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Lessons Learned: Surviving a Murder Board

The problem with having essentially a two-week break from work as a flyer is that you really don’t get to fly either.  I was fortunate enough to get out with my friend in his Piper Cub on Christmas, which was amazing, but mostly just time around the house, and some homework otherwise.

I did have something to look forward to coming back to work this week, but it was a bit of a bitter-sweet thing.  The exciting part of this week is that I get to be part of an 8-ship formation soon.  In years past this would have been a relatively common occurrence, but these days almost all of our flights are only 2-ships, so to get out on an 8-ship is really exciting.

The downside is that I am one of the two main planners so there is a lot of work that goes into it.  We got a great start two weeks ago and had a bunch of stuff prepared only to find out that the powers that be didn’t like our plan, so we changed it to a more vanilla plan.  However, there really is no such thing as a vanilla plan when you are flying with four times as many planes as you usually do.

No worries though as I got a good base of a plan last week with a whole week to put it all together, or so I thought.  I spent most of the last day or so putting the plan together and starting to prepare products and a brief to explain what we were doing.  Then this afternoon we invited a handful of very experienced pilots and navigators that will be flying with us to take part in what we call a “murder board”.  The point of a murder board is to get other people who may not have been involved in the planning process to look at your plan and find anything that may be wrong or just things that need to be reconsidered.

The name and the description make it sound like an incredibly painful process, and it can be if you are stubborn or prideful, but in reality it is an awesome chance to get an outside perspective.  Especially for someone as inexperienced as me, it is an opportunity to learn from the people who have been there and done that.  Though it can lead to massive amounts of work, or in other words what I will be doing until we actually fly.

Please don’t mistake this for a complaint, as I do genuinely appreciate the feedback.  It is something that can be valuable in many different arenas, and even in civilian flying.  While the vast majority of civilian flying is likely not as complex as an 8-ship military formation, part of the fun of any flying is trying new things.  But, trying new things can also be a challenge if the plan is not thought through well enough.

Most of these poor plans can be traced back to a few common phrases, “Watch this!”, “I bet you can’t do…”, and the most dangerous “Hold my beer.”  There is nothing wrong with trying new things and challenging yourself, but it should be done in the right way.  If you want to get into aerobatics, take a class.  If you want to fly across the country, plan it out thoroughly like Bill Harrelson’s trip around the world.  If you want to land on small landing strips practice where you have extra room, and then when you are ready go for it.

One of the best things you can do is to get feedback from others with more experience.  Anything from building a plane to getting a new rating can be done better with help from those who are more experienced than you.  They can help you see things you never considered, and provide insight when you come across a problem where you see no answer.

One of the great things about military flying is that you can’t just rest on your laurels because they expect you to learn new things and progress through higher ratings and certifications.  It can be challenging at times, but as I said, it is important to find new challenges in all aspects of your flying.

So the real lesson to be learned here is to be open to feedback from other people.  If they are just being a jerk then nod and smile and then move on.  However, the vast majority of my experiences have been that they are just trying to help you get better.  That is one of the awesome things about people in aviation, for the most part they just want to help.  So don’t be afraid to not only accept feedback, but actively pursue it, because that is the only way to reach your full potential as a flyer.

January 6, 2015 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Christmas in a Piper Cub

The first attempt to fly didn't get much past the hangar, but even there she sure is pretty.

The first attempt to fly didn’t get much past the hangar, but even there she sure is pretty.

It is amazing how much life can change in only one short year.  Last year at this time I was deployed to Afghanistan thousands of miles away from my family.  While not the worst Christmas I have had, it was certainly not where I wanted to be.

A year later I am back in Arkansas enjoying a break with my beautiful wife and kids.  On top of the much-needed family time, I was able to take part in an amazing experience this afternoon.

I have a friend that I work with that is the proud owner of both a Pitts and Piper Cub that he bought a couple of months ago.  I was thrilled to find out he had gotten a plane with a second seat because all I want to do is fly anytime, anywhere.  We tried to go flying a few weeks ago but it was just too dang windy to fly.  This really sucked because he is scheduled to deploy soon.

Few things bring me more joy than walking out to a plane to fly.

Few things bring me more joy than walking out to a plane to fly.

On Christmas Eve we were two of the roughly 10 people who showed up to work for some strange reason and he suggested that Christmas should be a good day to fly, so we agreed to get together in the afternoon after the traditional festivities.  Fortunately, the weatherman was right and it was a gorgeous day to fly.

By the time I got to the airport he was already up in the pattern getting a little work in and it got me super excited to actually get up in a small plane again.  He pulled into parking and I hopped in to begin an amazing hour and a half.

The awesomeness began with takeoff as with a slight headwind we were able to takeoff in only 200 feet.  While it was no zoom climb up thousands of feet, there is just something fun about taking off in less than the length of a football field with the wind blowing past the open door next to you.

While not really for those afraid of heights leaning out the side of a plane is just awesome.

While not really for those afraid of heights leaning out the side of a plane is just awesome.

That is one of the amazing things about the Cub, with the door open you gain a sense of freedom that really is like nothing else.

We casually flew our way down to the Arkansas river at about 1000 feet enjoying an extremely pleasant December day.  There were a handful of other people out enjoying the amazing Christmas weather which was nice to see.  Once we got to the river we followed it out to the West and my friend showed me some of his favorite spots to play around.

The first was a small island in the middle of the river with a nice open grassy area surrounded by leafless trees.  We came in low and dropped below tree level until the end of the island and then popped back up over the top of the trees.  With my weight added to the plane and the tail wind it just wasn’t a safe move to put it down there.

This is what freedom looks like from the air.

This is what freedom looks like from the air.

We then spent the next hour or so cruising up the river checking out sandbars, a small abandoned runway, and the newest airport in the area which just recently began IFR service. We never broke 1500 feet or 95 knots which may sound incredibly boring, but it was quite the opposite.

It was incredibly exhilarating to literally fly amongst the birds and enjoy the wind blowing through the plane.  It is something that truly must be experienced to fully appreciate.  I genuinely hope this is the first of many flights in not only the Cub but in any other old tail-dragger that reminds me of how much fun flying is supposed to be.  Planes like this are what bring the wonder to aviation in this modern age of technological bells and whistles.

There are few better ways to spend an afternoon than VFR flying with a friend.

There are few better ways to spend an afternoon than VFR flying with a friend.

One of the incredibly cool things about this experience was the landing.  At our local airport they have an agreement to keep the grass mowed down so those who want to can land on the grass next to the runway.  Just one more example of the fun that can be had in a plane like the Cub.

I am incredibly grateful to my friend Harrison and wish him the best of luck and safety during his deployment.  The world needs more true aviators like him that really understand what flying is all about.  I have already learned a lot from him and I look forward to continued adventures once he returns.

December 26, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Airbus A350: MinutePhysics Shows How it’s Made in 5 Minutes

If you are not familiar with MinutePhysics then I highly suggest you set aside an hour or two to enjoy some simplified science at its finest.  He does a great job of taking incredibly complex things and simplifying them for those people who want to be a little more educated, but not Sheldon from The Big Band Theory.

In this edition, Henry Reich takes a look at the brand spanking new Airbus A350 which had its first delivery today.  While five minutes is not near enough time to show everything I think he does a pretty fantastic job of describing the overall process.  Personally I am just incredibly jealous of the tours that he got.  I think most of us Avgeeks would give body parts to get the access he did.

Until that day comes enjoy the physics lesson.  The second video was released by Airbus and shows more of the tours themselves.

 

 

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December 22, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

The F-35 vs the A-10: Does it Really Matter Which is Better?

The A-10 is one of the most applicably designed aircraft ever.

The A-10 is one of the most applicably designed aircraft ever.

I just read an interesting article that compared the value of the A-10 against the complete waste of money that is the F-35.  The general essence of the article was that the A-10 is the greatest plane ever designed and that the F-35 is the biggest waste of money in US military history.  The writer makes enough good points that it is hard to disagree with that summary however extreme it may be.

I will admit that I jumped on the F-35 band wagon when it was first announced years ago.  It was a beautiful looking plane that was advertised to have amazing capabilities.  The technology involved was fascinating, and it sounded like it would be the most versatile and effective aircraft in the inventory.

Unfortunately, the reality has been almost completely the opposite.

The F-35 could be incredibly effective if it ever lives up to the hype.

The F-35 could be incredibly effective if it ever lives up to the hype.

The F-35 program has been one delay after another with unlimited amounts of controversy at every turn.  On the other hand the A-10 has been a dream of a plane that for some unexplainable reason the Air Force has tried to get rid of on numerous occasions.

There are pictures and videos all over the internet of A-10s that are seriously damaged that finished their mission and returned the pilot home safely.  On the other hand, the internet is flooded with stories about the problems the F-35 has had before ever flying an operational mission.  The most recent issue being that the F-35 can’t operate with fuel that is too warm.  This could be a bit of an issue considering the fact that most of the conflicts currently taking place are happening in areas that can be extremely hot.

The problem that I see with this debate is the general point that the aforementioned article makes.  Who is considering the real benefits of the aircraft we are buying?

I do feel that there is value in stealth aircraft, not because it makes planes invisible, but because it does make it more difficult for enemies to detect our aircraft.  But does the F-35 provide that much of a stealth advantage over the F-15 Silent Eagle proposal to justify that dramatically higher price tag?

The one thing I have never understood is why we are dropping so much money on completely new aircraft designs when we have amazing airframes that could continue to operate with new technologies applied to make them even better?  I look at aircraft like the A-10, F-15E, and F-16 and wonder why we aren’t just continuing to upgrade these incredibly effective platforms.

I guess it comes back to the problem mentioned in the first article, the Air Force is generally run by fighter jocks that like shiny new toys and not necessarily the ones that will do the job the best.

The C-130 is one of the most effectively employed airframes in the Air Force as evidenced by its longevity.

The C-130 is one of the most effectively employed airframes in the Air Force as evidenced by its longevity.

The interesting aspect of that theory though is that the problem is not quite as evident when you look at the mobility side of the Air Force.  The best example of course being my beloved C-130 Hercules.  It has been in service with the Air Force for 60 years now and simply continues to receive upgrades.  While I feel there are some deficiencies in the newest variant, the C-130J, it is still an incredibly versatile and effective airframe.  Fortunately, the Air Force has not tried to force in a new airframe, but has realized the real value of this aircraft.

When you look at the mobility fleet of the Air Force it is currently made up of three planes the C-17 (~25 years of service), the C-5 (~45 years of service), and the C-130 (~60 years of service).  I’m not really sure how the longevity of these planes is so completely overlooked when it comes to assembling the strike fleet on the other side of the Air Force.

I realize there are significant differences between mobility and strike aircraft, but I also don’t think the differences are so dramatically different that strike aircraft need to be completely replaced that much more often.  Maybe I’m wrong?

In the end, it really feels like the original article is preaching some pretty serious truth about the Air Force.  There really does seem to be a systemic problem when it comes to acquiring new aircraft.  There seems to be a disconnect between the war-fighter and those tasked with supplying them.

But rather than just complaining about the situation I have to wonder how that problem can be fixed.  The simple answer to me as a brand new Captain is to get more real feedback from the operators that are actually flying these planes everyday.  That means getting feedback from Lieutenants, Captains, and Majors that are actively operating these airframes. Most importantly, that feedback must actually be implemented in the development and purchasing processes.

We shouldn’t be going to Colonels who are busy with a lot of things other than flying when it comes to understanding what our planes currently do, and how they can be improved to support the current environment.  Obviously, we shouldn’t let Lieutenants and Captains make the actual purchases but if we aren’t allowing for input from the people who are actually using the product then we are completely missing the point.

Way too many of these decisions are being made by people who have biased agendas rather than by the people who are putting their lives in the cockpits of these planes.  We need to reassess the process and make sure that we are making the right decisions to defend our country, and not the decisions that will line anyone’s pockets.

I realize this is much easier said than done, but the discussion has to start somewhere.  I think there are enough people in the process that genuinely care about the situation to make a change if they will simply DO something about it.  At the very least maybe they will do something to get others thinking that may ultimately lead to effective changes throughout the entire process.

For now we can only hope that the incredible operators that are tasked with employing these airframes will continue to be the best trained and most capable operators in the world to make sure that we continue to be the world’s finest Air Force.

 

December 20, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Lessons Learned: Shutting Down an Engine in Flight

Eight engines provide a level of comfort for the B-52.

Eight engines provide a level of comfort for the B-52.

First, a little joke before I talk about a very serious subject.

A military pilot called for a priority landing because his single-engine jet fighter was running “a bit peaked.”

Air Traffic Control told the fighter pilot that he was number two, behind a B-52 that had one engine shut down.

“Ah,” the fighter pilot remarked, “The dreaded seven-engine approach.

While this joke is pretty amusing, it also makes a very important point about the seriousness of shutting an engine down.  The vast majority of people will never be on a plane with an engine shut down.  I don’t think I have ever talked to a person that was on a commercial flight where they had to shut one down, though I am sure it does happen on occasion.

Even in the military it is very much a hit and miss thing where some people never experience it, and others have done it repeatedly.  In this particular instance, it was the first time I had ever been in the seat when we shut one down after almost three years of active flying, whereas one of our loadmasters, who has only been flying for about 8 months had experienced four engine shutdowns.  Luck of the draw I guess.

So what happened?

As is usually the case in most stories like this the day started off out of sorts.  The mission commander was unprepared and we didn’t receive any of our products until an hour after we should have.  That left us with about 45 minutes to prepare our personal products, do a formation briefing, and a crew study so that we could get out to the plane with enough time to get started and take off on time.

Whatever, we are rock stars so we got it done.

Even before the delayed products, we also learned that the pilots on our plane would be receiving no notice checkrides from AMC (Air Mobility Command) which meant that they were all just a little more on edge.

As we were departing on our first route in the number two position, lead started having issues with the copilot’s instruments so they had to break out and we took over.  No big deal, it happens pretty regularly.

Seeing a propeller stopped in flight can be a little uncomfortable.  Fortunately we have three to spare.

Seeing a propeller stopped in flight can be a little uncomfortable. Fortunately we have three to spare.

We continued on the route until about half way through our engineer noticed that one of the engines was fluctuating a little bit.  Nothing catastrophic, but pushing the limits a little more than it should.  We continued on the route while monitoring that engine and performing a few trouble shooting measures.

As we neared the run-in for the drop, we decided, as a crew, that the most conservative response was to return to base and follow the procedure to the letter.  So we notified ATC and initiated our return.

The important discussion that was had at this point was whether we should shut down the engine or not.  The reason that there was even any discussion was because the engine was not consistently out of limits but was fluctuating out of limits on occasion.  None of us felt that we were in any real danger and that it was likely just a gauge issue more than an actual propeller problem.

What ultimately led to the decision to shut the engine down was the engineer reading through the procedures that we had followed to that point which, when all other steps had not resolved the issue, clearly stated that you “WILL” shut the bad engine down.

So we followed the procedure to shut the engine down and made a safe landing back at the base where we turned the plane back over to maintenance so that they could fix whatever they found to be wrong.

As you can imagine there is a lot to be learned from this situation.

The first lesson for me as a mission commander in training is to show up prepared.  When you are just a normal crew member and you show up unprepared you just make life hard on yourself, but when you are the mission commander you make life hard on everyone.  They are all forced to rush and that is when mistakes happen.  Fortunately, nothing bad happened today, but it could have so why make things harder than they have to be.

The second lesson is one that bears repeating over and over again.  Good crew resource management is essential to flying safely.  When the engineer noticed something was not quite right he didn’t play, “I have a secret,” he notified the rest of the crew so that we could work together to come up with the best course of action so that we could all return home safely.

The last lesson is how important it is to know your procedures, and when in doubt to look them up.  It would have been easy to decide that it was just a gauge problem and leave the engine running.  Odds are it would have worked just fine for the ten minutes it took us to get back to base and we would have been fine.

However, what if we were hours from the nearest airport and we had misdiagnosed an actual problem that led to a catastrophic failure of that engine and a much more serious issue.  By following the procedure precisely every single time we can help to ensure that we are flying as safely as possible.

There are regularly times when we are asked to make important decisions as aviators.  That may even include deciding how best to execute a given procedure, but it makes the decision that much simpler when you understand the procedure and how you are supposed to execute it.

Shutting down one of our four engines on the C-130 when we are close to home really isn’t that traumatic of an experience, similar to the “dreaded seven-engine approach.”  It is obviously a much bigger deal in a single-engine fighter, or even a single-engine Cessna.   With that being said, it is never a decision to be taken lightly.

As good aviators we have an incredible amount of trust placed in us by those that we fly around, with, and above.  They are counting on us to make the right decisions at the right times, and we will only be able to make those decisions if we are properly prepared with the proper procedures.

December 13, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Pictures of Less Common Planes

If that title didn’t catch your eye as an Avgeek I don’t know what will.  In all actuality I am just too busy with homework to write an insightful piece, but I wanted to share something.  These are just some of the fun planes I have seen over the years.  My apologies if some of the pictures aren’t perfect, but most of them were taken on the move.  I hope you enjoy checking some of these out.

Just another great example of how much there is to learn in the world of aviation.  So many planes and so many liveries.

December 8, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Lessons Learned: Flying for Others Can be Better than Flying for Yourself

Flying is an interesting hobby as it is generally one that is limited in how many people you can include, but at the same time is an incredibly tight-knit, and large, community.

Unless you have the means to own a private jet or even a large twin, you are really limited to only about 2-3 other people coming along in your plane, if that.  However, fly-ins can bring together dozens, or even hundreds, of people who are passionate about flying.  Look at events like AirVenture in OshKosh where tens of thousands gather every year and it is clear that aviation is really a giant family.

Given the time of year, there have been a number of great articles talking about organizations that utilize planes to do good for others.  Ron Rapp wrote a great piece about avgeeks who are “the best” because of the charitable work that they perform using their aircraft.  Cap’n Aux also gave us a great look at individuals who opened their hearts to support others who may have personal struggles through the wonder that is aviation.

Both of these stories are great examples of the huge hearts that aviators have, and their amazing willingness to help other people.  It made me wish that I was in a better position to help in the ways that these great men have.  But the more I thought about it the more I realized that I have done at least a little good.

Just last weekend I spent about 15 hours flying during which I got essentially no training, but facilitated the training of 18 aeromedical personnel.  I have performed three such trips in the last year including one which included returning 7 wounded military members to their home states.

This week I am at Ft. Benning, GA supporting the Basic Airborne Course (look for more on this next week) which will provide the training for about 400 soldiers to get their jump wings.  This is the third time I have done that this year.

I don’t say all of this to toot my own horn, but to point out that we often overlook the good that we are doing because we consider it to be insignificant.  All I did last weekend was get the plane where we needed to go, but that allowed for training that could not have been received on the ground.

I was also the beneficiary of a generous pilot this weekend when my friend took me up in his Piper Cub for a little fun VFR flying.  It proved to be a short trip because of high winds, but it was some of the most fun flying I have ever done, and it further deepened my commitment to getting my PPL during the first of next year so that I can help others to enjoy the liberating feeling of small aircraft VFR flying.

It was a small thing to my friend, but it was a big deal to me.  Each of us avgeeks has the ability to do these great things, and I am sure most of us do them without even realizing it.

Much has been written about aviators asking others to go with them and have some fun flying, but I would like to turn the tables just a little.  I would strongly encourage anyone that is longing to get up and fly to ask any pilot you know to take you up the next time they go.  If you don’t know a pilot then head down to your local FBO and hang around for a little while.  You will inevitably make a few new friends and get that ride you have been longing for.

As I mentioned before, we aviators are really just one big family that is anxious to help our fellow aviators in any way we can.  Most pilots would love a little company when they go flying if you will only ask.  Don’t be afraid to ask because as most flyers will tell you, the stories are so much more fun when they are stories that you have shared with someone else.

November 30, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

How Can Bionics Research Improve Aircraft Design?

When I was younger I was sure I would become an engineer just like my grandpa and my older brother.  I loved science and math, and did quite well which seemed like a perfect fit.  However, it just wasn’t meant to be, and the more stories I read like this one from Airbus just reaffirms to me that I made a wise choice in leaving the engineering to other people.

The article itself is about how Airbus has created a company wide network for their bionic projects to ensure that repetitive work isn’t being done and that the greatest minds are working together to create the best results.  Good for them.

The really cool part of the article is when they talk about some of the incredible technology they have already developed.  One project is working to copy the structure of a lily to make stronger support structures for aircraft parts.  I don’t think most of us look to plants for inspiration on building aircraft parts, but maybe that is why we aren’t engineers.

The other huge technology that is making news not only in the aviation industry but in all kinds of industries is the use of 3-D printing to save weight and reduce costs in manufacturing.  This technology makes it possible to manufacture parts in ways that simply were not possible in the past.  We truly are in an exciting period for aircraft design and manufacturing.

All of these technologies are really starting to come together and complement each other in the development of safer and more efficient aircraft.  As sad as it is to see aircraft like the 747 start to fall in favor, it is pretty exciting to think about what the future may hold.  In reality, most of us probably have no idea what the not to distant future may hold when it comes to new aircraft development.

November 22, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Lessons Learned: What to Do When You Can’t Fly

I’ve been going through withdrawals recently, two kinds of withdrawals actually.  The first one is writing because I just haven’t felt like I had anything special to share mostly because of the second one: I haven’t been able to fly.

This may come as a surprise to many of you, but being aircrew in the Air Force does not mean that you get to fly all of the time.  In fact, we do a whole lot more other stuff than we do flying, but that might be something for another day.

So what does one who is obsessed with planes and flying do when they can’t fly?

Read about it naturally.

It is a lot of fun reading all of the various blogs and news sources out there, most of which I have stumbled across on Twitter, and they do provide incredibly value assets to someone like me who soaks in anything they can find related to planes.  I have learned, in my relatively short years, that there is as much information out there to be taken in as you are willing to search for.  The awesome thing about the aviation industry is that it is full of people who will talk your ear off about anything you want to know.

For an avgeek, that is a lot of fun, but for someone whose career is in aviation, it can make all the difference in the world.  It really makes no difference if you are a flyer or if you work on the ground supporting flight operations, we all stand to gain so much by taking the chance to learn from anyone who is willing to share.

As I mentioned, I haven’t been able to fly for a little while because I keep getting sick every time I am supposed to fly.  As much as that sucks, I did have an instructor who has forced me to take advantage of this time and not waste it.

He gave me a couple of exercises that forced me to get into the regulations and expand my knowledge.  Admittedly, I was a little annoyed at first because I was in the middle of other things, but once I got past the initial reaction and started digging into the books it reminded me why I love my job, and how cool it can actually be.  There is just something about feeling like you have expanded your own knowledge base that is incredibly rewarding.

While studying the FARs may not be as exciting as studying military tactics, there is still plenty that can be learned that is very exciting, and may just save your life.  The best example is Capt Sullenberger who landed his plane on the Hudson.  He had spent countless hours studying and learning for a situation just like that.  There is a quote from an interview that he did with Katie Couric that really sums this all up perfectly:

“One way of looking at this might be that for 42 years, I’ve been making small, regular deposits in this bank of experience, education and training. And on January 15 the balance was sufficient so that I could make a very large withdrawal.”  -Capt Sullenberger

I apologize that I couldn’t find a solid reference for that quote, but whether he said it or not, the message remains true.  We work in an industry where serious accidents are a very real possibility every single day.  The only way to be prepared for those accidents is to put in the time and effort now, at ground speed zero.  There is no way to know everything all at once, but a solid foundation of safety can be developed over time if we only put forth the effort.

So as much as it sucks to be grounded for long periods of time, that doesn’t mean that we can’t take advantage of that time to become better aviators or improve our abilities on the ground.  There is an unending fountain of knowledge that we all can partake in, if only we put forth the effort to take it in.

November 17, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.

Airbus’ Fly Your Ideas Competition Inspiring Young Minds

Fly your ideasThis is not the first time that I have written about the Fly Your Ideas competition put on by Airbus, but I feel that it bears repeating as many times as they put forward such an inspiring competition.

We live in a world where innovation is happening at all times, and some of the greatest innovators are young people.  With any luck, one of these ideas may be the next disruptive technology in aviation.

In Round 1, during which teams submit their ideas, Airbus will continue accepting registrations until 1 December.

You can take a look at previous entries in some of my previous posts, including a winner or two.  Suffice it to say that I am a huge supporter of any innovation, especially ones that are inspired by young minds that will carry us into the future.

Fly Your Ideas Competition Finalists

Airbus Changing the Future of Aviation

Full contest information can be found at: www.airbus-fyi.com

Here are images of the finalists from the last competition:

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November 13, 2014 I Written By

I'm Dave and I am a proud Avgeek. It goes way beyond liking airplanes. It is a passion that cannot be subdued.