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https://joeclarksblog.com/?p=1044 | 2022-01-26T20:36:56 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304961.89/warc/CC-MAIN-20220126192506-20220126222506-00019.warc.gz | 0.981523 | 570 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__25335288 | en | Eugene Ely was a pioneer aviator in the very early days of aviation. Ely was born in Williamsburg, IA on October 21, 1879 and was only 31 years old when he became the first pilot to take off from the deck of a United States Naval vessel.
After graduating from college, Ely moved to San Francisco where he started working in the new automotive industry. He was in sales and he also raced automobiles. He became interested in flying after the man for whom he worked purchased a Curtiss biplane. Ely believed flying was as easy as driving a car and offered to fly the biplane for his boss. After crashing it, Ely was inclined to purchase the wreck out of a sense of guilt.
He repaired the damaged Curtiss biplane and actually learned how to fly properly. He became active in demonstration flights in the Pacific Northwest. Then in the summer of 1910, he and his wife, Mabel, moved to Minneapolis, MN.
It was in Minneapolis Ely met Glenn Curtiss. Shortly afterward, Ely began working for Curtiss and then received Federal pilot’s license number 17 in October 1910.
It was about this time Ely and Curtiss met Captain Washington Chambers of the United States Navy. The Navy tasked Chambers with investigating the possibility of military use of airplanes within the Department of the Navy. This led to discussions of shipboard operations for aircraft with Ely and Curtiss.
On November 14, 1910, Ely became the first pilot to fly an aircraft off a ship. Sailors constructed a temporary elevated platform on the foredeck of the USS Birmingham enabling Ely to fly the Curtiss Pusher off the deck. The plan called for a takeoff and then landing at the Navy Yard in Norfolk.
Following the launch, the Curtiss Pusher and Ely nearly ended up in the bay. Although the wheels skimmed the water, Ely manage to climb away safely. Consequently, he decided to land the Curtiss Pusher on the beach rather than fly to the Navy Yard.
A little over two months later, Ely flew his Curtiss Pusher out to the USS Pennsylvania, anchored in San Francisco Bay. The landing, which took place on January 18, 1911, was the first ever to use a “tailhook.” From the very beginning, all aircraft landing aboard ships would use a similar tailhook system, originally designed by Hugh Robinson, an aviator who also worked as a circus performer.
After the landing, Ely spoke to the press. His statement? “It was easy enough. I think the trick could be successfully turned nine times out of ten.”
Thank goodness that over the last 100 years, United States Navy has done a much better job than “nine times out of ten.”
© 2010 J. Clark | aerospace |
https://www.oirthirsat.space/competition-1 | 2024-04-19T06:38:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817289.27/warc/CC-MAIN-20240419043820-20240419073820-00876.warc.gz | 0.900885 | 486 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__75026488 | en | A competition with a £600k prize that encourages young people to design a Nanosatellite platform, and improve life on Earth by tackling issues related to climate change!
This phase concerns the conception of the mission definition. OirthirSAT has completed this phase by compiling together the information required for the LaunchUK Nanosat Design Competition application, which acted as our Mission Definition Review (MDR).
This phase covers the production of initial technical designs, management plans, system
engineering plans, and product assurance plans. The feasibility of the mission (implementation, cost, operations, maintenance, and disposal) is assessed alongside the mission risks. OirthirSAT completed this phase by being shortlisted for the next stage of the competition along with 4 other teams (from a pool of 43 applicants)!
This phase is concerned with finalising plans, deciding on hardware, and firming up our schedule. Trade-off studies must be undertaken to decide on the most preferred solutions dependent on the requirements defined. Some electronic components have lead times of more than a year, so we're also kicking off procurement of some items. We've successfully completed our System Requirements Review (SRR) and Preliminary Design Review (PDR).
The OirthirSAT Team is currently in this project phase, where the review process can take several months. OirthirSAT proceeded to work with mentors to finalise designs and get launch-ready. This phase will involve detailed definitions of interfaces, building engineering models, planning for assembly, integration, verification and testing (AIV/T), and will conclude with the Critical Design Review (CDR).
QUALIFICATION AND VERIFICATION
This phase involves the qualification, verification, and production of the platform itself. Qualification hardware will be built and qualification testing and verification activities will be undertaken before a Qualification Review. Then the flight hardware itself will be built, acceptance tested and delivery authorised. Finally, the Nanosat platform will be ready for launch after the Flight Acceptance Review (FAR) and Operational Readiness Review (ORR)! | aerospace |
http://elib.dlr.de/71450/ | 2016-10-28T14:03:42 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988722653.96/warc/CC-MAIN-20161020183842-00119-ip-10-171-6-4.ec2.internal.warc.gz | 0.75485 | 722 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__216564787 | en | Martinez Schramm, Jan and Wagner, Alexander and Reimann, Bodo and Fertig, M. and Viguier, Paul and Verant, Jean-Luc (2011) Measurements on the EXOMARS Configuration in the High Enthalpy Shock Tunnel Göttingen (HEG). 7th European Symposium on Aerothermodynamics for Space Vehicles, 9. Mai - 12. Mai 2011, Brugge, Belgien.
Full text not available from this repository.
Measurements on a lander capsule configuration for a future European Mars mission were performed in the High Enthalpy Shock Tunnel Göttingen (HEG), operated by the German Aerospace Center (DLR). The measurements contribute to the ESA-NASA ExoMars project which is part of the European Aurora programme. In addition to the contributing to the experimental aerothermodynamic data base (ATBM) of the project, two primary goals were pursuit. The first goal was to establish a cross check possibility between the two major European high enthalpy facilities, the HEG of DLR and the F4 of the Office National d'Etudes et de Recherches Aerospatiales (ONERA). To accomplish this goal a new operating condition using CO2 as test gas was designed for HEG. This condition approximates the corresponding free stream of ONERA’s F4 facility. The second goal was to establish a new complementary free flight force measurement technique for high enthalpy testing in HEG additionally to the existing stress wave force balance in order to increase the confidence level of the experimental results that will be included in the ATBM. The present article presents a direct comparison between the HEG and F4 facilities, focusing on the results obtained for surface pressure and wall heat flux measurements and on the determination of the total drag of the vehicle. Additionally, high-speed flow visualisation of the flow past the capsule was performed.
|Document Type:||Conference or Workshop Item (Speech)|
|Title:||Measurements on the EXOMARS Configuration in the High Enthalpy Shock Tunnel Göttingen (HEG)|
|In ISI Web of Science:||No|
|Series Name:||Conference Proceedings|
|Keywords:||High Enthalpy Flow, Mars Atmosphere, experiment, entry flow|
|Event Title:||7th European Symposium on Aerothermodynamics for Space Vehicles|
|Event Location:||Brugge, Belgien|
|Event Type:||international Conference|
|Event Dates:||9. Mai - 12. Mai 2011|
|HGF - Research field:||Aeronautics, Space and Transport|
|HGF - Program:||Space|
|HGF - Program Themes:||Space Science and Exploration|
|DLR - Research area:||Raumfahrt|
|DLR - Program:||R EW - Erforschung des Weltraums|
|DLR - Research theme (Project):||R - Projekt ExoMars|
|Institutes and Institutions:||Institute of Aerodynamics and Flow Technology > Spacecraft|
|Deposited By:||Dagmar Brennecke-Hosseinzadeh|
|Deposited On:||30 Nov 2011 11:54|
|Last Modified:||21 Apr 2015 14:28|
Repository Staff Only: item control page | aerospace |
http://xplanes.tumblr.com/post/121156073/schneider-trophy-special-epilogue-the-human | 2013-12-06T07:43:15 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163050081/warc/CC-MAIN-20131204131730-00041-ip-10-33-133-15.ec2.internal.warc.gz | 0.806812 | 216 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__67052933 | en | Schneider Trophy special: Epilogue: The human cost
Florentine Bonnet, 1929; Georges Bougault, 1931; Antoine Paillard, 1931
Sam Kinkhead, 1928; Jerry Brinton, 1931
Vittorio Centurione, 1926; Salvatore Borra, 1927; Giuseppe Motta, 1929
Tomaso Dal Molin, 1930; Giovani Monti, 1931; Stanislao Bellini, 1931
Ariosto Neri, 1933 (killed flying a training aircraft)
United States of America:
Harmon Norton, 1926; Frank Conant, 1926
The photograph is of the Italian High Speed Flight memorial at Desenzano del Garda, unveiled in 1966.
(by Flickr user “Jabed”)
No pilot actually died during a Schneider Trophy race. The list is of pilots killed in training, or attempting speed records in Schneider aircraft. I compiled it from/checked it against various sources. Please let me know of any errors. | aerospace |
https://www.al.com/spotnews/2007/08/plane_carrying_shelby_and_cram.html | 2023-05-29T06:43:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644683.18/warc/CC-MAIN-20230529042138-20230529072138-00018.warc.gz | 0.983476 | 163 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__205359916 | en | A C-130 aircraft carrying an Alabama senator and congressman was fired on this evening as it was flying from Baghdad to Amman, Jordan.
The airplane was carrying Sen. Richard Shelby, R-Ala., and Rep. Bud Cramer, D-Huntsville, and two other senators.
Three rockets were shot at the plane and were "near misses," Shelby said in a telephone interview. He said the pilot took evasive maneuvers to avoid the rockets. The plane landed safely in Amman at about 4 p.m. central.
"I was looking out the window, a little small window, and I saw a shell or something," Shelby said. "And then I see a flare. Our plane started maneuvering and changing directions and shaking all around." | aerospace |
http://www.cqgkzs.com/005/shownews.php?id=100 | 2021-12-01T23:50:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964361064.58/warc/CC-MAIN-20211201234046-20211202024046-00561.warc.gz | 0.938949 | 468 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__198671104 | en | On May 29, Shanghai Economy and Information Technology Commission announced the 2020-2021 "Shanghai Design 100+" list, and V400 Albatross was awarded as the only large eVTOL (electric vertical take-off and landing) hybrid VTOL fixed-wing UAV.
Shanghai joined the UNESCO "Creative City Network" in 2010 and was awarded the title of "City of Design". In order to further promote the power of Shanghai design and enable design to empower the industry, the Shanghai Municipal Party Committee and Municipal Government have made the selction of "Shanghai Design 100+" as a key work arrangement, focusing on showing the annual design results of various industries. A total of 920 designers and design teams participated this time, covering more than 30 industrial fields, and a total of 1541 design products, design events and design cases of the year were collected, and the V400 Albatross stood out from the crowd.
As a large vertical take-off and landing unmanned aerial vehicle, the V400 albatross is designed with an 8-lift 2-thrust dynamic design. It can not only take off and land vertically and hover in the air like a multi-rotor UAV, but it can also fly horizontally like a fixed-wing aircraft. It has a maximum take-off weight of 400 kg and a maximum payload of 100 kg. The pure electric version has a full-payload cruising range of 300 kilometers, and the hybrid version has a full-payload cruising range of 1,000 kilometers. It is mainly used in branch express logistics, emergency material transportation, emergency rescue and other scenarios, especially in mountainous and island transportation scenarios, a lot of time can be saved, and the efficiency advantage is obvious. With its unique design and excellent performance, the V400 Albatross has now obtained a number of international and domestic patents.
Awarded as “Shanghai Dedign 100+” List is not only a recognition of the design and technological innovation of the V400 Albatross, but also an affirmation of the direction of the emerging EVTOL autonomous aircraft industry.In the future, AutoFligth will continue to develop deeply in the eVTOL UAV industry and lead the industry development.(The end) | aerospace |
https://www.chron.com/neighborhood/friendswood/news/article/NASA-news-Space-station-crew-takes-shelter-9381550.php | 2018-02-23T20:44:57 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814833.62/warc/CC-MAIN-20180223194145-20180223214145-00414.warc.gz | 0.940867 | 584 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__272459902 | en | NASA news: Space station crew takes shelter Tuesday as debris passes by
Published 11:21 am, Tuesday, June 28, 2011
On the heels of a routine fire drill aboard the International Space Station, an actual emergency event regarding a piece of unidentified space debris that later passed by harmlessly took center stage of the Expedition 28 crew’s activities Tuesday.
The station’s six residents began their workday conducting a periodic fire drill to review their roles and responsibilities in the event of a fire aboard the orbiting outpost.
After the drill, the crew received late notification that an unknown object of undetermined size was expected to make its closest approach to the station at 8:08 a.m. EDT, and predictions indicated it could come within 820 feet (250 meters) of the station.
After closing the hatches to the various modules, Expedition 28 Commander Andrey Borisenko, and Flight Engineers Ron Garan, and Alexander Samokutyaev took shelter in their Soyuz TMA-21 spacecraft, docked to the station’s Poisk module. Flight Engineers Sergei Volkov, Mike Fossum and Satoshi Furukawa took shelter in their Soyuz TMA-02M spacecraft, docked to the Rassvet module.
At 8:11 a.m., Capcom Kjell Lindgren at Mission Control gave the “all clear” to the crew to leave the shelter of the Soyuz spacecraft after the unidentified space junk passed. The crew returned to its regular schedule after having spent about a half hour sheltered in the two Soyuz craft.
This was only the second time that a space station crew had been required to take shelter in the Soyuz spacecraft. The first time was March 12, 2009.
Mission Control can coordinate what is known as a debris avoidance maneuver to move the station out of the debris path when the prediction of a possible orbital meeting is made far enough in advance. In this case, flight controllers did not receive word of the close pass until about 14 hours before the time of closest approach.
Also on Tuesday, the Expedition 28 crew prepared for the spacewalk that Fossum and Garan will perform when the STS-135 crew aboard space shuttle Atlantis visits the station during the final mission of the shuttle program. That launch is currently planned for July 8. Fossum and Garan reviewed procedures for a tag-up later with spacewalk specialists on the ground.
On Wednesday beginning at 8:15 a.m., the engines of the ISS Progress 43 cargo craft docked to the aft port of the station’s Zvezda service module will fire for 33 minutes and six seconds. This reboost will increase the station’s altitude and refine docking opportunities with Atlantis. Progress 43 docked to the station Thursday, bringing around three tons of fuel, air and supplies for the Expedition 28 crew. | aerospace |
https://metro.co.uk/2018/04/09/gatwick-closes-four-times-just-one-air-traffic-controller-turns-goes-break-7452427/ | 2019-07-20T01:13:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195526401.41/warc/CC-MAIN-20190720004131-20190720030131-00090.warc.gz | 0.97055 | 417 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__67840988 | en | Gatwick Airport was forced to close four times because only one air traffic controller turned up for work.
Airport rules mean controllers need to take two breaks each shift – which caused the runway to be shut every time they went on their break.Puppy farm breeders 'burned dead dogs in a van'
Several inbound flights were diverted or delayed after the runway shut in the early hours of yesterday and today.
Only one controller out of the scheduled three was able to work in the control after two reportedly called in sick.
Controllers need to take two one-hour breaks per shift – meaning the runway was closed from 1.40am-3.20am and 4.10am-5.20am yesterday and today – four times in total.
Stranded holidaymakers took to Twitter to vent their frustration at the delays.
One wrote: ’10 mins before landing @Gatwick_Airport an air traffic controller was taken ill so had to land In Luton Airport instead to refuel and wait for staff at LGW to allow us to fly back and land!!Pro-Brexit founder wins case against £20,000 EU referendum spending fine
‘Not happy #gatwick.’
Another said: ‘Congratulations @Gatwick_Airport going to be stuck on the ground for a @Ryanair flight longer than it’s meant to be in the air.’
Two inbound flights were diverted and several were delayed on yesterday morning with a further four delayed today.
There were no scheduled departures during those periods.
Responsibility for air traffic control at Gatwick switched from Nats to Air Navigation Solutions in March 2016.
Gatwick believes the staffing issue has been resolved.
An airport spokesman confirmed the runway closed ‘due to a shortage of available air traffic controllers during the night shift’.
He added: ‘We worked closely with air traffic controllers and airlines to minimise the impact to passengers. We apologise for the inconvenience caused.’ | aerospace |
https://archive.nytimes.com/www.nytimes.com/library/national/science/022498sci-mir.html | 2019-04-22T20:36:21 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578582584.59/warc/CC-MAIN-20190422195208-20190422221208-00473.warc.gz | 0.958168 | 450 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__174716930 | en | February 24, 1998
Mir and Supply Ship Dock, Accomplishing Feat After Failure
By REUTERSOSCOW -- Russia's Mir space station docked with a cargo supply ship filled with garbage and fuel Monday, successfully repeating a maneuver that went wrong and caused a near-fatal collision last year.
The ship, Progress, left the Mir nearly a month ago to free a docking hatch for a new crew to use when it arrived three weeks ago.
The departure of the previous crew last Thursday again opened space for the ship, which had been floating on its own in space in recent weeks.
"The docking took place at 12:42 P.M. Moscow time," a Mission Control spokesman, Anatoly Kiryushkin, said. "It was an ordinary event for us as well as for the Mir crew."
The Mir's docking last June with a previous Progress supply ship was far from ordinary. During a training exercise, Progress slammed into the Mir's Spektr module, forcing astronauts to seal it off and seriously damaging the solar panels that generate electricity.
The current Mir commander, Talgat Musabayev, and the flight engineer, Nikolai Budarin, have been making repairs and are preparing for a spacewalk on March 3 to secure a solar panel damaged in the collision.
Andy Thomas, the NASA astronaut who began a four-and-a-half-month stay aboard the space station in late January, will remain on board during the spacewalk.
Three days later, Musabayev and Budarin are scheduled to make another spacewalk to inspect the Spektr module for damage sustained in the collision.
"Mission control experts are still working out the repair program, but this work will not be easy for the cosmonauts," Kiryushkin said.
The Progress cargo ship that redocked with the Mir Monday is partly filled with trash but contains fuel needed occasionally to keep the space station properly in orbit. The fuel also helps the station keep a proper balance.
In March, the crew will send the cargo ship into the atmosphere to burn up, making room for a fresh Progress shipment of food, water, other supplies and letters from home. | aerospace |
http://droneinvestigation.com/drones/ | 2019-08-20T16:30:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027315551.61/warc/CC-MAIN-20190820154633-20190820180633-00467.warc.gz | 0.940856 | 193 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__52068635 | en | Drones can generally be distinguished by frame type. The smallest frame type is the tricopter frame, which includes three motors/propellers. Quadcopter frames have four motors/propellers, hexacopters have six motors/propellers, and finally octocopters have eight motors/propellers. Typical transportation engineering applications can be achieved by quadcopters and hexacopters. Currently, most of the drones utilized in the field of engineering are powered by batteries.
One of the most important components of every drone is the camera. The smallest camera that is generally utilized for engineering purposes is a 5 megapixel camera. Typically, 16 to 20 megapixel cameras are being used. More sophisticated engineering projects may require special attention to complicated details, meaning a 50 megapixel camera may be needed.
Our drone mapping service requires from us to utilize the most advanced state-of-the art technology when performing drone data collection. | aerospace |
https://www.mtsac.edu/newsroom/news/posts/2018-06-28-nasaintern.html | 2019-01-24T08:17:37 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547584519757.94/warc/CC-MAIN-20190124080411-20190124102411-00533.warc.gz | 0.920305 | 180 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__134815676 | en | Student Selected for NASA Internship
June 28, 2018 - 12:06 AM
Mt. SAC aerospace engineering student Arturo Zaragoza was recently selected to serve a summer internship with the National Aeronautics and Space Administration (NASA).
Zaragoza will serve the internship––the NASA Community College Aerospace Scholars Onsite Experience––at the Ames Research Center at Moffitt Field, CA., July 23 –26. Through the internship, he will compete in robotics competitions and network with NASA engineers.
Zaragoza, a resident of Fontana, started at Mt. SAC through the Summer Bridge Program. He also participates in the college’s ACES Program, which provides support for first-generation, low income, and disabled students. When he finishes his studies at Mt. SAC, he hopes to transfer to Cal Poly San Luis Obispo. | aerospace |
https://www.swiss.com/corporate/en/media/newsroom/press-releases/press-release-20030619.html | 2017-10-19T16:40:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187823350.23/warc/CC-MAIN-20171019160040-20171019180040-00433.warc.gz | 0.951373 | 403 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__32822433 | en | Swiss International Air Lines Ltd.
Phone: +41 848 773 773
Fax: +41 44 564 21 27
19 June 2003
The court of arbitration has rejected the SWISS PILOTS’ demand that, in the event of job cuts, all former Swissair pilots should be made redundant before the first former Crossair pilot can be dismissed.The court of arbitration has ruled that if there are too many pilots, jobs should be trimmed in proportion to the size of the two existing corps in line with a ‘zipper system’.This ruling will have serious consequences for SWISS.
In a decision issued on 17 June 2003, the court of arbitration rejected the application by SWISS PILOTS that, if the fleet is reduced and pilots dismissed, all former Swissair pilots working on European and long-haul routes should be the first to go, even if 50 to 100-seater regional aircraft are grounded. The court also rejected an application by SWISS to the effect that if aircraft in the regional fleet are grounded, former Crossair pilots working on these aircraft would be dismissed and conversely, if aircraft serving big European and long-haul routes are taken out of service, former Swissair pilots will lose their jobs.
The court of arbitration ruled that if aircraft are grounded and pilots have to be dismissed, a proportional zipper system will come into play.
This ruling will have very serious consequences for SWISS should it acquire legal validity. The zipper system will cause substantial additional costs and will rob SWISS of any possibility of executing the planned fleet reduction on the basis of economic criteria, or of fully exploiting the savings potential associated with the reduction.
SWISS intends to discuss the consequences of the ruling with the pilots’ unions.
SWISS will be holding a media conference at its head office in Basel on Tuesday, 24 June at 2 p.m. to explain the forthcoming restructuring and the consequences of the ruling by the court of arbitration. | aerospace |
https://usweekly.com/tags/Boeing/ | 2019-02-21T07:22:42 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247503249.58/warc/CC-MAIN-20190221071502-20190221093502-00412.warc.gz | 0.947367 | 242 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__106887240 | en | NASA has warned SpaceX and Boeing Co of design and safety concerns for their competing astronaut launch systems, according to industry sources and a new government report, threatening the U.S. bid to revive its human spaceflight program later this year.
Korean Air’s Boeing 777-300ER from Incheon to San Francisco was the first plane with the special livery to take to the sky earlier this month. The special livery will depict the number 50 with a plane flying over it alongside the slogan ‘Beyond 50 Years of Excellence’.
British engineer Cobham will take an additional exceptional charge of 160 million pounds ($206 million) to settle a dispute with Boeing over its delayed KC-46 aerial refuelling programme, it said on Tuesday.
Southwest Airlines faces what its own managers call an operational state of "emergency" due to an unusually high number of Southwest Boeing 737s being taken out of service for maintenance. In a memo obtained by CBS News, the airline called for all hands on deck. The spike in out-of-service planes follows our CBS News investigation into mechanics' complaints of undue pressure to put aircraft back in service faster. Kris Van Cleave reports. | aerospace |
http://certainlyher.com/tag/air-force/ | 2020-07-03T16:05:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655882634.5/warc/CC-MAIN-20200703153451-20200703183451-00025.warc.gz | 0.843124 | 65 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__96243830 | en | Air Force’s newest fighter gets first female pilot – CNNPolitics.com. (CNN)The F-35 is the Air Force’s newest...
New data shows that sextortion is becoming all too common online. Scammers are threatening to share compromising images of victims unless...
Lillian De Jesus | aerospace |
https://forums.hum3d.com/main-forum/2022-flying-cars-contest-project-afterburner/ | 2023-03-24T19:15:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945288.47/warc/CC-MAIN-20230324180032-20230324210032-00248.warc.gz | 0.960544 | 641 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__146035498 | en | 2022 Flying Cars Contest - Project "Afterburner"
Well, it seems I'll be taking part for this competition.
I got multiple ideas for this cool flying theme, but the one I think I'm going for is inspired by the very well-known ZZ Top album cover "Afterburner"
It's not a direct take on that car, but it sure has something to do with hot-rods and rockets. For now I'll call it project afterburner, I imagined a drag-racing series for the future on rocket engines, with cars taking off vertically.
Thus, VDRA - Vertical Drag Racing Association is now born. 😉
Very rough and quick concept image to kick it off, and the original inspiration album cover.
Used the rough mock-up to put down some surfaces and masses.
It's a simple shape so body itself is probably easy, but getting it all to look realistic and creating enough of interesting detail will be a tougher challenge.
Also I'm still pondering how to get the "Drag racing" feel into it even more.
Anyway first 3d stuff kicked off.
Cut the panel gaps, added some details and thought about further how the whole thing would work.
I tried to learn a bit about how rocket engines work (I'm not a rocket scientist, duh!) to get some more authentic look. These are the first steps but at least it seems there's a chance to add a lot of interesting detail in the end.
Also took a while to think about the seating and controls inside, I think they'll be more like in a space rocket than car. But nothing really modeled or designed yet.
Added two ballistic parachute canisters on the back so the thing could land after a race. The other one is a spare just in case the first fails. 🙂
More work done, created a simple interior space, and some kind of a seat with joystick controls.
Opened the doors and created their insides - they are quite a hack but I don't want to spend too much time detailing those since they won't most likely be visible anywhere.
Some other cleaning up and detailing done all around.
Need to sort the front suspension and engine mounting/cut more panels next.
Again slow progress, but I'm still moving forward.
More details and parts in the main engines, made the main body "solid" with the rear wheel well, defined front suspension more, details and improved geometry here and there.
I need to move on to UV mapping and texturing soon, and try to find the basic rendering setup - I know all of that takes a lot of time.
Block-outs for the background city and test-rendering.
Created UV's for the engine and added some early textures, still needs a lot more work.
Tested with simple jet-blasts, they're just cones now with no real material yet.
Can't really see much of the interior, so all the work is bit of a waste in this camera-angle. I guess I need to try and bring some of it more visible. | aerospace |
https://vintageaircraftgroup.org/winds-of-change-gastops-harnesses-emerging-green-power-market-for-engine-test-sensors/ | 2022-12-07T04:33:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711126.30/warc/CC-MAIN-20221207021130-20221207051130-00848.warc.gz | 0.963141 | 774 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__276593336 | en | Ottawa-based company whose cutting-edge technology keeps engines running smoothly in everything from search-and-rescue helicopters to fighter jets, receives a new lease of life from the green energy sector after sales to the The aviation industry took a nosedive during the pandemic.
Gastops specializes in sensors that detect and measure metal contaminants in engine oil – a kind of “blood test” that allows technicians to detect potentially damaging scenarios before they happen.
Vital engine parts such as ball bearings, for example, eventually grind and wear out, even with the presence of oil as a lubricant. Gastops products work as an early warning system that alerts mechanics to the parts of the engine that are most at risk of failure.
The Gloucester-based company announced earlier this month that it was one of seven Canadian organizations chosen by the Department of National Defense to participate in a new initiative to design better systems to monitor health and security of military equipment through the Defense Excellence and Security Program.
Gastops will receive just under $ 230,000 from the federal government to help him conduct his research, which will incorporate the latest machine learning technologies. It’s by no means a mind-blowing sum, but CEO Shaun Horning says the real value of the program lies in opening the doors to new markets and potential customers, as Gastops is collaborating with other top manufacturers in the field of predictive maintenance.
âWe see a lot of opportunities ahead,â says Horning, who started working at Gastops 27 years ago as a student in the Aerospace Engineering program at Carleton University and has never left. âThese (government) programs are so essential.
Founded in 1979, Gastops is headquartered on Polytek Road, with additional offices in Halifax and St. John’s as well as a partner company, Gastops USA, based in Huntsville, Alabama, serving US customers.
While most of his income still comes from aviation industry customers such as Pratt & Whitney, General Electric and Rolls-Royce, Horning says he’s seeing a slight change in the landscape in the wake of the pandemic.
“We have been hit hard, like everyone else in this market,” he explains, noting that Gastops’ revenue from commercial aviation customers has fallen by 60-70% over the past year.
Yet the company of 185 employees actually increased its workforce by around 15 during the COVID-19 crisis, thanks to a little wind-assisted momentum. Horning credits the steady growth in sales to European wind turbine makers such as Germany’s Senvion and Danish giant Vestas for helping offset losses in the aviation industry over the past 16 months.
âIt really helped us,â Horning said, noting that the company has yet captured a âsmall fractionâ of the growing wind turbine market.
The CEO believes there is untapped sales potential in other areas of the aviation industry as well, including rotorcraft, more commonly known as helicopters.
Horning says the industry is “ready for a technological breakthrough,” and Gastops is working with a number of major helicopter equipment manufacturers to explore ways to more efficiently use its systems in helicopter gearboxes.
Additionally, Horning says the company is stepping up R&D efforts to design new cloud-based software platforms that will allow sensor data to be instantly delivered and displayed to technicians in the field on their mobile devices.
âGone are the days of having equipment sitting on a desk,â he notes, and any tech company worth its salt must have high-end mobile solutions in its arsenal.
âToday everything is connected and people also want to be connected,â says Horning. | aerospace |
http://gsafs.com/invitation.php | 2023-09-22T04:48:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506329.15/warc/CC-MAIN-20230922034112-20230922064112-00194.warc.gz | 0.933383 | 620 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__46905908 | en | - ABOUT GSAFS
- VENUE & TRAVEL
If the aviation sector were a country, it would be the eighth-largest emitter of greenhouse gases (GHG) in the world, at 2% of the human- induced total. In 2010, carbon dioxide (CO2) emissions from international aviation amounted to 448 megatonnes (Mt), with forecasts of increased emissions ranging from 682 Mt to 755 Mt by 2020,and as high as 2700 Mt by 2050 if no action is taken.
Given this sector's growing contribution to global CO2 emissions, aviation will play a key role in meeting the international climate targets set forth in the 2015 Paris Agreement. Airlines, aircraft manufacturers and industry associations have thus voluntary committed to aspirational targets that would collectively achieve carbon- neutral growth by 2020 and a 50% reduction in GHG emissions by 2050 (relative to 2005 levels).
Emissions can be reduced by 1.5% annually through improved fuel efficiency in new aircraft, aircraft modifications, airport restructuring and optimized navigational systems. However, a significant longer-term reduction of emissions would require airlines to use more fuels that are renewable and sustainable, such as biofuels developed for jet aircraft.
Although sustainable and clean alternative propulsion technologies are in development, such as electric- or solar-powered aircraft and the use of cryogenic hydrogen, these options are unlikely to be ready for commercial use until well after 2050.
Biofuels for jet aircraft are known in the industry as "biojet" or simply Sustainable Aviation Fuels (SAF) are therefore the only real option to achieve significant reductions in aviation emissions by 2050.
Showcasing the latest developments & case studies from leading global experts, the Global Sustainable Aviation Fuel Summit (GSAFS 2019) would foster exchange of knowledge, ideas & best practices on a range of topics whilst helping managers &organisations collaborate on the research, development, commercialization & deployment of sustainable aviation fuels.
Brining together over 150 experts from leading organizations under one roof, GSAFS 2019 is scheduled to be held during 28th January 2019 at Hotel Shangri-La Eros, New Delhi.
Themed "Decarbonizing Aviation: Vision 2035", the summit would provide a unique opportunity to all stakeholders including policy makers, airlines, fuel suppliers, technology providers, researchers & others to exchange experiences and challenges related to development and scaling of SAF.
The concurrent exhibition would showcase global fuel & technology suppliers displaying the latest products, technology, services & solutions for the industry.
Committed to Sustainability? Join us to emerge lean, agile & sustainable!!
I look forward to seeing you on 28th January'19 at GSAFS 2019 in New Delhi.Rajiv Pratap Rudy President, Aero Club of India &, Member of Parliament (Lok Sabha)
Copyright © 2019 GSAFS | All Rights Reserved | aerospace |
https://efeelgood.com/ | 2023-06-03T12:01:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649193.79/warc/CC-MAIN-20230603101032-20230603131032-00708.warc.gz | 0.853718 | 231 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__45067860 | en | DJI entered a new era with the release of two flagship Mavic...Read More
Top Potensic Drones 2K | 4K Camera Trending Year-End 2021
The drone enthusiast is now very blessed and spoilt for choices. This...Read More
Drone X Pro LIMITLESS – Power Features To Know About
We are seeing drones being used world-wide for various reasons and by...Read More
The Feature Crazy Drone
Drone X Pro LIMITLESS 3 GPS 4K UHD Camera Drone for Adults with EVO Obstacle Avoidance, 3-Axis Gimbal, Auto Return Home, Follow Me, Long Flight Time, Long…
52 Minutes Flight Time
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This drone comes with a high capacity 3400 mah battery which provides 26 minutes of flight time on a single charge, therefore with an extra battery you’ll get a whopping 52 minutes of flight time!
For enjoying an even more flight time time, the Drone X Pro LIMITLESS is also equipped with other fantastic features including the provision of efficient power, low noise, extended battery life, and precision control. | aerospace |
http://www.northamericantrainer.org/content.aspx?page_id=22&club_id=812035&module_id=302540 | 2018-06-23T02:21:25 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864919.43/warc/CC-MAIN-20180623015758-20180623035758-00602.warc.gz | 0.962342 | 340 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__28626163 | en | Safety is a priority at NATA! Our leadership is committed to better understanding the risks of flying our aircraft, and our members are committed to flying safely.
The mission of the North American Trainer Association is the safe operation and maintenance of North American aircraft through programs, products and services. Improving the safety record is a priority in NATA, and will invest time and resources in the areas that will have the largest positive impact on the NATA safety record. Safety education through forums, safety programs, formation clinics and workshops are the prime source for members to take advantage of NATA safety efforts.
As warbird owners and operators NATA honors and emulates the veterans who flew them in training and in combat. Perhaps it is worthwhile to emulate the safety, proficiency, and maintenance practices of the squadrons who flew these aircraft when they were still in service.
NATA works closely with the FAA, NTSB, Boeing (Type Certificate Holder), EAA Type Club Coalition, owners and others on issues related to the North American family of aircraft. NATA efforts include support and promotion of safe and efficient operation of NATA aircraft such as the approved AMOC for AT6, SNJ and Harvard AD 2005-12-51.
NATA cooperates with other warbird operators and organizations in researching issues affecting airworthiness and legacy issues for all warbird aircraft and North American aircraft specifically. NATA Safety also conducts targeted research to improve the safety of member pilots and aircraft.
Research includes a comprehensive review of all warbird accidents over time with a focus on the North American family of aircraft. NATA publishes these statistics with analysis of Issues important to the members and the operation of their aircraft. | aerospace |
https://cookcountyrecord.com/stories/510642165-law-courts-eyes-are-on-the-skies-as-faa-fines-skypan-for-airspace-violations | 2018-07-19T16:59:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591150.71/warc/CC-MAIN-20180719164439-20180719184439-00628.warc.gz | 0.965666 | 628 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__3481913 | en | The Federal Aviation Administration (FAA) has announced the largest civil penalty against an unmanned drone aircraft operator.
The agency is fining Chicago-based SkyPan International $1.9 million, claiming that between March 21, 2012, and Dec. 15, 2014, SkyPan conducted 65 unauthorized operations in the congested skies of heavily populated cities, including Chicago and New York. These operations allegedly violated airspace regulations and various operating rules, were illegal and were not without risk.
The flights purportedly involved aerial photography. Of the 65 flights made by Skypan, 43 flew in the highly restricted New York Class B airspace. The FAA claims SkyPan did not receive air traffic control clearance for those flights.
“Flying unmanned aircraft in violation of the federal aviation regulations is illegal and can be dangerous,” said FAA Administrator Michael Huerta. “We have the safest airspace in the world, and everyone who uses it must understand and observe our comprehensive set of rules and regulations.”
Additionally, the agency alleges the aircraft was not equipped with a two-way radio, transponder, and altitude-reporting equipment. The FAA further alleges that on all 65 flights, the aircraft lacked an airworthiness certificate and effective registration, and SkyPan did not have a Certificate of Waiver or Authorization for the operations.
Such stringent and hefty fines may deter and hinder potential companies using so-called unmanned aircraft systems (UAS.) UAS has the potential to deliver products and enable services that have otherwise been unavailable. They are also becoming popular among civilians as a hobby or engineering experiment. But, by announcing this civil penalty against SkyPan, the FAA has declared to all they are monitoring the skies, even for small drones.
When asked about how this will impact the development and usage of UAS across American skies, the FAA had no comment on what other companies they are monitoring, whether this will affect civilians using drones for recreational purposes, and if they may also be liable for intrusive flights.
However, a representative of the FAA said “the FAA’s priority is the safety of people in the air and on the ground. We focus on education as the chief tool in helping these new pilots learn the rules of the sky. Educational initiatives like 'Know Before You Fly' and 'No Drone Zone' are aimed at educating the public. In some cases, however, we’ve seen egregious behavior in which individuals who should know better have repeatedly flouted the rules.”
SkyPan issued a statement saying the company “has been conducting aerial photography above private property in urban areas for 27 years in full compliance with published FAA regulations. SkyPan is fully insured and proud of its impeccable record of protecting the public's safety, security and privacy. Images produced by SkyPan have been used to sell or lease commercial and residential real estate throughout North America."
They had no comment on how this might impact their business, their research and development, and the future of their UAS endeavors.
SkyPan had 30 days after receiving the FAA’s enforcement letter to respond to the agency. | aerospace |
https://lightlynews.com/2022/01/01/science/big-rockets-massive-asteroids-and-more-space-highlights-for-2022/ | 2022-01-28T17:02:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320306301.52/warc/CC-MAIN-20220128152530-20220128182530-00569.warc.gz | 0.938731 | 1,694 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__133324324 | en | Spaceflight provided unceasing spectacles in 2021.
At occasions, it was overwhelming. Two new rovers landed on Mars, certainly one of them shadowed by an experimental helicopter. Two billionaires launched themselves to the sting of house, and a 3rd billionaire flew himself increased up into orbit. Then William Shatner flew to house, and a fourth billionaire loved a keep aboard the International Space Station.
It didn’t finish there. China began constructing a totally operational house station, however relied on a big rocket that reached orbit after which couldn’t be managed when a part of it re-entered the ambiance. Aboard the International Space Station, a pair of mishaps despatched the outpost into unplanned flips in orbit. NASA stated goodbye to 1 asteroid and headed again to Earth carrying samples of it. But NASA additionally launched a brand new mission to crash into one other asteroid to check defending humanity from a future space-rock strike.
Much extra occurred all year long, and 2022 is trying simply as busy. You can preserve observe of those and extra large moments by subscribing to The Times Space and Astronomy Calendar at this hyperlink.
Sync your calendar with the photo voltaic system
Never miss an eclipse, a meteor bathe, a rocket launch or every other astronomical and house occasion that's out of this world.
Here’s what could occur in spaceflight in 2022.
Massive Rockets Will Roar
A SpaceX Starship prototype within the Boca Chica space of Texas in May. The reusable rocket has accomplished one profitable check touchdown, however a number of different makes an attempt have resulted in explosions.Credit…Gene Blevins/Reuters
Sometime this coming 12 months, two rockets which have by no means been to house — the NASA Space Launch System and the SpaceX Starship — are anticipated to elevate off.
They’re each very large and about as totally different as two rockets may be.
The Space Launch System, or S.L.S., is NASA’s interplanetary launch automobile. It is years not on time and billions of dollars over price range. Built by conventional aerospace contractors, every launch prices about $2 billion and every rocket can be utilized solely as soon as. NASA says its Artemis program can’t get astronauts again to the moon with out the enormous rocket. Its first check flight, with no individuals aboard, will elevate a capsule referred to as Orion across the moon and again to Earth. The launch, referred to as Artemis 1, is scheduled for March or April.
Starship, against this, is being constructed by SpaceX alone. The totally reusable rocket is central to the imaginative and prescient of Elon Musk, the corporate’s founder, for sending people to Mars. A model of Starship can be deliberate for touchdown NASA’s astronauts on the lunar floor. The silvery spacecraft’s prime half has accomplished a number of high-altitude check flights that resulted in spectacular explosions. It accomplished a profitable touchdown in a single check. Sometime through the 12 months, a Starship prototype with no crew aboard is ready to pair with a big reusable booster stage. When the rocket lifts off from a SpaceX launch web site in Texas, it’ll then head to orbit earlier than splashing down off the coast of a Hawaiian island.
The Moon May Greet a Lot of Visitors
Russia’s Luna-25 lunar lander, certainly one of a number of spacecraft from a number of nations which will head for the moon this 12 months.Credit…Sergei Bobylev/TASS by way of Getty Images
If 2021 was the 12 months of missions to Mars, the following 12 months may very well be dominated by journeys to the moon. As many as 9 missions from an assortment of nations and personal corporations might attempt to orbit or land on the moon.
Five are sponsored by NASA, and a few have clearer prospects of occurring on time than others. In addition to the Orion capsule circling the moon and heading again to Earth, a CubeSat, a miniature satellite tv for pc, referred to as CAPSTONE may very well be lifted by Rocket Lab from its New Zealand launch web site in March. It would research a lunar orbit that may very well be utilized by a future NASA and European moon base. Three extra missions headed towards the lunar floor are the work of personal corporations sponsored below NASA’s Commercial Lunar Payload Services program. That effort goals to repeat NASA’s success of counting on corporations like SpaceX to hold cargo, and later astronauts, to the International Space Station. Intuitive Machines, a Houston firm, would be the first firm to aim the journey.
The remainder of the moon’s robotic guests in 2022 come from different nations. India could attempt to redo of its unsuccessful 2019 lunar touchdown in the summertime. And Russia says it goals to land on the moon for the primary time since 1976. A South Korean moon orbiter might elevate off on a SpaceX rocket as quickly as August. And a Japanese firm, ispace, is engaged on a touchdown craft for carrying quite a lot of cargo, together with a rover from the United Arab Emirates, to the moon’s floor. Which of those missions sticks to its schedule is up within the very skinny lunar air.
Completing China’s Space Station
The Chinese astronaut Wang Yaping emerged from the Tianhe module of the Tiangong Space Station in November.Credit…Guo Zhongzheng/Xinhua, by way of Associated Press
Lately, China has saved its phrase when it says its house program will obtain a sure timeline. So if it says it’ll end constructing the Tiangong house station in orbit in 2022, there’s a very good probability that it’ll.
In 2021, China added its Tianhe house module to low-earth orbit and despatched two totally different crews of astronauts to stay there. The second crew will come residence someday in 2022, and maybe by the center of the 12 months, a laboratory module, Wentian, could launch to orbit and dock with the Tianhe module. Later within the 12 months, a 3rd piece, the Mengtian lab, might full the Tiangong house station.
Both Wentian and Mengtian would launch atop China’s largest rocket, the Long March 5B. Last May, that rocket startled many individuals when it started an uncontrolled re-entry into Earth’s ambiance, elevating the unlikely however not unimaginable prospect of inflicting injury and harm when it landed. Even although the rocket splashed down with out incident within the Indian Ocean, it stays unclear whether or not China will change how it’s managed. That means twice extra in 2022, Earthlings might play the sport of “the place will it come down?”
Encounters With Asteroids
An artist’s idea of the Double Asteroid Redirection Test headed for the asteroid Dimorphos, left.Credit…NASA/Johns Hopkins/APL
NASA has studied quite a few asteroids up shut, however now it plans to intentionally crash into one. In September, the Double Asteroid Redirection Test is predicted to slam into Dimorphos, a small rock that orbits an even bigger asteroid, Didymos. Colliding with an asteroid is a possible tactic for planetary protection — if a large house rock is heading towards Earth, some scientists say that humanity’s finest guess is to divert its path so it misses our world. The DART mission would offer knowledge on the effectiveness of this strategy.
Other asteroids beckon. Psyche, a big object within the asteroid belt between Mars and Jupiter, seems to be made largely of iron and different metals. That means that within the early historical past of the photo voltaic system, Psyche was the core of an object that did not kind right into a planet. A NASA science mission named after the item is deliberate for launch within the summertime atop a SpaceX Falcon Heavy rocket. Scheduled for arrival in 2026, the spacecraft would offer scientists their first up-close have a look at this unusual metallic world.
Exploring the Solar System
A information to the spacecraft past Earth’s orbit. | aerospace |
http://eaaforums.org/showthread.php?1363-17-with-my-training-wings | 2017-04-28T21:42:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123097.48/warc/CC-MAIN-20170423031203-00008-ip-10-145-167-34.ec2.internal.warc.gz | 0.965874 | 316 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__251517068 | en | Im new here, and new to the world of flying, so im gonna introduce myself for a bit.
My name is Ryan Turiak, Highschool Senior, minuimun wage paying job as a cashier.
Flying is my dream, always has been, always will be. I remember when I was young, I would look up at every plane that passed over head amazed at the ability to fly through the air.
now many years later.. I've started flight lessons, with my local instructor at Woodward Field (KCDN) in Camden, South Carolina.
This is really a dream come true, flying is my passion, and its what I plan to include for my future ocupation. I have flowen with my neighbor (Privot pilot) and with a few other pilots at my local EAA chapter 1132. I have realised finaly that I can start lessons, and fly by my self! Again, I get paid minuimum wage, and all of my paychecks go straight to flight lessons, but its worth it more then anything else. I have never wanted something more then the freedom of flight.
I have been training in a Aeronica Champ, and currently have 2 hours of flight training. I believe I have progressed alot from where I started, and plan to recieve my sports pilot certification by the end of the summer!
Im going to update this thread constantly as I progress and move along in my lessons, ground school, check flight, and more!
Thanks for reading, and nice meeting everyone, | aerospace |
https://www.schott.com/innovation/en/tag/aviation/ | 2022-05-26T05:35:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662601401.72/warc/CC-MAIN-20220526035036-20220526065036-00383.warc.gz | 0.934932 | 140 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__85396855 | en | Whether it is mornings or evenings, light is more than merely brightness; it helps in setting our moods.
The Proba-V satellite maps vegetation across the entire globe. It relies on gallium nitride amplifiers in hermetic highfrequency housings.
Three of SCHOTT’s lighting solutions were honored with the German Innovation Award 2018
Sophisticated lighting concepts offer airlines maximum design flexibility
An unusual interview with Prof. Christine Lüdeke – no questions, just keywords.
Light is the source of human life. Although there are no natural light sources inside an aircraft, passengers are landing at their destinations well rested and ready to go – [...] | aerospace |
https://mailbd.net/news/ukraine-cannot-be-intimidated-and-stopped-8081/ | 2023-01-28T01:08:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499468.22/warc/CC-MAIN-20230127231443-20230128021443-00228.warc.gz | 0.972733 | 226 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__206144778 | en | President of Ukraine Vladimir Zelensky said that Ukraine managed to shoot down almost half of the cruise missiles and drones launched on Ukrainian cities.
The Ukrainian leader thanked the Air Force and units of the Ground Forces, which repelled the attacks of the Russian Armed Forces.
“Out of 84 Russian missiles that were launched against Ukraine, 43 were shot down. Out of 24 Russian drones, 13 were shot down. And even after that, every ten minutes I receive a notification about the downing of Iranian Shaheeds,” the President of Ukraine said in his evening address.
The head of Ukraine assured that the actions of the Russian Federation will only unite Ukrainians even more.
“Ukraine cannot be intimidated and stopped,” President Nezalezhnoy said.
Zelensky explained that Ukraine would answer on the battlefields.
“Well, let’s make the battlefield even more painful for the enemy,” the Ukrainian leader said.
Earlier, Volodymyr Zelenskyy had a talk with the British Prime Minister Liz Truss about further military support Ukraine. | aerospace |
https://www.techreleased.com/the-fourth-european-automated-transfer-vehicle-atv-built-by-astrium/ | 2023-10-03T14:26:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511106.1/warc/CC-MAIN-20231003124522-20231003154522-00514.warc.gz | 0.923211 | 859 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__30036606 | en | Aug 31, 2012–Bremen,Germany (Techreleased) –The fourth European automated transfer vehicle (ATV) built by Astrium, called Albert Einstein, is en route to the European spaceport in Kourou, French Guiana.
Astrium, Europe’s leading space company, was commissioned by the European Space Agency (ESA) with the development and production of ATV. In addition to production of the ATV supply spacecraft, the so-called Exploitation Agreement makes Astrium responsible for carrying out all services relating to operation of the European sections of the space station in various work packages. This includes mission preparation and execution, astronaut training, the on-going development of experiments and research facilities, the maintenance and logistics for all European ISS components and the ground stations, along with overseeing the communication system and data transfer.
“Following the retirement of the US Space Shuttle, ATV is the world’s largest supply spacecraft for the International Space Station, making it a vital part of ISS supply. ATV is Europe’s most sophisticated space transport vehicle with its innovative automatic and autonomous rendezvous and docking capability,” said Alain Charmeau, CEO of Astrium Space Transportation, on the occasion of the shipping of ATV Albert Einstein.
“The technology and experience that Astrium acquired while developing the ATV represent a unique asset for Europe and strengthen its industrial competitiveness. Moreover, they form an excellent basis for further developments to help Europe maintain a leading position in the fields of exploitation and exploration,” added Michael Menking, Director of Orbital Systems and Space Exploration at Astrium.
“We will be making good use of our experience from the development and production of ATV and the Columbus space laboratory as we further develop and improve existing technologies for a whole variety of future missions,” he added. In June 2012, ESA awarded Astrium a contract valued at 13 million Euros to carry out two development studies on new space vehicles.
Like its predecessors, ATV-4 Albert Einstein is being transported by ship in three special containers from Bremen to the European spaceport in Kourou. At the same time, around 35 sea containers full of test equipment are joining it on its journey. Final assembly of the spacecraft will be carried out at the Kourou spaceport, including the Integrated Cargo Carrier (ICC), the solar panels and the Separation and Distancing Module (SDM) which forms the interface between ATV and Ariane. Then ATV will then undergo further extensive testing on site before being integrated into the payload fairing, fuelled and connected to an Ariane 5. ATV Albert Einstein is scheduled for launch in spring 2013.
“We’re on schedule not only with our work on ATV-4,” said Michael Menking, “but also with the integration of ATV-5, ‘George Lemaître’.”
A typical mission sees ATV bringing water, fuel, food and scientific equipment to the ISS. At the end of its mission, ATV is loaded with waste and undocked from the ISS before burning up during a controlled re-entry into the Earth’s atmosphere. ATV is also used for regularly re-boosting the ISS to its operational orbit at around 400 km and for carrying out manoeuvres to avoid collisions with space debris.
Weighing in at 20 metric tons, ATV has a maximum net cargo capacity of up to seven metric tons. The composition of this payload can vary depending on the mission: between 1.5 and 5.5 metric tons of freight and supplies (food, research instruments, tools, etc.), up to 840 kilograms of drinking water, up to 100 kilograms of gases (air, oxygen and nitrogen), up to four metric tons of fuel for orbit correction, and up to 860 kilograms of propellant to refuel the space station.
ATV is required to meet the safety standards for human spaceflight, and to this end double redundancy is built into its digital und electronic architecture. Moreover, a fault-tolerant computer – consisting of three computer modules – ensures the reliable and smooth execution of the ATV mission. | aerospace |
https://airportinfo.live/departures/yfc/airport-fredericton | 2023-12-11T13:15:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679511159.96/warc/CC-MAIN-20231211112008-20231211142008-00656.warc.gz | 0.698898 | 261 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__222058253 | en | Flight Schedules Fredericton Departures YFC LIVE
Fredericton Airport arrivals
- ℹ Airport information: YFC departures Fredericton | IATA: YFC | ICAO: CYFC | City: Fredericton | Country: Canada | Airport Statistics Fredericton
- ℹ Departure flight schedule times & departure time according to the Fredericton timetable.
- ℹ Address: Route 102 Highway 2570, E3B 9G1, Canada Maps
- ℹ Phone: +1 506-460-0920
- ℹ Timezone Fredericton: America/Moncton (UTC/GMT -4)
- ℹ Departures Fredericton: The following flights will soon take off from Fredericton Airport (Fredericton).
Airport Fredericton departures LIVE, Today, Tomorrow and more
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All YFC departures, delays, and cancellations of Fredericton Airport (YFC). The actual YFC departure time can be found in the departure column. If a flight is cancelled or delayed, you will find the flight status in the status column. | aerospace |
https://www.oyster.com/articles/climate-change-could-make-air-travel-even-worse/ | 2020-01-29T21:14:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251802249.87/warc/CC-MAIN-20200129194333-20200129223333-00233.warc.gz | 0.941774 | 389 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__250048256 | en | After last month's Phoenix heatwave grounded more than 50 flights to and from the city, a new study has shown that climate change might have larger implications for air travel than initially expected.
Average temperatures are expected by many estimates to rise just over five degrees Fahrenheit by 2100, and while the impact of this could be devastating for the planet in myriad ways, it will also impact the airline industry, according to a new study published in the journal “Climatic Change” by Columbia University researchers. Air temperature plays a vital role in an aircraft's takeoff performance -- as temperatures rise, air density declines, increasing the difficulty of takeoff. Researchers at Columbia estimate that soon between 10 to 30 percent of flights taking off during the warmest part of the day will need to severely reduce their weight. Weight in the form of passengers, luggage, or fuel must be reduced before the plane can take off.
So what does this mean for travelers?
Well, mostly more delays and cancellations. Adaptation to our changing environment in the form of new aircraft designs or scheduling adjustments might mitigate some inconveniences, but researchers write, “takeoff performance will still likely be lower . . . due to both the effects of reduced air density and degraded engine performance and thrust at higher temperatures.”
This is especially true of smaller regional jets, like the Bombardier CRJ, whose maximum operating temperature is only 118 degrees, a full four degrees lower than Phoenix's all-time record high of 122 degrees. Larger aircraft from Boeing and Airbus are able to operate at slightly higher temperatures, 126 and 127 degrees, respectively -- but it remains to see what Phoenix's next heatwave has in store.
Nervous flyers should note that there’s also anecdotal evidence that climate change affects plane turbulence; we give you the scoop with what’s really going on with plane turbulence here.
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https://www.meritnation.com/ask-answer/question/an-aeroplane-flying-horizontally-1000m-above-the-ground-is-o/some-applications-of-trigonometry/3503381 | 2021-04-16T02:19:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038088471.40/warc/CC-MAIN-20210416012946-20210416042946-00535.warc.gz | 0.811027 | 141 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__75696484 | en | An aeroplane flying horizontally 1000m above the ground is observed at an angle of elevation 600 froma point on the ground.Aftera flight of 10secondsthe angle of elevation at a point of observation changes to 300 .Find the speed of the plane in m/s.
Let us observe the following figure.
Let A and B be the two positions of the aeroplane and let O be the point of observation.
and AC = BD = 1000 m
From the right triangle OCA, we have
From the right triangle ODB, we have
We need to find the speed of the plane.
Thus the speed of the plane is 115.47 m /s | aerospace |
https://www.esrd.com/product/stresscheck-tutorial-converting-mapping-to-geometric-in-selected-surfaces-only/ | 2021-04-15T11:34:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038084765.46/warc/CC-MAIN-20210415095505-20210415125505-00424.warc.gz | 0.894854 | 214 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__154443048 | en | StressCheck Tutorial: Converting Mapping to Geometric in Selected Surfaces Only
Abstract: Best practices for converting elements to geometric mapping in regions of interest (ROI). Temporary contact constraint assignment used to allow conversion of mapping to geometric in selected surfaces instead of all elements.
Note: recommended for advanced users.
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“As the United States Air Force continues to extend the service life of their aircraft the Aircraft Structural Integrity Program (ASIP) has had to refine the methods it uses to analyze and predict fatigue crack growth. Through the use StressCheck®, coupled with AFGROW, we in A-10 ASIP have been able to more accurately model, predict and analyze critical aircraft structure for the A-10 and other types of structure for non-A-10 system managers. This also allows us within the A-10 to more accurately assess risk for decision makers, streamline aircraft inductions into scheduled maintenance and reduce cost for total life cycle management.”
A-10 ASIP Manager | aerospace |
http://www.avitrader.com/2014/10/20/lufthansa-techniks-nice-hd-cms-ife-system-on-the-challenger-650/ | 2018-03-23T07:12:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257648198.55/warc/CC-MAIN-20180323063710-20180323083710-00672.warc.gz | 0.853983 | 251 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__132350408 | en | Lufthansa Technik’s Innovation Business Unit has been selected by Bombardier Business Aircraft to supply the nice HD cabin management and in-flight-entertainment (CMS/IFE) system on Bombardier’s new Challenger 650 aircraft. This latest announcement comes after Bombardier’s selection of the nice HD system on the Learjet 70, Learjet 75, Learjet 85, and Challenger 350 aircraft. So far, Lufthansa Technik has delivered more than 400 shipsets of the first generation nice and its successor, nice HD, to Bombardier Business Aircraft. nice HD offers the Challenger 650 aircraft an equipped state-of-the-art cabin management system (CMS), largest-in-class high definition monitors, 3D maps, Audio Video on Demand, Bluetooth integration and industry-leading media input capabilities among its many standard package advantages. Designed by Lufthansa Technik and customized exclusively for Bombardier, the next-generation Cabin Management System provides passengers with a home- or office-like control, productivity and entertainment capability superior to that of any other aircraft in the segment. The cabin can be remotely controlled by using Apple or Android devices, too. | aerospace |
https://zenith.aero/profiles/blogs/zenith-engine-day-at-oshkosh-thursday-july-26 | 2023-09-23T01:41:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506429.78/warc/CC-MAIN-20230922234442-20230923024442-00606.warc.gz | 0.958084 | 504 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__320698258 | en | Online Community of Zenith Builders and Flyers
The following was first published on General Aviation News on July 18, 2012
Zenith Aircraft Co. will host its first-ever “Engine Day” next Thursday, July 26, at the company’s exhibit at AirVenture in Oshkosh. The company will have a number of Zenith aircraft with different powerplants on display, as well as representatives from a number of engine manufacturers.
“As airframe designers and builders, we have direct influence on only two of the four forces of flight,” says Sebastien Heintz, president of Zenith Aircraft Co. “We work on drag and lift; thrust is on the other side of the firewall.”
The Chris Heintz Zenith designs have been built using everything from electric motors to small turbines, with two-strokes, four-strokes, and rotaries in between; expected this year are some of the most-popular engine options and manufacturers, ranging from homemade and “factory” Corvair, VW, and Honda conversions, to industry-standard, purpose-built light aircraft engines from Rotax, Jabiru, UL Power, Continental, Lycoming, and more, from 65 to 150hp.
The Zenith designs have always been drawn with an eye to allowing alternate power sources, according to Sebastien Heintz.
“Chris Heintz always kept the builder’s choice in mind, when designing owner-built aircraft,” he noted, with the result that “there are probably more different kinds and makes of aviation engines under Zenith cowls than any other.” He added that Zenith has always encourages its builders to install the engine of their choice. “There are proven power systems always available, but the designs keep the door open to new ideas,” he said. “Some work better than others, certainly, but the variety is astounding and it is a testimony to the versatility of both the designs and the builders that so many work, and so well.”
Zenith invites all to the first “Engine Day” feature at its exhibit in the North Aircraft Display Area # 641, on July 26, starting at 10 a.m., to meet the builders, engine representatives, and pilots of a great variety of Zenith machines, old and new. | aerospace |
http://www.caa.co.uk/default.aspx?catid=1437&pagetype=90&pageid=13449 | 2015-11-28T02:19:45 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398450745.23/warc/CC-MAIN-20151124205410-00292-ip-10-71-132-137.ec2.internal.warc.gz | 0.946244 | 179 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__80530676 | en | The ICAO Engine Emissions Databank is now hosted by EASA
This DataBank contains information on exhaust emissions only for those aircraft engines that have entered production. The information was provided by engine manufacturers, who are solely responsible for its accuracy. It was collected in the course of the work carried out by the International Civil Aviation Organization (ICAO) Committee on Aviation Environmental Protection (CAEP).
This Databank was hosted by the UK CAA on behalf of ICAO until January 2012. However responsibility for it has now been transferred to the European Aviation Safety Agency (EASA). The latest version can be accessed on the EASA website.
Any questions, comments, data input or requests with respect to the ICAO Aircraft Engine Emissions Databank should be made by email to [email protected] | aerospace |
https://factgaze.com/37-amazing-facts-about-the-planet-venus/ | 2024-04-20T01:53:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817463.60/warc/CC-MAIN-20240419234422-20240420024422-00859.warc.gz | 0.921441 | 3,415 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__95949607 | en | Venus, the second planet from the sun, is often referred to as Earth’s twin. Despite some similarities, Venus is an extreme world with high temperatures and immense atmospheric pressure. Let’s explore 47 fascinating facts about the mysterious Venus and uncover what makes this planet so unique in our solar system.
Venus is the second closest planet to the sun. It’s often called Earth’s sister planet due to their similar size and composition. However, the two planets have drastically different environments. Venus is covered in thick clouds of sulfuric acid and experiences scorching temperatures hot enough to melt lead. Understanding more about Earth’s neighboring planet can provide insights into the formation of our solar system and the possibility of life on other worlds.
1. Venus has a similar size and structure to Earth
With a diameter of 7,520 miles (12,104 km), Venus is only about 650 miles (1,050 km) smaller than Earth. Both planets have an iron core, rocky mantle, and solid crust. This comparable size and density causes Venus to sometimes be referred to as Earth’s twin.
2. Venus has the most circular orbit in our solar system
Venus’s nearly circular orbit keeps it an average distance of 67 million miles (108 million km) from the sun. Its low orbital eccentricity of less than 1% makes Venus’s orbit the most circular of any planet.
3. The surface of Venus is relatively young
Estimates place the age of Venus’s surface between 300-400 million years old. In comparison, Earth’s surface is around 100 million years old. The lack of plate tectonics on Venus allowed its surface to remain relatively unchanged over billions of years.
4. Venus has thousands of volcanoes across its surface
Venus has over 1,600 major volcanoes identified so far. This is more volcanoes than any other planet in the solar system. Venus may still have active volcanoes today. Recent evidence in 2019 showed fresh lava flows on Venus’s surface.
5. Craters on Venus appear relatively young
There are over 900 impact craters on Venus’s surface. Compared to other bodies in the solar system, the craters appear relatively young and well-preserved. This suggests the surface of Venus underwent resurfacing through volcanic activity sometime between 300-600 million years ago.
6. Venus has continent-like highlands
Radar mapping of Venus’s surface revealed two continent-sized highland regions, Ishtar Terra about the size of Australia and Aphrodite Terra about the size of South America. The two highlands rise up to 11 km (7 mi) above the lowlands.
7. Venus may have had oceans in the past
Based on the levels of hydrogen and deuterium in its atmosphere, scientists believe Venus once had substantial amounts of water. For nearly 2 billion years, Venus could have had liquid oceans on its surface before a dramatic climate shift evaporated them away.
8. Venus has the most dense atmosphere in the solar system
The atmosphere of Venus is over 90 times more dense than Earth’s. The atmospheric pressure on Venus’s surface is equal to the pressure 1 kilometer deep in Earth’s oceans. The tremendously dense atmosphere is mostly composed of carbon dioxide.
9. Surface temperatures reach 900°F (480°C)
A runaway greenhouse effect and lack of water make Venus the hottest planet in the solar system. Its average surface temperature is a scorching 880°F (471°C), hot enough to melt lead. The temperature remains relatively consistent across Venus’s entire surface with minimal regional variations.
10. Venus’s thick clouds are made of sulfuric acid
Thick clouds of sulfur dioxide and sulfuric acid completely envelop Venus. The clouds stretch up to 31 miles (50 km) above the planet and reflect 75% of the sunlight that reaches them back into space. These dense, reflective clouds are why Venus appears bright white.
11. Lightning storms occur in Venus’s atmosphere
Within the upper cloud layers of Venus’s atmosphere, sulfuric acid droplets rub together to generate tremendous amounts of static electricity. This builds up and is released through lightning strikes over a thousand times more powerful than lightning on Earth.
12. Venus has extreme wind speeds in its upper atmosphere
High in Venus’s atmosphere, wind speeds can reach up to 224 miles per hour (360 km/h), making these some of the fastest winds in the solar system. These upper cloud winds circle the planet every 4 to 5 Earth days. In comparison, surface winds move very slowly at just a few miles per hour.
13. Venus lacks a protective magnetic field
Unlike Earth, Venus does not generate a magnetic field to deflect solar wind particles. This is likely because of Venus’s slow rotation and lack of plate tectonics. The constant stream of charged particles from the sun has gradually stripped away Venus’s atmosphere gases.
Rotation and Orbit
14. Venus rotates in the opposite direction of most planets
Venus is one of just two planets that rotate clockwise from east to west, the other being Uranus. This phenomenon is known as retrograde rotation and may be the result of Venus colliding with a large celestial object billions of years ago.
15. A day on Venus lasts longer than a year
Due to its unusual retrograde rotation, a single day on Venus lasts for the equivalent of 243 Earth days. On the other hand, it takes Venus only 225 Earth days to complete one orbit around the sun. So a year on Venus passes faster than a single day.
16. Venus has phases like the Moon
Since Venus orbits between the Earth and the Sun, we see different illuminated portions of its surface at different points in its orbit. This creates phases similar to the Moon’s that were first observed by Galileo Galilei in 1610.
17. Transits of Venus are rare predictable events
A transit of Venus happens when Venus passes directly between the Earth and the Sun. Transits occur in a pattern, with pairs of transits 8 years apart separated by gaps of 121.5 and 105.5 years. The last transit was in 2012, and the next will be in 2117.
18. Much of Venus’s surface is covered in flat plains
Radar mapping of Venus has revealed that over 80% of the planet’s surface consists of relatively flat lowlands dotted with volcanoes. The plains have few impact craters and seem to have formed from extensive lava flows.
19. Venus has continent-like highlands unlike Earth
In addition to lowland plains, Venus has two elevated continent-like regions – Ishtar Terra about the size of Australia, and Aphrodite Terra about the size of South America. It’s unlike the scattered continents on Earth. The creation of these highlands remains a mystery.
20. Venus has a spidery network of tectonic fractures
A global web of tectonic fractures and ridges was identified on Venus in 2021. The network may indicate Venus has a form of subduction distinct from plate tectonics on Earth, providing insights into how tectonics work on rocky planets.
21. Active volcanoes suggest a geologically living world
In 2019, scientists discovered evidence that volcanoes on Venus are still active today. Infrared images revealed heat signatures indicative of fresh lava flows from volcano peaks and flows across plains. Venus joins Earth, Io, and possibly Mars as geologically alive worlds in our solar system.
22. Venus has unique features called tesserae
Tesserae are continent-sized regions on Venus characterized by complex ridged terrain with many cliffs, valleys, and fractures. They may be remnants of thicker, older crust exposed when the lithosphere was compressed. Tesserae are found primarily in the planet’s northern hemisphere.
Environment and Habitability
23. The surface environment is extremely hostile
The combination of extreme heat, immense air pressure, lack of water, and a blanket of sulfuric acid clouds make Venus’s surface environment completely inhospitable to any known forms of life. However, the upper cloud layers roughly 31 miles up may offer more temperate conditions.
24. Lightning strikes are much more powerful than on Earth
The lightning observed in Venus’s turbulent upper atmosphere is thousands of times more powerful than lightning on Earth, releasing huge amounts of energy. A single Venusian lightning strike could have over a billion volts, compared to just 10 million for lightning on Earth.
25. Venus has ozone and sulfuric acid rain
Venus’s upper atmosphere contains ozone which absorbs ultraviolet radiation from the Sun. When energized sulfuric acid droplets collide, they shed electrons and form droplets of pure sulfuric acid that fall as “raindrops” evaporating before reaching the surface.
26. Venus may have active volcanoes and flowing lava
Observations made in 2019 revealed tantalizing evidence of active lava flows on some of Venus’s volcanoes. If confirmed, it would make Venus the only other world in our solar system beyond Earth known to have active volcanism and flowing magma at present.
27. The atmosphere contains almost no water vapor
While Venus may have once had substantial water and oceans, its atmosphere today contains almost no water vapor. Measurements indicate the atmosphere contains just 20 parts per million water vapor, compared to 1-4% on Earth. Venus lost its surface water long ago from evaporation and chemical dissociation.
28. Venus could have had liquid water oceans for 2 billion years
Studies suggest Venus initially formed with large amounts of water like Earth. Models indicate Venus could have had liquid water oceans for over 2 billion years before a drastic shift to its current state around 700 million years ago. What caused this dramatic climate change remains unknown.
29. Venus may have active seismic activity
NASA’s Magellan spacecraft detected unique features resembling trenches along ridges and fractures on Venus’s surface. These features strongly imply Venus experiences subduction zone earthquakes like those on Earth. Venus quakes would be far more powerful due to the extreme atmospheric pressures.
30. The atmosphere contains corrosive sulfur compounds
Venus’s atmosphere consists of 96.5% carbon dioxide, 3.5% nitrogen, and trace amounts of sulfur compounds like sulfur dioxide and sulfuric acid. These sulfur compounds are highly reflective but also absorb ultraviolet radiation. They make the atmosphere extremely corrosive.
Potential for Life
31. Venus likely cannot support life on its surface
The incredibly high temperatures of over 800°F, immense atmospheric pressure, lack of water, and blanket of corrosive sulfuric clouds make Venus’s surface environment completely inhospitable for life as we know it. Venus would seemingly destroy any carbon-based organisms.
32. Acid-resistant extremophiles could potentially survive in the atmosphere
While Venus’s surface is lethal, the upper cloud layers roughly 31 miles up are more temperate. Some scientists theorize that acid-resistant bacteria-like organisms could potentially survive as aerial plankton floating in the milder cloud layers. But this remains speculative.
33. Signs of phosphine in the atmosphere intrigued scientists
In September 2020, astronomers reported detecting traces of phosphine gas in Venus’s upper atmosphere. On Earth, phosphine is associated with life. However, abiotic processes likely explain the phosphine on Venus. The discovery nevertheless sparked interest in studying Venus’s atmosphere for any signs of life.
34. Future probes could check Venus’s atmosphere for life
Future Venus missions could include atmospheric probes and balloons designed to sample the chemistry and microbiology of the atmosphere at different altitudes. While unlikely, a discovery of even simple single-celled organisms would be revolutionary and greatly impact ideas about extraterrestrial life.
History and Exploration
35. Venus was the first planet to be tracked across the sky
As one of the brightest night sky objects, early astronomers could observe and track Venus’s motions long before the invention of the telescope. Ancient Babylonian astronomical records from 1600 BCE track Venus’s appearance and movements across the sky.
36. Galileo first observed the phases of Venus in 1610
In 1610, Italian astronomer Galileo Galilei became the first person to observe the phases of Venus through his telescope. He saw Venus exhibited a full range of phases like the Moon. This was revolutionary in proving Venus orbited the Sun and not Earth.
37. Many spacecraft from various nations have studied Venus
Starting with the Soviet Venera program in 1961, Venus has been explored by over 40 spacecraft, including NASA’s Pioneer Venus mission in 1978 and the Magellan orbiter in 1989. Most recent were ESA’s Venus Express orbiter and JAXA’s Akatsuki which are still studying Venus from space today.
38. The Soviet Venera 7 made the first successful landing on Venus in 1970
On December 15, 1970, the Soviet Venera 7 probe became the first spacecraft to successfully land on Venus’s inhospitable surface. It survived for 23 minutes, just long enough to transmit a weak signal confirming its descent through the atmosphere and landing.
39. Surface conditions destroyed probes within hours
Several Soviet and U.S. probes in the 1970s-80s landed on Venus and transmitted data for various periods ranging from 23 minutes to 2 hours before being destroyed by the extreme temperature and pressure. None survived beyond a few hours. Building probes that can withstand Venus is an ongoing engineering challenge.
40. Magellan used radar to map 98% of Venus’s surface
NASA’s Magellan spacecraft comprehensively mapped Venus’s surface using radar between 1990-1994. With radar able to penetrate the thick clouds, Magellan captured high resolution images of over 98% of the surface and revealed many previously unknown features.
41. Akatsuki is the only spacecraft currently orbiting Venus
Japan’s Akatsuki spacecraft began orbiting Venus in 2015 and continues to study its atmosphere today. It is the only active spacecraft currently at Venus. Akatsuki’s observations have provided new insights into Venus’s cloud dynamics, winds, and surface geology.
42. Future missions will further study Venus’s environment
NASA and other space agencies have proposed future Venus missions including orbiters, landers, aerial platforms, and probes to comprehensively study its hostile environment. Key mission goals include analyzing its surface composition, chemistry, and past water cycles to better understand Earth’s twin.
43. Venus was significant in many ancient mythologies
As one of the brightest celestial objects, Venus held major significance in Babylonian, Greek, Roman, Mayan, Aztec, and other mythologies. It was commonly associated with key gods and goddesses, often those tied to beauty, love, and war.
44. Venus epitomized beauty in Roman mythology
To the Romans, Venus was the goddess of love, beauty, desire, fertility, prosperity, and victory. As the Roman counterpart to the Greek Aphrodite, the planet Venus captured the Romans’ vision of idealized feminine beauty and charm.
45. The pentagram shape is based on Venus’s path across the sky
The five interior angles in a pentagram show the path Venus makes across the sky over eight years relative to Earth. This planetary geometry was highly significant to ancient astronomers and influenced many cultures’ architecture, symbols, and rituals.
46. Venus played a role in Mayan civilization
The Mayans closely observed and accurately predicted movements of Venus. Major political and ritual events were planned based on Venus’s position and appearance. Venus was also connected to Mayan warfare, with conflicts planned when Venus was visible.
47. Pop culture often associates Venus with women and love
In modern pop culture, Venus is frequently associated with women, femininity, romance, and love – inspired by its Roman goddess namesake. References can be seen in song lyrics, book and movie titles, video games, and more.
While Venus and Earth have similarities, the second planet from the sun is truly an alien world. Understanding more about the role Venus played in our solar system’s evolution and its potential for life can uncover insights that bring us even closer to solving the mysteries of Earth’s enigmatic twin. As observations continue and new probes are developed, Venus still has much more left to be discovered. | aerospace |
https://presscard.org/blog-details/Admin/philippines-plane-with-92-people-on-board-crashes-sparking-massive-rescue-operation | 2023-05-30T18:48:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646076.50/warc/CC-MAIN-20230530163210-20230530193210-00643.warc.gz | 0.935796 | 149 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__179498324 | en | Philippines plane with 92 people on board crashes sparking massive rescue operation
The bodies were reportedly recovered from the C130 aircraft that crashed in Patikul, Sulu on Sunday, sources from AFP told Daily Tribune.
There are three pilots, five crew members, and 84 PA personnel on board the plane.
Journalist David Y. Santos tweeted: "JUST IN: PH military chief Cirilito Sobejana confirms reports of a plane crash in Sulu before noon today.
"(He said) 'Yes, at 11:30am today in Brgy Bangkal, Patikul, Sulu. We are currently doing our best efforts to rescue the passengers and crews'."
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https://air.dfns.net/2019/12/02/leonardo-to-provide-new-training-pods-for-u-s-allied-air-forces/ | 2019-12-09T08:51:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540518337.65/warc/CC-MAIN-20191209065626-20191209093626-00325.warc.gz | 0.926317 | 127 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__79159656 | en | Leonardo to Provide New Training Pods for U.S., Allied Air Forces
Leonardo DRS has won several new contracts from Cubic Global Defense [CUB] to provide advanced air combat training system pods to global air forces, the company said Dec. 2. The contracts are worth a total of $60 million and include over 260 P5 Combat Training System (P5CTS) pods and associated services, which Leonardo DRS’ airborne […]
The post Leonardo to Provide New Training Pods for U.S., Allied Air Forces appeared first on Defense Daily.
Read more here:: Defense Daily (Air) | aerospace |
http://www.c-130hercules.net/c-130-hercules-news.html/c-130-news/2015_286_28_28_32_34/c-130-news-atlanta-company-picks-up-nearly-11-million-air-force-c-130h-radar-contract-r648/ | 2018-04-23T22:46:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125946256.50/warc/CC-MAIN-20180423223408-20180424003408-00181.warc.gz | 0.942852 | 494 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__90247729 | en | Atlanta’s Scientific Research Corp. is getting a $10.98 million Air Force contract.
This firm-fixed-price contract is for installation and installation and integration of the AN/ALR-69A(V) radar warning receiver system on C-130H aircraft.
Work will be performed in Warner Robins, Georgia, the Department of Defense said.
It’s expected to be complete by Oct. 19, 2022.
Five offers were received in a competitive acquisition for the award.
Fiscal 2017 procurement funds in the amount of $10,989,711 were being obligated at the time of award.
The contract will be managed by the Air Force Life Cycle Management Center at Robins Air Force Base in Georgia.
The C-130 Hercules primarily performs the tactical portion of the airlift mission, according to the Air Force website. The aircraft is capable of operating from rough, dirt strips and is the prime transport for airdropping troops and equipment into hostile areas.
The C-130 operates throughout the U.S. Air Force, serving with Air Mobility Command, Air Force Special Operations Command, Air Combat Command, U.S. Air Forces in Europe, Pacific Air Forces, Air National Guard and the Air Force Reserve Command.
Active-duty locations for the C-130 and its variations are Dyess Air Force Base, Texas; Little Rock AFB, Ark.; Ramstein Air Base, Germany; and Yokota AB, Japan. Air Force Reserve locations for assigned C-130 models include Dobbins Air Reserve Base in Georgia. Air National Guard locations for the C-130 and its variations include Savannah IAP (international airport) in Georgia. Read more here.
Earlier this week, Scientific Research Corp. was named the winning bidder on an $86.7 million contract for the procurement of the Command, Control, Communications, Computers and Intelligence (C4I) engineering, integration and installation aboard new construction ships for the Program Executive Office C4I. Read more here.
Scientific Research Corp., whose corporate headquarters are located at 2300 Windy Ridge Parkway in Atlanta, was founded in 1988 to provide technology services to the U.S. government, private industry, and international markets. It is focused on a broad range of information, communications, intelligence, electronic warfare, simulation, training, and instrumentation systems. The company has engineering offices located across the United States. | aerospace |
https://adbsafegate.com/about/corporate/corporate-social-responsibility/safety-statement/ | 2022-01-23T20:53:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304309.59/warc/CC-MAIN-20220123202547-20220123232547-00513.warc.gz | 0.930192 | 195 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__93529397 | en | Working for a safer future for aviation
Safe air travel is the foremost priority of the aviation industry and this is reflected in the strict guidelines prescribed by both local aviation authorities as well as international aviation bodies such as the ICAO and FAA.
Advancements in lighting, power management and light control systems has made safe take-off and landing possible in bad weather or poor visibility conditions. That’s why airfield lighting and visual guidance systems are central to an airport’s airfield safety strategy.
From the thousands of lights that power the runway, taxiway, apron and other areas of the airport, to the visual docking guidance systems, and lighting control and monitoring systems that work in cohesion, our products and systems play a crucial role in the safe management of air and ground traffic.
As a global leader in creating airport performance, with a comprehensive portfolio of solutions, ADB SAFEGATE is leading the way to a safer future for aviation. | aerospace |
http://www.croatia-concierge.com/private-luxury-jet-charter-croatia-hvar-split-dubrovnik/ | 2023-12-11T03:17:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103464.86/warc/CC-MAIN-20231211013452-20231211043452-00277.warc.gz | 0.911668 | 185 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__170623054 | en | Private Jet Charter Croatia: Hvar, Split, Dubrovnik
We deliver safest luxury private jet charter on market
To hire a private jet is what makes luxury travel really worth the name. Croatia has airports in all main tourist regions, which you can use to fly in. Wherever you are, we can arrange private jet to pick you up, and take you to the airport closest to the place of stay. Whether you’re flying for pleasure or business, private jet charter services deliver the ultimate in operational excellence, security, safety and customer satisfaction. When chartering a private jet, your ground transportation will be taken care of, and we will collect you and take you directly to the airport. You will not have to waste valuable time on security checks like regular passengers.
Croatia Concierge team of experts is available 24 / 7 for direct requests or consultation about private business jet services. s. | aerospace |
https://careers.umich.edu/job_detail/200394/research_fellow-_aerospace_engineering | 2021-10-18T13:12:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585203.61/warc/CC-MAIN-20211018124412-20211018154412-00637.warc.gz | 0.921746 | 907 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__288281707 | en | How to Apply
A cover letter is required for consideration for this position and should be attached as the first page of your CV (one pdf). The cover letter should address your specific research interests and include contact information for at least 2 references ATTN: Professor James Cutler. Review of applications will begin immediately and continue until a suitable candidate is found - while the start date is flexible, the target is as soon as possible.
The University of Michigan Space Institute in collaboration with the Michigan Exploration Laboratory (MXL) at the University of Michigan in Ann Arbor is seeking a postdoc to help develop a sustainable nanosatellite flight program centered on student education and novel space mission research. As part of the inaugural activities of the Space Institute, we are developing a multi-year course sequence that will teach scientists and engineers how to design, build, test, and fly space missions. This effort will leverage the technology and processes of over ten nanosatellite missions developed and flown by the University of Michigan and include close collaboration with faculty from multiple departments (such as Aerospace, Climate and Space, Electrical, and Astronomy) and the Space Physics Research Laboratory. As part of a team, the postdoc will participate in:
Feasibility studies of space missions and their impact on education and science.
Development, testing, integration and flight of satellite subsystems and payloads.
Collaboration and coordination with multiple national and international organizations related to active space research programs.
Authoring and presenting novel research and mission concepts.
Teaching and supervising the students in the nanosatellite flight courses and program.
This position is a good fit for someone with extensive experience in a particular space system capability and with broad, general understanding of all space mission systems. The ideal candidate will have excellent applied laboratory skills and experience developing flight hardware. As part of a team, the Fellow will be involved in all aspects of research and teaching of space missions, including design and execution of experiments and missions, data analysis, manuscript preparation, and presentation, and mentoring.
While salary and research funding are supported through this position, the Fellow will be strongly encouraged, with enthusiastic support from the PI, to apply for external funding to support mission research.
Michigan Engineering’s vision is to be the world’s preeminent college of engineering serving the common good. This global outlook, leadership focus and service commitment permeate our culture. Our vision is supported by a mission and values that, together, provide the framework for all that we do. Information about our vision, mission and values can be found at: http://strategicvision.engin.umich.edu/.
The University of Michigan has a storied legacy of commitment to Diversity, Equity and Inclusion (DEI). The Michigan Engineering component of the University’s comprehensive, five-year, DEI strategic plan—along with updates on our programs and resources dedicated to ensuring a welcoming, fair and inclusive environment—can be found at: http://www.engin.umich.edu/college/about/diversity.
Ph.D. in Aerospace Engineering or a Ph.D. in a space-related field with demonstrated research experience working with space systems.
Experience with design, built, test, and flight of space missions. Ability to develop novel ideas to create advanced space missions. Enthusiasm for mentoring students.
The University of Michigan conducts background checks on all job candidates upon acceptance of a contingent offer and may use a third party administrator to conduct background checks. Background checks are performed in compliance with the Fair Credit Reporting Act.
Job openings are posted for a minimum of seven calendar days. The review and selection process may begin as early as the eighth day after posting. This opening may be removed from posting boards and filled anytime after the minimum posting period has ended. Review of applications will begin immediately and continue until a suitable candidate is found – while the start date is flexible, the target is on or before August 23, 2021.
U-M EEO/AA Statement
The University of Michigan is an equal opportunity/affirmative action employer.
U-M COVID-19 Vaccination Policy
COVID-19 vaccinations are now required for all University of Michigan students, faculty and staff across all three campuses, including Michigan Medicine. This includes those working or learning remotely. More information on this policy is available on the Campus Blueprint website or the U-M Dearborn and U-M Flint websites. | aerospace |
http://aviability.com/flight-search/from-shj-sharjah-united-arab-emirates/to-zyl-osmani-sylhet-bangladesh | 2015-01-25T20:17:51 | s3://commoncrawl/crawl-data/CC-MAIN-2015-06/segments/1422115900471.63/warc/CC-MAIN-20150124161140-00105-ip-10-180-212-252.ec2.internal.warc.gz | 0.753504 | 225 | CC-MAIN-2015-06 | webtext-fineweb__CC-MAIN-2015-06__0__165852587 | en | Flight route: Sharjah to Osmani, Sylhet
1. Flights Sharjah - Doha - Sylhet, Total time: 17h 30m, Qatar Airways + Biman Bangladesh Airlines
Qatar Airways international flight QR1037 departs from airport Sharjah (SHJ), United Arab Emirates on Friday, 16 January at 11:15 / 11:15 am. The flight arrives to airport Doha, Hamad (DOH), Qatar on Friday, 16 January at 11:15 / 11:15 am. Flight duration is 1h 00m.
Flights change in Doha, Hamad: Qatar Airways QR1037 to Biman Bangladesh Airlines BG26. Connection time is 11h 30m.
Biman Bangladesh Airlines international flight BG26 departs from airport Doha, Hamad (DOH), Qatar on Friday, 16 January at 22:45 / 10:45 pm. The flight arrives to airport Sylhet, Osmani (ZYL), Bangladesh on Saturday, 17 January at 06:45 / 6:45 am. Flight duration is 5h 00m. | aerospace |
https://io9.gizmodo.com/the-crew-portrait-for-iss-expedition-45-is-star-wars-th-1685559659 | 2019-10-16T11:59:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986668569.22/warc/CC-MAIN-20191016113040-20191016140540-00510.warc.gz | 0.814827 | 103 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__40530711 | en | The official poster for the 45th expedition to the International Space Station is Star Wars themed, and features astronauts Scott Kelly, Mikhail Korniyenko, Oleg Kononenko, Kimiya Yui, Kjell N. Lindgren, and Sergey Volcov dressed in Jedi robes and weilding lightsabers.
Previous posters have been set in the style of Firefly:
The Hitchhiker's Guide To The Galaxy:
And a lot more. Because the International Space Station is awesome. | aerospace |
https://www.sailmackinac.com/the-navy-is-testing-this-adorable-sailboat-drone/ | 2022-06-30T16:09:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103850139.45/warc/CC-MAIN-20220630153307-20220630183307-00271.warc.gz | 0.951997 | 342 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__254501665 | en | As the US Navy continues to understand how unmanned drones will play on the future of the fleet, Central Command of the United States Naval Forces began operational testing of a sailboat-style drone on Sunday.
The stuffy sensor Drone explorer being tested in the Gulf of Aqaba off Jordan could provide the Navy with a relatively inexpensive way to extend its line of sight, according to a Navy statement announcing the tests.
The drone is 23 feet long and 16 feet high and relies on wind power to move around.
It also houses a set of sensors powered by the sun, according to NAVCENT.
The ship was built by the Californian company Saildrone business.
Other company-made surface drones have been on year-long data collection missions, and one made a 34-day “hand-less” trip from San Francisco to Hawaii in 2013. , according to the company.
The Navy hopes the machine learning and artificial intelligence capabilities of the Saildrone could provide the fleet with an affordable, zero-carbon tool to see on the horizon.
The US Coast Guard began testing Saildrone ships in the fall of 2020 off the coast of Hawaii.
According to the company Saildrone, such vehicles are built for long missions at sea and are fitted with cameras, automated identification receivers, and radar or infrared cameras for nighttime capabilities.
The on-board software recognizes targets of interest and can report these targets to end users.
Geoff is a senior Navy reporter for the Military Times. He has covered Iraq and Afghanistan extensively and was recently a reporter for the Chicago Tribune. He welcomes all kinds of advice at [email protected]. | aerospace |
https://passengernews24.com/delta-passenger-remembers-panic-after-split-second-near-miss-at-jfk-airport/ | 2023-02-04T22:06:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500154.33/warc/CC-MAIN-20230204205328-20230204235328-00093.warc.gz | 0.962119 | 1,030 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__214373874 | en | Delta passenger remembers panic after ‘split second’ near-miss at JFK Airport
Panic-stricken passengers on a flight involved in a near-miss collision at JFK Airport over the weekend have described how they screamed and gasped as they turned “split seconds” away from crashing into one different aircraft.
Delta Air Lines passenger Brian Healy instructed NBC News that some vacationers had been overcome by “panic” as their plane nearly collided with an American Airlines aircraft crossing the runway on Friday.
“We’re talking split seconds here, but the initial cognition was this is not going to end well,” Delta purchaser Brian Healy instructed NBC News, together with that some vacationers had been overcome by “panic.”
The near-miss is now the subject of separate investigations by the Federal Aviation Administration and the National Transportation Safety Board.
Around 8:45 p.m., Delta Flight 1943 was getting ready for takeoff when American Airlines Flight 106 was observed crossing onto the Delta plane’s runway.
″F—! Delta 1943, cancel takeoff clearance! Delta 1943, cancel takeoff clearance!” an air controller talked about in an audio recording of Air Traffic Control (ATC) communications when he noticed the American Airlines flight blocking the Delta plane’s path. The recording was made by LiveATC, a web page that screens and posts flight communications.
Delta’s pilots hit the brakes inside the nick of time to steer clear of a crash, with the Boeing 737 plane touring at 115mph stopping merely 1,000 toes away from the alternative aircraft that had crossed from an adjoining taxiway, in keeping with an announcement from the FAA.
Healey, who was flying collectively along with his husband to the Dominican Republican for a winter getaway, talked about at first he thought the sudden stop was a mechanical problem.
“There was this abrupt jerk of the plane, and everyone was sort of thrust forward from the waist,” he recalled. “There was an audible reaction when the brakes happened, like a gasp. And then there was a total silence for a couple of seconds.”
In a separate interview with Business Insider, the passenger revealed that he heard “a few screams” and felt a surge of adrenaline as a result of the aircraft stowed.
“As the plane came to a stop, I realized we’d be OK,” he added.
Healey talked about it wasn’t until he was scrolling on Twitter the next day that he realized the gravity of what might need occurred on that runway.
“The pilot made the call to only share information on a need-to-know basis, and that was absolutely the right call, because it would’ve been pandemonium,” he talked about.
Healey canceled his flight inside the wake of the near-miss and bought a full refund from the supplier, he talked about.
Meanwhile, an audio recording of ATC communications revealed that the American Airlines pilot requested air web site guests administration to clarify if his flight had been cleared for takeoff.
“I guess we’ll listen to the tapes, but you were supposed to depart (runway) 4L. You’re currently holding short of runway 31L,” an air web site guests controller replied.
The American Airlines flight to the UK took off from JFK as scheduled and landed in London on time.
The Delta plane returned to the gate, the place the 145 passengers deplaned and had been supplied lodge rooms for the night time time, a spokesperson for the supplier talked about. The flight to Santo Domingo Airport inside the Dominican Republic took off Saturday morning.
“The safety of our customers and crew is always Delta’s No. 1 priority,” the airline rep talked about. “Delta will work with and assist aviation authorities on a full review of flight 1943 on Jan. 13 regarding a successful aborted takeoff procedure at New York-JFK. We apologize to our customers for the inconvenience and delay of their travels.”
American Airlines declined to the touch upon the incident and referred all inquiries to the FAA.
John Cox, a retired pilot and professor of aviation safety on the University of Southern California, talked about he thought the controller “made a good call to reject the takeoff.”
He talked about the rejected takeoff safety maneuver, which is when pilots stop the aircraft and discontinue the takeoff, is one they’re “very, very familiar with.”
“Pilots practice rejected takeoff almost every time they get to the simulator,” he talked about.
Cox added that federal aviation investigators will “go back and listen to every transmission between the American jet and air traffic control to see who misunderstood what.”
With Post wires
Delta passenger remembers panic after ‘split second’ near-miss at JFK Airport.For More Article Visit Passengernews24 | aerospace |
https://www.ite.edu.sg/courses/course-finder/course/coc-in-vtol-aircraft-(drone)-operation | 2023-03-31T05:49:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949573.84/warc/CC-MAIN-20230331051439-20230331081439-00346.warc.gz | 0.774693 | 200 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__62003686 | en | CoC in VTOL Aircraft (Drone) Operation
Course Details Anchor Navigation
Campus where course is offered
ITE College Central
Course CertificationSkillsFuture Certificate of Competency (CoC)
In this SkillsFuture Certificate of Competency (CoC) course, you will be equipped with the skills and knowledge on important CAAS regulations, drone safety procedures, major drone components, basic drone maintenance and essential drone flight manoeuvres.
What you'll learn
- Essential drone flight manoeuvres
- Basic drone maintenance
- Major drone components
- Important CAAS regulations
- Drone safety procedures
This is an introductory basic course for learners who are new to drones. No prior knowledge is required.
Fee for this course can be paid using SkillsFuture Credits.
Please visit www.skillsfuture.sg/credit for more information.
SkillsFuture Course Reference Number: TGS-2017504539 | aerospace |
http://www.princeton.edu/~achaney/tmve/wiki100k/docs/EADS_CASA.html | 2018-12-13T14:35:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824822.41/warc/CC-MAIN-20181213123823-20181213145323-00174.warc.gz | 0.953674 | 733 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__216286380 | en | EADS-CASA, previously Construcciones Aeronáuticas SA (CASA), was a Spanish aircraft manufacturer. It became the Spanish branch of EADS in 1999, but absorbed by Airbus Military in 2009. CASA produced numerous landmark military transport aircraft designs such as the CASA C-212 Aviocar, CASA C-295 and the CASA C-101 trainer/ground attack aircraft.
Construcciones Aeronáuticas SA(CASA) was founded by Jose Ortiz Echagüe in 1923 and began work (May 1924) on a factory in Getafe , and built Breguet aircraft under license. The first order covered 26 Breguet 19 A.2 and total production of this type eventually reached 400 aircraft.
In 1926 CASA built a second factory in Cadiz to build a licensed copy of the German Dornier Do. J Wal seaplane. CASA built 17 Do. Js for the Spanish Air Force, 12 for Naval Aviation branch of the Spanish Navy and two for commercial users. CASA also operated several branch facilities in Spain for repair and overhaul of aircraft. King Alfonso XIII visited the main factory in 1930. In 1929 the CASA-1 flew, the first CASA designed aircraft. During this time CASA a built the French Breguet XIX, two of which would be made especially famous. One, was the Breguet XIX GR (Grand Raid) named the Jesus del Gran Poder, currently preserved in the Museo del Aire de Cuatro Vientos (Madrid), which in 1929 flew an epic flight between Seville and Bahia (Brazil). This aircraft was piloted by Captains Ignacio Jiménez and Francisco Iglesias and covered 6746 km in 43 hours 50 minutes of flight. The other was the Breguet XIX Super Bidon named the Four Winds and was flown by Mariano Barberan and Collar Joaquin Serra to Havana (Cuba) in 1933. In 1932 CASA obtained from the UK aircraft company, Vickers, the license to build 25 Vickers Vildebeest land based torpedo bombers, which were powered by French Hispano 600 hp engines.
During the Spanish Civil War the CASA Getafe factory was located in the Republican zone, it was relocated to Alicante and then opened another in Sabadell (at the end of the war CASA production returned to Getafe). CASA manufacture of the Russian Polikarpov I-15 biplane fighter producing 287 aircraft before that civil war ended.
After the war, CASA opened a new plant in Tablada, Seville, after obtaining from Germany various aircraft licenses, and built 25 Gotha Go 145A as the CASA 1145, 25 Bücker Bü 133 Jungmeister as the CASA 1133 and 555 Bücker Bü 131 Jungmann as the CASA 1131. Production of these German aircraft designs continued even after the end of World War two until the late fifties. The CASA 201, a twin engine transport, engines were Spanish made ENMASA VAT Tigre G-125 engine. In 1940 CASA began the licensed manufacture of 200 Heinkel He 111s twin engine bomber as CASA 2111. (Note: These are the aircraft that were used as World War Two German Luftwaffe He-111s, that have been seen in various movies like "The Battle of Britain" and "Patton".)
Full article ▸ | aerospace |
https://tywkiwdbi.blogspot.com/2012/01/crab-into-kick-crosswind-landing.html | 2023-06-11T00:12:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646652.16/warc/CC-MAIN-20230610233020-20230611023020-00674.warc.gz | 0.948091 | 662 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__211532018 | en | The airplane approaches the runway at a "crabbed" angle, to offset the wind -- then at practically the last instant before touchdown the pilot uses the rudder to "kick" the plane into alignment with the runway, so when the wheels make contact they are pointed straight ahead.Discussion and an additional video in James Fallows' Atlantic column.
I remember witnessing this from the first passenger seat of a small jet, when the curtain (yea, curtain) to the cockpit was open. Interesting to see a large jet do it!ReplyDelete
Hairy landing, impressively executed!ReplyDelete
Beautiful. As a relatively frequent flyer, I hate these. As a spectator and fan of pilots with amazing skills, it's truly beautiful to watch from this perspective.ReplyDelete
I used to have to do a similar crab move when I was taking flying lessons because there was a huge tree right at the end of the runway that we had to go around in order to land. Of course I was only flying a Piper J-3 which is close to, but not quite the same thing, as driving a big jet.ReplyDelete
It's not always quite so elegantly done...ReplyDelete
The comments on the second are interesting.
Amazing. Like watching seagulls land.ReplyDelete
Some nice crosswind landings there!ReplyDelete
Pilots are taught this technique not long after starting with with a 2 or 4 seat, single engine aeroplane. It takes good coordination of your hands and feet ("stick and rudder"), and IME is very satisfying when well executed.
Here's some technical info:
The crosswind pushes the tail and spins the plane around like a weathercock. If left in that state, the plane will continue to fly off-course unless you correct for it. Dip your wing into the wind. Crabbing into the wind stops you getting blown off the runway or even into the flightpath of an adjacent runway. As the video shows, your heading can be at quite an angle, yet you're still tracking the runway. Just before touch-down, roll the wings horizontal, and then apply a lot of pressure to the rudder to kick the tail onto the line. If you don't get this last part right, the aeroplane can land with a poor heading and fishtail -- glad to say I've never done that.
If at any time you deem an approach unsafe, you can always perform a go-around: full throttle, climb hard, and do a circuit of the field for another shot at things.
Romney's comparison with seagulls landing is apt, since you also perform a bit of a "flare" just before touchdown (for any landing). This raising of the nose near the end acts as a brake to decrease your forward velocity; in a brisk headwind, it can feel like you're just hanging/floating there. The flare also provides some extra lift, and helps to settle your wheels onto the tarmac gently. Love it. :) | aerospace |
https://www.pegasusflyingtrust.co.nz/blog/author/Rob | 2020-05-27T08:47:24 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347392142.20/warc/CC-MAIN-20200527075559-20200527105559-00005.warc.gz | 0.89387 | 232 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__122288995 | en | May 18, 2015
Well its been a while since we last updated the progress of GNW. Cadets from 5, 6, 30 and 40 Squadron ATC have been enjoying gliding at different areas of Auckland.
We have not been short of a few aviation technical problems requiring us to fly back and forth to Ardmor...
September Update for the followers "The Hangar"
November 23, 2018
2018 we are here -Update Status
January 3, 2018
September 5, 2017
Operational at Whenuapai
July 20, 2017
Calling all EX Cadets of Auckland
March 15, 2016
December Merry Christmas trip south
December 23, 2015
Fund Raising $$$$ ?
September 7, 2015
Airshow at Ardmore come and see us:
30th May ARDMORE AIRPORT
May 28, 2015
A Good Weekend for the Cadets Flying Camp.
2015 February Our First Cadets Fly
February 15, 2015
Pegasus TAKES OFF at last we have lift off....... for the ATC Cadets.
August 23, 2014
May 23, 2014 | aerospace |
https://www.naravniparkislovenije.si/en/nature-centers/centre-of-space-technologies-vitanje | 2023-10-04T22:30:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511424.48/warc/CC-MAIN-20231004220037-20231005010037-00685.warc.gz | 0.883573 | 113 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__66546917 | en | Welcome to Vitanje, to the Center of Space Technologies Herman Potočnik Noordnug, and take a walk through the exhibitions to discover human achievements in space. Meet Herman Potočnik Noordung, his contemporaries and the history of astronomy. Experience the mystery of space, observe the Earth and learn about Slovenian companies and their achievements in space. Launch into the cosmos and explore the Moon, Mars and the technologies that help us explore space. Experience VR to observe the planets of our Solar System and fly into space with a flight simulator. | aerospace |
https://www.aaminternational.com/2023/05/redwings-to-purchase-jaunt-evtols-for-air-taxi-service-in-mexico-city/ | 2024-04-23T12:13:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818474.95/warc/CC-MAIN-20240423095619-20240423125619-00747.warc.gz | 0.92221 | 510 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__75035049 | en | Redwings has signed a non-binding Letter of Intent (LoI) with Jaunt Air Mobility to purchase eVTOL aircraft and launch a strategic collaboration in Mexico.
Jaunt plans to support Redwings in its launch of an air taxi service in urban markets beginning with Mexico City.
Under the agreement, Redwings intends to purchase ten Jaunt Journey aircraft with an option to purchase ten additional units.
“The elevation of Mexico City at 7,349 feet is higher than Denver, Colorado, and presents challenges for many VTOL aircraft operating at this altitude,” said Bernardo Moreno, President of Redwings. “The Journey’s highly efficient vertical flight capability enables this aircraft to operate at altitude with no performance limitations.”
“We are excited to work with an outstanding team at Redwings to bring urban air mobility to cities in Mexico,” added Simon Briceno, Chief Commercial Officer for Jaunt. “Our Jaunt Journey’s exceptional main rotor technology with low rotor disc loading and tip speeds will provide Redwings with high efficiencies in vertical flight at high altitudes.”
Redwings operates a fleet of aircraft and helicopters throughout the Americas and Europe, and it seeks a safe, low-carbon footprint, high-speed air transportation system for passengers and cargo.
“After researching many eVTOL aircraft, the Jaunt Journey offers the safest aircraft with low operational costs and, of course, the performance needed,” added Moreno. “We will collaborate on operations, passenger experience, infrastructure, and market education.”
Jaunt Air Mobility, headquartered in Dallas, Texas, is developing and certifying the Jaunt Journey in Canada. These piloted aircraft will provide an affordable mode of transit for four passengers to commute in and around urban areas. In addition, the Jaunt Journey aircraft will be able to transport cargo with its unique reconfigurable designed and be used for emergency services.
The Journey’s patented Slowed-Rotor Compound technology offers a significant safety advantage allowing the aircraft to autorotate or glide to the ground in a controlled manner under a complete power loss. As an all-electric aircraft, the Journey will produce zero emissions and be extremely quiet.
“Jaunt now has customers throughout the Americas, Europe, and Asia. At the end of the day, we are highly confident in the Journey’s operational capabilities and our path to certification,” Briceno commented. | aerospace |
https://ancientmysterious.space/2022/10/22/nasa-stopped-its-live-broadcast-shortly-after-a-strange-ufo-entered-earths-atmosphere/ | 2024-02-28T19:14:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474744.31/warc/CC-MAIN-20240228175828-20240228205828-00339.warc.gz | 0.981354 | 262 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__119837552 | en | The following video you are about to see was captured by the International Space Station. In it, you can clearly see a huge UFO penetrating our atmosphere essentially invading unexpectedly.
However, just as the video is about to get better, the footage stops as NASA has once again shown how little they care about spreading the truth and how much they care about controlling their schedules.
The footage was brought to you by prolific UFO Hunter Streetcap1 when he stated that it was obviously a huge UFO entering our atmosphere.
UFO Sightings Hotspot agreed with his assessment, adding that the fact that NASA discontinued the images shows the fact that they are already on the aliens, but that they keep the information secret until today so as not to let us know the truth. . We are all anxious. to find ourselves.
Scott C. Waring of UFO Sightings Daily, however, disagrees with this theory, strangely stating that although the possibility of it being a UFO is quite great, it is very likely to be the Chinese space station Tiangong- 1 or Tangong-2.
A NASA spokeswoman named Tabatha Thompson stated that it is just a meteor entering our space station and since there were no interesting images to show here, they switched to another perspective, not knowing this would attract so much attention. | aerospace |
https://upge.wn.com/?from=jamaicanpilot.com&pagenum=2&language_id=1&template=cheetah-photo-search%2Findex.txt&query=jamaican_pilot | 2019-06-19T04:47:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998913.66/warc/CC-MAIN-20190619043625-20190619065625-00009.warc.gz | 0.944136 | 821 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__202864860 | en | - published: 01 Aug 2018
- views: 152786
Dawn Singh-Gilmore mother of student pilot Danshuvar Gilmore consoles herself with the conviction that her son died doing what he loved.
Trailer (teaser) of the upcoming "Day in the life" - Pilots of Jamaica video which will premier in 2014. Updates can be found via the following mediums listed below; Facebook: https://www.facebook.com/pages/The-Aviation-Club-Jamaica/247695981914601 Twitter: https://twitter.com/AviationClubJam Contact info: Email: [email protected] Phone: 1 (876) - 798-9570 Special thanks to the following persons: (1) IAM Jet Center - Montego Bay, Jamaica (2) Sheldon Irons (3) Maurice Johnson (4) Tajwayne Pottinger (5) Jonathan Warton (6) Irvin Bansie (7) Caribbean Aviation Training Center - Kingston, Jamaica
To start the year off, I wanted to make sure my landings were crisp for 2016. This was done by doing 10 landings with my new coworker.
Please tell if u like the video
Steering a ship the size of the MSC Divina into a tricky port like Ocho Rios, in the western Caribbean, requires the harbor pilot on hand to assist. One problem: He's nowhere to be found. From the show Mighty Cruise Ships: http://bit.ly/2wXi0j8
MD-11 Captain Nelson Lare and his son, First Officer Matt Lare made UPS history this week – giving each other a tremendous Father’s day gift along the way. The two were the first father/son team to fly for UPS. It also marked the first time the two had ever flown together. The pair made the historic flight from Louisville to Minneapolis. “It was so much fun, I never in a million years thought I’d be able to do this and it was even better than I thought it was going to be. My only regret is that I wish it was an 8-day trip, I wish we had more legs to fly together. It was awesome,” F/O Lare said after the flight. Watch the video, to see more about this historic flight.
This pilot episode is literally a pilot episode! (and inspired the "Say Hello to My Little Friends" series) It's pretty cool being flown on an international flight to Vietnam for the first time, aboard an Airbus 321 jet airliner, knowing that my best buddy--Ron McFarlane--is the captain in charge, and "dread at the controls!" It makes it a unique personal experience imagining my friend in the cockpit doing what he's always wanted to do since he was five years old. Here's a video recap of the whole experience featuring an in-flight interview with the captain himself with some words of advice for aspiring pilots and anyone pursuing a dream! SUBSCRIBE: http://bit.ly/JAMTUBEsubscribe SEE THE ORIGINAL BLOG POST THAT INCLUDES THIS VIDEO: http://www.jamaicaninchina.com/jamaican-air-macau-pilot...
This video is about The Aviation Club Jamaica's first female and first member to be a pilot. Davia - Marie Chin has been a member of The Aviation Club Jamaica - Meadowbrook High School Chapter since 2009 & since then, her enthusiasm and passion in aviation has been mentored and developed through various means that has provided her with an opportunity to fulfill her dream and goal in becoming a pilot. In the space of 10 months, Davia has achieved her Private Pilot's License, Instrument rating, Commercial pilots License and her Multi Engine ratings with approximate 300 flight hours at age 19. This video takes you along her journey. I hope the video inspires, motivates, encourages & makes you proud. | aerospace |
https://www.spatialsource.com.au/gilmour-space-to-launch-fleet-space-nanosats/ | 2024-03-02T11:10:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475806.52/warc/CC-MAIN-20240302084508-20240302114508-00789.warc.gz | 0.932504 | 357 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__6596324 | en | Queensland-based rocket manufacturer Gilmour Space Technologies has been chosen by South Australia-based satellite manufacturer, Fleet Space Technologies, to launch six of its IoT nanosats.
“This is a great example of how Australian space companies are scaling and partnering to compete in the global space market,” said Gilmour Space CEO, Adam Gilmour.
“This launch is going to involve an Australian-built payload in an Australian-built satellite, on an Australian-built rocket,” added Flavia Tata Nardini, CEO of Fleet Space.
Fleet Space launched Australia’s first commercial nanosatellites in 2018 and its fifth in March 2021.
They are used to provide communications connectivity for Internet of Things devices and sensors used by businesses in critical sectors such as utilities and mining.
According to Nardini, Fleet Space plans to eventually have a constellation of 140 satellites.
Both Gilmour and Nardini emphasise how important it is for Australia to have the capability to launch Australian-designed satellites from its own soil.
“As a country, we are highly reliant on space technologies from other nations and it’s time to realise that we can have critical sovereign capabilities in satellite development and launch here in Australia,” said Ms Tata Nardini.
“COVID has shown how important it is to have access and control over the technology that we rely on,” agreed Gilmour.
“Sovereign satellite and launch capability will allow us to protect our assets in space and our way of life.”
Stay up to date by getting stories like this delivered to your inbox.
Sign up to receive our free weekly Spatial Source newsletter. | aerospace |
https://www.syfy.com/syfywire/shuttle-launch-1249-pm-pacific | 2019-07-17T16:35:42 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525355.54/warc/CC-MAIN-20190717161703-20190717183703-00415.warc.gz | 0.907795 | 127 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__189800450 | en | The Space Shuttle Discovery, STS-121, is scheduled for launch from Kennedy Space Center at 12:49 p.m. Pacific time Saturday. The weather may not cooperate, so the launch may be delayed (and I imagine NASA is jittery about launch too, and will delay it if a fly lands on someone's console at Mission Control). I'm sure all the major news outlets will cover the launch, especially given controversy over to launch in the first place. If there is a delay, check NASA Shuttle page for more information.
Shuttle launch: 12:49 p.m. Pacific
Jun 30, 2006 | aerospace |
https://www.satnews.com/topic.php?number=1804549204 | 2018-10-20T09:37:30 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512679.76/warc/CC-MAIN-20181020080138-20181020101638-00363.warc.gz | 0.89457 | 1,000 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__232448244 | en | Recent Satellite Operator News
United States Enlists Thales’ Advanced Ground Segment Technology to Respond to Distress Signals
MEOLUT Next is the only solution in the world capable of processing second-generation beacons in real-time.
ThinKom's First Test of Their Thin Satellite Antenna with the SES O3b Constellation is Successful
The test was conducted in August of 2018 at ThinKom’s facility in Hawthorne, California, in collaboration with SES Networks...
Orolia's Milestone ... Nine Search and Rescue Systems Across Five Continents for Global Commissioning
a record nine global search and rescue systems across five continents, including five ground-based Local User Terminals and four Mission Control Centers.
Rocket Lab Selects NASA's Wallops as the Firm's First U.S. Launch Site
The site will be Rocket Lab’s second dedicated launch complex and builds on Rocket Lab’s existing ability to launch up to 120 times annually from the ...
Viasat and MDA Partner Up for New Service Facility for Military Comms Terminals
The Halifax facility will be strategically located near the largest East Coast bases of the Royal Canadian Navy (RCN) and Royal Canadian Air Force (RCAF)...
Thales Alenia Space Contracted by ESA for Galileo GMS and GSF Development
This contract, amounting to approximately 324 million euros, will also include maintenance of the currently deployed operational versions. The main goal...
Aerojet Rocketdyne Does 'Double Duty' Powering the AEHF-4 Satellite and Atlas V Launch Rocket
Compared to all chemical propulsion, AR’s electric propulsion results in a savings of more than 2,000 lbs. of propellant, reducing launch costs.
Celebration by Inmarsat... 400 Jet ConneX Inflight Business Jet WiFi Solutions Installed
Jet ConneX is the preferred linefit option by all of the market-leading business jet manufacturers, including Gulfstream, Bombardier, Dassault and Embraer...
United Launch Alliance's Moment in the Sun ... Statement Following Successful AEHF-4 Launch
Air Force payloads into orbit from GPS to WGS, and SBIRS to AEHF and ULA’s 100 percent launch success has directly contributed to our national security.
Ovzon Signs Their First GEO Launch Contract with SpaceX
The launch is expected to take place no earlier than Q4 2020. The next step for the company is to finalize the procurement of the satellites...
ULA's Atlas Rocket Shone Brightly in the Night with the Launch of AEHF-4 for U.S.A.F.
real-time video, battlefield maps and targeting data will be provided by the satellite to help support military communications.
Forrester Reports: Bérenger Departs OneWeb
OneWeb is the proposed mega-constellation of an initial 900 satellites, and the move could indicate some degree of unrest at the business founded by...
Hispamar and Gilat Join Forces to Deliver Broadband Solutions to Brazil
For this purpose, Hispamar will use the Ka-band capacity of its HTS Amazonas 5 (in operation since last year) and Amazonas 3 (launched in...
The First Satellite Totally Developed in the UAE is Ready for Launch from Japan
increasing efforts to develop this sector by promoting innovation and enhancing the skills of Emirati youth.
Viasat to Fly with Gulfstream's G280™ Business Jet's Ka-Band In-Flight Connectivity
The Viasat Ka-band in-flight connectivity service is proven to support more passengers and more devices simultaneously through all phases of flight...
China Launches Two More Beidou Navigation Satellites
A Long March 3B rocket with a Yuanzheng-1 upper stage lifted off from the Xichang Satellite Launch Centre in southwest China at 04:23 universal time...
Forrester Reports: LeoSat Expecting Additional Investments
LeoSat estimates that its fleet of 84 satellites, being designed and specified by Thales Alenia, will cost about $3.6 billion....
Kepler Communications Garners Series A Round Financing
This is what led Kepler to roll out PolarConnect, the world’s only high bandwidth solution designed for the poles.
NASA's Chandra Spacecraft Returns to Normal Pointing Mode
The safe mode was caused by a glitch in one of Chandra's gyroscopes resulting in a 3-second period of bad data that, in turn, led the on-board...
Thales Alenia Space and OHB System AG Unite for PLATO a Cosmic Vision
Unlike the previous missions, CoRot and Kepler, it will offer the unique ability to carry out stable, wide-field observations of bright stars over a very long | aerospace |
http://true-lock.com/tools.html | 2020-01-27T06:00:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251694908.82/warc/CC-MAIN-20200127051112-20200127081112-00449.warc.gz | 0.82344 | 221 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__98174299 | en | Snap Ring Pliers developed by True-Lock for the True-Lock System. Our pliers are precision engineered for ultimate ring handling. The only fixed-tip, external pliers with a .125” diameter tip. Because of innovations in the tip design, the TRUE LOCK SRP 125 pliers provide increased stability and longer life.
Especially useful and recommended when using the True-Lock System. Precision ground, heat-treated tips; black-oxide finish; air-pocket, cushion grips. For use with Snap ring diameter from 1-1/2 inches to large 4-1/4 inches. Available with kit or separately.
FOR INSTALLATION OF APV-1.50-16 & APV-1.50 x 12 SYSTEM
TRUE-LOCK STUB AXLE WHEEL FAIRING ASSEMBLY
The True-Lock Stub Axle Assembly System accompanies the True-Lock Fastener System when installed with aircraft using wheel fairings/pants. These stub axle accessories are made of the highest quality anodized aircraft materials in the industry. | aerospace |
https://aircrafttotaal.net/airbus_a340.html | 2021-08-06T04:02:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152112.54/warc/CC-MAIN-20210806020121-20210806050121-00489.warc.gz | 0.952519 | 834 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__54240720 | en | The Airbus A340 is a medium- to long-range wide-body four-engine jet airliner made by Airbus.
Airbus A-340 Wide-body
The Airbus A340 is a long-range, four-engine, wide-body commercial passenger jet airliner that was developed and produced by the European aerospace company Airbus. The A340 was assembled in Toulouse, France. It seats up to 375 passengers in the standard variants and 440 in the stretched -600 series. Depending on the model, it has a range of 6,700 to 9,000 nautical miles (12,400 to 16,700 km; 7,700 to 10,400 mi). Its distinguishing features are four high-bypass turbofan engines and three-bogie main landing gear.
The A340 was manufactured in four fuselage lengths. The initial variant, A340-300, which entered service in 1993, measured 63.69 metres (209.0 ft). The shorter -200 was developed next, and the A340-600 was a 15.96 metres (52.4 ft) stretch of the -200. The -600 was developed alongside the shorter A340-500, which would become the longest-range commercial airliner until the arrival of the Boeing 777-200LR. The -200 and -300 models were powered by the 151 kilonewtons (34,000 lbf) CFM56-5C, while the 267-kilonewton (60,000 lbf) Rolls-Royce Trent 500 was the exclusive powerplant for the extended-range -500 and -600 models. The initial A340-200 and -300 variants share the fuselage and wing of the twin-engine Airbus A330 with which it was concurrently designed. The heavier A340-500 and -600 are stretched and have enlarged wings.
"Your exciting Journey into digital world of aviation starts "
You are definitely intrigued to discover Airbus A340.
Launch customers Lufthansa and Air France placed the A340 into service in March 1993. In September 2011, 379 orders had been placed (not including private operators), of which 375 were delivered. The most common type were the A340-300 model, with 218 aircraft delivered. Lufthansa is the biggest operator of the A340, having acquired 59 aircraft. The A340 is used on long-haul, trans-oceanic routes due to its immunity from ETOPS restrictions; however, with reliability and fuel efficiency in engines improving, airlines have gradually phased out the type in favour of more economical twinjets of comparable capacity such as the Boeing 777, while Airbus has positioned the larger variants of the Airbus A350 as a successor. Airbus announced on 10 November 2011 that A340 production had been concluded.
Airbus A330 Wide-body
The first A340, a -200, was delivered to Lufthansa on 2 February 1993 and entered service on 15 March. The 228-seat airliner was named Nürnberg. The first A340-300, the 1000th Airbus, was delivered to Air France on 26 February, the first of nine it planned to operate by the end of the year. Air France replaced the Boeing 747 with the A340 on Paris–Washington D.C., flying four times weekly. Lufthansa intended to replace aging DC-10s with the A340s on Frankfurt–New York services.
Primary users Lufthansa
South African Airways
Number built 388 as of 31 May 2018
Program cost $3.5 billion (with A330, 2001 dollars)[
Airbus A340 Wide-body
The Airbus A330 is a medium- to long-range wide-body twin-engine jet airliner made by Airbus. Versions of the A330 have a range of 5,000 to 13,430 kilometres (2,700 to 7,250 nmi; 3,110 to 8,350 mi) and can accommodate up to 335 passengers in a two-class layout or carry 70 tonnes (154,000 lb) of cargo. | aerospace |
http://northumberlandbedandbreakfast.co.uk/tag/easa-class-1-medical/ | 2018-11-14T22:07:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039742316.5/warc/CC-MAIN-20181114211915-20181114233915-00511.warc.gz | 0.960357 | 580 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__194459900 | en | Tag: easa class 1 medical
Individual Guide On Class 1 Aviation Medical
A crew member has a range of nearly all of those and responsibilities. Additionally, air cabin crew additionally offer food and drinks to the passengers and give duty-free goods available for sale. Before each flight, cabin crew will probably be present at a safety briefing with the aircraft pilots and also guide cabin crew member. The cabin crew will conduct a check of all safety devices before the flight. Flight baggage is assessed for weight, size in addition to any potentially dangerous goods. Air cabin crew have to do a safety demonstration prior to every flight or monitor passenger screening when there is a safety video set up. The last task prior to takeoff is to assess that most tray tables have been constructed upward, all seats come in upright positions, arm rests are downward, hand luggage is stored properly and seatbelts are fastened. Air cabin crew have to listen for any strange sounds and look out for any strange scenarios in flight. Click on the below mentioned website, if you are searching for additional information regarding easa class 1 medical.
An aircrew member is going to probably be trained to control many unique types of emergency situations. Medical skills are rather essential. In this briefing, aircrew is informed on passengers with special requirements and thus can assist them in becoming onto the aircraft. The plane should be clean and clean until passengers begin to board. Aircrews may have to look at all meals and stock are on board and make sure that details provided in chair pockets are all current. Air cabin crews should welcome passengers on board, and be sure that they are able to leave the aircraft safely by the end of the flight. Throughout the flight, a crew may function passengers with foods, beverages and light snacks. Products including perfume, tobacco in addition to alcohol are available onboard for passengers to purchase. Air cabin crew may also inform them allowance restrictions.
Air cabin crew must clean and tidy the plane, and assess there’s no luggage left inside overhead lockers. There is a number of particular requirements for people that want to become air cabin crew members. These include things such as possessing a passport, being in good health and being able to swim. If you would like to be a crew member, then very great health is critical. If you’re successful in your own application, you can most likely expect you’ll experience a health examination. It’s also well worth noting that height and weight restrictions are set up, and it also in case your eyesight isn’t perfect, then you’ll be required to use glasses or contact lenses. Successful crew candidates might have to demonstrate they’re ready to swim at least twenty-five meters, using some airlines . Airlines make customers their greatest priority and so find crew members who have had experience in customer service tasks.Read More | aerospace |
https://trueviralnews.com/39914-stunning-photo-of-jupiters-largest-moon-marks-10-years-for-juno-probe.html | 2021-12-05T16:26:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363215.8/warc/CC-MAIN-20211205160950-20211205190950-00028.warc.gz | 0.95728 | 582 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__183132222 | en | Thursday, August 5, marked 10 years since Juno was sent by NASA on a one way trip to discover the largest planet in our solar systems.
It didn't arrive at Jupiter until July 2016, when the probe was still in orbit. NASA shared a treat with us Earth-gazers to celebrate 10 years of Jupiter orbiter service. Juno's JIRAM (or Jovian Infrared Auroral Mapper) provided the photo of Jupiter moon Ganymede, which was taken on July 20.
The Juno probe captured Jupiter's moon Ganymede just weeks before the 10th anniversary of its launch. Credit: NASA/JPL-Caltech/SwRI/ASI/INAF/JIRAM
Ganymede is more than a celeb because it's Jupiter's largest moon. It is also the largest moon in the entire solar system. It measures approximately one-and-a half times larger than Earth's moon. NASA states that less than half its water-ice crusted, darkened surface is pitted from impact craters. Rest of the surface is lighter and more marked by grooved terrain.
This new image isn't able to show any fine details, but it's due to the source. Juno's JIRAM infrared camera is used to create the above image. It is a composite of three flybys of Juno's moon. The last one was July 20. This composite doesn't pick up fine surface details. Instead, it shows Ganymede’s "icy shell" and the composition below.
It is much easier to see the moon's unique features in traditional photos. Juno captured this image on June 7th. It shows us Juno's view at Ganymede in its closest flyby by any spacecraft over the past 20 years. The intricately carved terrain can be clearly seen here. This may or may not have been caused by tectonic faults.
Juno also contributed more detail to Ganymede’s surface. Credit: NASA/JPL-Caltech/SwRI/MSSS
The 10-year-old Juno was not present during the previous closest flyby. After the Galileo probe, the Jupiter orbiter is now the second spacecraft that has visited the moon and its gas giant.
Juno's next major moment will be Sept. 2022, when the probe is positioned for a close-up view of Jupiter's moon Europa. A flyby of Io will follow one year later. This, along with these 10th anniversary photos, amounts to bonus time for Juno's solar-powered probe. NASA officially extended Juno's mission to 2025, or its end of service, back in January 2021.
These probes are not meant to be recovered. Juno's work is over when Jupiter's immense gravitational pull will bring the spacecraft within striking distance of destroying it. | aerospace |
https://icestech.info/after-33-years-of-vacuum-us-b-21-raider-stealth-bomber-rises-with-state-of-the-art-features-that-shook-the-world/ | 2023-12-03T11:47:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100499.43/warc/CC-MAIN-20231203094028-20231203124028-00872.warc.gz | 0.953416 | 851 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__315594789 | en | After 33 Years of Vacuum, US B-21 Raider Stealth Bomber Rises with State-of-the-Art Features That Shook the World
After a hiatus of almost 33 years, now the B-21 Raider stealth bomber is back with bombastic features. The first of the 21st century B-21 Raider bombers and the US Air Force’s subsequent stealth bombers, will be unveiled to the public for the first time in early December, Air Force acquisitions chief Andrew Hunter said Tuesday.
After 33 years of major gaps, the world will finally see the world’s new strategic bomber and stealth bomber after the B-2. The US Air Force has finally confirmed that the B-21 Raider stealth bomber will open its cover at a ceremony hosted and sponsored by Northrop Grumman Corporation at its production facility in Palmdale, California.
Andrew Hunter, assistant secretary of the US Air Force revealed at the 2022 aviation, space and networking conference that the first B-21 “Raider” program will debut later this year, which was confirmed by manufacturer Northrop Grumman, meaning that this new bomber, since it was launched in 2014, it will soon enter the “harvest period”.
As the successor to the B-2 wing layout stealth strategic bomber, the B-21 Raider program remains top secret. The first six prototypes, currently under construction at US Air Force Plant 42 in Palmdale, California, an aircraft manufacturing plant jointly managed by the US Air Force and Northrop Grumman, are also the site of the B-2 stealth strategic bomber, the result of the Advanced Tactical Bomber program. (ATB) in the 1980s.
Northrop Grumman revealed that the opening ceremony in early December this year, there will be “invitations” to attend, in general, workers and families from aircraft manufacturers, the Pentagon, US Air Force executives, etc.
In November 1988, the first B-2 prototype with aircraft number 82-1066/AV-1 was first publicly launched at this factory, and first flew in July of the second year, and the B-21 is also expected to make its first flight in the year. front.
In particular, the static test of the aircraft is still being promoted. The announcement comes at a time when the United States is at a crossroads with its two biggest foes Russia in Eastern Europe and China in the Indo-Pacific. Both Russia and China are also working on their stealth bomber programs, the PAK-DA and H-2O, respectively.
Furthermore, the US Air Force has strengthened and upgraded Bomber Task Force (BTF) missions with its existing fleet of B-52s and B-2 Spirits on frequent flights across Europe. Once the B-21 is deployed, it will add to the U.S. Air Force’s long-range bombing capability.
The B-21 Raider is a 5th generation stealth bomber, having the same flying wing design as the B-2 Spirit series that was born in 1989. Quoted from Defense View, the US Air Force has not disclosed the features of the B-21 series, but is expected to integrates advanced stealth technology, carries multiple weᴀponѕ and is highly automated.
Stealth capabilities and modern weᴀponѕ make the B-21 known as America’s new generation of stealth killers. The B-21 project has a development cost of approximately 23.5 billion USD, of which the production cost is approximately 656 million USD each. The first aircraft could be commissioned in 2025.
The Pentagon plans to purchase 100 of these aircraft to replace the B-2 and part of the B-1B Lancer fleet. Currently, the B-21 costs only 1/3 of the B-2 aircraft. Although the B-2 was highly prized in combat, it was too expensive to manufacture and operate.
Once the B-21s enter service, they will gradually replace the tasks the B-2 performs in the role of infiltrating the enemy’s dense defense network to attack and destroy critical targets. | aerospace |
https://spacemissionuk.org/company/sen/ | 2023-03-28T01:51:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948756.99/warc/CC-MAIN-20230328011555-20230328041555-00530.warc.gz | 0.937202 | 321 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__100224575 | en | Sen is creating space television, generating video data from space, starting with Earth. Our business model is selling very high resolution video data and analytics to the Earth Observation market where customers will include government organizations and businesses monitoring change on Earth. Sen is bringing several new capabilities to the Earth Observation market which Sen believes will make its data very valuable. Once we have generated revenues from our constellation of Earth Observation satellites, Sen plans to deploy constellations of its spacecraft around the Moon and eventually Mars, commercializing space exploration data. Sen has designed a unique imaging system which will be launched aboard the company’s own micro satellites.
As well as providing valuable data on Earth, the Moon and Mars, Sen will also generate original video content for consumers which it will market through news and social media. Sen’s space videos will change the way humans see Earth and space, inspiring and educating humanity.
Governments, businesses and people need to know what is happening on Earth, and eventually on and around the Moon and Mars as the space economy expands to these locations. Sen’s technology is designed to be multi-planetary, so that Sen can deliver unique data to governments, space operators and humanity.
As we become a multi-planetary species Sen’s video data will be an important part of the multi-planetary infrastructure that informs, inspires and educates people across worlds. Sen’s unique films of Earth, the Moon and Mars—such as the first humans arriving at Mars — will be watched by billions and change the way humanity sees space forever. | aerospace |
https://subsaga.com/bbc/documentaries/science/horizon/2013-2014/11-where-is-flight-mh370.html | 2023-06-04T14:35:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649986.95/warc/CC-MAIN-20230604125132-20230604155132-00289.warc.gz | 0.904431 | 20,191 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__206386072 | en | Browse content similar to Where is Flight MH370?. Check below for episodes and series from the same categories and more!
This is the inside story of a disaster
that seems unimaginable in our time.
How can an airliner full of people vanish without a trace?
26 nations joined the hunt for Malaysia Airlines Flight 370.
It was almost a relief to narrow it down to a hemisphere.
It's a daunting task.
Family members should prepare themselves for the worst.
When MH370 disappeared,
the families of those on board were plunged into a nightmare...
..and the world needed answers.
This film is a forensic examination of events.
It follows the scientists and engineers
who unearthed a trail of clues where there were none.
I was delighted that the calculation had worked
but, of course, you feel the...
the depth of this, the severity of it.
It reveals the location where their data suggests the plane went down -
a location yet to be searched...
..and pieces together what might have happened on board.
..and that flammability hazard exists...
Finding MH370 is fast becoming
the most challenging search in human history.
Kuala Lumpur International Airport -
the gateway to 43 countries across Asia and beyond
for tourists, business travellers, people going home.
On Friday 7th March, 2014,
the pilots of Malaysia Airlines Flight 370 to Beijing
were filmed crossing from landside to airside.
Whatever these men did in the hours that followed,
or whatever happened to them,
lies at the heart of this mystery.
The relationship between pilots and air traffic controllers
is crucial to flying safely.
It's a very important relationship.
Any time you try and get an aircraft from A to B,
it's a matter of teamwork.
And air traffic control are a vital member of that team.
There's a real bond between controllers and pilots.
They understand the job that each other is doing
and it's a really, really important part
of the safety culture of aviation.
So how did MH370 slip the surveillance technologies
the air traffic controllers rely on?
These are the actual recordings of what happened this night.
Just as the flight had so many times before, at 12.41am,
the Malaysia Airlines Boeing 777 lifted off into the night,
bound for Beijing.
On board were 227 passengers and 12 crew.
It was a very normal flight.
Everything was calm, ordered.
It's exactly what you would have been expecting on the day.
There was no drama.
There was no reason to think anything unusual is happening.
Stephen Landells is an experienced 777 pilot
with a comprehensive knowledge
of the state-of-the-art systems on board.
'This is a Boeing 737-800 series.
'This cockpit is very similar to the 777 cockpit.'
Positive climb. Gear up.
Like all modern passenger planes,
the Boeing 777 is a technological marvel.
In service for 19 years, its safety record is excellent.
Its systems are so advanced, it can virtually fly itself.
A lot of the systems are automated.
But it is just a computer.
You use the automatics a lot,
but have you to control them
and make sure they're doing the right thing.
And that's what the pilots do.
The pilots can communicate from anywhere on the globe
using very high frequency and high frequency radio,
a text messaging service called ACARS
and a satellite link for voice calls and sending data.
I've been sitting over Greenland, listening to the HF radio,
and I've heard someone having a conversation with Mumbai.
When it comes to navigating,
the aircraft follows a route that's already been programmed in.
You'll load your route into the navigational computer.
And you can actually load that
all the way from your start point to the end point.
Less than a minute after take-off,
the crew of MH370 were told to modify their route to Beijing.
The crew were told to turn right on a more direct route to Beijing,
via a waypoint called Igari.
Waypoints are code names for coordinates on the map
that air traffic controllers and pilots use to navigate.
I'm going to add Igari.
'The airways, the motorways in the sky, are...
'They're set routes.
'And they are defined by waypoints.'
Near Igari, responsibility for MH370
will pass from air traffic controllers in Malaysia
to their counterparts in Vietnam.
26 minutes into the flight,
the last ACARS message sent automatically from the aircraft
showed normal routing all the way to Beijing.
As MH370 headed out over the South China Sea,
air traffic controllers were tracking it
using a technology developed in the 1930s -
It was developed mainly by the British for the Second World War
as a device for protecting the UK shores.
The technology has changed a lot,
but the concept has remained very much the same.
Well, this is a primary surveillance radar,
very similar to the one that's in Malaysia.
And you can see the bottom half of that is the main radar itself.
Air traffic controllers used two main types of radar.
Primary radar detects where aircraft are
by sending out pulses of electromagnetic radiation
and collecting their reflections
when they bounce off objects in the sky.
Its range varies, but modern systems can reach around 100 miles.
The range is limited by the power that this radar can put out.
The electromagnetic pulse has got to travel all the way out there,
bounce off the aircraft and travel all the way back.
So therefore the power, when it gets back,
is going to be very low indeed.
The other main problem is that the radar is not terribly accurate.
And it certainly can't identify the target either.
So all it can say is, "There's an aircraft there,
"at this range, in that position."
To extend their surveillance of the skies,
air traffic controllers rely on a more sophisticated type of radar
called secondary radar.
The top rectangular part is the secondary radar.
What that will do is it's an interrogator.
Secondary radar has a far longer range than primary radar
because it doesn't rely on detecting reflections.
Instead, it sends a signal out to the aircraft,
which interrogates a piece of equipment on board
called a transponder.
And it's the transponder that sends a new signal back,
identifying the aircraft, its height and course.
Controllers controlling the flights on long range,
they will nearly always rely totally on the secondary radar system
because the primary radars are just not providing the information.
38 minutes into the flight, air traffic controllers in Malaysia
could clearly see MH370 on their secondary radar.
As the aircraft neared the limit of Malaysian airspace,
the crew were told to contact air traffic controllers in Vietnam.
These are the last words from the cockpit:
At 21 minutes and four seconds past one,
Malaysian air traffic controllers saw the plane passing over
waypoint Igari on their secondary radar.
Nine seconds later...
..the radar screens went black.
The aircraft's transponder,
crucial to its visibility on secondary radar,
had stopped working.
The plane had vanished.
And the mystery that's touched millions of lives began.
What happened next is one of the key unanswered questions.
The crew made no radio contact with air traffic controllers
in Vietnam and the plane never re-appeared on secondary radar.
17 minutes elapsed before the Vietnamese controllers
What does seem very odd is that,
after the aeroplane was told to contact Ho Chi Minh
air traffic control, it was a full 17 minutes between then and
Ho Chi Minh phoning back to Malaysia to say, "Where is Malaysia 370?
"He's not speaking to me."
17 minutes is an incredible length of time.
Within a couple of minutes you would normally be looking to see
what's happened here.
Now the Vietnamese and Malaysian air traffic controllers began
looking for the aircraft.
Professor Stupples can reveal why they were struggling to find it.
At this point, here, that's the point
where it disappeared from the secondary radars.
What I've done here is put an overlay of the secondary surveillance radars
and can you see here, there's almost a complete coverage
and so therefore, so long as the transponder is working correctly,
the whole of this route is covered by the secondary radar.
But once MH370 was lost from secondary radar,
the air traffic controllers had no other surveillance to fall back on.
After removing the overlay for the secondary surveillance radar,
we're now left with the coverage of the primary surveillance radar.
Only about 50% to 60% of the journey so far is covered
by the primary surveillance radar.
The point at issue also is, at this point, where the transponder
stopped working, you can see from this diagram,
it is completely outside the range of any of
the primary surveillance radars.
Essentially, this aircraft has now become invisible.
MH370 was lost in a primary radar blind spot.
Such blind spots are common,
because it's estimated only 10% of the globe is covered by radar.
Aircraft often fly across oceans and remote regions beyond its reach.
In one of the busiest radar blind spots, Hudson Bay in Canada,
air traffic controllers are solving the problem with a revolutionary,
new kind of surveillance.
Between 100 and 300 aircraft are flying over Hudson Bay every day.
Most of them are aircraft coming from Europe,
going to the western coast of the United States.
The rest of them are coming from North America,
going to Asia over the North Pole.
That's quite a busy airspace.
There is no radar coverage of Hudson Bay.
When air traffic controllers had no other means to track planes,
they had to rely on pilots to stay in touch.
The orange one is a flight that is not at the moment captured by radar.
So this one at the moment we are not 100% sure he is there.
This plane's position is an approximation,
derived from its flight plan and regular updates from the aircraft.
When you have no radar, in non-radar environment, when you have no way
to see planes, actually. You need to rely on estimates from the pilots.
Now, a new technology called
Automatic Dependant Surveillance Broadcast or ADS-B is taking
the guesswork out of tracking flights in radar blind spots.
Aircraft fitted with ADS-B take their position from a GPS satellite
and broadcast it automatically to a ground station.
Unlike radar stations, these ADS-B receivers are robust enough to
be sited in the remote regions where blind spots exist.
We have currently one aircraft under ADS-B coverage at the moment,
this is a United flight from Chicago going to Beijing.
The aircraft in white is using ADS-B to broadcast its exact GPS location
automatically once a second.
We see the aircraft, we know its there.
We know exactly where the aircraft is at all times.
In the future, ADS-B ground stations will be supplemented by satellites.
So planes will be tracked over remote land regions
or the middle of oceans.
Surveillance blind spots will be a thing of the past.
MH370 was broadcasting its position by ADS-B.
And this website was tracking it.
But the system isn't currently used in Malaysia and Vietnam.
And even if it was, it wouldn't have helped the air traffic controllers -
because the technology still relies on the transponder.
When that stopped working, this new tracking system was useless.
The disappearance of MH370 triggered intense speculation
about the fate of the 239 people on board.
The families of the missing needed answers.
Tony Cable is a veteran air crash investigator
who worked on the Lockerbie bombing and the Concorde disaster.
With any investigation, you have to go with the evidence you've got.
And in the case of MH370, it's pretty slim.
It's useful to think about the possible scenarios
based on the available evidence.
So, what could explain the aircraft's sudden disappearance
from secondary radar and the radio silence?
Any aircraft that suddenly disappears,
inevitably, you start talking about the possibilities.
And I guess they range from structural failure, terrorist action,
some other massive technical fault that could cause a loss of control.
A key piece of evidence for investigators
is what MH370 was carrying on board.
This is the MH370 cargo manifest here,
which lists out the various packages and particularly,
anything that is categorised as dangerous cargo.
There is quite an interesting item here of
lithium ion batteries.
"Must be handled with care."
And a "flammability hazard exists if the package is damaged."
Lithium batteries can be found in laptops and mobile phones.
All batteries are flammable, but lithium is one of the most volatile.
MH370 was carrying 200kg of lithium batteries.
There are tight regulations around how they are transported
because they are thought to have caused fires on aircraft before.
There was a Boeing 747 aircraft crash near Dubai in 2010.
The investigation concluded that there was strong evidence that
lithium ion batteries had started the fire.
A fire in the cargo hold could affect the rest of the aircraft.
You can get structural damage, damage to systems, a lot of smoke,
severe visibility problems and also toxic gases.
If there is a serious fire, case history suggests,
unless a plane can land quickly, it is likely to crash.
If there had been a fire on this aircraft
then the tendency would be to look for the aircraft, the wreckage,
at the point where you last had contact with it.
And projecting the flight path a little further forward.
Four hours after MH370 disappeared, a search was triggered
in the China Sea, close to where the aircraft
was last seen on secondary radar - to no avail.
We have not found any wreckage, no wreckage whatsoever.
Now the mystery of what happened to MH370 deepened.
6,500 miles away in London, one scientist was starting to think
the aircraft could not have crashed in the South China Sea.
'BBC news at 11 o'clock...'
I heard the news about the loss of the aircraft, I think
it was on the 11 o'clock BBC News.
'..the search for a missing airliner with almost 240 people on board...'
At that point I thought,
it's probably got Inmarsat equipment on.
'..no distress signal...'
And that maybe we had some data
that was of interest to the investigators.
Alan Schuster-Bruce is a scientist with Inmarsat who provided
satellite communications for MH370.
By looking at the log of the plane's communications,
Alan could see new information about the flight.
What one sees in the data just before take-off,
so when the aircraft is on the stand at Kuala Lumpur,
there's a flurry of activity, the aircraft takes off, there is
a flurry of activity and then everything stops.
The last communication from MH370, like all its satellite traffic,
was logged at a ground station in Perth, Australia.
After 60 minutes of inactivity, the station sends a signal
to the aircraft which says, are you still there?
Then the aircraft just replies yes.
These are what we call the handshakes or pings.
Now Alan made a baffling discovery.
The data log showed there were seven of these electronic handshakes
between the ground station and MH370, each about one hour apart.
They all occurred after the plane had vanished.
Our data indicated that the aircraft had flown on for many, many hours
beyond the last known contact with the aircraft, which clearly
meant the aircraft was unlikely to be in the South China Sea.
The story the data was revealing was
so bizarre it seemed it couldn't be true.
One of the concerns we had was in fact this could be just
one big hoax someone had played on Inmarsat, that the aircraft
went down and someone at the same time pretended to be that aircraft.
But the data checked out.
The aircraft had flown on for nearly seven more hours.
And it could be thousands of miles away from the South China Sea.
At that point it was quite clear something strange had happened
because the plane had flown on for all those many hours.
Where had the aircraft flown for all that time?
MH370 was connected to a communications satellite
This is the footprint of its beam.
There is no direct way of identifying where MH370 was
within the beam when the seven electronic handshakes occurred,
but deep in the architecture of the system,
a feature had been added that might offer a clue.
'French investigators say they have recovered 400 pieces of debris
'from Air France Flight 447.
'They say the wreckage comes from all areas of the plane.'
In 2009, Alan helped with the investigation into the disappearance
of Air France 447.
They had a couple of brainstorming sessions at Inmarsat.
One of the things we did work out is that we could take some
additional measurements in the stations and that would let us
get a determination of the distance from the satellite to the aircraft
and therefore that would give a one-dimensional position fix.
So, after the Air France disaster, Alan decided to keep timing data
in the electronic handshakes that might help track an aircraft.
I was thinking we might need it one day.
It might be useful, might not be useful, but I had no idea
it would essentially be the only evidence in town.
To try to find MH370, Alan now began analysing the type of data
stored in electronic handshakes.
He knew the position of the 3F1 satellite above the Indian Ocean.
Using the timing data in each handshake,
he could work out how long it took for the signal
to travel between the satellite and the aircraft.
From that he could work out the distance between the satellite
and the aircraft when each handshake occurred.
Plotting those distances created
seven circles on the surface of the Earth around the satellite
which the plane must have crossed as it flew.
The last circle came at 8.19 in the morning.
The aircraft did not reply to the satellite 57 minutes later.
We obviously knew that that was most likely indicative
of the time the aircraft was lost.
Later that week,
Inmarsat sent their analysis to the Malaysia authorities.
The search carried on in the South China Sea.
Clearly, they've got all sorts of information coming in.
They were also probably sent information that the plane was
in the Pacific by other people,
so I'm sure it's very difficult for them.
Alan and the team began to think their methods might yield
the ultimate clue.
We suddenly realised, if you knew the initial position of the aircraft,
together with the likely speed of the aeroplane, there was
a good chance that maybe one could get the track of the aircraft.
A telephone call was arranged with Malaysia Airlines to get
the information they needed.
They did provide that information.
But certainly there was a lot of reluctance
because the last known position was based on radar data
and there was a lot of concern about the sensitivity of the radar data.
Using this new information,
Inmarsat could rule out areas of the final circle
the aircraft could never have reached with the fuel it had.
MH370 must have ended its flight
crossing one of these two arcs.
We had two possible scenarios.
It had either turned left and gone south or turned right and gone north.
We didn't know which one.
After several days of no traction for the new evidence,
suddenly the story broke from an unlikely source.
Based on new information, an additional search area may be opened in the Indian Ocean.
It seemed the Americans hoped to push the Malaysians to act.
It was a bit strange that it was the White House announcing it
as opposed to the Malaysian government which is what one
would have expected, that it would come from the Malaysian government.
I think there was a certain amount of relief that finally the secret
that we were holding was now out in the public domain.
For those trying to find the aircraft,
the search had been narrowed, but it was still vast.
More than two million square miles
stretching from Kazakhstan in the north to the southern Indian Ocean.
The mystery of MH370 had taken a staggering twist.
The sensitive information Inmarsat had used to help work out the arcs
turned out to be top-secret military radar data that
showed MH370 made an inexplicable turn west, off its course
to Beijing, after it disappeared.
It then flew across the Malaysian Peninsular...
..before making another turn, this time north-west.
It was last recorded near the Andaman Islands at 2.22am.
This new radar data raised a sinister possibility.
These movements are consistent
with deliberate action by someone on the plane.
From the available evidence,
hijacking is clearly one plausible possibility.
The fact that MH370 had deviated from its course after it had
become invisible to secondary radar suggested the aircraft's
transponder could have been turned off deliberately.
It's actually such an important part of your navigational equipment
on modern aircraft that you wouldn't want to turn it off.
But those with a criminal intent might.
It's fairly common that the hijackers know enough
about aircraft that they will require the transponder
either to be switched off or left on its original code.
Investigators began a trawl for suspects.
The passenger list was a crucial starting point.
Police quickly focused on two Iranians who were
travelling on forged passports, but they were ruled out.
The pilots themselves came under intense scrutiny,
but no evidence of a terrorist link has been found so far.
That, of course, does not demonstrate that there was not
a hijacking by crew or passengers - that is a possibility.
It's just that the things against hijacking in this case is
that nobody has claimed responsibility, which is
pretty unusual, I think, for a terrorist act.
More than a week after MH370 vanished, no sign
of the aircraft had been found, despite the efforts of 26 countries.
That gave many of the families of those on board
hope that they would be found alive.
At Inmarsat in London,
a new attempt was being made to help target the search.
They knew the plane had ended up crossing one of two arcs.
Chris Ashton was trying to work out
whether the aircraft had gone north or south.
Of course, the big question is which route was taken?
There was one more avenue to explore in the electronic handshakes,
a second piece of data -
the frequency at which the signal from the aircraft
arrived at the ground station.
We had a northern
and a southern route that were
so very different, so very far apart,
the frequency information at that stage
was something that was probably going to be good enough
to discriminate between those two routes.
The satellite MH370 was in contact with
doesn't stay still in the sky.
The satellite moves north and south over the equator...
..and because the plane is also moving, there is
a variation in the frequency of the signals between them.
Since that variation, known as the Doppler effect,
is predictable, it can be used to work out the direction
the plane is travelling in.
The calculations were incredibly complex
and there was no guarantee of success.
We'd attempted this calculation two or three times and abandoned it,
as we were working at it for a long time and not getting a good match
between the measured data and the predicted data.
But then came the break.
We'd been working on the Doppler analysis all day long,
the end of a week of investigating and collecting data.
Quite late on the Friday night, about eight o'clock in the evening,
suddenly the graphs matched, the data worked, the calculation was solved.
Chris had eliminated a hemisphere, but he didn't yet know which.
That was quite a nice feeling, that we'd got the calculation to work,
and then I checked to see which of the flight paths it was
and we then identified it was, in fact, the southern route.
That meant flight MH370 must have flown south.
Then, there's, of course, the realisation that this is the...
This is not good news for the people on the plane.
This isn't the aircraft is hijacked and is flying up to Kazakhstan,
landing safely and everybody's in a hangar, this was the specific one
where it flies south into the middle of the Indian Ocean.
You feel the depth of this, the severity of it.
It means very little chance for the people on the aircraft.
There was no land there. There's nothing at the end of the route
and so the elation didn't last for very long
when you realised what this meant.
Chris's evidence was sent to the Malaysian authorities.
According to this new data,
ended in the southern Indian Ocean.
The fact that we'd done a calculation that indicated
a lot of people had died
and was being used by the Malaysian government to inform
the next of kin that they believed that their relatives had died
was quite, um, humbling, let's say.
Science had broken open the mystery of what had happened to MH370,
generating evidence where none existed.
From Kuala Lumpur, the plane had been tracked by secondary radar
until it disappeared here.
Then it had been tracked by military primary radar to here.
Then, in the absence of other surveillance,
Inmarsat's analysis had shown the plane must have turned south
crossing each arc as it flew on for six hours.
From now on, locating the crash site becomes a matter of prediction,
probability and possibility.
What might explain the drastic course change south
and the long flight over the ocean?
The veteran crash investigator Tony Cable believes
an earlier air disaster might help explain the final southward turn.
In 2005, the crew of a Helios Airline's Boeing 737 failed to
make radio contact with the ground, just like MH370.
The aircraft was intercepted by a couple of F-16s
and they flew alongside and saw the captain's seat empty, the co-pilot
slumped over the controls and oxygen masks hanging down in the cabin.
There was a fault with the aircraft's pressurisation system,
but the crew hadn't realised.
There is a quantity called "time of useful consciousness"
after a depressurisation, and at 35,000 feet,
the average is something like 30 to 60 seconds.
The pilots passed out from lack of oxygen,
but the aircraft kept flying on autopilot.
What might explain what happened to MH370
is what the fighter planes saw next.
They saw one of the cabin attendants enter the flight deck
and sit in the captain's seat.
Now, he presumably had a cabin attendant oxygen set
which will probably last quite a long time
and was presumably attempting to control the aircraft.
If the pilots of MH370 had become incapacitated,
might somebody else have tried to fly the aircraft?
If the plane was on autopilot, making a controlled turn
or a series of turns, is something anyone could have done.
We can command the autopilot directly ourselves
through the mode control panel up here.
So we can do that quite easily by selecting a new heading
through this knob here.
So now the aircraft is banking to the left and we're gradually... You see
outside, we are banking to the left and turn onto that heading.
So could somebody other than one of the pilots
have turned the aircraft off its course?
The kind of thing that happened on the Helios 737 might be
a possibility for this aircraft.
And if there was somebody conscious for longer than the others,
possibly could explain the track corrections
before they also were incapacitated.
Even if everybody on board was unconscious, the autopilot
could have kept the aircraft flying until it ran out of fuel.
But how and why MH370 came to be so far off course heading south
is still to be established for certain.
There are several possible scenarios for this accident.
I don't have any feeling about which is the more likely.
As an investigator, you can only go on the evidence that is there.
For those touched by this disaster, the best hope of finding answers
lies somewhere at the bottom of the Indian Ocean.
Piecing together what really happened depends on finding
one piece of equipment the aircraft was carrying.
This is what they call a black box,
but I've never seen one that's actually black.
This makes it more visible in wreckage
and indeed it's got reflective tape on it,
so that if it's at night, a torch will light it up
or if it's under the water, a diver's light will make it more visible.
The black box is a data recorder which continually stores
a record of how the aircraft is performing.
From that information, you can recreate in detail
what happened to the flight.
You are looking at an animation of the data taken from a recorder.
You've got the actual way the aircraft is moving through space,
and on the left is a representation of the cockpit instruments -
what the pilot would be seeing.
The data in the black box is crucial to finding out what happened...
..if you can find it.
If it's in water, the underwater locator beacon,
which emits a ping every second or so can be homed in on.
But the batteries that power the locator beacon
only last for about 30 days.
In the southern Indian Ocean,
in an area dubbed as close to nowhere as it's possible to be,
the race to find the black box was on.
Aircraft and ships from eight nations
were scouring 620,000 square miles of ocean.
Could anything be done to help target the search?
Back in London, Inmarsat had been scrutinising probable flight paths
MH370 could have taken.
And what they had discovered was astonishing.
By modelling a flight with a constant speed
and a constant heading consistent with
the plane being flown by autopilot,
they had found one flight path that lined up with all their data.
We can identify a path that matches exactly
with all those frequency measurements
and with the timing measurements and lands on the final arc at a particular location,
which then gives us a kind of hotspot area on the final arc
where we believe the most likely area is.
But as the battery life of the black box ran down,
events in the Indian Ocean were unfolding fast.
At the forefront of the search was the Ocean Shield,
a 6,500 tonne Australian Navy support vessel,
carrying an elite team of deep-ocean salvage experts.
We left port on approximately day 23 of the pinger,
the battery life on the pinger -
this countdown clock, so to speak.
30 was the magic number.
Suddenly, a new lead emerged, and Ocean Shield responded.
A British vessel seemed to have found a clue
to the location of the black box.
HMS Echo believed they had detected a 37.5 kilohertz pulse in the water.
So we headed to that area and came up with a search plan.
Now, Ocean Shield joined the hunt for signals from the black box,
working its way south-east, away from HMS Echo.
To try to detect the elusive underwater pings,
the team used a device they call the towed pinger locator.
The towed pinger locator looks much like a bat wing
and designed that way on purpose
so when it's pulled from its tow point here,
it's flying pretty smoothly through the water.
The real meat of this is underneath it.
What you see here is the electronics
that is housed in a 6,000 metre pressure vessel.
You can get down 6,000 metres,
that's covering about 80% of the world's ocean depths.
And what you see on the back here is the omnidirectional hydrophone.
It's a microphone, a big microphone, hemispherical.
It can see 180 degrees to each side and down.
We're fishing for sound in this case. Patience is key throughout.
Even if you can detect the sound of a black box pinger,
locating its origin is a huge challenge,
especially in an ocean four and a half kilometres deep.
The pinger locator is lowered until it is a kilometre above the sea bed
where it is towed as it listens with its hydrophone.
At that depth, it avoids plankton
and changing water temperatures above,
which can affect the way the sound travels.
And what's more, the sea bed itself can obscure the origin of any sound.
Wreckage can deflect the sound path, the topography of the bottom.
We are seeing a lot of steep hills, valleys, ridges,
the sound will find a path of least resistance.
As Ocean Shield worked its way
along one of MH370's possible flight paths, there was bad news.
During that survey leg, HMS Echo was able to deduce
that the 37.5 kilohertz pings they were hearing were not valid.
The trail had gone cold.
We're running our line this way along the projected flight path.
At that point, we regrouped
and went back to our best known last position,
being the eight minute arc.
And our intention was to work our way south.
South was determined to have a higher probability,
a more probable flightpath.
North-west side to the south-east.
The search area referred to as the eight-minute arc
is based on the final handshake
between MH370 and the Inmarsat satellite.
It came eight minutes after the previous handshake
and contained new information.
The data revealed the system on the plane was actually booting up,
just as it would have done at the start of its flight.
Why it would do this may hold a clue to the plane's final resting place.
It's theorised to have been
that the plane was going down, low on fuel.
It did a roll.
When the plane rolled, the fuel then...
The engine was able to restart and part of the start-up sequence
was initialised in this handshake with the Inmarsat.
And it was an incomplete handshake.
So we're working on the premise that perhaps this last handshake
is where the plane was in its final stages.
We were towing for 24 hours a day for days on end,
for as long as the battery is going to last.
The hunt for the black box
was not so much like trying to find a needle in a haystack.
Chris and his team hadn't even found the haystack.
But what if they didn't have to search at all?
In Ottawa in Canada there's a new technology
that is bringing the black box into the 21st century.
To see it, you need to visit a part of the plane
passengers never normally go to.
OK, so this is the E bay of the 767,
and this is really the heart of the electronics for the aircraft.
The data is fed from all the various sensors and equipment
to the flight data recorder.
What's unique about what we've done
is we've added this unit here, which is the AFIRS.
The Automated Flight Information Reporting System
examines the data generated by the aircraft
as it is being sent to the black box.
The flight data recorder is a passive device.
It takes the information and stores it,
it doesn't actually look at it.
This is actually analysing the data as it's going into the box.
So it's actually reading the files. It's looking at them
and seeing, "What's happening with this aeroplane?
"Is everything working correctly?"
And if it's not, it tells people, it lets them know.
Aircraft fitted with this technology
automatically stream black-box data to the ground
if anything unusual happens.
'Flight CFFNE flight stream activated.'
Rather than having to recover the physical black box,
now its data can build a picture of what happened
before a flight even ends.
It would seem to make a lot of sense
to seriously consider real-time transmission of data.
And in a case like MH370
it may make it redundant to,
from the accident investigation point of view,
to actually go and find the wreckage,
which is clearly going to be very, very difficult,
very expensive, very time-consuming.
Finding MH370 is a huge challenge.
But advances in technology could mean
that no aeroplane is ever lost again.
In Montreal, aviation is being brought into the digital age.
So here's the Piaggio Avanti P180 flight research aircraft
we'll be flying today.
It is the world's fastest civilian turboprop.
Many of the technologies we are testing
are surveillance technologies,
because surveillance is the next wave of evolution
of flight operations.
John has been testing new ways
of using Automatic Dependant Surveillance Broadcast -
the technology that is revolutionising air-traffic control.
They're up and indicating.
John's aircraft doesn't just transmit ADS-B signals -
crucially, it receives them too.
With ADS-B in, I can see the traffic, I can see the direction they're moving in,
and we can see if they're a threat,
and we can see if they're climbing and descending as well.
These two are potentially a threat. This one is 1,900 feet above us.
With ADS-B in, we could actually, with that data,
even recreate what that aeroplane is seeing from its cockpit.
This live view of the flight John is making
could be viewed by anyone, anywhere in the world,
at any time, via ADS-B and the internet.
When you go to an autonomous node, which is what this aircraft becomes,
you open up enormous possibilities.
You know where everybody is for the first time,
no matter where they are in the world.
Perhaps what's most surprising about this technology
is that it isn't already a fact of life in the skies.
You no longer have helpless recipients
of radar energy flying around.
You have contributors to a big information picture
that everyone can use.
Losing aircraft would become a thing of the past.
Using advanced aviation technologies
like live black-box streaming,
and the total surveillance offered by ADS-B,
could mean that losing an aircraft like MH370
should never be possible again.
But the promise of the future
is a world away from the challenges of the present.
Back in the Indian Ocean,
on the day before the battery on the black-box pinger
was predicted to die,
Chris and his team thought they heard something.
The towfish is at about 3,800 metres of depth
and we're doing about two and a half knots.
It started growing louder and louder.
And we had a detection.
Are you sure that's what we heard?
Are you sure that's what we're... Is it not us, you know?
It was a elation and panic and self-doubt.
Wonderment, to "let's get busy and find this thing,
"let's track it down."
They tracked the ping for two hours and 20 minutes before losing it.
They detected another, 11 kilometres away.
And then two more two days later.
My thoughts were they were probably going to traverse down the final arc
to go over our hotspot area
but, of course, they found their ping detection very early on.
Ocean Shield could not ignore the detections it had heard.
The search entered a new phase.
The decision was made that
we had had enough detections
and it was time to shift over to the AUV ops.
The Autonomous Underwater Vehicle
began searching the ocean floor for wreckage.
It was a monumental task.
The unexplained disappearance of MH370
has left the families of those on board
needing the kind of certainty
that only finding the wreckage will bring.
Ocean Shield spent two months
searching 850 square kilometres of sea bed,
inspired by the pings they heard.
Ocean Shield had chased down leads as they emerged.
But they turned up nothing.
It was by no means an unrealistic location,
but it was further to the north-east
than our area of highest probability.
Perhaps the best place to look for MH370
was always further to the south.
Inmarsat's hotspot on the final arc
where their data says MH370 is most likely to have crashed
On Saturday 8th March 2014,
MH370 took off on a routine flight to Beijing.
Just under 40 minutes later it vanished.
There have been many theories as to the fate of the plane
and the global effort continues
to try to solve the mystery
and bring closure to the families of those who lost their lives. | aerospace |
https://sci-books.com/the-apollo-13-mission-overcoming-adversity-0791053105/ | 2022-11-26T19:43:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446708046.99/warc/CC-MAIN-20221126180719-20221126210719-00478.warc.gz | 0.884229 | 590 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__200561224 | en | - Published: 2000
- Number of pages: 120 pages
- Format: PDF
- File Size: 2.93 MB
- Authors: Judy L. Hasday
Describes the ill fated flight of Apollo 13 when an explosion forced the crew to abandon plans for a lunar landing and embark on a dangerous journey back to Earth.
Editorial Reviews: From School Library Journal Gr 6-9-This businesslike profile of the spacecraft’s anything-but-routine course won’t keep readers riveted the way the Tom Hanks movie will, but it does put the mission into historical context while providing a compact history of the first decade or so of our space program. Hasday describes that program’s genesis and development, introduces the astronauts assigned to Apollo 13, and then takes readers through the disastrous mission, from liftoff to reentry. Her tone is, to say the least, dispassionate: “[Haise] wandered over to the LM’s window, hoping to get a good view of the receding moon, when suddenly he heard a `thump-bang-shudder’ similar to the one they’d heard during the explosion.-As it turned out, the battery had exploded. But even counting the sharp reduction of power, this latest problem was not life threatening.” Black-and-white photos include formal portraits, slightly blurry shots taken aboard the spacecraft, and views of calm-looking, crewcut men working the boards at Mission Control. Unlike other accounts for young people, this is not all recycled material; the author appends a transcript of an interview with Apollo 13’s Lead Flight Director, Gene Kranz. His sometimes-unexpected comments about the mission and his role in its rescue may prompt older readers to look up his book, Failure Is Not an Option: Mission Control from Mercury to Apollo 13 and Beyond (S & S, 2000). Students more interested in information than an adrenaline rush will find Hasday’s title valuable.-John Peters, New York Public LibraryCopyright 2001 Cahners Business Information, Inc.
Reviews from Amazon users which were colected at the time this book was published on the website:
⭐My 7 year old son loves it!
Free Download The Apollo 13 Mission (Overcoming Adversity) in PDF format
The Apollo 13 Mission (Overcoming Adversity) PDF Free Download
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The Apollo 13 Mission (Overcoming Adversity) 2000 PDF Free Download
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Free Download Ebook The Apollo 13 Mission (Overcoming Adversity) | aerospace |
https://www.vitec.com/industries/military/ | 2018-04-26T09:51:15 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125948125.20/warc/CC-MAIN-20180426090041-20180426110041-00339.warc.gz | 0.863751 | 465 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__160876692 | en | Cutting Edge FMV Situational Awareness and ISR Systems for Field Applications and UAS
Warfare today is more complex than ever and is evolving rapidly. Operational units provide vast amounts of Intelligence, Surveillance and Reconnaissance (ISR) data across the battlefield and to the rear HQs. While sheer volume makes data management difficult, integrating the many data formats and footage is an even greater challenge.
VITEC’s encoders, FMV viewers and ISR archiving systems manage the influx of video feeds, footage, devices and formats, offering an intuitive, powerful viewing experience of live tactical video in low delay. VITEC offers a flexible “TV over IP” solution to integrate tactical video feeds with traditional cable TV, Satellite or local base channels. VITEC systems have been designed to conform to the most stringent network and information assurance security standards to ensure full compliance with civilian and federal secure environments. Read more about it in VITEC Solution Guide.
VITEC’s fully integrated IPTV solution allows for easy integration of additional channels on the same system. This provides NASA Dryden the ability to scale its broadcasting capabilities while continuing to maintain efficiency, reliability and quality.
Dryden Flight Research Center
Edwards Air Force Base
MGW Pico TOUGH is the world's smallest, most power-efficient rugged MPEG-4 H.264 HD/SD video encoder. Designed to meet the growing demand for real-time imagery in the most demanding environments the MGW Pico TOUGH appliance packs all the needed capabilities for any Surveillance, Intelligence and Reconnaissance (ISR) sensor or Situational Awareness (SA) video in an ultra-small airborne and marine certified enclosure.
Situational Awareness, Decision Support Systems and IPTV Platforms provide Simple, Flexible and cost effective video distribution. Decision Support System for wartime missions or training environments and Network Management made easy.
VITEC’s cutting-edge, Full Motion Video (FMV) solutions deliver real-time and on-demand video to PCs, TVs and Mobile Device screens - anytime, anywhere and on any network. Designed for mission critical applications, VITEC’s FMV solutions facilitate informed decision-making and faster response to operational challenges. | aerospace |
https://solo-ielts-toefl.com/reading-gap-fill/ | 2023-12-05T11:40:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100551.17/warc/CC-MAIN-20231205105136-20231205135136-00316.warc.gz | 0.745382 | 1,747 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__184554044 | en | - コツ1. 答えとなる箇所の前後の品詞を把握する
- コツ2. 答えの品詞を特定する
- コツ3. キーワードに線を引く
- コツ4. キーワードのパラフレーズを想像する
- コツ5. 文字数制限に注意する
- コツ6. 答えはパッセージの上から順番に現れるので注意する
- Complete the summary below.
- Choose NO MORE THAN TWO WORDS AND/OR NUMBER from the passage for each answer.
- Write your answers in boxes 32-38 on your answer sheet.
- To begin the process of selecting suitable astronauts two 32.＿＿＿＿ in two cities around the world. The first application is 33.＿＿＿＿ to every nationality. This is followed by a further 34.＿＿＿＿ in the selection of 35.＿＿＿＿ teams that then start training. During training they learn how to cope with life in an isolated 36.＿＿＿＿ , cultivate 37.＿＿＿＿ , and perform 38.＿＿＿＿ .
- 2011 Mars One Founded
- In 2011 Bas Lansdorp and Arno Wielders lay the foundation of the Mars One mission plan. Discussion meetings are held with potential suppliers of aerospace components in the USA, Canada, Italy and United Kingdom. Mission architecture, budgets and timelines are solidified from the feedback of supplier engineers and business developers. A baseline design for a mission of permanent human settlement on Mars achievable with existing technology is the result.
- 2013 Start Crew Selection
- In April 2013, the Astronaut Selection Program is launched at press
- conferences in New York and Shanghai. Round One is an online application open to all nationalities. The selection program proceeds with three additional rounds over the course of two years. At the end of it around six teams of four individuals are selected for training. A new batch of the Astronaut Selection Program begins every year to replenish the training pool regularly. An analogue of the Mars habitat is constructed on Earth for technology testing and training purposes.
- 2015 Start of Crew Training
- Selected candidates from the first batch of applicants enter full-time training groups. This training continues until the launch in 2024. The group’s ability to deal with prolonged periods of time in a remote location is the most important part of their training. They learn to repair components of the habitat and rover, learn to grow their own food, and train in medical procedures. The first outpost simulation, a Mars-like terrain that is relatively easy to reach is chosen. A second training outpost is located at a more remote environment like the Arctic desert.
- 2018 Demo and Comsat Mission
- A Demonstration Mission is launched to Mars in May 2018; it provides proof of concept for some of the technologies that are important for a human mission. A communication satellite is also launched that is placed into a Mars stationary orbit. It enables 24/7 communication between the two planets. It can relay images, videos and other data from the Mars surface.
- 2020 Rover Mission Launched
- One intelligent rover and one trailer are launched. The rover can use the trailer to transport the landers to the outpost location. On Mars, the rover drives around the chosen region to find the best location for the settlement. An ideal location for the settlement is far enough north for the soil to contain enough water, equatorial enough for maximum solar power and flat enough to facilitate construction of the settlement. When the settlement location is determined, the rover prepares the surface for arrival of the cargo missions. It also clears large areas where solar panels will lie. A second communications satellite is launched into orbit around the Sun.
- 2022 Cargo Missions Launched
- Six cargo missions are launched and two living units, two life support systems, and two supply units are sent to Mars in July 2022. In February 2023 all units land on Mars using a rover signal as a beacon.
- 2023 Outpost Operational
- The six cargo units land on Mars, up to 10 km away from the outpost. The rover picks up the first life support unit using the trailer, takes it to the right place, and deploys the thin film solar panel of the life support unit. The rover can now connect to the life support unit to recharge its batteries much faster than using only its own panels, allowing it to do much more work. The rover picks up all the other cargo units and then deploys the thin film solar panel of the second life support unit and the inflatable sections of the living units. The life support unit is connected to the living units by a hose that can transport water, air and electricity. The life support system is now activated. The rover feeds Martian soil into the life support system. Water is extracted from the Martian soil by evaporating the subsurface ice particles in an oven. The evaporated water is condensed back to its liquid state and stored. Part of the water is used for producing oxygen. Nitrogen and argon, filtered from the Martian atmosphere make up the other components of the breathable air inside the habitat.
- 2024 Departure Crew One
- In April 2024, the components of the Mars transit vehicle are launched to Earth orbit on receiving the green light on the status of the systems on Mars. First, a transit habitat and a Mars lander with an assembly crew on-board are launched into an orbit around the Earth. The assembly crew docks the Mars lander to the transit habitat. Two propellant stages are launched a month later and are also connected. The first Mars crew, now fully trained, is launched into the same Earth orbit. In orbit the Mars One crew switches places with the assembly crew, who descend back to Earth. Engines of the propellant stages are fired and the transit vehicle is launched on a Mars transit trajectory. This is the point of no return; the crew is now bound to a 210-day flight to Mars.
- 32. press conferences
- 33. online
- 34. 3 / three
- 35. 6 / six
- 36. online
- 37. food
- 38. medical procedures
- 問い. To begin the process of selecting suitable astronauts two 32.＿＿＿＿ are held in two cities around the world.
- In April 2013, the Astronaut Selection Program is launched at press conferences in New York and Shanghai.
- 問い. The first application is 33.＿＿＿＿ and available to every nationality.
- Round One is an online application open to all nationalities.
- 問い.This is followed by a further 34.＿＿＿＿ rounds and results in the selection
- The selection program proceeds with three additional rounds over the course of two years.
- 問い.This is followed by a further 3/three rounds and results in the selection 35.＿＿＿＿ teams that then start training
- At the end of it around six teams of four individuals are selected for training.
- 問い. During training they learn how to cope with life in an isolated 36.＿＿＿＿
- The group’s ability to deal with prolonged periods of time in a remote location is the most important part of their training.
- 問い. During training they learn how to cope with life in an isolated location, cultivate 37.＿＿＿＿
- they learn to repair components of the habitat and rover, learn to grow their own food, and train in medical procedures. | aerospace |
https://nonestreses.com/watch-4-rocket-launches-in-a-free-webcast-on-thursday-august-4th/ | 2022-08-17T02:27:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572833.78/warc/CC-MAIN-20220817001643-20220817031643-00484.warc.gz | 0.873916 | 1,660 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__53817534 | en | Update for 1:30 a.m. EDT: rocket lab is NROL-199 spy satellite successfully launched For the US National Reconnaissance Office, the satellite is expected to deploy at approximately 2 a.m. EDT (0600 GMT). The next launch on 4 August is the United Launch Alliance’s Atlas V mission carrying the SBIRS GEO 6 missile warning satellite. That webcast will begin at 6 a.m. EDT (1000 GMT) above 6:29 a.m. EDT (1029 GMT) for the launch.
Rocket fans, rejoice! If you’re a fan of spaceflight, Thursday (August 4) will be a banner day with at least four different rockets launching missions from planet Earth.
rocket manufactured by Rocket LabThe United Launch Alliance, blue original And SpaceX Will launch into space today (if all goes well). China National Space Administration Can also launch two rockets According to some media reports, on Thursday itself.
related: How Rockets Work: A Complete Guide
Rocket Lab’s Antipodean Adventure
The space action begins early Thursday (August 4), when Rocket Lab will launch a small (and classified) spy satellite for the US National Reconnaissance Office (NRO). One electron rocket The mission, named NROL-199, will launch from Rocket Lab’s launch site on New Zealand’s Mahia Peninsula.
liftoff is scheduled for 1 a.m. EDT (0500 GMT), and You can find it on SPACE.com and through Rocket Lab’s own website (opens in new tab), The livestream will appear on this page at launch, with a webcast expected to begin 15 minutes before Rocket Lab’s liftoff.
The NROL-199 mission, which Rocket Lab calls an “antipodean adventure,” is the second of two back-to-back reconnaissance missions the company is flying for NRO. Rocket Lab launched the NROL-162 mission on July 13.
SBIRS GEO 6 United Launch Alliance Atlas V Launch
Next on Thursday’s launch dock is a United Launch Alliance (ULA) Atlas V rocket mission. That flight, which is scheduled to launch at 6:29 a.m. EDT (1029 GMT), will launch the sixth and last Space Based Infrared System Geosynchronous Earth Orbit satellite for the US. space force,
SBIRS is called GEO 6 In essence, the satellite is designed to serve as a missile detection early warning system for the Space Force’s Space Systems Command. It will be launched from Space Launch Complex 41 at Cape Canaveral Space Force Station in Florida. ULA will webcast the launch live on YouTube and its website, starting approximately 20 minutes before liftoff. You can get the launch update tonight at 11 p.m. EDT (0300 GMT) ULA Mission Page (opens in new tab),
“Equipped with powerful scanning and staring infrared surveillance sensors for our nation’s 24/7 security, the SBIRS spacecraft continues to serve as the tip of the spear for global missile alert as ballistic missile threats face the world,” the ULA wrote in a statement. spreading across.” Mission overview (opens in new tab), “These infrared sensors, and a bunch of other continuously overhead satellites, collect data that helps the US military to detect missile launches, support ballistic missile defense, expand technical intelligence, and increase situational awareness on the battlefield. allows for.”
Blue Origin’s NS-22 space tourist flight
Space tourists will launch on Thursday on their third mission of the day as Blue Origin counts for its 22nd mission in space.
a blue root New Shepard Rocket Van Horn will launch the NS-22 space tourist flight from the company’s Launch Site One near Horn, Texas. The mission will take six passengers on a journey to suborbital space, offering them a sweeping view of Earth below and weightlessness for minutes before returning home.
Blue Origin’s NS-22 mission set for liftoff 9:30am EDT (1330 GMT)With a live webcast expected to start an hour earlier 8:30am EDT (1230 GMT), You can watch it live on this page, as well on Youtube (opens in new tab) either Directly from Blue Origin’s website. (opens in new tab)
NS-22 will mark Blue Origin’s sixth space tourist flight as the company begins crew launches. will have to board this mission,
- Cobie Cotton, co-founder of the YouTube channel Dude Perfect;
- Sarah Sabri, founder of the Deep Space Initiative and the first Egyptian to fly into space;
- Mario Ferreira, an entrepreneur who would be the first Portuguese man to go into space;
- Vanessa O’Brien, a British-American explorer who has climbed Mount Everest and dived to Challenger Deep in the ocean;
- Clint Kelly III, founder of DARPA’s Autonomous Land Vehicle Project to research autonomous driving technology;
- Steve Young, a businessman and restaurant owner who works with the Space Coast Conservation Association.
SpaceX’s Danuri Moon Probe Launches for South Korea
SpaceX will kick off Thursday’s rocket launch quartet by lofting Korea Pathfinder Lunar Orbiter Mission A to South Korea falcon 9 rocket, is scheduled for liftoff 7:08 pm EDT (2308 GMT) From Space Launch Complex 40 at Cape Canaveral Space Force Station in Florida. SpaceX’s launch webcast will begin about 15 minutes before liftoff Company webpage (opens in new tab), You can also follow it live on kari youtube page (opens in new tab),
Danuri. also known asThe South Korean Moon mission is the country’s first mission to target beyond low Earth orbit. The mission will send an orbiter Moon To study magnetic anomalies on the lunar surface and search for landing sites for future missions.
The spacecraft carries six different instruments to study the Moon and is expected to have one in lunar orbit to study the Moon’s magnetic signature, search for water ice on the surface, and test Earth-to-Moon communication technologies. Looking forward to spending the year. The mission is overseen by scientists from the Korea Aerospace Research Institute.
Danuri will be SpaceX’s second launch to the Moon, after the company’s 2019 launch of the Israeli Beresheet moon lander. While SpaceX successfully delivered beresheet Israel-made lander, finally on the moon crashed into the lunar surface, Israel’s Beresheet 2 mission is expected to follow in 2024.
SpaceX will launch the Danuri orbiter on a ballistic trajectory to the Moon, with the spacecraft destined for an orbit about 60 miles (100 kilometers) above the lunar surface.
China launches two rockets
As if those four missions weren’t enough, China may launch a new Earth-observing satellite and an experimental space plane on two separate rockets on Thursday.
Everyday Astronaut According to the Site (opens in new tab), a Chinese Long March 4B rocket could launch the country’s Terrestrial Ecosystem Carbon Inventory Satellite mission to study Earth overnight on August 3-4 from the Taiyuan Satellite Launching Center. A Long March 2F rocket could also launch an experimental reusable space plane from China’s Jiuquan Satellite Launch Center later on Thursday, Everyday Astronaut reported. If those launches are confirmed, SPACE.com will have a recap of the missions.
Wow! That’s a lot of launches in a 24-hour period, so rest the space fans. It’s going to be a long and full of launches on Thursday.
Email Tariq Malik at [email protected] (opens in new tab) or follow @Donald Trump (opens in new tab), follow us @spacedotcom (opens in new tab), FaCe-book (opens in new tab) And instagram (opens in new tab), | aerospace |
https://www.india.com/viral/asteroid-as-tall-as-burj-khalifa-to-make-near-earth-approach-on-november-29-is-it-dangerous-4219224/ | 2023-02-08T17:46:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500837.65/warc/CC-MAIN-20230208155417-20230208185417-00084.warc.gz | 0.963084 | 421 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__86581381 | en | Top Recommended Stories
Giant Asteroid As Tall As Burj Khalifa To Make Near-Earth Approach on November 29, Is it Dangerous?
NASA has confirmed that the asteroid named 153201 2000 WO107, will barrel past Earth on Sunday, November 29 and is currently speeding though space at a whopping 56,000mph.
Apart from the various disastrous events that have occurred in 2020, the year has also saw an onslaught of various asteroids passing by Earth. Now, another asteroid, said to be 0.51km in diameter and as tall as the world’s tallest building, the Burj Khalifa of Dubai, is set to pass within 4,302,775 km of Earth.
NASA has confirmed that the asteroid named 153201 2000 WO107, will barrel past Earth on Sunday, November 29 and is currently speeding though space at a whopping 56,000mph. It’s terrifyingly huge as its size ranges anywhere between 12,00ft to 2,5700ft across (370m and 820m).
As per spacereference.org, has been classified as a Near Earth Asteroid (NEA) as it will come within 1.3 astronomical miles of Earth, in addition to being dubbed as a Potentially Hazardous Asteroid. Notably, scientists in New Mexico had discovered this asteroid on November 29, 2000, and they have been tracking it ever since.
Given the huge size and length of the asteroid, there are of course, reasons to worry. If this particular asteroid ends up entering the Earth’s atmosphere and making an impact, the results would no doubt be catastrophic. However, thankfully, NASA has said that that there’s zero chance of the asteroid actually hitting our planet, as it’s classed as an NEA.
As per NASA, asteroids are ‘rocky, airless remnants left over from the early formation of our solar system about 4.6 billion years ago’ and states that there’s approximately 1,031,488 of them to date. | aerospace |
https://polygonjournal.com/2018/12/06/ukraine-conducts-successful-cruise-missile-launch/ | 2024-02-23T03:22:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474360.86/warc/CC-MAIN-20240223021632-20240223051632-00534.warc.gz | 0.980027 | 340 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__145491985 | en | Ukraine conducts successful cruise missile launch
The National Security and Defense Council of Ukraine has announced that it successfully tested a land-based cruise missile and upgraded S-125 missile system on 5 December.
According to statement, the tests of Ukrainian missiles proved that Ukraine is capable of defending its borders in the Black and Azov Seas. This was stated by Secretary of the National Security and Defense Council of Ukraine Oleksandr Turchynov upon completion of the tests at the military proving ground in the Odesa region, told Defence Blog.
According to him, significant results were achieved during the tests, in particular, a successful flight test of Ukrainian cruise missiles was carried out, and the coast defense system was worked out with the help of the modernized S-125 missile system.
Mr. Turchynov reported that aviation was involved in checking the results of hitting long-range targets and that a special point on the Snake Island was equipped.
In addition, Mr. Turchynov said that to strengthen coastal defense, the accuracy and reliability of hitting the conditional opponent’s watercraft by the S-125 missile systems, which had undergone a deep modernization at the enterprises of the Ukrainian defense industry, were checked.
“According to the results of the watercraft firing, the upgraded S-125 proved to be effective. There were 8 launches during which 8 surface targets were destroyed. This is a very good result, which proves that these modernized systems are capable of providing reliable protection against aggression both from the air and from the sea, and will significantly enhance the coast defense of the Black Sea and Azov coast”, – Mr. Turchynov noticed. | aerospace |
https://mobile.businessinsider.com/nasa-perseverance-mars-rover-helicopter-search-for-alien-life-2020-7 | 2022-09-30T06:45:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335444.58/warc/CC-MAIN-20220930051717-20220930081717-00799.warc.gz | 0.942554 | 1,230 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__56179200 | en | - NASA is about to send its next rover to Mars: a nuclear-powered robot called Perseverance.
- Perseverance is expected to record the first high-quality video and audio of Mars, drill rock samples that could contain signs of alien life, and deploy the first interplanetary helicopter.
- Here's how NASA's newest Mars rover works.
- Visit Business Insider's homepage for more stories.
NASA is gearing up to launch its next Mars rover: an SUV-sized, nuclear-powered robot decked out in cutting-edge equipment.
Perseverance, the fifth rover the US has sent to Mars, is set to complete tasks that the previous robots could only dream of. The $2.4 billion vehicle is designed to collect unprecedented video and audio, drill samples of Martian rock and soil for later return to Earth, search for chemical remnants of ancient microbial life, and test out technologies that future astronauts will need on the red planet.
The rover is scheduled to launch at 7:50 a.m. ET on July 30, atop an Atlas V rocket.
Its seven-month, 314-million-mile (505-million-kilometer) journey to Mars is slated to end in the Jezero Crater — one of the largest impact craters on Mars. A giant jetpack is built in to lower Perseverance onto the site, where some of the planet's oldest rock is laid bare.
Here's how the mission will work.
Martian rock samples could contain evidence of alien life
Perseverance's mission calls for it to mine Jezero Crater's ancient rock for chemical signatures of ancient alien life. Rocks that formed in water, for example, could have preserved the remains of chemicals that only life can create. Such rocks may be plentiful in the Jezero Crater exposed layers.
A special arm of the robot is designed to drill cores from those rocks and cache them on the planet's surface.
"Samples from Mars have the potential to profoundly change our understanding of the origin, evolution, and distribution of life on Earth and elsewhere in the solar system," Lori Glaze, Director of NASA's Planetary Science Division, said in a briefing on July 17.
NASA plans to launch another rover to retrieve those samples in 2026. The fetch rover would collect the tubes and carry them to a rocket, which would then launch them into Mars's orbit. There, a spacecraft circling the planet would catch the samples and carry them back to Earth.
"If it sounds complicated — it is," Glaze said.
But this rover has more immediate, straightforward goals, too.
The first interplanetary helicopter will drop from the rover's belly
About two months after it lands, Perseverance is set to drop a small helicopter from its belly.
NASA has programmed the helicopter, named Ingenuity, to demonstrate the first powered flight ever conducted on another planet.
If successful, four carbon-fiber blades will spin eight times as fast as a standard helicopter on Earth, lifting Ingenuity off the ground and carrying it through the thin Martian atmosphere.
Ingenuity weighs just 4 pounds, since the Martian air is just 1% of the density of Earth's atmosphere.
Perseverance will beam back high-def video of a Mars landing
For the first time, NASA plans to film the entire landing of a Mars rover in high definition.
"Those cameras will be taking high-definition video of the spacecraft during entry, descent, and landing activity. So we should be able to watch this big parachute inflate supersonically, we should be able to watch the rover deploy and touch down on the surface," Matt Wallace, the deputy project manager for Perseverance, said in the briefing. "This is going to be very exciting. It's the first time that we have ever been able to see a spacecraft landing on another planet."
The rover's 3D cameras can also take high-definition photos and high-speed video as it roams the Martian surface. Two cameras on the mast are programmed to identify rocks and soil for the rover's other instruments to investigate or collect and stow. The cameras should also help scientists observe details in Martian rock and sediment.
Perseverance will carry microphones as well. If the devices work, they'll enable NASA to record the first bonafide audio of Mars, including gusts of wind, the rover's wheels rolling over soil and rocks, the sounds of drilling, and more.
Previous Mars missions also brought microphones with them, but as Nancy Atkinson wrote for The Planetary Society, those were a "huge let-down" — they either failed or never activated.
Perseverance will test technologies to keep astronauts alive to Mars
NASA ultimately aims to send astronauts to Mars and set up a settlement there. (Elon Musk, who is developing a spaceship that might be able to carry people to the red planet, hopes to put boots there in 2024.)
But NASA first needs to figure out how to meet the needs of any future Mars-dwelling people: oxygen, food, water, and fuel.
Perseverance will help the agency test some options. One of the rover's projects, called the Mars Oxygen In-Situ Resource Utilization Experiment (MOXIE), will attempt to convert Martian carbon dioxide into oxygen that future astronauts could breathe.
About 95% of the red planet's atmosphere is CO2, so successfully converting it to oxygen would be a big win for future Martian settlements. Abundant oxygen would also help astronauts produce new rocket fuel for the journey home.
Five small pieces of spacesuit material, including a piece of helmet visor, will also travel to Mars aboard the rover. One of the robot's instrument will track the materials' reaction to the Martian environment, to inform future Mars-spacesuit designers.
The rover will also collect data that could help scientists better predict Martian weather — an ability that will be crucial to survival on the planet's harsh surface. | aerospace |
https://srilankafilmcorp.com/qa/quick-answer-is-anti-gravity-real.html | 2021-05-18T18:35:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991288.0/warc/CC-MAIN-20210518160705-20210518190705-00587.warc.gz | 0.922996 | 758 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__105951809 | en | Can you overcome gravity?
Well, aren’t we popular.
So how far would you have to go to escape this gravitational custody battle completely.
Even At 2.5 million light years distance, gravity is still reaching out and being a clingy creeper.
The gravity between these two bodies is strong enough to overcome the expansion of the universe..
Does NASA have an anti gravity room?
Contrary to popular belief, NASA does not have “anti-gravity chambers” where people can float around like astronauts on the space station. But we do use several facilities to recreate the weightless, or microgravity, conditions of orbit. … It is NASA’s premier facility for conducting ground-based microgravity research.
Is gravity a real thing?
GRAVITY DOES NOT EXIST…. gravity is an illusion and does not exist in the Universe on a galactic scale. … This force is pushing us down to the ground verses a force from the center of the Earth, or gravity, pulling us down to the ground. There are four things that help us to walk on the Earth freely.
What causes gravity to exist?
Earth’s gravity comes from all its mass. All its mass makes a combined gravitational pull on all the mass in your body. … You exert the same gravitational force on Earth that it does on you. But because Earth is so much more massive than you, your force doesn’t really have an effect on our planet.
Can we create gravity?
Artificial gravity can be created using a centripetal force. A centripetal force directed towards the center of the turn is required for any object to move in a circular path. In the context of a rotating space station it is the normal force provided by the spacecraft’s hull that acts as centripetal force.
Can gravity be proven?
The movement of every object — from a person to a supermassive black hole — produces gravitational waves. Most everyone in the scientific community believe gravitational waves exist, but no one has ever proved it.
Why is gravity so weird?
Why is gravity so weird? No force is more familiar than gravity — it’s what keeps our feet on the ground, after all. And Einstein’s theory of general relativity gives a mathematical formulation for gravity, describing it as a “warping” of space.
Who found gravity?
Sir Isaac NewtonSir Isaac Newton was an English mathematician and mathematician and physicist who lived from 1642-1727. The legend is that Newton discovered Gravity when he saw a falling apple while thinking about the forces of nature.
Can zero gravity be created on earth?
The Zero Gravity Research Facility provides a near weightless or microgravity environment for a duration of 5.18 seconds. … Microgravity, which is the condition of relative near weightlessness, can only be achieved on Earth by putting an object in a state of free fall.
What is gravity made of?
They proposed that gravity is actually made of quantum particles, which they called “gravitons.” Anywhere there is gravity, there would be gravitons: on earth, in solar systems, and most importantly in the miniscule infant universe where quantum fluctuations of gravitons sprung up, bending pockets of this tiny space- …
Is it possible to remove gravity?
Gravity’s draw is simply masked by the free-falling motion of a spacecraft as it circles the planet. Only way out in deep space, beyond the domain of any planets or stars, can you truly escape gravity. As of yet, no technology exists to neutralize the pull of gravity. | aerospace |
http://www.coxaudio.com/know-the-parts-use-in-drones.htm | 2019-02-20T08:57:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247494485.54/warc/CC-MAIN-20190220065052-20190220091052-00111.warc.gz | 0.974371 | 481 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__50607752 | en | At times, you could have come across a bouncing Unmanned Aerial Automobile hovering in the aerospace guiding to and fro, left as well as ride as well as exactly what not. The scientists could still recognize the gadget but the people completely not aware might have an extremely dexterous pulse speeding up curio about what the gadget is as well as exactly how it functions. Allow us introduce you to Drones. An Unmanned Aerial Automobile likewise called as a drone is a battery-powered device which is developed to fly via a remote controller. The device could hover; trip high as well as far based on the limitations of the variety. Additionally a drone is capable of clicking pictures, creating exciting aerial videos as well as a great deal a lot more.
Military employees named them as UAV (Unmanned Airborne Vehicle) or RPAS (subsets of Unmanned Aircraft Equipments) i.e. Remotely Piloted Aerial Equipments. Though they are mainly used in military solutions, still the development of Drone 720x pris for entertainment and business functions is a site. They have successfully offered themselves as an utility device which may be utilized for a range of schedules. Drone-producing firms have Parrot, DJI and comparable ones at the top that are all devoted to produce these robot toys lasting in large variety of rates classifications. The costs may differ from a couple of bucks to hundreds of buck according to your choice. Nonetheless it is encouraged to be a pro on an allocated one before spending grand bucks.
The inchoation of drones began in very early 1900s and was initially intended to be limited to military use and none others. Later on, a firm called CIA initiated the use in 2002 during an armed forces procedure held someplace in Afghanistan. Nonetheless the circumscriptions in some way broadened with time and the approval extended to business as well as leisure principles. UAVs are the all brand-new trend-setters that have the tendency to carry out the techno-era by getting rid of complexities. Despite of the laws as suggested by FAA, the statistics of the drone making use of hobbyists have agreeably enhanced. Actually, the hobbyists, business customers have popularized it to the extent where any age groups are into the action of acquiring one, nurturing their passion of aerial digital photography and appreciating the pleasing experience of flying drones. | aerospace |
http://wongablog.co.uk/2008/11/11/goodnight-phoenix/ | 2018-07-19T20:57:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591296.46/warc/CC-MAIN-20180719203515-20180719223515-00311.warc.gz | 0.959665 | 335 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__81098353 | en | NASA’s Pheonix lander, which touched down on Mars in late May, has stopped responding:
If you are reading this, then my mission is probably over.
This final entry is one that I asked be posted after my mission team announces they’ve lost contact with me. Today is that day and I must say good-bye, but I do it in triumph and not in grief.
In its five months it photographed water-ice on the surface of Mars, took pictures at close to atomic-level detail, and detected, three kilometres above, the first extra-terresterial snowfall. It was a cool little machine. It’s hoped Phoenix may live up to its namesake after the Martian winter, but it’s unlikely.
As I’ve said before, there’s no other place I’d rather be than here. My mission lasted five months instead of three, and I’m content knowing that I worked hard and accomplished great things during that time. My work here is done, but I leave behind a legacy of images and data.
In that sense, you haven’t heard the end of me. Scientists will be releasing findings based on my data for months, possibly years, to come and today’s children will read of my discoveries in their textbooks. Engineers will use my experience during landing and surface operations to aid in designing future robotic missions.
Well done, Phoenix. Someone’ll be along to dust you off, one day. And it shouldn’t be forgotten that 2004 rovers Spirit and Opportunity are still going. | aerospace |
https://www.businessgreen.com/bg/analysis/1807130/aviation-industry-prepares-biofuels | 2018-02-24T11:39:28 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891815560.92/warc/CC-MAIN-20180224112708-20180224132708-00699.warc.gz | 0.927715 | 194 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__247494719 | en | Dr Alan H Epstein, vice president technology and environment at aircraft engine manufacturer Pratt & Whitney explains how the industry is shaking off its tag of environmental pariah
BusinessGreen.com: As vice president technology and environment at one of the world's largest developers of aviation engines, you must be well used to the charge that the sector is environmentally unsustainable...
The falling cost of solar power and batteries is having a "significant impact" on the coal sector, says national mining company in Coal Vision 2030 consultation
Slight year-on-year uptick in household recycling welcomed by industry, but green groups highlight 'packaging waste mountain' revealed by latest Defra figures
Thriving agricultural communities are critical for the long-term for these companies. Plus, three tips for managing programs that combine the 'head' with the 'heart'
Many consumer-facing companies with recognizable brands are taking action, but companies lower down in the supply chain are not, a new study finds | aerospace |
http://www.uknda.org/blog-archive/a-hole-in-our-defences | 2019-08-23T17:30:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027318952.90/warc/CC-MAIN-20190823172507-20190823194507-00199.warc.gz | 0.955244 | 1,747 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__32368619 | en | Since the formation of the Coalition government in 2010, the Prime Minister, The Rt Hon David Cameron MP, has regularly reaffirmed his commitment to the Defence of the Realm as his government’s ‘first duty’:
‘First, on defence: protecting our national security is a first priority for all of us as national leaders, and for the UK (let me be clear) NATO has been and will remain the bedrock of our national defence.’ (PM’s speech to the European Council, Dec 2013)
‘The first priority of a Prime Minister is to try to keep your country safe and that means not having some lah-di-dah, airy-fairy view about what this all means.’ (PM’s speech to the European Council, Oct 2013)
‘The first priority of the Government is the defence of the realm. Strong defence, protecting our interests.’ (PM’s interview with Plymouth Herald, Oct 2010)
A recent e-mail to the UKNDA board expressed concern that ‘rockets’ fired at ISIS jihadists in northern Iraq by Tornado aircraft and Reaper UAVs might encourage a response with weapons of a similar nature. The writer alluded to the difficulties national air defence encountered in dealing with V1s and V2s in the last years of WW2.
The last bombing campaign by Goering’s Luftwaffe petered out in May 1944 and thereafter German air attack was delivered by the V1, a cruise missile, and the V2 a ‘theatre’ ballistic missile. The V1 could be destroyed either by gunfire or by the dramatic manoeuvre of flying a manned fighter aircraft alongside wing tip to wing tip and physically tipping it off course. There was no system that could detect or counter the V2.
So what is the threat from the colleagues of ‘Jihadi John’ and other rogue states and organisations? The Middle East is awash with a variety of short, medium range (theatre) and inter-continental ballistic missiles with ranges from 100 to well in excess of 2000 miles. Not many, if any, are believed to be hands of ISIS (yet); however, the distance from Aleppo to London is 2,100 miles. It is also swamped with cruise missiles whose range varies from short to 1500+ miles. These can be launched from submarines, ships, land vehicles and aircraft.
It is not inconceivable that a renegade group might gain control of one of these systems and, if so, it is possible they might decide to launch a rocket in retaliation at the UK or Western Europe. What system in the UK can protect against such an attack? Unlike the nations of Europe the UK has not invested in any land-based anti-missile or ballistic missile defence (ABM or BMD). They can be detected but there is no ‘hard-kill’ able to destroy them. National Air Defence (AD) is primarily the responsibility of the RAF who by 2020 will have 107 Multi-role Combat Aircraft (the Typhoon) and an as yet unknown number of F35B Lightning II aircraft, the latter being shared with the Fleet Air Arm. These aircraft have no capability against ballistic missiles and a limited capability against cruise missiles, which flying at low altitude to avoid detection, will be difficult to destroy as a fighter aircraft will need to be in the right place at the right time.
The UK has Surface to Air Missiles (SAM); the Army and RAF deploy Rapier, a system in service and regularly updated since 1971. It is a point defence short range weapon for protection of military and other key sites against aircraft. It is due to go out of service in 2020. There is a plan to replace Rapier with a land based version of the Common Anti-Air Modular Missile, which has been selected for the Royal Navy’s T23 & T26 Frigates and is known as Sea Ceptor. CAMM has a range of 13.5 nm (25km) and like Seawolf the system it replaces, is a point, or self, defence missile system designed to destroy anti-ship cruise missiles and aircraft. It has no capability against ballistic missiles.
The Royal Navy’s and the UK’s only long range AD system is the Sea Viper Missile carried by the six T45 Destroyers, which are primarily designed for anti-aircraft and anti-missile warfare. Detection of targets is by the Sampson AESA and Type S1850M long-range radars, which can track more than 1000 targets at ranges of up to 200+nm. The system can track, target and destroy a variety of high performance air threats, including saturation attacks of very low altitude (sea skimming) supersonic cruise missiles, fighter aircraft and UAVs using either the Aster30 (long range) or Aster15 (short range) SAM It can launch 8 missiles in under 10 seconds while simultaneously guiding up-to 16 missiles to designated targets at any one time. With only 48 missiles onboard it could – in theory – empty its silos in about a minute. Importantly, the system can track ballistic missiles and funding is in hand to develop its ABM/BMD role.
However, the RN’s mission for the T45 is ‘to shield the Fleet from air attack’; not, therefore, the United Kingdom, which remains, uniquely in the western world, undefended from the most likely form of aerial bombardment. NATO takes the ballistic and cruise missile threat more seriously. The Patriot missile has a BMD capability and is deployed by Germany, the Netherlands, Spain, Greece and the US Army in Europe. There are NATO European plans for integrated BMD in the European Phased Adaptive Approach (EPAA) which is being implemented in three phases.
Phase 1 uses a combination of ship naval and land-based missile defence systems which share a common architecture and missile. The core component is a deckhouse enclosure which contains the command and control centre, and enhanced SPY-1(D) radar similar to those aboard USN destroyers and cruisers. The vertical launching system contains 24 SM-3 missiles. The USA is building three ‘Aegis Ashore’ sites: the test site is in Barking Sands, Hawaii, and the other two are at the Deveselu Air Base in Romania and Redzikowo in Poland. (http://cimsec.org/not-fathers-aegis/13697).
In Phase 2 NATO’s Active Layered Theatre Ballistic Missile Defence (ALTBMD) command and control network will be operational at an initial level. Additionally France, Italy and, possibly, Poland will have land-based BMD systems of their own and it’s possible that ALTBMD compatible BMD-capable ships will be included. The Netherlands Navy is already upgrading its ships to be able to track ballistic targets and to re-equip with the SM-3 missile. PAAMS missiles are carried by British, French and Italian warships.
In Phase 3 which is expected to be delivered in, or about, 2018, the US hopes to deploy longer-range SM-3 missiles on both USN ships and ashore at Redzikowo, and thus contribute to the BMD of Northern Europe. This system is intended to kill all shorter range types of Ballistic Missiles and have some capability against the very long range intercontinental range missiles (ICBMs). It is reckoned that just three locations for the long range SM-3 will provide ABM / BMD cover for all of Europe.
In the meantime ABM / BMD protection for the UK and Europe is provided by USN cruisers and destroyers based off western European coasts. The UK’s contribution to this effort will, or might be, the T45 destroyers. But of the twelve originally ordered, and paid for, only six were built and their task remains to protect the deployed fleet not the UK. Thus the UK relies upon the USN and European allies to the East for its air defence against ballistic missile attack. The last conventional bombing raid against these islands was seventy years ago. The last, and probably the next, air attack was and will be delivered by ballistic missile. We had no defence in 1944 and we have none now and there is a hole in our defences.
Cdr Graham Edmonds RN
(Vice Chairman, UKNDA) | aerospace |
https://www.balkantravellers.com/the-united-states-agrees-to-send-f-16s-to-ukraine-from-denmark-and-the-netherlands/ | 2023-09-23T10:21:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506480.7/warc/CC-MAIN-20230923094750-20230923124750-00763.warc.gz | 0.960627 | 801 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__254734589 | en | WASHINGTON (Reuters) – The United States has agreed to send F-16 fighter jets to Ukraine from Denmark and the Netherlands to defend against Russian invaders once pilot training is completed, a U.S. official said on Thursday.
Ukraine has actively sought US-made F-16 fighter jets to help it counter Russian air superiority.
The official said Washington had given Denmark and the Netherlands formal assurances that the United States would expedite approval of requests to transfer the F-16s to Ukraine when the pilots were trained.
“We welcome Washington’s decision to pave the way for sending F-16 fighter jets to Ukraine,” Dutch Foreign Minister Wopke Hoekstra said via messaging platform X, formerly known as Twitter.
“Now, we will discuss the matter further with our European partners.”
Denmark also said supplying the jets to Ukraine would now be discussed.
Danish Defense Minister Jakob Elliman Jensen stated: “The government has said several times that a donation is the natural next step after training. We are discussing this with close allies, and I expect that we will soon be able to be more realistic about it.” Ritzau news agency on Friday.
An 11-nation coalition was due to start training Ukrainian pilots to fly F-16 fighter jets this month in Denmark. Denmark’s acting defense minister, Trols Poulsen, said in July that his country hoped to see “results” from the exercises in early 2024.
NATO members Denmark and the Netherlands are leading an international effort to train pilots and support personnel, maintain aircraft and eventually enable Ukraine to acquire F-16s for use in its war with Russia.
Dutch Prime Minister Mark Rutte said in May that the Netherlands is seriously considering supplying the F-16s to Ukraine, as it is currently phasing out combat jets from its armed forces.
According to figures from the Dutch Ministry of Defence, the Netherlands currently has 24 F-16s that will be phased out by mid-2024. A further 18 are currently for sale, 12 of which have been temporarily sold.
The US official said Secretary of State Antony Blinken had sent messages to his Danish and Dutch counterparts assuring them that the requests would be approved.
“I am writing to express the full support of the United States both for the transfer of F-16 fighter aircraft to Ukraine and for the training of Ukrainian pilots by qualified F-16 instructors,” Blinken said in a letter to the officials. Reuters has seen a copy of it.
“It remains important that Ukraine be able to defend itself against Russia’s continued aggression and violation of its sovereignty,” Blinken said.
He said approving the applications would allow Ukraine to “take full advantage of its new capabilities once the first group of pilots completes their training”.
US President Joe Biden approved training programs for Ukrainian pilots on F-16s in May. In addition to training in Denmark, a training center was to be set up in Romania.
Ukrainian Air Force spokesman Yuriy Ihnat told Ukrainian television late on Wednesday that Kiev will not be able to operate US-made F-16 fighter jets in the coming fall and winter.
U.S. officials have said privately that the F-16s will not help Ukraine much in its current counter-offensive and will not be a game-changer when they do eventually arrive, given Russian air defense systems and the contested skies over Ukraine.
The F-16 is manufactured by Lockheed Martin (LMT.N).
Reporting by Steve Holland; Additional reporting by Idris Ali, Bart Meijer and Louise Rasmussen in Copenhagen; Editing by Cynthia Osterman and Toby Chopra
Our standards: Thomson Reuters Trust Principles.
“Infuriatingly humble alcohol fanatic. Unapologetic beer practitioner. Analyst.” | aerospace |
https://everything2.com/user/sekicho/writeups/DC-10 | 2022-11-29T05:26:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710685.0/warc/CC-MAIN-20221129031912-20221129061912-00787.warc.gz | 0.969854 | 1,237 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__203730973 | en | The DC-10 program was launched by McDonnell Douglas in 1968, after a request from longtime Douglas customer American Airlines to create a widebody aircraft for shorter routes not requiring the capacity of the Boeing 747. McD was in competition with Lockheed, which was developing the Lockheed Tristar at the same time to fulfill the same request.
Both Lockheed and McD's aircraft were almost identical: three-engined jetliners with a capacity of around 250, except for one very important feature. On the DC-10, the third engine was mounted on the tail fin. On the Tristar, the third engine was mounted at the rear end of the fuselage, and air was brought in to the turbofan by an S-shaped duct leading to an intake at the front of the tail fin.
/ | / |
__/____|_ / |
|________/:::: ____/ |
_/______|__ _|_______ |__
By the time the DC-10 made its first flight in 1970, three months ahead of Lockheed, American had already decided to go with McD's aircraft, ordering fifty. It already looked like the DC-10 was going to defeat Lockheed's entry in every way.
However, the first models of the DC-10 had a serious defect in their aft cargo doors: the locking pins on the doors weren't long enough to adequately secure them. On June 12, 1972, one of American's DC-10's, operating as American Airlines flight 96, lost its cargo door shortly after taking off from Detroit: the cabin lost its pressurization and the hydraulics failed, leaving the pilots unable to steer the airplane. Fortunately, they were able to land the plane solely with its three throttles: a unique capability made possible by the DC-10's engine layout. McD promptly issued a warning to airlines to change the locking mechanisms on their cargo doors.
Many overseas carriers didn't listen to this warning: one, Turkish Airlines, paid for it with the loss of 346 lives after one of their aircraft, Turkish Airlines flight 981, went down outside of Paris on March 3, 1974.
Things went smoothly for the DC-10 program over the next five years, before all hell broke loose again. On May 25, 1979, American Airlines flight 191 lost one of its engines and crashed after takeoff from O'Hare, killing all 272 people on board. Three days later, every DC-10 in the United States was grounded while the National Transportation Safety Board checked the problem out. The problem: weak pylon design, which made it easier for engines to fall off if they were mishandled during overhaul procedures. The problem was fixed, and the DC-10's returned to the sky again.
Then came the July 19, 1989 crash of United Airlines flight 232 in Sioux City, Iowa. In midair, the aircraft's tail engine exploded, again killing every hydraulic system on the aircraft, and this time leaving the captain with only two engines to fly with. However, the Sioux City crash was almost a testament to the DC-10 rather than a damnation: even with only two engines, the captain was able to bring the aircraft from cruising altitude down to the runway, only losing control at the last minute and plowing into the ground. Most of the passengers on board survived. The DC-10 was, in many ways, vindicated.
The last production DC-10 was delivered in 1990, and the aircraft was phased out in favor of its newer version, the MD-11.
DC-10-10: The original variant of the DC-10 first flew in 1970.
DC-10-15: Introduced in 1979. It was a DC-10-10 with the high-powered engines from the DC-10-30. It was dubbed the "DC-10 Sport" and purchased by Aeromexico and Mexicana for use from high-altitude airports in the mountains of Latin America. Seven were built.
DC-10-20: Introduced shortly after the DC-10-10 model, from a request from Northwest Airlines for a longer-range version capable of flying transpacific routes. It is larger and can fly one and a half times as far as the -10.
DC-10-30: By far the most popular model, it was introduced in 1972 and was the first DC-10 to use General Electric turbofan engines, which increased its range beyond even that of the 20 model. It was also the first DC-10 to be offered in a convertible freighter version, and in 1986 was ordered by FedEx in an all-cargo configuration.
DC-10-40: The rarest DC-10 model: it was introduced in 1975 and is essentially a DC-10-20 with improved Pratt & Whitney engines. It has a slightly longer range than the -30 model, but is otherwise very similar in performance. Japan Airlines was the only customer for this type.
KC-10 Extender: A tanker aircraft ordered by the United States Air Force to augment its older KC-135 Stratotanker fleet: on the outside, it is essentially identical to the 30 model. Sixty were built, and continue to operate in the USAF fleet.
Capacity: 277 in three-class configuration: up to 380 in all-economy
Length: 55.3 m
Wingspan: 47.35 m (-10), 50.4 m (-30)
Range: 6100 km (-10), 9400 km (-30)
Today, FedEx, Northwest Airlines, and the Air Force are the largest operators of the DC-10. Most major airlines have sold their DC-10's to either FedEx or the military, and Northwest is waiting on its first Airbus A330 deliveries so it can join its peers.
For more information
Check out: http://home.swipnet.se/~w-48037/ | aerospace |
https://www.northernskiesaviation.com/post/2018-riat-raf-fairford | 2023-12-08T16:50:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100762.64/warc/CC-MAIN-20231208144732-20231208174732-00000.warc.gz | 0.962984 | 429 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__63608367 | en | 2018 RIAT RAF Fairford
As the RAF celebrated its 100th anniversary this special occasion became the main theme for the 2018 edition of the Royal International Air Tattoo at RAF Fairford , Gloucestershire. Instead of the regular two days, the event was expanded to a full three days for the first time to internationally celebrate the centenary following the national event in London.
With over 300 aircraft and 30 nationalities present the show was visited by NSA on Sunday and the departure day on Monday. It turned out to be a good decision with georgeous weather for the airshow and powerfull take offs at the park&view West area.
Some exotic visitors made it to the UK including aircraft from Brasil, Oman, Pakistan with a special livery, Canada with 5 aircraft including the CF-18 Demo Team, Japan with their new Kawasaki C-2 and Australia with its Boeing E-7A Wedgetail.
Although the collection of Russian aircraft was relatively small the Ukrainian Air Force brought two Sukhoi Su-27 Flanker and an Il-76MD. The impressive colourscheme is an absolute eye-catcher.
The USA as always was again present with some interesting hardware. Especially the departure viewed from Park&View West was impressive as the aircraft used every inch of the runway to get airborne!
The F-35 Heritage Flight performed an impressive show of force making a 9G turn at the right place.
Flying as impressive as ever was the French Couteau Delta team from EC3 From Nancy Airbase with their two Mirage 2000D aircraft. At about the same time as they were performing the French national team won the Worldcup beating the Croatian team.
The Belgium Demo F-16 flown by Vador
Many European countries sent aircraft and teams to RIAT 2018.
RIAT 2018 with a record crowd of 185,000 people attending proved to be a succes and was enjoyed a lot! The RIAT 2019 edition will see the 70th anniversary of the North Atlantic Treaty Organisation theme, undoubtedly again prove why this is the nr. 1 airshow. | aerospace |
https://forum.flitetest.com/index.php?threads/the-sabre-i-dont-even-know-what-it-is-anymore.65074/ | 2023-06-05T07:30:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224651325.38/warc/CC-MAIN-20230605053432-20230605083432-00559.warc.gz | 0.952217 | 301 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__135259060 | en | I didn't expect my next original plane to be a STOL bush style, but the competition is starting, so I'm putting the Stiletto's big sister on hold while I work on this. So far, I have one bad drawing and a few ideas. I'm planning on using full-sheet wings, giving me a 60" wingspan at 8 or 9 inches chord. I'll be using CA instead of hot glue to try to keep the weight down as far as possible. Given the weight of a sheet of foamboard and all of my electronics, I'll be going for a target weight of 650-700g before battery, which'll be a challenge at a 5 foot wingspan, but I think it's possible. Most of the fancy STOL features I mentioned in the thread that sparked the challenge will be out, with the possible exception of leading edge slats or vortex generators. I'll be trying to keep it simple, light enough to take a pack C without issue, and able to haul some weight as part of the challenge, hence the trading off of some weight for wing area. The concept sketches are pretty simple, with the only complication being the need to splice two sheets of foamboard together to get enough length in the fuselage, but it shouldn't be too bad. I hope to start prototyping soon, maybe making a test bed to try different angles of incidence using wedges below the wing. | aerospace |
https://global-helicopter-service.com/operations/fire-fighting/ | 2023-09-28T14:31:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510412.43/warc/CC-MAIN-20230928130936-20230928160936-00058.warc.gz | 0.865501 | 483 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__62133248 | en | Aerial Fire fighting
Global Helicopter Service is a trusted supplier of firefighting helicopters, crew, and equipment; reliable, efficient, and cost-effective.
GHS has a robust firefighting capability using highly experienced crew on the Bell 412 helicopters with Bambi buckets to douse the flames and reduce the potential spread of a fire as well as to transport equipment and ground workforce to the scene and out of it.
The tactics and the fire suppression flight profiles will be determined by:
- Customer requirements,
- The availability of other aircraft and ground teams,
- Terrain and environmental conditions.
GHS will work with the customer to determine the best utilization of aircraft and equipment to provide maximum fire suppression effectiveness.
We conduct regular training with fire brigades, civil protection, and mountain rescue service teams in our area to remain highly professional and up to date in order to improve our services:
- Improvement of communication with command structures of relevant fire brigades
- Training Ground Crews Teamwork of GHS and local forces.
- Updating and Adapting Standard Operations
Our Mission scenarios:
Fire Fighting/water transport
- Bambi Bucket (1000 – 1500 l)
- External Load Water reservoir for ground forces (IBC 1000 l)
- Up to 13 pax incl. equipment
- Flexible/adaptable aircraft configuration (quick change concept, less than 5 min)
Transport of material and equipment
- Intern/extern freight up to 1800 kg
- Mission related pax/freight 1500 kg
- Area/Operational planning (Max endurance +3hours)
- Mission coordination
Helicopter Bell 412
- 1 Pilot/2 ground crew
- Special equipment for aerial work (Remote Hook)
- 4 – 13 seats or Cargo configuration
Transporter (Ground Mobil)
- 1 ground crew + material/equipment
- Internal fuel tank (2.5 hrs flight time)
- Fuel trailer available (further 2.5hrs flight time)
- Fully autonomy with: Generator/pump/safety equipment
- BAMBI Bucket, transport nets, big bags
- Cargo ropes + slinging equipment
- Barrier and security material
- PSA + radio sets | aerospace |
https://www.metro.us/local/eeeek-mice-on-a-plane-ruin-trips/tmWikx---2b2hXnNFevg1U | 2019-03-22T14:34:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202671.79/warc/CC-MAIN-20190322135230-20190322161230-00000.warc.gz | 0.952678 | 367 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__68177383 | en | It’s not “Snakes on a Plane,” but it’s close: Mice on board grounded two Delta flights leaving JFK this fall.
The first mouse stopped an Oct. 18 flight to London’s Heathrow Airport. Then, on Nov. 8, a passenger spotted another mouse headed for England.
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If holiday travel wasn’t stressful enough, add mice at 30,000 feet to the mix; they’re more common than one might think. In his 30 years of flying, retired commercial airline pilot Kit Darby has seen “two or three” aboard planes. Other commercial pilots report seeing the vermin, or their droppings, as well. They’re usually spotted in the galley.
“They can chew through the electrical wiring, which affects the lighting and entertainment systems,” said Darby, 62. “But most of the important wiring is shielded from them.”
The Delta planes were immediately taken out of service to be fumigated and both times the passengers were switched to different planes.
“Fumigating is very cheap, but taking an aircraft out of service is extremely expensive — you’re still paying insurance, the lease fees,” said Eric Perle, who currently pilots a Boeing 777 for a large commercial airline. “If they can’t put the people on another aircraft, you have to cancel the flight and you can lose up to a million dollars per flight. But airlines are willing to do that because the last thing they want is a bad name.” | aerospace |
http://www.bu.edu/eng/2018/03/05/stories-in-space/ | 2019-02-19T07:58:43 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247489425.55/warc/CC-MAIN-20190219061432-20190219083432-00012.warc.gz | 0.971771 | 1,614 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__206121711 | en | By Shruti Bhiwandiwala
2018 has already been a big year for Prof. Brian Walsh. Following a successful collaboration with the University of Miami on a launch at Poker Flat, Alaska, he’s now preparing for the ANDESITE launch, scheduled to happen in the near future.
The journey behind the University of Miami launch goes back a few years, when Walsh worked at the NASA Goddard Space Flight Center, researching ways to measure the space environment from very far away. “The way we often study things is by sending spacecrafts to those areas. However, if you do that, you only have one little point measurement; we want to go and measure the big system,” he explains. And so, he helped devise a scheme to do this using x-rays by measuring light in the x-ray wavelength. If this worked, it would be possible to image the full magnetic field of the earth.
With this project, UofM astrophysicist Massimiliano Galeazzi wanted to study objects in the distant galaxy, which meant having to look through the earth’s plasma and the space environment around Earth. While Galeazzi wanted to make sure the local environment had very low emissions, Walsh was hoping for the opposite – he really wanted them to be high since that’s what he wanted to measure. The team devised an area where they could expect the highest local emissions from here on the earth and decided to launch a rocket looking at the very highest level. “We submitted a proposal a little over a year ago to receive resources from NASA to do the project, and they thought it was a great idea. We’ve actually launched the payload a couple of times already through a similar program out of different places; we launched some out of New Mexico,” Walsh adds.
When discussing multi-school collaborations, Walsh notes that it’s always difficult for one group to work on this kind of project. With the UofM project, BU brought their expertise in the area that the team was trying to image called the Cusp. “Figuring out where to point the rocket, when it’s bright enough to launch, and how it’s going to be moving as a function of time, were all data points we provided,” he says. All these details need to be planned in advance, so a lot of time was spent modeling where the target was expected to be, how it should move throughout the night and things that could be contaminating it. When it came to the launch, the team put together a model to figure out when it would be bright enough for them to image.
“Figuring out where to point the rocket, when it’s bright enough to launch, and how it’s going to be moving as a function of time, were all data points we provided.”
In terms of understanding the data and research from this launch, the team is just collecting parts from what was a very successful launch. While the researchers are still working on deciphering the data, the Poker Flat launch has provided Walsh with the opportunity to use some of his work on a future NASA-supported project called CuPID (Cusp Plasma Imaging Detector). The cube satellite is expected to launch in a little over a year, but unlike the sounding rocket that returns to Earth in five minutes, this will be in orbit for 20 years.
Walsh elaborates, “We’re building the satellite to measure this exact feature – where the rocket was measuring the x-ray emissions from the Cusp – but rather than just one set of measurements, we’re going to be measuring it every 90 minutes for years to come. Getting this proof of concept measurement is really important; the counts were much much higher than we expected from the Poker Flat launch, so we need to then take this back to our satellite development and figure out ways to make adjustments to make sure things are measured efficiently moving forward.”
CuPID, however, isn’t the only launch he’s looking forward to. In the near future, Walsh and his team of students are expected the launch ANDESITE, a Space-Based Wireless Sensor Network (SB-WSN) that addresses the limitations of individual satellites to spatially and temporally resolve the information on various space phenomena. For Walsh, a science question lives in the heart of this project: What small-scale features of the earth’s magnetic field are we trying to understand? “We can do this on the surface of the earth, but certain things change in space, so we want to measure that in space. That’s really difficult to do – we can’t image it from the ground, but we can send a spacecraft to measure it. However, that means getting only one point of measurement, so we wanted to send a whole bunch of them,” Walsh says. The underlying piece of this project was to measure small-scale features, and the team kept expanding outward from there to figure out how it can be built, and what kind of things would need to be developed.
Education was also a huge part of this endeavor, which meant the project took longer than it would have if grad students were the only ones to work on it. The process began with coming up with a science goal, and one that could be solved. Then the team started mapping out ways to make it work. Once financial resources were sustained, construction was underway. Walsh adds, “We have this philosophy here with our group–rather than focusing all of our time on analysis beforehand, we’ll build something, see how it failed, and build another one. That works better for us.”
“We have this philosophy here with our group–rather than focusing all of our time on analysis beforehand, we’ll build something, see how it failed, and build another one.”
The building process from start to finish took years, with the original proposal being sent to NASA back in 2014-2015. Although maintaining knowledge has been challenging over a long period, one benefit is that many students get to be involved. Walsh states, “We’ve kept in touch with quite a few of the students, and they’re all doing really exciting things. The students that have worked in the small-satellite program for several years are very well-positioned for jobs because of their hands-on interdisciplinary
“It’s very exciting for [former students] to see the progress, and it helps keep the connection between the alumni, the department, and the university.”
For Walsh, the ANDESITE project has demonstrated a couple of things, one of them is that students can do it and that they’re able to do the work, put together the intellectual components, and successfully build a spacecraft. This would be the first time people would use an ad hoc wireless network in space, which enables a wide array of experiments that could be done with space-to-space communication—talking directly between spacecrafts. Walsh explains, “In a traditional model, all spacecrafts will talk to the ground, and if we’re operating a spacecraft from right here at BU, it will only pass over us twice a day. When you’re trying to do reactive separations between the two, you need to know where everyone else is at every second. If you only talk to it twice a day, there’s a time lag and that’s no good. We also have another new engineering piece behind this—a space-based deployer. The aircraft goes up, and it shoots a baby spacecraft from the mothership, which is the first time something like this is being done so that another piece we’re excited about demonstrating.” | aerospace |
https://avaaz24.com/united-arab-emirates%E2%80%89launches-space-mission-to-mars-from-japan-named-it-hope/ | 2023-12-03T21:13:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100508.53/warc/CC-MAIN-20231203193127-20231203223127-00368.warc.gz | 0.935122 | 461 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__18429818 | en | Japan’s Tanegashima Space Center will launch The Hope Probe 1:58 a.m. UAE time/6:58 a.m. Japanese time Monday (2158 GMT Sunday). It is being sent for a seven-month journey to the red planet. It is supposed to orbit and send back data about the atmosphere.
The first Arab space mission to Mars took off on Monday aboard a rocket from Japan, after many weather delays set back, it has been launched finally.
A live feed of the launch showed the rocket carrying the unmanned probe, known as “Al-Amal” in Arabic, lifting off from the Tanegashima Space Centre in southern Japan.
“We have launched the H-IIA Launch Vehicle No. 42 (H-IIA F42) carrying aboard the Emirates Mars Mission’s (EMM) HOPE spacecraft… at 6:58:14 (JST) (2158GMT),” said the rocket manufacturer Mitsubishi Heavy Industries,after the launch.
Five minutes after the launch, the rocket carrying the probe was on course, carrying out the first separation of its flight.
The Emirati project is one of three racing to Mars, including Tianwen-1 from China and Mars 2020 from the United States. According to NASA, Mars will be a comparatively short 38.6 million miles (62.07 million kilometers) from Earth, in October. Hence taking advantage of a period when the Earth and Mars are nearest, “Hope” is sent.
“Hope” is expected to reach Mars’s orbit by February 2021, marking the 50th anniversary of the unification of the UAE, an alliance of seven emirates.
‘Hope’, will loop the planet for a whole Martian year, or 687 days.
Mission Mars’ objective is to provide a comprehensive image of the weather dynamics in the Red Planet’s atmosphere, the probe is a foundation for a much bigger goal — building a human settlement on Mars within the next 100 years.
The UAE want to address the project to serve as a source of inspiration for Arab youth, in a region too often wracked by sectarian conflicts and economic crisis. | aerospace |
http://www.artofhacking.com/tucops/etc/culture/live/aoh_nninfo10.htm | 2014-10-24T10:29:09 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414119645845.57/warc/CC-MAIN-20141024030045-00236-ip-10-16-133-185.ec2.internal.warc.gz | 0.736234 | 95 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__54761143 | en | Visit our newest sister site!
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Site design & layout copyright © 1986-2014 AOH | aerospace |
https://www.cnbc.com/2017/10/05/spacex-president-gwynne-shotwell-slams-space-regulations.html | 2023-01-29T07:15:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499700.67/warc/CC-MAIN-20230129044527-20230129074527-00422.warc.gz | 0.956154 | 626 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__277081455 | en | - "The U.S. government must remove bureaucratic practices that run counter to innovation and speed" in space, president and COO of SpaceX Gwynne Shotwell said.
- She called for deregulation as industry executives met with White House officials Thursday.
- The meeting was the first for the National Space Council since it was disbanded in 1993.
SpaceX president and COO Gwynne Shotwell called for deregulation as space industry executives met with White House officials Thursday at the first National Space Council since it was disbanded in 1993.
"If we want to achieve rapid progress in space, the U.S. government must remove bureaucratic practices that run counter to innovation and speed," Shotwell said.
With Vice President Mike Pence and other space executives focusing on the broader goals of American leadership in space, Shotwell honed in on the grittier regulatory details of the status quo. She says that SpaceX is "working well" with the Federal Aviation Administration. Yet she quickly gave a caveat, saying "it requires heroics" for vehicle operators to adjust rocket launch licenses.
"You have to basically apply for a new license" if an operator makes a change like switching launch pads at a spaceport, Shotwell said.
Among those in the audience was George Nield, leader of the FAA's Commercial Space Transportation office, who told CNBC on Sept. 13 that he is working to resolve the enduring conflict between aircraft and spacecraft. He said the FAA is targeting this integration, but "the reality will be an evolution."
SpaceX wants that licensing process streamlined so it can launch more frequently. This year it has successfully completed 13 of 13 launches, which Shotwell said "is more than any nation."
But Shotwell criticized the amount of time it takes to apply, saying the process takes six months "and then you re-apply at 90 days, 30 days, and then 15 days to file a flight plan."
SpaceX wants the National Space Council to hearken back to NASA's commercial orbital transportation services program, or COTS. Shotwell said the program offered a "firm fixed price pay for performance" with "competitive principles." COTS allowed NASA to "rapidly yield two new spacecraft and two new rockets," Shotwell said.
"Regulations written decades ago must be updated to keep pace with the new technologies and the high cadence of launch from the United States if we want a strong space launch industry here at home," Shotwell added.
She, like the other executives, stopped short of reiterating Pence's statement that America has "lost our edge in space." Instead, Shotwell remained focused on the present.
In fact, Shotwell believes SpaceX is bringing back the dominance U.S. experienced in space in the 90s, an idea repeated by the executives of Lockheed Martin, Boeing, Orbital ATK, Blue Origin and Sierra Nevada Corporation also in attendance.
"America is out-innovating the rest of the world in space launch," Shotwell said. She repeated SpaceX's plan to carry American astronauts to space next year. | aerospace |
https://www.physics.upenn.edu/people/graduate-students/nathan-p-lourie | 2019-07-16T23:33:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524972.66/warc/CC-MAIN-20190716221441-20190717003441-00440.warc.gz | 0.926253 | 137 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__166875740 | en | Nathan holds a BA in Physics awarded from Kenyon College (2010), and a MS in Physics & Astronomy awarded from University of Pennsylvania (2014).
Nathan designs, builds, and tests flight hardware for BLAST-TNG, The Next Generation Balloon-borne Large-Aperture Submillimeter Telescope. He uses submillimeter polarimetry to probe the role of magnetic fields in star formation, better understand the physics of interstellar dust, and characterize dust foregrounds for cosmological observations. Nathan is a former NASA engineer, and space exploration enthusiast. He is always looking for new outreach opportunities to pass along his passion for science to younger students and the Philadelphia community. | aerospace |
https://www.shorenewsnetwork.com/2020/01/17/vice-president-pence-participates-in-a-swearing-in-ceremony/ | 2021-06-24T06:30:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488551052.94/warc/CC-MAIN-20210624045834-20210624075834-00054.warc.gz | 0.847042 | 89 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__26531023 | en | Vice President Pence Participates in the Swearing-In of the Chief of Space Operations for the U.S. Space Force
The White House
Attributions in this article: Map data ©2019 Google, Photo © BigStock Photos. Hand out photos courtesy of reporting agency. Press releases are the intellectual property of the issuing agency or corporation. Please report any photo, copyright or intellectual property violations to [email protected]. | aerospace |
http://www.gao.gov/browse/topic/Transportation/Aviation/?rows=10&o=50&now_sort=issue_date_dt+desc&o=10 | 2017-03-23T00:18:19 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218186530.52/warc/CC-MAIN-20170322212946-00371-ip-10-233-31-227.ec2.internal.warc.gz | 0.910679 | 1,221 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__118726069 | en | Aviation (11 - 20 of 557 items)
Aviation Forecasting: FAA Should Implement Additional Risk-Management Practices in Forecasting Aviation Activity
GAO-16-210: Published: Mar 8, 2016. Publicly Released: Mar 16, 2016.
Both of the Federal Aviation Administration's (FAA) annual activity forecasts—the National Aerospace Forecast (Aerospace) and airport-level Terminal Area Forecast (TAF)—have consistently overestimated aviation activity since 2004 and 2010, respectively, and have been less accurate the further out they forecast. For example, for Aerospace passenger enplanement forecasts made between fiscal year...
Explosives Detection Canines: TSA Has Enhanced Its Canine Program, but Opportunities May Exist to Reduce Costs
GAO-16-444T: Published: Mar 3, 2016. Publicly Released: Mar 3, 2016.
The Transportation Security Administration (TSA) has taken steps to enhance its National Explosives Detection Canine Team Program (NEDCTP) since GAO's 2013 report, but further opportunities exist for TSA to assess its canine program and potentially reduce costs.TSA Uses Data to Assess Canine Team Proficiency and Utilization: In January 2013, GAO reported that TSA needed to take actions to analyze...
Federal Aviation Administration: Preliminary Observations of Potential Air Traffic Control Restructuring Transition Issues
GAO-16-386R: Published: Feb 10, 2016. Publicly Released: Feb 10, 2016.
Based on our literature review and preliminary discussions with experts, several transition issues would need to be addressed if the U.S. air traffic control (ATC) system were to be restructured, including transition issues related to determining the funding and finance structure of the new entity, transferring assets, separating the safety regulator from the ATC entity, mitigating potential impac...
Air Travel and Communicable Diseases: Comprehensive Federal Plan Needed for U.S. Aviation System's Preparedness
GAO-16-127: Published: Dec 16, 2015. Publicly Released: Dec 16, 2015.
All of the 14 airports and 3 airlines GAO reviewed have plans for responding to communicable disease threats from abroad, although the United States lacks a comprehensive national aviation-preparedness plan aimed at preventing and containing the spread of diseases through air travel. U.S. airports and airlines are not required to have individual preparedness plans, and no federal agency tracks whi...
Aviation Finance: Observations on the Effects of Budget Uncertainty on FAA
GAO-16-198R: Published: Nov 19, 2015. Publicly Released: Dec 8, 2015.
According to the Federal Aviation Administration (FAA), its ability to perform its mission has been affected by budget uncertainty resulting from the 2013 government shutdown, sequestration, 2011 authorization lapse, continuing resolutions, and multiple short-term reauthorizations. Based on our review of FAA documentation, GAO was able to quantify some, but not all of these effects. For example, d...
Federal Aviation Administration: Commercial Space Launch Industry Developments Present Multiple Challenges
GAO-15-706: Published: Aug 25, 2015. Publicly Released: Sep 21, 2015.
During the last decade, U.S. companies conducted fewer orbital launches in total than companies in Russia or Europe, which are among their main foreign competitors. However, the U.S. commercial space launch industry has expanded recently. In 2014, U.S. companies conducted 11 orbital launches, compared with none in 2011. In addition, in 2014, U.S. companies conducted more orbital launches than comp...
General Aviation: Observations Related to Liability Insurance Requirements and Coverage for Aircraft Owners
GAO-15-740: Published: Sep 9, 2015. Publicly Released: Sep 9, 2015.
Based on GAO's 50-state survey of state aviation officials and analysis of state statutes and regulations identified by such officials, the vast majority of states do not have liability insurance requirements for general aviation (GA) aircraft owners and operators (i.e., pilots). As of April 2015, 11 states have some variation of a liability insurance requirement or aircraft financial-responsibili...
Next Generation Air Transportation System: Improved Risk Analysis Could Strengthen FAA's Global Interoperability Efforts
GAO-15-608: Published: Jul 29, 2015. Publicly Released: Aug 28, 2015.
Aviation industry stakeholders GAO interviewed described various factors that may affect the interoperability of the Next Generation Air Transportation System (NextGen)—a complex, long-term initiative to modernize the U.S. air-traffic management (ATM) system—with other countries' ATM modernization efforts. Interoperability allows different ATM systems and procedures to accept and use each othe...
Unmanned Aerial Systems: FAA Continues Progress toward Integration into the National Airspace
GAO-15-610: Published: Jul 16, 2015. Publicly Released: Aug 17, 2015.
The Federal Aviation Administration (FAA) has progressed toward its goal of seamlessly integrating unmanned aerial system (UAS) flights into the national airspace. FAA has issued its UAS Comprehensive Plan and UAS Integration Roadmap , which provide broad plans for integration. However, according to FAA, it is working with MITRE to develop a foundation for an implementation plan; FAA then expects...
Aviation Security: TSA Has Taken Steps to Improve Vetting of Airport Workers
GAO-15-704T: Published: Jun 16, 2015. Publicly Released: Jun 16, 2015.
The Transportation Security Administration (TSA), within the Department of Homeland Security (DHS), requires that before airport operators issue credentials to applicants seeking unescorted access to secure areas of an airport, the applicant must be vetted in accordance with TSA requirements, which generally includes a Security Threat Assessment. GAO reported in December 2011 that this assessment... | aerospace |
https://www.asap-aerospace.com/blog/make-aviation-more-sustainable-by-lightweight-structures-and-smart-design/ | 2023-10-03T21:28:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511220.71/warc/CC-MAIN-20231003192425-20231003222425-00177.warc.gz | 0.945973 | 534 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__86230275 | en | Make Aviation More Sustainable by Lightweight Structures and Smart Design
Two professors at the University of Toronto are currently developing an airplane design that is aimed at increasing fuel economy/efficiency. This breakthrough could literally save hundreds of millions of liters of fuel which in turn will save exponentially more in terms of the amount of money we will save. This development will also greatly reduce the environmental impact of operating an aircraft by making it more green-friendly.
Craig Steeves and Philippe Lavoie are professors and members of the Centre for Research in Sustainable Aviation at U of T’s institute for Aerospace Studies. The two professors are currently focusing on designing an ultra –light airplane design that will consist of lightweight materials which will allow air flow optimization over the tail fins and wings. With more than 100,000 commercial flights taking off and consuming over 100,000 liters of fuel or more every day, once can see the significant impact this new design will have on the Aerospace world. Even a slight improvement in fuel efficiency would severely cut down on carbon dioxide emissions and not only save the environment but also billions of dollars for airlines/passengers, carriers and customers alike. An obvious way to improve fuel economy is to make the planes lighter.
This can be accomplished by using stronger yet lighter materials. Collaborating with Glenn Hibbard, Professor Steeves has begun designing materials that are similar to the scaffolding used on the Statue of Liberty/Eiffel Tower which are 3D printed polymers coated with an ultra-high strength nanocrystalline metal. Steeves believes that the advances in 3D printing have enabled engineers to design structures that are incredibly complex and complicated than any undertaking in the history of mankind.
Another way of improving fuel economy/efficiency is to improve air flow by generating and maximizing lift force during takeout and minimizing drag during cruise flight. By having actuators placed strategically along the wing’s surface on an aircraft more wind flow/control can be achieved. And while all of this is theoretical and have played out mostly in simulations, Steeves and Lavoie are confident that with time, they can improve the fuel efficiency by as much as five to ten percent which would translate into either 500 or a billion liters of jet fuel saved every single day. Talk about a game-changer.
Here at ASAP Aerospace, an ASAP Semiconductor owned company, we have millions of Nose to Tail Aircraft structural Parts from most leading manufacturers. If you are interested in a quote, please contact our friendly sales staff at [email protected] call us at toll free at 1-714-705-4780. | aerospace |
https://opposite-lock.com/topic/66328/this-date-in-aviation-history-january-21-january-24-new-destinations | 2023-02-04T02:04:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500080.82/warc/CC-MAIN-20230204012622-20230204042622-00237.warc.gz | 0.966657 | 6,604 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__153362849 | en | This Date in Aviation History: January 21 - January 24 [New Destinations]
Photo: Author unknown
January 21, 1931 – The first flight of the Vickers Type 161, a unique experimental pusher-engined interceptor designed with a fixed gun firing upward at a 45-degree angle. The biplane configuration featured wings of unequal span, with booms extending back from the inboard brace to the horizontal stabilizer. The pilot was seated to the left of the centerline, with the Coventry Ordnance Works 37mm cannon placed to the right, with the breech within reach of the pilot. The metal monocoque fuselage also housed the Bristol Jupiter 9-cylinder radial, with the tapered fuselage extending to the vertical stabilizer. With the gun fixed at an upward angle, the concept was to have the Type 161 fly underneath enemy aircraft and shoot them from below, similar to the German Schräge Musik concept of WWII. In flight tests at RAF Martlesham Heath, the Type 161 flew well and provided a stable platform for the gun, which did not affect handling while firing. Nevertheless, the RAF chose not to enter production, and only a single example was built.
Air India 707 similar to accident aircraft | Photo: Steve Fitzgerald
January 24 1966 – Air India Flight 101 crashes into Mont Blanc in France. Air India 101 was scheduled Boeing 707 (VT-DMN) service from Bombay to London with planned stops at Delhi, Beirut, and Geneva. The legs from Bombay to Beirut proceeded routinely, and the crew departed for Geneva after noting the failure of their no. 2 VOR navigational system. While flying at 19,000 feet, the crew received instructions to descend after passing Mont Blanc, the highest mountain in the alps at 15,773 feet, which the pilot believed he had cleared despite being warned by air traffic control that the airliner was still five miles away from the mountain. The crew, unaware of their exact location perhaps due to the faulty VOR, descend and struck the mountain 188 feet from the summit, killing all 117 passengers and crew. No black box recorder was found due to the inaccessibility of the wreckage. One of the passengers was Dr. Homi Jehangir Bhabha, head of the Indian Atomic Energy Agency, and some speculation exists that the aircraft was brought down by a bomb placed by the American CIA to derail India’s plans to develop an atomic bomb. So far, this theory is unfounded. Due to the extreme altitude of the crash site, most of the wreckage remains on the mountain, though some objects have been recovered, including a newspaper dated January 23, 1966, a diplomatic pouch, and a box containing approximately USD $265,000 in jewels. When no owner could be located, the jewels were divided between the local government and the climber who discovered them. Melting glaciers have also recently exposed human remains.
Photo: San Diego Air and Space Museum
January 24, 1938 – The first flight of the Armstrong Whitworth Ensign, the largest airliner produced in Britain between the World Wars. In 1934, Imperial Airways began requested a large, four-engine airliner that would be powered by Armstrong Siddeley Tiger 14-cylinder radial engines. After exploring various configurations, Armstrong settled on a shoulder-wing design at the insistence of Imperial Airways, and further requests for changes, as well as the priority of producing the Whitley bomber, delayed development by as much as two years. In its final design, the Ensign featured a tail-dragger configuration with retractable main gear, and the original Tiger engines were replaced with Wright R-1820 Cyclone 9-cylinder engines. On shorter European routes, the Ensign seated 40 passengers, while longer Empire routes and routes to the Middle East, India, and Africa had accommodations for 27 passengers with sleeper berths. The Ensign entered service with Imperial Airways in 1938, and later with British Overseas Airways Corporation following the merger of Imperial and British Airways. Camouflaged Ensigns continued flights during the war, and a handful were flown by the RAF. Of the 14 produced, three were lost to enemy fire and a fourth was captured and operated by the French. However, the aircraft was plagued by reliability and construction issues throughout its service, and the type was retired in 1946, with all remaining aircraft scrapped.
Photo: US Navy
January 21, 1972 – The first flight of the Lockheed S-3 Viking. Submarines, which prowl the ocean depths to loose their torpedoes against unsuspecting ships, have been a constant menace to surface fleets since World War I. The early diesel-electric submarines spent the majority of their cruise on the surface, but the arrival of the nuclear-powered USS Nautilus (SSN 571) in 1954 signaled a quantum leap in capability over its ancestors, primarily due to the sub’s ability to stay submerged for long periods of time and cover vast distances out of sight beneath the world’s oceans. Once nuclear-powered submarines gained the capability to launch nuclear missiles, the task of finding and destroying enemy subs became of paramount importance.
An S-3 Viking flies alongside a Grumman S-2 Tracker, the aircraft it replaced, in 1976 | Photo: US Navy
The year 1954 also marked the arrival of the the Grumman S-2 Tracker, the US Navy’s first purpose-built antisubmarine warfare (ASW) aircraft. But as submarines began diving deeper and moving faster, and more quietly, the Navy issued a proposal in 1967 for a more modern aircraft that would be capable of operating from their carrier fleet. They received proposals from five companies, including a joint proposal from Lockheed and Ling Temco Vought (LTV). The Lockheed offering was chosen as the winner in 1969, and design and production of the S-3 was divided among the partners. LTV, with more experience building carrier aircraft, produced the wings, tail, landing gear, and engine pods, while Lockheed built the fuselage and coordinated the finally assembly and integration of the components. Univac produced the computers and data processing components. Following the success of the Viking prototype’s maiden flight, the Navy allocated additional money to build eight more research and development aircraft, and orders for 179 aircraft quickly followed, such was the perceived need for the Viking.
An S-3 from ASW Squadron VS-32 "Maulers" from the aircraft carrier USS America (CV 66) with its magnetic anomaly detector (MAD) boom extended. | Photo: US Navy
The S-3 was powered by a pair of General Electric TF34 high bypass turbofans that give the Viking excellent range and loiter time while hunting for submarines. It carries a crew of four (three officers plus one enlisted), with the pilot and copilot/tactical coordinator in the front seats and the tactical coordinator and sensor operator in the back. For hunting submarines, the Viking was equipped with an AN/APS-116 sear search radar, forward looking infrared (FLIR), up to 16 sonobuoys that could be dropped to detect submarines underwater, and a magnetic anomaly detector (MAD) boom that could track subs based on changes to the Earth’s magnetic field caused by the passage of the submarine. Unlike the earlier S-2 or Lockheed P-3 Orion, the Viking crew could share data between their screens and combine sensor information, making the 4-man crew as effective as a 12-man Orion crew. Once a sub was detected, the Viking crew could call on nearly 5,000 pounds of bombs, torpedoes, depth charges, or missiles at their disposal. Anti-shipping missiles could also be fitted.
An S-3B Viking assigned to Sea Control Squadron 33 (VS-33) "Screwbirds" prepares to refuel another aircraft during flight operations over the Southern Pacific in 2003 | Photo: US Navy
The Viking became operational in 1974 and immediately began their sub hunting duties to detect enemy ballistic missile submarines and protect the carrier battle group. Following the collapse of the Soviet Union in 1991, and the subsequent breakup of the Warsaw Pact, the threat of Russian submarines was greatly reduced. Most of the Viking’s sub hunting gear was removed and the S-3's role became primarily sea surface search and anti-surface warfare. With the retirement of the Grumman KA-6D Intruder tanker, the S-3B became the primary aerial tanker for the fleet. The S-3 saw service in the 1991 Gulf War and the Iraq War, but by 2009 the Navy announced the retirement of the Viking from carrier service, and its role was taken over by other fixed wing aircraft already in the Navy’s arsenal. A total of 188 Vikings were produced from 1974-1978, and the final Viking was retired from Navy service on January 11, 2016.
A US Marine Corps Douglas F4D-1 Skyray of Marine Fighter Squadron 115 (VMF-115) "Able Eagles" in flight in 1957 | Photo: US Marine Corps)
January 23, 1951 – The first flight of the Douglas F4D-1 (F-6) Skyray. One of the more important spoils of war that the Allies captured from Germany at the end of WWII was a trove of aerodynamic data that had been collected by German scientists and, in many cases, the scientists themselves. Germany was on the forefront of innovative and even radical aircraft design, and the Allies were soon employing many of the German ideas in their own aircraft. Among the materials captured in Operation Paperclip was the work of Alexander Lippisch, who had done a significant amount of research into delta wings, specifically tailless delta designs.
A US Navy reserve F-6A taking off in 1963. After the Department of Defense adopted a uniform scheme for classifying aircraft, the F4D Skyray became the F-6 Skyray. | Photo: US Navy
In 1947, the US Navy issued a requirement for a new interceptor, one that could be launched from land bases and carriers at sea. The new interceptor would have to be very fast and have an excellent rate of climb, as it was intended to intercept bombers flying at 40,000 feet with a speed of 575 mph. With an interception range of 100 miles, the new fighter would have to reach 40,000 feet in just five minutes. Following the inspiration of Lippisch, famed Douglas engineer Ed Heinemann created a relatively small aircraft that had rounded delta wings and no tail. The wings were swept to 52.5 degrees, which had the added benefit of shifting the center of gravity aft, thereby improving the aircraft’s pivot point in pitch. With no horizontal tail, the pilot controlled pitch and roll with the use of elevons, a movable control surface that combines the functions of ailerons and elevators. This arrangement later became standard on most delta wing designs. A hydraulic booster helped activate the elevons and, in the event of hydraulic failure, the control stick could be extended by 12 inches to give the pilot more leverage to work them manually.
US Navy Douglas F4D-1 Skyrays of Fighter Squadron VF-74 "Be-Devilers" on the tarmac at Marine Corps Air Station Yuma, Arizona in 1959 | Photo: US Navy
Heinemann originally planned to use the Westinghouse J40 afterburning turbojet, but that engine wasn’t ready in time for use in the prototype. So Douglas substituted a less powerful Allison engine, which significantly affected the Skyray’s performance. The only engine available at the time that would give the Skyray the required performance was the Pratt & Whitney J57, but using this engine required a complete redesign of the fuselage, which Douglas did. The extra work proved worthwhile, because the Skyray turned out to be everything the Navy wanted in an interceptor, and could easily have been nicknamed Skyrocket instead of Skyray (the unofficial nickname was Ford, for F4D). During a test flight on October 3, 1953, the Skyray established a world speed record of 753 mph, the first carrier-based aircraft to hold the title. And, in another test, a Marine Corps pilot took his Skyray to 50,000 feet in just 2 minutes 36 seconds, setting a world record for the fastest time to altitude.
A US Navy Douglas F4D-1 Skyray from Fighter Squadron VF-23 "Flashers" aboard the aircraft carrier USS Hancock (CVA 19) in 1957 | Photo: US Navy
The Skyray entered service in 1956 and a total of 422 were produced. However, despite the Skyray’s blistering speed, it soon became a victim of its own specialization. Designed solely as a high altitude interceptor, the Skyray was unsuited for the multi-role missions that newer, larger carrier aircraft were designed for. It served for only eight years before the Navy phased it out of service in 1964, though NACA continued to fly four Skyrays for research missions until 1969. In an effort to extend the life of the design, Douglas developed a larger, more powerful, multi-role version with the F5D Skylancer, but it was not adopted by the Navy, and only four were built.
A US Army Air Corps Douglas A-20A Havoc of the 58th Bomb Squadron over Oahu, Hawaii in 1941 | Photo: US Air Force
January 23, 1939 – The first flight of the Douglas A-20 Havoc. The Douglas A-20 Havoc was arguably one of the best medium bombers of WWII, but it doesn’t garner nearly as much attention today as the North American B-25 Mitchell, its closest competitor, even though they both arose from the same 1937 US Army request for new attack aircraft. In response to the Army’s request, North American submitted their NA-40 (which would become the B-25), Douglas proposed their DB-7 (Douglas Bomber 7, which would become the A-20, and was designed by Ed Heinemann), Stearman submitted the X-100, and Martin proposed their 167F (which would become the Maryland). In the end, the Army chose North American’s offering, and showed little interest in the submission from Douglas. However, the French showed significant interest in the Douglas design, and they ordered 270 DB-7s at the outbreak of WWII with their own specific modifications. These included a thinner, taller fuselage, 1,000 hp Pratt & Whitney radial engines, French-made guns, and cockpit instruments that used the metric system. These aircraft took part in a vain attempt to stop the German invasion of France, and the survivors were evacuated to North Africa with the fall of France. In battle, the DB-7 proved to be rugged and dependable, with excellent maneuverability and speed for its size.
A Douglas DB-7 in French service in 1940 | Photo: Les avions de la guerre d’Algérie
With the fall of France, the remaining aircraft were handed over to the British, where they became known as the Boston. The RAF intended them to be used as bombers; however, their range was not sufficient to reach targets on the European mainland, so many were instead converted to night fighters called the Havoc I. In this role, the glazed bombardier’s position was replaced with a solid nose which housed a targeting radar. It was also fitted with forward firing machine guns. Another version, called Turbinlite, was given a 2.7 million candlepower spotlight powered by batteries in the bomb bay along with a targeting radar. The unarmed Turbinlite aircraft illuminated enemy bombers bombers so they could be attacked by other aircraft. A large number of A-20B, G and H Havocs were exported to the Soviet Union through the Lend-Lease program, and the Russians eventually operated more Havocs than the United States. The Soviets appreciated the high speed and maneuverability of the big plane and, when fitted with more powerful machine guns and cannons, it became a potent tank buster for the Soviet Air Force. Havocs were also exported to the Netherlands and Australia, where they saw service in the Pacific Theater.
Royal Air Force Bostons in formation | Photo: UK Government
Though initially cool to the A-20, the US Army changed its mind after seeing how well the bomber served in French and British hands. The Army placed orders for two versions of the A-20: one for high-level bombing (A-20) and the other for low-level attack (A-20A). Douglas also produced a version known as the A-20B, which was intended for high-level bombing, with armor protection and self-sealing fuel tanks removed to reduce weight. Though the Army ordered 999 of these B models, the majority were sent to Russia. The A-20G, which removed the glazed nose in favor of four 2omm cannons and two .50 caliber machine guns, was the most highly produced model with 2,850 built. The G model proved particularly effective in the Pacific against Japanese ground targets and shipping.
US Army Air Forces P-70 night fighter, painted black, with antennae set in the nose | Photo: US Air Force
When the US entered into WWII, their first purpose-built night fighter, the Northrop P-61 Black Widow, was still a year away from its maiden flight, and wouldn’t enter service until late in the war. Following the British lead, the Americans converted the Havoc to the night fighting role. Dubbed the P-70, the aircraft’s glazed nose was painted over and filled with a SCR-540 radar, which was a copy of the radar set used by the British. Four 20mm cannons were fitted in a tray beneath the bomb bay, and extra fuel was loaded in the upper bomb bay. Later conversions of C and G models moved the weapons to the nose and the radar set took its place in the bomb bay.
US Army Forces A-20G Havoc. Note the armament in the nose. | Photo: US Air Force
In the end, the bomber that had initially been turned down by the US Army Air Forces proved to be a rugged, dependable, and extremely flexible platform that saw service in all theaters of the war. By the end of production in September 1944, nearly 7,500 Havocs had been built, with a handful also constructed under license by Boeing. Havocs were retired from US Air Force service by 1949, but a number of surplus aircraft made their way into private hands, where they were flown as cargo haulers and executive transport.
January 22, 2003 – The final communication is made between Pioneer 10 and Earth. Pioneer 10 is an unmanned spacecraft that was launched on March 3, 1972 and designed to study Jupiter. The probe made its closest approach to Jupiter on December 3, 1973, then crossed the orbits of Saturn in 1976 and Uranus in 1979 before finally achieving exit velocity and leaving our solar system on March 31, 1997. After solar power to the radios and antenna had become too weak, NASA received Pioneer 10's final radio message on January 22, 2003, when the probe was 12 billion kilometers from Earth. Pioneer 10's final trajectory would take it in the direction of the star Aldebaran, about 68 light years away. At its current velocity, it will take Pioneer 10 more than 2 million years to reach Aldebaran.
January 22, 1992 – The launch of Space Shuttle Discovery on STS-42 carrying the first Canadian woman astronaut into space. Astronaut Roberta Bondar flew as part of an international crew that also carried the first German astronaut, Ulf Merbold, on his second trip into Earth orbit. A neurologist, Bondar started training to be an astronaut in 1984. During her eight-day Shuttle flight, she served as a Payload Specialist for the International Microgravity Laboratory Mission and performed experiments inside the Shuttles pressurized Spacelab. Following her Shuttle mission, Bondar worked for more than 10 years with NASA, leading an international research team to find ways to help humans recover from the weightlessness of space travel.
Photo: San Diego Air and Space Museum
January 22, 1938 – The first flight of the Heinkel He 100, a single-seat fighter developed in the period before WWII for the German Luftwaffe. Designed by twin bothers Walter and Siegfried Günter, the He 100 was a prototype fighter developed in competition with the Messerschmitt Bf 109. The 100 was powered by a Daimler-Benz DB 601 liquid-cooled inverted V-12, the same engine that powered the Bf 109 and Bf 110 Zerstörer. However, both competing aircraft were already in production, and there was an insufficient supply of engines for production of the Heinkel fighter. The only other engine available, the Junkers Jumo 211, provided insufficient power. A specially prepared He 100 briefly held a world speed record of 463.9 mph in 1939, but was soon overtaken by a modified Bf 109. Ultimately, the German decision to back only the Bf 109 and Bf 110, as well as the decision that Messerschmitt was to focus on fighters while Junkers was to focus on bombers, meant that development of the He 100 was canceled after completion of 25 aircraft.
Photo: Author unknown
January 22, 1922 – The death of Elsa Andersson. The daughter of a farmer, Andersson aspired to be more than just a farmer’s wife. At age 24, she learned to fly and became Sweden’s first woman pilot. Following that achievement, Andersson traveled to Germany to learn how to parachute, and toured as a parachuting stunt performer, often diving head first out of the airplane and performing acrobatics during free fall. Her untimely death came in the third jump of the day at a show Askersund, Sweden. In front of 4,000 spectators, Andersson’s parachute malfunctioned and opened too close to the ground to slow her fall. Andersson was 25 years old.
Photo: Lockheed Martin
January 23, 2007 – The first flight of the Lockheed Martin CATBird (Cooperative Avionics Test Bed), a highly modified Boeing 737-330 developed to test the avionics on the Lockheed Martin F-35 Lightning II. Lockheed purchased the 737 from Indonesian Airlines and began the process of converting the former airlinier in 1986. With a full-sized F-35 lightning nose section on the front of the aircraft, and canards that are the exact size and position relative to the nose as the actual F-35, the CATBird provides an economical way to test the Lightning’s suite of avionics, and can carry engineers and other testing equipment aloft in a flexible system for testing different components and configurations.
Photo: J. Klank
January 23, 1909 – The first flight of the Blériot XI. In the early days of aviation, flying across the English Channel seemed an almost insurmountable feat. The first pilot to make the journey successfully was Louis Blériot, flying a Blériot XI, a plane of his own design and construction. The flight made Blériot an instant celebrity, and his fame was an important factor in the success of his budding aircraft company. Produced in single and double seat configurations, the Blériot XI saw service in WWI, and was the aircraft of choice for many pioneering aviators who used it for racing and record-setting flights. Two restored Blériot XIs exist today, and they are considered the oldest flyable aircraft in the world.
January 24, 1975 – The first flight of the Eurocopter AS365 Dauphin, a multipurpose medium helicopter that is currently produced by Airbus Helicopters. Similar in many ways to the commercially unsuccessful Aérospatiale SA 360, the AS365 improves on the earlier design by adding a second engine and other upgraded components. The Dauphin was originally developed by Aérospatiale, but through a series of corporate mergers it was subsequently produced by Eurocopter, and finally Airbus. The Dauphin was introduced in 1978, serves both commercial and military operators, and remains in production after more than 40 years. More than 1,000 Dauphins have been produced to date.
Photo: US Air Force
January 24, 1961 – A USAF Strategic Air Command bomber flying a 24-hour alert mission crashes while carrying two nuclear bombs. Known as the Goldsboro crash, the accident began when a Boeing B-52G Stratofortress based at Seymour Johnson AFB in North Carolina suffered a fuel leak from a ruptured wing. After flying out to sea to burn of fuel, the bomber was ordered to return to base. Unable to control the aircraft as it descended, the aircraft commander ordered the crew to eject, and the bomber eventually broke up, killing two crewmen, while a third died after ejecting. As the aircraft broke up, two Mark 39 nuclear bombs separated from the fuselage. One came down in a field and was destroyed. The second, though, parachuted to the ground as designed and landed upright, its parachute snagged on a tree. Of the four arming switches, three were tripped, meaning the bomb was one step away from detonating, though some experts dispute the claim that the weapon was close to detonating.
January 24, 1961 – The first flight of the Convair 990. In 1959, Convair became the last major manufacturer to enter the civilian jet airliner market with their 880, a four-engine, narrow-body airliner positioned to compete with the Boeing 707 and Douglas DC-8. However, the 880 was never able to capture much market share due to its smaller size, so Convair stretched the 880 by 10 feet to create the 990 Coronado. The new airliner could now seat up to 121 passengers, though still fewer than the 707. Unable to compete in passenger load, Convair bet that both the 880 and 990 would appeal to airlines due to their speed, which was about 40 mph faster than their competitors. However, the penalty for that speed was increased fuel burn. The 990 never caught on, and only 37 were built from 1961-1963. Despite its failure in the commercial market, the 990 remains the fastest non-supersonic airliner ever to enter production, having set a record of speed of Mach .97, or 675 mph, in 1961.
Skyfire77 last edited by
Vickers Type 161
CarsOfFortLangley last edited by
@ttyymmnn KOFL and I are off to the Canadian Aviation Museum this weekend, I'll report back with some pics!
They have a Vampire, which I've always kinda liked.
a box containing approximately USD $265,000 in jewels.
Note that it's apparently unclear whether these jewels are form the Air India 101 crash, or the 1950 Air India 245 crash which in a seemingly absurd improbability was in nearly the same spot, also at the summit of Mont Blanc.
ranwhenparked last edited by
@ttyymmnn I dont think Howard Hughes helped Convair's position, either. He didn't want TWA to just buy the same jets as everyone else, and searched around for someone that would give them a degree of exclusivity.
As I recall, Convair wasn't going to be allowed to deliver 880s to any other airline for like 12 months, and Hughes was able to dictate changes to the design, which kept going back and forth and delayed things (at one point, he wanted the aluminum skin to be made shiny metallic gold colored, so they could market the plane as the 880 Golden Arrow, which proved unfeasible). Also, TWA couldn't afford to pay for the order, so they worked it out where Hughes Tool would buy the planes and lease them to the airline, but the terms were not terribly generous, and it all got caught up in a lawsuit filed by minority shareholders against Hughes, which caused deliveries and payments to be halted for a time.
There is a 1954 British film titles Conflict of Wings, also known by the much more folksy title Fuss Over Feathers, that portrays the conflict that arises when the RAF, preparing for the Malay Emergency, want to use a bird sanctuary for a bombing range. Kind of a dumb movie, but there are some great shots of early postwar RAF jet aircraft, including brief shots of the little-known Supermarine Swift.
siennaman last edited by
Vickers Type 161
An interesting mix of old and new for the era.
An interesting mix of old and new for the era.
Definitely thinking outside the box. While the use of a pusher prop was certainly not new, I'm not aware of any other attempts to integrate it into the fuselage.
@ttyymmnn You'd think they'd have done better to just ditch the rear fuselage section and end up with something more like a WWI Saab 21:
I assume they thought routing the control cables off the centerline was too tricky or something along those lines.
Darkbrador last edited by Darkbrador
The pilot was seated to the left of the centerline
There is something about brits putting the pilot off center. And punishing the navigator for failing his pilot tests and putting him in a closet somewhere below... Case in point :
I believe they were still firmly rooted in a WWI mindset.
ttyymmnn last edited by ttyymmnn
Those are the only two that come to mind. The original F4H Phantom, while keeping the pilot and RIO on the centerline, buried the radar guy in a position they called "the hole." Redesigns gave the guy a better seat with a better view.
@ttyymmnn The YB-35/49 offset the cockpit:
ttyymmnn last edited by ttyymmnn
Then there was the C-74 Globemaster, that put the two pilots under separate bubble canopies on either side of the centerline. That got redesigned into a traditional side-by-side cockpit.
@ttyymmnn Great one! It's hard to believe that the Convair still holds that speed record, 60 years later.
Although not, strictly speaking, asymmetrical, the F-82 Twin Mustang should be mentioned. It had two of the general idea of a Mustang fuselage joined by a center wing section and a common horizontal stabilizer. Depending on the mark and the mission it might have a pilot in the left cockpit and either a relief pilot/navigator or a radar operator in the right one.
The guns were in the center wing section. I've never looked closely at how they handled the gunsight offset.
I've never looked closely at how they handled the gunsight offset.
I never thought about it either.
The unarmed Turbinlite aircraft illuminated enemy bombers so they could be attacked by other aircraft.
Well, that was the goal anyway. My (mis)understanding is that there were several attrition losses during the tricky co-ordination of the Havoc and the night fighters, but actual shootdowns consisted of one Heinkel 111 and one friendly fire incident at the expense of a homeward-bound Shorts Stirling (fortunately the latter made a good landing, supposedly followed by a frank and open exchange of views between its crew and their tormentors).
The experiment was pursued enthusiastically but briefly, retired in favor of better radars that could be carried by a night fighter. | aerospace |
http://www.businessweek.com/ap/financialnews/D9MIBVAO0.htm | 2016-02-13T20:31:18 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701167599.48/warc/CC-MAIN-20160205193927-00285-ip-10-236-182-209.ec2.internal.warc.gz | 0.91535 | 216 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__20735535 | en | Connecting decision makers to a dynamic network of information, people and ideas, Bloomberg quickly and accurately delivers business and financial information, news and insight around the world.
+1 212 318 2000
Europe, Middle East, & Africa
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SAN JUAN, Puerto Rico
U.S. regulators may have set back plans for a new Caribbean discount airline based in Barbados.
The Federal Aviation Administration says Barbados doesn't meet standards set by the International Civil Aviation Organization. That means no Barbados-based airline can establish a route to the U.S.
It doesn't mean the FAA considers Barbados an unsafe place for other airlines to serve.
The Barbados Civil Aviation Department says it is working to achieve the rating it needs to establish a U.S. route. The department requested the FAA assessment because new discount carrier REDJet is expected to apply for clearance to fly from Barbados to the U.S.
REDJet has not yet commented on the FAA's announcement Tuesday. | aerospace |
http://libertyblitzkrieg.com/2013/01/29/meet-argus-the-worlds-highest-resolution-video-surveillance-platform/ | 2016-06-27T22:04:56 | s3://commoncrawl/crawl-data/CC-MAIN-2016-26/segments/1466783396147.66/warc/CC-MAIN-20160624154956-00189-ip-10-164-35-72.ec2.internal.warc.gz | 0.953319 | 430 | CC-MAIN-2016-26 | webtext-fineweb__CC-MAIN-2016-26__0__55595510 | en | The most interesting this about this creepy camera brought to you by the kind folks at the Defense Advance d Research Projects Agency (DARPA), is the fact that just like in George Orwell’s classic dystopic novel 1984, the government wants you to know they have this technology. From ExtremeTech:
DARPA and the US Army have taken the wraps off ARGUS-IS, a 1.8-gigapixel video surveillance platform that can resolve details as small as six inches from an altitude of 20,000 feet (6km). ARGUS is by far the highest-resolution surveillance platform in the world, and probably the highest-resolution camera in the world, period.
ARGUS, which would be attached to some kind of unmanned UAV (such as the Predator) and flown at an altitude of around 20,000 feet, can observe an area of 25 square kilometers (10sqmi) at any one time. If ARGUS was hovering over New York City, it could observe half of Manhattan. Two ARGUS-equipped drones, and the US could keep an eye on the entirety of Manhattan, 24/7.
The original goal was to deploy ARGUS in Afghanistan, but that never came to pass. It isn’t entirely clear what ARGUS’s future is; it was meant to be mounted on Boeing’s high-altitude A160 Hummingbird helicopter (pictured right), but the chopper has since been scrapped. If ARGUS is to be deployed, it will most likely be strapped to the underbelly of a Predator drone. Where it will be used, however, with the war in Afghanistan apparently winding down, is another question entirely. Its efficacy in a military setting would be unsurpassed, but it’s easy to imagine how ARGUS could be used here at home in the US, too.
Well isn’t that cute. Now take the time to meet ARGUS, also known as Wide Area Persistent Stare.
Full article here.
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https://gadgetadvisor.com/mobile-apps/what-is-nasas-asteroid-redirect-mission-arm-app/ | 2023-01-26T22:15:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494826.88/warc/CC-MAIN-20230126210844-20230127000844-00222.warc.gz | 0.928999 | 1,680 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__117096459 | en | The solar system is more than just the nine planets and their moons – it’s also home to an array of smaller bodies such as asteroids, meteoroids, and comets. Some of these, known as Near-Earth Objects (NEOs), are especially close to our planet. In 2013, NASA unveiled a daring plan: to send a spacecraft on a mission to a NEO, collect a sample from it, and bring it back to Earth for further study. This is known as the Asteroid Redirect Mission, and in this article, I’ll delve into all the crucial details.
Brief History of the Asteroid Redirect Mission (ARM)
In 2013, NASA introduced the Asteroid Redirect Mission (ARM). It involves sending a robotic spacecraft to gather samples from an asteroid, then redirecting it to a stable orbit around the moon for future exploration by astronauts.
NASA has long been interested in exploring asteroids, with plans for crewed missions dating back to 1969. But it wasn’t until recently that the necessary technology was developed. The ARM is just one of many efforts by NASA to understand these space rocks.
In 1980, NASA administrator Robert Frosch told Congress that several technological advancements would be necessary for a successful manned mission to an asteroid, including the ability to bring one back to Earth. For 20 years, NASA focused on developing and testing new technologies for asteroid exploration.
In 2000, the Near Earth Asteroid Rendezvous (N.E.A.R) Shoemaker mission became the first spacecraft to orbit and land on an asteroid. In 2011, the Dawn spacecraft orbited and reached Vesta, an asteroid in the main belt, before continuing on to Ceres, the largest asteroid in the solar system. These missions have opened up new possibilities for asteroid exploration.
Why Was the Asteroid Redirect Mission (ARM) Important?
NASA’s Asteroid Redirect Mission aimed to retrieve a boulder from an asteroid and redirect it into lunar orbit. However, the mission had a larger goal of developing advanced technologies for space exploration and gaining experience for future human space missions to places like Mars. It’s important due to the the following reasons:
- Ground Between Earth and Mars
The Asteroid Redirect Mission allowed the agency to break free from earth’s grip and explore the solar system, pushing the boundaries of human spaceflight and furthering our understanding of our place in the cosmos. If successful, the mission could open up new opportunities for NASA to explore further into the solar system and establish a new testing ground for space technologies in the earth-mars region, enabling longer space missions to distant destinations.
- Solar Electric Propulsion
The mission was a proposal to test Solar Electric Propulsion (SEP) for spacecraft. Previously, NASA mainly used chemical propulsion, but SEP converts solar energy into electromagnetic fields for low-thrust acceleration, making it more efficient. The mission allowed NASA to assess SEP’s capabilities and limitations. The potential for SEP to revolutionize space travel, including sending humans and cargo to Mars as part of the Mars Ascent/Descent Vehicle project, is significant.
- Improved Trajectory and Navigation
NASA’s Asteroid Redirect Mission (ARM) is a groundbreaking mission to visit an asteroid and develop precise methods for maneuvering and controlling these space rocks. ARM also serves as a stepping stone towards future exploration of Mars by optimizing the power and trajectory of spacecraft heading to the planet. ARM is an exciting opportunity to be at the forefront of space exploration and advance our understanding of celestial objects in the solar system.
- Advanced Sample Collection Techniques
Asteroids are small, rocky objects formed during the creation of the solar system that orbit the sun. They may contain valuable minerals and resources. NASA’s Asteroid Redirect Mission (ARM) was the first attempt to take samples from an asteroid and redirect it to a new orbit. By studying the asteroid, NASA hopes to learn more about its composition and potentially discover new substances that could be used for rocket fuel or breathable air for astronauts. The techniques used to preserve the samples will also be useful for future sample collection from Mars.
- Advancement in Space Exploration
NASA’s every space mission – successful or not – brings about new experiences and expands our understanding of the solar system. The ARM sought to cut the cost of space exploration by developing reusable systems and lengthening the time it takes to travel through space. By doing so, ARM will help NASA gain new insights and devise new techniques to facilitate future space exploration.
The Asteroid Redirect Mission Process
NASA’s Asteroid Redirect Mission (ARM) aimed to collect a sample from an asteroid using Solar Electric Propulsion (SEP), a highly efficient method that uses the sun’s energy to generate electricity. The spacecraft would either use a capture bag to hold an 8 meter, 500 ton asteroid, or knock a boulder from the asteroid’s surface into lunar orbit using robotic arms and an integrated drill. The Orion spacecraft would then collect samples from the vehicle and bring them back to earth. The final decision on the target asteroid was not yet made, with options including (341843) 2008 EV5, Itokawa, Bennu, and Ryugu.
Drawbacks of the Asteroid Redirect Mission (ARM)
As exciting and endearing as the Asteroid Redirect Mission sounds, the project faces several controversies and challenges. Some of these challenges include:
- Public Backlash
The Asteroid Redirect Mission (ARM) was met with some opposition within the space exploration community. MIT Professor Richard Binzel, an expert on asteroids, criticized the mission for lacking scientific value and being a distraction from NASA’s goal of reaching Mars. He even went so far as to mockingly refer to ARM as the “Far Away Robotic Sandcastle Experiment” (FARCE), arguing that it was a waste of time, money, and resources.
- Technical Difficulty
The Asteroid Redirect Mission (ARM) presents a unique challenge: how to land on, take off from, and redirect an asteroid. To successfully navigate and land on the asteroid, NASA’s spacecraft for the mission will be outfitted with state-of-the-art technologies such as advanced sensors and guidance systems. Despite these advanced tools, landing on an asteroid remains a formidable challenge with the potential for technical difficulties or other unforeseen issues to arise during the mission.
During President Obama’s tenure, NASA was tasked with an ambitious goal: sending astronauts to an asteroid and Mars. However, a 2012 feasibility study prepared for the Keck Institute for Space Studies estimated that the Asteroid Redirect Mission would cost around $2.6 billion. In 2014, $105 million was allocated to begin preparations for the mission’s launch. Unfortunately, funding for the project was cut in 2017 when President Trump took office.
What Is the Asteroid Redirect Mission (ARM) App?
The ARM app is a digital resource that provides information about the mission, including concept maps and other materials such as videos, images, and texts. The app is available for free on the iPad and is intended to inform the public about the potential benefits of the mission for humans, as well as the possibility of establishing a proving ground for making astronauts more independent from Earth.
The ARM mission was cancelled in 2017 due to budget constraints and a shift in focus towards returning humans to the moon with the Artemis program. However, the concept of redirecting asteroids for exploration or other purposes remains of interest to NASA and other space agencies, and it is possible that similar missions could be proposed in the future.
To download the app, visit NASA’s official website, especially its app homepage.
What Is Next for ARM?
Despite the discontinuation of the Asteroid Redirect Mission (ARM), NASA’s astronauts remain committed to exploring asteroids and learning all about their orbits, sizes, velocities, and more. This research has the potential to yield valuable scientific discoveries and new technologies for future asteroid exploration efforts. Want to learn more about ARM? You can do so by following NASA on all social media platforms. | aerospace |
https://www.peakwork.com/en-EN/news/insights-and-press/insights-and-news-details/TUI-fly-belgium-flights-now-available-through-peakwork | 2018-10-20T17:05:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583513009.81/warc/CC-MAIN-20181020163619-20181020185119-00532.warc.gz | 0.902496 | 224 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__43524961 | en | TUI fly Belgium flights now available through Peakwork
TUI fly Belgium is broadening its distribution platform by collaborating with Peakwork to supply flights to the Player Hub Network. The new connectivity will make flight content available for flight-only sales.
Founded in 2004, TUI fly Belgium operates a fleet of 27 aircraft, within a network of 187 routes to more than 111 destinations in the Mediterranean, Red Sea, Caribbean, Canary Islands, Cape Verde Islands, Africa, and the United States. The airline's home base is Brussels Airport, but they also operate flights from nine other bases in Belgium, France, and Morocco.
Christian Andersen, Director Flight at Peakwork, said: “TUI fly Belgium provides new routes and destinations for the Player Hub Network. This flight content adds differentiating value to Peakwork’s flight portfolio.”
The Player Hub Network connects over 45 flight providers, more than 40 hotel providers, about 90 international tour operator and package supplier brands, plus additional services. In more than 30 markets this product portfolio is used for dynamic packaging, product distribution and sourcing. | aerospace |
https://www.itstimeforbusiness.com/what-jobs-are-available-in-nasa/ | 2024-04-13T13:41:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816734.69/warc/CC-MAIN-20240413114018-20240413144018-00802.warc.gz | 0.914875 | 1,550 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__21196341 | en | Curious about career options at NASA? Yearn to join a team on the cutting edge of space exploration and research? Check out this article! You’ll find an amazing job that suits your interests and abilities. NASA has many thrilling, fulfilling careers waiting!
Introduction to NASA
NASA, or the National Aeronautics and Space Administration, is a US agency that works with aerospace research, aeronautics, and space exploration. It employs professionals with various abilities and knowledge.
If you’re interested in working for NASA, make sure you get the qualifications and experience necessary for the job. Learn about job requirements and gain experience in related areas. Networking with experts in the aerospace industry can help you land a job at NASA.
Here are some of the roles at NASA:
- Aerospace engineers
- Mission controllers
- Project managers
- Communications specialists
- IT specialists
- Data analysts
Overview of NASA Job Opportunities
Are you curious about the kinds of jobs NASA has to offer? There are many roles for both technical and non-technical professionals! NASA is a leader in space exploration, and they have positions available for engineers, scientists, technicians, astronauts, administrators, analysts, and project managers.
Here’s a list of the job categories:
- Aerospace Engineering
- Computer Engineering
- Electronics Engineering
- Mechanical Engineering
- Aviation Management
- Earth and Planetary Sciences
- Information Technology
- Human Resources
- Public Affairs
To apply, you will need to submit a resume, academic transcripts, and other documents. Working at NASA comes with a highly competitive salary and benefits package, plus you get to work on amazing projects that bring humanity closer to understanding space!
Types of NASA Jobs
NASA has a bunch of jobs in many areas. Here are some of them:
- Aerospace Engineers – Design and create spaceships, planes, and tech.
- Astrophysicists – Analyze and understand space objects such as planets, stars, and galaxies.
- Computer Scientists – Design and create software, hardware, and tech for space research and exploration.
- Astronauts – Get trained to fly spaceships, do spacewalks, and do experiments in space.
- Mission Control Specialists – Manage operations of space missions and talk to astronauts in space.
- Planetary Scientists – Investigate physical and chemical features of planets and other heavenly bodies.
Pro Tip: NASA has internships and fellowships for students and pros. These can give you hands-on experience, and help you build a career in space science and exploration.
Eligibility Criteria for NASA Jobs
Do you have a passion for space exploration? You might be eligible for a job at NASA! Here are the basic requirements:
- You must be a U.S. citizen.
- You need a bachelor’s degree from an accredited institution in a relevant field. Technical jobs may need a master’s or doctoral degree.
- You must pass a physical fitness test.
- You may also need to go through a security clearance process.
Meeting the criteria is just the first step. You must also show your skills, experience and passion in your application and interview.
Application Process for NASA Jobs
Dream of working at NASA? There’s a variety of career opportunities for those interested in engineering, science, tech and admin. Here are the steps to apply:
- Go to the NASA jobs website and look for openings by keyword, location or category.
- Select one that matches your education and experience.
- Fill out the online application form and attach documents like your resume, transcripts and certifications.
- Submit and wait for a response.
- If successful, you’ll be invited for an interview and tests to check your suitability.
- Research the job and tailor your application before submitting.
Go get that NASA job!
Benefits of Working at NASA
NASA is a dream come true for many aspiring scientists and researchers. Working at NASA is an amazing chance to explore the depths of space and offers numerous advantages. NASA employs a wide range of professionals, from engineers to pilots to doctors. Exciting jobs include aerospace engineer, astrophysicist, planetary scientist, astronaut, IT specialist, and human resources specialist.
What are the benefits of NASA employment?
- Firstly, it offers competitive salaries and benefits, such as health and life insurance, retirement plans, and paid time off.
- Secondly, there are many possibilities for career progression and growth.
- Moreover, NASA provides a special work setting which encourages creativity and teamwork with like-minded professionals.
- Finally, working at NASA gives you the opportunity to work towards something meaningful – contributing to research that shapes our knowledge of space and the universe.
Frequently Asked Questions about NASA Jobs
NASA offers many different work opportunities – from entry-level admin roles to highly specialized roles needing advanced degrees. Got questions about NASA jobs? Here’s the scoop:
- Q. What positions does NASA have?
A. Engineering, science, computer science, mathematics, and administration – to name a few!
- Q. Is there an age requirement to work at NASA?
A. Yup, you must be at least 18.
- Q. What qualifications are necessary?
A. It varies by job, but many require advanced degrees in related fields like engineering or science.
- Q. Can non-U.S. citizens get a job at NASA?
A. Yes, but certain restrictions apply.
Pro Tip: Visit NASA’s website for the latest job openings and qualifications.
To end, NASA has a range of job possibilities across multiple disciplines. From engineers to astronauts, they have roles for many abilities and knowledge-sets. Popular jobs at NASA include aerospace engineering, astrophysicists, computer scientists, project management, and technicians.
Working at NASA is an incredible, fulfilling experience for those passionate about space exploration and research. Research and development, program management, or operations – there’s a job that suits your skills and interests!
If you’re keen to join NASA, visit their website for job details and requirements. Plus, networking and gaining the right experience and abilities can increase your chances.
Frequently Asked Questions
What types of jobs are available at NASA?
There are a wide variety of jobs available at NASA, including engineering, science, technology, IT, outreach, and administrative positions.
What qualifications do I need to work at NASA?
Qualifications vary depending on the position, but most jobs at NASA require a degree in a STEM field or relevant work experience.
What is the hiring process like at NASA?
The hiring process at NASA typically involves submitting a resume and application online, participating in a phone or video interview, and possibly an in-person interview. Background checks and security clearances may also be required.
What benefits are offered to NASA employees?
Benefits offered to NASA employees include health insurance, retirement plans, paid time off, and professional development opportunities.
Are there internship opportunities available at NASA?
Yes, NASA offers a variety of internships for undergraduate and graduate students, as well as recent graduates.
What is the work culture like at NASA?
The work culture at NASA is focused on innovation, collaboration, and excellence. Employees are encouraged to think creatively and work together to achieve challenging goals. | aerospace |
https://teen-babble.com/2022/11/10/cbmitgh0dhbzoi8vd3d3lmlnbi5jb20vyxj0awnszxmvbmfzys1pbmzsyxrhymxllwhlyxqtc2hpzwxklwf0bw9zcghlcmljlxjlzw50cnnsaqaoc5/ | 2023-03-20T21:30:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943562.70/warc/CC-MAIN-20230320211022-20230321001022-00136.warc.gz | 0.922568 | 895 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__94311694 | en | NASA has successfully flown an inflatable heat shield into Earth’s atmosphere, part of a technology demonstration that could one day help land spacecraft safely on the surface of Mars and beyond.
Since the advent of manned spaceflight, scientists and engineers have grappled with the inherent dangers of atmospheric re-entry. Without sufficient protection, the extreme aerodynamic forces and friction-induced heat unleashed by a spacecraft hitting the atmosphere at high speed would inevitably tear it apart in a fiery display.
In order to make an atmospheric descent safe, NASA and its partners would need to find a system to thermally insulate their spacecraft and allow them to survive long enough for aerodynamic drag to slow the spacecraft to a safe speed to deploy parachutes.
NASA Black Hole Gallery
To this end, engineers developed a series of protective coatings – often made from metallic materials or ceramic tiles – which, when attached to the bottom of a spacecraft, were designed to absorb the otherwise devastating temperatures experienced during of the comeback.
This approach has remained largely unchanged to the present day and has proven effective as a thermal defense against the dense particulate soup of Earth’s atmosphere.
However, a significant disadvantage of conventional heat shields is that they are incredibly rigid and cannot be as large as the protective rocket fairing that surrounds them. This makes it an unattractive option for scientists planning a future crewed mission to Mars.
Go #AIRTIME! See our inflatable heat shield @NASA_Technology separate sound test @ulalaunch Centaur upper stage rocket. Watch live via splashdown: https://t.co/BgScjbdJW6
How LOFTID could help land future astronauts on Mars: https://t.co/eDRGA9TbKf pic.twitter.com/1y9Tf34KtJ
—NASA (@NASA) November 10, 2022
The Red Planet’s atmosphere is significantly less dense than Earth’s, and because of this, more surface area is needed to slow a spacecraft in time to make a safe landing. The development of such a heat shield is a crucial step in making humanity a multiplanetary species.
To that end, NASA and its partners worked on an inflatable, cone-shaped heat shield that could be launched in a compact configuration and then extended into space to provide a massive surface with which to attract atmospheric drag. The technology’s first orbital demonstration was imaginatively named the Low Earth Orbit Flight Test of an Inflatable Decelerator, or LOFTID for short.
The LOFTID prototype is composed of a series of connected inflatable tubes which, on the atmosphere side, are covered with a heat-resistant woven ceramic fabric skin.
On Nov. 10 at 4:49 a.m. ET, NASA launched the aeroshell into the freezing space environment atop an Atlas V rocket for its first orbital test — a true test-by-fire. During the ascent, the deflated heat shield was neatly stacked under a state-of-the-art weather satellite en route to high polar orbit.
About an hour and ten minutes into the mission – with the weather satellite safely detached and en route – NASA scientists instructed LOFTID to power up and inflate.
The process, which took around 10 minutes, saw the 4ft wide inflatable expand to an impressive 20ft in diameter. Shortly after completing an orbital lap of Earth, LOFTID detached from the upper stage of the launch vehicle and began its perilous descent through the atmosphere while traveling at over 18,000 mph.
Incredibly, the aeroshell was able to survive the re-entry temperature of 2,600 degrees Fahrenheit and decelerate to safely deploy parachutes before crashing hundreds of miles off the coast of Hawaii.
With this proven technology, NASA may consider using it in future missions to land humans on Mars and explore distant worlds, including Venus and Saturn’s moon Titan.
Check out IGN’s science page for more updates on the weird and wonderful world of science.
Anthony is a freelance contributor covering science and gaming news for IGN. He has over eight years of experience covering groundbreaking developments in multiple scientific fields and has absolutely no time for your shenanigans. Follow him on Twitter @BeardConGamer
#NASA #Inflatable #Heat #Shield #Survives #Atmospheric #Fire #Test #IGN | aerospace |
https://terra-fly.de/en/%C3%BCberuns | 2023-12-09T05:19:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100800.25/warc/CC-MAIN-20231209040008-20231209070008-00352.warc.gz | 0.958563 | 660 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__298240439 | en | The goal of the airline is to provide a platform for our common hobby where pilots can feel welcome and "at home". Because a strong community is important to us, communication is very important to us. We do not only want to see each other in the virtual sky, but also have fun together, discuss or simply laugh together.
For this we use the communication software Discord and also our WhatsApp group. Do you need help setting it up? Go ahead, just get in touch with us.
A listing of rules we have not needed so far, because we actually assume that politeness and fairness do not need to be put into words. must be put into words. However, we reserve the right, of course, to protect our community, to intervene accordingly in the event of misconduct by individuals.
Terra-Fly pilots participate in "economic simulation."
Generally speaking, we use (FSAIRLINES) which covers the following areas:
. - Scheduled flight with fixed routes from our route database
. - Charter flight as a "free bird", fly with what and where you feel like.
- Tours, both own and from IVAO.
You are welcome to ask for further information on this during a conversation.
We are also happy to take care of newcomers to the large subject area of flight simulation and also offer a flight school for this purpose. Our instructor pilot is an experienced airplane pilot who may also sit in the cockpit in real life. Of course, all other Terra-Fly colleagues will help you with your questions, many of them have several years of simulator experience. What you need to bring with you, however, is a willingness to learn, patience and a bit of courage to contact us.
Our pilots represent Terra-Fly mainly in the IVAO network, but VATSIM is also possible. Basically, for the beginning, offline pilots are also welcome to join us. The Terra-Fly promotes online flying and expects its pilots to be interested in it. Of course, we help with training and support for the entry into the online world - and it is easier than you think it is.
Call sign usage
We expect you as a pilot of our airline to complete your flights with Terra-Fly callsign (callsign "TEF"). If you are flying under a different callsign, for example because a tour requires it, please enter Terra-Fly as operator in the remarks of your flight plan (OPR/TERRAFLY). Terra-Fly applicants additionally carry a "B" (Bravo) in their callsign to indicate their status.
We do not like to see so called "Sandbagging". This means that flights are flown without someone sitting at the computer (keyword: long distance flights). This will not only shed a negative light on you as a pilot but also on the airline as a whole.
Pure, so exclusively offline flying pilots, we can unfortunately not accept for the above reasons. After all, we want to grow and become better known and the best advertising is an online pilot from the Terra-Fly.
If something is not working, you have questions or comments, please contact us.
Until then, I wish us all, "Always three Green" | aerospace |
https://invent.psu.edu/ip_item/ice-protection-for-electrically-powered-rotor-blade/ | 2024-04-22T12:14:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818293.64/warc/CC-MAIN-20240422113340-20240422143340-00730.warc.gz | 0.877136 | 233 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__63559333 | en | Ice Protection for Electrically Powered Rotor BladeID# 2018-4861
The system is a novel means to prevent ice accretion on electrically powered rotors e g. helicopter drones. The technology uses motor thermal losses to heat the leading edge of the rotating blades. Unlike competitors, this model adds no additional weight to the vehicle and requires no additional power. Anti-icing sprays require numerous applications and forethought, while the innovation shown here is consistently active and replenishing.
Application & Market Utility
Electrothermal deicing is the only system currently certified by the Federal Aviation Administration to protect helicopter rotor blades. A major disadvantage of electrothermal deicing is that the electrical power required substantially exceeds the normal helicopter electrical system capacity, requiring a secondary electrical system. An unmanned aerial vehicle (UAV) does not have the power, space, or payload capability to carry these systems. A semi-passive, ultra-low power ice protection method for small UAVs is needed to allow these vehicles to fly under icing conditions.
Create working model/prototype. Patent pending. Seeking licensing and collaboration opportunities. | aerospace |
https://www.foley.com/practice-areas/corporate/finance/airport-and-aviation-industry-services/ | 2024-04-25T08:55:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297290384.96/warc/CC-MAIN-20240425063334-20240425093334-00796.warc.gz | 0.923972 | 176 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__150418710 | en | Airport and Aviation Industry Services
Foley attorneys address complicated legal, regulatory, financing, and contractual issues facing aviation-related entities, including airport operators and purchasers, sellers, lessors, lessees, manufacturers, and financiers involved in aircraft transactions.
We can help you structure legal agreements and handle every type of financing mechanism relating to airport finances. We regularly handle facility bond issues necessary to finance fuel systems, terminals and improvements, and air cargo facilities. Additionally, we can counsel you on everything from airline rates and charges to First Amendment issues.
With extensive experience in nearly every form of aircraft-related transactions, our attorneys thoroughly understand the specific nuances of structuring and successfully closing your aircraft transactions. We regularly represent purchasers, sellers, lessors, lenders and other financiers, lessees, and aircraft manufacturers in a broad range of transactions. | aerospace |
http://www.livefromsiliconvalley.com/today/2000/planespotting.html | 2019-04-20T13:00:35 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578529813.23/warc/CC-MAIN-20190420120902-20190420142902-00340.warc.gz | 0.901441 | 278 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__131048964 | en | Welcome! This page contains a variety of plane spotting pictures related to Silicon Valley.
It is a beautiful warm summer evening in Denver, Colorado. We are at the Gate on the B concourse in Denver International facing the A concourse.
In the foreground is a Boeing 777 operates as United Airlines flight 547. This flight will depart within the hour for San Francisco. We have heard a pilot describe flying the "tripple-seven" as "almost a religious experience." For passengers, flying the 777, the new Queen of the Skies may result in a near religious experience as well.
In the distance, to the left in this picture, under the 777 wing tip is a Boeing 757. It is United Airlines flight 739 having recently arrived from Kansas City. Within the hour, as well, this 757 will depart for San Jose, CA on an evening flight to Silicon Valley.
Mid morning at Sky Harbor International Airport in Phoenix, AZ. An America West 737-300 sporting the company's older livery prepares for departure as flight 2286 to San Jose International Airport.
An early afternoon Southwest departure prepares for take-off from SJC at the south end of the main runway.
Your comments on this page are welcome!
Copyright © 2000 Justin Milliun, Jr. All rights reserved. Legal Notices.
Site maintained by Webmaster | aerospace |
http://www.capefearaviation.com/testing.html | 2018-12-13T21:24:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376825098.68/warc/CC-MAIN-20181213193633-20181213215133-00057.warc.gz | 0.886601 | 321 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__223255956 | en | Small UAS Rule (new part in title 14 of the CFR: Part 107), includes operating rules, and safety regulations for operating and certification of small unmanned aircraft systems (drones) weighing less than 55 pounds that are conducting non-hobbyist operations, to be effective August 29, 2016.
CATS, Computer Assisted Testing Service, Inc., is a FAA- approved testing service provider authorized to conduct high-stakes examinations for the U.S. Department of Transportation Federal Aviation Administration (FAA) via Organization Designation Authorization (ODA) Holder.
CATS has been providing Airman Knowledge Testing since 1993. CATS testing sites have a solid record of test security, with comprehensive, prompt, and accurate reporting of test results, and convenient locations for applicants throughout the United States.
Cape Fear Aviation
offers all FAA Written Tests for $150*
*Get a $10 discount with your EAA or AOPA membership number.
To schedule your FAA Written Test:
Contact Cindy by text/phone at (910) 286-3435 or email [email protected]
EAA members receive a $10 discount on the price of FAA written exams taken at any CATS testing center. Not an EAA member? Join EAA Now
Unmanned Aircraft Systems (UAS) Commercial Drone Knowledge Test
Gray's Creek Airport - 7154 Butler Nursery Rd. - Fayetteville NC 28306 | (910) 223-0567 office (910) 759-7530 text | [email protected] | aerospace |
https://www.bromleyhistoricaltimes.co.uk/fokker-e-v-d-v111/ | 2024-04-22T04:04:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818072.58/warc/CC-MAIN-20240422020223-20240422050223-00761.warc.gz | 0.958451 | 427 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__120116840 | en | The Fokker E.V was a German parasol-monoplane fighter aircraft designed by Reinhold Platz and built by Fokker-Flugzeugwerke. The E.V was the last Fokker design to become operational with the Luftstreitkräfte, entering service in the last months of World War I. After several fatal accidents due to wing failures, the aircraft was modified and redesignated Fokker D.VIII. Dubbed the Flying Razor by Allied pilots, the D.VIII had the distinction of scoring the last aerial victory of the war.
The first production E.V aircraft were shipped to Jasta 6 in late July. The new monoplane was also delivered to Jasta 1, Jasta 19, Jasta 24 and Jasta 36.
Deliveries continued in October. At the direction of the Kogenluft (Kommandierenden General der Luftstreitkräfte), Idflieg redesignated the modified aircraft D.VIII. The earlier “E.” and “Dr.” prefixes for fighter monoplanes and triplanes, respectively, were abolished and all fighters would henceforth receive the “D.” prefix instead. The D.VIII commenced operations on 24 October with Jasta 11. The aircraft proved to be agile and easy to fly. Allied pilots nicknamed it the Flying Razor, presumably because it resembled a cocked straight razor in flight.
Jasta 5 was issued a D.VIII. The famed ace Erich Lowenhardt performed a test flight of a Fokker EV whilst paying a visit to Jasta 6 in the summer of 1918, but no evidence of him flying this aircraft on any other occasion exists to date.
A total of 381 aircraft were produced, but only some 85 aircraft reached frontline service before the Armistice. Some reached Italy, Japan, the United States, and England as trophies, but most were scrapped in accordance with the terms of the Armistice. | aerospace |
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