Benoit W.

#ICAO80 in Photos 📸 The First Session of ICAO Assembly was held in Montréal, Canada, from 6 to 27 May 1947. It brought together representatives from various countries to lay the groundwork for aviation standards, regulations, and cooperation among nations in the aftermath of World War II. What is the ICAO Assembly? The ICAO Assembly is the highest decision-making body of the International Civil Aviation Organization. It usually meets once every three years and is composed of representatives from all ICAO Member States. It serves as a forum for discussing key issues concerning international civil aviation, including safety, air navigation, environmental sustainability, and regulatory standards. Besides reviewing topical Working papers and major issues, Assemblies also elect the ICAO Council States and establish ICAO's budget and work programme for three-year periods. It does this by adopting Resolutions and by taking appropriate action on the reports of the Council and any matters reported to it by the Council. The 42nd Assembly will take place in the fall of 2025.

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Discover the differences between the Citation Sovereign and Sovereign+ in this detailed comparison by jetAVIVA Managing Director, Kandi Spangler. Both jets are renowned for their performance and versatility, but the Sovereign+ takes it a step further with enhanced engines, better range, and advanced technology. Whether you need transcontinental range or access to airports with shorter runways, these aircraft offer impressive options. Dive into the article to learn more about how these two jets compare and find out which one suits your needs best. Read the full article here: https://zurl.co/hp3q Ready to buy? Contact [email protected] #jetAVIVA #LifeisShortFlyaJet #Cessna #CitationSovereign #CitationSovereign+ #AircraftComparison #PrivateJet #Turboprop #AviationInsights #PrivateJetIndustry #blog #thelatest #aviation #bizav #BusinessAviation #flyprivate

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[Ingenuity Team Says Goodbye To Pioneering Mars Helicopter] The final downlink shift by the Ingenuity team was a time to reflect on a highly successful mission — and to prepare the first aircraft on another world for its new role. Engineers working on NASA’s Ingenuity Mars Helicopter assembled for one last time in a control room at the agency’s Jet Propulsion Laboratory in Southern California on Tuesday, April 16, to monitor a transmission from the history-making helicopter. While the mission ended Jan. 25, the rotorcraft has remained in communication with the agency’s Perseverance Mars rover, which serves as a base station for Ingenuity. This transmission, received through the antennas of NASA’s Deep Space Network, marked the final time the mission team would be working together on Ingenuity operations. Now the helicopter is ready for its final act: to serve as a stationary testbed, collecting data that could benefit future explorers of the Red Planet. “With apologies to Dylan Thomas, Ingenuity will not be going gently into that good Martian night,” said Josh Anderson, Ingenuity team lead at JPL. “It is almost unbelievable that after over 1,000 Martian days on the surface, 72 flights, and one rough landing, she still has something to give. And thanks to the dedication of this amazing team, not only did Ingenuity overachieve beyond our wildest dreams, but also it may teach us new lessons in the years to come.” Originally designed as a short-lived technology demonstration mission that would perform up to five experimental test flights over 30 days, the first aircraft on another world operated from the Martian surface for almost three years, flew more than 14 times farther than the distance expected, and logged more than two hours of total flight time. Ingenuity’s mission ended after the helicopter experienced a hard landing on its last flight, significantly damaging its rotor blades. Unable to fly, the rotorcraft will remain at “Valinor Hills” while the Perseverance rover drives out of communications range as it continues to explore the western limb of Jezero Crater. Source: https://lnkd.in/e5e3xjE2 #galaxyaerosgh #space #spaceexploration #spacenews

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AIP, SID, STAR, ILS, VOR, ADF, RVR, MDA, DA, TOC, TOP….there are so many acronyms in IFR flying, you might feel a bit overwhelmed We are here for you, and we will explain all of them thoroughly in the book. Purchase ‘How to fly IFR’. Link in bio! #howtoflyairplanes #howtoflyifr #ifr #imc #learnifr

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Do you know what the Windracers removable flight tags are actually used for? These tags remind Ground Support personnel to uncover the pitot tubes which measure air speed. #Windracers #ULTRA #Aviation #Innovation #Lowcost #Depenable #CargoAircraft #SelfFlying #Avionics #Drone #Autopilot #Robust #Masterless #Universal #FlightTag #Flying

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#worldqualitymonth #costofpoorquality #juran lets start with a story to understand the evolution of Cost of Poor Quality. *"An ounce of prevention is worth a pound of cure."* — Benjamin Franklin During World War II, the USS Yorktown, a key aircraft carrier, sustained severe damage during the Battle of the Coral Sea. As the Battle of Midway approached—a turning point in the Pacific—the Yorktown was urgently needed. However, due to previous battle damage, it required extensive repairs. To meet the short deadline, repair crews worked nonstop, often bypassing critical quality checks to expedite the ship’s return to combat. Though the Yorktown made it to the Battle of Midway, it was hit again, and the rushed repairs left it vulnerable. The damage it suffered in Midway proved fatal, highlighting that the shortcuts taken during repairs had serious consequences. This tragic outcome underscored the *Cost of Poor Quality* (COPQ), revealing the hidden costs of rushed, incomplete work—including rework, unreliability, and, ultimately, strategic loss. Learning from this, the military implemented quality initiatives to reduce COPQ and prevent similar incidents. First, *standardized quality checks* and inspection protocols were enforced, ensuring thoroughness even under pressure. *Root cause analysis* was introduced, enabling teams to identify and address recurring issues, reducing long-term repair costs. Additionally, *reliability testing* became routine, allowing systems to be stress-tested in simulated conditions before deployment, minimizing unforeseen failures in the field. Training also became essential, instilling a culture of quality and accountability in repair teams. Later, *Lean and Six Sigma practices* were adopted, emphasizing waste reduction, process consistency, and continuous improvement—all aimed at cutting COPQ. In conclusion, the Yorktown’s story taught a timeless lesson: that quality is a strategic asset, not a mere task. Today, COPQ reminds us that investing in quality upfront—through rigorous standards, accountability, and continuous improvement—saves both resources and lives, ultimately safeguarding mission success. Image credit#Juran Quality Handbook

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OTD in 2016: The collapse of a landing gear leg on landing was linked to the mispositioned pivot pin during prior maintenance. Safety investigators discuss maintenance HF and inadequacies in the type's maintenance instructions. https://lnkd.in/eGBF-Rw #flightsafety #aviationsafety #aviationmaintenance #humanfactors

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𝗥𝗲𝗺𝗲𝗺𝗯𝗲𝗿𝗶𝗻𝗴 𝗔𝗲𝗿𝗼𝗳𝗹𝗼𝘁 𝗙𝗹𝗶𝗴𝗵𝘁 𝟱𝟭𝟰𝟯: 𝗔 𝗧𝗿𝗮𝗴𝗶𝗰 𝗟𝗲𝘀𝘀𝗼𝗻 𝗶𝗻 𝗔𝘃𝗶𝗮𝘁𝗶𝗼𝗻 𝗦𝗮𝗳𝗲𝘁𝘆 𝟯𝟵 𝗬𝗲𝗮𝗿𝘀 𝗟𝗮𝘁𝗲𝗿 𝗜𝗻𝗰𝗶𝗱𝗲𝗻𝘁 𝗢𝘃𝗲𝗿𝘃𝗶𝗲𝘄: 𝗔𝗲𝗿𝗼𝗳𝗹𝗼𝘁 𝗙𝗹𝗶𝗴𝗵𝘁 𝟱𝟭𝟰𝟯 Aeroflot Flight 5143, a Tupolev Tu-154, took off from Karshi (KSQ) heading to Leningrad (LED) with a stopover in Ufa (UFA). During the climb, the aircraft reached a cruising altitude of 11,600 meters but maintained an airspeed of 400 km/h, dangerously close to stall speed for the conditions. This caused vibrations which the crew mistakenly thought were engine surges. In response, they reduced the engine power to flight idle, dropping the airspeed further to 290 km/h. As they tried to keep the altitude, the angle of attack increased, leading to a stall. The aircraft then entered a flat spin and tragically crashed. 𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲𝘀 1. Low Airspeed Maintenance: The aircraft was flown at an airspeed too close to stall speed, leading to severe vibrations. 2. Incorrect Crew Response: The crew reduced engine power instead of addressing the low airspeed, further compromising the aircraft's stability. 3. Increased Angle of Attack: As the crew tried to maintain altitude, the angle of attack increased to a critical level. 4. High Altitude and Weight: The aircraft's high altitude and weight, combined with non-standard high outside air temperatures, exacerbated the situation. 5. Deviation from SOP: In the face of a rapidly worsening situation, the crew deviated from established flight manual procedures, leading to a loss of control. What lessons from past aviation incidents like Aeroflot Flight 5143 do you think are most crucial for ensuring modern flight safety? Share your thoughts in the comments below and let's discuss how the aviation industry has evolved to prevent such tragedies. Don’t forget to like and share this post to spread awareness! #AviationSafety #FlightSafety #AviationHistory #LessonsLearned #PilotTraining #CrewResourceManagement #AviationAccidents #Flight5143 #Aeroflot #Tupolev #AviationCommunity #AviationIndustry #SafetyFirst #AirlineSafety #AviationAwareness #AviationEducation #AviationStandards #FlySafe #AviationHeroes #AviationEvolution

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✈️ 𝗗𝗶𝗱 𝘆𝗼𝘂 𝗸𝗻𝗼𝘄? 𝗕𝗲𝗳𝗼𝗿𝗲 𝗜𝗖𝗔𝗢, 𝘁𝗵𝗲𝗿𝗲 𝘄𝗮𝘀 𝗣𝗜𝗖𝗔𝗢! The forerunner to ICAO was the International Commission for Air Navigation (ICAN) The Convention on International Civil Aviation, also known as the 𝗖𝗵𝗶𝗰𝗮𝗴𝗼 𝗖𝗼𝗻𝘃𝗲𝗻𝘁𝗶𝗼𝗻, in Chicago, was signed by 52 countries on 7 December 1944. Under its terms, a 𝗣𝗿𝗼𝘃𝗶𝘀𝗶𝗼𝗻𝗮𝗹 𝗜𝗻𝘁𝗲𝗿𝗻𝗮𝘁𝗶𝗼𝗻𝗮𝗹 𝗖𝗶𝘃𝗶𝗹 𝗔𝘃𝗶𝗮𝘁𝗶𝗼𝗻 𝗢𝗿𝗴𝗮𝗻𝗶𝘇𝗮𝘁𝗶𝗼𝗻 (𝗣𝗜𝗖𝗔𝗢) was to be established, to be replaced in turn by a permanent organization when twenty-six countries ratified the convention. 𝗣𝗜𝗖𝗔𝗢 began operating on 𝟲 𝗝𝘂𝗻𝗲 𝟭𝟵𝟰𝟱, replacing 𝗜𝗖𝗔𝗡. The 26th country ratified the convention on 5 March 1947 and, consequently, PICAO was disestablished on 4 April 1947 and replaced by 𝗜𝗖𝗔𝗢, which began operations the same day. In October 1947, 𝗜𝗖𝗔𝗢 became an agency of the 𝗨𝗻𝗶𝘁𝗲𝗱 𝗡𝗮𝘁𝗶𝗼𝗻𝘀 𝘂𝗻𝗱𝗲𝗿 𝗶𝘁𝘀 𝗘𝗰𝗼𝗻𝗼𝗺𝗶𝗰 𝗮𝗻𝗱 𝗦𝗼𝗰𝗶𝗮𝗹 𝗖𝗼𝘂𝗻𝗰𝗶𝗹 (𝗘𝗖𝗢𝗦𝗢𝗖).

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Capture and record positional data for flight test, missile test, and hypersonics test programs with the compact MiTSPI nTTU-2600. https://ow.ly/oOjk50UeNLq #FTI #airborneFTI #tspi #missiletest #flighttest #dataacquisition

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"It has the option of skid gear or wheeled landing gear; with the skid gear option you could reach cruise speeds of up to 150kts." https://lnkd.in/ePd2idMA #bell429 #helicopter

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THE EIGHTH BRANIFF L-188 ELECTRA JET - Braniff International Jet Power Electra registered as N9708C is taxiing in 1968. The aircraft is painted in the 1967 Alexander Girard/Harper and George Panagra Green Solid Color Scheme. The majority of the Electra's remained in this classic color scheme until 1967, when they were painted in the new End of the Plane Plain Solid Color Scheme. A leased aircraft, Ship N16816, was the first Electra II to receive the 1965 Alexander Girard Turquoise Solid Color Scheme with Alexander Girard Sky Font and BI Tail Logo in Black in October 1966. This Electra Jet was the eighth of ten new L-188s delivered to Braniff Airways beginning in 1959 through 1962. Ship N9708C was delivered to Braniff on November 17, 1959, painted in the Red and Blue Electra Jet Color Scheme. The aircraft was eventually painted in the 1967 Alexander Girard/Harper and George Light Panagra Green Solid Color Scheme in 1967. The big Electra flew for Braniff for nearly 10 years and was returned to the lessor on April 27, 1969, along with the rest of the fleet which made Braniff an all pure jet airline. In March 1968, Braniff had sold its Electra fleet to Crocker-Citizens National Bank in California, and then leased them back. In December 1969, the aircraft was traded to Boeing. LANSA, a Lima, Peru-based scheduled airline, arranged to purchase four of Braniff's Electras from Boeing. Ship N9708C was one of the four Electras and was delivered to LANSA in 1970. Only three of the four Electra's were delivered to LANSA as the carrier had been plagued with an array of crashes throughout its then short eight year history. Two of the Electra crashes caused the Peruvian Government to shut the airline down permanently in 1971. On August 9, 1970, N9708C was operating as LANSA Flight 502 and lost its third engine on takeoff and the aircraft crashed as it attempted to return to the airport. The hull was a total loss and was written off. The link below is the crash report courtesy of Aircraft Safety Network: https://lnkd.in/g-dFyfHw Braniff Airways Foundation Copyright 1926 2024 Photo: Photographer Unknown Braniff International Heritage Archives Now Associated with The University of Texas at Dallas System Braniff Airways Space Sciences Endowment

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POV: You're a fly and I have Catchmaster Fly Ribbons 🪰 What's a fly ribbon? Learn here: https://ow.ly/3yRW50S9XCQ #Catchmaster #PestControl #Fly #Ribbon #POV

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🛠️Discover how logistics is revolutionizing aircraft maintenance! Explore advances in artificial intelligence 🤖 and drones in our latest blog post ✈️https://lnkd.in/ebX6Ejdn

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