Aviation Industry Quotes

It was Thomas Edison who brought us electricity, not the Sierra Club. It was the Wright brothers who got us off the ground, not the Federal Aviation Administration. It was Henry Ford who ended the isolation of millions of Americans by making the automobile affordable, not Ralph Nader. Those who have helped the poor the most have not been those who have gone around loudly expressing 'compassion' for the poor, but those who found ways to make industry more productive and distribution more efficient, so that the poor of today can afford things that the affluent of yesterday could only dream about.

From almost nothing, France in four years built up an aircraft industry that employed nearly 200,000 people and produced some 70,000 planes. Britain built 55,000 planes, Germany 48,000, and Italy 20,000 – quite an advance bearing in mind that only a few years earlier the entire world aviation industry consisted of two brothers in a bicycle shop in Ohio.

There's a joke in the aviation industry that the ideal aircrew in today's modern aircraft would be comprised of a man and a dog. The dog is there to bite the man if he so much as tries to touch the controls, and the pilot's one remaining job is to feed the dog!

the most powerful engine of progress is to be found deep within the culture of the industry. It is an attitude that is easy to state, but whose wider application could revolutionize our attitude to progress: instead of denying failure, or spinning it, aviation learns from failure.

We were flying to Brisbane via Kuala Lumpur, a journey of around fifteen hours, including the brief transit stop. Australia was a long way from anywhere yet modern aviation had made travel so convenient and affordable that no one really thought of it as difficult or hazardous anymore. Today’s travel woes centered around overcoming jet lag or figuring out your duty-free limits. I tried to imagine life in the eighteenth century when the First Fleet made the long and arduous sea voyage from Great Britain. The aviation industry was non-existent at that time, steam-powered ships were still decades away and the sailing vessels that arrived in 1788 took over a hundred days to reach Sydney.

One cannot argue whether Hughes was gifted, visionary, and brilliant. He just was. Literally a mechanical genius, he was also one of the best and bravest pilots in the pioneer days of aviation. And as a businessman and filmmaker he had the ability to predict wide, sweeping changes that came to transform not just the industries he was involved in, but America itself.

Evolution optimizes strongly for energy efficiency because of limited food supply, not for ease of construction or understanding by human engineers. My wife, Meia, likes to point out that the aviation industry didn’t start with mechanical birds. Indeed, when we finally figured out how to build mechanical birds in 2011,1 more than a century after the Wright brothers’ first flight, the aviation industry showed no interest in switching to wing-flapping mechanical-bird travel, even though it’s more energy efficient—because our simpler earlier solution is better suited to our travel needs. In the same way, I suspect that there are simpler ways to build human-level thinking machines than the solution evolution came up with, and even if we one day manage to replicate or upload brains, we’ll end up discovering one of those simpler solutions first. It will probably draw more than the twelve watts of power that your brain uses, but its engineers won’t be as obsessed about energy efficiency as evolution was—and soon enough, they’ll be able to use their intelligent machines to design more energy-efficient ones.

Kalinske then described what made the videogame industry unique, what made it superbly unpredictable, and what tomorrow might or might not bring. But along this wild roller-coaster ride, there was one thing that would not change. “Suspension of disbelief. It’s always been the fundamental component of diversion, whether that diversion is books, movies, or the theater. Advances in gaming mean we will come to supply that component more effectively than any other medium. The interactive entertainment business is going to allow the Walter Mitty in all of us to finally realize our dreams. We are going to become great football players, race car drivers, or aviators. We are going to move into and occupy new worlds that were formerly only available to us in dreams.

The answers are perhaps as varied as the questions one asks, but a common theme that comes through in discussions with caregivers on the front lines and those who think a great deal about patient safety, is our failure to change our culture. What we have not done, they say, is create a “culture of safety,” as has been done so impressively in other industries, such as commercial aviation, nuclear power and chemical manufacturing. These “high-reliability organizations” are intrinsically hazardous enterprises that have succeeded in becoming (amazingly!) safe. Worse, the culture of health care is not only unsafe, it is incredibly dysfunctional. Though the culture of each health care organization is unique, they all suffer many of the same disabilities that have, so far, effectively stymied progress: An authoritarian structure that devalues many workers, lack of a sense of personal accountability, autonomous functioning and major barriers to effective communication. What is a culture of safety? Pretty much the opposite! Books have been written on the subject, and every expert has his or her own specific definition. But an underlying theme, a common denominator, is teamwork, founded on an open, supportive, mutually reinforcing, dedicated relationship among all participants. Much more is required, of course: Sensitivity to hazard, sense of personal responsibility, attitudes of awareness and risk, sense of personal responsibility and more. But those attitudes, that type of teamwork and those types of relationships are rarely found in health care organizations.

ahead of ICAO audit By Tarun Shukla | 527 words New Delhi: India's civil aviation regulator has decided to restructure its safety board and hire airline safety professionals ahead of an audit by the UN's aviation watchdog ICAO (International Civil Aviation Organization). The Directorate General of Civil Aviation (DGCA) announced its intent, and advertised the positions on its website. ICAO told the Indian regulator recently that it would come down to India to conduct an audit, its third in just over a decade, Mint reported on 12 February. Previous ICAO audits had highlighted the paucity of safety inspectors in DGCA. After its 2006 and 2012 audits, ICAO had placed the country in its list of 13 worst-performing nations. US regulator Federal Aviation Authority followed ICAO's 2012 audit with its own and downgraded India, effectively barring new flights to the US by Indian airlines. FAA is expected to visit India in the summer to review its downgrade. The result of the ICAO and FAA audits will have a bearing on the ability of existing Indian airlines to operate more flights to the US and some international destinations and on new airlines' ability to start flights to these destinations. The regulator plans to hire three directors of safety on short-term contracts to be part of the accident investigation board, according to the information on DGCA's website. This is first time the DGCA is hiring external staff for this board, which is critical to ascertain the reasoning for any crashes, misses or other safety related events in the country. These officers, the DGCA said on its website, must have at least 12 years of experience in aviation, specifically on the technical aspects, and have a degree in aeronautical engineering. DGCA has been asked by international regulators to hire at least 75 flight inspectors. It has only 51. India's private airlines offer better pay and perks to inspectors compared with DGCA. The aviation ministry told DGCA in January to speed up the recruitment and do whatever was necessary to get more inspectors on board, a government official said, speaking on condition of anonymity. DGCA has also announced it will hire flight operations inspectors as consultants on a short-term basis for a period of one year with a fixed remuneration of `1.25 lakh per month. "There will be a review after six months and subsequent continuation will be decided on the basis of outcome of the review," DGCA said in its advertisement. The remuneration of `1.25 lakh is higher than the salary of many existing DGCA officers. In its 2006 audit, ICAO said it found that "a number of final reports of accident and serious incident investigations carried out by the DGCA were not sent to the (member) states concerned or to ICAO when it was applicable". DGCA had also "not established a voluntary incident reporting system to facilitate the collection of safety information that may not otherwise be captured by the state's mandatory incident reporting system". In response, DGCA "submitted a corrective action plan which was never implemented", said Mohan Ranganthan, an aviation safety analyst and former member of government appointed safety council, said of DGCA. He added that the regulator will be caught out this time. Restructuring DGCA is the key to better air safety, said former director general of civil aviation M.R. Sivaraman. Hotel industry growth is expected to strengthen to 9-11% in 2015-16: Icra By P.R. Sanjai | 304 words Mumbai: Rating agency Icra Ltd on Monday said Indian hotel industry revenue growth is expected to strengthen to 9-11% in 2015-16, driven by a modest increase in occupancy and small increase in rates. "Industry wide revenues are expected to grow by 5-8% in 2014-15. Over the next 12 months, Icra expects RevPAR (revenue per available room) to improve by 7-8% driven by up to 5% pickup in occupancies and 2-3% growth in average room rates (ARR)," Icra said. Further, margins are expected to remain largely flat for 2014-15 while

Emissions of carbon dioxide reasonable commercial For those who do not know each other with the phrase "carbon footprint" and its consequences or is questionable, which is headed "reasonable conversion" is a fast lens here. Statements are described by the British coal climatic believe. "..The GC installed (fuel emissions) The issue has directly or indirectly affected by a company or work activities, products," only in relation to the application, especially to introduce a special procedure for the efforts of B. fight against carbon crank function What is important? Carbon dioxide ", uh, (on screen), the main fuel emissions" and the main result of global warming, improve a process that determines the atmosphere in the air in the heat as greenhouse gases greenhouse, carbon dioxide is reduced by the environment, methane, nitrous oxide and chlorofluorocarbons (CFCs more typically classified as). The consequences are disastrous in the sense of life on the planet. The exchange is described at a reasonable price in Wikipedia as "...geared a social movement and market-based procedures, especially the objectives of the development of international guidelines and improve local sustainability." The activity is for the price "reasonable effort" as well as social and environmental criteria as part of the same in the direction of production. It focuses exclusively on exports under the auspices of the acquisition of the world's nations to coffee most international destinations, cocoa, sugar, tea, vegetables, wine, specially designed, refreshing fruits, bananas, chocolate and simple. In 2007 trade, the conversion of skilled gross sales serious enough alone suffered due the supermarket was in the direction of approximately US $ 3.62 billion to improve (2.39 million), rich environment and 47% within 12 months of the calendar year. Fair trade is often providing 1-20% of gross sales in their classification of medicines in Europe and North America, the United States. ..Properly Faith in the plan ... cursed interventions towards closing in failure "vice president Cato Industries, appointed to inquire into the meaning of fair trade Brink Lindsey 2003 '. "Sensible changes direction Lindsay inaccurate provides guidance to the market in a heart that continues to change a design style and price of the unit complies without success. It is based very difficult, and you must deliver or later although costs Rule implementation and reduces the cost if you have a little time in the mirror. You'll be able to afford the really wide range plan alternatives to products and expenditures price to pay here. With the efficient configuration package offered in the interpretation question fraction "which is a collaboration with the Carbon Fund worldwide, and acceptable substitute?" In the statement, which tend to be small, and more? They allow you to search for carbon dioxide transport and delivery. All vehicles are responsible dioxide pollution, but they are the worst offenders? Aviation. Quota of the EU said that the greenhouse gas jet fuel greenhouse on the basis of 87% since 1990 years Boeing Company, Boeing said more than 5 747 liters of fuel burns kilometer. Paul Charles, spokesman for Virgin Atlantic, said flight CO² gas burned in different periods of rule. For example: (. The United Kingdom) Jorge Chavez airport to fly only in the vast world of Peru to London Heathrow with British Family Islands 6.314 miles (10162 km) works with about 31,570 liters of kerosene, which produces changes in only 358 for the incredible carbon. Delivery. John Vidal, Environment Editor parents argue that research on the oil company BP and researchers from the Department of Physics and the environment in Germany Wising said that about once a year before the transport height of 600 to 800 million tons. This is simply nothing more than twice in Colombia and more than all African nations spend together.

United Airlines 173 was a traumatic incident, but it was also a great leap forward,” the aviation safety expert Shawn Pruchnicki says. “It is still regarded as a watershed, the moment when we grasped the fact that ‘human errors’ often emerge from poorly designed systems. It changed the way the industry thinks.” Ten people died on United Airlines 173, but the learning opportunity saved many thousands more.

The Wright Brothers lifted off in 1903,” he says, “but by 1908, only ten pilots had ever flown. Then they traveled to Europe to demonstrate their aircraft and inspired everyone. The aviation world changed overnight. Inventors began to realize, ‘Hey, I can do that!’ Between 1909 and 1912, thousands of pilots and hundreds of aircraft types were created in thirty-one countries. Entrepreneurs, not governments, drove this development, and a $50 million aviation industry was created.

Hiring and paying ones own regulators is as easy as hiring a private rent-a-cop. In Canada, for about $100 million, the financial industry can fund any of our Securities Commissions, and the ability to then obtain exemptions to the law from the regulator, is by itself worth hundreds of billions. Just ONE exemption to the law, can earn billions. Capturing and funding regulators is the simply best (but corrupt) investment any industry can make. Another example comes to us from Boeing in late 2019, with the 737 Max, and the news that Boeing’s influence over the Federal Aviation Administration (FAA ) was powerful enough to allow Boeing itself to legally approve its own aircraft, which is like being able to mark your own exams…(or print your own money).

Tom Sadeghi is one such aviation consultant who has a doctoral degree in computer and electrical engineering from Rensselaer Polytechnic Institute. He has seven years of academic experience in addition to 18 years of experience in aerospace defense industries.

Tom Sadeghi is one of the best aviation consultants who assess his clients’ requirements before formulating an action plan. He provides his best services to the aviation industry and his work is praised by all his recruiters in the past.

In the industrial space especially, we’re seeing the number of sensors and their capabilities going up at an exponential rate,” Ruh said. “We think of this as the Internet of Things applied to the industrial space. We see the opportunity for enormous productivity and efficiency gains in energy, transportation, aviation, and healthcare through the interconnection of devices enabled via huge amounts of sensors. The key is really analytics on the data, the ability to get deep inside those assets and the processes that surround them and allow people to get more productivity and efficiency out of their assets.

But what the Oscar November incident reveals is that even a pioneering industry like aviation is not completely immune from the blame tendency. And perhaps it exposes, more than anything, just how far we need to travel to eradicate the blame instinct once and for all.

Lindbergh’s flight was so dramatic that it changed how the world thought about flight. He made it popular with consumers and investors. We can draw a direct connection between his winning of the Orteig Prize and today’s three-hundred-billion-dollar aviation industry.

In just a few years, his headline would read as prophecy: “Boeing Will Pay High Price for McNerney’s Mistake of Treating Aviation Like It Was Any Other Industry.

SUV ownership began to rise in the US during the late 1980s, it eventually diffused globally, and by 2020 the average SUV emitted annually about 25 percent more CO2 than a standard car.[76] Multiply that by the 250 million SUVs on the road in 2020, and you will see how the worldwide embrace of these machines has wiped out, several times over, any decarbonization gains resulting from the slowly spreading ownership (just 10 million in 2020) of electric vehicles. During the 2010s, SUVs became the second-highest cause of rising CO2 emissions, behind electricity generation and ahead of heavy industry, trucking, and aviation. If their mass public embrace continues, they have the potential to offset any carbon savings from the more than 100 million electric vehicles that might be on the road by 2040!

There are numerous types of oxygen available for purchase. These are industrial oxygen – generally for welding and not suitable for human consumption, aviation oxygen – regulated by the FAA rules, medical oxygen - regulated by the FDA and DOT. It was unclear what type of oxygen was inside the oxygen cylinders that employees were using at the summit of Mauna Kea and most employees assumed it was medical oxygen for treating their medical conditions.

I have been a victim of the airline industry ‘Bumped’ passenger that gets reclassified to ‘No-Show’ fraud.

The energy required to perform a hundred or so Google searches, a number I easily surpass in a working week, would heat the water needed to make a cup of tea. According to Google’s own data, their electricity consumption in 2018 was just over 10 million megawatt hours, which is about the same as a small country like Lithuania. Data centers worldwide use about 1 percent of global electricity. Information and communication technologies contribute to more than 2 percent of the world’s carbon emissions, which is roughly the same as that of the aviation industry. Some studies expect this sector to use 20 percent of the world’s electricity by 2030.

As unions flagged, business interests sensed an opportunity. Corporate lobbyists made deep inroads in both parties, launching a public relations campaign that blamed labor for the slump and pressured policymakers to roll back worker protections.[16] A national litmus test arrived in 1981, when thirteen thousand unionized air traffic controllers left their posts after contract negotiations with the Federal Aviation Administration broke down. When workers refused to return to work, President Reagan fired all of them. The public’s response was muted, and corporate America learned that it could crush unions with minimal blowback. In 1985, Hormel Foods, of Spam and Dinty Moore beef stew fame, cut worker pay in its Austin, Minnesota, plant from $10.69 to $8.25 an hour and kneecapped the strike that followed by hiring replacements. “If the President of the United States can replace strikers, this must be socially acceptable,” remarked one observer at the time.[17] And so it went, in one industry after another. As global trade expanded and plants shuttered, unions collapsed, and corporate interests made sure they remained weak.

interest in Vintcent’s proposal. Homi Mehta, however, directed Vintcent to approach the Tatas. Vintcent met JRD within a month of the latter getting his license. The two men hit it off instantly and India’s aviation industry was on the verge of take-off.

Airport sponsors around the globe are looking for ways to develop and enhance their current infrastructure networks. It is important for all investors to consider different aspects of the industry before making a decision regarding on-airport infrastructure.

From a business perspective, we all know that airlines have struggled for years,” says Mac Kern, former vice president of commercial planning at Surf Air. “It’s a very capital intensive business, not to mention commodity-based. Prices get driven downward. It’s very competitive. The subscription model gives us predictive revenue—that’s something that no commercial carriers have. They don’t know if a flight is going to be profitable until the door on the airplane closes (and they still have to fly at that point!). Because of subscriptions, we know exactly how much revenue we’re going to generate at the beginning of every month. So we can scale our operation effectively, because we know exactly how much flying we’re able to execute. That kind of insight is basically magic in the aviation industry. No one has been able to do that before.

Where security is concerned, we need to change the reactive approach the aviation industry has been known to have for the last 74 years since the birth of ICAO in 1944. We must stop rushing to close the barn door, after the horse already bolted. And become a proactive risk driven industry, only then will we stop being caught with our pants down.

Civil Aviation Authoritues are the custodians of the National Air Transport Critical Infrastructure in their respective countries, They are therefore duty bound towards having a Critical Infrastructure Resilience Strategy geared towards the continued operation of air transport in the face of all hazards. As a mandatory, CAA's are duty bound therefore to ensure their charge achieves the continued provision of essential services (provided by the critical infrastructure in their charge) to businesses, governments and the stakeholding community within the aviation industry, as well as to other critical infrastructure sectors.

The Atlanta International Airport, power outage of 2017, its economic impact in terms of losses and inconveniences to the travelling public with more than 1,000 flights grounded just days before the start of the Christmas travel rush, was a good lesson. Not, to mention a reminder of the importance of Business Continuity Planning-BCP to aviation as an industry. What is surprising is, nobody seems to have learned anything from it. BCP is still where it was before the debacle, largely unheard off since the international sectoral leadership, as well as airports continue to feign selective amnesia, the regulators- CAA’s are even worse off, as many pretend to have never, heard of it, since the industrial gospel is yet to begin propagating for it !

Hartsfield-Jackson, which serves 104 million passengers a year, is the world’s busiest airport, a distinction it has held since 1998. A sudden power outage caused by a fire in an underground electrical facility serving it, brought the airport to a standstill. All outgoing flights were halted, and arriving planes were held on the ground at their point of departure. With, International flights diverted elsewhere. Such is the impact of the lack of proper Business Continuity Planning-BCP. Something still considered alien, as time progresses. One wonders, what will it take the International Aviation leadership to begin propagating for its inclusion into industrial best practices?

What ails AVSEC in most Countries Kenya included, and thus remains their fundamental challenge is simply the lack of political will and means to bring forth the establishment and management of a national civil aviation security oversight system. Creating a security regime that is highly effective in preventing acts of unlawful interference, but does not unduly inhibit industrial growth, interfere with its efficiency, productivity, impose excessive costs, create unwarranted operational inconveniences, and or intrude unnecessarily into civil rights nor liberties.

The fundamental challenge in most developing Countries, Kenya included, is the establishment and management of a national civil aviation security oversight system, that creates a security regime that is highly effective in preventing acts of unlawful interference, but does not unduly inhibit industrial growth, interfere with its efficiency, productivity, impose excessive costs,create unwarranted operational inconveniences, and or intrude unnecessarily into civil rights nor liberties. Without the political will required to enact the changes, some painful at that, that such an oversight regime requires, in a nutshell all efforts for redress standing to amount to nought.

practice is about harnessing the benefits of learning from failure while reducing its cost. It is better to fail in practice in preparation for the big stage than on the big stage itself. This is true of organizations, too, that conduct pilot schemes (and in the case of aviation and other safety-critical industries test ideas in simulators) in order to learn, before rolling out new ideas or procedures. The more we can fail in practice, the more we can learn, enabling us to succeed when it really matters. But even if we practice diligently, we will still endure real-world failure from time to time. And it is often in these circumstances, when failure is most threatening to our ego, that we need to learn most of all. Practice is not a substitute for learning from real-world failure; it is complementary to it. They are, in many ways, two sides of the same coin.

And that is why a powerful way to begin this investigation, and to glimpse the inextricable connection between failure and success, is to contrast two of the most important safety-critical industries in the world today: health care and aviation. These organizations have differences in psychology, culture, and institutional change, as we shall see. But the most profound difference is in their divergent approaches to failure.

The Boeing 737 Max 9 is just the tip of an iceberg of problems the USA airline industry has.

Dr. Ron Westrum described information flow as a “prime variable in creating safety, but also it is an indicator of organizational functioning.”19 This was based on studying human factors in system safety in complex and risky industries, including aviation and healthcare. Westrum asserted that “When information does not flow, it imperils the safe and proper functioning of the organization…and second, information flow is a powerful indicator of the organization’s overall functioning.”20