A Current Along The California Coast Flows In Which Direction 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, efficiency is crucial. Whether in airlines, war or maximizing enterprise and logistics assets.

The problem is that efficiency is common and occasionally quite frustrating for the airline industry, it’s a matter of survival, literally. Take the “Rapid Change Concept” for commercial aviation. A recent Dayton OH seminar on the problems of rapid change revealed the impossibility of adapting such a concept to make the best use of resources. We obviously believe in efficiency.

Airmail has been around for as long as commercial aviation has existed, when “commercial aviation” was born in Wichita, Kansas. Airplanes are good tools for moving cargo quickly. The first multi-role aircraft that could move people and cargo and go from one to another was the DC-10. Calling it a convertible concept

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

Where the seats could be removed and then used for cargo. The DC-6C was also built as a convertible, but it wasn’t a big hit. The DC-8 also has some uses in convertible aircraft;

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

The DC-10 was created when American Airlines put out a bid for an aircraft that was as spacious as the 747, but could maneuver in tight areas and fly on older runways with less takeoff space and needed to be faster in the air. Also AA wanted a plane that could carry 250 people.

Both Lockheed and McDonald Douglas decided to honor the offer. The Lockheed Aircraft was of course the L1011. The L1011 sold about the same as the DC-10 for passenger flights. Eastern, TWA, Delta bought and loved the L1011 as did the pilots and those who were scared off after several DC-10 accidents. Even then, the US military bought 10 and used it to fly gas stations, troop and cargo carriers, and airlines bought 30 convertibles, and later the military saw that the airline industry was cyclical and decided to offer incentives when airlines bought A DC-10 that could also be used as a cargo plane in times of war. This was great until one plane’s cargo door detached at altitude and caused all the passengers and the plane to fall.

More recently, many 727s and 737s have been built to be convertibles under “quick change” theories where the aircraft were used for passengers during the day and the seats were pulled out at night for cargo and then returned each day. This made it easier for airlines to charter aircraft at night. Sounds like a great idea for saving money, paying for the plane and getting the most out of it. The replacement could be done in 2-3 hours or so.

Theirs were many different combinations called “Combo-Aircraft”. Combined configurations, convertible and quick-change aircraft. Some Europeans called them Rapid Change Aircraft. In Rapid Change Aircraft they used pallet type seats, although it is doubtful that the average passenger would see that they are sitting on one of the four seats per pallet, but that is exactly what they did. Israel Aircraft Industries continues to do so with Jacob Netz. They use 737 SF. Some turbo props with regional airlines still do this with the C235, DHC 8 –100s and –300s. Also C-17 and ATR 42/72. even the Russians have been doing this for some time with their Ukrainian Antonov 74. The newer Boeing 737-700 cargo can be quickly changed to 149 passengers 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-40s with Quick Change Configuration. One company that works with these airlines is Pemco, which seems to be one of the experts in the “QC-Quick Change” field. Problems, of course, arise when another company operates the aircraft at night, while another company that owns the aircraft transports people during the day.

What is the biggest problem is the inclusion of aircraft that do not arrive at their departure airport the next day due to weather. Damage problems during cargo operations. Excessive interior wear and tear, as cargo would fly one way and then load the interior for passengers, leaving the other interior at another airport. Of course, when the interior is outside, it’s much easier to clean while off the plane without worrying about mold. Mold problems have been manipulated by class action lawyers lately and when you are changing the interior in the middle of the night or on a dewy morning, expect problems.

Problems also arise when or if the aircraft is diverted due to weather to a third non-domestic airport. Meanwhile, the first flight the next morning is canceled and the schedule messed up, and people are upset, and picky consumers can’t take it, they have places to be and things to do. An airline in BK or under stress to make in-flight payments may have no choice and will have to do this air transport program at night. It works better when it’s the same company, but often there is no choice. Such quick fixes are usually not thought of and fail, but they work in the short term to get the airline over the hump in the sector’s cyclical rotation. These time periods due to fuel costs, economic conditions are the down years for airlines and they have to go through them to make big money in the boom years, if you look at current fuel prices we will see bankruptcies in the airline sector anyway and many have not fully recovered from previous situations after 9-11. Having a father involved in deregulation and an airline some 20 years after he left the Air Force is more real than you can imagine.

In other countries, especially China and Europe, this concept is much more widely accepted and is expected to help pay for aircraft, while their markets are more competitive in terms of cargo price. If you think back to Nippon Express, DHL Wars and Federal Express. Some much larger aircraft are used there for that. BA has had many trials with this concept and currently operates several aircraft in this manner.

The US military has aircraft such as the C-17 that can transport 102 soldiers or be used as a hospital with 54 patients, three helicopters, three tanks or 40 drop containers. What we see is the need for aircraft to be multi-role for missions. Some such as the KC-10 can carry people, cargo, or even fuel tanks, or some or all of each. This is a completely smart way to manage logistics and accomplish tasks without having a huge number of hibernating aircraft sitting around rotting in the desert. Many times components and changes can be made possible by several airlines. Even the idea of ​​firefighting using military aircraft like the C-130 using systems like the 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 computerized decision matrix and real-time 4-D imaging and respond to threats as quickly as they arise and rule out problems before they flare up studying needs and logistics flows and disturbances before the signal. Something like preventing an implosive vortex in a hydroelectric plant, or turning off a circuit breaker sending a signal at the speed of light before the entire signal has begun, simply by using the disturbance caused by the event to pre-signal the need to shut it down.

You can solve the world’s problems by observing flows and needs, staying efficient and adapting your crisis management strategy, and constantly improving your finite capacity deployment model to meet mission objectives, while being ready to seize opportunities when everything seems to be in constant Chaos .

All military equipment, no matter what agency, should be multi-purpose whenever possible, regardless of the personal egos of any particular agency or the infighting between the Army, Navy, Air Force, Marines, Coast Guard or others. Even the DEA, FBI, Border Patrol and now under the umbrella of Homeland Security should streamline themselves to follow such a pattern of operations whenever possible.

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

We have to have warehouses in key positions and even in other countries with stored equipment. For example, the Humvee is a universal tool. After use, it should be completely cleaned and stored. The vehicle should be completely universal regardless of what is attached. For example, ELF antenna, 50 Cal Machine Gun, GPS system, anything that can be installed quickly and the connections are the same for all agencies and universal. Plug and play components always use the same adapters, such as PCMIA card slot, USB port, parallel port. Like a 110 V socket in the house or a garden hose thread. Since the Department of Defense has smartly and logistically looked to Wal-Mart Distribution for answers with RFID chips, why not take it to the next step? Why lose efficiency? Economies of scale are what won WWII. Bar coding and satellite ping GPS positioning will make it easier to find out where a piece of equipment is at any time, anywhere in the world.

Now it’s possible to keep control of every piece of equipment across the military and when all the components are the same, then any department can use them, plus when everything is standardized the Microsoft way, economies of scale come into play, which means savings on contracts. This means universal systems, it means easier training and even privatized training. A person regardless of department or agency rank can be trained to use certain types of equipment, mostly in the simulator department. Such as driving a truck, Humvee, SUV, generator, computer, etc. Then when he, she or it needs to learn specific things that can be done according to local Navy, Air Force, Marine or Coast Guard protocols, they can do it after suits. This means better training on the basics and special training on the components. See?

The most excellent factor in this is basic life skills like driving, computers, truck driving which are valuable in civilian forces. I like this idea because every year 50,000 – 250,000 leave the military and go into civilian life. Wouldn’t it be great to know that a more disciplined workforce was also able to get jobs faster so better quality people could join our volunteer army. It could also end the unskilled labor problems complained about in places like AZ, NM, CA, GA, MS, LA, TN, FL and even CO. If you look at the globe and see the most likely future problems and the safest and most friendly trading partners, you can already see that we have bases and areas for such storage with appropriate logistics infrastructure such as shipping, rail, bulk ways to quickly deploy equipment without duplication for each squadron , battalion, division, team. Certain items are specialty, but most things just need a troop transporter, humvee, vehicle, etc. And I can get it faster, and we can ship the same number of units without all the units, or we have to trade all the units.

Hibernate service contracts can be assigned to keep everything fully operational. We may have to pay more for these services than previous prime contractors have offered to make sure it’s done right without downtime, but in the end we’ll save billions and can reinvest our savings in the latest materials and R&D on the latest technologies. Delivery system, storage systems, standardization and commitment to working together are key. We can do it and it can be done with simple components and eventually with almost anything.

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