Pilot olabilmek için 15 aylık eğitim sürecini tamamlamak ve bu sürecin ardından yapılacak sınavda başarılı olmak gerekiyor

Not: Bu sene Erciyes üniversitesinde 2.öğretim havacılık elektrik elektroniği okuyacak arkadaşlara şimdiden para biriktirmeye başlasınlar tabii eğer babaları zengin değilse .Çünkü bir yıl içinde yaklaşık 4000 lira harç ödeyecekler.

Dünya’nın güneş enerjisiyle çalışan ilk uçağı 2011′de Dünya’yı turlayacak.

Çin-Alman ortak bankasının sponsor olduğu proje 2011′de hayata geçirilecek. Tamamen güneş enerjisiyle çalışan uçak her kıtada bir defa iniş yapacak ve Dünya turunu 30 günde tamamlayacak.

12 bin fotovoltaik pil ile çalışan uçak, 63.4 m kanat genişliğinde, 1600 kg ağırlığında ve saatte 70 km hıza erişebilmekte. 26 Haziranda bir prototipi Zürih’te sergilenecek uçağın projesi üzerinde Çin 2007 yılından bu yana çalışmaktaydı.

Kaynak: www.teknik-bilim.com

Mutabakat zaptında ayrıca, Türk taşıyıcılar İstanbul-Tokyo hattında 4 frekans ve 2010 yılı Mart ayından itibaren 6 frekans tarifeli sefer yapma hakkını elde etti. Buna ilave olarak Türkiye’deki noktalardan Japonya’da belirlenen noktalara toplam 21 frekans hak alınarak toplamda 27 frekans hak elde edilmiş oldu. Mutabakat zaptında altı çizilecek bir başka nokta ise, havayollarına 2002 yılında getirilen kod paylaşımlı uçuş zorunluluğunun kaldırılması oldu. Ayrıca birim bazlı hesaplama da yürürlükten kaldırılarak havayollarına istedikleri tip hava aracı ile operasyon yapma imkanı tanınmış oldu. Tüm bunlara ilaveten, kod paylaşım düzenlemesi yapılarak Türk ve Japon taşıyıcıların hem Türk, hem Japon, hem de 3. ülke havayolları ile kod paylaşımlı uçuşlar yapılmasına imkan verildi ve bu hakların iç hat uçuşlar içinde geçerli olması sağlandı. Türk taşıyıcılar Japonya’da Tokyo Narita Havaalanı’na olan uçuşlardan 5 iç noktaya 2 frekans olmak üzere haftada toplam 10 frekans ortak uçuş yapma hakkı elde etti. Osaka ve Nagoya’dan ise sınırsız sayıda frekansla iç hat ortak uçuşlar yapabilme imkanı sağlandı.

Son olarak ücret tarifelerini içeren madde daha liberal bir biçimde değiştirilirken, havacılık emniyeti maddesi de mevcut anlaşmaya eklendi.

Kaynak: SHGM

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31 havayolunun seçildiği listeye Türk Hava Yolları’da girdi

Ünlü İngiliz değerlendirme kuruluşu Skytrax, dünyanın en kaliteli havayolları (Quality Approved Airlines) listesini belirledi. 31 havayolunun girdiği listeye Türk Hava Yolları’da girdi. Kalitesi onaylanmış şirketler teknikten, personele, sunumdan, kaliteye kadar 750 farklı parametre üzerinden değerlendiriliyor. Skytrax www.airlinequality.com adresinden havayolu ile seyahat edeceklere rahat ve konforlu bir yolculuk için bu listedeki havayollarından birini tercih etmelerini öneriyor.

KALİTESİ ONAYLANMIŞ HAVAYOLLARI

Air Astana, Air China, Asiana Airlines, China Airlines, Egyptair, Etihad Airways, EVA Air, Finnair, Garuda Indonesia, Hainan Airlines, JetBlue Airways, Malaysia Airlines, Qatar Airways, South African Airways,Thai Airways, Turkish Airlines, Virgin Atlantic

KALİTE BELGESİ UZATILMIŞ HAVAYOLLARI

Aeroflot, Aer Lingus, Air Berlin, Air Tahiti Nui, ANA, British Airways, Cathay Pacific,Emirates, Kingfisher Airlines, Lufthansa, Kingfisher Airlines,Qantas, Saudi Arabian Airlines, Singapore Airlines

KALİTE BELGESİ ASKIYA ALINAN HAVAYOLU

Ethiopian Airlines

Kaynak : http://www.haberturk.com

The dream of flight is illustrated in myths across the world (e.g. Daedalus and Icarus in Greek mythology, or the Pushpaka Vimana of the Ramayana). The first attempts to fly also often drew on the idea of imitating birds, as in Daedalus’ building his wings out of feathers and wax. Attempts to build wings and jump off high towers continued well into the seventeenth century.Around 400 BCE, Archytas, the Ancient Greek philosopher, mathematician, astronomer, statesman, and strategist, may have designed and built the earliest known flying device based on a bird-shaped model and it is claimed to have flown some 200 meters.^[1][2] This machine, which its inventor called The Pigeon (Greek: Περιστέρα “Peristera”), may have been suspended on a wire or pivot for its flight.

Sky Lantern-Sky Candles :

According to popular lore, the Kongming Lantern (Chinese: 孔明灯) was the first hot air balloon, said to be invented by the sage and military strategist Zhuge Liang,^[1] whose reverent term of address (i.e. Chinese style name) was Kongming.In this strategy ;An oil lamp was installed under a large paper bag, and the bag floated in the air due to the lamp heating the air. … The enemy was frightened by the light in the air, thinking that some divine force was helping him They were first deployed at the turn of the 3rd century as a type of signalling balloon or, it is claimed, as a type of spy blimp in warfare. Alternately the name may come from the lantern’s resemblance to the hat Kongming is traditionally shown to be wearing.

Parachutes and Gliders in Umayyad Iberia and England :

Islamic Iberia during the Umayyad renaissance under the Caliphate of Cordoba witnessed several attempts at flight by the Arab polymath and inventor Abbas Ibn Firnas,^[7] supported by the Emir Abd ar-Rahman II. In 852 he made a set of wings with cloth stiffened by wooden struts. With this umbrella-like apparatus, Ibn Firnas jumped off the minaret of the Grand Mosque in Cordoba – while he could not fly, his apparatus slowed his fall, and he escaped with minor injuries. His device is now considered to have been a prototype of the modern parachute.

Twenty-five years later, at the age of 65, Ibn Firnas is said to have flown from the hill Jabal al-’arus by employing a rudimentary glider. While “alighting again on the place whence he had started,” he eventually crashed and sustained injury which some contemporary critics attributed to a lack of tail.^[8][9] His flight may have been an inspiration for Eilmer of Malmesbury, more than a century later, who would fly for about 200 meters using a similar glider (circa 1010).^[10]

From Renaissance to the 18th century :

Some six centuries after Ibn Firnas, Leonardo da Vinci came up with a hang glider design in which the inner parts of the wings are fixed, and some control surfaces are provided towards the tips (as in the gliding flight in birds). While his drawings exist and are deemed flightworthy in principle, he himself never flew in it. Based on his drawings, and using materials that would have been available to him, a prototype constructed in the late 20th century was shown to fly.^[11] However, his sketchy design was interpreted with modern knowledge of aerodynamic principles, and whether his actual ideas would have flown is not known. A model he built for a test flight in 1496 did not fly, and some other designs, such as the four-person screw-type helicopter have severe flaws.

In 1670 Francesco Lana de Terzi published work that suggested lighter than air flight would be possible by having copper foil spheres that contained a vacuum that would be lighter than the displaced air, lift an airship (rather literal from his drawing). While not being completely off the mark, he did fail to realize that the pressure of the surrounding air would smash the spheres.

In 1709, Bartolomeu de Gusmão presented a petition to King John V of Portugal, begging a privilege for his invention of an airship, in which he expressed the greatest confidence. The public test of the machine, which was set for June 24, 1709, did not take place. According to contemporary reports, however, Gusmão appears to have made several less ambitious experiments with this machine, descending from eminences. It is certain that Gusmão was working on this principle at the public exhibition he gave before the Court on August 8, 1709, in the hall of the Casa da Índia in Lisbon, when he propelled a ball to the roof by combustion.

Lighter than air

Although many people think of human flight as beginning with the aircraft in the early 1900s, in fact people had been flying repeatedly for more than 100 years.

The first generally recognized human flight took place in Paris in 1783. Jean-François Pilâtre de Rozier and François Laurent d’Arlandes went 8 km (5 miles) in a hot air balloon invented by the Montgolfier brothers. The balloon was powered by a wood fire, and was not steerable: that is, it flew wherever the wind took it.

Ballooning became a major “rage” in Europe in the late 18th century, providing the first detailed understanding of the relationship between altitude and the atmosphere.

Work on developing a steerable (or dirigible) balloon (now called an airship) continued sporadically throughout the 1800s. The first powered, controlled, sustained lighter-than-air flight is believed to have taken place in 1852 when Henri Giffard flew 15 miles (24 km) in France, with a steam engine driven craft.

Non-steerable balloons were employed during the American Civil War by the Union Army Balloon Corps.

Another advance was made in 1884, when the first fully controllable free-flight was made in a French Army electric-powered airship, La France, by Charles Renard and Arthur Krebs. The 170-foot (52 m) long , 66,000-cubic-foot (1,900 m³) airship covered 8 km (5 miles) in 23 minutes with the aid of an 8-1/2 horsepower electric motor.

However, these aircraft were generally short-lived and extremely frail. Routine, controlled flights would not come to pass until the advent of the internal combustion engine (see below.)

Although airships were used in both World War I and II, and continue on a limited basis to this day, their development has been largely overshadowed by heavier-than-air craft.

Heavier than air :

The first published paper on aviation was “Sketch of a Machine for Flying in the Air” by Emanuel Swedenborg published in 1716. This flying machine consisted of a light frame covered with strong canvas and provided with two large oars or wings moving on a horizontal axis, arranged so that the upstroke met with no resistance while the downstroke provided lifting power. Swedenborg knew that the machine would not fly, but suggested it as a start and was confident that the problem would be solved. He said, “It seems easier to talk of such a machine than to put it into actuality, for it requires greater force and less weight than exists in a human body. The science of mechanics might perhaps suggest a means, namely, a strong spiral spring. If these advantages and requisites are observed, perhaps in time to come some one might know how better to utilize our sketch and cause some addition to be made so as to accomplish that which we can only suggest. Yet there are sufficient proofs and examples from nature that such flights can take place without danger, although when the first trials are made you may have to pay for the experience, and not mind an arm or leg.” Swedenborg would prove prescient in his observation that powering the aircraft through the air was the crux of flying.7

During the last years of the 18th century, Sir George Cayley started the first rigorous study of the physics of flight. In 1799 he exhibited a plan for a glider, which except for planform was completely modern in having a separate tail for control and having the pilot suspended below the center of gravity to provide stability, and flew it as a model in 1804. Over the next five decades Cayley worked on and off on the problem, during which he invented most of basic aerodynamics and introduced such terms as lift and drag. He used both internal and external combustion engines, fueled by gunpowder, but it was left to Alphonse Penaud to make powering models simple, with rubber power. Later Cayley turned his research to building a full-scale version of his design, first flying it unmanned in 1849, and in 1853 his coachman made a short flight at Brompton, near Scarborough in Yorkshire.

In 1848, John Stringfellow had a successful indoor test flight of a steam-powered model, in Chard, Somerset, England.

In 1866 a Polish peasant, sculptor and carpenter by the name of Jan Wnęk built and flew a controllable glider. Wnęk was illiterate and self-taught, and could only count on his knowledge about nature based on observation of birds’ flight and on his own builder and carver skills. Jan Wnęk was firmly strapped to his glider by the chest and hips and controlled his glider by twisting the wing’s trailing edge via strings attached to stirrups at his feet.[6] Church records indicate that Jan Wnęk launched from a special ramp on top of the Odporyszów church tower; The tower stood 45 m high and was located on top of a 50 m hill, making a 95 m (311 ft) high launch above the valley below. Jan Wnęk made several public flights of substantial distances between 1866 – 1869, especially during religious festivals, carnivals and New Year celebrations. Wnęk left no known written records or drawings, thus having no impact on aviation progress. Recently, Professor Tadeusz Seweryn, director of the Kraków Museum of Ethnography [7], has unearthed church records with descriptions of Jan Wnęk’s activities.

In 1856, Frenchman Jean-Marie Le Bris made the first flight higher than his point of departure, by having his glider “L’Albatros artificiel” pulled by a horse on a beach. He reportedly achieved a height of 100 meters, over a distance of 200 meters.

In 1874, Félix du Temple built the “Monoplane“, a large plane made of aluminium in Brest, France, with a wingspan of 13 meters and a weight of only 80 kilograms (without the driver). Several trials were made with the plane, and it is generally recognized that it achieved lift off under its own power after a ski-jump run, glided for a short time and returned safely to the ground, making it the first successful powered flight in history, although the flight was only a short distance and a short time.

Another person who advanced the art of flying was Francis Herbert Wenham, who unsuccessfully attempted to build a series of unmanned gliders. During his work he found that the majority of the lift from a bird-like wing appeared to be generated at the front, and concluded that long, thin wings would be better than the bat-like ones suggested by many, because they would have more leading edge for their weight. Today this measure is known as aspect ratio. He presented a paper on his work to the newly formed Royal Aeronautical Society of Great Britain in 1866, and decided to prove it by building the world’s first wind tunnel in 1871.^[12] Members of the Society used the tunnel and learned that cambered wings generated considerably more lift than expected by Cayley’s Newtonian reasoning, with lift-to-drag ratios of about 5:1 at 15 degrees. This clearly demonstrated the ability to build practical heavier-than-air flying machines; what remained was the problem of controlling the flight and powering them.

Indiana, eventually deciding that the best was a biplane design that looks surprisingly modern. Like Lilienthal, he heavily documented his work while photographing it, and was busy corresponding with like-minded hobbyists around the world. Chanute was particularly interested in solving the problem of aerodynamic instability of the aircraft in flight, one which birds corrected for by instant corrections, but one that humans would have to address with stabilizing and control surfaces (or moving center of gravity, as Lilienthal did). The most disconcerting problem was longitudinal instability (divergence), because as the angle of attack of a wing increased, the center of pressure moved forward and made the angle increase more. Without immediate correction, the craft would pitch up and stall. Much more difficult to understand was the mixing of lateral/directionnal stability and control.

Controlling the flight

The 1880s became a period of intense study, characterized by the “gentleman scientists” who represented most research efforts until the 20th century. Starting in the 1880s advancements were made in construction that led to the first truly practical gliders. Three people in particular were active: Otto Lilienthal, Percy Pilcher and Octave Chanute. One of the first truly modern gliders appears to have been built by John J. Montgomery; it flew in a controlled manner outside of San Diego on August 28, 1883. It was not until many

years later that his efforts became well known. Another delta hang-glider had been constructed by Wilhelm Kress as early as 1877 near Vienna.

Otto Lilienthal of Germany duplicated Wenham’s work and greatly expanded on it in 1874, publishing his research in 1889. He also produced a series of ever-better gliders, and in 1891 was able to make flights of 25 meters or more routinely. He rigorously documented his work, including photographs, and for this reason is one of the best known of the early pioneers. He also promoted the idea of “jumping before you fly”, suggesting that researchers should start with gliders and work their way up, instead of simply designing a powered machine on paper and hoping it would work. His type of aircraft is now known as a hang glider.

By the time of his death in 1896 he had made 2500 flights on a number of designs, when a gust of wind broke the wing of his latest design, causing him to fall from a height of roughly 56 ft (17 m), fracturing his spine. He died the next day, with his last words being “small sacrifices must be made”. Lilienthal had been working on small engines suitable for powering his designs at the time of his death.

Picking up where Lilienthal left off, Octave Chanute took up aircraft design after an early retirement, and funded the development of several gliders. In the summer of 1896 his troop flew several of their designs many times at Miller Beach, Indiana, eventually deciding that the best was a biplane design that looks surprisingly modern. Like Lilienthal, he heavily documented his work while photographing it, and was busy corresponding with like-minded hobbyists around the world. Chanute was particularly interested in solving the problem of aerodynamic instability of the aircraft in flight, one which birds corrected for by instant corrections, but one that humans would have to address with stabilizing and control surfaces (or moving center of gravity, as Lilienthal did). The most disconcerting problem was longitudinal instability (divergence), because as the angle of attack of a wing increased, the center of pressure moved forward and made the angle increase more. Without immediate correction, the craft would pitch up and stall. Much more difficult to understand was the mixing of lateral/directionnal stability and control.

Powering the aircraft

Throughout this period, a number of attempts were made to produce a true powered aircraft. However the majority of these efforts were doomed to failure, being designed by hobbyists who did not have a full understanding of the problems being discussed by Lilienthal and Chanute.

In France Clément Ader successfully launched his steam powered Eole for a short 50 meter flight near Paris in 1890, making it the first self-propelled “long distance” flight in history. After this test he immediately turned to a larger design, which took five years to build. However, this design, the Avion III, was able to leave the ground but suffered lack of efficient controls. The plane reportedly managed to lift off the ground a distance of 300 meters, at a small height, and crashed out of control.

In 1884, Alexander Mozhaysky’s monoplane design made what is now considered to be a power assisted take off or ‘hop’ of 60-100 feet (20-30 meters) near Krasnoye Selo, Russia.

Sir Hiram Maxim studied a series of designs in England, eventually building a monstrous 7,000 lb (3,175 kg) design with a wingspan of 105 feet (32 m), powered by two advanced low-weight steam engines which delivered 180 hp (134 kW) each. Maxim built it to study the basic problems of construction and power and it remained without controls, and, realizing that it would be unsafe to fly, he instead had a 1,800 foot (550 m) track constructed for test runs. After a number of test runs working out problems, on July 31, 1894 they started a series of runs at increasing power settings. The first two were successful, with the craft “flying” on the rails. In the afternoon the crew of three fired the boilers to full power, and after reaching over 42 mph (68 km/h) about 600 ft (180 m) down the track the machine produced so much lift it pulled itself free of the track and crashed after flying at low altitudes for about 200 feet (60 m). Declining fortunes left him unable to continue his work until the 1900s, when he was able to test a number of smaller designs powered by gasoline.

In the United Kingdom an attempt at heavier-than-air flight was made by the aviation pioneer Percy Pilcher. Pilcher had built several working gliders, The Bat, The Beetle, The Gull and The Hawk, which he flew successfully during the mid to late 1890s. In 1899 he constructed a prototype powered aircraft which, recent research has shown, would have been capable of flight. However, he died in a glider accident before he was able to test it, and his plans were forgotten for many years.

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This page shows the parts of an airplane and their functions. Airplanes are transportation devices which are designed to move people and cargo from one place to another. Airplanes come in many different shapes and sizes depending on the mission of the aircraft. The airplane shown on this slide is a turbine-powered airliner which has been chosen as a representative aircraft.

For any airplane to fly, you must lift the weight of the airplane itself, the fuel, the passengers, and the cargo. The wings generate most of the lift to hold the plane in the air. To generate lift, the airplane must be pushed through the air. The jet engines, which are located beneath the wings, provide the thrust to push the airplane forward through the air. The air resists the motion in the form of aerodynamic drag. Some airplanes use propellers for the propulsion system instead of jets.

To control and maneuver the aircraft, smaller wings are located at the tail of the plane. The tail usually has a fixed horizontal piece (called the horizontal stabilizer) and a fixed vertical piece (called the vertical stabilizer). The stabilizers’ job is to provide stability for the aircraft, to keep it flying straight. The vertical stabilizer keeps the nose of the plane from swinging from side to side, while the horizontal stabilizer prevents an up-and-down motion of the nose. (On the Wright brother’s first aircraft, the horizontal stabilizer was placed in front of the wings. Such a configuration is called a canard after the French word for “duck”).

At the rear of the wings and stabilizers are small moving sections that are attached to the fixed sections by hinges. In the figure, these moving sections are colored brown. Changing the rear portion of a wing will change the amount of force that the wing produces. The ability to change forces gives us a means of controlling and maneuvering the airplane. The hinged part of the vertical stabilizer is called the rudder; it is used to deflect the tail to the left and right as viewed from the front of the fuselage. The hinged part of the horizontal stabilizer is called the elevator; it is used to deflect the tail up and down. The outboard hinged part of the wing is called the aileron; it is used to roll the wings from side to side. Most airliners can also be rolled from side to side by using the spoilers. Spoilers are small plates that are used to disrupt the flow over the wing and to change the amount of force by decreasing the lift when the spoiler is deployed.

The wings have additional hinged, rear sections near the body that are called flaps. Flaps are deployed downward on takeoff and landing to increase the amount of force produced by the wing. On some aircraft, the front part of the wing will also deflect. Slats are used at takeoff and landing to produce additional force. The spoilers are also used during landing to slow the plane down and to counteract the flaps when the aircraft is on the ground. The next time you fly on an airplane, notice how the wing shape changes during takeoff and landing.

The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings.

As mentioned above, the aircraft configuration in the figure was chosen only as an example. Individual aircraft may be configured quite differently from this airliner. The Wright Brothers 1903 Flyer had pusher propellers and the elevators at the front of the aircraft. Fighter aircraft often have the jet engines buried inside the fuselage instead of in pods hung beneath the wings. Many fighter aircraft also combine the horizontal stabilizer and elevator into a single stabilator surface. There are many possible aircraft configurations, but any configuration must provide for the four forces needed for flight.

Source : http://www.grc.nasa.gov/WWW/K-12/airplane/airplane.html