Whether coerced or not, the FSElite group has stated
as published “the team developing Microsoft Flight Simulator,” presumably
Microsoft employees, “wanted to share a quick development update with
us.” Apparently, this new is episode in the self-appointed FSElite “Exclusive”
Regardless of the FSElite semantics, the alleged interaction by the FSElite “Editor–In–Chief” “Daan” and associated FSElite personel/staff, suggests that The Microsoft Corporation is continuing the development of Microsoft Flight Simulator.
Obviously and extremely generously, definitive specifics are
not expected from The Microsoft Corporation and/or the Microsoft
Flight Simulator development team regarding the product at such an unknown
Few details have been elaborated and/or even suggested and/or even proposed other than the product will be open to third-party developers.
The Microsoft Corporation and the associated Microsoft Flight Simualtor development team has Blessed and Bequeathed the flight simulation community and consumer software market with an textual paragraph update and a single new screen shot (non-4K resolution [4,096 x 2,160 pixel resolution]).
The “so we press forward” statement does not instill or emit confidence and/or much genuine resassurance, as it suggests the project and program can be “discontinued” at anytime and/or any moment. Perhaps The Microsoft Corporation does not have the interest and/or motivation and/or resources and/or finance for such a program in a reasonably timely manner.
Regardless, it is hopeful and reassuring Microsoft Flight Simulator development continues to some degree, regardless of the secrecy and marketing tactics and/or strategies.
HAPPY 4TH OF JULY and INDEPENDENCE DAY EVERYONE and ORBXSIMULATION SYSTEMS!!!!!!!!!!!!!!
Orbx Simulations Systems (Orbx) has been positively progressive in the evolution of their business in an increasing manner the last several years. Pleasantly well received by its customers, Orbx has also conscientiously always keep the concerns, interests, and desires of their customers at heart and the core foundation of their business model in a consistently sustained manner.
The quality, detail, and user friendliness of their constantly consistent innovative and Great products is unmatched in the flight simulator add-on scenery market.
P.S. PLEASEFly, Drive, Walk, and Crawl Safely and Soberly!!!!!!!!!!!!!!!!!!!!
The Legendary flight simulator scenery designer Bill Womack has worked on this product by “completely overhauling over 400 3D structure models in the default building 3D library.”
The project was Spearheaded and Championed by Scott Armstrong (presumably no relation to American Astronaut Neil Armstrong, the first human man to set foot and bipedal walk on Earth’s only Moon), the lead developer. Mr. Armstrong traveled to twelve separate counties to shoot photographs and obtain drone rooftop photography. The direct “on–location source photos” are identically matched for each region (e.g. America’s, South America, Europe, Middle East, Asia, Africa), providing regionally relevant buildings and structures. With over three years of work, Scott “painstakingly” and meticulously overhauled 3,860 individual building textures with his newly acquired on–location source photos.
A complete day and night texture set is included in the upgrade package.
The novel TrueEarth line of products by Orbx provides highly detailed 3–Dimensional (3–D) modeled scenery, which includes: buildings, airports, abundant trees, custom structures (Space Needle, etc.), wildlife (birds) and animals, accuratley overlayed ontop of high-resultion photographic pictures obtained from arial photography by overflying aircraft. The OrbxTrueEarth line utilizes reasonably modern computer hardware and software technology to deliver high-quality and high-fidelity products to their customers.
Historically, the airline transport aircraft sold by airline transport aircraft manufactures like The Boeing Company and Airbus Industries have been extremely rigidly strict with the long-time business model of a tube and a wing. The minutely incremental enhancements of features and functionality have been at a pace similar to glacial ice mobilization and geological erosion. Typically, robust and sucessful models such as the Boeing models 737, 747, 757/767, 777, and 787 have product brand extenstions in models that include increases in the physical length of the aircraft. AirbusIndustries, a relative newcomer in historical context to The Boeing Company, has be come a valiant and worthy competitor to The Boeing Company to garner, along with The Boeing Company, the vast majority of the global airline transport category aircraft market share. The Boeing Company “got a huge vote of confidence for its troubled 737 Max on Tuesday as International Airlines Group announced it plans to buy 200 of the jets. Boeing (BA) and IAG, the owner of Aer Lingus, British Airways, Iberia and other European carriers, announced a letter of intent on the purchase of the jets at the Paris Air Show,” first reported and according to Isidore (2019). The Boeing Company has teased a potentially new transport category aircraft line unoffically dubbed the “Boeing 797,” a new brand and extension of their current business model.
Prior to World War II and the chronic double digit trillion United States Dollar (U.S.D.) deficits, which were largely derived from fraud, political agendas, and a willful lack of oversight, the United States (U.S.) industries and the associated U.S. government was able to invest money in genuine new innovations. The Northrop YF-49B Flying Wing was an extension of vary natural structure of a birds wing in the 1940’s, is an exemplary example of this level of innovation.
The flying wing approach to aircraft design was revisited with the extremely sucessful Northrop Grummand B–2 Spirit Stealth Bomber in the 1990’s. The B–2 Spirit Stealth Bomber is the “Centerpiece of Long Range Strike” capability, according to Northrop-Grummand (2019). The B–2Spirit Stealth Bomber retains and keeps the global stablity “In–Check” in response to “Rogue“ and “Destructively Radical“ entities.
“Intended to improve the sustainability of air travel, the Flying-V was conceived by Justus Benad, then a student at the Technical University of Berlin, and developed by researchers at Delft University of Technology in the Netherlands, also known as TU Delft”(Dixon, 2019). “”In recent years, KLM has developed as a pioneer in sustainability within the airline industry,” Pieter Elbers, CEO and president of KLM, said in a statement. “We are proud of our progressive cooperative relationship with TU Delft, which ties in well with KLM’s strategy and serves as an important milestone for us on the road to scaling-up sustainable aviation” (Dixon, 2019).
The preliminary development milestones are as follows:
Fly full-scale model in September 2019.
Produce a mock-up of the new cabin design will be open to the public at Amsterdam’s Schiphol airport in October 2019, as part of KLM’s 100th anniversary celebrations.
The completed plane is expected to enter service between 2040 and 2050, according to Dixon (2019).
The lack of financial funding is evidence and reflective of its expected entry into service date of 2040 – 2050, or twenty-one to thirty-one years from now. To put this into perspective the global travel industry shifting Boeing 747 “Jumbo” transport category aircraft was developed in sixteen months, or 1.33 years, by “The Incredibles” of The Boeing Company. Moreover, The Boeing Company Chief Exective Officer (C.E.O.) bet the entire future of The Boeing Company on the Boeing 747 at the time. Obviously, the best paid off. The Boeing 747 development was originally concieved by the C.E.O. of Pan American Airways (Pan Am), Juan T. Tripp, whom approached his friend Boeing C.E.O. William “Bill” McPherson Allen with the idea of the “Jumbo” Boeing 747 transport category aircraft..
The finanical terms of the investment and financial commitment byKLM Royal Dutch Airline in this aircraft development program have not been publicly disclosed and/or referenced and/or suggested. KLM Royal Dutch Airline is “Helping” this endeavour and much more financial commitment from governments and industry participants will be required for the aircraft for it to be successful.
Mrs. Ineke Boneschansker (Communication manager Aerospace Engineering TU Delft) can be contacted to connect, interact, and begin financial contributions and commitments to the program with the below contact information:
On February 23, 2019, 12:39 central standard time, Atlas Airflight #3591 (Atlas 3591) operating on behalf of Amazon Prime Air, Amazon.coms’ newly founded package delivery carrier, crashed into Trinity Bay in Baytown, Texas (TX); United States of America (U.S.A.)1. The aircraft was “destroyed and highly fragmented”1. Three fatal injuries were confirmed to be the two pilots operating the flight and one non-revenue jumpseat pilot1. The flight had originated from Miami International Airport (KMIA) in Florida; U.S.A. with a destination of George Bush Intercontinental Airport (KIAH) in Houston, Texas; U.S.A. Atlas 3591 was operating under United States (U.S.) Title 14 Code of Federal Regulations (C.F.R.) Part 121 as domestic cargo flight1. The aircraft was a Boeing 767-375 Boeing Converted Freighter (B.C.F. ), with a U.S. Federal Aviation Administration (F.A.A.) registration identification N1217A1. The aircraft was powered by two General Electric (G.E.) CF-6 engines and had accumulated 91,063 flight hours, inclusive of 23,316 cycles (flights), during its lifespan, since its production in 19921.
The Crash Event:
At approximately 12:39 Central Standard Time (C.S.T.) (local time)(all times are in 24-hour format) radar and radio contact with Atlas 3591 were lost and the F.A.A. issued an Alert Notice (AL.NOT.) for the aircraft3. At the time of communication loss, the aircraft was approximately 40 miles southeast of George Bush Intercontinental Airport (KIAH), Houston, Texas; U.S.A. Shortly after the AL.NOT. was issued, the U.S. National Transportation Safety Board (N.T.S.B.) “Go–team” of investigators were launched along with F.A.A. investigators into Trinity Bay in Baytown, TX (U.S.A.)1. At approximately 13:45 C.S.T. (local time), the F.A.A. and Chambers County Sheriff’s Office confirmed the aircraft had indeed crashed.
The aircraft was piloted by Captain Ricky Blakely and First Officer Conrad Jules Aska, both Atlas Air pilots. Onboard in the cockpit jumpseat, or rear observation seat, was Captain Sean Archuleta, a Mesa Airlines pilot, whom had recently accepted a pilot position as a First Officer with United Airlines. Sadly, all three were confirmed fatalities of the crash3.
Timeline of the Atlas 3591Crash:
Atlas 3591 took off from Miami International Airport (KMIA) at 11:33 local time (16:33 UTC) enroute to Houston’s George Bush Intercontinental Airport (KIAH)2. Approximately 20 minutes later, the aircraft reached a cruise altitude of 40,000 feet Mean Sea Level (M.S.L.)2. After an uneventful cruise phase, the aircraft started its descent into Houston at 12:07 local time (18:07 Coordinated Universal Time [U.T.C.])2.
At approximately 12:30, the pilots contacted Houston Terminal Radar Approach Control (T.R.A.C.O.N.) to report their descent through 17,800 feet M.S.L. along with their intent to land on runway 26L at Houston’s George Bush Intercontinental Airport (KIAH)1. At 12:34, Houston approach informed Atlas 3591 that there was light to heavy precipitation in the vicinity of the planned approach. One minute later at 12:35, the pilots were passed to the T.R.A.C.O.N. final controller1. The Atlas 3591 pilots informed the controller that they had received the latest weather report via the Automatic Terminal Information System (A.T.I.S.)1. The T.R.A.C.O.N. controller then advised the Atlas 3591 pilots to expect to be vectored to runway 26L at KIAH and asked if they would like to be routed to the west or north of the band of “light to heavy” precipitation1. The Atlas 3591 pilots informed the T.R.A.C.O.N. controller that they would like to be routed to the west of the precipitation1. At this time, the aircraft was still descending normally through 12,000 feet M.S.L. and with a groundspeed of 290 knots1.
The T.R.A.C.O.N. controller advised the Atlas 3591 pilots that to avoid the “light to heavy” precipitation, an expedited descent to 3,000 M.S.L. was necessary1. At 12:37 the controller instructed the Atlas 3591 pilots to turn to heading 270 degrees1. Automatic dependent surveillance-broadcast (ADS-B) flight data shows that the aircraft did exactly that as it passed through 8,500 feet1. One minute later at 12:38 the controller informed the crew that they would be clear of the storms in approximately 18 miles and they could expect a turn to the north to set them up for a base leg to runway 26L at KIAH1. The Atlas 3591 pilots acknowledged, however at this point the radar data started to indicate problems.
The aircraft leveled out at 6,200 feet M.S.L. before reaching 6,300 feet M.S.L. in a “slight climb,” according to the ADS-B flight data1. The Flight Data Recorder (F.D.R.), which was recovered from the crash site, indicated vertical accelerations that were consistent with that of an aircraft penetrating turbulent air1. The F.D.R. data showed a sudden maximal engine thrust increase suddenly, resulting in an increased aircraft wing airfoil lift and subsequent four degree (approximately) aircraft nose pitch up1. Over the course of the next eighteen seconds, the aircraft pitched approximately 49-degrees nose-down1. The overall aircraft nose pitch-down was 53-degrees. “FDR, radar, and ADS-B data indicated that the airplane entered a rapid descent on a heading of 270-degrees, reaching an airspeed of about 430 knots”1. The pilot’s flight controller yoke stick shaker, a device that warns pilots of an imminent stall, did not activate1. In the final seconds of the descent, the aircraft reached a speed of about 430 knots (495 miles per hour) and pitched up 29-degrees, to about 20-degrees nose-down, during the final decent before impacting Trinity Bay in a wings level attitude1. Security camera footage was released that captured the impact and validated the F.D.R. data.
The Crash Investigation:
The N.T.S.B. immediately began their investigation into the crash using drones and airboats to survey the debris field since the location of the crash site is a marshy area. In addition, representatives from the F.A.A., Atlas Air, General Electric (G.E.) Aviation, Boeing, the International Brotherhood of Teamsters, National Air Traffic Controllers Association and the Texas Game Warden also arrived on site to assist investigators1. The full force of the F.A.A. and N.T.S.B. included all resources, including attainable resources, and expertise were intensely focused on crash, which included the major investigation divisions and specialists in structure, systems, powerplants, Air Traffic Control (A.T.C.), and meteorology, to name a few1. “Specialists in operations, human factors, maintenance records, and flight recorders supported the investigation from other locations”1. Numerous other federal, state, and local law enforcement and public safety agencies also assisted the crash investigation teams1.
The Atlas 3591 crash wreckage “main debris field was oriented east to west about 350 yards long by about 200 yards wide”1. “One engine and some landing gear components were found beyond the main debris field to the west”1. Light weight components and cargo from the Atlas 3591 wreckage floated southward and were recovered up to twenty miles away1. The wreckage laid in one to three feet of dark murky and swampy water that made the Atlas 3591 crash debris “very difficult”1. The muddy bottom of Trinity Bay did not provide a suitable foundation for heavy recovery equipment, thus airboats, barges, and amphibious equipment was brought in to search for the recorders and harvest aircraft wreckage debris1.
On March 1, the Cockpit Voice Recorder (C.V.R.) was recovered and transported to the N.T.S.B. laboratory in Washington D.C. The initial review of the C.V.R. was completed the next day (3-2-2019) by the engineers at the N.T.S.B. Office of Research and Engineering Vehicle Recorder Division4. More information on the N.T.S.B. Office of Research and Engineering can be found by clicking here. On March 3, the aircraft’s critical flight data recorder, or “Black Box”, was recovered by investigators. The audio recovered from the C.V.R. indicates the following4:
The length of the recording is approximately two hours.
The recording includes the final moments of the flight, but audio is poor.
There are periods where the crew discussion content is hard to determine.
The Atlas 3591 were in communication with air traffic control (A.T.C.) and were being provided radar vectors to runway 26L at George Bush Intercontinental Airport (KIAH) in Houston, Texas; U.S.A.
“Crew communications consistent with a loss control of the aircraft began approximately 18 seconds prior to the end of the recording”.
The Flight Data Recorder (F.D.R.) arrived at the N.T.S.B. ’s Recorder Lab Sunday (3-3-2019) at 11:45 p.m.4. “The memory module was disassembled, cleaned and dried, and download of the data was achieved Monday afternoon”4. After examination of the flight data recorder data, investigators determined they had captured data approximately fifty-four hours of data including: the Atlas 3591 flight and from the seventeen prior flights of the aircraft4. Additionally, “There were approximately 350 parameters recorded by the FDR detailing the motion of the aircraft and operation of its engines, flight controls and other systems”4. The initial N.T.S.B. website posted press-release regarding the status of the C.V.R. and F.D.R. can be viewed by clicking here.
There has been no further information made public by the N.T.S.B. since the March 12, 2019 investigation update. Regardless, there is still much debate about what could have possibly caused Atlas 3591 to crash. At this stage of the investigation very few factors can be ruled out. The presence of thunderstorms in the vicinity has some wondering if severe turbulence might have contributed to the pilots losing control of the aircraft. However, aviation safety experts disagree with the theory and say there is no evidence to suggest it was a contributing factor in the crash. In fact, turbulence hasn’t been the cause of an accident involving a large airline and/or transport category aircraft since the 1960s5. It is also possible an undetected meteorological event like a major “Microburst” and/or series of Microbursts, which are very strong and persistent downward flows of air. Microbursts can be dangerous during the takeoff and landing phases of flight and have been adequately addressed by the F.A.A., N.T.S.B., and aircraft operators.
What is more intriguing to investigators is the engine surge that occurred in the final moments before the accident. The General Electric (G.E.) CF6 engines are well seasoned and battle tested with forty-five years of operational experience, according to General Electric (2019)6. “CF6 engines have compiled nearly 430 million flight hours since they first entered commercial revenue service in 1971,” according to General Electric (2019)6. Certified to power more than 13 different aircraft types, the CF6 has accumulated more than 115 million flight cycles in service,” according to General Electric (2019)6. The stability and reliability of the G.E. CF6 engines have been proven and demonstrated to any potential lay person reading this article that is reasonable. Why did both engines suddenly go to maximum power during a controlled descent, when there was no indication of a stall? Did one of the pilots accidently activate the Maximum Takeoff and Go Around (M.T.G.O.) button on the engine throttle controls or the forward flight panel? Did one of both of the pilots have a sudden medical emergency such as a seizure(s), stroke(s), heart attack(s), or and uncontrollable psychotic episode(s)? Data shows the aircraft was steady and stable at about 230 knots when the engines went to full power1,2,5. Whatever the cause, this anomaly is the first in the fatal chain of events, as aircraft crashes and incidents typically have a compounding chain of events. The second puzzling event troubling investigators is the downward deflection of the elevators that put the aircraft in a 49-degree nose-down attitude1,2,5. Was this event a response from the pilots following the engine surge? If so, why did the pilots react in such an extreme way? Was the a major problem and/or failure of the autopilot system and/or the elevator pitch trim system that physically decreases the mechanical force pilots need exert on the pilots control column? Did a hydraulics system failure associated with the elevator flight controls contribute to the loss of aircraft control? Remember, the data shows that the increased output of thrust resulted in the aircraft transitioning to a four-degree nose-up attitude1,2,5. That would certainly not warrant such a drastic response that resulted in a very unusual nose-down attitude. And third, what caused the aircraft to slowly pull up to the final attitude of 20 degrees nose-down prior to impact? Was the crew desperately trying to recover the aircraft after suffering a catastrophic systems failure?
Experts believe the dive was the result of several possibilities: a major mechanical or computer malfunction, pilot error, or a deliberate act5. Since the U.S. Federal Bureau of Investigation (F.B.I. ) is not involved at this point in the investigation, it is unlikely that this accident was an intentional act and/or an external criminal act(s). Personally, I believe this accident is likely the result of some sort of flight control or systems malfunction. It is conceivable that the elevator trim system went into a completely out of control, or “Rogue“, and the pilots of Atlas 3591 could not overcome the event. A complete loss of all hydraulic systems, including backup systems, could explain the initial 53-degree aircraft nose-down pitch event over eighteen seconds. However, this does not explain the 29-degree aircraft nose-up pitch prior Atlas 3591 impacting the ground. These conditions could explain the erratic changes in pitch and the pilot’s inability to recover the aircraft. What completely baffles me however, is the engine surge. Surges in jet engines are usually the result of internal failures, compressor stalls, pneumatic malfunctions, or bird strikes, the latter of which is a common occurrence. The possibility of both engines on a 767 suffering a compressor stall or internal failure at the same exact time seems very unlikely. Also, the N.T.S.B. has not indicated that the aircraft suffered a bird strike in any way, although it is a more likely scenario, given the altitude of the aircraft at the time of the surge.
In time, I’m confident the N.T.S.B. will definitively elucidate the exact cause(s) of this tragic Atlas 3591 crash. Until then, all you and I can do is wait for more information from investigators. In the meantime, I hope the families of the three men killed in this accident can somehow find their peace. It’s certainly a challenging time for them right now while they continue to wait for answers. It’s a troubling time for the aviation community as whole, in fact. Three Boeing aircraft have gone down in matter of months, and the company is certainly getting some unfavorable attention, to say the least. More of that to come, but for now let’s keep the families of victims in our minds, and hope that we receive answers to the tragedies we have witnessed lately.
The Phoenix is defined as “a legendary bird which according to one account lived 500 years, burned itself to ashes on a pyre, and rose alive from the ashes to live another period,” according to Merriam-Webster (2019).
On January 22, 2009 there was a shocking and indelible disturbance in “The Force.” TheMicrosoft Corporation had strategically decided to “discontinue“ the Microsoft Flight Simulator product and brand, which was established in 1982, thus effectively laying off the entire Microsoft Flight Simulator development team (Plunkett, 2009). The Microsoft Corporation was under the Preeminent Helmsmanship and Leadership of William Henry Gates III (also known as the “Bill Gates”) at the time of this decision and until May of 2014. Bill Gates was a Co-Founder of The Microsoft Corporation, along with PaulG. Allen, and served as Chairman, Chief Executive Officer (C.E.O.), and Chief Software Architect.
Steve Ballmer was serving as the active C.E.O. in 2009. He was responsible for the day-to-day operations and major decisions at Microsoft, thus making the decision to discontinue the Microsoft Flight Simulator brand. Apparently, the decision was a decisive effort to re-align The Microsoft Corporation goals and agendas.
The entirely new, and presumably built from scratch flight simulator platform, announcement video trailer shows in flight simulator recorded live flight footage at 4K (4096 x 2160 pixels) resolution with High Dynamic Range (H.D.R.) color throughout.
Like The Phoenix, The Microsoft Corporation announcement trailer video shows visuals with reasonably modern and readily available hardware and software technology!!!!!!!!!!!!!!!!!!!!!
The Current Generation (C.G.) Microsoft Flight Simulator should be released in the year 2020 Anno Domini (A.D.), or the year 2020 after the birth of Jesus Christ, according to The Microsoft Corporation (2019).
The goals of the interim directive are “to become one of many customers purchasing services from independent, commercial and free-flying habitable destinations in low-Earth orbit” (Long-term) and to “Stimulate Sustainable Demand,” according to Nasa (2019).
Accommodations on the I.S.S. will cost approximately $35,000 United States Dollars (U.S.D.) per night for each human being, which includes the food (board), water, comprehensive waste disposal (in an environmentally responsible manner), and the cost of oxygen [O2] (Hetter, 2019). I would like to personally recommend to N.A.S.A. that a stay on major holidays require a minimum of a three to four night stay. A fifty percent deposit and retainer of the stay reservation quote should be required to be financially transferred, certified, and independently verified prior to locking in the official reservation.
I.S.S. Commercial Operations:
“To qualify, commercial and marketing activities must either:
Require the unique microgravity environment to enable manufacturing, production or development of a commercial application;
Have a connection to NASA’s mission; or
Support the development of a sustainable low-Earth orbit economy,” according to Nasa (2019).
I.S.S. Utilization by Private Astronaut Missions:
“NASA also is enabling private astronaut missions of up to 30 days on the International Space Station to perform duties that fall into the approved commercial and marketing activities outlined in the directive released Friday, with the first mission as early as 2020” (Nasa, 2019).
If supported by the market, the agency can accommodate up to two short-duration private astronaut missions per year to the International Space Station. These missions will be privately funded, dedicated commercial spaceflights. Private astronaut missions will use a U.S. spacecraft developed under NASA’s Commercial Crew Program. “NASA also is enabling private astronaut missions of up to 30 days on the International Space Station to perform duties that fall into the approved commercial and marketing activities outlined in the directive released Friday, with the first mission as early as 2020” (Nasa, 2019).
Our own Andrew Treulich here at Aerospace Weekly (A.W.) is now a United States (U.S.) Federal Aviation Administration (F.A.A.) Licenced Commercial Pilot!!!!!!!!!!!!!!
Andrew passed his U.S. F.A.A. Commerical Pilot Ground and Practical Flight examinations conducted by a U.S. F.A.A. Designated Pilot Examiner today!!!!!!!
He is now legally available For Hire to pilot commerical aircraft operations!!!
GREAT JOB Andrew we are Very Happy for you and Very Proud of you!!!!!!!!!!!!!!
Andrew is a Contributing Editor here at Aerospace Weekly (A.W.).
Andrew has made significant contributions to the flight simulation community and is pursuing a career as a Professional Pilot. He has served previously as the Executive Editor of Air Daily X (A.D.X.). Andrew is currently a Senior at Farmingdale State College in Farmingdale, New York (United States of America; U.S.A.) earning his Bachelors of Science (B.S.) in Aeronautical Sciencewith Specialization as a Professional Pilot, and a minor in Aviation Administration with a cumulative Grade Point Average (c.G.P.A.) of 3.94. He has earned his commercial pilot training to prepare for the U.S.A. Federal Aviation Administration (F.A.A.) Andrew has logged over 300 hours Total Time (T.T.,), 240 hours as Pilot In Command (P.I.C.), 65 hours instrument time, 37 hours in Complex aircraft operations . Commercial Pilot License Certification examination. Andrew has already started studying for his pending Certified Flight Instructor (C.F.I.) training. Andrew works part-time as a Line Service Technician (L.S.T.) at Heritage Flight AcademyL.L.C. and has worked there since April of 2017. In his role as a L.S.T. at Heritage Flight Academy Andrew provides a vast array of services from aircraft detail to aircraft service management (e.g. fueling, hangering, transport, etc.). He is also Vice President of Alpha Eta Rho (A.H.P.), a professional collegiate aviation fraternity founded in 1929.