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https://www.rocketlaunchschedule.com/spacex-falcon-9-block-5-amos-17/ | 2019-07-23T18:13:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195529481.73/warc/CC-MAIN-20190723172209-20190723194209-00352.warc.gz | 0.902336 | 227 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__186164474 | en | SpaceX is scheduled to launch a Falcon 9 Block 5 rocket as part of the Amos-17 mission. The launch window for the Communications mission is on August 5, 2019 00:00:00 UTC from Unknown Pad, Cape Canaveral, FL. Don’t miss this exciting rocket launch! Watch the launch video of the Falcon 9 Block 5 and experience the excitement for yourself.
Amos-17 is a multi-band high-throughput satellite which will operate from 17°E, offering Ka-band, Ku-band, and C-Band services to users in Africa, the Middle East and Europe.
China Aerospace Science and Technology Corporation is scheduled to launch a Long March 2C rocket as part of the Yaogan-30-05… Read More
Russian Space Forces is scheduled to launch a Soyuz 2.1a/Fregat rocket as part of the Meridian-M №18 mission. The launch… Read More
Arianespace is scheduled to launch a Ariane 5 ECA rocket as part of the EDRS-C & HYLAS 3 mission. The… Read More | aerospace |
https://www.ga.com/ikhana-uas-gives-nasa-new-science-and-technology-capabilities | 2023-10-02T10:50:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510994.61/warc/CC-MAIN-20231002100910-20231002130910-00364.warc.gz | 0.916641 | 1,095 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__277739255 | en | FOR IMMEDIATE RELEASE
Mar 29, 2007
The inventory of research aircraft at NASA's Dryden Flight Research Center has grown by one with the acquisition of a Predator B unmanned aircraft system adapted for civilian missions. Built by General Atomics Aeronautical Systems Inc. (GA-ASI) of San Diego, NASA took possession of the new aircraft last November, and it is due to arrive at the NASA center at Edwards Air Force Base, Calif., this spring.
The aircraft has been named "Ikhana" (ee-kah-nah), a Native American word from the Choctaw Nation meaning intelligent, conscious or aware.
"The name perfectly matches the goals we have for the aircraft," said Brent Cobleigh, NASA Dryden's project manager for Ikhana. "They include collecting data that allow scientists to better understand and model our environmental conditions and climate, increasing the intelligence of unmanned aircraft to perform advanced missions, and demonstrating technologies that enable new manned and unmanned aircraft capabilities."
The aircraft, designed for long-endurance and high-altitude flight, will be used for multiple roles. NASA's Suborbital Science Program within the Science Mission Directorate will be Ikhana's primary customer, using the vehicle for Earth science studies. A variety of atmospheric and remote sensing instruments, including duplicates of those sensors on orbiting satellites, can be installed to collect data for up to 30 hours. The Suborbital Science Program uses manned and unmanned aircraft to collect data within the Earth’s atmosphere, complimenting measurements of the same phenomenon taken from space and those taken on the Earth’s surface.
"The need to collect data over day-night time cycles and over long distances in remote areas drives the need for a long-duration unmanned aircraft," said Cobleigh. "Piloted aircraft are limited by crew duty requirements that generally restrict science flights to 10 hours or less. Unmanned aircraft are also more suitable for remote missions spanning open oceans or the polar regions where the lack of nearby emergency landing locations increases the risk for piloted missions."
NASA’s Aeronautics Research Mission Directorate will also use the aircraft for advanced aircraft systems research and technology development. Initial experiments will look into the use of fiber optics for wing shape sensing and control and structural loads measurements.
NASA and the United States Forest Service are working closely with the Federal Aviation Administration to receive a Certificate of Authorization (COA) to operate Ikhana with a multi-spectral wildfire sensor over remote areas of the western United States during the summer of 2007.
"The FAA has been very cooperative in helping to define ways to achieve our mission objectives while protecting the safety of the national airspace system," said Greg Buoni, lead operations engineer for Ikhana. "Because unmanned aircraft currently have limited ability to see and avoid other aircraft and, in some cases, have lower reliability than a manned aircraft, unmanned flights within the national airspace require a COA and are subject to significant restrictions in their operation."
Initial flights of Ikhana are originating from GA-ASI's Gray Butte facility, east of Palmdale, Calif. NASA pilots and maintenance personnel are training to support flights of the aircraft from Dryden in the spring.
NASA has also purchased a ground control station and satellite communication system. The ground control station is in a mobile trailer and, in addition to the pilot's "cockpit," includes computer workstations for scientists and engineers. All the aircraft systems are mobile, making Ikhana ideal for remote studies.
The aircraft has a wingspan of 66 feet and is 36 feet long. More than 400 pounds of sensors can be carried internally and over 2,000 pounds in external wing pods. Ikhana is powered by a Honeywell TPE 331-10T turbine engine and is capable of reaching altitudes well above 40,000 feet. This aircraft is the first production Predator B equipped with an upgraded digital electronic engine controller (DEEC) developed by Honeywell and GA-ASI that will make Ikhana five to 10 percent more fuel efficient.
PHOTO EDITORS: High-resolution photos to support this release are available electronically on the NASA Dryden web site at: http://www.dfrc.nasa.gov/Gallery/Photo/Ikhana/index.html.
TELEVISION EDITORS: B-roll video and edited interview sound bites related to this release will air on NASA TV during the Video File news feeds beginning at 4 p.m. EDT/1 p.m. PDT March 29. For digital downlink and Video File scheduling information for NASA TV's Media Channel (Program 103) on the Web, visit: http://www.nasa.gov/ntv.
For more information about NASA Dryden Flight Research Center and its research projects on the Web, visit: http://www.nasa.gov/centers/dryden.
For more infomation contact:
NASA Dryden Flight Research Center
Public Relations Manager
General Atomics Aeronautical Systems, Inc. | aerospace |
https://t4ex.com/en/2020/02/27/zipair-plans-launch-transpacific-flights-boeing-787-8s/ | 2023-02-07T07:53:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500392.45/warc/CC-MAIN-20230207071302-20230207101302-00602.warc.gz | 0.93011 | 179 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__121588360 | en | Zipair plans to launch transpacific flights with the Boeing 787-8S
Japanese low-cost airline ZIPAIR is preparing to obtain ETOPS certification to launch the world’s first low-cost transpacific flights with its reconfigured Boeing 787-8 jets.
ZIPAIR will begin its operations this year in May. To this end, two Boeing 787-8 aircraft were transferred from Japan Airlines and reconfigured their cabins to accommodate 290 seats in a dual-class layout.
The airline will initially deploy its 787-8s on Tokyo Narita -Bangkok Suvarnabhumi and Tokyo Narita – Seoul Incheon routes.
The long-haul low-cost startup of Japan plans to add a third Boeing 787-8 to its fleet in early 2021 and have ten aircraft of the same type in total by 2024. | aerospace |
https://dronesforthebigboys.com/how-far-can-a-drone-fly/ | 2019-08-18T19:53:43 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027313996.39/warc/CC-MAIN-20190818185421-20190818211421-00517.warc.gz | 0.952903 | 893 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__222710535 | en | How Far Can A Drone Fly
Aerial shots are no longer an expertise of wedding video editors. Now, our Instagram and Facebook feeds are filled with beautiful photos of white sandy beaches, mountain peaks, and other travel destinations at an angle that people often do not see while traveling.
There are even action shots. The availability of drones on the market and the high demand for them is a dream come true for amateur photographers.
While there are drones marketed to unprofessional photographers and videographers, it does not mean this amazing gadget is at all easy to use. The No. 1 question beginners should ask is how far can a drone fly as well as how long can they fly.
Of course, the answers to these questions are important for you to know because there are several factors affecting them. Once you understand all these factors, you will know how far you should let your drone fly up and back to you. If you wish to learn all about this, read on.
Computing for the distance or range of drones
You learned in physics that the distance traveled by a moving object is equivalent to its speed multiplied by time (Distance traveled = Speed x Time). But in measuring how far can a drone fly, you must take into account the battery, design, drone control, transmitter, and its other capabilities. In another words, the answer depends on all the following factors specified below.
Types of drones
There are two classes of drones: rotary and fixed-wing. Under rotary drones, there are four or five more types which are classified according to the number of propellers, size, range, and type of cameras.
A consumer rotary drone can usually fly for an average time of 15 minutes. On the other hand, drones with fixed wings can fly longer and farther than a multi-rotor. Some of them can even reach more than 200 mph.
Battery or fuel life
Small drones have small machines and tiny batteries. Those batteries are enough to power the spinning propellers of quadcopters and give it about 5 to 7 minutes of flight. And with that little amount of time, you cannot expect to go that far, even if the transmitter can go further.
In the same way, larger drones with large batteries such as 10,000 mAh can fly for 15 to 20 minutes. Aside from fuel, there are companies that have tested other resources like hydrogen and solar energy to extend the flight time and range.
These systems have extended the average time of the multi-rotor from minutes to hours. Hydrogen-powered drones get 4 hours while solar powered drones get up to 20 hours.
Drone control or radio link
The thing that connects you to your drone is called a controller, and like your television remote control, the function is the same. Drone controllers of quadcopters running on 2.4 GHz usually cover a range of 1 mile.
However, that still depends on the noise and other obstacles during transmission of signals. Expensive brands like the FrSky Taranis brand receiver can have a maximum range of 1,500 meters.
On the other hand, inexpensive brands like Turnigy 9X can only cover 500 meters. But you still have other options like the DSM2 technology which can fly up to 800-1,000 meters.
FPV range vs. longer range systems
An FPV range with 5.8 GHz is not ideal for flying longer distances because they start losing connection at 500 to 700 meters. This means that if your drone crashes, you have to walk that far to get it back.
However, you can opt to buy long-range FPV systems that offer 10 to 20 kilometers of range. They are applicable for aerial coverage of really large, open spaces. Thus, they are far more expensive than a regular FPV on the market.
Another problem with long-range systems is that they are not available in small units like quadcopters. You can find them in fixed-wing drones that contain large batteries. Long-range FPVs can only fly that much as long as they have enough power to so.
But since fixed-wing drones are planes, they can just glide back to you with less power requirement. This way, you can cut the power when it’s time to pack up. On the other hand, if you do this to a multi rotor, it will drop and crash. | aerospace |
https://hoverdynamics.co.za/Pages/Pilot-Course.asp | 2024-04-25T05:56:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297284704.94/warc/CC-MAIN-20240425032156-20240425062156-00783.warc.gz | 0.968091 | 200 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__54459415 | en | The helicopter private pilot course or program is designed for people who want to learn to fly as a hobby, for private business, or for those planning to purchase their own aircraft.
With your private pilot certificate, you can take family, friends and colleagues on board the aircraft while acting as a Pilot in Command.
The only restriction to being a private pilot is that you cannot receive compensation for your flight. To receive compensation or payment you must hold a Commercial Helicopter Pilot License (HCPL).
The Helicopter Commercial Pilot License allows you to fly for hire or for compensation. With the privilege of the Commercial Pilot License comes added responsibility due to the fact that you are now able to fly passengers.
The additional responsibility also means that you will have new regulations to learn as well as how to better accommodate your customers while maintaining a high level of flight safety.
Hover Dynamics will ensure that you are equipped with all the necessary skills and abilities to set you up for a successful career in aviation. | aerospace |
http://mediagallery.usatoday.com/Drew+Feustel | 2013-05-23T06:58:35 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368702957608/warc/CC-MAIN-20130516111557-00022-ip-10-60-113-184.ec2.internal.warc.gz | 0.718871 | 265 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__33012193 | en | drew feustel photos
Space shuttle Endeavour commander Mark Kelly, left, and mission specialist Drew Feustel ride in the M113, an armored personnel carrier at Kennedy Space Center.
Astronaut Drew Feustel, left, and John Grunsfeld install three new batteries, a pointing sensor and external shielding on the Hubble Space Telescope during their fifth and final spacewalk.
Astronauts John Grunsfeld, left, and Drew Feustel from the space shuttle Atlantis work on upgrades to the Hubble Space Telescope.
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https://benjaminstratton.me/2013/07/21/joint-stars-flight-deck-enabling-mission-crews/ | 2023-06-08T11:20:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654871.97/warc/CC-MAIN-20230608103815-20230608133815-00086.warc.gz | 0.929226 | 702 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__220543276 | en | by Senior Airman Benjamin Stratton
379th Air Expeditionary Wing Public Affairs
7/17/2013 – SOUTHWEST ASIA — Deployed to the U.S. Central Command’s area of responsibility, 7th Expeditionary Airborne Command and Control Squadron flight deck members flying the E-8C Joint Surveillance Target Attack Radar System here get mission crews to the fight supporting U.S. and coalition ground forces.
“We are responsible for getting the weapon system to the fight so the mission crew can support our forces on the ground,” said Maj. Eric Patton, a 7th EACCS aircraft commander. “Maintenance gets us started, the communications technicians load our mission data and we put the aircraft where combatant commanders have decided we can best support the war effort.”
All personnel assigned to the Joint STARS are deployed from Robins Air Force Base, Ga., the U.S. military’s only Joint STARS installation. The jet’s flight deck consists of two pilots, a navigator and a flight engineer.
“It’s an honor to take part and be involved in a platform that provides such vast capabilities to our ground forces in theater,” said Capt. Jared Swindle, a 7th EACCS pilot. “The products our jet passes down to the guys on the ground keeps them safe as they go after the enemy.”
And while it’s a team effort across all the squadron’s supporting agencies, Lt. Col. Claude Archambault, the 7th EACCS commander, said their mission is contingent on successfully working alongside their Air National Guard counterparts in a true total force integration unit.
“TFI — that’s the key,” the colonel said. “The guard has been deploying for this mission since 2003 and they bring a host of continuity to our team. Since we train together at home, we’re used to working together.”
Flying one of the oldest airframes in the Air Force, Joint STARS flight deck members don’t have a lot of the newer navigation and avionics technologies airframes like the C-17 Globemaster III have.
“You can manage everything on the jet from the pilot’s seat on a C-17,” Patton said. “But our jet requires a flight engineer as well. They’re the aircraft’s systems expert and manage the fuel and mission equipment panels.”
“Flight engineers have a more intimate knowledge of the aircraft,” added Maj. Scott Hazy, a 7th EACCS mission crew commander. “Because they know how to fix things they’re like the crew chief on a race car making sure all systems are operating safely and efficiently.”
But by the end of the day, it’s all about the joint war effort and overall team dynamics.
“I believe it’s the total team effort that equals success for us and the mission crew,” Patton said. “When we have success, they [mission crew] have success, because we got the jet where the joint war fighter needed it.”
[Editor’s note: This article is part two of a three part series highlighting the E-8C Joint STARS deployed mission.] | aerospace |
https://theasianpost.co.uk/worlds-longest-commercial-flight-qantas-flight-makes-history/ | 2021-10-16T06:24:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323583423.96/warc/CC-MAIN-20211016043926-20211016073926-00002.warc.gz | 0.951256 | 239 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__24757028 | en | SYDNEY: Qantas chief executive Alan Joyce says airline passengers will be able to exercise mid-air if non-stop flights from New York to Sydney become a reality.
The Australian airline moved a step closer to realising its ambitions of launching ultra-long-haul travel after the world’s longest commercial flight successfully touched down at Sydney Airport this morning after a flight of just over 19 hours.
Fifty Qantas passengers and crew were fitted with technology devices to test their wellbeing during the flight on the Boeing 787 Dreamliner from New York’s John F Kennedy Airport.
The research will be collected in the hopes of minimising jet lag and helping pilots manage their work and rest patterns.
Mr Joyce said this was the first of three test flights, to ensure flying such long distances could be done safely and comfortably.
“This is a really historic moment for Qantas, a really historic moment for Australian aviation and a really historic moment for world aviation,” Mr Joyce said.
“So we need to show that this can be done safely, it can be done with the rest that we have for the crews.” | aerospace |
https://timeincosmology.com/tag/taking-up-space/ | 2023-05-28T16:36:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644309.7/warc/CC-MAIN-20230528150639-20230528180639-00103.warc.gz | 0.895419 | 371 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__144293246 | en | For Immediate Release
February 2, 2017
Taking Up Space, a program sending Pascua Yaqui Tribe of Arizona girls to Space Camp, cordially invite you to enjoy an evening of scintillating conversation about life, the universe, and everything! Mingle with Tucson area planetary scientists, astronomers, and space artists over cocktails. There will be physics demonstrations, telescope viewing, displays of space art, a pair of free tickets up for grabs, and merchandise for sale of the New Orleans funk band Galactic, who will be performing that night at the adjacent Rialto Theatre following the party. So, break out your favorite space-themed outfit, put on your thinking (or drinking) caps, and join us! Excelsior!
Taking Up Space is a subsidiary project of the Tucson based non-profit organization, Time in Cosmology, whose mission is to fund the cost of sending girls from area Native American tribes to Space Camp®, in hopes of inspiring them to pursue STEM (Science, Technology, Engineering, and Mathematics) oriented educational and career paths. Space Camp was founded in Huntsville, Alabama in 1982 as the U.S. Space & Rocket Center® museum’s education program to promote the study of math, science, and technology. Trainees experience astronaut simulators, take command of a mission to the International Space Station and develop leadership and teamwork skills.
WHO: Taking Up Space
WHAT: Out of This World: Galactic Pre-Show Party
WHEN: February 15, 2017, 6:00PM – 8:00PM
WHERE: R Bar, 350 E. Congress St. No. 110 Tucson, AZ 85701
SPONSORS: Time in Cosmology, Galactic, R Bar, University of Arizona Philosophy Department
Press Release .pdf | aerospace |
https://changchun.longre.com/news-details/51575 | 2022-01-28T11:28:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305494.6/warc/CC-MAIN-20220128104113-20220128134113-00002.warc.gz | 0.873879 | 906 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__254430172 | en | The crew of the International Space Station have been forced to reduce power after half the cooling system suddenly shut down over the weekend.
Nasa officials insisted the three Americans and three Russians aboard were not in danger.
Urgent spacewalk repairs are being discussed for this week.
Without thermal controls，temperatures on the ISS‘s Sun-facing side can soar to 121C (250F)，plunging to minus 157C (-250F) on the dark side，Nasa says.
“There might be a comfortable spot somewhere in the middle of the station，but searching for it wouldn’t be much fun，” a statement on its website adds.
The station is now operating on a single string，the Associated Press reports，and has no safeguard in case of further cooling system failures.
Trouble arose on Saturday night when one of the two ammonia-fed cooling loops shut down，triggering alarms throughout the ISS.
The two ammonia lines ensure that all the station‘s electronic equipment does not overheat.
Astronaut Tracy Caldwell Dyson set in motion equipment shutdown procedures and，with crewmate Douglas Wheelock，installed a jumper cable to keep all the rooms cool.
The Global Positioning System circuit，several power converters and a set of devices that route commands to various pieces of equipment were switched off.
Two of the four gyroscopes - part of the space station’s pointing and navigating system - were initially shut down but the crew installed a jumper cable to bring up a third gyroscope，leaving the station in a much more stable position，AP says.
Flight controllers tried to restart the disabled ammonia pump early on Sunday but the circuit breaker tripped again.
Any repairs later this week almost certainly will involve replacing the faulty ammonia pump，a difficult job that would require two spacewalks，AP adds.
“It‘s pretty clear that we’re ing to want to have a course of action to take as quickly as possible，” Nasa spokesman Rob Navias said at the Johnson Space Center in Houston，Texas.
“This is not something we want to linger over.”
Two spare pumps are stored on the outside of the station. Two of the Americans on board are already scheduled to conduct a spacewalk on Thursday for routine maintenance.
No space shuttle visits to the ISS are planned before November. | aerospace |
https://spaceadventures.com/timeline/african-space-tourist-ends-20-million-odyssey/ | 2023-10-01T16:36:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510903.85/warc/CC-MAIN-20231001141548-20231001171548-00476.warc.gz | 0.969673 | 653 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__241454345 | en | May 5, 2002 |
He dodged a marriage proposal, chatted with Nelson Mandela and looked out the window a good bit. Now the world’s second space tourist is back on terra firma.
After a weeklong stay at the international space station, South African Mark Shuttleworth zoomed to earth in a Soyuz capsule, landing in Kazakhstan early Sunday local time.
The capsule landed right on schedule at 7:51 a.m. Moscow time (0351 GMT) after a more than three-hour descent, a flight controller at Russian Mission Control told The Associated Press.
The three men emerged from a small shuttle Sunday morning, and were briefly examined by medical officials. They were seated in chairs, allowing them to re-adjust to gravity. Well-wishers gave the men cake and colored eggs in celebration of Russian Orthodox Easter, which is on Sunday.
The Internet magnate spent $20 million to tag along with a Russian cosmonaut and Italian astronaut as they delivered a fresh Soyuz capsule to the space station.
Russia supplies the orbiting outpost every six months with a new Soyuz, which serve as emergency lifeboats for station residents. Shuttleworth and his crewmates returned in an old Soyuz attached to the station.
Celebrated as a sensation in his home country, Shuttleworth spoke with former South African president Nelson Mandela during one of numerous videoconferences.
During the discussion, a 14-year-old South African girl stunned Shuttleworth, one of the wealthiest bachelors on the planet, by asking if he would marry her.
The 28-year-old amateur space explorer seemed to have work and not pleasure on his mind during much of his space station stay.
He spent $20 million for trip, but considered it a working vacation, devoting much of his time to conducting AIDs and stem cell research.
Speaking in a live televised interview with CNN’s Richard Quest in London, Shuttleworth said last week that the flight was worth every penny.
“It’s been the most extraordinary experience,” he said. “It’s certainly changed my perspectives on life. I always had my head in the clouds — it’s a little strange to have my body higher than the clouds.”
The remainder of the Soyuz crew consisted of Italian astronaut Roberto Vittori, another first-timer in orbit, and Russian skipper Yuri Gidzenko, who made his third space trip.
Shuttleworth made his fortune after starting an Internet security firm in his parents’ garage and selling it four years later for more than $500 million.
The self-professed tech geek spent nearly eight months preparing for the flight with cosmonauts in Russia, and trained for a week at NASA’s Johnson Space Center in Houston, Texas.
He followed in the weightless footsteps of U.S. investment fund manager and former NASA engineer Dennis Tito, who last year became the first paying tourist in space. Like Shuttleworth, Tito’s destination was the space station.
— CNN’s Avril Stephens contributed to this report. | aerospace |
https://www.l3harris.com/newsroom/editorial/2021/07/l3harris-joins-faa-rulemaking-committee | 2022-05-19T14:50:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662529538.2/warc/CC-MAIN-20220519141152-20220519171152-00017.warc.gz | 0.936256 | 565 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__69241822 | en | L3Harris Technologies has been selected by the Federal Aviation Administration as a member of a new Advisory and Rulemaking Committee, or ARC. The committee will help the agency develop a regulatory path for routine Beyond Visual Line of Sight (BVLOS) Operations for Unmanned Aircraft Systems (UAS) in the National Airspace System (NAS).
FAA Administrator Steve Dickson announced the new committee at the FAA UAS Symposium earlier this year. The UAS Beyond Visual Line of Sight ARC will “consider the safety, security and environmental needs, as well as the societal benefits of these operations,” said Dickson during his announcement.
The main tasks of the committee will be to identify safety and environmental considerations for BVLOS UAS operations, and the committee—including two designated L3Harris members—will play a key role in the development of potential regulatory framework for the FAA to oversee the integration of the UAS operations.
The committee is comprised of a variety of aviation and drone stakeholders, including state, local, tribal, territorial community representatives; privacy, noise and environmental experts; UAS operators, manufacturers, and technology industry representatives; traditional aviation representatives; and security stakeholders. L3Harris has been a trusted partner of the FAA for more than three decades, working together with the FAA to help deliver NextGen program initiatives. L3Harris committee members are Jon Standley, Strategy & Business Development Lead, and Robert Gettler, Advanced UAS Solutions Architect.
“For years, our developments have helped create more efficient airways, reduce flight delays and better manage air traffic and fuel costs,” stated Jim Eck, Vice President for Strategy and Business Development at L3Harris. “Jon and Robert bring a wealth of UAS knowledge to the ARC to help solidify a scalable path forward for BVLOS operations in the NAS. I look forward to their contributions.”
L3Harris has supported and powered true BVLOS operations since FAA Pathfinder in 2016. The L3Harris UAS network, along with other commercial UAS solutions, enable the integration of UAS into the NAS for BVLOS Operations that save time, money and lives.
Jon and Robert were selected in large part due to their combined decades of conventional Part 61 pilot experience, Part 107 remote pilot in BVLOS operations, air traffic management and NAS operations, and aerospace industry experience. “The knowledge of what it takes to operate safely in the national airspace system will be critical to recommend regulations encouraging open, non-proprietary solutions that are safe, scalable, and economically viable,” stated Jim Eck, Vice President for Strategy and Business Development.
“We look forward to participating in the committee and continuing our support for BVLOS operations.” | aerospace |
http://www.bloomberg.com/research/stocks/private/snapshot.asp?privcapId=138613332 | 2015-08-02T22:50:43 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042989301.17/warc/CC-MAIN-20150728002309-00168-ip-10-236-191-2.ec2.internal.warc.gz | 0.867146 | 561 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__77682736 | en | Aerospace and Defense
Company Overview of Exelis Inc.
Exelis Inc. provides command, control, communications, computers, intelligence, and surveillance and reconnaissance (C4ISR) electronics and systems in the United States and internationally. Its C4ISR Electronics and Systems segment offers intelligence, surveillance, and reconnaissance systems; integrated electronic warfare systems; and electronic attack and release systems, including aircraft-armament suspension and release equipment, weapons interface systems, and surveillance aircraft and unmanned aerial vehicles. This segment also provides radar, electronic warfare, and signal intelligence systems; interference cancellation systems, mobile satellite communications systems, and tactical we...
1650 Tysons Boulevard
McLean, VA 22102
Founded in 2011
Key Executives for Exelis Inc.
Director of Global External Affairs
Vice President of International Government Relations
Vice President of Mission Systems Business Area and Director of Strategic Initiatives for Mission Systems Business Area
Compensation as of Fiscal Year 2015.
Exelis Inc. Key Developments
Exelis Inc. Wins $97,303,380 Federal Contract
Jul 31 15
Exelis Inc., Clifton, New Jersey, was awarded a $97,303,380 fixed-price federal contract by the U.S. Naval Air Systems Command, Patuxent River, Maryland, for the manufacture and delivery of 46 full-rate production Lot XII integrated defensive electronic countermeasures AN/ALQ-214(V)4/5 onboard jammer systems. The place of performance will be in Clifton, New Jersey; Hudson, New Hampshire; Mountain View, San Jose, San Diego; and Rancho Cordova, California.
Exelis Inc. Wins $1,094,724 Federal Contract
Jul 24 15
Exelis Inc. won a $1,094,724 federal contract from the U.S. Naval Supply Systems Command, Philadelphia, for the repair and modification of countermeasure receivers and other replacement parts.
Exelis Inc. Receives $228.48 Million Task Order from the U.S. Navy's Space and Naval Warfare Systems Center-Pacific
Jul 8 15
Exelis Inc. was awarded an indefinite-delivery task order valued at up to $228,475,722 by the U.S. Navy's Space and Naval Warfare Systems Center-Pacific for specification and design, fabrication, installation, test and evaluation; fielding, maintenance, training and configuration; and program management for hardware and software in support of unmanned maritime systems engaged in waterborne and underwater mine countermeasures. The contract has two option years.
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Recent Private Companies Transactions
February 6, 2015
November 4, 2014 | aerospace |
http://www.nextbigfuture.com./2008/07/438-mpg-commuter-uav.html | 2017-03-30T00:47:20 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218191444.45/warc/CC-MAIN-20170322212951-00540-ip-10-233-31-227.ec2.internal.warc.gz | 0.9369 | 1,256 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__234976202 | en | The World's cheapest autopilot is about $110 add a FMA Co-Pilot for stabilization, a Hobbico SuperStar plane, some servos, and a 6-Channel radio system, and you have all the parts for a $440 unmanned aerial vehicle.
Security is not that much of issue for light robotic electric planes
The planes cannot carry much weight. If one were to load them with explosives then one would get similar effect with several large, cheaper robotic model planes.
Large RC model planes as big or bigger than as a person. Remote control model planes with 50kg of payload are not uncommon.
RC model plane with 21 foot wingspan
Security is not radically reduced and not changed much from carbombs.
The light gliders could have assisted short takeoff launching systems, which would be easy because they are so light.
The Pipestrel electric plane can takeoff with less than 100 meters of runway. An enhanced launching system could reduce the takeoff distance to 50 meters or less. The electric planes have to reach less than 100mpg to takeoff.
UAVs prove that robotic flight can be safe.
Longer range in Future
Improved electrical power sources will eventually allow longer range and higher speeds for electric planes, which would eliminate the need for more expensive high speed trains and transform long range aviation. High speed rail takes many years and billions of dollars to build.
Popular Science discusses a contest to make 100 mpg personal airplanes.
Greg Cole is building a two-seat electric plane called the Goshawk that he estimates will travel at an average speed of 102 mph and get the equivalent of 438 mpg.
The biggest obstacle is packing enough on board. Cole’s Goshawk can hold only enough lithium-ion batteries for a one-hour flight. This is still 100 mile range which is enough for a fast commute, especially with a battery swap/recharge upon landing.
Greg Coles company is Windward Performance, which makes the $41,000 Sparrowhawk sailplane.
The Goshawk was shown at the 2008 electric airplane symposium. the Goshawk would cruise at 115 knots on 21 horsepower.
And later in 2008, Slovenian plane-maker Pipistrel will begin selling its Taurus Electro, a glider that uses an electric motor on takeoff. “Electric propulsion is where it’s at,” Moore says. The clearest benefit is efficiency. Whereas piston engines extract about 20 percent of the energy in gas, electric motors use at least 90 percent of the power stored in batteries.
The Pipestrel battery-powered, self-launching motorglider would allow climbing to 6000 feet in a side-by-side seating, two-place aircraft on only 70 cents worth of electricity, soaring at a 40:1 glide ratio, and then recharging in less than 2 hours.
The Pipestrel motorglider would be powered by the AK30K016 electric motor, which weighs 14 kg, generates 30kw, 1800 RPM, 200Nm at 95% efficiency.
The Pipestrel motorized glider has 46kg of lithium batteries that store 6kwh of power.
Second engine is even lighter and made for continuous operation.
Plenty of Space in the system for all commuters
Consider the example of Toronto, which has 16 lanes for some highway sections (including feeder highways)
The area and density of Toronto:
City 630 km² (243.2 sq mi)
Density 3,972/km² (10,287.4/sq mi)
So for each cubic kilometer if everyone had a flying electric plane and had them all
flying at the same time. Assuming even one per child.
40 levels (25 meters between elevations, 11 story building in between each level)
100 planes on each square kilometer level. 10 rows of 10 planes. 100 meters between each plane.
A football field in between planes.
Only one cubic kilometer layer. Nothing flying below 1000 feet (except when landing or taking off) or above 6000 feet. Higher levels for larger planes.
Plenty of volume for each plane. Everyone in a car would gridlock the city. Travel in different directions can easily be split.
A fully utilized electric plane commuter system would be like a very sparse and roomy version of the 5th element. Plus the vehicles look more light plane like instead of like cars.
Even more space with less density out in the burbs and metro areas.
Urban 1,749 km² (675.3 sq mi)
Metro 7,125 km² (2,751 sq mi)
Overcrowding of electric planes will not be a problem for a long time, because it has to get popular and the planes have to be built and the factories for the planes have to be built. (decades)
Any building to building service would require vertical hover capable versions.
Parking would be an issue well before.
Licensed pilots would be a stepping stone situation until robotic flight is mainstream. Although good robotic would be the preferred option to make this the safest high volume transportation alternative.
Sport pilot licenses would be enough. 3 hours of dual training over 60 days and 20 hours of flight time.
Once someone was flying themselves for commuting or other purpose, then racking up the flight hours for a private pilot license would be easy.
There are almost 250,000 general aviation planes in the USA
So electric and hybrid planes in the $40,000-140,000 range will further expand those numbers. High volumes could bring the price down and numbers of these planes up. The growth could be faster than electric cars and closely trace the volume of hybrid cars.
Micropilot is leader in small UAV autopilots
- World’s smallest UAV autopilot; 28 grams, 4 cm by 10 cm
- GPS waypoint navigation with altitude and airspeed hold
- Completely independent operation including autonomous takeoff, bungee launch, hand launch and landing
The US Army is starting an ambitious UAV procurement program. | aerospace |
https://www.cheapflights.com.au/flights-to-Rabat/Sydney/ | 2021-09-24T17:55:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057564.48/warc/CC-MAIN-20210924171348-20210924201348-00213.warc.gz | 0.905151 | 565 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__58489976 | en | How to find the cheapest flight from Sydney (SYD) to Rabat (RBA)
All the information you need to plan the best SYD to RBA flight in 2021: compare Sydney to Rabat flight prices with the expected peak season, weather and rainfall in Rabat.
What is the cheapest day to fly return from Sydney to Rabat?
Travellers have found that booking a Thursday departure is the best way to save up to 26% on the cost of booking your flights compared to booking on days of the week where this route is of high demand.
When is the cheapest time to fly from Sydney to Rabat (SYD - RBA)?
It’s optimal to fly from Sydney to Rabat in the morning. By choosing this option you can save up to 9% on the cost of your flight, compared to a flight at midday.
Related info for your journey
Useful info, stats and facts about <span class="emphasized">Sydney</span> to <span class="emphasized">Rabat</span> flights.
From Sydney to Rabat
Which airlines flying from Sydney Kingsford Smith to Rabat Sale have flexible cancellations due to COVID-19?
Due to the rapidly changing circumstances due to COVID-19, airlines like Air France, Qatar Airways, and Etihad Airways flying from Sydney Kingsford Smith to Rabat Sale have implemented new flexible cancellation policies.
What safety measures are being taken by airlines flying from Sydney Kingsford Smith to Rabat Sale to control the spread of COVID-19?
New policies can now be found on Etihad Airways to help keep travellers safe while flying. Airline carriers are regularly disinfecting and sanitising their aircraft. Masks are provided and are mandatory while on board. Pre-flight testing for symptoms and antibodies, alongside socially-distanced seating (for a limited time) will work towards keeping travellers safer while flying from Sydney Kingsford Smith to Rabat Sale. Policies will vary by airline.
How popular is this Sydney to Rabat flight route?
Flights from Sydney Kingsford Smith to Rabat Sale have been viewed 51 times in the past calendar month.
What are the most popular airlines that fly from Sydney to Rabat?
Air France, Etihad Airways and Qatar Airways are the most popular airlines when flying from Sydney to Rabat.
What are the cheapest flights from Sydney to Rabat?
While on average a flight from Sydney to Rabat is generally $2,285, our data shows the cheapest flight currently is $1,698. When looking at the most popular route, (Sydney Kingsford Smith - Rabat Sale), you can expect to pay $4,528 for that flight. | aerospace |
https://rocketeers.in/product/can-sat-launch-vehicle-iii/ | 2024-04-21T07:41:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.87/warc/CC-MAIN-20240421071342-20240421101342-00184.warc.gz | 0.911484 | 357 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__191349815 | en | ₹2,506.32 Incl. of tax
Fly high with our CSLV III model rocket today! Using a Type B-Motor, this model rocket can reach a peak altitude of 350 feet. it’s Reusable. Comes with no recovery mechanism. Designed to be assembled by kids 12 years of age and older. It’s a great way to bring a team together or sharpen your own skills in rockets craftsmanship.
88 in stock
The CSLV III model rocket is the latest creation by Team Rocketeers, a group of skilled rocketry enthusiasts. This sleek and powerful rocket is designed for intermediate to advanced users and can reach altitudes of up to 350 feet. It’s perfect for anyone who wants to experience the thrill of a high-powered rocket launch!
This powerful Level 3 (Expert Level) model can carry payloads to altitudes of 350ft/105m. What more! it is reusable, meaning you can fly it again and again with a fresh motor. With its sleek design and powerful performance, the CSLV III is the perfect choice for anyone looking to experience the excitement of a high-powered rocket launch!
The CSLV III’s three-engine configuration makes for an impressive sight as it lifts off into the sky. So if you’re looking to experiment with your rocketry skills, the CSLV III is a perfect choice. With its sturdy construction and powerful engines, this rocket is designed to give you a thrilling launch experience every time!
Other Systems Required for Launch (sold separately):
Please launch Model Rockets in large open safe flying zones. Follow all safety instructions carefully
Fill Your Birthday and get extra special discount | aerospace |
https://www.yumpu.com/en/document/view/39313545/raptor-samplepdf-fun-paper-airplanes | 2021-06-22T20:18:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488519735.70/warc/CC-MAIN-20210622190124-20210622220124-00207.warc.gz | 0.886333 | 250 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__21890841 | en | This plane is an excellent outdoor glider. Launch straight up and it will glide
down in big lazy circles. Adjust the elevator on the back edge of the wing to perfect the
Orient the template so that the “UP” arrow is at the top
of the page. Then flip the paper over so that none of the
fold lines are showing.
Fold the top right and top left corners in until fold lines
1 appear and crease along the dotted line.
Fold the nose down toward you and crease along fold
Fold the nose down toward you again and crease along
fold line 3.
Fold the top edge down toward you again and crease
along fold line 4.
Flip the plane over and fold the right half over the left
half along fold line 5.
Flip the wings down along fold lines 6 and the winglets
up along fold lines 7. Cut slits along the back wing edge
for the elevator adjustment. Add wing dihedral by
tilting the wings up slightly away from the fuselage.
The wings will have a slight “V” shape when viewed
from the front. You are ready to fly! | aerospace |
https://www.calspan.com/category/aerospace/page/4/ | 2020-08-07T17:59:54 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737206.16/warc/CC-MAIN-20200807172851-20200807202851-00355.warc.gz | 0.942066 | 292 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__73254130 | en | June 28, 2016 | Buffalo, New York – Calspan Aerospace has successfully completed a flight test program to demonstrate the feasibility of carrying and operating a U.S. Navy Aerial Refueling Store (ARS) on their company-owned Gulfstream G-III Airborne Testbed. The ARS is typically carried . . .
June 2016 | Buffalo, New York – Calspan has been awarded a $7.3 million contract with the U.S. Army Corps of Engineers to facilitate operations and maintenance of a government-owned Gulfstream G-III aircraft. Press Release – Army GIII Contract (June 2016) FINAL Share This:
TESTING FLY-BY-WIRE INNOVATIONS FOR FUTURE BIZJETS The Tacit Clear Test Management Project (TMP) is a Test Pilot School student-led test of a brand new fly-by-wire flight control system. The student team is comprised of two pilots and three flight test engineers, from the USAF . . .
Calspan Corp. was awarded a two-year, $6.2M contract for continued maintenance and operation of the Air Force’s Vista F-16 aircraft. Calspan has been involved with the VISTA/NF-16D since its inception in the 1980’s. The VISTA/NF-16D aircraft provides a flight research testbed with in-flight simulation . . . | aerospace |
https://www.wingsherald.com/s7-technics-received-approval-for-technical-maintenance-of-the-new-generation-boeing-737-max/ | 2020-10-28T11:12:59 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107898499.49/warc/CC-MAIN-20201028103215-20201028133215-00516.warc.gz | 0.948495 | 352 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__81826130 | en | The production base of S7 Technics at the Novosibirsk Tolmachevo Airport was the first in Russia to receive approval for the types of technical maintenance of the new generation Boeing 737 MAX, equivalent to A-check. The first aircraft of this type will arrive directly from the manufacturer’s plant in Seattle.
A team of S7 Technics specialists has been allowed to perform Boeing 737 MAX maintenance. In addition to the theoretical course, aircraft technicians underwent practical training at the Boeing plant in Seattle. S7 Technics specialists have access to the Boeing documentation for the aircraft. In preparation for maintenance, the Boeing 737 MAX purchased the necessary equipment, tools, spare parts and materials as recommended by the manufacturer.
The Boeing 737 MAX fleet in Russia and the CIS will grow – a number of airlines have announced their intentions to purchase such aircraft. Therefore, S7 Technics intends to actively work in the market for maintenance of Boeing 737 MAX.
“As the number of the most modern narrow-body aircraft produced by Boeing in the region grows. We will offer services for the Boeing 737 MAX to all operators of this aircraft. At the moment, we consider this market of services as promising”, commented Sergey Kravchenko, regional sales director of S7 Technics.
Boeing 737 MAX aircraft have become the ninth type of aircraft, which have been approved by S7 Technics for maintenance. Among other things, they have been serving aircraft of the A320neo family for more than one year – the most modern narrow-body machines produced by Airbus. In January – September 2018, the Novosibirsk S7 Technics base performed 30 A-check forms on Airbus A320neo aircraft. | aerospace |
https://www.airfranceklm.com/en/research-and-innovation | 2020-07-08T02:06:25 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655896169.35/warc/CC-MAIN-20200708000016-20200708030016-00237.warc.gz | 0.925123 | 218 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__147499977 | en | Progress on climate change, noise and quality air
Air France and KLM are members of bodies (ACARE, CORAC…) with airlines and European actors in aviation research to develop the aircraft of 2050, and move from basic research to the development of a prototype.
Among the areas of work: innovation in biofuels, aircraft design, passenger perceptions at airports and European certification processes for aircraft components and systems.
Air France and climate research: IAGOS
Air France has participated in the European project IAGOS (In-service Aircraft for a Global Observing System) by carrying atmospheric measuring equipment on board an Airbus A340.
The data collected is made available to international meteorological centers and scientists worldwide, which is particularly useful for studying the carbon cycle and verifying CO2 emissions.
Air France works on developing Honeywell and Safran’s EGTS system (Electric Green Taxiing System) on Airbus 320, which aims to significantly reduce the use of engines and vehicles for aircraft ground movement. A new Green Taxiing project has started for long-haul aircraft. | aerospace |
http://www.math.unipa.it/~daa_erice07/invited/sonwalkar.html | 2018-12-12T22:08:11 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824119.26/warc/CC-MAIN-20181212203335-20181212224835-00331.warc.gz | 0.921924 | 481 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__263504261 | en | Observations, Simulations, and Modeling of Space Plasma Waves: A Perspective on Space Weather
The Earth’s upper atmosphere, comprising of the thermosphere, ionosphere and magnetosphere, is a highly dynamic and complex system. It contains cold and hot plasma that is strongly influenced by the geomagnetic field. Electromagnetic fields permeate throughout the upper atmosphere. Interactions between the sun, solar wind, and upper atmosphere lead to adverse conditions in the Earth’s space environment that may cause disruption of satellite operations, communications, navigation, and electric power grid. In general, the term space weather is used to refer to conditions on the sun, in the solar wind and in the upper atmosphere that can influence the performance and reliability of space-borne and ground-based technological systems and can endanger human life or health. Space weather monitoring and forecasting is an important scientific and technological challenge facing the global community of space scientists.
The Earth's upper atmosphere supports a wide variety of plasma wave phenomena in the frequency range extending from a few hertz to a few megahertz. The term plasma wave is used to denote a wave that is either generated within the ionospheric/magnetospheric plasma or which has its characteristics significantly modified by the ionospheric/magnetospheric plasma. Most of the plasma waves are generated by the conversion of free energy residing within the space plasma into wave energy through a variety of plasma-wave processes. Significant contributions to plasma waves observed in space are also made by worldwide lightning activity and ground transmitters, particularly those operating below 100 kHz. Plasma waves are important partly because they influence the behavior of the ionosphere and magnetosphere and partly because we use them as experimental tools in our investigations of the upper atmosphere. Potentially, plasma waves could serve as one of the key indicators of space weather.
This lecture presents a review of the advances made in the last fifty years in the space-borne and ground-based observations and the theoretical interpretations of plasma waves.
We shall find that many important questions, particularly those concerning the generation mechanisms of plasma waves, remain unanswered. The lecture explores the relationship between plasma waves and other space weather indicators such as geomagnetic storms. The lecture concludes with a discussion of how ground-based and space-borne plasma wave observations coupled with simulations and modeling can be used to monitor and predict space weather. | aerospace |
https://www.rediff.com/money/report/centre-clears-sixteen-airlines-but-only-two-take-off/20141022.htm?print=true | 2023-03-25T14:35:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945333.53/warc/CC-MAIN-20230325130029-20230325160029-00183.warc.gz | 0.941591 | 823 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__240707625 | en | The civil aviation ministry received 20 applications and it granted NOCs to sixteen companies between 2009 till now
Though the civil aviation ministry has given no-objection certificates (NOCs) to 16 companies to launch airlines in the past five years, only two - AirAsia India and Air Costa - have taken off so far.
Data secured from the ministry under the Right to Information Act show the ministry received 20 applications and it granted NOCs to 16 firms between 2009 and now.
The 16 include Vistara, Zexus Air Services, Air One, Premier Airways, Turbo Megha, Air Carnival and Zav Airways, which were granted an NOC in 2014.
Securing an NOC from the aviation ministry is the first step towards launching a scheduled airline. Upon receiving it, companies need to secure a permit from the Directorate General of Civil Aviation to start operations.
The NOC is valid for 18 months and is issued for both regional or national operations. While AirAsia holds a national permit, Air Costa has a permit for regional operations.
Ministry data show it extended the validity of the NOC of three companies. It also reveals NOCs granted to three companies lapsed as the firms failed to take the necessary steps to obtain a permit within the 18-month period. However, the companies applied for NOCs afresh and one of them secured the NOC again. Aviation experts say a mix of reasons including the financial crunch of promoters and inability to comply with the technical requirements make it difficult for companies to secure a permit. Entry barriers and the rules on import of five aircraft in a year for licence validity, and route dispersal guidelines mandating flights on certain regional routes, are also seen as impediment.
Kapil Kaul of the Centre for Asia Pacific Aviation, said: “Receiving an NOC does not mean a company can start operations. Lack of funding and inadequate knowledge of the aviation sector make it difficult for companies to secure operations permit. The conversion of an NOC to an operations permit is an increasingly complex process and can take up to a year and, in certain cases, more than a year. We see Air One and Premier Airways getting operational in a year. Market conditions continue to remain hostile and new start-ups need very strong levels of capitalisation.”
|It takes more than an NOC to fly
Number of applications for NOCs - 20
16 companies got NOCs: Freedom Aviation, Indus Airways, Ligare Aviation, Karina Airlines, Air Pegasus, LEPL (Air Costa), ABC Aviation & Training, North East Shuttles, AirAsia India, Tata Singapore Airlines Limited (Vistara), Zexus Air Services, Air One Aviation, Premier Airways, Turbo Megha Airways, Air Carnival, Zav Airways
Air Costa and AirAsia India got NOC and secured permit from DGCA
NOCs of Karina Airlines, Freedom Aviation and ZAV Airways lapsed. All of them applied again. Only ZAV Airways was granted NOC this time
Validity of NOCs of ABC Aviation, Indus Airways and Air Pegasus was extended
Note : NOCs were granted for both regional and national scheduled air services. The ministry data does not include Religare group's Air Mantra which ran scheduled regional service between Amritsar and Chandigarh for eight months during 2012-13. The service was later suspended. Religare group did not reply to queries on Air Mantra's operations permit.
According to IndiGo's former head of operations Shakti Loomba, the DGCA checks whether companies applying for permit has the management set-up, infrastructure at key bases and the financial ability to start an airline. “Companies at times do not go forward with their plans as they are unable to raise capital. The start-up costs of an airline are high and companies can require up to Rs 100 crore in start-up capital,” he added. | aerospace |
https://www.aviatime.com/articles/28765-eastern-airlines-launches-easter-air-cargo | 2022-07-03T21:43:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104249664.70/warc/CC-MAIN-20220703195118-20220703225118-00455.warc.gz | 0.919015 | 514 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__231661087 | en | US carrier Eastern Airlines to launch cargo arm with converted B777s
US-based Eastern Airlines is moving into cargo, hoping to take advantage of the opportunities in the growing e-commerce market. The airline announced the launch of a new freight arm Eastern Air Cargo, which will offer cargo charter, wet leasing, and dry leasing services.
Eastern Airlines said it has secured the purchase of 35 Boeing 777 passenger planes, which will be converted to Class-E cargo jets, equipped with cargo compartments used only for the carriage of freight.
Eastern Air Cargo will deploy the converted freighter in the e-commerce express freight market, where it sees excess demand., it said in a statement on September 1, 2021.
"We are thrilled to offer this service to customers who have struggled to find capacity in the cargo market and to offer a nimble aircraft solution to serve customer needs," Steve Harfst, the CEO of Eastern Airlines said in thes statement.
It will be the first P2F (Passenger to Freighter) conversion of the B777 aircraft into a full Class-E cargo aircraft, Eastern Airlines said. The conversion allows the whole of the main deck cabin to hold low-density express freight cargo.
"Our pioneering conversion method is tailored specifically to meet the needs of express package freight customers. [...] It is more efficient and cost-effective allowing us to better serve the exact needs of our customers at a competitive price,” Harfst added.
The air carrier outlined that once the Federal Aviation Administration approves the Boeing 777 Express Freighter and issues the necessary supplemental type certificate (STC) for the modifications, its new cargo planes will begin non-stop services connecting Asia and the United States.
The first Boeing 777 Express Freighter is expected to start operating for Eastern Air Cargo in the first quarter of 2022.
Embraer lands a firm order for up to 10 E-Jets P2F conversions
Brazilian manufacturer Embraer signed a firm order for up to 10 E-Jets conversions from passenger to freighter aircraft...
Lufthansa Cargo, Cathay Pacific add Swiss WorldCargo to air freight agreement
Lufthansa Cargo and Cathay Pacific announce they are expanding their joint business agreement to include Swiss WorldCarg...
DHL Global Forwarding invests $11.8M into cargo facility at Brisbane Airport
DHL Global Forwarding will invest $11.8 million over the next ten years into a new facility at Brisbane Airport (BNE), i... | aerospace |
http://www.ufodigest.com/news/0906/smart-1.html | 2018-02-21T20:54:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891813803.28/warc/CC-MAIN-20180221202619-20180221222619-00754.warc.gz | 0.909693 | 284 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__227787071 | en | ESA's "Not So Smart-1 Satellite" Crashes into Moon
by Robert D. Morningstar
(Copyright 2006, RDM*)
Europe's First Lunar Mission Ends With a Bang - AOL News:
European Space Agency crashes "Smart-1 Satellite" into Luna's "Lake of Excellence" to end 3 year-long Moon mission at a cost of $140 million.
"Controllers burst into applause as operations chief Octavio Camino announced,
'We have landed.'"
Later Camino said: "We did it very quickly,"... "We were under some stress."
As a pilot, I make a very fine distinction between "landing" and "crashing."
The brightness of the impact flash makes it look more like a nuclear bomb than simply a crash landing. The impact point appears to be directly into a set of "Doublets," unusual meteor impact craters which belt the lunar surface, always occurring in pairs of crater of nearly identical diameters. Hence, the name, "Doublets."
"The SMART-1 orbiter hit a lunar hillside at 4,475 mph."
I seriously have to question the wisdom of crashing an ion-powered spacecraft at high velocity into an area of presumed volcanic activity on the Lunar surface.
I think that the European Space Agency should rename the satellite and itself:
"Not So Smart-1." | aerospace |
http://spacerubble.blogspot.com/2011/07/sts-135-atlantis-prepares-for-last.html | 2018-07-18T04:38:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590051.20/warc/CC-MAIN-20180718041450-20180718061450-00012.warc.gz | 0.954479 | 195 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__116741782 | en | Flight Deck view of technician helping astronauts get seated.
This is it.
Time has passed quickly this summer, and we've reached the last mission of the Space Transportation System, or STS. Atlantis is preparing for a launch from Cape Kennedy at 9:26 a.m. MDT. Weather is not looking good, and there is a good chance that the mission will be scrubbed this morning. However, the window of opportunity for launch to the ISS is open and the crew is anxious to begin the mission they were trained for.
Atlantis ready on the pad, fueled up and all systems being checked.
On this last mission of the shuttle program, Atlantis will carry four astronauts, supplies, and the Raffaello logistics module to be installed on the station. One spacewalk is planned during their stay. The crew is Commander Chris Fergusson, Pilot Doug Hurley, with Sandy Magnus and Rex Walhelm serving as mission specialists. | aerospace |
http://shoppingwigs.us/2017/12/09/a-simple-plan-reviews/ | 2018-04-24T00:53:03 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125946314.70/warc/CC-MAIN-20180424002843-20180424022843-00530.warc.gz | 0.95592 | 532 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__6192510 | en | An Overview of Remote Control Drones.
A remote control drone is a device that uses battery to fly, and is usually controlled by a person on the ground. Some of these drones have cameras so that they can record activities on the ground, or take photos. A remote control drone and a helicopter uses the same flying principles. They have a common way of talking off from the ground . They fly vertically, not like an airplane does.
The remote control drone is easy to use. Every model has its unique control methods. Some are controlled using a telephone or smartphone application, while others are controlled using a remote, or manually. Before flying the drone, you should carefully read the instructions. This is because a single wrong move can make it crash down.
The flight range of different drones are different. Larger models can cover up to 2km, w2hilke smaller models can go up to 200m.
The battery lives of the remote control drone vary depending on the models. You can expect a drone to have a flight time between 20 to 25 minutes when the battery is full. Others can fly only up to 5 minutes.
When you are buying the remote control drone, you should first consider all the local authorities rules on drones, and abide by them. If there are no licenses, it is good that you register your model, even if you will just use it for recreation.
Remote controlled drones that have cameras are well known. They are associated with a lot of fun since one can view the earth with them from a bird’s angle of depression. Larger drones with cameras are used to shoot TV programs, movies, and documentaries. Small drones that have cameras are also luxurious. One can use it for different reasons, including the search of a lost item on the roof.
Getting the footage depends on the model of the drone. Some drones have an app that streams images directly to the phone or tablet. The cameras quality in remote control drones also varies. It is important that you look at the camera’s resolution when purchasing, to know whether it is good for the task.
You can get a variety of drones on sale. You can purchase them from many stores , and in the online platform. The different types of drones suits specific purposes.
You can easily get a drone that is not very expensive. Its quality might not be as high as that of others, but can give you a good service depending on the intended purpose. They are good for a beginner’s practice. Drones that have better features are expensive and are good to use for commercial functions like shooting videos. . | aerospace |
https://forums.theregister.co.uk/post/reply/3399779 | 2019-08-22T01:39:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027316555.4/warc/CC-MAIN-20190822000659-20190822022659-00162.warc.gz | 0.905865 | 152 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__98038896 | en | Re: ROTFL I mean SRVL
"If you can get a 20 tonne fighter to fly at 35 knots just using slats and flaps you crack on."
Easy. Just make the wings a bit bigger. The induced drag saving from abandoning the weight of all that lifting-fan gubbins will more than compensate for the higher form drag, not to mention maintenance downtime - compare notes with any F-35A operator.
But don't change the subject. You can't update the principles of aeronautical engineering just by changing what you call it, and slagging off people with long memories. The F-35C is still a ridiculously expensive way to deliver the same STOL capability available from the F-35B. | aerospace |
http://www.321gold.com/editorials/moriarty/moriarty120222.html | 2023-12-04T00:34:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100518.73/warc/CC-MAIN-20231203225036-20231204015036-00736.warc.gz | 0.96565 | 618 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__86152560 | en | A Christmas Treat for Aviation Lovers
I’ve done a lot of things in my life. My readers on 321Gold do not know all of them. From 1974 until 1986 I delivered new small planes to destinations all over the world. I mean little tiny, sometimes Cessna 172 size planes, to places from South Africa or Australia or Europe. We would pick them up from the factory, load them with internal fuel tanks and off we went.
(Click on images to enlarge)
My 243 international trips over every ocean included breaking Lindberg’s New York to Paris record in two different categories, setting a Paris to New York speed record, flying in and winning four different air races. I got a guy across the Atlantic standing on top of an airplane in 1980 and made a flight through the Eiffel Tower in 1984.
Delivering small planes over big oceans was easily the most dangerous job in the world. Every year about ten percent of the ferry pilots were killed one way or another. When I was doing it, the aviation industry was booming with almost 20,000 aircraft manufactured a year. There were never more than fifty pilots in the world at one time who made a living delivering small general aviation aircraft.
Alas, a lawsuit after a preventable accident in 1979 literally killed the industry that used to provide ten percent of US exports by dollar value. I point out in the book that the dollar was dropping so fast for a decade that an owner could buy an aircraft, fly it for five years and sell it for more than he paid for it. For a short period in aviation history owning a small plane was an investment rather than an expense.
I got to fly with some of the best pilots in aviation history as well as a bunch of skirt chasing quasi-drunks barely capable of taking off much less landing safely. I will say that without exception the 5-10% of ferry pilots who were women were across the board more professional and better pilots than the males.
I actually wrote this book about thirty-five years ago and frankly because I am lazy at heart, I never got around to proof reading and editing the book. But both Lulu and Amazon now have the ability to produce a professional looking hardback book for anyone who can create a document file, I finally got off my ass and finished it.
I’ve done about ten books in the last decade ranging from short very funny fiction set in Cornwall for Barbara to serious tomes on combat and investing. This book, No Guts, No Glory, is one that most people interested in aviation and aviation history will find engaging. It’s a great gift for anyone interested in one of the most unusual areas of aviation history.
It’s $19.99 and frankly in today’s world that is cheap for a good hardback. If you wouldn’t enjoy reading an aviation adventure story told by someone who lived it, you probably know someone who would appreciate it.
Order No Guts, No Glory here. | aerospace |
https://news.alaskaair.com/newsroom/alaska-airlines-aircraft-mechanics-ratify-new-four-year-contract/ | 2024-04-19T18:55:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817442.65/warc/CC-MAIN-20240419172411-20240419202411-00583.warc.gz | 0.922206 | 447 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__198595917 | en | Alaska Airlines and the Aircraft Mechanics Fraternal Association (AMFA) today jointly announced ratification of a new four-year contract covering the airline's 700 aircraft technicians. The new...
Alaska Airlines and the Aircraft Mechanics Fraternal Association (AMFA) today jointly announced ratification of a new four-year contract covering the airline’s 700 aircraft technicians.
The new contract includes pay increases, reflecting Alaska’s strategy to offer market-based wages for all work groups. It also includes a no-furlough clause, which protects jobs for the duration of the contract.
"We are pleased that, during a time of such uncertainty in the airline industry, we were able to work closely with Alaska to secure an agreement that provides both pay increases and long-term job security," said Louie Key, AMFA Region 1 Director.
"We appreciate the union’s leadership in reaching this long-term, market- based contract, which recognizes line maintenance as a core function of the company and provides job security to our aircraft technicians," said Alaska’s CEO Bill Ayer. "We thank these employees for their professional service, especially during the operational challenges of the summer."
AMFA’s craft union represents aircraft maintenance technicians and related support personnel at Alaska Airlines, ATA, Horizon Air, Independence Airlines, Mesaba Airlines, Northwest Airlines, Southwest Airlines and United Airlines. AMFA’s credo is "Safety in the air begins with quality maintenance on the ground." To learn more about AMFA, visit www.amfanatl.org.
Alaska Airlines and sister carrier, Horizon Air, together serve 88 cities through an expansive network throughout Alaska, the Lower 48, Canada and Mexico. For reservations visit alaskaair.com. For more news and information, visit the Alaska Airlines/Horizon Air newsroom at http://newsroom.alaskaair.com/.
SOURCE: Alaska Airlines
CONTACT: Louie Key of Aircraft Mechanics Fraternal Association,
+1-253-209-3255; or Amanda Tobin of Alaska Airlines, +1-206-392-5134
Web site: http://www.alaskaair.com/ | aerospace |
https://www.wcspeakers.com/speaker/captain-robert-hoot-lee-gibson/ | 2022-07-05T10:18:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104542759.82/warc/CC-MAIN-20220705083545-20220705113545-00504.warc.gz | 0.926091 | 1,001 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__101757862 | en | - Awarded the Fédération Aéronautique Internationale (FAI) Louis Blériot Medal
- Awarded the Yuri A. Gagarin Gold Medal
- Established FAI world records for Altitude in Horizontal Flight
- First docking of a shuttle with the Russian space station Mir
- Only astronaut to serve as mission commander on four different shuttles
- Dr. Margaret Rhea Seddon is a physician & retired NASA astronaut
Robert Lee Gibson, Captain USN, aviator, test pilot and aeronautical engineer, NASA astronaut:
Awarded the Federation Aeronautique Internationale (FAI)
Louis Bleriot Medal
Experimental Aircraft Association (EAA)
Freedom of Flight Award.
Established world records:
“Altitude in Horizontal Flight”
“Time to Climb to 9000 Meters”.
Military awards include: the Defense Superior Service Medal;
Distinguished Flying Cross; 3 Air Medals; the Navy Commendation Medal with Combat “V”; a Navy Unit Commendation; Meritorious Unit Commendation; Armed Forces Expeditionary Medal; Humanitarian Service Medal; and Vietnam Campaign Medal.
Gibson became an astronaut in August 1979. Gibson has flown five missions: STS 41-B in 1984, STS 61-C in 1986, STS-27 in 1988, STS-47 in 1992, and STS-71 in 1995. Gibson served as Chief of the Astronaut Office and as Deputy Director, Flight Crew Operations.
On his first space flight, Gibson was the pilot on the crew of STS 41-B which launched from the Kennedy Space Center, Florida. The flight accomplished the proper shuttle deployment of two Hughes 376 communications satellites which failed to reach desired geosynchronous orbits due to upper-stage rocket failures. Rendezvous sensors and computer programs were flight-tested for the first time. The STS 41-B mission marked the first checkout of the Manned Maneuvering Unit (MMU), and Manipulator Foot Restraint (MFR), performing two spectacular EVA’s (spacewalks). The German Shuttle Pallet Satellite (SPAS), The eight-day orbital flight of Challenger culminated in the first landing on the runway at the Kennedy Space Center on February 11, 1984, and Gibson logged 191 hours in space.
Gibson was the spacecraft commander of the STS 61-C mission. The seven-man crew on board the Orbiter Columbia launched from the Kennedy Space Center, Florida, on January 12, 1986. During the six-day flight, the crew deployed the SATCOM KU satellite and conducted experiments in astrophysics and materials processing. The mission concluded with a successful night landing at Edwards Air Force Base, California, on January 18, 1986, and logged him an additional 146 hours in space.
Gibson subsequently participated in the investigation of the Space Shuttle Challenger accident, and also participated in the redesign and recertification of the solid rocket boosters.
As the spacecraft commander of STS-27, Gibson and his five-man crew launched from the Kennedy Space Center, Florida, on December 2, 1988, aboard the Orbiter Atlantis. The mission carried a Department of Defense payload and a number of secondary payloads. After 68 orbits of the Earth, the mission concluded with a dry lakebed landing on Runway 17 at Edwards Air Force Base, California, on December 6, 1988. Mission duration was 105 hours.
On Gibson’s fourth space flight, the 50th Space Shuttle mission, he served as spacecraft commander of STS-47, Spacelab-J, which launched on September 12, 1992 aboard the Orbiter Endeavour. The mission was a cooperative venture between the United States and Japan and included the first Japanese astronaut as a member of the seven-person crew. During the eight-day flight, the crew focused on life science and materials processing experiments in over forty investigations in the Spacelab laboratory, as well as scientific and engineering tests performed aboard the Orbiter Endeavour. The mission ended with a successful landing on the runway at the Kennedy Space Center in Florida after 126 orbits of the Earth on September 20, 1992.
Captain Gibson commanded a crew of seven members (up) and eight members (down) on Space Shuttle mission STS-71. This was the first Space Shuttle mission to dock with the Russian Space Station Mir and involved an exchange of crews. The Atlantis Space Shuttle was modified to carry a docking system compatible with the Russian Mir Space Station. It also carried a Spacelab module in the payload bay in which the crew performed various life sciences experiments and data collections. Mission duration was 235 hours, 23 minutes.
In five space flights, Gibson has completed a total of 36-1/2 days in space. | aerospace |
https://aviamaps.com/ | 2020-08-08T20:25:16 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738351.71/warc/CC-MAIN-20200808194923-20200808224923-00152.warc.gz | 0.857374 | 333 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__171949849 | en | Aviamaps is modernizing general aviation with a unique real-time aviation map platform and easy-to-use flight planning tools.
Aviamaps merch store
Aviamaps got more official status
Aviamaps replaced previous www.ais.fi AUP/UUP and NAV WRNG charts. For more information, see AIC notification.
Save places and routes
Create free account to save places and routes.
Airspace update today faster than ever before. Aviamaps fetches all data, including NOTAMs, every few minutes.
You can use Aviamaps safely also when it's dark. Just choose the dark theme in the menu.
Real-time airspace information
Supplements, NOTAMs and AUP/UUP data are automatically updated, parsed and combined with static airspaces every 5 minutes. You know easily and precisely where you can or can't fly.
Flight planning is easier and more versatile with handy route planning tools.
METAR data in plain English and visually on map. Weather radar makes it even easier to predict the weather on-route.
ADS-B/Mode S and FLARM equipped planes are shown on map in real time.
National Land Survey of Finland's aerial images make it easy to explore unknown landing areas beforehand.
Corrections for wind and magnetic declination
OFP document calculations are easy to do with Aviamaps tools.
AUP/UUP visible from 00:00 UTC
You don't need to wait until 06:00 UTC to see reserved areas. Today's upcoming areas are visible with dashed lines from 00:00 UTC. | aerospace |
https://www.prweek.com/article/98965/pr-battle-takes-off-charity-helicopter-crash | 2021-09-18T23:57:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056578.5/warc/CC-MAIN-20210918214805-20210919004805-00573.warc.gz | 0.97247 | 252 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__200257808 | en | A PR battle has erupted following a fatal helicopter crash two
weeks ago at an event organised by TV star Noel Edmonds’ charity
Speculation has already begun about who was responsible for the crash at
Glamis Castle on 13 July, in which a nine-year-old boy was killed.
Three PR consultancies are working on behalf of the three parties
involved in the event in advance of the official inquiry.
Media House has been brought in by air operator Southern Air. ’We have
been brought in to quash the wild allegations suggesting that Southern
Air was at fault,’ said Tom Cassidy, senior account executive at Media
Southern Air provided two aircraft and the ground control for the
But the crashed helicopter and pilot were on loan from Kwik-Fit chairman
Sir Tom Farmer.
PR for Kwik-Fit and Farmer is handled by Citigate Scotland. Robin
Dunseath, Citigate chief executive, said: ’We are preserving a proper
silence until such time as the investigation is complete.’
Meanwhile McCann-Erickson, the retained agency for Airborne and Noel
Edmonds, has been supporting Edmonds’ view that his charity is not to | aerospace |
https://www.connectedtoindia.com/dubai-suspends-air-india-express-flights-for-flying-in-covid-19-positive-passengers-8260.html | 2023-02-06T00:06:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500294.64/warc/CC-MAIN-20230205224620-20230206014620-00278.warc.gz | 0.965276 | 186 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__89431432 | en | The Dubai Civil Aviation Authority has suspended Air India Express flights till October 2 for reportedly flying in COVID-19 positive passengers twice in the last couple of weeks.
UAE rules dictate that all passengers flying in from India need to carry original COVID-negative certificates to gain entry into the emirates. The RT-PCR test should have been done 96 hours prior to the journey.
"A passenger, who had a COVID-positive certificate dated September 2, travelled on Air India Express' Jaipur-Dubai flight on September 4. A similar incident had happened with a passenger on one of the airline's other Dubai flights previously," news agency PTI reported a Dubai government official as saying.
It was thus decided to suspend Air India Express flights from September 18 to October 2.
In response, Air India Express has reportedly said that it plans to operate its four Dubai flights to Sharjah instead. | aerospace |
http://newton.newtonsoftware.com/career/JobIntroduction.action?clientId=8a78826752b0003a0152ccabef620dc0&id=8a78859f6ab4735e016abcbe077b6e70&source=Indeed | 2020-01-22T05:53:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250606696.26/warc/CC-MAIN-20200122042145-20200122071145-00173.warc.gz | 0.940277 | 427 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__40554140 | en | |Position: Flight Attendant-DEN|
|Job Id: 261-004|
|# of Openings: 1|
Does getting paid to travel sound like your idea of a dream job? That’s exactly what our flight attendants do every day!
Our growing airline is looking for friendly and outgoing individuals to join our team of flight attendants. No previous experience is required, but successful applicants will be highly professional, enthusiastic, and committed to providing our passengers with the highest standards of customer service.
As our flight attendants have the most in-person interactions with our passengers, they have the biggest opportunity to impact the customer experience. That means that we work hard to find just the right candidates to fill our flight attendant positions. The ability to successfully work as part of a team with pilots and ground crews is a must.
Individuals who love to travel and meet new people thrive in this role. If that sounds like you, we’d like to meet you!
Flight Attendants will be based at:
Flight Attendants must reside or be willing to relocate to within an hour and a half of their base airport.
Trans States Airlines operates flights every day of the year, requiring flight attendants to work a variable schedule including nights, weekends, and holidays. Flight Attendants bid on schedules, and schedules are awarded based on seniority. Flight Attendants can expect to have a reserve (on-call) schedule during their first year of employment.
Our starting rate for a flight attendant is $18.00 per flight hour. Flight Attendants are guaranteed 72 flight hours per month. The company pays for parking in domicile and all hotel accommodations while on a company scheduled trip, as well as $1.80 per hour in per diem while away from base on a trip.
Those selected for employment must successfully complete a company paid training program at our Flight Attendant Training Center in Saint Louis, MO, as well as pass a hands on evaluation in the aircraft. Training is approximately six weeks in length.
Apply for this Position
|Go back to the job list| | aerospace |
https://www.wamc.org/new-england-news/2018-04-25/burlington-business-leaders-express-support-for-f-35-basing | 2024-04-23T05:30:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818464.67/warc/CC-MAIN-20240423033153-20240423063153-00764.warc.gz | 0.961109 | 819 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__126790805 | en | Burlington Business Leaders Express Support For F-35 Basing
On Town Meeting Day in March, Burlington voters passed a resolution that asked city officials to request the cancelation of the basing of F-35 fighter jets at the Vermont Air National Guard base at the Burlington International Airport. Although the mayor refused to sign it, the city council approved forwarding the resolution to the Secretary of the Air Force. In the following weeks, two other city councils passed similar resolutions. On Tuesday, members of the business community were at the airport to warn of what they believe are the negative implications of losing the fighter jets.Burlington, Winooski and South Burlington have sent resolutions to the Air Force asking that a new mission be considered for the Vermont Air National Guard base rather than the basing of the F-35 fighter jet.
Vermont Business Roundtable President Lisa Ventriss says the base has been in operation since the 1940’s as a fighter wing and there is no other mission. “The opponents are calling for a change in the mission of the Vermont Air National Guard. The base here is a fighter wing. F-16’s are being phased out and the next generation of fighter jet is the F-35. So in calling for in the case of South Burlington and Winooski in calling for a cancellation of that mission they are in effect calling for a base closure because we have no other mission here.”
Ventriss adds that the Air Force has already spent $50 million to date preparing the Air Guard base for the arrival of the jets in the fall of 2019. But she says it’s unsettling to have opponents constantly challenging a critical economic engine. “There are 1000 people on its payroll. Those wages are more than $40 million and that is in line with some of the other major employers in our region. The Air Guard contributes to Burlington Airport exceeding $2.6 million a year to respond to any emergency at the airport. That’s fire and safety equipment, the trucks and the rescue vehicles. If the mission were to change we would see a tremendously diminished workforce. We would see a very serious impact to the taxpayers of the city of Burlington.”
Business owner Nicole Citro created the Green Ribbons for the F-35 campaign in 2012 to support the new mission and is gratified to see members of the business community stepping up to express support for the fighter mission. “We are significantly in the midst of the process of the planes coming. But I would like to think that they would not roll it back. But at the same time you just don’t know where the tipping point may be where the Air Force will go okay we’re just hearing it from all sides that this council and this council and this council are saying that they don’t want it. But I’d like to think that they’re looking into it a little bit deeper and seeing the history of what has gone on in this area and that it’s a small contingency of opponents that are manipulating the city councils and it’s not really what is resonating within this community. The support is significantly there.”
Longtime F-35 opponent retired Colonel Roseanne Greco calls the business community’s reasoning for supporting the aircraft flawed. “They make the leap from the if you don’t support this particular military aircraft then the airport will shut down. The United States Air Force has told us that if the F-35 is not based at the Vermont Air National Guard then another military aircraft would be chosen for the Vermont Air National Guard. So we have the Air Force assurance in writing saying the Guard will always have a flying mission and the F-35 is not necessary for that to take place.”
The business leaders have also sent a letter to the Secretary of the Air Force noting a petition was filed last year during public comments with 18,000 signatures from the region supporting the F-35 mission. | aerospace |
https://mnmblog.org/aerospace-filters-market.html | 2022-08-11T00:11:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571222.74/warc/CC-MAIN-20220810222056-20220811012056-00712.warc.gz | 0.959816 | 897 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__107278499 | en | Air filters are installed in aircrafts mainly to remove different types of contaminants like fog, dust, allergens, and microbes, among others, from the air that is circulated in the cabin and cockpit, thereby providing a safer and healthier environment to travel for both the passengers and the crew. Nowadays, airlines are looking to opt for better and light weight filters that would eventually reduce the overall weight of the aircraft, thereby improving the efficiency and performance. Growing applications for aerospace filters due to an increase in aircraft deliveries, especially in Asia-Pacific and North America are expected to drive the global market towards good growth ahead.
The global aerospace filters market that was valued at USD 6.73 Billion in 2016 is projected to reach a value of USD 10.11 Billion by 2022, growing at a CAGR of 7.0% during the forecast period from 2016 to 2022.
Based on type, the air filters type is expected to grow at the highest CAGR over the forecast period, mainly due to the growing concerns regarding the outbreak of contagious diseases such as Ebola, SARS, and swine flu, which has led to huge growth in demand for air filters since they help in filtering bacteria and viruses from the air in the aircraft cabin.
Among applications, the engine segment is projected to witness the highest growth over 2016-2022. This growth can be attributed to the growing need to replace filters as engines need to be provided with cleaner fuel and oil for optimum efficiency and longer life, thereby driving the market towards growth.
Among end-users, the military segment held the largest market share in 2016, and is expected continue its dominance over the market during the forecast period as well. It is also projected to witness the highest growth in the coming years, owing to the rising number of military aircrafts and shorter replacement cycle of aerospace filters in military aircraft as compared to that of commercial aircrafts.
Which region is expected to be the most lucrative market and why?
The market for aerospace filters in North America accounted for the largest share in 2016. However, the market in Asia-Pacific is expected to surpass the North American market in value by 2022, growing at the highest CAGR. This growth can be contributed to the increasing air passenger traffic and military aircraft in countries such as India, China, and Russia, among others. The market in this region is also one of the fastest-growing markets in the aerospace filters market, owing to the increase in the number of flight hours and regional passenger traffic, thereby boosting the overall demand for aerospace filters in this region. Moreover, various countries such as Brazil, Argentina, Saudi Arabia, and UAE, among others, have been witness an increase in the military and commercial aircraft deliveries, thus, pushing the global market towards good growth in the coming years.
What are the factors impacting the growth of this market?
The worldwide market for aerospace filters is experiencing steady growth mainly due to the following factors:
- Increase in the number of aircraft orders and deliveries
- Increasing air passenger traffic across the globe
- Shorter replacement cycle of aerospace filters due to increased flight hours
- Growing demand for military UAVs
In addition, growing demand for light weight aerospace filters and emerging aircraft manufacturers in the Asia-Pacific and Latin American region are expected to further lay ample growth opportunities for this market.
However, current backlogs in aircraft deliveries due to the limited manufacturing capacity of leading aircraft manufacturing companies is the major factor that is likely to hinder the growth of this market to a certain extent. Moreover, stringent regulatory norms are a key challenge to be overcome by the market players to achieve sustained growth in the market.
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Key players and growth strategies implemented>/b>
The major companies operating in the global market for aerospace filters include Parker Hannifin Corporation (U.S.), Pall Corporation, Donaldson, Inc. (U.S.), CLARCOR, Inc. (U.S.), and Freudenberg & Co. KG (Germany), among others. These companies are implementing various growth strategies, such as agreements & acquisitions, contracts, and new product developments in order to gain a stronger hold on the market as well as expand their global presence. Out of these, agreements & acquisition held a major share of the market out of all the growth strategies adopted. | aerospace |
http://www.icas.org/ICAS_ARCHIVE/ICAS2012/ABSTRACTS/120.HTM | 2020-05-26T05:44:59 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347390448.11/warc/CC-MAIN-20200526050333-20200526080333-00315.warc.gz | 0.845119 | 154 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__3058386 | en | 28th Congress of the International Council of the Aeronautical Sciences, 23 - 28 September 2012, Brisbane, Australia
ANALYTICAL METHOD FOR LIMIT LOAD CAPACITY CALCULATION OF THIN WALLED AIRCRAFT STRUCTURES
Inst. of Aerospace Eng., Brno Univ. of Technology, Czech Republic
Keywords: limiting load, stress analyses, buckling and post buckling behavior
The paper describe the methods for limit load capacity calculation of thin walled aircraft structures by the all possible forms of buckling and failures under loading. Special attention is focused on method so called “gradually increased loading method” - GILM (original method developed by the author of this paper).
view full paper | aerospace |
https://demos.xenaddons.com/articles/japanese-billionaire-named-as-first-passenger-to-fly-around-moon-in-spacex-bfr.29/ | 2023-12-05T14:40:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100551.2/warc/CC-MAIN-20231205140836-20231205170836-00199.warc.gz | 0.975559 | 1,210 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__241437057 | en | Japanese citizen Yusaku Maezawa has booked a journey to the Moon atop SpaceX’s yet-to-be-built Big Falcon Rocket and he wants to bring six to eight artists with him—for free. The Sept. 17, 2018, announcementwas made at the company’s headquarters and it marked another step in SpaceX’s quest to send people beyond Earth’s gravitational sphere of influence. Maezawa, a 42-year-old billionaire, has started an art project called #dearMoon. He is hoping to find up to eight artists and take them on a journey around the Moon as soon as 2023.
“Finally, I can tell you that I choose to go to the Moon!” Maezawa said after he walked onto the stage at SpaceX’s rocket factory in Hawthorne.
SpaceX is developing the 387-foot (118-meter) tall, fully reusable BFR as a successor to all of its rockets and spacecraft. The company is aiming to begin the first test “hops” sometime in late 2019 with the first full flights of the vehicle by the early 2020s.
During the announcement, SpaceX CEO Elon Musk said Maezawa is paying for a full BFR and has made a “significant” downpayment for a “non-trivial” amount of money. However, both Musk and Maezawa declined to disclose how much the Japanese billionaire is expected to spend.
“It’s a material percentage,” Musk said of the Maezawa’s financial contribution to the total development cost of the BFR, which is expected to range between $5 billion and $10 billion.
Maezawa is the 18th richest person in Japan, according to Forbes, with a net worth of 2.9 billion. He founded Zozotown, which is Japan’s largest fashion mall. The Japanese billionaire is also an art collector and the founder of Tokyo-based Contemporary Art Foundation, which opened in 2012.
He said he wants to take artists to the Moon in order to inspire humanity. During his presentation, he asked what famous artists would have created had they had the opportunity to view the Moon up close.
“If Pablo Picasso had been able to see the moon up-close, what kind of paintings would he have drawn? If John Lennon could have seen the curvature of the Earth, what kind of songs would he have written?” Maezawa asks on the #dearMoon website. “If they had gone to space, how would the world have looked today?”
The last organization to send humans to the Moon was NASA. The last of its Apollo missions to Earth’s nearest neighbor was achieved in December of 1972.
In terms of accomplishments, SpaceX is still at least a year away from achieving its objective of sending astronauts to low-Earth orbit (LEO) in its Crew Dragon spacecraft under NASA’s Commercial Crew Program.
Sending tourists to the Moon, even just a journey around the Moon without landing on its surface, would be a quantum leap beyond sending humans to LEO.
To accomplish this stunning milestone, the company is designing the BFR, which has an ultimate goal of facilitating the colonization of Mars.
To date, SpaceX has launched dozens of Falcon 9 rockets and has completed the inaugural flight of the Falcon Heavy variant of the rocket. The company stands alone in having the first stages of no fewer than 29 of those Falcon 9s return back to Earth (including a dual landing during the inaugural Falcon Heavy in February 2018).
Moreover, the company has sent a number cargo Dragon freighters to and from the International Space Station.
The Hawthorne, California-based company has developed a resume filled with commercial “firsts” that include the aforementioned Falcon first stage landings, the first commercially-produced spacecraft to travel to-and-from the International Space Station and more.
Musk has said that the BFR could be used to handle almost every sort of space mission that is currently conducted, as well as a few that have never been attempted before.
First announced in September 2016, the BFR has undergone several revisions. The most recent version calls for the vehicle to have a 180-foot (55-meter) long spaceship section that is 30 feet (9 meters) in diameter. Musk said it is designed to take 100 metric tons of payload to the surface of mars (after on-orbit refueling in LEO) inside a 35,000 cubic feet (1,000 cubic meter) pressurized volume.
The spaceship portion, which doubles as the BFR’s second stage, is now expected to have seven Raptor engines at its base and three landing legs. Two of those legs double as actuated fins. Additionally, there are two smaller actuated fins on the forward section of the ship.
The company is well into the process of building the first prototype. Musk said the first cylinder section of the BFR, which will be made with a carbon composite material, has been completed and dome and engines sections will be built soon.
Additionally, Raptor engine tests are continuing at the SpaceX’s test site in McGregor, Texas. However, much work still needs to be done to design, build, test and fly this giant rocket.
Maezawa said he hopes to work very closely with the SpaceX team between now and the planned launch. Meanwhile, he said he plans to search for and reach out to select artists to join him on his trip around the Moon.
“We all have the ability to dream dreams that have never been dreamt, to sing songs that have never been sung, to paint that which has never been seen before,” Maezawa said. “I hope that this project will inspire the dreamer within each of us.” | aerospace |
http://www.spacestudiowestlondon.org/career-options/ | 2024-04-21T11:31:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817765.59/warc/CC-MAIN-20240421101951-20240421131951-00258.warc.gz | 0.953018 | 159 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__43955357 | en | The UK aerospace and space industries are a UK success story, growing in real terms by around 9% a year. The UK has 17% of the global market for aerospace.
The aerospace and space related industries sectors have the potential to continue to grow rapidly as new technologies and applications are developed that rely on space derived data and services, including location based services for mobile phones, improved satellite data for weather forecasting and integrated applications involving space data and related services. Together these industries employ around 68,000 people in the UK. There are a significant number and range of careers in the aerospace industry around Heathrow Airport and in the South-East of England.
To have a look at some career snapshots click here
Food science is a growing industry within the sector – see our video about it here: | aerospace |
https://www.aljazeera.com/economy/2019/5/27/regulators-reputation-hit-after-boeing-crashes-united-president | 2023-02-08T05:12:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500671.13/warc/CC-MAIN-20230208024856-20230208054856-00169.warc.gz | 0.958061 | 728 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__20713048 | en | Singapore – The reputation of aviation regulators in the United States has suffered following the crashes of two Boeing 737 Max aircraft months apart, the president of United Airlines told Al Jazeera.
Scott Kirby, speaking on the sidelines of a travel conference in Singapore, said he believes the planes will resume flying by August as the US Federal Aviation Administration (FAA) works to re-certify the 737 Max.
“Regulatory confidence certainly took a hit,” Kirby said. “But the FAA will be stronger, and the industry, as we work through the issues for the 737 Max.”
Airlines around the world grounded the aircraft in March after a 737 Max plane crashed in Ethiopia. That followed a similar disaster involving the same type of aircraft in Indonesia in October 2018. A combined 346 passengers and crew died in the crashes.
Investigators have focused on a new anti-stall software system as the likely cause of the crashes. And critics, including Peter DeFazio, chairman of the US House Transportation Committee accused the FAA at a hearing earlier this month of using employees of planemakers to be part of the certification process for new aircraft systems.
The FAA has defended itself. Last week, the body’s acting administrator Dan Elwell said in a statement on the 737 Max’s recertification: “As all of us work through this rigorous process, we will continue to be transparent and exchange all that we know and all that we do – to strengthen the public’s confidence that the aircraft will meet the highest safety standards.”
United is aiming to have its 737 Max planes flying again by August 3, a month later than originally planned.
Kirby said airlines affected by the groundings and Boeing have been helping the regulator re-certify the Boeing 737 Max. But he said that the FAA has the ultimate word on whether to allow the aircraft back in the sky. “So, we’ll just have to see” about the expected August re-certification.
Kirby said that United has managed to find aircraft to handle 40 to 45 daily canceled flights after it grounded its 14 737 Max aircraft, and that the impact on the bottom line is something to “worry about down the road.”
Jose Caiado, an analyst at investment bank Credit Suisse, said in a May 24 research note that for airlines like United, and for manufacturer Boeing, an FAA re-certification would need to be matched by other global aviation regulators.
“A critical mass of regulatory support in fairly short order, namely, the US and EU,” is crucial,” Caiado wrote. “We believe that if Europe moves quickly to re-certify after the FAA does, it would give other countries’ regulatory authorities more confidence to do the same while also putting pressure on them to act relatively quickly.”
Still, a key outstanding issue is pilot training. It’s still not clear how much extra training aviators will have to undergo once the FAA decides the software and other changes meet safety standards.
“The biggest caveat to the preceding framework is that regulators have not yet determined whether to mandate simulator training,” Caiado said. “A decision to do so would certainly slow the aircraft’s return to service and ramp-up to a full schedule, as well as saddle airlines with incremental cost.”
All Asian carriers, including Singapore Airlines, which operate 737 Max planes have grounded their fleets. | aerospace |
https://www.channelstv.com/2012/09/20/senate-committee-recommends-arik-air-as-national-flag-carrier/ | 2023-10-03T23:35:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511284.37/warc/CC-MAIN-20231003224357-20231004014357-00594.warc.gz | 0.943189 | 326 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__323253207 | en | The Senate Committee on Aviation on Wednesday recommended that Arik Air be allowed to serve as Nigeria’s national flag carrier, until the Aviation ministry is able to work out modalities of securing another national carrier.
If this recommendation is adopted by the National Assembly, Arik Air will enjoy preferential rights or privileges, accorded by the government, for international operations.
The airline company will also be required to display the flag of Nigeria in all its aircrafts. Presently, Nigeria has no flag-bearing carrier.
The Chairman of the Senate Committee on Aviation, Hope Uzodinma, while presenting the report of the committee’s findings regarding the arbitrary fees charged by British Airways and Virgin Atlantic airways, said Arik airline should be allowed to fly the nation’s flag pending when a new national carrier would be approved by the Minister of Aviation.
“What we are saying is that for now let’s allow Arik to fly our flag around the world while the ministry of aviation is working out modalities of securing a new national carrier,” Mr Uzodinma said.
The committee in its recommendations also addressed issues relating to compliance or non-compliance with relevant aviation laws and all unwholesome activities by foreign airlines, and the role played by regulatory agencies which undermine the growth of the aviation industry in Nigeria.
The Senate President, David Mark, while reacting to the recommendations, requested the committee to produce a “compressed version of the recommendations” as according to him, the one presented was too bulky for members to deliberate on one after the other. | aerospace |
https://androgaming.com/infinite-flight-is-finally-here/ | 2023-12-02T08:58:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100381.14/warc/CC-MAIN-20231202073445-20231202103445-00703.warc.gz | 0.917972 | 275 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__126958223 | en | For all the fans of flight simulators games out there, Flying Development Studio LLC has released their Infinite Flight simulator on the Android platform. Initial impressions are piling up and they look more than promising.
Out of the blue
Infinite Flight is not exactly a new game. It debuted on Windows Phone 7 back in 2011 with moderate success, so we are just two years late, but on the other hand we get fully matured and tweaked version as the initial release.
For 4.99 you will get to fly 16 planes over five regions and all the major airports, while fine tuning the weight and balance of the plane. Additional planes are available as an optional in app purchase as well. Even if you are only a novice in flight sims, fear not as Infinite Flight also offers introductory flight lessons.
What you get for the asking price:
- 27 aircraft (16 included + 11 IAP)
- 8 regions each covering thousands of square kilometers (5 included + 3 IAP)
- All major airports with precise runway and taxiway layouts
- Flight planning
- Instrument Landing System (ILS)
- Autopilot (supports Altitude, Heading, Throttle and Vertical Speed)
- Advanced replay system
- Time and weather conditions
- Weight and balance configuration
- Introductory and takeoff flight lessons
- And much more… | aerospace |
http://duoliphotography.com/duoli-photo/commercial-photo-drone.html | 2015-10-04T23:54:36 | s3://commoncrawl/crawl-data/CC-MAIN-2015-40/segments/1443736676381.33/warc/CC-MAIN-20151001215756-00113-ip-10-137-6-227.ec2.internal.warc.gz | 0.891464 | 364 | CC-MAIN-2015-40 | webtext-fineweb__CC-MAIN-2015-40__0__147446518 | en | Faa loosens rules for commercial drone flight - gizmag, The faa has announced new rules that streamline the application process for commercial drone flight (photo: shutterstock). Faa proposes to allow routine commercial drone flights, Flying unmanned aerial systems (uas), commonly called drones, for commercial use has been almost entirely banned in the united states, but sunday morning's. Commercial drone operators take flight for construction | enr, the commercial drone industry is rising like mushrooms after a rain, following recent moves by the federal aviation administration that remove.
Faa eases barrier to commercial drone use - cnet, The us regulator grants another exemption to its ban on commercial drone use -- this time to oil refineries for monitoring flare stacks.. Drone images and stock photos. 3,943 drone photography and, 3,943 drone stock photos and images. affordable royalty free stock photography. downloads for just $1.00, with thousands of images added daily. subscriptions. California's commercial drone industry is taking off - la, Commercial drone start-up founders are like the classic silicon valley stereotype: geeks working in garages as the largest american maker of consumer drones, 3d.
Proposed drone laws rule out most actual commercial uses, Proposed drone laws rule out most actual commercial uses for drones wedding photographers should be solid, but every other business application?. Faa: posting drone footage on youtube = commercial use, Apparently, posting your drone footage to youtube could constitute flying them commercially, at least if the experience of jayson hanes is any indication of the faa. Photo & video production, drone aerial photography canada, Video production. aerial photography canada. drone photography. drone rentals and services including agricultural drones, mapping drones, flir drones, lidar drones. | aerospace |
https://www.bloodraynebetrayal.com/suzanna-escobar/other/what-happened-to-the-md-80/ | 2023-03-23T23:48:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945218.30/warc/CC-MAIN-20230323225049-20230324015049-00568.warc.gz | 0.962407 | 952 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__139719721 | en | What happened to the MD-80?
It announced that it would remove all of its MD-80s by 2019, replacing them with 737-800s. The airline flew its final MD-80 revenue flights on September 3 and 4, 2019 before retiring its 26 remaining aircraft. The final MD-80 flight on September 4, 2019 flew from Dallas/Fort Worth to Chicago–O’Hare.
Is MD-80 safe?
The MD-80 and its variants are the workhorses of airline fleets around the world, and are also regarded as among the safest planes. The mid-range, two-engine, one aisle jet, built by McDonnell Douglas of Long Beach, California, was introduced in 1980.
Who still operates MD-80?
Aeronaves TSM isn’t the only current MD-80 family operator to deploy the type as a cargo aircraft. Indeed, Everts Air Cargo also flies four active examples of the MD-83SF. This carrier is known for having a classic fleet, and, at 28.9 years old on average, its ‘Mad Dogs’ are actually among its younger aircraft.
Can a plane push back on its own?
Although many aircraft are capable of moving themselves backwards on the ground using reverse thrust (a procedure referred to as a powerback), the resulting jet blast or prop wash would cause increased noise, damage to the terminal building or equipment, and hurt airport staff due to high-speed debris.
Why are MD-80s called Mad Dogs?
The MD-80s are affectionately known as Mad Dogs because they take off like rocket ships and unlike more modern automated aircraft, they require pilots’ full attention to fly and land.
Why is MD-80 called Maddog?
The McDonnell Douglas MD-80 was designed as a stretched version of the Douglas DC-9 and was originally designated as the DC-9 Super 80. The Mad Dog nickname came not only from its MD initials but also because it takes off like a rocket and makes a hell of a lot of noise.
Why do airplanes not have reverse gear?
Planes move by pulling or pushing themselves through the air, rather than by applying engine power to spin their wheels, and thus have no forward or reverse gears. Like ground vehicles’ engines, the aircraft’s engines can’t run backwards. However, all they have to do is lift the plane and overcome the inertia.
What is idle reverse thrust?
Idle reverse thrust means exactly that, the thrust reverser is unlocked but the engine is idleby pulling up on the thrust reverse levers it unlocks them, they click into an unlocked state then smoothly pull back to the Maximum N1/EPR the thrust reverser is rated for the pilot can control how much reverse thrust he is …
Does Allegiant fly MD-80?
The last of Allegiant Air’s MD-80 planes are finally retired. Last week, the Las Vegas-based airline completed the final flight of its aging fleet from Fresno, Calif., to Las Vegas — the same route the first ever commercial Allegiant flight took, spokeswoman Hilarie Grey said.
What kind of engine does a McDonnell Douglas MD 80 have?
The McDonnell Douglas MD-80 is a series of single-aisle airliners developed by McDonnell Douglas from the earlier DC-9 . Stretched, heavier, and with higher bypass Pratt & Whitney JT8D -200 engines, the DC-9 Series 80 was launched in October 1977.
How many passengers can a McDonnell Douglas MD-80 hold?
McDonnell Douglas MD-80. The McDonnell Douglas MD-80 is a series of twin-engine, short- to medium-range, single-aisle commercial jet airliners. It was lengthened and updated from the DC-9. This series can seat from 130 to 172 passengers depending on variant and seating configuration.
What is the difference between the tug GT-35 and the tmx-550?
The TMX-550 is an aircraft tow bar tractor, gross weight ranging from 55 to 62 metric tons, with a maximum drive-line capability of 370 kN (83,200 lbf). It is designed to perform push back and towing operations up to The TUG GT-35 is a high torque, high efficiency, diesel unit designed for durability and reliability.
When was the last MD-80 and MD-88 made?
The MD-88 was the last variant of the MD-80, which was launched on January 23, 1986 on the back of orders and options from Delta Air Lines for a total of 80 aircraft. | aerospace |
http://www.exelisinc.com/solutions/DSN/Pages/default.aspx | 2016-05-25T20:45:08 | s3://commoncrawl/crawl-data/CC-MAIN-2016-22/segments/1464049275328.63/warc/CC-MAIN-20160524002115-00191-ip-10-185-217-139.ec2.internal.warc.gz | 0.88513 | 361 | CC-MAIN-2016-22 | webtext-fineweb__CC-MAIN-2016-22__0__40867209 | en | The Deep Space Network (DSN) is an international network of antennas that supports interplanetary robotic spacecraft missions and radio and radar astronomy observations for the exploration of the solar system and the universe. The network also supports selected Earth-orbiting missions.
Through this contract, Exelis supports key exploration missions such as the NASA/JPL Mars Exploration Rovers and Cassini to Saturn missions. Exelis provides all necessary maintenance, operations, and engineering support to operate and maintain JPL’s Goldstone Deep Space Communications Complex in California’s Mojave Desert; accomplish DSN network operations and maintenance; support problem analysis and resolution; support network engineering efforts; and support radar and radio astronomy activities. As part of a major maintenance project, the team lifted a 9 million pound section of the massive 70-meter antenna to replace the rotating load bearing surface. Exelis additionally provides logistics support for DSN facilities in Madrid, Spain and Canberra, Australia.
Other contract tasks include operation and maintenance of 11 large antennas, a runway, a specialized mobile communications test trailer, a pre-launch compatibility test facility at KSC/CCAFS, an 11,000-square-foot developmental test facility, a major logistic warehouse/shipping facility, numerous network and communication systems, several communications centers, a central maintenance repair facility, a public relations outreach facility/program, an internal security force and automated security systems, two major power generation plants, and a major environmental protection program. DSN engineering includes software engineering, network engineering, facility, and radar engineering. There is also a requirement to modify, test and evaluate the existing DSN systems to meet the unique requirements associated with each different interplanetary mission.
Work locations are Pasadena, Monrovia and Goldstone California. | aerospace |
https://www.aviation24.be/do-you-remember/cargo-b-airlines-boeing-747-tailstrike-takeoff/ | 2022-01-23T18:38:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304309.5/warc/CC-MAIN-20220123172206-20220123202206-00238.warc.gz | 0.894751 | 105 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__212911438 | en | On 27/10/2008 a Cargo B Airlines Boeing 747 (OO-CBA) performed flight BB3101 from Brussels to Sao Paulo via Dakar, during takeoff from Brussels Airport they suffered a tail strike. After dumping fuel above the North Sea the jumbo freighter returned to Brussels and landed safely. (Forum topic cargo B tailstrike)
A loadsheet error of 100 tons turned out to be the problem.
End 2010 the aircraft was scrapped at Brussels Airport by AELS | aerospace |
https://www.cubesatshop.com/brands/hct/ | 2024-04-13T03:28:04 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00389.warc.gz | 0.94282 | 583 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__184440458 | en | Helical Communication Technologies was formed to serve the increasing need for specialized antennas for use with ground-based and space-based communication with satellites placed in low earth orbit and deep space. Located on Florida’s Space Coast, HCT draws on seasoned talent in radio frequency and aerospace engineering which previously participated in NASA’s manned space missions. This allows HCT to hold capabilities in the following areas.
-Phased and Beam Steered Array Antennas
-Space-based Deployable Quadrifilar Helical Antennas
-Turnstile antenna for small and medium satellites
-Ground station antenna design and fabrication
-IoT and Wifi antenna product design and fabrication
-Memory shape alloy deployment mechanisms within antenna structures
In 2017, HCT was awarded a U.S patent for the deployable Quadrifilar Helical Antenna which has been used to design numerous variations for domestic and international clients. In December of 2018, HCT achieved flight heritage on its Deployable QHA design and has added two additional missions to its heritage since that time. Through numerous iterations built and repeated use of memory shape alloys into antenna design, the engineering team at HCT has become one of the leaders in the use of nitinol wire and other memory shape alloys. Many of the designs HCT has utilized have been for QHA antennas but have included turnstile antennas, phased array systems, and helical antennas. Helical Communication Technologies is uniquely capable in the frequency ranges of UHF and VHF but possesses the capacity to design and build higher frequency systems. Each antenna design has led to the use of testing for all environmental factors such as vibration, thermal, and vacuum chamber testing which HCT now offers as an add on service to any product. As well as high volume manufacturing production in ISO/ITAR facilities for any constellation programs.
To date, HCT has launched three QHA deployable antennas into Low Earth Orbit but is not limited to space qualified turnstile antennas, phased array systems, and helical antennas. In December of 2018 HCT achieved its first flight heritage on a Deployable QHA design launched out of the Satish Dhawan Space Centre in India. Since that time HCT has launched aboard two more additional missions launched from the Satish Dhawan Space Center aboard international small satellite missions.
The missions being based out of the United Kingdom, Israel, and the Netherlands all have constellation possible futures. All three missions were held in a frequency range of 350MHz-3GHz in both a transmit and receive capability and have exceeded their mission requirements in the IoT and space-to-ground communications segment. HCT products have been repeatedly chosen aboard Low Earth Orbit missions due to the capability of placing a larger communications footprint on the earth.
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https://www.wanderingjustin.com/flights-from-phoenix-to-london/ | 2022-12-02T19:05:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710916.40/warc/CC-MAIN-20221202183117-20221202213117-00255.warc.gz | 0.938443 | 544 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__205726414 | en | At Phoenix Sky Harbor International Airport, my home airport, the lone intercontinental flight is the British Airway 747 to London Heathrow. So that’s my obvious choice to London, right”
Well, not exactly.
Few people love British Airways. And it always seems this flight is priced higher than other routes to London. It’s a nonstop flight, which means a lower chance of delays or lost luggage.
Still, I’d rather pick one of two other flights from Phoenix to London, even if they involve a stop at Los Angeles International Airport.
Norwegian Air Shuttle is planning to add two weekly flights from LAX to London Gatwick (an alternative to Heathrow). Part of the attraction here is being very curious about what it’s like to fly Norwegian Air Shuttle on a long-haul flight. I really liked Norwegian when Sarah and I hopped among Sweden, Norway and Finland. And since Norwegian Air Shuttle will fly the Boeing 787 Dreamliner, I’m extra-curious. Reviews of its long-haul flights are mixed. That said, I think a good chunk of the traveling public looks for excuses to complain. My short flights were uniformly on-time, and the crews and ground staff members were all courteous and accommodating. I think this would be a good alternative to British Airways for flights from Phoenix to London, stop or not. It would likely be my first choice just for the curiosity factor.
And then there’s Air New Zealand. A short hop to LAX turns this into a great option for flights from Phoenix to London. I prefer the shiny new Boeing 777 Air New Zealand flies to the British Airways 747. The 777 just has a modern feel that you won’t see on many 747s. I’ve only flown two short legs on Air New Zealand, but those who have flown it on intercontinental flights have good things to say. Blogger Ben has high praise particularly for the LAX to London flight. Let’s see if you can find anyone to crow that much about the British Airways flights from Phoenix to London.
So if you’re OK with an extra stop, you might save some money and get far better flights to London. And there are plenty of other options on good airlines. Just spend some time looking around. Still, these two would be my top choices.
I also have plenty of other airline reviews and thoughts. See some of them here.
This post just might contain affiliate links. Fear not, they’re non-spammy and benign. Hey, I have to keep this thing running somehow! | aerospace |
http://blogagaard.blogspot.com/2010/07/berlin-here-i-come.html | 2017-04-29T21:15:26 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123590.89/warc/CC-MAIN-20170423031203-00494-ip-10-145-167-34.ec2.internal.warc.gz | 0.968692 | 193 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__229116916 | en | So I've got a 9:40 PM flight this evening to London, and after a 2.5 hour layover I'll be flying into Tegel Airport in Berlin (around 10:30 AM CST). That means I'm going to try and sleep on the plane, of course, and good luck with that, right? I plan on taking two Tylenol PMs and seeing what happens. I actually wish I was supposed to go to sleep, I kind of like international flights. Fewer babies, bigger planes, generally more relaxed because, shit, we're all in this together for a good long while. Also, I like watching TV on planes. As David Sedaris has already pointed out, the high atmosphere makes even dumb shows funnier. I've also got a window seat, and the plane is laid out so I only have one neighbor. Good planning, Delta!
So my next dispatch should come from Berlin. Rock on! | aerospace |
http://comicsidontunderstand.com/wordpress/category/space-shuttles/ | 2017-04-23T12:00:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118552.28/warc/CC-MAIN-20170423031158-00486-ip-10-145-167-34.ec2.internal.warc.gz | 0.869466 | 111 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__178315506 | en | Cidu Bill on Apr 19th 2010
I’d have a lot more respect for space shuttles as a significant step toward serious space travel if they didn’t have to cancel take-offs and landings every time there’s a chance of a little rain.
Filed in Bill Bickel, space shuttles | 30 responses so far
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Copyright © 2017 Comics I Don’t Understand. Search Engine Optimization by Star Nine. Distributed by Wordpress Themes | aerospace |
https://www.cnhinews.com/cnhi/article_47d320fc-a42e-11e9-8d48-7f0241a0e55a.html | 2019-07-22T21:10:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195528220.95/warc/CC-MAIN-20190722201122-20190722223122-00447.warc.gz | 0.969702 | 1,471 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__175982833 | en | MANKATO, Minn. — To Carole Peterson of Mankato, the whole notion still seems audacious.
"It's just amazing. Who had that dream in the first place?" Peterson said.
A fanciful fantasy for thousands of generations of humans, the idea of going to the moon became a national goal in 1961 when President John F. Kennedy suggested America accomplish the daunting challenge within the next eight years. At the time of Kennedy's speech to a joint session of Congress, the first jet airliners hadn't been in service for even a decade. The first artificial satellite had been launched into Earth orbit only four years earlier. Computers available at the time were the size of a car but millions of times less powerful than today's cellphones.
The National Aeronautics and Space Administration was just three years old, but the fledgling organization assembled a vast team of American engineers (with critical assistance from a few Germans), top minds from a wide spectrum of the sciences and some fearless pilots who were dubbed "astronauts."
In a handful of years, they cobbled together a program to make the dream a reality.
"It just boggles my mind," Peterson said.
For Linda Good of Cleveland, the successful mission that launched 50 years ago this week provides hope — that people can still set aside differences, agree to tackle the world's most complex problems, and work together to find a solution.
"Doesn't it inspire you?" Good asked a group of fellow southern Minnesotans last week, all of them old enough to remember July of 1969. "If we can accomplish that, we can accomplish anything."
For Mary Richard, who was just 10 years old when the lunar module "Eagle" landed on the moon, it just seemed terribly unfair. Neil Armstrong and Buzz Aldrin got to bounce around the lunar landscape while Michael Collins was stuck up in the orbiting command module "Columbia."
"I just couldn't understand why they all didn't come out and walk on the moon," said Richard of Mankato, recalling her parents' attempt to explain that somebody had to keep an eye on Columbia — to make sure "it didn't go floating off or something" so it could return the astronauts to Earth.
Richard still thought Collins got a raw deal.
"It's like going to Disneyland and having to sit in the car."
A Sputnik moment
Peterson, Good and Richard are among the regulars who meet weekly at the VINE Adult Community Center to reminisce about a wide variety of topics.
"We've done 'What we want on our gravestones,'" Good said. "We've done 'Outhouse memories.' ... We did 'What brings you joy?'"
They laugh a lot. A guy named John, for instance, delivered this line with a straight face: "My last name is Hurd. I wanted to be an astronaut so I could be 'The Hurd shot 'round the world.'"
But some of the older members of the group remembered that their first real awareness of rockets and man-made orbiting objects was not a laughing matter.
Sputnik was successfully launched into Earth orbit by the Soviets in October of 1957, and Bev Stoufer of Mankato still remembers the reaction to the news by her sixth-grade teacher.
"She was normally very light-hearted, but she was very worried," Stoufer said. "Because the Russians had put Sputnik up and we needed to do something about it."
The idea of Soviet dominance of space was frightening in the midst of the Cold War and the nuclear arms race.
"It was this threat of being annihilated by an atomic weapon," said Jan Prehn of Madison Lake.
Sputnik was just the first of multiple successful Russian missions, and President Kennedy urgently wanted to make America — not the Soviet Union — the nation that epitomized space exploration, technological innovation and an unsinkable can-do spirit.
Roger Stoufer, a retired Mankato English and history teacher, desperately wanted Kennedy to be proven right.
"I worshiped John F. Kennedy," Stoufer said. "... He said we could do it, and I wanted it to be successful."
400 elephants, 85 Hoover Dams
Kennedy issued the assignment. Engineers had to design a machine that could do the job. Even today, engineers marvel at what they came up with.
"They're all inspired by this monstrosity that was the Saturn V rocket," said Michael Rutkowski, an assistant professor of astronomy at Minnesota State University.
The Saturn V was taller than the Statue of Liberty, about the height of a 36-story building. It was something of a fuel hog. A car that gets 30 mpg could circle the Earth 800 times with the fuel required to get the astronauts to the moon and back, according to NASA.
Including that massive amount of fuel, the rocket weighed as much as 400 elephants. And when the engines fired at launch, they generated as much power as 85 Hoover Dams.
"You ask any engineer the 10 biggest inventions in the history of the world, you have the wheel, you have the light bulb, you have the Saturn V ...," Rutkowski said. "The Golden Gate Bridge is a big deal. The tallest building in the world is a big deal. But it doesn't have to move."
The Saturn V, after shrugging off the inertia of its 6.2 million pounds, began to rise off the launch pad at 8:32 a.m. Central Daylight Time on July 16, 1969. In the first seconds, the rocket didn't appear particularly swift. When it got up to speed, though, there was no doubt that it could really move.
"Apollo still holds the record for fastest manned vehicle," Rutkowski said. "They went to the moon at just under 25,000 mph."
Four days later
The highest drama of the Apollo 11 mission came on July 20 with the perilous landing of the lunar module, its fuel running dangerously low as it avoided a boulder field, and Armstrong's momentous first step on the surface of the moon.
Distractions were everywhere in 1969 — the ongoing Vietnam war, student protests, civil rights unrest, Woodstock, Charlie Manson, Chappaquiddick ... . For a moment, the Apollo mission allowed people to set aside their differences and root together for the success and safety of three Americans utterly alone more than 200,000 miles from home. An estimated 600 million viewers around the world watched the moon landing on television.
After the Eagle had landed at 3:18 p.m. Central Daylight Time, there was more than a six-hour wait for the door to open. The famous "giant leap for mankind" came at 9:56 p.m. Mankato time.
"All those hours, I was glued to the TV," Bev Stoufer said. "I think I just jumped for joy when Armstrong walked out. I was so proud to be an American."
Mark Fischenich is a reporter for the Mankato, Minnesota, Free Press. | aerospace |
https://www.gerlach.org.pl/en/produkt/pilot-automatic/ | 2024-04-12T20:50:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00277.warc.gz | 0.906712 | 154 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__6807477 | en | The Pilot is our brand new line of aviators watches. Design is dedicated to uncompromised readability, combined with a classic shape of aviation instruments known to all airstaff. This code is universal, worldwide. Again, we have reached for our trademarked shadow hands, with luminous material applied on the hand edges only. The line includes 4 colour variations. An automatic version is powered by Seiko/TMI NH35A movement.
Case: 43mm diameter, made of surgical steel 316L
Movement: Seiko/TMI NH36A
Hands and numbers covered with luminescent paint
24 months warrenty | aerospace |
https://exrocketman.blogspot.com/2012/08/manned-chemical-lander-revisit.html | 2022-08-15T01:42:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572089.53/warc/CC-MAIN-20220814234405-20220815024405-00305.warc.gz | 0.925123 | 4,767 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__61877949 | en | Purpose and Scope
Purpose: to find out how different a manned Mars lander design might be, under different assumptions about the extrapolation of ballistic coefficient β to a “reasonable” lander mass. I previously assumed (reference 1) a net average trend from all prior experience. This study assumes two different trends for the US probes landing on Mars, and the historic US manned capsules that landed upon Earth.
Scope was limited to a 60 metric ton entry mass for the Mars lander, chemical propulsion with storable monomethyl hydrazine (MMH) and nitrogen tetroxide (NTO) propellants, and an ascent vehicle in the neighborhood of 3.66 meters diameter. That last dimension matches the Spacex “Dragon” capsule, which in a much-modified form, might well be the descent/ascent abort sub-vehicle for astronauts trying to land on, or return from, the surface of Mars.
Re-Analysis and Curve-Fit of β Data
The original data set was researched and combined from US Mars lander probe data in reference 2, and the results of an internet search for data concerning US historic manned capsules (see reference 3). In reference 1, those data were combined into a single average entry trend at the average exponent, used with the Apollo data as a reference scaling point. That trend is a power function on lander mass:
β = βref (mass/ref.mass)^exponent where “ref” is the mass and β at some reference design
The results from reference 1 said that a manned lander in the 60 metric ton class at entry would have a β near 1100 kg/sq.m, if the hypersonic drag coefficient was near 1.3. There are very probably two things wrong with that estimate.
(1) The average Apollo hypersonic drag coefficient was actually nearer 1.5 than 1.3 (see reference 3).
(2) The manned capsules were designed for a much-different entry environment than the probes at Mars, and with much less entry protection knowledge available back then (ca. 1960).
Accordingly, in this article, I treat the two subsets of data as separate trends, and extrapolate them separately. Amazingly enough, the two separate trends predict about the same β at 60 tons mass: near 400 kg/sq.m. This results in a much-different estimate of available volumes and diameters, for crudely the same weight statement. (Actually, the final touchdown analysis is different, because end-of-entry conditions, especially altitude, are different, leading to a revised weight statement).
The basic data for both the US Mars lander probes and the historic US manned capsules are tabulated in Figure 1 below. The calculations of entry ballistic coefficient data are tabulated in Figure 2.
Since a power-function curve fit is being employed to model β versus entry mass, the appropriate curve-fitting technique is a straight-line (slope) model on a log-log plot, as in Figure 3. The natural logarithm could have been used, but was not, for convenience with data in scientific notation. As Figure 3 indicates, these “fits” are pretty good, if two separate trends are assumed. The result of this power-function modeling in absolute units is given in Figure 4. The two fits are “pretty good” visually, referenced as they are to Apollo and the MSL (“Curiosity”).
Extrapolation to 60 Metric Ton Entry Masses
Figure 5 presents the two separate power-function curve-fits on a log-log plot, extended to very large lander masses on the right. The results appear to be identical “not very far away” at 60 metric ton entry mass. However, one should be suspicious, because every unit of abscissa extrapolation on this plot is another factor of 10 on entry mass, outside the range of known data. Further, log-log plots are not very discriminating, regardless of the logarithm base used.
This is more evident in the corresponding absolute-units plot, Figure 6. It is very clear that we really are in “new territory”, by about a factor of 10 relative to Apollo, and more still, relative to MSL. However, it is gratifying to see that the two disparate trends agree on β at that particular 60-ton entry mass. 400 kg/sq.m thus seems to be a more “reasonable” estimate of 60-ton lander β, than the earlier 1100 kg/sq.m value that was used in reference 1.
Results for Lander Design Proportions and Sizes
Assuming we want a shape with about the same “bluntness” as Apollo, and that we want a “tumble-home” conical angle intermediate between that of Mercury/Gemini and Apollo, then we want a heat shield radius/diameter ratio near 1.1-1.2, and we want a conical half-angle near 30 degrees. Those proportions are given in Figure 7. Specifying mass (60 tons), β (400 kg/sq.m), and the average hypersonic drag coefficient (1.5), sets the frontal blockage area and the diameter.
For this analysis, I used a heat shield diameter of 11.28 m, and a heat shield radius of curvature of 12.4 m. Note also that we want the Apollo-type corner radius, as this typically acts to reduce local heating at the corner. No detailed corner radius was specified in this analysis, just the existence of one.
The ascent vehicle diameter shown in figure 7 is arbitrary, except that we would like this to match an existing capsule that might provide some kind of abort capability, during both descent and ascent. The value shown matches the Spacex “Dragon”, which in a much-modified form, might fulfill this role.
The conceptual internal layout of such a lander concept is given in Figure 8. The main weight-saving idea here is to use the ascent vehicle engines as the descent engines, just “sucking” from a separate descent propellant supply during that phase of flight. A wide range of engine throttleability will be required, but this has already been demonstrated to be technologically feasible. A part of the conical volume around the ascent vehicle will contain descent propellant, the rest may contain cargo, supplies, and equipment, that are to be delivered to the surface.
Such a lander comprises a heat-shielded conical descent shape with a “pointy” core (the ascent vehicle) sticking out on-axis (so that the pilots can see around themselves). Within a limited range of angles-of-attack (perhaps +/- 15 degrees), lifting entry trajectories may be flown, although, that capability is not assumed herein, for crude-overall design analysis purposes.
Unmanned cargo landers do not necessarily share this “pointy core” sticking out past the basic 30-degree cone shape, and thus may be capable of more lifting-maneuver capability during entry (near a full 30 degrees angle of attack). That can only contribute positively toward precision landings near a homing beacon.
The ports through which the engines fire must be opened, before the engine thrust deceleration can be used to provide a reliable separation of the heat shield in the face of the oncoming supersonic wind blast. This is also shown in Figure 8. Auxiliary solid propellant cartridge motors may be needed to safely effect this separation, also a well-proven technology. The MSL heat shield was about 1.6 inches (4.1 cm) thick. Using that thickness at a specific gravity of about 1.5, there are about 6.1 tons of silica-phenolic-like ablative in that heat shield. With support structures and separation equipment, a guess of 6.5 to 7 tons for the 11.28 m diameter heat shield assembly is not unrealistic. This is much larger than the 2 ton heat shield in reference 1, primarily due to the much larger diameter.
“Back-of-the-Envelope” Entry Re-Analysis
The 2-D Cartesian approximation of entry dynamics and convective heating is given in Figures 9 through 13 below. These are not a lot different from prior results except that the end-of-entry altitude (based on Mach 3 speed) is quite a bit higher at the lower β. In this case, end-of-entry is nearer 17.2 km altitude. This is still well below the 25-30 km probe experience, but much higher than the terminal altitude reported in reference 1. This required a new analysis of rocket braking to touchdown.
The basics of this entry analysis were reported in reference 2, and updated by me in reference 4 to spreadsheet integrations of total convective heat load. This analysis is adequate for orbital and direct entry estimates at Mars, but not for aero-braking calculations. This is a 2-D Cartesian approximation of entry (only) at a fixed path angle to the local horizontal. It was adequate for warhead re-entry dynamics ca. 1956. Entry calculates as 1425 s (23 minutes and 45 seconds) from entry interface to the Mach 3 point.
Rocket Braking to Touchdown
The analysis here is similar to that of reference 1. Entry requiring heat protection is assumed “done” at Mach 3, as before. This velocity is at the same 1.63 degrees entry from low Mars orbit as in reference 1, leading to a vertical velocity component of 19 m/s, and a horizontal velocity component of 675 m/s. Touchdown analysis is done with zero drag forces assumed, due to the presence of retro thrust plumes that reduce drag further than expected, by at least a factor of 2, as discussed in reference 3, and also the extreme low density of the Martian atmosphere. There is no attempt made to use an aerodynamic decelerator, as was discussed in reference 1, due to very stringent time constraints.
Vertically, velocity is accumulated downward due to Mars gravity as the vehicle makes a burn (parallel to the local horizon) to kill all the horizontal velocity component. This is arbitrarily done so that the altitude at which the horizontal velocity zeroes is half the terminal entry altitude (which sets the average deceleration level). Thrust levels are set by that deceleration level, only in this phase.
Then the vehicle pitches up vertical (engines still burning) and kills all the accumulated vertical velocity but an arbitrary-but-“reasonable” 20 m/s, by the time it reaches the “reasonable” altitude of 200 m. Thrust levels are set by the net (or effective) deceleration plus average weight in this phase.
From there, it descends at an average 10 m/s to the surface (20 m/s to zero in 200 m). In this phase, thrust is very nearly equal to weight. The propellant mass expelled in this phase is quintupled in the design, to provide a terminal maneuver capability of around 100 seconds in order to avoid obstacles.
In each of these three phases, the velocity change is used in the rocket equation to estimate mass ratios and masses at the end of each phase. Mass changes correspond to propellant masses used. The average mass at the average net acceleration gives the base thrust, to which vehicle weight must be added in the two vertical phases.
Velocity, altitude, and mass information for this rocket-braking descent are given in Figure 14. The mere 144 sec interval from Mach 3 to touchdown makes it quite clear why aerodynamic decelerators are not feasible for this kind of a landing. Most parachutes cannot be deployed above about Mach 2.5 speeds, and simply could not decelerate the vehicle subsonic before impact. So there is no point.
Ascent Requirements (Basically Unchanged from Reference 1)
For this analysis, the crew capsule was assumed to be 5.5 metric tons, about halfway between the mass limits used in reference 1. The modified Dragon would be the capsule with a thinner, lighter heat shield, extra propellant on board, and no trunk module. It would carry at most 3 men, plus enough propellant to land on the Super Draco thruster system, without landing legs. No parachute is assumed for the abort scenario, nor were any of those abort scenarios analyzed in detail here.
That crew capsule was assumed to ride as “payload” atop a single-stage MMH-NTO rocket of the same 3.66 m diameter, of 5% inert mass ratio, as has been demonstrated recently for throw-away vehicles. These design requirements are summarized in Figure 15. This is an ascent vehicle capable of reaching LMO, but with zero plane-change capability. It represents the minimum that could (or should) be done. Adding plane change delta-vee increases the size and mass of this ascent vehicle. Big enough, and the entry mass of the lander must be increased, as you quickly go negative for your cargo allowance.
Per the data and methods of reference 5, the absolute minimum theoretical velocity requirement to reach 200 km LMO without plane change is 3.455 km/s. The “traditional” gravity loss on Earth has been about 5% of theoretical velocity. The “traditional” drag loss for a slender vertical launch rocket has been about 5% of theoretical velocity here on Earth. Scaling the gravity loss down by 0.38 gee, and the drag by 0.7% surface density, at Mars, results in a combined gravity-drag loss factor of 1.94% for Mars. Add another 2.7% for design margin, for 3.62 km/s delivered delta-vee, as long as the plane change is zero.
The stubby shapes for the lander considered here probably have twice the normal ascent drag coefficient, but twice near-nothing is still close to nothing. That issue is more properly explored with a real computer trajectory code.
Ascent Vehicle Dimensions and Masses
The ascent vehicle as re-sized is depicted in Figure 16. This vehicle is far shorter than was expected, so that a serial arrangement of fuel and oxidizer tanks is nearly all elliptical head spaces and very little cylindrical space. The appropriate propellant volume-to-cylindrical envelope volume factor is thus probably lower than the 90% that I used. Propellant density data were obtained from reference 6.
However, a lower limit for simple packed spheres is 63%, so we cannot be all that far off. I rounded up my tank length results to compensate a bit for this effect. The capsule and the wild guess for engine length dominate ascent vehicle length, anyway. This is because of the 3.66 m diameter.
Accordingly, a parallel arrangement of fuel and oxidizer tanks is more likely the “best” design choice. There would be only two elliptical heads, with radial bulkheads separating fuel and oxidizer. These tanks would have to be equally pressurized, so that the straight radial bulkheads are structurally practical. Either way, the overall vehicle length is probably not all that far from the value depicted.
For the ascent design, the mass ratio MR is computed from the delta-vee required and the estimated exhaust velocity. The propellant mass fraction (in this case just under 71%) is
PMF = 1 - 1/MR
The payload is a fixed mass at about 5.5 tons, as “guessed” for a Dragon capsule modified for extra propellant and a lightened heat shield, but without its trunk section. The inert (structural) mass fraction (IMF) is assumed to be 5%, as has been demonstrated operationally in throwaway rocket vehicles. This would include the engines as well as the tankage structure.
The payload mass fraction available is 1 minus the propellant and inert fractions, in this case a bit over 24%. The payload mass divided by the available payload mass fraction sets the ignition mass for the ascent vehicle, in this case, not quite 23 metric tons. For storable propellants, it is clear that this ascent can easily be done in a single stage vehicle, as long as orbital plane changes are not required.
As far as the lander is concerned, the entire ascent vehicle is “dead-head payload”, with the exception of the engines themselves. Those engines will “suck” descent propellant from tanks inside the lander, but outside the ascent vehicle.
The study in reference 1 did not compute volumes and lengths for the ascent vehicle, only a weight statement. The shortness of the ascent vehicle obtained here impacts the actual final shape of the descent vehicle, as described in the next section.
Manned Lander Weights and Volumes
I had been expecting a long ascent vehicle to “stick out of” a 30-degree tumble-home conical descent shell. Instead, the ascent vehicle turned out to be quite short. For practical pilotage reasons, as well as safe abort reasons, it is necessary that the crew cabin capsule be located outside the descent shell. Accordingly, I went to a double cone shape not unlike that of the unmanned US Mars probe lander aeroshells.
The construction concept here is a base frame to which an aeroshell frame is attached. The aeroshell panels are attached to those frame elements, and fold down to provide a second function as unload ramps. The base frame supports a segmented heat shield below, and mounts the ascent vehicle above. Inside this shell are 3 or 4 landing legs, extended laterally, then axially, to provide engine clearance.
The volume enclosed by this aeroshell contains both descent cargo and the descent propellant tanks. Again, there is a lot more volume available inside this shell than any conceivable configuration of descent propellant tanks could ever require. Thus, there is plenty of room for lots of very low-density cargo. See Figure 17 for the final dimensions and weight statement.
Note that this analysis indicates that the 3 astronauts could reach the surface of Mars with over 5 metric tons of supplies and equipment. That is quite a remarkable result, especially since it is seemingly easily reached by eliminating the aerodynamic decelerator in favor of simple rocket braking. Note that no retro thrust is required during hypersonic entry in this design, only during the supersonic-to-subsonic deceleration, post-entry.
Unmanned Variant Weights and Volumes
The same basic aeroshell and heat shield could enclose the same set of engines mounted directly to the same base frame, and drawing from the same kind descent propellant tanks, just placed differently. In this case, the rest of the ascent vehicle is deleted in favor of more cargo mass, for which there is plenty of available volume. This unmanned cargo lander design is depicted in Figure 18. Note that the cargo deliverable to the surface is over 28 metric tons, from the very same 60 ton entry mass.
Large lander vehicles capable of taking 3 astronauts to the surface of Mars might have ballistic coefficients nearer 300-500 kg/sq.m than the 1000-1200 kg/sq.m indicated in reference 1. This change in assumptions affects the detailed numbers, but not the primary outcome: landing large payloads on Mars is not nearly as hard, as has been recently hyped.
The time between end of entry at Mach 3 and surface touchdown is far too short for aerodynamic decelerators to deploy, much less be effective, at ballistic coefficients over about 200-300 kg/sq.m. This is because the end-of-entry altitude is so much lower at the higher ballistic coefficients. Therefore, the preferred approach at high β is to go directly from heat-shielded entry to direct rocket braking for touchdown.
This change in design paradigm turns out to be very feasible for landing crews of 3 with around 4-5 tons of equipment and supplies, in a lander massing no more than about 60 metric tons at entry, while using easily-storable chemical propellants.
The ascent vehicle in this design is of minimal size for no plane change capability. Adding plane change capability adds considerable mass to the ascent vehicle, and also to the descent vehicle that carries it to the surface, in a compounded manner. If plane changes are required, this may be better done by the carrier vehicle in LMO that is launching these landers.
1. G. W. Johnson, “Chemical Mars Lander Designs ‘Rough Out’”, posted 8-12-12 to http://exrocketman.blogspot.com
2. C. G. Justus and R. D. Braun, “Atmospheric Environments for Entry, Descent, and Landing (EDL)”, MSFC-198, June, 2007. (Model atmospheres and a description of the 1956-vintage entry analysis)
3. G. W. Johnson, “Blunt Capsule Drag Data”, posted 8-19-12 to http://exrocketman.blogspot.com
4. G. W. Johnson, “Back of the Envelope Entry Model”, posted 7-14-12 to http://exrocketman.blogspot.com (1956-vintage entry analysis updated and adapted to spreadsheet)
5. G. W. Johnson, “Big Mars Lander Entry Sensitivity Study”, posted 8-10-12 to http://exrocketman.blogspot.com (done for entry from LMO at 200 km)
6. Pratt and Whitney “Aeronautical Vest-Pocket Handbook” 12th edition, 21st printing, December, 1969.
Figure 1 – Basic Physical Data
Figure 2 – Computed Ballistic Data
Figure 3 – Curve-Fitting Prior Data on a Log-Log Plot
Figure 4 – Quality of the Two Separate Curve Fits Appears “High”
Figure 5 -- Extrapolation of Both Curve Fits on a Log-Log Plot
Figure 6 -- What Those Extrapolations Really Look Like In Absolute Units
Figure 7 – Lander Design Proportions
Figure 8 – Internal Layout Concept for Lander
Figure 9 – Selected Spreadsheet Images for Entry Analysis
Figure 10 – Entry Results: Velocity vs Slant Range
Figure 11 – Entry Results: Range and Slant Range vs Altitude
Figure 12 – Entry Results: Deceleration Gees vs Slant Range
Figure 13 – Entry Results: Convective Heating vs Slant Range
Figure 14 – Terminal Dynamics Results (Entry to Touchdown)
Figure 15 – Assumptions Made Regarding the Ascent Vehicle
Figure 16 – Final Weights, Dimensions, and Volumes for Ascent Vehicle
Figure 17 – Final Weights and Volumes for Manned Lander
Figure 18 – Final Weights and Volumes for Unmanned Cargo Lander | aerospace |
https://www.susu.ru/en/news/2019/02/03/ceremony-awarding-diplomas-faculty-aerospace-engineering-graduates-held | 2023-06-08T11:09:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654871.97/warc/CC-MAIN-20230608103815-20230608133815-00027.warc.gz | 0.937262 | 393 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__131713031 | en | On January 24, 2019 a ceremony of awarding diplomas to the graduates of the Faculty of Aerospace Engineering was held. Forty engineers majoring in Design of Aircraft and Rocket Engines; Design, Manufacture and Operation of Rockets and Rocket-and-space Complexes; Aircraft and Helicopter Engineering; Ammunition and Fuze Mechanisms, graduated from the Faculty. Eight people were awarded diplomas with honours this year. Special diplomas were awarded for the best graduate qualification works.
Dean of the Faculty of Aerospace Engineering, Deputy Head of the Department of Aircrafts, Doctor of Sciences (Engineering) Alexander Kartashev, and Director of the Institute of Engineering and Technology, Head of the Department of Aircraft Engines, Doctor of Sciences (Engineering) Sergei Vaulin delivered their welcome speeches congratulating the graduates on this important event in their lives and wishing them professional success after completing their studies at the Faculty of Aerospace Engineering of South Ural State University.
Ekaterina Zarnitsyna, Deputy Dean of the Faculty of Aerospace Engineering: “Our Faculty pays huge attention to helping our graduates find jobs. Early in their sixth year of studies all our students are offered several future job placements. These include: JSC Academician V.P. Makeyev State Rocket Centre; JSC Research and Development Institute of Mechanical Engineering; OKB Novator; PAO M.I. Kalinin Mechanical Engineering Plant; Russian Federal Nuclear Centre – VNIITF, Snezhinsk; AO Zlatoust Mechanical Engineering Plant; AO Signal; STANKOMASH LLC; OAO Rocket-and-space Corporation Energiya; and many other enterprises. But our graduate engineers are in demand not only in the aerospace field, that is why we receive job offers from AO PG Metran, ZAO ASCON-Ural, OOO Radio Isotopic Production, and other companies.” | aerospace |
https://www.spacerealm.live/launch/soyuz-21a-bars-m-no-5 | 2023-12-01T23:34:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100308.37/warc/CC-MAIN-20231201215122-20231202005122-00545.warc.gz | 0.913325 | 241 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__268272750 | en | Bars-M No. 5 - Space launch mission detailed information
Bars-M No. 5 5
23 NOV 2023
Russian Space Forces
Note: Payload identity uncertain. Bars-M is the second incarnation of the Bars project, which was started in the mid 1990ies to develop a successor for the Komtea class of area surveillance satellites. The original Bars project was halted in the early 2000s. In 2007, TsSKB-Progress was contracted for Bars-M, for which reportedly the Yantar-based service module was replaced by a new developed advanced service module. The Bars-M satellites feature an electro-optical camera system called Karat, which is developed and built by the Leningrad Optical Mechanical Association (LOMO), and a dual laser altimeter instrument to deliver topographic imagery, stereo images, altimeter data and high-resolution images with a ground resolution around 1 meter.
The Soyuz 2.1A converted the flight control system from analog to digital, which allowed launch from fixed platforms. It also allowed big fairings and payloads. It is currently used for crewed Soyuz and Progress flights to the ISS. | aerospace |
https://escholarshare.drake.edu/handle/2092/1359 | 2019-03-19T03:25:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201885.28/warc/CC-MAIN-20190319032352-20190319054352-00065.warc.gz | 0.911421 | 236 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__67662187 | en | An Evaluation of Water Recovery from Brine
MetadataShow full item record
SubjectWater conservation; Water resources development; International Space Station--Environmental aspects; Space flight--Environmental aspects; Salt
Saving resources is critical to controlling the costs of manned space exploration. It is important to explore technologies for recovering essential resources, such as water, from waste in space. The current water recovery system used on the International Space Station is capable of recovering 85% of the water from waste liquids (urine and humidity condensate). The wastewater brine generated from this process is typically a 20% solid solution, and it is proposed that brine be further dewatered to recover an additional 95% of its water. This study was aimed at evaluating the characteristics of dewatered brine and its behavior throughout the dewatering process. Vacuum distillation was the chosen method of evaporation. Three trials were run using a 20% sodium and potassium chloride solution, untreated urine, and wastewater brine. The results discovered in this experiment will be considered in evaluating and developing candidate technologies for brine water recovery and processing.
Advisor: John Fisher, NASA Ames Research Center | aerospace |
https://www.prorotor.com.au/history-vision | 2021-03-03T17:06:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178367183.21/warc/CC-MAIN-20210303165500-20210303195500-00021.warc.gz | 0.944831 | 156 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__58814470 | en | We are evolving our strategy – allowing us to be competitive in a time when prices, technology and customer preferences are changing. Our overarching goal is to be recognised as the best provider of aircraft maintenance in Australia and ultimately the Southern Hemisphere, and we are committed to placing safety and compliance above all commercial pressure.
"To be recognised as the best provider of aircraft maintenance in Australia and ultimately the Southern Hemisphere,"
We will be developing and proving new business models through synergistic partnerships with aircraft parts manufacturers, suppliers, insurance companies and novated lease providers. We are promoting ProRotor services as a ‘one-stop-shop’ entity to our customer base within our growth strategy. ProRotor will be the ‘go-to’ company for the operator. | aerospace |
https://cambodianewsservice.com/lima-23-space-tech-nexus-a-testament-to-govts-commitment-to-boost-regional-space-industry/ | 2024-03-01T12:10:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475238.84/warc/CC-MAIN-20240301093751-20240301123751-00290.warc.gz | 0.864085 | 310 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__43258960 | en | The introduction of the space segment known as Space Tech Nexus at Langkawi International Maritime and Aerospace Exhibition 2023 (LIMA'23) is a testament to government's commitment to boosting the regional space industry to a global level.
Science, Technology and Innovation Minister Chang Lih Kang said the various programmes and activities under the Space Tech Nexus are hoped to intensify the growth of the local space industry which in turn will further contribute to the achievement of targets under the National Space Policy 2030 and the Malaysia Space Exploration Action Plan 2030.
“Featuring the space segment in LIMA ‘23 can internationalise the local space industry sector while simultaneously boosting the growth of the country's space economy.
“This development coincides with the country's plans to become a regional space economic hub.
“Malaysia aims to generate RM10 billion in revenue from the space industry, or one per cent of Growth Domestic Product (GDP) by 2030,” he said in his speech during the launch of Malaysia Space Industry Strategic Plan 2030 (SISP 2030) and Langkawi International Space Forum by Deputy Prime Minister Datuk Seri Fadillah Yusof here today.
Among the programmes under the Space Tech Nexus segment are bilateral talks, ASEAN Head of Space Agency Roundtables, Malaysia Space Agency (MYSA)-Space Generation Advisory Council (SGAC) Youth Leader in Space Roundtable, an exhibition of the latest space technology, space defence seminar and space camp.
Source: BERNAMA News Agency | aerospace |
https://www.stratosjets.com/blog/honda-jet-price/ | 2024-03-03T13:10:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476374.40/warc/CC-MAIN-20240303111005-20240303141005-00151.warc.gz | 0.905452 | 1,106 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__178458719 | en | What Is the Price of a Honda Jet?
They’ve spent decades building their reputation as a maker of reliable and affordable vehicles for years. So, when the famed Japanese auto manufacturer entered the aerospace in 2006 with the founding of HondaJet, it’s no surprise the light jet became a fast favorite.
Now, nearly 20 years later, HondaJet has solidified its position among aviation giants like Boeing, Gulfstream and Bombardier, only with a narrow focus on light jet aircraft. For many, this reputation makes HondaJet a contender when it comes time to purchase a private jet.
But what is the price of a HondaJet and is it a good investment? Here are the answers to your most commonly asked questions.
How Much Does a HondaJet Cost to Buy?
Brand-new Honda Jet prices start at around $5.8 million, with used models available for closer to $3.5 million. However, the initial purchase price is just one consideration when purchasing a private jet.
When you own a HondaJet, you’re in charge of maintenance, ensuring the jet meets FAA standards, storage, and hiring and training your flight crew. According to Investopedia, private jet owners can anticipate spending between $2 million and $100 million every year on:
- Operating costs
- Crew salaries and training
- Private jet insurance
- Hangar fees
How Much Is a HondaJet Hourly?
If owning a private jet is one of the most expensive ways to fly private, an on-demand charter is one of the most affordable. As a very light jet, the hourly Honda private jet price starts at about $5,500 to $6,800, depending on the availability of the aircraft and its location before charter.
This low cost makes on-demand charters the best price for a Honda Jet experience. When you fly with Stratos, soar higher on a luxurious aircraft without breaking the bank. With private charters, you don’t have to pay any monthly maintenance fees, crew salaries, insurance, interest or upfront capital investments. Simply let us know when and where you’d like to fly, and we’ll take care of the rest.
Can HondaJet Fly Coast to Coast?
Interesting in owning an aircraft and wondering how far can HondaJet go? It depends on the model. The original HondaJet HA-420 can fly about 1,400 miles under optimal conditions at speeds of 423 mph. This moderate range and speed make coast-to-coast travel unlikely. If you fly from Los Angeles to New York City in a HondaJet, expect to stop for fuel on the way.
HondaJet recently unveiled the 2600 light jet with a class-leading 2,625 nautical mile range, or about 3,000 miles. This impressive range will make transcontinental travel a breeze.
So, how far can HondaJet go? In the best possible conditions, the HA-420 can fly from Teterboro, New Jersey to Orlando, Florida, while the new 2600 can fly from New York to Los Angeles with ease.
Range is important, but if you plan on purchasing either the classic HA-420 or the Honda Jet 2600, price will also be a significant factor. Now renamed the Echelon, the 2600 is expected to sell for about $12 million when it enters service in 2028.
Does a HondaJet Require 2 Pilots?
HondaJet aircraft are rated for single-pilot flight and may be offered with a single pilot by some air charter operators. However, when you book with Stratos, every aircraft always has two pilots even if it’s certified for single-pilot operations.
Why? Because flying with two pilots increases the margin of safety on your flight. Before we hire a pilot for any private jet charter flight, whether it’s on a light HondaJet or a heavy Gulfstream GIV-SP, we ensure they meet our rigorous safety and training standards that go above and beyond those of the Federal Aviation Administration.
To be eligible to fly a jet for Stratos, the pilot in command must have:
- A valid Airline Transport Pilot certificate, which is the highest level of training in the aviation industry
- A minimum of 3,000 hours of total flight time
- At least 1,500 hours as captain
- A first-class medical certificate
- 250 hours ‘time in type’ training for the specific aircraft they’re flying
The second in command must have:
- At least 1,000 hours of total flight time
- A minimum of 500 hours as captain
- A current second-class medical certificate
Since our first charter flight in 2006, we’ve cultivated a network of the most reputable air carriers in the world. Our dedication to safety and customer education earned us a highly coveted ARGUS certification and a reputation as a broker committed to charter safety.
Want to learn more about chartering a private jet with Stratos? Give us a call at (888)478-7286 to get started.
Are you ready to book your Chicago and Washington DC charter flight yet?
Our friendly, expert air charter agents are here to answer questions or start your quote today. Don`t wait, call now and we'll get you on your way to your destination!Call 888-593-9066 | aerospace |
https://en.cfts.org.ua/news/ukraine_and_turkey_to_begin_practical_implementation_of_an_188_aircraft_project | 2023-05-30T03:44:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224645089.3/warc/CC-MAIN-20230530032334-20230530062334-00476.warc.gz | 0.959628 | 398 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__225878534 | en | Ukraine and Turkey are intend to begin practical implementation of a joint project for creation of the An-188 turbojet military transport aircraft in the near future. The two sides made a decision to this effect at the 2018 Eurasia international airshow, which took place in in Antalya, the Ukroboronprom state defense concern announced.
"The new aircraft will make the Ukrainian-Turkish project one of the world leaders. The decision to begin practical implementation of the project in the near future was made after talks with a Turkish delegation headed by Deputy Defense Minister Ismail Demir," Ukroboronprom’s General Director Pavlo Bukin is quoted as saying.
According to Ukroboronprom, the An-188 transport aircraft project provides for "complete Westernization of all components" and introduction of modern technical solutions. The transport aircraft will fully comply with NATO standards, in terms of both equipment and tactical use of the aircraft.
It will have a carrying capacity of up to 50 tons and be able to transport military equipment of all kinds, military and construction equipment, helicopters, up to 300 soldiers, as well as humanitarian cargoes, pallets, and containers.
It will be possible to base the An-188 transport aircraft at various types of airfields, including unpaved ones, and it will be able to land on short runways with lengths of only 600-800 meters.
"This significantly increases the number of airfields from which it can be used, which ensures high efficiency of the new machine," Ukroboronprom said.
The An-188 transport aircraft is being is created on the basis of the An-70 turboprop transport aircraft, which was developed in partnership with Russia. The termination of Ukrainian-Russian cooperation on the An-70 aircraft because of Russia’s military aggression against Ukraine means that this aircraft will not be launched into mass production and it needs to be re-developed to exclude Russian components. | aerospace |
https://www.engineeringclicks.com/suborbital-flying-blue-origin/ | 2023-09-29T09:49:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510501.83/warc/CC-MAIN-20230929090526-20230929120526-00193.warc.gz | 0.94662 | 846 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__239664003 | en | We have to say that 100 km above the Earth isn’t exactly what you find on vacation brochures and going at Mach 3 beyond the edge of space doesn’t count amongst a resort’s activities. Yet, there is a market for suborbital tourism and there is a company steadily building a path towards suborbital flying. Indeed, suborbital tourism is predicted to start in 2018 and anyone with enough money can purchase a ticket for the ultimate experience. The chance to reserve a seat for future orbital missions will have them flocking to Blue Origin. Do you know who is behind Blue Origin? Who is leading the way in the world of suborbital flying?
Blue Origin leading the way as Branson steps aside
Blue Origin is founded by Amazon billionaire Jeff Bezos and has been testing flights since 2015. The company has conducted five successful test flights and even has its own test site. The main space vessel is know as New Shepard: it consists of a capsule with room for six people to sit before floating around when they hit zero gravity. The views from the space vessel will be breath-taking although many might be concerned that there is no pilot or crew.
Space tourists will be assisted from the ground, trained prior to take-off and guided throughout the mission. They will feel the power of the booster’s vertical takeoff and when it disconnects the vertical landing system means that it will remain intact ready to be reused again and again and again. The main capsule is also reusable with parachutes bringing the vessel and suborbital tourists back down to earth – this is a game changer for suborbital tourism.
If at first you don’t succeed….
This is not the first attempt at suborbital flying: Virgin Galactic grabbed the headlines as Richard Branson set himself the same goal as Blue Origin, sending tourists out of the Earth’s atmosphere for the ultimate space flight. While the Virgin project has disappeared from the news for now, after courting the press, Blue Origin has been quietly working on its reusable vessels and technology since 2000.
Quite how Jeff Bezos managed to keep his pet project under wraps for so long is unbelievable but it was only in 2015 that the name of the company started swirling around the internet and leading the way in the world of suborbital tourism. Initially the company’s main goal was to establish an enduring human presence in space and its initial projects involved the development of propulsion systems. Steadily, it also developed a spacecraft that could go beyond the Earth without a crew – effectively controlled from Earth. The company, loyal to its motto, is going step by step towards suborbital tourism, taking no chances and investing heavily in technology and safety. Such is the company’s dedication to the cause that the first test of New Shepard with humans on-board is not scheduled until early 2018.
Its all about the future
Jeff Bezos sees suborbital tourism as a stepping stone towards an array of other goals which include: ensuring the presence of fully reusable technology within the aerospace industry while maintaining a constant and safe presence of humans suborbiting the earth. Eventually the company will move towards orbit flights all the while selling suborbital tickets at affordable prices and using each flight to collect data from space.
There have been false dawns before, projects have crashed and burned, but all of the big names in aerospace acknowledge the need for fully reusable technology as well as an enduring presence for humans out of Earth’s atmosphere. Jeff Bezos is probably the first billionaire to invest a large chunk of his personal wealth gathering assets for this greatest of endeavors – an endeavor that doesn’t guarantee a return on investment within a fixed time frame, if ever. After all Blue Origin originally thought suborbital tourism was achievable by 2011 but here we stand in 2017. Jeff Bezos still maintains that 2018 is the year when suborbital will hit the masses, astound the critics and give people a taste of life on the edge of the Earth’s atmosphere. Will this forthcoming breakthrough herald a new space race? Is suborbital flying the biggest breakthrough since man landed on the moon all those years ago? | aerospace |
https://topgunaustralia.com/2014/07/07/booking-of-existing-gift-vouchers/ | 2022-12-06T06:16:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711074.68/warc/CC-MAIN-20221206060908-20221206090908-00420.warc.gz | 0.853109 | 457 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__78880627 | en | TOP SECRET!! Your Mission, should you choose to accept, is to fly in a REAL MILITARY AIRCRAFT flown by a REAL MILITARY FIGHTER PILOT!
That’s right, this could be you flying in our sleek L39C Albatross Military Jet!! Capable of 900 kph and 8 G’s, it will be the ride of your lifetime!! Top Gun Flights in this sexy jet are available from Sydney-Illawarra Regional Airport at Albion Park NSW.
The British built Jet Provost Mk5A was one of the most succesful jet fighter trainers ever flown by the British Royal Air Force. With a powerful Rolls Royce turbo jet engine, you’ll twist and turn through the sky in true Top Gun style during high “G” jet aerobatics! It’s unique side by side seating puts you right up in the co-pilots seat!! Flights in the “JP5” are available from Hobart Intl. Airport. See “Mission & Prices” for more details.
Whether you fly in our jets or in our CJ6 NANCHANG “Warbird”, you’ll always have a military trained FIGHTER PILOT at the controls so you’re only flying with the best!! Don’t settle for anything less! Flights in the “Chang” are available from Hobart Intl. Airport and start from $595.
See all the adrenaline packed flight options on the “Missions & Prices” page.
See Living Room hosts Chris Brown (Bondi Vet.) and Miguel Maestre (Celebrity Chef) take to the skies for the Ultimate Top Gun Adventure!
See it here:
Go to “Full Episodes” and then Play:
“Living Room – S2 Ep. 1 (1/6)”
Our online booking sysytem is under development.
To book your flights please call 1800 TOP GUN (1800 867 486). | aerospace |
http://mirage-jet.com/Propulsion/M53/m53.HTM | 2023-02-02T20:41:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500041.18/warc/CC-MAIN-20230202200542-20230202230542-00848.warc.gz | 0.919269 | 917 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__187836753 | en | The Mirage 2000 is powered by the Snecma M53 -P2 engine. In common with the ATAR series that powered the previous Mirage generations the M53 has a single shaft powering both the fan and high pressure
compressor stages. This is generally not desirable because the high pressure compressor turns at the same speed as the fan, and as such does not produce the same level of compression as do two shaft engines. The engine speed (Revolutions
Per Minute) at Idle is 4,800 RPM and 10,600 RPM at Max. dry power and produces an airflow of 94 kg/s. Snecma state an Exhaust Gas Temperature (EGT) of 862 °C. The M53 P2 produces 95 kiloNewton (kN) afterburner (A/B) thrust and has a dry
thrust rating of 62,3 kN.
These figures pale when compared with current American engines powering the Lockheed Martin F16 C. The General Electric F110-GE-129 produces 129 kN of A/B thrust and both General Electric and
Pratt&Whitney are promising even greater thrust ratings for their respective engines. The M53-P2 has a bypass ratio of 0,4, compared to 0,77 for the F110-GE-129 and 0,36 for the F100-PW-229.
Another important difference between the French engine and itīs American counterparts is the fuel consumption. The fuel consumption (known as sfc) of a jet engine is given as lbs of fuel per lb of
thrust per hour. The current American engines have a dry thrust sfc somewhere between 0.68 and 0.75. The M53 P2 has a dry thrust sfc of 0.90. This is directly attributable to the relatively low overall compression ratio of 9,8:1 which is
in stark contrast to the GE and P&W engines where the ratio is in the order of 30:1.
That said, it must be noted that the M53 Series engines have been reliable from the beginning. The M53 P2 offers carefree handling with almost no operating restrictions. The only restriction is that no
throttle movement is permitted when the airspeed is under 100knots above 40,000 ft. The first generation P&W F100 Series engines were not particularly pilot friendly and required tender loving care from the pilot. The F110 engines have
also been the source of concern, resulting in the occassional grounding of various F16 fleets.
In the unlikely event of an engine stalling and failing, the reliable relighting properties of the M53 P2 will ensure that an engine
relight is quickly achieved. The relight procedure is as follows:
1. Switch off the engine.
2. Re-enter the flight envelope.(300Kts is a good speed though)
3. Relight switch on.
4. Advance the throttle to idle.
..... and the engine will re-ignite automatically.
The RD33 engine powering the MiG 29 is often praised for itīs ability to handle severely distorted airflow -the M53 has similar capabilities.
The M53 is of modular construction. The 12 modules can be exchanged without the need for calibrating. The modules and their sub-assemblies utilise the ON CONDITION maintenance concept (Life Monitoring)
whereby parts are not exchanged after a specified number of hours but are removed and inspected and depending on their condition are reinstalled or exchanged. At the time of itīs service entry, the M53-P2 required removal every 75
hours.The M53 P2 is now inspected at 300 and 600 hour intervals. The -P2 has an installed weight of 1515 kg and an overall length of 5.07m.
The GE engine has 12 compressor stages, the PW F100 series has 13, both make use of variable stators and convergent/divergent afterburner nozzles, whereas the M53 has only eight fixed compressor
stages, two turbine stages and a convergent nozzle. The M53-P2 perfectly exemplifies the French Keep it simple philosophy.
In 2000, all versions of the M53 passed the 800,000 flight hour mark.
According to SNECMA, the approxiamately 620 M53 series engines had accumulated more than one million flight hours by the first week of November 2002. | aerospace |
https://www.caboodle.ca/after-a-successful-first-launch-astra-is-poised-to-start-commercial-activities/ | 2022-05-28T04:59:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663012542.85/warc/CC-MAIN-20220528031224-20220528061224-00404.warc.gz | 0.981326 | 637 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__82717968 | en | Astra Space officials said they are prepared to start commercial operations of its tiny launch vehicle and ramp up production after attaining orbit for the very first time, while also prepping to test a new rocket next year. On a flight for the United States Space Force, Astra’s Rocket 3.3 achieved orbit on November 20. The launch, which took place from Kodiak Island, Alaska, put a small cargo into orbit for the Space Force, that remained connected to the upper stage as well as measured environmental conditions as the rocket rose.
Astra executives told reporters on November 22 that they were still examining data from the flight, which was the company’s fourth and first successful attempt to reach orbit, but that they were delighted with the rocket’s performance. “The launch and flight were both very routine, including stage separation,” said Astra executive vice president as well as chief engineer Benjamin Lyon.
The upper stage as well as its linked cargo were delivered into their anticipated 500-kms orbit at the inclination of about 86 degrees, according to the corporation. The phase is in the orbit between 438 to 507 kilometers altitude, with an inclination of about 86.01 degrees, according to data from the US Space Force.
The deployment of this rocket, dubbed LV0007, demonstrated improvements made following the August failure of LV0006. After the propellant leaked from the disconnected lines as well as ignited in the vehicle’s base, one of the 5 first stage engines closed down after a second of liftoff, causing the launch to fail.
It also revealed Astra’s ability to work in challenging environments, such as freezing temperatures. “We learned a lot about the entire launch mechanism that supports it, in addition to the vehicle,” he said. According to Chris Kemp, Astra’s chief executive, the water main froze solid, measuring 20-centimeter at the pad. He explained, “We had never worked in these frigid temps before.”
LV0008, which is the next Rocket 3.3 vehicle approaching completion at Astra’s headquarters in Alameda, California, appears to require minimal alterations based on an initial examination of the data. LV0008 could arrive later this year, according to the business, according to an earnings report earlier this month, though Kemp did not provide a deployment date in the conference.
“All the details concerning the dates as well as the range are being worked out,” he said. “You won’t have to wait long for the next flight.” The payload for the very next flight has yet to be revealed, but Kemp stated that Rocket 3.3 was ready to enter commercial service. He stated, “We’re out of the flight test phase.” “With commercial payloads for our clients in low Earth orbit, we’ll resume.” He also mentioned that Rocket 4, which is a larger variant of the vehicle, will be tested next year, while the Rocket 3 commercial launches will continue. | aerospace |
https://www.stratasysdirect.com/case-studies/737-scale-model-uses-laser-sintering/ | 2017-11-24T05:25:05 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934807089.35/warc/CC-MAIN-20171124051000-20171124071000-00325.warc.gz | 0.95009 | 1,045 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__157101277 | en | 737 Scale Model Uses Laser Sintering to Fly
Created by aerospace engineering company Area-I in Georgia, PTERA is the unmanned Prototype-Technology Evaluation and Research Aircraft yielding inexpensive flight research for commercial aircraft and NASA, and it’s using 3D Printing in a few instrumental ways.
PTERA serves as a “bridge between wind tunnel and manned flight testing by enabling the low-cost, low-risk flight-based evaluation of a wide array of high risk technologies,” says Area-I’s CEO Dr. Nicholas Alley. This unmanned aircraft serves as a laboratory in which new aerodynamic technologies can be flown and tested for a “fraction of the cost of a manned flight test program,” says Alley. “It’s a testbed with a large payload capacity that facilitates risk-mitigating, flight-based evaluations of sensors, payloads, guidance and control systems, and advance aerodynamic treatments and aircraft configurations before they transition to manned programs.” More simply put: PTERA’s flight tests inexpensively mimic real situations for larger aircraft to reveal airflow dynamics and circulation experiments on a small scale with implications and results relevant to larger aircraft.
“Full-scale, manned flight test is replete with safety, schedule, and performance risks that dominate flight test costs. A technology gap exists between well-controlled wind tunnel tests and full-scale flight testing where most of the system integration issues surface,” says Alley. “PTERA exists to help identify these issues and allows researchers to learn as much as possible about a technology before the investment is made in carrying out full-scale flights.”
PTERA’s ailerons, fuel tank, control surfaces and flaps benefited from Selective Laser Sintering (SLS) 3D Printing to answer to some challenging geometries within the structure of the unmanned vehicle. “Additive manufacturing has completely changed the way we design aircraft,” says Alley. “We used to shy away from certain complex designs, opting for more basic structures. Additive manufacturing has allowed us to design and build mechanisms and structures we wouldn’t be able to make with any other manufacturing method.” Using SLS NyTek 1200 CF (carbon filled Nylon 12) to 3D Print integral features of PTERA resulted in extremely lightweight parts with special structures grown directly into the geometry to reduce weight without compromising part strength; rather, these parts are stronger with increased stiffness thanks to 3D Printing, and the geometries could not have been incorporated via any method other than additive manufacturing. “Originally, we would hand-build ailerons, and it would take about 24 man hours each,” says Alley. “When we had them grown in LS through Stratasys Direct Manufacturing, we had the ailerons designed, built and assembled on the UAV in three days. SLS is easy to work with, installs quickly, is efficient and, from an aesthetic standpoint, produces parts that are gorgeous.”
SLS is a layer additive manufacturing process which sinters nylon material together via a heated build chamber and CO2 laser. The laser melts the powder in computer determined patterns. As each layer is sintered, the build platform moves down until the final product is completed. The nature of layer additive manufacturing with SLS allows complicated inner features to be built without compromising tolerances or part integrity. PTERA’s fuel tank was built via this method, which resulted in inner anti-slosh baffling that helps to steady PTERA in flight without losing any fuel space. The fuel tank was additionally required to conform to ducting which flows beneath the tank. Completing the tank via machining wasn’t viable, but SLS was able to conform to the ducting seamlessly. “We’re firm believers in additive manufacturing,” says Alley.
PTERA’s research into circulation-control wings has benefited from its 3D Printed components. “PTERA was designed to be modular such that it can accommodate a wide array of aircraft configurations and aerodynamic treatments; such as circulation-control wings or wings with active twist and camber,” says Alley. Perhaps most importantly is that PTERA is a direct miniaturization of a 737 aircraft, and the results from PTERA’s flight tests are answers for future aircraft.
“The physical configuration is representative of most commercial/transport aircraft, therefore test data is more applicable to those aircraft,” says Alley. “PTERA’s structure is solid, well designed and stable therefore the test data will be free of unwanted variables that may contaminate the data and the airframe was designed from the bottom up to be modular and general purpose which will meet the ‘common benefit’ need that a lab asset must generally satisfy.”
Using 3D Printing helped the team at Area-I to create components quickly and accurately that mimic their larger commercial counterparts without complicated and expensive machining. | aerospace |
https://aircargoworld.com/news/security-regulations/us-faa-selects-westjet-official-to-head-its-safety-division/?amp | 2022-08-07T21:24:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570730.59/warc/CC-MAIN-20220807211157-20220808001157-00578.warc.gz | 0.957693 | 176 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__138365412 | en | The U.S. Federal Aviation Administration has selected an official at a Canadian airline to head its safety division as it works to enact broad changes to the way it oversees aircraft manufacturing after the Boeing Co. 737 Max crashes.
Billy Nolen, vice president for safety, security and quality at WestJet Airlines Ltd., will head FAA’s aviation safety organization starting early in 2022, the agency said in an emailed press release. A former airline captain, Nolen also worked at the Airlines for America trade group and at Qantas Airways Ltd.
Nolen will take the job vacated by Ali Bahrami, who helped ground the Max after the second of two fatal crashes in 2019 but also became a controversial figure during probes of the plane before leaving the agency in June. Congress last year ordered FAA to make numerous changes to tighten oversight of planemakers such as Boeing. | aerospace |
http://airaccident.app/news/united-airlines-began-operations-in-colombia-with-its-boeing-737-max-airlinegeeks-com/ | 2023-12-06T11:02:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100593.71/warc/CC-MAIN-20231206095331-20231206125331-00120.warc.gz | 0.886812 | 529 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__225909185 | en | United Airlines Began Operations in Colombia with its Boeing 737 MAX
This Monday (14) United increased the capacity of its operations in Colombia with the introduction of the Boeing 737 MAX. For the first time, the airline will operate with this model between the United States and South America.
The first Boeing 737 MAX 8 service was performed in an aircraft registered under registration number N27271, which took off from Newark Airport (EWR) at 18:04 local time and landed at El Dorado International Airport (BOG) at 23:08, after five hours and four minutes.
According to data obtained by Aviacionline through Cirium, United will have a mid-November offering of 6,412 weekly seats between the U.S. and Colombia, this represents an 8% increase over 2019 levels.
Boeing 737 MAX 8s will replace Boeing 737-700 Next Generation Boeing 737-700s on routes from Newark (EWR) and overnight flights from Houston – Intercontinental (IAH) to Bogota (BOG). UA 207/ UA 206 services will continue to operate with the regular aircraft.
- Newark – Bogota Flight UA 268 EWR 17:05 – BOG 23:05 daily flights.
- Bogota – Newark Flight UA 269 BOG 09:48 – EWR 15:48 daily flights.
- Houston – Bogota Flight UA 209 IAH 20:25 – BOG 02:20+1 daily flights.
- Bogota – Houston Flight UA 508 BOG 08:30 – IAH 12:55 daily flights.
United’s Boeing 737 MAX 8 seats 166 in three classes (16 United First/54 Economy Plus/96 Economy).
- New, larger overhead bins, a 50% increase over previous aircraft.
- New cabin interior.
- All seats have built-in personal entertainment screens.
- A full entertainment system with more than 2,800 choices of movies, TV shows, podcasts and playlists.
- Wi-Fi service available in all classes.
- Wider and more reclining seats.
According to data compiled by Aviacionline through Aerocivil statistics, United has mobilized 166,364 passengers in the period January – September 2022 between the United States and Bogota (BOG) this represents a 77.3% recovery compared to pre-pandemic levels. Colombia is one of the Latin American markets with the greatest recovery for the company.
This article was originally published by Rainer Nieves Dolande on Aviacionline in syndication with AirlineGeeks. | aerospace |
https://www.alvareviewcourier.com/story/2021/12/03/regional/ntsb-man-killed-in-helicopter-crash-was-training-his-son/75404.html | 2022-08-15T16:03:10 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572192.79/warc/CC-MAIN-20220815145459-20220815175459-00079.warc.gz | 0.965667 | 149 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__115845959 | en | NTSB: Man killed in helicopter crash was training his son
December 3, 2021
PERRY, Okla. (AP) — The person killed in a weekend helicopter crash in Oklahoma was teaching his son crop-dusting techniques when the aircraft crashed, federal investigators reported Friday.
In a preliminary report, the National Transportation Safety Board said the man killed in the Nov. 28 crash was a full-time air ambulance pilot who did seasonal, part-time crop dusting.
He was demonstrating low-level crop-dusting flight and was flying at 25 mph 50 feet above the ground when the chopper rolled left, crashed and burned near Perry, about 60 miles (95 kilometers) north of Oklahoma City. | aerospace |
https://upcommons.upc.edu/handle/2117/330358 | 2020-12-05T06:53:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141746320.91/warc/CC-MAIN-20201205044004-20201205074004-00345.warc.gz | 0.81827 | 490 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__220203008 | en | A novel dissemination protocol to deploy opportunistic services in federated satellite systems
PublisherInstitute of Electrical and Electronics Engineers (IEEE)
Rights accessOpen Access
The Earth Observation community is demanding new satellite applications that cover the need of monitoring different areas with high spatial resolution and short revisit times. These applications will generate huge amounts of data, and thus improvements in the downlink capacity are mandatory. Distributed Satellite Systems have emerged as a moderate-risk and cost-effective solution to meet these new requirements. These systems are groups of satellites that share a global and common objective. One of these systems are the Federated Satellite Systems, which rely on the collaboration between satellites that share unused resources, such as memory storage, computing capabilities, or downlink opportunities. In the same context, the Internet of Satellites paradigm expands the FSS concept to a multi-hop scenario, without predefining a satellite system architecture, and deploying temporal satellite networks. The basis of both concepts is the offer of unused satellite resources as services, being necessary that satellites notify their availability to other satellites that composes the system. This work presents the Opportunistic Service Avaliability Dissemination Protocol, which allows a satellite to publish an available service to be consumed by others. Details of the protocol behavior, and packet formats are presented as part of the protocol definition. Additionally, without loss of generality, the protocol has been verified in a realistic scenario composed of Earth Observation satellites, and the Telesat mega-constellation as a network backbone. The achieved results demonstrate the benefits of using the proposed protocol by doubling the downloaded data in some cases.
CitationRuiz-de-Azua, J.A.; Calveras, A.; Camps, A. A novel dissemination protocol to deploy opportunistic services in federated satellite systems. "IEEE access", 3 Agost 2020, vol. 8, p. 142348-142365.
- Departament d'Enginyeria Telemàtica - Articles de revista
- Departament de Teoria del Senyal i Comunicacions - Articles de revista [2.138]
- Doctorat en Enginyeria Telemàtica - Articles de revista
- WNG - Wireless Network Group - Articles de revista
- RSLAB - Remote Sensing Research Group - Articles de revista | aerospace |
https://orbitalafrica.com/drone | 2020-01-29T02:55:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251783621.89/warc/CC-MAIN-20200129010251-20200129040251-00203.warc.gz | 0.938841 | 572 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__139590343 | en | Unmanned Aerial Vehicles(UAVs) popularly known as Drones have become proven technology in the sphere of Aerial Mapping and Survey. The use of Drones and aerial mapping services are increasingly becoming the go-to solution for many Geospatial professionals and industries. At Orbital Africa, we're at forefront in employing latest drone/UAV technology incorporating SenseFly hardware (drones) and Pix4D software products. Below is a simple workflow of Drone Images/Big Data processing.
1: Entails selecting area to be mapped and can be done using the SenseFly eMotion Software.DETAILS...
2: Drone or UAV is launched after flight planning to fly and capture the images within AoI defined.DETAILS...
Orbital Africa is the leading drone/UAV mapping company in Kenya and Africa region at large. We employ a number of drones e.g. DJI Phantom 3, eBee SenseFly from various manufacturers across the globe. Several software available in the market for processing drone images and creating orthomosaics and Digital Surface Models (DSMs), Digital Elevation Models (DEMs) etc. include Pix4D, Agisoft among others. Drones for mapping normally fly at an altitude of 100 metres to 300 metres.
Notably, the spatial resolution of the drone images decreases considerably with increase in altitude but the drone is capable of capturing large image scenes. With the drones, one can obtain an image of up to 2cm Spatial Resolution!
This page is being updated!
Arguably, with a large increase in the amount of physical data being collected, this does mean an increase in office time spent processing and utilizing this data. However, this expansion is canceled out many times over by the huge time savings a drone produces out in the field. Many of senseFly’s surveying customers say, for example, that large jobs that once took weeks can now be completed in just a few days, and that a week’s worth of traditional data collection is now achieved in just one day. Last but not least, less time spent on the ground means staff safety is improved by minimizing risk to surveying teams when measuring sites such as mines, unstable slopes and transport routes. Simply choose take-off and landing locations that are out of harm’s way.
Orbital Africa has successfully carried out many Drone/UAV Mapping projects in Kenya and Africa region at large. Recently, we conducted drone mapping project in a 17-acre parcel of land in Kiambu County. The outputs of the project was a 3cm resolution Orthomosaic, a DEM, DSM and Contours. The sample Orthomosaic can be viewed here: >>Kiambu Drone Project.
Sorry, this section is being updated! | aerospace |
https://en.everybodywiki.com/Air_Trust | 2019-10-21T02:21:37 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987751039.81/warc/CC-MAIN-20191021020335-20191021043835-00367.warc.gz | 0.706758 | 244 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__67638599 | en | |Hubs||Almaty International Airport|
|Secondary hubs||Astana International Airport|
References[edit | edit source]
- "Air Trust". airlineupdate.com. Retrieved 27 July 2015.
Others articles of the Topics Companies AND Aviation : AQA Holding, Venus Airlines, Rayyan Air, Draft:AQA Holding, VIF Airways, Quikjet Airlines, KC International Airlines
Others articles of the Topic Companies : Frewitt, Behmor, South Texas Dental, Freenom, Ad Magnet, Metaltex, Solid Clouds
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This article "Air Trust" is from Wikipedia. The list of its authors can be seen in its historical and/or the page Edithistory:Air Trust. Articles copied from Draft Namespace on Wikipedia could be seen on the Draft Namespace of Wikipedia and not main one. | aerospace |
https://www.losangeles.spaceforce.mil/News/Article-Display/Article/968248/new-overhead-persistent-infrared-battlespace-awareness-center-begins-operations/ | 2022-08-09T08:28:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570913.16/warc/CC-MAIN-20220809064307-20220809094307-00666.warc.gz | 0.893414 | 665 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__130287890 | en | / Published October 07, 2016
Air Force Space Command’s Space and Missile Systems Center and the 460th Space Wing announced Initial Operational Capability for the Space Based Infrared System Overhead Persistent Infrared (OPIR) Battlespace Awareness Center (OBA) on Sept. 12.
Located within the SBIRS Mission Control Station on Buckley Air Force Base, Colorado, the OBAC offers an open framework environment capable of hosting specific applications responsive to operator needs. The applications will be developed, tested and evaluated at the Tools, Applications, and Processing (TAP) Lab in Boulder, Colorado, before will become eligible to be added to the OBAC processing suite. The close coupling of the TAP Lab with an identical open framework at the OBAC, to be installed this fall, will allow the 460SW and SMC team to quickly respond to emerging threats and end user needs.
“We are extremely thankful that the additional SMC resources will help realize our vision for Battlespace Awareness and Persistent Global Surveillance,” said Col. David Miller, Jr., 460th Space Wing commander. “Our operators are truly excited about the promise of the OBAC. In just a few months of operation, this multi-organizational center has already improved our missile warning mission and led to advances in surveillance and battlespace awareness operations in support of combatant commanders.”
The success of the OBAC is predicated on the unique collaboration between its two operational cells. The Space Operations cell is manned by Air Force Space Command crew members and the Intelligence Processing, Analysis, and Disseminations cell is manned by Air Combat Command crew members. This cooperation enables the utilization of OPIR data and delivery of support products within minutes of an infrared event.
The OBAC and the new TAP Lab will also leverage existing applications and development efforts from other Department of Defense and intelligence community partners.
“We are very excited that the OBAC is up and running. Together with the recent stand up of the TAP Lab, the OBAC will ensure innovation and facilitate a rapid transition of tools and applications from development to operations,” said Brig. Gen. Mike Guetlein, SMC’s Remote Sensing Systems director. “Using these tools, the OBAC will enable our troops to collaborate with analysts world-wide and share actionable information with theater commanders in near real-time.”
The Remote Sensing Systems Directorate at the U.S. Air Force Space and Missile Systems Center manages the SBIRS program. Lockheed Martin Space Systems Company, Sunnyvale, California, is the SBIRS prime contractor, and Northrop Grumman Electronic Systems, Azusa, California, is the payload integrator. The 460th Space Wing at Buckley AFB in Aurora, Colorado, operates the SBIRS system. The SBIRS program delivers timely, reliable and accurate missile-warning and infrared surveillance information to the President of the United States, the Secretary of Defense, combatant commanders, the intelligence community and other key decision makers. The system enhances global missile launch detection capability, supports the nation’s ballistic missile defense system, expands the country’s technical intelligence gathering capacity and bolsters situational awareness for warfighters on the battlefield. | aerospace |
https://waynehale.wordpress.com/tag/columbia-accident/page/2/ | 2018-01-22T12:02:50 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891316.80/warc/CC-MAIN-20180122113633-20180122133633-00138.warc.gz | 0.923933 | 602 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__113688809 | en | IndependenceThis blog represents the personal opinions of Wayne Hale only. It does not represent the opinions of the National Aeronautics and Space Administration or Special Aerospace Services, or their clients.
- The government may be shut down but business continues. Off on my first business trip of the year today 21 hours ago
- Just saw the announcement that Ellen Ochoa, JSC Center Director, is retiring. 2 days ago
- Since we haven’t been able to get to Colorado lately, it was so thoughtful of them to send their weather to us in Houston! 4 days ago
- RT @NAACP_LDF: We encourage everyone to remember not only Dr. King’s words, but his courage and his sacrifice in the service of justice. Re… 6 days ago
- No Shuttle FRR felt complete unless John Young stood up and asked the toughest questions. ‘no offense, just askin’ 2 weeks ago
This work is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 3.0 Unported License.
Tag Archives: Columbia Accident
George Abbey never allowed a shuttle flight to be scheduled over the last days of January. He was too steeped in the events of the Apollo 1 fire and the STS-51-L loss of Challenger and her crew to put another … Continue reading
Of course the title is wrong; there was nothing calm about STS-113. I was the Ascent/Entry Flight Director as you can see in the picture of the mission control team. This ISS assembly and crew rotation flight was jam packed … Continue reading
“You will never remember the many times the launch slipped, but the on-time failures are with you always” – Walt W. Williams, NASA Program Manager for X-15 and Mercury In the summer of 2002, the word got out about the … Continue reading
I’d like to interrupt my personal recollections of the Columbia accident and its aftermath to give a few words from Admiral Gehman. You might as well know that there are still people out there who will tell you the CAIB … Continue reading
“The Space Shuttle is an experimental vehicle with an operational mission” – NASA Deputy Associate Administrator Michael Kostelnik, 2004 The Space Shuttle system was under development for 13 years and then actually flew in space for over 30 years. … Continue reading
“Relentless budget reduction pressures necessitate more dramatic program actions” – Brewster Shaw, Space Shuttle Program Manager, December 1994 Polls show that the general populace rates the Internal Revenue Service as the most disliked agency in the US Federal government. Among … Continue reading
My good friend and colleague from the Flight Director’s office, Jeff Bantle, left the agency several years ago to head up Lockheed-Martin’s Presidential Helicopter project. He now has a great presentation talk about how incrementally added requirements can sink a … Continue reading | aerospace |
https://www.mytravelgenie.com/static/airlines/171 | 2018-11-16T04:14:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039742970.12/warc/CC-MAIN-20181116025123-20181116051123-00517.warc.gz | 0.963334 | 190 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__67193424 | en | British Midland Airways Limited (trading at various times throughout its history as British Midland, BMI British Midland, BMI or British Midland International) was an airline with its head office in Donington Hall in Castle Donington, close to East Midlands Airport, in the United Kingdom. The airline flew to destinations in Europe, the Middle East, Africa and Central Asia from its operational base at London Heathrow Airport, where at its peak it held ca. 13% of all takeoff and landing slots and operated over 2,000 flights a week. BMI was a member of Star Alliance from 1 July 2000 until 20 April 2012. BMI Regional was sold to Sector Aviation Holdings in May 2012 and continues to operate, whereas Bmibaby closed down in September 2012. British Midland Airways Limited held a Civil Aviation Authority (CAA) Type A Operating Licence, permitting it to carry passengers, cargo and mail on aircraft with 20 or more seats. | aerospace |
http://www.kxan36news.com/per-day-more-than-13-thousand-russians-evacuated-from-abroad | 2021-01-20T16:18:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703521139.30/warc/CC-MAIN-20210120151257-20210120181257-00411.warc.gz | 0.939195 | 620 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__131235731 | en | “March 27, 106 are made of Charter flights from foreign States to Russia, carried 13 429 Russian citizens,” said the Agency.
Russians from Thailand and Indonesia will be in a week
Also pointed out that from countries where, according to the Ministry of foreign Affairs of the Russian Federation requires urgent action, March 28, also planned for export flights. So, ready to fly flight Air Azur from La Romana (Dominican Republic), which have pre-registered, 363 guests. To export the airline “Victory” Dubai has registered 189 people on a flight operated by Air Moldova from Chisinau 165 people.
Specifies that only 28 Mar 92 scheduled Charter flight.
the report also lists the flights from other countries planned for the next few days. In particular, on March 29, the flight of “Aeroflot”-“Russia” will have to deliver Russian citizens from Denpasar (Indonesia). It is noted that there is a ticket on the aircraft, designed for 457 seats.
the Federal air transport Agency denied reports about a possible restriction of operations in Russia
on 30 March the airline Air Azur will make the flight from Cancun (Mexico), where it is planned to carry 214 the citizens of Russia.
31 Mar possible flight of “Aeroflot from Delhi (India), where they intend to return Home, 204 Russian. It is clarified that at the moment on the flight’s expectedI confirm aviation authorities of India. “Also considering the possibility of organizing a flight from Calcutta, where now, according to the foreign Ministry of the Russian Federation, is 141 the citizen of Russia”, – stated in the message.
On April 1, the planned export flight “Russia” from Goa (India) and flights of airline “Russia” from Zanzibar (127), Mauritius (139 people) and the Seychelles (157 people).
“In the period March 31 – April 1 possible Air Azur flight on the route Moscow – Rio de Janeiro (Brazil) – Lima (Peru) – Varadero (Cuba) – Moscow (pre-524 people). Expected official approval from aviation authorities of Peru and the possibility of landing in Varadero”, – stated in the message.
Grozny Airport does not accept passengers without residence registration in Chechnya
Explains that Aeroflot is ready to take passengers from Indonesia four special flights. According to information obtained from the Russian Embassy in this country, in Indonesia now is about 3600 citizens of Russia. “Practice options for their export”, – specify in a press-service of the Federal air transport Agency.
There are also reports that the experts of the Working group formed the schedule of export of the Russian citizens, according to data from the Ministry of foreign Affairs of the Russian Federation. Further steps will be taken for the organization of flights and permits aviation authorities of several States. | aerospace |
https://airwars.org/military-claims/uk-mod-march-27-2019/ | 2023-10-01T19:56:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510924.74/warc/CC-MAIN-20231001173415-20231001203415-00617.warc.gz | 0.971191 | 181 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__252646446 | en | UK MoD for March 27, 2019 – March 27, 2019
Wednesday 27 March – Typhoons collapsed the entrances to two caves used by Daesh in northern Iraq…
Following the liberation by the Syrian Democratic Forces of the last territory held by Daesh in Syria, Royal Air Force aircraft have continued to fly daily armed reconnaissance missions ready to support both the SDF and the Iraqi security forces to frustrate any attempts by the terrorists to re-establish a presence in either country.
On Wednesday 27 March, two Typhoon FGR4s flying from RAF Akrotiri, and supported by a Voyager air refuelling tanker as normal, were tasked to assist the Iraqis, who had identified a set of caves used by Daesh in very hilly terrain some thirteen miles east of Bayji. The Typhoons were able to strike the two cave entrances with a Paveway IV apiece. | aerospace |
https://nocamels.com/2023/02/israeli-startup-launches-hydrogen-powered-drone/ | 2023-06-02T05:24:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648322.84/warc/CC-MAIN-20230602040003-20230602070003-00064.warc.gz | 0.932274 | 381 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__158769872 | en | Israeli Startup Launches Hydrogen-Powered Drone
An Israeli startup has launched its first hydrogen-powered drone.
HevenDrones builds drones that can be piloted for humanitarian, military, infrastructural, and commercial uses. Its uses range from product delivery to defense missions, emergency response, and infrastructure repair.
Its new drone model, the H2D55, is the first of three hydrogen-fueled products that will be released over the next nine months. The models are all carbon neutral, meaning they do not emit carbon dioxide emissions.
It is capable of flying for 100 minutes with a payload capacity of 15lbs (7kgs).
The company says its new drone is five times more energy efficient than traditional lithium battery-powered drones.
Adopting hydrogen technology significantly extends flight times, speed, and payload capacity by removing the need for heavy lithium-ion batteries.
Drones powered by lithium-ion batteries face several challenges, including short flight endurance, low payload capacity, and the need to replace batteries.
Lithium-ion batteries are also associated with negative environmental impacts linked to lithium mining, which results in biodiversity loss, soil degradation, and water shortages.
“We are delighted to bring hydrogen-powered drones to the global market and we are excited to see the expanding range of use-cases across numerous industries,” said Bentzion Levinson, Founder & CEO of HevenDrones.
“Not only do actionable drones add immense value to key areas of our economy and society, but we are working to ensure that this value is compounded by reduced carbon emissions and general energy efficiency by using hydrogen. The H2D55 is our first step towards achieving this vision.”
HevenDrones was founded in 2019, and is based in Mevoh Carmel, northern Israel. | aerospace |
https://www.futurimmediat.net/news/space-perspective-raises-40-million-for-stratospheric-ballooning-system-spacenews | 2024-04-16T07:09:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817073.16/warc/CC-MAIN-20240416062523-20240416092523-00260.warc.gz | 0.962481 | 1,091 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__101096522 | en | With its new $40 million Series A round, Space Perspective says it is fully funded through the start of commercial operations of its stratospheric ballooning system, currently projected to be in late 2024. Credit: Space Perspective
HUNTSVILLE, Ala. — Space Perspective, a company developing a stratospheric ballooning system intended to give people views like those from space, has raised $40 million to fund the company through the start of commercial operations.
Space Perspective announced Oct. 14 the Series A round, led by Prime Movers Lab, a “deep technology” venture capital fund. Several existing investors joined the round, along with new investors LightShed Ventures, a consumer and media VC fund, and Explorer 1 Fund, a new commercial space VC fund.
“We firmly believe that Space Perspective is the best-positioned company to democratize space tourism,” Anton Brevde, partner at Prime Movers Lab and a member of the board of Space Perspective, said in statement. “It’s clear that there is massive consumer demand to explore this final frontier, and we believe Space Perspective will provide the most accessible way for travelers to experience space.”
Space Perspective will use the funding to complete development of its Spaceship Neptune stratospheric balloon system, featuring a capsule designed to carry eight passengers and a pilot to an altitude of 30 kilometers. The capsule will spend two hours at that altitude before slowly descending to an ocean splashdown.
Taber MacCallum, co-chief executive of Space Perspective, said in an interview that the company does not expect to need additional funding before commercial flights start in late 2024. “This is the last venture capital round that we’ll have before commercial operations,” he said. “We are fully funded to get all the way to commercial flight.”
“It really shows the level of investor confidence that we have,” he said. “Being fully funded by essentially your original investor base is a huge vote of confidence.”
Space Perspective performed its first uncrewed high-altitude balloon flight in June, taking a full-size, but not full-weight, capsule mockup to an altitude of 33 kilometers. MacCallum said the company would spend the next year working on the capsule and balloon system, “getting all the pieces together.”
That will be followed by 9 to 12 months of uncrewed test flights, performing “corner case” testing of the vehicle, including safety systems. “That’s something of an open timeframe, because we’re going to keep in that mode until we’re ready to fly people,” he said. Crewed test flights would begin in late 2023 or early 2024, with commercial operations starting in late 2024 from Florida.
“We’d like to move that up,” he said of the schedule. “Getting all of this money now allows us to jump into phases of manufacturing that would have taken other raises to do. We’re really able to run a lot of the development in parallel now.”
Space Perspective says seats for the first year of commercial operations have already been sold, with much of the second year also sold, although the company has not disclosed specific ticket numbers. MacCallum said more than half the ticket sales involve groups who purchased an entire flight, versus individual customers.
Space Perspective is facing competition, though. World View announced Oct. 4 that it was reviving its plans to offer crewed stratospheric ballooning flights. World View said its flights will begin as soon as early 2024, with ticket prices of $50,000 per person, less than half of Space Perspective’s $125,000 list price.
World View was established nearly a decade ago by a group that included MacCallum and Space Perspective’s other co-chief executive, Jane Poynter. “It was a bit surprising,” he acknowledged, adding that his company has already secured its Series A round when World View announced its plans. “It’s surprising but not something that is concerning.”
He was skeptical that World View could offer flights at its current price. “We have spent a long time modeling the operating costs and understanding what it really takes to do this with the best people in the world,” he said. “We’re building what’s going to be a really safe, responsible operation, and that’s what it takes to do this right.”
The company’s selling point is that it offers people one aspect of the spaceflight experience — the ability to see the Earth from a high altitude — less expensively than suborbital or orbital spaceflight options. MacCallum said that flights like Blue Origin’s New Shepard mission Oct. 13, which took Star Trek actor William Shatner and others to suborbital space, help generate interest in his company as well.
“You have people seeing their Star Trek hero in tears over the experience. It helps people get that this is the space perspective, that whole aspect of it,” he said. “What’s happening broadly is fantastic for us.” | aerospace |
https://www.lvivair.com/kopiya-zamoviti | 2022-05-26T15:11:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662606992.69/warc/CC-MAIN-20220526131456-20220526161456-00553.warc.gz | 0.88276 | 250 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__39247425 | en | BOOK YOUR FLIGHT IN A BALLOON
If you want us to call or if you have a question about flying on a hot air balloon or on an aerochute, you can leave a question in a contact form and we will contact you.
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https://www.swissplasticsplatform.com/en/applications/further-applications | 2020-07-06T02:49:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655890092.28/warc/CC-MAIN-20200706011013-20200706041013-00002.warc.gz | 0.85225 | 180 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__75670357 | en | Discover new solutions and input for further applications.
Together with FACC, IWK has developed a composite annulus filler for the next generation of Rolls-Royce jet engines. The part comes as metal…
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http://newsok.com/air-force-colonel-modernization-readiness-are-musts-for-u.s.-military/article/5122024 | 2015-10-04T16:28:07 | s3://commoncrawl/crawl-data/CC-MAIN-2015-40/segments/1443736675218.1/warc/CC-MAIN-20151001215755-00243-ip-10-137-6-227.ec2.internal.warc.gz | 0.955138 | 389 | CC-MAIN-2015-40 | webtext-fineweb__CC-MAIN-2015-40__0__37928575 | en | The future for national security includes a strategic question on how to best use scarce, if not diminishing, funding.
For the U.S. Air Force, the conundrum can boil down to allocating between the needs to invest in modernization and readiness simultaneously. Current funding, however, limits the ability to meet objectives to fully fund the Air Force needs in both areas. To have an Air Force capable in the next several decades to protect America’s national security interests, modernization and readiness investment are essential. However, budget pressures can lead toward choosing one in favor of the other.
Modernization is the primary means of addressing the future challenges that may confront the United States in both the near term and into the distant future. It capitalizes on the technological superiority of the American aerospace industry. It encompasses the acquisition of new weapon systems such as the F-35 fighter and the KC-46 tanker.
It also includes technological advances in space, intelligence, surveillance and reconnaissance systems. These advances are needed in the coming decades where potential adversaries are racing to develop their own capabilities with high-tech systems. Unfortunately, this is an area where it’s difficult to know what level of sophistication will be needed to ensure the U.S. can withstand a future challenge. This can be the most costly requirement in long-range defense planning.
Another aspect of modernization is equally important and impacts capabilities immediately: improvements on existing systems. Older systems such as the B-52, B-1 and the E-3 AWACS, whose program offices at are Tinker Air Force Base, have been significantly improved since their inception decades ago. Improvements to these systems have made such dramatic changes to the effectiveness of these highly valued systems that, except for the outside appearance, they barely resemble the originally produced aircraft. While expensive to keep enhancing these very old systems, it enables immediate capabilities that can deter aggression toward the United States today and into the future. | aerospace |
http://www.sudantribune.com/spip.php?mot2504 | 2014-07-22T21:10:31 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997862711.66/warc/CC-MAIN-20140722025742-00246-ip-10-33-131-23.ec2.internal.warc.gz | 0.913212 | 349 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__166041973 | en | Saturday 19 January 2013
By Tesfa Alem-Tekle
January18, 2013 (ADDIS ABABA) – Ethiopian Airlines said on Friday that it had grounded its Boeing 787 Dreamliners after the US Federal Aviation Administration (FAA) ordered a safety review of the aircraft. Ethiopian (...)
Sunday 28 April 2013
April 27, 2013 (ADDIS ABABA) - Ethiopian Airlines on Saturday resumed flying Boeing’s 787 Dreamliner passenger jets three months after the globe fleet were grounded over the failure of its battery system. An Ethiopian Airlines (...)
Saturday 13 July 2013
July 12, 2013 (ADDIS ABABA) – A fire broke out on an Ethiopian Airlines-owned Boeing 787 Dreamliner passenger jet at Britain’s main airport, London Heathrow, on Friday. No casualties have been reported.
An official at the Ethiopian (...)
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Lack of equity: A cause of many conflicts in Africa2014-07-14 06:05:33
By Francis Ayul Yuar Nyok
July 13, 2014 - It should be kept in mind that Africa crisis is not unique, more or less all the countries of the Sub-Sarah Africa are plague with acute poverty and in (...)
Hon. Both Diu’s legacy hijacked2014-07-14 06:02:06
By Peter Gai Manyuon
July 13, 2014 - The idea of “Federalism” in South Sudan does not emanate from the SPLM-in Opposition nor does it stem from Equatorians (as claimed)but it was first proposed (...) | aerospace |
https://www.skyads.aero/ads/sky-atis-4-m-73-95kg/ | 2019-08-19T03:43:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027314641.41/warc/CC-MAIN-20190819032136-20190819054136-00526.warc.gz | 0.871019 | 268 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__178048181 | en | - City: Penrith
- Country: United Kingdom
- Zip/Postal Code: CA10 3HX
- Listed: May 13, 2019 9:22 am
- Expires: This ad has expired
This wing has done less than 15 hours since bought new in 2013. Flown by ex-senior instructor and comp pilot, so no poor ground handling. The glider is as-new in condition.
Comes with all the original bags etc. The rucksack never used as I have a reversible harness.
Any test flight/inspection welcome. Call Neil on 07989 432462
This is a great glider for a low airtime pilot wanting easy soaring and XC. See here for a great review: http://ziadbassil.blogspot.com/2013/08/sky-atis-4.html
The Atis 4 did really surprised me for the performances it delivers. The SKY designer did an excellent work creating a superb B glider with nothing but simple and elegant design, proving that with normal risers and line configuration excellence can be reached.Hats off !!”
Specs etc here: https://sky-cz.com/en/atis-4-(2013-2014)
102 total views, 2 today | aerospace |
https://armeniaenergynews.com/one-of-many-phrases-of-use-for-starlink-is-that-you-simply-acknowledge-mars-as-a-free-planet/ | 2021-03-03T10:49:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178366959.54/warc/CC-MAIN-20210303104028-20210303134028-00549.warc.gz | 0.956766 | 867 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__104189705 | en | In May 2019, SpaceX launched its Starlink constellation with the launch of its first 60 satellites. To date, the company has launched over 800 satellites and is producing them (starting this summer) at a rate of around 120 per month. By the end of 2021 or 2022, Elon Musk is hoping for a constellation of 1,440 satellites offering near-global service, and perhaps 42,000 providing internet for the entire planet by the end of the decade.
This included the following point in the "Governing Law" section:
“For services that are provided on Mars or on the way to Mars via a spaceship or another colonization spaceship, the parties recognize Mars as a free planet No earthbound government has any authority or sovereignty over Martian activities. Accordingly, disputes will be resolved by self-governing principles established in good faith at the time of Mars's settlement. "
Well … that is certainly a bold statement. And it certainly wasn't a big surprise, as Musk has made it clear that he hopes to start a colony on Mars one day. In addition to starting Mars exploration, establishing a colony on the Red Planet is one of the reasons Musk launched SpaceX in 2001. This is also the purpose of the Starship and Super-Heavy launch system.
On several occasions, Musk has provided snippets of what his long-term vision would be. As he described in January 2020, he hopes to ramp up production of the spacecraft and build 100 per year for ten years to create a fleet of 1000 spacecraft. He estimates that these would be able to carry up to 100 megatons per year, or 100 people per trip, which would happen every 26 months (when Earth and Mars are closest).
After a few decades, he hopes this will lead to the creation of a self-sustaining civilization on Mars with a minimum population of a million men, women, and children. As for the type of government this civilization will have, Musk has in the past expressed his preference for direct democracy, as he did in a 2018 interview during the South by Southwest conference. As he notes in the video above (10 minute mark):
“Most likely, the form of government on Mars would be some kind of direct democracy, where people vote directly on issues instead of going through representative government. When the United States was formed, the only thing that was logistically feasible was representative government because there was no way for the people communicate immediately. "
Communicate immediately? Does that sound like a specific service Musk wants to offer people? After all, Musk has hinted that he hopes to build a satellite constellation around Mars to provide broadband access. And while it sounds like Musk is laying the groundwork for a bizarre social experiment, what he is proposing is not without precedent.
In fact, there is an ongoing tradition that national governments cannot declare sovereignty over space or other planets. According to Article II of the Outer Space Treaty (signed 1968): “Outer space, including the moon and other celestial bodies, is not subject to national appropriation by claim to sovereignty, by use or occupation or in any other way. "
A SpaceX Falcon 9 rocket launches two of the company's test Starlink satellites in February. Image Credit: SpaceX
However, these terms are in stark contrast to what the Governing Law section says about Starlink services on Earth or on the Moon:
"Services provided for, on, or in orbit around planet Earth or the moon are subject to these Terms and all disputes between us arising out of or in connection with these Terms, including disputes regarding arbitration (" Disputes ”), and will be construed in accordance with the laws of the State of California. "
While the other Starlink and Musks ventures are still governed by the law of the land here on Earth, Mars may be a different story. For some, the idea of a business to start a colony inspires all sorts of dystopian fantasies, not to mention some unfavorable historical comparisons. A look at the records of Hudson & # 39; s Bay or East India Company will make everyone think twice!
While Musk certainly likes to think about (and talk about) the future, by then there's so much TBD that speculation about how Mars will be ruled is pretty meaningless!
Further reading: InVerse, Futurism | aerospace |
https://whnt.com/news/leadership-perspectives/nasa-veteran-speaks-on-space-x-artemis-ii/ | 2023-06-08T06:12:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654097.42/warc/CC-MAIN-20230608035801-20230608065801-00310.warc.gz | 0.942782 | 107 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__125180540 | en | Chris Crumbly, a NASA veteran, who is now the CEO of the Institute for Digital Enterprise Advancement (IDEA), spoke with Steve Johnson about the recent Space X launch.
Crumbly talks about what we’ve learned from the explosion that occurred during the recent launch.
He talks about the future of Space X and the future launches that will occur. He also discusses the differences between Artemis I and Artemis II.
You can watch Steve’s entire discussion with Crumbly in the video above. | aerospace |
http://www.b757.info/ | 2018-08-19T19:47:49 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221215284.54/warc/CC-MAIN-20180819184710-20180819204710-00562.warc.gz | 0.945553 | 414 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__208682481 | en | This website has grown over time; on average this site currently gets 60 visits each day! I would like to thank everyone for visiting, and I do appreciate all comments and suggestions; as always photos and info about any 757 is more than welcome.
Production List: ACTIVE (last update Aug 14, 2018) / Photos: 921 active (last update Jun 3, 2018)
I am currently working on updating the UPS aircraft, as UPS has changed titles on their aircraft (just “Worldwide Services” titles now); I also started adding new pictures.
Movements (all movements will be on the Facebook group and the production list):
August 14th: VQ-BKK (c/n 25731) of Aviastar-Tu Airlines ferried Goodyear/GYR-Bangor/BGR-Moscow/SVO August 12th (arrived August 13) on delivery in full c/s.
August 4th: EY-751 (c/n 24965) of Tajik Air ferried Tampa/TPA-Goose Bay/YYR-Riga/RIX August 4th (arrived August 5th); after maintenance?
Jul 28th: TACV Cabo Verde Airlines was renamed Cabo Verde Airlines May 2018; this along with a new logo.
July 5th: G-DHKP (c/n 32398) rgd to DHL Air Ltd. July 2nd; aircraft is ex N178AA of American Airlines; aircraft performed a local test flight at Jacksonville/VQQ as DHK20Z July 5th.
May 29th: TF-ISX (c/n 30179) of Icelandair ferried Keflavik/KEF-Norwich/NWI as ICE6050 May 27th; for repaint; aircraft is ex-Arkia Boeing 757-300.
If you are interested in more news, movements and/or photos, please join my Facebook group. | aerospace |
http://www.surclaro.com/fsdownload-detail-16923.html | 2015-11-30T11:36:01 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398461529.84/warc/CC-MAIN-20151124205421-00355-ip-10-71-132-137.ec2.internal.warc.gz | 0.785419 | 181 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__90128821 | en | Filesize 67 MB Space Shuttle Expansion for MS FSX 664MB. KEY FEATURES. FSX and FS9 versions available All six Space Shuttle Orbiter vehicles models and textures. . OV101 Enterprise OV102 Columbia lost during STS107 OV099 Challenger lost during STS51L OV103 Discovery OV104 Atlantis OV105 Endeavour High resolution Commander view 2D Panel HUD Exterior Model Animation Control Panel Simicons Panel Radio panel GPS panels 33 Custom Model Animations Highly detailed 3D Virtual Cockpit VC of the Flight Deck with Aft Crew Station Mid Deck with Airlock Payload Bay 238 Custom 3D Animations in the VC 3D flight instruments VC High resolution textures ...
Quality add-on from our Flightsim Shop
FS2004 B757 panel configured by Francisco Silva8.00 of 10 over a total of 1 reviews
1 user opinions | aerospace |
https://www.esky.com/flights/ci/bru/ci/var/al/fr/brussels-varna-ryanair | 2019-02-22T19:03:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247522457.72/warc/CC-MAIN-20190222180107-20190222202107-00447.warc.gz | 0.741198 | 118 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__207835454 | en | For the cheapest flights to Varna book 55 days before departure.
The most popular airlines on the route Brussels - Varna: Austrian (OS), Thomas Cook Airlines Belgium (HQ), Turkish Airlines (TK).
The cheapest flights are on the route Charleroi (CRL) - Varna Airport (VAR).
Direct flights last about 2h 50min.
Direct flights available 5 days a week - Monday, Tuesday, Wednesday, Thursday, Saturday.
Direct flights: Thomas Cook Airlines Belgium (HQ), TUI fly Belgium (TB), Ryanair (FR). | aerospace |
https://www.cheapflights.co.uk/flights/Dallas/Humberside-HUY/ | 2022-08-12T09:35:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571597.73/warc/CC-MAIN-20220812075544-20220812105544-00672.warc.gz | 0.882073 | 258 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__123793585 | en | How to find the cheapest flight from Grimsby (HUY) to Dallas (DFW)
All the information you need to plan the best HUY to DFW flight in 2022: compare Grimsby to Dallas flight prices with the expected peak season, weather and rainfall in Dallas.
When is the cheapest time to fly from Grimsby to Dallas (HUY - DFW)?
When flying from Grimsby to Dallas, the time of day you decide to fly out makes little to no difference towards the overall price you’ll pay on tickets.
Related info for your journey
Useful info, stats and facts about <span class="emphasized">Grimsby</span> to <span class="emphasized">Dallas</span> flights.
From Grimsby to Dallas
What airport do you fly from for flights from Grimsby to Dallas?
Located just 11.0 mi from the city center, Grimsby Humberside is the airport most travelers will use when flying to Dallas from Grimsby. Booking flights from Humberside (HUY) to Dallas should be relatively easy as there are 0 daily outbound flights to Dallas from 2 different airlines. | aerospace |
http://www.aerologic.com/M2website/texts/Wing%20geometry.htm | 2022-12-07T14:23:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711162.52/warc/CC-MAIN-20221207121241-20221207151241-00724.warc.gz | 0.972892 | 3,016 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__245951883 | en | The wing of the first airplane I designed, Melmoth, had a constant chord of four feet. It consisted basically of two four-by-four foot panels on each side of the fuselage, four feet being a standard width for aluminum sheet. The center portion, about 12 feet in span, had no dihedral; the outer panels had eight degrees. There was no washout. The wing geometry was taken, essentially unchanged except for the airfoil, from the Thorp T-18, in large part because John Thorp was a friend, allowed me to use the metal-forming equipment in his Sun Valley, California shop, and answered my questions during morning palavers over coffee and bear claws at a place called Mr. C's. I figured that what had worked for him would work for me.
That I copied a wing design from another airplane shows what an arbitrary and irrational process airplane design can be (and often is). That the airplane was successful in spite of the wing's not really being optimized, or even appropriate, for its mission shows that rationality can sometimes be dispensed with.
Melmoth had a very long cruising range, more than 3,000 sm, which was achieved not by the conventional avenue of a high lift-drag ratio, but by the mere provision of a lot of internal tankage. Tip tanks holding 35 gallons each supplemented wing tanks holding 42 each. Melmoth flew from Cold Bay, Alaska to Sapporo, Japan, 2,650 sm, in 1976 with two souls and lots of baggage aboard, and landed with 23 gallons remaining. The flight took 14 hours and 45 minutes.
Around 1979 I discarded the tip tanks and replaced the outer wing panels with ones of eight-foot length, increasing the span to 28 feet. The result was undiminished range and speed and increased rate of climb and performance at high altitude. (Since I had also recently installed a turbocharger, high-altitude performance had begun to matter to me more than it had before.) The span increase was structurally possible because the main spar was originally designed for acrobatic load factors.
I began building a new composite fuselage for Melmoth 1 in 1981, because my companion Nancy and I were about to have a baby and it seemed as if we were going to need a larger airplane. I also craved a new project, and I was then laboring under the delusion that composite airplanes were easier and quicker to build than metal ones. I could of course merely have stretched the existing airplane by inserting a plug in the fuselage, and I did do some design work on that idea. Here's what it looked like in a doctored photograph:
But I wanted to experience composite construction, and so I decided to build a completely new fuselage instead. Making a fuselage from scratch had the collateral advantage (I thought) that I would not have to ground the airplane for as long as I would if I were cutting the metal fuselage apart.
Maybe, on the other hand, I should have just cut the old one apart after all, because then, perhaps, it would not have been holding short of the right runway at Orange County Airport on the afternoon of July 16, 1982, just in time to be hit and chopped to pieces by an out-of-control Cessna attempting to land on the left.
The destruction of Melmoth 1 meant that I now needed to design a new wing to go with the new fuselage and empennage that were already under construction.
By the time I designed the wing for what was now Melmoth 2, the fact that wingspan per se is an asset to an airplane had finally sunk in. In fact, although we usually talk about aspect ratio -- the ratio of the span to the average chord -- as the essential attribute of highly efficient airplanes like sailplanes, it's really absolute span that most strongly affects efficiency. (Efficiency here means getting the most pound-miles and the greatest rate of climb for the least power.) Drag does too, of course, and since sheer surface area produces drag, it's desirable to have the smallest possible wing area combined with the largest possible span -- in other words, a high aspect ratio. But it is span, pure span, that affects the price in drag that an airplane pays to produce lift, and that price is about half of the total drag around the airplane's speed for best rate of climb and best range (about 40% above the clean stalling speed).
To investigate the effects of span on performance I used a computer program based on one given me in the late 1970s by Burt Rutan. For the airplane I wanted to build, which was basically Melmoth all over again but with four seats, it turned out that by the time the span approached 40 feet the improvement to be expected from adding yet more had become negligibly small. In fact, at a certain point additional span has a negative impact because it increases both weight and wetted area. As far as I could tell, at around 37 feet the wing was about as efficient as it was going to get. I settled on a span of 35 feet, based on the width of the hangars at the airport where I expected to be based.
To give you a sense of the diminishing returns to be had from increasing span, here is a plot of wingspan against the calculated variation of L/D ratio, maximum rate of climb, and fuel flow required to maintain a true airspeed of 200 mph, for Melmoth 2 at 17,500 feet. (These numbers do not take into account any drag or weight penalty for increasing span.) You can see that fuel flow and rate of climb donít improve by much once the span is 35 feet or more.
It may seem paradoxical that the L/D ratio continues to increase, but fuel flow does not diminish at the same rate. The principal reason is that the fuel flow figures are taken not at the best L/D speed but at a much higher speed, where the impact of increasing span is smaller.
Having determined a span, I now had to fix upon a planform -- the shape of the wing as seen from above. I did not want to increase the wing area beyond Melmoth's, which had varied from a minimum of about 87 square feet (fair tips, no tanks), through 94 (tip tanks), up to 112 (extended outer panels). I was prepared for the wing loading to rise to 28 lb/sq ft at high operating weights, which would be encountered only very seldom. For comparison, most four-seat general aviation airplanes have wing areas of about 160-180 square feet and maximum wing loadings of around 20 lb/sq ft.
There were several design criteria. One was undiminished range, which meant that either the fuel capacity had to stay in the vicinity of 140-150 gallons or the efficiency had to increase sufficiently to compensate for a lesser capacity. Another was sufficient section depth near the root to accommodate the retracted landing gear without any protrusion. I was planning to use the main gear struts and the retraction linkage from a Piper Cherokee, although they would have to be modified considerably. The section depth requirement meant that the root airfoil would have to be thick; I set 18% as an arbitrary maximum. Even so, the Cherokee half-forks and 600x6 tires were too thick -- about 10 inches -- to fit inside the wing, and I decided to enclose them beneath the seats; but the swing of the retraction linkage still demanded a certain section depth within the wing itself.
In order to be able to transport the dismantled airplane more or less conveniently, I decided to build an 8-foot-wide stub section into the fuselage. The landing gear would be mounted in that section, so that the airplane would stand on its gear even with the wings removed. The gear track would be about seven feet -- rather narrow, but not unacceptably so. I have had no reason to regret this decision.
After experimenting with various configurations I decided on a double-tapered planform with a kink in the leading edge two feet out from the side of the fuselage. This arrangement allowed the top of the inboard panel -- the part that would be built integral with the fuselage -- to be straight and horizontal -- a convenience, since the seats would rest on top of this section.
The root chord is 52.3 inches, and the chord at BL48.000 (buttock line 48 -- 48 inches from the plane of symmetry) is 44 inches. The tip chord was originally intended to be 20 inches. There was some risk that the taper ratio would be excessive, because the aerodynamic effectiveness of an airfoil is affected by its size, and by the time you get down to 20-inch chords you start to encounter a noticeable loss of maximum lift. The tip airfoil was optimized for good lift at low speeds, and the stall, though not friendly, is not vicious either.
The airfoils were designed by John Roncz, who was doing airfoil design work for Burt Rutan at the time and whom I had come to know through my friendship with Rutan. The foils are of the laminar flow variety, the root section being slightly reflexed in order to harmonize with the fuselage flow field. The section at BL48 is called SODA (for Stamp Out Drag Airfoil) and the 13% thick tip section is POP (Peter's Outboard Profile). Roncz brings a whimsical touch to his airfoil naming; he once responded to a request for an airfoil with an unusual amount of thickness far aft with OSPITE -- Olympic Swimming Pool In Trailing Edge. The sections he designed for M2 are similar to those used on Rutan's Catbird, an airplane in some ways akin to mine.
Roncz was of the opinion that designers tend to use too much twist. Having no clear opinion of my own on this subject I deferred to his, and provided the wing with comparatively little twist. The root incidence is 2.00 degrees; at BL48.000 the incidence is 0.5 degrees, and it is -0.83 degrees at the tip. The purpose of twist is to delay the stall of the outer panels and maintain aileron effectiveness, so that the airplane does not roll off suddenly at the stall. Often, however, twist fails to produce a sufficiently tame stall, and sharp leading-edge "stall strips" are added to trigger the stall inboard. This seems to be the case with my wing, but I have not yet turned my attention to the problem of getting nice stalling characteristics.
The dihedral angle of 3.17 degrees was something of a stab in the dark, related more to the geometry of the tapered spar than to any sort of refined aerodynamic calculations. Although I found support for it in a chart in Perkins & Hage, a classic aerodynamic text, most people seemed to think it was not enough, and they were right. Anticipating that an adjustment to the dihedral effect might be required, I had originally built the wings with a span of 400 inches rather than the intended 420; in the spring of 2004 I added tapered tips, swept 45 degrees and turned up 30 degrees, which increased the span to 430 inches and remedied the deficiency of dihedral effect. The chord at the extreme tip is now six inches and the airfoil there is an uncambered NACA 0009. Some doubts were voiced about the suitability of an uncambered airfoil for the wingtip, but it seemed to me that since the lift coefficient at the tip is zero anyway, it didn't make much difference what airfoil section was used, or whether it had camber or not.
Excepting the portion of the centersection aft of the main spar where the landing gear is mounted, the wing is entirely an integral fuel tank from 5% of chord to 70%. Its volume is about 71 gallons on each side, of which three are unusable when the airplane is in a 15-degree nose-up attitude. The spar, located at 31% of chord, has no sweep. The aspect ratio is 12.8.
Geometric aspect ratio is one thing, effective aspect ratio another. The ratio between them is called e, or "Oswald's efficiency factor." An untwisted elliptical wing free of Reynolds number effects should have an e of 1.0, but 0.8 is a more typical value. The losses are due to deviations from the ideal elliptical lift distribution, and in the case of Melmoth 2 are exaggerated by the large size of the fuselage in relation to the wing. There are various ways of calculating span efficiency. A simple texbook formula makes Melmoth 2's quite low -- about 0.65 or less. Analyzed alone, however, the wing has an e of about 1.0. At first I accepted this discouraging result, but flight experience showed persistently better performance at low speed than such a low value of e would suggest. Panel code analysis of the complete airplane (but without the wingtip extensions) using CMARC yields values, varying with angle of attack, between 0.8 and 1.0.
The minimal dihedral, although aerodynamically acceptable once the upturned tips were added, is a potential cause of problems with fuel distribution. If the airplane is fueled on sloping ground, or if one wing is filled disproportionately, so that its oleo compresses much more than the other's, fuel may run outboard, further exaggerating the imbalance. To fully fuel the airplane, it would be necessary to add fuel by 10- or 15-gallon increments, moving back and forth until both tanks are full.
Prior to the installation of flaps and ailerons, each wing, excluding again the centersection, weighed 52 pounds. The skin is a sandwich, carbon on the inside and glass on the outside, with a quarter-inch thick core of two-pound Divinycel foam. Carbon sandwich ribs are spaced about two feet apart. The single main spar, a channel with forward-facing caps, is entirely carbon. The stub spar that is built into the fuselage is a carbon I-beam. The spar splice between the outboard panel and the fuselage stub consists of a 24-inch overlap secured by three 3/8-inch close-tolerance bolts at the inboard end and four at the outboard end. The bolts are in steel bushings and the faying surfaces have flush aluminum surface plates laminated into the spars. | aerospace |
http://icaea.pata.pl/?lang=_eng&opis=news&poczatek_news=48 | 2019-12-12T10:52:59 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540543252.46/warc/CC-MAIN-20191212102302-20191212130302-00055.warc.gz | 0.899194 | 209 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__49588655 | en | N e w s
PANSA (the Polish Air Navigation Service Provider) and the International Air Transport Association (IATA) have agreed to work together with other aviation stakeholders to develop a National Airspace Strategy (NAS) for Poland.
PANSA (Polish Air Navigation Services Agency) and the Lithuanian ORO Navigacija, signed today a memorandum of cooperation with the Ukrainian air traffic agency UkSATSE.
„IFISA SEMINAR” is the biggest annual meeting of such sort in the FISO field in the world. This is the only event that allows the meeting of FIS and AFIS fields from around the world in order to exchange information, experience and set further actions of IFISA organisation that promotes the unification of the rules, supporting initiatives aimed at improving the functionality of FISO in different parts of the world.
Architectural design studio DEDECO will be responsible for the design of the Polish Air Navigation Services Agency new headquarters and campus in Reguły town. | aerospace |
https://www.mueses.com/blog/droning-really-hard | 2019-08-17T15:05:32 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027313428.28/warc/CC-MAIN-20190817143039-20190817165039-00393.warc.gz | 0.96518 | 632 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__12332421 | en | Flying a drone or UAV (Unmanned Aerial Vehicle) is really hard!
When you see YouTube videos of people flying their drones at the beach, in parks, and around neighborhoods; it seems really easy.
The truth of the matter is that there are so many factors to consider that when you finish flying for the first time, you are a nervous wreck!
When the drone came out, I was really excited and saw myself using this for this blog and a future YouTube channel, in the works.
I was seeing myself maneuvering this UAV around parks and wooded areas with ease and in complete control.
Then reality set in...
Factors, Factor, Factors
The drone(s) come configured in Beginner mode. Is a modality that has been configured to protect yourself and the drone.
It is meant to help you learn how to fly and maneuver the drone without harming yourself, the drone or anybody else.
It’s also severely restricting.
There is the problem of restricted/No-Fly Zones, here in Connecticut where I live and more so around the city of Bridgeport. The whole area, including parks, beaches, recreational areas, etc, are completely restricted or there are advisories that pop up every minute.
Then, there is the problem of the flight time allowed by the batteries. Drones like the DJI Spark have a flight time of 12 minutes (depending on the enabled features) per battery. I purchased the flight-more kit, which comes with two batteries and the charger (batteries take around 40 minutes to fully charge) but they didn’t seem to be enough.
All this plus the newbie flying the drone and his nervousness to crash the drone, lose it in the trees, getting stopped by the authorities, and who knows what else.
I got a headache...
Am I really Flying this Thing?
Nevertheless, I am hooked! I can’t find a place to fly it, but I am so desperate to learn and to fly the thing, that I am almost willing to risk flying in some dubious areas. I am really scared, but I think I can pull it off if I don’t attract too much attention, that is!!
I am not flying (initially) at the allowed 1.2 km that this UAV can fly. I just want to go up. Straight up and take pictures. Maybe some video.
I want the thing to follow me. I want it to go between the trees and follow the path into the woods.
The drone started to follow me, but there was some stupid setting (probably that beginner mode!) that didn’t allow me to start recording video. Only still pictures.
Back to the drawing board. I need to study the online training. Need to get better at this. I want it!!
But it’s really hard...
Don’t believe the hype. Droning is not easy. Maybe once you had some flight hours under your belt, but not when you are starting. | aerospace |
https://sturgeonshouse.ipbhost.com/tags/mitsubishi/ | 2021-05-06T21:56:45 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988763.83/warc/CC-MAIN-20210506205251-20210506235251-00181.warc.gz | 0.990309 | 163 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__158961019 | en | Search the Community
Showing results for tags 'mitsubishi'.
Compared to the most well known Japanese fighter of World War 2, the A6M “Zero”, the J2M Raiden (“Jack”) was both less famous and less numerous. More than 10,000 A6Ms were built, but barely more than 600 J2Ms were built. Still, the J2M is a noteworthy aircraft. Despite being operated by the Imperial Japanese Navy (IJN), it was a strictly land-based aircraft. The Zero was designed with a lightweight structure, to give extreme range and maneuverability. While it had a comparatively large fuel tank, it was lightly armed, and had virtually no armor. While the J2M was also very lightly built, it wa | aerospace |
https://www.abc57.com/news/charter-plane-crashes-in-northern-michigan-no-body-found | 2022-09-27T20:24:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335058.80/warc/CC-MAIN-20220927194248-20220927224248-00499.warc.gz | 0.963976 | 202 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__246120299 | en | Charter plane crashes in northern Michigan
OSCODA TOWNSHIP, Mich. (AP) — Authorities believe human remains found at the site of a wrecked plane in rural northern Michigan are a pilot from Florida reported missing some hours earlier.
Federal Aviation Administration spokesman Tony Molinaro says the wreckage of a Beechcraft Super King Air BE20 aircraft was located Tuesday morning several miles west of Oscoda Wurtsmith Airport in Iosco County's Oscoda Township, about 130 miles north of Detroit.
Molinaro says the plane crashed under unknown circumstances, and only the pilot had been aboard.
Michigan State Police Sgt. Pete McNamara says runway lights were activated at the airport by the pilot but no plane landed. He says the 10-seat, twin-turboprop plane was a Kalitta Air charter from Ypsilanti. The wreckage was found in a wooded area.
McNamara identified the pilot as an Orlando, Florida, man. | aerospace |
http://photorecon.net/how-aviation-helps-us-to-prepare-for-the-big-one/ | 2023-01-29T09:46:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499710.49/warc/CC-MAIN-20230129080341-20230129110341-00759.warc.gz | 0.948187 | 2,211 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__217823659 | en | How Aviation Helps Us to Prepare For the “Big One”
A week-long travelling road show (well, actually a travelling air show) began a five-state presentation at Rhode Island’s Quonset State Airport on May 6th, 2019. The event took a multi-faceted approach to hurricane preparedness; it offered education on the subject to and from local emergency management officials, as well as giving around five hundred local students in Grades 4, 5 and 6 an introductory look at the art and science of hurricane forecasting.
Plus, a pair of Hurricane Hunter aircraft were on hand for tours and for the chance to talk with actual crew members about the “hows and whys” of flying into a hurricane!
The yearly Hurricane Preparedness Tour has stopped in Quonset, Rhode Island before, and in the nearby Cape Cod region of Massachusetts too. This presentation attracted emergency management officials not only from Rhode Island, but from southern New England as well. Federal, state and national organizations were well represented; officials from agencies and organizations like FLASH (Federal Alliance for Safe Homes), FEMA (Federal Emergence Management Agency), American Red Cross, Southern New England SKYWARN, the National Hurricane Center – whose director Kenneth Graham was on hand – and the National Weather Service’s Boston Office (now located in Norton MA) all had representatives speak about and/or present written information about the hazards of tropical storms and mitigation strategies. Television stations from all three states broadcast live news segments from the event at various times throughout the day.
A lot of emphasis about storm hazards was placed on localities close to the Atlantic Ocean and those near rivers which can flood catastrophically, tending to be close to sea level. Sobering numbers told of the hazards of water – flooding and storm surge (not winds) account for close to 90% of all storm related fatalities. Most fatalities occur during a Category 1 storm, or even lower… drownings from flooding is the culprit again.
While the presentations during the day had many powerful messages to offer, the two aircraft on the Quonset Airport ramp spoke volumes too. Their crews spoke about their duties, and how they and their aircraft act as tools for meteorologists and scientists who work to pinpoint the landfall of storms, and where the most impact will be felt. It costs local and federal governments upwards of $1 million dollars for each mile of shoreline evacuated in a storm’s path. As you can guess, narrowing down the area where a tropical storm or hurricane will make landfall can save millions of dollars in emergency aid that could be used better in the aftermath of a storm.
While the two aircraft on hand have overlapping capabilities, they really do have different missions during a tropical storm or hurricane. The Air Force Reserve’s 53rd Weather Reconnaissance Squadron (WRS) is the sole unit tasked with the actual hurricane reconnaissance mission within the entire U. S. Air Force (real time information). The National Oceanic and Atmospheric Administration operates three specialized aircraft to help scientists study a multitude of scientific avenues for understanding hurricanes and other weather phenomena, and for forecasting the near future (up to a few days out).
The WC-130J Hercules that the 53rd WRS operates is a stock military C-130 transport, only the weather radar in the nose has been tweaked for a finer presentation of the weather conditions ahead of the aircraft. Tornadic activity occurs more frequently in thunderstorms closest to the eye of the storm. It is not beefed up with a stronger structure to withstand severe conditions, rather the crew member who is the weather coordinator works with the pilots and navigator to avoid the most serious weather conditions that could be encountered using the on-board radar. It operates as a sort of low-altitude weather satellite, filling in weather data that’s not available in some areas due to a weather satellite’s position, and other times it collects more detailed information as to winds, humidity and storm track that satellites can’t collect.
Other interesting facts about this Hurricane Hunter are:
The WC-130 is staffed with a navigator while other Air Force C-130Js have done away with this position. Due to its mission, the aircraft operates in Oceanic airspace a lot, and this helps the pilot and copilot focus solely on flying the plane, rather than sharing navigation duties as is the case in other C-130Js.
The Herc will penetrate an eye wall (closest weather to the eye of the storm – and home to most of the severe flying weather of the storm) at around 180 knots, and try to go perpendicular to the winds and cloud columns found there. These parameters allow for the least amount of stress on the airframe and crew with the shortest amount of flying time in the most turbulent part of a hurricane.
The aircraft on display was fresh out of an overhaul, and the paint was pristine. A crew member noted that after flying through a few storms, chips from heavy precipitation and hail are normally seen.
The WC-130s operate from their home at Keesler AFB, in Biloxi Mississippi. There have been times when a crew departed Keesler just in front of a storm, and knew that their homes and especially their families were about to be struck by a hurricane… yet they did their jobs for the good of all residents in the storm’s path.
Endurance can be 10 to 12 hours per flight, with transit time figured. Some crews reposition to be closer to a storm before beginning their weather reconnaissance. Crew is usually five – a pilot, copilot, navigator, flight engineer and weather coordinator.
Dropwindsondes – ejected from a spring-loaded chute the belly of the aircraft, transmit temperature, humidity, wind and air pressure readings about every second. Slowed by a parachute, it drops around 25oo feet per minute, and after it hits the water, about 90 percent of the foot and a half long structure dissolves. The WC-130J’s weather coordinator checks the data to insure it appears to be useful, and then it is data linked to the National Hurricane Center to be used in models and data bases for storm forecasts. Four radiosondes can be launched and active at the same time, their normal usable lifetime is about four minutes. One common aim for most flights is to pinpoint the exact center of the storm, and those conditions at that point.
The normal altitude of a Hurricane Hunter mission while in the storm is 10,000 feet Mean Sea Level, although missions with lower altitudes have been flown. With waves reaching 30 – 40 feet in height, a radar altimeter couldn’t help an aircraft to maintain a certain altitude above ground level in these cases.
NOAA’s WP-3D Orions were built for NOAA in 1975, there are only two of these purpose-built aircraft. Although they can and will penetrate a hurricane in a similar fashion to the WC-130, the aircraft’s mission is to offer science the chance to explore and perform research on a storm… thus up to a dozen additional scientists and meteorologists can carried aboard, into the storm.
The WP-3Ds have been rebuilt recently, with brand new wings and beefier engines that give slightly more power than the original models. One crew member said they should be operational for another fifteen years.
The three NOAA hurricane hunting aircraft are named after Muppett characters – Kermit the Frog visited Quonset, while the other WP-3D is named Miss Piggy. A Gulfstream IV is named Gonzo, after the radome nose of the jet and its similarity to a beak. A Gulfstream G-550 jet is being fitted out too, but the name of the aircraft hasn’t been released yet. The Gulfstream(s) perform their duties in the 45,000 foot altitude range, not down in the WP-3’s altitudes.
A vertically scanning Doppler radar is fitted to the tail of the turboprop, which can slice through columns of wind and rain for scientific research. A large belly pod carries weather radar too. There are almost a dozen work stations within the aircraft’s cabin that can be configured for crew and visiting passengers to work with the various instruments and radars aboard.
The WP-3 penetrates an eye wall of a hurricane at around 210 knots, again basically perpendicular to the wall cloud.
The WP-3 had numerous stickers (otherwise known as “zaps”) on the back wall inside the cabin, from news networks, military organizations and places it has been. Outside on the fuselage, aft of the rear stairway, a tally of the storms and countries the aircraft and its crew had operated from is displayed… including 110 storms and 35 countries besides the U.S..
An array of laser instruments is mounted on the left wing outboard of the engines… this allows for particle and aerosol measurement and detection with a storm’s clouds.
Apart from aviation knowledge, we attendees learned much about hurricane preparedness. Here’s a brief set of ideas to keep in mind before a storm hits… Recommended preparations for an upcoming storm now far exceed just checking your batteries for flash lights and radios, etc. The biggest point which was made by officials were for families and localities to have a plan and stick to it. An interesting note, Massachusetts was the first state to comprehensively plan for disasters like hurricanes.
Some major concerns that should be addressed before a storm hits include:
1) Personal safety – how will you evacuate, and where?
2) Family preparedness – Build a disaster supply kit. Also, plan how to meet after a storm (remember that cell phone towers may be damaged – so plan an alternate means of communication).
3) Financial security after the storm, from money for repairs to Flood Insurance – have an Insurance check-up.
4) Being up to date with building codes ahead of a storm – strengthen your home to withstand wind and flood damage.
5) After you’re safe and secure, definitely plan on how to help your neighbors too.
So in closing, before “the big one” storm hits, you should be prepared… and this presentation not only dealt with precautions, but how forecasters can predict where and how severe a given storm will be. Aviation plays a big part in collecting data to help predict the severity of storm conditions in the days before a storm makes landfall, and a few of the tools (specialized aircraft) and their crews used to collect information were on hand.
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https://conservativecircle.org/forums/topic/american-airlines-flight-deplanes-on-taxiway-in-ny-due-to-passenger-behavior/ | 2021-10-18T14:51:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585203.61/warc/CC-MAIN-20211018124412-20211018154412-00449.warc.gz | 0.984043 | 271 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__239038901 | en | An American Airlines flight underwent an emergency evacuation on an airport taxiway Saturday in New York “in response to passenger behavior near the end of the flight,” according to Republic Airways.
The American Airlines flight was operated by Republic Airways.
A spokesperson for the company said that the aircraft landed at LaGuardia Airport in Queens, N.Y., a borough of New York City, and conducted an “emergency evacuation.”
Austin noted that the passenger was taken into custody as first responders and law enforcement met the aircraft after it deplaned. He noted that there were four crew members and 78 passengers on the flight.
CNN reported that, according to the airline, the flight was coming from Indianapolis, Ind., to LaGuardia.
A senior law enforcement official who was aware of the details of the incident told NBC New York that crew members on the flight confronted the passenger, who was reportedly acting unruly during the flight and may have had a device on him. An emergency was signaled via radio by the pilot so that upon landing, officials would be prepared to act immediately.
Authorities claim that no serious threat appeared to be found toward the flight crew members, passengers or the plane and that the aircraft had since been swept, according to NBC New York.
You must be logged in to reply to this topic. | aerospace |
https://www.aviationarthangar.com/avarthatuaib.html | 2020-02-24T14:02:28 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145960.92/warc/CC-MAIN-20200224132646-20200224162646-00505.warc.gz | 0.948136 | 1,099 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__37019761 | en | Richard Taylor is widely recognized as one of the best exponents of pencil work in the aviation art industry and a very limited number of both RED TAIL PATROL and THE TUSKEGEE AIRMEN will be issued with an individually hand drawn single or DOUBLE sized original pencil remarque, direct from Richard’s studio. Each exquisite remarque will be completed as an individual pencil drawing and numbered to match the main print. Both are then issued within full conservation matting to include a pair of museum quality reproduction US Air Force Pilots Wings, creating a highly desirable tribute to the FIGHTING RED TAILS!
* Review the Rules and Details page for exclusions by logging in to your Rewards account.
P-51’s of the famed Tuskegee Fighting Red Tails wind down at their airbase in Italy after a gruelling long range Bomber escort mission over occupied territory.
Limited Edition & Artist's Proof
Lieutenant Colonel LEO R. GRAY – graduating in one of the final classes from Tuskegee Air Field he joined the 100th FS, arriving in Italy on March 14, 1945, quickly having a close encounter with two Me-262s while escorting home a damaged P-38. Flying on long range escort missions in P-51's, he also flew P-40s and P-47s in combat.
Lieutenant Colonel GEORGE E. HARDY – after graduating from Tuskegee Army Air Field he joined the 99th FS, 332nd FG at Ramitelli, Italy in 1945, and flew 21 combat missions in the P-51 Mustang on bomber escort duty and fighter sweeps. During Korea he flew 45 combat missions in B-29s, and during the Vietnam War flew 70 combat missions in AC-119K gunships.
Second Lieutenant LOWELL STEWARD – entering the Tuskegee flight school in July 1942, he was posted to Europe to join the 100th FS, 332nd FG flying P-51s. During his service Lowell flew 143 combat missions with the 100th Fighter Squadron on Bomber Escort and low level strafing missions remaining in the service until July 1946.
Lieutenant Colonel WILLIAM H. HOLLOMAN – from September 1944 he flew P-51s in Italy with the 99th FS, 332nd FG and after the war flew P-47 Thunderbolts with the 301st FS. During the Korean War he served as a MATS pilot evacuating wounded soldiers and during this time became the first black helicopter pilot in the US Air Force. After becoming an airline pilot he was recalled to active duty in 1966, serving in Vietnam and Europe, and amassed nearly 17,000 flying hours.
Lieutenant Colonel ALEXANDER JEFFERSON – he flew P-51's with the 332nd FG at Ramitelli, Italy, on long range escort missions for B-17 and B-24 bombers. On August 12, 1944, three days prior to the invasion of Southern France, he was shot down by ground fire while strafing coastal radar installations, spending the rest of the war as a POW, and was liberated by General Patton’s 3rd Army. On his return to the USA he became an instructor at Tuskegee Field.
Tuskegee Edition - Signatures above plus:
Colonel CHARLES McGEE – he shipped out to Italy in December 1943 to join the 302nd FS, 332nd FG and flew missions in North Africa, Italy and Germany, scoring his first victory on 24 August on the Ploesti raid, notching up two more by the end of WWII. After the war he commanded fighter squadrons throughout the United States, Italy, the Philippines and Germany, logging up more than 6,100 hours in 409 combat missions spanning World War II, Korea and Vietnam. Serving in the armed forces for 30 years he holds the record of flying more combat missions than any other USAF pilot in history.
Lieutenant Colonel WILLIAM WHEELER – volunteering for the Army Air Corps he qualified from Tuskegee Air Field in 1943 and joined the the 302nd Fighter Squadron, 332nd FG in Italy. Flying numerous Bomber Escort and low level strafing missions, he is credited with destroying three enemy bombers on the ground.
Lieutenant Colonel CHARLES LANE – joining the Cadet Corps at Tuskegee in 1943 he joined the 99th Fighter Squadron in Italy in 1944 after qualiying. Flying P-47s and then P51-s he completed 26 combat missions in WWII and went on the serve a total of 27 years in the US Air Force flying fighters and B-52 Bombers.
Staff Sergeant JAMES SHEPPARD – enlisting in theAir Forcein October 1942 he was assigned to the 332nd Fighter Group as an Aviation Maintenance Technician moving with the unit to Italy in 1943. He serving with the 100th FS and later with the 301st FS in Europe as a mechanic and as a highly respected Crew Chief.
Lieutenant Colonel HOWARD BAUGH – joining the 99th Fighter Squadron in Sicily in 1943 and flew P-40s and P-51s escorting B-17 and B-24 formations and low level strafing attacks on artillery batteries, truck convoys and radar installations. Flying a total of 135 operational sorties he shared in the destruction of an Fw190. | aerospace |
http://fhs.diva-portal.org/smash/record.jsf?pid=diva2:552632 | 2017-01-20T12:04:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280834.29/warc/CC-MAIN-20170116095120-00205-ip-10-171-10-70.ec2.internal.warc.gz | 0.773517 | 327 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__79554876 | en | Sweden - Aeronautics RTD Programme and Research Agenda
2012 (English)In: Proceedings of the Sixth European Aeronautics Days: Innovation for Sustainable Aviation in a Global Environment / [ed] Dietrich Knörzer, Joachim Szodruch, Amsterdam: IOS Press, 2012, 432-436 p.Conference paper, Presentation (Refereed)
The Aeronautics RTD programme in Sweden was in the past dominated by the needs for the development of military aircraft and this programme is still continued to support the Gripen but with a lower level of effort. The national Aeronautical Programme (NFFP) started in 1994 and is now in its fifth phase (2009-2012). Its objectives are to: (i) strengthen Swedish competitiveness; (ii) strengthen the capability to participate in international research cooperation; (iii) support Swedish Armed Forces.
Place, publisher, year, edition, pages
Amsterdam: IOS Press, 2012. 432-436 p.
Engineering and Technology
Research subject Militärteknik
IdentifiersURN: urn:nbn:se:fhs:diva-2801DOI: 10.3233/978-1-61499-063-5-432ISBN: 978-1-61499-062-8OAI: oai:DiVA.org:fhs-2801DiVA: diva2:552632
Sixth European Aeronautics Days, Madrid, 30th March to 1st April, 2011 | aerospace |
https://mknewslink.com/several-people-feared-dead-after-ethiopia-airlines-plane-crushed/ | 2023-12-09T09:20:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100873.6/warc/CC-MAIN-20231209071722-20231209101722-00466.warc.gz | 0.944641 | 232 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__84516749 | en | Several people are feared dead after an Ethiopian Airlines flight with 149 passengers and eight crew members on board crashed this morning south of Ethiopian Capital Addis Ababa, according to official reports.
The Boeing 737 was on a regular scheduled flight to Nairobi, Kenya from Addis Ababa whereby it took off at 8:38 am local time, but lost contact at 8:44 am.
Ethiopian Prime Minister Abiy Ahmed confirmed there were deaths but did not give a specific number. He said in a tweet “The Office of the PM, on behalf of the Government and people of Ethiopia, would like to express its deepest condolences to the families of those that have lost their loved ones on Ethiopian Airlines Boeing 737 on the Nairobi bound flight this morning.”
The cause of the crash of flight ET302 is still unknown but investigations are ongoing to ascertain it’s cause.
A spokesperson from Ethiopian Airlines has released a statement saying the airline lost contact with Bole International Airport six minutes after takeoff before crashing 60 kilometres South-east of the airport.
www.mknewslink.com a greater western Uganda news website | aerospace |
https://www.themotorpool.net/RAF-Bristol-Blenheim-Mk-IV-Bomber-p/aa38409.htm | 2020-02-25T14:16:41 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146123.78/warc/CC-MAIN-20200225141345-20200225171345-00099.warc.gz | 0.972023 | 1,127 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__119621789 | en | Corgi AA38409 RAF Bristol Blenheim Mk. IV Light Bomber - R3843/WV-F, "F for Freddie", No. 18 Squadron, "Operation Leg", RAF Watton, Norfolk, August 1941 (1:72 Scale)
"With courage and faith"
- Motto of No. 18 Squadron
Bristol Aeroplane's Blenheim was a British high-speed light bomber used extensively in the early days of the Second World War. It was later adapted into a successful heavy fighter. A Canadian-made variant named the Bolingbroke was used as an anti-Submarine and training aircraft. It was the first British aircraft to have all-metal stressed skin construction and one of the first to utilize retractable landing gear, flaps, powered gun turret and variable-pitch propellers.
The Type 135 civil twin design was on Bristol drawing boards by July 1933.
In 1934 Lord Rothermere, owner of the Daily Mail, issued a challenge to the British aviation industry to build a high-speed aircraft capable of carrying six passengers and two crew members. At the time German firms were producing a variety of high-speed designs that were breaking records, and Rothermere wanted to recapture the title of fastest civilian aircraft in Europe. Bristol had been working on a suitable design as the Type 135 since July 1933, and further adapted it to produce the Type 142 to meet Rothermere's requirements.
When it first flew as Britain First at Filton on April 12th, 1935, it proved to be faster than any fighter in service with the Royal Air Force at the time. The Air Ministry was obviously interested in such an aircraft, and quickly sent out Specification B.28/35 for prototypes of a bomber version of the Bristol called the Type 142M (M for "military"). The main changes were to move the wing higher on the fuselage from its former low position, to allow room under the spar for a bomb bay. The aircraft was all-metal with twin Bristol Mercury VIII radial engines of 860 hp (640 kW) each. It carried a crew of three – pilot, navigator/bombardier and gunner/wireless operator and was armed with a forward firing 0.303 inch (7.7 mm) machine gun outboard of the port engine and a 0.303 inch machine gun in a semi-retracting dorsal turret firing to the rear. A 1,000-lb (454 kg) bombload was carried in the internal bay.
To achieve its relatively high speed, the Blenheim had a very small fuselage. Pilot's quarters on the left side of the nose were so cramped that the control yoke obscured all flight instruments while engine instruments eliminated the forward view on landings. Most secondary instruments were arranged along the left side of the cockpit with essential items like propeller pitch control actually placed behind the pilot where they had to be operated by feel alone. Like most contemporary British aircraft, the bomb bay doors were kept closed with bungee cords and opened under the weight of the released bombs. Because there was no way to predict how long it would take for the bombs to force the doors open, bombing accuracy was rather mediocre.
Pictured here is a 1:72 scale replica of a RAF Bristol Blenheim Mk. IV light bomber that dropped an artificial leg over St. Omer, France, which was intended to be used for the captured ace and double amputee, Wing Commander Douglas Bader.
Now in stock!
Release Date: September 2019
Historical Account: "Operation Leg" - At a time when Britain and her Commonwealth were enduring their 'Darkest Hour', the nation were in need of inspirational heroes and perhaps nobody answered this call more famously than Douglas Bader. Losing both his legs as a result of a pre-war flying accident, Bader's determination to re-join the RAF saw him playing a significant role in leading Fighter Command's defiant resistance against the Luftwaffe during the Battle of Britain and later taking part in fighter sweeps over Northern France, as the RAF went on the offensive. It was during one of these operations on August 9th, 1941, that Bader's Spitfire collided with another aircraft, severing the tail and sending him spinning towards the ground. Although managing to exit the aircraft and parachute to safety, one of his prosthetic legs had remained stuck in the cockpit and crashed to earth with the stricken Spitfire.
Clearly a huge propaganda coup for the Germans, they contacted the RAF with news of Bader's capture and to offer safe passage to an aircraft bringing a replacement leg for their illustrious guest. Not wanting to allow the Germans an even greater propaganda victory, the RAF planned to parachute drop a new leg, not by accepting the safe passage option, but as part of a full 'Circus' bombing raid. On August 19th, 1941, six Blenheim Mk.IVs supported by a large force of Spitfires launched an attack against the power station at Gosnay, with Blenheim R3843 also carrying a rather unusual payload, Douglas Bader's new leg. The wooden box containing the prosthetic limb was unceremoniously bundled out of the Blenheim over the target area, before all six bombers turned for home, their bombs unreleased, due to heavy cloud cover over the target area and the fear of inaccurate bombing causing civilian casualties. The protecting Spitfires did not fare so well, with eight aircraft lost during the operation. | aerospace |
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