Airbus

While researching different forms of technology in relation to bodily practices for several years, I have become increasingly interested in the decision-making and power relations in this domain because technology is now an essential part of human evolution, existence and everyday use. So, my purpose here is to re-investigate the relationship between human beings and technology in the context of Aeroplane Pilots and their Aircraft. Aircraft manufacturers come up with new ideas to meet up with the technological advancement of the time, they build different designs to suit economic demands, give better flight experience, reduce fuel consumption, and make profit. The constant factor in all these are the pilots who have to deal with the technological advancements on new model aeroplanes as well as the existing ones. So, the profession of the pilot and his or her interaction with the aeroplane is investigated, with specific focus and analysis on the Boeing 737 Max aircraft, the Manoeuvring Characteristics Augmentation System (MCAS) on that aircraft, as well as the incidents that led to its grounding. This paper, in the context of its selected case studies, questions as well as analyses the role new technology plays in the decision-making with this profession and how it affects their previous training as well as embodied knowledge. What kinds of communication or relationship exist between technology and human being? Is the communication a dialogue, is the relationship a democratic one or there are power tussles? What are the challenges and the consequences they face? Who are victims and how can these be resolved? To answer these questions, this study analyses the recent crashes of the 737 Max and other similar incidents. Also, this study investigates power relations within this interaction with technology by evaluating the decisions on how or when technology can or should be used and when it can or should be ignored. I draw from existing literature, a reflexive account of my personal experiences as a frequent flyer, and an extensive online ethnography. The study begins with some background stories which gave rise to my research interest.

El presente trabajo estudia el avión Airbus A320, el cual es un avión con motor a reacción, que se usa típicamente por líneas aéreas para efectuar viajes de mediano-corto alcance. Para dicho estudio se tomará como referencia el libro Aerodinámica y actuaciones de vuelo de Aníbal Isidoro Carmona, comparando los resultados obtenidos por medio de este con los datos entregados por el fabricante y otras referencias.

The relationship between Toulouse and aeronautics began more than a century ago with the production of the Salmson 2A2 observation aircraft in the new Latécoère factory in Montaudran from 1917. From these beginnings there has always been a complex relationship between the role of the state and that of local actors (politicians, business leaders and workforces) which is the central theme of this article. Three successive chronological phases can be distinguished: 1917 to 1945 corresponds to a period during which there were the many initial doubts; 1945 to 1976 saw several ups and downs (Latécoère 631, Languedoc, Armagnac, Caravelle and Concorde); and, finally, commercial success came with the Airbus programme despite its difficulties of the 1970s. Toulouse and its suburbs benefited from the evolution of alliances – particularly when Germany took over from the UK – and, progressively, it asserted itself as the major centre of French, European and eventually the world’s civil aeronautics industry.
https://revues.univ-tlse2.fr/pum/nacelles/index.php?id=1380

Le 18 décembre 1970 naît le groupement d’intérêt économique (GIE) Airbus Industrie. Fruit d’une collaboration franco-allemande dont s’est retiré l’État britannique, il marque le début d’une aventure industrielle européenne exceptionnelle. L’Espagne rejoint rapidement cette entité qui intègre aussi la firme anglaise Hawker Siddeley spécialisée dans les voilures. Dès l’origine, Toulouse constitue le pôle majeur de recherche et d’assemblage des différents éléments de ce mécano complexe. La ville rose en devient aussi le siège social opérationnel en 2012 et peut donc revendiquer le titre de capitale européenne, voire mondiale, de l’aéronautique. Mais le cheminement vers ce triomphe s’avère long et difficile, né à l’ombre de Concorde, le premier Airbus A300B demeure longtemps méprisé. Plusieurs échecs commerciaux doivent être surmontés pour arriver au remarquable succès de la famille de l’A320 fragilisé par le Covid-19… 

Jean-Marc Olivier est professeur d'histoire contemporaine à l'université Toulouse-Jean Jaurès et membre du laboratoire Framespa (UMR 5136, CNRS) et du labex SMS. Depuis une dizaine d'années il concentre ses recherches sur l'histoire de l'aéronautique et de la conquête spatiale. Il encadre plusieurs thèses consacrées à ces sujets et dirige le parcours de master « Histoire et patrimoine de l'aéronautique et de l'espace ». Jean-Marc Olivier a déjà publié cinq ouvrages sur ces thèmes. Jean-Marc Olivier est l’auteur, dans la collection « Cette année-là », de : "1969. Concorde, premier vol".

This conceptual study explores the causes of two fatal air traffic accidents of Boeing 737 MAX airplanes by taking an infoculture approach. The level of computerization of this type of airplane makes it a relevant subject of information systems research. Using still incomplete evidence and available expert analysis, this exploration focuses on the relationship between pilots and computer systems in the context of flight as well as on the relationship between system designers and pilots in their organizational contexts. The study has implications for metaphor-based research in infoculture, philosophy of information systems, and practical scoping of automation in various domains.

Boeing 737 MAX aircraft, which experienced catastrophic crashes in 2017 and 2018, were grounded in March 2019 pending their recertification as being safe. Defective software correction is widely believed to offer the solution. However, the principle problem is not software, but vertical aerodynamic instability due to enlarged and forward-relocated engines of the Leading Edge Aviation Propulsion (LEAP) series. Already, nine months have passed without apparent Boeing work toward airframe modification, and at least several more such months are anticipated by FAA. This paper lists concerns indicating that recertification should be deferred pending physical redesign, to continue the tradition of passenger aircraft stability independent of software.

The purpose of this document is to provide Airbus operators with an understanding of Airbus aircraft operations in cold weather conditions, and address such aspects as aircraft contamination, performance on contaminated runways, fuel freezing limitations and altimeter corrections. This brochure summarizes information contained in several Airbus documents and provides related recommendations. Should any deviation appear between the information provided in this brochure and that published in the applicable AFM, MMEL, FCOM, FCTM, AMM, the latter shall prevail at all times All readers are encouraged to submit their questions and suggestions, regarding this document, to the Airbus Flight Operations and Training Support department.

This journal is a guide for all the youngsters who aspire about aviation from the other side of the textbooks & imagining this industry into action. Thus, it is composed out of the events in one such environment. The events are drafted in diary technique, one may skip to technical contents by reading numerical bullets only.

Analysis of epigenetics issues
The accident of the airbus 320 flying from Barcelona to Düsseldorf March 25th in 2015 tells why System Theory of Violence as designed by COBAWU could be relevant to any social decision, including security on flights. For this very short analysis, we will use the published doctorate thesis of Dr. Karolin Eva Kappler  regarding different prob-lems, behavioral deviances and abnormities in patterns of daily life among rape vic-tims, where COBAWU System Theory of Violence proves efficient, since 1988.

Boeing documents include employee statements that denigrate those who supervised and conducted the design of the faulty 737 MAX aircraft and its Maneuvering Characteristics Augmentation System (MCAS), leading to two airplane crashes. However, this paper suggests that the problem was primarily not with the line employees, but the top management and its role in establishing corporate culture.

An increase in passenger numbers had resulted in larger planes that were hard to fit in most airports in the world, which, according to Boeing, fit in the E category of the International Civil Aviation Organization (ICAO) specifications. To be able to fly to these airports wingspan of the planes must be under 65 m. This paper looked into optimizing the A380 to be able to fly with a 65 m wingspan by utilizing the bi-wing and flying wing design. Due to the limitations of the Ansys student version of the Ansys software and the accuracy of the modeling of the A380's wings, the lift and drag forces for the wings were affected. However, it was found out that while both the bi-wing and flying wing designs offered higher lift than the wing utilized in the A380, the flying wing design had better performance.

This article was published March 26 at 11am 3hours ahead of public official statements. On line 39 we explain the 2 possible causes for the plane crash, of which the second is accurate. Complexity analysis works well and can help predicting events ahead of time.

The accident of the airbus 320 flying from Barcelona to Düsseldorf March 25th in 2015 tells why complexity theory as designed by COBAWU could be relevant to any social decision, including security on flights. For this very short analysis, we will use a published article regarding different energy problems where COBAWU complexity theory proves efficient.

This conceptual study explores the causes of two fatal air traffic accidents of Boeing 737 MAX airplanes by taking an infoculture approach. The level of computerization of this type of airplane makes it a relevant subject of information systems research. Using still incomplete evidence and available expert analysis, this exploration focuses on the relationship between pilots and computer systems in the context of flight as well as on the relationship between system designers and pilots in their organizational contexts. The study has implications for metaphor-based research in infoculture, philosophy of information systems, and practical scoping of automation in various domains.

In this study, four different types of aircraft body were analyzed according to the aerodynamic flight conditions in the form of cruise . A319, A320, A330, and A340 model aircrafts of the Airbus firm were used. Only the body parts of the plane were drawn and the analysis process has been studied in a scale of 1/1000 for convenience.

Recommendation of Eugenia Mbuña’s  MCAS IN THE BOEING 737 MAX

Robert M. Cutler

October 9, 2019

This paper is an excellent, concise introduction to the Boeing 737 Max crash history problem. It includes the Airbus competion cause, change to old 737s, added/hidden Maneuvering Characteristics Augmentation System (MACS), and lack of crew training/ignorance of MCAS turnoff causing fatal dives. Possible enhancements could mentions of the (1) lack of MCAS “critical” designation with three “voting” Angle of Attack (AoA) sensors/displays, (2) FIRST vertically unstable (nose-up and nose-down; both short-term and phugoid?) passenger airliner, (3) impaired maneuverability for high or gusty crosswinds/turbulence or impact avoidance, (4) larger engine, low-ground clearance runway/intake hazards, (5) need for airframe redesign e.g. longer landing gear, under-wing engines, and larger tail and (6) if no redesign, unfortunate precedents for future unstable aircraft and rewarding profit-over-safety.

I submitted a question regarding Boeing 737 Max re-certification some time ago; regretfully, the answer that was automatically promised has not arrived. This time, I will only ask if your re-certification team will carefully consider the points made by independent experts that show why simple changes involving only instrumentation, software, maintenance, and training are not suitable to replace some airframe redesign and re-designation (outside of the 737 series) for passive aerodynamic vertical stability-as with other airline passenger craft, avoiding possible problems from reduced maneuverability under a range of challenging conditions (nose up, level, or down), low ground clearance hazards, and new precedents for both unstable aircraft and rewards for putting short-term profit ahead of safety. One expert suggests longer landing gear, engine relocation back under the wings, and a larger tail. Such design change will take time and money, possibly requiring government support, but is best in the long term. Please ask the re-certification team to consider all of these factors and the supporting details, such as found at these three internet links: https://www.theverge.com/2019/5/2/18518176/boeing-737-max-crash-problems-human-error-mcas-faa (a comprehensive accident explanation at all levels) AND https://spectrum.ieee.org/aerospace/aviation/how-the-boeing-737-max-disaster-looks-to-a-software-developer.amp.html (the author is also a pilot) AND http://nymag.com/intelligencer/2019/03/is-the-boeing-737-max-worth-saving.html (which suggests the redesign above). Also please reply to confirm full consideration of the facts and priority of safety. Thank you!

Pesawat AirAsia QZ8501 Hilang di Udara. Senarai Nama Nama Penumpang dan Anak Kapal #QZ8501 Kapal Terbang dilaporkan dalam perjalanan dari Indonesia ke Singapura apabila ia terputus hubungan dengan kawalan trafik udara. Tragedi berlaku selepas juruterbang meminta untuk menukar laluan untuk mengelakkan cuaca buruk. Lost contact AirAsia Airbus A320-200 flight number QZ8501 disappeared from radar at 6.24am. Sila ke pautan Video AirAsia QZ8501 Airbus A320-200 untuk Lokasi Terakhir Air Asia QZ8501 di Flightradar24.

Airbus. This name, I suppose, makes automatically people think about airplanes, particularly the huge jet airlines that we take to go on holiday. However, Airbus was also the 6th biggest arms manufacturers in 2017, and owns a division called Airbus Defence and Space, which is currently working on multiple military aircraft and drones. In parallel, European institutions increasingly assume the role of key actors in decision-making and implementation of defense and security policies (Gentilluci, 2014: 79-80). This paper intends to give a theoretical framework to this question: how can we explain the recent interest representation activities of Airbus Defence and Space (ADS) towards the European Union?
Firstly, we will see objectively what is lobbying in the EU and which actors are relevant. There is no subjective criticism in this neutral academic study and I do not take any personal stance on interest representation, which is an activity that has many merits. Secondly, we shall see how Airbus tries to shape European policies, which strategic accesses they have within EU institutions, why the EU accepts their influence, and analyse ASD’s discourse. Thirdly, I will argue that the theory of Postmarxism and its materialistic approach can give us a useful framework to understand why Airbus’ lobbying activities are performed the way they are. Finally, we will look at a study case to highlight my arguments.

Bronisław Geremek, éminente figure du mouvement Solidarność et ancien Ministre des Affaires Étrangères, déclarait en 1990 au lendemain de l’indépendance de son pays : « La voie de la liberté est ouverte, celle de la démocratie reste incertaine »i. Cette phrase, faisant figure d’avertissement, semble aujourd’hui tout à fait prophétique. Bien que cet homme ne soit plus parmi nous pour vérifier ou non ses propos, nous ne pouvons que constater une mise en danger flagrante de la démocratie polonaise ces derniers mois.