Arnaldo Vieira de Carvalho, chairman of the Inter-American Development Bank (IDB) Sustainable Aviation Biofuels Initiative, which helped fund the research, said “This study will examine the possibility of alternative jet fuel production from sugar cane in a sustainable and large scale.” Carvalho Brazil exemplifies success in using sugar cane to produce ethanol as a substitute for kerosene.

The study, led by Brazilian research organizations, ICONE, this is the first research project funded by the IDB in support of bio jet fuel industry. Environmental group World Wildlife Fund (WWF) also had a role as an independent observer at once an advisor.

At first the fuel alternative technology are consider as closing Poker Deals in US Poker, but then its shown not just an ordinary gambling, if we do have substantial material and enough research to do it. As an example, many airline company applying eco friendly technology.

Some eco friendly or environmentally friendly initiatives that Airlines done, are running maintenance programs for both aircraft body and aircraft engines to ensure efficiency of operation and fuel efficiency, route planning procedures to ensure that all aircraft using the most efficient routes in terms of fuel usage where possible, and green regular flights.

These technology usually using computer technology that are applied in airplanes, computer not just use for games and entertainment such as Poker on line and Mac poker UK, but also could be use for efficiency as well.

The increase of standard flight operation procedure which are minimizing the usage of fuel without sacrificing safety, as examples are tailored arrivals and continuous descent operations, and other procedure such as luggage limitation for reducing airplanes weight.

Not to mention, the attraction became bigger, when we were first introduced to origami in school, or arts of folding papers into certain objects. And the most easiest and playable object is plane. And when we see planes in the sky, its just feel we want to fly it like a bird. It might be the reason that interest us to aeromodelling.

Although aeromodelling is some sort of toys, but not only kids make it as a hobby, some adult and grown up people also do. Some just says for hobby and interest of plane, some just to remind their old days with planes. While some other confess they unable to do this hobby when they were kids, because its price are quite expensive, and when they do have the budget, they start it.

But does aeromodelling just a hobby? Not exactly, its bit complicated then you thought. Don’t you know there are many physic and science involved in assembling the parts. With it, it also attract us or your kids with science and help them out in their science project. Combine with entertainment and fun when flying or playing it, aeromodelling is more then hobbies.

At least there are two type of planes model, which are no motor or engine planes, and engines planes. The no motoric engines planes, could be fly by throwing it from certain distance, which also have lost of technique in throwing it. While the one with motor or engine, its like mini planes, with remote control.

So how about you, are you interested with these aeromodelling hobbies?

Are you a fed up air traveler? You’re not alone. Delays and cancellations seem to have become the rule this year, but there is a better way. Technology and free markets could vastly improve air travel, if politicians will allow them to work.
It’s become popular to blame air travel woes on deregulation, just as California pundits and politicos are blaming a freer energy market for rising electric bills. In both cases, competition and free markets are unjustly taking the fall in public commentary. California eliminated some restrictions on the sale of electricity. But state government and the Feds continue to regulate energy production, while environmental groups block the creation of new power plants, which makes it difficult and costly to generate electricity. If it costs a lot to generate power, you can only squeeze so much savings out of new marketing rules.

Now back to the airlines. You might say, “Hey, we have all these different airlines. Why aren’t they competing to win my business with great service?” In fact, while air travel might appear at first glance to be the free market at work, it’s actually a highly-regulated industry. On the bright side, that means there are ways to improve it. History says that there are very few consumer problems that a free market can’t fix, so before politicians hold another set of hearings to rake airline execs over the coals, Washington should act to eliminate the regulations that interfere with the delivery of cheap, reliable air service.
Speaking of cheap flights, the quickest way to bring prices down is to reduce the cost of jet fuel, so that means cutting taxes and regulations on oil production. Now let’s talk about other government impediments to a consumer-friendly airline industry. First of all, airlines should be free to fly when and where consumers want. Today, airlines can spend years paying high-priced Washington lawyers to negotiate for a single new international route. Even worse, antiquated laws forbid foreign airlines to operate within our borders. The U.S. should lead the world toward a market in which airlines and their customers not regulators decide who flies where and when.

Next, let’s talk about air traffic control, currently suspended in a time warp of vacuum-tube technology. I’m not saying the system is unsafe, but the margin of error needed to accommodate the FAA’s ancient computers means fewer flights and more delays. New technology could allow planes to choose their own paths and find the open air — getting the most efficient use out of our skyways. There’s nothing we can do about the weather, of course, which caused many of the most aggravating delays this summer. But freed from the chains of FAA management and obsolete equipment, technology can do in air travel what it does in every other industry — provide better, faster, cheaper ways of doing business. Europe has already privatized its air traffic control system. We could do the same, while providing the same safety guarantees we have now.

Also, airports themselves should be freed from the clutches of government, both local and Federal. Environmental restrictions limit their expansion, as, in some cases, does a political system of gate allocation. Just one example of the absurdity: when Denver built its new airport, a law was passed forbidding the use of the old airport anymore. Multiple airports for a single city are great at inducing competition and bringing down prices. Cartels aren’t.

While we’re at it, let’s liberate the market for airplanes. Boeing, a great American innovator, competes with Airbus, a European airplane manufacturer that has benefited for years from government assistance. This bureaucratic consortium what the Clinton Administration might call a “public-private partnership” has recently taken some baby steps toward the free market.

Two months ago, the European Aeronautic Defence and Space Company (EADS), which owns 80% of Airbus, went public, trading on several European exchanges. But Airbus execs haven’t yet kicked their habit of accepting government subsidies. The French government still owns a big chunk of EADS, the German government appears ready to contribute more than $1 billion to Airbus’ R+D budget, and the UK has agreed to provide close to another billion in low-interest loans. Washington should push European governments to get all the way out of the business and let Boeing, Airbus and whoever else wants to build airplanes slug it out on their own.
Before we blame the market for our aviation problems, let’s give the market an honest chance to serve us.

Aegean Airlines, Greece’s largest airline, has chosen CabinVu in-flight security systems from AD Aerospace, an AD Group company, for fitting on a Boeing 737-400 aircraft.
The cockpit door monitoring system (CDMS) improves the security of the flight deck and the entire aircraft. It increases the pilots’ situational awareness by providing them with a clear and unrestricted view of the area outside the cockpit door and in the adjacent galleys.

“At Aegean Airlines we offer our customers a premium service and this extends to the care we take of their safety,” says Antonis Grigoriadis, avionics development engineer at Aegean Airlines. “CabinVu adds to the systems that we already have in place to ensure that our passengers and crew have a secure flight.”
Keeping the cockpit safe
CabinVu, the popular choice for cockpit door surveillance, provides pilots with a forward-looking, clear and unobstructed view of the area outside the cockpit door and in the adjacent galleys from their usual seated positions. A series of cameras are linked to either one or two monitors and associated controllers within reach of the pilots for easy and comfortable use.

With the view provided by the system, the pilots can visually identify anyone requesting entry and take appropriate action, should an incident occur. This is in line with recommendations from ICAO Annex 6, EUROCAE ED-123 and provides compliance with EU-OPS 1.1255 Sub Part S, FAA 14 CFR 121.313(k) and 14 CFR 121.584 (a). CabinVu is also ideal for operators due to its low weight and simple installation.
“Aegean constantly strives to offer the best possible service to its customers, which was rewarded with a Skytrax World Airline award as the best regional airline in Europe in 2009,” says Mike Horne, managing director at AD Aerospace Ltd. “The addition of a CabinVu cockpit door security system further adds to the quality of their service.”

Trusted CCTV solutions for airlines worldwide
FlightVu equipment is being used on aircraft for AeroSvit, Icelandair, SmartLynx, Caribbean Airlines, Boeing, airBaltic, Austrian Airlines, GECAS, ILFC, Orient Thai, Comair, Hong Kong Express, Hong Kong Airways, bmi, British Airways, JetBlue, Thomsonfly, Air Asia, Corsair, easyJet, Hainan, Germania, TUIfly, Sama, MyTravel and many others.

AD Aerospace Ltd. designs and manufactures aerospace video camera systems for commercial aerospace, including state-of-the-art video security systems. AD Aerospace is the parent company of Innovative Sensor Developments (ISD), designer of video system for rugged and mobile military applications. Both are part of the AD Group, which was established in 1997 with the primary objective of creating leading-edge CCTV solutions. The company has EASA approvals for manufacturing and maintenance, and is an approved supplier to the Boeing Company. AD Aerospace has facilities in Cheshire UK, Atlanta, USA, and Singapore.

SHAW AIR FORCE BASE, S.C.: A trailer with antennas and wires temporarily parked on base awaiting transit to Bagram Airfield, Afghanistan, might not look like much, but it could save the military lives and money when it gets shipped later this spring.
The trailer contains a Merlin Aircraft Birdstrike Avoidance Radar System that will alert pilots and air traffic controllers to the presence of birds near one of the U.S. military’s busiest airfields in Afghanistan.
While currently used at some stateside Air Force bases and international airports, the installation of the bird detection radar at Bagram Airfield will mark the first use of this technology in the U.S. Central Command area of responsibility, said Gene LeBoeuf, the chief of the Air Force Safety Center’s Bird Aircraft Strike Hazard, or BASH, team.

Having bird detection radar at Bagram Airfield is a result of three years’ of effort between the Safety Center’s BASH team, headquartered at Kirtland Air Force Base, N.M., and the U.S. Air Forces Central Command Safety Office at Shaw Air Force Base.

Lt. Col. Gary Rudman, the AFCENT deputy director of safety, said the decision to position the radar at Bagram Airfield was because the base has the highest bird-strike incident statistics of all the Air Force’s bases in the Middle East. Bagram Airfield, the hub for Operation Enduring Freedom operations in Afghanistan’s eastern region, is located directly in a path migratory birds fly each spring.
Since the base supports a combat zone, ceasing flights during peak bird traffic is nearly impossible.
In 2007, a kite, a large bird of prey native to Afghanistan, collided with an F-15E Strike Eagle and caused $1.2 million in damage to one of the aircraft’s engines. While the aircrew was able to safely land the aircraft, bird strikes pose a very real threat to pilots due to the high speeds the aircraft travel upon impact. Birds that get ingested in a motor or other vital portion of an aircraft can completely disable it and potentially cause a crash, Colonel Rudman said.

According to Air Force Safety Center statistics, the current cost for a bird detection radar system is approximately $300,000, while the average annual cost to repair Air Force aircraft damage due to bird strikes exceeds $35 million. The radar allows officials to see birds both day and night, farther than can be observed with high-powered binoculars, so pilots can be warned if they are flying into dangerous territory.
Colonel Rudman said bird-abatement efforts at Bagram Airfield to date have involved disrupting bird nesting grounds, harassing birds through various, noisy scare tactics, trying to limit the number of birds attracted to the base’s garbage site located at the end of the airfield, and removing birds that make their homes too close to the runway Additionally, AFCENT officials recently teamed with the U.S. Department of Agriculture to bring wildlife biologists into Afghanistan to run the BASH program at BagramAirfield, as well as the program at Joint Base Balad, Iraq.

Yet, birds continue to pose a threat to airfield operations. The introduction of the bird-detection radar at Bagram Airfield will give base safety professionals, pilots and air traffic controllers additional situational awareness to help detect and decrease the threat posed by bird populations.
“The AFCENT Safety Office will work with the 455th Air Expeditionary Wing (at Bagram Airfield) to develop a concept of operations for use of the radar,” Colonel Rudman said, suggesting deployed supervisors of flying may be able to help monitor the radar and relay the information toair traffic controllers and pilots. “Bottom line, it’s another tool we can use to mitigate bird strikes,” the colonel said.
Mr. LeBoeuf said the risks associated with bird strikes at Bagram Airfield will never be fully mitigated, but must be managed to increase safety. “Wildlife management is diverse and ever-changing because there are so many variables.”
The radar is one of many tools that will help Airmen curb bird strikes.