Flying With A 2 Year Old Car Seat Or No Rapid Change, Quick Change, Convertible Configurations in Vehicles, Aircraft and Logistics

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Rapid Change, Quick Change, Convertible Configurations in Vehicles, Aircraft and Logistics

When margins get tight, efficiencies are crucial. Whether in airlines, fighting a war or maximizing company and logistics assets.

Problem is that efficiency is common and sometimes quite frustrating for the Airline Industry, it is a matter of survival, literally. Let’s take the “Rapid Change Concept” for Business Aviation. Recently in Dayton OH the seminar on rapid change problems revealed the inability to adapt such a concept to make the most of resources. We believe in efficiencies obviously.

Air Mail has lasted as long as Commercial Aviation has existed when in Wichita Kansas “Commercial Aviation” was born. Airplanes make good tools for moving cargo quickly. The first multi-purpose aircraft that could move people and cargo and go from one to the other was the DC-10. Calling it a Convertible concept

[http://www.aerosite.net/dc10.htm]

Where seats could be removed and then it could be used for cargo. The DC-6C also became a convertible, but was not really a huge success. The DC-8 also has some convertible Airplanes;

[http://www.cargolion.com/acinfo.htm]

The DC-10 happened when American Airlines put to offer a plane that was spacious like the 747, but could maneuver in tight places and fly on older runways with less takeoff and needs to be airlifted faster. AA also wanted a plane that could carry 250 people.

Both Lockheed and McDonald Douglas decided to meet the offer. The Lockheed Aircraft was of course the L1011. The L1011 sold almost as many as the DC-10 for passenger flight. Eastern, TWA, Delta bought and loved the L1011 as pilots and those who were scared after a few crashes with the DC-10. Even so the US military bought the 10 and used it for flying gas stations, troops and cargo ships and the airlines bought 30 convertible planes and then the Military seeing that the Airline industry was cyclical, decided to offer incentives when airlines bought DC-10s that could also . to be used as cargo planes in times of war. That was great until one plane had a cargo door fall off at altitude and cause all the passengers and planes to crash.

In more recent times many 727s and 737s were built to be convertible under the theories of “Quick Change” where aircraft were used during the day for passengers and the seats taken at night for cargo, then back again each day. This made it easy for airlines to lease their planes out overnight. Sounds like a fantastic idea to save money, pay for planes and maximize utilization. The change could be completed in 2-3 hours or so.

And they were many different combos called such as “Combination Airplane”. Combo Configurations, Convertible Aircraft and Quick Change Aircraft. Some of the Europeans called them Rapid Change Aircraft. In Quick Change Airplane used pallet type seats, although it is doubtful that the average passenger would see that they are sitting on one of four seats on a pallet, but that is exactly what they did. Israel Aircraft Industries still does this with Jacob Netz. They use the 737 SF. Some turbo props with regional airlines still do this with C235, DHC 8 –100 and –300s. Also the C-17 and ATR 42/72. even the Russians have been doing it for a while with their Ukraine Antonov 74. The newer Boeing 737-700 w/Cargo can quickly switch to a 149 passenger airline or 41,420 lbs. On eight pallets

http://www.boeing.com/commercial/news/feature/737qc.html

The US Navy also has some 737-700s C-40 with Quick Change Configuration. One company working with these airlines is Pemco, which seems to be one of the experts in the “QC-Quick Change” area. The problems of course come into play when a different company runs the plane at night handling freight while the other company owning the plane flies people during the day.

What are the biggest problems are to include planes not reaching their next day departure airport due to weather. Problems in damage during loading operations. Excessive wear and tear on interiors, as the freight would fly one way and then load an interior for passengers, leaving the other interior at the other airport. Of course once the interior is out, it’s much easier to clean while outside the plane without the worry of mold. Mold issues have been handled by class action lawyers recently and when you swap out the interior in the middle of the night or on a dewy morning, expect some trouble.

Problems also occur when or if the aircraft is diverted due to weather to a third airport where no interior is located. Meanwhile the first flight the next morning is canceled and the schedule gets messed up and people get upset and the finicky consumer can’t accept this, they have places to be and things to do. An airline in BK or stressed to make payments on the plane may not have a choice and must do this air cargo program at night. It works better when it’s the same company, but many times there is no choice. Such quick fixes are usually ill-conceived and fail, but work in the short term to get the airline over a hump in cyclic sector rotation. These time periods due to fuel costs, economic conditions are the lean years for airlines and they have to go through them to make big money during the boom years, if you look at the current fuel prices we will see Bankruptcies anyway in the Airline Sector and many have not fully recovered from previous situations after 9-11. Having a father involved in Deregulation, and an airline for about 20 years after leaving military aviation, it’s more real than you can imagine.

In other countries and specifically China and Europe that concept is much more widely accepted and expected to help pay for the aircraft while their markets are more cost competitive for freight. If you will remember Nippon Express, DHL wars and Federal Express. Some much larger aircraft are used for this there. BA has had many trials with this concept and currently maintains a number of aircraft in this manner.

The US military has aircraft such as the C-17, which can carry 102 soldiers, or be used as a hospital with 54 patients, three helicopters, three tanks or 40 airdrop containers. What we see is a need in aircraft to be multi-purpose for missions. Some like the KC-10 can carry people, cargo, or even fuel tanks, or some of each or all of one. This is a perfectly smart way to take care of logistics and accomplish tasks without the huge number of winter planes sitting and rotting in the desert. Many times components and changes may be possible from multiple airlines. Even the idea of ​​fighting fires using military aircraft such as C-130s using systems such as AFFS-Modular firefighting systems is a great example of the need for convertible aircraft.

Now I want everyone to understand that this thought process is my example of my next point. My main point of course is that I believe we can do more with less, faster with the latest computer decision matrix and real-time 4-D imaging and respond to threats as quickly as they happen and shut down the problems before they fully explode . studying the needs and logistical flows and disruptions before the signal. Sort of like preventing an imploding vortex in a hydroelectric plant or turning off a switch by sending a signal at the speed of light before the entire signal has started, simply using the disruption caused by the event to signal the need in advance. turn it off.

You can solve the world’s problems by looking at flows and needs, staying efficient and adapting your strategy for crisis management and continuously improving your finite capacity planning model to win the mission objectives while at the same time being ready to take advantage of opportunities when everything seems to be perpetual. Chaos.

All Military equipment, no matter what agency should be multi-purpose whenever possible, without regard to personal egos of any particular agency or infighting between Army, Navy, Air Force, Marines, Coast Guard or others. Even the DEA, FBI, Border Patrol and now under Homeland Security umbrellas should be streamlined to deal with such a pattern of operations whenever possible.

Why? Because it leaves us with the money to do more R and D and pay for more things needed to accomplish additional and ever-increasing public safety missions. Why am I so intent on this theory? Because I see it in business and because it works. Take Fed Ex as a perfect example, no waste. A pilot will also load a container and a manager will also drive a delivery truck if needed, so no wasted work.

We must have depots in key positions and even in other countries with stored equipment. For example a Humvee is a universal tool. Once used it must be completely cleaned and put into storage. The vehicle should be completely universal, no matter what is attached. For example ELF antenna, 50 Cal Machine Gun, GPS System, whatever can be installed quickly and the connections are exactly the same for all agencies and universal. Connect and play components always using the same adapters, such as PCMIA card slot, USB Port, Parallel Port. Like a 110V outlet in a house or garden hose cord. Since the DOD got smart and logistically looked at Wal-Mart Distribution for answers with RFID Chips why not go to the next step? Why waste efficiencies? Economies of scale are what won WWII. Bar coding and satellite pinning GPS location position will make it easy to know where each piece of equipment is at all times, anywhere in the world.

Now it is possible to keep control of every piece of equipment in the entire military and once all the components are the same, then every department can use them, and once everything is standardized in the Microsoft way, the economies of scale come into play and that means. cost savings in contracts. It means universal systems, it means easier training and even privatized training. The person no matter what agency department or rank can be trained to use certain types of equipment, most in a simulator department. Like driving a truck, Humvee, SUV, Generator, Computer, etc. Then when he, she or it needs to learn the specialties that can be done according to local protocols of the Navy, Air Force, Marines or Coast Guard, they can do it after wards. This means better training on the basics and specific training on the components. You see?

The greatest factor in this is the basic life skills like driving, computers, truck driving are valuable in the civilian force. I like this idea because in any given year 50,000 – 250,000 leave the military for civilian life. Wouldn’t it be nice to know that a more disciplined workforce was also able to get a job faster, so more highly qualified people could join our volunteer military. Also the problems with unskilled labor complaints in places like AZ, NM, CA, GA, MS, LA, TN, FL and even CO could be over. If you look at the globe and see the most likely future problems and safest and most friendly trading partners, you can already see that we have bases and areas to do such storage with adequate logistics infrastructure such as shipping, railway, large run ways to quickly deploy equipment without duplication for each squadron, battalion, division, team. Some items are special, but for most things they just need a troop ship, Humvee, vehicle, etc. And they can have it faster and we can deliver the same number of units without having all the units or having to replace all the units.

Hibernation service contracts can be awarded to keep everything fully operational ready. We may have to pay more for these services than previous prime contractors have offered to make sure it’s done right without hiccups, but in the end we’ve saved billions and we’ll be able to reinvest our savings in the latest materials and R and. D about the latest technologies. The delivery system, storage systems, standardization and commitment to work together is the key. We can do that and it could be done with simple components first and eventually with almost anything.

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