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http://iantimberlake.wordpress.com/tag/lockheed-sr-71-blackbird/ | 2013-05-26T01:52:26 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706484194/warc/CC-MAIN-20130516121444-00099-ip-10-60-113-184.ec2.internal.warc.gz | 0.974882 | 1,799 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__86928121 | en | The Apollo missions to the Moon weren’t the pinnacle of human engineering… the design of the Lockheed Martin SR-71 Blackbird, was. Sure, Apollo might be the pinnacle of human triumph, but as far as engineering went, it wasn’t nearly as difficult as other projects being worked on at the same time. Landing on the Moon was a massive engineering challenge, but most of the engineering was to build a craft as light as possible and use minimal resources to accomplish the task. It didn’t have to handle the sort of intense dynamics that the SR-71 needed to handle.
For me, the SR-71 Blackbird is sex. I look at that beauty, nicknamed ‘the sled’, and begin to drool. As an Aerospace Engineering student and member of the Air Force… it could be dangerous to leave me near one, alone. Most people who don’t fully understand that masterpiece can’t and won’t be able to appreciate it for what it’s worth.
Oh boy, where do I start with this gem. The Blackbird was the first aircraft to be mostly made of titanium, over 80%, actually. This alone was incredible because of the rarity and cost for such a large amount of titanium. Ironically, it was covertly obtained from the USSR… which I liken to a way for us to say, ”gotcha!”. Later, many of the hours of flight would involve constant reconnaissance over Russia.
This titanium was used because it was light, strong and very heat resistant. Because the aircraft was to be designed to fly at speeds greater than Mach 3, three times faster than the speed of sound (761 mph at sea level), the very impact of air on the Blackbird was going to cause the surface to reach temperatures close to 2,000 degrees F. In fact, the intense heat to be encountered while flying caused the Blackbird to expand several inches. So the complete jet, from nose to tail had to be designed so that all parts would fit very loosely together so that when it expanded, everything would tighten up and nothing would crack. JP-7 jet fuel would actual leak all over the taxiway and runway until the sled got up to speed, and once it did, it would slow down because it would need to refuel in-flight after leaking so much. Also, a lot of the surfaces on the SR-71 aren’t smooth, they are actually corrugated so that when there was expansion, there would be no compromise of structural integrity.
Now, onto the jet engines. There were 2 on the SR-71 Blackbird, but technically, there were 4… why? Well, that’s because they were essentially the first Ramjet ever made and they stuck a Turbojet inside the ramjet. It was a hybrid. Ramjets only work at very high speeds because it involves extreme compression and ignition of fast moving air. The spike you see on the front of the J58 engines was actually the beginning of the ramjet and the turbojet was tucked inside. The turbojet would run the aircraft at sub-sonic speeds, but once it got up to speed, the majority of power would be from the ramjet. Flaps would seal inside the engine to initiate the ramjet and the intense vibration in the cockpit would deftly seize and it was almost as if she was gliding… just at Mach 3+.
The cone on the front of the aircraft was also maneuverable. It would retract as the speed increased so that it could utilize the sonic shockwave on the front of the Blackbird to aid in thrusting the engine when the ramjet was being utilized. Essentially, the J58 engines had no top speed. The speed was limited to the heat expansion of the aircraft. You’ll read stories later about pilots constantly pushing the envelope past the “max” speed in order to outrun enemy missiles.
The JP7 jet fuel had to be redesigned for this aircraft because it had to operate at extremely high altitude and high velocity. So the engine would need an assist to start or ignite the afterburner. The only way to do this was with triethylborane, TEB. It was extremely dangerous but did the job. Not only did it have this assisted chemical start, but the SR-71 utilized 2 V8 engines to start each jet when sitting on the tarmac.
So, all of the above are just a few things of the many that were practically invented to use on this aircraft. Everything worked in perfect harmony, never to be matched again… even 60 years later. The service ceiling was well above 80,000 ft and flights were recorded at over Mach 3.5, even when the max speed was said to be Mach3.2. She had early stealth capability, even though it wasn’t needed thanks to her unmatchable altitude and speed. How can the enemy catch this… not to mention it’s uncanny ability to take high quality photos at that speed and altitude…
The SR-71 Blackbird flew from Los Angeles to Washington DC in slightly over 60 minutes. That’s 2,300 miles, which means the Blackbird had an AVERAGE speed of 2,300 mph!!! She could fly 1 mile in just over 1 second, HOLY COW!!!
Only 93 pilots have ever been in control of the sled, which is fewer than those who have piloted the Space Shuttle. “On a typical training mission, we would take off near Sacramento, refuel over Nevada, accelerate into Montana, obtain high Mach over Colorado, turn right over New Mexico, speed across the Los Angeles Basin, run up the West Coast, turn right at Seattle, then return to Beale. Total flight time: two hours and 40 minutes” (Brian Shul, Pilot).
Brian Shul, sled pilot, also recalls a rather hilarious story in his book, Sled Driver: Flying the World’s Fastest Jet… “One day, high above Arizona , we were monitoring the radio traffic of all the mortal airplanes below us. First, a Cessna pilot asked the air traffic controllers to check his ground speed. “Ninety knots,” ATC replied. A twin Bonanza soon made the same request. “One-twenty on the ground,” was the reply. To our surprise, a navy F-18 came over the radio with a ground speed check. I knew exactly what he was doing. Of course, he had a ground speed indicator in his cockpit, but he wanted to let all the bug-smashers in the valley know what real speed was “Dusty 52, we show you at 620 on the ground,” ATC responded. The situation was too ripe. I heard the click of Walter’s mike button in the rear seat. In his most innocent voice, Walter startled the controller by asking for a ground speed check from 81,000 feet, clearly above controlled airspace. In a cool, professional voice, the controller replied, “Aspen 20, I show you at 1,982 knots on the ground.” We did not hear another transmission on that frequency all the way to the coast.”
“In another famous SR-71 story, Los Angeles Center reported receiving a request for clearance to FL 60 (60,000 ft). The incredulous controller, with some disdain in his voice, asked “How do you plan to get up to 60,000 feet? The pilot (obviously a sled driver), responded, “We don’t plan to go up to it, we plan to go down to it.” He was cleared…”
Now, my word count is well over 1200, yet I could keep going. There might be more posts in the future that detail exact specifics of the aircraft, but this is a brief overview. The SR-71 Blackbird is an absolute engineering masterpiece, the best one in my opinion. Would I kill someone to fly it, my morals would say no but it’s an interesting thought. I don’t think I’d be cleared to fly her anyway, seeings how my only experience is in propeller driven craft… as apposed to ‘faster than bullet speed’ ramjet thrust.
If you want to read a segment out of his book, since it’s rare and $600, check out this bit, it’s incredibly entertaining and aw-inspiring… http://www.freerepublic.com/focus/f-vetscor/1981814/posts
- SR-71 Blackbird Communication to Tower (econrates.com) | aerospace |
http://slopenomad.blogspot.com/2019/01/pilots-and-ejection-seats.html | 2020-08-03T23:10:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735836.89/warc/CC-MAIN-20200803224907-20200804014907-00213.warc.gz | 0.979192 | 110 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__132731838 | en | As mentioned previously, I've been doing some work for a friend, designing and making ejection seats for a Tornado (Martin Baker mk10a), as well as buying a 3d model of a jet pilot that I can scale and print for various aircraft in the future.
Pilot on seat:
Left arm just placed on for testing:
This should be approx 10th scale:
Straight off the printer:
A seat on it's own. This one is slightly smaller than what was actually required - nearer 11th scale: | aerospace |
https://jakartaglobe.id/business/dirgantara-indonesia-inks-150m-mro-contract-for-c130-planes | 2023-09-30T15:55:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510697.51/warc/CC-MAIN-20230930145921-20230930175921-00030.warc.gz | 0.936104 | 346 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__4077154 | en | Dirgantara Indonesia Inks $150m MRO Contract for C-130 Planes
Jakarta. State-owned aerospace company Dirgantara Indonesia and Unity Accipiter Corporation, a subsidiary of California-based Unity Resources Group, have signed a general operation agreement to provide maintenance, repair, and overhaul (MRO) supports worth $150 million for the government’s fleet of C-130 Hercules aircraft.
Under the agreement, Dirgantara will be responsible for overall MRO support and ensuring the readiness of C-130 planes in delivering important cargo to the most remote areas of the archipelagic nation, the company said in a statement on Friday.
“We are pleased to be able to commence the cooperation with UAC in a timely manner because C-130 aircraft have been an important asset to Indonesia,” Dirgantara Indonesia President Director Gita Amperiawan said.
“We are also excited about the opportunity in developing new capability at DI to provide maintenance service of C-130 aircraft and make sure they are ready for missions. This new capability will strengthen our position as one of the leading aviation service providers in Indonesia.”
UAC is involved in the deal to provide the necessary technical assistance and training, as well as access to the needed spare parts.
“Dirgantara Indonesia has a long history in aircraft manufacturing and maintenance, making them the go-to company for many aviation needs in the region,” Unity Resources Group Chairman Gaurav Srivastava said.
“We are excited to help them expand their capabilities in rendering strategic service and looking forward to a successful cooperation moving forward.”Tags: | aerospace |
https://washingtonexec.com/2022/04/huntington-ingalls-industries-taps-henry-choi-to-expand-military-intelligence-capabilities/ | 2023-09-24T05:54:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506623.27/warc/CC-MAIN-20230924055210-20230924085210-00162.warc.gz | 0.908328 | 222 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__168491273 | en | Henry Choi has joined Huntington Ingalls Industries’ Mission Technologies division as vice president of business development for cyber, electronic warfare and space.
Choi is responsible for driving business growth, strategy and customer engagement for HII’s full-spectrum cyber, electronic warfare and space capabilities that address current and rapidly changing multidomain global security threats.
“As HII expands its capabilities with mission-critical national security solutions, it is imperative that we have the right team and talent to deliver results for our mission partners,” said Grant Hagen, president of Mission Technologies’ cyber, electronic warfare and space business group.
Choi joins HII following 30 years in the government services national security sector. His experience spans business and technical leadership, strategic planning, capture strategy, and domestic and international business development in the areas of cyber, electronic warfare, space, airborne and intelligence.
“Henry’s leadership and diverse experience make him an ideal fit for our team and the right choice to support our customers’ strategic and operational needs,” Hagen said. | aerospace |
https://newsroom.porsche.com/en/history/porsche-aviation-above-the-clouds-12014.html | 2023-12-06T05:29:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.13/warc/CC-MAIN-20231206031946-20231206061946-00172.warc.gz | 0.94104 | 1,524 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__173576123 | en | On 16 January 1986, after more than six months, 300 take-offs and landings and 600 flying hours, Michael Schultz and Hans Kampik have almost made their way back to the small airfield in Donaueschingen. The list of what they have endured in their Mooney 231 is jaw-dropping: icy storms over Alaska, tropical weather in New Guinea, overzealous narcotics officers in Ecuador, extremely jittery military personnel in the air space above Angola. And now a blizzard is raging over the runway. Yet the small aircraft manages the last stage of its circumnavigation of the world – a triumph for man and machine. The 3.2-litre Porsche PFM 3200 aircraft engine has used 23,000 litres of premium fuel and 30 litres of oil, defied heat and cold and negotiated 100,000 kilometres in the air without complaint.
The PFM 3200 was by no means the first aircraft engine from Porsche. The history of Porsche aviation begins in the year 1908. As technical director of the Austrian Daimler-Motoren-Gesellschaft in Wiener Neustadt, Ferdinand Porsche’s task is to take on the engineering design of a four-cylinder airship engine for the Austrian military gas balloon of Major von Parseval. When the dirigible takes off for its maiden voyage on 26 November 1909, and the four-cylinder engine sets the balloon’s air propellers rotating for the first time, Ferdinand Porsche is hovering in the gondola above Wiener Neustadt – and is able to assure himself of the serviceability of his design at first hand.
Early aircraft engines
One year later, Ferdinand Porsche is performing as a racing driver. In what is known as the Prinz Heinrich car, he wins the race for touring cars over a distance of just under 2,000 kilometres. The 80-hp, four-cylinder engine – designed of course by the driver himself – powers the car to a sensational top speed of 160 km/h. It soon becomes apparent to Porsche that the engine has the potential for a third dimension – and he continues developing the four-cylinder engine to create a version for the Taube monoplane conceived by the Austrian aviation pioneer Igo Etrich. In the following years, Austro-Daimler under the management of Porsche designs numerous aircraft engines: engines with four, six or twelve cylinders and up to 400 hp, which are deployed in aircraft such as the Etrich-Renntaube designed for racing, flying boats and the Lohner-Pfeilflieger (Ludwig Lohner’s Arrow-flier).
In 1935, four years after founding his own engineering design office in the centre of Stuttgart, Ferdinand Porsche once again directs his energies towards aviation. The Type 55 aircraft engine produces an impressive 1,000 hp. It is followed by the Types 70 and 72, with 16 and 32 cylinders. In 1937, the office receives an order that impressively demonstrates the close symbiosis between automotive and aviation engineering: Porsche is entrusted with the task of designing the Mercedes-Benz T 80, a racing car intended to set the world land speed record. Its drive system is the Daimler-Benz-DB-603 bomber engine. Displacing just under 45 litres, the engine unleashes a colossal 3,500 hp – ultimately the vehicle is aimed at breaking the 600 km/h barrier between Dessau and Halle. In 1939, the monster takes up its position on the test stand for the first time. However, the outbreak of war thwarts the planned record attempt.
Flying with the flat engine
In 1955 – Ferdinand Porsche’s son Ferry is now running the company – permission is given for aircraft production to extend from gliders to include powered flight. Porsche recognises the potential in the field of sports aircraft and already has a suitable motor available as the basis for further developments in Zuffenhausen: the Porsche 356 is achieving magnificent sales – and is equipped with a powerful and efficient four-cylinder flat engine, also known as a boxer-four. Soon afterwards, Porsche presents the first post-war aircraft engine on this basis, with the Type 678 ranging from 65 to 75 hp. It is used in aircraft such as the Rheinflug RW-3, the first German small aircraft to go into production after the Second World War, or in the Elster, which the Bonn-based engineer Alfons Pützer designed on behalf of the newly founded German Federal Armed Forces.
The 911 takes off
Starting in 1976, the British company Airship Developments develops the SkyShip 500. In 1981 it sets out on its maiden flight, powered by the Porsche 911 Turbo – two Type 930 engines are on board. Pilots and amateur engineers have already tested the compact, powerful sports engines from the 911 models in sports aircraft. Its reliability and air cooling mean that the muscular flat engine of the 911 is ideally suited as an aircraft engine. It additionally produces a high output with a comparatively low consumption of premium fuel. The opportunity arises to go into production with a specific aircraft engine.
At the beginning of the 1980s, the creative minds at the development centre in Weissach set to work: they transform the sports car engine of the 911 into an aircraft engine with dual ignition, a second alternator, a spur gear drive for the camshaft and other modifications to the details. On 8 August 1982, a Cessna 182 Skylane takes off from the Mindelheim-Mattsies airfield south of Ulm in Bavaria. On board is the Porsche PFM 3200. Its mission is to complete the approval programme for the new aircraft engine. In 1984, the Porsche engine receives approval from the German authorities, and in 1985 from their American counterparts. As from 1987, the six-cylinder engine from Zuffenhausen goes into series production.
Even today, the PFM 3200 still puts other production aircraft engines in the shade. A Cessna 182 flying in cruising mode, for example, uses just 13 litres of premium fuel over a distance of 100 kilometres. Equipped with a muffler, the engine is also significantly quieter than other engines, it soon became known as the “Flüstermotor” or “whispering engine” among pilots. However, its greatest triumph is its ease of handling: it requires only one operating lever.
Despite its technical superiority, however, the aircraft engine has little economic success. The PFM 3200 simply appears on the market at the wrong time: despite all the earlier forecasts, worldwide sales of small aircraft engines stagnate at the end of the 1980s. Relatively low prices for aviation fuel, above all in the USA, make the upgrading of existing planes with the modern, efficient engine less attractive. Deliveries amount to only 80 units.
For its few proud owners, however, the PFM 3200 is the consummate aircraft engine. It still enjoys cult status among sports pilots, its performance and reliability are legendary and the circumnavigation of the world by Michael Schultz and Hans Kampik is a lasting memory. And despite all the economic losses, there was one gain in technical terms: “We had to completely redraft the engine of the 911 for the approval process,” Peter W. Schultz recalls. “And in doing so. | aerospace |
https://liftndrag.blogspot.com/2017/10/the-797-unique-ubiquitous-and-in-gap-797.html | 2019-01-19T03:09:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583661083.46/warc/CC-MAIN-20190119014031-20190119040031-00148.warc.gz | 0.948553 | 610 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__62208644 | en | The Great Air Plane (aka GAP) may be called the 797 and it will be incomparably unique. The gap is an airplane space void of any typical tubes flying east and west. Boeing is taking its time before announcing its gap filler aircraft. The A-321 NEO flies around the GAP edge in an endless circle leaving the 737 single aisle segment stumped. There is a 5,000 unit GAP capacity for no known or existing airplane.
The Boeing company is taking its time for announcing a new class of aircraft. Probably because it took too long for a buying customers waiting for its 787 program. Ten years is a long time for holding airplane expectation after an announcement. Boeing is muting customer expectation when waiting by and already going forward with a mid body in secret steps.
Announcing too early will drive customer nuts during a long wait. The wait has already started before announcing the aircraft but its development is on-going getting ahead of any impatient waiting like the 787 experienced.
A second point under consideration is that its chief competitor does not know how to counter something not yet publicly announced to all commercial aviation customers. The secret sauce: Boeing is waiting for milestones to be reached before announcing. The guarantee must be five year entry into service from date of market announcement. Additionally, the design deviates from the norm and all development stoppers are mitigated away from critical eyes. No bad press please. Boeing has its work cut out for making a timeline from its initial announcement to a five year entry into service deadline.
Boeing is also moving developmental operations in the vicinity of area 51 or somewhere near Burbank California for assembly. The Dream-lifter can and will move parts towards a quaint building near jack rabbits and sage brush. Every part of the mystery aircraft can be airlifted into an engineering/assembly area not found near Seattle, Wa. When the prototype flies comes an announcement to an Airshow near Paris. The newly created front office for the 797 can handle mail forwarding and phone calls coming into some Boeing rented space near the "Needle". The office answering machine answers every phone call with a " Welcome to the 797 program, please leave a message and we will return your call at the nearest time available" beeeep message sequence.
The Seattle Times has assigned an aviation columnist to the project and offers sage opinions on a weekly basis. Winging It regurgitates any opinion as its standard issue.
If a 797 is needed by a customer, call Boeing's marketing arm, they are taking names and kicking tail.
The whole idea is to choreograph an announcement where Boeing can deliver a unique aircraft in ubiquitous quantities before the competition can even read the blue print on such an aircraft. A five year window is needed for this operation using a ten year development run-up for the 797. The year 2019-2020 should allow time for a prototype and an announcement year in Paris. Boeing has learned it needs to jump the competition for any forward leaning ideas. | aerospace |
https://www.lagunadecontreras.net/a-joint-europe-russia-mission-to-mars-is-likely-to-be-delayed-npr/ | 2022-05-25T07:01:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662580803.75/warc/CC-MAIN-20220525054507-20220525084507-00036.warc.gz | 0.942527 | 304 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__11759252 | en | A joint European-Russian mission to Mars slated for this 12 months will in all probability be delayed, the European Area Company stated, citing Russia’s invasion of Ukraine and the ensuing sanctions imposed by the ESA’s member international locations.
“We deplore the human casualties and tragic penalties of the struggle in Ukraine,” the company stated. “We’re giving absolute precedence to taking correct selections, not just for the sake of our workforce concerned within the programmes, however in full respect of our European values.”
The ExoMars program, which includes two missions, is designed to find out whether or not life has ever existed on the purple planet. This system started with a launch in 2016. The second leg was slated to start in September, however the launch is “not possible” to happen earlier than the tip of the 12 months, the company stated.
“We’re absolutely implementing sanctions imposed on Russia by our Member States,” the ESA stated. The company, which is made up of twenty-two member states, stated it continues to observe the state of affairs and can look at choices earlier than making a proper determination.
The second mission is ready to launch a rover from Kazakhstan that may carry a drill and different tools associated to exobiology and geochemistry — fields involved with trying to find life exterior Earth and the chemical composition of Earth’s rocks and minerals, respectively. | aerospace |
http://postnewsd2.blogspot.com/2017/04/astronaut-peggy-whitson-breaks-us.html | 2018-07-15T21:21:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676588972.37/warc/CC-MAIN-20180715203335-20180715223335-00602.warc.gz | 0.940686 | 470 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__31075410 | en | Astronaut Peggy Whitson breaks US spaceflight record: Things to know about her
American astronaut and commander of the International Space Station's Expedition 51 crew, Peggy Whitson, officially set the US record on Monday for most cumulative days in space.
"At 1:27 a.m. ET on April 24, @AstroPeggy has officially broken @Astro_Jeff's record of 534 days in space," NASA's page for updates from the International Space Station said in a tweet.
Here are some interesting facts you must know about the Whitson, who surpassed NASA astronaut Jeff Williams' record of 534 days in space:
Peggy A Whitson (Ph.D) is currently part of Expedition 50/51, which is her third long-duration mission to the space station.
Whitson and her crewmates, Cosmonaut Oleg Novitskiy and ESA astronaut Thomas Pesquet launched on November 17, 2016.
The Iowa native completed two six-month tours of duty aboard the station for Expedition 5 in 2002, and as the station commander for Expedition 16 in 2008.
She has accumulated 377 days in space between the two missions, the most for any US woman at the time of her return to Earth.
She is also the first woman to command the space station twice, and holds the record for most spacewalks conducted by a female astronaut. Whitson has performed six spacewalks, totaling 39 hours and 46 minutes.
"It is one of those rides that you hope never ends. I am so grateful for all those who helped me on each of my missions!," Whitson wrote on her Twitter page.
To congratulate Whitson for her record-breaking stay aboard the space station, US President Donald Trump will make a special Earth-to-space call from the Oval Office at 10 a.m. EDT on Monday, NASA said.
Trump will be joined by daughter Ivanka Trump and NASA astronaut Kate Rubins for the 20-minute call which will air live on NASA Television and stream on the agency's website and Facebook page.
Currently, Russian cosmonaut Gennady Padalka, who has spent 879 days on orbit in total, holds the world record for the number of cumulative days in space. | aerospace |
https://www.neimagazine.com/news/newsus-eielson-air-force-base-embarks-on-micro-reactor-pilot-program-10062945 | 2022-12-08T22:42:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711368.1/warc/CC-MAIN-20221208215156-20221209005156-00559.warc.gz | 0.943059 | 595 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__273721277 | en | The US Department of the Air Force (DAF), in partnership with the Defense Logistics Agency Energy, has released a request for proposal (RFP) for the Eielson Air Force Base Micro-Reactor Pilot Program. “The release of the RFP for the Eielson AFB micro-reactor is a critical next step in furthering the development and deployment of reliable and clean energy technology at Department of the Air Force installations,” said Nancy Balkus, Deputy Assistant Secretary of the Air Force for Environment, Safety and Infrastructure. “This programme is extremely important to mission assurance and sustainment in the face of climate change and continued national defence threats, and demonstrates the department’s commitment to ensuring our installations have a safe, reliable supply of energy, no matter their location.”
The Micro-Reactor Pilot Program was initiated in response to the Fiscal Year 2019 National Defense Authorization Act requirement to construct and operate a micro-reactor by the end of 2027. The micro-reactor will be licensed by the US Nuclear Regulatory Commission, but commercially owned and operated. In conjunction with the release, the DAF is hosting a pre-proposal conference and site visit at Eielson Air Force Base in Alaska on 12 October.
In August 2018, the Air Force office of energy assurance recommended Eielson Air Force Base for the microreactor pilot. It was determined to be an ideal location for the pilot project due to the existing infrastructure, suitable climate, and “critical mission resilience requirement”. A microreactor could also meet the base’s year-round energy needs for station heating.
The Eielson microreactor will be stationary, but mobile microreactors are also being developed. A May 2019 study concluded that mobile microreactors can support armed forces deployment and meet power demands in developed areas such as Europe and “immature theatres” of conflict in lesser developed areas. The study said a microreactor could deliver 1-10MWe for years without refuelling, in a size small enough to be transported by road and air.
In March 2020 the Department of Defense issued three contracts for companies to start design work on mobile microreactors as part of a plan towards achieving nuclear power for US forces at home and abroad.
“Energy is a critical asset to ensure mission continuity at our installations,” said Mark Correll, the deputy assistant secretary of the Air Force for Environment, Safety and Infrastructure in a news release announcing the project.” The pilot project will be coordinated by Correll with the Air Force Office of Energy Assurance, the office of the deputy assistant secretary of Defense for Environment and Energy Resilience, the Department of Energy and the Nuclear Regulatory Commission. The groups will also be working together to oversee the safety of the project.
Image: Eielson Air Force Base (courtesy of US Air Force) | aerospace |
https://www.eastcoastballoonadventures.com/faq-s | 2021-04-18T04:38:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038468066.58/warc/CC-MAIN-20210418043500-20210418073500-00448.warc.gz | 0.948232 | 1,307 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__218806693 | en | How long is the flight?
Plan on being with us for up to 4 hours from start to finish. The flight portion lasts approximately 45 minutes to 1 hour, depending on the wind speed and direction.
Does the basket sway and move around when flying?
The basket does not sway since it moves with the wind. There is no sensation of motion in a balloon and no passenger has ever suffered motion sickness. It is completely tranquil and stable. As hard as it is to believe, there is also no sensation of height in a balloon. Even the faintest of heart and those fearful of heights find the basket very secure and relaxing moments after takeoff. We have flown passengers who, before the flight, were absolutely certain that a balloon was the device specifically designed to torture them. They have been dragged, cajoled, brow beaten, and shamed into flying by moms, dads, brothers, sisters, husbands, wives, friends and significant others. To date, we have never had anyone take us up on the offer to land early nor have we had anyone say they wouldn’t do it again! It takes five minutes for you to realize that your fears were unfounded and that this experience is just plain fun.
When do you fly?
We fly from mid-May until the end of November. Flights typically take place at sunrise and approximately 2 hours prior to sunset. Hot air balloons are not able to fly during the middle of the day due to thermal activity, which makes the air unstable.
How many people go into the basket?
Our basket can carry 4 or 5 passengers, plus the pilot, based on total passenger weight.
Where do you launch from and land the balloon?
Since we fly with the prevailing winds, our flight patterns and landing sites vary due to the changing wind directions. All of our flights take place in the Kings County region of the Annapolis Valley.
What type of weather conditions are needed to fly in a hot air balloon?
Hot air balloon flights take place in light winds (less than 8 knots/15km per hour) with no rain or approaching storms in the immediate area.
How high/far do you go?
Our altitude will vary during your flight, but most flights take place between 500 and 2,000 feet. The balloon may go higher if the day’s winds allow your pilot to do so. Winds permitting, some flights will also occur at lower altitudes so you can enjoy an “aerial nature walk”. Because your balloon flight relies 100% on the wind, no two flights are the same, but most flights travel between approximately 3 and 20 kilometers.
Are there any restrictions on who can fly in the hot air balloon?
We cannot accept passengers under 48" (120 cm) tall, women who are or may be pregnant, or those with heart, back, neck or knee problems. If you have any questions about these restrictions please call us to discuss further.
How big is the hot air balloon?
Our balloon is 120,000 cubic ft. When fully inflated, the balloon stands almost 7 stories tall!
How do you steer a balloon?
There are no mechanical means of steering a hot air balloon. The only way to obtain steerage is for the pilot to find different wind directions at various flight altitudes.
How do I book a hot air balloon flight?
Please call us at 902.306.0095 or email us at [email protected] to discuss flight options.
How do I confirm my flight is on and where do I meet you?
For sunrise flights we will contact you between 9:00pm and 9:30pm the evening before your flight. For sunset flights we will contact you between 3:00pm and 3:30pm the afternoon of your flight. At this time we will update you on the weather and your flight status as well as confirm our meeting location. We typically meet all of our passengers at the Irving Big Stop in New Minas which is found at Exit 12 off of Highway 101.
Do I need to sign a waiver?
Yes. Click here to see a copy of our standard waiver. We will have copies of this with us for you to sign the day of your flight.
What should I wear?
Wear casual clothing and comfortable shoes appropriate for an outdoor adventure. Dress for the season and layer your clothing so that you can adjust for the warming temperatures as the morning progresses or cooling temperatures as the evening sun sets. The coolest you will be is on the ground. Once in flight, the burners tend to keep the basket nice and warm. Appropriate attire includes long pants, sturdy shoes that will provide good support walking on uneven ground, a ball cap, sunscreen and sunglasses. No open-toed shoes or sandals please. Also recommended for morning flights are waterproof shoes/boots of some description as the fields we land in are often wet with dew.
What should we bring?
Due to limited space in the basket, large camera bags, purses, backpacks, and coolers are best left in our chase vehicle, however, you are free to bring cameras or binoculars.
What happens if our flight is cancelled?
Hot air ballooning is safe and fun but is very weather sensitive. The decision to fly or cancel a flight rests solely with the pilot. In the event your flight is canceled, we will work with you to reschedule for another date.
What about special requests?
Since we are committed to offering personalized hot air balloon adventures, we are available to assist you with special requests to make your adventures with us even more special. Please call us to discuss how we can make your special day exactly what you are looking for.
Do you have gift certificates?
Gift certificates are available and are ideal for birthdays, anniversaries, holidays, weddings, and any other special occasion. It is truly a gift that the recipient will never forget.
What is the refund and cancellation policy?
All flight bookings and gift certificates are non-refundable. Once you have scheduled a flight, we require a minimum of 3 business days notice for any changes. If you do not cancel with the proper notice period, or do not show up for your scheduled flight, your flight/certificate will be forfeited. All flights/certificates are fully transferable. | aerospace |
https://awesome-universe.com/2022/09/18/ | 2023-06-10T20:36:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646350.59/warc/CC-MAIN-20230610200654-20230610230654-00758.warc.gz | 0.965038 | 359 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__237285179 | en | The China Global Television Network recently reported that China is looking into offering space rides to commercial passengers by 2025, including suborbital flights, cargo flights, and trips to Chinese Space Station. For instance, suborbital flights are expected to be priced at 2 and 3 million yuan (or $287,200 to $430,800).
Given the growing U.S. space industry with its own range of space flight options, it was only a matter of time that China would enter this commercial space race. Russia has been in the game the longest, having sold seats to U.S. astronauts hoping to reach the International Space Station (ISS) following the demise of the space shuttle.
Not to be outdone, NASA has also announced plans to take commercial passengers to the ISS at $55 million per seat. According to Tech Times, NASA is seeking commercial partners for two such flights per year starting as early as 2023. We have already discussed the Axiom Mission 1 (or AX-1 mission) to the ISS earlier this year at about the same price, so this is not a new idea. I guess the Axiom Mission 1 went well enough for NASA to see this as a regular operation.
A variety of space travel options from a variety of countries and commercial suppliers shows that playing in space can be both fun and profitable. Just ask Captain Kirk.
That is fine, as long as the tourists do not get in the way of the real work that is being conducted. With the taxpayers still footing most of the space-faring bill, we do not want space travel to be seen as only a luxury for the wealthy (similar to electric vehicles in the U.S., up to now). Space and related space travel should be seen as something belonging to everyone. | aerospace |
http://www.minotdailynews.com/page/content.detail/id/525319/Minot-AFB-repair--enhancement-program-gives-back-to-Air-Force.html?nav=5009 | 2016-10-27T22:46:04 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988721405.66/warc/CC-MAIN-20161020183841-00260-ip-10-171-6-4.ec2.internal.warc.gz | 0.96249 | 979 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__157145518 | en | MINOT AIR FORCE BASE From shop TVs to the scoreboard at the fitness center, if it can break, chances are the airmen at the 5th Maintenance Group's Air Force Repair Enhancement Program office can figure out what's wrong with it and save the Air Force money in the process.
In fiscal year 2008, the AFREP office at Minot Air Force Base returned $108,000 worth of 5th Bomb Wing and 91st Missile Wing parts to the Air Force supply system. In addition, the office repaired more than $805,000 of nonaircraft/missile-related equipment, such as printers, treadmills, shredders, radar guns and many other items.
The AFREP's main objective is to optimize Air Force resources by increasing the wing and base-level repair capability of aerospace parts and equipment. The program encourages innovation, ingenuity and resourcefulness by allowing organizations to identify items for base-level or contract repair. Put simply, AFREP saves Air Force resources and American tax dollars by repairing items that are no longer available through normal channels, no longer made or to be thrown away.
Submitted Photo --
Tech. Sgt. Rene Medina, Air Force Repair Enhancement Program technician, repairs a circuit board at the AFREP shop at Minot Air Force Base March 3, shown in this photo by Staff Sgt. Stacey Moless.
"The main thing we do is we repair assets from the flightline that normally wouldn't get repaired," said Master Sgt. Todd Brown, AFREP superintendant. "The biggest asset we give the maintenance group commander is that we can turn in parts back to him that the flightline can use."
According to Brown, there are two categories repairs fall into: mission-capable fills and mission-capable avoids, known as MICAP fills and MICAP avoids.
"If you order something and we don't have it on base, it has to be ordered," Brown said. "That process takes time and costs money. If we have that item here and we can fix it, we can turn it back in within a day. We have a big impact on mission readiness that way."
"Any part we fix that we turn into storage for use at a future date," Brown said. "We did 40 of those last year. It's all about planning ahead and being ready for the unexpected."
By fixing items that might have otherwise been thrown away, the AFREP office is able to not only save the part, but also save the Air Force money it would have spent on a replacement. Savings the AFREP office gives the Air Force fall into two categories: direct savings and avoidance savings.
"Direct savings is real money we get to see," Brown added. "The amount of direct savings we save in one fiscal year is the amount we get to spend in the next fiscal year. Avoidance savings is money we save organizations by fixing shop items."
AFREP is staffed by three mechanics who have been certified (or are being certified) as 2M Micro-Miniature Technicians, which is equivalent to the Naval Sea Systems Command Miniature/Micro-Miniature (2M) Electronic Repair Program certification, one of the highest levels of electronic rework certifications available. The training is widely regarded in the maintenance career field as some of the most intense and comprehensive Air Force training available. Airmen attended a six-week Micro-Miniature Circuit Card Repair course at Davis-Monthan AFB, Ariz., where they learned wire repair, advanced soldering techniques, as well as circuit card repair and electronic re-work.
With such a varied mission and so many broken items, Tech. Sgt. Rene Medina, AFREP technician, said the hardest part of his job is figuring out what's wrong with the broken item.
"Another hard part is finding the technical data," Medina added. "A lot of planning and research goes into fixing broken equipment."
The AFREP technician added the job, while challenging, has its rewards.
"I enjoy giving back to the flightline," Medina said. "As a mechanic, not having to wait around for a part is a big deal. It's very rewarding watching that plane fly away and knowing you had a part in it."
Medina's wingman, Tech. Sgt. Kevin Irick, also an AFREP technician, said he was also happy to give back to the Air Force and learn something in the process.
"I get my thrills from ripping things apart and figuring out how they work," Irick said. "I enjoy fixing them and putting them back together."
Whether it's ripping something apart or putting it back together, the airmen at the AFREP office are committed to mending what's broken and saving money wherever they can. | aerospace |
https://heliworxaviation.com/ | 2023-04-02T12:54:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950528.96/warc/CC-MAIN-20230402105054-20230402135054-00595.warc.gz | 0.903953 | 357 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__284066478 | en | Heliworx Aviation Services Namibia
Heliworx is an internationally-certified aviation company with the experience, flexibility and professionalism to service almost any airborne requirement. Our team of expert pilots are qualified in flight training and, with access to a diverse fleet of aircraft, able to service clients in the fields of transport, cargo services, forestry & wildlife conservation, firefighting, surveying and motion picture & film. Backed up by an experienced administration team with international contacts, Heliworx is able to provide end-to-end flight solutions with a high level of attention to detail and flexibility.
Heliworx can create a flight itinerary uniquly for you, accommodating your preferred activities and destinations. Give us a call today to chat with a member of our team about your requirements – or complete our online enquiry form.
We have developed a range of helicopter tours which incorporate luxury travel and unique destinations. If these don’t quite suit your particular requirements let us know and we can develop a flight itinerary just for you!
Subscribe to our mailing list and be the first to hear about all the exciting new developments at Heliworx Aviation Services.
Fully Customisable Flight Itineraries
We offer fully customisable itineraries. Should you wish to add a destination not listed below, our team is more than happy to make necessary arrangements to offer you your desired experience.
Embark on an amazing scenic journey to any one of the following locations listed below or let us know your plans and we will create a custom itinerary just for you.
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Subscribe to our mailing list and be the first to hear about all the exciting new developments at Heliworx Aviation Services... | aerospace |
https://www.rankred.com/facts-about-venus/ | 2023-12-10T17:53:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102612.80/warc/CC-MAIN-20231210155147-20231210185147-00542.warc.gz | 0.95679 | 1,977 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__87652290 | en | Being the closest planet to Earth, Venus has always been a desirable target for amateur astronomers for their first interplanetary exploration. That said, this planet was once the focal point of all space exploration in the late 1960s and 1970s.
Since the mid 20th century, many important and fascinating things have been uncovered regarding the planet, for example its toxic and unbearable atmosphere, cyclones near the south pole, and surprisingly low magnetic field and much more. While life is not possible on this planet, not now, not ever, it can still help us understand important planetary physics. Here are some of the fascinating facts about Venus.
Mass: 4.86×1024 kg
Density: 5.243 g/cm3
Surface Temperature: 462 °C
Surface Gravity: 8.87 m/s2
Diameter: 12,104 km
First Recorded Discoverers: Babylonian astronomers
20. The fact that Venus orbits the Sun (not the Earth) was first discovered by Galileo Galilei in the 17th century. Then in 1761, Russian genius Mikhail Lomonosov discovered the Venusian atmosphere, which was later studied by the German astronomer named Johann Schröter.
19. Venus’ atmosphere is mostly comprised of Carbon dioxide and nitrogen, though sulfur dioxide, argon, and water vapor are also found in trace amounts. Carbon dioxide accounts for 96.5% of the atmosphere, nitrogen 3.5%, and sulfur dioxide for about 0.015%. Carbonyl sulfide and other hydrogen compounds are found in trace amounts.
18. The planet’s magnetic field is much weaker than that of the Earth. When researchers first discovered this fact in 1960s, they were surprised as they were expecting some sort of magnetic field due to its resemblance to the Earth’s size. One possibility is that Venus doesn’t have a solid core which is responsible for the dynamo effect.
17. Though not much is known about the internal composition of Venus, its similar mass and size suggest that it has more or less the same structure i.e. a core, followed by a mantle and the crust. Its metallic core is approx. 6,000 km wide, the mantle is about 3,000 km thick and the crust may be about 10-20 km thick.
Size comparison of Venus and Earth
16. From earth, it is the second brightest object in the night sky. With an apparent magnitude of -4.6, only the moon outshone Venus in a clear night sky. Most of the times it is bright enough to be scantly visible to be seen by naked eye in the daytime.
15. On Venus, a day lasts longer than a year. Not sure how this is possible? A day on any planet is defined by its complete rotation around its axis, while a full revolution around the Sun defines a year on the planet. Venus takes about 224.7 Earth days to complete one orbit around the Sun, however, one revolution around its axis takes 243 Earth days (sidereal day).
14. In the next 4-5 billion years or so, the Sun will engulf planet Venus before reaching its apogee of red giant phase. Although researchers are still not sure the Sun will entirely cover the Earth or not, by the time it reaches near Venus, Sun’s flare would definitely destroy life on this planet.
13. Due to its similarity in mass and size, Venus is often called as Earth’s sister planet. The calculated diameter of the planet is about 12,103.6 km, which is just 634.4 km less than that of the Earth, while it has about 81% of the total Earth’s mass. However, the Venusian climate is extremely different than the Earth’s.
12. Researches over the years indicate that Venusian surface is much drier. During the early stages of its formation, extreme radiation from the Sun evaporated water from the planet’s surface quickly. The existence of liquid water on Venus is almost impossible due to its extremely hot atmosphere. Today, almost the entire planet is engulfed by active volcanoes.
Computer generated ‘Crater Farm’ on Venus
11. Venus’ extreme brightness has often lead to be misidentified as a UFO. At its best, the planet outshine Sirius, the brightest star from Earth’s point of view. Its successive appearances and a very unique position, relative to the Sun is what causes this mishap over and over again.
10. The planet has no proper natural satellite. However, it does have a temporary quasi-satellite and few trojan moons. The quasi-satellite, designated as 2002 VE68, was the first of such satellite to be discovered around a planet in the Solar System. From the Earth’s point of view the satellite appears to be revolving around Venus, but in reality it orbits around the Sun.
Diagram of quasi-satellite orbit
Venus also has two other trojans moons named 2001 CK32 and 2012 XE133, both of whom were once potentially hazardous asteroids to Earth. Sometime in the 17th century, Giovanni Cassini claimed that he detected a moon orbiting around the planet Venus, which he named Neith. Over the course of 2 centuries, Neith was reported by various observers, however, it was later identified as some sort of stellar activity on its immediate background.
9. First empirical studies were conducted on Venus after the initial success of the Venera mission in the 1960s. It was then followed by NASA’s Mariner 2, which became the first major interplanetary mission after gathering several important data from the planet.
8. Before the 1960s, many believed that Venus could possibly harbor life due to its similarity in shape and size to our planet. However, after the success of Russian and American missions to Venus in the later half of the 20th century, this speculation started to fade away after researchers began examining the Venusian atmosphere more closely.
With a scorching temperature of about 462 °C and atmospheric pressure up to 90% of that the Earth’s, Venus is surely not a place for life to take harbor.
7. According to ancient astronomical manuscripts, Venus was known to several historical civilizations mostly as the “evening star” and the “morning star.” Based on this, it can be assumed that they understood this planet as not one but two separate objects. One such civilization was the Greeks, who believed that it was two separate stars named Phosphorus and Hesperus.
6. After Soviet’s Venera missions and NASA’s Mariner 2, more than two dozen flybys and space probes have been successfully sent to Venus. One of the most important space probes sent to Venus was Magellan, which mapped almost the entire planet with Synthetic Aperture Radar technology and it also obtained important data such as topography, slope, radiometry, etc. over the period of 5 years.
Artist’s impression of Mariner 2
5. European Space Agency’s most recent space probe to Venus named the Venus Express, which was deorbited in 2015, revealed a fascinating evidence of lightning on the planet’s atmosphere. The observed lightning was extremely different from anything on the Earth or even other planets as it was not associated with water, instead was caused by clouds made composed of sulfuric acid.
4. A phenomenon known as supperrotation exist almost exclusively on the planet’s atmosphere. It first came into our knowledge in 1960s, when it was discovered that winds in the upper atmosphere of the planet blow almost 60 times faster than its surface.
A full rotation of the planet on its axis takes about 243 Earth days, but with a speed of 200 m/s, its atmosphere completes that in just four Earth days. Apart from Venus, supperrotation is also evident on Saturn’s moon Titan.
3. According to NASA, atmospheric pressure on Venus is around 80-100 times that of the Earth’s. To put this into context, the amount of pressure felt by a human body on the Venusian surface would be almost equal to what is experienced deep below the oceans on the Earth.
2. It is one of the two planets in our solar system that rotates in a retrograde motion i.e. rotating in the opposite direction of Sun’s own rotation around its axis. One possible explanation might be a hellacious collision between the planet and other body sometime during the planet’s history, which might have forced the planet to change its rotation. Apart from Venus, Uranus also rotates in a retrograde motion along its axis.
1. Venus is perhaps the hottest planet in our solar system. Well, some of you might be asking how this is possible? What about planet Mercury? We know that Mercury is the closest planet to Sun, and it receives solar radiation way more than any planet in our solar system. But due to its extremely small size, Mercury’s gravitation is so weak that it cannot hold a considerable amount of atmosphere around it.
View of Venus from Synthetic Aperture Radar from Magellan
The lack of atmosphere means that Mercury is unable to trap heat and radiation inside, just like the Earth. Venus, on the other hand, has a thick and rather a toxic atmosphere composed of carbon dioxide and nitrogen, which traps the maximum amount of heat inside in a one-way mechanism. The average surface temperature is 462 °C. No wonder why scientists call this a hellish planet. | aerospace |
http://mc-5444-105561937.us-east-1.elb.amazonaws.com/aviation-news/general-aviation/2017-06-16/bell-eyes-future-while-wrestling-present | 2017-08-16T14:59:21 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886102307.32/warc/CC-MAIN-20170816144701-20170816164701-00388.warc.gz | 0.973108 | 1,019 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__75137864 | en | Bell Helicopter executives are enthusiastically promoting future technologies, including those embodied in the company's FCX-01 mockup concept helicopter and a potential new eVTOL aircraft to serve an emerging urban air market. At the same time, they acknowledge the challenge of managing their two current new helicopter programs, the 505 and the 525.
Nearly six months after the 505 light single received initial type certification from Transport Canada, the FAA validated that certification on June 8. Bell said that EASA certification should follow shortly. Bell (Static Display A2) delivered the first customer 505 on March 7, 2017 andholds 400 letters of intent (LOIs) for the model. Bell CEO Mitch Snyder recently said the company has had good success converting LOIs for the 505 to firm orders, but declined to offer specifics. “We can't give you numbers, but I would say that it has been a really healthy conversion,” he said. Snyder also declined to estimate what the 505's production run would be in 2017, although he gave an estimate of 50 during a press conference last December. “We haven't decided the exact production ramp-up yet,” he said. “We are very pleased where the 505 program is right now.” Bell is working on certifying a variety of options for the 505, including kits for law enforcement and electronic news gathering.
Snyder said that the commercial market has stabilized for Bell, driven by orders for the 505 and the 429 light twin and renewed international interest in the 412. “I wouldn't say the market has returned or anything like that, but for us, orders are coming in at a nice rate, so we're getting stability.”
More than 11 months after the fatal crash of a Bell 525 flight test aircraft, that program's helicopters remain grounded. Earlier this month, Snyder said the 525 would be “back up to flight in the near future. We continue to work on non-flight activities and the program is continuing to progress there,” Snyder said. “We continue to work closely with the NTSB and the FAA. We're preparing for flight. We expect to be in the air in the near term. That's pretty much what we can say right now. The aircraft are being built up in preparation. We have one aircraft that we are bringing back up on line and then the second one will follow shortly after that.” Snyder said that none of the remaining two test aircraft had engaged in ground runs during the stand down and that two additional test aircraft are being built up at Bell's Amarillo, Texas, plant. One of those will fly this year and the other early next year. “The current plan, assuming that we will be flying here pretty quick, is that we will get type cert by the end of 2018 and begin deliveries in early 2019,” Snyder said.
Bell's entry into the U.S. military's future vertical lift (FVL) competition, the V-280 tiltrotor, is 96 percent complete and preparing for rotor system installation and ground runs later this summer and first flight in September, according to Snyder. Bell's unmanned tiltrotor, the V-247, has passed systems requirement review and is headed for preliminary design review. He did not rule out developing a commercial variant of the V-280 if the aircraft succeeds with the military. “[If Bell wins FVL] we are definitely looking at a derivative of that,” he said.
Michael Thacker, Bell executive vice president for technology and innovation, said the technologies embodied in the FCX-01 will eventually find their way onto Bell production aircraft. They include items such as a hybrid drive system with electrically powered and embedded anti-torque, adaptive blades and augmented reality and artificial intelligence in the cockpit. While Thacker said that Bell is working with global rideshare service Uber on creating its urban air transportation network known as Elevate, he added that “there is no definitive agreement in place today [with Uber]” on any specifics pertaining to the project. He also declined to provide specifics on the Bell resources devoted to the project in terms of metrics, such as manpower. “I won't talk about that. We have a cross-functional team including engineers, designers and manufacturing folks who are all working together on the innovation team and are working across multiple platforms, including urban air mobility. We believe the technologies that we are working can enable a number of products in a number of market segments, urban air mobility being just one of those great opportunities.”
Thacker said Bell is keeping its ideas for urban air mobility under wraps for now. “We have a number of concepts on the table; we are not unveiling any at this point. We are not ready to unveil our design for the product. We're not ready to release a timeline. We've seen Uber's timeline . We're working with Uber to make sure we can do it in a safe and appropriate manner.” | aerospace |
http://alanmcmahon.com/world-flight/May16.htm | 2021-07-26T16:06:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152144.81/warc/CC-MAIN-20210726152107-20210726182107-00289.warc.gz | 0.971864 | 1,252 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__52066888 | en | May 16th -
Ahmedabad, India to Patna, India
hrs 42mins flying non stop
traveling to India we had expected this to be the most expensive
place for landing and ground handling services. Handling fees
can be up to $1100 for one night. Advice from Flemming Pederesen,
a Swiss pilot who flew around the world in 2000
(http://honeymooney.com ) was to decline all offers of handling
as we could do it ourselves. Air Traffic Control is god in India
and if you want anything done at an airport you must talk to ATC.
A large amount of paper work is required to fly internally here.
The flight plan had to be approved by the control tower (domestic
terminal) who wanted four copies submitted. After approval customs
(international terminal) had to be visited. Most of the customs
papers had been filed on arrival but it still took almost an hour
to have a copy of the flight plan stamped by customs. Next to
immigration who again took almost 30 minutes to issue their stamp.
Then back to the tower to re submit the plan. The tower then send
you down stairs to receive a weather and communication briefing,
which is compulsory for a domestic flight. Back up to the tower
to get an invoice for navigation services. The whole process lasted
nearly three hours. The saving in self handling is evident when
you are presented with a bill for a $100.
We had hoped
to get airborne from Ahmedabad 8am but with the long paperwork
process we didn't get going until 11.30. We wanted to get going
as early as possible - the later we left it the hotter it got
and the performance of the aircraft would suffer in the heat (not
to mention the reduced performance of the pilots in this heat).
At 11.30am the temperature was already over 40 degrees and cumulus
(Cu) clouds were popping up all over the sky indicating a bumpy
flight. We had taken extra fuel for the flight so we were heavy.
Adding an extra 10 knots onto our rotate speed due to our weight
and the heat we climbed slowly into the sky leaving Ahmedabad
behind us. At times our rate of climb was down to 300 feet per
minute as we climbed to 7,000 feet. In the cruise the thermals
were awful, we were being kicked around the sky, one minute we
would fly into an updraft and have a rate of climb of over 2,000
feet a minute (off the scale of our VSI instrument) - we fought
to stop the climb but it became impossible to maintain 7,000 feet
so we tried higher looking for smoother air. The downdrafts were
just as bad, with the nose of the aircraft high in the air, full
power at 80 knots we were still descending at rates of up to 1500
feet per minute. In a short time we were up at Flight Level 110
(11,000 feet) where we hoped we could climb above the turbulence.
It wasn't much better here and as we have no oxygen we fought
hard to stop the thermals taking us higher. At
this level we encountered a stronger headwind as well which slowed
our progress. These were the strongest thermals and worst turbulence
we had ever experienced.
Any higher then
11,000 feet and the risk of Hypoxia increases (lack of oxygen
which puts you in a euphoric state before falling into unconsciousness).
A sign of Hypoxia, is your finger nails showing a blue tinge-
we keep a check on how we are doing at 11,000 feet but all looks
well. As we are spending so much time flying up around 11,000
feet we are taking Aspirin before and after flights which has
the effect of thinning the blood and helps prevent Thrombosis.
Food on board today was limited to a pack of "Hob Nob"
biscuits and two bottles of water. This was all we had for the
5 hour flight but it was better than nothing.
Our routing was
near enough direct to Patna via the VOR beacons onroute. We navigate
by selecting beacons in our Navigation radio in the aircraft,
dialing in the radial (track) we want to fly and a needle indicates
which way to fly to reach the beacon. We also have DME (indicates
distance from the beacon). Backing this up we have GPS in the
aircraft and another handheld GPS (with moving map display) to
triple check everything. GPS makes life so much easier as our
estimated time of arrival at each of the points on our route is
indicated on the GPS as well updated constantly.
As we fly for
a few hours the turbulence reduces and we settle into the flight.
On of our jobs is to monitor the fuel flow. We estimate fuel remaining
by working out the number of minutes burning fuel from each tank.
The Piper Cherokee has 4 separate tanks (no cross feed between
tanks) so you have to carefully work out how much is left in each
tank. We also have our auxiliary fuel tank to give us the extra
range with an endurance of over 15 hours. There is no high tech
gadget to manage the fuel other than our notebook and pen.
Patna town comes
into view 8 hours later. We were cleared to the VOR beacon at
the airfield and then to fly the procedure (VOR/DME) for landing
but as we got closer we were setup on a straight in approach and
we opted to go visual. The landing was smooth and we taxied over
to our stand were customs were again waiting to meet us. The long
paper trail was about to start again. Tomorrow we leave for Thailand
- we are both exhausted from flying every day for the last 4 days,
looking forward to a break in Chiang Mai. | aerospace |
https://countryrebel.com/air-force-f35-fighter-jet-crashes-in-florida-days-after-1st-jet-went-down/ | 2024-04-14T17:12:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.19/warc/CC-MAIN-20240414161724-20240414191724-00580.warc.gz | 0.972007 | 429 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__102466099 | en | F-35 Lightning II / Facebook
A 79.2 million dollar F-35A Lightning II fighter jet, assigned to the 58th Fighter Squadron of the U.S Air Force reportedly crashed while landing at the Eglin Air Force Base in Florida.
It happened around 9:30 at night on Tuesday, May 19, 2020, and the pilot was able to successfully eject from the aircraft before it crashed on the runway. The rescue crew quickly recovered the airman and transported him to the 96th Medical Group.
“At the time of the accident, the pilot was participating in a routine night training sortie,” the Eglin AFB said. “First responders from the 96th Test Wing are on the scene and the site is secured.”
Fortunately, the pilot lived and there was not any damage to civilian property. The airman’s name will not be released at this time but they said he was participating in a routine night training sortie.
Just days before the crash, on Friday, May 15th, around 9:15 in the morning, there was another jet fighter participating in routine training and crashed 12 miles northeast of Eglin Air Force Base on a testing and training range. It was an F-22 assigned to the 43rd Fighter Squadron and it cost 150 million dollars.
“The aircraft debris has not yet been removed,” Eglin Air Force Base said, according to News Week. “The interim safety investigation board is in control of the crash scene and will not move the debris until they can ensure all evidence is preserved to assist in establishing the cause of the accident.”
That pilot was also able to safely eject from the jet before it crashed and was taken to the 96th Medical Group as well. His name was not disclosed either but he was reported to be in a stable condition.
With two fighter jets crashing within four days of each other, the investigation will show in the near future any potential connection or link between the two.
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http://www.cdxuanye.com/news/feature/aloha_amdr | 2020-07-14T22:24:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657151761.87/warc/CC-MAIN-20200714212401-20200715002401-00188.warc.gz | 0.921405 | 839 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__97640911 | en | Aloha, AMDR radar
Raytheon’s transformational naval radar arrives in Hawaii for ‘live target’ testing
The U.S. Navy’s new Air and Missile Defense Radar has arrived in sunny Hawaii for testing at a military-grade, high-tech testing range – the U.S. Navy Pacific Missile Range Facility.
365电竞The move is a graduation of sorts for the radar, officially known as SPY-6(V). When installed on the Navy’s next-gen destroyer, it can see a target of half the size at twice the distance of today’s radar.
365电竞Engineers had been testing the fully assembled array for months at an indoor, near-field range in Sudbury, Massachusetts. AMDR was calibrated and demonstrated jaw-dropping radar array performance.
“We’re extremely excited to take the Navy’s next generation SPY-6 radar to the next level of test - far-field range testing on the Pacific,” said Raytheon’s Tad Dickenson, AMDR’s program director. “In Hawaii, we will be able to unleash the full power of this radar; - testing with live targets - in the air and on the sea. We’ll get to see the unprecedented capabilities of this multi-mission radar in action.”
A Packing Challenge? Not For This Design.
365电竞For the journey, the radar’s bags were packed – well, more like its boxes: 37 2-by-2-by-2-foot building blocks known as Radar Modular Assemblies, or RMAs.
365电竞By design, the radar is fully scalable. Each RMA is a self-contained radar which, when stacked together, can form any size array to fit the mission requirements of any ship.
The SPY-6(V) being developed for the Navy’s DDG 51 Flight III destroyer stacks 37 RMAs to form a 14-foot by 14-foot array. This configuration enhances the Navy’s ability to detect, identify and track air, surface and ballistic missile threats – delivering more than 30 times the sensitivity of the currently deployed SPY-1D radar, in similar space and at a comparable cost.
365电竞Raytheon’s team assembled and populated the components in the octagon-shaped array in just 140 days.
Raytheon engineers accompanied the radar on its journey westward and assisted with its installation at its final destination.
“I’ve been a part of the program since it was a drawing on the white board,” said AMDR hardware engineering lead Joe Preiss. “To see our results and AMDR progress closer to install on the ship – that’s why we do what we do.”
All Targets on Track
365电竞The delivery to the Hawaii range is the latest in a string of milestones, all achieved in less than two and a half years since the start of the program.
“Shipping the Engineering Development Model to the Pacific Missile Range Facility in Kauai, HI is a significant milestone in AMDR development,” said Captain Seiko Okano, Navy Program Manager of Above Water Sensors. “The entire team is looking forward to demonstrating system performance and continuing to make progress toward delivering this critical capability to the Fleet.”
365电竞The engineering and manufacturing development phase of the program is now nearly 80 percent complete. Most recently the team completed its third build of software, developed and tested in increments called “sprints.”
With the fourth build already progressing through development, the radar remains on schedule for delivery to the Navy for the DDG 51 Flight III ship in 2019.
This document does not contain technology or technical data controlled under either the U.S. International Traffic in Arms Regulations or the U.S. Export Administration Regulations. E16-D9YN | aerospace |
https://www.mail.com/int/subjects/246534-space-exploration.html | 2017-06-25T05:17:15 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320438.53/warc/CC-MAIN-20170625050430-20170625070430-00222.warc.gz | 0.876633 | 642 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__240871135 | en | to experience the full functionality of mail.com.
Science & Technology
Enhanced by Google
June 02, 2017
Space capsule with 2 astronauts returns to Earth
A Russian Soyuz capsule carrying two astronauts to Earth after a half-year aboard the International Space Station has landed.
May 24, 2017
Crash report: Confused by spin, Mars probe failed to brake
An independent report has concluded that Europe's Schiaparelli probe crash-landed on Mars last year because its systems ...
May 22, 2017
NASA orders up urgent spacewalking repairs at space station
NASA has ordered up urgent spacewalking repairs at the International Space Station. On Tuesday, two astronauts will venture ...
April 26, 2017
China talking with European Space Agency about moon outpost
Representatives of China and the European Space Agency are discussing potential collaboration on a human outpost on the moon ...
April 24, 2017
Astronaut breaks US space record, gets call from Trump
Astronaut Peggy Whitson broke the U.S. record Monday for most time in space and talked up Mars during a congratulatory call ...
April 21, 2017
As orbit becomes more crowded, risk from space debris grows
Decades' worth of man-made junk is cluttering up Earth's orbit, posing a threat to spaceflight and the satellites we rely on ...
April 20, 2017
American, Russian cheered as they reach Intl Space Station
A Soyuz space capsule on Thursday safely delivered an American astronaut making his first space flight and a veteran Russian ...
April 10, 2017
NASA astronaut and 2 Russian cosmonauts return to Earth
Three astronauts from the International Space Station have successfully landed in the steppes of Kazakhstan — two from Russia ...
April 05, 2017
Veteran NASA spacewoman getting 3 extra months in orbit
The world's oldest and most experienced spacewoman is getting three extra months in orbit. NASA announced Wednesday that ...
March 31, 2017
Correction: SpaceX Launch story
In a story March 30 about a SpaceX launch, The Associated Press reported erroneously the height of the recycled booster ...
March 15, 2017
Sax in space: French astronaut delighted with birthday gift
This is one cosmically cool sax — and saxophone player. France's musical astronaut Thomas Pesquet is enjoying a special ...
February 23, 2017
7 Earth-size worlds found orbiting star; could hold life
For the first time, astronomers have discovered seven Earth-size planets orbiting a single nearby star — and these new worlds ...
February 08, 2017
European space agency to help NASA take humans beyond moon
The European Space Agency says it will contribute key components for a future NASA mission to take humans around the moon ...
January 19, 2017
Europe's Galileo satellites hit by anomalies
The European Space Agency opened an investigation on Thursday into anomalies that have affected five of the first 18 Galileo ...
January 03, 2017
Astronauts' No. 1 New Year's resolution: Ace spacewalks
Astronauts up on the International Space Station are starting the new year with a pair of spacewalks. Commander Shane ... | aerospace |
https://www.aerotrope.com/what-we-do/low-carbon-vehicles/what-we-do/low-carbon-vehicles/stratospheric-drone-astigan.html/ | 2024-02-24T00:37:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474470.37/warc/CC-MAIN-20240223221041-20240224011041-00694.warc.gz | 0.942612 | 241 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__146761389 | en | Milestones reached: patents with co-inventor Chris Hornzee-Jones, director of Aerotrope: Aircraft Longitudinal Stability
Aerotrope provided aero-structural design services to Astigan’s High Altitude Pseudo Satellite (HAPS) project.
Astigan Ltd was established in 2014, owned to 51% by the Ordnance Survey. The high altitude aircraft with a wingspan of 38m and weighing 149kg (including a payload of up to 25kg) can be deployed at 67,000 ft altitude, in order to combine the constant eye-in-the-sky presence of a satellite with accurate 3D mapping.
This uncrewed aerial vehicle technology was designed to aid in the upgrading of the UK’s infrastructure, with further benefits to emerging technology areas such as future self-driving vehicles and other 'smart city' applications, besides pushing the envelope for unmanned aviation systems (UAS), light weight- and electric aircraft in general.
First tests of endurance flight-testing the Astigan UAV took place in 2019,with a view to building up to 90 days non-stop.
photo credit: Astigan Limited | aerospace |
http://biztellers.com.ng/2012/11/13/ncaa-gives-domestic-airlines-six-months-to-install-safety-gadget/ | 2020-10-24T14:59:53 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107883636.39/warc/CC-MAIN-20201024135444-20201024165444-00505.warc.gz | 0.966012 | 657 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__53649331 | en | NCAA gives domestic airlines six months to install safety gadget
By Oyise OGHENE
The Nigerian Civil Aviation Authority (NCAA) has issued all domestic airlines in the country at most six months to install the newest safety gadget in the global aviation industry, Automated Flight Information Reporting System (AFIRS) in their aircraft or face sanction.
The Director-General of NCAA, Dr. Harold Demuren disclosed this development today in Lagos in an interview with journalists shortly after the presentation of his paper at the ongoing Airbus Industry Workshop Training for indigenous airline operators.
He however said that so far, all the country’s airline operators were interested in fixing the equipment into their airplanes and disclosed that it cost NCAA about $30,000 to acquire and install the equipment in its headquarters in Lagos.
For the airlines, he said it would cost them more, but that they could pay in instalmentally to the manufacturer of the equipment after the initial payment of about $60, 000 on each aircraft.
He said, “I think we are giving them six months to install the gadgets in their airplanes. We need to give them sometime. It is not a thing you can do in one day. After that, no aeroplane would operate in the public category carrying passengers for hire and reward will be allowed again in the country. I think it is good to promote safety in the industry.
“Any snag would be detected automatically. Every one of them wants to do it. Look, if you think this is expensive, go and try accident. It is the latest in the world. You know we have been complaining that pilots don’t record snags in their logbooks, but this automatically records everything. You can’t hide or change it. Everyone would have it; the airline and even the NCAA. We will know the problem and we would be able to fix it.
“It is a fraction of the money they will use to buy an airplane. It’s nothing. The system entirely for NCAA cost us about $30, 000. For the airlines, we are talking of initial payment of $60,000 and then a yearly payment till they finish paying.
On the workshop, Demuren commended the aircraft manufacturer for conducting the training for Nigerian airline operators, saying that this would further boost safety in the Nigerian aviation industry.
Also speaking on the issue, the International Safety Programme Director, Airbus, Mr. Marc Ballion said that the AFIRS would automatically be fixed on all its aircraft from 2015.
He said with this installation, speculations arising from probable causes of aircraft accident would be over, stressing that before the airline could come out with the latest technology; it cost it two years of intensive research.
He said that before the latest discovery, the airline was improving in its safety record, maintaining that it would further boost safety in the sector.
“Again, we have to be predictive and pro-active in our approach to safety of airplanes and passengers in the sector. We don’t have to wait for an accident to occur before we take step. This device reveals all the components of aircraft and monitors the movement of aircraft” he stressed. | aerospace |
https://drone-review.co.uk/cewaal-foldable-rc-quadcopter-drone-with-1080p-camera-live-videogravity-sensor-propellers-360flight-stunt-drone-for-kids/ | 2021-01-22T02:55:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703529080.43/warc/CC-MAIN-20210122020254-20210122050254-00388.warc.gz | 0.880326 | 262 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__122142313 | en | FPV Real-Time Transmission: RC drone equipped with 720p HD camera to take photos and videos while flying. Bring a new perspective to your photos and videos from the air. Images and videos will be listed in both App and mobile album system.
Foldable Structure Design: Foldable & flexible aerofoils and blades not only can make the quadcopter a smaller and portable palm-sized but also prevent users from being cut and provide better and safer using experience.
Headless Mode and One Key Automatic Return:Regardless of the aircraft at any angle, the direction of the remote control as the standard for flight, control is more simple, in this mode, when the drone fly to the longer distance, press a key to return button, due to built-in positioning, drone can be easily recalled.
Easy Safe & Fun to Fly: Equiped with the latest 6-axis flight control systems offer strong stability, easily implement various flight movements, stronger wind resistance; Built-in position system and gravity sensor, memorize previous position, simply click a button to drive the drone back.
Christmas Gift:Christmas Thanksgiving New Year is coming?As parents, children should be given their ultimate gift as their reward?This drone will be your best choice?Add it to the shopping cart? | aerospace |
https://www.ibtimes.co.in/nasas-cassini-spacecraft-finds-glass-like-sea-on-saturns-moon-544496 | 2018-12-14T22:10:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826354.54/warc/CC-MAIN-20181214210553-20181214232553-00292.warc.gz | 0.955296 | 437 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__213979723 | en | NASA's Cassini spacecraft through its new radar measurements have revealed images of the sea surface on Titan, the second largest moon of Saturn and called the surface smooth like a mirror.
This shows that the surface of Titan's second largest sea, Ligeia Mare has a glass-like surface with no waves, which the scientists believe may be owing to lack of winds. This is for the first time that the landscape composition and the weather pattern of the Saturn's moon have been observed by the Cassini spacecraft.
The radar measurements indicated that the Ligeia Mare's surface is still. The radar sensitivity of the Cassini spacecraft is one millimeter in this experiment, which means that if there are waves in the surface of the sea, they must be smaller than one millimetre.
The discovery also indicates that the landscape surrounding the sea is probably made of solid organic materials and not of frozen water.
"Titan is the best analogue that we have in the solar system to a body like the Earth because it is the only other body that we know that has a complex cycle of solid, liquid, and gas constituents," TOI quoted Howard Zebker, professor of geophysics and electrical engineering at Stanford University and the lead author of the study.
Thick clouds cover Titan that hinders the Cassini to obtain clear optical images, hence, scientists need to depend on radar, which can penetrate through the clouds.
"If the lake were really flat, it would act as a perfect mirror and you would have an extremely bright image of the sun. But, if you ruffle up the surface of the sea, the light gets scattered in lot of directions, and the reflection would be much dimmer. We did the same thing with radar on Titan.'' he said.
Scientists have pointed some possibilities for the sea calmness: The first being that may be no winds blew across that region when the Cassini flew by. Another possibility may be a thin layer of some unknown material suppressing the wave action. "For example, on Earth, if you put oil on top of a sea, you suppress a lot of small waves," Zebker added. | aerospace |
https://www.airplaneprebuy.com/airplane-intel-podcast/tag/beechcraft+baron | 2019-09-18T03:03:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573176.51/warc/CC-MAIN-20190918024332-20190918050332-00018.warc.gz | 0.930874 | 86 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__101655539 | en | Welcome to The Airplane Intel Podcast, the weekly General Aviation podcast for aircraft owners, operators, pilots and mechanics. We deliver practical advice, tips and strategies to make aircraft ownership simple, safe and cost effective.
This week, what does the 310, Seneca’ and Baron have in common? Don gives us some interesting facts and tips about these popular piston twins. Then, Don takes us on his journey through aviation. | aerospace |
https://www.airfreightbazaar.com/news/698/Turkish-Airlines-launches-Istanbul-Phuket-flights | 2020-01-20T07:09:40 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250597458.22/warc/CC-MAIN-20200120052454-20200120080454-00224.warc.gz | 0.936524 | 229 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__177378803 | en | Turkish Airlines launches Istanbul-Phuket flights
Turkish Airlines has launched direct flights from Istanbul to the Thai island of Phuket, the carrierā??s 300th destination, the airline said on July 18.
Flying to more countries and also international destinations than any other airline in the world, Turkish Airlines has started to operate four weekly flights to Phuket as from 17th July.
The inaugural flight from Istanbul landed at 8.55am in the Phuket International Airport (HKT) and was welcomed by the customary water cannon salutes in a formal ceremony.
Flight No. Days Departure Arrival
TK 172 Monday, Thursday, IST 14:30 HKT 04:00+1
TK 173 Monday, Tuesday, HKT 05:30 IST 12:00
With Turkish Airlines scheduled flight to Phuket; Turkish Cargo has also launched its scheduled freighter flights to the island,
Turkish Airlines has 333 aircraft and flies to 251 international and 49 domestic destinations. It was named Europe's Best Airline for the sixth time in last year's World Airline Survey by Skytrax. | aerospace |
https://metromatics.com.au/vpx-processor-used-in-jet-fighter-infrared-tracking-system/ | 2023-12-11T12:11:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679511159.96/warc/CC-MAIN-20231211112008-20231211142008-00870.warc.gz | 0.931855 | 1,090 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__289727696 | en | Modern Fighter Jets contain complex, cutting edge systems which operate in the most extreme conditions. One critical system is infrared search and track (IRST) which uses infrared detection to find objects and potential targets in its range. A second infrared application is forward looking infrared (FLIR) which detects heat within a camera’s field of view and is transmitted to ground crew for further analysis. FLIR is used for night vision, target tracing, search and rescue and hyperspectral imaging. FLIR and IRST are open platform server based applications and technology is constantly changing and upgrading. A European military integrator specialising in IRST and FLIR technologies approached ADLINK to assist in the technology selection and supply to enable the system integrator to build and deliver the next generation of infrared systems for Jet Fighter Customers.
In order to fulfil the requirement, the following challenges had to be surpassed:
Operate in Extreme Environments
Due to the varied conditions and environments that Military Aircraft are subjected to the system must be able to withstand sudden and dramatic changes in temperature, humidity and speed. Therefore the platform must be designed for rugged use.
SWaP Constraint for High Performance
Size, Weight and Power are common design constraints when building systems destined to sit inside a fighter jet – this is due to the space constraints and multitudes of systems that use the same power source. However, looking forward, maximising SWaP is important along with exceptional performance and solution reliability of the product being supplied
Meet Development Schedule and offer Superior Critical Support
The customer also required an agile partner that was able to build and customise a system platform in the shortest period of time. Additionally, reliable technical support and expertise is critical as the system is destined for National Defence.
Offer Extended Life Cycle Program
IRST and FLIR Systems must be designed for extended durability as they are often deployed for long than usual lifecycles. They need to be quickly and easily accessible for regular maintenance, updates or in case of repair. It should be reliable as it is updatable.
The VPX Processor Solution
ADLINK’s answer to the European System Integrator’s Challenge was the ADLINK VPX3020 Series Rugged Processor Blade. Designed for heavy application workloads, the VPX3020 is a 3U COTS blade server platform based on an Intel® Xeon® E-2254ML or 9th Gen Core ™ i3 processor, with soldered down DDR4-2666 ECC DRAM (up to 16 GB) and high speed serial fabric support for processor intensive task management. The solution is designed to the VPX (VITA 46) ANSI Standard, which establishes a broad set of mechanical and electrical specifications for 3U/6U systems. Adhering to VPX builds on a long legacy of embedded market design wins while supporting cutting edge switched fabric interconnects (such as PCI Express and 10 Gigabit Ethernet) for modern computing throughput demands. The VPX3020 VPX Processor met all the system integrator’s challenges in the following ways:
Rugged and Reliable for Extreme Environments
The Military Grade ADLINK VPX3020 meets several MIL-STD Specifications and is ruggedised to operate in extreme conditions. The System board is shock and vibration resistant. Extra precautions were undertaken by ADLINK to ensure operations during rough flights. Such as memory chips were soldered directly onto the board to eliminate any possibility of memory faults caused by shock and vibration during quick aerial manoeuvres. The VPX3020 is designed to operate between -40°C and 85°C for conduction cooled system and up to 75°C for Air cooled system.
SWAP designed for Aircraft
Firstly, the 3U VPX3020 blade server was chosen. This was because the physical size of the board fits into a shoe box sized chassis. The low power, high performance Intel processors tackles the system cooling challenges imposed by extreme operating conditions without compromising performance. The VPX3020’s SFF design focuses on the essential elements to make it stronger, more effective and purpose optimised.
Experience – Shortens specialised delivery
ADLINK’s extensive experience as an original design manufacturer (ODM) gives customers an advantage when customising systems for specific uses. ADLINK’s dedicated engineering teams work with customers to enhance COTS products for specialised application needs. By adapting pre-built solutions based on the globally accepted VPX standard, ADLINK can offer a modified commercial off the shelf version to expedite requests and changes to existing products.
Supply – Longevity
ADLINK has strategic partnerships with key component and software vendors. Therefore, delivering supply longevity to support traditionally long lifecycle programs of critical industries. With design centres, manufacturing facilities and business support branches in every major region worldwide. ADLINK enables exceptional industry opportunities and global reach. They also invest in sustaining legacy technologies to help customers undertake system upgrade and technology updates.
ADLINK recognises the importance of VPX form factor to the Aerospace and Defence Industry. They are active member of VITA. Committed to VPX Advancements and involved with industry bodies that drive VITA specifications.
For more information about the VPX Processor solution provided in this application, contact us. | aerospace |
https://ng.wi.gov/news/14014 | 2023-09-24T21:23:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506669.30/warc/CC-MAIN-20230924191454-20230924221454-00428.warc.gz | 0.937307 | 351 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__228672020 | en | Two Airmen in the Wisconsin Air National Guard have earned top honors in the National Guard Bureau Media Contest.
Tech. Sgt. Jon LaDue of the Madison, Wis.-based 115th Fighter Wing, took first place in the Television News Report category for a broadcast story he produced during a 2013 deployment about a joint health program between the United States and Uganda.
LaDue was also named the National Guard Bureau’s Air Force Military Broadcast Journalist of the Year. This marks the second straight year the top winner in that category has hailed from the Wisconsin Air National Guard – last year, Tech. Sgt. James Michaels of the Milwaukee-based 128th Air Refueling Wing won that title.
This broadcast news story by Tech. Sgt. Jon LaDue, a member of the Wisconsin Air National Guard’s 115th Fighter Wing, will be judged against the best entries throughout the Air Force in the coming weeks in the Air Force Public Affairs contest.
Staff Sgt. Jenna V. Hildebrand Lenski of the 128th Air Refueling Wing received a second-place award in the Photojournalism category.
Lenski and LaDue’s submissions were among more than 400 contest entries in 30 categories, according to Col. Eric Maxon, the National Guard Bureau’s public affairs director.
“Your work reflects the tremendous public affairs talent you bring to your units every day,” Maxon wrote in an e-mail announcing the winners. “This contest is just one opportunity to further showcase the National Guard story.”
First-place entries advance to compete at the Air Force Public Affairs contest.
The National Guard Bureau will judge Army National Guard entries later this month. | aerospace |
https://newsvibesofindia.com/nasa-confirms-dent-in-earths-magnetic-shield-is-splitting-into-two-33371/ | 2020-09-23T08:19:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400210616.36/warc/CC-MAIN-20200923081833-20200923111833-00545.warc.gz | 0.901128 | 248 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__111747804 | en | New Delhi (NVI): The protective magnetic field around Earth is in the process of splitting into two, according to NASA.
The Earth’s magnetic field acts like a protective shield around the planet, repelling and trapping charged particles from the Sun.
However, over South America and the southern Atlantic Ocean, an unusually weak spot in the field – called the South Atlantic Anomaly, or SAA – allows these particles to dip closer to the surface than normal.
A weak magnetic field would mean that the particle radiation from the Sun gets closer to the Earth’s surface than otherwise.
In addition to this, particle radiation in this region can knock out onboard computers and interfere with the data collection of satellites that pass through it – a key reason why NASA scientists want to track and study the anomaly.
Even though the SAA hasn’t had any visible impact on daily life so far, having it separate into two different anomalies will create additional challenges for satellite missions.
A host of NASA scientists in geomagnetic, geophysics, and heliophysics research groups observe and model the SAA, to monitor and predict future changes – and help prepare for future challenges to satellites and humans in space. | aerospace |
https://www.arounddeal.com/p/dennis-valentin/r9zxxnsnfg | 2023-09-23T14:01:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506481.17/warc/CC-MAIN-20230923130827-20230923160827-00184.warc.gz | 0.71464 | 214 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__21951016 | en | Federal Aviation Administration is a United States headquartered business thats main business focus is Aviation and Aerospace Component Manufacturing.
|Headquarters||Washington, D.C., District of Columbia, United States|
Aviation and Aerospace Component Manufacturing
|Company||Federal Aviation Administration|
IT Services and IT Consulting
|Skills||Active Directory, Disaster Recovery, Security, Windows Server, Servers, PMP, Network Administration,|
Get targeted contact and company information on LinkedIn, company websites and CRM (Salesforce or HubSpot) in 1 click without hopping between multiple tools.Install Extension
GDPR compliantCancel anytime | aerospace |
https://disasterscharter.org/web/guest/home;jsessionid=FFE270918E5420BB1E93EDC2ECBC32CB.jvm2?p_p_id=101_INSTANCE_F1SeOJT57fTb&p_p_lifecycle=0&p_p_state=normal&p_p_mode=view&p_p_col_id=column-1&p_p_col_pos=2&p_p_col_count=4&_101_INSTANCE_F1SeOJT57fTb_delta=1&_101_INSTANCE_F1SeOJT57fTb_keywords=&_101_INSTANCE_F1SeOJT57fTb_advancedSearch=false&_101_INSTANCE_F1SeOJT57fTb_andOperator=true&cur=2 | 2018-02-23T12:26:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814700.55/warc/CC-MAIN-20180223115053-20180223135053-00431.warc.gz | 0.923604 | 101 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__88715555 | en | The International Charter
The International Charter aims at providing a unified system of space data acquisition and delivery to those affected by natural or man-made disasters through Authorized Users. Each agency member has committed resources to support the provisions of the Charter and thus is helping to mitigate the effects of disasters on human life and property.
Wednesday, 22 November 2017
The International Charter Space and Major Disasters has received a distinguished award for providing free satellite imagery, data and information to the global community during times of crises. | aerospace |
https://mypuqapofewexedaw.cinemavog-legrauduroi.com/c-17-aircraft-program-review-book-42078ov.php | 2021-04-22T11:42:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039603582.93/warc/CC-MAIN-20210422100106-20210422130106-00555.warc.gz | 0.907914 | 2,018 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__100543511 | en | 4 edition of C-17 aircraft program review found in the catalog.
by U.S. G.P.O., For sale by the U.S. G.P.O., Supt. of Docs., Congressional Sales Office in Washington
Written in English
|Contributions||United States. Congress. House. Committee on Armed Services. Oversight and Investigations Subcommittee.|
|LC Classifications||KF27 .A76377 1993a|
|The Physical Object|
|Pagination||iii, 162 p. :|
|Number of Pages||162|
|LC Control Number||93235183|
You searched for: c 17 aircraft! Etsy is the home to thousands of handmade, vintage, and one-of-a-kind products and gifts related to your search. No matter what you’re looking for or where you are in the world, our global marketplace of sellers can help you find unique and affordable options. Let’s get started! Continued development of C aircraft performance improvements/mandates to include projects such as, but not limited to, C Aircraft (IF) D. Other Program Funding Summary ($ in Millions.
from Ft. Hood. Our Air National Guard continued its C Globemaster and KC Refueling missions. C aircraft and crews remain dedicated to the Air Mobility Command for contingency operations and our refuelers are operating around the globe. With such a busy year, Mississippi Guard men and. women continued to serve in Kuwait and other. Dec 28, · The C Globemaster III is the workhorse of the United States Air Force. It is optimized for short runway operations, and its uses vary from carrying the President’s limousine to delivering troops overseas. Dawson Design and Virtavia created a fully 3D C model for X-Plane, and it came out very well. From the many multi-function [ ].
Aug 29, · Boeing C Globemaster III Tactical / Strategic Military Transport Aircraft The mammoth Boeing C Globemaster III airlifter was introduced in and still sees considerable service with American forces - and a few others - worldwide. The three Strategic Airlift Capability Boeing C Globemaster III aircraft are owned by the 12 SAC member nations. They are registered and flagged in the program host nation Hungary bearing the name of the SAC home base, HDF Pápa Air Base, on their tails.
Working and winning
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History of the mansions and manors of Herefordshire.
Address and poem delivered before the Massachusetts Homeopathic Medical Society, in the Tremont Temple, Boston, on the occasion of the centennial birthday of Doctor Samuel Hahnemann
The Twilight of Byzantium
The 2001 Guidelines for the Use of Antiretroviral Agents in HIV-Infected Adults and Adolescents and the 1999 USPHS/IDSA Guidelines for the Prevention of Opportunistic Infections
The courageous Christians
foreigner in England
S. Ephraims prose refutations of Mani, Marcion, and Bardaisan, of which the greater part has been transcribed from the palimpsest B. M. Add. 14623 and is now first published
C aircraft program review: joint hearings before the Military Acquisition Subcommittee and the Oversight and Investigations Subcommittee of the Committee on Armed Services, House of Representatives, One Hundred Third Congress, first session.
Get this book in print. DIANE Publishing AIRLIFT GOAL EARLIER Airlift Master Plan airlift requirements Alternative billions of budget year dollars C Hercules C aircraft C program C-5 Galaxy CBO estimates CBO's Civil Reserve Air conflict Congress Congressional Budget Office CRAF Improving Strategic Mobility: The C Pursuant to a congressional request, GAO reviewed the Air Force's initial provisioning for C aircraft spare parts, focusing on problems that have occurred since January GAO found that: (1) as of Julythe Air Force had ordered $ million of C spare parts; (2) the Air Force prematurely ordered the spare parts under a Department of Defense (DOD) policy that calls for.
Aircraft (the A), the C, and the B During the MAR, the Navy and the McAir/GDFW contractor team projected first flight of the A aircraft by early calendar yearand completion of the FSD program within the current fixed-price-incentive contract ceiling price. On April 26,following completion of the.
The Air Force C aircraft program: hearings before the Legislation and National Security Subcommittee of the Committee on Government Operations, House of Representatives, One Hundred Second Congress, first and second sessions, November 14,and May 13, by United States (Book) C aircraft program review: joint hearings before.
All was looking great for the program except a new requirement came along - the AMST program was developed around the M60 main battle tank and new M1 Abrams would not fit inside either aircraft. The YC was redesigned into the C and the rest, as they say, is history.
Get this book in print. a report on the proposed force structure and basing of C-5 and C aircraft. airlift force structure airlift requirements analysis authorization act H.R. budget C GLOBEMASTER III C procurement C production C program C-5 aircraft C-5 modernization C-5 RERP CAIG cargo Civil Reserve Air congressional.
The McDonnell Douglas/Boeing C Globemaster III is a large military transport cinemavog-legrauduroi.com was developed for the United States Air Force (USAF) from the s to the early s by McDonnell cinemavog-legrauduroi.com C carries forward the name of two previous piston-engined military cargo aircraft, the Douglas C Globemaster and the Douglas C Globemaster cinemavog-legrauduroi.comcturer: McDonnell Douglas / Boeing.
Vulnerability Assessment of Aircraft: A Review of the Department of Defense Live Fire Test and Evaluation Program Get This Book MyNAP members save 10% online.
Login or Register to save. Jul 29, · Boeing C Globemaster III - Warbird Tech Vol. 30 (Volume 30) [Bill Norton] on cinemavog-legrauduroi.com *FREE* shipping on qualifying offers.
This top-flight series provides a review of the world's most exciting combat aircraft.5/5(3). PE F / C Aircraft (IF) B. Program Change Summary ($ in Millions) FY FY FY Base FY OCO FY Total Please refer to the Performance Base Budget Overview Book for.
Secretary Cheney outlines the Defense Department's proposed plan to cut $ billion in purchases of sophisticated aircraft, including the Stealth bomber, the C long range transport plane, and.
Military Airlift: Status of C Aircraft Development Program: Nsiadbr [U. Government Accountability Office (] on cinemavog-legrauduroi.com *FREE* shipping on qualifying offers.
Pursuant to a legislative requirement, GAO provided information on the status of the development, production. C Sustainment in San Antonio. June 8, in Defense. The Boeing facility in San Antonio, Texas has upgraded and delivered nearly 1, planes to customers around the world.
Those aircraft include the C Globemaster III fleet. Learn More. Jan 14, · United States Air Force | Boeing CA Globemaster III | Today, a C17 of the USAF brought some freight to Zurich airport for Donald Trump's WEF visit. Pushback from the W apron. Nov 10, · The C Globemaster III Integrated Sustainment Program (GISP) provides support services such as forecasting, purchasing and material management for the C and all Cunique support.
This Performance-Based Logistics (PBL) program, which started in with 42 aircraft, now covers worldwide. OSD approved the aircraft C program in But the road to this decision point was not an easy one.
It required numerous analyses, the main one of which is the cost-effectiveness case study summarized in this section. At the end of this section, we also summarize more recent decisions affecting the C program.
“It was fantastic to be up there and just to experience that, and experience the power from that end of the aircraft. It was really wonderful,” said C System Program Director Col.
Amanda Myers. It took 24 years for the C fleet to reach three million. The first flight was in Sept. C Globemaster III.
The C is the newest airlift aircraft to enter the Air Force's inventory. The C is capable of rapid strategic delivery of troops and all types of cargo to main operating bases or directly to forward bases in the deployment area.
the C met its initial operational capability with a squadron of 12 aircraft based at Charleston AFB, South Carolina.
Today the C is recognized as a world-class, dual-role mobility aircraft but it was not always viewed as such. Uncertainty characterized the C program for many years starting with the.
rethinking ca training requirements: air refueling graduate research paper kyle m. clinton, major, usaf afit-ens-grpj department of the air forceAuthor: Kyle M Clinton.Apr 03, · The U.S.
Defense Department (DOD) has launched a congressionally mandated study to determine how many refueling aircraft, transport planes and cargo ships it Author: Marc Selinger.Visit cinemavog-legrauduroi.com to get more information about this book, to buy it in print, or to download it as a free PDF.
Since the s, when the price of aviation fuel began to spiral upward, airlines and aircraft manufacturers have explored many ways to reduce fuel consumption by improving the operating. | aerospace |
https://southlaketimes.com/the-aircraft-that-could-fly-without-assistance-this-led/ | 2021-02-26T15:04:09 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178357929.4/warc/CC-MAIN-20210226145416-20210226175416-00022.warc.gz | 0.991375 | 385 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__56481067 | en | The inventor I chose was Clement Ader. He started off in the working world as an electrical engineer and he was emerging in the telephone industry. He was interested in and is most well known in the aviation world for creating the first invention that was able to fly without assistance in 1890.
Clement created the Eole which was a flying invention based on the attributes of eagles, bats, and vultures. In 1872-1873 he created a life-size Eole and was able to lift a person off the ground when there were strong winds present. In 1890 the Eole was able to lift someone off the surface and traveled around 50 meters in the air. After the Eole Clement was tasked and funded by the French Ministry of War to create an airplane. He abandoned this project and began work on his next invention the Avion 3. He began to test his invention with witnesses from the French Government. The first day of testing went well with Clement taking his invention around several runways. The second day, however, did not go according to plan.
The Avion experienced a steering problem and crashed on the side of the runway. Clement claimed that the Avion flew for 300 meters however that was proven false. Clement had a major contribution to the world of aviation by creating the first aircraft that could fly without assistance. This led to more possibilities and ideas about the future of aviation. He did fail while testing the Avion 3 and gave up on finishing his second invention.
I believe that future of aviation could not have developed the same way without Clement. He created an invention which was more advanced than anything seen in France at the time and was able to keep his aircraft in the air and it reached 50 meters. So, in conclusion, I do think Clement Ader is very important to the history of aviation because his innovative invention changed the way people thought about how they should make aircraft. | aerospace |
https://www.futurecar.com/1805/Quaternium-Completes-Worlds-Longest-(Unofficial)-Drone-Flight | 2019-11-21T12:02:10 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670770.21/warc/CC-MAIN-20191121101711-20191121125711-00430.warc.gz | 0.921202 | 1,092 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__77871867 | en | Quaternium Completes World's Longest (Unofficial) Drone Flight
【Summary】The company flew the Hybrix.20 fuel-electric drone for four hours and forty minutes, which is six minutes longer than the previous record set by California-based Skyfront (using the multi-rotor Skyfront Tailwind drone).
These days, drones are getting more powerful. The insatiable thrill of piloting a quadcopter above a target is only limited by the UAV's ability to stay airborne, which for most units range between 10 and 40 minutes.
To extend flight times, engineers have developed a hybrid drone that runs on fuel and electric power. Quaternium, a cutting-edge aerospace startup located in Spain, demonstrated this type of quadcopter in a recent (successful) attempt to smash the world record for the longest drone flight.
The company flew its UAV for four hours and forty minutes, which is six minutes longer than the previous record set by California-based Skyfront (using the multi-rotor Skyfront Tailwind drone).
Taking Flight Over the Holidays
The drone used in the world-record attempt was the Hybrix.20 fuel-electric quadcopter. Initial designs for the unit was completed in 2014. Unlike mainstream drones available in the market today, this quadcopter is equipped with a robust genset powered by a two-stroke engine. The component ensures the batteries powering the drone remains in a charged state.
"Multicopters are the preferred aerial platform for commercial applications, but their limited endurance makes them useless for many missions such as emergency response or monitoring of big infrastructures," explained Alicia Fuentes, CEO of Quaternium, during an interview with Digital Trends.
During the attempt, the fuel-electric quadcopter hovered over a clock, which recorded the duration of the flight. To maintain transparency, the company uploaded a video of the demonstration online.
Unfortunately, the flight time was not officially recorded, as a representative from the Guinness World Records was unavailable to witness the attempt. According to the organization's records, the longest drone flight lasted for two hours, six minutes and seven seconds.
Hybrid Drone Applications
Hybrid quadcopters are designed for industrial and commercial projects, such as land surveying, security and emergency response. For instance, in hazardous work sites, it is exponentially safer to send a drone to inspect the location instead of a human.
Flammable elements in the environment makes deploying human inspectors costly, which requires expensive gear, space in the facility; and in most cases, healthcare coverage for the employee. Such requirements are considered to be non-essential for UAVs, resulting in cost-effective deployment.
The extended flight time is specifically applicable to finding safe landing zones. For emergency response operations, this unique feature could provide pilots of UAVs with extra time to get familiar with their surroundings.
Such developments may also help pave the way for extended drone racing tracks in the near future.
"The potential of hybrid technology for drones is huge. At Quaternium, we believe that we will all be amazed with its evolution in the short term. The hybrid race has just started. I would expect surprising improvements in 2018, not only coming from Quaternium, but from other emerging companies as well," said Fuentes.
Quaternium's HYBRiX 2.0 can reach speeds up to 50 mph. Operators have access to a small compartment for storing and transporting goods. When carrying a payload at its maximum weight threshold, the drone can travel over two hours.
Michael Cheng is a legal editor and technical writer with publications for Blackberry ISHN Magazine Houzz and Payment Week. He specializes in technology business and digesting hard data. Outside of work Michael likes to train for marathons spend time with his daughter and explore new places.
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- University of Michigan Researchers Examining Motion Sickness in Autonomous Cars
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- First Electric Lexus Reported to Be City-Oriented Hatchback | aerospace |
http://thelakeandeswave.com/2018/03/04/winter-storm-riley-causes-flights-bumpy-landing-everyone.html | 2018-07-20T14:42:59 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591683.78/warc/CC-MAIN-20180720135213-20180720155213-00085.warc.gz | 0.980898 | 256 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__100265996 | en | The report added that even the pilots, with thousands and thousands of hours worth of flying experience, were "on the verge of throwing up".
These were the words of a report filed with the National Weather Service's aviation center report of a flight landing at Dulles International Airport Friday.
In Massachusetts, authorities reported more than 100,000 power outages by mid-afternoon, warning that additional power cuts were likely and ordered some coastal communities to evacuate, warning that they expected homes to sustain significant damage.
It was a rough flight for one crew in Washington, D.C., on Friday morning thanks to the nor'easter. It is unclear how many were on board. As the plane approached the runway for its landing, the turbulence was so bad that the pilot sent the communications tower this message. The 50-passenger plane landed safely and there were no injuries reported or medical care needed.
More than 3,000 domestic and global flights were cancelled on Friday and more than 2,400 others were delayed, according to the website FlightAware. A majority of those cancellations occurred in the Northeast, with LaGuardia, Newark and Boston Logan airports taking the top three spots.
Pilots in affected airports had interesting reports to air traffic control. | aerospace |
https://buildthecloud.com/aircraft-need-ground-power-units/ | 2023-06-05T02:17:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650620.66/warc/CC-MAIN-20230605021141-20230605051141-00276.warc.gz | 0.949355 | 296 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__24018845 | en | Aircraft supply all of their own electrical power in the air, according to Start Pac. They do this through the engines when everything is working well. If one of the systems supplying power while in the air malfunctions, power may be supplied through a generator known as an auxiliary power unit.
When an airplane lands, it does not want to use its fuel supply to provide electrical power. A number of devices scurry around the tarmac of many airports, providing electrical power and other services to the craft. One of these pieces of service equipment may be the ground power unit. This device saves fuel and it supplies electrical power to the airplane while it is loading and unloading.
This unit may take the form of a portable power supply, or a plane may be able to plug into the airport’s power lines directly. Standardization among most modern aircraft makes the task of plugging in the GPU easier. The average plane can run off of a 28 volt direct current connection.
These units also have another use besides providing power to a jet while it is waiting at a terminal. When a jet gets towed out to a runway, its engines are not running. Supplying power to a plane while it is waiting to take off is necessary for turbine starting and engine starting.
The traveler waiting for takeoff may not know that all of this is happening. He is probably busy enjoying the amenities of the flight. He may even be waiting for other passengers to finish boarding. | aerospace |
https://letsgetsciencey.com/moondust-survival/ | 2024-02-27T13:28:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474676.26/warc/CC-MAIN-20240227121318-20240227151318-00872.warc.gz | 0.912966 | 1,015 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__176996352 | en | Even before the first footstep on the moon, we’ve known its surface was dusty. But have you ever considered sniffing moondust?
After six human missions between 1969 and 1972, it became clear that the layer of dust and rock, called regolith, was more than just a pretty surface feature.
It has the texture of sandpaper of the consistency of snow and sticks to anything it can: space suits, rocks, fingers, and the inside of the Apollo command modules.
It’s also highly toxic: although Apollo 17 astronaut Gene Cernan described a scent like “spent gunpowder,” you definitely wouldn’t want to breathe it.
That hasn’t stopped Kevin Grossman, a materials’ scientist at NASA’s Kennedy Space Center, and the head of a team developing a device that will melt Lunar regolith and turn it into breathable oxygen.
As all NASA projects do, Grossman’s venture has a marvelous name – GaLORE: the Gaseous Lunar Oxygen from Regolith Electrolysis project.
Breathable Moondust? How?
Regolith is made up of oxidized metals like iron oxide, silicon oxide, and aluminum oxide.
- When heated to more than 3000 F and pumped with electricity, these compounds split into gaseous oxygen and their component metal.
The process of releasing oxygen with power is called electrolysis and is demonstrated often enough here on Earth, but for the GaLORE team, several challenges remain to be overcome. The high temperatures and presence of iron create corrosive conditions that might damage the heating device.
Operation on the moon requires a design that can withstand the extreme conditions an astronaut cannot. The contraption also must be able to run when there are no astronauts there to control it.
The promise of gaseous oxygen, however, is enough to inspire innovative solutions to these challenges.
- It can be used for life support since the moon lacks any kind of atmosphere.
- Or it can be used as an oxidizer in a fuel that would get astronauts off the lunar surface and back home.
The metal byproducts of the GaLORE process might be used for construction to expand human presence, or to 3D print tools and vehicles that astronauts might need.
The Race for Lunar Regolith
NASA’s Space Technology Mission Directorate selected GaLORE as an Early Career Initiative project.
This is a grant NASA distributes within its centers to employees with new, innovative ideas, allowing them to pursue making the idea a reality.
The teams supported by NASA’s Early Career Initiative are small, but the technologies they develop are facing high-priority challenges and transform how the agency tackles such issues.
NASA isn’t the only agency considering innovative uses of lunar regolith. A Discovery & Preparation study performed by the European Space Agency (ESA) explored how the dust could be used as batteries – to store heat and provide electricity for both human and robotic moon explorers.
Under project manager Luca Celotti from Azimut Space, the researchers baked simulation regolith into bricks, and then pumped energy into it to measure heat storage.
This heat was then accessed by a heat engine to turn it into electricity. It worked surprisingly well, indicating regolith batteries might one day help make long-term lunar habitation a reality.
Our planned return to the moon in 2024 is a return to stay, so innovative ideas such as lunar batteries and air generation need to be developed to achieve sustainable human exploration.
According to Grossman, the goal of the GaLORE team is to solve some of the challenges posed by such a mission and to bring
NASA one step closer to automated mass production of oxygen on the Moon.
It’s technologies like these that will allow us to follow Apollo’s dusty footsteps, and eventually go on to leave our footprints on Mars.
NASA. NASA Kennedy to Develop Tech to Melt Moon Dust, Extract Oxygen. [https://www.nasa.gov/feature/nasa-kennedy-to-develop-tech-to-melt-moon-dust-extract-oxygen]
ESA.int. Powering The Future With Lunar Soil. [https://m.esa.int/Our_Activities/Preparing_for_the_Future/Discovery_and_Preparation/Powering_the_future_with_lunar_soil]
Outer Places. Scientists Determine Moon Dust Could Destroy Lung And Brain Cells, Damage DNA In Future Astronauts. [https://www.outerplaces.com/science/item/18409-lunar-dust-toxic-astronauts-moon-stony-brook]
Want more science now?
Check out our news page where we post interesting studies and discussions (sometimes mocking them mercilessly) for more. | aerospace |
https://www.thesouthafrican.com/news/flysafair-flight-turn-back-after-engine-malfunction/ | 2021-07-27T03:49:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152168.38/warc/CC-MAIN-20210727010203-20210727040203-00639.warc.gz | 0.979153 | 485 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__155030094 | en | It’s what many of us fear when it comes to catching flights. We dread any announcement that points to the fact that there may be a problem with the plane, especially while in the air. FlySafair, on Christmas Day, experienced an issue with one of its flight’s right engine and subsequently had to turn back.
FLYSAFAIR CHRISTMAS FLIGHT TURNS BACK DUE TO ENGINE MALFUNCTION
Chief Marketing Officer Kirby Gordon said flight FA113 departed Johannesburg for Cape Town at 14:21 on 25 December, just four minutes before scheduled take-off.
After take-off the crew were alerted to performance issues on the right-hand engine.
“They ran through the standard safety and diagnostic procedures and then decided to return to base. Passengers were informed of the return and advised that they would be met by response vehicles as is standard procedure but that the landing would be very normal,” said Gordon.
“The aircraft then landed safely at 15:20 and the 142 of the 144 passengers boarded a standby aircraft and were straight off to Cape Town,” added Gordon.
According to FlySafair, there were no obvious faults with the engine noted on initial inspections. The engine has been replaced with a backup and is currently in the workshop for deeper investigation.
CENTURION PLANE CRASH
While nobody was harmed during the FlySafair Christmas flight, two men were injured after their light aircraft crashed near Centurion, Gauteng on 7 December 2020.
In a statement issued shortly before midday, ER24 confirmed that one victim remained on life support:
“A 52-year-old man has suffered critical injuries after his microlight crashed near Sunderland Ridge, Centurion this morning. ER24 paramedics arrived at 7:01 this morning to find the Microlight wreck in a field and another private Emergency Medical Service already tending to the pilot,” it said.
“He was treated using Advanced Life Support interventions before being flown by medical helicopter to a private hospital for further care. The 18-year-old passenger was found a few meters from the craft, having suffered moderate injuries to his right leg. He was transported by ER24 to Mediclinic Kloof for further care. The cause of the crash is unknown so far,” it added. | aerospace |
https://www.mmsonline.com/products/yg-1s-aerospace-tools-provide-high-metal-removal-rates | 2021-06-17T16:37:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487630518.38/warc/CC-MAIN-20210617162149-20210617192149-00321.warc.gz | 0.895802 | 249 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__40872941 | en | YG-1’s Aerospace Tools Provide High Metal Removal Rates
Westec 2019: YG-1’s Aerospace tools include four-, five- and six-flute Titanox and V7plus A end mills for titanium.
YG-1 will feature cutting tools aimed at high metal removal rates in titanium, steel alloys, stainless steels (including 17-4PH, 15-5PH and 300/400), aluminum and carbon fiber-reinforced polymer (CFRP) in aerospace applications.
The Aerospace Solutions offering includes
Optimizing a camshaft lobe grinding cycle has traditionally been based less on science and more on educated guesswork and numerous test grinds. Now, computer thermal modeling software can predict areas where lobe burning is likely to occur, in order to determine the fastest possible work speed that won't thermally damage lobes and greatly reduce the number of requisite test grinds.
Creating threaded holes in titanium alloys calls for proper techniques based on an understanding of both the properties of these materials and the peculiarities of the tapping process.
Achieving acceptable tool life and hole quality in a material such as CFRP demands a drill designed with composites in mind. | aerospace |
https://aeronauticplus.com/aircraft-fighters/ | 2023-05-28T19:20:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644506.21/warc/CC-MAIN-20230528182446-20230528212446-00551.warc.gz | 0.961821 | 295 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__265286739 | en | Fighters are fixed-wing military aircraft designed primarily to secure control of essential airspace by destroying enemy aircraft in combat. the role of fighter aircraft is to establish air superiority in the battlespace. The opposition may consist of fighters of equal capability or bombers carrying protective armament. For such purposes, fighters must be capable of the highest possible performance to be able to outfly and outmaneuver opposing fighters, and to engage in the tactical and strategic bombing of enemy targets. Above all, they must be armed with specialized weapons capable of hitting and destroying enemy aircraft. The key performance features of a fighter include not only its firepower but also its high speed and maneuverability relative to the target aircraft. The success or failure of a combatant’s efforts to gain air superiority hinges on several factors including the skill of its pilots, the tactical soundness of its doctrine for deploying its fighters, and the numbers and performance of those fighters.
Many modern fighter aircraft have secondary capabilities such as ground attack and some types, such as fighter-bombers, are designed from the outset for dual roles. Other fighter designs are highly specialized while still filling the main air superiority role, and these include the interceptor which is a fighter designed specifically to intercept and engage approaching enemy aircraft, and heavy fighter designed to carry heavier weapons, and/or operate at longer ranges than light fighter aircraft, and night fighter is a fighter aircraft adapted for use at night or in other times of bad visibility. | aerospace |
http://archive.org/search.php?query=mediatype%3Amovies%20AND%20collection%3Aamesresearchcentervideolibrary%20AND%20subject%3A%22EducationDay%22 | 2017-11-18T18:20:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934805008.39/warc/CC-MAIN-20171118171235-20171118191235-00320.warc.gz | 0.916133 | 124 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__96538123 | en | NASAs Ames Research Center hosted a mega Yuris Night celebration on April 9 and April 10, 2010. On Friday, an estimated 6,000 students from all over the Bay Area gathered for Education Day. Students between grades 4-12 engaged in hands-on learning activities that included interactive exhibits, workshops and presentations by leading scientists, engineers and technology experts. On Saturday, an estimated 6,000 space enthusiasts came to celebrate Yuris Night at NASA Ames. The celebration one of... Topics: NASA, Ames, video, YurisNight, EducationDay, Common, N.E.R.D. | aerospace |
https://forum.flyinginireland.com/viewtopic.php?f=14&t=3949&p=28036 | 2021-03-06T01:55:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178374217.78/warc/CC-MAIN-20210306004859-20210306034859-00361.warc.gz | 0.952728 | 383 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__224950813 | en | To clarify- you do NOT need a flight plan to be provided with a flight information service and alerting service in class g. This is provided to all aircraft who have filed a flight plan, are known to be in distress or otherwise known to atc...so as soon as you call with your call sign you are known traffic and will be provided with a FIS and alerting service.
BUT just remember to advise ATC when you are finished with the service either before you land or afterwards on the ground by landline so atc/guards dont have to go searching for you 30 mins after last transmission or postion report. This applies if you just pop up for a local flight and you just call to check qnh or transponder or for traffic too.
A flight plan is required, amongst othertimes , when you want to enter class C even if you just want to transit thru and not land. If you want to land at a class C airport then a plan filed will smooth your way and dont forget you need another plan to get back out!
The other thing is that atc service provided in the fir/class G does not mean you need to file a flight plan because its not a control service its only an information service and as such atc will NOT seperate you from terrain or traffic. They dont even provide a radar service they just use the radar to help plot where the aircraft are.
And finally from experience both ifr and vfr can operate in class g and there is no special attention given to the ifr traffic. They might be ifr but its still see and avoid!
I always tune in 127.5 even if its just to listen. the service is great with the heads up about traffic --sometimes its miles away sometimes its damn close but if i had a radio i would use it even tho the plane flies fine without it! | aerospace |
https://5bestthings.com/video-of-the-falcon-rockets-flight-into-space/ | 2023-06-04T00:36:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649348.41/warc/CC-MAIN-20230603233121-20230604023121-00145.warc.gz | 0.927764 | 630 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__117241412 | en | The amazing journey of the Falcon rocket into space has been viewed an astonishing 47 million times on Twitter, captured in a stunning short video.
On Tuesday, January 3rd, SpaceX – the aerospace manufacturer owned by American billionaire Elon Musk – took off with its Falcon 9 rocket on a mission dubbed “Transporter-6”. This momentous flight marked a milestone in SpaceX’s history and surely went down as an incredible success.
The 90-second video showed the missile propelling rapidly into space before gracefully returning to Earth’s atmosphere in only 8.5 minutes.
Onboard view from Falcon 9’s flight to space and back during smallsat rideshare mission pic.twitter.com/V5PyKxTlWD— SpaceX (@SpaceX) January 5, 2023
Launching from the prestigious Cape Canaveral Space Force Station in Florida, this flight took off carrying a grand total of 114 satellites into orbit for various customers, according to Space – an informative site specializing in space-related matters.
Falcon 9’s first stage has landed on Landing Zone 1 pic.twitter.com/j6243ROlgY— SpaceX (@SpaceX) January 3, 2023
SpaceX has now completed its two-hundredth orbital mission since it was established in 2002, and the fifteenth happenstance of Falcon 9’s first stage. Transporter-6 is no exception to this impressive feat!
Watch Falcon 9 launch 114 spacecraft to orbit → https://t.co/bJFjLCiTbK https://t.co/ZJ7ZOJXZOm— SpaceX (@SpaceX) January 3, 2023
November 2020 saw a momentous occasion: SpaceX launched the inaugural space mission, dubbed “Crew 1,” with a Falcon 9 rocket that transported NASA astronauts to the International Space Station.
In April 2021, the company reached a milestone after successfully utilizing Falcon 9 to deliver astronauts from NASA for the second time to the International Space Station as part of their “Crew 2” mission. This record-breaking achievement is not only impressive but also encouraging, showing that space exploration and commercialization are continually becoming more feasible endeavors!
On that memorable day, four SpaceX astronauts were taken to the launch pad in three Tesla cars owned by Elon Musk himself. To mark this momentous occasion, he gave a short inspiring speech before the liftoff.
Yeah, aiming for up to 100 flights next year— Elon Musk (@elonmusk) August 31, 2022
In 2014, SpaceX sealed lucrative contracts with NASA worth billions of dollars to send manned missions into our great void, opening the door for space tourism and paving a path towards Mars colonization in the future.
Elon Musk, CEO and founder of SpaceX, has set an ambitious goal for the company – to carry out 100 launches in 2023.
In 2022, SpaceX has achieved a remarkable feat by launching 61 orbital missions – an impressive and inspiring number that is twice the target they had initially set! | aerospace |
https://ussfa.org/wp/golfing-for-guardians/ | 2024-04-20T01:29:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817463.60/warc/CC-MAIN-20240419234422-20240420024422-00283.warc.gz | 0.943017 | 511 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__25237604 | en | Golfing for Guardians Tournament to be held at Ft. Belvoir Golf Course Monday October 3rd
The Washington, D.C. Chapter of the Space Force Association (SFA) will hold a golf tournament on October 3rd at the Ft. Belvoir Golf Club (8450 Beulah St., Fort Belvoir, Virginia). The event, Golfing for Guardians is the first major fundraiser being held by the chapter and will benefit Space Force Guardians and their families in the DC area.
“This is the first of what will be an annual event supporting our Guardians and helping to provide welcome packages for Guardians new to the area and the establishment of awards and scholarships for current and future (ROTC) Guardians. The D.C. Chapter is open to all who are interested in space operations and exploration.” Tim Adam, D.C. Chapter President.
Registration & Event Sponsorship
Single entry fees include breakfast, lunch, cocktail hour, cart, green fees, and many prizes for winners including long drive and closest to the pin. The entry fee for SFA members is $72.50 and for non-SFA members is 92.50.
Preregistration is for this event is required. Register today. Check-in is at 7:30am with a shotgun start at 9:00am. Lunch and awards to follow at 2:00pm.
SIGMATECH, Inc., Eutelsat America Corp., and Decision Lens are proud sponsors of this event with more sponsorship opportunities available. Sponsorships are available and begin at $500. To learn more about sponsorship visit the event website or contact Loretta Greene at [email protected].
The Space Force Association (SFA) is the only independent, 501(c)(3) non-profit organization that serves as a professional military association whose sole focus is supporting the United States Space Force, United States Space Command, U.S. national spacepower at large, and our global partners and allies’ efforts in space exploration.
Its core functions are to research, inform, and advocate to achieve superior spacepower by shaping a Space Force that provides credible deterrence in competition, dominant capability in combat, and professional services for all partners. In addition, the SFA has the essential function to provide support for the men and women of the U.S. Space Force. Membership is open to both military and civilians. Become a member today. | aerospace |
https://www.celestis.com/blog/upcoming-moon-missions/ | 2023-12-07T00:14:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100626.1/warc/CC-MAIN-20231206230347-20231207020347-00411.warc.gz | 0.939088 | 963 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__33656816 | en | Upcoming Moon Missions
It's fall and spooky lore around moonlit nights, and fantastical creatures are at their height! But the fascination with the moon isn't limited to ghost stories or Sleepy Hollow Tales. For centuries, the moon has been an inspiration and muse for many, kindling a desire to visit. Unfortunately, for most of us, the dream of being a NASA astronaut is out of the question, but with Celestis, you can make your lunar dreams come true!
Upcoming Moon Missions... Why Are They Important?
Artemis I Prelaunch. Image Credit: NASA/Joel Kowsky
On November 14th, Artemis 1 is taking off from the Kennedy Space Center and is projected to land on December 9th. This mission is the first of the Artemis series, whose ultimate goal is to accomplish safe travel for humans between Earth and her moon. Artemis 1 is vital because it tests Orion's systems in an actual mission to the moon and ensures its overall safety. In addition, it lays the foundation for the next Artemis missions, each with its unique significance.
Artemis 1 is also a project of excitement for the space industry in an international capacity. Its build comes with contributions from every state in the country and the countless jobs the mission creates across the globe. The mission is a great stepping stone for the space industry in a collaborative and technical sense, especially for future deep space exploration.
In quarter 4 of 2023, the Celestis will launch the Destiny Flight to reach the lunar surface. Celestis is a space flight company that has worked in its unique field for over 20 years. This flight is the third of its kind in the Luna series and is unique in that it flies the remains of family, friends, loved ones, and even pets to the moon for a lunar burial. In addition, Celestis brings space accessibility to a new level with the professionalism and grace families require during difficult times.
The Destiny Flight is massively important due to its accessibility to the everyday person. Celestis' memorial flight weekend is a celebration that honors every passenger onboard the spacecraft. With a day of tours around the launch site, multiple informational sessions about space and the launch, there is much to look forward to. In addition, Celestis holds memorials and notes for the guests because the launch is a dedicated journey to the moon and a stepping stone on your own journey through grief. There are still some available passenger seats left, so if you're interested in a unique celebration of life, this is definitely a once-in-a-lifetime opportunity.
Artemis II Trajectory. Image Credit: NASA
In the 3rd quarter of 2024, the Artemis 2 will launch. Its goal is to complete a week's worth of studies on the moon's surface, in addition to it being the first human landing on the lunar surface with the help of commercial companies like SpaceX and Boeing. By an industry standard, this is a considerable feat in and of itself. In addition, this mission will include the first female astronaut and the first astronaut of color to step on the lunar surface, another great accomplishment for humanity.
The Artemis 2 takes off and circles the Earth's orbit to reach its escape velocity of 25,000 mph, breaking free and setting a straight trajectory around the moon and towards the lunar gateway, a man-made station or hub just inside the moon's atmosphere. This is the astronauts' base where they will conduct tests, live, dock, and launch their spacecraft. Artemis 2 is highly significant due to the physical evidence the astronauts will collect from the moon's surface and how it will impact lunar research. In addition, it sets a precedent for safe space travel in the future.
Lunar Access for All
With these three upcoming missions, lunar access is just within reach. Through the Artemis 1 and 2 missions, access to a plethora of information about the moon and a successful surface landing allows the public to dream of a day of safe space exploration. In addition, the possibilities that these two missions will open up for the space industry and research are endless.
With Celestis, their multitude of successful missions makes them one of the best spaceflight companies with which to be acquainted. In addition, their dedication to bringing families and friends closer together through space and memorial flights is a mission like no other. The Destiny Flight is a fantastic opportunity for deceased or current space enthusiasts and is something you can reserve a seat on today.
The moon doesn't have to feel so far away when looking at the sky. Through the Destiny flight and the next two Artemis missions, there are several different ways you can interact with the moon herself. Whether burying a deceased loved one or gaining more scientific insight into the moon, these upcoming missions are definitely something to explore! | aerospace |
https://www.droneflyers.com/talk/tags/cinematic/page-2 | 2021-02-27T10:20:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178358798.23/warc/CC-MAIN-20210227084805-20210227114805-00081.warc.gz | 0.869803 | 72 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__37623212 | en | I made a quick tutorial video on using basic drone maneuvers to capture several POIs/scenes/landscapes in one cut. It’s my 8th day...
I made a tutorial/how-to video of 55 aerial cinematic movements/techniques complete with controls and some tips. I hope this...
Separate names with a comma. | aerospace |
https://stemcelltulsa.com/collections/space/products/astronaut-suit | 2019-03-25T05:20:02 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203755.18/warc/CC-MAIN-20190325051359-20190325073359-00339.warc.gz | 0.865933 | 64 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__22694093 | en | This top quality Astronaut Suit is sure to please your space traveler. Includes official NASA patches including special commander patch and an official embroidered NASA cap.
**Get a helmet at half price with the purchase of a space suit! Discount applied automatically at checkout.**
6-12 month sizes do not include cap. | aerospace |
https://123movies.cat/tv-show/masters-of-the-air-2024_SVRGYzVvUUwzSTg9/ | 2024-04-15T09:15:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00861.warc.gz | 0.919771 | 126 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__169144232 | en | Genre: Action , Drama , Thriller , War
About: The TV Show Masters of the Air started airing in 2024 and it is categorized as action, drama, thriller and war. 123Movies provided links and subtitles for the episodes which last minutes. All new episodes are automatically updated once they are available online.
Plot: During World War II, U.S. Army Air Force airmen risk their lives flying B-17 "Flying Fortress" heavy bombers from England to destroy Germany's ability to continue the war with the 100th Bomb Group, a brotherhood forged by courage, loss, and triumph. Read More | aerospace |
https://webarchive.library.unt.edu/eot2008/20080916072132/http:/www.nhc.noaa.gov/HAW2/english/forecast/observations.shtml | 2021-06-15T21:53:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487621627.41/warc/CC-MAIN-20210615211046-20210616001046-00094.warc.gz | 0.937352 | 901 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__213124132 | en | |TEXT ONLY VERSION||NATIONAL HURRICANE CENTER|
The National Weather
Service (NWS) has several tools to monitor hurricanes. While they are still
far out in the ocean, indirect measurements using satellites are the main tool,
although ships and buoys also provide observations. Once the storms come closer
to land, more direct measurements (reconnaissance aircraft, radiosondes, and
Automated Surface Observing Stations) are also used. Within about 200 miles
of the coast, radar provide important indirect measurements of the storm.
Satellite images provide:
Basic day/night cloud imagery
Observations of land surface temperature data
Sea surface temperature data
Winds from cloud motions at several levels
Hourly cloud-top heights and amounts
Rainfall estimates for flash flood warnings
Ships and buoys provide additional information about the wind speed and direction, pressure, air and sea temperature, and wave conditions within the tropical cyclone. Ships and buoys are the only routine source of measured waves in areas unobstructed by land and are often the only way to take direct measurements when a tropical storm is still at sea. As a result, they provide observational ground truth for indirect measurements (such as satellite and radar) in the marine environment.
The most direct method of measuring the winds in the hurricane is to send reconnaissance aircraft into the storm. Those measurements are limited because they cannot be taken until the hurricane is relatively close to shore. In addition, the measurements are not taken continuously or throughout the storm, so what we have is a snapshot of small parts of the hurricane. Nonetheless, that information is critical in analyzing the current characteristics needed to forecast the future behavior of the storm.
The U.S. Air Force Reserve uses specially equipped C-130 aircraft to conduct most operational reconnaissance. Pilots fly the aircraft into the hurricane center to measure winds, pressure, temperature, and humidity, as well as to provide an accurate location of the eye.
The National Oceanic and Atmospheric Administration (NOAA) also flies aircraft into hurricanes to aid scientists in better understanding these storms and to improve forecast capabilities. The P3 Orion aircraft and state-of-the-art high altitude jet aircraft complement the U.S. Air Force Reserve's hurricane reconnaissance function.
The data provide an important vertical profile of the hurricane's environment, which is critical for forecast models. Radiosondes are generally only released over land, which leaves a large data gap over the oceans.
Dropsondes are a variation on the radiosonde. Instead of being carried aloft by a balloon, the dropsondes, which are attached to a small parachute, are dropped into the hurricane from the reconnaissance aircraft. These instruments are helping forecasters to make great strides in understanding and predicting hurricane behavior.
Sophisticated mathematical calculations give forecasters important information derived from the radar data, such as estimates of rainfall amounts. A limitation of these radars is that they cannot "see" farther than about 200 miles from the coast, and hurricane watches and warnings must be issued long before the storm comes into range.
The images above
show two important radar products used by forecasters. The reflectivity images
(above left) are the ones frequently shown on TV. In these pictures, the forecaster
can pick out details about storm features (such as the locations of the eye
and rainbands), storm motion, and intensity. The radial wind velocity product
(above right) gives forecasters important information about wind speed and direction
that was not available with the older style radars. These tools allow forecasters
to provide much more timely and accurate warnings than were possible only a
few years ago.
Automated Surface Observation System (ASOS) is located in more than 850 locations throughout the country. These monitoring systems provide forecasters with surface weather observations around the clock. However, because the systems are land-based, ASOS data is mainly useful once the hurricane has come close to shore or after it has made landfall. This information is invaluable in post-analysis.
After Hurricane Andrew (1992) the NHC and the local Miami NWS office asked the public for help with surface observations. They received over 100 responses from people who had collected data during the storm. This was invaluable in reconstructing Andrew's effects, as the normal observation network was destroyed in the hurricane.
Visit these websites to learn more | aerospace |
https://www.stlukesonline.org/health-services/providers/ruth-timothy | 2022-07-06T12:33:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104672585.89/warc/CC-MAIN-20220706121103-20220706151103-00355.warc.gz | 0.967422 | 132 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__112379124 | en | Doctor of Medicine
These providers work together to achieve patient-centered care, using proven best practices to offer better care to you and your family.
Timothy M. Ruth, MD is an urgent care physician at St. Luke's. After completing his residency in family medicine, he served eight years of active duty with the U.S. Air Force as a family physician and flight surgeon.
Dr. Ruth continues serve in the Idaho Air National Guard and is currently the flight surgeon for the 190th Fighter Squadron. He has a special interest in military and aviation medicine, and also is a senior FAA medical examiner.
Call us to make an appointment. | aerospace |
https://msomuseum.com/en/continental-w670-6n-motor/ | 2021-09-27T03:42:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058263.20/warc/CC-MAIN-20210927030035-20210927060035-00493.warc.gz | 0.982763 | 128 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__118205280 | en | CONTINENTAL W670-6N ENGINE
7-cylinder, 4-stroke radial Continental engines were defined as R-670 in military use, and renamed as W670 in civilian use. It was produced by Continental Motors Company before and during World War II. It is known to be used in the Boeing Stearman PT-17, the primary training aircraft operated by the American army and navy. The engine has 220 horsepower and weighs 479 lbs (218 kg).
It was donated to M.S.Ö. Air & Space Museum by Ali İsmet ÖZTÜRK. | aerospace |
https://leolabs.space/company/ | 2022-08-16T19:25:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572515.15/warc/CC-MAIN-20220816181215-20220816211215-00509.warc.gz | 0.884207 | 395 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__34245926 | en | Empowering the new
As commercial space ventures and newly-formed space agencies from every corner of the globe compete for their place in the emerging LEO economy, LeoLabs is here to address a new generation of risks and opportunities to preserve LEO for future generations.
Global presence, singular mission.
LeoLabs is a rapidly growing commercial space company with operating locations in:
- Menlo Park, California
- Chantilly, Virginia
- Colorado Springs, Colorado
- Eveleigh, NSW, Australia
- Tokyo, Japan
- Radar sites operational or under construction on multiple continents
LeoLabs is led by a team of experts with deep experience in the space and technology industries. Our executive team has flown 3 missions to LEO, built 5 radars, built 10 satellite payloads, run two scientific observatories, launched a new programming language, and served on console for multiple launches.
LeoLabs was founded in 2016 as a venture-funded spinout of Silicon Valley research pioneer, SRI International, by scientists and space industry veterans committed to securing Low Earth Orbit (LEO). LeoLabs is built on 30+ years of R&D in radar systems and satellite tracking algorithms. The team is rapidly expanding its global radar network and data services platform to help satellite operators deploy their services safely and to empower governmental space agencies with detailed visibility into the LEO ecosystem.
Fast Company 10 Most Innovative Space Companies of 2021 | #2
Forbes Science Awards 2020, Best Product | Leolabs’ Collision Avoidance
Aviation Week Network’s 2019 Annual Laureate Award for Outstanding Achievement in Space
Inaugural SpaceNews Space Stewardship Award (Editors’ Choice 2019)
Satellite 2018 Startup Space Grand Prize Winner
World Satellite Business Week 2017 Finspace Award | aerospace |
https://disclosure.fandom.com/wiki/Luna | 2021-10-25T00:08:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587608.86/warc/CC-MAIN-20211024235512-20211025025512-00239.warc.gz | 0.957457 | 230 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__174761507 | en | The Moon, or Luna, is a natural body that had been retrofitted into a space station. It is currently divided into a diplomatic zone, similar to how Antarctica is among our nations. There are groups of beings that are very unfriendly to eachother that are a few kilometers apart on the Moon that exist in peace as long as strict protocols are followed. The entire interior of the Moon has been built out by different ET races.
Our Moon was transported into our solar system hundreds of millions of years ago by another race. It was put into orbit around the Earth 64 million years ago. An energetic tether emanating from deep inside the Earth anchors the Moon in its near-perfect circular orbit. Its main purpose was to speed up evolution on Earth following the extinction of the dinosaurs.
There is a city on the Moon where Helium-3 is mined.
- “Who Built The Moon?” Cosmic Disclosure. Gaia. March 15, 2016.
- “Dr. Bill Deagle's experiences at Schriever Air Force Base, CO” https://youtu.be/BzzKACyw7jc | aerospace |
http://blackcountrybiker.blogspot.com/2010/05/charles-lindbergh-may-21st-1927.html | 2018-07-19T03:40:16 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590493.28/warc/CC-MAIN-20180719031742-20180719051742-00491.warc.gz | 0.970426 | 397 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__68626613 | en | At 7.52am on May 20th 1927, Charles Lindbergh gunned the engine of the "Spirit of St Louis" and aimed her down the dirt runway of Roosevelt Field, Long Island, USA. Heavily laden with fuel, the plane bounced down the muddy field, gradually became airborne and just about cleared the telephone wires at the end of the field. A small crowd of 500 well-wishers thought they had witnessed a miracle. On the evening of May 21st, he crossed the coast of France, followed the River Seine and after 33.5 hrs and 3500 miles, he touched down at Le Bourget Field, Paris at 10.22pm where he was mobbed by a crowd of 100,000. Lindbergh - "The Lone Eagle" - the first to fly across the atlantic solo, became an instant hero.
On his return to the USA, New York City gave him the largest ticker tape parade ever and the president awarded him the Distinguished Flying Cross. More importantly, Lindbergh was the inspiration for aviators all over the world to test man and machine to their limit.
On May 21st 1932, the 5th anniversary of Lindberg's Atlantic flight , Amelia Earhart became the first woman to fly solo across the Atlantic in 14hrs and 56min. She was awarded the National Geographic Society's gold medal from President Herbert Hoover and Congress awarded her the Distinguished Flying Cross. The world's most famous female aviator disappeared in 1937 as she attempted to become the first woman to fly around the world. She was last heard from on July 2nd 1937, about 100 miles from the tiny Pacific atoll of Howland Island. President Roosevelt authorised an immediate search but no trace was ever found of Eahart or her navigator, Fred Noonan. The disappearance of Amelia Earhart has spawned almost as many conspiracy theories as the Lindbergh kidnapping and the Kennedy assasination. | aerospace |
https://tricksfast.com/iridium-plans-to-launch-six-satellites-on-relativitys-new-rocket/ | 2024-02-23T17:49:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474440.42/warc/CC-MAIN-20240223153350-20240223183350-00280.warc.gz | 0.958952 | 653 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__52231828 | en | Relativity Space says it has reached an agreement with Iridium to launch six of the company’s next-generation communication satellites.
Each of the Iridium NEXT satellites, weighing 850 kg, will launch individually on Relativity’s Terran 1 rocket. This means that the new Launch Services Agreement will lead to up to six Terran 1 missions, beginning no earlier than 2023.
This is the fifth launch service agreement for Relativity, said Tim Ellis, co-founder of the California-based company. “This deal represents another blue chip company to subscribe to Relativity,” said Ellis. It shows that the Terran 1, with a potential lift capacity of 1.25 tonnes at low Earth orbit, meets a “unique” need in the launch market, he said.
Relativity Space is currently developing a launch site for its Terran 1 rocket at Cape Canaveral Air Force Station in Florida. The company has a multi-year contract to build and operate its own rocket launch facilities at Launch Complex 16. However, it will need a second launch site to accommodate Iridium satellites.
This is because Iridium has a constellation of 66 satellites in an almost polar orbit, distributed in six different planes at an altitude of 780 km. To reach this orbit, the Terran 1 rocket would need to launch towards a pole, so the company reached an agreement to build a second launch site at Vandenberg Air Force Base in California, Ellis said. The company will do so at a site south of Space Launch Complex-6.
Find the sweet spot
The satellite company already has nine backup satellites in orbit, Iridium chief operating officer Suzi McBride said. However, Iridium has six additional spares in the field that it would like to launch on demand, to specific orbital planes. The new agreement covers a period from 2023 to 2030.
Iridium built these satellites primarily as insurance against a launch failure during the campaign to launch its first 75 Iridium NEXT satellites into orbit. All of them were safely placed in orbits by seven Falcon 9 rocket launches from 2017 to 2019. “Fortunately, SpaceX did a great job for us,” said McBride.
In launching the parts, Iridium evaluated the market and determined that several capable vehicles, such as the Falcon 9, were too large for individual satellites. And the smallsat rockets flying today, like Rocket Lab’s Electron rocket, were too small. “Relativity is really at our sweet spot,” he said.
Although Relativity has a lot of work to do to complete development and launch the Terran 1 rocket (the company’s goal is to do a test flight by the end of next year), McBride said Iridium has the luxury of not having to put it into orbit. your backup satellites right away. . He also expressed his confidence in the company’s team and the progress made to date.
A recent Relativity hiring, Zach Dunn, helped establish the SpaceX launch site in Vandenberg about a decade ago. And Dunn served as SpaceX’s senior vice president of launch for the entire Iridium campaign. Now he is leading the development of a new rocket factory in Long Beach. | aerospace |
https://blogofthecosmos.com/tag/astrobiology/ | 2022-12-05T05:21:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711003.56/warc/CC-MAIN-20221205032447-20221205062447-00002.warc.gz | 0.92416 | 337 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__279355170 | en | A deep connection exists between the microscopic world of atoms that holds together small molecules and the features of the macroscopic world around us, typified by complex structures, the likes of which include life, stars, and galaxies. The properties of the universe at large that have allowed biological life to evolve are determined by the […]
Read more "Diverse Scales"
As transient lifeforms, we are normally not fully equipped to apprehend the unimaginable stretches of space around us. This is largely due to the limits of perception imposed by our own brains. What our senses define and register is nothing but a mere figment of the entire vastness of the universe around us. As time went on […]
Read more "How Big Is the Universe?"
The asteroid belt between Mars and Jupiter offers an excellent platform to survey the origins of our solar system. Therein lies Ceres, a dwarf planet and the target of an ongoing NASA mission. This dramatically cratered and inviting world has piqued the interest of astronomers and astrobiologists alike. In 2007, NASA’s Dawn spacecraft was launched in order to […]
Read more "Celestial Worlds Beyond Our Own: The Story of Ceres"
A very remarkable mission has finally been brought to pass by the European Space Agency! Set to be launched in 2022, the JUICE (JUpiter ICEy moons Explorer) will venture into the Jovian system, with planned flybys at Jupiter’s moons Europa, Callisto, and finally Ganymede! A very ambitious project to reconnoiter the basic lay of these […]
Read more "An Intrepid Jovian Explorer" | aerospace |
https://news.wttw.com/2019/03/27/aviation-officials-face-grilling-over-737-max-crashes-recall | 2023-11-29T22:27:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100146.5/warc/CC-MAIN-20231129204528-20231129234528-00581.warc.gz | 0.92826 | 359 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__163546987 | en | Senators grilled government officials about aviation oversight Wednesday in the wake of two fatal crashes involving the Boeing 737 Max.
Countries around the world recently grounded Boeing’s 737 Max after the plane was involved in two fatal crashes in less than five months: Indonesia’s Lion Air Flight 610 in October and Ethiopian Airlines Flight 302 earlier this month. It’s been reported that data from both flights share similarities.
Software for the Boeing 737 Max, which the Chicago-based aerospace company is updating, and safety features classified as optional are at the heart of the scrutiny – and a federal probe – over the design and marketing of the aircraft as well as the FAA’s certification of it.
Among those questioned by the Senate’s aviation subcommittee on Wednesday were Transportation Secretary Elaine Chao and Federal Aviation Administration Acting Administrator Daniel Elwell.
“Let me emphasize that safety is always No. 1 at the Department of Transportation,” Chao told the subcommittee. “And a good day is when nothing bad happens.”
Chao on Wednesday announced an independent audit of the 737 Max’s FAA certification process and an advisory committee to provide recommendations for better oversight and safety regulations for the aviation industry.
U.S. Sen. Roger Wicker (R-Mississippi), chairman of the Senate’s Committee on Commerce, Science and Transportation, indicated Boeing representatives and other aviation professionals outside of the government would be questioned during a future hearing.
Joining us to offer their perspectives are Crain’s Chicago Business reporter Claire Bushey and commercial pilot Rob Mark, who’s also senior editor of the aviation magazine Flying and publisher of the aviation blog JetWhine.
Follow Evan Garcia on Twitter: @EvanRGarcia | aerospace |
https://www.tested.com/tech/science/460233-space-shuttles-controversial-launch-abort-plan/ | 2021-09-16T15:19:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780053657.29/warc/CC-MAIN-20210916145123-20210916175123-00362.warc.gz | 0.963481 | 3,836 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__128436082 | en | The Space Shuttle’s Controversial Launch Abort Plan
The nightmare contingency for NASA pilots.
Just about every aspect of spaceflight harbors dangers that are both obvious and concealed. Yet, it is launch and landing that create the most white knuckles and bated breaths. These concerns are well-founded. Getting into orbit requires harnessing unfathomable quantities of volatile energy with laser beam precision. Coming home necessitates somehow dissipating a similar volume of energy within comparably narrow margins of error. As risky as those two endeavors may seem, one NASA plan for the Space Shuttle combined launch and landing into a single 25-minute ride with presumed risks that far exceeded the sum of its parts: the Return To Launch Site (RTLS) abort.
As the name implies, RTLS was a plan to land a malfunctioning Space Shuttle on the runway at Kennedy Space Center (KSC) in the shadow of the launch pad that it recently departed. It sounds easy, right? Surely, it’s just like going back home to make sure you turned off the oven. In actuality, there is much more to it than that. Throughout the Shuttle program’s 30-plus years, there was continuous debate over the validity of the RTLS scenario. Skeptics claimed that the RTLS checklist was nothing more than busywork to distract the astronauts as they rode out an irreversible doom. Even the man who commanded the first Space Shuttle flight (STS-1), astronaut John Young, expressed that “RTLS requires continuous miracles interspersed with acts of God to be successful.”
The good news is that the shuttle’s retirement has made the RTLS argument merely an academic one. Of the 135 Space Shuttle launches, only one (STS-51F on 7/29/85) experienced an abort-inducing failure during ascent. In the case of 51F, they safely made a lower-than-planned orbit and carried out the mission. All of the other flights cleanly avoided the dubious honor of settling the RTLS bet.
An Abort for (Almost) Every Occasion
Before we dissect the RTLS scenario, an overview of the nominal launch sequence and the entire abort menu is prudent. At “T minus 6 seconds”, the three Space Shuttle Main Engines (SSME) began burning liquid oxygen and liquid hydrogen from the huge External Tank (ET) attached to the orbiter’s belly. When the countdown reached 0, the SSMEs would be at full power and the two Solid Rocket Boosters (SRB) straddling the ET would ignite to initiate liftoff.
About two minutes into the flight, the SRBs would burn out and then be jettisoned. The SSMEs would continue to burn fuel from the ET until about eight and a half minutes after liftoff. For missions with a particularly heavy payload, the two Orbital Maneuvering System (OMS) engines could be fired during ascent to help the shuttle aloft. The OMS engines were also used later to adjust the shuttle’s orbit, including the deorbit burn that brought it home at the end of the mission. After Main Engine Cutoff (MECO), the shuttle would jettison the empty ET, which would disintegrate as it tumbled back to Earth. That’s all there was to it. What could possibly go wrong?
Once the shuttle departed the launch pad, an abort could be triggered either by a problem with one (or more) of the SSMEs, an Auxiliary Power Unit (APU) failure, a pressure leak in the crew cabin, or a fuel leak in the ET, among a list of other undesirable gremlins. The shuttle’s location and energy state at the time of the failure, as well as the severity of the problem, would dictate the type of abort that was declared.
Other than RTLS, mission control had three primary abort options at their disposal: Transoceanic Abort Landing (TAL), Abort Once Around (AOA), and Abort to Orbit (ATO). Along with RTLS, these were considered intact aborts; meaning that the crew had a planned and practiced path to safely land the orbiter and its cargo (including themselves) somewhere in the world. If conditions did not permit any of the intact aborts, or if additional failures occurred, the next option would have been a contingency abort. Basically, the crew would have parachuted or ditched in the ocean…neither of those being cozy options.
One exception among contingency abort options was the East Coast Abort Landing (ECAL). In this case, the crew had a handful of runway-equipped landing sites along the North American east coast (or Bermuda) to set the bird down. The problem was that these locations were less than ideal to handle the needs of a distressed Space Shuttle with only one shot at landing. I suppose that any runway looks inviting when your alternative is a long swim in the Atlantic.
Other than RTLS, mission control had three primary abort options at their disposal: Transoceanic Abort Landing (TAL), Abort Once Around (AOA), and Abort to Orbit (ATO).
A TAL abort could be declared sometime after about two and a half minutes into the launch. At this point, the shuttle would have sufficient fuel to cross the Atlantic Ocean and glide into one of the preselected landing sites in Europe or Africa. If you were ever confused by weather-related launch delays when KSC had clear skies, bad weather at potential TAL landing sites could have been the culprit.
Later in the launch, there was a very narrow window (just a few seconds) to declare an AOA abort. In this scenario, the shuttle would come in for a landing after a single orbit of the earth. This option would be chosen if the shuttle didn’t have sufficient energy to attain a stable orbit, or an issue with a life support system necessitated a quick return. It was generally considered a very low probability that AOA would ever be utilized.
ATO was chosen if a failure occurred late in the ascent and the shuttle had attained enough velocity to reach any stable orbit…not necessarily the planned orbit. This was the case with mission STS-51F that I mentioned earlier (a launch worthy of its own article). If fate allowed you to choose your abort, ATO would be the clear winner. It was technically an abort, but it still allowed you to spend some time in space…bonus!
RTLS: The Greater of Four Evils
An RTLS abort could be declared if a failure happened during the first four minutes of the launch (notice there is some overlap with TAL). Relatively speaking, the shuttle was still quite close to KSC during this period. In order to land, the shuttle had to convert from a fire-belching rocket ship into an oversized glider. Unfortunately, limits within each of the main propulsion systems prevented this transition from happening until the shuttle was much higher, faster, and further down range.
The Solid Rocket Boosters were like giant roman candles. Once ignited, they could not be throttled or shut down. No matter what happened while the SRBs were burning, you simply had to wait until they fizzled out before taking any corrective action. To have jettisoned the SRBs while they were still burning would have created questionable structural loads on the ET…not to mention adding two unguided surface-to-air missiles to the astronauts’ worry list.
Once the SRBs were gone, it was theoretically possible to shut down the SSMEs (although they could not be restarted) and jettison the ET. The tank, however, was still quite full of fuel at this point. The primary concern was that firing the explosive bolts to jettison a heavy ET would cause the fuel to slosh and possibly steer the tank back into a collision course with the orbiter. The consequences of that scenario are obvious. The unintuitive, yet safer option was to continue burning fuel while heading away from the place you planned to end up.
In order to shift the orbiter’s center of gravity forward and make it a stable glider, most of the fuel in the tail-mounted OMS tanks had to be depleted. This would normally happen though the course of a standard mission. In an abort mode, this fuel had to be burned off through the OMS engines while the SSMEs were also draining the ET. Once again, physics would have forced a damaged shuttle to continue accelerating and climbing away from its safe haven, the KSC runway.
Here Comes the Tricky Part
The TAL, AOA, and ATO abort scenarios were made up of entirely of elements from a nominal shuttle flight. You have an eastbound, powered ascent, and then an eastbound descent and glide to the landing site. Sure the abort could make the landing location different than what you planned, but that’s why astronauts packed sneakers and sandals in their carry-on baggage! These aborts just changed the timing of those inevitable events and maybe would have added a few grey hairs. Even so, it was easy to entertain the notion that the astronauts would still get to go home at the end of the day.
The shuttle would have swapped ends while still heading spaceward at about Mach 5 and never easing off of the throttle.
The RTLS isn’t quite so easy to rationalize. While this abort shares the eastbound powered ascent, most of the descent phase would have been westbound. Tying those two events together was an element that was unique to RTLS and a boon to Rolaids sales among the astronaut corps: the Powered Pitch Around (PPA). In a move that only Burt Reynolds could love, the shuttle would have swapped ends while still heading spaceward (at about Mach 5) and never easing off of the throttle. With the SSMEs now facing forward, their retrograde thrust would slow the orbiter’s eastward progress. Eventually, the shuttle would stop in midair (albeit very thin, high-altitude air) and begin heading westward back to the runway at KSC.
The PPA would have begun at an altitude somewhere around 400,000 feet, where there is insufficient air to cause much concern about the aerodynamic effects of tumbling the shuttle. The topic of debate was whether a handicapped propulsion system would have sufficient control authority to whip the orbiter/ET combination around at the 10-degrees per second rate required for the PPA. Many experts agree that a healthy orbiter could pull it off…but healthy orbiters don’t do RTLS.
There were two camps regarding the pitfalls of the shuttle doing Mach 5 in reverse with the SSMEs blazing. Some thought that this was like spitting into the wind, and the shuttle would be negatively affected as it flew through the plume of its own exhaust gasses. Others believed that the RTLS retrograde burn was no different than the deorbit retrograde OMS burn that began the entry phase of every shuttle flight.
A further concern with the PPA was the rate at which the shuttle/ET would descend. As the shuttle’s eastward progress began to slow after the PPA, it would begin losing altitude at an ever increasing rate. At the point where its eastward velocity was zero and it began to accelerate westward, it would have been falling vertically at greater than Mach 1! Mind = blown.
Such a fast descent rate would have subjected the orbiter and ET to significant and ever-increasing dynamic pressure and heat loading. The descent rate would have been gradually arrested as the shuttle picked up westbound velocity (about 200,000 feet of altitude is lost during the PPA), but the air would get thicker and cause more friction with each foot of altitude lost. Whether the vehicle could have survived this torture is yet another RTLS-related point of discussion around NASA water coolers.
For the sake of argument, let’s say that all aspects of the PPA went perfectly and the shuttle was zooming back towards KSC (called the “flyback phase”). Rather than breathing easy, the crew would have to negotiate what many consider to be the most difficult and risky portion of an RTLS: the Powered Pitch Down (PPD). With the SSMEs still burning, but the ET nearly empty, the shuttle would be placed in a slight nose-down attitude. This attitude would be held through MECO and the firing of the explosive bolts that jettison the ET (good riddance!). A few bursts of the shuttle’s downward-firing reaction control thrusters would have put elbow room between the orbiter and the freefalling ET.
The point of the PPD was to maximize the shuttle’s odds of making a clean getaway from the jettisoned ET. What made it difficult was the precision and timing with which it had to be executed. Immediately after clearing the ET, the shuttle’s nose would have to be raised to a specific positive angle. This move was necessary to position the belly-mounted heat shields to do their job through reentry. Just like the PPA, the PPD was not really a question of piloting skill (most of the maneuver could be flown by auto pilot), but whether the damage already absorbed by the shuttle would allow it to perform these precise and critical maneuvers.
But It Works In the Simulator
While the success rate for simulated RTLS scenarios wasn’t perfect, it was good enough to provide reasonable assurance that the energy aspect of the equation could be managed by the onboard computers and savvy pilots.
Despite any misgivings anyone may have had about RTLS, it was the only option when faced with a problem early in a launch. As such, the RTLS was practiced religiously by every flight crew in the Shuttle Mission Simulators (SMS) at Johnson Space Center (JSC). The same mission-specific data that was loaded onto the shuttle’s General Purpose Computers (GPCs, which provided guidance through aborts, among other things) was also loaded onto the SMS platforms. This meant that each simulated RTLS was a little different depending on the specifics of that mission, such as the payload mass, launch azimuth, specific SSME performance, etc.
Luis Betancourt was a JSC engineer responsible for validating the performance of these software loads in the SMS. Part of the testing protocol required Luis to sit in the commander’s seat and “fly” the simulator through RTLS scenarios. With all of that experience in the left seat, he picked up a few tricks. Luis notes, “It was all about energy management. For the most part, we had success if we knew how to manage our energy.”
Presumably, the shuttle pilots and commanders knew all those energy management tricks as well. While the success rate for simulated RTLS scenarios was not perfect, it was good enough to provide reasonable assurance that the energy aspect of the equation could be managed by the GPCs and savvy pilots. The only lingering question is whether the SMS adequately factored in all of the risks associated with a real RTLS.
Early in the Shuttle Program, NASA management felt that an intentional RTLS was a necessary first step in proving the validity of the shuttle concept. In fact, STS-1 was planned as an RTLS flight. Commander Young dissented rather poetically, “Let’s not practice Russian roulette, because you may have a loaded gun there.”
Mr. Young’s opinion certainly carried much weight. We’re not talking about some risk-averse, desk jockey statistician. This is a man who made peace with the risks of travelling to, and walking on the moon. Yet, he found RTLS a bit too much for his taste. It’s a little like Spinal Tap telling you to turn your music down! “Turn it down” is exactly what the NASA planners did. While STS-1 was not without its difficulties, it did not include an RTLS.
The debate over whether RTLS was a valid abort scenario is not likely to end anytime soon. Now matter how you label the participants (optimists and fatalists, adventurists and pragmatists, Rosary kissers and number crunchers) it seems they all stand near the fence. This is one argument where rarely does one side have difficulty in sympathizing with the point of the other side. Whichever way a genuine RTLS would have ended, it would have been a near thing. For that reason, I think that there is one point that both sides of the RTLS debate will always agree on: we are better off not knowing the real answer.
Terry Dunn worked for 15 years as a NASA contractor at NASA Johnson Space Center, and now lives in Lubbock, Texas, where he works as an engineer in the plastics industry.
Photos courtesy NASA
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Resurrections – This is Only a Test 616 – 9/9/21
So much to go over this week! Kishore and Norm give a lengthy spoiler-free review of Shang-Chi, dissect the incredible The Matrix: Ressurections trailer, ponder the future of holographic concerts, and break down the challenges of "smart glasses" for both Facebook and Apple as both companies pursue augmented reality technologies.
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Here are the conventions Adam is currently schedule to atten… | aerospace |
http://flyct.com/ | 2020-01-18T01:20:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250591431.4/warc/CC-MAIN-20200117234621-20200118022621-00265.warc.gz | 0.893193 | 1,592 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__47858955 | en | The State of the Lightplane Art
The F2 is the newest aircraft from Flight Design general aviation. One we think will define light aircraft safety, performance and comfort in a CS-23 certified aircraft and as an S-LSA. The F2 brings a fresh look at high-wing light aircraft design with class leading safety features and an innovative Garmin avionic suite.
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Flight Design F2 SLSA - With Equipment Below - $185,205.00
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https://ec2-15-188-152-128.eu-west-3.compute.amazonaws.com/2023/08/11/russia-seeks-to-return-to-the-moon-after-almost-50-year-break/ | 2023-10-01T15:36:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510903.85/warc/CC-MAIN-20231001141548-20231001171548-00587.warc.gz | 0.937616 | 1,040 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__269651822 | en | Russia launched its first lunar lander in nearly 50 years on Friday in a journey to the moon’s south pole, joining a race with NASA and other space agencies to the region.
(Bloomberg) — Russia launched its first lunar lander in nearly 50 years on Friday in a journey to the moon’s south pole, joining a race with NASA and other space agencies to the region.
The Soyuz rocket carrying the Luna-25 craft lifted off from the Vostochny Cosmodrome in Russia’s far east at 2:11 a.m. Moscow time and reached orbit about 10 minutes later. Luna-25 then separated from the upper-stage booster about one and a half hours into its flight.
The spacecraft will now continue its journey over several days to reach lunar orbit, where it will remain before attempting to touch down near the moon’s south pole in late August.
Getting Luna-25 safely to the moon would provide a much-needed boost for Russia’s state space corporation Roscosmos, which has struggled in recent years from low funding, controversial leadership and poor execution, without seeing much advancement beyond sending people and satellites to low-Earth orbit.
Roscosmos has experienced further damage as a result of President Vladimir Putin’s invasion of Ukraine last year. The country’s space partnerships nearly evaporated and satellite operators including OneWeb Ltd. canceled launches.
Luna-25 will be competing with India’s Chandrayaan-3, which is orbiting the moon and is also likely to attempt to touch down near the pole in late August. Whichever country lands first could receive the title for being the first to land a spacecraft intact on or near this region.
The USSR was the first country to land a spacecraft on the moon, but Russia all but abandoned lunar exploration after the last Soviet moon mission, a robotic probe in 1976.
Luna-25’s success is far from guaranteed, especially as numerous moon exploration missions have struggled to land intact on the lunar surface in recent years. In April, a lander operated by the Japanese company ispace crashed into the moon during a landing attempt, coming in too fast for touchdown. In 2019, India’s Vikram lunar lander, part of a mission called Chandrayaan-2, and an experimental lander from Israeli nonprofit SpaceIL also shared similar fates.
Once on the moon, Luna-25 will study the lunar soil and exosphere, part of the moon’s very thin atmosphere. The spacecraft is also equipped with a small robotic arm to collect soil samples for analysis. The lander’s mission is designed to last as long as a year.
While Elon Musk’s SpaceX and others are building extensive networks of satellites in low-Earth orbit, Russia’s share of the launch market has shrunk, accounting for only about 8% of launches this year, according to data from accountancy PwC, down from nearly 40% a decade ago.
The war “accelerated a decline that was already in place,” said Dallas Kasaboski, principal analyst with space consultancy Northern Sky Research. The Russians “just haven’t really been as strong of a leader in space as they historically have been.”
NASA, which hopes to return astronauts to the moon through its Artemis program, last year announced 13 potential landing regions near the pole.
The Chinese space agency’s robotic Chang’e 7, scheduled around 2026, will carry equipment to investigate ice reserves in the permanently shadowed part of a crater in the region, state media reported on Aug. 1.
Later, China will deploy spacecraft to build a research station near the south pole, and the government intends on sending the first Chinese astronauts to the moon by 2030, a China Manned Space Agency official said in May.
While NASA Administrator Bill Nelson has repeatedly criticized China, warning that Beijing may seek to get to the lunar south pole first and prevent other countries from accessing resources there, he hasn’t sounded similar alarms about Russia. During the Soviet era, no cosmonauts from Russia ever got to the moon.
The Russian space program isn’t about to send anyone there, Nelson said in a media briefing on Aug. 8.
“I don’t think a lot of people at this point would say that Russia is actually ready to be landing cosmonauts on the moon in the time frame that we’re talking about, or that possibly China would be,” Nelson said. “So I think the space race is really between us and China.”
Roscosmos didn’t respond to requests for comment.
After such a long absence from the moon, Roscosmos intends to send more missions after Luna-25. Plans include a lander to search for minerals and water ice.
(Updates with background throughout)
More stories like this are available on bloomberg.com
©2023 Bloomberg L.P. | aerospace |
https://www.flyingmule.com/products/CG-AA27605 | 2022-05-23T08:08:43 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662556725.76/warc/CC-MAIN-20220523071517-20220523101517-00051.warc.gz | 0.949354 | 956 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__90196297 | en | Corgi Aviation Archive Collector Series AA27605
Hawker Hurricane Mk I Diecast Model
RAF No.249 Sqn, P3576, James Nicolson, RAF Boscombe Down, Battle of Britain, August 1940
|1:72 Scale|| ||Length|| ||Width|
|Hawker Hurricane Mk I|| ||5.25"|| ||6.75"|
The heroic actions of Fighter Command's few during the Battle of Britain are the stuff of legend and it is rather surprising that only one pilot was awarded the Victoria Cross, Britain's highest military award for gallantry in the face of the enemy, during this significant period in British history. Flight Lieutenant James Brindley Nicolson was attacking a large number of Bf 110 fighters above Southampton, when his Hurricane Mk.I (P3576) began taking hits from behind - Messerschmitt Bf 109s flying top cover had surprised the British fighters, which were now in mortal danger. Suffering injury and with his aircraft starting to burn, Nicolson was in the process of bailing out when he noticed one of the Bf 110 destroyers passing right in front of his stricken aircraft. Climbing back into the burning cockpit of his Hurricane, he fired his guns into the Luftwaffe fighter, until the intense heat forced him to jump out of his aircraft. Suffering severe burns to his hands and a number of other wounds, Nicolson managed to parachute to safety and was immediately rushed to Southampton Hospital, by members of the Home Guard. James Nicolson returned to flight operations in September 1941, after recovering from his injuries.
To mark the 75th Anniversary of the Battle of Britain in 2015, the RAF painted one of their Eurofighter Typhoons in the colours of Nicolson's Hurricane, which became one of the stars of the Airshow circuit and a popular release in the Aviation Archive series.
Based on the Fury biplane and designed by Sydney Camm as a monoplane fighter, the Hurricane was first flown on November 6th, 1935. With its wide-set landing gear, easy handling, reliability, and stable gun platform, the Hurricane was suitable for a variety of different roles such as intruder, ground strafing and night fighter. Steel-tube construction meant cannon shells could pass right through the wood and fabric covering without exploding. The Hurricane underwent many modifications during its lifetime, including an upgraded Merlin engine and interchangeable multi-purpose wings, staging twelve 7.7mm guns and two 40mm anti-tank guns and carrying two 500lb bombs.
© Copyright 2003-2022 The Flying Mule, Inc.
Corgi's 1:72 scale Hurricanes are beautifully recreated, with simulated fabric stretched over the wings, rudder, elevators and empennage stringers. On some releases, the top engine cowing is removable, revealing details of the famous Rolls-Royce Merlin engine. Each release highlights a fighter or attack variant with tank busting cannons mounted under each wing for ground attack, or internal mounted machine guns inside the wing for air to air combat–complete with vents to eject spent shell casings. The pinned landing gear quickly locks into place for ground display.
© Copyright 2003-2021 The Flying Mule, Inc.
The Corgi "Aviation Archive" range presents highly-detailed, ready-made diecast models of military and civilian aircraft. The vast Aviation Archive range has become the standard by which all other diecast airplane ranges are judged. Each Corgi model is based on a specific aircraft from an important historical or modern era of flight, and has been authentically detailed from original documents and archival library material. Famous airplanes and aviators from both military and commercial airline aviation are all honored.
Corgi "Aviation Archive" diecast airplanes feature:
- Diecast metal construction with some plastic components.
- Realistic panel lines, antennas, access panels and surface details.
- Pad printed markings and placards that won't fade or peel like decals.
- Interchangeable extended/retracted landing gear with rotating wheels.
- Poseable presention stand to display the aircraft "in flight".
- Many limited editions with numbered certificate of authenticity.
- Detailed, hand-painted pilot and crew member figures.
- Authentic detachable ordnance loads complete with placards.
- Selected interchangeable features such as speed-brakes, opened canopies and access panels.
- Selected moving parts such as gun turrets, control surfaces and swing-wings.
© Copyright 2003-2022 The Flying Mule, Inc. | aerospace |
http://insideksc.blogspot.com/2006/05/space-shuttle-discovery-at-pad-b.html | 2019-04-22T20:35:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578582584.59/warc/CC-MAIN-20190422195208-20190422221208-00460.warc.gz | 0.916485 | 267 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__150259630 | en | Saturday, May 20, 2006
Space Shuttle DIscovery, at Pad B
Shuttle Discovery rests at PAD 39B at Launch Complex 39
More below from NASA....
Space Shuttle Discovery's 4.2-mile journey from the Vehicle Assembly Building to Launch Pad 39B is complete! The move brings NASA one step closer to the STS-121 mission, targeted for launch no earlier than July 1.Mounted on the Mobile Launcher Platform and carried by the mammoth crawler-transporter, Discovery emerged from the assembly building at 12:45 p.m. EDT. The "stack" rolled along at less than one mile an hour, and arrived at the launch pad early Friday evening.This mission will continue the evaluation of flight safety procedures, including shuttle inspection and repair techniques. It also will deliver more supplies and cargo for future station expansion. Steve Lindsey will command the mission, flying with pilot Mark Kelly, spacewalkers Mike Fossum and Piers Sellers and mission specialists Stephanie Wilson and Lisa Nowak. European Space Agency astronaut Thomas Reiter is also part of the crew and will remain on the station for several months. Reiter's arrival will give the station its first three-person crew since May 4, 2003. + View Discovery Rollout Photo Gallery+ Program Director Wayne Hale Audio Clips | aerospace |
https://thehistoryfiles.com/polish-naval-aviation-in-the-1939-campaign/ | 2024-02-22T10:39:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473738.92/warc/CC-MAIN-20240222093910-20240222123910-00787.warc.gz | 0.962087 | 2,378 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__40862604 | en | Tension between Poland and the Third Reich was already clear from the spring of 1939 and the intensity of flying at the Polish-German border rose on both sides. Poland’s access to the coast was of a special nature (see the map). Its peculiar character lay in the fact that Polish territory divided Germany in effect. The Pomeranian ‘corridor’ that belonged to Poland was located between the bulk of Germany and the territory of East Prussia. In fact the German demand for an ex-territorial motorway through Poland, and the Polish refusal, was one of the direct causes of the war.
Morski Dywizjon Lotnicyzy maintained a continuous combat readiness. New recruits were being trained, and then sent on specialist courses. At the same time a new system of long range reconnaissance was developed. It covered the area from the so-called Lawica Siupska in the west, up to the German port of Pilau (Pilawa) in East Prussia. Usually a few flights a day were flown, providing continuous monitoring of German shipping. These missions were flown by Lublin R-XIIIs, which carried out spying missions ‘by the way’. The Germans were not passive, either, frequently violating Polish airspace. In one case the Polish Lublin R-XIII G/hydro no. 714 performed the role of a fighter, successfully chasing away the German LZ-130 airship from Polish territory. In April 1939 the Dywizjon lost a Lublin R-XIII which crashed at Swarzewo. Usually at the beginning of May each year a three-aircraft Pluton Samolotow Towarzyszacych was detached from the unit at Puck, the aircraft being converted to wheeled undercarriage and subsequently moving to Rumia-Zagorze airfield. Another accident occurred during night flying on 19 May 1939 at 23:00 when a crew failed to locate the airfield and crashed into trees. The crew escaped unhurt, but the aircraft was written off. On 7 August 1939 one R-XIII patrolling its assigned sector observed a large passenger ship, identified as Hansesstadt Danzig. The pilot wanted to take a clear picture of the vessel, and approached it at a very low level. During a sharp turn it side-slipped and crashed into the sea. The Dywizjob thus lost the Lublin R-XIII ter/hydro no. 712. The crew was picked up by a boat from the German ship, and subsequently transferred to the police in the Free City of Danzig. Thus the modest inventory of Morski Dywizjon Lotniczy was reduced by two aircraft.
Pilots of the Danzig flying club mobilised on 24 August 1939, formed on the 31st of that month the Pluton Layznikowy Dowodcy L’ldowej Obrony Wybrzeza, led by ppor. rez. pit. Edmund Jereczek. The Pluton took over two civil RWD 13 aircraft, registered as SP-ATB and SP- BML. The Pluton was reinforced by R-XIII G/hydro no. 718 of Morski Dywizjon Lotniczy.
The main base of the naval aviation had been thoroughly reconnoitred by the Germans, so in the event of war it was assumed that the unit would be evacuated to the Hel Peninsula. After 30 August part of the storage facilities and Oddzial Obrony Ladowej moved to HeI. The aircraft stayed at Puck. On the morning of 1 September 1939, about 6:00 a. m., the first German bomber formation arrived over Puck. This consisted of some 20 Heinkel He Ills from KG 1 of Luftflotte 1. They attacked the base of the Dywizjon, the railway station, and a target ship anchored in the Bay of Puck. Four people were killed, and over a dozen wounded in the raid. The Dywizjon commander, kmdr. por. pil. Edward Szystkowski, was among the dead, passing command to kmdr. ppor. pil.. Kazimierz Szalewicz before he died. Immediate evaluation of the flying equipment to Hel was ordered, as there was no anti-aircraft defence left at Puck by that time. The aircraft were anchored along the Peninsula on the Bay side. The aircraft were left in full view, providing an easy target for enemy aircraft. The RWD-17W was an exception, being on land and hidden in woods. The Nikol A-2 amphibian was anchored in the naval port at Hel. The aircraft were only protected by artillery batteries located at the Peninsula. Against total air superiority, in terms of both quantity and quality, operational capabilities of the unit were largely limited even on the first day of the war. The situation grew worse with the death of the commander and the chaos caused by the unit’s evacuation. An idea to bomb the Schleswig Holstein battleship, anchored in Danzig, and shelling the Polish posts at Westerplatte was not put into life as most of the Lublin R-XIIIs were damaged in a raid by two Heinkel He 59s that took place on the evening of 2 September. The following day the Germans resumed raids, and as a result the strafed Lublins were sunk in the coastal shallows. Only the R-XIII G/hydro no. 714 survived the ordeal. The same day the Cant Z 506B left to travel inland, most ground crews of the unit were to fight alongside ground troops that defended the Peninsula. A surviving Lublin R-XIII was used for the first time on the evening of 6 September, when it flew an hour’s reconnaissance flight over the Bay of Gdansk. The crew consisted of por. pil. Jozef Rudzki and por. pil. obs. Zdzislaw Juszczkiewicz. The flight was uneventful, and activity of small enemy naval craft was detected. Following this successful flight the R-XIII no. 714 took off for another the next night. This time the aircraft, flown by the same crew, was armed with six 12.5 kg bombs, with which it would attack the Schleswig Holstein battleship at Danzig. Upon arrival it was found that the ship had left its previous location. The R-XIII crew noticed a night parade organised in Danzig by the Germans to celebrate the victory over the Polish posts at Westerplatte, the Poles attacked, bombing and then strafing the surprised Germans. Subsequently they returned without problem to their temporary base. These were the only combat missions flown by aircraft of Morski Dywizjob Lotniczy in September 1939. The following day the Germans made a revenge attack against Hel with Ju 87s of 4.1186 Tragerstaffel. During the raid the last serviceable R-XIII, no. 714, and the Schreck FBA 17HE2 were destroyed. Thus on 8 September the RWD 17W and Nikol A-2 were the only airworthy machines, with the exception of the aircraft of Pluton Lijcznikowy Dowodcy Lijdowej Obrony Wybrzeza. The above mentioned Pluton was merged into the Kompania Sztabowa on 1 September 1939 by the orders of Dowodca Lijdowej Obrony Wybrzeija, plk. Stanislaw Dijbek. Initially the aircraft of the Pluton were based at the commercial airfield in Rumia. That is where they were caught (together with two ‘Lot’ Polish Airlines aircraft) by the German raid on the first day of the war at 6:00 a. m. After the raid a Lublin R-XIII G/hydro reinforcing the Pluton arrived at Rumia. The raid did not cause major damage, but accelerated departure of the passenger aircraft inland. Another raid carried out by the Germans the same afternoon failed to inflict damage except for bomb craters. After 4 September the anti- aircraft defences left the airfield, so the Pluton commander ordered the observer’s machine gun of the Lublin R-XIII removed and mounted on a fixed base near the hangar. This provisional post shot down a Junkers Ju 87 on one of the following days, its crew becoming prisoners of war. The Pluton still remained unused. On 9 September the situation became difficult, when the airfield area came under direct enemy fire. The Pluton commander, ppor. pil. Edmund Jereczek, unable to contact his HQ decided to evacuate to the reserve airfield at Nowe Obluze north of Gdynia. Using a short- lived counter-attack by the Polish infantry as cover, the pilots started the engines of their aircraft, and took off straight through the open hangar doors (since the first raid on the morning of 1 September 1939 the aircraft were hidden in old flying club hangars at one side of the airfield). On 13 September plk. Dqbek ordered evacuation of both RWD 13s to Sweden. The Lublin R- XIII would fly to Hel with a report. At that time the nearby base at Puck was already in use by German aircraft. Both RWD 13s took off the same day at 12:30. Immediately after take-off the aircraft started to climb through clouds. When passing through these the pilots lost contact. Given this situation each undertook individual attempts to escape. The first RWD 13, SP- BML, flown by ppor. pil. E. Jereczek managed after flying over 450 km landed at Visborglatt on the island of Gotland. The crew was interned, and the aircraft impressed by the Swedes, who used it until 1952. The other RWD 13, SP-ATB, flown by szer. pil. Wadaw Zarudzki was forced to turn back due to problems with the engine. It landed back at Nowe Obluze airfield after an hour’s flight.
The last surviving aircraft. the Lublin R-XIII G/hydro no. 718, was going to fly on 17 September 1939 an evacuation flight and report to Warsaw. Flown by mat Stefan Czerwinski the aircraft took off that day at about 22:00. Soon after take-off the aircraft crashed into the sea for unknown reasons. The pilot was killed, while an unidentified infantry kapitan survived. The RWD 17, SP- BPB, surviving at the Hel Peninsula, was the last aircraft of the Polish aviation at the coast. It crashed on 30 September 1939 in the hands of ppor. pil. Juliusz Bilewicz during an attempt to fly to Sweden.
During the 1939 campaign the Polish naval aviation flew a total of 27 missions, including 3 combat sorties in a combined time of 13 hours 15 minutes. The activity of the naval aircraft was therefore negligible. This was due to several factors. The most important lay in the overwhelming superiority of the German air force, both in quantity and quality. The efforts of the few who continued in their resistance is all the more praiseworthy. Land fighting in defence of the Hel Peninsula involved some 300 soldiers of the Morski Dywizjon Lotniczy at Puck, led by the unit’s officers. | aerospace |
https://kathmandupost.com/money/2021/10/25/nepal-seeks-deal-with-india-for-flight-inspection-services | 2022-05-25T07:32:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662580803.75/warc/CC-MAIN-20220525054507-20220525084507-00777.warc.gz | 0.966355 | 965 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__308307947 | en | Nepal seeks deal with India for flight inspection servicesAirport and flight inspections have to be conducted every year, but Nepal has not been able to conduct the tests for the last two years due to Covid-19.
Nepal has asked the Airports Authority of India to provide periodic airport and flight inspection services for its airports.
On Monday, the Civil Aviation Authority of Nepal sent an official letter to the Indian state entity proposing to sign a long-term government-to-government deal as it wants to avoid being possibly forced into contracting unreliable companies amid the difficult times caused by Covid-19.
Raj Kumar Chhetri, officiating director general of the Civil Aviation Authority of Nepal, told the Post that they had officially written to the Airports Authority of India after its proposal was approved by the board on Thursday.
“We have proposed signing a three-year contract. Once the Indian authority sends its response, we will sign the agreement,” said Chhetri, adding that they had planned to complete the periodic airport and flight inspection services of eight airports, including the upcoming international airport in Bhairahawa, by mid-December.
Radio communication infrastructure and air navigation aids of all airports need to be inspected after installation and before full operation. The air navigation aids that are in service need to be regularly inspected according to International Civil Aviation Organisation (ICAO) standards and requirements to ensure safety and continuously accurate operational performance.
These inspections are done in flight by using flight inspection aircraft to analyse and assess the performance and efficiency of the aids to ensure the safety of the aircraft that rely on them for navigation and landing guidance.
Airport and flight inspections have to be conducted every year, but Nepal has not been able to conduct the tests for the last two years due to Covid-19.
Chhetri said that the fee for the periodic airport and flight inspection services charged by the Indian state entity was lower than that charged by other companies. “If the government-to-government modality works well, the contract can be extended after three years.”
On March 7, 2019, a Thai government-owned company Aeronautical Radio of Thailand won the $4.83 million contract for the supply, delivery, installation and commissioning of Communication, Navigation and Surveillance/Air Traffic Management, including meteorological equipment and other related services, at Gautam Buddha International Airport.
The Thai company has completed the installation of the navigation and communication equipment but informed the airport project that they would begin the calibration or testing of the equipment only after the Covid-19 situation in Nepal recedes to almost zero.
Chhetri said that they had to initiate the government-to-government deal with India because it was difficult to bring foreign experts under the existing coronavirus circumstances, and that could delay the periodic tests.
The civil aviation body had approached the South Korean and Indian governments and the Federal Aviation Administration (FAA) of the United States to conduct the tests, but only the southern neighbour responded positively.
The FAA, an agency of the US government responsible for the regulation of aircraft and airports, had conducted flight inspections of the radar system at Bhatte Danda in Lalitpur in 2017.
“As the construction of Gautam Buddha International Airport has been completed, we have to urgently begin the flight test of the airport. The test, as per the proposal sent to India, will have to be completed by mid-December,” Chhetri told the Post.
The civil aviation body had planned to conduct the test in September, but its board lacked a chairman for a long time as the newly formed government delayed appointing a tourism minister who heads it.
The government eventually named Prem Bahadur Ale as minister of culture, tourism and civil aviation on October 8. The first board meeting with the new chairman was held on Thursday.
According to the civil aviation body, the international airport in Bhairahawa is fitted with the instrument landing system (ILS) and it needs to be tested every six months. “The deal will save us the hassle of conducting tenders at a time of crisis,” said Chhetri.
Gautam Buddha International Airport in Bhairahawa in south central Nepal is the gateway to the international pilgrimage destination of Lumbini, the birthplace of Gautam Buddha.
It has a 3,000-metre-long and 45-metre-wide runway, and is slated to be ready for commercial operation by the beginning of 2022.
The Civil Aviation Authority of Nepal had awarded the Rs6.22 billion civil works component, the first package, to China’s Northwest Civil Aviation Airport Construction Group in November 2013. | aerospace |
https://www.slackdavis.com/services/aviation-accident/helicopter/ | 2022-01-20T16:44:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320302355.97/warc/CC-MAIN-20220120160411-20220120190411-00597.warc.gz | 0.949293 | 2,620 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__65154296 | en | Compassionate Attorneys Fighting for the Interests of Helicopter Crash Victims and Their Families
The demand for helicopter travel has increased dramatically and shows no signs of slowing down. These fast and nimble aircraft enable tourists to access remote areas, as well as allowing companies to transport offshore employees, charter operators to provide a higher-end flying experience, healthcare organizations to transport patients to facilities in a faster timeframe and military and government agencies to conduct surveillance, respond in medical emergencies, search and rescue, and firefighting, among other things. Commuters can now even use a helicopter to avoid gridlocked roads.
Unfortunately, helicopters crash about 35% more often than other types of aircraft, and the fatal helicopter accident rate is on the rise. Survivors of these tragic crashes are often left with life-altering injuries. Victims of these accidents and their families can rely on the helicopter accident lawyers at Slack Davis Sanger, including Ladd Sanger and Mike Slack, pictured here, to secure the verdict or settlement they deserve as they begin on the road to recovery. With licensed pilots and a former NASA aerospace engineer on our team, we have a deep understanding of how these complex aircraft work and how human error and negligence can play a part in these devastating accidents.
Our legal team has the resources, insight, and drive to pursue every possible avenue to obtain justice for our clients and their families. Our helicopter crash attorneys can evaluate your case to determine the best strategy for a successful outcome, whether the incident involved an air ambulance or medical helicopter, an offshore helicopter, a helicopter tour, or another type of aviation accident.
Types of Helicopter Accidents
Travelers may choose to fly in a helicopter for a once-in-a-lifetime opportunity to get a different perspective on a popular tourist destination or as an alternative to the modern hassle of commercial flying. Sadly, statistics show that flights in smaller types of aircraft more commonly end in disaster.
At an increasing number of international locations, travelers can choose to see the world’s natural wonders up close from the seat of a helicopter. The Grand Canyon and Hawaii are two popular destinations for helicopter tours, although these types of experiences are being offered at a growing list of other locations. Tour operators tend to hire hobbyist pilots who are often forced to fly in sometimes challenging conditions and through mountainous terrain, making accidents on these flights more common. The situation can become even more perilous when the weather changes dramatically while a helicopter is in flight, as can often be the case on the Hawaiian Islands.
While there is an appeal to flying in a charter or personal helicopter, these types of flights are found to be extremely dangerous. In a study done by the United States Helicopter Safety Team (USHST), it was found that although personal and private helicopter use only accounts for 3% of helicopter flight hours, these types of flights make up 26% of all fatal helicopter accidents.
The dangers of flying in a charter helicopter came to the nation’s attention when NBA superstar, Kobe Bryant, along with 8 others perished in a devastating helicopter accident. Although the investigation is still ongoing, some aviation experts believe that the pilot experienced spatial disorientation at the time of the crash. Spatial disorientation occurs when a pilot flying in low visibility cannot see a horizon and their senses conflict with the reality of their position. On the day of the crash, the weather had been clear prior to taking off, but a thick layer of fog rolled in and is thought to have impaired the pilot’s ability to fly the helicopter. Additionally, the aircraft did not have a terrain awareness and warning system (TAWS), which signals when the aircraft is in danger of hitting the ground. Although the National Transportation Safety Board has pushed the Federal Aviation Administration (FAA) to make this system mandatory in all helicopters, the FAA has only made this system a requirement for air ambulances.
Air Ambulance and Medical Helicopter Crashes
Air ambulances and medical helicopters are often a necessity to pick up patients when no other mode of transportation can reach individuals in crisis. When seconds matter, medical helicopters can sometimes save lives by saving a significant amount of time when compared to ground ambulances. These types of emergency medical services are often utilized at night or during bad weather, however, which can make flying a helicopter even more hazardous.
In a medical emergency, pilots may feel extreme pressure to bring patients to a medical center by an air ambulance, medical helicopter, or medical transport plane as quickly as possible. An already devastating situation can quickly turn tragic if one of these aircraft experiences a crash or accident. In these cases, not only can patients suffer further injury or even death, but medical flight crew members and flight nurses can also experience severe injuries or fatalities.
The inherent risks of these flights have led federal agencies to study these crashes and recommend changes to improve passenger safety. During a 10-year period starting in 1993, these accidents claimed the lives of 72 passengers and left 64 more with injuries, some of which were significant. Despite a high number of fatalities and life-changing injuries to victims, additional requirements had not been implemented.
Then, in 2008, the job of EMS helicopter pilot was ranked as the most dangerous profession in America and was escalated to a public health crisis. During this year, there were 12 air ambulance helicopter crashes, which claimed the lives of 29 crew members and patients.
Ladd Sanger, a Partner at Slack Davis Sanger, is a licensed helicopter pilot with deep knowledge of helicopters and other types of aircraft. He is part of our team of helicopter accident attorneys, who present and write regularly on the topic of air medical safety, and are up to date on the latest rules and regulations.
Offshore Helicopter Crashes and Accidents
With more than 4,000 oil rigs in the Gulf of Mexico alone, oil and gas companies increasingly use helicopters to transport workers and equipment. While working on an oil rig already comes with its fair share of dangers, arriving on a job site by helicopter creates additional hazards. Since 2000, over 40 helicopters have crashed into the Gulf of Mexico while transporting workers to these offshore oil rigs. More specifically, from 2003 to 2010, offshore helicopter crashes resulted in 49 fatalities. Because these waters are governed by an elaborate set of maritime laws, only firms with attorneys knowledgeable in these types of accidents can position victims and their families for a favorable settlement after what could have been an otherwise avoidable accident.
These cases usually become even more complex, as most crashes occur over water and locating and salvaging the helicopter for investigation and analysis can be difficult. The helicopter crash attorneys at Slack Davis Sanger can help fight for the compensation victims and their families deserve. Our aviation attorneys can bring you justice, starting what can be a long and involved process with a free consultation.
Dangers of Helicopter Travel
Flying in a helicopter puts passengers at greater risk of a catastrophic injury than boarding a commercial airplane. Helicopter occupants are more likely to obtain a serious injury or lose their lives for a variety of reasons, including:
- Helicopters take off and land more frequently than other types of aircraft, which is when most aviation accidents occur.
- These types of aircraft are more vulnerable to bad weather.
- Less-stringent regulations mean that pilots may be less experienced than their airline counterparts, making it more challenging for them to handle problems in flight.
- Helicopters have more moving parts than planes, which means more components can break or malfunction.
- These types of rotorcraft are often used in high-pressure or otherwise challenging situations, such as over mountainous areas, at low altitudes, at night, during natural disasters, or over rough terrain.
While helicopters are necessary in some instances, such as in air ambulance emergencies or as transportation to get to work at an offshore oil rig, the grim statistics associated with this type of transportation can be alarming. The National Transportation Safety Board reported that from 2004 to 2014, there were 1,470 accidents involving helicopters used as air ambulances, for search and rescue missions, and for other commercial uses.
What is the Percentage of Helicopter Crashes That Are Fatal?
Although the rate at which helicopters crash has remained somewhat flat over recent years, the rate at which these aircraft crash is still too high, and tragically, more of these accidents have ended in fatalities. In 2016, there were 3.67 accidents per every 100,000 hours flown and in 2018 there were 3.62 accidents per every 100,000 hours flown. The number of fatal accidents increased from 0.54 fatal accidents for every 100,000 hours in 2016 to 0.72 fatal accidents per every 100,000 hours in 2018. The USHST attributes the increase in fatal accidents to more pilots conducting non-essential, low-altitude flights in which they encountered obstacles.
The helicopter crash statistics for 2019 continue to paint a grim picture. The accident rate rose to 4.17 accidents for every 100,000 hours flown, and .82 fatal accidents for every 100,000 hours flown. In 2019, there were 24 fatal helicopter accidents which resulted in 55 fatalities. These numbers tell us that the odds of dying in a helicopter crash are high.
Are Planes or Helicopters Safer?
We hear about the tragic consequences of commercial plane accidents in the news and ongoing investigations are reported about for months after the accident. In 2019, there were eight devastating commercial plane accidents which resulted in 257 fatalities. When looking at these numbers in comparison to how many hours of commercial flight there were during this year, the result was a rate of .18 fatal accidents for every one million hours flown. These statistics prove that flying in a helicopter is much more dangerous than taking a commercial flight.
The Role of Human Error
Helicopters can crash for a variety of reasons, including mechanical failures, poor maintenance, and faulty parts. The most common cause of these accidents, however, is pilot error.
Some of these lapses in judgment that can result in tragic consequences include:
- Flying in or into inclement weather when storms, ice, wind, fog, and other adverse conditions put passengers at increased risk
- Inadequate communication or misunderstandings with air traffic control
- Lack of attention at lower altitudes or in the dark, which can result in collisions in unfamiliar terrain
- Insufficient preflight planning and inspections to help prepare for any unplanned or unexpected conditions that take attention away from flying
- Fatigue that makes it more challenging to make split-second decisions that may be needed in emergency situations
- Fuel management decisions which are surprisingly common and can result in a helicopter running out of fuel
- Lack of familiarity with technological advances in the cockpit which are designed to improve aviation safety but can detract from situational awareness when something goes wrong in flight
If you or a family member has suffered from a personal injury or even wrongful death while flying by helicopter—whether because of pilot error or other factors—you can turn to the distinguished helicopter injury lawyers at Slack Davis Sanger to fight for your rights and for better safety regulations in the industry. While we know your life may be forever altered after a tragedy, we will do everything we can to lessen your financial hardships. Our team includes licensed pilots and a legal nurse consultant who understand the complexities of aviation law and will be able to handle the challenging parts of these cases while you and your family take steps to adjust to a new and different set of circumstances.
Helicopter Accident Injuries
Victims in crashes and other incidents involving helicopters often sustain significant injuries that forever change the rest of their lives, as well as surviving family members.
Some of the most common injuries from these accidents include:
- Blunt force trauma
- Fractures of the ribs, skull, facial bones, tibia, thorax, and pelvis
- Traumatic brain injuries
- Lung, liver, heart, aorta, and spleen injuries
- Internal injuries
- Burns and open wounds
In the most severe of these incidents, complications result in death.
Advocating for Improved Helicopter Passenger Safety Measures
While flying in a helicopter may always involve more risks than other forms of travel, certain steps would reduce the tragic injuries and loss of life that occur as a result of these accidents.
Slack Davis Sanger joins industry safety advocates in pushing for reforms, such as:
- More comprehensive pilot training and certification
- Increased requirements for helicopter maintenance
- Limits on flight crew time and duty periods
- Carrying extra fuel on board in case a pilot is unexpectedly diverted or delayed from reaching the final destination
- Expanding the scope of the preflight inspection checklist to spot any potential mechanical or equipment issues
- Researching the sedating impact of certain over-the-counter medications on pilots to reduce pilot error
- Restricting low-altitude flights that put passengers at unsafe risk levels
- An improved culture of safety and compliance | aerospace |
http://spacefreighters.blogspot.com/2009/06/sfr-trajectory-retaking-moon.html | 2018-06-18T06:03:00 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267860089.11/warc/CC-MAIN-20180618051104-20180618071104-00631.warc.gz | 0.899044 | 196 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__48254299 | en | Last evening, the Atlas V rocket carrying NASA’s Lunar Reconnaissance Orbiter (LRO) and sister payload Lunar CRater Observation and Sensing Satellite (LCROSS) successfully launched from Cape Canaveral, Florida on the start of its mission to take mankind back to the moon by the year 2020. The launch was heralded with hardly a mention in the media or the American public despite it being a major step in our space program. Read more here.
Meanwhile, the shut down of the Shuttle program continues.
As SFR writers, should we be concerned about the complacency shown toward space exploration?
About Spacefreighters Lounge
Hosted by 5 Science Fiction Romance authors with 8 RWA Golden Heart finals and a RITA final between them. We aim to entertain with spirited commentary on the past, present, and future of SFR, hot topics, and our take on Science Fiction and SFR books, television, movies and culture. | aerospace |
http://federationoftradeunionsburma.blogspot.com/2012/12/in-burma-and-middle-east-n-korea-may.html | 2018-04-24T08:45:54 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125946578.68/warc/CC-MAIN-20180424080851-20180424100851-00360.warc.gz | 0.968382 | 75 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__138536572 | en | 18 Dec 2012
SEOUL, South Korea—By successfully firing a rocket that put a satellite in space,
North Korea let the far-flung buyers of its missiles know that it is still open
for business. But Pyongyang will find that customers are hard to come,
by as old friends such as Burma drift away and international sanctions lock down its sales. | aerospace |
https://crev.info/2002/01/bats_exhibit_aerodynamic_superiority/ | 2021-03-07T20:30:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178378872.82/warc/CC-MAIN-20210307200746-20210307230746-00536.warc.gz | 0.961272 | 561 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__116782594 | en | Bats Exhibit Aerodynamic Superiority
They may look clumsy fluttering around in the twilight air, but “Flexible, highly articulated wings give bats more options for flight than birds: more lift, less drag, greater maneuverability.” Thus reads the caption to a picture of a bat in flight on a Brown University press release. Researchers at Brown U are studying the differences between bat wings and those of insects and birds. They are finding that “bats have unique capabilities,” and that “a novel lift-generating mechanism may be at work in bats and point to the highly maneuverable mammals as a model for tiny flying machines.” Those unique capabilities include highly articulated bones, over two dozen independent joints and flexible membranes. By watching videotapes of bats flying in an aerosol mist, the scientists discerned a number of novel flight mechanisms:
Birds and insects can fold and rotate their wings during flight, but bats have many more options. Their flexible skin can catch the air and generate lift or reduce drag in many different ways. During straightforward flight, the wing is mostly extended for the down stroke, but the wing surface curves much more than a bird’s does – giving bats greater lift for less energy. During the up stroke, the bats fold the wings much closer to their bodies than other flying animals, potentially reducing the drag they experience. The wing’s extraordinary flexibility also allows the animals to make 180-degree turns in a distance of less than half a wingspan.
The researchers also considered how bat flight might have evolved. Could bat wings have developed from gliding mammals, like flying squirrels?
[Sharon] Swartz, an associate professor in ecology and evolutionary biology at Brown University, and longtime collaborator with [Kenneth] Breuer, is particularly interested in how bats evolved their capabilities. “The assumption has always been that bats evolved from some sort of flying squirrel-type animals,” says Swartz. “Gliding has evolved in mammals seven times. That tells us that it’s really easy for an animal with skin to evolve into a glider, but going from a square gliding wing to a long, skinny flapping wing has not happened seven times. It might have happened once. And now it doesn’t look like bats have any relationship to these gliding things.”
The Air Force funded work was published in Bioinspiration and Biomimetics.
The design work was productive; the evolutionary speculation was useless. Actually, it was useful for one thing: to show that bats did not evolve from gliders, contrary to “the assumption” that has “always been”. How about fewer assumptions and more videotape? | aerospace |
http://www.backfortydrones.com/ | 2022-12-04T05:36:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710962.65/warc/CC-MAIN-20221204040114-20221204070114-00418.warc.gz | 0.84753 | 276 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__242462675 | en | A Little About Us
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http://www.howto-make.org/M99IBMoneyfq7fUn/Piper-PA-12-Takeoffs-and-Landings-at-Richard's-Field.html | 2016-12-11T02:09:55 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698543782.28/warc/CC-MAIN-20161202170903-00304-ip-10-31-129-80.ec2.internal.warc.gz | 0.955767 | 745 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__115935497 | en | Michael Donavon: Nice video, thanks. IMHO that was a great job of manipulating the controls. If I may humbly comment on the technique - I thought it was great. Mastry is the only word that comes to mind for this piloting. Loved that great slip, initially, on the final landing. Transitioned to a fully control coordinated crab, then alighment with the rwy - and: Stick back, stick back, stick back! Wish I could do that!
Nick Smith: I wonder where N3736M is?
kitfox flyer: leet her rip
Q: I have a Cessna 177b.
TOKAMEEL: My dad had a Super Cruiser before he married mom and all I ever got to see was the old photos. But I loved his stories about flying above the corn stalks (1949 Wisconsin). I got my Private ticket in 1974 and he was my first passenger.
Thanks for this video.
ripmax333: this pilot must have been flying all his life! super handling and very nice piper pa-12!!!
Heli Flight: Awesome flying Capt. Roy Berube. I enjoyed the video. Thanks for the post!
Gutpile Charlie: Just had to see this video again. I loved the way you handled the cross winds and the gusts.
I used to fly N7720H that was a 1946 PA12 from Ponca City Oklahoma.
I didn't realize at the time what a great plane it was. I always thought the PA18 was better, but now I look at that wide cabin and think that this may have been Mr. Piper's greatest Cub?
PrettyRicky218: I've seen this video at least 10 times over time as I would dream of what it'd be like to fly such an awesome aircraft. Then last month I bought my first airplane, a 1947 Piper PA-12 with all of the Alaskan mods. you can see my trip from CA back to MN on my youtube.
In Kansas I hit some really strong winds and landing that plane took everything I had, but I'm only 27. You make it look easy ;-)
slowflier: Hats off to Capt. Don for some nice flying and a great lookng PA-12. I fly a PA-12 as well with many of the same mods. Check out my video clips doing some beach landings in Alaska. Thanks for sharing.
waterheadsss: yea its not easy
waterheadsss: great job and great looking plane !!!!!
Gutpile Charlie: Back when I was a kid, in the late 50's I used to fly a Piper PA12. I learned in a J3 and to step up to the Pa12 was like flying a P51.
A few years back I saw that same aircraft advertised for sale on the internet. It was N7720H, built in 1946 in Ponca City, Oklahoma.
The last time I flew it was 1958.
Andrew Boundy: You made that look easy - and it's not! Nice.
Lucas Hugie: Great landings with a great looking cruiser.
Tek Turbiasz: Very nice job capturing this bird.
Cert: Building stuff is always in my family gene. My dad is a new york auto technician and taught me everything I need to know about cars. Now I sell car parts online to suppliment my income. So it does help when there's good guidance.
Piper PA-12 Takeoffs and Landings at Richard's Field5
out of 5 | aerospace |
http://conceptmap.cfapps.io/wikipage?lang=en&name=Rolls-Royce_Trent | 2019-10-16T02:41:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986661296.12/warc/CC-MAIN-20191016014439-20191016041939-00536.warc.gz | 0.895852 | 9,529 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__78281603 | en | Rolls-Royce Trent is a British family of three spool, high bypass turbofan aircraft engines manufactured by Rolls-Royce plc. All are developments of the RB211 with thrust ratings of 53,000 to 97,000 pounds-force (240 to 430 kN). Versions of the Trent are in service on the Airbus A330, A340, A350, A380, Boeing 777, and 787. The Trent has also been adapted for marine and industrial applications.
|A Trent turbofan engine installed on a test bench at the Rolls-Royce Test Facility in Derby, UK.|
|National origin||United Kingdom|
|First run||August 1990|
|Major applications||Airbus A330|
|Developed from||Rolls-Royce RB211|
|Variants||Rolls-Royce Trent 500|
Rolls-Royce Trent 700
Rolls-Royce Trent 800
Rolls-Royce Trent 900
Rolls-Royce Trent 1000
Rolls-Royce Trent XWB
Rolls-Royce Trent 7000
|Developed into||Rolls-Royce MT30|
First run in August 1990 as the model Trent 700, the Trent has achieved significant commercial success, having been selected as the launch engine for all three of the 787 variants (Trent 1000), the A380 (Trent 900) and the A350 (Trent XWB). Its overall share of the markets in which it competes is around 40%. Sales of the Trent family of engines have made Rolls-Royce the second biggest supplier of large civil turbofans after General Electric, relegating rival Pratt & Whitney to third position. By June 2019, the Trent family had completed over 125 million hours.
In keeping with Rolls-Royce's (sometimes neglected) tradition of naming its jet engines after rivers, this engine is named after the River Trent in the Midlands of England. Singapore Airlines is currently the largest operator of Trents, with five variants in service or on order.note 2
- 1 Development
- 2 Design
- 3 Variants
- 4 Future developments
- 5 Applications
- 6 Specifications
- 7 See also
- 8 Footnotes
- 9 External links
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The basis for the Trent was the RB.211-524L, work on which began in 1987. When Rolls-Royce was privatised in April 1987, its share of the large civil turbofan market was only 8%. Despite increasing sales success with the RB211, General Electric and Pratt & Whitney still dominated the market. At that time, the aircraft manufacturers were proposing new planes that would require unprecedented levels of thrust. Furthermore, the Boeing 777 and Airbus A330 were to be twin-engined, and their airline customers were demanding that they be capable of operating in the Extended-range Twin-engine Operations (ETOPS) environment at the time of their initial introduction into service.
Rolls-Royce decided that to succeed in the large engine market of the future, it would have to offer engines for every large civil airliner. In view of the enormous development costs required to bring a new engine to market, the only way to do this would be to have a family of engines based on a common core. The three-shaft design of the RB211 was an ideal basis for the new family as it provided flexibility, allowing the high-pressure (HP), intermediate-pressure (IP) and low-pressure (LP) systems to be individually scaled. Rolls decided to launch a new family of engines, which was formally announced at the 1988 Farnborough Airshow. Reviving a name last used 30 years earlier, the new engine was named the Trent. The name had been used for two previous Rolls-Royce engines: the first Trent was Rolls-Royce's first working turboprop engine; the second Trent was the 1960s RB203 bypass turbofan, designed to replace the Spey. Rated at 9,980 lbf (44.4 kN) it was the first three-spool engine, forerunner of the RB211 series, but never entered service.
Rolls-Royce has obtained significant sums of "launch investment" from the British government for the Trent programmes, including £200 million approved in 1997 for Trent 8104, 500 and 600 and £250 million for Trent 600 and 900 in 2001. No aid was sought for Trent 1000. Launch investment is repaid to the government by a royalty on each engine sold.
Affordable Near-Term Low EmissionsEdit
Between 1 March 2000 and 28 February 2005, the EU funded the EEFAE project, aiming to design and test two programs to reduce CO² by 12–20% and nitrous oxides by up to 80% from 2007/2008, with an overall budget of €101.6 Million including €50.9 from the EU and coordinated by Rolls-Royce plc. It was equally shared between the ANTLE demonstrator and the CLEAN program for longer term technology applications. The ANTLE program targeted reductions of 12% in CO
2 emissions, 60% in NOx emissions, 20% in acquisition cost, 30% in life cycle cost and 50% in development cycle, while improving reliability by 60%. The test phase ended by summer 2005.
The ANTLE engine was based on a Rolls-Royce Trent 500. Rolls-Royce Deutschland was responsible of the high pressure compressor, Rolls-Royce UK of the combustion chamber and the high pressure turbine, Italian Avio of the intermediate pressure turbine, and ITP of the Low Pressure Turbine (LPT) and the external casing for an investment of €20.5 million, a 20% stake in the program. Volvo Aero was responsible of the rear turbine structures. It has a new 5 stage HP compressor, a lean burn combustor and unshrouded HP turbine and a variable-geometry IP turbine. Hispano Suiza's new accessory gearbox, Goodrich’s new distributed control system, and Techspace Aero's new oil system were also fitted.
On 17 January 2008, a British Airways Boeing 777-236ER, operating as BA038 from Beijing to London, crash-landed at Heathrow after both Trent 800 engines lost power during the aircraft's final approach. The subsequent investigation found that ice released from the fuel system had accumulated on the fuel-oil heat exchanger, leading to a restriction of fuel flow to the engines. This resulted in Airworthiness Directives mandating the replacement of the heat exchanger. This order was extended to the 500 and 700 series engines after a similar loss of power was observed on one engine of an Airbus A330 in one incident, and both engines in another. The modification involves replacing a face plate with many small protruding tubes with one that is flat.
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Like its RB211 predecessor, the Trent uses a three-spool design rather than a two-spool configuration. The advantage three spools gives is that the front-most fan, driven by the third, rearmost turbine, can be tuned to rotate at its optimal (fairly low) speed; the two compressors are driven by the two other turbines via their spools. The three spools are concentric.
All the engines in the Trent family share a similar layout, but their three-spool configuration allows each engine module to be individually scaled to meet a wide range of performance and thrust requirements. For example, the large 116-inch (290 cm) diameter fan of the Trent 900 keeps the mean jet velocity at take-off at a relatively low level to help meet the stringent noise levels required by the Airbus A380's customers. Similarly, core size changes enable the high pressure (HP) turbine rotor inlet temperature to be kept as low as possible, thereby minimising maintenance costs. The overall pressure ratio of the Trent 800 is higher than the 700's despite sharing the same HP system and intermediate pressure (IP) turbine; this was achieved by increasing the capacity of the IP compressor and the Low Pressure turbine.
Trent engines use hollow titanium fan blades with an internal Warren-girder structure to achieve strength, stiffness and robustness at low weight. For the Trent 800, the 110-inch diameter fan can rotate at 3300 rpm with a tip speed of about 483 m/s, well above the speed of sound. The single-crystal nickel alloy turbine blades are also hollow, and air is pushed through laser-drilled holes in them to cool them because the gas temperature is higher than the melting point of the blades. Each blade removes up to 560 kW from the gas stream.
The completely redesigned core turbomachinery delivers better performance, noise and pollution levels than the RB211. So significant are the improvements that Rolls-Royce fitted the Trent 700's improved HP system to the RB211-524G and -524H, creating -524G-T and -524H-T respectively.
When the RB211 programme started, it was intended that none of the compression system would require variable stators, unlike the American competition. Unfortunately, it was found that, because of the shallow working line on the Intermediate Pressure Compressor (IPC), at least one row of variable stators was required on the IPC, to improve its surge margin at throttled conditions. This feature has been retained throughout the RB211 and Trent series. Although the original intent was not met, Rolls-Royce eliminated the need for many rows of variable stators, with all their inherent complexity, thereby saving weight, cost and improving reliability.
Trent 600 – First proposalEdit
The initial variant, the Trent 600, was to power the McDonnell Douglas MD-11 with British Caledonian as the engine's launch customer. However, British Airways cancelled the MD-11 order when it acquired British Caledonian in 1987. Air Europe collapsed in 1991 in the aftermath of the 1990–91 Gulf War, which resulted in the only other customer for the Trent-powered MD-11 being lost. As the MD-11 was itself suffering poor sales due to the passenger version failing to meet performance targets, the Trent 600 was downgraded to a demonstrator programme, engine development being switched to the Trent 700 for the Airbus A330.
In April 1989, Cathay Pacific became the first customer to specify an Airbus aircraft powered by Rolls-Royce engines when it ordered ten Airbus A330s powered by the Trent 700. The following month Trans World Airlines followed suit with an order for twenty A330s.
The Trent 700 first ran in August 1990, and certification was achieved in January 1994. 90-minutes ETOPS approval was achieved in March 1995, and this was extended to 120 minutes in December 1995 and 180 minutes in May 1996.
At the same time, Boeing was investigating an enlarged development of its 767 model dubbed the 767X, for which Rolls-Royce proposed the Trent 760. By 1990 Boeing abandoned its planned 767X and instead decided to launch a new, larger aircraft family designated 777 with a thrust requirement of 80,000 lbf (360 kN) or more. The Trent 700's 2.47 m (97 in) diameter fan would not be big enough to meet this requirement, so Rolls proposed a new version with a 2.80 m (110 in) fan diameter, designated Trent 800.
Testing of the Trent 800 began in September 1993, and certification was achieved in January 1995. The first Boeing 777 with Trent 800 engines flew in May 1995, and entered service with Cathay Pacific in April 1996.
Initially Rolls-Royce had difficulty selling the engine; British Airways, traditionally a Rolls-Royce customer, submitted a large order for the competing General Electric GE90 engine. The breakthrough came when it won orders from Singapore Airlines, a staunch Pratt & Whitney customer, for its 34 Boeing 777s. British Airways announced that it would turn its attention back to Boeing for a second batch of 777s with Trent 800 engines in 1998, which officially became a reality nine years later, in 2007. The Trent 800 has a 41% share of the engine market on the 777 variants for which it is available.
In 1998 Boeing proposed new longer range variants of the 777. Taking advantage of the Trent 800's growth capability, Rolls-Royce designed and built an improved engine designated Trent 8104, which was later scaled upwards to the even larger 8115. This development was the first engine to break through 100,000 lbf (440 kN) thrust and subsequently the first to reach 110,000 lbf (490 kN). However, then GE Aviation president James McNerney (who would later lead Boeing as CEO) successfully persuaded Jack Welch to bear up to $500 million in development money to develop the 777 in exchange for exclusivity in powering the family. Boeing agreed in July 1999 to such a deal with the GE90-110B and GE90-115B to be the sole engines on the long-range 777s. This resulted in the 8104 becoming just a demonstrator programme, despite setting further industry firsts for thrust levels achieved and the first to demonstrate the use of a fully swept wide chord fan.
It would have come in two thrust ratings, 104,000 lbf (460 kN) and 114,000 lbf (510 kN), and has been tested up to 117,000 lbf (520 kN). As Boeing's thrust requirements increased, Rolls-Royce began developing the 115,000 lbf (510 kN) 8115 which was to be an enlarged version of the 8104, with a 3.05 m (120 in) fan and a core scaled up 2.5 percent from the 8104. It featured swept-back fan blades and a host of new technologies such as contra-rotating spools. The 8115 was never built, as Boeing signed a contract with General Electric to be the sole supplier of engines for the 777X aircraft, owing to GEs willingness to risk-share on the airframe part of the project, and sales of the aircraft to GECAS.
In 1995, Airbus began considering an engine for two new long-range derivatives of its four-engine A340 aircraft, designated A340-500/-600. In April 1996, Airbus signed an agreement with General Electric to develop a suitable engine, but decided not to proceed when GE demanded an exclusivity deal on the A340. After a contest with Pratt & Whitney, Airbus announced on 15 June 1997 at the Paris Air Show that it had selected the Trent 500 to power the A340-500 and -600. Two years later, in May 1999, the Trent 500 first ran and certification was achieved in December 2000. It entered service on the A340-600 with Virgin Atlantic Airways in July 2002 and on the ultra-long range A340-500 with Emirates in December 2003.
After production of the Airbus A340 ended in 2011, a total of 131 A340-500/-600 had been delivered with 524 Trent 500 engines altogether; Lufthansa is the largest operator, with 24 delivered A340-600.
In the early 1990s, Airbus had begun development of a larger successor to the Boeing 747, an aircraft designated A3XX, which was later to be formally launched as the Airbus A380. By 1996, its definition had progressed to the extent that Rolls-Royce was able to announce that it would develop the Trent 900 to power the A380. In October 2000, the Trent 900 became the A380's launch engine when Singapore Airlines specified the engine for its order for 10 A380s; this was quickly followed by Qantas in February 2001.
The Trent 900 first ran on 17 May 2004 on Airbus' A340-300 testbed, replacing the port inner CFM56-5 engine, and its final certification was granted by the European Aviation Safety Agency (EASA) on 29 October 2004 and the Federal Aviation Administration (FAA) on 4 December 2006. Rolls-Royce announced in October 2007 that production of the Trent 900 had been restarted after a twelve-month suspension caused by delays to the A380.
On 27 September 2007, British Airways announced the selection of the Trent 900 to power 12 A380 aircraft, helping to take the engine's share of the A380 engine market to 52% at the end of February 2009.
On 4 November 2010, a Trent 900 experienced an uncontained failure on Qantas Flight 32 over Singapore. After investigation, Rolls-Royce announced the problem was specific to the Trent 900, and in particular unrelated to failure of a Trent 1000 under test. However, others have noted that although the specific part may be only found in the 900, in both cases the intermediate pressure turbine and lubrication system are suspect.
Trent 600 – Second proposalEdit
In July 2000, Rolls-Royce signed an agreement with Boeing to offer the Trent 600 engine on developments of 767 and 747 aircraft. The 767 variant was to be a new longer-range version of the Boeing 767-400ER to be powered by the Trent 600 and Engine Alliance GP7172, although in the end this aircraft was never launched. When Boeing finally launched the 747-8 in 2005 it announced that the General Electric GEnx would be the only engine that would be available for the 747-8.
In 2003, Rolls-Royce was offering a scaled derivative of the Trent 900 for the proposed Boeing 7E7, which could incorporate ANTLE technologies. On 6 April 2004 Boeing announced that it had selected two engine partners for its new 787, Rolls-Royce and General Electric. Initially, Boeing considered the idea of sole sourcing the powerplant for the 787, with GE being the most likely candidate. However, potential customers demanded choices and Boeing relented. Both engine types will have a standard interface with the aircraft, allowing any 787 to be fitted with either a GE or Rolls-Royce engine at any time as long as the pylon is also modified.Note 1
In June 2004, the first public engine selection was made by Air New Zealand, who chose the Trent 1000 for its two firm orders. In the largest 787 order, that of Japan's All Nippon Airways, Rolls-Royce was selected as the engine supplier on 13 October 2004. The deal is valued at $1 billion (£560 million) and covers 30 787-3s and 20 787-8s. The Trent 1000 will be the launch engine on all three current 787 models, the -8 with ANA, the -9 with Air New Zealand and the -10 with Singapore Airlines. On 7 July 2007, Rolls Royce secured its largest ever order from an aircraft leasing company when ILFC placed an order worth $1.3 billion at list prices for Trent 1000s to power 40 of the 787s which it has on order, and on 27 September 2007 British Airways announced the selection of the Trent 1000 to power 24 Boeing 787 aircraft.
The first run of the Trent 1000 was on 14 February 2006, with first flight on Rolls-Royce's own flying testbed (a modified Boeing 747-200) successfully performed on 18 June 2007 from TSTC Waco Airport in Waco, TX. The engine received joint certification from the FAA and EASA on 7 August 2007 (written 7/8/7 outside the US). Entry into service was delayed to September 2011 following a series of delays to the Boeing 787 programme. The Trent 1000, along with the General Electric GEnx, is distinguished from other turbofans with the use of noise-reducing chevrons on the engine nacelle.
The Trent 1500 was proposed to replace the Airbus A340-500/600 Trent 500 to better compete with the Boeing 777-200LR/300ER, retaining its 2.47 m (8 ft 1 in) fan diameter and nacelle, but with the smaller and more advanced Trent 1000 gas generator and LP turbine. The evolution of the A350 from the initial to the XWB design did replace the A340 development.
The Trent XWB is a series of turbofan engines, developed from the RB211 and used exclusively for the Airbus A350 XWB. It has a take-off thrust range of 75,000–97,000 lbf (330–430 kN) and a fan diameter of 118 in (3.0 m).
Officially announced on 14 July 2014 at the Farnborough Airshow the Trent 7000 is to be the exclusive engine for the Airbus A330neo. The Trent 7000 will use previous experience from the Trent 700 as used on the A330, architecture from the Trent 1000-TEN, which is the latest version of the Trent 1000, and technology from the Trent XWB. The engines will offer a thrust range of 68,000–72,000 lbf (300–320 kN) and have an electronic bleed air system (EBAS). Compared to the A330 engines the Trent 7000 will improve specific fuel consumption by twelve per cent (net ten per cent), double the bypass ratio to 10:1, increase maximum compression ratio to 50:1 and halve emitted noise energy enabling the A330neo to meet the stricter London airport (QC) noise regulations of QC1/0.25 for departure and arrivals respectively. The Trent 7000 performed its first engine test run on 27 November 2015. The fan diameter is 112 inches (2845 mm) and has 20 fan blades.
The MT30 is a derivative of the Trent 800, (with a Trent 500 gearbox fitted), producing 36 MW for maritime applications. The current version is a turboshaft engine, producing 36 MW, using the Trent 800 core to drive a power turbine which takes power to an electrical generator or to mechanical drives such as waterjets or propellers. Amongst others, it powers the Royal Navy's Queen Elizabeth class aircraft carriers.
Industrial Trent 60 Gas TurbineEdit
This derivative is designed for power generation and mechanical drive, much like the Marine Trent. It delivers up to 66 MW of electricity at 42% efficiency. It comes in two key versions DLE (Dry Low Emission) and WLE (Wet Low Emission). The WLE is water injected, allowing it to produce 58 MW at ISO conditions instead of 52 MW. It shares components with the Trent 700 and 800. The heat from the exhaust, some 416–433 °C, can be used to heat water and drive steam turbines, improving efficiency of the package. Besides Rolls-Royce, a leading packager of the Trent 60 is UK-based Centrax LTD, a privately owned engineering firm based in Newton Abbot, UK.
On 26 February 2014, Rolls-Royce detailed its Trent future developments. The Advance is the first design could be ready from the end of the 2010s and aim to offer at least 20% better fuel burn than the first generation of Trents. Next is the UltraFan, which could be ready for service from 2025, a geared turbofan with a variable pitch fan system, promising at least 25% improvement in fuel burn. The Advance bypass ratio should exceed 11:1 and its overall pressure ratio 60:1, while the geared/variable pitch UltraFan aims for a 15:1 bypass ratio and 70:1 overall pressure ratio.
Advanced Low-Pressure System (ALPS)Edit
After flights test in 2014 of CTi fan blades with a titanium leading edge and carbon casing, they had indoor and outdoor tests in 2017, including crosswind, noise and tip clearance studies, flutter mapping, performance and icing conditions trials. Rolls-Royce will ground test in 2018 its ALPS demonstrator: a Trent 1000 fitted with composite fan blades and case, including bird strike trials.
In previous Trents, the HP spool was similar and the engine grew by expanding the intermediate pressure spool work. The Advance reverses this trend and the load is shifted towards the high pressure spool, with a greater pressure ratio, up to 10 stages compressor compared to 6 on the Trent XWB and a two-stage turbine against the current single-stage, while the IP compressor will shrink from the 8 stages of today's XWB to 4 and the IP turbine will be single instead of two stages.
The Advance3 ground-based demonstrator includes lean burn, run before on a Trent architecture only; ceramic matrix composite (CMC) for turbine high-temperature capability in the first stage seal segments and cast-bond first stage vanes; hybrid ball bearings with ceramic rollers running on metallic races, required to manage high load environments inside smaller cores.
Opened in 2016, R-R's $30 million CMC facility in California produced its first parts, seals, for the start of their deployment before being used in the static components of the second-stage HP turbine. The twin fuel-distribution system in the lean-burn combustor adds complexity by doubling the pipework and with a sophisticated control and switching system but should improve fuel consumption and lower NOx emissions. Hybrid ceramic bearings are newly configured to deal with loading changes and will cope with higher temperatures.
More variable vanes in one IP and four HP compressor stages will be optimised for constant changes through the flight envelope. An air pipe is produced by additive manufacturing and prototype components come from new suppliers. The Advance3 will survey bearing load, water ingestion, noise sources and their mitigation, heat and combustor rumble while blade-tip, internal clearances and adaptive control operation are radiographed in-motion to verify the thermo-mechanical modelling. The Boeing New Midsize Airplane needs falls in its thrust range. Advanced cooled metallic components and ceramic matrix composite parts will be tested in a late 2018 demonstrator based on a Trent XWB-97 within the high temperature turbine technology (HT3) initiative.
The core will be combined with a Trent XWB-84 fan and a Trent 1000 LP turbine for mid-2017 ground testing. The Advance3 demonstrator was sent from the Bristol production facility to the Derby test stand in July 2017 to be evaluated till early 2018. The demonstrator began initial runs at Derby in November 2017.
In early 2018, the demonstrator attained 90% core power, reaching a 450 psi (31 bar) P30 pressure at the rear of the HP compressor, while measuring bearing loads, changed by the different compressor arrangement. The lean burn combustor did not generate any rumble as further tests will cover water ingestion, noise, X-rays of the engine operating, and core-zone and hot-end thermal surveys. By July 2018, the Advance3 core ran at full power. By early 2019, the engine had run over 100 hours.
Advanced low-emission combustion system (ALECSys)Edit
A standalone engine will test the ALECSys on ground before another will be flight tested. Indoor ground tests of the lean-burn combustor were concluded on a modified Trent 1000 in January 2018, before being sent to Manitoba for cold-weather trials in February 2018, covering start-ups and ice ingestion. Noise testing will follow on an outside rig, then flight tests in the next couple of years after 2018.
The Ultrafan keeps the Advance core, but also contains a geared turbofan architecture with variable-pitch fan blades. As the fan will vary pitch to be optimised for each flight phase, it won't need a thrust reverser. Rolls-Royce will use carbon composite fan blades instead of its usual hollow titanium blades, and along with new material adoption will save 750 lb (340 kg) per engine.
The variable pitch fan will facilitate low pressure ratio fan operability. Rolls-Royce will work with Industria de Turbo Propulsores to test IP turbine technologies that will go into the UltraFan. In Dahlewitz near Berlin, Rolls-Royce has built a power rig simulating loading conditions in flight, sized for 15–80 MW (20,000–107,000 hp) gear systems; and recruits 200 engineers. The ratio of the initial test gear will approach 4:1 and thrust could be up to 100,000 lbf (440 kN). The specially constructed test rig is an €84 million ($94 million) investment.
In partnership with Liebherr, the 100,000 hp UltraFan gearbox was first run in October 2016. After the initial set of low-speed fan rig tests and the casting of second-generation titanium aluminide IP turbine blades, the initial UltraFan demonstrator concept design should be frozen in 2017. Tests simulated aircraft pitch and roll on an attitude rig in September 2016 to assess oil flow in the gearbox. The gearbox went through high-power tests in May 2017. The UltraFan will be 3 m (118 in) in diameter and its fan blades with titanium leading edges are evaluated under the ALPS programme.
At the September 2017 International Society for Air Breathing Engines (ISABE) conference in Manchester, UK, Rolls-Royce's Chief Technology Officer Paul Stein announced it reached 70,000 hp (52,000 kW). In early 2018, a third gearbox was tested as testing assessed on endurance and reliability. the first gearbox was disassembled for evaluation, confirming the component's performance predictions. A complete demonstrator will be built in a few years from 2018. In April 2018, Airbus agreed to provide aircraft integration and its nacelle and for flight testing, co-funded by the European Union research programme Clean Sky 2.
At the April 2018 ILA Berlin Air Show, flight testing was confirmed on Rolls-Royce's Boeing 747-200. The demonstrator will generate 70,000–80,000 lbf (310–360 kN) of thrust, exploiting current testing on the Advance 3 and the 70,000 hp gearbox. Its fan diameter could be up to 140 in (356 cm), compared to the Trent XWB's 118 in (300 cm) and the GE9X's 134 in (340 cm).
Higher bypass and lower fan pressure ratio induce low-speed fan instability remedied by variable-pitch blades instead of a variable area jet nozzle. Along with eliminating the thrust reverser, a short slim nacelle would be lighter and less draggy, but in reverse-thrust the flow would be distorted, having to be turned around the nozzle into the bypass duct, and then partly reversed again into the intermediate compressor. The large fan could lead to gull-wing airframes. By July 2018, the UltraFan configuration was frozen before detailed design and then component manufacture, for 2021 ground tests. The 2.6 ft (80 cm) diameter planetary gearbox has five planet gears, is sized to power 25,000–110,000 lbf (110–490 kN) turbofans and amassed over 250 hours of run time by early 2019.
|Variant||Thrust||Weight||Bypass||Pressure||Config||Fan||Cruise TSFC||First run||Application|
|Trent 700||300–316 kN
|5.0:1||36:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 4 LPT
|97.4 in (247 cm)
|Trent 800||334–415 kN
|6.4:1||33.9–40.7:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 5 LPT
|110 in (280 cm)
|Trent 500||240–250 kN
|7.6:1||36.3:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 5 LPT
|97.4 in (247 cm)
|Trent 600||280 kN
|41:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 5 LPT
|102 in (260 cm)
|Trent 900||334.29–374.09 kN
|8.7–8.5:1||37–39:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 5 LPT
|116 in (290 cm)
|Trent 1000||285–331 kN
|10:1||50:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 6 LPT
|112 in (280 cm)
|Trent XWB||370–430 kN
|9.6:1||50:1||8 IPC, 6 HPC
1 HPT, 2 IPT, 6 LPT
|118 in (300 cm)
|2010||Airbus A350 XWB|
|Trent 7000||300–320 kN
17,080 lb [b]
|10:1||50:1||8 IPC, 6 HPC
1 HPT, 1 IPT, 6 LPT
|112 in (280 cm)
- Rolls-Royce RB211
- Rolls-Royce Trent 500
- Rolls-Royce Trent 700
- Rolls-Royce Trent 800
- Rolls-Royce Trent 900
- Rolls-Royce Trent 1000
- Rolls-Royce MT30
- 15 per cent fuel consumption advantage over the original Trent engine
- 3,500 lb (1,588 kg) more than the 6,160 kg (13,580 lb) Trent 700
- 10% better than Trent 700
- 1.^ Engine interchangeability makes the 787 a more flexible asset to airlines, allowing them to change from one manufacturer's engine to the other's in light of any future engine developments which conform more closely to their operating profile. The cost of such a change would require a significant operating cost difference between the two engine types to make it economical. A difference that does not exist with the engines today.
- 2.^ Singapore Airlines has 58 Trent 800 powered 777s and 5 Trent 500 powered A340-500s; it also has a further 19 Trent 700 powered A330-300s, 19 Trent 900 powered A380-800s and 20 Trent XWB powered A350 XWB-900s on order. Should it select the Trent 1000 for its order of 20 787-9s, it will become the first airline to operate 6 different versions of the Trent.
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https://www.youtobia.com/blog/pages/court-ruling-the-faa-cant-make-you-register-y-1031096385 | 2020-02-25T20:48:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146160.21/warc/CC-MAIN-20200225202625-20200225232625-00072.warc.gz | 0.932089 | 1,151 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__58523470 | en | AI News, Court Ruling: The FAA Can't Make You Register Your Drone
- On Sunday, February 18, 2018
- By Read More
Court Ruling: The FAA Can't Make You Register Your Drone
Here’s the important bit of the ruling (you can read the whole thing here): In short, the 2012 FAA Modernization and Reform Act provides that the FAA “may not promulgate any rule or regulation regarding a model aircraft,” yet the FAA’s 2015 Registration Rule is a “rule or regulation regarding a model aircraft.” Statutory interpretation does not get much simpler.
The FAA tried to argue that it needed to make a new rule in order to meet its general directive of “improving aviation safety,” but the court wasn’t having it: Aviation safety is obviously an important goal, and the Registration Rule may well help further that goal to some degree.
It’s great that the technology is so accessible and affordable, but it means that the population of drones (and of untrained users) is exploding, and there’s no particular reason for any of these people to get involved in a community of more experienced users, since most drones fly just fine right out of the box.
We plan to work with Congress on a legislative solution that will ensure continued accountability across the entire aviation community, both manned and unmanned.” There is certainly potential for danger from drones hitting people or aircraft, but there’s also a lot of uncertaintyin terms of how to mitigate these risks.
This is not to say that we should not make an effort towards proactive drone safety: With the FAA expecting over 3.5 million drones to be in the hands and skies of Americans by 2021, it seems certain that we’ll need some kind of framework to ensure safety (and privacy) before things get too crazy.
Many other things could change as well: I wouldn’t be surprised if there was an adjustment to the minimum mass of a drones that the FAA decides to care about, and it’s entirely possible that there could be a registration exemption for people who fly with community groups in designated areas, which could potentially satisfy model aircraft hobbyists as well.
- On Wednesday, February 21, 2018
- By Read More
Drone Hobbyist Defeats FAA's Illegal Model Aircraft Registration Rule
The FAA brought this rule immediately into force under what is known as an interim final rule (IFR) by invoking the Administrative Procedure Act’s (APA) “good cause” exception (5 U.S.C. § 553(b)(3)(B)), which bypasses the Act’s public notice and comment invitation rulemaking requirements if the agency can show normal notice-and-comment procedures “are impracticable, unnecessary, or contrary to the public interest.” CEI filed comments in January 2016 in response to FAA’s drone registration IFR, arguing that it both violated FMRA Section 336 and that the agency failed to justify its invocation of the APA’s good cause exception on any of the exception’s three prongs.
- On Tuesday, February 25, 2020
FAA Drone Registration No Longer Needed for Hobbyist Pilots (May 2017)
Updated video: Forbes Article:
New Law Puts FAA Drone Registration Back Into Effect (December 2017)
FAA Drone Registration: If you plan on buying a DJI product, please use this link to help support my channel!
FAA Drone Rules and Regulations
Huge thanks to Chris Newman for being the man who knows everything that has to do with drones! Chris is putting on a free online Drone training next Thursday at 7pm ! Click this link to sign...
How to Register Your Drone with the FAA: From Where I Drone with Dirk Dallas
In this tutorial Dirk Dallas of walks you through the process of getting registered with the FAA (Federal Aviation Administration) for those.
Drones: The FAA's Regulations for Recreational Use
Gregory S. McNeal, Associate Professor of Law and Public Policy at Pepperdine School of Law, discusses new regulations concerning recreational drone use recently issued by the FAA. Professor...
VLOG: FAA drone registration rule quashed by the court
John Taylor has become a hero to thousands of drone and RC model fliers around the USA as he (almost) single-handedly did what the AMA could not (or refused to) do. The courts have ruled...
Hobbyist Drone Registration 2017
UPDATE: As of Jan. 2018 Registration is now back in place! As of 05-19-17, A U.S. Appeals court struck down a Federal Aviation Administration rule that required owners of drones used for...
AMA Response to FAA Registration Mandate of Hobby Drones & RC Aircraft
The FAA now requires you to register your hobby drone. Don't worry, its just your full name, address and credit card information. :-) Here is a video on how to register your drone so you can...
AMA Drone Report 05.25.17: Court Kills Drone Registration, DJI Spark Barely A Handful
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FAA Prepares to Adopt Drone Registration Rules
All drone owners will be required to register with a national database and affix a registration number to any drone over 250 grams. | aerospace |
https://ci.lib.ncsu.edu/citations/1067663 | 2024-03-04T18:58:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476464.74/warc/CC-MAIN-20240304165127-20240304195127-00665.warc.gz | 0.902766 | 312 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__21050221 | en | Active Deployment of Ultra-thin Composite Booms with Piezoelectric Actuation
ACTIVE AND PASSIVE SMART STRUCTURES AND INTEGRATED SYSTEMS XVII, Vol. 12483.
The efficacy of using piezoelectric actuators to initiate the dynamic deployment of bistable composite tape springs is evaluated in this paper. Ultra-thin composite booms such as tape springs and their cross-sectional variants have seen increased popularity in spacecraft structures due to enabling the precise deployment of flexible solar arrays, sails, reflectors, and antennas. They can elastically transition between the deployed “extended” position and the stowed “coiled” position while retaining superior stiffness, thermal properties, mass efficiency, and compactness when compared to thin-shelled metal booms and rigid articulated columns. Bistability in the coiled and extended states allows the boom to exhibit more controllable self-deployment and become reconfigurable, which could allow spacecraft to relocate, redeploy, and adapt to changing environmental conditions or mission objectives. Deployment systems commonly include motors and mechanical restraints that significantly contribute to mechanical complexity and spacecraft weight. Since bistable booms do not rely on elastic instability of packaging to initiate motion, a non-intrusive and lightweight actuation mechanism is needed to trigger deployment. This paper experimentally demonstrates how a Macro Fiber Composite (MFC) actuator can statically and dynamically excite a stowed composite tape spring to initiate unrolling into its extended state. | aerospace |
http://www.pitairport.com/ACAA_Announces_G20_a_Success_at_PIT_and_AGC | 2016-12-05T02:22:17 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698541518.17/warc/CC-MAIN-20161202170901-00199-ip-10-31-129-80.ec2.internal.warc.gz | 0.948624 | 698 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__126987064 | en | Allegheny County Airport Authority announces G20 a success at Pittsburgh International Airport and Allegheny County Airport
September 28, 2009 - The Allegheny County Airport Authority reports a successful outcome to the complex endeavor of G20 Summit aircraft operations. All was accomplished without incident and with no interruption to normal commercial airline service.
- This is the first time a single commercial service airport has ever managed aircraft operations for a G20 Summit and this summit attracted a record number of international leaders
- A total of 54 Summit-related aircraft landed and took off from Pittsburgh International Airport.
- 108 aircraft escorts were provided for summit aircraft. Landing and departing planes were met by Airport Authority personnel staffed vehicles to lead aircraft to the area for deplaning and lead the aircraft to the parking position. This was necessary because the pilots were not familiar with the airfield. These escorts helped facilitate timely arrivals and departures and increase the safety factor on the airfield during these complex operations.
- 108 official motorcade escorts were provided by airport authority operations personnel, where each motorcade had to lead onto the airfield to greet arriving Summit flights and then escorted off the airfield after delegations deplaned and transferred to vehicles.
- In summary, from 2pm, Wednesday, September 23 to 2:30 pm, Saturday, September 26, a total of 8,300 airfield escorts were provided by Airport Authority Operations Personnel. In addition to the ones above, escorts also were provided for:
- Fueling aircraft,
- Delivering equipment to aircraft
- Escorting crews to the aircraft
- Escorting catering trucks to the aircraft
- Escorting cleaning and lav services to the aircraft
- Escorting aircraft handling services (stairs, baggage trucks, support staff)
- Escorting diplomatic and security details for arriving flights.
- Inside the airport:
- The Airport Authority staff provided 22 diplomatic and security escorts to the gates for those VIPs who flew commercial flights.
- Visit Pittsburgh staffed a welcome center at the airport’s airside terminal to greet international media.
- The Airport’s Customer Service Staff operated extended hours to handle calls and in person queries.
- Volunteer ambassadors staffed the landside and airside terminals as well as the Military Courtesy Center for Summit-related and normal airport customer service needs.
- At Allegheny County Airport in West Mifflin, aircraft related to security for the event were based here. In total ten security- related helicopters and airplanes staged their operations.
Bradley D. Penrod, Executive Director/CEO, statement:
The Allegheny County Airport Authority and our partners have successfully hosted the leaders from 25 nations and provided airfield services to the 54 aircraft making the airports the global center of aviation operations and security from Wednesday, September 23 to Saturday, September 26.
The first and last opinion of the Pittsburgh/Western Pennsylvania region is the airport, and I proudly say that because of our highly skilled and dedicated staff, we provided our international visitors with world-class airport facilities and customer service.
I wish to thank the employees of the Airport Authority and our partners. I am extremely proud of the proactive and professional efforts made for a safe and successful G-20 Summit event.
|G20 Summit Photo Gallery
Press Release : ACAA Opens Two Art Exhibitions In Time For G20 Summit Visitors at PIT
Press Release : Information For Pittsburgh Air Travel During the G20 Summit | aerospace |
https://press.skeyes.be/satellite-navigation-landings-increase-safety-accessibility-and-capacity-at-brussels-airport | 2023-10-02T22:31:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511021.4/warc/CC-MAIN-20231002200740-20231002230740-00022.warc.gz | 0.924891 | 486 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__55267712 | en | Satellite navigation landings increase safety, accessibility and capacity at Brussels Airport
As from today, aircraft can use satellite navigation for landing at Brussels Airport. They can use that system in case the Instrument Landing System is unavailable or not present.
March 2, 2017
Technological advances in guiding aircraft to and from airports drive procedures to make the transition from ground-based beacons to the PBN system (Performance Based Navigation) which uses satellite signals among other things.
In normal circumstances, aircraft land at Brussels Airport by making use of the ILS precision landing system (Instrument Landing System) on runways 25L/25R and 01/19. No ILS is installed on runways 07L/07R. When the ILS is unavailable – for maintenance reasons for instance – the air traffic controllers have to switch to the radar guidance system. However, air traffic controllers have to guide aircraft more intensively, which takes more time per aircraft. Which, in turn, inevitably results in delays for approaching aircraft and heavily impacts air traffic capacity.
Belgocontrol continuously invests in innovative PBN technology: at the airports of Antwerp, Charleroi and Liège our air traffic controllers are already using PBN for approaching aircraft. Now it is Brussels Airport’s turn. As from today, PBN landing procedures can be performed on runways 25R/25L and 01.
Just like the ILS, satellite guidance is very precise because it functions in 3D (lateral and horizontal guidance). It boosts the airports’ safety and accessibility when ILS is unavailable.
In 2016 PBN was used for approaches on runway 07L during the maintenance works on runway 01/19. The results of that period’s evaluation were positive in terms of safety, capacity and noise, allowing the system to be applied there as well. All that is required is the Minister of Mobility’s approval.
The use of PBN procedures does not change the preferential runway use in any way. First and foremost it serves as a back-up for the existing guidance systems and procedures. For a full conversion to PBN all aircraft shall have to make the switch as well.
The implementation of the PBN landing procedures are co-financed by the European Union via the Connecting Europe Facility (CEF) programme of the Innovation and Networks Executive Agency (INEA). | aerospace |
https://english.shirshobindu.com/2016/07/02/bangladesh-biman-plans-big-to-fly-to-more-destinations/ | 2023-11-30T05:09:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00813.warc.gz | 0.952954 | 676 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__54782453 | en | Biman Bangladesh Airlines has worked out a plan to resume flight operations on some of its closed routes along with opening new ones after inducting new aircraft into its fleet, reports UNB.
According to sources at the Civil Aviation and Tourism Ministry and Biman, the national flag carrier has decided to resume its operations on Dhaka-Delhi-Dhaka and Dhaka-Hong Kong-Dhaka routes in the upcoming winter season.
It also decided to start its operation on Dhaka-Guangzhou (China)- Dhaka, Dhaka-Colombo (Sri Lanka)-Dhaka and Dhaka-Male (The Maldives)-Dhaka routes during the upcoming winter. Biman also has the plan to start its flight operations on Dhaka-Narita (Japan)-Dhaka route after having suitable aircraft and completion of a commercial feasibility study during the winter season.
The airliner is also in a process to resume its much-awaited Dhaka-New York-Dhaka route in the summer season in 2017 if the Civil Aviation Authority, Bangladesh (CAAB) is upgraded to category-1.
As per its fleet plan, the sources said, Biman has a plan to operate its flights to Sydney, Jakarta, Toronto and Madras in phases, the sources said.
Biman is currently operating flights on seven domestic and 15 international routes of the Middle East, Europe and Asia. Biman has four Boeing 777-300 ERs, two Boeing 777-200 ERs, two Airbus A310-300s, four Boeing 737-800s and two Dash-8 in its fleet.
The national flag carrier is also in a move to induct at least two Boeing aircraft in its fleet under dry lease (only aircraft) system for 60 months with a view to expanding its fleet and tackle the shortage of its aircraft after phasing out of decades-old two Airbus aircraft.
According to the Biman officials involved in the corporate planning, they will try to get two more aircraft and one 777-300ER if they find 777-200 or 777-200ER.
If the two 777-200 or 777-200ER are not available, then Biman will induct another 737-800 along with one 777-300ER.
One 777-200/777-200ER/777-300ER will be pressed into service in between March and June while another 777-200/777-200ER in between November and December.
If the airliner takes the 737-800 it will be put in operation in between March and June.
The seat capacity of the 777-200/777-200ER will be 280 in two classes while 419 for the 777-300 ER and 162 for the 737-800 in two classes. The age of the aircraft must not be more than 15 years.
“These aircraft will be used after the phasing out of the two Airbus 310-300 from its fleet,” a Biman official said.
In 2008, the national flag carrier went into an agreement with the US company for procuring 10 new generation aircraft — four Boeing 777-300ERs, two Boeing 737-800 and four Boeing 787 Dream-liner.
Boeing has already delivered four 777-300ER and two 737-800 aircraft to the Biman. | aerospace |
https://www.aldianews.com/en/culture/heritage-and-history/prs-first-satellite | 2024-02-25T21:41:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474643.29/warc/CC-MAIN-20240225203035-20240225233035-00595.warc.gz | 0.937226 | 724 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__85018838 | en | NASA to design a satellite made by Puerto Rican students
PR-CuNaR2 is three years in the making and hopes to launch into space on Aug. 31, 2021.
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Students at the Inter-American University of Puerto Rico’s school of Engineering in Bayamón Campus (IAUPRBC) are working with NASA and the Florida Space Institute and the Physics Department of the University of Central Florida (UCF) in hopes of launching a new satellite into space on Aug. 31, 2021.
The first Puerto Rican satellite is integrated into a Nanoracks CubeSat Deployer, and will be transported and launched from the Falcon 9 rocket as part of the Mission SpaceX 23 to the International Space Station.
Puerto Rico will become one of the few territories to have launched a satellite into space and contribute to the study and development of similar devices.
The satellite is called CubeSat NanoRocks-2 or PR-CuNaR2, and is made of aluminum, photovoltaic cells and other materials approved for use in space.
Jake Cornish, a mission manager at Nanoracks in Houston has been part of the organization for over two years, but never worked with creators from Puerto Rico. He hopes the new project can introduce NASA to more engineers all over the world.
“We want to extend the access of space for everyone around the world and it's really exciting to get a first up there for Puerto Rico,” Cornish, said.
Engineers involved with the initiative passed a series of tests conducted by the Nanoracks Company.
The project has been in the works for over three years and has since been brought to life by more than 25 students in Bayamón.
Inter-American University was one of many schools chosen by NASA’s CubeSat Launch Initiative (CSLI), as part of the ELaNa program in 2018.
Dr. Amilcar A. Ríncon Charris, the principal investigator of Cubesat Mission PR-CuNaR2, is proud that Puerto Rican engineers will have the ability to show their skills to NASA.
“For all of us who have been part of this project, it is a great pride and shows the caliber of the education we provide in the Engineering School of the Bayamón campus of the Inter-American University,” Ríncon Charris said on PR-CuNaR2’s website.
The PR-CuNaR2 satellite weighs 5.6 pounds and measures four inches wide by four inches long, and is 12 inches tall.
Takeoff will happen from Cape Canaveral, Florida, and will be launched from SpaceX23’s Dragon capsule, and released into space through an extendable arm provided by Nanoracks.
PR-CuNaR2 will remain in orbit for two years.
While in orbit, the satellite will take pictures and record other activity.
“The satellite will pass over Puerto Rico twice a day, for 10 minutes,” said Ríncon Charris. “At that time, the satellite team, which will be located in the Bayamón campus of the Inter American, will be able to know through telemetry and videos, what is happening with the satellite and will collect the data provided for its subsequent analysis and publication.”
PR-CuNaR2 will surround Puerto Rico specifically.
Puerto Rico’s is one of four satellites part of NASA’s ElaNa 36 project. | aerospace |
https://www.travelgossip.co.uk/latestnews/etihad-adds-third-a380-from-heathrow/ | 2024-03-02T02:34:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475727.3/warc/CC-MAIN-20240302020802-20240302050802-00004.warc.gz | 0.93448 | 194 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__9915083 | en | Etihad Airways has added a third daily Airbus A380 to its London Heathrow to Abu Dhabi service.
The new A380 service, which launched on 1 November, is in response to increased customer demand, and with the aircraft upgrade, the national airline of the United Arab Emirates has boosted capacity on its four daily flights to Abu Dhabi from London.
Flight EY18 will depart London Heathrow at 20:55 landing into Abu Dhabi at 07:55. The returning EY17 departs Abu Dhabi at 14:05 and lands into London Heathrow at 18:10.
Etihad Vice-President of Global Sales Ed Fotheringham said: “Our third A380 on flights to London is great news for our guests.
“The aircraft adds increased capacity between Abu Dhabi and London Heathrow and is ideally timed to further connect people between the UK, the UAE and onwards across Etihad’s growing global network.” | aerospace |
http://yipit.com/business/balzer-theater/ | 2013-06-19T07:29:20 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368708143620/warc/CC-MAIN-20130516124223-00068-ip-10-60-113-184.ec2.internal.warc.gz | 0.926531 | 112 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__27560406 | en | Balzer Theater Coupons and Deals
The African-American Army Air Corp fighters who flew over the skies of Europe during World War II made historic contributions toward the desegregation of the American military and furthering of civil rights. Travel with these dedicated and determined young men who accepted the challenge to take flight for a country that showed them nothing but adversity on the ground. The Tuskegee Airmen show us what happens when the playing field is truly level.
Every deal, one place.
Best deals from Groupon, LivingSocial and more. | aerospace |
https://environment.leeds.ac.uk/climate-science-impacts/doc/polar-observations | 2024-04-15T16:41:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817002.2/warc/CC-MAIN-20240415142720-20240415172720-00459.warc.gz | 0.892102 | 550 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__83006267 | en | The Polar Earth Observation group at the University of Leeds uses satellite Earth observation data to improve our understanding of ice sheets, glaciers and sea ice in the Northern and Southern Hemisphere. Loss of ice from polar latitudes can affect the Earths albedo, polar atmosphere and ocean circulation, and directly contributes to global sea level rise.
Satellite data has revolutionised our ability to observe change in these remote and inhospitable regions, and our data records are now long enough to enable us to study the physical mechanisms responsible for driving these changes. We work closely with our national and international space agencies, and colleagues in UK and international research institutions.
The University of Leeds hosts the headquarters of the Natural Environment Research Council (NERC) funded Centre for Polar Observation and Modelling (CPOM), led by Professor Andrew Shepherd. CPOM uses theoretical and laboratory-derived information to form new models of interactions between the ice, ocean and atmosphere, and uses ground and satellite observations to test these and other climate models.
The CPOM Directorate is based at the University of Leeds, and we have researchers at the Universities of Bristol and Reading and at University College London. We also work closely with the British Antarctic Survey (BAS), National Oceanography Centre (NOC), National Centre for Earth Observation (NCEO) and European Space Agency (ESA).
Our primary field of interest is using satellite data to observe the polar regions, particularly Synthetic Aperture Radar (SAR), and radar altimetry. We track visible features such as crevasses to measure how fast glaciers flow, we use interferometry to measure tidally induced flexure if ice shelves at the ice sheet grounding line, and we use altimetry data to measure sea ice thickness and land ice thickness change.
Satellites used by the group include ESA’s CryoSat-2, Sentinel-1, ERS-1 & 2, ENVISAT, and Sentinel-3. Andy Shepherd is the Principal Scientific Advisor to the CryoSat-2 mission, dedicated to measuring polar sea ice thickness and the mass balance of the Greenland and Antarctic ice sheets. CPOM has also led the development of the CryoSat Performance Monitoring & QA Service.
In addition to our satellite based research, we also conduct fieldwork on the Antarcitc and Greenland Ice Sheets, and Arctic Sea ice.
At CPOM we freely deliver satellite data to the research community and the public. Data portals are available for sea ice thickness, ice velocity and ice sheet thickness change.
If you would like to discuss an area of research in more detail please contact the Research Group Leader: Professor Andrew Shepherd | aerospace |
https://knaviation.net/rac-bombardier-q400cc-inaugural/ | 2023-09-25T04:12:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506676.95/warc/CC-MAIN-20230925015430-20230925045430-00496.warc.gz | 0.975969 | 1,538 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__71246622 | en | After Ryukyu Air Commuter received the world’s first Bombardier Q400 Cargo Combi and announced its first commercial flight, I hesitated for a while. However, in the end, I could not miss the unique opportunity to fly on the inaugural flight of a new aircraft type.
Ryukyu Air Commuter and the Q400CC
Ryukyu Air Commuter (RAC) is a JAL group member based in Naha. It provides crucial air service to many of the smaller islands of Okinawa, getting people and cargo to and from these islands.
Prior to receiving the Q400CC, it operated a fleet of Bombardier Dash 8 aircraft including the shortest Q100 with 39 seats, the longer Q300 with 50 seats, and as such it has extensive experience with the popular turboprop series.
The shorter versions were recently joined by the Q400 – the longest of the Dash 8 series. Rather than increasing the seating capacity, however, RAC decided to be the launch customer of the Q400CC – a “Cargo Combi” version.
At the expense of having only 50 seats – the same capacity as the shorter Q300, the Q400CC has a cargo hold two and a half times larger than the previous Dash 8s. This is very important as many of the small islands in Okinawa depend on cargo that is brought to them via air.
Rearranging the Whole Trip
Now, let’s get into the actual trip.
After waking up around 6AM on the morning of April 15th, I made my way to the breakfast room of the hotel from where I headed to the Akamine monorail station which is just one stop away from Naha Airport.
On the night before the Q400CC flight, I received information that NH462 – 11:30AM departure Okinawa-Tokyo flight – would be the last flight of ANA’s Pokemon Peace Jet before being repainted into the regular ANA colors. As such, I went to the ANA counter to try to change my flight to that one instead of the NH472 flight that I was supposed to be on originally.
After succeeding with that, I needed to change my return flight from Kumejima to an earlier flight – in fact, the only option was taking the Q400CC straight back to Naha after arriving. Couple of minutes on the PC later, I had a seat secured, and so I finally went to the RAC check-in counter.
After checking-in for the RAC inaugural flight, I headed back to the ANA desks to drop off the luggage that I didn’t need for my short hop to Kumejima and back, and I made my way through security.
Celebrating the First Commercial Q400CC Flight in the World
When I got airside to the gate, there was not much activity going on. For a while, I thought there would be no celebrations, but I could not have been more wrong.
Gradually, more and more RAC employees ranging from ground staff all the way to the President started arriving, and various banners started to be displayed.
Before boarding was announced, the President of RAC gave a short speech. Not only that, but while boarding, he was there to greet all the passengers, and even write messages into logbooks of some, including me.
The boarding took a bit more than usual, since the large number of enthusiasts was taking pictures at the gate and enjoying the moments before getting on the flight.
Soon, however, the “party” at the gate was over, and I headed to the bus. After scanning my boarding pass, one of the RAC staff handed me a gift bag containing a flight certificate and a RAC towel with the Q400CC on it.
Welcome Onboard the World’s First Q400CC Revenue Flight
I got on the second bus to the airplane and when we arrived at the parking spot, people from the first bus were already walking around the plane and enjoying taking photos from all possible angles. I joined them for a couple of minutes and then boarded the aircraft.
Unfortunately, as I checked in fairly late, I could not get a window seat. As such, I settled into my bulkhead seat 2C.
A couple of minutes later at 8:13, with 45 passengers onboard, the sole on the flight CA closed the door. We started our engines a minute later, and soon we were on our way to runway 36.
We took the E6S intersection, and started our take-off run at 8:26, lifting sharply into the Okinawan skies about 30 seconds later.
Three minutes later, the seatbelt sign was switched off, and the flight attendant passed through the aisle offering a 1/100 scale model of the plane we were flying on.
Simultaneously, the enthusiasts on board started taking pictures of the cabin and the cabin attendant, enjoying the short flight to the maximum possible extent.
In fact, the flight was so short that less than ten minutes later, the seat belt sign was switched back on as we started our descend. The gear was lowered at 8:39, and three minutes later we landed on runway 21 of Kumejima airport..
Being a small airport with no taxiway, we backtracked via runway 03 to the small apron in front of the terminal. To my great surprise, a pair of fire fighting trucks was waiting there to welcome us with a water gate.
We arrived at our parking spot at 8:47, and after saying “see you in 25 minutes” to the cabin attendant, I walked down to the apron.
Some more photography of the aircraft as well as the group of people welcoming us with a banner followed, but not for too long since…
Hello Again – Flying Back to Naha
…since I had only about 20 minutes left before my next flight – the flight back to Naha onboard the same aircraft that brought me to Kumejima would depart.
I was the last one to check-in for that flight, and as such, the only seat left was 1H – a bulkhead aisle seat again.
With the boarding pass in my hand, I headed through the security into the small waiting room. Shortly, boarding commenced, and I was given another gift bag with the same content (only the flight data on the certificate was different).
Shortly after boarding was finished, at 9:26, we took off from runway 21. This time, the flight was full with 50 passengers onboard, some of which I could recognize from the previous flight.
The flight back was uneventful with a lot of people sleeping through it and not a single person (except me) bothering to stand up and take pictures of the cabin, etc. This showed me how big the difference is even between the 1st and the 2nd flight, and it made me want to participate in even more of inaugurals.
After mere 18 minutes of flight time, at 9:44, we landed on runway 36 of Naha airport bringing the second flight of the Q400CC to an end.
Before disembarking, I bought the 1/100 scale model (could not resist), and headed back into the terminal where I had only slightly more than an hour to spend before boarding the last Pokemon Peace Jet flight (or so I thought). …more on than in a separate report, though. | aerospace |
https://pia.edu/graduate_story/wow-i-could-do-that/ | 2024-02-28T15:47:49 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474737.17/warc/CC-MAIN-20240228143955-20240228173955-00719.warc.gz | 0.957446 | 285 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__125836925 | en | Aimee Berberena is highly curious and mechanically inclined. One day, she started wondering: “if I can change my brake pads after watching a YouTube video, what else can I learn to do?”
After touring PIA and watching a video, Berberena realized: “‘WOW, I could do that! That seems amazing. Anybody can say they’re a car mechanic, but can they say they’re an aircraft mechanic?’”
Starting with an introduction to carburetors and eventually taking apart and rebuilding a 6-cylinder engine, Aimee earned her Airframe & Powerplant Certification at PIA. Upon graduation, she was offered a position with Kalitta Air at an FAA-approved Part 145 repair station, where she got to assemble and perform maintenance on aircraft from DC10 tankers to Boeing 737s. Eventually, Berberena moved on to Panasonic Avionics, where she performs maintenance on aircraft entertainment systems, including installing televisions, headsets, Wi-Fi and systems.
Whether she’s working on engines or electronics, Berberena remains focused on safety, which she learned was always the top priority at PIA: “It’s my job to make sure the people who are flying are safe. It’s people’s lives.” | aerospace |
https://www.canadianplanetrade.ca/en/2019/02/05/this-beautiful-wag-aero/ | 2020-10-23T07:35:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107880878.30/warc/CC-MAIN-20201023073305-20201023103305-00232.warc.gz | 0.756356 | 138 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__52817940 | en | 2013 J3 Replica by Wag Aero. TT Airframe 140 hours. Zero-time C 90 rebuilt by Aerotec
Engines. Rebuilt landing gear. New Cleveland brakes, wheels and tires.
Recovered wings. New Certified Wag Aero sealed wing struts. New Custom
exhaust. All new glass. New 406 ELT. New electrical system. Float
attachments. All new Randolph paint with Ranthane finish.
Brewer Aviation 902-626-5262 or [email protected].
Ad ID: 4678
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State: Prince Edward Island
Get your insurance with our corporate partner | aerospace |
https://www.clipper28.com/en/iaf-plane-crashes-in-odisha-pilot-safe/ | 2019-10-22T21:21:35 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987824701.89/warc/CC-MAIN-20191022205851-20191022233351-00034.warc.gz | 0.981246 | 110 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__85715923 | en | Yet another Indian Air Force aircraft is now reported to have crashed.
The latest crash is said to have taken place in Mayurbhanj district in Odisha on Tuesday afternoon.
The aircraft has been identified as the Hawk aircraft and it was on a routine training sortie.
The aircraft had taken off from an airbase in Kalaikunda in West Bengal.
However, the pilot, who is a trainee, is safe.
Most likely, a court of inquiry will be instituted to ascertain the cause of the accident.> | aerospace |
https://en-academic.com/dic.nsf/enwiki/5207387 | 2023-02-07T17:39:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500628.77/warc/CC-MAIN-20230207170138-20230207200138-00583.warc.gz | 0.844911 | 2,756 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__68124100 | en | - 310th Space Wing
Infobox Military Unit
unit_name= 310th Space Wing
caption= 310th Space Wing emblem
United States Air Force
type= Space Operations
role= Combat Support
Tenth Air Force
Schriever Air Force Base
* World War II: European Campaign (1942-1945)
Provide specialized expertise, continuity and combat ready personnel, projecting space power for U.S. interests worldwide [ [http://www.afspc.af.mil/library/factsheets/factsheet.asp?id=3644 310th SG Factsheet] ]
6th Space Operations Squadron(DMSP backup for NOAA)
7th Space Operations Squadron(associate unit to 1 SOPS)
8th Space Warning Squadron(operates SBIRS at Buckley AFB)
9th Space Operations Squadron(supports the Fourteenth Air Force Joint Space Operations Center at Vandenberg AFB)
14th Test Squadron(associate unit to 17th Test Squadron)
19th Space Operations Squadron(associate unit to 2 SOPS)
310th Security Forces Squadron
* 310th Communications Flight (augments INOSC West at
* Reserve National Security Space Institute (associate unit to the NSSI)
380th Space Control Squadron(associate unit to 16th Space Control Squadronat Peterson AFB)
The 310th has a long and rich heritage dating back to World War II when it began as the 310th Bombardment Group on March 15, 1942 flying
B-25 Mitchells. The 310th Bombardment Wing was reactivated in 1952 and trained on the B-29 Superfortressbefore converting to the B-47 Stratojet. It was deactivated in June 1965.
* Established as 310th Bombardment Group (Medium) on 28 Jan 1942: Activated on 15 Mar 1942: Redesignated 310th Bombardment Group, Medium on 20 Aug 1943: Inactivated on 12 Sep 1945
* Redesignated 310th Bombardment Group, Light, and activated in the Reserve, on 27 Dec 1946. : Inactivated on 27 Jun 1949:: Consolidated (31 Jan 1984) with the 310th Bombardment Wing, Medium, :: which was established on 15 Mar 1952. Activated on 28 Mar 1952
* Redesignated 310th Strategic Aerospace Wing on 1 Mar 1962: Discontinued, and inactivated, on 25 Jun 1965
* Redesignated 310th Training and Test Wing on 29 Aug 1991: Activated on 1 Sep 1991: Inactivated on 1 Jul 1993
* Redesignated 310th Space Group on 22 Aug 1997: Activated in the Reserve on 1 Sep 1997: Redesignated 310th Space Wing 7 March 2008
Third Air Force: III Bomber Command, 15 Mar 1942
Twelfth Air Force: XII Bomber Command, 2 May 1942:: Attached to 7 Fighter Wing, 1-17 Feb 1943: 7 Fighter (later, 47 Bombardment) Wing, 18 Feb-3 Nov 1943: XII Fighter Command, 3 Nov 1943: 57 Bombardment Wing, 20 Mar 1944
Twelfth Air Force, 10 Aug 1945
* AAF Service Command, Mediterranean Theater of Operations, 15 Aug-12 Sep 1945
Continental Air Command: First Air Force, 27 Dec 1946: 3 Bombardment Wing (later, 3 Air Division), 17 Oct 1947-27 Jun 1949
Strategic Air Command: Fifteenth Air Force, 28 Mar 1952 :: Attached to 21st Air Division, 28 Mar 1952-:: 802d Air Division, 28 May 1952::: Remained attached to 21st Air Divisionto 4 Sep 1952::: Attached to 7th Air Division, 10 Mar-8 Jun 1955 and 3 Oct 1956-9 Jan 1957:: 819 Air (later, 819 Strategic Aerospace) Division, 20 Jun 1960:: 22 Strategic Aerospace Division, 1 Jul 1962-25 Jun 1965: Twentieth Air Force, 1 Sep 1991-1 Jul 1993:: Air Combat Commandafter 1 Jun 1992
Air Force Reserve Command: Tenth Air Force, 1 Sep 1997-.
* Davis-Monthan Field,
Arizona, 15 Mar 1942
* Jackson AAB,
Mississippi, 15 Mar 1942
* Key Field,
Mississippi, c. 25 Apr 1942
* Columbia AAB,
South Carolina, 17 May 1942
* Walterboro AAF,
South Carolina, 14 Aug 1942
* Greenville AAB,
South Carolina, 18 Sep-17 Oct 1942 (ground echelon): RAF Hardwick, England, Sep-Nov 1942 (air echelon)
French Morocco, 18 Nov 1942
Algeria, 21 Dec 1942
Algeria, 1 Jan 1943
* Dar el Koudia,
Tunisia, c. 6 Jun 1943
* Menzel Temime,
Tunisia, c. 5 Aug 1943
Algeria, 10 Nov 1943
Corsica, c. 10 Dec 1943
Fano, Italy, 7 Apr 1945
Pomigliano, Italy, c. 15 Aug-12 Sep 1945
* Bedford AAF,
Massachusetts, 27 Dec 1946-27 Jun 1949
Forbes AFB, Kansas, 28 Mar 1952
* Smoky Hill (later, Schilling) AFB,
Kansas, 4 Sep 1952-25 Jun 1965
Vandenberg AFB, California, 1 Sep 1991-1 Jul 1993
* Falcon (later, Schriever) AFB,
Colorado, 1 Sep 1997-.
* 40th Bombardment: attached 6 Feb-1 May 1953
* 310 Operations: 1 Sep 1991-1 Jul 1993
* 6 Space Operations: 1 Oct 1998-
* 7 Space Operations: 1 Sep 1997-
* 8 Space Operations: 1 Sep 1997-1 Oct 1998.
* 8 Space Warning: 1 Oct 1999-
* 9 Space Operations: 1 Oct 1999-
* 39 Reconnaissance (later, 428 Bombardment): 15 Mar 1942-12 Sep 1945: 1 Feb 1959-1 Jan 1962
* 40 Air Refueling: attached 9 Sep 1952-30 Apr 1953: assigned 1 Jun 1960-15 Mar 1963
* 310 Air Refueling: 8 Oct 1952-25 Jun 1965
* 379 Bombardment: 15 Mar 1942-12 Sep 1945: 11 Jun 1947-27 Jun 1949: 28 Mar 1952-25 Mar 1965
* 380 Bombardment: 15 Mar 1942-12 Sep 1945: 9 Aug 1947-27 Jun 1949: 28 Mar 1952-25 Mar 1965
* 381 Bombardmnt: 15 Mar 1942-12 Sep 1945: 9 Aug 1947-27 Jun 1949: 28 Mar 1952-25 Mar 1965: 550 Strategic Missile (ICBM-Atlas): 1 Apr 1961-25 Jun 1965.
Aircraft, Missiles, and Satellites Operated
B-25 Mitchell, 1942-1945.
B-29 Superfortress( 1952- 1954)
KC-97 Stratotanker( 1952- 1963)
B-47 Stratojet( 1954- 1965)
*CGM-16 Atlas Missile (
KC-135 Stratotanker( 1964- 1965)
Defense Meteorological Satellite Program( 1997-Present)
*Global Positioning Satellite (
Space-Based Infrared System( 2006-Present)
World War II
The unit was constituted as the 310th Bombardment Group (Medium) on 28 Jan 1942 and activated on 15 Mar 1942. Used B-25's in preparing for duty overseas.
Moved to the Mediterranean theater, Oct-Dec 1942, and assigned to
Twelfth Air Force. Engaged primarily in support and interdictory operations in Tunisia, Sicily, Italy, Corsica, Sardinia, and southern France. The 310th Bomb Group also flew some missions to Austriaand Yugoslavia.
The unit attacked harbors and shipping to help defeat Axis forces in
North Africa, Dec 1942- May 1943. Bombed airdromes, landing grounds, and gun emplacements on Pantelleria, Lampedusa, and Sicily, May-Jul 1943. The unit supported the Allied landing at Salerno, Sep 1943. Assisted the drive toward Rome, Jan-Jun 1944.
Supported the invasion of Southern France, Aug 1944. Struck German communications— bridges, rail lines, marshalling yards, viaducts, tunnels, and road junctions in
Italy, Aug 1943-Apr 1945. Also dropped propaganda leaflets behind enemy lines.
The 310th Bomb Group received a
Distinguished Unit Citationfor a mission to Italy on 27 Aug 1943 when, in spite of persistent attacks by enemy interceptors and antiaircraft artillery, the group effectively bombed marshalling yards at Beneventoand also destroyed a number of enemy planes. Received second DUC for another mission in Italy on 10 Mar 1945 when the group, maintaining a compact formation in the face of severe antiaircraft fire, bombed the railroad bridge at Ora, a vital link in the German supply line.
The 310th Bomb Group was inactivated in Italy on 12 Sep 1945.
The unit was redesignated the 310th Bombardment Group (Light) and allotted to the reserve. Activated in the US on 27 Dec 1946. Inactivated on 27 Jun 1949.
310th Bombardment Wingwas activated in 1952 as a Strategic Air Commandunit, receiving B-29 Superfortressbombardment training from 90th Bombardment Wing, Apr-Aug 1952. From Feb through May 1953, the 310th Bomb Wing provided bombardment training to the 40th Bombardment Wing.
Converted to B-47s in 1954 and participated in SAC REFLEX deployments, deploying to
RAF Upper Heyford, England, 10 Mar-8 Jun 1955, and at RAF Greenham Common, England, 3 Oct 1956-9 Jan 1957.
The wing gained a strategic missile squadron in Apr 1961. First Atlas missiles went on alert in Sep 1962. Began phasing down for inactivation in early 1965.
Air Force Space Command
On 1 September 1991, the third wing to hold the "310" designation, the 310th Training and Test Wing (310 TTW), assumed the ICBM testing and training mission from the Strategic Missile Center at
Vandenberg AFB, California under the Twentieth Air Force. After removal of ICBMs from alert status at the end of the Cold War, the 310 TTW continued to train Minuteman crews and to test accuracy and reliability of Minuteman and Peacekeeper missiles. The 310 TTW also assisted in testing the Global Positioning System(GPS) April 1992-May 1992. It was reassigned to Air Combat Commandon 31 May 1992. It was inactivated on July 1 1993.
The 310th designator was again activated with the stand up of the 310th Space Group Sept. 4, 1997. The group was created around its original squadron, the 7th SOPS, and has grown rapidly with the realization of the critical role the Air Force Reserve can play in the future of space operations. The group has been tremendously successful in its initial missions and has been tasked with reviewing future active/Reserve partnerships in space to identify potential areas where the AF Reserve can add value in the space arena.
Air Force Reserve Commandofficials are expanding the role reservists play in space operations by establishing AFRC's first space wing at Schriever Air Force Base. Command officials activated the 310th Space Wing on March 7 2008. An activation ceremony is currently scheduled for April 4 at Peterson AFB. [http://www.af.mil/news/story.asp?id=123088966]
* Maurer, Maurer (1983). Air Force Combat Units Of World War II. Maxwell AFB, Alabama: Office of Air Force History. ISBN 0892010924.
* Ravenstein, Charles A. (1984). Air Force Combat Wings Lineage and Honors Histories 1947-1977. Maxwell
* [http://www.afspc.af.mil/library/factsheets/factsheet.asp?id=3644 310th Space Wing official factsheet]
Wikimedia Foundation. 2010. | aerospace |
https://venturemagazine.me/2015/08/new-dhl-express-flight-touches-down-in-amman/ | 2023-06-03T01:21:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648911.0/warc/CC-MAIN-20230603000901-20230603030901-00594.warc.gz | 0.935368 | 538 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__274877090 | en | DHL Express, the world’s leading logistics company, welcomed its newly-launched flight at Queen Alia International Airport (QAIA) in Amman on Tuesday. The dedicated weekly flight, the first-of-its-kind in the country to be operated by a commercial logistics provider, will deliver industry leading transit times to customers to and from Jordan.
The new flight will complement existing air services and solutions comprising of 11 daily commercial flights. It will significantly improve transit time for all shipments in and out of Jordan, through a flight rotation which will coincide with international DHL Express flights departing from Bahrain International Airport, DHL’s regional hub in the Middle East.
Commenting on the new flight, Malcolm Macbeth, VP Aviation for DHL Express Middle East and North Africa, said: “The introduction of this new flight connects our Middle East and North Africa Hub in Bahrain directly with Jordan for the first time, offering greater connectivity, reliability, flexibility and access to our extensive global network, therefore providing increased convenience and opportunity for our customers and their businesses.”
The weekly flight will be operated using a dedicated DHL Boeing 757-200 with 30,000 kg load capacity, and is scheduled to service the ‘Bahrain – Cairo – Amman – Bahrain’ sectors. Several aid agencies and foreign companies supporting Iraq and Syria are also expected to benefit operationally from the increased capacity, with DHL providing convenient road and air logistics solutions, including customs clearance services, from a single location at Queen Alia International Airport.
“DHL Express is dedicated to supporting the growth and advancement of the Jordanian economy, and will continue to act as an effective solution for consumers as well as SMEs and other businesses to access new markets, create new opportunities and participate competitively across the globe … We are actively bolstering our position as the logistics market leader by efficiently connecting Jordan to neighboring GCC countries and the rest of the world,” said Mahmoud Haj Hussein, DHL Express Jordan country manager.
In turn, CEO of Airport International Group (AIG) Kjeld Binger, added: “Given its convenient location, Jordan has always enjoyed a strategic advantage in terms of cargo traffic as it easily connects major cities in the MENA region together. What this translates to with the addition of DHL Express’ freight flight is a greater choice for businesses looking for speedy, flexible and reliable cargo solutions. We’re also delighted that our partnership with DHL Express will help build on the tremendous growth we have been witnessing in QAIA’s cargo traffic since the beginning of the year.” | aerospace |
https://www.britishaviationgroup.co.uk/news/galliford-try-lagan-construction-joint-venture-secures-defence-infrastructure-organisation-contract-at-raf-marham/ | 2024-04-15T09:28:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00060.warc.gz | 0.959023 | 321 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__5259582 | en | Galliford Try Lagan Construction Joint Venture (GTLC) has been awarded a contract worth £135 million to upgrade infrastructure and facilities at RAF Marham near Kings Lynn in Norfolk for the Defence Infrastructure Organisation.
GTLC has been appointed to design and build a new aircraft hangar with associated support buildings known as an operational conversion unit as well as to reconstruct the two runways. As part of a wider, ongoing £250 million investment by the DIO at Marham this new project will accommodate the new F-35B Lightning II aircraft fleet that will arrive in the UK from mid-2018. GTLC will start work immediately and complete in summer 2019.
Bill Hocking, Chief Executive of Construction & Investments at Galliford Try, said: “This is a hugely significant award for us with the DIO, an existing client. It demonstrates the combined strength of our Infrastructure and Building divisions which will carry out the work together and complement the international experience of our partner Lagan”.
Kevin Anthony Lagan, CEO of Lagan Construction Group, said: “Having completed projects on over 50 airports in five continents, airport infrastructure works are a core part of our business. Our teams are experienced in providing the engineering skills and technologies necessary to deliver both airside and groundside support facilities. We are pleased to work with the DIO again having recently completed successful contracts at RAF Akrotiri and RAF Gibraltar. We look forward to working collaboratively with our joint venture partner Galliford Try to deliver these works to the highest safety standards and within programme and cost requirements.” | aerospace |
http://easternaviationfuels.com/ | 2017-11-23T07:37:11 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806760.43/warc/CC-MAIN-20171123070158-20171123090158-00467.warc.gz | 0.923441 | 174 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__206811181 | en | Eastern Aviation Fuels is the national marketer of Shell branded aviation fuels in the United States. Our longstanding supplier relationships provide our customers competitive pricing, dependable supply, and business-enhancing support programs. Above all, our customers receive service beyond compare.
Our team is dedicated to providing the necessary services and support that will enhance your business to take it above and beyond the competition.
Wilson Air Center provides award-winning corporate aviation support services in four cities: Memphis TN, Houston TX, Charlotte NC and Chattanooga TN. Recognized as an…
Join 27,000 industry professionals for the three most important days of business aviation in the year. Ranked as the sixth largest trade show in…
Air 7 is recognized for the highest levels of personalized and attentive service available in the industry. -Industry recognized aviation expert staff -The highest…
No recent events found | aerospace |
http://gulf-coast-hurricanes.blogspot.com/2006/10/drones-to-gather-new-hurricane-data.html | 2017-03-27T18:28:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189495.77/warc/CC-MAIN-20170322212949-00172-ip-10-233-31-227.ec2.internal.warc.gz | 0.901007 | 135 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__267650297 | en | The Aerosondes have a 10 foot wingspan and are designed with the viewpoint that if they are lost then so be it. "If we lose the aircraft, that is part of the process," said Peter Bale, an Aerosonde representative.
Piloted "Hurricane Hunter" aircraft typically gather data at 10,000 feet. The Aerosondes will gather data from 500 ft of less over the surface of the ocean. The data will help meteorologists predict windspeed and storm intensity over land better.
Trackbacked to: Dumb Ox News, Woman Honor Thyself, Plancks Constant, 123beta, Diane's Stuff, Speed of Thought | aerospace |
https://www.thetimelinegeek.com/september-11th-terror-attacks-2001-911/ | 2023-11-29T05:00:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100056.38/warc/CC-MAIN-20231129041834-20231129071834-00837.warc.gz | 0.942676 | 755 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__94961123 | en | American Airlines Flight 11 took off from Logan International Airport, Boston bound for Los Angeles. On board were five terrorists as well as 76 other passengers and 11 crew members.
United Airlines Flight 175 took off from Logan International Airport, Boston bound for Los Angeles with 56 passengers and 9 crew members on board.
American Airlines Flight 11 was hijacked. Two flight attendants were stabbed as they tried to prevent the hijackers reaching the cockpit.
Betty Ong a flight attendant on American Airlines Flight 11 alerted ground control that the plane had been hijacked.
American Airlines Flight 77 took off from Washington Dulles International Airport bound for Los Angeles. On board were 5 Al-Quaeda hijackers, 53 passengers and 6 crew members.
The Federal Aviation Administration (FAA) ordered the military to scramble jets and seek and tail American Airlines Flight 11.
United Airlines Flight 93 took off from Newark International Airport bound for San Francisco with 4 Al-Quaeda hijackers, 33 passengers and 7 crew members on board.
8:42 – 8:46 a.m.
United Airlines Flight 175 was hijacked.
Madeline Amy Sweeney, Flight Attendant on American Airlines Flight 11, told the American Airlines Flight Service Office by telephone that the plane was flying too low.
American Airlines Flight 11 crashed into the North Tower of the World Trade Center.
The New York Police Department and Fire Service immediately rushed to the scene and began evacuating the North Tower.
United States President George Bush was informed that a plane had crashed into the World Trade Center.
8:51 – 8:54 a.m.
American Airlines Flight 77 was hijacked.
Officials decide to evacuate the South Tower of the World Trade Center.
United Airlines Flight 175 crashed into the South Tower of the World Trade Center.
President George Bush, who was visiting an elementary school, was informed of the second crash.
The Federal Aviation Administration grounded all flights bound for New York and also ordered that New York airspace be cleared.
The Federal Aviation Administration alerted the Northeast Air Defense Sector (NEADS) of the suspected hijacking of American Airlines Flight 77, having been alerted by members of the public who had received messages from passengers.
United Airlines Flight 93 was hijacked.
9:30 – 9:53 a.m.
Passengers aboard Flight 93 made phone calls to relatives stating that the plane had been hijacked and that they had been moved to the back of the plane.
The President addressed the nation from Emma Booker Elementary School declaring that America was under attack from terrorists.
American Airlines Flight 77 crashed into the Pentagon.
The Federal Aviation Authority cleared all American airspace grounding around 3,000 planes.
The White House was evacuated.
Passengers on United Airlines Flight 93 decided to try to overpower the hijackers.
The South Tower of the World Trade Center collapsed killing around 600 workers and rescuers who were in the tower.
United Airlines Flight 93 crashed into a field in Shanksville Pennsylvania. It is believed that the hijackers deliberately crashed the plane to avoid being overcome by the passengers.
Part of the Pentagon collapsed.
The North Tower of the World Trade Center collapsed killing around 1400 workers and rescuers who were in the tower.
Mayor of New York, Rudy Giuliani called for Manhattan to be evacuated.
Fourteen people who had survived the collapse of the North Tower emerged from the rubble.
World Trade Center building 7 collapsed.
Two Police officers were discovered alive but trapped in the rubble.
President Bush addressed the nation condemning the attacks on America and vowing to fight a War against Terror
to remove the terrorist threat.
First published 2014; updated and republished Sept 11 2020 @ 10:58 am – Updated – [last-modified] | aerospace |
https://www.yp.sg/singapore-nasa-soon%E2%80%A8/ | 2018-03-24T12:11:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257650262.65/warc/CC-MAIN-20180324112821-20180324132821-00305.warc.gz | 0.936171 | 973 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__119101001 | en | Plenty of media buzz has gone around about the space business since Elon Musk announced plans for Space X to colonise planet Mars and introduce Space Tourism for the masses in the near future. We’ve already heard this year that Australia will be setting up a space agency soon—so when will it be our turn?
It might be hard to imagine a small nation like ours having rocket launch pads and sending humans into space. But the National University of Singapore has recently launched not one, but two satellites into a near-equatorial orbit! So does this mean that a small country like Singapore has a role in global space activities? Are there reasons for Singaporeans to get excited about space travel?
The world currently spends billions of dollars on commercial space products and services. These include telecommunications, broadcasting, earth observation, commercial infrastructure and support industries. Although space-tech is an industry traditionally dominated by Western economies, Asian economies are playing a bigger role in space activities.
For example, India’s space agency has already sent a probe to Mars to orbit the planet, whereas China has used a quantum satellite to transmit ‘unhackable data’ to improve cybersecurity.
Nanyang Technology University has also taken a huge step earlier this year by collaborating with Kyushu Institute of Technology to launch Singapore’s first satellite from the International Space Station. The satellite called AOBA VELOX-III weighs a mere 2kg and houses a state-of-the-art pulsed plasma thruster that can double the flight time of nano-satellites.
Singapore has a population of approximately 5 million people. But take Denmark for example. They have a population size similar to ours (6 million), and they currently employ up to 1,500 people in the space industry with a turnover of close to S$1 billion.
In this case, size does not really matter. We can definitely build our own space sector.
How Close Are We At Sending A Singaporean Into Space?
The closest we have come was two years ago when Singaporean firm, In.Genius announced its plan to launch a space capsule with a Singaporean as its pilot into near space (20km above sea level) on August 9, National Day to mark our country’s 50th birthday.
More than 150 Singaporeans applied and over 20 of them were shortlisted, mostly pilots for SIA. However, the project faced numerous obstacles, from the Civil Aviation Authority of Singapore (CAAS) disallowing such flights due to safety risks, to failure to finish the spacecraft due to a ‘component issue’. The project so far has yet to materialise.
Nonetheless, the Singapore government sees the value of space technology and we have witnesseed a growing local space-tech ecosystem over the last couple of years. Recently, local space-tech startup, Gilmour Space was awarded a grant by Singapore’s National Additive Manufacturing Innovation Cluster (NAMIC) to develop aerospace-related 3D printing capabilities with the Singapore University of Technology & Design (SUTD).
Many of these space-focused startups are not just about inventing new technologies but also nurturing space enthusiasts and entrepreneurs. Let’s find out who they are:
Gilmour Space was founded in 2013. They are currently based in Singapore and Australia. Their work focuses on rocket technology, developing and launching hybrid rocket satellite launch vehicles that run on 3D printed fuel.
Astroscale is a satellite services company that started in Singapore in 2013. Their work focuses on space debris removal and on-orbit technologies.
Spire started in Singapore since 2014 and focuses their efforts on space data technology and nanosatellite technology.
BSE started in 2015. They focus efforts on developing the local space-tech ecosystem through education, training, and startup incubation.
Transcelestial started in 2017 and works on space laser communication to replace existing radio wave technology.
The startups listed above will all be participating in the World Space Week Singapore happening from 4th October to 10th October 2017.
World Space Week
This year’s event will be hosted by Singapore from 4th October to 10th October. There will be a line up of speeches and workshops by professors and experts in the space industry to provide some answers on Singapore’s current involvement in space venture.
On 7th October, the space lab team that sent Singapore’s first experiment into space will be giving a presentation on their results and future plans.
Throughout the week, there are also interactive games that use augmented reality to let you experience living in space, live planetarium shows, and opportunities to visit the observatory at the Singapore Science Centre.
Click here to view the full list of programs. | aerospace |
http://modiop.com/ | 2017-08-19T07:10:35 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886105326.6/warc/CC-MAIN-20170819070335-20170819090335-00163.warc.gz | 0.918563 | 948 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__264465012 | en | The 6,200-mile-long structure was observed by Japan’s Akatsuki spacecraft and is believed to be created by mountains on the surface of Venus. Venus is wrapped in thick clouds of sulfuric acid that swirl around the planet at 225 mph, but not everything in the atmosphere is moving.
On Dec. 7, 2015, during its very first orbit around Venus, Japan’s Akatsuki spacecraft discovered a mammoth, bow-shaped structure in the upper atmosphere that remained oddly fixed over a mountainous region known as the western highlands of Aphrodite. Continue reading A Giant Gravity Wave Has Been Found in Venus’ Clouds
New analysis from NASA’s Mars Curiosity rover shows that the red planet is likely flush with organics.
“I am convinced that organics are all over Mars,” said Jennifer Eigenbrode, a biogeochemist and geologist at NASA’s Goddard Space Flight Center in Greenbelt, Maryland.
“They’re all over the surface and they’re probably through the rock record. What that means is something we’ll have to talk about,” Eigenbrode said last week during a National Academy of Sciences workshop about the search for life beyond Earth. Continue reading Curiosity Finds Mars May Be Covered in Organic Chemistry
Once thought to be the brightest supernova ever recorded, the intense flash in the center of a distant galaxy has more sinister roots: It was a star being blended by a monster black hole. Supermassive black holes are known to occupy the cores of the vast majority of galaxies, eating any material — dust, gas, stars, planets, aliens — their host galaxies can provide. But they rarely eat quietly. As graphically demonstrated in a galaxy some 4 billion light-years away, an unfortunate star strayed too close to the rapidly-spinning supermassive black hole in its galaxy’s center, becoming a stellar smoothie of sorts. Continue reading A Rapidly Spinning Black Hole Was Seen Killing a Distant Star
Japan launched a cargo ship Friday bound for the International Space Station, carrying a ‘space junk’ collector that was made with the help of a fishnet company.
The vessel, dubbed “Kounotori” (stork in Japanese), blasted off from the southern island of Tanegashima just before 10:27 pm local time (1327 GMT) attached to an H-IIB rocket. Continue reading Japan Sends Space Junk Collector to the International Space Station
Having your drill break down while you’re millions of miles from the nearest hardware store would be a bummer, but that is exactly what’s happened to NASA’s Mars Science Laboratory Curiosity.
The rover, which is currently located at the lower slopes of the 3.4-mile-high Mount Sharp (officially known as Aeolis Mons), was supposed to carry out a drilling operation on a geologically interesting location on Dec. 1 when mission controllers got word that Curiosity was unable to complete its commands. Early indications show that the rover detected a fault with the “drill feed” mechanism that lowers the drill piece to the rocky sample and aborted the operation. Continue reading Curiosity’s Mars Drill Is Jammed
The Hubble Space Telescope is an expert at imaging distant galaxies, bringing mysterious galactic features into the light. In the case of one particular elliptical galaxy, around 150 million light-years distant, Hubble has revealed a conundrum and a possible mechanism behind why some galaxies look so old. Continue reading Hubble Spies a Strange Old Dusty Galaxy
WASHINGTON — NASA used a briefing about the agency’s next Earth science mission to also emphasize the importance of that research in general, given concerns the next administration may seek to slash funding for it.
A Nov. 10 briefing at NASA Headquarters about the upcoming launch of the Cyclone Global Navigation Satellite System (CYGNSS) mission featured an introduction by Thomas Zurbuchen, the new associate administrator for science, who talked not about the mission itself but about NASA’s Earth science work in general. Continue reading NASA Emphasizes Importance of Earth Science Given Concerns About Budget Cuts
A star 5,000 light-years from Earth is the closest thing to a perfect sphere that has ever been observed in nature, a new study reports.
Stars, planets and other round celestial bodies bulge slightly at their equators due to centrifugal force. Generally speaking, the faster these objects spin, the greater the force, and the larger the bulge. Continue reading Faraway Star Is Roundest Natural Object Ever Seen | aerospace |
https://aviation.travel/delta-air-lines-adds-more-flights-between-new-york-jfk-and-the-caribbean/ | 2023-12-01T09:51:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100286.10/warc/CC-MAIN-20231201084429-20231201114429-00161.warc.gz | 0.879172 | 448 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__76408869 | en | Delta Air Lines adds more flights between New York-JFK and the Caribbean
Delta Air Lines is expanding access between New York-JFK and the Caribbean with a second daily flight to Nassau, The Bahamas, beginning Oct. 1, 2018; new daily service to Kingston, Jamaica, effective Dec. 20, 2018; and new Saturday-only service to Port-au-Prince, Haiti, beginning Dec. 22, 2018.
“No one better connects New York to the world than Delta,” said Chuck Imhof, Vice President — New York and Sales, East. “We offer our customers more flights to more destinations than any other airline and we’re excited to add more flights to the Caribbean to our strong network portfolio.”
This winter, Delta will operate up to 145 flights per week to 16 Caribbean destinations from JFK. The new schedules are as follows:
New York (JFK) – Nassau, The Bahamas (NAS) Flight Number Departs Arrives Frequency DL494 JFK at 1:45 p.m. NAS at 5:10 p.m. Daily DL799 NAS at 6 p.m. JFK at 9:10 p.m. Daily
New York (JFK) – Kingston, Jamaica (KIN) Flight Number Departs Arrives Frequency DL2841 JFK at 7:40 a.m. KIN at 12:05 p.m. Daily DL2843 KIN at 8 a.m. JFK at noon Daily
New York (JFK) – Port-au-Prince, Haiti (PAP) Flight Number Departs Arrives Frequency DL2716 JFK at 8:35 a.m. PAP at 12:50 p.m. Saturdays only DL2718 PAP at 1:55 p.m. JFK at 5:55 p.m. Saturdays only
Flights to Kingston will operate on Boeing 737-800 aircraft, with 16 First Class seats, 36 Delta Comfort+ seats, and 108 Main Cabin seats. Flights to Nassau and Port-au-Prince will operate on Airbus A320 aircraft featuring 16 First Class seats, 18 Delta Comfort+® seats, and 126 Main Cabin seats. | aerospace |
https://tnthelicopters.co.nz/portfolio-item/old-ship/ | 2021-09-24T06:04:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057504.60/warc/CC-MAIN-20210924050055-20210924080055-00707.warc.gz | 0.871061 | 279 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__22552698 | en | Have the best, adrenalin-packed helicopter experience flying over stunning mountains, seas, rivers and beaches in one of the most beautiful parts of New Zealand.
- You fly the helicopter
- Experienced Instructor at your side
- No prior experience needed
- Flight time can count towards your pilot’s licence.
The programme starts with a short briefing from your pilot about the aircraft, the flight, and safety instructions. You’re shown around the helicopter while your pilot explains the controls and how they operate the aircraft.
Once in the air you will operate each control and be given the opportunity to take full control of the helicopter. There’ll be some exciting flying movements involved, including low level flying and hovering (everyone’s favourite!).
You will be in a training helicopter with full dual controls which your instructor can take back any time if required.
Prices start from $250 for 20mins, $350 for 30 minutes, $450 for 45 minutes and $600 for a full hour’s flying.
To contact us for more information, to book, and for directions to U Fly Heli, take a look at our contact page
The gift of flight
Want to give a loved one the experience of a lifetime? Give them a U Fly Heli gift voucher! Just contact us and we’ll organise the rest! | aerospace |
https://www.allmovie.com/movie/apollo-9-spider-takes-flight-v322931 | 2017-10-19T00:10:44 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187823168.74/warc/CC-MAIN-20171018233539-20171019013539-00605.warc.gz | 0.901317 | 127 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__303003477 | en | Synopsis by Jason Buchanan
In this release that takes space-exploration enthusiasts into orbit for the first manned flight of Apollo 9, television transmissions and onboard footage combine with training, launch, and recovery footage to paint the most vivid portrait of this vital mission ever seen outside the control rooms of NASA. If it weren't for the success of Apollo 9, mankind may have never set foot on the moon. Here, as science-fiction becomes scientific reality, audiences can witness firsthand just how the space race finally kicked into full gear.
astronaut, NASA, spacecraft, space-exploration, space-shuttle, space-travel | aerospace |
https://www.clarendonsf.com/about-us/news | 2021-02-24T17:56:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178347293.1/warc/CC-MAIN-20210224165708-20210224195708-00628.warc.gz | 0.875302 | 444 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__15135635 | en | We're proud to have been part of Project Pit Lane and helped in the fight against Covid-19.
Well done to the team for pulling together through these exceptional times.
Clarendon Specialty Fasteners expands SEMS Screw range for the Aerospace, Defence, Space, Avionics & Motorsport markets.
With the ongoing demands of size and weight reduction of electrical assemblies, PCB’s and avionics equipment, Clarendon Specialty Fasteners have increased their SEMS Screw (Pre-assembled Screw & Washers) to include a micro sized range.
CLARENDON SPECIALTY FASTENERS ANNOUNCES ACQUISITION OF CR SYSTEM COMPONENTS GMBH
CR System and Components has today (12th December 2019) been acquired by Clarendon Specialty Fasteners Ltd. Click below to read the official announcement.
AIX | HAMBURG MESSE
Aircraft Interiors is coming! In just 4 weeks time the #AIX19 doors will open.⠀
We're a leading stocking distributor of aerospace fasteners, specialising in the aircraft interiors market. We look forward to welcoming at stand 6A80.⠀
JEC World | PARIS-NORDE VILLEPINTE
Join us for our first time exhibiting at JEC World in Paris, the leading international composites show.
We specialise in fastening components for sandwich panel structures & composites for the aircraft interiors market & high end motorsport applications.
You've Probably Flown with our Fasteners
Did you know our fasteners were used on the first Concorde? 2019 celebrates the 50th anniversary of Concorde's first flight.
Read our editorial in the Birmingham Business Post February edition... http://ow.ly/JkX230nMANW
Official Announcement - Clarendon Specialty Fasteners, Inc.
Clarendon Specialty Fasteners is the new name for Coast Fabrication
Following the acquisition by Clarendon Specialty Fasteners in October 2017, Coast Fabrication will now trade as Clarendon Specialty Fasteners with effect from 1st January 2018. | aerospace |
https://www.dutyfreeinformation.com/wizz-air-adds-lisbon-and-kharkiv-to-london-luton-schedule/ | 2022-06-30T08:28:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103669266.42/warc/CC-MAIN-20220630062154-20220630092154-00205.warc.gz | 0.921518 | 453 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__200532506 | en | Wizz Air has further expanded its London Luton base with the allocation of a ninth A321 Airbus aircraft and the launch of two new routes to the Portuguese capital of Lisbon and Ukraine’s second largest city, Kharkiv.
Seats are on sale from today.
UK travellers now have the opportunity to explore one of Ukraine’s major cultural and scientific centres in Kharviv from mid-November, and experience the liveliness of Lisbon from the end of October.
The newly allocated aircraft means that Wizz will increase the flight frequency of three existing London Luton routes.
Flights to Pristina, the capital of Kosovo, will increase from three to five a week; flights to the Albanian capital of Tirana will increase from three to four a week; and flights to Satu Mare in Romania from two to three a week.
By the end of the year, Wizz Air’s local team in London Luton will have grown to more than 350 aviation professionals.
The new services bring the total number of new UK routes for 2018 to 19, and the number of new routes from London Luton to 14, including Larnaca, Tirana, Tallinn, Bratislava, Lviv, Athens, Keflavik, Eilat, Grenoble, Verona, Bari and Tromsø.
Currently the second largest operator at London Luton, 2018 has been a year of significant growth for Wizz Air’s Luton operations, with 7.17 million seats on sale on 53 routes, representing a 20 per cent increase year-on-year.
Wizz Air chief corporate officer, Owain Jones, said:
“New opportunities for Wizz Air’s UK customers to travel to more and more exciting destinations just keep on coming.
“Our ninth brand new Airbus A321 aircraft will arrive at London Luton at the end of 2018, allowing us to launch two new routes from London Luton to Lisbon and Kharkiv as well as increase frequencies on some of our most in-demand flights to Pristina, Tirana and Satu Mare.”
Read the full article at Breaking Travel News | aerospace |
https://franklin.library.upenn.edu/catalog/FRANKLIN_9971115993503681 | 2021-09-17T04:16:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780054023.35/warc/CC-MAIN-20210917024943-20210917054943-00218.warc.gz | 0.827869 | 112 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__141421064 | en | Provides information on NASA's unmanned Voyager 1 and 2 spacecraft, launched in 1977 and at present on their way to explore the periphery of the solar system. Considers funding and future for Voyager programs, and reviews 109th Congress legislative activities.
Record is based on bibliographic data in ProQuest U.S. Congressional Research Digital Collection (last viewed Dec. 2010). Reuse except for individual research requires license from ProQuest, LLC. CRS Report.
Microfiche version: Library of Congress. Congressional Research Service. NASA's Voyager Spacecraft | aerospace |
https://www.nmgaerospace.com/careers/students-new-graduates/ | 2022-01-29T01:28:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320299894.32/warc/CC-MAIN-20220129002459-20220129032459-00583.warc.gz | 0.942949 | 156 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__59878674 | en | NMG Machinist Apprentice Program
NMG’s apprenticeship program is a structured learning opportunity where participants gain highly technical skills through a combination of on-the-job training and classroom education. Upon successful completion of this 4-year program, you will have the skills and experience needed to be successful in the technically advanced field of aerospace and industrial machining.
Participating in the creation of complex parts and equipment for aircraft and other industrial products.
An “earn and learn” educational experience with wages that progress based on levels of achievement and ability
FREE tuition for apprenticeship courses, as well as ongoing tuition assistance for continuing education
Dedicated, highly-skilled coaches and mentors
Challenging, steady work that involves mental and physical skills | aerospace |
http://www.flygosh.com/2013/07/airbus-380-exceptional-opportunities.html | 2014-07-25T19:57:00 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997894689.94/warc/CC-MAIN-20140722025814-00223-ip-10-33-131-23.ec2.internal.warc.gz | 0.91911 | 245 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__48839480 | en | Do you want a once in a lifetime opportunity? Make the move that moves you forward. Tomorrow you could be flying the world's largest passenger aircraft, living in dynamic Dubai and experiencing an expanding route network across six continents. You could be earning a tax-free salary, with generous benefits and a secure, sunny lifestyle. Outstanding career opportunities at Emirates range from command to technical pilots, training, recruitment and management.
We are currently hiring First Officers direct on to the A380 fleet.
First Officer A380
- 3000 hours multi-engine, multi-crew, Jet with MTOW 50+Tonnes which must include1500 hours and current on modern fly by wire Airbus aircraft
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For further information please visit www.emirates.com/pilots
For a comprehensive guide to help you secure a pilot job, you might want to download my book at This is HOW YOU can become a Pilot - FlyGosh Pilot Secrets
As you may already be aware that I have max out my facebook 5000 friends limit therefore to continue to get updates on latest news and jobs opportunity for both pilots and cabin crew, you can LIKE the Fly Gosh Fan Page by clicking HERE | aerospace |
https://www.yjc.ir/en/news/13345/russia-us-agree-to-create-1st-lunar-space-station | 2023-06-05T17:22:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652149.61/warc/CC-MAIN-20230605153700-20230605183700-00488.warc.gz | 0.947323 | 325 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__95636029 | en | TEHRAN, Young Journalists Club (YJC) - "The partners intend to develop international technical standards which will be used later, in particular to create a space station in lunar orbit," the Russian space agency, Roscosmos, said in a statement on Wednesday, after the signing of an agreement at an astronautical congress in Adelaide, Australia.
The Russians and Americans would cooperate to build the systems needed to organize scientific missions in lunar orbit and to the surface of the moon, the agency added.
In a mission statement for the project, the US space agency, NASA, also said it was “leading the next steps into deep space near the moon, where astronauts will build and begin testing the systems needed for challenging missions to deep space destinations including Mars.”
“The area of space near the moon offers a true deep space environment to gain experience for human missions that push farther into the solar system, access the lunar surface for robotic missions but with the ability to return to Earth if needed in days rather than weeks or months,” it added.
The first modules of the station will be completed as soon as 2024, with construction starting in 2022.
The moon ship would be open to astronauts and cosmonauts from around the world.
Meanwhile, the Roscosmos head, Igor Komarov, said the project would be open for other states, including China and India, to join, Presstv reported.
The announcement of the joint cooperation comes as relations between Moscow and Washington have been strained by a number of issues, including the crisis in eastern Ukraine and the Syrian war. | aerospace |
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