GONE IN 30 SECONDS…

It’s estimated that an average of 8 percent of all commercial rocket launches end in failure.

Multimedia eLearning program by: David A. Johanson © All Rights

David Johanson is a multimedia specialist, CTE instructor and a former Boeing scientific photographer. All content, including photography, graphics and text (unless otherwise noted) was created by the author. To see an alternative graphic format of this program, click on: www.ScienceTechTablet.wordpress.com 

Learning Objectives Of This Program Includes:

≥ Definition and meaning of space law

≥ History and development of space law

≥ History and development of 20TH and 21ST Century Rocket and Launch disasters

≥ How, where and why rocket launch sites and space portals are located on the globe

≥ Potentially life threatening activities and components of rocket launches                           ———————————————————————————————

 

The Antares 110 rocket engines roared as they illuminated their departure from Earth — seconds later, appearing as if mortally wounded, the multi-staged rocket suddenly lost momentum and sank downward, creating an explosive tower of flames. Over the launch site’s PA system an urgent command required all media personnel to leave their equipment and evacuate immediately. It was reported no deaths had occurred — however the total environmental damage, the launch site cleanup and insurance liability issues are yet to be assessed.

Here’s NASA video of the unexpected Antares rocket launch disaster.      ⇒http://www.youtube.com/watch?v=aL5eddt-iAo

The referenced video below shows, press journalist and photographers ordered to evacuate as the Antares rocket explodes and unleashes toxic clouds of vaporized solid rocket propellant. Winds should be blowing to the east, so that burning propellant dissipates over the Atlantic Ocean — not heading west towards potentially populated areas, as is indicated happening in this video. ⇒ http://www.youtube.com/watch?v=IclTka711xo

Photograph: Kenneth Brown/Reuters

On October 31ST, just three days after Orbital Sciences’, Antares rocket launch explosion, Virgin Galactic’s SpaceShipTwo (SS2) disintegrates in an upper altitude reentry over California’s Mojave Desert. Unfortunately the space plane’s pilot was killed, as the remaining components of the craft slammed into an unpopulated area.  ⇒http://www.youtube.com/watch?v=dy1k5s7Fbl0 ⇒http://www.theguardian.com/science/2014/nov/02/virgin-galactic-spaceshiptwo-crash-investigators-fuel-warnings

 What Goes Up, Must Come Down

Rocket launch projects have always had to contend with laws of physics, in particular, Newton’s law of gravity. Today, these multimillion dollar programs are governed by another set of laws, involving multinational, liability space laws. These binding laws are for protecting individuals, communities and the environment from impacts caused by, man-made objects launched into space or subsequent damage of corporate or national operations in space.

Case Study: The first record of a space law liability incident occurring was in 1962, on a street within Manitowoc, Wisconsin. Apparently, a three-kilogram metal artifact from the Russian’s 1960, Sputnik 4 satellite launch, reentered the atmosphere unannounced, over an unsuspecting Midwest. The Russian’s denied it was theirs, fearing liability under international law. This event, helped set in motion, the 1963 Declaration on Legal Principals Governing the Activities of State in the Exploration and Use of Outer Space. As an international agreement, it puts forth the responsibility to the State which launches or engages in sending objects into space as internationally responsible for damages caused on Earth. In 1967, the agreement was slightly modified and was titled “Outer Space Treaty 1967.”

Earth has water covering 70% of its surface — when attempts fail to guide space debris towards open oceans, the chance for these falling objects to hit a populated area increase. Space Law assesses the liability for damages caused by space debris to the nation or agency responsible for its original rocket launch.

By 1984, the United Nations General Assembly, had adopted five sets of legal principles governing international law and cooperation in space activities. The principles include the following agreements and conventions.”Outer Space Treaty” – the use of Outer Space, including the Moon and other Celestial Bodies (1967 – resolution 2222.) “Rescue Agreement” – the agreement to rescue Astronauts/Cosmonauts, the Return of Astronauts/Cosmonauts and the Return of Objects Launched into Space (1968 – resolution 2345.) “Liability Convention” – the Convention on International Liability for Damaged Caused by Space Objects (1972 – resolution 2777.) “Registration Convention” – the registration of Objects Launched into Outer Space (1975 – resolution 3235.) “Moon Agreement” – the agreement Governing the Activities of States on the Moon and Other Celestial Bodies (1979 – resolution 34/68.)

Because so many international languages are used for creating these technical agreements — terms and meanings are often misinterpreted. There are linguistic limitations and a general lack of definitions to adequately cover all the specific space concepts and activities using Space Law. Each Nation has its own agenda and vision concerning the development of space, including corporate, cultural and religious interest, adding to the complexity of governing space.

Although most large “space debris” is monitored with top priority for enabling reentry over uninhabited areas such as oceans and deserts — satellites or sections of rockets still have potential for an unexpected re-entry over an inhabited area.

Cuba Gives A New Meaning To A Cash Cow

Case Study: In November of 1960, the second stage of a U.S. – Thor rocket fell back to Earth and killed a cow grazing in Eastern Cuba. The final settlement required the U.S. Government to pay Cuba $2 million dollars in compensation — creating the world’s first “Cuban Cash Cow.”

Dramatic Rocket Launch Failures Associated With Space Exploration

American physicist, Dr. Robert H. Goddard is the father of modern rocket propulsion. Goddard’s published rocket research during the1920s and 1930s, is what German military scientist used to help develop the liquid fueled V2 rocket, which terrorized Europe towards the end of WWll. The V2 (technical name Aggregat-4 or A4) rocket was the first human made artifact to leave the Earth’s atmosphere and reach into space. This basic design of modern rockets has changed little in the 100 years since Goddard was awarded a U.S. patent in 1914 for a rocket using liquid fuel.

It’s estimated since the 1950s, of the nearly 8,000 rockets launched into space related missions, 8 percent of rocket launches ended in some-type of failure (2012 spacelaunchreport.com.) The resulting anomalies have cost the lives of hundreds of individuals, including; astronauts, cosmonauts and civilians, along with billions of dollars of property and payload losses.

Here’s an abbreviated list of eventful, dramatic and tragic events associated with rocket launches.

A modified V-2 rocket being launch on July 24, 1950. General Electric Company was prime contractor for the launch, Douglas Aircraft Company manufactured the second

A modified V-2 rocket being launch on July 24, 1950. General Electric Company was prime contractor for the launch, Douglas Aircraft Company manufactured the second stage of the rocket & the Jet Propulsion Laboratory (JPL) had major rocket design roles & test instrumentation. This was the first launch from Cape Canaveral, Florida.

stage of the rocket & the Jet Propulsion Laboratory (JPL) had major rocket design roles & test instrumentation. This was the first launch from Cape Canaveral, Florida.                     →  http://www.youtube.com/watch?v=zVeFkakURXM

Vanguard TV3, December 6, 1957 launched from Cape Canaveral, Florida (U.S.) was the first U.S. attempt at sending a satellite into orbit. A first event of its kind to use a live televised broadcast, which ended with stunned viewers witnessing Vanguard’s explosive failure. Unfortunately, this launch mission was not ready for prime-time and occurred as a reflex reaction to the Soviet Union’s surprise aerospace success of launching the world’s first satellite, Sputnik, on October 23, 1957. → http://www.youtube.com/watch?v=zVeFkakURXM

Vostok rocket, March 18, 1980, launched from Plesetsk, Russia (formerly the world’s busiest spaceport). While being refueled the rocket exploded on the launch pad, killing 50, mostly young soldiers. (Source: New York Times article, published September 28, 1989) ⇒ http://www.nytimes.com/1989/09/28/world/1980-soviet-rocket-accident-killed-50.html

Challenger STS-51-L Space Shuttle disaster, January 28, 1986, launched from Kennedy Space Center (U.S.) marked the first U.S. in-flight fatalities. After only 73 seconds from lift-off, faulty O-ring seals failed, releasing hot gases from the solid propellant rocket booster (SRB), which led to a catastrophic failure. Seven crew members were lost, including Christy McAullife, selected by NASA’s Teacher in Space Program. McAullife was the first civilian to be trained as an astronaut — she would have been the first civilian to enter space, but tragically, the flight ended a short distance before reaching the edge of space. Recovery efforts for Challenger were the most expensive of any rocket launch disaster to date.  ⇒ http://www.history.com/topics/challenger-disaster/videos/engineering-disasters—challenger

Long Mark 3B rocket launch, payload: American communication satellite, built by Space Systems Loral – February 14, 1996 in Xichang (China) – two seconds into launch, rocket pitched over just after clearing the launch tower and accelerated horizontally a few hundred feet off the ground, before hitting a hill 22 seconds into its flight. The rocket slammed into a hillside exploding in a fireball above a nearby town, it’s estimated at least 100 people died in the resulting aftermath. This event was most likely the worst rocket launch disaster to date, due to the massive loss of human life. Disaster at Xichang | History of Flight | Air & Space Magazine  ⇒ http://www.airspacemag.com/history-of-flight/disaster-at-xichang-2873673/?c=y%3Fno-ist  video of the rocket launch disaster ⇒ https://www.youtube.com/watch?v=8_EnrVf9u8s

Antares rocket launch explosion with ‘firebrands’ cascading from solid propellant — NASA photo

Delta 2, rocket launch – January 1997, Cape Canaveral (U.S.) – this rocket carried a new GPS satellite and ends in a spectacular explosion. Video link included to show examples of worst case scenario of a rocket exploding only seconds after launch (note brightly burning rocket propellant cascading to the ground is known as “firebrand”.) The short video has an interview with Chester Whitehair, former VP of Space Launch Operations Aerospace Corporation, who describes how the burning debris and toxic hydrochloric gas cloud fell into the Atlantic Ocean from the rocket explosion. Rocket launch sites and Spaceports are geographically chosen to mitigate rocket launch accidents. US rocket disasters  ⇒  http://www.youtube.com/watch?v=Y4-Idv6HnH8

Titan 4, rocket launch – August 1998, Cape Canaveral (U.S.) the last launch of a Titan rocket – with a military, top-secret satellite payload, was the most expensive rocket disaster to date – estimated loss of $ 1.3 Billion dollars.                                                       ⇒ http://www.military.com/video/explosions/blast/titan-iv-explosion-at-cape-canaveral/1137853205001/

VLS-3 rocket, launch – August 2003, Alcantara (Brazil) – rocket exploded on the launch pad when the rocket booster was accidentally initiated during test 72 hours before its scheduled launch. Reports of at least 21 people were killed at the site.                              ⇒ http://usatoday30.usatoday.com/news/world/2003-08-22-brazil-rocket_x.htmvideo of the rocket launch disaster ⇒ https://www.youtube.com/watch?v=8_EnrVf9u8s 

Rocket launch debris fields are color keyed in red & Links to space port’s web sites included. (CLICK ON MAP TO ENLARGE) Quiz ??? – 1.) Do you see any similarities in the geographic locations used for these launch sites? 2.) What advantages do these locations have regarding “Space Law?” 3.) For most rocket launches, which site has the greatest geographic advantage & why? 4.) Which has the least advantage & why?

Rocket launch debris fields are color keyed in red & Links to space port’s web sites included. (CLICK ON MAP TO ENLARGE) Quiz ??? – 1.) Do you see any similarities in the geographic locations used for these launch sites? 2.) What advantages do these locations have regarding “Space Law?” 3.) For most rocket launches, which site has the greatest geographic advantage & why? 4.) Which has the least advantage & why?
Location, location, location is a huge benefit for rocket launch sites.

If you zoom into the above World map with its rocket launch sites, you’ll notice they’re located in remote, uninhabited areas. Another feature most space ports share is their proximity to large bodies of water, which are located in an easterly direction (with the exception of the U.S. Vandenberg site.) Rockets are launched over oceans to minimize   the risk to people or property from catastrophic accidents, which includes falling launch debris and toxic clouds of burnt fuel propellant. Liability from a launch vehicle is the main reason why all ships and aircraft are restricted from being in water anywhere near or underneath a rocket’s flight path. Rocket’s debris can contain highly toxic forms of unspent fuel and oxidizer, especially from solid propellant fuels.

The majority of rockets are launched in an easterly direction, due to the Earth’s easterly rotation. This procedure gives the rocket extra momentum to help escape the Earth’s gravitational pull. An exception for an east directional launch is a Vandenberg site in California. This site launches most of its rockets south for polar orbits, which is used by a majority of communication and mapping satellites.

Launching rockets closer to the equator gives a launch vehicle one more advantage — extra velocity is gained from the Earth’s rotation near its equator. At the equator, our planet spins at a speed of 1675 kph (1040 mph,) compared to a spot near the Arctic Circle, which moves at a slower, 736 kph (457 mph.) Even the smallest advantage gained in velocity means a rocket requires less fuel (13 percent less fuel required for equatorial launches) to reach “escape velocity.” This fuel savings translates to a lighter launch vehicle, making the critical transition of leaving Earth’s gravitational field quicker.

International space law is emerging from its infancy, attempting to clearly define itself from a nebulous amalgam of; agreements, amendments, codes, rules, regulations, jurisdictions,

Photo-illustration: David A Johanson — of space debris using a NASA photo of Skylab

treaties and non-binding measures. There exists today, enough legal framework for commercial interest to move cautiously towards developing outer space. However, with the unforeseen variables and dynamics of space activities, exceptions will be made & rules will be stretched, if not broken to accommodate necessity, justification or exculpation. ~

Part 1 of 2 editions – please check back soon for the conclusion of this essay.

The next edition of the Space Law series includes:

Potential Minefield Effects From Space Debris And The Regulatory Laws To Help Clean It Up.

Will Asteroid Mining Become The Next Big Gold Rush And What Laws Will Keep The Frontier Order?

Music video portal of rocket launches (nostalgia enriched content):

Boards of Canada – Dawn Chorus ⇒ http://www.youtube.com/watch?v=rfVfRWv7igg

Boards of Canada – Gemini – ⇒ http://vimeo.com/68087306

Boards of Canada – Music is Math ⇒http://www.youtube.com/watch?v=F7bKe_Zgk4o

Links And Resources, For Space Law And Related Issues

http://definitions.uslegal.com/s/space-law/

http://www.thespacereview.com/article/2588/1

https://www.gwu.edu/~spi/assets/docs/AGuidetoSpaceLawTerms.pdf

http://digitalcommons.unl.edu/spacelaw/38/

 

The Space Review: International space law and commercial space activities: the rules do apply Outlook on Space Law Over the Next 30 Years: Essays Published for the 30th … – Google Books “SPACE FOR DISPUTE SETTLEMENT MECHANISMS – DISPUTE RESOLUTION MECHANISM” by Frans G. von der Dunk Asteroid mining: US company looks to space for precious metal | Science | The Guardian Planetary Resources – The Asteroid Mining Company – News 5 of the Worst Space Launch Failures | Wired Science | Wired.com Orbital Debris: A Technical Assessment NASA Orbital Debris FAQs ‎orbitaldebris.jsc.nasa.gov/library/IAR_95_Document.pdf A Minefield in Earth Orbit: How Space Debris Is Spinning Out of Control [Interactive]: Scientific American SpaceX signs lease agreement at spaceport to test reusable rocket – latimes.com Earth’s rotation – Wikipedia, the free encyclopedia The Space Review: Spacecraft stats and insights Space Launch Report V-2 rocket – Wikipedia, the free encyclopedia Billionaire Paul Allen gets V-2 rocket for aviation museum near Seattle – Science Germany conducts first successful V-2 rocket test — History.com This Day in History — 10/3/1942

http://www.nbcnews.com/science/billionaire-paul-allen-gets-v-2-rocket-aviation-museum-near-1C9990063

 

 

 

 

 

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Will The Next Jet Airliner You Fly Be Obsolete, And Ready for Early Retirement?


Multimedia eLearning program authored by: David Anthony Johanson ©  – All written & graphic content on this site (unless noted) was produced by the author. Add: 2.0  For an alternative graphic format presentation, please visit: https://sciencetechtablet.wordpress.com/tag/commercial-jet-airliner-obsolescence/ 

This multimedia essay includes an eLearning program for secondary/post secondary education and community learning. Assessment tool: A quiz and answer key is located at the end of the program. Learning content covered: aerospace/airliner— aerospace engineering, avionics, economics & business, environmental footprint, financing, manufacturing, marketing, obsolescence management, technology. Learning concepts used: Applied Learning, Adult Learning, Competency-based Learning, Critical Thinking, Integrative Learning.Key: Words or phrases italicized are used to focus on essential concepts or terms for enhanced learning and retention.

[ Disclaimer: David Johanson is a former Boeing scientific photographer and currently has no stock holdings or a financial interest in: Boeing, Airbus or any other companies referenced in this program. Research in this article has been cross referenced using at least three sources, however, all perspectives and opinions represent only the viewpoints of the author.]

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Like seeing a mirage in the distance, shimmering sunlight reflects off rows of metal fuselages densely packed in the summer light. A surreal scene of Boeing jet airliners dominates the view, while forming a metallic wall around sections of a regional airport.

Billions of dollars worth of jet airliners are now double parked around Paine Field, Snohomish County Airport, in Everett, Washington. “This development indicates the current success, Boeing is having at landing airliner orders and the result you’re seeing represents a record amount of aircraft production,”said Terrance Scott, a spokesman for Boeing Commercial Airplanes.

He said the Company is leasing this space from Paine Field so that planes can have the remaining work completed and be ready for delivery to their customers — also, this isn’t unique to Everett, but is happening at Boeing manufacturing facilities at Renton Field and at Boeing Field in Seattle.

“Boeing has always been a good neighbor and a fine customer for the airport, they are currently leasing areas to park their aircraft and the revenue generated is appreciated.” said Dave Waggoner, Airport Director at Snohomish County Airport — Paine Field.

The global economy’s steady growth has increased passenger traffic, which puts pressure on the airlines to purchase new aircraft for satisfying demand. Continued drops in jet fuel prices benefits air travel industry profits, giving further incentives for fleet investments. Additionally, with historically low-interest rates, lending institutions find new opportunities in aviation financing, enabling expansion of corporate sales. However, financing for used planes is another matter. Cash is drying up for previously owned jetliners — which puts pressure to part-out, then scrap relatively newer-used aircraft. 

 

Could The New Normal Be Shorter Aircraft Service-Life For Airliner Fleets?

Recently, published reports noted a shift towards an assumed obsolescence and accelerated scraping of newer airliners — well before structural integrity or air worthiness becomes a problem, middle-aged aircraft are experiencing vulnerability to an early end-of-life. Clearly, accelerated scraping of newer aircraft is not due to any structural concerns, but rather, cyclical conditions of the industry. To appreciate these concerns a review of an airliner’s operational lifespan may help clarify some of the issues.


Aircraft manufactures use pressurization cycles to determine an airliner’s operational lifespan. A pressurizing cycle includes three distinct aircraft flight activities — takeoff, climbing until it reaches a cruise altitude and then landing. During this process, air is pumped into the fuselage to pressurize the cabin for passenger comfort. This repeated pressurization flexes or expands the fuselage — consequently stress is put on various connecting components, including fasteners and rivets — which helps to hold the structural integrity of the plane together. After a certain number of landing pressurization cycles, stress or metal fatigue can begin to develop, eventually causing small cracks around the fasteners. Pressurization/landing cycles mainly concern the life of an aircraft’s fuselage, wings and landing gear.

The interior of fuselage section, showing perpendicular rings, which are called frames.


The interior of fuselage section, showing perpendicular rings, which are called frames.

Maintenance schedules and lifespan of jet engines are measured in the number of flight hours. Aircraft engines, followed by landing gear and then avionics are the most valuable components for part-out and dismantling specialist operations. Ultimately, engine condition is the major factor in an owner’s decision to part-out an aircraft.

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For short flights, single or smaller double aisle craft are used to carry passengers, which may go through many landing or pressurization cycles for everyday operations. The more takeoffs and landings, means a shorter operational lifespan for the plane. On long overseas flights, wide body or jumbo jets such as 747s experience fewer landing cycles. These larger airliners, especially ones use for cargo operations can have longer lifespans of upwards of 20 or 30 years. In the U.S., the FAA requires an initial inspection on Boeing 737s, which have 30,000 takeoffs and landings using electromagnetic testing. Mandatory inspections are required for finding cracks in the fuselage or metal fasteners.

Boeing has a history of ‘over-engineering’ components of its aircraft, which is actually a good thing for ensuring passenger safety and for an extended service-life of the aircraft. Historical evidence of this conservative engineering practice is documented in WWII archival film footage of blown-apart B-17s returning from a mission and safely landing. There are more recent examples of Boeing commercial aircraft surviving dramatic inflight catastrophic failures, with most of the passengers and crew landing safely.

Photo-illustration of an aircraft end-of-life center (aircraft boneyard.)

Compound Forces Working Against Long-Life-Cycle Aircraft

What are the current forces, which hasten the end-of-life of a commercial jet airliner? Recurring cycles or patterns of economic and technological events influences the commercial aircraft industry on a daily basis. Various ripple-effects of these cycles can quickly alter new and used aircraft asset valuation. Airline leasing companies have a major influence, in providing their customers with the aircraft assets they need. Unless the buying customer has solid credit, it’s doubtful they can secure financing for previously-owned airliners. Also, tax incentives exist for Airline companies to use depreciation right-offs by decommissioning all but the most advance aircraft assets. 

Maintenance requirements are a long-term, yet fluid, financial concern for a company’s airline fleet. The newer designed aircraft are manufactured with significantly fewer parts than previous models. Consequently, reduction in parts has an impact on reducing maintenance expenditures — including smaller service crews, hours spent on inspection and a reduction of overall repairs. Also, spare parts inventories for maintaining the aircraft’s optimum performance can substantially be reduced compared to an older aircraft. The cost savings benefits are compelling incentives for eliminating older, higher maintenance, aircraft assets.

As mentioned previously, the considerable reduction of parts used in manufacturing newer aircraft provides an immediate benefit of up to 20 percent weight reduction. Without compromising strength or aircraft structural integrity, the cost savings from less weight begins the day an airliner is put into service. Traditionally, fuel-efficiency is the “holy grail” used for selecting an aircraft — the amount of fuel-burn affects the daily operational cost of an airline company. After a decade of service an older airliner reaches mid-life, it may require upgraded and modification conversions to the aircraft’s wings (winglets) or need new fuel-efficient jet engines. However, these conversions reach a threshold of diminishing returns from such investments. As a result, keeping an older aircraft competitive with newer models may not pay off at a certain point. That’s when permanent retirement and parting-out the airliner begins to make economic sense and the aircraft’s end-of-life management begins.

Inevitable Problems Facing Aircraft Electronic Systems (Avionics) Obsolescence

The most perplexing problem facing all commercial aircraft is how to ensure its critical avionics systems continue to evolve and stay up-to-date. Avionics provides the central nervous system or a central processing unit (CPU) framework for a commercial aircraft. It’s a marvelous matrix of advanced electronic systems technology, which constantly communicates with itself, the pilots and the outside world. More so than any other components making up an aircraft’s technological system, its management and functionality duties are beyond comparison. Each year avionics components physically contract in size, yet they expand immensely in functionality and system management. 

Here’s an example to help clarify this dichotomy of physical contraction and expansion of technical functionality. Your smartphone can be used as a basic representational model for avionics obsolescence. The phone you’re holding in your hand has a superior mobile graphics processor and sheer number-crunching power advantage over IBM’s Deep Blue supercomputer of the late 1990s. Yet, you can hold your phone in hand, compared to Deep Blue, which was the size of a large refrigerator. However, advanced your smartphone is today, a year from now it’ll be obsolete and two years from now… a quaint antique.  If you grabbed your smartphone and considered the example, you just experienced Moore’s law of observation — ‘over the history of computing hardware, the number of transistors in a dense integrated circuit doubles approximately every two years.

Now, imagine trying to update a complex system such as an airliner’s avionics bay, in five-years, 10-years or 15-years. The installation and the majority of electronic systems are not made by the Aircraft’s original equipment manufacturer (OEM) such as Boeing or Airbus. Moreover, the vendors or suppliers 10 or 15-years from now who were the OEM, may be out of business.  In the meantime, new replacement components may have to substitute the obsolete equipment. However, the aircraft industry is highly regulated by government agencies, which require strict certification of equipment modifications. As a result of these constraints, aircraft manufacturers such as Boeing, developed obsolescence management strategies to help mitigate these ongoing concerns. But there are always unforeseen obstacles and many moving parts to coordinate before the necessary electronic components are available when needed. Clear, transparent communication is necessary between internal engineering and purchasing departments. Successful collaboration at all levels can present major challenges, especially if the objectives and timetables are not each group’s priority.

So aircraft avionics are the vulnerable underbelly of airliner obsolescence — with financial consequences associated with accelerated, technology — necessitating complex and expensive electronic upgrades.

Airspace Navigation Service Providers (ANSP), which includes the FAA and the European counterpart EASA — have established new mandate requirements for avionic component upgrades. The purpose of this technology is for enhanced data link digital communication, which interacts instantly with aircraft Flight Management Systems (FMS). These requirements include, Automatic Dependent Surveillance-Broadcast (ADS-B), Controller-Pilot Data Link (CPDLC) and the Future Air Navigation System (FANS) enables text messaging and global position through satellite communications. The new civil aviation mandates are part of the next generation air traffic computer technology called NextGen, which represents air traffic infrastructure’s future for the next 10 to 15 years.

Used Aircraft Components, Harvested For Premium Returns, Is The Retired Airliners Last Call In Service Before Its Final Destination.

Perhaps aircraft boneyards are flying under the radar as virtual gold mines, as refurbished parts are easily sold at market value. The savings of buying used, over new aircraft parts is incentive for expanding the market. Engines, landing gear and avionics are the most expensive components of an aircraft. These prized components are a highly valued commodity and are quickly snapped up. Specialized systems are not manufactured by companies such as Boeing or Airbus, but by outside OEM. Parts sold brand new by the manufacturer are considerably more expensive than buying used.

Next Generation aircraft such as the Boeing 737-600 and even a 737-800, which was reported to have had a hard-landing, reached their end-of-life as scrap.  Also, Airbus has had similar, newer single-aisle aircraft models reached their final destination in the aviation boneyard.  Aircraft Fleet receivable Association (AFRA) estimates 600 commercial jet airliners are scrapped yearly. By 2023 it’s estimated the number of commercial airliners scrapped will reach 1000 per-year.

Efforts Of The Aviation Industry To Leave A Smaller Environmental Footprint.

In 2008, the Boeing Company reached out to Airbus in collaboration, with the goal to vastly improve aircraft recycling technology. Airbus estimates they are recycling 85 percent of the entire aircraft, the remaining cabin interior amounted to 15 percent and was the only materials added to landfills.     

The best takeaway from the issues surrounding accelerated airliner service-life is that less fuel is consumed by the newer fleets. As older, less efficient aircraft are replaced — a 20 percent reduction in fuel emissions will not enter the atmosphere from the next generation aircraft replacements. If the world’s commercial airline manufactures continue to devote more effort towards efficient recycling of past generation aircraft, we can look forward to clearer skies ahead.         ~


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Special thanks to The Future of Flight Museum, for allowing photos to be taken from their excellent observation deck.

http://www.futureofflight.org                       

 

Aerial view of Paine Field Airport looking north.

Airliner Obsolescence Quiz    (Read the entire question before answering.)

1. ) What three economic incentives are currently influencing airlines to purchase new aircraft for satisfying travel demand? ______________________________________ _________________________________ & _________________________________
2. ) (True or False) Structural integrity or air worthiness of current generation airliners is the main issue why these aircraft are being retired early. _______ If you answered false, give at least one other reason why this is occurring. ____________________________ _____________________________________________________________________
3. ) Aircraft manufactures use, what type of  ___________ cycles to determine an airliner’s operational lifespan?
4. ) Name the three distinct aircraft flight activities used to determine an airliner’s operation lifespan? _________________________ __________________________ ____________________________________________
5. ) Maintenance schedules and lifespan of jet engines are measured in the ________________ hours.
6. ) Aircraft _________ followed by ____________ and then ___________ are the most valuable components for the part-out and dismantling specialist operations. Fill in the blanks above by selecting the proper order of component value, using the following list: (bulk heads) (wire bundles) (avionics) (engines) (landing gear)
7. ) Selecting from the choices listed below, which aircraft will typically experience more pressurization cycles and why? A or B ____________  A. Jumbo jet (larger, multi isle aircraft) which is used for longer, overseas flights. B. Smaller, single isle jet airliners, which are used more for shorter, domestic flights.  Now explain why? ______________________________________________________________________ ______________________________________________________________________    8. ) Multi-isle airliners or jumbo jets, used for longer international flights or for cargo operations can have life cycles of upwards of ____ – ____ years. Select the best match from these sets: 5 − 15, 10 − 15, 20 − 30, 30 − 40 years. 

9. ) Explain why a larger commercial jet airliner, which flies longer over-sea routes, would have a longer operational life than a smaller aircraft, which is used on much shorter routes? __________________________________________________________________ ________________________________________________________________________
10. ) What procedure is required by the FAA for a Boeing 737 airliner, which completes 30,000 takeoffs and landings? _______________________________________________ ________________________________________________________________________
11. ) The newer designed aircraft are manufactured with significantly fewer parts than previous models, list at least two reasons why this is an advantage and would make older aircraft obsolete? _______________________________________________________ ______________________________________________________________________
12. ) What aircraft component traditionally has been considered the “holy grail” used by the airline industry for selecting an aircraft? _____________________________________
13. ) When permanent retirement and parting-out the of an airliner begins to make economic sense, what form of management begins for that aircraft? ____________________ Select one of the following: end-of-days, end-of-life, retirement cycle, recycle phase.
14. ) What critical system of an airliner is considered its “central nervous system” or CPU for overall control of the aircraft? ________________________________ Give at least two reasons why this system contributes to a jet becoming obsolete? ________________________________________________________________________ ________________________________________________________________________
15. ) Approximately how many aircraft are permanently retired or scrapped in a year? __________________ By 2023, how many aircraft are expected to be scrapped? _____________________
16. ) Regarding commercial aircraft recycling technology, what percentage does Airbus estimate it is recycling of the entire airliner ___ 40 %, 65 %, 75 % or 85 % What percent of the aircraft is not recyclable ___ 60 %, 50 %, 25 %, or 15 %  What part of the airliner is not recyclable ____________________ and where does it end up? _______________
Answer key is located at the very bottom, after program sources & related links

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Sources & Related Subject Matter Links

This link shows live air traffic anywhere in the world. View how congested the sky’s are over the world’s busiest airports.

http://www.flightradar24.com/47.79,-122.31/7

Aircraft Bluebook – Used for aviation asset valuation

http://www.boeing.com/assets/pdf/commercial/aircraft_economic_life_whitepaper.pdf

http://marketline.squarespace.com
http://www.boeing.com/boeing/companyoffices/aboutus/brief/commercial.page

http://www.airbus.com/innovation/eco-efficiency/aircraft-end-of-life/

http://www.airspacemag.com/need-to-know/what-determines-an-airplanes-lifespan-29533465/?no-ist

http://www.faa.gov/aircraft/air_cert/design_approvals/air_software/media/ObsolescenceFinalReport.pdf

http://aviationweek.com/awin/nextgen-obsolescence-driving-avionics-refurbs

http://www.theguardian.com/business/2013/jun/11/boeing-commercial-planes-double-asia-pacific

http://www.airliners.net/aviation-forums/general_aviation/read.main/5740876/

http://avolon.aero/wp/wp-content/uploads/2014/06/Aircraft_Retirement_Trends_Outlook_Sep_2012.pdf

Article & photos on U.S. aircraft boneyards

http://www.johnweeks.com/boneyard/

http://www.dailymail.co.uk/sciencetech/article-2336804/The-great-aviation-graveyard-New-aerial-images-hundreds-planes-left-die-American-deserts.html

Article, photos & interactive map of U.S. aircraft boneyards

http://www.airplaneboneyards.com/commercial-aviation-airplane-boneyards-storage.htm

Excellent aerial video of Airplane Graveyard (Mojave Airport, California)

http://www.youtube.com/watch?v=6RjaoR7Zk2s

 

Airliner Obsolescence Quiz Answer Key

1.  ) Satisfying increased travel demand   Fuel cost savings & Historically, low-interest rates for financing new aircraft

2.  ) True    Newer aircraft are replacing airworthy, older aircraft due to much less operating cost, including fuel savings and maintenance issues.

3.  ) Pressurization or Landing cycles

4.  ) Takeoff    Climbing to cruise altitude    Landing

5.  ) Number of flight hours

6. ) Engines  landing  gear avionics

7. )   B     Shorter service routes typically involve more landing and takeoffs as the airliner satisfies domestic travel demand

8.  )   20 − 30 

9.  )  An airliner flying overseas route would most likely have fewer takeoffs and landings, due to the longer flight time required to reach its destination

10.)  Electromagnetic testing for finding cracks in the fuselage or related components

11.)   Fewer parts can result in an airliner weighing up to 20 percent less than older models, which can correlate to the same percentage of fuel savings. The maintenance cost is substantially lower allowing for more savings over older aircraft with more component parts.  

12.)  Fuel-efficiency

13.)  End-of-life

14.)  Avionics   electronic components used for avionics may not be available or upgradeable due to obsolescence   upgrading obsolete avionics may require expensive redesign

15. )   Up to 600   1000

16. ) 85 %   15 %   Cabin interiors   Landfills

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How Did Rome’s Vitruvius, Become The World’s First Subject Matter Expert (SME) on Architecture?

An example of a variety of architectural styles influenced by Vitruvius. Florence, Tuscany Region, Italy. Photo by: David A. Johanson ©

Multimedia eLearning essay by: David Anthony Vasquez © All Rights    

To see an alternative graphic view of this essay please visit: www.ScienceTechTablet.wordpress.com  

If you would like to experience some ancient Roman music while viewing this essay, open one more browser and click on the  Roman music link provided below (Synaulia III, has Latin signing and soothing melodies)

Architecture is the art which so disposes and adorns the edifices raised by man for whatsoever uses, that the sight of them contributes to his mental health, power and pleasure. Aphorism 4. All architecture proposes an effect on the human mind, not merely a service to the human frame.  — From John Ruskin’s – The Seven Lamps of Architecture  ————————————————————————————————

The first historic footnote on Marcus Vitruvius Pollio, was not of his role as an architect —but for his military engineering service for another overachiever, Julius Caesar.

The floor plans from a Greek House – Vitruvius. Peter Lewis – Wikipedia project – image free to use with no copyright restrictions

Vitruvius first job description involved being in charge of a Roman legion’s heavy artillery —the terrifying Ballista or catapult. Ironically, this future architectural genius was responsible for destroying opposing structures that came before his weapons of mass destruction. You could say, Vitruvius, literally had a major impact on architecture throughout the arc of his careers. Vitruvius’ date of birth is recorded around 90 B.C. and apparently the recipient of a broad-minded education — science, mathematics, drawing, music, law, rhetoric and history. He is believed to have apprenticed with a Greek architect, which gave Vitruvius the basic foundation and qualifications for becoming a subject matter expert (SME) on architectural principles.

A series of columns line a walkway at the Herculaneum site, Italy.

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Vitruvian Man by Leonardo de Vinci was named after & inspired by Vitruvius. – This work is in the public domain in the United States, and those countries with a copyright term of life of the author plus 100 years or less.

It’s speculated at the time Vitruvius began circulating his writing, wealthy Roman citizen’s private libraries were accessible to him for specialized study in architecture and engineering.

An upheaval caused by the Empire’s civil and foreign wars channeled Vitruvius’ professional direction towards engineering military machinery. It may have seemed like an irony to him that his skills were being used to occasionally destroy architecture, rather than create it.

Contrary to popular belief, the Romans liberally used color & brick instead of marble.  Herculaneum, Campania Region, Italy.

Opportunity Opens A Door For Vitruvius’ Career In Architecture

Following the assassination of Julius Caesar in 44 B.C., Vitruvius found employment with Caesar’s nephew and successor — Octavian. Another decade of Roman civil war and the eventual defeat of Marc Anthony and Cleopatra at the Battle of Actium in 31 B.C., led to a Pax Romana (Latin for “Roman peace.”)

Julius Caesar’s father-in-law residence – Villa of Papyri is located at Herculaneum, which was buried along with the city of Pompeii in 79 A.D., by the volcano Vesuvius, seen in the upper top frame.

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With Octavian as the undisputed ruler of the Empire, he was granted the title, Augustus the Emperor of Rome. Augustus channeled Rome’s wealth towards cultural, civic and public works development. This reinvestment for Rome’s glory, eventually gave Augustus bragging rights, as he is quoted, ‘I found Rome built of bricks; I leave her clothed in marble.’ Augustus’ civic benevolence finally created an opportunity for Vitruvius’ great engineering and architectural contributions to move forward.

An example of Roman ingenuity is in using brick for most of a building’s construction, then a facade of marble or limestone is applied and finally followed by vibrant color applications.

The white outline of the architectural structure show where the colors were applied — from inside a residence at Herulaneum site, Italy.

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As the saying goes — behind every great man there is a great woman. It’s Augustus’ sister, Octavia, who sponsors Vitruvius to write the architectural treatise. 

Interior of residence in Herculaneum. Mosaics were used to bring the outside world indoors.

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Officially, the Books of Architecture are dedicated to Augustus, who uses them wisely to help create a marvelous metropolis.

Mosaic tile in the ancient port city of Ostia Antica, Lazio Region, Italy.

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Vitruvius, throughout his career keeps a low profile, perhaps due to observing what envy and jealousy could inflict on the Romans who attempted to shine too brightly.

Statue in the ancient port city of Ostia Antica, next to the Tevere River, Italy.

Cross section of Coliseum. This two-thousand year old stadium is still in use today, with major music concerts & various events open to the public.

Past Nonconforming Standards In Architecture Threatens Rome’s Renovations.

In antiquity, Hellenistic Greek architecture sets the standard for beauty, quality and form. The Greeks, inspired by much older civilizations established near the Mediterranean, refined architecture to its classical ideal. However, precious little had been written down regarding the styles and standards of Greek architecture, until Vitruvius ambitious efforts were realized.

Ionic capital on a Roman column

As a result of non conforming standards, instructional integrity of buildings could suffer with disastrous consequences, as well as the aesthetic beauty of religious, civic and private buildings.

Ruins at Ostia Antica, Italy.

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Roman Forum                                                                      3D, computer generated image 
Image Created by: Lasha Tskhondia – Creative Commons Attribution-Share Alike 3.0 – Some Rights Reserved.

Vitruvius realizes the great advantages and value of researching classic Greek architectural techniques and styles. By developing a comprehensive series of books on the methods and theories of architecture — ancient Roman, as well as contemporary architecture greatly benefit from Vitruvius vision of recording the science, art and history of architecture.

Rome’s Forum

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Cross section of Rome’s Forum

Remains of Rome’s Forum

How Did Rome’s Vitruvius, Become The World’s First Subject Matter Expert (SME) on Architecture? —More to be uploaded on Vitruvius in the coming days.

Links to learning more on Vitruvius

http://blogs.nd.edu/classicalarch/2012/09/28/many-canons-many-conversions/ http://en.wikipedia.org/wiki/Vitruvian_Man http://www.bostonleadershipbuilders.com/vitruvius/

How about some ancient Roman music to brighten your day? Click on the link provided below ↓ (if you’d like to hear this Roman music while reading the essay, open a new browser window to play the music and use the original browser window to read the essay.)

http://www.youtube.com/watch?v=X83IYWmcEFg&list=RD020MwBCorqBW0 ——————————————————–

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What Chance Will America’s Youth Have In A Changing Global Economy?

 

 

The first STEM EXPO Fair held at Edmonds School District’s new STEM Magnet School at MountLake Terrace HS in Washington State. A rocket club student holds a rocket, which was used earlier in a group presentation at the fair.

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Multimedia eLearning program by: David Anthony Johanson © All Rights

The author is a multimedia specialist, CTE instructor and a former Boeing scientific photographer. For an alternative graphic view of this program, please visit: https://sciencetechtablet.wordpress.com/tag/e-learning/

A big question asked by concerned people and industry leaders across the Nation is waiting for an answer… How will current and future generations stay competitive in an increasingly, complex, global economy? A high-performance education program involving a blend of Science, Technology, Engineering and Mathematics (STEM) — is promising solutions as its building momentum within post-secondary and kindergarten-through-grade 12 (K-12) education. 

The STEM Robotics team project is demonstrated to an enthusiastic audience of all ages.

The dynamic learning created from STEM’s project based curriculum is contagious for a growing number of students. And the program’s appeal is spreading to parents, public schools and corporate sponsors who are looking for ways to get involved in supporting technology learning through secondary education. Even the U.S. Congress solidly supports the critical initiatives driving STEM Education, which is primarily funded through the National Science Foundation (NSF.)

Enthusiasm and excitement were experienced by those viewing students’ technology project presentations.

A Basic Overview Of A STEM Magnet Program

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By the 21st century, digital technology had transformed global manufacturing and commerce by accelerating STEM related industries. The skill-sets, training and knowledge of entry-level applicants was noticeably falling behind. Standards for learning, used in our public educational system, were now becoming outdated. Nationally, educators needed a new, comprehensive learning approach to inspire, explore and motivate students’ achievement in the global dynamics of STEM.

Today, the Nation’s public schools place greater emphasis on introducing STEM related content to both teachers and students, starting as early as grade school. This program strategy allows all students of varied backgrounds, ethnicities and socioeconomic levels, gain access to learning projects associated with science and technology. By presenting young students with thoughtful STEM lesson plans, they are more likely to engage in the discovery process of even the most technical subject matters. Entering middle school, students are learning accelerated levels of science and technology content, which helps them decide if they wish to enroll in a high school, offering a focused curriculum. The STEM Magnet Program pulls in a diversified population of students, engaged and motivated by their earliest learning experiences.

 Evolution And Development Of STEM Education

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Richard Blais, Chairman of the technology department for the Shenendehowa Central School District in Upstate New York, developed a curriculum in 1986, to support students’ interest in studying engineering. To enable enthusiasm and confidence in students, core courses included; pre-engineering and digital electronics, infused with energetic and interactive learning environments. The curriculum’s proven a success, attracted philanthropist, Richard Liebich, who partnered with Blais to set up, Project Lead the Way (PLTW.) 

Greg Schwab – Principal, Mountlake Terrace High School, greets students at the STEM EXPO Fair

Dr. Nick Brossoit Superintendent, Edmonds School District

Within 10 years of PLTW’s founding, a dozen high schools in New York State adopted the program. Within the next few years high schools in 30 states were using PLTW’s “Pathway to Engineering Program.” Soon after, PLTW was a major national program, which used innovative activities of project and problem-based assignments. Further adding to PLTW’s momentum and success was the enthusiastic support corporations showed by endorsing and contributing financial resources towards the program.  

Mark Madison
Director, Career & Technical Education for Edmonds SD

STEM Education incorporated many successful PLTW learning strategies and programs. PLTW is still active in high schools today and plays an active role in STEM Education.

STEM EXPO Keynote Speaker – Dr. Elaine Scott, Director of Science & Technology Program, UW Bothell 

Mark Sanders’, 2009 STEMmania article in The Technology Teacher, cites the STEM acronym first being used in the 1990’s. The National Science Foundation (NSF) started using “SMET” as a reference for “science, mathematics, engineering and technology.” A department, program officer complained “SMET” sounded similar to “smut,” so “STEM” became the suitable replacement. It would take more than a decade for the public to recognize STEM’s referenced meaning.

The support and enthusiasm for STEM Education is displayed by an impressive turnout for the District’s first STEM EXPO Fair.

  

The Challenge Of Integrative Education: Transcending Barriers And Perceived Domains Found Within Science, Technology, Engineering and Mathematic Education

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Perhaps the greatest test for a STEM Magnet Program will involve achieving the goal, of course/subject integration. As a career, technical and education (CTE) instructor, I’ve heard this complaint more than any other from students — “why do I have to learn this subject, it doesn’t relate to other things I’m learning or anything I’ll ever need to know!?” In truth, all subjects and courses taught in school share dynamic connections, we as educators need to do more in helping students see their associations.    Core sciences and engineering education programs have traditionally maintained strict disciplinary lines, known as silos. This shortsighted disconnect is generally not found in highly competitive industries, where the imperative is to find solutions which will “payoff” in the shortest amount of time. Industry’s necessity to cut through the process, for realizing greater profits is an important lesson plan for all STEM Programs. The realized profit for a student is — being taught how to quickly adapt new, comprehensive and sometimes-unconventional learning strategies to gain a competitive advantage.  

The STEM Expo Robotics team takes a break from their demonstration for a group photo. Teamwork builds confidence and trust in the students themselves, as well as other team members.

Benefits/Advantages For Both Students And The Schools They Attend

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Developing a STEM magnet program helps a school district align its resources towards assisting students preparing for college and universities, which specialize in related technical studies. An additional advantage the program offers a student pursuing a post secondary education is — an institution will most likely accept the applicant’s enrollment request based on the knowledge and technical skills achieved through a STEM Magnet Program.

     U.S. industries have increasingly cited the lack of qualified technical applicants they need as a reason not to hire more employees. The shortage of people with necessary STEM skills has motivated corporations to contribute their resources of funding, mentoring and sponsorship towards public education’s technology learning programs.

Community exhibitors at the STEM EXPO Fair include corporate sponsors of STEM education.

Aerospace giant Boeing is a big sponsor of the STEM Magnet Program.

Parents and community groups have eagerly supported STEM programs. Student’s parents are critical stakeholders who quickly realized the impact the program was having  — seeing impressive scholastic and attitude improvements with their children.

STEM Education Uses Progressive Learning Strategies To Develop Critical Learning And Self-Discipline Within a Student 

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As STEM Education attempts to accelerate student development by modifying the standard teacher-centered classroom with more independent learning. The curriculum encourages project-based learning, problem solving and discovery, which empower the students to engage their cognitive skills to find solutions. This form of learning develops greater self-confidence in students and it opens channels among the students themselves to interact thru peer-to-peer learning. These spontaneous collaborative activities are self-organized learning events and they naturally promote leadership within the group. It has been well documented, knowledge transferred from experience in peer-to-peer activities are highly successful forms of learning.

Students enrolled in STEM Programs are encouraged to engage and connect with others by refining their presentation skills.

  

Tangible Returns In Personal Development Through Teamwork And Leadership

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Over the past five years I’ve had the opportunity to teach in a variety of classroom environments using a CTE curriculum. It’s remarkable seeing how engaged students are with learning their STEM subject matter. These same students are much more likely to openly contribute and share their ideas in a classroom discussion using the critical thinking skills they’ve learned to develop.

Most often, the STEM classes are more like being in a college environment, requiring a minimum amount of classroom management, as the students are self-motivated to complete their assignments and move on to the next project. Generally, the level of leadership development and volunteerism is noticeably higher in STEM classes due to the program’s emphasis on teamwork, self-confidence and academic achievement. These personal development qualities are valuable assets for students when applying for college admission and later — when entering the career of their choice.

Craig DeVine – pre-engineering instructor, talks with his students near a 3-D printer

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Improving Forecast For Employment Opportunities Using STEM Education

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As STEM Magnet Schools continue to place their graduates into secondary education, followed by the students’ successful careers in STEM related industries — STEM Education will help transform the American education landscape. If STEM Education can sustain its momentum, the future horizon looks bright for our youth to achieve economic opportunities on a global leveled playing field.

Entrance to Mountlake Terrace High School -Edmonds School District’s first STEM Magnet School

STEM Education Terms & Definitions

CTE = Career Technical Education NSF = National Science Foundation PD&I = pedagogy referring to – purposeful design and inquiry PLTW = Project Lead The Way STEM = Science, Technology, Engineering & Mathematics  STEM Magnet School = A school with a concentration of STEM classes, which attracts students throughout a school district interested in enrolling in a STEM Program

STEM Education Links

http://www.stemedcoalition.org/ Home The Future of Education / The history of STEM education in America. Handy infographic! What is STEM Education? PLTW | OUR HISTORY PLTW | STEM Education Curriculum for Middle and High Schools http://esdstem.pbworks.com/f/TTT%2BSTEM%2BArticle_1.pdf Home PBS Teachers | STEM Education Resource Center nsf.gov – National Science Foundation – US National Science Foundation (NSF) Siemens STEM Academy – STEM Education Has Arrived… Start Small, But Dream Big http://www.stemeducation.com/ STEM Resources | Early STEM Program Still Going Strong – STEM Education (usnews.com) What STEM Is–and Why We Care – STEM Education (usnews.com) 

https://education.uky.edu/STEM/sites/education.uky.edu.STEM/files/SEM%20604_syllabus_%20History%20of%20STEM%20Ed.pdf Historical Perspectives on STEM Education in Arkansas | Arkansas STEM Coalition http://www.fas.org/sgp/crs/misc/R42642.pdf STEM ES Home – STEM ES FAQs NSTA :: News Story 

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