CAPFlyer wrote:1) Don't see why not. Just as important as the landing lights, and was on commercial aircraft even back in the 1930s.
I would agree. Working on the ramp in Spokane for UPS, we're not even allowed to enter within the perimeter of the aircraft (draw an oval around the aircraft that is 5-foot from all the extreme points) when the beacon is flashing, unless we're performing an air-start.
2) I agree with making it optional. Have always wanted the system to ensure that the engines are also off before ending the flight (typically can't deboard the aircraft until engines are stopped or in the case of aircraft like the DHC-8, one engine operates also as an APU with a prop brake).
If this could be implemented, it would be good. I understand the reasoning behind the parking-brake, as that triggers the block-in time — at least for Boeing aircraft, but unless they stop the engines before that, it's still burning fuel that the system won't account for.
3) All you have to do is put a series of single use flights into the system that make the trip. You don't even have to restrict the payload and can make money. VHA and CBFSVA both do this and I'm sure we're not alone.
For realism, I'd make it a 1-time flight in the system and set the cargo and pax restrictions to 0, but I agree. The system already handles that easily.
4) Been suggested, but is very, very, very low on the priority list if it does get implemented. Need to have the maintenance system overhauled completely first. Most likely, any restrictions would simply be that you could only do "C" and "D" checks at certain airports. "A" and "B" checks are done quite a bit at outlying airports and don't typically require any specialized tools that wouldn't be carried aboard the aircraft or in a mechanic's toolbox.
With this concept, I think I'd like to see airlines given the option to buy their own maintenance facilities. It'd would be expensive, so small-time operators wouldn't see much of a benefit as the cost of building and maintaining the facility would make it difficult, if not impossible, to reach the break-even point. This would be getting even more complex, but perhaps allow for the option of "warehousing" parts at these facilities for specific aircraft and/or allowing some recognition of commonality between certain aircraft. For instance, I know the A300s and the B767s we get in our ramp at UPS use the same tires. Or as another example, the 707, 727, and 737 all had quite a bit of commonality, including parts of the structure. Though, I don't know how such a system could be implemented without a lengthy database listing commonality between all the aircraft. If a group were able to tackle such a project, it might not be so bad. Perhaps just a simple discount for repairs on aircraft you own a lot of the same model on.
Though, I also know a lot of aircraft maintenance is done on the ramp while the aircraft is parked. We have a bay about the size of an apartment garage that houses wheels, lights, fuses, panels, valves, starters, etc (mostly small stuff and things that commonly go out). I know we've had to have parts flown in on occasion when things like flaps or ailerons have gone to hell. Last winter, the mechanic on duty had to cover the windscreen of one of our planes with a tarp to keep the blizzard out at he replaced a window that de-laminated. So a lot of maintenance isn't done just as specific airports, it's done at every airport. Generally only routine maintenance and major maintenance is done at designated facilities. Having only designated airports also would have to have some accounting for ferrying broken aircraft to the facility if it was even flyable. When I was in flight training, a special certificate had to be issued by the FAA to fly a Piper Warrior III with a broken wing spar from Spokane, WA to Grand Forks, ND for repairs.
Those are just some of my thoughts.
