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https://www.kdevelopedia.org/resource/view/05201501260136440.do | 2021-01-25T20:52:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703644033.96/warc/CC-MAIN-20210125185643-20210125215643-00267.warc.gz | 0.78413 | 293 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__51885818 | en | The Republic of Korea (ROK or South Korea) is an emerging space-faring nation seeking to expand its space capabilities in the realms of science, communications, commerce, and national security affairs. The country has passed three important space milestones: the launch of Korea’s first satellite, Kitsat-1 (Uribyŏl-1) on 10 August 1992; manned space flight by Korea’s first astronaut, Yi So-yeon (Yi So-yŏn), on 8 April 2008; and the successful satellite launch with an indigenous Naro (KSLV-1) space launch vehicle (SLV) on 30 January 2013.
Korea now has ambitious plans to develop powerful space launchers, advanced satellites, lunar probes, and deep space exploration capabilities. Seoul’s space ambitions partially have been driven by an inter-Korean space rivalry,1 but the two Korean space programs have significant differences. (The rest omitted)
- Joining the Asia space race
- Pinkston, Daniel A.
- Korea Economic Institute of America
Joining the Asia space race
South Korea's space program
Washington, DC : Korea Economic Institute of America
|Series Title; No||Academic Paper Series|
|Subject Country||South Korea(Asia and Pacific)|
|Subject||Industry and Technology < Science/Technology|
|Holding||Korea Economic Institute of America| | aerospace |
http://www.challengernm.org/about-us.php | 2013-05-21T09:31:30 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699856050/warc/CC-MAIN-20130516102416-00063-ip-10-60-113-184.ec2.internal.warc.gz | 0.894105 | 576 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__108649929 | en | ABOUT CHALLENGER LEARNING CENTER NEW MEXICO
The Challenger Center New Mexico completely engages students in an exciting simulated space mission adventure that includes a realistic Mission Control room and an orbiting Space Station, produced with guidance from NASA. Students are momentarily transformed into astronauts, scientists, engineers, researchers, journalists, even artists as they work collaboratively to solve problems, make decisions and share in the thrill of victory.
The mission is accomplished when the student crews come away inspired with a life-long passion for exploration and learning that will help them command their own destinies.
Dedicated to the educational spirit of the space shuttle Challenger Mission 51-L, the Challenger Center for Space Science Education develops learning centers and other educational programs worldwide to engage students in science, technology, engineering, and math education. The Challenger Learning Center New Mexico is part of a network of over 50 centers around the world.
Challenger Learning Center New Mexico uses students’ natural enthusiasm for space to create innovative learning experiences for imaginative minds. By transforming the way teachers teach and students learn, the Challenger Learning Center is creating a new generation of explorers.
THE CHALLENGER EXPERIENCE
A visit to the Challenger Learning Center is not a field trip – it’s a unique hands-on learning experience that completely engages students in an exciting simulated space mission that includes a realistic mission control and an orbiting spacecraft – produced with guidance from NASA. Students are transformed into astronauts, scientists, engineers, and researchers as they work collaboratively to solve problems, make decisions, and share in the thrill of victory through accomplishing their mission.
ALIGNMENT WITH STATE ACADEMIC CONTENT STANDARD
Curriculum Connection – At a Glance
All simulation programs align with national and state science, math, language arts, and social studies standards.
Message to Teachers…
The Challenger Learning Center simulation is a great opportunity for students of any age, with special emphasis on grades 5 – 8 and 9 – 12, to do science in a fun, yet educational way. The activities offered cover topics in physics, chemistry, earth science, and biology. Plans for all the activities are provided, but the teacher can adapt the program to different abilities and grade levels.
Key Benchmarks Addressed
- Understand the processes of scientific investigation and how scientific inquiry results in scientific knowledge.
- Use scientific methods to develop questions, design and conduct experiments using appropriate technologies, analyze and evaluate results, make predictions, and communicate findings.
- Use mathematical ideas, tools, and techniques to understand scientific knowledge.
- Describe and explain forces that produce motion in objects.
- Describe how the concepts of energy, matter, and force can be used to explain the observed behavior of the solar system, the universe, and their structures.
- And more… | aerospace |
http://warnesysworld.com/scaneagle-orders-for-indonesia-malaysia-the-philippines-and-vietnam/ | 2019-08-25T04:09:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027322170.99/warc/CC-MAIN-20190825021120-20190825043120-00529.warc.gz | 0.936552 | 180 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__61836835 | en | Above: A ScanEagle prepares for launch in Helmand, Afghanistan, on April 14, 2016. An order for 36 of the type for four AsiaPacific countries was announced yesterday. US DoD/Lt Charity Edgar
FOUR COUNTRIES in the AsiaPacific region are to receive ScanEagle unmanned air vehicles following an order placed with manufacturer Insitu Inc by US Naval Air Systems Command. The $47,930,791 Foreign Military Sales contract, awarded yesterday, May 31, covers 34 ScanEagles for the governments of Indonesia, Malaysia, the Philippines and Vietnam. These will comprise eight for Indonesia, 12 for Malaysia, eight for the Philippines and six for Vietnam.
The order also provides for spare payloads, spare and repair parts, support equipment, tools, training, technical services, and field service representatives. Work on the contract is expected to be completed in March 2022. | aerospace |
https://www.morelux-pole.cn/news/407.html | 2021-10-22T00:08:43 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585449.31/warc/CC-MAIN-20211021230549-20211022020549-00002.warc.gz | 0.872799 | 474 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__180939087 | en | Aluminum alloy is the most widely used non-ferrous metal structural materials in industry, in aviation, aerospace, automotive, machinery manufacturing, shipbuilding and chemical industry has been a large number of applications.With the rapid development of science and technology and industrial economy, the demand for aluminum alloy welded structural parts is increasing day by day.The extensive application of aluminum alloy promotes the development of aluminum alloy welding technology, and the development of aluminum alloy welding technology expands the application field of aluminum alloy, so the welding technology of aluminum alloy is becoming one of the research hotspots.
The density of pure aluminum (rho = 2.7 g/cm3), is about 1/3 of the iron, low melting point (660 ℃), aluminum is face-centered cubic structure, therefore, has the very high plasticity (delta: 32 ~ 40%, and bits of: 70 ~ 90%), easy to machining, can be made into all kinds of shapes, plates, corrosion resistant performance is good.However, the strength of pure aluminum is very low and the annealed state sigma b value is about 8kgf/mm2, so it is not suitable to be used as a structural material.Through long-term production practice and scientific experiments, people gradually add alloy elements and use heat treatment methods to strengthen aluminum, which has obtained a series of aluminum alloy.
Advantages of aluminum alloy lamp pole:
1. Good anti-corrosion performance
2. Abundant surface treatment methods
3. Maintenance free
4, light weight, convenient transportation and installation
5. Plug-in installation can be adopted
6, than iron lamp pole and FRP lamp pole life longer
7. 100% recycling, low melting temperature, energy saving and emission reduction
8. Less amplitude than the fiberglass lamp pole
The defect of aluminium alloy lamp pole: opposite iron lamp pole, the intensity of aluminium alloy lamp pole is some lower relatively, nevertheless can pass the heat treatment of later period, make the intensity of aluminium alloy lamp pole achieves the standard of T6.
Because aluminium alloy lamp pole is specific other lamp pole is incomparable numerous advantage, be in so euramerican wait for developed country, aluminium alloy lamp pole has been used very commonly, at present domestic still is in initial stage. | aerospace |
http://www.airpower.maxwell.af.mil/airchronicles/apj/apj06/fal06/poynor.html | 2017-06-25T13:56:04 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320532.88/warc/CC-MAIN-20170625134002-20170625154002-00294.warc.gz | 0.918854 | 1,052 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__143400338 | en | Approved for public release; distribution is unlimited.
Document created: 1 September 06
Air & Space Power Journal - Fall 2006
Lt Col D. Robert Poynor, USAF, Retired
REVISED AIR FORCE Doctrine Document (AFDD) 2, Operations and Organization, 27 June 2006 (available at http://afdc.maxwell.af.mil), has undergone significant updating since its publication in 2000. Restructured for better presentation of key ideas, it introduces much new material. For example, chapter 1 lays out an important point: “Due to its speed, range, and three-dimensional perspective, air and space power operates in ways that are fundamentally different from other forms of military power; thus, air power and space power are more akin to each other than to the other forms of military power” (emphasis in original) (p. 1). This statement cements the bond between air and space, clarifying why it makes sense to have the two domains resident in a single service. Having identified the inextricable bond that exists between them, AFDD 2 then acknowledges that air and space power is
not monolithic in organization and presentation. Because it encompasses a wide range of capabilities and operating environments, it defies a single, general model for organization, planning, and employment. . . . At the focus of operations within any region, it is possible to place the collective capabilities of air and space power in the hands of a single Airman through an adroit arrangement of command relationships, focused expeditionary organization, reachback, and forward deployment of specialized talent. (emphasis in original) (p. 1)
This recognition of different organizational models and ways to effectively tie them together lies at the heart of AFDD 2.
A new chapter on operations contains the Air Force’s thinking on effects-based operations as well as an updated discussion of the range of military operations (ROMO). The ROMO model presented here is just that—a model. Arguably, one could create other models and titles for operations within the ROMO. More importantly, one must understand that Airmen may find themselves participating in a spectrum of military tasks and that joint and service doctrine already defines those types of operations.
The document offers another new subject—homeland operations—treating it separately from the ROMO discussion for emphasis. The text explains the types of tasks Airmen might perform in this environment and examines some unique organizational considerations. A new section on the political dimension of smaller-scale contingencies captures material previously contained in AFDD 2-3, Military Operations other than War, 3 July 2000, now rescinded following the approval of AFDD 2. This section talks to such issues as restraint, legitimacy, unity of effort in multilateral operations, and perseverance. AFDD 2 also touches on conflict termination, transition to follow-on operations, and redeployment.
The document’s authors have expanded the chapter on Air Force organization afield, based on recent experience. Some discussion remains familiar, such as the basic structure of the air and space expeditionary task force (AETF) and the roles of the commander, Air Force forces (COMAFFOR) as well as the joint force air and space component commander. One also finds a broader, clarified treatment of command relationships—easily the squeakiest wheel in many joint scenarios—again based on lessons learned. A new section addresses the integration of regionally based and functionally organized forces, picking up the theme introduced at the beginning of the publication.
An added chapter on joint organization, paralleling the discussion of Air Force organization, explains how the AETF plugs into a joint force and offers other nuggets regarding air and space power within such a force. The chapter on planning considerations now includes details regarding effects-based operations in planning. In its revised treatment of air and space operations centers, AFDD 2 now touches on air-mobility and space-operations centers, organization, and processes. Furthermore, the revamped A-staff discussion incorporates current responsibilities.
The document deliberately omits any explication of the new Air Force component headquarters / war-fighting headquarters (AFCHQ/WFHQ) because the governing directives and shape of this organization remain under development. One should note that the AFCHQ/WFHQ leverages principles contained in AFDD 2: responsibilities of the COMAFFOR, structure of the AETF, and lash-up of command relationships and authorities already presented in the publication. Details of the AFCHQ/WFHQ will appear later in appropriate policy directives.
The Air Force’s meatiest doctrine publication, AFDD 2 describes much of what the service does at the operational level of war. This revision gives our Airmen the latest doctrinal principles about planning, organizing, and conceptualizing operations.
The conclusions and opinions expressed in this document are those of the author cultivated in the freedom of expression, academic environment of Air University. They do not reflect the official position of the U.S. Government, Department of Defense, the United States Air Force or the Air University
[ Back Issues | Home Page | Feedback? Email the Editor ] | aerospace |
https://moonviews.com/?p=176 | 2021-04-11T04:42:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038060927.2/warc/CC-MAIN-20210411030031-20210411060031-00291.warc.gz | 0.954385 | 221 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__236783302 | en | [Click on image to enlarge] Keith’s note: This image was taken on 21 November 1966 by Lunar Orbiter II at an altitude of 44 miles. The image is taken from frame 92, Framelet 445, and has resolution is 0.98 meters/pixel. As such the large boulder that has left a trail is around 6-7 meters in diameter. The image on the left shows the highest resolution image available online at LPI. On the right is the raw unproceesed image we retrieved this afternoon. While the large boulder’s trail is seen in both images, the details of that trail and the rest of the boulder field are much sharper in our newly retrieved image.
By coincidence this large boulder is very similar in size to “House Rock” a large boulder north of the Haughton Mars Research Station on Devon Island. That’s me standing on top if it.
This rock is a favorite place to pose for photos and was named after the large rock that Astronaut Jack Schmitt posed next to during the Apollo 17 mission. | aerospace |
https://www.americanahblog.com/chinas-space-capabilities-threaten-the-us/ | 2022-09-29T23:28:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335396.92/warc/CC-MAIN-20220929225326-20220930015326-00630.warc.gz | 0.956304 | 525 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__231017560 | en | China’s space capabilities threaten the US #Chinas #space #capabilities #threaten Welcome to Americanah Blog, here is the new story we have for you today:
China’s space operations are outpacing the United States by a 2-1 stance, posing an “incredible threat,” the chief warned on Sunday.
General David Thompson appeared on Fox News Sunday, telling moderator Chris Wallace that while the US is “still the best in the world” with its new borders, China is progressing at an “incredible pace”. Confirmed that we are launching many satellites. Space as fast as the United States
“Our abilities are the best in the space world, but they move aggressively,” Thompson said. “They are moving fast and need to adjust their approach.”
The general explained how China threatens the United States from space.
Thompson also said China conducted his anti-satellite test in 2007. This is similar to last month’s Russian demolition test in which the Kremlin knocked out one of its own satellites that had been disabled.
“(The Chinese) have space robots to attack,” Thompson said. “They can perform jamming attacks and laser blending attacks. They have complete cyber skills.”
“It’s an absolutely incredible threat that we have to face now and in the future,” he said.
The Space Force was created to understand these threats and develop tactics and techniques to counter them.
“If they propose to attack us with space robots or otherwise, it is our job in the Space Force to ensure that countermeasures, tactics, and means are in place to prevent the success of this attack.” said Thomson. One method the Space Force uses to counter potential space threats is to launch swarms of low-cost satellites. The individual capabilities of each satellite are low, and together they are comparable to the capabilities of previous satellites that were individually expensive, sophisticated, and launched in small groups. Thompson said the idea was to make attempts to attack these satellites in space “not very worthwhile.”
Thompson, meanwhile, said the United States is seeking to facilitate talks with China and Russia on appropriate and safe behavior in space.
“Discussions are ongoing. They have made proposals, and so have we,” he said, adding that recent negotiations have not progressed much.
China’s space capabilities threaten the USCheck all news and articles from the latest Space news updates. | aerospace |
https://cla.auburn.edu/news/articles/alumni-spotlight-jared-hodge-delta-airlines/ | 2023-03-22T12:08:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943809.76/warc/CC-MAIN-20230322114226-20230322144226-00492.warc.gz | 0.978747 | 479 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__252473836 | en | Alumni Spotlight: Jared Hodge, Delta Airlines
Jared Hodge graduated from Auburn University in 2003 with a Bachelor of Science degree in professional flight. Early in his collegiate career, Hodge developed a passion for flight education and helping others succeed in their aviation training. He devoted time to proudly bleeding orange and blue as both a member of the War Eagle Flying Team, as well as a decathlete on the Auburn Track & Field team. In his senior year, Hodge served as president of the War Eagle Flying Team. After he completed his flight training at Auburn, he secured an internship at Atlantic Southeast Airlines (ASA) in Atlanta, Georgia, in his junior year. During that internship, Hodge worked for the vice president of flight operations and the chief pilot office.
After graduation, Hodge took his passion for teaching to Pensacola, where he taught military pilots basic and advanced flying fundamentals as a civilian instructor. He then flew for a fractional leasing company, operating various Cessna Citation jets throughout the United States, Mexico and Canada. In 2005, he accepted a pilot position with ASA and flew the CRJ-200, 700 and 900 aircraft as a first officer and captain.
In 2010, Hodge accepted a pilot position with Delta Air Lines and began his Delta career as a first officer flying the McDonald Douglas MD-88. He has served in various roles at Delta over the last 10 years, including flight operations duty manager in Delta’s Operations Command Center, pilot brand ambassador, and recruiter for the pilot recruitment team.
Currently at Delta, Hodge is a captain on the Airbus A319, A320 and A321, and he is a pilot instructor on the fleet. He also qualifies as an aircrew program designee, where he is authorized by the Federal Aviation Administration (FAA) to conduct examinations, perform tests and issue approvals and A320 certificates on behalf of the FAA. As a training instructor, he works with his department to develop innovative teaching methods and new technology to improve the success of other Delta pilots.
Hodge gives credit to his Auburn degree, “I would not be in the position I am in now if it were not for the resources provided by Auburn University. Auburn taught me more than how to fly. Auburn taught me how to be a servant leader at work and in my community.” | aerospace |
https://airpower.airforce.gov.au/?text=&items_per_page=9&page=21 | 2023-02-04T16:25:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500140.36/warc/CC-MAIN-20230204142302-20230204172302-00039.warc.gz | 0.893611 | 181 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__226266150 | en | The Air and Space Power Centre develops strategic thinkers who inform policy and decision making on Air and Space Power's future shape, structure and employment by the Joint Force. Discover Contribute Connect with our Podcast "Consume-Contest-Contribute" Wrigley Prize The Corporal Margaret Clarke Award Air/Space The air/space blog provides insight into topical challenges and opportunities from a range of authors with an interest in air and space power, and strategic planning. Publications ASPC commissions, publishes and discusses a range of publications aimed at generating new thinking for a range of challenges Australia, Defence and Air Force faces now and will face in the future. Seminars ASPC runs a number of informative and engaging events throughout the year, and is responsible for the biennial Air and Space Power Conference. Contribute Click here to see the options available to you for contributing to the Air and Space Power body of knowledge. | aerospace |
https://www.1001modelkits.com/rc-helicopters/107760-hirobo-s0830304905-embla-450e-flybarless.html | 2020-08-07T04:04:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737152.0/warc/CC-MAIN-20200807025719-20200807055719-00125.warc.gz | 0.682236 | 245 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__183533270 | en | RC helicopter EMBLA 450E FLYBARLESS
EMBLA 450E FLYBARLESS
sensitive Drop the price of this model from February 2013 Electric Helicopter 450 Class Comes in kit form with painted bubble and decorated p>.
version without rotor head flybar for blazing performance 3D flight. Carbon flanks, head rotor, tail rotor, swash plate and wash-out aluminum for high reliability even under very high stress p>.
Comes with electric motor and electronic speed control p>.
Requires use of a 3-axis gyroscope (not supplied).
Features: strong> p>
- Beginner span> li>
- Supplied in kit span> li>
- Length 657 mm span> li>
- Height 198 mm span> li>
- Weight 880 g span> li>
- Main rotor diameter 725 mm span> li>
- 153 mm diameter rear rotor span> li>
- Type radio 6 span> li>
- Number of servos needed 4 span> li> Ul>
Reference : 0830304905
Other tags : S0830304905 - S833495 - 833495 | aerospace |
https://www.narcity.com/news/ca/qc-en/woman-banned-from-air-canada-was-forced-to-pay-dollar8000-on-plane-tickets | 2020-10-26T07:01:20 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107890586.57/warc/CC-MAIN-20201026061044-20201026091044-00054.warc.gz | 0.988463 | 952 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__8285512 | en | A Quebec Woman Has Spent $8,000 On Flights After She Was Kicked Off An Air Canada Plane
She was also banned for life from Air Canada flights.
A Quebec woman has been left “mentally and financially devastated” after her and her daughter were removed from an Air Canada flight and ended up having to pay nearly $8,000 to return home. According to the woman, Air Canada also failed to notify the pair that they were banned from flying with the airline, resulting in further humiliation and embarrassment when they tried to board the next Air Canada flight home.
Mother and daughter Ana Constantin and Lisa Maria Paun were heading home to Montreal last month, following a vacation to visit their family in Bucharest, Romania. When the duo boarded their Air Canada flight home, they were allegedly told that the flight was delayed as some passengers had their seats reassigned.
Paun told CBC News that she and her mother were told by airline staff to return to their seats, but they were unable to as someone else had been seated in them. It was then that things took a turn for the worse. According to Paun, the flight attendant became increasingly frustrated with the pair, accusing them of not co-operating.
Upset and annoyed with the situation, the mother and daughter refused to disembark the aircraft, causing police officers to be called to the scene. Paun described the situation as “embarrassing and humiliating.”
From then on, their experience went from bad to worse, as Constantin and Paun were stranded for two days in Bucharest. A flight attendant had assured them that they’d be rebooked on an alternative Air Canada flight, but other staff later told them this would not be the case.
Having no other choice, the duo rebooked their flight for August 4 and paid Air Canada $3,916 in order to get them home. While they successfully managed to board the first leg of their flight with partner airline Lufthansa, when the pair arrived in Frankfurt to board their Air Canada flight to Montreal, they were stopped at the boarding gate.
They were informed they had been banned from all Air Canada flights, and would not be allowed to return home on one of their aircrafts. Constantin was gobsmacked to hear this news, as this was the first they’d heard of being banned from the airline.
This comes only a week after Air Canada hit the headlines, having been accused of, in order to board her plane.
Forced to rebook yet another flight home with a different airline, they then paid another $3,842 for two seats on an Austrian Airlines flight. Constantin told CBC News that, all in all, the whole ordeal cost more than $8,000 in airfare, hotels and added expenses, just to get home.
According to a statement from Air Canada, the pair were “verbally abusive” to the crew on the first flight, refusing to take their seats or stow their carry-on bags. A spokesperson for the airline added, “Air Canada has a zero-tolerance policy for disruption and outright refusal to follow safety directions.”
Air Canada explained that while they had sent Constantin and Paun a letter detailing the information about their flight ban, it would have arrived in the mail at their home address. Constantin confirmed the letter did arrive, but not until days after she had arrived home.
Airlines do have the right to refuse boarding to any passengers that are deemed a potential safety-risk to a flight. However, Transport Canada states that passengers should be informed of any conditions of their ban at the time it is given.
In a statement to Narcity, Air Canada confirmed that "during the boarding of this flight from Bucharest to Toronto, two passengers became verbally abusive to the crew as well as to passengers, refusing to take their assigned seats or safely stow onboard luggage in preparation for departure. Efforts by the crew to explain safety requirements, provide alternative solutions including offers to re-accommodate seating after take-off, and de-escalate the situation were unsuccessful."
They continue, saying, "Air Canada has a zero-tolerance policy for disruption, abusive, threatening language or behaviour towards its crew or towards other passengers, or refusal to follow safety directions, and for the comfort and safety of other customers and the crew, a difficult decision was taken to have the flight depart without these customers. We note that local authorities were involved in assisting to de-escalate to no avail. Air Canada has since been in touch with the passengers concerning their future travel and unused tickets." | aerospace |
https://punchng.news/spacex-elona-muska-raises-850-million-in-capital.html | 2021-02-28T18:38:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178361723.15/warc/CC-MAIN-20210228175250-20210228205250-00268.warc.gz | 0.939124 | 146 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__148413462 | en | SpaceX billionaire Elon Musk has raised about $ 850 million in capital, a private rocket launch service announced on Tuesday.
The private space company raised $ 1.9 billion in August in its largest single round of fundraising, according to financial software vendors and PitchBook data.
The latest round reportedly raised the valuation of the company, whose investors are Alphabet Inc and Fidelity Investments, to about $ 74 billion.
Earlier this month, a prototype of SpaceX’s Starship rocket exploded during a landing attempt after a test launch at high altitude.
The SN9 prototype was a test model of a rocket for heavy cranes that the company developed to transport people and 100 tons of cargo in future missions to the Moon and Mars. | aerospace |
https://www.jsc.nasa.gov/Bios/htmlbios/hammond.html | 2017-04-24T03:25:02 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118963.4/warc/CC-MAIN-20170423031158-00500-ip-10-145-167-34.ec2.internal.warc.gz | 0.946393 | 1,069 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__79026165 | en | National Aeronautics and Space Administration
Lyndon B. Johnson Space Center
Houston, Texas 77058
L. Blaine Hammond, Jr. (Colonel, USAF, Ret.)
NASA Astronaut (former)
PERSONAL DATA: Born January 16, 1952, in Savannah, Georgia, but considers St. Louis, Missouri, as his hometown. Son, Michael Blaine. He enjoys tennis, golf, racquetball, squash, snow skiing, sailing, and scuba diving.
EDUCATION: Graduated from Kirkwood High School, Kirkwood, Missouri, in 1969; received a bachelor of science degree in engineering science and mechanics from the U.S. Air Force Academy in 1973, and a master of science degree in engineering science and mechanics from Georgia Institute of Technology in 1974.
ORGANIZATIONS: Member of the Air Force Academy Association of Graduates, Air Force Association, and the Order of Daedalians.
SPECIAL HONORS: Distinguished Graduate USAF Academy, Commander’s Trophy, and Flying Training Award in Undergraduate Pilot Training. Defense Superior Service Medal, 2 NASA Space Flight Medals, 2 Air Force Commendation Medals.
EXPERIENCE: Hammond received his pilot wings at Reese Air Force Base, Texas, in 1975. He was assigned to the 50th Tactical Fighter Wing 496th Tactical Fighter Squadron, Hahn Air Base, Germany, flying the F-4E from 1976 to 1979. In 1979-1980, he was an Instructor Pilot in the F-5B/E/F at Williams Air Force Base, Arizona, training a variety of foreign national students. He attended the Empire Test Pilot School (ETPS) at A&AEE Boscombe Down, United Kingdom, in 1981. Hammond returned to Edwards Air Force Base, California, in 1982, where he managed several projects in the 6512 Test Squadron until being assigned as an instructor at the USAF Test Pilot School. As a test pilot school instructor, he flew the F-4/A-7/A-37, and was the High Angle of Attack program monitor, teaching stall/spin theory and flight training.
He has logged over 4,500 hours in 15 American and 10 RAF aircraft.
NASA EXPERIENCE: Selected by NASA in May 1984, Hammond became an astronaut in June 1985, and is qualified for assignment as a pilot/commander on future Space Shuttle flight crews. His technical assignments include having served in Mission Control as an ascent/entry spacecraft communicator (CAPCOM). In that capacity he was directly involved in the decision-making process for flight rules, procedures, techniques, and launch commit criteria. He was also assigned as an Astronaut Support Person (ASP), or "Cape Crusader," responsible for monitoring Orbiter status as it undergoes testing and maintenance at KSC during preparations for the next flight. Hammond also served as the lead astronaut supporting the Shuttle Avionics Integration Laboratory (SAIL) which tests and verifies the flight software for each Shuttle mission. Hammond was the lead astronaut supporting Orbiter software development and changes, including the Global Positioning Satellite (GPS) avionics upgrade. He also worked on designing new cockpit flight instruments/systems displays for the Multifunctional Electronic Display System (MEDS), a major cockpit upgrade to electronic display systems.
Following STS-64, Hammond completed 5 months of intensive Russian language training as preparation for assignment as the Deputy for Operations, Russia. That assignment was subsequently changed to NASA Liaison to USAF HQ/AFSPC, Colorado Springs, where he worked several issues to strengthen ties between NASA, AFSPC, and USAF Astronauts. Hammond was also assigned as Lead Ascent/Entry CAPCOM for missions STS-73 through STS-78. During the same period, Hammond served as the Branch Chief of the Flight Support Branch, supervising CAPCOM and ASP activities. Hammond also served as Branch Chief of the Astronaut Office Safety Branch where he monitored all T-38, Shuttle, and Space Station safety issues.
A veteran of two space flights, Hammond has logged over 462 hours in space. He flew as pilot on STS-39 in 1991, and STS-64 in 1994.
Hammond left NASA in 1998.
SPACE FLIGHT EXPERIENCE: Colonel Hammond flew as pilot of Discovery on STS-39, the first unclassified Department of Defense mission (April 28 to May 6, 1991). He logged 8 days, 7 hours, 23 minutes of space flight. The seven-man crew performed numerous scientific experiments to collect data on atmospheric infrared and ultraviolet phenomena including a deploy and rendezvous in support of the Strategic Defense Initiative Office (SDIO).
He also was the pilot on STS-64 aboard the Space Shuttle Discovery. Mission highlights included: first use of lasers for environmental research; deployment and retrieval of a solar science satellite; robotic processing of semiconductors; use of RMS boom for jet thruster research; first untethered space walk in 10 years to test a self-rescue jetpack. Mission duration was 10 days, 22 hours, 51 minutes.
This is the only version available from NASA. Updates must be sought direct from the above named individual. | aerospace |
http://www.thehobbyguys.com/RC-Helicopters_c2.htm | 2013-06-19T18:53:15 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709037764/warc/CC-MAIN-20130516125717-00030-ip-10-60-113-184.ec2.internal.warc.gz | 0.725915 | 585 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__63846185 | en | Shop RC Helicopters
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https://familyrec.com/product/dimplex-shafts/ | 2023-03-21T20:10:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943746.73/warc/CC-MAIN-20230321193811-20230321223811-00768.warc.gz | 0.838416 | 101 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__21751975 | en | Using golf ball technology, the dimples act as turbulators and induce a stabilizing layer of air around the shaft. This reduces drag and increases lift. The shaft is made from a unique, toughened composite which offers exceptional flight grip.
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https://www.oodaloop.com/briefs/2020/01/08/boeing-737-carrying-at-least-170-crashes-in-iran-after-takeoff-with-no-survivors/ | 2022-11-30T00:54:32 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710712.51/warc/CC-MAIN-20221129232448-20221130022448-00474.warc.gz | 0.942688 | 176 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__37699848 | en | Boeing 737 carrying at least 170 crashes in Iran after takeoff with no survivors
A Boeing 737-800 jet headed for the Ukraine crashed merely minutes after takeoff in Tehran. The plane held 180 passengers and crew; there is no indication anyone onboard has survived. The news was first released by ISNA, the Islamic Society of North America, an umbrella group widely considered Iran’s quasi-official news agency. Local Iranian media has claimed the crash was a result of “technical details.”
This crash follows global aviation authorities grounding the Boeing 737 MAX airliner for ten months after two new Boeings crashed within six months. The October and March 2018 crashes tragically killed 346 people. Boeing hasn’t released a statement yet.
The attack comes merely three hours after the US Federal Aviation Administration banned US civilian carriers from flying over Iranian, Iraqi and Saudi Arabian airspace. | aerospace |
https://francisharoldpotter.com/2015/01/11/accidents-or-happenings-unexpected-encounters-while-flying/ | 2023-04-01T01:26:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949694.55/warc/CC-MAIN-20230401001704-20230401031704-00490.warc.gz | 0.986766 | 3,515 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__211786747 | en | I could feel the vibrations and hear the noise of the departing KC 135 tanker aircraft that early morning as it echoed through the heavy fog. I had just arrived at my office in the headquarters building. Suddenly this noise stopped and a heavy sickening “whooomp” vibrated the air. I stopped moving, waiting for the fog to release the next noise, hoping I wasn’t hearing correctly. Then the sirens started wailing along with the sound of heavy diesel engines straining. Something was wrong.
I had just left the departing aircraft’s parking spot a few minutes earlier after biding good bye to the General and several close friends. I wished the other 20-25 making the flight a “good trip” and left for my office. This was early spring of 1968 at Minot AFB, N D. The M/General and his inspection party had spent the night on base and were departing for Alaska. It was not one of Minot’s better weather mornings. We had fog, that really London type sticky fog that brought visibility down to fifty to a hundred yards. This is the type of heavy fog that quickly puts a water film on your windshield, restricting visibility even more. If the base had minimums for take off now, a few seconds later it wouldn’t have. It was a stinking morning for flying, but they were cleared and planned to depart.
By now I knew what had happened. The aircraft had crashed. I hoped there would be survivors. Arriving at the crash site, I saw no personnel in flight suits standing or running. The fire and rescue crews were busy, there was nothing I could do but watch the fire, be horrified by the great amount of black smoke that the full load of JP 4 can produce, and await the already known results. Later it was confirmed, all on board had perished. All that we who watched could do was ask “why?”
I believe the crash investigation report indicated the General was in the pilot’s seat making the take off. The board concluded the accident was pilot error in that directional control was lost about “nose up” time and a wing tip hit the ground, you know the rest of the story. A sorry day for all.
Now thirty years later, I’ve thought about this accident and others that happened in “my” outfits over the years. None due to combat, just due to circumstances which were not controlled. Makes one wonder why, why did these “accidents” happen? I knew many of the pilots and considered them reliable, proficient and capable. But why did their flying days end this way? If we had been faced with the their circumstances, would the outcome have been different? Here is an account of the accidents I remember and was associated with, some more closely than others . Since memory can be faulty, some dates may be approximate, all are reviewed by date of occurance
I was a newly commissioned 2/Lt. pilot assigned instructor duties in B-25’s at Turner AFB, GA in 1945/46. During that time, one of our B-25’s crashed during a night cross country navigational flight. I knew the pilot, whom I thought was as capable as the rest of us instructors. Don’t recall ever seeing or hearing the board’s findings on the crash, so have no idea why. Inexperience and vertigo possibly? All aboard were lost.
During the winter of ‘47/’48 I was at Tachikawa, Japan, flying cargo aircraft over the far east Pacific area. A C-54 returning to base one dark and stormy night flew into Mt Fuji, killing all on board. The pilot was a good friend and a member of our 6 man quonset family. He had a fair amount of flying time and was very safety conscious. Our instrument approach to Tachikawa at that time was to track outbound on a radio station located in the Tokyo area. The board concluded they tracked outbound on a signal from an incorrect station, taking them into the mountains. All flight crew and passengers were lost on the slopes of Mt. Fuji.
In 1948/’49 I was in Germany flying the Berlin Airlift. One of our planes overshot the runway, ran off the “far end” and crashed. The findings, a case of landing too hot and too long on a slick runway. Again, fatalities.
In approximately 1950, while stationed at Fairfield Suisun AFB, Calif, two B-29 aircraft collided while making high altitude, night RBS (radar bombing scored) simulated bomb runs in the Stockton, CA area. Both crews were lost. The report, one crew was off their assigned altitude. No reason given. There was no radar traffic control to track flights as we have today. How and why would that happen?
Believe it was the winter of ‘52/’53 at Fairfield-Suisun AFB, when we lost another B-29 making a night take-off. It was on one of our deployments to our forward operating base at Guam. The aircraft was loaded to maximum take-off weight. B/Gen. Travis was aboard this aircraft and perished. The base has since been renamed in his honor. The board’s findings, as I recall, was an engine failure at a critical time during take off. Control was lost and the aircraft crashed. A highly qualified instructor/evaluator pilot was in command. Several, but not all, perished.
In December 1949, the 9th Bomb Wing stationed at Mt. Home AFB, Idaho was scheduled to return its 18-20 aircraft and crews from their 90 days of Guam duties. Flying B-29’s, my crew was number 6 for take off, with 30 minutes between aircraft. As my afternoon departure time neared, we heard a radio call from the airborne #4 or #5 aircraft that they had shut down one engine and were returning to Anderson AFB. We were all heavily loaded, had full flight crews, extra freight and from 10-15 additional ground crew members on board. They launched my crew and planned to land the distressed aircraft before the #7 aircraft’s take-off. I learned later the pilot elected to land as soon as he returned. He overshot the final approach turn and increaserd his bank angle to correct. He banked himself into a stall condition and crashed at the approach end of the runway. All on board were killed, including several good friends. The pilot had a good reputation and was certainly not considered fool-hardy. But he made a very big mistake.Why?
In 1957 I was flying B-52’s for the 92 BWH at Fairchild AFB, WA. On Dec 12th of that year, around 1600 hrs, we were waiting our take-off time when a B-52 took off toward the west. A very experienced instructor pilot was on board, also the wing commander. After breaking ground, the aircraft assumed an extremely nose high condition. It climbed steeply to about 500 ft, never recovered, stalled and crashed right wing down. Only the tail gunner, who exited while in the air, escaped. The cause of this unnecessary “accident” was a real “Rube Goldberg” type malfunction. During manufacture the aircraft was assembled with a stabilizer trim motor that was produced with a malfunction in that it would run in the opposite direction of the desired action. To correct for this, the factory people crossed two control wires at a nearby junction box. This made the malfunctioning motor work correctly. On the day of the accident the scheduled plane had a problem with the stabilizer trim motor, so one was cannibalized and installed. Yep, you guessed it, they took the cross wired one and placed it into a correctly wired aircraft. This made it work in reverse. It was not caught on the maintenance checks or the preflight check. (which was later revised to be able to catch such an occurrence) A wing commander, an experienced instructor pilot and crew were needlessly lost. The gunner recovered and continued flying. Why?
Then on Sep 8, ‘58, again around 1600 hours we at Fairchild had another real tragedy. We had several B-52s in the air flying transitional work. One aircraft was on a simulated instrument approach and under the control of the local GCA (ground control approach) unit. I’m not sure if the aircrew had outside vision obscured, but don’t think so. The second aircraft was flying a visual pattern and making touch and go landings using the same approch and runway. The instrument aircraft was on a long final, when the VFR aircraft turned final, turning right into the other aircraft. Obviously, neither saw the other, at least not in time to prevent the accident. A squadron commander, a couple of experienced instructor pilots as well as some 15-16 crew members perished. One extra co-pilot along for training and who was not in a seat was tossed clear while in the air and survived the landing. He was badly injured with nearly every bone broken, but he did survive. A couple years of recovery and intensive therapy got him back into a fairly decent livable condition. I believe the board placed the blame on both aircraft, in that they did not maintain separation as required-a very hard to explain or understand type accident. Again, how could this happen?
In the spring of ‘68 then, was the KC-135 accident at Minot.(already mentioned) Again some very experienced and productive Air Force people lost.
But a couple of the more hard to understand and accept type accidents happened again at Fairchild AFB, WA, one in 1987. The SAC command decided they wanted a heavy aircraft type exhibition team to perform at air shows etc., similar to the “Thunderbirds.” Only this flight demonstration crew, called “ThunderHawks” would consist of B-52’s and KC 135’s. A routine was worked out and approved by higher Headquarters, which had the two planes taking off very close to each other, climbing to a minimum altitude and then doing a series of flyovers, together and separately over the base. The actual altitude planned for these maneuvers was less than 500 ft, sometimes down to 100 or 200. In addition to some criss-crossing and figure 8’s both aircraft were scheduled to make some very steep banked turns so the public could see the “tops of their wings.” Some pilots complained about being selected to fly these maneuvers, and several expressed concern that the plan exceeded the aircraft handbook limitations and was dangerous. However, some crews continued in the program. How many of us can or would tell “the boss” that we can’t perform or don’t approve of a higher Headquarters directed mission? So on Mar 13, 1987 again in late afternoon, such a practice routine was taking place at Fairchild over and adjacent to the runway and at a very low altitude. During one of the figure 8 maneuvers, the KC-135 crossed very closely behind the B-52 at quite a sharp angle. By doing this it took the full force of the jet wash turbulence the B-52 produced. It rocked the 135 so violently it went into a steep turn and with only a couple hundred feet below, crashed, killing all aboard and one person on the ground. I believe the board concluded the KC 135 crew flew the aircraft too close to the ‘52 and lost control. Don’t believe much was said about exceeding flight limits, flight at such low level etc. This one rates at least three WHY’S?
Again in the early 90’s Fairchild lost another B-52. It was flying a night low level flight and failed to get over one of the flat mesa tops that Arizona and New Mexico are famous for. The report said it “skimmed” the top of one mesa, skidded off the end and crashed into the valley below. Again, an experienced crew lost. More “whys”?
The one that really takes the cake, though, happened on June 24th 1994. The “ThunderHawks” still had command approval and with Armed Forces day coming soon, a B-52 was practicing maneuvers for the show. His whole choreographed routine had been approved by higher Headquarters several times. The base’s most experienced B-52 IP, a Lt. Col, was to do the exhibition flying. It was a series of very steep pull-ups, climbs, very steep turns and varying speed maneuvers, most not recommended by the current Dash-1 (aircraft flight handbook). I had seen this same pilot perform the year prior and frankly he scared me. I had nearly 5,000 hours in the aircraft and knew he was exceeding limitations greatly. I saw him at the Base Exchange after the previous show and talked with him. I told him my credentials and told him he gave me the shivers doing those unsafe turns and climbs. His reply was something like “he really knew what the plane was capable of, and was experienced enough to push its limits.” I felt I really made a big impression with him! But now to his 1994 practice. He had finished his planned maneuvers and was preparing to land. For some reason the tower did not clear him to land and directed he re-enter traffic. He went downwind a short way, then made a very steep turn back toward the landing approach end of the runway. The video film taken by an on-looker and examined by the accident review board concluded the B-52 was in a 105 degree bank when the left wing hit the ground, killing the 3 Lt. Cols. and one full Col. aboard. After the smoke cleared, and after much finger pointing, responsibility was never fully admitted or established. Several previous safety violations against this pilot had been documented in years prior so the command was aware of his tendency to repeatedly disregard safety standards and his willingness to exceed or disregard both altitude and aircraft limits, but took no action. I think the Commander for Operations was finally pinned as the responsible person and received some disciplinary action. Nothing was made of the over-all program being a higher Headquarters directed activity and had been implemented on their orders and with their blessings. But this put an end to the “ThunderHawks” program. Today it’s never talked about. But why did it take two aircraft, about a dozen lives and a change in command leadership to determine that the limitations placed on an aircraft by its manufacturer should be adherred to? A really BIG never answered “WHY”
On a personal note. My granddaughter and my first three great grandsons were on the Delta 727 that crashed during take-off at Ft. Worth TX. on Aug 31, 1988. Luckily they and 91 others survived, but 13 were not that fortunate. The board concluded this was crew error for attempting a take off with the flaps not properly set. (they were full up) The black box showed the crew was delayed a short time at the end of the runway. During this time, some of the flight attendants were in the cock-pit and a lively private discussion was being enjoyed. They were interrupted by the “cleared to go” call and failed to complete their check list. Again, negligence and complacency. No word available on any disciplinary action against the crew. This preventable and needless accident cost Delta Airlines one aircraft and many bucks in settling the liability claims. I would hope they also asked a lot of “whys”?
So even though all accidents are thoroughly hashed, re-hashed, dissected and investigated, many times the “why’s” are never fully answered and are hard to understand. Excepting those accidents where equipment malfunction causes an uncontrolable problem, most “accidents” are really “not properly controlled” incidents. My career of some 10,000 flying hours were spent with many hours as an instructor and an evaluator. I like to think this taught me that even some of our best pilots can have lapses. One B-52 co-pilot nearly ready for his Aircraft Commander checkout forgot to lower the flaps one dark and stormy might. Would he have caught it in time had I or someone else not been there? I hope so. To be a safe pilot one must be “on guard” at all times. Few pilots would willingly risk his or his passengers lives by doing procedures or manuevers that are prohibited or considered unsafe. This makes these even more difficult to understand. I still believe a good approach is to think “what might happen to make this my last flight? Am I prepared and am I ready”? Would this help keep the unexplained “why’s” down? Maybe. Complacency is always an enemy. | aerospace |
https://www.moviesonline.ca/the-international-space-station-will-have-an-expensive-funeral/ | 2023-03-28T19:08:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948868.90/warc/CC-MAIN-20230328170730-20230328200730-00629.warc.gz | 0.962949 | 864 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__73578497 | en | The first permanent crew aboard the International Space Station (ISS) reached orbit in 2000, two years after the first two modules were placed there. For more than 22 years, there has not been a day without a human being on board the station. It is estimated that the construction of the orbiting laboratory over the years has cost nearly 100 billion US dollars, and the annual operation of the station costs member states nearly 2 billion US dollars. However, even with such expenses, it is impossible to keep the station in orbit indefinitely. Originally, plans called for the project to be completed and the station destroyed in the upper atmosphere in 2016. In 2015, the space station program was extended through 2020. In the following years, the project was extended twice more, to determine in January 2022 that the station would finish. Its operation is in 2030 and it will be withdrawn from orbit into the upper atmosphere in January 2031.
This time we cannot count on extending the project due to the fact that the station is slowly starting to fail. There are more and more problems with the tightness of individual units and the equipment installed on them. Extending the program beyond 2030 would simply be dangerous for the crew aboard the station.
NASA begins preparations for the final mission
In NASA’s 2024 budget proposal, which was published in early March, you can find an item described as “preliminary development work on the throttle unit.” We are talking about a special unit that, after being launched into orbit at the end of 2020, will brake the space station in a controlled manner, making it lower and lower. The plan is for the space station to eventually enter Earth’s atmosphere over the Pacific Ocean. Of course, some of the station will burn up during the flight through the atmosphere, but some will survive and have to fall near the inaccessible pole of the ocean, also known as Point Nemo, more than 2,500 km from the nearest land.
NASA is requesting $180 million from lawmakers in 2024 for this. Of course, this amount does not cover the construction or launch of the module into orbit. According to current estimates, the total cost would be around $1 billion.
The problem is that until recently, the plan was to deorbit the space station with the help of the Russian Progress cargo ship, which could handle this task. However, the geopolitical situation on Earth makes it impossible to be sure if Progress will be available in 2030. Thus, NASA wants to have its own backup unit.
But do you have to spend a lot?
A billion dollars for a private deorbit may seem like a lot, but after all, half of the annual budget that goes for years is spent on space station maintenance. After all, no one wants a space station to lie uncontrollably in an indefinite place on Earth after three decades of resounding success.
Pulling anything out of orbit is a very difficult task. The space station, located at an altitude of 400 km above the Earth, circles our planet in just 93 minutes, so it moves above the Earth’s surface at a huge speed. So assuming we were simply running the throttle engines and nothing else, we wouldn’t have been able to locate the landing site until the very end. The upper atmosphere is subject to constant fluctuations. Depending on atmospheric conditions, temperature, pressure, sometimes the point at which the atmosphere controls the throttle of a space object is higher and sometimes lower. In a way, it’s like trying to land a seaplane in rough seas. It is not known when the plane will touch the surface of the water. It will depend on the current state of the sea.
Using a special braking module allows you to design the trajectory of entry into the atmosphere so that the station will land near Point Nemo, where it will not threaten anyone on the surface of the Earth. It might be worth any price.
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Billions of tons of water on the moon? This is what scientists have found | aerospace |
http://realnews.top/air-new-zealand-grounds-flights-after-engine-issues/ | 2018-02-22T20:42:34 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814290.11/warc/CC-MAIN-20180222200259-20180222220259-00360.warc.gz | 0.947427 | 359 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__110433238 | en | Air New Zealand mentioned issues with Rolls-Royce engines on its plane have compelled the provider to floor some worldwide flights.
The agency mentioned some engines on its Boeing 787-9 fleet require upkeep following current “engine occasions”.
Two flights had been compelled to return to Auckland this week after mechanical bother, native media reported.
Japan’s ANA and Britain’s Virgin Atlantic have beforehand reported issues with the Trent 1000 engines.
Rolls-Royce mentioned in August that parts on some Trent 1000 engines had been sporting out sooner than anticipated, in response to studies.
In an announcement to the New Zealand inventory trade on Thursday, Air New Zealand mentioned because of current Rolls Royce “engine occasions” on its Boeing 787-9 fleet, it will cancel and delay flights every day over the approaching weeks.
It comes because the New Zealand Transport Accident Investigation Fee investigates two incidents involving “engine abnormalities” on the provider’s companies this week.
The Air New Zealand flights to Tokyo and Argentina had been compelled to return to Auckland after take-off because of engineering points. The New Zealand Herald reported passengers skilled shaking and heard “bizarre noises” on the flight to Tokyo.
The nation’s nationwide provider mentioned the engines on the 787-9 fleet require upkeep “before beforehand suggested”.
On Thursday a spokesperson for Rolls-Royce instructed Reuters it was working with Air New Zealand to minimise disruption, including that it is “not unusual for long-term engine programmes to expertise technical points throughout their life”.
Japanese airline ANA and Britain’s Virgin Atlantic have additionally reported points with the Rolls-Royce engines during the last 18 months. | aerospace |
https://eventbrowse.com/event/the-global-aerospace-summit-2024/ | 2024-02-26T11:51:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474659.73/warc/CC-MAIN-20240226094435-20240226124435-00888.warc.gz | 0.901671 | 253 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__20236706 | en | The Global Aerospace Summit 2024 is an exclusive event for C-level executives, senior decision makers and government officials involved with the aerospace, aviation, defence and space industries in UAE. The event will bring together industry experts, policymakers, and thought leaders to discuss the latest trends and developments in the aerospace sector, including manufacturing, technology, and sustainability.
The summit will feature a series of keynote presentations, panel discussions, and workshops, as well as an exhibition showcasing the latest aerospace products and services.
The Global Aerospace Summit 2024 is a must-attend event for anyone involved in the aerospace industry in the UAE. The event will provide valuable insights into the future of the industry and will help you to identify opportunities for growth and innovation.
Key themes to be explored at the Global Aerospace Summit 2024 include:
- The impact of technology on the aerospace industry
- The future of aerospace manufacturing
- The role of aerospace in supporting economic growth and development
- Sustainability in the aerospace industry
- The next generation of aerospace leaders
The Global Aerospace Summit 2024 is a must-attend event for anyone interested in the future of aerospace.
If you are interested in attending the Global Aerospace Summit 2024, please visit the summit website for more information and to register. | aerospace |
https://bookzangle.com/booklist/EC00-139040/national-advisory-committee-for-aeronautics-naca-wartime-report-e181-e200-by-various | 2023-12-03T07:52:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00291.warc.gz | 0.813762 | 205 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__35445638 | en | Publisher:National advisory Committee for aeronautics (NaCa), Washington, 1943
National advisory Committee for aeronautics (NaCa), 1943, Hardcover, Book Condition: Good, Dust Jacket Condition: No
Bound in one volume. Ex-library with reference marks, rebound; some wear to the covers, lightly discolored pages; a sound binding; very good otherwise. Includes Process of Lead Deposit Accumulations on Aircraft Engine Spark Plugs; Analysis and Correlation of Data Obtained by Six Laboratories on Fuel Vapor Loss from Fuel Tanks During Simulated Flight; Flight Variables Affecting Fuel Vapor Loss from a Fuel Tank; Characteristics of the BMW 801D2 Automatic Engine Control as Determined from Bench Tests; Determination of Air Consumption Parameters for Two Radial Aircraft Engines; Nitrous Oxide Supercharging of an Aircraft Engine Cylinder; more. 1943-1946. Illustrator: . Quantity Available: 1. Category: Aviation; Inventory No: 139040. | aerospace |
https://media.dubaiairports.ae/dubai-international-is-airport-of-the-year-at-atn-awards-2015/ | 2024-03-01T16:43:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475422.71/warc/CC-MAIN-20240301161412-20240301191412-00102.warc.gz | 0.959611 | 225 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__152291628 | en | Dubai International is Airport of the Year at ATN Awards 2015
Dubai, UAE – March 24, 2015 – Dubai International, the world’s number one airport for international passenger traffic, has been named Airport of the Year at the Air Transport News Awards 2015, held in Geneva, Switzerland, recently.
Paul Griffiths, CEO, Dubai Airports, who received the award at the ceremony said, “Winning the Air Transport News Airport of the Year award is particularly meaningful as it was decided by the passengers that use our airport as well a panel of experts from within the industry. It is a clear indication that our continued investment in creating an efficient and memorable passenger experience at Dubai International is delivering a service that ensures we remain the global hub of choice for travellers globally.”
Dubai International won the Award based on votes from the readers of Air Transport News as well as the deliberations of a jury comprising nine executives and experts from different sectors of the aviation industry.
Organised by Air Transport News, the awards are the only international prizes that award all the main categories of the air transport industry. | aerospace |
https://newjerseywireless.org/feed-rss/should-the-faa-have-full-control-on-drone-regulation/ | 2022-08-08T01:24:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570741.21/warc/CC-MAIN-20220808001418-20220808031418-00503.warc.gz | 0.959366 | 358 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__129516282 | en | A discussion in Drone Life asks the drone community to consider whether or not it is a good idea for the FAA to have sole jurisdiction over drone usage in the United States. While the regulations establish a framework for safety, the argument for strong local involvement is a good one.
Rulings by the FAA are likely to be broad in scope and influenced by commercial usage. This kind of leadership would likely benefit corporations operations over a large area, but could be less friendly to smaller drone users. Local oversight of drone authority would better factor in the concerns of a local farmer tending his crops. The needs of a large scale drone flier are going to be very different than those of a specialized regional drone operator, according to the account.
At this point in drone development, the FAA is the go-to authority. Centralizing the administration of regulations has clear advantages, as well as drawbacks, reports Drone Life. Creating a mix of federal and local authority would be a way to accommodate the needs of both commercial and private drone operators. A patchwork approach could allow, for example, airspace defined for different flight types that would give a landowner more freedom when operating a drone within the confines of their own property.
Another consideration is that violation of FAA rules can result in fines, which could be unnecessarily punitive to smaller users who could become entangled in red tape. Rules designed to streamline operations for commercial users could put a stranglehold on individual users operating under entirely different circumstances. A single source of regulations might be easier to draft, but opportunities for drone users are better served by both centralized rules for general usage, and regulations tailored to the communities where drone users live, according to the account.
The post Should the FAA Have Full Control on Drone Regulation? appeared first on Inside Towers. | aerospace |
https://wispr.nrl.navy.mil/ | 2021-12-05T18:05:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363215.8/warc/CC-MAIN-20211205160950-20211205190950-00502.warc.gz | 0.863718 | 734 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__180595718 | en | The Wide-field Imager for Parker Solar PRobe (WISPR) is the sole imager aboard the Parker Solar Probe (PSP) mission, which launched in August 2018. PSP is a unique mission designed to orbit as close as 7 million km (9.86 solar radii) from Sun center. WISPR employs a 95◦ radial by 58◦ transverse field of view to image the fine-scale structure of the solar corona, derive the 3D structure of the large-scale corona, and determine whether a dust-free zone exists near the Sun. WISPR is the smallest heliospheric imager to date yet it comprises two nested wide-field telescopes with large-format (2 K × 2 K) APS CMOS detectors to optimize the performance for their respective fields of view and to minimize the risk of dust damage, which may be considerable close to the Sun. The WISPR electronics are very flexible allowing the collection of individual images at cadences up to 1 second at perihelion or the summing of multiple images to increase the signal-to-noise when the spacecraft is further from the Sun. The dependency of the Thomson scattering emission of the corona on the imaging geometry dictates that WISPR will be very sensitive to the emission from plasma close to the spacecraft in contrast to the situation for imaging from Earth orbit. WISPR will be the first ‘local’ imager providing a crucial link between the large-scale corona and the in-situ measurements.
Encounter 8 (04-24-2021 - 05-04-2021, with limited additional data 04-14-2021 - 05-15-2021)
Data for Encounter 8 is available (04-24-2021 - 05-04-2021, with limited additional data 04-14-2021 - 05-15-2021). All data can be obtained from the various links provided on our WISPR Data page.
Also, the team apologizes for the recent downtime of the WISPR website. At time of writing, the WISPR database query tool remains unavailable, but all data are easily obtained via the WISPR Data page. Also we will remind users that copies of our data archives can always be obtained via the Virtual Solar Observatory.
Encounter 7 (01-11-2021 - 01-31-2021, with limited additional data 12-11-2020 - 02-19-2021
On November 12, 2019, data recorded by our Wide-field Imager for Parker Solar Probe (WISPR) imaging instrument aboard the NASA Parker Solar Probe (PSP) mission became publicly releasable! That means you can now download all the WISPR data from PSP's first two 'encounters' over on our data retrieval page, where we provide links to the science data (FITS format), and browse images in PNG and MPG format (as seen below). Moving forward, the data from future encounters will be made available within 90 days of receipt of all telemetry for that encounter with the next data set (Encounter 3) anticipated to be released in early 2020.
To celebrate the release of the WISPR data, below are two movies from each of the first two PSP encounters. The movies show the combined fields of view of the inner and outer WISPR telescopes.
In these movies, the Sun is outside of the left-hand edge of the field of view (at 0-degrees longitude on the x-axis scale shown… more | aerospace |
https://www.aircroatiava.com/vam/index.php | 2024-04-20T22:15:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817688.24/warc/CC-MAIN-20240420214757-20240421004757-00766.warc.gz | 0.918083 | 346 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__45803482 | en | Welcome to Air Croatia VA, one and only unique VA in Croatia.
We are happy to introduce you big revival of this VA. For long time it was distinguished, and now finally, it has raised from the ashes. We are using VAM platform, which support FS Keeper, FSAcars, and SIM ACARS Pireps, and live tracking. System is so easy to use for pilots, and so interesting, beacuse of its simplicity, design and functionality. In our fleet we have all possible aircrafts available now on virtual market, so pilots can fly according their wishes, because, we are here for them, not vice versa. All is dedicated for easy flying, logbook keeping, and enjoying your virtual pilot existence in virtual world. Routes are assigned randomly, according interest of pilots and some other variables. HUBS are mainly Croatian, but European and World hubs are expected to be open, as pilots who wish to manage them come aboard.
So, dear pilots, enjoy our site, fly with us, on different events and tours we provide, and overall, fly your dream
Best wishes to all
In the meantime, join us on our Discord channel
|Aircraft in fleet
|% Flights Regular
|Air Croatia callsign on IVAO or VATSIM | aerospace |
https://www.fbo.gov/index?s=opportunity&mode=form&id=b20cd5f1f56435174c7fba58873beb8c&tab=core&_cview=0 | 2015-07-28T03:28:21 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042981525.10/warc/CC-MAIN-20150728002301-00115-ip-10-236-191-2.ec2.internal.warc.gz | 0.917722 | 233 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__153872762 | en | 1. Purpose: The Air Force Space and Missile Systems Center (SMC), Spacelift Range and Network Systems Division (SMC/RN) is seeking to determine the ability of small businesses to perform systems engineering and integration (SE&I) services under the contemplated Unified SE&I Contract (USC). SMC/RN is deeply committed to providing opportunities for small businesses. Responses from small business and small, disadvantaged business firms are highly encouraged. Given the unique and complex nature of the SMC/RN requirements, potential small business offerors interested in performing as the prime contractor may wish to consider subcontracting with other companies possessing relevant experience with the Spacelift Ranges at Cape Canaveral AFB, Vandenberg AFB, and the Air Force Satellite Control Network (AFSCN). Please be aware of any teaming arrangements that cause organizational conflicts of interests (OCI) issues, which may cause potential offerors to be eliminated from potential contracts with SMC/RN.
Please see the attachment for the remainder of this document.
THIS IS A SOURCES SOUGHT NOTICE ONLY. THIS IS NOT A REQUEST FOR PROPOSALS. | aerospace |
https://tvepisodes.co/apollo-the-forgotten-films/ | 2021-10-20T19:20:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585348.66/warc/CC-MAIN-20211020183354-20211020213354-00254.warc.gz | 0.780179 | 127 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__140948515 | en | Watch Apollo: the Forgotten Films Online
- IMDB Rating: 7.6/10 from 11 votes
- Release: 20 July 2019 /
- Genre: Biography, Documentary, History, News
- Stars: Erik Thompson
- Synopsis: Recently discovered footage reveals the secret history of NASA's first landing on the moon, and using this brand-new evidence, former astronauts and experts challenge everything known about the Apollo missions.
Watch Apollo: the Forgotten Films Online TvEpisodes : Multiple Embeds try the others if one doesnt work.
Tags for Apollo: the Forgotten Films
You Might Like... | aerospace |
http://www.mail.com/int/subjects/1837786-space-launches.html | 2015-09-04T21:06:14 | s3://commoncrawl/crawl-data/CC-MAIN-2015-35/segments/1440645366585.94/warc/CC-MAIN-20150827031606-00006-ip-10-171-96-226.ec2.internal.warc.gz | 0.901604 | 487 | CC-MAIN-2015-35 | webtext-fineweb__CC-MAIN-2015-35__0__112970921 | en | to experience the full functionality of mail.com.
Science & Technology
Enhanced by Google
September 02, 2015
Soyuz carrying 3-man crew blasts off for orbiting station
A Soyuz spacecraft carrying a Russian, a Dane and a Kazakh blasted off on Wednesday for a two-day trip to the International ...
July 05, 2015
Russian craft delivers long-awaited cargo to space station
An unmanned Russian cargo ship has docked successfully at the International Space Station, where it was anxiously awaited by ...
July 03, 2015
Russian supply ship launched to International Space Station
A Russian booster rocket on Friday successfully launched an unmanned cargo ship to the International Space Station, whose ...
June 10, 2015
Glitch shifts position of International Space Station
A glitch at the International Space Station on Tuesday caused its position in orbit to change, but the crew was not in ...
June 05, 2015
Russia's rocket launches successfully following failure
A Russian Soyuz booster rocket has successfully launched a satellite for the first time since a much-publicized failure in ...
May 21, 2015
Failed launches cast shadow over Russian space program
Back-to-back rocket launch failures have dealt Russia one of the heaviest blows to its space industry since the Soviet ...
May 16, 2015
Russian rocket carrying Mexican satellite fails after launch
A Russian rocket carrying a Mexican satellite malfunctioned Saturday shortly after its launch — the latest mishap to hit ...
May 12, 2015
Russian launch failure delays landing for space station crew
The launch failure of an unmanned Russian cargo spaceship has prompted the nation's space agency to delay both the landing ...
April 29, 2015
Russia's spinning cargo capsule for space station total loss
A Russian supply capsule that went into an uncontrollable spin after launch was declared a total loss Wednesday, but ...
April 27, 2015
Rocket carrying satellites launched from French Guiana
Arianespace has launched a rocket from the South American country of French Guiana carrying commercial and military ...
April 15, 2015
SpaceX launches cargo capsule, fails to nail rocket landing
SpaceX launched a shipment of groceries to the International Space Station on Tuesday, including the first espresso maker ...
March 27, 2015
2 more Galileo satellites launched from French Guiana for EU
A rocket fired from French Guiana has launched two Galileo satellites for the European Space Agency as the European Union ... | aerospace |
https://voyagesnetwork.com/carnival-partners-with-kennedy-space-center-on-kids-space-program/ | 2024-03-04T06:08:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476413.82/warc/CC-MAIN-20240304033910-20240304063910-00650.warc.gz | 0.914924 | 587 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__201777958 | en | BRUCE PARKINSON OCTOBER 07, 2022
In celebration of World Space Week, Carnival Cruise Line has announced a partnership with Kennedy Space Center Visitor Complex to launch a children’s space program with activities inspired by NASA science. The program will debut on Carnival Celebration in November.
As part of Camp Ocean’s science and discovery programming, the Space Cruisers curriculum supported by NASA is designed to be both educational and fun. It will enable children of all ages to explore the universe in an array of hands-on and one-of-a-kind learning experiences. Children will be able to complete “missions” (activities) to earn a special, themed mission patch representative of the program.
A summary of the Space Cruisers programming can be viewed here. Highlights include:
— Optimal Orbit (ages 2-8): Kids will learn about the pull of gravity and how planets, satellites and other objects move through space in a hands-on experience with a giant trampoline.
— Design Your Own Mission Patch (ages 6-11): Children can join a long-standing tradition among astronauts and design their own take-home mission patch.
— Space Cruisers Rocket Workshop (ages 6-11): Young people will follow in the footsteps of NASA’s talented engineers and build their own paper rocket to fly high to the sky.
— Mars Base Connect (family-friendly): Families can explore the steps it takes to build a Mars base and work together to create their own.
— ASTRO! (family-friendly): Participants can call out constellations as they’re displayed on a unique star projector in a space-themed BINGO game for the chance to win special giveaways.
“Space Cruisers will truly take our offerings to the next level with the perfect balance of fun and education to give both our younger guests and their families something to be excited about,” said Melissa Mahaffey, director of youth experience for Carnival Cruise Line.
“Kids are always looking to explore new things, and this program gives them the chance to discover many of the awesome aspects of space through fun activities while taking away unique learnings.”
Bringing the fun learning experience to a new dimension, an area of Camp Ocean will feature an illuminated space wall that showcases the planets as well as a display of light-up constellations on the ceiling. Featured will be actual constellations as well as special Carnival-themed constellations such as a ship model and the line’s iconic funnel.
The program will debut on Carnival Celebration when it sets sail on its inaugural voyage from Miami this November, and will then be rolled out to the Space Coast with Mardi Gras in Port Canaveral in time for the holiday season. Various activities from the program will later go fleetwide in time for spring break. | aerospace |
https://blog.foreflight.com/2018/03/15/foreflight-recommended-route-explained/ | 2022-10-05T01:59:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337531.3/warc/CC-MAIN-20221005011205-20221005041205-00571.warc.gz | 0.931534 | 698 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__253601159 | en | Recommended Route is an output of ForeFlight’s proprietary autorouting engine that gives you the best route with the highest likelihood of “cleared as filed”, while optimizing on current and forecast wind and temperature data, altitude, and your specific aircraft performance constraints. Using ForeFlight’s Graphical Route Advisor makes it quick and easy to generate a Recommended Route, File the route, and get on with your mission.
For routes that include a departure or destination in Europe, ForeFlight’s autorouting capability includes EUROCONTROL validation.
The Graphical Route Advisor is designed to give you a quick comparison of trip time, fuel, and ground distance for each available route, at the stated altitude. The Route Advisor tool is also enhanced with the graphical overlay of all route options on a map. You can visually inspect each route by tapping on it, and as you do, it is highlighted on the map to give you an immediate and visual route comparison.
To generate a Recommended Route (available with Performance level plans), ForeFlight’s routing engine analyses thousands of possible routes based on your detailed aircraft performance profile and time/fuel savings, while also accounting for your aircraft ceiling, preferred routes, and trending ATC cleared routes. The result is a route that delivers more consistent ‘cleared as filed’ flight plans optimized for your aircraft.
ForeFlight also provides a list of previous ATC cleared routes that others have flown. This list is actively curated (meaning we prune out old, non-applicable routes and routes with expired waypoints) so that, similar to the Recommended Route, you have the best chance of selecting a route that comes back “cleared as filed”. In addition, ForeFlight displays the filing recency, frequency, and aircraft type.
We are continually refining the capabilities of our routing engine to make even smarter altitude suggestions. For example, if you’re flying a shorter route, ForeFlight will suggest an altitude that accommodates executing the flight with roughly one-third of the flight time in climb, one-third of the flight time in cruise, and one-third of the flight time descent. This results in a more comfortable ride, as well as requesting an altitude that ATC is more likely to accept.
Using the Recommended Route feature makes it really fast and easy to find the route that is best optimized for your aircraft with a ‘cleared as filed’ outcome – all with minimal pilot workload.
Recommended Route and Detailed Aircraft Performance Profiles
An essential part of generating a Recommended Route is having detailed aircraft performance profile data available to feed into the calculations. You can set up a fully configured aircraft in just ten seconds with the help of ForeFlight’s predefined aircraft profiles. ForeFlight uses the aircraft manufacturer’s published flight planning performance data, or “the book values”, defined not only for multiple altitudes, but also multiple weights and temperatures, therefore fully modeling the aircraft’s climb, cruise, and descent performance for all conditions.
All of this adds up to reduced pilot workload during flight planning and more confidence in the resulting answers.
Access to ForeFlight’s Recommended Route, built-in detailed aircraft profiles, and many more powerful performance planning features are available in our top-tier Performance plans. Click here for pricing information and click here to learn more about Performance. | aerospace |
https://forum.apoglabs.com/t/plane-prioritization-on-taxiways-is-a-strange-thing/4091 | 2024-04-16T12:59:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817095.3/warc/CC-MAIN-20240416124708-20240416154708-00472.warc.gz | 0.984735 | 239 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__186129755 | en | I’m not sure how this goes IRL, but I think it’s strange that commercial flights not have priority over GA flights on taxiways.
Like this strange thing. See picture below
Plane B(GA) arrived from the right at the holding point, while plane A was landing.
Plane A(COM) exits the runway, runway is clear and another plane takes off, both A and B are still waiting on holdingpoints (while A could move, because nothing was on his path)
Runway is clear again after takeoff and plane B gets priority, driving through plane A before plane A is able to start moving.
The problem was that plane B already was prioritized over plana A. So while plane B was stuck, plane A was also stuck because of plane B.
Same thing happens if plane A would have landed AFTER plane B, but would have exited at point C, it still needs to hold because of plane B was earlier and thus prioritized, even if it had to wait for multiple planes to takeoff or land.
Recalculation during taxiing should be part of the taxiway prioritization process I think. | aerospace |
http://stratocat.com.ar/fichas-e/2006/FSU-20060826.htm | 2013-05-19T19:05:25 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368697974692/warc/CC-MAIN-20130516095254-00083-ip-10-60-113-184.ec2.internal.warc.gz | 0.896668 | 270 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__145389579 | en | Details of the balloon and launch operations
Launch site: Scientific Flight Balloon Facility, New Mexico, US
Launch team: Columbia Scientific Balloon Facility (CSBF)
Balloon: Open balloon (zero pressure) Raven - 29.470.000 cuft
Serial number: -
Flight identification number: 557NT
Payload weight: -
Gondola weight: -
Overall weight: -
The balloon was launched by dynamic method with assistance from launch vehicle on August 26th at 15:20 utc.
After a nominal ascent phase the balloon started to move to the east and when reached the float altitude of near 120.000 feet while in the vertical of the town of House, acquired the final flight path orientation due to the west, as can be seen in the map at left (click to enlarge).
The flight was terminated with the separation of the payload at 19:30 utc near Estancia, New Mexico.
Description of the payload or experiment
STRATOFILM SF-450 (Technological Flight)
Responsable institution: Columbia Scientific Balloon Facility (CSBF)
Principal Investigator: Dany Ball
Flight qualification mission for the Stratofilm SF-450 balloon.
Performance in flight and data obtained
>> No data available
External references and bibliographical sources | aerospace |
http://theoldcontinent.eu/solar-orbiter/ | 2020-03-31T06:50:10 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370500331.13/warc/CC-MAIN-20200331053639-20200331083639-00530.warc.gz | 0.919027 | 768 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__128115722 | en | ‘Set your controls for the heart of the sun’: ESA mission to send Space Craft to the sun for detailed study
— ESA (@esa) October 2, 2017
The European Space Agency (ESA) tweeted a spectacular’s artist’s impression of its Solar Orbiter in front of a stormy Sun today. Based on an image taken by NASA’s Solar Dynamics Observatory, it captures the beginning of a solar eruption. The actual eruption took place on 7 June 2011. On the lower right, dark filaments of plasma are arcing away from the Sun. In 2011, the plasma lifted off, before raining back down, creating ‘hot spots’ that glowed in ultraviolet light.
Center stage in the impression, however, is the Solar Orbiter. Inheriting technology from previous missions, the Solar Orbiter is a 3-axis stabilised platform with dedicated heat shield, which is to provide protection from the high levels of solar flux near perihelion.
“Solar Orbiter’s over-arching mission goals are to examine how the Sun creates and controls the heliosphere, the extended atmosphere of the Sun in which we reside, and the effects of solar activity on it. The spacecraft will combine in situ and remote sensing observations close to the Sun to gain new information about solar activity and how eruptions produce energetic particles, what drives the solar wind and the coronal magnetic field, and how the Sun’s internal dynamo works.“
Its solar arrays can be rotated about their longitudinal axis, in order to avoid overheating. A battery pack provides supplementary power at necessary points in the mission, such as eclipse periods encountered during planetary flybys. The Telemetry, Tracking and Command Subsystem will provide a communication link capability with Earth in X-band, with the subsystem capable of handling telemetry, telecommand and ranging simultaneously.
Low-Gain Antennas will be used for launch and early in the mission, and are available as back-up later. The Medium- and High-Gain Antennas used later in the mission are steerable, due to the need to point to a wide range of positions. This is necessary to achieve a link with the ground station and send down sufficient volumes of data. They must also cope with a high thermal load, as well as be able to avoid a build-up of electrostatic energy. The High-Temperature High-Gain Antenna can be folded in, so the Orbiter’s heat shield can protect it. Due to the mission’s unique orbit, the throughput of the data downlink is highly variable. Most data will therefore initially be stored in an onboard memory system and sent back to Earth at the earliest possible opportunity.
The planned orbit so close to the sun will allow for observations of solar surface features and their connection to the heliosphere for much longer periods than from an Earth-orbit. According to ESA:
“The view of the solar poles will help us to understand how dynamo processes generate the Sun’s magnetic field. (…) Since the orbital characteristics will change in the course of the mission, individual orbits will be dedicated to specific science questions. Solar Orbiter is an ESA-led mission with strong NASA participation. There will be ten instruments on board, eight of which will be provided by Principal Investigators through national funding by ESA Member States. A European-led consortium supported by national funding and ESA contributions will provide one complete instrument, whilst the remaining instrument and an additional sensor will be provided by NASA.“
The scientific instruments are in the final stages of being added to the spacecraft. Extensive tests will be conducted in preparation for its planned launch in February 2019 from Cape Canaveral in the United States. | aerospace |
http://familysurvivalheadlines.com/how-much-money-elon-musk-spends-on-spacex-technology/ | 2021-09-20T04:48:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057018.8/warc/CC-MAIN-20210920040604-20210920070604-00196.warc.gz | 0.940067 | 430 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__225525423 | en | The following video is brought to you courtesy of the TheRichest YouTube Channel. Click the video below to watch it now.
Welcome back, Richest fans! At the time of their creation back in 2002, SpaceX was venturing into a very new territory with the private sector getting into space. And now, the Elon Musk company is worth billions of dollars! None of this could have been possible without the incredible tech the team at SpaceX have developed. Today, we’re going to look at some of their biggest successes. We’ll explore what each piece does and the various costs of creating it. Plus, we’ll take a gander at the mountain of cash SpaceX have made for each of their technological marvels.
Now for the spoiler paragraph. If you like surprises, we suggest you stop reading and watch the video multiple times. We start off with the rocket that got their name in legend by being the first of its kind, the Falcon 1. We then have one of the most important aspects of their rockets, the Dragon capsule. Which is meant to keep the astronauts safe. We’ll then explore the Falcon 9 which has made over 100 launches since its creation. We have the autonomous spaceport drone ships which are named after the work of science-fiction writer Iain M. Banks. We have the heavy reusable launcher the Falcon Heavy which is really powerful! Next is the Starship which has ambitions to take civilians to the moon and mars. Then we have Starlink. A vast collection of communication satellites that can provide the world with high-speed internet. Finally, we’ll briefly explore NASA’s Space Shuttle Programme and the cost behind it.
Subscribe for more amazing videos! ► http://bit.ly/Subscribe-to-Richest ◄
Written by: Jordy McKen
Narrated by: Adam Newmark
Edited by: AJ Varela
For copyright matters please contact us at: [email protected]
00:45 Falcon 1
02:55 Falcon 9
04:00 Drone Ship
05:04 Falcon Heavy | aerospace |
https://www-ak-ms.foxbusiness.com/lifestyle/american-airlines-orders-260-new-planes-including-boeing-max-jets | 2024-04-18T23:43:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817249.26/warc/CC-MAIN-20240418222029-20240419012029-00769.warc.gz | 0.929576 | 479 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__49860644 | en | American Airlines purchased 260 planes – including a significant number of Boeing's largest 737 Max airplane – in an effort to boost its domestic and short-haul international network and expand its first-class seating.
The Texas-based carrier placed orders for 85 Airbus A321neo, 85 Boeing 737 Max 10 and 90 Embraer E175 aircraft with the option to purchase an additional 193 aircraft.
American is also converting its 30 existing 737 Max 8 orders to 737 Max 10 aircraft.
American Airlines CEO Robert Isom said these orders "will continue to fuel our fleet with newer, more efficient aircraft so we can continue to deliver the best network and record-setting operational reliability for our customers."
American is also retrofitting its A319 and A320 fleets beginning next year to increase the number of domestic first-class seats on each aircraft to cater to what it says is "growing customer demand for a premium travel experience."
The news comes as the Federal Aviation Administration (FAA) ramps up oversight of Boeing and its suppliers as a part of its investigation into an Alaska Airlines incident involving a Max 9 jet that lost a door plug mid-flight earlier this year. Part of its efforts included halting production expansion of the Boeing 737 Max.
Late last month, the FAA said it was giving Boeing 90 days to develop a comprehensive action plan that will address "systemic quality-control issues."
FAA Administrator Mike Whitaker said the airplane manufacturer "must commit to real and profound improvements."
Still, with orders for more than 150 Max jets and 25 Dreamliners, Boeing said American will add more than 180 Boeing airplanes to its fleet in the next decade.
Boeing Commercial Airplanes CEO Stan Deal said in a statement that its team, "is committed to delivering on this new order and supporting American's strategic growth with one of the industry's largest and most modern fleets."
|AMERICAN AIRLINES GROUP INC.
|THE BOEING CO.
"We deeply appreciate American Airlines' trust in Boeing and its confidence in the 737 Max family," Deal said. | aerospace |
https://www.thehomedesignings.com/bombardier-cseries-wikipedia/ | 2021-01-21T23:13:36 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703528672.38/warc/CC-MAIN-20210121225305-20210122015305-00207.warc.gz | 0.926878 | 1,513 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__34826917 | en | Bombardier Cseries Wikipedia
The airbus a220 is a family of narrow body airliner designed by bombardier aerospace as the bombardier cseries. With over 52,000 employees across two business segments, bombardier is a global leader in the transportation industry, creating innovative and game changing planes and trains. our products and services provide world class transportation experiences that set new standards in passenger comfort, energy efficiency, reliability and safety. The c series aircraft flies to greater success on july 1 st, the strategic partnership between bombardier, investissement québec & airbus on the c series program officially took effect. the limited partnership is now owned 50,01% by airbus, approximatively 34% by bombardier and 16% by investissement québec. The bombardier c series are highly regarded aircraft. Bombardier's cseries is a family of aircraft designed for the 110 to 130 seat market. the cs100 and cs300 are available in standard and extended range configurations. the extended range version has a transcontinental range up to 3,000nm.
The Airbus Bombardier C Series Deal Faces Big Challenges
Note that both the c series (about 51 ft 15.5m long) and the learjet 85 (about 28 ft 8.5m long) composite wing structures are made at bombardier’s facility in belfast, northern ireland (acquired from shorts brothers in 1989). Bombardier is getting out of the commercial aviation business, as the company moves to pay down its massive debt. the quebec based plane and train maker said late wednesday that it has sold its. In 2004, bombardier started a program to evaluate whether or not a new family of commercial aircraft would be feasible and if it would be a good idea. this lasted until 2006, but in 2005 bombardier began to offer the cseries aircraft to customers. the idea was scrapped in 2006 due to low interest, but was picked up again in 2007. This article lists firm orders and deliveries for the airbus a220 family of aircraft (formerly known as bombardier cseries), currently in production by airbus canada limited partnership, a partnership between airbus, bombardier inc. and the government of québec. Airbus manufactures, markets, and supports single aisle a220 family aircraft – including the a220 100 and a220 300 versions – through its partnership with bombardier.
Bombardier Announces Cseries Performance Boost Air
Bombardier aerospace today announced that it expects to achieve predictable repeatability and enhanced quality while preventing ergonomic issues on the production line for the cseries aircraft by using six 12 ton (10.89 metric ton) robots in the assembly of the cockpit and fuselage of the jetliner. The bombardier cseries was meant to be a game changing aircraft. produced by the canadian aircraft manufacturer, it was its first foray in the 100 to 150 seat market. though initially successful. Media should arrive at bombardier’s mirabel facility no later than 07:30 edt; live webcast at cseriesfirstflight.bombardier starts 09:30 edt during pre flight preparations bombardier aerospace to hold press conference following the first flight photos of the first flight will be available at bombardier , cseries and via our social media channels. Bombardier inc. is transferring its 33.6 per cent stake in the partnership that builds the plane formerly known as the c series to airbus se and the government of quebec, the companies said in a. Say “so long” to bombardier’s cseries jets. no, the jet isn’t being scrapped, but it is taking on a new name as airbus cements its new majority stake in the product line.
Pas 2017 Analysis Bombardier Cseries Remains
Jetphotos is the biggest database of aviation photographs with over 4 million screened photos online!. Bombardier was already trying to save money everywhere even before the first cseries delivery, a program that was getting so expensive, so much more in fact than planned by the top management at bombardier under the then ceo of the company, pierre beaudoin promoted in 2008, son of claire bombardier and laurent beaudoin and grandchild of the. Canadian manufacturer bombardier has seen better days than where it finds itself now. here, in 2020, the company’s aerospace division is a shell of what it once was – having divested itself of the dash 8 turboprop, crj regional jet, and cseries (a220) programs all within the last two and a half years. Bombardier has undertaken a major development program with the cseries, a new technology narrow body aircraft that rivals the a380 and 787 in sophistication. the aircraft will offer a composite wing, aluminum lithium fuselage, new technology engines and advanced systems throughout the aircraft. Bombardier’s all new, lightweight mainline aircraft will be deployed on short to medium haul routes throughout the airline’s network. as part of this transaction, delta has options for 50 additional c series aircraft and certain delivery flexibility rights including the ability to substitute the larger cs300 aircraft.
A Delta Cseries Order Is A Win For Boeing The Boeing
Note: taxiing on twy a prior to departure off rwy 30. canon 7d mark ii canon ef 400 f5.6 l, @640mm (35mm equivalent focal length). Bombardier to cut up to 600 jobs in northern ireland. the canadian firm, which produces wings for airbus’s a220 jet in belfast, is the largest high tech manufacturer in northern ireland with a. Bombardier bd 500 cseries basic type. bombardier bd 500 cseries manufacturer. bombardier builder. bombardier msn. 50011 reg. hb jbb location. frankfurt am main (rhein main ab) country. germany date photographed. november 6, 2020. Swiss international air lines (zurich) and bombardier commercial aircraft (montreal) announced swiss will be the first customer to take delivery and operate the cseries aircraft when the cs100 aircraft enters service in the first half of 2016. bombardier also confirmed the cseries aircraft will make its world debut at the international paris air show being held at le bourget, france and will. Bombardier’s flight deck and cabin demonstrator for the cseries airliner will be on private display at the billy bishop toronto city airport from april 10 to april 30, 2013. media requests to visit the demonstrator should be submitted to 416 375 3030.
The Little Plane War
Bombardier c series a project of the family of passenger narrow bodied twin engine jet aircraft of medium range canadian company bombardier aerospace in the model, the animation of the chassis, flaps, slats, engine reverse. the model is prepared for the game. can be used as traffic in flight simulators. Bombardier was already trying to save money everywhere even before the first cseries delivery, a program that was getting so expensive, so much more in fact than planned by the top management at bombardier under the then ceo of the company, pierre beaudoin promoted in 2008, son of claire bombardier and laurent beaudoin and grandchild of the. | aerospace |
https://www.partnersforstennis.org/business-employment-resources/ssc-mission-brochure/ | 2020-02-27T02:59:27 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146643.49/warc/CC-MAIN-20200227002351-20200227032351-00016.warc.gz | 0.92436 | 855 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__69107031 | en | Business & Employment ResourcesSSC Mission Brochure
For more than five decades, John C. Stennis Space Center in South Mississippi has served as NASA’s primary rocket propulsion testing ground. Today, the center provides propulsion test services for NASA and the Department of Defense, as well as the private sector. It is home to NASA’s Rocket Propulsion Test Program, which manages all of the agency’s propulsion test facilities.
State-of-the-art facilities, a seven-and-one-half-mile canal waterway system and the 125,000-acre acoustical buffer zone that surrounds Stennis enable delivery and testing of large-scale rocket stages, engines and components.
Stennis was established in the 1960s to flight-certify all first and second stages of the Saturn V rocket for the Apollo manned lunar landing program. From 1975 to 2009, the primary mission was to test the main engines that propelled space shuttle vehicles on their eight-and-one-half-minute ascent into orbit.
Stennis now is testing RS-25 engines (modified space shuttle main engines) that will power the core stage of NASA’s new Space Launch System. The center also is working with commercial companies to meet their rocket propulsion testing needs. Stennis’ state-of-the-art facilities include three test complexes. The newest of these, the E Test Complex, provides a particularly versatile option for testing a range of engines and components.
Stennis’ Applied Science and Technology Project Office uses NASA-generated science research, remote sensing and other technical capabilities to support research efforts by partner agencies, such as the Federal Emergency Management Agency and the U.S. Department of Agriculture. For instance, Stennis scientists use remote sensing technologies and their expertise in rapid prototyping to expand and improve hurricane prediction capabilities. They also focus on coastal management, an important consideration for the entire Gulf Coast region and one of NASA’s national science priorities.
Through the Office of the Chief Technologist, engineers and researchers at Stennis work to transfer NASA-developed technologies to the commercial sector to help improve the economic strength of the United States and the quality of life for its citizens.
Stennis is home for the NASA Shared Services Center, which provides the national agency with centralized administrative processing services and customer contact center operations. The work performed by the center frees agency resources that can then be redirected to NASA’s core mission.
The center also hosts a number of federal, state, academic and private organizations and several technology-based companies that share the cost of owning and operating the facility, making it more cost-effective for each agency to accomplish its independent mission. These include such organizations as the Lockheed Martin Mississippi Space and Technology Center, the Rolls-Royce North America Outdoor Jet Engine Testing Facility and the Aerojet Rocketdyne rocket engine assembly facility.
The Naval Meteorology and Oceanography Command, the largest concentration of oceanographers in the world, is headquartered at Stennis, along with the Naval Research Laboratory, the Navy’s corporate laboratory. Stennis is the riverine warfare training ground for the Department of Defense’s Special Boat Team TWENTYTWO, the headquarters of the Naval Small Craft Instruction and Technical Training School and Naval Oceanography Mine Warfare Center.
With its effective cost-sharing philosophy, state-of-the-art test facilities, highly-trained and professional workforce, and commitment to safety and customer satisfaction, Stennis is a model of government efficiency, providing American taxpayers positive returns on their investments.
NASA has a workforce of about 2,000 civil servants and contractors, part of the center’s total workforce of 5,000 – plus. The center has a strong influence on the economy of surrounding communities. Its community involvement includes various outreach activities, participation in the Combined Federal Campaign fundraising drive, hosting the area’s annual Special Olympics and support of the annual Feds Feed Families food drive.
Bus tours of America’s largest rocket engine test complex originate at INFINITY Science Center at I-10, Exit 2, which features a variety of Stennis related displays, hands-on activities and space artifacts and memorabilia. | aerospace |
http://gizmodo.com/tag/operations | 2016-06-27T07:20:06 | s3://commoncrawl/crawl-data/CC-MAIN-2016-26/segments/1466783395621.98/warc/CC-MAIN-20160624154955-00149-ip-10-164-35-72.ec2.internal.warc.gz | 0.945455 | 113 | CC-MAIN-2016-26 | webtext-fineweb__CC-MAIN-2016-26__0__116233590 | en | Once again, the French Navy shows they make the best airplane videos there are. This one shows the flight deck operations onboard the nuclear-powered aircraft carrier Charles DeGaulle. Although I would have preferred no soundtrack, it helps that, instead of using dubstep, they slapped in AC/DC's Thunderstruck.
While grabbing its first scoop of Martian soil, the Mars Curiosity Rover team noticed a weird thing, something that was not supposed to be there: a bright object on the ground. What is it? NASA's scientists don't know yet. | aerospace |
https://syntheticapertureradar.com/strix-%CE%B2-%E2%80%8B%E2%80%8Bon-a-soyuz-2-launch-vehicle-from-vostochny-cosmodrome-in-russia-in-late-2021/ | 2024-04-12T16:18:17 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00713.warc.gz | 0.930902 | 319 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__57297890 | en | Synspective Inc., a SAR satellite data and analytic solution provider, announced a Launch Agreement with the German launch services provider, Exolaunch, to launch the second demonstration satellite “StriX-β” on a Soyuz-2 launch vehicle from Vostochny Cosmodrome in Russia in late 2021.
StriX-β is the second demonstration satellite following Strix-α. It is aimed to demonstrate “InSAR (Interferometric SAR)” technology in orbit, a special SAR analytics technique to detect millimeter-level displacements on the ground surface.
Under the agreement, Exolaunch will provide launch, mission management, and integration services for the Strix-β satellite that will be delivered to a Synspective’s custom orbit. The Strix-β is the second satellite of a 30 SAR satellite constellation that Synspective plans to build by the late 2020s.
Dr. Motoyuki Arai, founder and CEO of Synspective, said, “We are very pleased to entrust the launch of StriX-β, our second small SAR satellite, to Exolaunch, which has an extensive track record. Synspective has already begun operating its first satellite, as well as providing solution services. We are now entering a phase of business expansion. StriX-β is a crucial satellite to demonstrate InSAR technology and to deepen satellite-operation know-how, which are strengths in our business expansion. We will accomplish this mission and steadily achieve results to enhance global efficiency and resilience.” | aerospace |
https://tekniklabs.coresoftware.com/eventDetail.php?record=384 | 2023-05-29T09:23:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644817.32/warc/CC-MAIN-20230529074001-20230529104001-00513.warc.gz | 0.857056 | 125 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__55669328 | en | Experience the thrill of flight and accomplishment as you learn to program drones using our intuitive visual coding and Python interface. Pilot drones through extreme maneuvers, grasping objects and flying aerial missions all with the power of code. Watch your child's confidence soar as they learn to write programs that bridge the gap from the digital to the physical world.
What Students Learn:
Fundamental coding concepts like events, variables, conditionals, and loops
Program Parrot drones using blocky visual code blocks
Program your own remote control to fly the way you want to fly
Navigate drones through obstacle courses
Perform fantastic aerial stunts and maneuvers | aerospace |
https://stagsoftware.com/s7/houston-we-have-a-problem/ | 2020-09-19T06:37:10 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400190270.10/warc/CC-MAIN-20200919044311-20200919074311-00430.warc.gz | 0.951835 | 199 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__58130891 | en | A radio transmission by Lovell, “Houston, we’ve had a problem”, has become widely misquoted in popular culture as,”Houston, we have a problem”.
Apollo 13 was the third manned mission by NASA intended to land on the moon, but experienced a mid mission technical malfunction that forced the lunar landing to be aborted. The crew was commander James A. Lovell, Command Module pilot John L.
“Jack” Swigert, and Lunar Module pilot Fred W. Haise.
Using the analogy it is interesting to note that we see different problems at different levels! We are test professionals on ground and our customers far away from us in the business “space”. Remember the risk we put them into!
Click to view the presentation, that was presented recently by T Ashok, Founder & CEO, STAG Software, at SOFTEC Asia, July 2, 2011, in Bangalore. | aerospace |
https://ihavenotv.com/evacuate-earth | 2023-03-27T20:14:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948684.19/warc/CC-MAIN-20230327185741-20230327215741-00517.warc.gz | 0.880466 | 357 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__44634502 | en | If we faced a countdown to destruction, could we build a spacecraft to take us to new and habitable worlds? Can we Evacuate Earth? This documentary special examines this terrifying but scientifically plausible scenario by exploring how we could unite to ensure the survival of the human race.
The largest things in the universe are black holes. In contrast to things like planets or stars they have no physical size limit, and can literally grow endlessly. Although in reality specific things need to happen to create different kinds of black holes, from really tiny ones to the largest single things in the universe. So how do black holes grow and how large is the largest of them all?
The Hayabusa2 spacecraft has just completed one of the most intricate procedures in space exploration. The first mission to deliver rovers onto an asteroid has now descended to its surface for a sample, before returning back to Earth in 2020.
Breakthrough • 2019 • Astronomy
Get the inside story of NASA’s early victories and failures, through firsthand accounts and rarely seen mission footage
S1E1 • Space Disasters • 2020 • Astronomy
A chronicle of the Apollo space program; the first phase takes place against a backdrop of the Cold War, from the disaster of Apollo 1 to the triumph of the Apollo 8 mission.
1/2 • Apollo Back to the Moon • 2019 • Astronomy
In the final episode, Professor Brian Cox journeys to the remotest part of the solar system, a place that the most mysterious planets call home.
5/5 • The Planets 2019 • 2019 • Astronomy
A scientist figures out how to go to the moon while fighting for his life in a war trench.
8/13 • Cosmos: Possible Worlds • 2020 • Astronomy | aerospace |
https://www.aofs.org/2020/04/27/future-hypersonics-program/ | 2021-03-02T04:11:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178363217.42/warc/CC-MAIN-20210302034236-20210302064236-00468.warc.gz | 0.863148 | 475 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__174603953 | en | Future Hypersonics Program
The Department of Defense, United States Air Force (USAF), Air Force Materiel Command (AFMC), Air Force Life Cycle Management Center (AFLCMC), Armament Directorate, is currently conducting market research seeking capabilities statements from potential sources, including small businesses (SB), 8(a), HUBZone, Economically Disadvantaged Woman-Owned (EDWOSB), Woman-Owned (WOSB), Service Disabled Veteran Owned (SDVOSB) small businesses for an effort involving systems integration of a Weapon Open System Architecture (WOSA)-based, solid-rocket boosted, air-breathing, hypersonic conventional cruise missile, air-launched from existing fighter/bomber aircraft into a preliminary design.
The effort involves the use of Digital Engineering (DE) and Model-Based Engineering (MBE) practices for requirements, design, trade studies, and analyses; as well as the use of DE/MBE to accomplish technical planning for qualification, component/subsystem testing, manufacturing, and sustainment of the air-breathing hypersonic cruise missile under representative operational conditions.
Area of capacity are the following:
- sustained air-breathing hypersonic propulsion (ramjet, scramjet, or dual-mode),
- stable hypersonic aerodynamics,
- aero-thermal protection systems,
- solid rocket motors,
- warhead/missile integration,
- advanced hypersonic guidance,
- navigation, and control including advanced subsystem technologies and communications, and
- fighter/bomber weapon integration.
This weapon system must be designed and analyzed to achieve a Preliminary Design Review (PDR) in 4QFY21.
More in : here
Notice ID: FA8682-20-R-0008
Department/Ind. Agency: DEPT OF DEFENSE
- Original Published Date: Apr 27, 2020 05:59 pm CDT
- Original Response Date: May 11, 2020 03:00 pm CDT
- NAICS Code: 541715 – Research and Development in the Physical, Engineering, and Life Sciences (except Nanotechnology and Biotechnology)
SOLICITATION NUMBER: FA8682-20-R-0008 | aerospace |
http://en.ria.ru/science/20121025/176893792.html | 2014-10-21T10:22:58 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507444339.31/warc/CC-MAIN-20141017005724-00351-ip-10-16-133-185.ec2.internal.warc.gz | 0.87225 | 367 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__117714337 | en | A crew of Russia’s Soyuz TMA-06M spacecraft© RIA Novosti. Grigoriy Sysoev
New Space Station Crew Blasts Off From Baikonur© REUTERS/ Shamil Zhumatov
MOSCOW, October 25 (RIA Novosti)
- New Space Station Crew Blasts Off From Baikonur
- New International Space Crew Confirmed
- New Space Station Crew Approved
- Space Station Crew Lands Safely in Kazakhstan
- New Space Station Crew in Orbit
A crew of Russia’s Soyuz TMA-06M spacecraft is preparing to dock with the International Space Station on Thursday, a spokesman for the Russian Mission Control said.
The docking of the spacecraft, launched from the Baikonur space center in Kazakhstan on Tuesday afternoon, is scheduled for 16:35 Moscow time (12:35 GMT) and will be carried out in an automated mode.
The Expedition 33/34 crew comprises Russian cosmonauts Oleg Novitsky and Yevgeny Tarelkin, as well as NASA astronaut Kevin Ford.
They will join the current crew consisting of NASA astronaut Sunita Williams, Russian cosmonaut Yury Malenchenko and Japan’s Akihiko Hoshide.
Russian Soyuz-family spacecraft remain the only means of transportation for crew members to and from the orbital station until at least 2015.
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During the 11th Annual Meeting to be held in Sochi from October 22 to 24, experts of the Valdai International Discussion Club will focus on whether the global community will develop ground rules for the world politics or whether it will be a game without any rules where everyone fend for themselves. | aerospace |
https://eijournal.com/news/business-2/sstl-signs-contract-for-collaborative-mission-with-kazakhstan | 2023-03-31T13:06:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949642.35/warc/CC-MAIN-20230331113819-20230331143819-00220.warc.gz | 0.935515 | 711 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__21634736 | en | Guildford, United Kingdom, July 1, 2013”A contract was signed today between Sir Martin Sweeting, Executive Chairman of Surrey Satellite Technology Ltd (SSTL) and Mr Amanzhol Jaimurzin, General Director of JV Ghalam LLP, for the collaborative design and development of the Kazak Science and Technology satellite system. Ghalam LLP is a joint venture between JSC “National Company Kazakhstan Garysh Sapary” (KGS) and EADS Astrium.
Under the contract, SSTL and the Ghalam team will jointly develop the “SSTL-50KZ” platform using heritage SSTL platform design and payload equipment including an SSTL EarthMapper payload designed for global commercial wide-area imaging, as well as flying a number of jointly-developed equipments and payloads, a novel imaging instrument, and a new on-board computer. The new platform will be designed to provide over 50W Orbit Average Power to a 50kg payload mission and it is intended that the platform and some of the new technologies will be used on future Kazak missions. Additionally, a cubesat carrying a payload for ionospheric research will be developed by SSTL, Ghalam LLP and the Surrey Space Centre at the University of Surrey.
After the signing SSTL’s Executive Chairman Sir Martin Sweeting commented: “We are extremely pleased to have been selected to work on this collaborative mission. Innovation in the space business is extremely important and in our experience the opportunity to work with like-minded partners on space science and technology missions leads to significant benefits and success for all partners.
As part of a collaboration between SSTL and Astrium, SSTL is currently manufacturing a medium resolution imaging satellite for the Republic of Kazakhstan which is due for launch in 2014. This spacecraft is an updated variant of the SSTL-150 platform developed for the RapidEye constellation, and includes many recent developments that improve agility and data capability. As part of this contract, 16 engineers from KGS worked at SSTL on the mission under a training and development programme.
Earlier in the year, the UK Space Agency signed a Memorandum of Understanding with the Kazak space agency Kazcosmos, promoting collaborative missions recognising the synergies between the capabilities and strengths in the UK and Kazak space sectors.
Surrey Satellite Technology Limited (SSTL) is the world’s leading small satellite company, delivering operational space missions for a range of applications including Earth observation, science and communications. The Company designs, manufactures and operates high performance satellites and ground systems for a fraction of the price normally associated with space missions, with 500 staff working on turnkey satellite platforms, space-proven satellite subsystems and optical instruments.
Since 1981 SSTL has built and launched 41 satellites “ as well as providing training and development programmes, consultancy services, and mission studies for ESA, NASA , international governments and commercial customers, with its innovative approach that is changing the economics of space.
In 2008 the Company set up a US subsidiary, Surrey Satellite Technology US LLC (SST-US) with facilities in Denver, Colorado to address the United States market and its customers for the provision of small satellite solutions, applications and services. www.sst-us.com.
Headquartered in Guildford, UK, SSTL is owned by Astrium BV. | aerospace |
https://iffmag.mdmpublishing.com/resqtec-2/ | 2022-08-08T23:10:10 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570879.1/warc/CC-MAIN-20220808213349-20220809003349-00272.warc.gz | 0.930198 | 266 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__153022736 | en | Established in 1972, RESQTEC is a leading multinational. With 40 years of experience, RESQTEC is the most innovative manufacturer of rescue and aircraft recovery equipment servicing technical rescuers and aircraft recovery teams all over the world.
Our objective is to facilitate the rescue industry to operate under safe circumstances, to be capable and to be in control. Over the past four decades, we have positioned ourselves to become a service-oriented company, delivering the best equipment, education, service and support in our areas of expertise: Heavy Rescue, USAR, Extrication and Aircraft Recovery.
All our products are similar in the way that they are all dedicated to save lives and to guarantee safe conditions for the rescuer. We are committed to deliver the best solutions by using the latest technologies in materials and engineering; to educate, but also to learn from the rescuer; to convert today’s knowledge in tomorrow’s success.
Successful products, such as the NT Hybrid bag, Electronic Direct Drive and our R2S aircraft recovery equipment require a balance of creativity, innovation, a good understanding of the challenges in rescue operations and the power to execute. We believe that only when these elements work closely together one can truly achieve success.
For more information, go to www.resqtec.com | aerospace |
https://discovergalaxy.blogspot.com/2012/12/curiosity-has-not-found-life-on-mars.html | 2018-07-18T22:11:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590329.62/warc/CC-MAIN-20180718213135-20180718233135-00530.warc.gz | 0.948655 | 363 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__117115972 | en | Saturday, December 1, 2012
Curiosity has not found life on Mars
NASA experts have proved false the assumption that the research unit Curiosity found traces of life on Mars.
"Installed on the rover's instruments have not yet found any traces of organic compounds on Mars "- said in a statement, NASA.
It notes that "the rumors that at this stage of the mission's Mars rover made some important discoveries that are not true."
Earlier, one member of the NASA, engaged in the processing of data received from the rover, told reporters that the information obtained is "one day will be included in the history books." After that, the media began to circulate the assumption that Curiosity might have been able to find traces of life on Mars.
Curiosity landed on Mars in August. He - the most complex research unit ever sent to explore the planet's surface.
Curiosity rover landed on Mars on August 6 and has worked on the surface for more than three months.
Curiosity mounted on board 10 scientific instruments a total mass of 75 kilograms, rover that will carry out detailed geological and geochemical studies, study the atmosphere and climate of the planet, to search for water and traces of it, as well as organic matter.
The Beijing University of Aviation and Cosmonautics completed a 370-day experiment to simulate the lives of people on the moon, settin...
United Launch Alliance Company successfully conducted the launch of a rocket Delta IV , which brought with it the WGS-9 satellite for mi...
The following month, the NASA spacecraft "Cassini" will make his 126th and final passage by Saturn's largest moon Titan . ...
The spacecraft SpaceX Dragon US company made a successful soft landing on Earth, splashed down off the coast of southern California nea... | aerospace |
https://vietnamnet.vn/en/caav-urges-airlines-to-provide-refunds-for-flights-cancelled-due-to-covid-19-636882.html | 2022-10-04T11:15:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337490.6/warc/CC-MAIN-20221004085909-20221004115909-00371.warc.gz | 0.940869 | 375 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__211154425 | en | CAAV urges airlines to provide refunds for flights cancelled due to COVID-19
Vietnamese airlines must pay full ticket refunds to passengers whose flights have been cancelled due to the outbreak of COVID-19, without any charges,
the Civil Aviation Authority of Vietnam (CAAV) said in a document sent to airlines including Vietnam Airlines, Bamboo Airways, Vietjet Air, Jetstar Pacific Airlines and Vasco on April 25.
The CAAV urges airlines to provide refunds for flights cancelled due to COVID-19.
The document, signed by CAAV Deputy Director Dinh Viet Son, clearly stated that the country is currently combating the pandemic, so air transport activities are regulated in each stage under the direction of the Government and the Ministry of Transport.
In the new situation, as the CAAV has not been able to grant long-term flight permits according to the seasonal flight schedule, airlines need to keep a close eye and follow the instructions of the Ministry of Transport and the CAAV to design appropriate air transport plans. Accordingly, carriers are only allowed to sell tickets for flights which have been permitted by the CAAV.
The CAAV assigns its Air Transport Division and aviation inspectors to closely monitor the airlines’ ticket sales and operation of flights to strictly deal with violations.
The Office of the CAAV has been asked to regularly monitor the hotline to promptly grasp passengers’ reflections and forward them to airlines or report on them to the head of the CAAV so that they could be handled appropriately. Nhan Dan
Domestic airlines will increase flights on several domestic routes from Thursday while offering new promotions to increase demand after national social distancing ends.
All domestic flights and inter-provincial buses resumed limited operations yesterday following the decision to ease social distancing taken by the Government yesterday. | aerospace |
https://megablogme.com/isro-deploys-gslv-f12-with-nvs-01-2nd-gen-navic-satellite/ | 2024-03-01T04:22:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474948.91/warc/CC-MAIN-20240301030138-20240301060138-00643.warc.gz | 0.900667 | 413 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__118868446 | en | ISRO Deploys GSLV F12 NVS 01 2nd Gen NavIC Satellite
ISRO today announced that it has successful deployed NVS-01, the first of the second-generation satellites envisaged for the Navigation with Indian Constellation (NavIC) services by GSLV-F12 vehicle, after a failure with GSLV-F10 in August 2021.
GSLV F12's 🚀
thunderous roar into the skies…..
Turn up the volume 🔊🔊
to enjoy this tracking 📽️ by our colleagues
at SDSC-SHAR, Sriharikota! pic.twitter.com/XZeE5LWgKW
— ISRO (@isro) May 29, 2023
NVS series of satellites will sustain and augment the NavIC with enhanced features. This series incorporates L1 band signals additionally to widen the services. For the first time, an indigenous atomic clock will be flown in NVS-01.
The lift-off took place on Monday, 29 May 2023 at 10.42am local time. The NVS-01 navigation satellite weighs about 2232 kg and carries navigation for providing PNT (Position, Navigation and Timing) payloads operating in L1, L5 and S bands.
The mission life of NVS-01 is expected to be better than 12 years. As compared to the first generation satellite series, the second-generation satellite series includes L1 Navigation band and encompasses indigenously developed Rubidium atomic clock. Currently, there are eight first generation NavIC satellites in orbit.
The L1 navigation band is popular for providing PNT (Position, Navigation and Timing) services for civilian users and for interoperability with other GNSS signals. The space-qualified Rubidium atomic clock, indigenously developed by Space Applications Centre, Ahmedabad, is an important technology which only a handful of countries possess.
ISRO has plans for five more second-generation NVS satellites. | aerospace |
https://xizmomedia.com/new-york-aerial-photography-drone-services/ | 2023-06-09T04:28:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655247.75/warc/CC-MAIN-20230609032325-20230609062325-00003.warc.gz | 0.943817 | 513 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__15123109 | en | There are various New York aerial photography drone services providers that you could choose from in New York, but only one holds the accreditations, talent, and experience that you need for your projects – Xizmo Media. We are a full-service production company specializing in aerial cinemaphotography and drone imaging. Feel free to contact us at any time to discuss your project ideas and learn more about our work.
When you are searching for a company to provide New York aerial photography drone services, it is important that you make sure they are properly equipped, accredited, and experienced. You can see our recent projects to get an idea of the caliber of video and imaging that we are capable of producing. Continue reading to learn more about what makes us stand out from all of other providers of New York aerial photography drone services.
Licensed, Well-Equipped, and Fully Insured
Xizmo Media is fully licensed by the Federal Aviation Administration to operate unmanned aerial vehicles on a commercial basis. This means that we are authorized to fly such technology in Class B, C, & D controlled airspace in the Tri-State area, including John F. Kennedy International, LaGuardia and Newark Liberty International airports. Our pilots even hold a Night Time Operations Waiver Holder, meaning your project isn’t limited to daytime lighting.
In order to provide the highest quality New York aerial photography drone services, we have collected the best drone technology available. Our repertoire of drone technology includes but is not limited to: DJI M600, Taro 4, ALTA 8, Cable Cam, DJI Inspire 2, and Movi Pro.
We take our credibility very seriously and always keep the client in mind. This means that we structure an insurance coverage policy specific to your production’s needs, but we do also offer $5M in insurance coverage.
We provide a variety of New York aerial photography drone services.
Xizmo Media specializes in all-things related to drone services. Outside of aerial cinemaphotography, we also use drones for industrial applications, real estate marketing, and ground production services. We are also experienced in 3D mapping, which provides fast and accurate data, analysis, and support to industries such as construction, surveying, agriculture, and more. Our team of trained professionals have also mastered flying 360 VR rigs.
While we are based in New York City, we provide services for our clients throughout the country and internationally. Contact us online or via email at [email protected] | aerospace |
https://alertscc.net/malaysia-airlines-flight-370-former-deputy-cia-director-mike-morell-says-plane-likely-flew-south/ | 2024-04-25T12:04:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297292879.97/warc/CC-MAIN-20240425094819-20240425124819-00769.warc.gz | 0.984482 | 266 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__46271566 | en | The former Deputy Director of the CIA Mike Morell says that the missing jet had not flown to northern route but to the southern route. He said the some investigators have wrongly assumed the directions of the flight and miscalculated the flying path.
He further said that “a lot of defense radars of China, Afghanistan and India noticed this and it is for sure that someone took control of the plane after disabling the communication system and flew it for quite some time.
On the other hand, Wall Street Journal has said in its recent report that “Some US officials think that the plane might have been hijacked for future terrorist attacks and it might have been hidden from radar and many other satellites”.
On this report, the former CIA director said that “it is very unlikely that you hijack a plane and keep it for future attacks. Once the aircraft is hijacked, terrorists use it immediately”.
He further said that “we have received a very good cooperation on counter-terrorism from the Malaysian authorities and they are doing their best to get rid of this situation”.
Lastly, he was of the opinion that Al-Qaida group was operating in the Malaysia but the forces of that country ousted the group from Malaysia and I do not think there is any penetration of Al-Qaida terrorists. | aerospace |
https://barrett.mit.edu/about | 2024-02-28T09:04:38 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474700.89/warc/CC-MAIN-20240228080245-20240228110245-00422.warc.gz | 0.938007 | 277 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__46722582 | en | Steven Barrett (@StevenRHBarrett) is the H. N. Slater Professor of Aeronautics and Astronautics at the Massachusetts Institute of Technology, where he is Head of the Aeronautics and Astronautics Department. He is director of the MIT Laboratory for Aviation and the Environment and is also a Visiting Professor at Seoul National University's Mechanical Engineering Department. Before joining MIT in 2010 Steven was a faculty member at Cambridge University's Engineering Department, where he completed his undergraduate and graduate degrees in aerospace engineering.
The aim of Steven’s research is to help aviation achieve zero environmental impacts. This includes developing low emissions and noise propulsion technologies for aircraft, improving scientific understanding of the atmospheric impacts of aircraft pollution, advancing approaches for contrail avoidance, and evaluating the sustainability of biofuels and electric aircraft. Steven also has research interests in ground vehicle electrification, novel propulsion technologies for future aerospace vehicles, and broader climate change and air pollution topics. His work spans fundamental technology development through to environmental policy assessment.
Steven has written over 100 journal publications and is current or former supervisor of about 75 graduate theses. Steven’s teaching at MIT includes the undergraduate jet and rocket propulsion course, a graduate-level course on aerospace, energy, and the environment, and a graduate-level course on advanced propulsion concepts. He has contributed to STEM outreach activities since 2003. | aerospace |
http://www.changdajiang.cn/2022/07/26/Mustangs-ace-pilot-in-Europe-single-handedly-against-30-German-fighters/ | 2022-08-12T20:21:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571758.42/warc/CC-MAIN-20220812200804-20220812230804-00009.warc.gz | 0.962404 | 323 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__133413010 | en | Mustang’s ace pilot in Europe: single-handedly, against 30 German fighters!
The Mustang is a specially developed allied escort fighter for bomber escort missions in Europe.The Mustang is known for its long range, excellent combat performance and, of course, its German rival, the Luftwaffe, is not a pushover.In the spring of 1944, allied bombing raids on German strategic sites continued, with 500 B-17s at a time and a convoy of 40 Mustangs ready to meet German FW-109 fighters.This time, the Mustang was attacked by 36 German griffins.After a scuffle, commander Howard lost contact with the convoy when he was confronted by another bomber group, B-17 401, which had no escorts. Howard bravely took on the task.At this time, the front appeared 30 German fighter formation, Howard can only be alone at this time, to meet the 30 German fighter.Howard’s gunner had a problem. His machine gun jammed.In this case, Howard had to use the aircraft themselves to disrupt the German deployment and prevent them from attacking bomber formations.Howard’s brave escort performance, so that the United States bomber formation admiration.And Howard’s final results, almost accounted for more than half of the entire convoy.He’s a real ace pilot of genius.He was the only fighter pilot in Europe to receive the Medal of Honor, the military’s highest honor. When others learned of Howard’s exploits, they thought it was a sure thing.What do you think? | aerospace |
https://earthworks.stanford.edu/catalog/mit-001259386 | 2019-01-22T17:42:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583857993.67/warc/CC-MAIN-20190122161345-20190122183345-00329.warc.gz | 0.845855 | 218 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__110401759 | en | The Topography of Mars [cartographic material] / MOLA Science Team.
- Relief shown by hypsometric tints. "This relief-shaded color contour map was developed from 480 million elevation measurements gathered during the nearly two-year primary mapping phase of NASA's Mars Global Surveyor (MGS) spacecraft by the Mars Orbiter Laser Altimeter (MOLA)." "JPL 400-942A 04/01" (map from N 70⁰ to S 70⁰) and "JPL 400-942B 04/01" (north and south polar regions). "NASA." "NASA GSFC Mars Orbiter Laser Altimeter MOLA Science Team."
- Jet Propulsion Laboratory
- Held by
This data is hosted by MIT, and is currently unavailable to preview and download. Stanford University does not hold this data and cannot provide access to it, at this time. If you have questions about this or other unavailable datasets from MIT GIS Servcies please submit your feedback to [email protected]. | aerospace |
http://www.comacamerica.com/2018/09/07/the-challenges-and-solutions-of-flight-tests-in-china/ | 2021-10-24T08:52:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585916.29/warc/CC-MAIN-20211024081003-20211024111003-00470.warc.gz | 0.954879 | 1,327 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__13425906 | en | Flying is perhaps one of the most freeing activities humans can undertake, as it provides us with the ability to experience the furthest reaches of the world in person, in relatively little time. However, while the experience is tremendously liberating, the rules and regulations governing an aircraft’s ability to take to the sky are strictly regulated. Although flying on a commercial aircraft has become commonplace, it is always worth taking some time to consider much work goes into preparing an aircraft for entry into service. So, let’s examine one of the many aspects of aircraft readiness: flight tests.
In order to ensure safety and efficiency, most airspace around the world is carefully monitored and regulated, with variations depending on the level of congestion and demand for a given airspace. This applies to all flights in controlled airspace, including the test flights that are crucial to the development of new aircraft. As such, each aircraft manufacturer must abide by the respective rules and regulations governing their airspace in order to complete the flight test and certification process for their aircraft. And for some, airspace restrictions can present a considerable obstacle, resulting in the need for creative solutions. COMAC provides a prime example of overcoming unique airspace challenges in order to complete flight test programs.
First, simply flying in China is not an easy task; although commercial aviation has grown exponentially in China over the last few decades, the industry still faces major hurdles due to airspace restrictions when compared to conditions in other countries. For example, in the United States, roughly 80% of airspace is open to civilian use while 20% is reserved for military operations. When combined with additional joint-use airspace zones, where civilian aircraft are permitted to fly through certain military airspace while not in use, there is relatively little conflict between civilian aircraft operators and the military. However, in China the opposite is true, as roughly 20% of airspace is reserved for civilian and 80% designated for military use. Moreover, even the designated civilian airspace is prone to closure by the military for exercises at short notice, causing traffic jams and delays in already congested airspace.
Further complicating the issue is the crowding of available airspace. COMAC’s C919 Assembly Center is located on the grounds of the Shanghai Pudong Airport, which happens to be the ninth busiest airport in the world and the second busiest in China. Transporting over 100 million passengers in 2016, Pudong Airport is an important hub connecting China with the world. As a Shanghai-based corporation, the final assembly center of COMAC’s C919 is located on the grounds of this airport; the first flight of the C919 took place here in May 2017, followed by the first flight of the second C919 and subsequent airframes in the future. However, in order to conduct a complete test flight program, which requires a demanding schedule full of complex maneuvers and varied routes, having to regularly secure slots in some of the busiest airspace in China isn’t ideal. As a result, COMAC found a simple solution by making a move to the countryside!
Once a C919 has completed its first few test flights and has been cleared for cross-country flights, it leaves the hectic Shanghai city life behind and heads to its new home in Yanliang, a rural district of Xi’an in Shanxi Province. There, the C919 enjoys far less airspace congestion and is free to practice test flight maneuvers away from densely populated areas. This is not the first time COMAC has employed this strategy; many of the test flights carried out by the ARJ21 throughout its development, and even today, occur in China’s furthest reaches, often in search of ideal weather conditions but also positioned away from crowded airspace that would complicate its missions.
Another hurdle for flight tests in China is weather, or sometimes the lack thereof. While China is a large and geographically diverse country, the specific weather patterns required to carry out certain tests are not always available. Strict certification requirements call for test aircraft to be subjected to weather conditions that simply cannot be found domestically. For example, while conducting flight tests on the ARJ21 the need for specific weather patterns presented serious problems on two fronts which required creative solutions to overcome.
While the majority of operations progressed steadily during the initial certification test flights of the ARJ21, one area of testing continuously evaded the test flight team – the flight characteristics found in natural icing conditions. China holds a notably diverse array of climates, from the tropical beaches of Hainan, to the bare deserts in the country’s Western regions, to the frigid winter temperatures of the Northeast. Given this, one would expect to find ideal conditions for icing tests. However, after numerous attempts it soon became apparent that the strict weather parameters required by certification bodies could not be found in China. After careful research a suitable location was identified; the only problem – it was in Canada.
With that, the ARJ21 made its first trip abroad to Windsor, Canada in April 2014. After traveling across the world, including a brief European tour, the mission was completed after the right conditions to execute icing tests and satisfy certification requirements were found over the Great Lakes. In the meantime, North America and Europe got a rare glimpse of a Chinese-built airliner in their backyards! Building upon the experience gained from solving this problem, just a few years later in 2018 COMAC once again sent an ARJ21 abroad, this time to Keflavik Airport in Iceland where the unique weather conditions and the airport’s perpendicular runway layout presented the perfect location to conduct the crosswind testing needed for additional certification. After repeated landings in crosswinds reaching 35 kt and gusts as high as 48 kt, the ARJ21 proved it could more than satisfy the minimum 25 kt crosswind capability required by the CAAC. Just like the North American icing tests, this ARJ returned to China from an adventure abroad having triumphantly completed its mission and proving once again that COMAC will go to incredible lengths to ensure that flight testing is carried out as safely and as thoroughly as possible.
As we can see, flight testing any aircraft is no easy task, but when you add the unique challenges of testing a large passenger aircraft in China, the accomplishment becomes that much more impressive. So, the next time you take a commercial flight, whether in China or anywhere else in the world, be sure to consider the years of work and the creative solutions that went into ensuring your aircraft was a part of the safest means of transportation available today. | aerospace |
https://www.nmtv.tv/for-the-first-time-china-docks-spacecraft-in-orbit/ | 2020-09-30T01:10:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402093104.90/warc/CC-MAIN-20200929221433-20200930011433-00057.warc.gz | 0.921498 | 103 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__9256539 | en | With China’s aim to begin a space station, it successfully joined two space vehicles together in orbit for the first time. The unmanned Shenzhou 8 craft made contact with the Tiangong-1 space. The two spacecrafts will circle the globe. While this time the spaceship did not have astronauts, it will in its future missions.
The Shenzhou 8 will return to Earth so that scientists can carry out experiments with capsules recovered from the orbit. Kiran Kidwai – International Desk, NMTV | aerospace |
https://marquistopengineers.com/2019/04/15/irving-c-statler-phd/ | 2022-01-18T09:52:20 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300810.66/warc/CC-MAIN-20220118092443-20220118122443-00245.warc.gz | 0.960152 | 572 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__130865302 | en | Title: Associate Emeritus
Company: NASA Ames Research Center
Location: Mountain View, California, United States
Irving Statler, Associate Emeritus at the NASA Ames Research Center, has been recognized by Marquis Who’s Who Top Engineers for dedication, achievements, and leadership in aerospace engineering.
As a child, Dr. Statler would hop on his bicycle and follow airplanes flying overhead for as long as he could. Fascinated by one of the greatest marvels of modern engineering, he vowed at this early age to work in the field that would satiate his curiosity and interest. Following this pursuit, he first earned a Bachelor of Science in aeronautical engineering and in engineering mathematics from the University of Michigan in 1945. In the following year, he served with the United States Air Force. He later received a PhD from the California Institute of Technology in 1956. In his career, Dr. Statler largely focused on the human factors of aerospace engineering.
Prior to retiring in 2008 and becoming an associate emeritus of the NASA Ames Research Center, Dr. Statler worked in a career filled with many achievements. He began his work with the NASA Ames Research Center in 1988 as a senior staff scientist, and then became the Chief of the Human Factors Research Decision in 1992. Prior to this position, Dr. Statler provided his services as the Director of AGARD with NATO, and as the Director of the Aeromechanics Laboratory with the US Army Air Mobility Research and Development Laboratory. Throughout the late 1950s and into the 1960s, he contributed his skills with the Cornell Aeronautical Laboratory in roles such as senior staff scientist with the Aerosciences Division, Head of the Applied Mechanics Department and principal engineer with the Flight Research Department. Furthermore, Dr. Statler lectured at the University of Buffalo, and worked as a research scientist for the Research Analyst Group at the Jet Propulsion Laboratory.
In his career, Dr. Statler authored Distributed National FOQA Program in 2002 and the Aviation Performance Measuring System (SPMS) in 1980. He has been recognized on numerous occasions; in 2012 he received the Distinguished Statesman Aeronautics Award from the NAA. In 1993 and again in 1999, NASA recognized Dr. Statler with the Group Achievement Award. In addition, he received an International Cooperation in Space Medal from the American Institute of Aeronautics and Astronautics in 1992 and a NATO Military Committee Chairman Medal in 1988. He became a fellow of the American Institute of Aeronautics and Astronautics and the Royal Aeronautical Society. Furthermore, he maintained professional affiliation with the American Association for the Advancement of Science, the German Aerospace Society, the American Helicopter Society and Sigma Xi.
For more information, please visit:
Contact Dr. Statler: | aerospace |
http://www.mach1aviation.co.za/our-programs/ | 2019-05-24T01:44:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257481.39/warc/CC-MAIN-20190524004222-20190524030222-00508.warc.gz | 0.934375 | 240 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__185780729 | en | Private Pilot License
The first step in aviation training is to obtain your Private Pilot License, this is the foundation to all your future flying. This license will allow flying under visual flight conditions with your friends and family as passengers.
Obtaining PPL is a pre-requisite for all student training to earn a commercial pilot license.Learn More
After obtaining the Private Pilot License, the next step is to obtain your Night Rating. The Night Rating allows the pilot to fly in suitable visual weather conditions and at night.Learn More
With an Instrument rating a pilot will have the ability to control the aircraft attitude and performance, by sole reference to instruments and radio aids.
You may obtain your Instrument Rating as PPL or CPL holder.
Air Transport Pilots License
If you want to go all the way and become an Airline Captain this is the license that you will have to acquire. This is also the highest qualification you can get as a Pilot.Learn More
A Multi-Engine rating qualifies you to fly an aircraft with more than one engine.
Most employment opportunities require experience on Multi Engine Aircraft; the Commercial Pilot License preparation can overlap with an Initial Multi Engine Rating Preparation. | aerospace |
https://bytzsoft.com/products/flypal-component-mro/ | 2022-09-30T16:03:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335491.4/warc/CC-MAIN-20220930145518-20220930175518-00500.warc.gz | 0.714956 | 80 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__272581584 | en | FlyPal- Component MRO
Making things work ….
FlyPal ‘s cloud enabled Aviation Component MRO software module is carefully designed using the best practices of the Aviation component MRO industry globally.
1) Improved Transparency between various departments (production /stores /accounts)
2) Reduced Operational Costs
3) Reduces TAT
4) Optimum utilization of resources | aerospace |
https://iconnect007.com/article/139731/teledyne-flir-to-supply-canadian-government-more-than-800-drones-worth-cad95-million-for-ukraine/139728/ein | 2024-04-25T06:51:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297290384.96/warc/CC-MAIN-20240425063334-20240425093334-00238.warc.gz | 0.913652 | 672 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__112048199 | en | Teledyne FLIR to Supply Canadian Government More Than 800 Drones Worth CAD$95 Million for UkraineFebruary 23, 2024 | Teledyne
Estimated reading time: 1 minute
Teledyne FLIR Defense, part of Teledyne Technologies Incorporated (NYSE:TDY), announced that Canada's Department of National Defence is seeking over 800 SkyRanger R70 Unmanned Aerial Systems (UAS), valued at more than CAD$95 million (approximately US$70 million), that Canada will donate to the government of Ukraine.
Built by Teledyne FLIR in Waterloo, Ontario, SkyRanger® R70 drones feature autonomous navigation capability, plus advanced thermal and daytime sensors enabling them to detect and identify targets at long range. The advanced multi-mission drone can handle a variety of payloads up to 3.5 kilograms, including munitions.
This latest order from Canada adds to the unmanned systems and counter-unmanned aerial systems (C-UAS) capabilities Teledyne FLIR Defense is already providing to Ukraine's military through governments worldwide. Teledyne FLIR Black Hornet® nano-drones are currently being used by Ukrainian forces through previous donations made by the Norwegian and British governments. They have performed successfully in numerous operations under the harshest of environments. Furthermore, via a contract with Kongsberg Defence & Aerospace, Teledyne FLIR is providing advanced thermal/visual imaging systems with highly sensitive radar sensors onto a mobile platform to rapidly identify drone threats as part of a total C-UAS solution for Ukraine.
"I would like to thank the Canadian government and the Honourable Bill Blair, Minister of National Defence, for turning to SkyRanger drones in their support for Ukraine," said Edwin Roks, Chief Executive Officer of Teledyne Technologies. "As a world leader in small unmanned aerial systems and remote sensing solutions, Teledyne FLIR Defense is proving that tactical platforms such as SkyRanger and Black Hornet can deliver immediate covert situational awareness on today's battlefields, where and when warfighters need it most."
Teledyne FLIR Defense Awarded $249M IDIQ Contract for U.S. Marine Corps Organic Precision Fires-Light Program04/15/2024 | BUSINESS WIRE
Teledyne FLIR Defense, part of Teledyne Technologies Incorporated, announced that it has been awarded an Indefinite Delivery/Indefinite Quantity (IDIQ) contract worth up to $249 million by the U.S. Marine Corps Systems Command for its Organic Precision Fires-Light (OPF-L) program. The initial delivery order is valued at $12 million.
Teledyne Technologies Incorporated announced that it has entered into an agreement to acquire Valeport Holdings Limited and its affiliates.
Teledyne Technologies Incorporated announced that it has entered into an agreement to acquire Adimec Holding B.V. and its subsidiaries.
Airbus UK has been awarded nearly £95 million and Teledyne e2v £9 million, through the UK Space Agency’s membership of the European Space Agency (ESA), to deliver the next phase of the TRUTHS mission.
Teledyne Technologies Incorporated announced that it has entered into an agreement to acquire Xena Networks ApS. | aerospace |
https://queenbrooklynvirginhair.com/lifestyle/carbon-emissions-are-being-detected-from-the-moon/ | 2022-05-17T14:48:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662517485.8/warc/CC-MAIN-20220517130706-20220517160706-00473.warc.gz | 0.940699 | 1,677 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__94432332 | en | Carbon emissions from the MOON are forcing scientists to question the theory that it was formed in a collision between the Earth and ‘wandering planet’ Theia
- Results from a Japanese spacecraft indicate abundance of carbon on the moon
- But this carbon would have been eradicated by the temperatures during impact
- The ‘impact hypothesis’ may have to be modified to explain carbon’s existence
Carbon emissions from the moon are making scientists question the theory that our dusty rock was formed in a collision between Earth and the ‘wandering planet’ Theia.
Readings from a retired Japanese spacecraft found traces of carbon and volatile water in lunar gases that show the moon is emitting carbon ions from its surface.
This amount of carbon should have been utterly vaporised by the intense temperatures generated in the colossal impact event.
But the findings suggest carbon has been there ever since the moon’s formation 4.5 billion years ago, meaning the ‘impact theory’ may have to be reconsidered.
The researchers’ illustration shows that carbon emissions were distributed over almost all of the lunar surface. This suggests the carbon was embedded at its formation and was not transported there by solar winds or meteoroids
‘These emissions were distributed over almost the total lunar surface, but amounts were differed with respect to lunar geographical areas,’ the researchers say in Science Advances.
‘Our estimates demonstrate that indigenous carbon exists over the entire moon, supporting the hypothesis of a carbon-containing moon, where carbon was embedded at its formation and/or was transported billions of years ago.’
The results are from the Japanese Aerospace Exploration Agency’s SELENE spacecraft, nicknamed Kaguya, which was in operation from 2007 to 2009.
Observations from the lunar orbiter are still being interpreted by scientists to deliver research results.
One of Kaguya’s instruments was an ion mass spectrometer, which found fluxes in carbon ions that are too great to have been transported by solar wind or tiny meteoroids called ‘micrometeoroids’, the researchers said.
The abundance of carbon embedded all over the lunar surface would have been utterly vaporised by intense temperatures generated by the intense impact event between Earth and ‘wandering planet’ Theia
Carbon is a volatile element that has a considerable influence on the formation and evolution of planetary bodies.
WHAT IS THEIA?
About 4.5 billion years ago in the first 150 years of the Solar System the Earth was hit by a Mars-size planet.
Leading theories suggest this led to the creation of the Moon and Theia may have merged with the Earth.
Theia is named after the mythical Greek Titan who was the mother of Selene, the goddess of the Moon.
The protoplanet may have come from the outer solar system before colliding with the very young Earth.
For decades, it has been believed that carbon and other volatile elements are depleted in the moon because of early analyses of samples from the US’s famous Apollo missions in the 1960s and 1970s.
A volatile-depleted moon, devoid of carbon compounds, is one of the greatest driving forces of the giant impact hypothesis, also known as the ‘Big Splash’.
The event – about 4.45 billion years ago and 150 million years after the solar system formed – is the most pervasive idea for explaining both the formation of the Earth and our relatively large moon compared to other rocky planets.
The impact from the smaller planet Theia, which was around 3,792 miles in diameter compared with Earth’s 7,917 miles, created a ring of debris around our home planet that eventually came together to form the moon.
This artist’s concept shows a celestial body about the size of our moon slamming into a body the size of Mercury in a scenario that could be similar to Theia colliding with Earth
However, the theory is unconfirmed and hotly debated, and the idea of a ‘carbon-depleted dry moon’ has already been challenged by some recent analysis.
In their new research paper, the Japanese team of scientists claim the high-temperature collision – registering at more than 10,000 degrees Fahrenheit – would have boiled off the volatile carbon.
Although it doesn’t strictly disprove the impact theory, more consideration may be needed regarding a generally accepted theory for our moon’s mysterious history.
NASA’s next trip to the moon, scheduled for 2024, could be an opportunity to follow up on the research that was kicked off by the Apollo moon samples.
The results are from the Japanese Aerospace Exploration Agency’s SELENE spacecraft, nicknamed Kaguya, which was in operation for a year and nine months just over a decade ago
‘It would be useful to further evaluate initial amounts of volatiles in the Moon – for example, future isotope analyses of the C+ emissions from the lunar surface – to provide a quantitative estimation of the mass balance of indigenous carbon, the solar wind, and micrometeoroids,’ the team said.
Earlier this year, another team of researchers concluded that the ‘Big Splash’ theory was indeed correct, based on traces of Theia in lunar rocks.
Researchers from the University of New Mexico examined the oxygen isotopes in Moon rocks brought back to Earth by Apollo astronauts.
They discovered differences in oxygen isotopes – an indicator of the origin of the material – between the moon rocks and Earth rocks, which may have come from the remains of Theia after the impact.
NASA will land the first woman and next man on the Moon in 2024 as part of the Artemis mission
Artemis was the twin sister of Apollo and goddess of the Moon in Greek mythology.
NASA has chosen her to personify its path back to the Moon, which will see astronauts return to the lunar surface by 2024 – including the first woman and the next man.
Artemis 1, formerly Exploration Mission-1, is the first in a series of increasingly complex missions that will enable human exploration to the Moon and Mars.
Artemis 1 will be the first integrated flight test of NASA’s deep space exploration system: the Orion spacecraft, Space Launch System (SLS) rocket and the ground systems at Kennedy Space Center in Cape Canaveral, Florida.
Artemis 1 will be an uncrewed flight that will provide a foundation for human deep space exploration, and demonstrate our commitment and capability to extend human existence to the Moon and beyond.
During this flight, the spacecraft will launch on the most powerful rocket in the world and fly farther than any spacecraft built for humans has ever flown.
It will travel 280,000 miles (450,600 km) from Earth, thousands of miles beyond the Moon over the course of about a three-week mission.
Artemis 1, formerly Exploration Mission-1, is the first in a series of increasingly complex missions that will enable human exploration to the Moon and Mars. This graphic explains the various stages of the mission
Orion will stay in space longer than any ship for astronauts has done without docking to a space station and return home faster and hotter than ever before.
With this first exploration mission, NASA is leading the next steps of human exploration into deep space where astronauts will build and begin testing the systems near the Moon needed for lunar surface missions and exploration to other destinations farther from Earth, including Mars.
The will take crew on a different trajectory and test Orion’s critical systems with humans aboard.
The SLS rocket will from an initial configuration capable of sending more than 26 metric tons to the Moon, to a final configuration that can send at least 45 metric tons.
Together, Orion, SLS and the ground systems at Kennedy will be able to meet the most challenging crew and cargo mission needs in deep space.
Eventually NASA seeks to establish a sustainable human presence on the Moon by 2028 as a result of the Artemis mission.
The space agency hopes this colony will uncover new scientific discoveries, demonstrate new technological advancements and lay the foundation for private companies to build a lunar economy.
Source: Read Full Article | aerospace |
https://www.searsoutlet.com/br/pdp/swift-stream-rc-rc-z-9-camera-drone-w-built-in-wifi-white/172287 | 2018-10-18T06:12:33 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511703.70/warc/CC-MAIN-20181018042951-20181018064451-00223.warc.gz | 0.848246 | 396 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__153301237 | en | Swift Stream RC RC Z-9 Camera Drone w/ Built-In WiFi - White
Take to the Sky with the Swift Stream Z-9 Camera Drone Snap photos from new heights with the Swift Stream Z-9 Wifi Camera Drone . All sides of the RC aircraft are designed as the front nose, making this drone easy for first-time pilots to operate. The 6-axis gyro and 360-degree flipping capability lets you perform daring stunts at any time. When you're ready to take a picture, the auto hover feature locks in at a desired height. The built-in undercarriage camera not only captures aerial-view pictures, but it also records up to 7 minutes of video that can be sent to your smartphone via the Swift Stream app.
- Built-in camera takes pictures or records up to 7 minutes of video
- Wifi camera sends photos and videos to your smartphone via an app
- Auto liftoff correction and headless design make flying easy for first timers
- LED lights allow you to fly at night
- Digital remote control includes 5 channels and LCD screen to operate the aircraft smoothly
- Drone makes right and left turns and hovers for easy operation
- Flying Direction: Forward, backward, up, down and side to side
- Flight Distance: 200'
- Flight Time: Up to 7 minutes
- Battery Charge Time: Up to 90 minutes
- Weight: 0.3 lbs
A federal law effective December 21, 2015 requires unmanned aircraft registration for “drones” weighing more than 0.55 pounds (250 grams) and less than 55 pounds (approx. 25 kilograms) including payloads such as on-board cameras. Before flying your drone check local regulations. For more information visit www.knowbeforeyoufly.org and http://www.faa.gov/uas
California residents: See Proposition 65 information
|Operating Range (ft.)||200| | aerospace |
http://bentphilipson.com/missiles/titan-ii-missile/ | 2017-11-21T06:02:13 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806317.75/warc/CC-MAIN-20171121055145-20171121075145-00697.warc.gz | 0.981258 | 469 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__47949579 | en | The Titan family of rockets were used between 1959 and 2003. There were two main categories of Titan rockets. Those used in a passive role by NASA for spaceflight and those used by the US Air Force as defense against Soviet aggression.
In this article, we will focus on the Titan missile used for defensive deterrent, which was in use from 1963 to 1987.
The Titan II was a powerful two stage, 103 feet tall intercontinental ballistic missile (ICBM),w with 170 tons when loaded with fuel. There were 54 missiles in all, strategically located in bomb proof silos across the central United States; specifically, Arkansas, Kansas, and Arizona.
These awesome machines were designed to launch in just 58 seconds, as time was of the essence in the event of a surprise attack. Each of these ICBMs were nuclear tipped with a 9-megaton nuclear warhead and were able to travel to targets over 6300 miles away within a time span of just 30 minutes.
The facility that contained and controlled the Titan II was about 90% underground, so only the top level was seen from the ground, giving the appearance that it was nothing more than a farm of small government office. Recall that all these missile facilities were top secret during the Cold War.
The Air Force had squadrons – an array of missile sites within a designated location. For example, the 34th squadron contained nine missile sites within the Little Rock, Arkansas area.
Nine was not the exceptional number, as each Titan II squadron across the midwest consisted of nine launch facilities, each housing a single missile and each a distance of seven miles from the other. Each silo was directly connected to an underground launch control unit, manned by a round the clock combat crew of two officers and two airman. The Air Force deployed six squadrons of Titan II missiles facilities. To save money, the squadrons were grouped in pairs, controlled by one operational base.
As with the B-52s, these missile facilities were under the management of SAC and provided the additional deterrent to supplement the B-52 bombers.
Fortunately, these missiles never had to be used and after the Cold War ended, the facilities have been removed; however, there is one still standing, but not active. That is the Titan II Missile Museum near Tucson, Arizona. | aerospace |
https://garrettpark.org/indian-air-force-finally-buys-indian-made-htt-40-trainer-it-refused-to-buy-for-years/ | 2022-12-09T19:30:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711475.44/warc/CC-MAIN-20221209181231-20221209211231-00026.warc.gz | 0.966316 | 1,435 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__300250146 | en | Indian Air Force (IAF) purchases 70 Hindustan Turbo Trainer-40 (HTT-40) Basic Trainer Aircraft (BTA), which Prime Minister Narendra Modi unveiled during DefExpo-2022 in Gandhinagar more early this week.
The trainer, designed and developed by Hindustan Aeronautics Limited (HAL), will be built at the Bangalore and Nashik facilities from early 2023.
The IAF will receive the first batch of two HTT-40 trainers within 20 months, followed by eight and then 20 aircraft per year.
Beginning IAF and Navy pilots will learn to fly these aircraft during the first stage of their training. In the second and third stages, pilots are trained on the Kiran Mark II jet and the advanced Hawk jet respectively.
The HTT-40 deal is of great significance as development of the aircraft, which began in 2013, progressed amid an up and down battle between HAL and IAF over the future of the program.
The history of the HTT-40
The HAL had offered the HTT-40 to replace the HPT-32 “Deepak” trainer, which the IAF grounded in 2009 after a horrific crash that killed two experienced pilots.
Inducted in 1984, the HAL-designed aircraft encountered persistent problems due to major flaws in its design. In 2010, at least 17 Deepak accidents claimed the lives of 19 pilots.
However, in 2012 the Ministry of Defense (MoD) and the IAF rejected HAL’s bid to develop the trainer aircraft, concluding that the HTT-40 would prove more expensive than 75 Swiss Pilatus PC trainers -7 Mk II for which a $1 billion contract was in progress. view from here.
In August of the same year, Defense Minister AK Antony announced that the Ministry of Defense had signed a Rs 2,900 crore deal for the Swiss aircraft, despite serious allegations of discrepancies.
But with 75 Swiss PC-7s forming only part of the IAF’s total requirement of 183 basic trainer aircraft, the HAL proposed that the IAF purchase 108 HTT-40 trainers to complete the fleet.
The IAF, however, was in favor of purchasing additional PC-7s from Switzerland by exercising the option clause to purchase 37 additional aircraft in the contract. The first Swiss trainers from the initial order had already been delivered in April 2013.
A strident campaign against HAL’s HTT-40 followed as the IAF consistently resisted the native coach over the next few years.
In July 2013, the head of the IAF, Air Chief Marshal NAK Browne, wrote to Defense Minister Antony insisting that 106 PC-7 trainers be imported from Switzerland. He argued that the HAL-built HTT-40 would be more expensive “by more than 89% as of 2018” compared to the Swiss PC-7.
If the Ministry of Defense had approved the proposal for additional PC-7s at this stage, the potential order for HTT-40s would have shrunk to 71 aircraft.
Around the same time, news reports indicated that the IAF had diluted at least 12 performance criteria, including some relating to pilot safety, to allow Swiss Pilatus PC-7 Mk IIs to qualify for supply. .
In 2014, the IAF issued a new RFI inviting Indian companies to submit bids to supply 106 PC-7 Mk II trainers in partnership with Pilatus. This was considered an attempt to kill HAL’s HTT-40 program.
Earlier, in 2013, it approached HAL to build 106 of these Swiss trainer aircraft in the country under license from Pilatus. The proposal had been rejected by HAL, which continued to develop HTT-40.
HAL had argued that its trainer was not only cheaper, but also easy to maintain and upgrade over its 30-year lifespan. However, after unsubstantiated allegations of corruption in the project mysteriously surfaced in 2015, it agreed to build 106 PC-7 Mk II trainers in India.
But with emphasis on ‘Make in India’ under a new BJP-led government, the IAF was told in March 2015 that it would have to purchase HTT-40 trainers developed by HAL. The decision follows reports that the Swiss PC-7s would be more expensive than expected when the contract was awarded to Pilatus.
A little over two years later, in June 2017, the plane made its maiden flight in the presence of the then Minister of Defense, Manohar Parrikar.
“The young team [at HAL] took a calculated risk and that he flew the plane within the year and retained his insurance. Native content on HTT-40 is close to 80%. Nearly 50% of HTT-40 components are manufactured by private players in the Indian aerospace ecosystem,” Parrikar said at the time.
The HTT-40 not only outperformed the Pilatus, but also exceeded the IAF performance criteria. While the IAF required a top speed of 400 km/h, the HTT-40 was tested at 420 km/h.
Additionally, he exceeded the IAF ceiling requirement of 20,000 feet while flying at 20,200 feet. It can take off and land on just 800 meters of runway, less than the 1,000 meter limit set by the IAF in the Preliminary Staff Qualitative Requirement.
But in 2019, when the HAL asked the IAF to issue a request for proposals for the HTT-40, essential for unlocking the money needed to pay American Honeywell Garret for the engine that will power the trainer , the IAF refused. He would only issue a DP after the aircraft had completed spin tests.
Training aircraft must be able to enter and recover from a spin as it is necessary to familiarize trainee pilots to identify the start of controlled flight and the actions required to exit such situations.
Given the high risk associated with performing this complex maneuver, the test progresses incrementally, in turn, and requires several flights.
The HTT-40 passed the “six-turn spin test” later that year.
“For HAL, erasing the HTT-40’s six-turn spin tests takes a monkey off our backs,” HAL’s design chief Arup Chatterjee said at the time.
Over the years, HAL has resisted the IAF’s attempt to abandon the HTT-40 program in favor of Swiss PC-7 coaches. He invested Rs 350 crore of his own money in the project.
The program progressed without much support from the IAF and was eventually saved thanks to Narendra Modi government’s ‘Make in India’ push in the defense sector.
In August 2020, the government authorized the purchase of the plane and the IAF finally published a tender for 75 HTT-40s in early 2021, along with a clause providing for the option to acquire some. 38 others. | aerospace |
https://paperdabba.com/2021/01/10/indonesian-passenger-plane-missing/ | 2021-01-20T09:44:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703519984.9/warc/CC-MAIN-20210120085204-20210120115204-00048.warc.gz | 0.966547 | 769 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__224282711 | en | An Indonesian passenger plane has gone missing and is feared to have crashed just minutes after taking off from the country’s capital city of Jakarta.
Sriwijaya Air flight SJ182 lost 3000 metres in altitude in less than 60 seconds before disappearing while flying north over the Java Sea.
The plane rapidly lost altitude just four minutes after taking off and flying north from Jakarta’s airport over the Java Sea, according to Flight Radar 24 data.
The missing flight had taken off from Jakarta at 2.36pm local time (6.36pm Sydney time) and was heading northbound for the city of Pontianak.
The last contact with the flight was at 2.40pm (6.40pm Sydney time), according to CNBC Indonesia.
Thousands Islands residents, a chain of islands located off the north coast of Jakarta, heard “two explosions” near the suspected crash sight.
Fisherman who went out to investigate the sounds have found debris, including plane fuselage, in the area.
“We found some cables, a piece of jeans, and pieces of metal on the water,” security official Zulkifli told CNN Indonesia, AlJazeera reports.
There were 56 people on board which included six crew, seven children three babies and 40 adult passengers.
A search and rescue operation began with no official results available on Saturday night.
“We deployed our team, boats and sea riders to the location suspected to be where it went down after losing contact,” Bambang Suryo Aji, a senior official at the agency, told reporters after nightfall.
No Australians are believed to have been on the flight and distressed loved ones of passengers onboard have now been left fearing the worst.
“I have four family members on the flight — my wife and my three children,” Yaman Zai said as he sobbed at Pontianak airport.
“They haven’t arrived. They’re not here,” he was heard saying as he spoke on his mobile phone.
“At this point, we are investigating and co-ordinating the matter with Basarnas (the search and rescue agency) and KNKT (the transport safety body). We will release more information as soon as there are developments,” Indonesian Transport Ministry spokesperson Adita Irawati said in a statement.
The 95-minute flight was being operated on a 27-year-old Boeing 737-500.
In a statement Sriwijaya Air said it was “in contact with various related parties to get more detailed information” and will provide more information when it comes to hand.
The budget airline, which has about 19 Boeing jets that fly to destinations in Indonesia and Southeast Asia, said only that it was investigating the loss of contact.
In October 2018, 189 people were killed when a Lion Air Boeing 737 MAX jet slammed into the Java Sea about 12 minutes after takeoff from Jakarta on a routine one-hour flight.
That crash — and a subsequent fatal flight in Ethiopia — saw Boeing hit with $2.5 billion in fines over claims it defrauded regulators overseeing the 737 MAX model, which was grounded worldwide following the two deadly crashes.
Indonesia’s aviation sector has long suffered from a reputation for poor safety, and its airlines were once banned from entering US and European airspace.
In 2014, an AirAsia plane crashed with the loss of 162 lives. Domestic investigators’ final report on the AirAsia crash showed a chronically faulty component in a rudder control system, poor maintenance and the pilots’ inadequate response were major factors in what was supposed to be a routine flight from the Indonesian city of Surabaya to Singapore. | aerospace |
http://flyingtigercomics.blogspot.com/2014/03/us-investigators-suspect-missing.html | 2017-05-23T08:49:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607593.1/warc/CC-MAIN-20170523083809-20170523103809-00426.warc.gz | 0.939877 | 360 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__75363427 | en | U.S. Investigators Suspect Missing Airplane Flew On for Hours - WSJ.com
Missing Airplane Flew On for Hours
Engine Data Suggest Malaysia Flight Was Airborne Long After Radar Disappearance, U.S. Investigators Say
U.S. investigators suspect that Malaysia Airlines 3786.KU -2.04% Flight
370 stayed in the air for about four hours past the time it reached its
last confirmed location, according to two people familiar with the
details, raising the possibility that the plane could have flown on for
hundreds of additional miles under conditions that remain murky.
But the huge uncertainty about where the plane was headed, and why it
continued flying so long without working transponders, has raised
theories among investigators that the aircraft may have been
commandeered for a reason that appears unclear to U.S. authorities. Some
of those theories have been laid out to national security officials and
senior personnel from various U.S. agencies, according to one person
familiar with the matter.
At one briefing, according to this person, officials were told
investigators are actively pursuing the notion that the plane was
diverted "with the intention of using it later for another purpose."
As of Wednesday it remained unclear whether the plane reached an
alternate destination or if it ultimately crashed, potentially hundreds
of miles from where an international search effort has been focused.
A total flight time of five hours after departing Kuala Lumpur means the
Boeing 777 could have continued for an additional distance of about
2,200 nautical miles, reaching points as far as the Indian Ocean, the
border of Pakistan or even the Arabian Sea, based on the jet's cruising | aerospace |
https://cn.pixtastock.com/footage/c11/c6 | 2021-01-26T11:48:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704799741.85/warc/CC-MAIN-20210126104721-20210126134721-00156.warc.gz | 0.792823 | 509 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__59345862 | en | Solar system with sun and planets
Planets revolving around the sun
Close-up of sun
International Space Station and astronaut in outer space over the planet Earth
futuristic Space satellite orbiting the earth
International Space Station in outer space
Male engineer dictating data to coworker while discussing innovation project. Man in hard helmet and
astronaut in white spacesuit in outer space
International Space Station ISS revolving over earths atmosphere. Earth with a Hurricane. Elements of this image furnished by NASA.
Astronaut outside the International Space Station on a spacewalk
Astronaut falls to Earth in the open space. Spacewalk. Elements of this image furnished by NASA. Alpha channel.
3d models of windmills near solar panels with sky reflection
Parker Solar Probe approaching to Sun
ISS with solar panel rotate over Earth atmosphere
astronaut in spacesuit over illuminated Earth
Mirror solar panels reflect jet flying in sky with clouds
Astronaut falls to Earth in the open space. Spacewalk. Elements of this image furnished by NASA. Green screen.
Solar panel technician working with solar panels. Engineer in a uniform with a tablet checks solar panels productivity. The future is today
Military robots are sent to battle on a transport spaceship. Animation for fiction, futuristic or sci-fi backgrounds.
View of the earth and a spaceship
Spacecraft deploying solar panels
Exploring Mars using spaceships
Space shuttle and space station orbiting earth
View of Mars and a spaceship
The astronaut landed on a new unknown planet, covered with ice and snow. Animation for fantasy, futuristic or space travel backgrounds.
Astronaut falls to Earth in the open space. Spacewalk. Earth with a Hurricane. Elements of this image furnished by NASA.
International Space Station in outer space light
Engineer in a white helmet is at the solar power station. Green energy concept. Photovoltaic panel
Astronaut Spacewalk, Astronaut shows thumbs up in the open space. Earth with a Hurricane. Elements of this video furnished by NASA.
Beautiful View of Planet Earth from Space Timelapse and Stars - 4K Seamless Loop Motion Background Animation
Solar system with planets
Spaceship above the light of the planet
Earth and outer space station iss
Astronaut falls to open space. Spacewalk. Elements of this image furnished by NASA.
Male engineer with scrolls of drafting dictating to coworker tasks while while working on innovation | aerospace |
https://defenseheadlines.com/the-value-and-importance-of-the-pakistani-air-force-jf-17-in-aerial-defense/ | 2023-12-01T12:14:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100287.49/warc/CC-MAIN-20231201120231-20231201150231-00182.warc.gz | 0.934907 | 615 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__107026287 | en | The Pakistani Air Force (PAF) F-17, known as the JF-17 Thunder, has been pivotal in modernizing the country’s aerial defense capabilities. Launched as a joint venture between the Pakistan Aeronautical Complex (PAC) and the Chengdu Aircraft Corporation of China, this multi-role combat aircraft has proven to be a cost-effective and highly versatile addition to the PAF.
Value of the JF-17
The JF-17 Thunder, a lightweight, single-engine, multi-role combat aircraft, represents considerable value in terms of cost and performance. While precise costs can fluctuate due to various factors, including specific configurations and negotiated contracts, the unit price for a JF-17 is often estimated to be significantly lower than that of many comparable Western aircraft.
This relatively low price tag and its impressive performance characteristics provide a great return on investment. The JF-17 can perform various roles, including air-to-air combat, ground attack, surveillance, and anti-ship missions. It is equipped with modern avionics systems, an array of weapons, and a robust engine that can reach a maximum speed of Mach 1.6, providing the PAF with an effective, multi-dimensional force multiplier.
The Importance of the JF-17 in Aerial Defense
The advent of the JF-17 Thunder has played a vital role in strengthening Pakistan’s aerial defense capabilities. It’s filling the gap left by the retiring fleet of older aircraft models and bolstering the PAF’s ability to deal with potential threats.
Furthermore, the multi-role capabilities of the JF-17 have provided the PAF with an aircraft that can perform a variety of mission profiles. This versatility is paramount in modern warfare, where changing battle scenarios require flexibility and rapid response.
The JF-17 has proven its worth in combat. During Operation Swift Retort in 2019, JF-17s were utilized by the PAF and played a crucial role in the operation, demonstrating their combat readiness and effectiveness. This has boosted the confidence of the PAF in the JF-17 as a mainstay of their aerial defense.
Moreover, the JF-17 is critical to Pakistan’s doctrine of credible minimum deterrence. It can carry and deliver conventional and nuclear weapons, making it an integral part of the country’s strategic assets. The aircraft’s ability to conduct nuclear strikes adds an extra layer of deterrence and protects Pakistan’s national security interests.
In conclusion, the Pakistani Air Force JF-17 is a cost-effective, versatile, and effective multi-role combat aircraft that has greatly enhanced Pakistan’s aerial defense capabilities. It has proven its worth in combat and is essential to Pakistan’s defense and deterrence strategies. Regarding its price and value, the JF-17 is a significant asset for the PAF, demonstrating the strength of Pakistan’s commitment to maintaining a robust and modern air force. | aerospace |
https://thescoop.co/2018/03/29/prince-mateen-cleared-takeoff/ | 2023-12-08T22:58:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100779.51/warc/CC-MAIN-20231208212357-20231209002357-00713.warc.gz | 0.976085 | 378 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__244979706 | en | Crisp blue uniforms, brass buttons and gold braids were proudly on display yesterday in the West Midlands, as Brunei’s monarch had the unique opportunity to present his second-youngest son with his ‘wings’.
His Majesty Haji Hassanal Bolkiah Mu’izzaddin Waddaulah, the Sultan and Yang Di-Pertuan of Brunei Darussalam was a special guest at a graduation ceremony for the Defence Helicopter Flying School at the Royal Air Force (RAF) station in Shawbury, where he presented Wing Badges to 27 officers, including his son.
His Royal Highness Prince ‘Abdul Mateen, a captain in the Royal Brunei Air Force, has been training as a helicopter pilot with the the RAF for the past year. He completed his elementary flying course at RAF Cranwell last April, before undertaking the single engine rotary wing course at RAF Shawbury, flying the Squirrel helicopter.
After receiving his RAF Wing Badge, the 26-year-old prince will continue his training to qualify as a Black Hawk helicopter pilot.
HRH succeeds his father as the second Brunei royal to become a licensed pilot. The sultan is known to be a keen aviator and is perhaps the only world leader that flies himself to regional meetings of heads of state.
The RAF Shawbury trains around 1,000 students a year from across the UK Armed Services and its international defence partners, which “helps to build lasting relationships within the international defence community”, according to officials.
Prince Mateen began his military training as an officer cadet at the Royal Military Academy Sandhurst in 2010. He then read politics at King’s College London, graduating in 2014 before completing his masters degree at the School of Oriental and African Studies, University of London, in 2016. | aerospace |
https://www.dailynews.com/2013/01/19/nova-explores-drones-use-in-war-surveillance/ | 2018-10-20T13:20:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512750.15/warc/CC-MAIN-20181020121719-20181020143219-00132.warc.gz | 0.948871 | 1,038 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__205879657 | en | In PBS’ “Nova: Rise of the Drones” – a look at the rapid evolution of unmanned flying robots – an ominous note is quickly sounded. Are we in danger of becoming some sci-fi world like “The Terminator” where the machines run us rather than the other way around?
With drones now moving from the battlefield to homeland use, an even more ominous note is being struck. As the head of one paparazzi agency reportedly said about the possibility of using a drone to spy on stars, “It will strike fear into the heart of any celebrity thinking about having an outdoor birthday party.”
“That’s the world we’re going into,” joked Dr. Peter W. Singer, senior fellow and director of the 21st Century Defense Initiative at the Brookings Institution, at a panel on the program at the recent Television Critics Association meeting in Pasadena.
OK, you may not care about celebs, but we are entering a new age, whether you like it or not. The 2012 FAA Reauthorization Act orders the agency to develop regulations for the testing and licensing of commercial drones by 2015. It is projected that some 30,000 drones could be crisscrossing the nation’s skies by 2020.
Right now most people are aware of the CIA’s armed Predator drone program, which has targeted al-Qaida leaders and is a key component of U.S. counterterrorism efforts in Pakistan, Afghanistan, Yemen and other places. One of the panelists was Abe Karem, an aeronautics pioneer known as the “father of the Predator,” who began to build the prototype for his drone or UAV (unmanned aerial vehicle) during the 1980s in his garage.
Much of “Rise of the Drones” is a well-paced explanation on how UAVs were developed and are changing warfare. Some people may find the rapidly growing sophistication of these robots alarming. One segment shows a group of small drones working together like a swarm of bees.
Toward the end of the program, there is an image of a woman sunbathing in a bikini in her backyard and a small drone hovering overhead. “The key components to drone technology are already available to virtually anybody,” the narrator has already intoned. A “hobbyist” from Orange County – one of thousands across the country – then describes how he made his drone for $500 in his workshop.
As with all technology, there is a debate whether drones will be used for good or bad. But even Karem, who defended his invention, admitted there is a need for regulation. “Right now,” he says, “you can go to a store and buy for $200 a hovering machine automated with a camera.”
Already drones are being used on our borders to detect illegal immigration, and more police departments are investing in them for surveillance. There are even private groups using them for their own ends. The program interviews one group spying on what they believed to be illegal hunters, which makes you wonder what others might do, especially considering the low cost building a UAV.
But the expansion of drone programs is not just in the U.S., where the Air Force is training more remote pilots than manned fighter and bomber pilots combined. Singer says some 55 countries are developing their own UAV programs.
As for our future privacy, the panel seemed split – or at least unsure.
“We are our own worst enemies in that regard. Every one of us carrying cellphones, we take pictures and oftentimes these end up on the Internet,” says University of Pennsylvania scientist Vijay Kumar, a drone expert.
“On the positive side, I think you really have now the ability for these UAVs to go take pictures. Particularly, imagine the aftermath of a disaster, to respond to that immediately. The first responders someday will no longer be humans. They’ll be robots.”
Singer, though, calls the rise of drones “a game changer” when it comes to issues of privacy, especially with more police departments moving to use them.
“I think of the old `Where’s Waldo?’ books,” says Singer, author of “Wired for War.” “Even if you’re just trying to find Waldo, you’re going to pick up footage of a lot of other people. And I don’t mean this in a nefarious `1984′ way, but it just means that a lot more people are going to be brought under observation.”
Rob Lowman 818-713-3687
Follow Rob Lowman on Twitter at http://twitter.com/RobLowman1
Nova: Rise of the Drones
What: How aerial robots are changing the world.
When: 9 p.m. Wednesday.
Where: PBS SoCal (KOCE). | aerospace |
http://www.mil.by/en/forces/vvspvo/appointment/ | 2017-04-29T03:43:32 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123270.78/warc/CC-MAIN-20170423031203-00475-ip-10-145-167-34.ec2.internal.warc.gz | 0.925761 | 333 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__45184453 | en | The Air Force and Air Defence (AFAD) is a service of the Belarusian Armed Forces, designed to defend critical facilities and military forces from air attacks, destroy enemy military industrial installations and troops and support the Belarusian Army.
AFAD consists of two operational-tactical commands and military units providing combat and combat service support.
Tasks in peacetime:
- pulling combat duty, as well as duty for Belarusian uniformed services (the Border Committee, Interior Ministry, State Security Committee and Emergencies Ministry), transporting the Defence Ministry’s task groups and senior military and state officials, conducting continuous radar intelligence in the airspace, supervising that all bodies abide by relevant regulations when using the airspace and flying across the state border;
- training units to accomplish combat missions;
- supporting training activities of the Army and executing special tasks (transportation of troops and military and civil cargoes).
Tasks in wartime:
- providing air defence of critical military and state facilities and groups of forces;
- destroying hostile aircraft on the ground and in the air in order to repulse or frustrate the enemy’s attack and prevent him from gaining air supremacy;
- attacking enemy objects;
- furnishing air support to the troops;
- killing enemy airborne forces in the air and at landing areas;
- conducting airborne operations;
- transporting troops and cargoes;
- carrying out electronic warfare and air surveillance.
AFAD performs its tasks in conjunction with the Army’s air defences and the Armed Forces’ rocket troops and artillery, electronic warfare, intelligence, surveillance and reconnaissance forces. | aerospace |
http://rap-online.com/Ceramic_Magnet/index.html | 2018-10-19T04:14:23 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512323.79/warc/CC-MAIN-20181019041222-20181019062722-00135.warc.gz | 0.84222 | 89 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__157207913 | en | Rare earth magnet
Magnetics provide thousands of useful solutions in manufacturing processes and for finished products. Jobmaster Magnets’ products range from sweepers and separation devices to handling magnets which lift, hold and position. We service diverse industries including heavy steel fabrication, automotive, aerospace and manufacturing of electronic components. As specialists in magnetic technology, we possess the necessary equipment and expertise to create a single prototype or mass produce items for your specific requirements. | aerospace |
https://www.skybrary.aero/index.php/Hydraulic_Fluid_as_a_Fire_Source | 2019-03-24T06:49:32 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203378.92/warc/CC-MAIN-20190324063449-20190324085449-00555.warc.gz | 0.866282 | 933 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__138989089 | en | Hydraulic Fluid as a Fire Source
From SKYbrary Wiki
|Category:||Fire Smoke and Fumes|
A hydraulic system uses pressurised fluid to drive machinery. Most hydraulic fluids are combustible and a compromised hydraulic system, in combination with an ignition source, can lead to a fire.
A hydraulic drive system consists of the hydraulic fluid plus three major mechanical components. These components are the “pressure generator” or hydraulic pump which can be driven by an electric motor, an engine or a manual pump, the system “plumbing” consisting of valves, filters and pipes and the “motor” which could be a hydraulic motor, hydraulic cylinder or hydraulic actuator.
Virtually all aircraft have hydraulic systems of some description. In small, general aviation aircraft, the hydraulic components may be limited to wheel brakes. In larger aircraft, hydraulic systems can also provide the motive power for many other systems including nose wheel steering, landing gear retraction/extension, flap and slat retraction/extension, flight control actuation, emergency electrical generation and other ancillaries such as airstairs and cargo doors.
- Hydraulic fluid fires have the potential to lead to the loss of the aircraft.
- In the event of a post crash fire, the hydraulic fluids are an additional fuel source.
- Special hydraulic fluids with fire resistant properties have been developed for aviation use. These fluids are phosphate esters and, unlike mineral oil based hydraulic fluids, are very difficult to ignite at room temperature. However, if the fluid is heated to temperatures in excess of 180 degrees C, it will sustain combustion. The auto-ignition temperature of most aviation hydraulic fluids is in the range of 475 degrees C.
- Fitment of cockpit brake temperature indicators will give the pilots warning of a wheel well fire.
EASA Certification Specifications
Present EASA certification specifications address the issue of hydraulic fluid fires, notably:
- CS 25.735 (brakes and braking system) (b) (2) (Fluid loss);
- CS 25.1435 (Hydraulic systems) (b) (3) (minimize harmful concentrations of hydraulic fluids or vapors in crew and passenger compartments) and (4) meet power-plant fire protection specifications if flammable fluid is used)
- CS 25.1707 (System separation Electrical Wiring Interconnection Systems (EWIS)) (f) (separation from hydraulic systems)
AMC 25-735 and 1189 provide further information.
- After a high speed rejected takeoff, brake temperatures on a large, heavy aircraft exceed 700 degrees C. Hydraulic fluid from a crack in a brake line leaks onto the hot brake and ignites. The fire is extinguished by the RFFS that had responded to the rejected takeoff.
- An undetected “dragging” brake during the takeoff roll results in very hot brake temperatures once the landing gear has been retracted. Hydraulic fluid from a leak in the landing gear actuator assembly ignites. The ensuing wheel well fire results in the structural failure of the wing before the aircraft is able to land.
- A leak from a pressurized system can lead to misting of the hydraulic fluid. This makes the fluid more susceptible to fire should it come in contact with an ignition source.
- Aircraft brakes can easily reach temperatures in excess of 500 degrees C.
- Temperatures in a post crash fuel-fed fire will exceed the auto-ignition temperature of aviation hydraulic fluid.
- Robust maintenance practices and flight crew vigilance during pre-flight inspection will help minimize the risk of fire due to hydraulic fluid leakage.
- Manufacturers continue to develop more fire resistant fluids and more robust hydraulic system components.
- Aircraft designers reduce the presence of hydraulically powered aircraft systems.
- Fire in the Air
- In-Flight Fire: Guidance for Flight Crews
- In-Flight Fire: Guidance for Controllers
- Hot Brakes
- Wing Fire
- FAA Advisory Circular 120-80A “In Flight Fires”
- Boeing article: Reducing Smoke and Burning Odor Events
- Society of Automotive Engineers, SAE ARP4752A (R) Aerospace - "Design and Installation of Commercial Transport Aircraft Hydraulic Systems"
- An analysis of fumes and smoke events in Australian aviation ATSB (Australia), 2014
- Study of Reported Occurrences in Conjunction with Cabin Air Quality in Transport Aircraft BFU (Germany), 2014 | aerospace |
https://meikle-ley.com/products/10x-twinclips-5ud-6885-5ud-4388375-raf-vintage-aircraft-part | 2021-06-19T04:29:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487643380.40/warc/CC-MAIN-20210619020602-20210619050602-00047.warc.gz | 0.846901 | 125 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__68841328 | en | 10x Twinclips 5UD/6885 5UD/4388375 RAF Vintage Aircraft Part.
New old stock. Although unused these have been in storage for many years so may show some minor surface oxidation. These may come in a sealed pack or zip locked packet. Sold untested for display only and "as is".
Great item for display or as part of a steampunk / aviation themed project.
Always willing to combine postage. International enquires welcomed, ask for postage quotes.
Many more vintage aircraft spares available from our shop! If there is something in particular you need please get in touch. | aerospace |
http://planegrazy.com/2012/09/ipads-aviation-a-few-things-pilots-do-during-flights-that-you-were-unaware-of/ | 2013-05-18T23:23:51 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368696382920/warc/CC-MAIN-20130516092622-00093-ip-10-60-113-184.ec2.internal.warc.gz | 0.969932 | 591 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__22073122 | en | Aviation can seem like a strenuous obligation. Being a pilot may come with several imperative responsibilities. However, flying doesn’t have to be an uneasy, monotonous experience. Actually, there are a few things pilots do, during a flight that you are unaware of. They have to do something in order to prepare for those extensive flights, right? One of the more common activities they do is use iPads while flying. Several pilots use iPad Kneeboards to hold their iPads during the flight. The product allows them to focus on their task, take notes and charts, and be extensively prepared for any unexpected circumstances. Numerous online aviation stores sell I Pad Kneeboards and now more pilots are beginning to use it.
Most pilots that purchase an I Pad Kneeboard use it to jot down notes and view charts during flights. The I Pad Knee boards and I Pad 2 Kneeboards both have a strap that allows the pilot to attach to securely their leg. This allows the pilot to have direct access to their iPads during the flight. This is beneficial because this allows pilots to view flight routes, maps, advisories, and more while operating the plane. Having this technology on hand also makes it easier to memorize alternate paths, and stay on route. The iPad provides the pilot with more assurance, which in turn makes them more confident. As a result, passengers that interact with this solid pilot feel reassured and feel more at ease about the journey.
The I Pad 2 Kneeboard also has the same features. However, pilots also use Bluetooth technology as well as GPS, and even In-Flight Weather. This may not be as fun as playing Angry Bird, but these apps lets pilots to prepare for any impending incidents and also navigate the plan using less fuel. The usage of iPads during the flights only requires the proper accessories: kneeboard, Wi-Fi, and any other aviation accessories. This means that the pilot uses less fuel using the plane’s technology as GPS. Conserving fuel while in flight is always a good thing.
Countless people are anxious about flying in planes, which makes the pilot’s job even harder at times. Nonetheless, technology and its accessories, like iPad Kneeboards, make the process simple and more convenient. Utilizing these tools during flight gives the pilot more lead way in regards to preparing for emergencies and also allows them to discretely stay on track while flying. This also gives the pilot access to more resources, which makes the flight less of a troubling experience. In fact, there are many sites that prepare pilots for the use of iPads during flights. This is one of many things pilots do, that you were unaware of, during flights.
David has been flying commerical airlines for 15 years and enjoy blogging about it. For more information about ipad 2 kneeboard visit pilotmall.com | aerospace |
http://dottech.org/82655/nasa-space-shuttle-flies-over-los-angeles-at-low-altitude-with-two-jet-escorts-amazing-photo-of-the-day/print | 2015-03-04T08:43:27 | s3://commoncrawl/crawl-data/CC-MAIN-2015-11/segments/1424936463460.96/warc/CC-MAIN-20150226074103-00060-ip-10-28-5-156.ec2.internal.warc.gz | 0.879366 | 427 | CC-MAIN-2015-11 | webtext-fineweb__CC-MAIN-2015-11__0__90252193 | en | - dotTech - http://dottech.org -
NASA space shuttle flies over Los Angeles at low altitude with two jet escorts [Amazing Photo of the Day]
Posted By Ashraf On September 27, 2012 @ 2:15 AM In Miscellaneous | 3 Comments
We know nature is beautiful. Seeing as most of us live in a man-dominated world, viewing photos of nature is often an enjoyable task. Sometimes, however, man-made objects are also beautiful (in their own way). While a NASA space shuttle may not be as aesthetically pleasing as, say, an aurora borealis, it holds an aura of awe nonetheless due to the magnificent things it can do, namely fly into space. And it is hard to find a more striking photo of a space shuttle than one flying over a city with jet escorts (albeit on the back of a Boeing 747). Check it out:
For those of you that are curious, the shuttle in the above photo is the Endeavour flying over Los Angeles on its way to land at LAX (Los Angeles International Airport). The Endeavour will eventually make its way to California Science Center. Oh and those jets you see in front of the shuttle are called “chase jets” — they look like fighter jets, but they aren’t.
[via NASA ]
Article printed from dotTech: http://dottech.org
URL to article: http://dottech.org/82655/nasa-space-shuttle-flies-over-los-angeles-at-low-altitude-with-two-jet-escorts-amazing-photo-of-the-day/
URLs in this post:
Image: http://dottech.org/wp-content/uploads/2012/09/space_shuttle_la.jpg
NASA: http://apod.nasa.gov/apod/ap120926.html
© 2008-2012 dotTech.org | All content is the property of its rightful owner. | aerospace |
https://www.lifeflight.org.au/page/what-we-do/who_we_are/about-us/Engineering_Excellence/ | 2019-11-15T20:13:21 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668712.57/warc/CC-MAIN-20191115195132-20191115223132-00201.warc.gz | 0.935639 | 280 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__201927523 | en | LifeFlight is a Civil Aviation Safety Authority (CASA) approved maintenance organisation.
We operate an in-house engineering facility at Archerfield Airport (Brisbane) to support our rotary and fixed wing aircraft to maximise safety and optimise our mission readiness. This is further supported by our highly qualified on-site line maintenance capabilities at:
• Brisbane Airport
• Sunshine Coast
LifeFlight’s highly skilled and dedicated engineering team maintain our aircraft to the highest level of safety at all times.
LifeFlight is able to achieve a very high level of aircraft availability for both rotary and fixed wing operations through highly qualified technicians and specialists and utilisation of industry best practice systems.
LifeFlight's engineering division has the equipment and experienced engineers to carry out a wide range of activities. Operating for more than 30 years we have developed significant knowledge and capability to enable us to maintain our aircraft to the highest levels to ensure the safe and efficient operation of our aircraft.
Each of our aircraft requires significant technical maintenance to ensure their safe and reliable operation. Our helicopters must be able to land on difficult, unprepared terrains and they must do it in such a way that ensures the highest safety for the patients and crew aboard and on the ground. Equally the aircraft are maintained to withstand and operate in harsh environmental conditions to support the flight crew to effectively and safely undertake each rescue mission. | aerospace |
https://www.researchandmarkets.com/reports/5724219/regulatory-environment-for-commercial-drone | 2024-04-13T09:28:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816587.89/warc/CC-MAIN-20240413083102-20240413113102-00469.warc.gz | 0.867687 | 598 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__98393423 | en | Advancements in Regulations Enable Drone Technology Improvements to Adapt to Existing Frameworks
Through this study, the publisher aims to provide the reader with an overview of the regulations shaping commercial drone applications worldwide, outline recent developments, and how they will enable industry growth. We focused on the regulatory frameworks of Europe, Asia-Pacific, and North America, representing the largest commercial drone applications markets.
The study also provides insight into the rules that drone industry participants must follow to enter a new geographical market. Despite basic commonalities between national and international regulations, the main requirements for different types of drone operations differ significantly. Companies must comply with these regulations before expanding into new regions. The author outlines the prerequisites required for specific drone operations in several countries, namely beyond visual line of sight and nighttime flights, to show drone businesses which countries and regions have adopted a permissive stance toward commercial drone operations.
Rising awareness among citizens on using drone platforms in public for commercial purposes and cooperation between regulators are crucial trends shaping regulatory development. Moreover, the use of conventional drone platforms for warfare purposes in the Russo-Ukrainian war is making many regulatory entities reluctant to enable the use of drones in public spaces.
Notably, the study offers stakeholders insights into growth opportunities related to regulatory development. The author anticipates medical drone deliveries in countries with an open stance toward drone use and regions leveraging regulatory sandboxes to enable regulations for new technological innovations to propel the commercial drone industry.
Table of Contents
1. Strategic Imperatives
- Why is it Increasingly Difficult to Grow?
- The Strategic Imperative 8™
- The Impact of the Top 3 Strategic Imperatives on the Regulatory Environment for Commercial Drone Applications
- Growth Opportunities Fuel the Growth Pipeline Engine™
2. Growth Opportunity Analysis
- Research Scope
- Overview of Commercial Drone Operations by Country
- Representative National and International Regulatory Entities
- Regulatory Framework for Commercial Drone Use by Country/Region
- CAA’s and EASA's Main Types of Drone Operations
- Regulatory Framework Analysis by Specific Operation Conditions
- Developments for Unmanned Traffic Management (UTM) Regulations
- Growth Drivers
- Growth Restraints
3. Commercial Drone Regulatory Framework Developments by Region
- 2022 Commercial Drone Applications Regulations - North America
- 2022 Commercial Drone Applications Regulations - South America
- 2022 Commercial Drone Applications Regulations - Europe
- 2022 Commercial Drone Applications Regulations - The Middle East
- 2022 Commercial Drone Applications Regulations - Africa
- 2022 Commercial Drone Applications Regulations - APAC
4. Growth Opportunity Universe
- Growth Opportunity 1 - Unmanned Traffic Management (UTM) Systems and Regulations
- Growth Opportunity 2 - Regulatory Sandboxes for Technological Innovations
- Growth Opportunity 3 - Drone Medical Deliveries in African Countries with Innovative Policy Frameworks
5. Key Conclusion
- List of Exhibits
- Legal Disclaimer | aerospace |
https://www.historynet.com/vincent-j-burnelli-and-his-flying-fuselage/ | 2023-06-02T11:46:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648635.78/warc/CC-MAIN-20230602104352-20230602134352-00239.warc.gz | 0.972168 | 5,106 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__222225524 | en | There must have been some odd looks on the faces of the Provisional International Civil Aviation Organization officials on hand to witness the demonstration flight of the Burnelli CBY-3. The different-looking transport plane roared down the runway at Montreal’s Cartierville Airport in August 1945 and flew into what would turn out to be a short history. Like the Douglas DC-3, the most famous transport aircraft of the period, the CBY-3 was a large, twin-engine, all-metal monoplane. There, however, the resemblance ended.
The two engines of the DC-3, like those of most multiengine aircraft, were mounted in the wings; the engines of the CBY-3 were mounted side by side on the forward edge of the fuselage. The DC-3 had a conventional single tail section at the rear of the fuselage; the CBY-3 had a twin tail mounted on booms extending rearward from the main fuselage. Most unusual of all, however, was the unique shape of the CBY-3’s fuselage. Rather than the circular cross-section main fuselage of the DC-3, the CBY-3 had a rectangular cross-section fuselage, 20 feet wide, in the airfoil shape of a wing when seen from the side.
Even more remarkable than the CBY-3’s appearance was its performance. It could carry a ton more payload than the DC-3. Most impressive of all was the fact that test pilot Clyde Pangborn guided the CBY-3 into the air with a takeoff run of only 650 feet.
What was the miracle airplane that made its test flight on that Canadian summer day? Why aren’t its wondrous capabilities better known? The answers to these questions are only a small part of one of the most interesting stories of the youth of America’s aviation industry–that of designer Vincent J. Burnelli.
Since the early days of aviation, aircraft designers have dreamed of utilizing the payload-carrying space of the fuselage to create the lift needed to keep a plane in the air. Such a plane could, if the design problems were worked out, carry more, climb quicker, and stay in the air with less power than aircraft of more conventional design.
The concept is almost as old as manned flight itself. In 1909, Professor Hugo Junkers envisioned a large ‘flying wing aircraft capable of carrying hundreds of passengers. Other similar designs followed, from the famed XB-35 and XB-49 flying-wing designs of Jack Northrop during the 1940s and 1950s to the Stealth aircraft of the 1980s, the Lockheed F-117A fighter and the Northrop B-2 bomber. But no one tried harder or spent more years making the concept a reality than Vincent J. Burnelli.
Like his transport, Burnelli was a product of the pioneer days of American aviation. Born in Temple, Texas, on November 22, 1895, he received his education along the southern border of the United States. He attended public schools in Temple and in Monterrey, Mexico, before moving east to spend three years studying at St. Peter’s College in New Jersey. From his early youth, Burnelli showed an interest in aviation. He first learned to fly gliders on Staten Island, N.Y., in 1915, and graduated to piloting powered aircraft in Lincoln, Neb., in 1919.
Designing aircraft rather than flying them, however, was Burnelli’s greatest passion. Along with friend John Carisi, he first began experimenting with gliders in 1912. By 1915, the pair had produced their first powered design, an open biplane they built in Queens, N. Y. They tested it at the Hempstead Plains Airfield, which was later to gain much greater fame in aviation history as Long Island’s Roosevelt Field. Always concerned about practicality, Burnelli and his partner wasted no time putting their creation to work. We used it for barnstorming, Burnelli later recalled of his first design. You could make $500 to $1,000 in those days working a fair, and that was big money.
World War I created a great demand for aviation know-how, and Burnelli used the opportunity to establish himself in the aircraft industry. During the course of the war, he worked for the International, Continental, and Lawson aircraft companies in such varied positions as engineer, designer and superintendent. He also invented an aerial torpedo plane and designed a plane for the Brazilian government.
Burnelli also became interested in designing transport aircraft, and the fascination would follow him through the rest of his life. In 1919, while working for Milwaukee’s Lawson Aircraft Co., Burnelli designed one of the first commercial transports, a 26-passenger biplane. Despite the project’s success, Burnelli was disappointed with the resulting design.
As an engineer, Burnelli believed that all of an aircraft’s basic components should be designed to help it maintain flight, which was not the case in transports of the time. The fuselage in a conventionally designed plane, he felt, was only a box to carry passengers and cargo and provided no lift. Because the Lawson transport possessed this weakness, he referred to it as a streetcar with wings.
Burnelli was determined to create a plane where all the parts helped provide the lift needed to keep it in the air. The air is the roadbed of an airplane, said Lawson, and I decided I’d leave streetcars on the ground from then on. For the vital task of providing the lift, designers generally relied entirely upon the wings. Burnelli, however, felt a lighter and much more efficient aircraft was possible if the fuselage as well as the wings provided lift. He soon set about designing just such a transport. In 1920, Burnelli teamed up with T.T. Remington to create his first lifting-fuselage design.
The plane, the RB-1, was a twin-engine biplane that incorporated many of the unique features that would be associated with Burnelli-designed transports for the next five decades.
The most recognizable feature of the Burnelli-type transport was, of course, the wide, flat, airfoil-shaped fuselage, a feature that provided an estimated 40 percent of the aircraft’s lift. Its unique engine placement was equally characteristic of a Burnelli design. Rather than placing the engines in nacelles between the wings, as was the custom, Burnelli mounted the twin power plants side by side on the front edge of the airfoil-shaped fuselage.
Burnelli’s idea had many advantages over more conventional engine placement. By eliminating the nacelles, Burnelli’s made his planes lighter than comparable transports of more conventional design. Burnelli’s method also reduced stress in the wings at the points where the engines were mounted and reduced the plane’s frontal area. Those changes decreased drag and improved the aerodynamics of a Burnelli-designed plane.
The design also had safety advantages. Some have claimed that the flat, rectangular fuselage of the Burnelli transport was stronger and provided more protection for passengers than the long, narrow fuselage of a conventional liner. In addition, Burnelli’s design placed the engines well in front of the passenger compartment, which, experts agreed, helped absorb shock in the event of a crash. It also kept the propellers well away from the passengers’ area, which reduced both noise and danger for the passengers in the case of propeller blade failure. The arrangement even allowed the flight crew partial access to the plane’s engines from inside the cabin during flight.
Burnelli and others often referred to his lifting-fuselage aircraft as flying wings. The term, strictly speaking, was not entirely accurate. The fuselage of a Burnelli-design aircraft, although airfoil shaped, was distinctly not the same component as the wing. In addition, Burnelli transports invariably had a twin tail. In his later designs, the tail was mounted on booms at the rear of the plane.
Burnelli was convinced that he had created a truly revolutionary aircraft design, and used his efforts tirelessly to gain its acceptance from a skeptical aircraft industry. From the 1920s until Burnelli’s death in 1964, his transports would remain a constant, if largely unappreciated, presence on the U.S. aviation scene.
In 1921, Burnelli organized the Remington-Burnelli Co. to help promote his design. Over the next few years, the company set out to produce a series of transport prototypes based upon his revolutionary concept. Each incorporated the most modern features, often before they appeared on more conventionally designed aircraft of the time. In 1924, the RB-2, an air freight version of the RB-1, was introduced. The RB-2 incorporated corrugated metal construction.
By 1928, Burnelli joined forces with banker and Skylines Inc. president Paul B. Chapman to build the CB-16. The plane not only was Burnelli’s first monoplane transport but also incorporated all-metal construction and retractable landing gear. In 1929, the aileron cables became crossed during maintenance, and the plane crashed during testing. Both the pilot, Lieutenant George Pond, and his co-pilot emerged from the wreckage unhurt, a tribute to both the strength and the safety of the Burnelli design.
To build the Chapman Airliner, Burnelli had rented space and tools at Aeromarine’s Keyport, N.J., plant. The arrangement led to his next business enterprise in 1929 when Burnelli joined Aeromarine backer Inglis M. Uppercu to form a new company, Uppercu-Burnelli Corp. Uppercu served as the firm’s president and sales manager, while Burnelli worked as a vice president and the firm’s chief engineer.
The company soon established operations at Aeromarine’s Keyport plant. The UB-20 was Burnelli’s first offering at Uppercu-Burnelli. The 20-passenger airliner clearly captured the public’s imagination when it made its first public showing on February 7, 1930, at the New York Aviation Show. The New York Times reported that Burnelli’s aircraft was the largest plane in the show and the centre [sic] of airplane interest in the exposition.
Probably the greatest technical breakthrough of Burnelli’s UB-20 was its all-metal construction. The new all-metal Burnelli 20-passenger transport…incorporates a new type of structure possessing important advantages in strength-to-weight efficiency, Burnelli wrote about the liner in Aero Digest. Outstanding advantages of this type of construction are reduction of fabricating expense and greater durability afforded by the heavy, flat, stressed skin covering, Burnelli observed. Tests at the time substantiated many of Burnelli’s claims about the superiority of his design. An article in Aero Digest in 1930 stated that the Burnelli transport was 2.76 percent lighter and had a smaller frontal resistance area and greater lift than a conventionally designed twin-engine transport of the same size.
The designer’s activities during the period, however, were not confined entirely to large transport aircraft. In 1929, Burnelli designed and built a smaller version of his airplane called the GX-3, a three-seat, open-cockpit, twin-engine monoplane as an entry for the $150,000 Guggenheim Safe Aircraft Competition.
The competition, sponsored by millionaire Daniel Guggenheim, was intended to promote the development of commercial aircraft. Burnelli’s aircraft did not win the competition. Although it was clearly one of the most original and innovative entries, it arrived too late at New York’s Mitchell Field to take part in the competition’s official trials. Despite the setback, the GX-3’s performance was reported to have been excellent.
Uppercu-Burnelli Corporation was also involved in building small sport aircraft. The firm produced the Aeromarine-Klemm, a German-designed, personal sport monoplane, under license at its Keyport plant for the American market. In 1930, Uppercu-Burnelli also introduced its own floatplane version, called the Uppercu-Burnelli Amphibian seaplane.
Unlike Burnelli’s transports, the seaplane had little that was revolutionary about its design. With a length of 23 feet 5 inches, a wingspan of just over 40 feet and an empty weight of about 1,300 pounds, the design of the small, single-engine, two-seat, low-wing sport monoplane was relatively straightforward. It was essentially the Aeromarine-Klemm with floats added. Nonetheless, the design of the floats, not the aircraft, upheld Burnelli’s reputation for innovation. A set of four retractable landing wheels mounted in the floats permitted the plane to operate on land as well as on water. The plane attracted considerable attention when it made its first public appearance at the Newark, N.J., municipal airport and at Long Island’s Roosevelt Field. Those watching were convinced the seaplane would crash as it attempted to land on an ordinary tarmac runway. Instead, the small sports plane made a perfect landing despite the presence of the large set of floats.
In May 1930, after 10 years of trying, Burnelli received a patent for his transport design. With this assurance, Burnelli and his firm redoubled their efforts to obtain sufficient orders to allow the full-scale production of the UB-20. During 1931 and 1932, advertisements appeared regularly in aviation trade publications touting the advantages of the Burnelli design. Such efforts, however, were doomed to failure in those Depression-plagued years.
Despite their cutting-edge technology, the Burnelli transports were not pretty, so gaining acceptance for such an unusual and revolutionary design was not an easy task. Burnelli himself unwittingly contributed to this problem as well. By insisting upon building the lifting-fuselage design himself, he kept other, larger manufacturers from incorporating his ideas into their aircraft. In addition, the rapid development of more powerful aircraft engines in the 1920s and 1930s also worked to the transport’s disadvantage. The increasingly powerful engines available on the market often more than compensated for the conventional aircraft design weaknesses that gave a performance edge to the Burnelli design.
Still, Burnelli was tireless in his efforts to demonstrate the practicality and efficiency of his planes to the public and the aviation industry. During the 1920s, for instance, the RB-2 became a portable showroom for Essex automobiles. Fitted out to carry eight passengers, a fully equipped office and an Essex coupe, the plane flew a promotional tour of the United States. On another occasion, the Sun Oil Co. wanted to prove that its fuel could start a car even in the cold temperatures found at high altitudes. In an unsuccessful effort to substantiate this claim, the UB-20 flew over Long Island with a Ford roadster suspended beneath the fuselage.
In 1934, Uppercu-Burnelli changed its name to the Burnelli Aircraft Co. Its commitment to perfecting and promoting the Burnelli design never waned. In 1935, a new prototype passenger liner, the UB-14, appeared on the market. The UB-14 retained all the advantages of the UB-20 and Burnelli’s other designs. It is claimed that the cabin space per passenger is much larger than for any conventional type airplane so far built, Aviation magazine, the forerunner of the contemporary Aviation Weekly, said in September 1935.
The UB-14, like its predecessors, failed to attract sufficient orders or the kind of financial backing necessary to put the plane into full production. Burnelli therefore turned more and more of his attention abroad to seek financial backing for his designs from the European aviation industry. Several European companies expressed interest. In July 1936, Britain’s Scottish Aircraft Co. was preparing to build its own version of the UB-14 at its Willesden plant. Holland’s Aviolanda Aircraft Co. had also expressed interest in the design. To capitalize upon that foreign attention, Burnelli decided to send the UB-14 to Europe.
Burnelli first planned to send the plane to Europe in a spectacular transatlantic flight. To fly the prototype, Burnelli obtained the services of Clyde Pangborn, a well-known pilot. Pangborn was a longtime supporter of the Burnelli design and had a long association with Burnelli aircraft. A former World War I aviator and barnstorming pilot, Pangborn first achieved national fame in 1931 when he and his partner, Hugh Herndon, flew their specially designed, high-wing Bellanca Skyrocket monoplane from Tokyo to Wenatchee, Wash., covering the 4,600 miles in 41 hours, 13 minutes.
To extend their plane’s range, Pangborn and Herndon had jettisoned the landing gear soon after takeoff and made an undignified belly landing upon their arrival in the United States. Nonetheless, they became the first men to fly nonstop across the Pacific, and they collected the $25,000 cash prize offered for the feat by a Tokyo newspaper. Clearly, Pangborn was an ideal choice to pilot the Burnelli plane. His previous achievements in the air alone would have been sufficient to attract the attention of the aviation world to the flight.
Although the transatlantic flight eventually fell through, Burnelli went ahead with plans for a European demonstration and had the plane disassembled and sent to Europe by ship. Initially, however, things did not go well for Burnelli’s European enterprise. The British customs service kept the disassembled aircraft in crates for months at Southampton, England. To make matters worse, the Scottish Aircraft Co., which held rights to build the Burnelli design, had gone into receivership before completing its Burnelli prototype.
Eventually, however, Burnelli’s fortunes in Europe began to improve. Finally released from British customs, the UB-14 was reassembled in Holland and, in December 1937, with Pangborn at the controls, made its long-awaited demonstration flight at Hatfield, England.
The flight had the desired effect upon Great Britain’s Cunliffe-Owen Aircraft Corp., a new aircraft firm started by Sir Hugh Cunliffe-Owen of the British American Tobacco Co. The firm undertook to build a European Burnelli transport. The resulting plane, the OA-1 Clyde Clipper, briefly saw production in Europe. Burnelli’s long-sought success, however, was short-lived. Only one plane had been completed when World War II broke out in Europe. With Britain’s aircraft industry devoted almost entirely to military aircraft, no more Clyde Clipper transports were built. The sole British Burnelli aircraft was pressed into service by the RAF and was eventually turned over to the Free French Air Force in Africa, where at one point it served as the personal transport of General Charles de Gaulle. Worn out by its wartime service, the Clyde Clipper reportedly met its end as the centerpiece of a V-J Day (victory over Japan) bonfire.
Throughout his career, Burnelli made several attempts to adapt his lifting-fuselage design to military use. Those efforts, however, fared no better than his civilian designs. Rumors circulated that financial backing from a political opponent of President Roosevelt kept Burnelli from gaining the kind of government support enjoyed by many of his competitors. Whatever the reason, Burnelli did not share in the lucrative military contracts enjoyed by other aircraft manufacturers at the time.
In 1935, Burnelli submitted his design for the two-engine bomber, the A-1, to the U.S. Army Air Corps. The design got no further than the mock-up stage.
In 1943, Burnelli transformed his A-1 bomber design into a lifting-fuselage glider, the XCG-16, which was capable of carrying 40 troops or 4 tons of cargo. Like his powered aircraft, the glider never saw production. Despite excellent test results, only one prototype of the XCG-16 was built.
The war, however, did not keep Burnelli from trying to build his transports. In 1944, Burnelli joined the Canadian Car and Foundry Ltd. of Montreal. The firm worked to adapt the Burnelli design for sale to the Canadian market.
Special problems faced Canadian aviation. Rugged wilderness conditions and primitive facilities were even more common in Canada than they were in the United States. Canadian Car and Foundry sought to utilize the advantage of the Burnelli design to meet the heavy demands of wilderness flying. The fruit of this collaboration was the Burnelli CBY-3.
The plane was typical of Burnelli’s earlier transport designs. With a length of just over 57 feet, a wing span of 86 feet and a gross weight of 27,000 pounds, the twin-tailed liner carried 24 passengers. It was powered by a pair of 1,200-hp Pratt and Whitney Twin-Wasp engines.
The test flight at Montreal in August 1945, with Pangborn at the controls, proved the plane admirably suited to wilderness flying. With approximately the dimensions and performance of such conventional air transports as the DC-3, it is claimed…an air-foil profile enables the plane to carry another ton of payload, reported one newspaper story. Even more important for its wilderness purpose, the plane managed to take off and land within 650 feet, a decided advantage when operating from primitive airfields.
Those years following World War II were boom years for civil aviation in the United States in general, a time of unprecedented growth for both airlines and aircraft manufacturers. In an effort to capitalize on the boom, Canadian Car and Foundry promoted Burnelli’s CBY design in the late 1940s under the name Loadmaster. However, the plane, like Burnelli’s designs of the 1920s and 1930s, never fully shared in the industry’s general prosperity.
Despite their operational advantages, Burnelli’s post-World War II designs faced many problems gaining industry acceptance. Like its predecessors, the Burnelli transport was again hampered by its unconventional design and unusual appearance. More important, however, the designs faced fierce competition. The end of the war left available large numbers of surplus military aircraft. Such planes had proven service records and were inexpensive. Those were difficult circumstances for even the most promising experimental aircraft design to overcome.
But Vincent Burnelli did not abandon his designs. Until his death in Southampton, N.Y., in 1964 at the age of 69, Burnelli remained tireless in his determination to promote his airfoil-shaped-fuselage transport plane. In 1955, he adapted his Burnelli Loadmaster transport to carry an expedition of 20 passengers and 41 sled dogs, along with their equipment, to the North Pole, but the enterprise was canceled. The Loadmaster also flew regularly as a commercial airliner in South America and languished abandoned for some time at Baltimore’s airport in Maryland until it was finally retired to the New England Air Museum in Windsor Locks, Conn., in the late 1960s.
Few figures in the history of American aviation have sparked more controversy than Burnelli did during his lifetime, and the disagreement continues only slightly abated today. Supporters claim that only a shortsighted aviation industry, with a vested interest in preserving conventional designs, kept Burnelli’s ideas from revolutionizing aircraft design. Others claim the advantages of the Burnelli design were overstated.
The argument remains unresolved and is not confined entirely to the past. The disagreement is sparked anew when designs of modern aircraft, and even spacecraft, incorporate Burnelli’s design concepts. Some have suggested that today’s airliners would be safer if they incorporated Burnelli’s lifting-fuselage design. Some even suggest that the lifting body characteristic that keeps the U.S. space shuttle flying after re-entry is a direct application of Burnelli’s lifting-fuselage design.
Aviation magazine, in a 1935 issue, paid high tribute to the design when it said few people have stuck to an idea that seemed to them inherently good as has Vincent Burnelli with his airfoil fuselage. Three more decades of effort by the designers followed that 1930s tribute. But Burnelli’s contribution to American aviation was more than just determination, it was genius as well. Both qualities made Vincent Burnelli a true aviation pioneer.
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https://www.marionschools.net/Page/56609 | 2021-12-06T20:08:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363312.79/warc/CC-MAIN-20211206194128-20211206224128-00208.warc.gz | 0.924197 | 113 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__160609276 | en | "Have you ever wondered what it would be like if you could visit other planets and travel through space? Well, here’s your chance to go on a mission to Space through a partnership between NASA and LEGO Group!
"Pack your space lunch, and get ready to fly the International Space Station, pass the Moon, to Mars and Jupiter! Learn fun facts about our solar system, play quizzes, and get a taste of life as an astronaut and space pioneer! Round off the trip by entering an out-of-this-world building challenge." | aerospace |
https://www.theworldstimes.com/new-crew-from-us-russia-and-uae-arrives-at-space-station/ | 2023-12-07T09:42:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100651.34/warc/CC-MAIN-20231207090036-20231207120036-00369.warc.gz | 0.94201 | 650 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__162396541 | en | A brand-new crew from the United States, Russia and also United Arab Emirates has actually gotten to the International Spaceport Station
A brand-new team arrived at the International Space Station on Friday for a six-month mission, after conquering problem with one of the capsule’s docking hooks.
The SpaceX pill and its 4 astronauts needed to wait 65 feet (20 meters) from the orbiting lab, as flight controllers in The golden state scrambled to come up with a software fix.
It coincides trouble that appeared shortly after Thursday’s liftoff. Although all 12 hooks on the capsule seemed great, the button for among them malfunctioned. SpaceX Objective Control advised perseverance, informing the astronauts they might stay in this holding pattern for approximately 2 hrs.
” Teams are working to obtain this right, not just quickly,” Goal Control radioed.
Minutes later, new software program commands were communicated, and the astronauts obtained the consent to wage the last method and docking. In the end, the linkup occurred an hour late as the capsule and also spaceport station skyrocketed 260 miles (420 kilometers) over the shore of Somalia.
It was anticipated to take a hr prior to the hatches could be open, the conventional time for appropriate pressurization.
” Currently let’s pursue getting this hatch open so you can go hug your crewmates,” NASA Mission Control stated from Houston.
The new arrivals include United Arab Emirates’ Sultan al-Neyadi, the first astronaut from the Arab world that will invest an extensive time in room. Al-Neyadi is only the second individual from the UAE to rocket into orbit.
Also flying up in the pill: NASA’s Stephen Bowen, a retired Navy submariner that made 3 space capsule flights, and Warren “Woody” Hoburg, a room newbie and also previous research scientist at Massachusetts Institute of Innovation, and Andrei Fedyaev, an area rookie that’s retired from the Russian Air Force.
SpaceX released the four astronauts for NASA early Thursday from the Kennedy Area Facility in Florida. Their flight was postponed a couple of days by a stopped up filter in an ignition liquid line.
The UAE sent its very first astronaut, Hazza al-Mansoori, to the spaceport station in 2019 aboard a Russian rocket. It had actually been decades because the first Arab introduced in 1985 during NASA’s shuttle bus period. The lengthiest spaceflight by any of them was about a week.
” I’m at a loss for words to reveal just how happy I am” for al-Neyadi, al-Mansoori tweeted after the launch.
The newcomers will certainly change 2 NASA astronauts, a Japanese astronaut and a Russian cosmonaut who have actually been up there considering that October and will return in their very own SpaceX pill next week.
The Associated Press Health And Wellness and also Scientific research Department gets assistance from the Howard Hughes Medical Institute’s Scientific research as well as Educational Media Group. The AP is exclusively responsible for all web content.
Last Updated: 03 March 2023 | aerospace |
https://pilot-colleges.com/associate/georgia | 2018-03-18T02:16:41 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257645413.2/warc/CC-MAIN-20180318013134-20180318033134-00242.warc.gz | 0.943651 | 112 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__60106307 | en | Flight Schools Offering Associate's Degrees in GeorgiaOffered In
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https://www.bushplane.com/index.php?id=bushplanes-foxmoth | 2021-05-12T02:58:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991693.14/warc/CC-MAIN-20210512004850-20210512034850-00423.warc.gz | 0.974745 | 136 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__130903781 | en | The Fox Moth was based on the Tiger Moth and used the Tigers wings, tail assembly, landing gear and engine mounting. To these basics de Haviland added a new plywood covered fuselage enclosing a cabin for four passengers. The pilot was located in an open cockpit behind and above the cabin. The prototype Fox was shipped to Canada for trials with floats and skis carried out by Canadian Airways Ltd. CF-ADI was the first Fox in Canada.
In all, eight of the ninety two Fox Moths built in Britain, were shipped to Canada and it appears that Arthur Fecteau of Senneterre, Quebec bought the first production model. | aerospace |
https://demotix.com/800-drones-performance-leaves-the-audience-ecstatic/ | 2023-09-29T23:23:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510529.8/warc/CC-MAIN-20230929222230-20230930012230-00689.warc.gz | 0.976626 | 461 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__144233001 | en | Flying is one of those things that really divide the opinions of people. To be more precise, this is the thing you either hate or love. Naturally, that doesn’t mean that flying inventions such as airplanes or drones are exceptional. Since human history remembers, men always wanted to reach the sky and joining a flock of birds.
Several thousand years after, mankind has practically found the resolution to the issue that was of huge interest since we can remember. People, we can fly, literally. If you just take a pause and think about it you will see how exceptional and innovative that is.
There are many ways that flying can be interesting. When we say this, we mean about those acrobatic performances that are done by experienced pilots. Well, you will be surprised to know that this is about to change into something more artistic, we would say. People who attended the 2019 Nanchang Flight Convention had a chance to be a part of the presentation of how marvelous aeronautics can be. If you didn’t hear about this, hear now. There were 800 of drones that combined in the sky in order to create some lively images.
This performance is held in the honor of celebrating China’s aeronautic industry and their recent achievements.
The combination of these drones presented several images like passenger carriers, fighter jets, military helicopters, and good old propeller planes. One highlights the performance called the “Ghost Plane” that appeared in the sky in several variations of blue color that were pulsing for additional effect. This convention was the first extensive one in Jiangxi province that relates to this industry.
The goal of this convention was the promotion of the aviation industry and attract new investments throughout the country.
As you know, the drone tech significantly improved over the last few years. There are a lot of hobbyists and companies that experimented and introduced a plethora of new technologies, which helped drones to do much more than just flying.
They were displayed in many different colors in order to be recognized better in the air. You should know that all of these drones were of the latest, top-notch technology that China’s aviation industry has. Furthermore, they were controlled by wireless dongles that are built-in. | aerospace |
https://keynoteworthy.com.au/directory-diverse_dire/listing/ruth-harrison/ | 2024-04-15T12:36:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816977.38/warc/CC-MAIN-20240415111434-20240415141434-00502.warc.gz | 0.955982 | 87 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__126973301 | en | I am an aerospace engineer with a passion for engineering, technology and aviation. I believe diversity, inclusion and equity are essential for us to face the challenges of the future. We must have everyone involved in the discussion to truely create a equitable future. I have spoken on recruitment and retention within engineering, brand management and solutions to the diversity challenges.
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https://qr.gbumac.ru/en/qr-person-en/pavel-osipovich-sukhoi | 2023-09-26T05:27:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510149.21/warc/CC-MAIN-20230926043538-20230926073538-00819.warc.gz | 0.958974 | 558 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__276858636 | en | Sukhoi Pavel Osipovich was a Chief designer of the State Experimental Plant No. 51 (OKB-51) of the Ministry of Aviation Industry of the USSR, General Designer of OKB-51 of the Ministry of Aviation Industry of the USSR, one of the founders of the national school of jet and supersonic aviation, twice Hero of Socialist Labor. Pavel Osipovich Sukhoi was a head of the brigade number 4 AGOS TsAGI in 1930-1932. Also, he was the head of the joint Brigade No. 3 of TsAGI («Light Aircraft») of the design department of experimental aircraft construction of TsAGI from May 1932 to May 1936. In May 1936 he became deputy head of the design bureau of the TsAGI Experimental Design Plant, which was separated from TsAGI and transferred to Kharkov to aircraft factory №135 in 1939. Pavel Osipovich Sukhoi was a Chief designer of OKB-135 in Kharkov in 1939-1940. He was the chief designer of the Design Bureau of Aircraft factory 289, based at a number of enterprises in Moscow and the Moscow region in 1940-1949. He also held the position of director of these enterprises since November 1940. The aircraft factory was evacuated to Molotov (now Perm) during the Great Patriotic War. After the war it was located in the town of Tushino (now it is district of Moscow). The Design Bureau was liquidated after the loss of an experienced Su-15 interceptor fighter in a test flight (the same name was given later to another aircraft developed by the team under the leadership of Pavel Osipovich Sukhoi in the early 1960s) in 1949. He worked as chief designer at the Tupolev Design Bureau in 1949-1953. Pavel Osipovich Sukhoi had been a General designer of the recreated Design Bureau since 1956 and participated in the design of the aircraft ANT-3 «Proletarian» (first flight was made in 1925), TB-1 (1925), PS-9 (1929), TB-3 (1930), R-7 (1930). Pavel Osipovich Sukhoi worked on fighters I-4 (1927), I-14 (1933), long-range bomber DB-2 (1935), aircraft ANT-25 («Range Record», 1933) and ANT-37 bis «Rodina» (1938) under the general supervision of Andrei Nikolayevich Tupolev.
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https://news.satnews.com/2022/01/02/james-webb-space-telescopes-successful-launch-upcoming-milestones/ | 2024-02-24T03:30:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474482.98/warc/CC-MAIN-20240224012912-20240224042912-00303.warc.gz | 0.942615 | 867 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__188151720 | en | The James Webb Space Telescope — the Webb mission — an international partnership with the ESA (European Space Agency) and the Canadian Space Agency, launched aboard an Ariane 5 rocket on December 25, 2021, from Europe’s Spaceport by Arianespace from Kourou, French Guiana.
The observatory had been folded up, origami style, to fit inside an Arianespace Ariane 5 rocket for launch. Webb is now in the complex and intricate process of unfolding in space as it travels nearly 1 million miles to its destination, the second Lagrange point, or L2.
Webb’s deployment sequence is a human-controlled process that provides the team with the flexibility to pause, assess data and adjust, as needed. The timing and order of all milestones may therefore change. NASA will host live broadcast coverage to mark the following milestones, with specific times and dates updated as they approach:
- Sunshield tensioning: The full deployment of the sunshield, the most challenging element for Webb, will mark a critical milestone for the mission. This step is scheduled for completion about eight days after launch, no earlier than Sunday, January 2.
- Secondary mirror support structure deployment: The support structure that holds the secondary mirror in position to focus light collected by the primary mirror is set for deployment about 10 days after launch, no earlier than Tuesday, Jan. 4.
- Webb deployments complete: With the unfolding of the second of Webb’s primary mirror wings, the Webb team will have completed all observatory deployments. This is scheduled to take place about 13 days after launch, no earlier than Friday, January 7.
The Webb mission will explore every phase of cosmic history — from within the solar system to the most distant observable galaxies in the early universe… and everything in between. Webb will reveal new and unexpected discoveries and help humanity understand the origins of, and our place within, the universe.
“[This] launch is the mission of the decade,” said Stephane Israël, Chief Executive Officer of Arianespace, “one that demonstrates the reliability of Arianespace’s launch services in the eyes of the international space community. It’s a great honor for us to have been chosen for this launch, which will enable humanity to take a giant step forward in its knowledge of the Universe. The mission demanded 20 years of preparation hand in hand with NASA. It’s the third launch we have performed for the American space agency, clearly illustrating the advantage of large-scale international collaboration in space. I would like to thank ESA, NASA and CSA for entrusting us with their invaluable payload. To launch on Christmas morning 42 years after the takeoff of the first Ariane from this same Kourou site… What a great end of year present for the space community gathered today for this launch. I would also like to thank the teams of Arianespace, ArianeGroup, Cnes and ESA who worked without letup to ensure this success, all motivated by the same passion.” “This latest success is undoubtedly one of the most iconic space exploration launches performed by Ariane 5, following the Rosetta comet mission and Europe’s ATV resupply vessels for the International Space Station,” said André-Hubert Roussel, CEO of ArianeGroup. “Ariane 5 is known as the world’s most reliable launch vehicle, but, like everybody who contributed to the success of this mission, we were holding our breath when our launcher lifted off with this scientific jewel, one protected by a special fairing tailored for its sophisticated instruments. All previous launches also prepared this one, because we knew that the eyes of the world would be on us. There are just five more Ariane 5 launches scheduled before this legendary launcher bows out. Everybody at ArianeGroup is fully committed to making Ariane 6, scheduled for a first launch from Kourou in 2022, Europe’s next great achievement in space. I would like to thank ESA, NASA and CSA for placing their trust in us, and also all of our Ariane 5 partners in Europe, who are surely as proud as I am today.” | aerospace |
https://blog.gerardprins.com/blog2.php/2010/08/30/nikon-and-nasa-almost-40-years-together-in-space | 2021-05-16T12:51:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991269.57/warc/CC-MAIN-20210516105746-20210516135746-00589.warc.gz | 0.931803 | 557 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__109994629 | en | - From Nikon Press Center -
Nikon has spent many years contributing to NASA's study of space through the development and manufacture of advanced cameras and Nikkor lenses.
Nikon’s history with NASA began with the Nikon Photomic FTN, a modified Nikon F camera that was used aboard the Apollo 15 in 1971.
The relationship continued with the transition to digital when NASA placed orders for Nikon D2Xs DSLR cameras in 2008. These cameras are still being used in space today.
In 2009, NASA ordered eleven D3s cameras and seven AF-S Nikkor 14-24mm f/2.8G ED lenses for use in recording activities aboard the Space Shuttle and the International Space Station (ISS).
These D3s are standard consumer products with no special modifications, and were delivered to the ISS with Space Shuttle mission STS-131, which launched on on April 5 and returned on April 20, 2010.
Nikon products kept aboard the ISS
- 1 Unmodified, standard D3s
- 8 D2Xs modified according to NASA specifications for recording extravehicular activities (EVA)
- 36 Nikkor lenses, including three tele-converters
- 7 SB-800 Speedlights
- 4 D2Xs eyepieces made exclusively for NASA. Special eyepiece viewfinders that enable image framing and verification through a space helmet during extravehicular activities.
|The Nikon F3 "Big Camera"|
Nikon's history with NASA
- 1971: The Nikon Photomic FTN (NASA specs), supporting TTL center-weighted metering was used on Apollo 15.
- 1980: The “Small Camera”, based on the Nikon F3 and equipped with a motor drive, and the F3 "Big Camera", which utilized long film, were delivered to NASA. The “Small Camera” was used aboard the Space Shuttle Columbia launched the following year.
- 1991: The Nikon F4 and F4s were delivered to NASA
- 1999: The Nikon F5 and AI AF Nikkor lens were carried aboard the Space Shuttle Discovery to photograph extravehicular activities (EVA)
- 2008: D2Xs delivered to NASA. Eight D2Xs cameras are still used in space to document activities such as inspections and maintenance operations.
- In addition, approximately 15 types of lenses, more than 35 all together, are kept aboard the International Space Station for intra- and extra-vehicular photography in support of NASA’s space activities.
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If this article is useful to you, you might want to consider a small contribution. Thank you! | aerospace |
https://www.boydcorp.com/thermal-management/flexible-heat-pipe-solutions.html | 2020-01-19T09:57:13 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250594391.21/warc/CC-MAIN-20200119093733-20200119121733-00336.warc.gz | 0.884661 | 505 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__233942494 | en | Heat Pipe Solutions: Flexible Heat Pipes
Flexible heat pipes give designers the freedom to specify moving actuators, remote terminals and other components while maintaining thermal control in rugged and demanding environments. Aavid’s flexible heat pipes have been qualified for use in military aircraft specifically, for cooling electronics on the More Electric Aircraft and ultimately the All Electric Aircraft.
Aavid flexible heat pipes let engineers place controls in areas that maximize maintainability and reliability, while overcoming harsh thermal conditions. That’s why flexible heat pipes are particularly valuable in military and aerospace and avionics designs.
Flexible heat pipes can also be used as building blocks for innovative systems to meet emerging aerospace challenges. Aavid's Flexible Heat Pipe Cold Plate, available in four different configurations, solves cooling problems through a plate that transfers electronic heat to the most convenient heat sink via a flexible heat pipe. The flexibility allows relative motion between the heat sink and the component to be cooled which increasing durability and mean time between failures.
Flexible heat pipes can be installed on curved cold plates as well. In some applications, Aavid flexible heat pipes have been thermal cycled from -55° C to +65° C and flex fatigue tested to more than 5 million cycles with no sign of failure.
Aavid's flexible heat pipes have been proven under the following conditions:
•Aircraft Level Vibration Tested: F-18 vibration, shock and acoustic noise design requirements and test procedures for aircraft equipment
•Thermal Cycle Tested: Freeze/thaw cycle testing between -60° C and 135° C
How Can Heat Pipes Be Made Flexible?
Heat pipes are made flexible by inserting a flexible bellows section between the evaporator heat input section and the condenser heat output section. Flexible heat pipes are made from a wide range of metal materials and use a variety of working fluids depending on the application.
Flexible heat pipes can be installed in either gravity-aiding or against-gravity orientations. The against-gravity orientation is possible because of Aavid’s proprietary flexible wick structures used to return the working fluid to the evaporator section. The cold plate portion attaches to the surface to be cooled and the other end attaches to the heat sink. The flexible section allows for ease of installation, and it accommodates any relative motion between the heat source and the heat sink. The condenser region can be cooled by air cooled fins, like many Aavid products. | aerospace |
https://blog.clipperaviation.com/upset-prevention-and-recovery-training | 2023-12-07T17:33:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100677.45/warc/CC-MAIN-20231207153748-20231207183748-00843.warc.gz | 0.942429 | 377 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__86014925 | en | Upset Prevention and Recovery Training (UPRT)
What if there existed a way to make you a better, safer, and more proficient pilot, regardless of your current skill level? Now what if I told you that all it took to achieve this was successfully completing one course? That is the goal of Upset Prevention and Recovery Training (UPRT).
UPRT is more than just a new buzz-phrase in the flight training industry. It is a critically important skill aimed at preventing aircraft upsets and enabling recovery from unexpected situations. The training involves a combination of theoretical knowledge and practical flying with the goal of building skills required to recover from: nose high / low attitudes at various bank angles, spirals, stall events, and spin recovery. This course will also better familiarize the pilot with the effects of g-loading on airplane performance, for example by inducing stall events at different attitudes and airspeeds.
The most critical component of UPRT training the quality of instruction. You need an instructor who not only knows the nuances of upset recovery maneuvers and their associated aerodynamic factors but also has extensive experience in foreseeing, preventing and safely recovering from any student responses or control inputs. With the right instructor who is invested in your learning and enjoyment, UPRT is likely be one of the best training experiences of your aviation journey.
Here at Clipper Aviation, we pride ourselves in having cultivated a truly world-class group of aviation instructors. We are excited to provide this critical topic of instruction to our clients.
The Xtreme Decathlon used in Clipper’s UPRT curriculum provides a fantastic training platform to introduce students to the edge of the flight envelope, and how to recover when you cross that edge. At the conclusion of the course, you will have enhanced your skills to confidently and instinctively manage unusual attitude situations. | aerospace |
https://www.assignmentexpert.com/homework-answers/physics/mechanics-relativity/question-31694 | 2020-07-05T15:45:23 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655887377.70/warc/CC-MAIN-20200705152852-20200705182852-00199.warc.gz | 0.910546 | 151 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__182902064 | en | Motion of a body is always described with reference to some well defined coordinate system. This coordinate system is referred to as 'frame of reference'.& A frame of reference that remains at rest or moves with constant velocity with respect to other frames of reference is called inertial frame of reference (or inertial frame) . An inertial frame of reference is actually an non-accelerated frame of reference. Newton's laws of motion are valid in all inertial frames of reference. In this frame of reference a body does not acted upon by external forces. All inertial frames of reference are equivalent for the measurement of physical phenomena. Examples of inertial frames:
• Our earth.
• A space shuttle moving with constant velocity relative to the earth. | aerospace |
https://khazna.ku.ac.ae/en/publications/benchmark-model-for-multi-orbital-transient-analysis-of-satellite | 2024-04-15T08:58:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00687.warc.gz | 0.889013 | 265 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__161151331 | en | In this study, an efficient multi-orbital simulation model is presented for satellite Electrical Power Subsystem (EPS) which is integral to the success of the mission. The model integrates converter models, PV array model, DC bus model, and a numerical battery model according to a generalised EPS architecture to form one unified model of the entire EPS. The proposed model reduces simulation complexity, enhances speed, and enables multi-orbit analysis capability. Dynamic interaction among the elements is modelled through a coordinated control containing maximum power point tracking (MPPT), voltage regulation, battery charge/discharge control and management. Practical concerns of digital control implementation for PI controllers and MPPT are also incorporated in the model. Anti-windup is implemented to avoid latency in controller action after the eclipse. Additionally, a robust MPPT algorithm ensures fast immediate action after eclipse. Efficient component models and practical attention-to-detail enable the developed model to simulate multiple orbits with eclipse periods. The superior speed of the model, ability to simulate multiple orbits, and test different control strategies are demonstrated with a practical case study of Mysat-1, an imaging satellite launched by the Khalifa University. The model can be used as a proof-of-concept tool for predicting the operational behaviour of EPS during the development of a satellite. | aerospace |
https://magneticsmag.com/tag/maglev/ | 2023-12-11T02:17:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103464.86/warc/CC-MAIN-20231211013452-20231211043452-00448.warc.gz | 0.918932 | 376 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__305909629 | en | Calnetix Technologies reports that NASA has completed ground testing of its new carbon dioxide removal system and has successfully launched the high-speed blower system to the International Space Station . The system includes the company’s […]
While rich tourists may be thinking about a space voyage, scientists at NASA have their sights on more mundane pursuits, like moving payloads around the moon. Magnetic levitation could be the key. […]
Calnetix Technologies has designed and developed a high-speed in-line blower and a dual controller for NASA’s next-generation magnetically levitated CO2 removal system. The design and development of the Four Bed Carbon Dioxide Scrubber (4BCO2) is being led by NASA and is planned […]
Seeing is believing and one disappointment from the string of trade show cancellations due to Covid-19 is that more people must wait longer to see Planar Motor Inc’s fascinating magnetic levitation system for automation applications. […]
Goudsmit Magnetics, a producer of magnetic systems based in The Netherlands, has recently developed an innovative fail-safe neodymium magnetic sheet separator and, in another project, is providing magnetics expertise to developers of a visionary hyperloop transportation project for Europe. Equipped with powerful neodymium magnets that […]
The 25th International Conference on Magnetically Levitated Systems and Linear Drives, MAGLEV 2020, will be held in Changsha, PR China, from October 12 – 14, 2020. The MAGLEV 2020 conference invites experts, public officials, decision-makers, planners, […]
Three companies based in the Los Angeles area — Virgin Hyperloop One, Hyperloop Transportation Technologies and Elon Musk’s The Boring Company — are locked in a a globetrotting whirlwind competition to develop magnetic-levitation transportation systems. | aerospace |
https://www.ghanabusinessweb.com/tamale-tamale-airlines-antrak_air-2372.html | 2023-10-04T06:37:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511361.38/warc/CC-MAIN-20231004052258-20231004082258-00276.warc.gz | 0.890624 | 96 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__323165950 | en | Antrak Air offers a range of services including Airlines - Airlines. They provide solutions for various business and organization's Airlines needs.Where is Antrak Air located?
Antrak Air is located at Bolgatanga Rd., Opp. Goil Filling Station Tamale, Tamale, Ghana.What are the contact details for Antrak Air?
You can contact Antrak Air at the following phone numbers: +233372 026529 and +233 244 439646 | aerospace |
https://www.leevenspark.com/2012/09/mars-makes-future-space-exploration.html | 2022-11-27T06:36:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710192.90/warc/CC-MAIN-20221127041342-20221127071342-00374.warc.gz | 0.930701 | 649 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__72157552 | en | There is a chance of settling over MARS and its also one of the best place to spread the life of human kind just like EARTH. It is having all kinds of resources like water, hydrogen, nitrogen, carbon dioxide and other more gases that are required to the survival to the human kind and other living organisms or the species. After earth i feel that mars is the safe zone for the better civilization in our solar system.
With the help of R.Zubrin views and the equipment which was designed for the production of the rocket fuel to the space vehicles from the atmosphere of Martin for the re-journey to the earth and with the success journey towards mars more other countries joins this mission to develop the atmospheric conditions of mars.
With this another best step into the space the life of the human kind can be spread for MOON TO MARS, and from there to Jupiter's moon's. So that on doing this type of mission the man can make his journey deep into the space and developing the technology and more physical conditions. and into the deep search for the what is present in the universe and chance of gaining more amount of aerospace technical knowledge to travel from one Galaxies to other, one solar system to other with a few days, months or years but not decades or centuries.
With a systematic way developing the journey towards mars we can reach to the mars with six month according to my assumptions and ideas. On travelling to mars first we have to develop the and enlarge the present International space Station [ISS] into a wast once and should become a space junction to travel from one planet to another.
After developing the ISS we have to make the development towards to moon for another ISS-01 in lunar orbit. Here we have make a lunar colonies on the north pole of the moon and it is the better place for the survival and we know that there is more amount of the fuel and raw material like helium, iron, and more radio active material means there is a chance of availability of uranium and thorium also on the moon which was conformed on launching the satellite from INDIA called as "CHANDRAYANA". This makes an another step of making the space ship and larger size powered up with nuclear reactors and can make a light space travel space ships and reach to the target destination at a shorter period of time.
For the requirement of the fuel to the space vehicle will be supplied from the lunar fuel storage bunkers and lifted up with a space bridge which will be present on moon and earth. Construction of the space bridge on moon will be easier then earth because there is no presence of the atmosphere, air velocity,
Then coming to next step ISS-02 is setup in martins orbit with two gigantic space ships which will be present in the earth's orbit and the other will be at the martin's orbit for the space exploration and experiments so on.Constructing three space bridges on the the three planets can decrease the consumption of the fuel for the material transportation and other requirements to the astronauts in space.
"If you have a better answer [or] the solution and discussion related to this topic make a comments below or contact through this mail ID : [email protected] | aerospace |
https://blog.alaskaair.com/alaska-airlines/operations/improved-communication-between-our-pilots-and-atc-without-even-talking/ | 2021-12-02T10:44:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964361253.38/warc/CC-MAIN-20211202084644-20211202114644-00222.warc.gz | 0.915977 | 640 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__202760919 | en | For decades, air traffic controllers have relied on a system that uses two-way radio to transmit instructions and route changes to planes waiting to take off. Pilots jot down these notes on paper, and then read the instructions back to the air traffic controllers.
If there’s a misunderstanding, the process must be repeated until it’s correct. Due to radio congestion at airports, this can take 10 to 15 minutes (sometimes longer) — all while passengers sit in the cabin waiting to begin their trip. It’s very old school.
Enter Data Comm. It’s improved technology that allows air traffic controllers to enter flight departure instructions into a computer and send that information electronically to the flight deck. Pilots confirm they got the information, and press a button to enter the instructions to the aircraft’s flight management system. That’s much more modern.
Alaska Airlines partnered with the Federal Aviation Administration (FAA) to implement Data Comm, which is now being used at Sea-Tac International Airport. The upgraded technology is credited with enhancing safety and reducing flight delays at airports around the nation during departures.
“It’s a great leap forward,” said Capt. Bret Peyton, who’s leading the Data Comm upgrade for Alaska.
Data Comm allows pilots and air traffic controllers to communicate prior to takeoff using text messages instead of relying on radio voice communications, which can be time consuming, slow down operations and present a greater likelihood of miscommunication between flight crews and those in the tower.
Part of the FAA’s NextGen technology, Data Comm transmits and receives flight plans, preflight clearances, instructions, advisories and other essential messages using a screen on the flight deck. Incoming texts can be accepted with the touch of a button. Pilots can also use a drop-down menu to send a response. The process not only speeds up communications, it improves safety by reducing the odds of a read-back error while relaying information between pilots and air traffic controllers using a radio.
“We’ve seen some tremendous success with Data Comm. Instead of talking with the tower to get preflight clearances, we use the text-messaging system to quickly receive key information,” Peyton said. “It’s also a timesaver. Often at congested airports, our aircraft with Data Comm can skip ahead in line for takeoff and depart before other planes that don’t have it.”
On Alaska’s flights to and from Hawaii, Data Comm also provides air traffic controllers a far more exact level of aircraft position awareness over the Pacific than in the past.
Alaska currently has 85 Data Comm equipped Boeing 737s, with another 40 planes to receive the upgrade by early 2019. Virgin America, part of Alaska Air Group, has 12 of its Airbus aircraft outfitted with Data Comm. All new 737s and Airbus deliveries will have the system.
Radio voice communications is still used on Data Comm equipped planes, such as during landings. You can learn more about the FAA’s NextGen programs here. | aerospace |
https://www.buro247.me/lifestyle/news/spacex-video-falcon-heavy-rocket.html | 2021-08-05T01:03:46 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155268.80/warc/CC-MAIN-20210805000836-20210805030836-00181.warc.gz | 0.883071 | 105 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__263301410 | en | SpaceX releases video showcasing new Falcon Heavy rocket
Press play for lift off
The space travel innovator has now released a video showcasing the capabilities of the new rocket, which looks to correct the unsuccessful landings of its predecessor the Falcon 9. SpaceX CEO, Elon Musk, asserts the Falcon Heavy will carry the largest payload to escape velocity since the Saturn V moon rocket, opening a world of capabilities for government and enterprise space missions. The video demonstrates how these landing capabilities will function and reveals the design of the next generation rocket. | aerospace |
https://osmaviation.com/job/asl-b737-first-officers/ | 2019-07-17T02:21:21 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525009.36/warc/CC-MAIN-20190717021428-20190717043428-00248.warc.gz | 0.904305 | 406 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__134432412 | en | B737 First Officers ASL
31/08/2019 44 days
Pilot Recruitment Team
On behalf of ASL Airlines, OSM Aviation are looking for First Officers to join the B737 Fleet at one of the ASL Airlines European bases.
At OSM Aviation our belief is that “It’s all about people”, and we assist our clients with everything from recruitment, training, management to planning and execution. ASL has a fleet of 40 aircrafts, both B737 and ATR, and offer cargo, passenger and charter solutions to their customers.
- Valid EASA license
- Valid 1stClass Medical Certificate
- Valid B737 Type-Rating
- Minimum 500 hours on B737
- Minimum 250 hours of commercial air transport type (CS-25)
- ICAO English Language Proficiency Level 5
- EU Passport
- First Officers to East Midlands Airport (EMA)- Dedicated Freight operation full time from July 2019 onwards.
- First Officers to Belfast City Airport (BHD)- Passenger Summer season, followed by a transfer to freighter operation after the Summer season each year.
What is offered:
Regardless of which option you are interested in, you will be employed by OSM Aviation UK, working for ASL Airlines.
Belfast City: May – Sept 2019 Passenger, Roster pattern 5 ON/3 OFF
EMA: Sept-2019 – April 2020 Freighter operating from EMA. Roster pattern 8 ON/6 OFF
EMA: From July 2019 Freighter operation only. Roster pattern 8 ON/6 OFF
To fully review your experience, please add a breakdown of hours per aircraft type and/or position in your profile through “APPLY NOW”. Subsequently, we must have a complete CV that is up to date.
For questions, please contact the OSM Aviation Flight Deck Recruitment Team at: [email protected]. | aerospace |
https://www.ab9il.net/avgallery/photo1.html | 2022-10-04T22:36:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337529.69/warc/CC-MAIN-20221004215917-20221005005917-00348.warc.gz | 0.950345 | 178 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__51460940 | en | Snapshots From My Journeys at ATA Airlines
These pictures were taken during my journeys around the world flying the Boeing 757 and 737, and portray much of what I experienced regularly when "out there." Frequently, eastbound, we would see sunset at cruise altitude, then see it come up again before getting anywhere near the destination. In between, there is plenty of position plotting, reporting via radio to ATC, and moitoring the flights' progress across the globe.
There are also a few "extras" in these pictures. For example, anyone who follows the North Atlantic Track System spends some time in the radar coverage of antennas near Gander and Mount Gabriel, but pilots rarely see the actual sites! And who hasn't felt just a bit of adrenaline flying the airspace over Baghdad? Enjoy the galleries, and feel free to write if you have comments! | aerospace |
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