can tell you one thing,” Vaughan says, who manages at Airglades Municipal Airport in Clewiston, Fla., and LaBelle Municipal Airport in LaBelle, Fla. “If we ever have to replace any other doors, it will be with a Schweiss door and not any other brand. There is no doubt about it. Getting a new Schweiss hydraulic door fixed this dilemma, but you can imagine, there are 69 more of these doors at LaBelle and Airglades to worry about each day.”

While it’s possible for large doors to be damaged during tornado or hurricane conditions, weather conditions were not a factor in this failure.
“It looked like the top hinges broke off starting with a structural failure at one corner which created a domino effect halfway across to the side of the building,” Vaughan says. “There were several planes in the hangar at the time, but they thankfully weren’t damaged. This calamity put the hangar out of operation for four months.”
Vaughan was aware the installer of his door had gone out of business, so he started a search for a new door online, where he discovered Schweiss Doors. About the same time, a local tenant returned from the SUN ‘n’ FUN air show, where he saw the Schweiss Doors display. He told Vaughan about the solid construction of the Schweiss doors.

“We chopped up the door and threw it away,” Vaughah says. “It wasn’t good for anything else. It was just nothin’ but a hunk of junk metal sitting there. It wasn’t even an old door. It was installed in 2010.”

The hangar now has a 74-foot, 3-inch by 19-foot, 2-inch custom-made hydraulic door from Schwiess Doors. The door is engineered for a 175 mph windload with a 12-volt back-up system and reinforced with a strong external truss and Schweiss’ hydraulic frame with triple push tubes. It has a hydraulic 2-speed valve that enables the door to slow down at the top and bottom cycle for smoother operation.

“Schwiess Doors are overly built, the hinges are 10 times better and stronger than the hinges on the broken door. They all have grease fittings, where the Brand X doors didn’t have grease fittings. The Schweiss cylinders are about three times the size for the same size door.

We asked our local aviation engineer to look at the Schweiss door from his engineering standpoint. He took pictures and we gave him a brochure and he said he was going to take it back to his engineering firm to tell them if they have any future clients interested in putting up a door to direct them to Schweiss. Our Schweiss hydraulic door arrived on time and in good condition. Schweiss made a promise to have it to us in three weeks, and they darn sure did. We were thinking it would be 60 to 90 days to get the door. I worked with the engineers at Schweiss Doors and they were helpful with suggestions and gave is all the information we needed.”
Vaughan says a little homework could have saved a lot of hassle, time and money. Hindsight is 20/20, even when you’re flying.

Schweiss Doors is the premier manufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Schweiss also offers a cable to liftstrap conversion package. For more information, visit www.bifold.com.
 
Photo Captions:
In addition to the loss of many thousands of dollars’ worth of useless door, additional expense was incurred to remove it and purchase a replacement door. The six-year-old hangar was put out of commission for four months.

The hangar is open for business with a new Schweiss Doors 74-foot hydraulic door. The large Florida hangar had several aircraft inside when the door collapsed. Had a plane been leaving the hangar it could have resulted in a lost aircraft or even death.

This photo shows the super strong Schweiss Doors hydraulic steel framework. Compare the larger cylinders and exterior truss of the Schweiss door to those on the damaged door, which didn’t even have grease zerks for lubrication.

The Schweiss Doors hydraulic door delivered to Florida in express fashion is engineered for 175 mph windload and equipped with a hydraulic 2-speed valve for smooth operation when reaching the doors top height and closing operation.

Strong steel framework and the best hinge system on the market will keep this door working for years to come.

The Schweiss door is engineered for 175 mph windload and reinforced with a strong external truss. It also has a latching system that locks the door in weathertight to the hangar.

The Schweiss Doors hydraulic frame was built with triple push tubes for added strength. It also has a hydraulic 2-speed valve that enables the door to slow down at the top and bottom cycle for smoother operation.

Public Relations Contact:
Mike Schweiss, owner
Schweiss Doors
72121 470th St.
Hector, Minn. 55342
(507) 426-8273
schweiss@schweissdoors.com



Boeing studies pilotless planes as it ponders next jetliner




By Alwyn Scott | SEATTLE

SEATTLE Boeing Co is looking ahead to a brave new world where jetliners fly without pilots and aims to test some of the technology next year, the world's biggest plane maker said in a briefing ahead of the Paris Airshow.

The idea may seem far-fetched but with self-flying drones available for less than $1,000, "the basic building blocks of the technology clearly are available," said Mike Sinnett, Boeing's vice president of product development.

Jetliners can already take off, cruise and land using their onboard flight computers and the number of pilots on a standard passenger plane has dropped to two from three over the years.

Sinnett, a pilot himself, plans to test the technology in a cockpit simulator this summer and "fly on an airplane next year some artificial intelligence that makes decisions that pilots would make", he said.

Self-flying aircraft would need to meet the safety standards of air travel, which had its safest year in 2016, according to the Aviation Safety Network. They would also need to convince regulators who don't yet know how to certify such planes.

"I have no idea how we're going to do that," Sinnett said. "But we're studying it right now and we're developing those algorithms."

Airlines are among those backing the idea, in part to deal with a projected need for 1.5 million pilots over the next 20 years as global demand for air travel continues to grow.

But a self-flying plane would need to be able land safely as Captain Chesley Sullenberger did in the "Miracle on the Hudson," Sinnett said. "If it can't, then we can't go there."

A U.S. Airways plane hit a flock of geese shortly after taking off from New York in 2009 knocking out its engines but Sullenberger managed to glide the Airbus A320 to a safe landing on the Hudson River, saving all 150 passengers on board.

Boeing is also inching closer to creating its next new aircraft to plug a gap in its product line between its best-selling narrow-bodied 737 and its larger 787 Dreamliner. It aims to bring the new jet to customers around 2025.

After in-depth talks with nearly 60 customers it concluded that current wide-body planes have too much range for most of the routes narrow-body planes fly, Boeing Commercial Airplanes Chief Executive Kevin McAllister said in a separate briefing.

"This is a market that cannot be served by narrow-bodies - not by ours or our competitors'" he said, referring to rival Airbus. "It can be served by wide-bodies, the question is can it be more efficiently served by a targeted airplane?"

(Editing by David Clarke)