ESPAÑOLES Y FUTBOL

Ojala los españoles sean tan exigentes con la economía del país como con el fútbol.Lo que vemos,como los hinchas pierden juicio,gritando e insultando a los árbitros y jugadores.Parece que ellos les dejaron sin un duro.Si equipo empieza la temporada mal,enseguida se oye pitos,exigencias que se vaya el entrenador,pero fútbol,si podemos comparar con el ajedrez tiene su estrategia.Por ejemplo contratan un nuevo entrenador y él viene con sus ideas y su estrategia.Si es algo innovador puede funcionar el primer año,incluso segundo,pero luego los adversarios estudian los secretos y trucos e imponen contra medidas.Claro cuando empieza a dar problemas y el equipo se tropieza es la culpa del entrenador.¿Por qué? Con la misma plantilla no creo que el entrenador puede hacer milagros,incluso es peor,cuando el equipo vende sus mejores jugadores,
Y si el equipo baja a la segunda división,aquí empieza algo no imaginable en otros países:gente sale a la calle en protesta y exigen dimisiones.Parece que acaban de perder trabajo,hogar,pero no es así.Como vas a explicar a los extranjeros,que es por el fútbol.
Pero cuando se refiere a la economía aquí se muestra un cuadro totalmente diferente.Parece la gente pasa de todo.No vas a ver las manifestaciones a favor de mejorar su bienestar y de su país.Solo puedes ver las exigencias que según los sindicatos son muy importantes,pero creo que la mayoría de la gente son "brainwashed","cerebros lavados"y no ven la realidad.
De esto se puede hablar mucho,pero aquí yo termino...  

On how planes are routed over the Atlantic Ocean

The British Air Navigation Service Provider company, that shows how the commercial flights are routed over the Atlantic Ocean without radar, one of the main problems that explains, to the date, how we do not know an aircraft position in real time over the ocean.

This video is very illustrative about how a flight is managed in a no radar environment scenario based in the Shanwick Oceanic Control Area (OCA) and neighborhood areas, tactical route planning, what systems support the process, air space capacity optimization, safety procedures, risks management, emergency what-if scenarios, ATC/ANSPs coordination, pilot/ATC communication, etc.

TARGETING RISKS WITHIN THE SHANWICK OCA. VIDEO SECTIONS

The video is divided in the main following sections:

• A Westbound Flight, for showcasing the procedures in a normal flight from Dublin to Boston. How the pilots uses the ACARS system and the alternative HF/VHF radio communications.
• The South-East Corner, a critical air navigation area that implies the southwest of Britain (Shanwick OCA), west coast of France (Brest OCA) and the Spanish atlantic area (Madrid OCA). This in an area heavily crossed by the flights from/to Spain-Britain, Europe-Latin America, Europe-Central America, Europe-NorthAmerica, and flyby flights from the East of Europe to America, as the Middle-East flghts.

• When things go wrong: any conflict or deviation in vertical, lateral and longitudinal elements of the air space and waypoints, and any incidence regarding to separation minima between aircrafts. The conflicts with other traffics.

SEVERAL OVERTAKINGS AND CROSSINGS FROM THE COCKPIT

On how planes are routed over the Atlantic Ocean

22 August, 2015   Air Navigation, Articles

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Credit: NATS

STARTING THE ENGINES

Before introducing the video, and for having an introductory vision of the North Atlantic Air Traffic, do not miss the following video, also produced by NATS.

TARGETING RISKS WITHIN THE SHANWICK OCA. VIDEO SECTIONS

The video is divided in the main following sections:

• A Westbound Flight, for showcasing the procedures in a normal flight from Dublin to Boston. How the pilots uses the ACARS system and the alternative HF/VHF radio communications.
• The South-East Corner, a critical air navigation area that implies the southwest of Britain (Shanwick OCA), west coast of France (Brest OCA) and the Spanish atlantic area (Madrid OCA). This in an area heavily crossed by the flights from/to Spain-Britain, Europe-Latin America, Europe-Central America, Europe-NorthAmerica, and flyby flights from the East of Europe to America, as the Middle-East flghts.

The South-East Corner. Shanwick OCA, Brest OCA and Madrid OCA. Copyright: NATS and SPA

• When things go wrong: any conflict or deviation in vertical, lateral and longitudinal elements of the air space and waypoints, and any incidence regarding to separation minima between aircrafts. The conflicts with other traffics.

Air navigation deviations. Copyright: NATS and SPA

ENJOY THE NATS VIDEO

It takes 70 minutes, so relax and enjoy it.

FLIGHTS OVERTAKINGS AND CROSSINGS

For illustrating best the benefits of this air navigation holistic system, here you have three videos with some of the situations explained in the NATS video.

SEVERAL OVERTAKINGS AND CROSSINGS FROM THE COCKPIT

OVERTAKING AN AIR CANADA FLIGHT 1000 FEET ABOVE

QANTAS B747 AND A380 FLYING IN PARALEL, DIFFERENT ALTITUDE

NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL

Minimum Navigation Performance Specification (MNPS) Airspace. Credit: ICAO

In the video, they named an interesting document, published by ICAO, the North Atlantic Operations and Airspace Manual that illustrates and describes the general procedures, requirements, the oceanic clearances, communication procedures, flight operation and navigation procedures, contingencies, etc. Is a guide for the operation in this air navigation area.

You can download it from the following link. ICAO NAT Doc 007

ACARS

Aircraft Communications Addressing and Reporting System (ACARS) is a system and protocol designed by ARINC (now a Rockwell Collins company) in 1978 that transmit data between aircraft and ground stations. ACARS messages may be sent using a choice of communication methods, such as VHF or HF, either direct to ground or via satellite.

Aircraft-Ground data communication Credit: http://www.technologyvista.in

ACARS messages may be of three types based upon their content:

• Air Traffic Control (ATC), as shown in the NATS video.
• Aeronautical Operational Control (AOC)
• Airline Administrative Control (AAC)
• Free Text messaging is also possible.

This is an example of a message sent to a pilot from the ATC, this communication is also known as Controller-Pilot Data-Link Communications (CPDLC):

ABC123 CROSS 50N040W AT OR BEFORE 1428

AFTER PASSING 50N040W MAINTAIN MACH 082

The meaning is, “Flight ABC123 is to adjust its speed to ensure that the flight will reach the coordinates 50N 040W no later than 1428 UTC. After passing coordinates 50N 040W, the flight is to maintain speed Mach 0.82.

The next picture shows the point of view of an ATC controller’s workstation, in this case from the Maastricht Upper Area Control (MUAC) managing an Air Europa’s flight (AEA1098)

Example of ATC screen when using CPDLC at MUAC. Credit: Eurocontrol

Here you can see the pilot’s perspective:

Interface Pilot-ACARS System integrated in the FMS. Credit: www.hoppie.nl

ATC messages include aircraft requests for clearances and ATC issue of clearances and instructions to aircraft. They are often used to deliver Pre-Departure, Datalink ATIS and en route Oceanic Clearances. However, whilst the ACARS system is currently fulfilling a significant ‘niche’ role in ATC communications, it is not seen as a suitable system for the more widespread ATC use of datalink which is expected to come in the future.

AOC and AAC messages are used for communications between an aircraft and its base. These messages may be of standard form or as defined by users, but all must then meet at least the guidelines of ARINC Standard 618. Any message content is possible including such examples as:

• upload to the aircraft of final load and trim sheets;
• upload of weather or NOTAM information;
• download from the aircraft of status, position, eta, and any diversion;
• download of technical performance data including automatically triggered exceedance or abnormal aircraft system status information, and
• ‘housekeeping’ information such as catering uplift requirements, special passenger advice and ETA.

Here you have a couple of brief videos with an ACARS demo onboard.

On how planes are routed over the Atlantic Ocean

22 August, 2015   Air Navigation, Articles

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Some of my friends, family and colleagues ask me why a plane can be lost over the ocean without knowing its last position, as the Malaysia Airlines MH370 flight disaster. Looking for documentation, I’ve ran across with this great video by NATS, the British Air Navigation Service Provider company, that shows how the commercial flights are routed over the Atlantic Ocean without radar, one of the main problems that explains, to the date, how we do not know an aircraft position in real time over the ocean.

This video is very illustrative about how a flight is managed in a no radar environment scenario based in the Shanwick Oceanic Control Area (OCA) and neighborhood areas, tactical route planning, what systems support the process, air space capacity optimization, safety procedures, risks management, emergency what-if scenarios, ATC/ANSPs coordination, pilot/ATC communication, etc.

Credit: NATS

STARTING THE ENGINES

Before introducing the video, and for having an introductory vision of the North Atlantic Air Traffic, do not miss the following video, also produced by NATS.

TARGETING RISKS WITHIN THE SHANWICK OCA. VIDEO SECTIONS

The video is divided in the main following sections:

• A Westbound Flight, for showcasing the procedures in a normal flight from Dublin to Boston. How the pilots uses the ACARS system and the alternative HF/VHF radio communications.
• The South-East Corner, a critical air navigation area that implies the southwest of Britain (Shanwick OCA), west coast of France (Brest OCA) and the Spanish atlantic area (Madrid OCA). This in an area heavily crossed by the flights from/to Spain-Britain, Europe-Latin America, Europe-Central America, Europe-NorthAmerica, and flyby flights from the East of Europe to America, as the Middle-East flghts.

The South-East Corner. Shanwick OCA, Brest OCA and Madrid OCA. Copyright: NATS and SPA

• When things go wrong: any conflict or deviation in vertical, lateral and longitudinal elements of the air space and waypoints, and any incidence regarding to separation minima between aircrafts. The conflicts with other traffics.

Air navigation deviations. Copyright: NATS and SPA

ENJOY THE NATS VIDEO

It takes 70 minutes, so relax and enjoy it.

FLIGHTS OVERTAKINGS AND CROSSINGS

For illustrating best the benefits of this air navigation holistic system, here you have three videos with some of the situations explained in the NATS video.

SEVERAL OVERTAKINGS AND CROSSINGS FROM THE COCKPIT

OVERTAKING AN AIR CANADA FLIGHT 1000 FEET ABOVE

QANTAS B747 AND A380 FLYING IN PARALEL, DIFFERENT ALTITUDE

NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL

Minimum Navigation Performance Specification (MNPS) Airspace. Credit: ICAO

In the video, they named an interesting document, published by ICAO, the North Atlantic Operations and Airspace Manual that illustrates and describes the general procedures, requirements, the oceanic clearances, communication procedures, flight operation and navigation procedures, contingencies, etc. Is a guide for the operation in this air navigation area.

You can download it from the following link. ICAO NAT Doc 007

ACARS

Aircraft Communications Addressing and Reporting System (ACARS) is a system and protocol designed by ARINC (now a Rockwell Collins company) in 1978 that transmit data between aircraft and ground stations. ACARS messages may be sent using a choice of communication methods, such as VHF or HF, either direct to ground or via satellite.

Aircraft-Ground data communication Credit: http://www.technologyvista.in

ACARS messages may be of three types based upon their content:

• Air Traffic Control (ATC), as shown in the NATS video.
• Aeronautical Operational Control (AOC)
• Airline Administrative Control (AAC)
• Free Text messaging is also possible.

This is an example of a message sent to a pilot from the ATC, this communication is also known as Controller-Pilot Data-Link Communications (CPDLC):

ABC123 CROSS 50N040W AT OR BEFORE 1428

AFTER PASSING 50N040W MAINTAIN MACH 082

The meaning is, “Flight ABC123 is to adjust its speed to ensure that the flight will reach the coordinates 50N 040W no later than 1428 UTC. After passing coordinates 50N 040W, the flight is to maintain speed Mach 0.82.

The next picture shows the point of view of an ATC controller’s workstation, in this case from the Maastricht Upper Area Control (MUAC) managing an Air Europa’s flight (AEA1098)

Example of ATC screen when using CPDLC at MUAC. Credit: Eurocontrol

Here you can see the pilot’s perspective:

Interface Pilot-ACARS System integrated in the FMS. Credit: www.hoppie.nl

ATC messages include aircraft requests for clearances and ATC issue of clearances and instructions to aircraft. They are often used to deliver Pre-Departure, Datalink ATIS and en route Oceanic Clearances. However, whilst the ACARS system is currently fulfilling a significant ‘niche’ role in ATC communications, it is not seen as a suitable system for the more widespread ATC use of datalink which is expected to come in the future.

AOC and AAC messages are used for communications between an aircraft and its base. These messages may be of standard form or as defined by users, but all must then meet at least the guidelines of ARINC Standard 618. Any message content is possible including such examples as:

• upload to the aircraft of final load and trim sheets;
• upload of weather or NOTAM information;
• download from the aircraft of status, position, eta, and any diversion;
• download of technical performance data including automatically triggered exceedance or abnormal aircraft system status information, and
• ‘housekeeping’ information such as catering uplift requirements, special passenger advice and ETA.

Here you have a couple of brief videos with an ACARS demo onboard.

A Datalink Service Provider (DSP) is responsible for the movement of messages via radio link, usually to/from its own ground routing system. ACARS messages are transmitted using one of three possible data link methods:

• VHF or VDL (VHF Data Link) which is line-of-sight limited
• SATCOM which is not available in polar regions
• HF or HFDL (HF Data Link) which has been added especially for polar region communications

The main service providers are SITA and ARINC, here you can see their architecture solutions:

Global ACARS Network by ARINC. Credit: www.arinc.com

SITA AIRCOM ACARS Services. Credit: www.sita.aero

AIR NAVIGATION BOOKS AND A GREAT WEBSITE

I’m reading a couple of Air Navigations books, and I have to say that this is an amazing aviation field that should be more promoted and known. These are the books I’m reading (referral inks):

The Aviator’s Guide to Navigation

Introducción al sistema de navegación aérea

The International Virtual Aviation Organization (IVAO) website is a must for any newcomer in this field, it is a great Air Traffic simulation platform and community. A perfect first step for introducing in this unknown aviation world. You can be a controller or a pilot using its ATC software client and flight simulators plug-ins for FSX, XPlane an Prepar3D software.

IVAO website. www.ivao.aero

BONUS TRACK

Air Navigation is one of the less known activities in aviation, but with the NATS illustrative videos the things are changing, among others, as the youtube channels of Eurocontrol (Eurocontrol TV) or twitter accounts of the Spanish controllers@controladores and Eurocontrol @eurocontrol. Do you know great ATC twitter accounts to follow, tell us at @aeriaablog

As a bonus track of this post, another video of NATS (with FlightAware data) with the Air Traffic over USA.

FOR MORE INFO

NATS: www.nats.aero

Eurocontrol: www.eurocontrol.int

SITA AIRCOM ACARS: http://www.sita.aero/solutions-and-services/products/aircom-acars-services

Questions about ACARS: http://aviation.stackexchange.com/questions/2278/what-data-does-acars-send-back-to-base-can-it-be-used-to-track-a-plane

COOBIS-THE MONEY MAKING MACHINE/COOBIS LA MAQUINA DE HACER DINERO

Hace unos meses que yo oí decir por casualidad sobre COOBIS,la empresa que puede ayudar a los bloggeros beneficiar por poner anuncios de los patrocinadores y promocionar sus productos que suministra COOBIS en nuestros blogs y así poder llegar a más público de manera económica y eficiente y al mismo tiempo dar la oportunidad a nosotros a tener más trafico.
COOBIS cuenta con miles de Blogs y entre ellos suman más de 125 millones de visitas.Un numero impresionante.
Tengo 3 blogs educativos que son partes de la plataforma de COOBIS y se nota el aumento del trafico.
Recientemente, si no me equivoco los directores de COOBIS han viajado a EE.UU,para presentar su plataforma,investigar el mercado norteamericano y atraer a los bloggeros estadounidenses.Yo soy una pequeña parte de su éxito y ayudar a la empresa a crecer y al mismo tiempo beneficiar de nuestra mutua colaboración.
Voy a recomendar COOBIS a todos amigos, y alumnos que tienen blogs.

EL ARTE DE LA COMIDA

¡¡¡Increible!!!! El arte de la comida.

Posted by Ibili Menaje on Jueves, 6 de agosto de 2015

La pericia de este piloto hizo que el avión tomase tierra con todos a salvo durante una tormenta en Amsterdam

La pericia de este piloto hizo que el avión tomase tierra con todos a salvo durante una tormenta en Amsterdam. ME GUSTA!

Posted by Nuez España on Jueves, 30 de julio de 2015

SWISS AIR CABIN CREW INTERVEWS

Jul 14, 2015

Personal statement – check. Language test and cleared to fly – check

by SWISSSite Admin

Read in:

• Deutsch

After making my momentous decision, which I told you about in my last blog post, I applied to SWISS to join the airline as Cabin Crew. I spent days working hard on my personal statement, and finally I decided it was ready to be submitted.

Less than two days later, to my utter delight I received my invitation to an “assessment”. To be honest, I had no idea what to expect on the day.

SWISS.com says:

Candidates are invited to an assessment, where they will be asked to complete various tasks and tests. Their language skills will also be tested. Participants who receive a positive response after the assessment will be considered for a training course.

So that was that. Preparing for various tasks and tests was difficult. After all, I had no idea what these tasks and tests were. I gave my language skills a bit of a boost by watching English TV programmes, visiting Italian restaurants and studying French wine labels.

I’d love to tell you what happened on day of the assessment.

I was still quite tired from the Lauberhorn Event, where I was deeply involved in the organisation as an intern, but highly motivated for this exciting days of tests, I arrived at the Obstgartenstrasse in Kloten. The first thing was an English test. It consisted of various multiple-choice questions, followed by a round of introductions so we could also demonstrate our verbal skills.

We had until lunchtime to solve various group activities. They included things such as discussing the characteristics of a Flight Attendant. This was followed by a role play where we simulated an on-board situation, which really helped to relax the mood. We all laughed a lot, and yet everyone was aware of their role. And as we all wanted to show ourselves from our “Schwiizer-Schoggi” side, it didn’t take long for us to create utter confusion. Obviously it was going to take quite a lot of training and discipline before we would be ready to face the public.

The initial selections were made at lunchtime. Anyone who has ever watched a casting show will know just what it felt like. Three of the girls were told, “I’m afraid I don’t have a boarding pass for you today.”

The rest of us who had made it through to the second round went straight on to another test. This one was optional, though, because it was about the “additional language test”.

If you speak another language apart from German and English, you will earn more. The choices are French, Spanish and/or Italian. As a successful language test means another CHF 50 a month in your pay packet, it was time to prove our (language) skills. Or in my case, “¡manos a la obra!”

The day ended with a mini application interview in German and English. The assessors and applicants were relaxed and friendly with each other, so there really was nothing to be worried about.

And when I received a positive response next day, I was absolutely over the moon. At the same time, though, I was also extremely nervous and very proud. That was when it first hit me: I’m gonna be a Flight Attendant!

But then it was time for a slightly less pleasant part: the medical check to make sure I was fit to fly. They really do check everything. First I had to complete a form with information on my state of health. Next came a personal talk with the doctor. Once he had tested my reflexes and my blood pressure (which was a little high, understandably in the light of my nervousness), it was time for some blood tests and to provide a urine sample.

At the very end we had a sight and hearing test, just to be absolutely sure. Oh, and I almost forgot: if you haven’t had your vaccinations, you’ll have something to look forward to. Best just to close your eyes and roll up your sleeve.

With a slightly tender arm, but feeling very relieved, it was time to go on to the uniform stores. As I mentioned in my earlier blog, this was a very special moment for me. After all, seeing myself in the SWISS uniform also represented the start of my exciting new life above the clouds.

A few days later, I was invited along to a fitting. In my mind’s eye, I had this romantic image of a lovely little tailor’s workshop. A smart location, lovely changing rooms, large mirrors, and perhaps even a glass of Prosecco in my hand. The reality, of course, was somewhat different. The lovely little tailor’s workshop was more like a warehouse. My glass of Prosecco turned into a bottle of water. Sadly, the fitting was over all too soon, and in fact I hardly had time to look at myself in the mirror, never mind take photos.

Once I had tried my uniform on, all the preparations were over. When I then also signed my contract – I had already got used to seeing the SWISS logo in my letterbox – there was nothing left in the way of my approaching training.

And I soon forgot my disappointment at the brevity of the uniform fitting. That’s because we were able to collect our uniforms on the first day of training, which meant that I was then able to look at and admire myself from every angle in front of a pretty mirror at home. As I looked at myself, I experienced a lovely feeling. A feeling of belonging, mixed with a touch of pride and growing confidence. The only things missing were my shoes. Flight Attendants have to buy their own. One pair with heels, one pair of in-flight shoes, one pair with a lower heel, and then another pair because they just happened to catch my eye. The requirement is for one pair of “highs” and one pair of “lows”, but sometimes you just have to spoil yourself.

And next time I’ll be telling you what it is like when you first push the trolley down the aisle, and what misfortune befell me on my taster flight. I shall also tell you what my first training day was like, and which other future Flight Attendants joined me as we embarked on this new adventure together.

ESPECTACULAR DESPEGUE DE BOEING 787-9 DREAMLINER

ESPECTACULAR DESPEGUE DE BOEING 787-9 DREAMLINER

http://bcove.me/6vd5jedr

EUROVISION-THE ROAD TOWARDS THE DISTRUCTION OF OUR VALUES

Eurovision 2015 in Austria,Viena,with the "key attraction of the show" Conchita,last years winner,I would say following the political issues and not the quality of the song.Everybody remembers that beard shemale,who lifted her/his/???? award said:we have the power".Europe-where are we heading?The media said that Russia couldn´t win,beacause there´s an anti-gay law,but that´s a bullshit.On the other hand our liberal,stupid,politicians,who don´t care about the future of their respectful countries,not able to resist the pressure of those minority lobbysts and betray our traditions,believs,religion and values,thus destroying what is christianity stands for.I´m not saying that we have to kill these minority groups,but we need to STOP advertising and,showing to the world that this is something normal and beautiful,And we need to appart the so called intellectuals(musicians,actors and so on),from the politics.They don´t live in reality.They´ve created for themselves this "pink world of utopia"and trying to implement their visions to mass media and brainwash the public.We need to forbid the singers on the scene to do such a stupid gestures like man kissing man and woman kissing woman(in the lips)

And I also blame the church,which is not actively fighting against this disease,except the Ortodox church.Just by condemning it won´t do anything.
Europeans,please wake up.We getting less and less.Please listen to the mr. Putin´s speach in Netherlands regarding inmorality and distruction of our values in our society.

SPANISH ELECTIONS-U.S.S.R. IS BACK

Last weeks elections scared hell of a lot out of many people from the capitalist world.And I think there´s a reason.On the other hand should we blame Spanyards,for being tired cheated by corrupted politicians,or according to many analysts Spanish voters are politically illiterate and they follow more emotions then logics.

First of all I didn´t read the preelections program of the pro-communist party,but what I´ve heard all this time from TV and have read about these guys,their financing sponsors,then it makes you think about it.
One of the things they want to stop evictions,but in this case we have to make all real estate business to belong to the state and thus there won´t be any evictions.This is pure Soviet system.Well,we know that the banks have money and power and I don´t think they´ll agree on this kind of business.They simply will say to these guys,O.K.if pay what they owe us no problem.
Another thing;they want to rise the taxes,but the question is to whom?

To give the power to the Soviets,kind of people´s council.Well,we know what´s the end of these kind of powers.Do they want to eliminate the private property?What are they going to do with rich and well-off people?The situation is getting more dangerous if they´ll try to divide Spain into two enimy camps.But what will be the reaction of EU and "mam"Merkel,who simply can give them couple spanks .
Should I start packing the bags?