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http://www.controlchat.com/hangar-9-piper-j3-cub/ | 2020-10-27T00:13:41 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107892710.59/warc/CC-MAIN-20201026234045-20201027024045-00347.warc.gz | 0.929129 | 1,201 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__72442989 | en | Hangar 9 Piper J3 Cub
Pilot Skill: Intermediate
Manufacturer: Hangar 9
Power: Evolution .46NX 2-stroke (OR) Saito .62 4-stroke glow engine
Wingspan: 80 in.
Kit Includes: Covered kit, fuel tank, wheels & landing gear, Hardware
Hangar 9 has done a great job in detailing the Piper J3 Cub to match the real thing, especially given the price tag of this ARF kit. Add to that a generouly sized fuselage to install your equipment, plenty of room for multiple sized engines under the cowl, easy ability to disassemble for transportation, and you have a great airplane for your first entry into the world of large sized radio control aircraft.
Without question the first thing you should notice about this kit is Hangar 9’s attention to detail regarding the scale-like appearance of the Piper J3 Cub. From the tail surface wires, the iconic chubby tires, to the spars for the wings, it’s all here in detail and quality. All you need to do is add a pilot in the cockpit and you’re as real as it gets.
The assembly of the kit is clear, relaxing, and fun to accomplish with the included manual. Expect about a weeks worth of evenings to complete your Piper J3 Cub while paying attention to all the details. Hangar 9 does a great job with very clear instructions, helpful pictures, and solid advice for all aspects of your build, helping to ensure that you get the most out of your investment.
The fuselage of the Hangar 9 Piper J3 Cub is large and gives you plenty of room to move around inside during the installation of your electronics and fuel tank. In addition a section of the underneath of the fuselage where the engine is installed has already been removed, creating a space for your engines exhaust system (The space works well for both 2-stroke and 4-stroke exhausts).
We installed our well-run and manual recommended Evolution .46 2-stroke at 90 degrees, which fit perfectly inside the cowl and out the exhaust space, and attached a 10×6 Master Airscrew wood propeller. After the required radio check and engine run-ups we were ready to send this classic American airplane skyward.
With generous throw on the ruder required for rolling on the ground through rough fields and tall grasses, we taxied the Piper Cub effortlessly out to the end of the runway. With a quick last minute radio check we slowly advanced the throttle to 3/4 and started our take-off, keeping our wings level. It didn’t take long before the Cub gently lifted off the ground and became airborne.
Once in the air the Cub is just that, a true Piper J3 Cub with all its elegance and grace. Now, one could attempt aerobatics or even go inverted if your engine power allows, but for our part that was not necessary and dare we say, sacrilegious! We flew the Piper J3 Cub the way it was meant to be flown. Like a trainer or a veterans ‘ol friend in the skies. And it performed wonderfully.
The Hangar 9 Piper J3 Cub is the quintessential aircraft for almost every radio control pilot. And in this case, it’s a great first step when entering into the world of larger scale airplanes without breaking the budget. While it may not be the most docile bird you’ll ever fly what it will do is allow you to hone your flying skills over and over again. And in time we feel you’ll get so comfortable with it that you’ll consider it thee steady rock in your aircraft’s hangar.
Recommended Parts & Accessories
- .46 [+] 2-stroke OR .62 [+] 4-stroke engine
- 5 Standard Size Servos
- 12″ servo extentions (2)
- Y-Harness for aileron servos
- 25% J-3 Cub Wing strut pins w/keepers
- 24″ of silicone tubing for glow tank
- Easy Fueler Valve assembly
- (1) 10×6 wooden propeller
- Get The Pins
We mentioned in the list of required Items a set of 25% J-3 Cub Wing strut pins with keepers from Hangar 9. We recommend you get them. It will save you a lot of time when prepping your Cub for flying as you’ll avoid the tedious installation of the bolts and nuts for the wing spars.
- Install a Fuel Plug
A drawback of the instructions included are a lack in explaining just “how” you are to refuel your plane with a cowl over the engine! We recommend the Great Planes Easy Fueler Valve mounted to the side of the fuselage to make refueling quick and easy.
- Soup It Up & Scale It Out
At a later date we installed a Saito .62 4-stroke and a 12×8 propeller when we attached floats for both water and winter flying. Clearly it made a difference in power, but to our ears what it gave the Piper Cub was a little more nostalgic sound. We also decided it was time to add a pilot worthy of our Piper Cub. Our choice for pilots are Dragon Action Figures since they are as real as it gets. And while they can be a little costly, we think it’s worth the compliments at the flying field.
- Keep It Clean, Keep It Real
Notorious for keeping our models meticulously clean and maintained, we found it makes a world of difference on the flight line and in the air. All to often we’ve received compliments on the Piper Cub and frequently get asked who manufactures the kit. Additionally, we prefer to fly each airplane how it was meant to be flown. | aerospace |
http://aviationupdatemagazine.com/news-view/Gulfstream-Opens-East-Campus-Featuring-New-MRO-Facility-At-Company-Headquarters | 2019-10-19T15:51:12 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986696339.42/warc/CC-MAIN-20191019141654-20191019165154-00507.warc.gz | 0.924897 | 464 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__68310164 | en | Gulfstream Opens East Campus Featuring New MRO Facility At Company Headquarters
Gulfstream Aerospace Corp. held a ribbon-cutting ceremony on September 13th to mark the opening of its new MRO (maintenance, repair, and overhaul) facility at the company headquarters in Savannah, Georgia. The 202,000-square-foot (18,766-square-meter) facility on the east side of Savannah/Hilton Head International Airport gives Gulfstream more than 1 million square feet (92,903 square meters) of dedicated MRO hangar, office, and back shop space in Savannah. The company says the expansion is expected to result in approximately 200 customer support-related jobs over several years, including positions to be filled by graduates of Savannah Technical College’s Aviation Technology Division.
“We are very excited about this expansion, which follows the recent entry into service of our two all-new aircraft, the Gulfstream G500 and Gulfstream G600,” says Mark Burns, president, Gulfstream. “To help ensure those aircraft and the rest of our growing fleet continue to have the best service and support in the industry, we built and staffed this fabulous facility.”
Overall, the company says it will open three service center expansions and two new service centers in 2019 and 2020, adding approximately 790,000 square feet (73,393 square meters) of dedicated MRO hangars, offices, and back shops in the U.S. and Europe. Gulfstream’s worldwide in-service fleet numbers approximately 2,800 aircraft.
“By growing the number of maintenance facilities and combining them with our fleet of rapid-response vehicles and Gulfstream Field and Airborne Support Teams technicians, we’re offering our customers more service and support options, more accessibility, and more flexibility,” says Burns.
The Gulfstream East Campus offers operators a multitude of services, including aircraft-on-ground resources, hourly and calendar-driven airframe inspections, avionics installations, and interior refurbishments. The company says Gulfstream’s Savannah MRO operations are certified by the U.S. Federal Aviation Administration, European Aviation Safety Agency, Civil Aviation Administration of China, and more than 20 other civil aviation authorities worldwide. | aerospace |
http://www.nextgov.com/cio-briefing/2011/11/congress-to-defense-focus-on-improving-gps-receivers-not-satellites/50047/ | 2017-12-12T06:33:36 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948515309.5/warc/CC-MAIN-20171212060515-20171212080515-00633.warc.gz | 0.948536 | 1,052 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__38041226 | en | The Congressional Budget Office says the Pentagon could save billions and deploy new Global Positioning System receivers a decade earlier than planned.
The Congressional Budget Office wants the Defense Department to scale back its plans for next generation Global Positioning System satellites and instead invest in and quickly deploy upgraded jam-resistant GPS receivers, an approach CBO estimates could save as much as $3 billion over the next two decades. The budget office described its findings in a report released Oct. 28.
The report, "The Global Positioning System for Military Users: Current Modernization Plans and Alternatives," acknowledged that the options it presents would degrade location accuracy to a small degree, but the authors said an alternative approach would put improved receivers in the hands of troops eight years earlier than the Defense Department's current plans would allow.
The military GPS system consists of at least 24 satellites in orbit at a time, a ground control system based at Schreiver Air Force Base, Colo., and 400,000 receivers capable of picking up encrypted, military-grade signals from the satellites.
Though each of these segments needs to work together to take full advantage of the encrypted military signals and their anti-jam capabilities, the CBO report portrayed a disjointed effort with not much synchronization.
For example, the Air Force launched the first GPS satellite with an anti-jam military signal in 2005 and now has 10 in orbit, but Defense does not plan to field receivers capable of picking up that signal until 2017. The department will not replace all 400,000 military receivers (350,000 handheld units used primarily by the Army and Marines, with a number wired into vehicles) until 2030.
The upgrades to the ground control segment that are needed to manage the most advanced next-generation GPS satellites will not be completed until 2016, according to CBO.
In May 2008, the Air Force awarded Lockheed Martin Corp. a $1.8 billion development and production contract for the GPS III next-generation satellites, which will be delivered in three blocks, with each block providing improvement over its predecessor.
CBO suggested Defense focus its satellite dollars on the first block, IIIA, and drop the other two blocks, particularly the last, IIIC, which will include steerable spot beams to focus a high-powered signal on a spot on Earth 600 miles in diameter.
The budget office also suggested three options to current Defense plans for the GPS system, all of which would use the block IIIA satellites:
Equip military GPS receivers with new antennas capable of rejecting signals from jammers and add an inertial navigation system, which uses motion sensors coupled with computers to determine location.
CBO said this option could cut jammer interference by 97 percent. By 2018, Defense could begin deploying anti-jam receivers capable of picking up the M-code (the encrypted military code designed to improve jam resistance of GPS receivers). The budget office calculates this approach would shave $2 billion off the estimated $22 billion cost to develop all three GPS blocks and upgrade the control segment.
Use the Iridium satellite system to Enhance GPS. This option would use the commercial Iridium satellite system to relay data from one or more of its 66 satellites to military GPS receivers to direct them to GPS satellites, thereby speeding GPS signal acquisition and improving accuracy. This option also envisions the use of inertial navigation and would result in receivers that could be deployed by 2018 that would reduce jammer interference by 99.7 percent, CBO said.
The budget office estimated that using Iridium to enhance GPS would cut $3 billion from the projected $22 billion system upgrade cost, but cautioned this approach assumed the continued operation of the Iridium system.
Combine Options 1 and 2. This would result in jam resistance of 99.9 percent and save $1 billion, according to CBO.
Relying only on the block IIIA satellites would save $4 billion from development of the other two blocks and associated upgrades to the ground control segment, the budget office estimated.
Drawbacks to CBO's Approach
The downside to all three options is that U.S. troops would have to carry larger and heavier receivers, CBO said. New antennas and associated electronics would add four and a half pounds to a handheld unit that now weighs one pound, although component miniaturization could eventually lower that weight.
Today's GPS receivers can determine location within 10 feet, and Defense aims for position accuracy within six inches under its GPS III plan. The first CBO option -- improving receivers and adding inertia navigation -- would reduce position accuracy to three feet and the Iridium option could determine location within eight inches, the report said.
While the Defense plan would provide greater navigational accuracy, CBO said an appreciable number of M-code receivers capable of such accuracy would not be fielded until 2026. "The fielding of ancillary devices to augment existing military GPS receivers could begin in a few years, with appreciable numbers of improved receivers in the field by 2018. Consequently, the options could increase the military's anti jamming capability eight years before large numbers of M-code receivers could be in the hands of military users under [the Defense Department's] plan," the CBO report said.
NEXT STORY Losing the Security War | aerospace |
https://www.additivalab.com/materials/maraging-steel-1-2709/ | 2024-03-02T13:30:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475825.14/warc/CC-MAIN-20240302120344-20240302150344-00269.warc.gz | 0.916194 | 142 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__83869468 | en | Maraging Steel 1.2709
Most high-strength steels have low toughness; the higher their strength, the lower their toughness. The rare combination of high strength and toughness of maraging steel makes it well suited for safety-critical aircraft structures that require high strength. Maraging 300 is used for transmission shafts, rocket motors and missiles cases, light aircraft landing gear and motorsport components. Another typical application refers to tools such as cores and inserts for die casting and injection moulding. It’s ideal for functional metal prototypes, small series products, custom products or spare parts with high tensile strength. Parts can be machined, welded, shot-peened, polished and coated. | aerospace |
https://premierangle.com/the-essential-role-of-airplane-tires-in-flight-safety-and-performance/ | 2024-04-24T05:16:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819067.85/warc/CC-MAIN-20240424045636-20240424075636-00789.warc.gz | 0.952901 | 888 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__67652467 | en | The effectiveness, performance, and safety of aviation operations are significantly influenced by the tires on the aircraft. To guarantee secure takeoffs, landings, and general flight operations, it is crucial to comprehend the roles, upkeep needs, and technological developments in aircraft tires. This article explores the vital role that plane tires play in both flight safety and performance, stressing their uses, effects on aircraft performance, upkeep needs, and technological advancements in tires.
Functions and Components of Aircraft Tires
An aircraft’s ability to operate safely and effectively depends heavily on its tires. They are particularly made to endure the weight and strains of takeoffs and landings. The tread, sidewall, and inner liner are the main parts of an aviation tire, and they are all constructed of high-strength materials to guarantee performance and longevity. Different types of tires, each intended to fulfill particular criteria and situations, are utilized for different aircraft and operations, including private jets, military aircraft, and commercial flights.
Aircraft tires are made with materials and tread patterns carefully chosen to offer the best traction possible on various surfaces while withstanding the severe temperatures and conditions encountered during flight. Comprehending the functions and constituents of aviation tires is imperative in acknowledging their indispensable duty to guarantee the safety and efficiency of aircraft during every stage of flight.
Tire Pressure and Its Impact on Flight Safety
Making sure your airplane’s tires have the right amount of air in them is very important for safety. The right amount of air helps the plane take off and land safely. It keeps the tires strong when the plane hits the ground. If a tire lacks air, it can get too hot and fall apart. This can happen because there’s more rubbing against the road. If a tire has too much air, it can make the plane hard to control on the ground.
Some planes have systems to check how much air is in the tires all of the time. These systems inform the pilots if something is wrong with tire pressure. Regular checking and fixing tire pressure is needed for healthy tires. Doing this supports airplanes properly and ensures they can fly safely and smoothly every time.
Tires and Aircraft Performance
The design and condition of airplane tires significantly influence the overall performance of the aircraft. The type of tire also plays a role in influencing the plane’s speed, effectiveness, and control. Tires also need good care for optimal performance. Proper tread depth and inflation are key in this regard. These factors make takeoffs and landings smooth. This also lessens wear on the plane and helps save fuel. Tires help with stability, too. If tires get worn or damaged, this can affect the plane’s control and function, and safety could be at risk as well. The tires need regular checks to keep them in the best shape possible. This will help meet the performance needs of the aircraft. This shows how crucial good tire care is for safe and efficient flights.
Maintenance and Inspection of Aircraft Tires
Aircraft tires require routine maintenance and inspection to guarantee their correct operation and safety. It is crucial to comprehensively examine the tires to look for indications of wear, corrosion, or any other problems that can impair their functionality. This includes examining the tires’ general condition, sidewalls, and tread depth. As soon as something seems off, it should be fixed to avoid any possible safety hazards.
Innovations and Future Trends in Airplane Tire Technology
The latest developments in airplane tire technology are fueling improvements in performance, sustainability, and safety. New tire designs and materials are being created to increase longevity, decrease weight, and boost fuel economy. Tire tread pattern innovations are designed to maximize grip and control on different surfaces, enhancing handling and safety in general during takeoffs and landings. Eco-friendly and sustainable tire materials are also being investigated to lessen environmental effects and fulfill the aviation industry’s expanding sustainability objectives.
Tires for airplanes are essential for their safe and effective functioning. Aircraft tires have a major impact on flight safety and performance, from bearing the aircraft’s weight during takeoff and landing to impacting its speed and handling. Aircraft operators can guarantee the ongoing dependability, safety, and sustainability of their aircraft tires, adding to the overall efficiency and safety of the aircraft by prioritizing routine maintenance, realizing the significance of proper tire pressure, and keeping up with developments in tire technology. | aerospace |
http://all-free-download.com/free-photos/download/airplane-flying-on-cloudy-sky_615581.html | 2018-03-23T18:16:39 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257648431.63/warc/CC-MAIN-20180323180932-20180323200932-00511.warc.gz | 0.672672 | 334 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__174319229 | en | Airplane flying on cloudy sky Free stock photos 17.50MB
File size: 17.50MB File type: jpg Author:
Licence: Public domain license. . Please check author page for more information.
Resolution: 4000x5000 pixels Camera: FUJIFILM X-T2 CCDWidth: 15mm Aperture FNumber: f/4.0 Exposure Time: 1/1100 FNumber: 4/1 ISO: 500 Shutter Speed: 10103288/1000000 Focal Length: 5270/100 Flash: 0 Len: XF18-55mmF2.8-4 R LM OIS
Tags: sky airplane aircraft aviation plane flight air cloudy fly transport transportation travel cloud trip wing technology photo image picture photograph photography cloudscape flying high wings aeroplane airline journey taking
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sky cloudy sky airplane cloudy flying airplane flying cloudy sky background man flying in sky cloudy sky ocean ocean and cloudy sky fly the sky birds images black cloudy sky pictures photos of cloudy sky cloudy sky picture cloudy sky grass cloudy skies airplanes flying fly cloudy airplane fly fly in sky dark cloudy sky cloudy sky blue stormy cloudy sky blue cloudy sky all cloudy sky fly bird sky airplane flying in bright cloudy sky flying blue sky flying on sky sunny cloudy sky mountain cloudy sky nature cloudy sky white cloudy sky cloudy sky night flying in sky storm cloudy sky night cloudy sky fly night sky airplane flying high landscape cloudy sky cloudy sky dark | aerospace |
https://altonaviation.com/event/alton-aviation-consultancy-to-attend-istat-emea/ | 2023-10-02T18:52:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511002.91/warc/CC-MAIN-20231002164819-20231002194819-00325.warc.gz | 0.925781 | 287 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__206245733 | en | Alton Aviation Consultancy to attend ISTAT EMEA
Alton Aviation Consultancy, the boutique aviation consulting firm and member of ISTAT, will be attending ISTAT EMEA which is being held in Prague from September 23-25, 2018. ISTAT events are held around the globe and provide members the opportunity to network and share knowledge with others in the industry. In Prague, the presentations and panel discussions will include topics ranging from regional jets and turbo props to the Boeing/Airbus debate to aircraft financing, including the evolution of the aircraft ABS market, and the global aircraft trading system.
This breadth of subject matter mirrors the full value chain coverage that marks the work of Alton Aviation Consultancy. With offices in New York, Dublin, Hong Kong, and Beijing, the firm delivers the objective, data-driven guidance and insight required to inform clients’ business strategies, capital allocation, resource prioritization and risk management. Its clients include airlines, manufacturers, MRO and aftermarket service providers, lessors and the broader financial and investment community.
ISTAT (International Society of Transport Aircraft Trading) is the premier, not-for-profit organization dedicated to providing aviation professionals with networking and educational opportunities. The organization currently represents more than 5,000 members worldwide involved in operations, manufacture, maintenance, sales, purchasing, financing, leasing, appraising, insurance and other activities related to the commercial aviation sector. | aerospace |
https://www.washingtonexaminer.com/lawmakers-press-for-a-10-aircraft-funding-in-any-budget-agreement/article/2643632 | 2018-01-24T09:59:58 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084893629.85/warc/CC-MAIN-20180124090112-20180124110112-00018.warc.gz | 0.977661 | 346 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__157061296 | en | Twenty lawmakers are calling for funding to keep the Air Force's A-10 close-air support aircraft flying to be included in any budget deal for fiscal 2018.
The fleet has been used to attack Islamic State fighters, but about one-third of the aging 1970s-era aircraft, also known as Warthogs, are in need of wing replacements.
The maintenance work on 110 of the A-10s was included in the National Defense Authorization Act signed this week by President Trump. But Congress has yet to reach an agreement to fund the annual defense bill and the Senate’s defense appropriations plan for fiscal 2018 so far does not include the money for new wings.
“We ask that this same level of funding [as the NDAA] be secured in any final FY18 spending package in order to prevent a critical capability gap in the operational fleet,” Rep. Martha McSally, R-Ariz., a former A-10 pilot, along with 18 House members and a senator wrote in a letter to congressional appropriators.
The Air Force had recently moved to retire the Warthog, but it has been saved over the last few years by McSally and fellow members of Congress, who argue its close-air support capabilities are still needed on the battlefield.
The $103 million re-winging effort comes after the Air Force agreed to keep the aircraft indefinitely.
“Now that the Air Force has confirmed that it plans to maintain the A-10 fleet well into the foreseeable future, the remaining 110 wing sets must be delivered as soon as possible,” the lawmakers wrote in the letter to the chairmen and ranking members of the House and Senate appropriations committees. | aerospace |
http://meiga-metnet.org/node/87 | 2017-04-26T23:16:04 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121752.57/warc/CC-MAIN-20170423031201-00353-ip-10-145-167-34.ec2.internal.warc.gz | 0.774896 | 284 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__264780729 | en | For more info, please go to the menu's section "Previous news".
MEETING OF THE SPANISH ASTRONOMY SOCIETY
The week 8-12 September 2014, the XI scientific meeting of the Spanish Astronomy Society will be held in Toledo, Spain.
ACTIVITY: SEMANA DE LA CIENCIA TALK
Next thursday November 14th Álvaro de Vicente-Retortillo member of the project will give a talk entittle "La predicción del tiempo" in the framework of the Meteorología de "andar por casa" activity. This talk will take place at room 10 at the Facultad de Ciencias Físicas in the Universidad Complutense de Madrid at 19:00.
MARS 2020 ANNOUNCEMENT OF OPPORTUNITY
The National Aeronautics and Space Administration (NASA) Science Mission Directorate (SMD) is releasing an Announcement of Opportunity (AO) entitled Mars 2020 Investigations to solicit proposals for investigations for a space flight mission to Mars, to be launched in July/August 2020.
The full text of the AO and any appendices are available electronically at the NASA Solicitation and Proposal Integrated Review and Evaluation System (NSPIRES) website (http://solicitation.nasaprs. | aerospace |
https://www.greatbigcanvas.com/view/the-australian-outback,2250377/ | 2024-04-20T17:46:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817670.11/warc/CC-MAIN-20240420153103-20240420183103-00465.warc.gz | 0.887243 | 303 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__74641224 | en | <p>Col. Chris Hadfield is the first Canadian commander of the International Space Station (ISS), a New York Times bestselling author, YouTube sensation and truly engaging speaker. Own a piece of history. Photos in this collection were taken by Col. Hadfield from the ISS in low Earth orbit from space.</p>
<p>Photograph taken by Commander Chris Hadfield during expedition 34 to the International Space Station.</p>
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<p>Our giclée canvas art prints are produced with high quality, UV-resistant, environmentally-friendly, latex inks and artist grade, polycotton canvas. We pride ourselves on color accuracy and image clarity to ensure your new canvas wall art lasts for years to come.</p>
<p>Assembled in the USA, each of our 1.25” inch gallery wrapped canvas art prints is stretched and stapled by our highly skilled craftspeople. Each canvas print is carefully handcrafted to ensure taut canvas wraps and clean corners for outstanding quality and durability.</p>
<p>Our handcrafted stretched canvas prints include sawtooth hangers for an easy and secure installation.</p>Chris Hadfield Photography Desert Australia Space Earth | aerospace |
https://www.thecholanews.com/moon-rocket-launch-faces-fresh-threat-with-storm-forecast/ | 2024-02-23T17:21:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474440.42/warc/CC-MAIN-20240223153350-20240223183350-00385.warc.gz | 0.957475 | 586 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__98623902 | en | NASA’s historic uncrewed mission to the Moon is facing fresh difficulties.
After technical problems derailed two launch attempts several weeks ago, a new liftoff of the Artemis 1 mission scheduled for Tuesday is now threatened by a storm gathering in the Caribbean.
The storm, which has not yet been assigned a name, is currently located south of the Dominican Republic.
But it is expected to grow into a hurricane in the coming days and could move north to Florida, home to the Kennedy Space Center, from which the rocket is set to launch.
“Our plan A is to stay to course and to get the launch off on September 27,” Mike Bolger, NASA’s exploration ground systems manager, told reporters on Friday. “But we realized we also need to be really paying attention and thinking about a plan B.”
That would entail wheeling the giant Space Launch System rocket back to the Vehicle Assembly Building, known as VAB.
“If we were to go down to Plan B we need a couple days to pivot from our current tanking test or launch configuration to execute rollback and get back into the protection of the VAB,” Bolger said, adding that a decision should be made by early afternoon on Saturday.
On the launch pad the orange and white SLS rocket can withstand wind gusts of up to 137 kilometers per hour. But if it has to be sheltered, the current launch window, which runs until October 4, will be missed.
The next launch window will run from October 17 to 31, with one possibility of take-off per day, except from October 24-26 and 28.
A successful Artemis 1 mission will come as a huge relief to the US space agency, after years of delays and cost overruns. But another setback would be a blow to NASA, after two previous launch attempts were scrapped when the rocket experienced technical glitches including a fuel leak.
The launch dates depend on NASA receiving a special waiver to avoid having to retest batteries on an emergency flight system that is used to destroy the rocket if it strays from its designated range to a populated area.
On Tuesday the launch window will open at 11:37 local time and will last 70 minutes.
If the rocket takes off that day, the mission will last 39 days before it lands in the Pacific Ocean on November 5.
The Artemis 1 space mission hopes to test the SLS as well as the unmanned Orion capsule that sits atop, in preparation for future Moon-bound journeys with humans aboard.
Mannequins equipped with sensors are standing in for astronauts on the mission and will record acceleration, vibration and radiation levels.
The next mission, Artemis 2, will take astronauts into orbit around the Moon without landing on its surface.
The crew of Artemis 3 is to land on the Moon in 2025 at the earliest. | aerospace |
https://au.pinterest.com/pin/417779302913614100/ | 2016-10-21T19:43:06 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988718296.19/warc/CC-MAIN-20161020183838-00318-ip-10-171-6-4.ec2.internal.warc.gz | 0.955175 | 257 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__198970965 | en | Acute Myocardial Infarction: Classic heart attack. Complete blockage of coronary artery. Sudden onset of severe pain that feels "crushing" or "squeezing" that doesn't change with breathing. Treatment: High-flow Oxygen and rapid transport to hospital.
Ed White was the first American to perform a space walk. Ed wears a pressure suit because there is virtually no air pressure at 200 miles altitude. The astronaut must also have an oxygen supply for breathing. One method is for the astronaut to remain connected to the spacecraft through an "umbilical hose." This hose supplies the astronaut with oxygen. This is the method which Ed White used when he became the first American astronaut to make a space walk in 1965.Photo courtesy of NASA.
Splashdown. Apollo 13 was the seventh manned mission in the American space program and the third intended to land on the Moon. It was launched on April 11, 1970, from the Kennedy Space Center, Florida, but the lunar landing was aborted after an oxygen tank exploded two days later. Despite great hardship caused by limited power, loss of cabin heat, shortage of potable water, and the critical need to jury-rig the carbon dioxide removal system, the crew returned safely to Earth on April 17. | aerospace |
http://airplanes.itsabouttravelling.com/n414zw-us-airways-crj-200lr/ | 2018-02-22T16:40:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814140.9/warc/CC-MAIN-20180222160706-20180222180706-00409.warc.gz | 0.958033 | 580 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__176450584 | en | Back in March of 2015, when the images in the gallery below were taken at Toronto Pearson International Airport (YYZ), N414ZW wore the colours of U.S. Airways. Since, the airline has merged with with American Airlines. The Bombardier CRJ-200LR has been owned and operated by Air Wisconsin all along. These days, N414ZW is operated, and wears the livery of, American Eagle.
For full-size, high definition versions of any of the pictures in the gallery below, simply click on the individual photos. For more details on this specific aircraft, the airplane model in general and the airline, see below.
N414ZW US Airways CRJ-200LR Image Gallery
Owned and operated by Air Wisconsin, N414ZW now flies for American Eagle Airlines. The aircraft was delivered to Air Wisconsin on November 28, 2001 and has never left the fleet. The airplane is configured for 50 passengers, all in economy class.
This CRJ-200 has a clean safety record. However, on October 4, 2010 the airplane was involved in an unsual incident. N414ZW had just completed a flight from Greensboro, North Carolina (GSO) to New York’s La Guardia Airport (LGA). A female passenger tripped and fell on the stairs, exiting the aircraft. The result was a broken wrist.
935 of these aircraft were built by Bombardier (Canadair Regional Jet) between 1991 and 2006. Most U.S. airlines are phasing out these planes due to higher fuel consumption. They are being replaced with Embraer E-175 and Bombardier CRJ-700. Air Wisconsin is currently the third largest operator of this type of aircraft, behind Skywest Airlines and ExpressJet.
The CRJ-200LR is 27 metres or 88 feet long with a wingspan of 21 metres or 70 feet. At the tail, the aircraft stands six metres or 20 feet tall. The flight range for the LR version is 3,713 kilometres, significantly further than the ER version which has a range of 3,045 km.
U.S. Airways was founded in 1937 and commenced operations in 1939. The airline ceased operations on October 17, 2015 after merging with American Airlines. Between 2004 and 2014, U.S. Air was a member of the Star Alliance. From 2014 to the merger with AA, the airline was a member of OneWorld Alliance.
Air Wisconsin commenced operations in 1965 and is headquartered in Appleton, Wisconsin. With their affiliation with American Eagle, Air Wisconsin is a member of the OneWorld Alliance.
The airline has a fleet of 66 aircraft, all Bombardier CRJ-200 and all configured for 50 passengers. Through American Eagle, Air Wisconsin travels to 69 destinations throughout the United States and Canada. | aerospace |
https://icrowdnewswire.com/2021/03/31/will-air-management-system-market-carry-its-growth-momentum-post-covid-19-read-more-to-know/ | 2023-06-09T10:50:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656675.90/warc/CC-MAIN-20230609100535-20230609130535-00751.warc.gz | 0.932818 | 1,206 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__119073384 | en | Advertising Driven Press Release Distribution
Advertising Driven Press Release Distribution
The Air Management System Market is expected to grow at 7.3% during 2020-2025, according to a report from Stratview Research.
COVID-19 pandemic – Boon or a Curse to the industry?
The outbreak of COVID-19 has severely impacted several industries across the world. Tough government measures such as lockdown of major economies, has pressed the ‘pause button’ for most of the industries. For most of the industries, the revenue has gone down in 2020 and has resumed an uptrend gradually from 2021.
Key insights on Air Management System Market
Air Management System Market is likely to witness an impressive CAGR of 7.3% during the forecast period. The augmented requirement of efficient thermal management owing to increasing heat loads from growing use of electric system architecture in aircraft, technological progressions enhancing performance efficiency of the system, and the requirement for safer operations in freezing weather conditions are the prime factors expected to bolster the global air management system market during the forecast period.
In terms of regions, North America led the market in 2018, as the major region in the global aviation industry, and is expected to maintain its dominance during the forecast period. The market is driven by the presence of giant aircraft manufacturers, such as Boeing (U.S.), Lockheed Martin (U.S.), Bell Helicopter (U.S.), Sikorsky Aircraft (U.S.), and Bombardier (Canada), in the region. Europe and Asia-Pacific are also expected to offer substantial growth opportunities in the coming five years.
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Market Scope & Segmentation
Air Management System Market Share: By Component Type
Based on the component type, the market is segmented as on-board oxygen generation system, sensors, valves, air cycle machines, heat exchangers, air separator modules, control and monitoring electronic units, air mixers, and condenser and evaporator. The onboard oxygen generation system segment led the market in 2018, and is estimated to maintain its dominance during the forecast period. An onboard oxygen generation system is a vital system in an aircraft, as it eases the flow of fresh air in an aircraft cabin. The prime function of the onboard oxygen generation system is to deliver pressurized air to the cabin and convert engine bleed air to oxygen-rich air fit for human intake. The system works with the support of other components, such as heat exchangers, engine bleed air system, shutoff valve, oxygen concentrator, plenum, and regulators.
Air Management System Market Share: By System Type
Based on the system type, the market is segmented as thermal management system, engine bleed air system, oxygen system, fuel tank inerting system, cabin pressure control system, and ice protection system. The thermal management system segment dominated the market in 2018, and is expected to lead the market in the coming five years. The growth is owing to the growing adoption of more electric aircraft technology, which has led to the replacement of various hydraulic and pneumatic systems by electric systems, which has subsequently increased the heat loads. A thermal management system is supremely important for safe and efficient operations of an aircraft, as it controls heat loads and prevents the overheating of systems and components that may lead to any imminent mishap.
Air Management System Market Share: By Platform Type
Based on the platform type, the market is segmented as fixed wing and rotary wing. The fixed wing segment is estimated to witness a higher growth during the forecast period. The growth is driven by the fact that rotary wing aircraft fly at a comparatively low altitude than fixed wing aircraft. Hence, the cabin of rotary wing aircraft is not needed to be pressurized and the aircraft calls for smaller air management systems as compared against fixed wing aircraft.
Go through the Table of Contents: https://www.stratviewresearch.com/toc/688/air-management-system-market.html
Which key questions will this report answer?
This market research report focuses to deliver relevant information regarding the market trends, structure and growth during the forecast period of 2020-2025. It also offers insights into different market segments and other factors affecting the market.
Some of the key questions answered by the report are:
Stratview Research’s reports are generated after accumulating data from various authenticated sources. > 10 primary interviews with industry experts are conducted by us for every report. Insights gained from primary interviews, in-depth analysis of company statements and annual reports, accompanied by a number of articles, whitepapers, and reports help us to connect the dots and triangulate the market in the most effective manner.
Know more about us:
Stratview Research is a global market research company and is known to offer custom research reports in varied fields such as Advanced Materials, Aerospace & Defense, Automotive & Transportation, Consumer Goods, Construction & Equipment, Electronics and Semiconductors, Energy & Utility, Healthcare & Life Sciences, and Oil & Gas. Our market veterans make sure to have a deep research about the topics so that the most useful and authentic insights can be delivered to the professionals.
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Will Multi-mode Receiver Market carry its growth momentum post COVID-19? Read more to know. | aerospace |
http://cephalic.vpmachinmine.xyz/bots/To-air-and-space-museum.html | 2021-01-24T00:42:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703538741.56/warc/CC-MAIN-20210123222657-20210124012657-00669.warc.gz | 0.909186 | 904 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__75923162 | en | Poet Linda Pastan was raised in New York City but has lived for most of her life in Potomac, Maryland, a suburb of Washington, DC. In her senior year at Radcliffe College, Pastan won the Mademoiselle poetry prize (Sylvia Plath was the runner-up). Immediately following.
Shop Smithsonian's National Air and Space Museum and Steven F. Udvar Hazy center for air and space themed books, toys, apparel and accessories.
Smithsonian National Air and Space Museum puzzle in Aviation jigsaw puzzles on TheJigsawPuzzles.com. Play full screen, enjoy Puzzle of the Day and thousands more.NOTICE The Smithsonian National Air and Space Museum is not currently accepting reservation requests. Reserved programs for adult groups and student and youth groups taking place after October 1, 2020 are expected to be available for reservation beginning August 1, 2020.Canada Aviation and Space Museum. Jun 18, 2020. Through a collaboration between Air Inuit, the Canada Aviation and Space Museum, and Kativik Ilisarniliriniq, 10 students from Nunavik had the opportunity to participate in a three-day Aviation Career Exploration Tour in Ottawa.
Visit One Museum, Two Locations. Visit us in Washington, DC and Chantilly, VA to explore hundreds of the world’s most significant objects in aviation and space history.
The National Air and Space Museum is the largest among the Smithsonian’s 19 museums and its Center for Earth and Planetary Studies is one of the Institution’s nine research centers. With 50,000 pieces the Museum has the largest collection of historic spacecraft and aircraft relics on the Earth.
Find link is a tool written by Edward Betts. Longer titles found: National Air and Space Museum Film Archive (), National Air and Space Museum Trophy () searching for National Air and Space Museum 91 found (1494 total) alternate case: national Air and Space Museum Sonex Aircraft (461 words) exact match in snippet view article find links to article.
The National Air and Space Museum is a great museum. It contains some wonderful artifacts from aviation and space exploration. The Wright Flyer, the Spirit of St. Louis, the Bell X-1, and several Space capsules are all housed in this museum.
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Gillespie Field Annex. A visit to the San Diego Air and Space Museum is not complete without a short trip to Gillespie Field where the museum’s annex is located. The annex started as a restoration and replica reproduction facility, but today displays a fine collection of Cold War era jets and other aircraft.
The National Air and Space Museum, located on the National Mall in Washington D.C, holds the record for largest collection of air and space craft. In a life after people, the Spirit of St. Louis hangs from the ceiling, by iron support chains. 50 years after people:After 5 decades of gentle rocking in the breeze, the plane is relatively unharmed.However,the support chains holding the plane in.
Smithsonian National Air and Space Museum is located in Southwest Federal Center. You can easily spend a leisurely day seeing the sights and exploring what this neighborhood has to offer. If you're looking for things to do in the area, you may want to check out National Mall and United States Capitol.
About. The Steven F. Udvar-Hazy Center near Washington Dulles International Airport is the companion facility to the museum in Washington, D.C. Hundreds of historically significant air- and spacecraft, along with thousands of small artifacts, are on display in an open, hangar-like setting.
National Air and Space Museum Creator National Air and Space Museum Keywords Aeronautics;Flight;Space Sciences Notes Video Title: Wedges at the National Air and Space Museum - Simple Machines Views: 552 Video Duration: 1 min 27 sec Dates Uploaded: 2019-12-17T17:32:28Z.
Air and Space Hall By road or by air, this city’s inventors and engineers made a big impact on the way we travel today. See the cars, bikes and aeroplanes that got industrial Manchester moving. The former Lower Campfield Market, which opened in 1882 to house an open-air market, is now home to some of the gems from our transport collection. | aerospace |
https://www.unisq.edu.au/course/synopses/2022/avn3109.html | 2023-01-27T17:46:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764495001.99/warc/CC-MAIN-20230127164242-20230127194242-00603.warc.gz | 0.897958 | 339 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__200274104 | en | |Faculty or Section :||Faculty of Business, Education, Law and Arts|
|School or Department :||School of Business|
|Grading basis :||Graded|
|Course fee schedule :||https://www.unisq.edu.au/current-students/administration/fees/fee-schedules|
|Version produced :||28 January 2023|
It is widely agreed that activities within the Aviation industry occur within one of the most extensive and strictly regulated environment and such operations often encompass issues beyond national borders due to the nature of air travel. It is therefore important to be fully aware of national and international legal and regulatory responsibilities so that aviation professionals can perform daily aviation activities with confidence while dealing with highly technical and complex regulatory issues. This is the second course on Aviation law with a strong emphasis on the formation and some other legal aspects in the context of international aviation.
This is the second course on aviation law and it aims to provide a broad and coherent body of knowledge on aviation law in the international context. This course introduces the principles of international aviation law and relevant international treaties and legislations. The topics include, but not limited to, The Chicago Convention, Multilateral agreements, Warsaw and Montreal Conventions, Sovereignty, freedoms of the air and open sky agreements. The course will maintain a pragmatic and practical approach throughout the offering of the course by placing a stronger focus on the application of civil aviation regulatory practices in commercial aviation sectors and where applicable by reviewing various aviation-related cases to illustrate legal principles. | aerospace |
https://www.apecs-ngo.org/post/daciana-sferle-president-of-apecs-why-you-should-join-apecs-space-business-network-1 | 2023-12-04T04:14:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100523.4/warc/CC-MAIN-20231204020432-20231204050432-00497.warc.gz | 0.942898 | 1,171 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__14333903 | en | Daciana Sferle, President of APECS: Why you should join APECS Space Business Network
As our followers already know, The Association for Promoting Space Exploration and Research (APECS) is a Romanian non-profit organisation whose goal is to provide a platform for space enthusiasts, professionals and companies. In order to better promote this idea, we founded APECS Space Business Network. Daciana Sferle, space lawyer, founder and president of APECS, is going to tell you more about APECS' mission.
A.P.E.C.S.: What does space business mean?
Daciana Sferle: Lately, we hear more and more about New Space. It is a concept expressing the new era in the space sector linked to space commercialisation. It means that states are no longer the only actors that can afford to invest in space, and giants like Boeing, Lockheed Martin or Northrop Grumman are no longer the only private actors in the space sector. The development of small satellites technology and new state policies related to space activities and space applications opened new opportunities for small and medium-sized businesses. As a result, space has become a market open to new business opportunities.
So, a space business is any business that has a component related to space. Who can afford to go to space or to provide services to the space industry? The more traditional founding scheme is through the procurement process, and the main customer for the space businesses were governments. Nowadays, more and more ventures have developed the appetite to invest in space start-ups and space spinoff technologies. It is a risky market, with the return of investment uncertain but along "with great risk comes great reward," as Thomas Jefferson said.
The private sector is the future of space, and a space economy is now under development.
A.P.E.C.S.: Why is it so important to join a space business network? What are the advantages?
Daciana Sferle: A space business network is a platform, a community dedicated exclusively to the space businesses and other businesses willing to learn more about the sector before assessing the opportunity to develop a space segment within their company.
Every industry has its specific, from the business model to the business strategy, the funding scheme, and the market's challenges.
Within our non-profit organisation, APECS, we have created the first Romanian based space business network. Because I live in London and I am involved in the flourishing British space industry, my intention is first to create a bridge between the two communities, and continue to connect our network to space business worldwide to open it up to the global space economy. Since its launch last month, we are proud to announce that already two reputable British companies already joined our network. We are planning to make it public soon.
Our space business community is purposed for creating opportunities, offer mutual learning experiences. The new actors will be guided to gain insights about the space business-specific. Businesses and entrepreneurs will have the chance to connect in our dedicated networking events and make their businesses more visible. In addition, universities, and research centers will have the opportunity to engage with the industry. Our goal is to become a united community and support each other.
A.P.E.C.S.: How much does networking help a start-up business?
Daciana Sferle: Every entrepreneur faces the same challenges and knows the value of advice when needed, or of learning from other successful business stories. It is hard to find reliable partners, employees, contractors etc. These small things represent the difference between success and failure. Networking is half, even more of your effort to build a new business. These networks will be developed and extended throughout the entire business existence. The feeling of belonging to a community is also very comforting for any start-up.
A.P.E.C.S.: Can we all work and innovate together? How about the "competition"?
Daciana Sferle: The space sector industry is relatively new, and to develop a healthy space economy, we have to cooperate and innovate together (there are legal ways to protect your sensitive data if that is your concern), to learn from each other mistakes and to create a solid and united voice in our area. Joining a business network is the best way to assess the competition and become better and more competitive. Furthermore, it is the best way to keep updated with the latest news in your area.
A.P.E.C.S.: What are the areas that form the space business network? Who can join?
Daciana Sferle: There is no specific area. The space industry is very diverse, from space data to launch vehicles, cybersecurity, communications, geolocation, small satellites, Earth observation, defence, research activities, and many more, plus any complementary fields. Anyone interested can join. Start-ups, established businesses or entrepreneurs, research centres or universities. Keep in mind that APECS' first-year membership is free of charge.
A.P.E.C.S.: What are the steps to follow to join APECS' Space Business Network?
Daciana Sferle: APECS' membership is running yearly. There are three simple steps:
Step 1 - Register on our website, either in Romanian or English, and wait for our answer
Step 2 - After your admission, you will receive a badge to display on your website, so that you can be recognised by other members.
Step 3 - Send us your logo so we can display it on our Space Business Network dedicated page.
We are waiting for you to join us! | aerospace |
http://encyclozine.com/technology/Space/Shuttle | 2013-05-20T06:31:23 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368698411148/warc/CC-MAIN-20130516100011-00089-ip-10-60-113-184.ec2.internal.warc.gz | 0.923603 | 1,261 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__98299966 | en | A re-usable crewed launch vehicle. The first-generation US shuttle launched in April 1981, managed by NASA's Johnson and Marshall Space Centers. The first Soviet shuttle, Buran, was launched in November 1988 for a single test flight without crew, using the Energiya booster. The European Space Agency shuttle Hermes programme was cancelled after several years' development.
The US shuttle carries up to seven crew, and is capable of launching a 24 400-kg / 53 700-lb payload into low Earth orbit; missions are up to 14 days' duration. It comprises a delta-winged lifting body orbiter with main engines, a jettisonable external fuel tank, and two auxiliary solid rocket boosters. The fleet comprises four vehicles: Columbia, Discovery, Atlantis, and Endeavour.
It has been successfully used to launch numerous science and applications satellites and on-board experiments, to carry the Spacelab module, and to retrieve spacecraft from orbit. The Challenger explosion on the 25th flight (28 Jan 1986) 73 sec after launch caused the loss of the crew. The first reflight took place in September 1988, and a replacement orbiter, Endeavour, became operational in May 1992.
The Space Shuttle is a reusable rocket-launched vehicle designed to transport people and cargo between Earth and orbiting spacecraft, and then to return to the Earth's surface by gliding down and landing on a runway. A Space Shuttle consists of a reusable delta-winged spaceplane, called an orbiter; two solid-propellant booster rockets, which are recovered and also reused; and an expendable tank containing liquid propellant for the orbiter�s three main engines. Only the orbiters have names, and an orbiter alone is not a full Space Shuttle.
The Shuttle was selected in the early 1970s as the principal space launcher and carrier vehicle to be developed by the National Aeronautics and Space Administration (NASA). Planned as a replacement for expensive, expendable booster rockets, it would complete NASA's new Space Transportation System (STS). The program finally got under way in the early 1980s.
The shuttle takes off from the Kennedy Space Center in Florida and usually lands at Kennedy. It is carried into space on the back of a powerful liquid-fuel rocket, with a second pair of solid-rocket boosters strapped onto the sides. The shuttle lands like a conventional aircraft, though it depends heavily on sophisticated computers, software, and skilled pilots. There is little room for error and no second chances; at 10,000 feet high and 25 miles from touchdown, it must already be in the glide slope and centred precisely on the runway to make a proper landing.
The Space Shuttle was developed by the National Aeronautics and Space Administration. NASA coordinates and manages the Space Transportation System (NASA's name for the overall Shuttle program), including intergovernmental agency requirements and international and joint projects. NASA also oversees the launch and space flight requirements for civilian and commercial use.
The first shuttle was Columbia, launched on April 12, 1981. It broke up shortly before a scheduled landing, on February 1st, 2003.
- a winged orbiter that carries both crew and cargo;
- three Space Shuttle main engines;
- an external tank containing liquid hydrogen (fuel) and liquid oxygen (oxidizer) for the orbiter's three main rocket engines; and
- a pair of large, solid-propellant, strap-on booster rockets (Solid Rocket Boosters (SRBs))
At lift-off, the entire system weighs 4,400,000 pounds (2,000,000 kilograms) and stands 184 feet (56 metres) high. During launch the boosters and the orbiter's main engines fire together, producing 7,000,000 pounds (31,000,000 newtons) of thrust.
After two minutes of flight a Space Shuttle reaches an altitude of 32 miles (48 kilometers) and the boosters have burned all their propellant. They then detach and parachute into the ocean. Two waiting ships recover them, for refurbishment and reuse on later missions. After the orbiter has exhausted the propellants in the external tank upon attaining 99 percent orbital velocity, it releases the structure, which disintegrates while falling through the atmosphere.
The orbiter and external tank continue on toward Earth orbit. When the orbiter�s main engines cut off, just before achieving orbit, the external tank is jettisoned, to re-enter the atmosphere and break up over a remote ocean area. On most missions the orbiter continues to coast until it reaches the other side of the Earth from where the external tank was discarded. The on-board orbital maneuvering engines are then fired to place the vehicle in a near-circular low-Earth orbit. Most operational missions last from four to seven days, though longer ones are sometimes required.
The first Space Shuttle lifted off from Pad A on Launch Complex 39, Kennedy Space Center, on April 12, 1981. After a two-day, test-flight mission that verified the ability of the Orbiter Columbia to function in space, it landed at Edwards AFB in California. The vehicle was piloted by John Young and Robert Crippen. The STS-1 mission marked the first time that a new space vehicle carried a crew on its initial flight.
An assembled Space Shuttle is approximately 184 feet (56 meters) long, 76 feet (23 meters) high to the tip of the orbiter�s vertical tail, and 78 feet (24 meters) wide, measuring across the orbiter�s wingtips. Liftoff weight is usually about 4,500,000 pounds (2,041,200 kilograms).
An orbiter�s three liquid fueled engines -- drawing propellants from the external tank -- and the two solid-propellant rocket boosters burn simultaneously for the first two minutes. Together, they produce about 7.3 million pounds (32.4 million newtons) of thrust at liftoff.
When the mission has been completed, the orbiter re-enters the atmosphere and returns to Earth, gliding to an unpowered landing at either KSC or Edwards AFB. | aerospace |
https://www.prepareexams.com/isro-launched-earth-observation-satellite-and-9-foreign-satellites/ | 2020-11-26T06:20:35 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141186761.30/warc/CC-MAIN-20201126055652-20201126085652-00145.warc.gz | 0.838888 | 242 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__36362266 | en | ISRO Launched Earth Observation Satellite and 9 Foreign Satellites
On 7th November 2020, ISRO namely Indian Space Research Organisation has launched Earth observation satellite (Short name EOS-01) with other 9 satellites.
- All satellites were sent into orbit from the Satish Dhawan Space Centre in Sriharikota Andhra Pradesh. the Polar Satellite Launch Vehicle (PSLV)-C49 was used in launching.
- EOS-01 is an advanced earth observation satellite that will be used in observing agriculture, forestry and disaster management planning.
- PSLV has sent its 51st launch and Sriharikota spaceport gets its 77th launch mission.
- Apart from this, ISRO has launched 328 foreign satellites (from 33 nations) into space.
- 4 satellites – the United States – multi-mission remote sensing
- 4 satellites – Luxembourg – for maritime applications
- 1 satellite – Lithuania – for technology demonstration
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http://www.bidservices.com/fbo/current/232.html | 2018-03-17T10:52:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257644877.27/warc/CC-MAIN-20180317100705-20180317120705-00035.warc.gz | 0.7561 | 170 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__79866476 | en | The AWACS program office is seeking sources toperform risk reduction activities related to a future program to replace portions of the E-3 G communications subsystem. This future program would replace the following existing Ultra High Frequency (UHF) radios with new radios capable of communicating via new military waveforms. The anticipated NAICS code is 336411 - Aircraft Manufacturing.
Existing UHF Radio
Raytheon (Magnavox) AN/ARC-204 (4 per aircraft)
HAVE QUICK II (HQII)
Second Generation Anti-Jam Tactical UHF Radio for NATO (SATURN)
Raytheon AN/ARC-234 Airborne Integrated Terminal Group (AITG) (2 per aircraft)
Demand Assigned Multiple Access (DAMA) SATCOM
Mobile User Objective System (MUOS). | aerospace |
http://thebaseleg.blogspot.com/2012/10/singapores-f-15s-f-16s-to-take-part-in.html | 2017-05-23T05:04:50 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607369.90/warc/CC-MAIN-20170523045144-20170523065144-00432.warc.gz | 0.927375 | 447 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__236143603 | en | RSAF F-16D Block 52 from the 425th Fighter Squadron.(© Neil Pearson)
F-15s and F-16s from the Republic of Singapore Air Force's (RSAF) two overseas-based fighter training detachments will be heading to Alaska for Exercise Red Flag 13-1, to be held from the 4th to the 19th of October.
Eight RSAF Boeing F-15SG Strike Eagles from the Mountain Home, Idaho-based 366th Fighter Wing's 428th Fighter Squadron (Buccaneers), a joint USAF-RSAF training squadron will be joined by ten RSAF F-16C/D Block 52s from the 56th Fighter Wing's 425th Fighter Squadron (Black Widows), which is also a joint USAF-RSAF training unit, from Luke Air Force Base, Arizona. It is believed (unconfirmed at the moment) they will be joined by a Singapore-based RSAF KC-135R from 112 Sqn.
Other air combat participants at Red Flag 13-1 include the USAF's F-22 Raptors and F-16C/Ds. EA-6B Prowlers are slated to provide Electronic Warfare support while there will also be Combat Search and Rescue (CSAR) missions undertaken by HH-60 Pave Hawks from the USAF. The Royal Thai Air Force will also take part with a single C-130 Hercules transport. "Red" aggressor missions will, as usual, be flown by the USAF's 18th Aggressor Squadron with it's colourful F-16s.
Red Flag-Alaska is a Pacific Air Forces-sponsored joint/coalition, tactical air combat employment exercise designed to replicate the stresses that warfighters must face in combat. The exercise takes place in the Joint Pacific Range Complex over Alaska as well as a portion of Western Canadian airspace. The entire airspace is made up of extensive Military Operations Areas, Special Use Airspace, and ranges, for a total airspace of more than 67,000 square miles. All Red Flag-Alaska flying takes place from the two main USAF bases on Alaska, namely Eielson Air Force Base and Joint Base Elmendorf-Richardson. | aerospace |
https://evtol.com/news/skydrive-manned-flight-tests-new-cto/ | 2020-09-18T07:41:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400187354.1/warc/CC-MAIN-20200918061627-20200918091627-00105.warc.gz | 0.962465 | 344 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__248327964 | en | The Japanese eVTOL developer SkyDrive has completed an initial phase of manned flight testing with its prototype aircraft, the company confirmed this week.
SkyDrive said that manned test flights between December 2019 and March 2020 confirmed the controllability and flight stability of the test aircraft, concluding the vehicle’s technical verification phase. The next stage of development will leverage insights gained during manned operation to further refine the design of the aircraft.
The Tokyo-based company, established by members of the Cartivator group, simultaneously announced the appointment of Nobuo Kishi as chief technology officer. Kishi — who served as chief engineer of the Mitsubishi Regional Jet and held other top posts with Mitsubishi Aircraft Corporation — will lead certification efforts for the aircraft, with the goal of taking it to market in 2023.
“Throughout my career spanning four decades, I have gained considerable experience and knowledge in type certification, safety verification, project management, and system integration,” Kishi stated in a press release.
“I would like to help take the industry forward by introducing a lean development process, while ensuring the same degree of safety as conventional aircraft, implementing advanced components, and employing innovative mass production processes learned from various industrial sectors.”
SkyDrive, which conducted its first unmanned test flight in December 2018, sees applications for its eVTOL aircraft not only as air taxis, but also in emergency transportation and disaster relief. The company also began accepting reservations for a cargo drone in December 2019.
SkyDrive’s investors include Drone Fund, Z Corporation, STRIVE III Limited Liability Partnership, ITOCHU Technology Ventures, Inc. and Energy & Environment Investment, Inc. | aerospace |
https://hu.pinterest.com/csksdniel/ | 2017-12-12T09:41:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948515311.25/warc/CC-MAIN-20171212075935-20171212095935-00692.warc.gz | 0.969664 | 145 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__163001328 | en | Helicopters provide fast transportation for small groups of people, with the negative of slightly more expensive prices. The helicopter is for more privileged, and is one of the more realistic privately owned air vehicles.
(photographer unknown) - often times I look up at the sky as a plane passes over and wonder where it is going and what kind of adventure or life awaits the people on it. Someday I will be on one of those planes headed for parts unknown.: Luxury, Life, A
An uncommon view of a Superfortress, a four-engine propeller-driven heavy bomber designed by Boeing that was flown primarily by the United States toward the end of World War II and during the Korean War. | aerospace |
http://ieeexplore.ieee.org/xpl/articleDetails.jsp?reload=true&arnumber=5446895&contentType=Conference+Publications | 2015-08-05T08:26:53 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438043062723.96/warc/CC-MAIN-20150728002422-00018-ip-10-236-191-2.ec2.internal.warc.gz | 0.897538 | 183 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__92878082 | en | Skip to Main Content
This paper describes the design and control of the first generation active suspension for NASA's Chariot rover and Lunar Electric Rover (LER). Within the paper is a general overview of the needs and benefits of active suspensions for crew mobility systems on the lunar surface. In the spectrum of active suspensions, the Chariot system falls into the category of a series active or low bandwidth suspension. The passive suspension elements absorb the high frequency content of driving over rugged terrain and the active element sets the height of the suspension allowing the vehicle to conform to the terrain. This suspension system is capable of raising and lowering the vehicle, adjusting roll and pitch attitude for docking operations, leveling the chassis against gravity, and balancing the force across the six wheels during low speed operations. In addition to the existing system, initial results of an incremental design upgrade are discussed and future considerations for suspension systems for the lunar surface are described. | aerospace |
https://pocketsizedhands.com/past-work/nats/ | 2018-07-16T10:34:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589251.7/warc/CC-MAIN-20180716095945-20180716115945-00581.warc.gz | 0.972567 | 114 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__156595043 | en | NATS: visualizing Air Traffic Management
NATS (National Air Traffic Services) is the main air navigation service provider in the United Kingdom. We participated in their serious game jam in which we had 24 hours to build a rough and ready prototype. This prototype looked at visualizing air traffic management which acted as a proof of concept for educating and training new employees working in air traffic control. Being one of the winners of this game jam, we were awarded with going down to their Edinburgh site and discussing how AR/VR could be brought into education and a wider curriculum. | aerospace |
http://library.propdesigner.co.uk/html/body_fuselage_aerofoils.html | 2018-02-25T05:47:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891816138.91/warc/CC-MAIN-20180225051024-20180225071024-00434.warc.gz | 0.967739 | 122 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__213172530 | en | This section has aerofoils suitable for the fuselage fairing or streamlining tubes.
These sections will normally be operating at or close to zero degrees.
The selection criteria is rather different to the wings in that it has to accommodate the pilot and structure and the forces on it are low but it streamlines the pilot, also the pilot has to be able to see out.
The drag is not as important as with the wings as the streamlined fuselage only adds about a 1/5th or less of the total drag..
A value of 21% thickness has been chosen as typical. | aerospace |
https://broadbrained.com/space/review-spaceport-earth/ | 2023-02-02T15:38:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500028.12/warc/CC-MAIN-20230202133541-20230202163541-00190.warc.gz | 0.946959 | 1,118 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__92049490 | en | Spaceport Earth: The Reinvention of Spaceflight
by Joe Pappalardo
Overlook Press, 2017
hardcover, 256 pp., illus.
Rarely does a month go by without another announcement of plans for yet another commercial spaceport. January has already checked that box: last week came word that that the Hancock County Port and Harbor Commission in Mississippi had awarded a contract for a feasibility study about conducting launches from Stennis International Airport, a general aviation airport located near NASA’s Stennis Space Center.
“We have Lockheed Martin right here at Stennis Space Center that actually makes satellites that go into orbit,” Janel Carothers, chief development officer of the commission, told a local television station. “Things like Sirius Radio gets made right here at Stennis Space Center and put into orbit in other places.” (Lockheed Martin makes only satellite components, like propulsion systems, at Stennis, and SiriusXM buys its satellites from major manufacturers, like California-based Space Systems Loral.)
It’s not clear why a company would want to launch from that airport, beyond the proximity to a NASA facility best known for testing rocket engines; any launches from there would likely be limited to a narrow range of azimuths to avoid overflying Biloxi to the east or New Orleans to the west. But it’s not alone in its optimism: the FAA has licensed ten commercial launch sites to date, several of which have yet to perform a launch, with more in various stages of the licensing process. There’s also been a surge of interest in spaceports in the United Kingdom, with proposals from Wales to the Outer Hebrides.
Spaceport Earth offers a guide to some of these existing and proposed spaceports. Joe Pappalardo, a contributing editor at Popular Mechanics, takes the reader on a tour of these facilities, and the advances and setbacks they’ve faced. It’s a good introduction for those new to the field, but it’s also a fine read for those familiar with the commercial spaceflight industry.
The book is something of a travelogue, starting at the Kennedy Space Center, which Pappalardo visits in 2011 to witness the final space shuttle launch—and, for him, the first launch he’s seen in person. “After the last Space Shuttle launch, I decided to put myself on the spaceport beat,” he said, citing the growth of commercial space efforts and the “industrial battle for satellite launches” between entrenched incumbents like Arianespace and United Launch Alliance and emerging ventures like SpaceX.
The book has a geographical, versus a chronological, organization, with chapters devoted to the various spaceports he visits. He goes to French Guiana to witness an Ariane 5 launch, and tour the jungle with the French Foreign Legion forces that guard the spaceport. He goes to familiar destinations on the NewSpace beat, like Mojave in California and Spaceport America in New Mexico, and also Wallops in Virginia. There are some less familiar locations as well, like Waco, Texas, where the operators of an airport attached to a local college are seeking a spaceport license because, well, why not?
Pappalardo has an eye for local color that shines in the book as he describes the places that have or are seeking spaceports and the people who live there. An example is where he describes Van Horn, Texas, the town nearest Blue Origin’s private launch facility, where the company has put the town on the map “for the first time since 1910, when Robert Espy set the world record for roping and tying a goat here. (It took eleven seconds.)” It makes up for the occasional errors in the book, such as referring on a couple occasions to the Atlas V launch pad at Cape Canaveral as “SLS-41” rather than “SLC-41” or the speed at which the first SpaceShipTwo unlocked its feathering system on its fatal October 2014 crash as “Mach .09,” a speed so slow that stalling, rather than aerodynamic breakup, would be the biggest concern.
He acknowledges in the book that the boom in spaceports is likely to lead to disappointment for many, as is already the case. “The truth is that there is a global boom in spaceports, but most of them will never see an actual launch,” he writes in the book’s opening chapter. He argues that some local officials are not dissuaded by those odds and seek to use “the spaceport label to create nodes of aerospace science that could help provide aerospace jobs.”
Readers of Spaceport Earth will get a good flavor of the development of spaceports and the rise of a commercial launch industry, even if they may still be puzzled why so many commercial spaceports are being developed for vehicles that don’t exist or don’t need them. Hancock County, Mississippi, probably won’t be the last place to propose developing a commercial spaceport, despite an unclear customer base or market; like others, seeking to grab a piece of what they believe is an ascending field, as well as the glamour associated with it. | aerospace |
https://graduateway.com/bottle-rocket-report-2-18824/ | 2021-04-11T07:39:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038061562.11/warc/CC-MAIN-20210411055903-20210411085903-00118.warc.gz | 0.973266 | 1,078 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__151134155 | en | Challenge To design and build a pop bottle rocket to fly as far as possible. Research Pop bottle rockets are used for the study of aeronautics all over north America. Water rockets are used in schools to help students understand the principles of aeronautics. The Science provides challenges of bottle rocket design and flight, including altitudes and distances reached. A model rocket has four components of flight to it aerodynamics, weight, thrust, lift and drag.
Water rockets have been a source of entertainment and education for many years.
They are usually made with n empty two-litter plastic soda bottle by adding water and pressuring it with air for launching. Before the launch the bottle is filled with some amount of water, which acts as a propellant for the launch and thrust for the rocket. Since water is about 100 times heavier than air, the expelled water produces more thrust than compressed air alone. He pressure in the body is equal to the pressure produced by the pump.
The fins are attached to the body increase stability(best if the fins are near the bottom). To many or non-aerodynamic fins can create a lot of drag and really hold back your octet from flying at its maximum distance. Also weight in the nose cone helps to keep the rocket in a straight path to its destination, instead of flying to high in the air or not going in its straight course of flight.
Design At first my designs were to get as much to and rare or a real rocket as possible. But after researching I thought of more aerodynamic looks to my rocket to help it fly in a straighter path with as least drag as possible. My optimal solution was to build a rocket that looked like a rocket but was as aerodynamic and had the least drag as possible. I chose this solution because I knew that my rocket had to be as aerodynamic as possible, also that it had to create the least drag as possible, and the most lift.
I wanted my rocket to be like a real rocket because I thought that it would be the best because real rockets are designed by real engineers in the real world sending people into space. My design is three small wing at the bottom of the bottle with a long nose cone. I liked my design because it was very aerodynamic and did not cause much drag. Although my design could have been better with a less flimsy bottle rocket report By Kathy-Trembler
Bill of Materials 1) 2 litter pop bottle 2) Card stock 3) Bristol board paper 4) Scissors 5) Hot glue 6) Monster tape 7) Golf ball 8) Water 9) Paint(if needed) Manufacturing First you will need to get all of your materials out, secondly you will need to cut out your wings(look to drawing for measurements), thirdly you will need to role a piece of paper into a cone and tape along the seems to secure it, frostily you will need to cut the nosecone to size (as shown on drawing), fifthly you will need to make the bottle into fourths to know where to put the wings, sixthly you will need to fill your bottle tit water so that the to glue does not burn or melt the bottle, seventeen you till need to attach the wings to the bottle with the hot glue as shown on the drawing, eighty you will need to glue the nose cone to the bottle with the hot glue as shown in the drawing, and finally empty the water and your rocket is ready to fly. You can paint the rocket if you want to I painted it orange.
Analysis My first design of the rocket was three small wings at the bottom of the rocket with a short nose cone, I didn’t think that it would work the greatest so I designed a new rocket with larger fins and about the same size nose cone. After testing that rocket I realized it wasn’t the greatest aerodynamics so I decided to come up with a third and final design like rocket one. It has small fins moved up a bit higher and a much longer nose cone. The reason I didn’t follow my second design the rocket design was because it didn’t fly very far at all. When I changed my design the rocket flew furthers but the one thing I would change is the weight in the front. I would add more weight in the front of my rocket to give it a better flight path instead of going up in the air. He front end weight would keep the rocket from thrusting in the air and make the tat more straight. If I got the chance to Reese this project I would not change the specifications of my design, but Just add more weight to the front. I would rate my rocket an 8 out of 10 this is because it was a great rocket and perfumed k. The only this that would have changed my distance is to add more weight and that is what I meters. The reason was because of the weight of the front of my rocket and I’m sure if we did the launch ageing with more weight it would ago lot further. In conclusion I am happy with my rockets design but not fully with its flight.
Cite this Bottle rocket report
Bottle rocket report. (2017, Jul 18). Retrieved from https://graduateway.com/bottle-rocket-report-2-18824/ | aerospace |
http://ov-10bronco.net/news_detail.cfm?NewsID=352 | 2019-04-22T03:58:41 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578534596.13/warc/CC-MAIN-20190422035654-20190422061654-00392.warc.gz | 0.971922 | 347 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__218382219 | en | Ladies and Gentlemen,
On November 12-13, 2005, Rick Clemens' Cactus Air Force OV-10 Bronco performed at the Aviation Nation 2005 Nellis AFB Air Show. The Bronco flew as a main part of a Vietnam Combat Re-enactment. The Bronco was a "Nail" FAC, the A-1's were the "Sandy's", the 0A-37 was "Dragonfly", the AC-47 was "Spooky" and the UH-1's were the "Jollies". We tried to get the script changed so the FAC was "Hostage" as our planes markings are as a "Marine Bronco" not Air Force. No luck on the change. All is good, a Navy pilot, Marine plane, Air Force call sign...
The theme of the Air Show was "Welcome Home" for our Vietnam Veterans. The performance was OUTSTANDING! It included ground explosions and live radio transmissions sent out over the PA system along with era correct music being broadcast.
Lee "Thumper" Griffin was the Bronco pilot with Juan Redick riding back seat on Saturday's show. Sunday's show had Lee as the pilot once again with a change to the back seater. Aviation Nation Foundation President Bob Avery (former Air Force OV-10 pilot) was all smiles when he was asked if he would like to ride shotgun on Sunday's performance. He had a wonderful time!!!!
Below are a few pictures taken by yours truly. Enjoy!
Melvin R. Clouser Jr.
"Doctor of Bronco Photography"
Cactus Air Force/DynCorp/CDF/OBA | aerospace |
https://www.hill.af.mil/About-Us/Fact-Sheets/Display/Article/397295/b-25j-mitchell/ | 2018-11-20T22:13:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039746800.89/warc/CC-MAIN-20181120211528-20181120233528-00387.warc.gz | 0.965915 | 679 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__219374231 | en | Published September 26, 2007
North American B-25J "Mitchell"
Engines: Two Wright R-2600-13 Double Cyclone radial; 1,700 hp each
Wingspan: 67 ft 7 in
Length: 53 ft 5 3/4 in
Height: 16 ft 4 3/4 in
Weight: 21,100 lbs empty; 33,500 lbs. loaded; 41,800 maximum
Speed: 230 mph cruise; 303 mph maximum
Range: 2,700 miles
Ceiling: 24,200 ft
Armament: Eighteen .50 caliber machine guns; 3,200 lb bombs or one 2,000lb torpedo
Cost: $142,194 (average B-25 unit cost as of 1944)
This B-25J-32-NA, S/N 44-86772, was accepted by the USAAF on June 28, 1945 and was immediately placed in storage. Over the next few years it was ferried around between various maintenance and storage fields in California, Missouri, and Texas. Then on January 27, 1950 it was assigned to the 1050th Maintenance Service Unit at Andrews AFB, Maryland. In August 1952 it transferred to the 1401st Air Base Wing-Utility at Andrews AFB.
Two years later it was sent to Birmingham, Alabama, for Hayes conversion, then returned to Andrews. In December 1957 it became part of the 1001st Air Base Wing, still at Andrews AFB, but a year later was sent to Davis-Monthan AFB, Arizona, for long-term storage. In January 1959 it was declared surplus to USAF needs. That summer it was sold to National Metals in Phoenix, Arizona.
In November 1960 the aircraft changed hands again, this time going to Frank Froehling in Coral Gables, Florida, for only $3,000. A Federal Aviation Administration inspection the following month revealed that the plane had logged 5,695 flight hours by that time. In October 1961 it was sold to Davis-Brown in Hialeah, Florida, and modified for cargo hauling.
The aircraft made a forced landing in a farmer's field in Argentina in January 1962 after suffering either engine problems or running out of fuel. (It was apparently being used to smuggle cigarettes into Argentina from Paraguay at the time of the incident.) It landed in a rough field and the nose wheel collapsed, damaging the front of the aircraft.
It was subsequently donated to a local flying club, who moved it to their nearby airfield for display. A letter was sent to the FAA in November 1964 requesting that the aircraft's registration be cancelled, since the aircraft was permanently out of service. The registration was cancelled the following month and for the next 27 years the aircraft sat at the small airfield in Argentina.
In 1990 the aircraft was returned to the United States by Don Whittington of Fort Lauderdale, Florida. It sat in pieces in his hangar until 1993, when it was reassembled and restored. Mr. Whittington then traded the rebuilt B-25 to the USAF Museum System for four H-1 helicopters. The USAF Museum then assigned the Mitchell to Hill Aerospace Museum for permanent display. The aircraft is painted to resemble the B-25s flown by the "Air Apaches" of the 345th Bombardment Group during World War II. | aerospace |
https://aviationmuseumwa.org.au/afcraaf-roll/davis-thomas-edward-420173/ | 2023-09-28T03:57:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510358.68/warc/CC-MAIN-20230928031105-20230928061105-00366.warc.gz | 0.934231 | 1,210 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__59113763 | en | LEST WE FORGET
Flying Officer Thomas Edward William DAVIS
Service No: 420173
Born: Sydney NSW, 10 December 1922
Enlisted in the RAAF: 11 October 1941
Unit: No. 467 Squadron, RAF Waddington, Lincolnshire
Died: Air Operations: (No. 467 Squadron Lancaster aircraft R5485), France, 19 July 1944, Aged 21 Years
Buried: Heiltz-Le-Maurupt Churchyard, Marne, France
CWGC Additional Information: Son of Thomas and Amy Florence Davis, of Sydney, New South Wales, Australia.
Roll of Honour: Sydney NSW
Remembered: Panel 110, Commemorative Area, Australian War Memorial, Canberra ACT
Revigny, already the objective of two abortive raids by other groups on 12th-13th and 14th-15th July, was nominated as a target for No. 5 Group on 18th-19th July. This was an ill-fated attack as no fewer than 24 of the force of 110 bombers failed to return to base. It was a case of the elaborate nightly RAF tactical deception plan misfiring for once. The enemy ignored the raid against Scholven-Buer, being deceived into thinking it was a diversionary sweep. The Luftwaffe’s strength in Belgium was sent westward into France and ran headlong into the force attacking Revigny. Fighter attacks began over the target and the fighters then hung determinedly around the skirts of the retiring bombers until they crossed the coast. Few crews saw obvious signs of success because long-delay fuses were again used, but later evidence showed that after the attack only one through line remained open. One RAAF pilot criticised the chosen route, which crossed an active searchlight belt in the Pas de Calais. After seeing four Lancasters shot down over the target within two minutes he swung out of the stream and skirted this searchlight belt and reported that other aircraft which had kept to track were shot down. Australian losses were particularly severe. Aircraft piloted by Flying Officer Beverley Hudson Gifford (415220) and Flying Officer James Robert Worthington (406417) of No. 463, Flying Officer Thomas Edward William Davis (420173) and Flying Officer David Beharrie (418334) of No. 467, Flying Officer William David Appleyard (415716) of No. 49, Flying Officer Frank Francis Molinas (425454) of No. 619 and Flying Officer Peter Buck Dennett (418927), Flying Officer Gordon Edward Maxwell (425331) and Flying Officer Bruce William Brittain (414756) (Flight Sergeant Gordon Edwin Beckhouse (424354) (Wireless Air Gunner)) of No. 630 were all shot down.
Herington, J. (John) Air War Over Europe 1944-1945, Australian War Memorial, Canberra, 1963 Pages 236-7
Lancaster R5845 took off from RAF Waddington at 2256 hours on the night of 18/19th July 1944 to destroy a railway junction at Revigny, France. Bomb load 11 x 1000 lb (pound) (450 kg), 3 x 500 lb (225 kg) bombs. Nothing was heard from the aircraft after take off and it did not return to base. Eight aircraft from the Squadron took part in the raid and two of these including R5845 failed to return. Post war it was established that the aircraft when homebound was intercepted by a night fighter.
The crew members of R5485 were:
Flight Sergeant Colin Frederick Allen (434218) (Air Gunner)
Flying Officer Thomas Edward William Davis (420173) (Pilot)
Pilot Officer Mark William Edgerley (417466) (Navigator) Evaded Capture, Discharged from the RAAF: 4 March 1946
Flying Officer E F Haddlesey DFC (26846) (RCAF) (Air Gunner) PoW
Sergeant Dennis Vaughan Kelly (418751) (Wireless Operator Air Gunner) Evaded Capture, Discharged from the RAAF: 21 August 1945
Sergeant W F Marshall (650996) (RAF) (Flight Engineer) Evaded Capture
Flight Sergeant Lawrence William McGowen (424274) (Bomb Aimer) Evaded Capture, Discharged from the RAAF: 13 September 1945
In a Feb 1945 report Pilot Officer Edgerley said “I baled out at 0240 hours on 19 July and landed near Heilitz-le Maurupt. I buried my chute and Mae West in the undergrowth and set out walking west along a river. Next day I met a Frenchman who said he could help me. He took me to a house in Juissecourt-Minecourt where I stayed four weeks. On 19 August taken to a farmhouse outside Cheminon where I remained until 1st September 1944 when Allied troops entered town. On 2 Sept sent to Paris and interrogated by IS9. Arrived UK September 44.
No. 463 Squadron lost Lancaster DV374 (Flying Officer James Robert Worthington (406417) (Pilot)) on 19 July 1944.
No. 463 Squadron lost Lancaster LM551 (Flying Officer Beverley Hudson Gifford (415520) (Pilot)) on 19 July 1944.
No. 467 Squadron lost Lancaster PB234 (Flying Officer David Beharrie (418334) (Pilot)) on 19 July 1944.
Australian War Memorial Roll of Honour On-Line Records (RAAF Casualty Information compiled by Alan Storr (409804))
Commonwealth War Graves Commission On-Line Records
Department of Veteran’s Affairs On-Line WWII Nominal Roll
National Archives of Australia On-Line Record A705, 166/9/357 | aerospace |
https://billionyearplan.blogspot.com/2009/12/controversy-flares-over-space-based.html | 2023-09-21T22:19:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506045.12/warc/CC-MAIN-20230921210007-20230922000007-00128.warc.gz | 0.909257 | 146 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__325852440 | en | 03 December 2009
Controversy flares over space-based power plan
...Last week, California regulators proposed a plan to approve a 15-year contract with the American company Solaren Corp. to supplyspace-based solar power to utility giant Pacific Gas & Electric (PG&E) by 2016. The Japan Aerospace Exploration Agency (JAXA) has also teamed up with a private Japanese coalition to design a solar space station for launch by the 2030s.
Posted by TheVision at 12/03/2009 08:54:00 AM | aerospace |
http://orbitexperience.com/Space_History/space_history.shtml | 2020-04-02T10:06:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370506870.41/warc/CC-MAIN-20200402080824-20200402110824-00478.warc.gz | 0.707442 | 1,012 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__198145019 | en | |1963||Luna-4 Launch. First of 5 flights to test soft landing on Moon.|
|1964||Zond-1 Launched toward Venus. Fails during interplanetary cruise.|
|2010||Launch of Soyuz TMA-18. Skvortsov, Kornienko, and Dyson to join ISS Expedition 23.|
|1973||Salyut-2 Launch. Never occupied.|
|1984||Soyuz-T-11/T-10B Launch. Malyshev, Strekalov, Sharma (India). Dock with Salyut-7.|
|2008||ESA Jules Verne ATV docks to ISS.|
|1960||Tiros-1 First weather sat launched.|
|1968||Second Saturn V launch. First stage pogo, 2nd stage engine malfunction, |
3rd stage failure to restart. The next one was piloted!
|1983||Launch of STS-6 - Weitz, Bobko, Peterson, Musgrave. First Shuttle EVA.|
|1997||Launch of STS-83 - Halsell, Still, Gernhardt, Janice Voss, Thomas, Crouch, Linteris. |
|2000||Soyuz TM-30 Launch. Zaletin, Kaleri. Re-occupy Mir for MirCorp.|
|2011||Launch of Soyuz TMA-21. Samokutyaev, Borisenko, and Garan to join ISS Expedition 27/28.|
|1973||Pioneer-11 Launched to Jupiter/Saturn flybys.|
|1975||Soyuz-18A Launch. Lazarev, Makarov. First abort after launch.|
|1991||Launch of STS-37 - Nagel, Cameron, Godwin, Ross, Apt |
Fixed & Deployed Gamma Ray Observatory; Performed two EVAs.
|2002||Aqua (EOS-PM) Earth Observing System satellite launch.|
|2010||Launch of STS-131, Discovery to ISS|
Poindexter, Dutton, Mastracchio, Metcalf-Lindenberger, Wilson, Yamazaki, Anderson
Leonardo logistics module and MPESS carrier.
|2019||Japan's Hayabusa-2 creates a new crater on asteroid Ryugu with a 2kg cpper impactor.|
|1984||Launch of STS 41-C - Crippen, Scobee, Nelson, van Hoften, Hart. |
On-orbit repair of Solar Maximum Mission spacecraft.
|1968||Luna-14 Launched to Moon. Lunar gravity, communication technology experiments.|
|1991||Crew of STS-37 performs a successful unscheduled EVA |
to repair and deploy the Gamma Ray Observatory.
|2007||Launch of Soyuz TMA-10. Yurchikin and Kotov (Expedition 15), with Simonyi (tourist) to ISS.|
|1964||Gemini-1 Launch. unpiloted test of craft and Titan II launcher.|
|1968||OAO-1 Launch. First Orbiting Astronomical Observatory. Fails 3rd day.|
|1984||China-15 Launch. First GEO success. Transmits TV.|
|1993||Launch of STS-56 - Cameron, Oswald, Foale, Cockrell, Ochoa. ATLAS-2.|
|1997||STS-83 Lands after 4 days due to Fuel Cell #2 problem. |
Third Minimum Duration Flight (STS-2 Fuel Cell, STS-44 IMU).
|2002||Launch of STS-110 - Bloomfield, Frick, Walheim, Ochoa, Morin, Ross, S. Smith.|
ISS Assemby Flight 8A S0 Truss.
Jerry Ross becomes first person to make 7 spaceflights.
|2006||Return of ISS Expedition 12 crew after 189 days, aboard Soyuz TMA-7|
McArthur and Tokarev with Pontes (Brazil).
|2008||Launch of Soyuz TMA-12. S. Volkov, Kononenko (Expedition 17) with Dr. Yi Soyeon (S. Korea).|
|2009||Return of ISS Expedition 18 crew after 179 days aboard Soyuz TMA-13|
Fincke and Lonchakov with Simonyi (tourist).
|2010||Launch of ESA's CryoSat-2 to study thickness of the polar ice caps.|
|2016||Launch of Dragon CRS-8 on a Falcon-9 and first successful landing on a ship of the first stage (following the Dec 2015 CCAFS landing).| | aerospace |
https://wwiivehicles.com/germany/ships/aircraft-carriers/graf-zeppelin-class-aircraft-carrier.asp | 2019-03-24T03:00:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203168.70/warc/CC-MAIN-20190324022143-20190324044143-00453.warc.gz | 0.98721 | 153 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__162889192 | en | In 1933 the Wilhelm Hadeler drew up a preliminary design.
In April 1940 the work on the Graf Zeppelin was suspended but was restarted in July 1940 / May 1942. In January 30, 1943 / 1943 it was stopped for the last time.
Work started on the B but was never launched.
The Luftwaffe never supported the development of the Graf Zeppelin and due to Göring they would have been the pilots of the carrier aircraft.
Design Ideas Needed
In 1935 a German officer visited the HMS Furious during Fleet Week.
A team was sent to Japan to inspect the Akagi.
The aircraft that were initially to be used were the Bf 109B, Ju 87A, and the Fi 167. | aerospace |
http://www.fogonazos.es/2007/03/transpolar-flights-shortcut-through.html | 2017-03-29T10:59:35 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190295.4/warc/CC-MAIN-20170322212950-00623-ip-10-233-31-227.ec2.internal.warc.gz | 0.933884 | 706 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__275870102 | en | Across the nigth
Flying over the North Pole is still a kind of adventure. According to Leo Brooks, an international senior captain for Continental Airlines, airplanes travel at an altitude of 31,000 to 39,000 feet and they generally fly 100 miles to the left or right of the North Pole. Right over the Artic, there is no traditional air traffic control and no radar. Air traffic control uses traditional radio position reports, a relatively old fashioned method, to keep track of the aircraft. If the airplane crashed or had any problem at this moment, it would be too far away from any inhabited area.
Because of the extended flight duration and the prevalence of very cold air masses on the polar routes, the potential exists for fuel temperatures to approach the freezing point. However, current airplane systems and operating procedures provide confidence that fuel will continue to flow unobstructed to the engines. Computer alarms go off if the fuel starts solidifying and, in that case, the pilots fly to a warmer altitude and alter the route.
Currently, United Airlines, with 1500 flights a year, is the leader in transpolar flights between America and Asia. The next closest passenger airline in terms of polar flyovers is Continental Airlines (796), folllowed by Air Canada (515) and some Asian airlines as Air China or Singapore Airlines. Thanks to these new airways, transport officials estimate that New York to Honk Kong takes five hours less than conventional routes, and Toronto to Beijing provides a four hours saving.
On the other hand, recent studies show that passengers and crew members flying on transpolar routes are exposed to unusually high levels of cosmic and solar radiation. According to Robert Barish, a New York health physicist who recently spoke to the International Herald Tribune, the dosage received during each flight along the transpolar route is equivalent to three chest X-rays and may be significantly increased by solar flare radiation.
Heavy doses of radiation can cause damage to a developing fetus, provoke cancer or produce genetic mutations in human egg and sperm cells. This higher exposure on polar flights is due to the magnetic attraction that the polar region exerts on charged radioactive particles from space. Besides, the fact that atmosphere is getting thinner at the polar regions doesn't make the problem better.
Under normal conditions, any air travel involves greater exposure to cosmic and solar radiation than staying on the ground. The U.S. FAA recommends that airlines inform their flight crews of the risks. On declaration of pregnancy, a crew member must immediately switch to low-exposure flights, and some European airlines go further and ground expectant mothers until after maternity leave.
So far, the airlines flying the North Pole route say they do not inform passengers of the increased cosmic radiation risks. At the same time, scientists and airline employees unions, have expressed concern about this risks an think the airlines should inform pregnant passengers and frequent fliers about the high radiation associated with these routes.
More info and sources: 1, 2, 3, 4, 5, 6
27 marzo 2007
In the last ten years, commercial airlines are flying north of the Arctic Circle in a growing number of new routes between North America and Asian cities. These new cross-polar routes provide an attractive shortcut to Asia, which saves some hundreds of millions on fuel and time. Since 1993, when Russia agreed to open its territory, flight times have been cut by more than four hours in some of these routes, but actually there are several important risks that every passenger should know. | aerospace |
http://mccormickaircenter.com/ | 2014-04-20T14:56:32 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609538787.31/warc/CC-MAIN-20140416005218-00152-ip-10-147-4-33.ec2.internal.warc.gz | 0.735474 | 106 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__47363950 | en | Welcome to McCormick Air Center, Yakima’s only full-service FBO. Located in the Yakima Valley, gateway to Washington’s wine country, our aviation professionals will assist you with fuel, maintenance, and flight instruction. Whether for business or pleasure, let McCormick Air Center take care of all your aviation needs!
McCormick Air Center
3210 W. Washington Ave.GET DIRECTIONS ›
Yakima, WA 98901
Phone: (509) 248-1680 | aerospace |
http://noomag.com/2018/08/03/boeing-crew-capsule-mission-delayed-after-abort-engines.html | 2019-02-16T06:54:58 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247479967.16/warc/CC-MAIN-20190216065107-20190216091107-00340.warc.gz | 0.946177 | 618 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__81326633 | en | The first two on the list were initially slated for this summer, but a technical failure experienced during a recent test forced Boeing to revise the entire schedule until that problem is fixed. "Our commitment has always been to provide NASA and those crews the highest level of mission assurance", said John Mulholland, vice president and program manager for Boeing's Commercial Crew effort. Crew for Boeing's Crew Flight Test and SpaceX's Demo-2 flights will each include at least a flight commander and pilot aboard to test out the systems.
Last month, the Government Accountability Office warned that the companies were slipping in their schedules toward NASA certification, with Boeing reaching that milestone in December 2019 and SpaceX a month later.
The announcement comes two days before NASA Administrator Jim Bridenstine is set to reveal which NASA astronauts will fly on the CST-100 Starliner and Crew Dragon test flights.
NASA estimates have predicted even greater delays than what the agency formally announced August 2.
The setback comes as Boeing is entrenched in a competition with Elon Musk's SpaceX to deliver astronauts to the space station, replacing the Russian rockets now used for that goal.
Both Boeing and SpaceX are building spaceships to transport astronauts and restore United States access to the space station, a capacity lost when the shuttle program was retired in 2011, as planned after 30 years of operation.
US media are invited to attend the event at NASA's Johnson Space Center in Houston and, afterward, speak with the astronauts about their assignments.
He was a NASA scientist for 33 years.
SpaceX and Boeing have not released updated timelines for the first flights of their respective Crew Dragon and Starliner capsules.
However, both companies still have to prove that their vehicles can fly to the ISS and return safely to Earth. The first flights were scheduled for 2018.
Four veteran astronauts - Eric Boe, Douglas Hurley, Sunita Williams and Robert Behnken - were named earlier, but they were not assigned to specific missions or spacecraft. Surprisingly, only 3.0 percent of adults in the survey said NASA's top focus should be sending astronauts to the moon, while a mere 8.0 percent said a human trip to Mars or other planets should be a top priority. Those engines are created to power up if the launch rocket suffers a mishap and would eject the Starliner crew capsule to a safe distance. Initially Congress did not provide as much money as NASA requested because of skepticism that the program would succeed.
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- Sony’s PS4 Worldwide Shipments Top 82.2 Million Units | aerospace |
http://emailmalaysia.blogspot.com/2011/08/mcm2ada-sukhoi-superjet-100-like-best.html | 2017-03-25T07:44:50 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218188891.62/warc/CC-MAIN-20170322212948-00298-ip-10-233-31-227.ec2.internal.warc.gz | 0.956598 | 708 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__187838705 | en | At MAKS author was lucky to get on a demonstration flight of the new Russian Sukhoi Superjet 100. A group of journalists for an hour ride on board the Armavia. As it turned out, this is the board on which the author flew to Yerevan a few months ago. The first time it unpleasantly surprised salon. What has changed in two months? Changed much - the salon has become even worse, broken air conditioning and ventilation.
I am sure that this is a unique aircraft and it is unique, and all the flaws - it's just childhood diseases, and in the future they will not. But the demonstration flight was carried out on board the dilapidated Armavia. On board, where air conditioning is not working and ventilation, where the gaps between the panels cladding can shove his hand, and the noise is such that it is difficult to talk.
Externally the aircraft is very good. I am sure that this is a breakthrough and it has no equal. But I know nothing about airplanes and I do not want to understand. I reasoned as a passenger. I'm not important fuel consumption and what it has wings made of. Important for me to have comfortable chairs, large luggage racks, so it was quiet, the temperature in the cabin was not 40 on the flight.
In the photo prototype.
And here is our board. This aircraft operates regular flights from Moscow to Yerevan. I think some of you it flew.
Salon. On the street 30. We go to the salon. Heat. Just breathe nothing. Hostess soothe journalists: "Now take off, everything will be alright." Yeah, took off, ventilation and air conditioning have not earned. Flight attendants were talking about the fact that "the plane is hot," and soon all will be well. after the flight crew member said bluntly: "A week ago, flew air conditioning, and not repaired." I wonder how the passengers feel of regular flights on this plane?
Salon. As before, all in unexplained gaps.
As can be so shitty build an airplane? I do not understand.
The quality is terrible. The panels are not joined together. Wherever any cracks and holes. Through some holes visible light, and I hope they do not cross-cutting;). The same crew member said: "This is one of the first aircraft. Yes, the quality of his at the Lada, but inexpensive. That's if they do the VIP lounge, then there will be all super, the mosquito will not undermine the nose. And here, what you want ? Armavia nothing to complain about it and so it got a huge discount. " I fly a lot, but a nightmare not seen in any plane.
I hope the producers aircraft will pay more attention to build quality.
Source: zyalt.livejournal.com --
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Sebarang email pertanyaan, hantar kepada [email protected] | aerospace |
http://airtallweight.com/tag/russian/ | 2020-10-01T13:35:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402131412.93/warc/CC-MAIN-20201001112433-20201001142433-00047.warc.gz | 0.878178 | 514 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__29694312 | en | Original Russian Soviet High-altitude compensating suit VKK-6M Pilot Space MIG PILOT AIR FORCES USSR. 100% authentic very rare item RED ARMY Russian Soviet USSR period. The VKK-6M is the most commonly used flight suit in the Soviet period. As well as in the Russian Air Force era as a whole. It is designed for long. There are two main connecting hoses that are to be. Attached to connectors in the cockpit. There is no separate pressure control. Valve on the suit itself – everything is controlled from within the cockpit. Compression compensates for excess pressure in the lungs. To the COLLECTORS of the SOVIET RARE Uniforms!! ORIGINAL Application: for life-support of the pilot at flights at greater heights. VKK-6M Aviation Suit , with original fabric number. Photos are real, you will receive exactly what you see! A great addition to your collection! The size – 9 (Soviet size). Approximate sizes Flight suit. Chest – 44 1/2 inchs – 113. Waist – 37 1/2 inchs – 95. Sleeve – 32 1/3 inchs – 82. Inseam – 31 1/3 inchs – 80. Height – 67 2/3 inchs – 172. Excellent, all lightnings work. Holes are not present. Service life of suit VKK-6M: 13 years on a technical condition. ALL SUBJECT MATTERS of 100 % – ORIGINAL, MILITARY SOVIET EPOCH. BUT the PRICE in the ANTIQUARIANS MUCH HIGHER. DO NOT LOSE the POSSIBILITY. THANKS FOR the VISIT, ALL the WISE MOVES. I shall answer questions, I shall provide an additional photo. In case of occurrence not before understanding and disagreements on item, the consensus is always possible. It is not interested in a deceit or concoction. Reputation – first of all! The item “Air Force Russian Soviet USSR Pilot Mig VKK-6M High Altitude Pressure Suit P-9″ is in sale since Wednesday, April 10, 2019. This item is in the category “Collectibles\Militaria\Militaria (Date Unknown)\Air Force”. The seller is “kojaviktor” and is located in UA,UCRAINA. This item can be shipped worldwide.
- Country/Region of Manufacture: Russian Federation | aerospace |
https://desk.uk.com/product/remote-controlled-model-aircraft-dallas-doll/ | 2023-09-22T10:48:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506399.24/warc/CC-MAIN-20230922102329-20230922132329-00156.warc.gz | 0.86669 | 83 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__254974993 | en | Remote controlled model aircraft ‘Dallas Doll’. One of 20 various remote controlled models in stock
Size 44 inch wing span
Stock no. 4270
There are no reviews yet, would you like to submit yours?
Not that bad | aerospace |
https://www.securitymagazine.com/articles/88803-drones-a-security-tool-threat-and-challenge | 2024-02-21T10:35:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473472.21/warc/CC-MAIN-20240221102433-20240221132433-00121.warc.gz | 0.954021 | 2,401 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__126334391 | en | The commercial use of unmanned aircraft systems (UAS), more commonly known as drones, has exploded over the last few years, and it’s clearly on a trajectory to continue. Its global market is currently worth $2 billion, and that number is estimated to skyrocket to $127 billion in 2020. The Federal Aviation Administration (FAA) predicts that commercial drones will jump from the 80,000 registered units in August 2017 to more than 420,000 units by 2021. There are certification programs sprouting up all around the country where you can become a certified drone operator. What does all of this mean for enterprise security?
How Drones Can Help
There are many ways drones can help enterprise security teams to manage their risk mitigation efforts more efficiently, safely and cost-effectively, including:
- Risk assessments: Enterprise security personnel can use drones to find gaps and vulnerabilities that wouldn’t normally be seen, thanks to a different point of view, says James A. Acevedo, president at Star River Incorporated. “Rather than seeing things in a 2D frame, you’re seeing things in a 3D frame, which really changes the dynamic of how you position your security countermeasures,” he says.
- Perimeter control and other security officer situations: Drones can help monitor perimeters, parking lots, prisons, college campuses, stadiums and other outdoor venues. Using a thermal imaging camera makes this possible at night as well.
- Inspections: Security teams can now inspect and monitor roofs and other high places from the ground with drones.
- Executive security: “If you have an executive protection team that’s operating in remote locations, they could potentially utilize a drone to do forward observation of routes and to identify any potential issues that are en route while they’re driving their primaries around,” Acevedo says.
- Securing remote assets: If you’re trying to secure hundreds of acres of land or animals out in the pasture, drones are a great way to watch for poachers or predators. They can check on machinery, pipelines, wind farms and other infrastructure in remote areas.
- Safety: A drone can usually get to a prison fight, an intruder and other potential problems faster than an officer can and assess the risk so personnel know better how to respond. Drones also have the capability to analyze images and use audio and video sensors to listen for gunfire, explosions and the like, says Ryan Hendricks, managing partner at Dronusphere. “They’re able to differentiate between gunfire and explosions so they can call the police or report to someone that there’s been an explosion at a power plant, for example,” he says.
- Emergency relief: Dozens of drones were authorized by the FAA to respond to Hurricanes Harvey, Maria and Irma, assessing damage and finding people who needed help. They’ve recently been used in the fires in southern California as well to gather data for emergency response treatment, says Hendricks. “They’re being used as security monitoring and sensing tools, everything from video to audio to infrared. They’re also being used to find people inside of collapsing buildings or earthquake victims,” he says.
- Cost savings: For many enterprises, implementing drones can mean big cost savings, notes Hendricks. For instance, if you want to monitor a power center or operational center, “without drones, you’re using everything from full-time security officers to cameras, and of course fencing, and maybe even helicopters if there’s an issue,” Hendricks says. “Drones can be set up to surveil the property continuously overnight. You can have three rotating drones that charge themselves, make a run around the perimeter and then hand off to the next drone. You can find drone applications that save money in almost every industry, or that allow you to do things you couldn’t do otherwise.”
Risks and Challenges of Drones
All of these potential benefits and advantages don’t come without their share of risks and challenges, especially when it comes to the complexities of enterprise security. Some of these include:
- Data theft: This is a huge issue, especially with the recent news that popular drone manufacturer D.J.I. may be sending sensitive data from its drones in the United States to China, says Acevedo. “There are literally thousands of these drones flying all over the U.S., being used in a variety of different landscapes, and all of that information is giving China access to information it would normally never be able to have access to,” he says. Drones are also just as vulnerable to hackers and security vulnerabilities as any other Internet of Things (IoT) device is, whether they’re in flight or not.
- Loss of control: This can happen either by someone hacking and taking control of the drone or from a system failure or frequency interference, says Allianz Global Corporate & Specialty’s “Rise of the Drones” report. AGCS predicts that frequency interference will be a big risk, since these incidents, and resulting injuries, have already occurred. The potential for a hacker to use the drone for malicious acts is there as well.
- Collisions: Perhaps the biggest safety threat from drones is potential collisions with airplanes. “Even birds can take down planes, but unlike a bird, the drone doesn’t get chewed up so easily by the engine,” says Hendricks. “These drones, because of the hardened materials on many of them and the velocity at which they move, can take down a passenger plane.” The most at-risk aircraft are ones that fly below 500 feet, like helicopters, agricultural planes and any aircraft that’s taking off or landing, says AGCS.
- Limited battery power: “Most of your commercial drones can fly for 30 minutes and that’s about it,” Hendricks says. “They’re building charging stations where the drone can basically sit down on a charging point and charge itself and take off again. There’s a whole industry of companies building chargers.”
- Untrained operators: “There aren’t enough trained drone operators to meet the demand right now,” says Hendricks. Additionally, you have to be certified by the FAA to fly a commercial drone, as well as pass Transportation Security Administration (TSA) vetting too. “A lot of people have a tendency to just go out and buy a drone and think they can fly it,” Acevedo says. “There’s a learning curve to flying these things.”
- Analyzing data and data transmission: Many drones don’t have a signal while they’re in flight, says Hendricks. “They don’t have Wi-Fi or cellular connections, so they have to have a lot of on-board processing and they may have to fly to an area where they have a signal and can send the data.” Another potential problem he sees for enterprises is not thinking far enough ahead as to how they’re going to analyze all that data.
- Liability: “When you utilize a tool, you’re responsible for what that tool does. Anyone operating an unmanned aerial system in a professional manner needs to have liability insurance,” Acevedo says. “The main reason is due to the complexity, cost and risk when it comes to operating these systems. It would be smart to not only insure the UAS, but also insure the pilot.” He notes that an operational risk assessment should be used so that you aren’t paying for millions of dollars in coverage when you’re just flying your drone around your farm.
- Legislation: Commercial drones must be under 55 lbs., kept in the operator’s line of sight and registered if they weigh .55 lbs. or more, according to FAA regulations. But global regulations as a whole are still in their infancy and have a long way to go to catch up with a market that’s fit to burst in its desire to expand. In mid-October 2017, commercial drone regulations hit another snag when the advisory group on regulating them couldn’t agree on tracking requirements for different types and sizes of drones.
- Expectations: Enterprise security leaders may want to jump on the drone bandwagon because it’s new, hot technology, but it’s important to know what you’re getting, as well as its limitations, says Acevedo. “Because this technology is so new, you have to be very cautious, and you need to have some serious, realistic expectations as to what you’re going to accomplish. Sometimes you think a drone can do something really great and ultimately, it’s not going to give you the data you need,” he says.
Points to Consider When Utilizing Drones
Still interested in utilizing drones in your enterprise security program? Here’s some advice:
- Do a risk assessment. You need to look at threats, vulnerabilities and consequences, as well as why you want to use drones, advises Acevedo. “You need to be sure you have a valid reason as to why and that it’s not just the cool factor.” Use the risk assessment to identify what you want to do and how you want to do it. Also take into consideration details like FAA approval to operate, licensure, insurance, operator training, manufacturer requirements and approval, who’s going to fly the drone, how close you are to inhabited buildings, how many hours of use you’ll need and pilot experience, says AGCS. Make sure a drone system is really the best solution for your enterprise.
- Understand the limitations. “You can’t just believe what the manufacturers are saying about their systems, you need to verify it,” Acevedo says. “You need to perform operational tasks and collect a lot of data because that data will ultimately identify if it’s something that you can realistically do.” He says you should vet who you’re working with and really understand the threats and limitations of the drone system you choose and the environment it’ll be in.
- Educate yourself. “Security professionals need to become educated and have to be willing to seek outside help in order to identify the best solution for them,” Acevedo says. Understand that you might need to hire outside staff and/or train team members to fly your drones. Make sure you read the fine print when it comes to where your data may be stored or transmitted. “Realize that sometimes the lowest price is not the best price,” says Acevedo. “The market is flooded with manufacturers only looking to sell their systems. They don’t understand the complexities the security industry needs to navigate.”
- Be cautious. While drones may be a great asset to your enterprise, there are still a lot of uncharted waters out there. “When robotics and automation were introduced into the automotive sector, it took decades to perfect the integration,” Acevedo notes. “These lessons seem to be lost with regard to this new robot revolution. Everyone wants to be the first, but being the first to fail, well, that’s not a good thing. The integration takes time and if we rush as an industry, we crash and burn. All operations need to have a risk assessment because not all systems or situations are equal.” | aerospace |
http://esdcdoi.esac.esa.int/doi/html/data/astronomy/xmm-newton/086547.html | 2023-03-30T07:30:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949107.48/warc/CC-MAIN-20230330070451-20230330100451-00168.warc.gz | 0.806996 | 663 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__21126643 | en | |Title||Exploring changing-look AGNs through the QPE analogy: the case of Mrk 590|
|Author||Dr Giovanni Miniutti|
|Description||Mrk 590 is one of the best monitored changing-look AGN. After a decay during which the continuum dimmed and the optical broad line disappeared together with the soft X-ray excess, Mrk 590 is now awakening and broad line and soft excess have re-emerged. We request two relatively inexpensive (25 ks) observations, that will be spaced by about 6 months, to follow the X-ray spectral evolution during the current rise. The recently discovered QPE phenomenon (Miniutti et al 2019, Nature) may be invoked to account for the spectacular variability of this and other changing-look AGNs. If so, the analogy predicts that the soft X-ray excess should increase in strength and temperature during the rise.|
|Publication||No observations found associated with the current proposal|
|Instrument||EMOS1, EMOS2, EPN, OM, RGS1, RGS2|
|Mission Description||The European Space Agency's (ESA) X-ray Multi-Mirror Mission (XMM-Newton) was launched by an Ariane 504 on December 10th 1999. XMM-Newton is ESA's second cornerstone of the Horizon 2000 Science Programme. It carries 3 high throughput X-ray telescopes with an unprecedented effective area, and an optical monitor, the first flown on a X-ray observatory. The large collecting area and ability to make long uninterrupted exposures provide highly sensitive observations.
Since Earth's atmosphere blocks out all X-rays, only a telescope in space can detect and study celestial X-ray sources. The XMM-Newton mission is helping scientists to solve a number of cosmic mysteries, ranging from the enigmatic black holes to the origins of the Universe itself. Observing time on XMM-Newton is being made available to the scientific community, applying for observational periods on a competitive basis.
|Publisher And Registrant||European Space Agency|
|Credit Guidelines||European Space Agency, 2022-01-27T00:00:00Z, 086547, 18.02_20200221_1200. https://doi.org/10.57780/esa-hsel9jc| | aerospace |
https://www.hexagonmi.com/solutions/industries/aerospace/aircraft-landing-gear/machine-tool-probing-for-landing-gear-struts-and-beams | 2022-06-29T04:42:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103620968.33/warc/CC-MAIN-20220629024217-20220629054217-00109.warc.gz | 0.888954 | 222 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__197317812 | en | Landing gear struts and beams are made of large forged titanium or aluminium alloy parts, making them expensive parts to get wrong. Manually positioning blanks on machining centres introduces room for error. But with the right on-machine measurement tools, aircraft manufacturers can verify the precise positioning of a workpiece on a machine tool before the machining process starts and during the machining cycle.
Using machine tool probes to check the part position and adjust parameters while the part is on the machine tool can reduce material wastage significantly to increase overall productivity. Measurements can be made between each step of the machining program as required, bringing landing gear beam and strut manufacturers closer to producing parts right first time.
Hexagon provides machine-tool probes and specialised on-machine measurement software that enable aircraft landing gear manufacturers to automate the alignment of blanks for landing gear struts and beams. They also enable measurement and control of the tooling process while the workpiece is clamped to the machine to ensure minimal scrap.
Explore Hexagon solutions for on-machine probing of landing gear struts and beams | aerospace |
https://www.safety-harness.com/shop/work-situation/horizontal-plane | 2023-03-20T18:20:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943555.25/warc/CC-MAIN-20230320175948-20230320205948-00711.warc.gz | 0.904925 | 214 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__27510780 | en | Work Situation - Horizontal Plane (17) Product(s)
All of the harnesses and related safety equipment listed below are suitable for use on horizontal plane work environments. All of the harnesses and safety equipment available from Safety Harness Direct are durable, reliable, and top quality.
Our range of horizontal plane harnesses are available in a variety of dimensions, colours, high visibility, and with a variety of different attachment points.
Take a look at our range of horizontal plane safety equipment below:
What Is a Horizontal Plane?
The term ‘horizontal plane’ refers to any work environment where the floor surface or the primary surface stood upon is horizontal or flat. Some examples of horizontal plane work environments include an aeroplane wing, or a flat roof.
Not the work environment you're looking for? If you’re anticipating working on an inclined plane as opposed to a horizontal plane, take a moment to look at the range of harnesses available from Safety Harness Direct that are suitable for work on inclined plane environments. | aerospace |
https://www.thrustflight.com/10-trailblazing-female-pilots-to-know-for-women-of-aviation-week/ | 2024-03-01T04:09:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474948.91/warc/CC-MAIN-20240301030138-20240301060138-00774.warc.gz | 0.975604 | 1,977 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__76507378 | en | Women Of Aviation Week is from March 6th through the 12th of this year.
The event is put on by iWOAW (Institute for Women Of Aviation Worldwide), an organization dedicated to changing the face of aviation. During the week, the group sponsors Fly It Forward events and scholarship opportunities to expose young girls to aviation and the possibilities within.
In honor of Women Of Aviation Week and past, present, and future aviatrixes everywhere, here are ten inspirational, trailblazing female pilots from every corner of the industry.
Raymonde de Laroche (1882 – 1919)
De Laroche became the world’s first female pilot when she received the 36th license issued by Aeroclub de France on March 8th, 1910. In celebration of her accomplishment, Women Of Aviation Week is held every March.
A plumber’s daughter who grew up in Paris, De Laroche was fond of sports, automobiles, and motorcycles. She became an actress but was most inspired by Wilbur Wright’s 1908 flying demonstrations in Paris. She began taking flying lessons from a friend, aircraft builder Charles Voisin, in 1909.
In 1910, she earned her license, and in 1913, she won the Fermina Cup for making a record-breaking non-stop flight–four hours long! Before her death in a 1919 crash, she also won awards for altitude and distance.
Harriet Quimby (1875 – 1912)
Quimby was the first woman to receive a US pilot’s license, issued by the Aero Club of America in 1911. The following year, she was the first woman to fly across the English Channel. But unfortunately, she got little media attention for her accomplishment since it occurred the day after the Titanic sank.
Quimby competed in races and flying meets, always drawing a crowd. Like many early aviatrixes, Quimby capitalized on her popularity with the press, who nicknamed her the “China Doll.” Quimby was also a well-known Hollywood screenwriter.
Unfortunately, she died less than a year after getting her pilot’s license in an incident at a Boston aviation meet.
Bessie Coleman (1892 – 1926)
Born to a family of Texas sharecroppers in 1892, Coleman earned several firsts in aviation. She was the first African American woman to get a pilot’s license and the first Native American to get one (her great-grandparents were Cherokee).
Coleman had an early interest in aviation, but there were no opportunities to learn how to fly in the US at the time for a Black female. So, she saved money from her job as a restaurant manager and obtained a newspaper scholarship to travel to France. There, she went to flight school and became the first Black person to earn an international pilot’s license in 1921.
Upon returning to the US, Coleman became a star barnstormer stunt pilot known as “Queen Bess.” Coleman used her fame to promote aviation and combat racism until her death in 1926 from an aviation accident during practice.
Amelia Earhart (1897 – 1937)
Earhart needs no introduction, even if it has been nearly a century since her mysterious disappearance over the Pacific Ocean. At the time, Earhart was attempting to become the first woman to circumnavigate the globe by plane in her Lockheed Electra.
But Earhart was a famous aviator long before she began her around-the-world attempt. Among her many firsts and records, she was the first woman to fly solo across the Atlantic in 1932, for which she was awarded the US Distinguished Flying Cross.
Earhart was also famous for her work on women’s causes at the time, often compared to First Lady Eleanor Roosevelt. Along with her long-time friend Louise Thaden, she was instrumental in forming The Ninety-Nines, an international organization for women pilots.
Beryl Markham (1902 – 1986)
Markham was a British-born Kenyan who became an adventurer, aviator, racehorse trainer, and author. A social non-conformist, she learned to fly in Nairobi and occasionally worked as a bush pilot.
In 1936, she became the first person to fly solo across the Atlantic from England to North America. She flew her Vega Gull westbound for 20 hours from Abingdon, England, before the engine sputtered. She crash-landed on Cape Breton Island, Nova Scotia, Canada, but survived to document her adventure. You can read the story of Markham’s flight in her memoir, West with the Night.
Louise Thaden (1905 – 1979)
Thaden, at the time Louise McPhetridge, was lucky enough to be hired by Walter Beech of Beech Aircraft as a sales representative. Flight lessons were included in her salary, so she trained and got her license in 1928. She was the first woman licensed by the state of Ohio, and in 1929 she became the fourth woman to hold a transport pilot rating.
Thaden held many records from her days as an early aviation pioneer, competing against the likes of Amelia Earhart and Pancho Barnes. In 1929, she defeated them all in the first Women’s Air Derby, a transcontinental race from California to Ohio.
During the late 1920s and early 1930s, she won various women’s altitude, speed, and endurance records. In 1936, she won the Bendix Trophy for the best time from New York to LA–14 hours and 55 minutes in her Beech Staggerwing.
Anne Morrow Lindbergh (1906 – 2001)
Before Anne Spencer Morrow met Charles Lindbergh in 1927, she had no interest in flying. However, she fell in love with this exciting new sport and the fascinating pilot. Anne married Charles Lindbergh and was the first woman in the US to earn a glider’s license in 1929. While the Lindberghs are most known for Charles’s record-breaking flights and the couple’s unbearable kidnapping tragedy, Anne was also a ground-breaking pilot.
In 1931, Anne earned her private pilot’s license and served as navigator and radio operator while Charles piloted them from Canada, over the Pacific Ocean, to Japan. In 1933, Anne and Charles flew over 30,000 miles together as they surveyed the Atlantic. Anne wrote extensively about her adventures in several published books.
Patty Wagstaff (born 1951)
The daughter of an airline pilot, Wagstaff has been enamored with aviation from a young age. While living in Alaska, she learned to fly in a Cessna 185 and eventually became a flight instructor.
Wagstaff is best known as a world-champion aerobatics pilot. She qualified for the US National Aerobatic Team and competed from 1985 to 1996. She won three US championships–the first woman to do so. In addition, she won the Betty Skelton First Lady of Aerobatics award six times in a row.
Among the many honors Wagstaff has received over the course of her career, she was inducted into the National Aviation Hall of Fame in 2004. In addition, her Extra 260 sits on display at the Smithsonian National Air and Space Museum, right next to Amelia Earhart’s Lockheed Vega.
Wagstaff currently flies as an instructor, training aerobatics pilots and conducting upset training from her base in St. Augustine, Florida. She also flies in many airshows across the country.
Eileen Collins (born 1956)
Collins was a former Air Force flight instructor, AF Academy professor, and AF Test Pilot School grad when they joined NASA in 1990. She became the first woman to pilot the Space Shuttle in 1997 (STS-63, Discovery). In 1999, she was the first woman commander on a Space Shuttle mission aboard Columbia for STS-93. In total, she served on four shuttle missions, including commanding the 2005 return to flight mission after the loss of Space Shuttle Columbia.
Collins retired from the Air Force as a colonel in 2005 and from NASA in 2006. Upon retiring, she had accumulated 6,751 flight hours in 30 aircraft types, and 872 hours in space. She was inducted into the US Astronaut Hall of Fame in 2013.
Capt. Tammie Jo Shults (born 1961)
One of the very first female fighter pilots in the US Navy, Shults flew the F/A-18 Hornet and several other planes. She served in the Navy Reserve in 1995, retiring as a lieutenant commander in 2001. Upon leaving the reserves, Shults was hired by Southwest Airlines.
Despite her trailblazing Navy career, Shults is most known for her heroic flying of Southwest Flight 1380. The 737 left New York for Dallas in 2018. A malfunction in the engine sent debris through the cabin, causing decompression. One passenger died when they were pulled out of the crippled plane. Shults landed the flight in Philadelphia without further incident, winning praise for her calm demeanor and competence.
- About the Author
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Brian is an experienced digital marketer who joined Thrust Flight in 2022 as the Chief Marketing Officer. He discovered a passion for aviation at 10 when he went for his first flight in a Piper Cherokee and enjoys helping others discover a career path as a professional pilot. He is an experienced marketing consultant helping brands with a variety of marketing initiatives. Brian received a bachelor’s degree in Communications from Brigham Young University. | aerospace |
https://mil.mk/operations-command/borbena-pretraga-spasuvanje-i-izvlekuvanje-na-povreden-od-nepristapen-teren/?lang=en | 2023-03-28T18:07:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948868.90/warc/CC-MAIN-20230328170730-20230328200730-00749.warc.gz | 0.957837 | 185 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__134009104 | en | The members of the special operations platoon, the transport helicopters squadron and part of the Air Brigade command conducted training in the period from 19-20 March, 2019, in accordance with the annual training plan of the unit.
As part of the training, an exercise “Combat search, rescue and recovery of casualties from inaccessible terrain” was realized, which was completed successfully and with great professionalism.
The main goal of the training is to enable the Air Brigade personnel to perform combat activities in conditions of inaccessible terrain, to gain self-confidence and safety at work and to perfect the techniques for working with LPG-150 crane and fast rope insertion extraction system. Also, the purpose of the training is to perform tasks for rescuing and finding casualties in unknown terrain.
These types of trainings are especially important because in case of natural disaster or individual accidents Air Brigade personnel needs to be highly trained and ready to meet the challenges. | aerospace |
https://www.freedomsphoenix.com/News/206850-2016-11-11-the-future-of-space-top-issues-facing-president-elect-donald.htm | 2019-10-14T10:39:08 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986653216.3/warc/CC-MAIN-20191014101303-20191014124303-00174.warc.gz | 0.916731 | 195 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__69920598 | en | Most of the conversations between President-elect Trump and Congress will probably involve immigration, health care, the economy and other similarly high-profile issues. But the nation's future path in space will also be under consideration — and it will probably generate some spirited debate.
One of the hottest topics will likely be the direction of NASA's human-spaceflight program, said Brian Weeden, a technical adviser for the nonprofit Secure World Foundation.
In his first term, President Barack Obama canceled George W. Bush's moon-oriented Constellation program and instructed NASA to get astronauts to a near-Earth asteroid by 2025, then on to the vicinity of Mars by the mid-2030s.
To meet the first part of that directive, NASA devised the Asteroid Redirect Mission (ARM), which will pluck a boulder off a near-Earth asteroid using a robotic probe. This spacecraft will then haul the boulder to lunar orbit, where it will be visited by astronauts. | aerospace |
https://oppositelock.kinja.com/flightline-14-tbd-1844522531 | 2020-08-10T06:03:23 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738609.73/warc/CC-MAIN-20200810042140-20200810072140-00286.warc.gz | 0.948997 | 284 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__84427990 | en | An F-14 with day-glo orange flashes and a pop-out canard? The NASA worm logo should tell you when and where this was.
Bearing serial number 157991, this YF-14A was transferred to NASA and redesignated F-14-1X. The aircraft was flown by Navy, NASA and Grumman pilots during a long series of test flights beginning in 1979 to research improvements in the Tomcat’s high-angle-of-attack characteristics, especially spin-recovery and wing rock.
991 was specially modified for these tests, with Grumman and NASA adding a battery powered APU, the extended nose boom, an emergency spin parachute, and a pair of hydraulically actuated canards.
This Tomcat was also involved in testing a flush air data system for gathering data about air speed; providing an updated aeromodel which used in the Navy F-14 training simulators; created natural laminar flow baseline data for many of NASA’s later laminar flow programs; and tested low altitude, asymmetric thrust.
1X was later painted in the standard early Eighties F-14 scheme (though it retained the NASA worm logo):
And was returned to the Navy in 1985, though apparently it wasn’t ever assigned to an operational unit, and was scrapped in 1990. | aerospace |
https://www.gameco.com.cn/front/secondSubIndex.action?selectedCatalog.id=159 | 2023-09-29T11:17:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510501.83/warc/CC-MAIN-20230929090526-20230929120526-00360.warc.gz | 0.897294 | 332 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__64426908 | en | Employing highly skilled technicians and equipped with state-of-the-art instruments, GAMECO Shop Maintenance performs A/C Engine, Aircraft Related Components and Cabin Equipment & Interior maintenance, repair and modification strictly conforming to the standards defined by the CAAC, FAA, EASA and many other airworthiness authorities in the Asia-Pacific Region.
Engine Maintenance and Support
Fast response for Engine LRU and QEC
Engine AOG, line maintenance and heavy maintenance
Engine repair and modification
Airframe Related Components Maintenance
Airframe related components overhaul and modification
Structure parts and metal tube fabrication
Special Technical including Teflon Coating, heat treatment, anodization and welding, etc.
Cabin Equipment & Interior Refurbishment
Cabin equipment & interior maintenance, refurbishment and return Check
Customized cabin configuration modification
Customized cabin component capability development
Cabin decorative parts fast and economic repair
GAMECO's dedicated painting hangar, located at Guangzhou Baiyun International Airport, is equipped with advanced control system of ventilation, temperature and humidity up to A380 or B747 aircraft painting, or three narrow body aircraft in parallel.
Benefit with rich working experience, GAMECO provides aircraft painting and polishing service with diversity and customization. Successively provided customers with sophisticated projects such as Asian Games series painting, Colorful Guizhou series painting and other complex process painting.
While providing high-quality painting services to customers, GAMECO strictly complied with pollution prevention and control of painting, and the waste water gas are effectively purified and treated to be environmental-friendly. | aerospace |
https://www.historical.worldspaceflight.com/shuttle/orbiters/atlantis.html | 2022-08-08T17:14:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570868.47/warc/CC-MAIN-20220808152744-20220808182744-00639.warc.gz | 0.934277 | 404 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__155074851 | en | The steel-hulled ocean research ship was approximately 140 feet long and 29 feet wide to add to her stability. She featured a crew of 17 and room for five scientists. The research personnel worked in two onboard laboratories, examining water samples and marine life brought to the surface by two large winches from thousands of feet below the surface. The water samples taken at different depths varied in temperature, providing clues to the flow of ocean currents. The crew also used the first electronic sounding devices to map the ocean floor.
The spaceship Atlantis has carried on the spirit of the sailing vessel with several important voyages of its own, including the Galileo planetary explorer mission in 1989 and the deployment of the Arthur Holley Compton Gamma Ray Observatory in 1991.
In the day-to-day world of Shuttle operations and processing, Space Shuttle orbiters go by a more prosaic designation. Atlantis is commonly refered to as OV-104, for Orbiter Vehicle-104. Empty Weight was 151,315 lbs at rollout and 171,000 lbs with main engines installed.
To Palmdale 10/92 for Orbiter Maintenance Down Period (OMDP-1). 165 modifications
were made over 20 months including the installation of a drag chute, new plumbing
lines to configure the orbiter for extended duration, more than 800 new heat tiles
and blankets, new insulation for main landing gear and structural mods to the
Left the KSC SLF 11/11/97 for Orbiter Maintenance Down Period (OMDP-2). Arrived in Palmdale 11/14/97 and mods completed 9/24/98. 130 mods included glass cockpit displays, replacement of TACAN navigation with GPS and ISS airlock and docking install. Weight reduction program replaced AFRSI insulation blankets on upper surfaces with FRSI and lightweight crew seats were installed. EDO package installed on OMDP-1 was removed to lighten Atlantis to better serve its prime mission of servicing the ISS. | aerospace |
https://www.guidebase.site/2019/07/answer-which-of-these-was-not-part-of.html | 2019-11-12T15:25:43 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496665575.34/warc/CC-MAIN-20191112151954-20191112175954-00246.warc.gz | 0.959745 | 186 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__80528799 | en | Step 1 : Introduction to the question "Which of these was NOT part of the first meal eaten on the moon?"
...On this day in 1969, Apollo 11 astronaut Neil Armstrong became the first man to walk on the moon when he stepped out of the lunar module. So what does one eat to celebrate something as momentous as landing on the moon? The first meal eaten on the moon, consisted of bacon squares, peaches, sugar cookie cubes, pineapple grapefruit drink and coffee. They ate history’s first meal on the moon slightly ahead of schedule after landing at the Sea of Tranquility. Bacon has a long history in the American space program, showing up in meals as far back as the early Gemini missions.
Step 2 : Answer to the question "Which of these was NOT part of the first meal eaten on the moon?"
Please let us know as comment, if the answer is not correct! | aerospace |
https://airlineroutes.wordpress.com/2012/06/11/qr-nrt-w12/ | 2018-06-25T12:08:54 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267867666.97/warc/CC-MAIN-20180625111632-20180625131632-00099.warc.gz | 0.686875 | 208 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__214443999 | en | QATAR Airways Converts Tokyo Narita to Nonstop Service in W12
Update at 1520GMT 11JUN12
QATAR Airways starting 28OCT12 is splitting operation to Japan, where Osaka Kansai and Tokyo Narita will each receive dedicated nonstop service. Tokyo service currently operates via Osaka.
Reservation for the new nonstop flight begins today (11JUN12). Schedule:
Doha – Osaka Kansai
QR802 DOH0130 – 1630KIX 332 D
QR803 KIX0020 – 0530DOH 332 D
Service to be operated by Airbus A330-200 instead of Boeing 777-200LR/-300ER. Initial discreapancy for operational aircraft QR802 has been fixed as of 0500GMT 12JUN12.
Doha – Tokyo Narita
QR804 DOH0330 – 1900NRT 77L D
QR805 NRT2230 – 0430+1DOH 77L D | aerospace |
https://www.portsmouth.co.uk/news/defence/hms-dragon-lends-air-support-1-5456808 | 2018-02-23T15:01:24 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814787.54/warc/CC-MAIN-20180223134825-20180223154825-00081.warc.gz | 0.967399 | 1,213 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__89676462 | en | She might not be anywhere near the size of an aircraft carrier, but HMS Dragon is providing a flight deck for all sizes on her Gulf mission.
The Royal Navy’s six Portsmouth-based Type 45 destroyers have been built with a large flight deck which can accommodate many different types of aircraft, and a hangar which can house two helicopters.
As if to prove the point, in the space of a week she has taken on board SH-60 helicopters from the US Navy and US Marine Corps and all three types of Royal Navy helicopter: the Lynx, the Merlin, and the Sea King.
As reported in The News, HMS Dragon is operating in the region to help keep the shipping lanes safe, and her crew have been working hard to make sure they are ready for anything.
Earlier this year they became the first Type 45 to operate with two helicopters on board.
HMS Dragon left the city in March with one of the aircraft from 815 Naval Air Squadron.
But she also carried a spare air and ground crew, ready to look after HMS Monmouth’s helicopter when the destroyer relieved the frigate to take over Gulf patrol duties.
Since then, the crew has gone back to working on only the one helicopter.
But working on 12-hour watches means they can keep the aircraft ready to fly at short notice around the clock.
They regularly toil in temperatures well above 40 degrees to keep up with the high flying tempo.
Lieutenant Commander Paul ‘Ellers’ Ellerton, 44, is the flight commander on board.
He says: ‘It is a massive increase in capability, and it’s not something that has been tried before.
‘It has been hard. We work hard in our 12 hours, but then we do get 12 hours off.
‘We are flying more than 60 hours a month, and the previous unit that was out here before us was only doing 27.’
For Ellers, working in the heat of the Gulf is the extreme opposite of his favourite job so far — working in the Antarctic with HMS Endurance.
The 44-year-old started off working on Sea Kings, before doing a search and rescue tour in the early 90s.
He then transferred to Lynx helicopters and has flown on several deployments in the Gulf.
Having two Lynx helicopters on board allowed one aircraft to carry out the day job of surface searches and providing support to the ship’s board and search operations, while the second helicopter involved itself with the Royal Marines sniper team and fast roping training, passenger transfers, and the important task of picking up mail to bolster the morale of the ship’s company.
But having two helicopters on board means twice the maintenance work.
To keep the aircraft flying safely, there is a lengthy list of checks and preparations which must be carried out to ensure the ship’s captain can call upon the support of the helicopters.
Chief Petty Officer Derek Ashurst, 46, is the Senior Maintenance Rating on board HMS Dragon.
He said: ‘It has been really busy but it has gone really well and we have been able to make the Lynx available to command 24 hours a day.
‘It’s something different that I have never done in my career before and this should be my last flight.
‘I have pretty much always worked on Lynx helicopters but I’m coming to the end, so this should be it for me.
‘I have loved being at sea, and with my job it’s like being my own boss.’
Working in the Gulf presents its own challenges, particularly when it comes to maintaining the aircraft in a dusty environment.
‘The dust is a maintenance nightmare,’ adds CPO Ashurst, who joined the Royal Navy in 1985 as an artificer apprentice.
‘It gets everywhere.’
The helicopters aren’t the only things to suffer from the heat, as the maintenance engineers regularly have to work in the hangar, which unsurprisingly does not benefit from air conditioning.
But another asset brought in with the Type 45s is a ‘ready room’ contained in the hangar, which is gloriously cool and offers the crew a respite from the hostile Gulf heat.
CPO Ashurst adds: ‘The Type 45 is so much different from other ships I have been on and it really makes a difference.
‘The lads have got a room to get ready in which is cool, and that helps a lot.’
Air Engineering Technician James Craig, 22, from Waterlooville, is a junior engineer in the department.
His responsibility is to maintain the helicopters — referred to as ‘cabs’ — and do flight checks before and after each mission.
AET Craig says: ‘Operating two cabs is something that hasn’t been done before, and HMS Dragon has proved it can be.
‘They are good bits of kit and they have ironed out a lot of problems.
‘We’ve all been working really hard, getting the cabs in and out and making sure everything is being done quickly but safely.’
Seven months in the Gulf is the 22-year-old’s first deployment
‘It has been a bit of a culture shock to come from living in a squadron to coming out here and working in the Gulf,’ adds AET Craig.
‘But it has beaten all my expectations and more.
‘It is hard work, but I was expecting it to be hard, and being able to go through makes you feel good.
‘Seven months feels like a long time, and it’s going to feel weird getting out of routines and being able to do what I want when we get home.’ | aerospace |
https://amerisurv.com/2021/06/16/cgsic-bulletin-gpsiii-05-svn-78-prn-11-upcoming-launch/ | 2024-02-27T19:33:17 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474686.54/warc/CC-MAIN-20240227184934-20240227214934-00004.warc.gz | 0.935709 | 422 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__20514958 | en | Date/Site/Launch Time: Thursday, June 17th, 2021, GPSIII-05 (SVN-78/PRN-11 will launch from Space Launch Complex-40 at Cape Canaveral Air Force Station, Florida. A 15-minute launch window opens at 1209 pm Eastern Daylight Time (1609-1624 UTC).
Rocket/Payload: SpaceX Falcon 9 reused booster. GPSIII-05 mission for the U.S. Space Force.
It should be noted that the Space Force will be performing an extended navigation test with SVN-78/PRN-11 so the satellite is not expected to be set healthy to users until sometime in September 2021.
Constellation Changes: The U.S Space Force Second Space Operations Squadron (2 SOPS) indicates that GPSIII-05, SVN-78/PRN-11, will replace SVN-61/PRN-28 in the D plane at slot D1. SVN-61 will be re-phased to optimize its position in the D plane. GPSIII-4/SVN77/PRN-14, launched 05 November 2020 was set healthy on 02 December 2020 replacing SVN-44/PRN-28 at B3. SVN-44/PRN-28 was moved to GLAN 31.64 to optimize its position within B-Plane. On 10 November 2020, SVN-46 was moved into a residual status in LADO making PRN-11 available for use on SVN-78. SVN-46, launched on 07 October of 1999, has been an “Iron Bird” workhorse in the D-plane and has successfully served the world’s GPS users for over 20 years. This is over 12 years past its designed service life, having operationally outlasted (and in many cases, outperformed) many of its peers on-orbit, testament to quality engineering and the diligent efforts of the men and women of the U.S. Air Force and the U.S. Space Force. | aerospace |
https://valsen-corporate.com/isle-man-aircraft-registration/ | 2022-10-04T09:04:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337490.6/warc/CC-MAIN-20221004085909-20221004115909-00771.warc.gz | 0.846909 | 154 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__181473854 | en | Isle of Man Aircraft Registration
Advantages of Isle of Man Aircraft Registration
- High regulatory standards
- High service levels and Award winning international reputation
- Largest dedicated European based private and corporate aircraft register
- Neutral Nationality registration prefix ‘M’
- Competitive Scheme of Charges
- Secure mortgage register
- No insurance premium tax
- European time zone
- Professional infrastructure with experience in aviation finance
- The Isle of Man is on the OECD ‘white list’ of countries complying with the global standard for tax co-operation and exchange of information.
- Clear and simple taxation regime
- Stable legal and political environment
- Speedy, Efficient and consistent Services.
- Dedicated ongoing compliance support. | aerospace |
https://www.investleedscityregion.com/key-sectors/space/space-and-aerospace-supply-chain/sylatech/ | 2023-09-28T04:05:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510358.68/warc/CC-MAIN-20230928031105-20230928061105-00250.warc.gz | 0.927594 | 333 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__13508166 | en | Sylatech produces high quality parts and systems for a global customer base in the Space and aerospace sectors.
Sylatech is a UK based aerospace and space business with a specialist in-house radio frequency microwave manufacturing facility and precision casting function. As a trusted partner for delivering high quality systems and components to exacting standards, they often partner on programmes with international companies and their customer base spans all areas of the manufacturing supply chain.
Their advanced engineering process capability also enables Sylatech to manufacture unrivalled complex parts, on a one-stop shop basis. Their AS9100 and Nadcap certifications demonstrate the stringent quality controls within their quality management system. Sylatech work very closely with their customers and suppliers to ensure that they achieve a common goal, operating as a cohesive team.
As a space technology qualified supplier, Sylatech has a strengthening heritage in this significant market sector, an area of major growth for their business. Working across 11 countries, Sylatech’s customer list includes Airbus, Thales Alenia Space, Collins Aerospace, Saab, Honeywell, Rolls Royce and Leonardo.
Sylatech is making substantial investment in its business and processes, to support its ambitious international growth strategy.
Our capability equips us to design, manufacture and test a range of systems, sub-systems, antennas, and assemblies, for use in space payloads and other radio frequency microwave engineering applications.
Rolls Royce describes the business as “Agile, willing, and highly capable. We are seriously impressed by Sylatech’s technology, and excellent results”. | aerospace |
http://www.shorelineaviation.net/news---events/bid/69237/Piper-PA46-M-Class-Aircraft-Windshield-Heat-Maintenance | 2018-10-23T05:51:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583516071.83/warc/CC-MAIN-20181023044407-20181023065907-00289.warc.gz | 0.931745 | 695 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__165209760 | en | As temperatures drop and winter weather systems move in, the first snow is always a good reminder for aircraft owners who haven’t already done so to give some thought to winter aircraft maintenance. And today's topic: windshield heat system check. Ensuring your windshield heating system is in good working order to provide the heat needed to keep your windshield clear is an imperative for cold weather flying.
This is true for any aircraft you intend to fly for your cold weather missions, but every system is a bit different so it’s important to work with your aircraft maintenance team to understand your particular system and ensure it is in good working order.
In this article we’ll focus on some tips from Ed Novak, our vice president of maintenance and a Piper aircraft expert, that you can use to check your (post-1988) PA46 M-Class aircraft for signs of wear to help you determine if and when maintenance may be required.
Unlike your aircraft propeller deice system, which has a current monitor that will illuminate an annunciator on the instrument panel to indicate heat failure if the system fails to draw sufficient current, the windshield heat system has no such device. The windshield heat system does include an ‘overheat’ annunciator, but this is rarely activated as the typical failure mode of the windshield heat system is a lack of heat rather than too much.
Surprisingly, even the pneumatic deice system for your Piper’s deicer boots has a monitoring system that will indicate whether or not the system is working properly. But at the present time, the only way for you to know if the windshield heat system is working properly is to know what the windshield heat current draw should be and then periodically check these numbers to see if they are correct for your system.
A properly functioning windshield heat system will generally draw about 18-19 amps on the “Defog” setting (over and above the draw for other equipment in use) and 24-25 amps on the “Anti-ice” setting (over and above the draw for other equipment in use). Anything less than these values typically indicates inoperative heating elements within the windshield.
The photograph to the right shows a window that draws 15 amps on the “Defog” setting, rather than 19 amps. The same window also draws only 19 amps on the “Anti-Ice” setting, rather than 24 amps. Indeed, the inoperative heating elements are plainly visible in this case.
Although the window in this example may keep clear for the time being, these issues are an indication that close monitoring of the current draw is needed to ensure the problem does not progress to a stage when there are no longer enough functioning heating elements to sufficiently clear the windshield in icing conditions.
That’s the wrong time to discover your windshield heat is not working!
Ed Novak has been the Director of Maintenace at Shoreline Aviation since 1987. He has over thirty years of technical experience on a wide range of turbojet, turboprop and piston models, including Cessna Citation jets, Diamond Aircraft and many others. Shoreline Aviation has been an authorized Piper Service Center since 1995 and Ed and his team of technicians are experts on all Piper models.
Have a maintenance question for Ed? Contact him at (781) 834-4928 or email [email protected] | aerospace |
https://robertwallaceplumbinglex.com/2021/10/10/gulfstream-unveils-g400-and-g800-enterprise-jets/ | 2021-11-28T09:08:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358480.10/warc/CC-MAIN-20211128073830-20211128103830-00319.warc.gz | 0.925463 | 703 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__161450347 | en | Gulfstream Aerospace has rolled out its two newest enterprise jets in a gala digital presentation in Savannah, Georgia. Geared toward filling niches within the enterprise jet market, the Gulfstream G800 is the longest-range plane to be constructed by the Common Dynamics subsidiary, and the Gulfstream G400 is Gulfstream’s first large-cabin jet in a decade.
In 2020, the enterprise jet market was valued at US$24.21 billion and by 2028, it is projected to succeed in US$36.94 billion, which isn’t stunning when COVID-19 precautions are making business air journey much less enticing to these with the cash to keep away from it.
In consequence, Gulfstream will not be solely trying to make its jets extra technically superior, but additionally introducing ones that enable the corporate to unfold its internet broad in regard to potential prospects.
Within the case of the G400, Gulfstream plugging the hole between the super-midsize G280 and G500. Utilizing the identical fuselage because the G650ER, the G400 is designed for long-range, high-speed efficiency. Its twin Pratt & Whitney PW812GA engines punch out 13,496 lb every, giving the plane a long-range cruise pace of Mach 0.85 (562 knots, 647 mph, 1,041 km/h) and a spread of 4,833 miles (7,778 km).
Inside, the G400 has a stand-up cabin that may seat as much as 12 passengers in three ground plans, with as much as two and a half dwelling areas.
The G800 is a protracted hauler. It could actually go for 9,200 miles (14,800 km) at a cruising pace of Mach 0.85 because of a pair of Rolls-Royce Pearl 700 engines and the wings and winglets designed for the G700. These configurations will enable the G800 to function from small airports with brief runways.
The cabin has 4 dwelling areas as the usual plan seating for up 19 passengers, or three areas if a crew compartment is desired. Ultimately, the G800 will change the G650.
Each the G400 and the G800 share a collection of options, together with the Gulfstream panoramic oval home windows and Symmetry Flight Deck with electronically linked energetic management side-sticks and 10 touch-screen shows. Avionics boasts the Predictive Touchdown Efficiency System (PLPS) for superior warnings of runway issues.
The G800 provides to this with the a raft of imaginative and prescient programs in a head-up unit that merges knowledge right into a single show.
“For greater than six many years, Gulfstream has led the enterprise aviation business with our dedication to steady enchancment and by constantly setting new requirements for security, efficiency, innovation and luxury,” says Mark Burns, president, Gulfstream. “In the present day marks a significant milestone and funding in our firm’s future with the introduction of the G800, our quickest longest-range plane but, and the G400, the business’s first new large-cabin plane in additional than a decade.”
The G800 will start deliveries in 2023 and G400 comply with in 2025.
Here is take a look at the introduction of the G400 and G800:
Supply: Gulfstream Aerospace | aerospace |
https://muthafm.com/tag/captain-kirk-really-is-going-to-space/ | 2023-05-30T04:18:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224645089.3/warc/CC-MAIN-20230530032334-20230530062334-00047.warc.gz | 0.915146 | 149 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__138345698 | en | Billionaire Jeff Bezos’s space company said on Monday that Star Trek actor William Shatner will fly on the company’s New Shepard launch vehicle to the edge of space as part of a four-person crew that is set to launch next week. “I’ve heard about space for a long time now. I’m taking the opportunity to
Mutha FM is a global music lifestyle media platform that cuts through the hierarchy and brings live artists online right to your device front door.
Broadcasting live shows from locations around the world in real-time, creating audio and video passages to music scenes combining extracts from music environments to generate gateways that offer experiences for today’s online society. | aerospace |
https://morethan3d.com/product/space-models/launch-mounts/olm-s3/ | 2024-04-25T15:07:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297295329.99/warc/CC-MAIN-20240425130216-20240425160216-00118.warc.gz | 0.91451 | 261 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__949896 | en | What is this?
This is a 3D printed 1:96 scale model designed loosely based on the Orbital Launch Mount (OLM)
This OLM-S3 model was designed with functional “hold down clamps” to hold the BOOSTER-S3 model the same way as the real one.
Inspired by past, current, and future Space exploration missions, we designed a full 3D printable set model of Spaceship, Booster, Orbital Launch Mount (OLM) and Orbital Launch Integration Tower (OLIT) at 1:96 scale with a goal of using it to inspire young children to study more about space science and other STEM subjects.
Please note: Morethan3D Ltd does NOT have any business relationship or association with Space Exploration Technologies Corp. (referred to as SpaceX). Although our space models may reassemble SpaceX’s hardware designs, our models are designed with visual cues from publicly available material from the internet (e.g. photos, videos), combined with our own imagination and tweaks. Therefore, Morethan3D models are not accurate replicas of SpaceX’s products. Our models are not affiliated, associated, authorised, endorsed by, or in any way officially connected with SpaceX. | aerospace |
https://www.thermalwave.com/nasa-image-archive/ | 2023-12-11T14:47:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679515260.97/warc/CC-MAIN-20231211143258-20231211173258-00208.warc.gz | 0.901967 | 187 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__195278444 | en | 30 May TWI Technology in NASA Image Archive
Thermal Wave Imaging technology is widely used by NASA, with systems at centers including Kennedy (KSC), Langley (LaRC), Marshall (MSFC), Goddard (GRC), Glenn (GRC), Michoud (MAF) and Johnson (JSC). TWI worked closely with NASA on the Return to Flight program after the 2003 accident that destroyed the Space Shuttle Columbia. After an extensive evaluation of NDE technologies, NASA selected TWI flash thermography equipment to inspect the Reinforced Carbon-Carbon (RCC) leading edge of the shuttle wing. The TWI staff worked closely with NASA to address numerous challenges presented by the wing size and geometry and the complexity of the RCC material. If you visit the NASA Image Archive and search under thermography, you’ll notice TWI equipment in most of the images. Here are a few of our favorites. | aerospace |
https://www.alanbean.com/inc/getstory_gallery-3-id-1992-The-Fantasy-Conrad-Gordon-and-Bean.html | 2024-04-19T11:44:21 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817398.21/warc/CC-MAIN-20240419110125-20240419140125-00229.warc.gz | 0.982154 | 336 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__179281793 | en | The Fantasy - Conrad, Gordon and Bean (1992)
Pete Conrad, Dick Gordon and I were assigned by head astronaut Deke Slayton as the backup crew for Apollo 9. This was super news because this meant we would fly three missions subsequent and make one of the first Moon landings.
The most experienced astronaut was designated commander, in charge of all aspects of the mission including flying the lunar module. Prudent thinking suggested that the next most experienced crew member be assigned to take care of the command module since it had a heat shield and was our only way back home. This left the least experienced to accompany the commander. Pete Conrad had flown two Gemini flights, the second with Dick Gordon as his crew mate. I had not flown at all.
During training, Pete and I frequently practiced our lunar surface activities such as emplacing experiments, gathering rock samples, or making observations. We were excited. We were going to have the ultimative adventure someone in our profession could experience. But while we did, Dick Gordon would be orbiting 60 miles above us. We often fantasized Dick joining us on the Moon for all the fun, but we could never really find a way. But now I'm an artist and in my paintings I can have it my way. Now, at last, our best friend has come the last 60 miles.
One last story. Dick was the more experienced astronaut, yet I got the prize assignment. In the three years of training preceding our mission, he never once said: "It's not fair, I wish I could walk on the Moon too." I do not have his unwavering discipline or strength of character. | aerospace |
https://madrastribune.com/2023/04/18/what-is-the-purpose-of-sofema-aviation-services-privileged-training-partner-ptp-program/ | 2023-06-06T17:16:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652959.43/warc/CC-MAIN-20230606150510-20230606180510-00252.warc.gz | 0.953944 | 723 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__90064082 | en | SOFIA, SOFIA, BULGARIA, April 18, 2023/EINPresswire.com/ — Sofema Aviation Services (SAS) www.sassofia.com reviews the client benefits of the Privileged Training Partner (PTP) program
Sofema Aviation Services is an aviation consulting and training company that provides various aviation-related services to its clients. The company has a program called the “Privileged Training Partner Program,” which is designed to build long-term relationships with aviation companies and provide them with certain advantages.
SAS is a well-respected and established training provider in the aviation industry, offering a wide range of courses that cover many aspects of aviation safety, compliance, and management. As a Privileged Training Partner (PTP), organizations can benefit from access to high-quality training courses that are delivered by experienced industry professionals.
The nature of the relationship between Sofema Aviation Services and its Privileged Partners is based on collaboration and mutual benefits. As a Privileged Partner, an aviation company can benefit from a range of services and advantages, including:
> Sofema Aviation Services offers customized solutions to its Privileged Partners based on their specific needs and requirements – See here
> The company offers exclusive discounts to its Privileged Partners on all its services, including training, consulting, and regulatory compliance.
> Privileged Partners receive priority access to Sofema Aviation Services’ resources, including its consultants and trainers.
> Sofema Aviation Services provides tailored training programs to its Privileged Partners to meet their unique needs and requirements.
> SAS provides comprehensive training materials, including course materials, manuals, and a dedicated Library. As a PTP, organizations can access these materials to enhance their internal training programs.
> PTP Account Holders can Choose Now – Pay Later
The benefits of Sofema Online Corporate User Account
First but not limited to – Enrollment freedom. It means team members can be enrolled whenever it is convenient and without worrying about making the payment in advance. The other features include:
– All users receive -15% from a single course (10% from Packages & Diplomas)
– Monthly Invoices are issued with 30 Days to pay
– Free Soft copy of the material with 3 Cumulative Enrollments for any course
– The Company Account Manager has admin access to view the training status of the team
– A monthly status report and Invoice issued at the end of each month
– SOL Corporate User Account is open to all SAS – PTP members
The Privileged Partner Program is designed to build long-term relationships with aviation companies and provide them with a range of benefits and advantages that can help them achieve their goals and improve their overall performance.
SAS has extensive knowledge and experience in aviation compliance and regulatory requirements. As a PTP, organizations can benefit from SAS’s expertise and support to ensure they are meeting their regulatory obligations.
Want to become a Sofema Privileged Training Partner?
The PTP program is open to any organisation wishing to receive Sofema support and the opportunity to achieve significant savings.
Admission to the program may be requested at any time and this will be considered on its merit.
Want your staff to be fully compliant with the Regulatory Training Obligations?
>> Request PTP Partnership Today at [email protected] <<
Sofema Aviation Services
Visit us on social media: | aerospace |
http://www.amainhobbies.com/rc-helicopters/miniature-aircraft-5x11mm-rubber-canopy-grommet-set-4-front-min106-22/p195790 | 2016-02-11T11:00:50 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701161942.67/warc/CC-MAIN-20160205193921-00312-ip-10-236-182-209.ec2.internal.warc.gz | 0.828938 | 112 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__153258621 | en | Miniature Aircraft 5x11mm Rubber Canopy Grommet Set (4) (Front)
This is a replacement Miniature Aircraft 5x11mm Rubber Canopy Grommet Set, and is intended for use with the Miniature Aircraft Fury 55 and Furion 6. These grommets are used on the front of the canopy.
This product was added to our catalog on January 17, 2011.
Please Log in to receive a notification when this item arrives in stock.
Manufacturer InfoBrowse other products from Miniature Aircraft | aerospace |
https://en.newizv.ru/news/incident/01-09-2021/aviation-engineer-andrey-zlobin-the-il-112v-crash-could-have-been-avoided | 2022-06-27T18:25:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103337962.22/warc/CC-MAIN-20220627164834-20220627194834-00019.warc.gz | 0.969512 | 1,243 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__264439235 | en | Andrey Zlobin, Candidate of Technical Sciences, in the 90s, Head of the CIAM Engine Sector
The critical situation on board the Il-112V, which crashed on August 17 in Kubinka near Moscow, was provoked by an engine fire and a breakdown of the right aileron thrust destroyed by fire. This is the conclusion reached by experts from the Ministry of Industry and Trade and the Interstate Aviation Committee, the conclusion of which is provided by Kommersant.
It was found that a few minutes after takeoff in the internal cavities of the nacelle and the right wing IL-112V a powerful "kerosene" fire broke out. According to preliminary data, it happened due to loss of gas-dynamic stability of the right engine. The ensuing surge with pops and flames partially destroyed the turbine, the debris of which could interrupt the nearby fuel lines.
The first stage of the fire extinguishing system worked in automatic mode - a fire extinguishing foam composition was released into the gondola from a nearby fire extinguisher high pressure. However, the ejection was empty. After that, the pilots manually activated the second stage of the fire extinguishing system, but it also did not reach the goal, since at that time the fire had already spread to the inner cavity of the wing.
Experts note that the crew acted smoothly and quickly, without the slightest sign of panic. The pilots managed to stop the burning engine, as well as position the aircraft's rudders and select the mode of the only operating engine in such a way that, despite the raging fire and asymmetric thrust, the car went towards the airfield with an almost ideal straight course.
However, all the actions of the crew were in vain, since the plane itself "surrendered". On 45th a second after the start of the fire, the temperature in the cavity of the right wing reached 600 degrees, due to which destroyed the thrust of the aileron, which helped the pilots to provide a straight flight. IL-112V began to roll to the right and lower his nose. Experts believe that the pilots realized that the process had begun was irreversible. They could not influence the behavior of the plane, so they just kept silent ...
However, the deputy head of the Ministry of Industry and Trade, the chairman of the investigation commission, Oleg Bocharov, said that there are no final conclusions on the investigation of the Il-112V disaster so far.
"The commission for the investigation of the Il-112V disaster continues to work. There are no final conclusions about the causes of the accident," - he is quoted by the press service of the Ministry of Industry and Trade.
Bocharov also added that the information given in the media is only the assumptions of sources, and not official conclusions.
But it seems that the picture of the Il-112v disaster is starting to clear up. In any case, according to the honored pilot of Russia Yuri Sytnik, the engine seems to be actually cut off the fuel line and the kerosene fire spread to the wing of the plane. I originally also adhered to this point of view. But the main question is: why was there a problem with the engine?
I think it would be more correct to focus not only on the technical condition of the engine, but also on the flight program, which looks, as it were, to put it mildly, not entirely thought out. It would seem that if the aircraft and engines were in the testing stage, it made sense for a certain period of time to avoid dangerous modes of operation of technology. Or, more often to carry out technical control of its condition. And here is what the press reports. Having taken off in the morning from the airfield in Zhukovsky, the Il-112v landed in Kubinka. The plane was on the ground for several minutes, then it took off again. A fire broke out in just a few minutes of the flight.
To begin with, gas turbine engines have minimal clearances between a rotating rotor and a stationary outer casing (stator). These sub-millimeter clearances can decrease or increase as an airplane takes off or lands. There is such a thing as a cyclogram of engine operation. The cyclogram shows what period of time the engine operates in different modes. Time intervals of several minutes, as a rule, correspond to strong changes in parameters, for example, the transition to takeoff mode and the actual takeoff.
The operation of the engine during landing is associated with a reduced mode and also with strong changes in the parameters of the working process. That is, there are engine operating modes in which the clearances change especially noticeably, since the revolutions change greatly, parts quickly heat up or cool down. A new aircraft engine needs to run a certain number of hours in order for the rotor and stator parts to "fit" to each other and the clearances become stable.
Some engines even have special radial clearance control systems (RRZ) that maintain clearances within strict limits. If there is something wrong with the clearances, during takeoff or landing, the so-called "biting" of the rotating rotor body and the following emergency situation may occur. Similar troubles are possible both with the engine compressor, its turbine, and with the rotating seals. Frequent transients can affect bearing performance. Clearance problems can cause so-called surging (loss of gas dynamic stability), strong vibrations, overheating and destruction of engine parts. These considerations come to mind when you read about the typical time intervals of several minutes, which replaced each other several times for the Il-112v. Several minutes of landing, several minutes of parking on the ground, several minutes of re-takeoff, several minutes of flight at altitude...
Generally speaking, the sophisticated aircraft being tested must be carefully checked on the ground after each flight involving takeoff and landing. If, after the flight and successful landing in Kubinka, the plane no longer took off that day, but underwent a thorough inspection of the technical condition, perhaps the disaster would not have happened. | aerospace |
https://unisa.edu.au/research/Institute-for-Telecommunications-Research/Industry-Collaboration-and-Facilities/Facilities/ | 2021-01-25T10:20:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703565541.79/warc/CC-MAIN-20210125092143-20210125122143-00498.warc.gz | 0.938995 | 542 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__230885946 | en | With a diverse range of facilities at our disposal, the Institute for Telecommunications Research is able to service both research and developmental needs
The Institute for Telecommunications Research houses many industry standard and bespoke software and hardware development tools as well as laboratory test equipment. In addition, we are constantly updating our rapid prototyping capabilities through a facility dedicated to taking research concepts quickly to proof of concept through to demonstration for evaluation.
Our Mawson Lakes facility incorporates a fully operational and maintained satellite ground station facilities. These currently include VHF, UHF, L-band, S-band, X-band (all steerable). We also have the ability to provide fixed C and Ku-band links.
Other facilities available for collaborative use include:
- software defined radio laboratory
- hybrid optical/ radio frequency channel measurement range
One of only a few available in the southern hemisphere - the Institute for Telecommunications Research operates two satellite facilities.
Our satellite ground station facilities are available for both research purposes, as well as for commercial use by industry.
L-Band and S-Band facility
With our involvement in the Cooperative Research Centre for Satellite Systems (CRCSS) in the late 90's, and the major development involving the implementation of a research satellite, FedSat, an S-band tracking facility was developed at the Institute for Telecommunications Research to allow it to be the primary ground station for telemetry, tracking and control (TT&C) on this project.
The 3.0m steerable antenna operates in the S-band frequency range, and the corresponding indoor facility provides one of few such systems in the southern hemisphere.
The facility has undertaken a number of other missions involving tracking other satellites, and was involved in tracking an Ariane 5 rocket carrying the ATV headed for the International Space Station.
In 2016, the antenna has been upgraded to also allow reception in L-Band.
The Institute for Telecommunications Research has operated this 6.8m steerable antenna commercially since 2003 where it has been receiving data from the French SPOT satellites. The Ground Station system is set up to receive earth resource satellite data.
The Institute for Telecommunications Research has an omni-directional and steerable Yagi VHF/UHF facilities for use with low earth orbit satellite applications.
An advanced experimental research capability for implementation of flexible radios and networks
Our software defined radio (SDR) facility was developed for physical layer and cross-layer experimentation and research. A particular focus is on rapid model-based design and development.
The laboratory has a range of state-of-the-art SDR platforms and associated development tools including a number of Ettus USRP SDRs. | aerospace |
https://www.ahp.de/en/applications/aviation/landing-gear-technology/ | 2023-03-27T15:50:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948673.1/warc/CC-MAIN-20230327154814-20230327184814-00065.warc.gz | 0.926191 | 113 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__9846441 | en | Landing gear technology
Safe hydraulics – safe landing gear
The landing gear of an aircraft is a crucial system for safely landing the aircraft.
It absorbs the energy during touchdown. It safely guides the wheel and absorbs any lateral forces that occur in case of crosswinds.
The landing gear assembly is crucial for safety and very exacting demands are placed on it.
Safely back on the ground with AHP Merkle
Safe and reliable energy absorption in the cylinder. An important function – not just in aircraft landing gearsLinear cushioning | aerospace |
https://jaipurcitypost.wordpress.com/2013/05/13/do-the-aliens-know-about-jaipur/ | 2018-06-19T12:12:49 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267862929.10/warc/CC-MAIN-20180619115101-20180619135101-00012.warc.gz | 0.958283 | 418 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__126564372 | en | The Voyager program is an American scientific program that launched two unmanned space missions, the probes Voyager 1 and Voyager 2. These were launched in 1977 to take advantage of a favorable alignment of the planets during the late 1970s. Although they were designated officially to study just the planetary systems of Jupiter and Saturn, the space probes were able to continue their mission into the outer solar system, and they are expected to push through the heliosheath in deep space.
As of April 2013, Voyager 1 is the farthest manmade object that has ever been sent from the Earth. On 15 June 2012, scientists at NASA reported that Voyager 1 might be very close to entering interstellar space and becoming the first manmade object to leave the Solar System.
The Voyager Golden Records are phonograph records which were included aboard both Voyager spacecraft. They contain sounds and images selected to portray the diversity of life and culture on Earth, and are intended for any intelligent extraterrestrial life form, or for future humans, who may find them. The contents of the Voyager Golden Record is a collection of 116 images and a variety of natural sounds and also music from cultures across the globe.
Here is the amazing thing. The song that NASA choose from India that would represent us to anyone out there in the space is “Jaat Kahan Ho” sung by Smt. Kesarbai Kerkar in Raga Bhairavi. Smt. Kesarbai Kerkar, along with other stalwarts like Smt. Mogubai Kurdikar and Pt. Mallikarjun Mansur, was responsible in popularizing and helping the Jaipur-Atrauli Gharana acquired its name and status as a Gharana in the early half of the 20th century. Scholars say the hyphenated moniker of this Gharana recognizes that Jaipur-Atrauli Gharana musicians originally came from Atrauli near Aligarh (in Uttar Pradesh) and migrated to the court of the Maharaja of Jaipur, their principal patron. | aerospace |
https://www.zerohedge.com/geopolitical/china-reveals-god-war-stealth-bomber | 2022-05-22T15:01:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662545548.56/warc/CC-MAIN-20220522125835-20220522155835-00745.warc.gz | 0.94867 | 614 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__11055745 | en | It's been common knowledge the US-China relationship could be described as one that is in a "Cold War." The great power competition between the two, as China (the rising power) and the US (the status quo), are engaged in a titanic power struggle.
The battleground for global supremacy will come down to economic, diplomatic, military, and technological power, which China is quickly gaining on the US.
Chinese President Xi Jinping's rapid military modernization effort has beefed up its force with advanced technology, such as fifth-generation fighter jets, drones, and hypersonic weapons. Last October, he said China would never allow its sovereignty, security, and interests to be undermined.
The latest sign China continues to advance at full speed is the revelation of a new 5000-mile range stealth bomber capable of striking US military assets in the Pacific.
The latest edition of Chinese Modern Weaponry magazine revealed new computer-generated images of the country's next-generation Xian H-20 strategic bomber.
The futuristic stealth bomber was first revealed in 2018 and has a flying wing design similar to the Northrop Grumman B-2 Spirit built in the late 1990s. The main feature of the H-20 is the intercontinental range and the ability to carry nuclear weapons to strike Guam and other key military bases in the Pacific.
Modern Weaponry describes the aircraft as "the god of war in the sky." Though in development for several years, actual images of the bomber have yet to be leaked into the press.
Jon Grevatt, an Asia-Pacific defense analyst at security intelligence firm Janes, told South China Morning Post that when "the aircraft becomes operational, it has the potential to be a game-changer."
"That means that the advantage of that plane is that it could attack like a strategic bomber does, hitting targets at a great distance, perhaps in the second island chain and beyond," Grevatt said. The second island chain poses a threat to US interests in Asia-Pacific.
If and whenever the H-20 is deployed, it would likely have air-launch hypersonic weapons that would extend the strike range of the aircraft - one that would frighten Washington. China has dubbed one of its hypersonic missiles the "Guam killer."
In 2018, China gave everyone a sneak peek of the H-20 at the end of this clip.
While America's military try's to decide— 🇭ip~ (@TruthInBytes) May 25, 2021
The 'Kitten heel' or the 'Stiletto heel'
China's getting ready to unveil it's 'stolen technology'
The Xian H-20 strategic bomber
China- 'God of war in the sky'
America- We choose the 'Kitten heel'
This Cold War could be a zero-sum game, and China wants it all. | aerospace |
https://www.dubailad.com/flying-car-takes-35-minute-flight-between-airports/ | 2022-05-19T10:02:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662526009.35/warc/CC-MAIN-20220519074217-20220519104217-00588.warc.gz | 0.977688 | 272 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__215555235 | en | The future could finally be here as a flying car took to the skies for a 35-minute flight between two international airports.
The hybrid AirCar is powered by a BMW engine and runs on regular petrol. And, its creator Professor Stefan Klein, says, it could fly for a distance of 1,000km.
The car takes just over two minutes to transform from a car into a plane. And it requires a runway or long, straight stretch of road to take off. And when in the air it can fly at speeds of up to 170km/h.
The car took two years to build and cost “less than 2m euros” (£1.7m) in investment.
The prototype car completed its flight between two airports in Slovakia. And it’s hoped it could be the start of the future!
His creation has room for one driver and a passenger and can carry 200kg in total,
And the creator described his flight on Monday as “normal” and “very pleasant”.
It could get even more pleasant if he turns his flying car into a vehicle people can buy. The flying car market could be worth $1.5trillion by 2040 according to Morgan Stanley.
Keep up to date with the latest motor news with our DubaiLAD page here. | aerospace |
https://culturevultureexpress.wordpress.com/category/science/ | 2022-12-06T00:49:57 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711064.71/warc/CC-MAIN-20221205232822-20221206022822-00488.warc.gz | 0.966196 | 91 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__146102381 | en | “NASA did it again.”
Rick Nybakken, Juno’s project manager at NASA’s JPL, said:
“Tonight through tones, Juno sang to us. And it was a song of perfection.”
Nybakken ripped up the mission team’s contingency communications plans that would have been needed if the mission had not been successful.
Well done Juno team! 🙂 | aerospace |
http://www.rockawave.com/news/2012-04-27/Community/Welcoming_The_Space_Shuttle.html | 2017-04-27T11:01:26 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122159.33/warc/CC-MAIN-20170423031202-00215-ip-10-145-167-34.ec2.internal.warc.gz | 0.960537 | 134 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__67347636 | en | Welcoming The Space Shuttle
Local sixth grade Scholars’ Academy student Shannon Sullivan of Belle Harbor, has been invited to join the Sheepshead Bay High School band. The band will perform today, Friday, April 27, at Kennedy Airport welcoming the arrival of the space shuttle Enterprise, which will eventually end up at the Intrepid Air and Space Museum.
Sullivan would like to credit Mr. Martin of PS 114, Miss Morritt of Scholars’ Academy, and Mr. King of I.P.M.W. Studio in Brooklyn for their expertise and committment to her education. She has been playing saxaphone for two years. | aerospace |
https://ebooks.spiedigitallibrary.org/conference-proceedings-of-SPIE/3494.toc?SSO=1 | 2020-09-24T21:54:54 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400220495.39/warc/CC-MAIN-20200924194925-20200924224925-00117.warc.gz | 0.670484 | 118 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__31511079 | en | Visit My Account to manage your email alerts.
Dual-beam atmospheric turbulence measurement system performance as a high-altitude turbulance scale size sensor
Control loop analysis for a nematic liquid crystal spatial light modulator used in an adaptive optics system
Combination of the sodium and Rayleigh laser guide stars in adaptive compensation of atmospheric turbulence
ORACLE (Ozone Research with Advanced Cooperative Lidar Experiment): joint NASA-CSA development of a space-based ozone dial
Inversion of atmospheric optical parameters from elastic-backscatter lidar returns using a Kalman filter | aerospace |
https://www.pilotoutfitters.com/eatsleepfly-shirt.html | 2023-03-23T23:50:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945218.30/warc/CC-MAIN-20230323225049-20230324015049-00306.warc.gz | 0.872178 | 130 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__5125367 | en | |Delivery time:||1-7 DAYS|
The EatSleepFlyRepeat tshirt is a humorous shirt for any pilot, aviator, or professional pilot who loves flying airplanes or went to a flight school as a student. Gift to a friend who can relate to aviation and pass along the joy.
Material: 100% Cotton
BODY LENGTH: Lay garment flat (face down). Measure from center back neckline seam straight down to bottom of the front hem.
BODY WIDTH: Lay garment flat. 1" below the armhole flat measure the garment across the chest. | aerospace |
https://2tm.eu/first-slovenian-satellite-will-fly-into-space-2017/ | 2021-11-28T01:46:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358443.87/warc/CC-MAIN-20211128013650-20211128043650-00497.warc.gz | 0.917855 | 826 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__198103247 | en | The First Slovenian Satellite Will Fly into Space in 2017
Slovenia has a rich tradition of exploring the cosmos. Back in 1928, the pioneer of space science Herman Potočnik developed a project of a space station in the geostationary orbit. A crater on the Moon was named after Jurij Vega, and the world’s first Centre for the Universe Development KSEVT is working in Vitanje.
Slovenian companies are also looking for new opportunities in space technologies. In July 2016, Slovenia signed the Paris Agreement on Associate Membership in the European Space Agency (ESA), which opens the way for the Slovenian companies to the Agency programs and the development of high-tech products with high added value. In total, 88% of the ESA budget, which this year is 4.2 billion euros, is provided for the development of the space industry, and only 5%—for the needs of research institutions.
The First Slovenian Satellite Will Fly into Space Next Year
The University of Maribor and the SkyLabs Company, which specializes in space microtechnologies, develop the first Slovenian satellite under the ESA auspices. The project was entitled ‘Misija Trisat’. The satellite weighs 5.5 kg. It now undergoes the critical stage of testing, which is coordinated with the ESA. The satellite model was tested in vacuum at different temperatures. It also passed checks for vibration. The satellite will be equipped with an infrared camera, which is based on a high-tech PicoSky platform by the SkyLabs Company.
The camera allows the detection of volcanic ash, islands of large fires, oil spills in the oceans and the discovery of underground mineral deposits. The basis of satellite platform is a small procedural core designed by SkyLabs. According to the Company’s director Tomaž Rotovnik, the big European companies, for example the Airbus, are interested in this novelty. The solar cells produced by a Spanish company will be embedded into the first Slovenian man-made earth satellite. The Trisat satellite will cost 1 million euros. About 350 thousand euros have been already invested therein.
The project manager Iztok Kramberger (the Faculty of Electrical Engineering of the University of Maribor) argues that the Trisat artificial satellite will orbit in 2017. However, it is still unknown what launch vehicle will be used. Several options are considered, including India. After launching the satellite, Slovenia will enter the list of 50 countries with satellites in space. “The working period of such satellites is 5–6 years,” Iztok Kramberger said.
The Slovenian company Sinergise starts playing an increasing role in the field of space technology. Its Copernicus project won the international competition of the European Space Agency with a budget of 6.7 billion euros. Copernicus is a revolutionary development that reduces time to display and use satellite images from several hours to a few seconds. The Sinergise application provides access to a significant amount of raw data that are sent to the satellites of the European Space Agency. The application daily processes over 2,000 CD data units. This year’s cooperation with the European Space Agency brought more than 500 thousand euros of additional revenue to the Sinergise Company.
Development of Space Medicine
Another important area is the study of space medicine. The Olympic Sports Centre Planica has opened the Centre for Life Simulation on the Mars and the Moon. It studies the effect of weightlessness and lack of oxygen on a human body under conditions identical to those in the space.
The Planica Centre, with the help of the European Space Agency, has opened a physiology laboratory and hypoxic chambers, where experts-cosmologists from the Institute of Jožef Stefan conduct space medical research. Their achievements are used in other areas of scientific knowledge. They are currently working on a new technology for preventing atrophy of muscles and osteoporosis using electric and magnetic stimulation. | aerospace |
https://pcflight.net/carenado-do228-released-fsxp3d/ | 2022-05-25T04:53:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662578939.73/warc/CC-MAIN-20220525023952-20220525053952-00250.warc.gz | 0.762195 | 179 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__250749352 | en | The long awaited Dornier DO228 has been released by Carenado!
The aircraft is available for both FSX and P3D and has the following features:
- Carenado GNS530 with Reality XP integration option.
- Original autopilot installed.
- HD quality textures (4096 x 4096).
- Volumetric side view prop effect
- Dynamic propeller shines effect.
- 32 bit real DO228 3D sounds.
- Customizable panel for controlling windows transparency, instrument reflections and static elements such as wheel chocks and sights props.
- Real behavior compared to the real airplane. Real weight and balance.
- Tested by real pilots.
- Realistic night lights effects on panel and cockpit.
It’s available from the Carenado Store for $39.95; for more information click here | aerospace |
https://mutitu.com/shock-moment-drunk-passenger-headbutts-air-steward-in-posh-business-class-emirates-flight-before-crew-tie-him-to-seat/ | 2024-04-25T08:55:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297290384.96/warc/CC-MAIN-20240425063334-20240425093334-00586.warc.gz | 0.97597 | 915 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__150859481 | en | THIS is the shocking moment a passenger headbutted an air steward on an Emirates flight out of Dubai.
Fellow passengers allege that the man got so intoxicated in his business class cabin that he started being violent.
The horrified passengers recalled how cabin crew staff on flight EK614 to Islamabad, Pakistan, tried to restrain the unruly man.
But the video shows how he violently headbutted one of the male air stewards – before he was finally restrained.
The camera catches another cabin crew member rushing to the steward’s help and the pair are able to wrestle him to the ground.
As the two cabin crew attempt to keep the man pinned to the ground, a third member of staff runs over with a pair of emergency black cable ties – kept onboard to deal with problematic passengers.
read more in-flight brawls
One air steward can then be seen forcibly keeping the man lying flat on the ground, while the other attaches the cuffs.
Other passengers have reported that the man was restrained in his seat with cabin crew watching over him until the Boeing 777 landed.
Pakistani airport police boarded the flight at 1:20am, local time, to arrest him.
A few passengers said that they were “terrified” by the rampage and avoided walking past the flier out of fear that he would attack them.
One passenger said: “The drunk guy was extremely violent. He was restrained and handcuffed by Emirates cabin crew but I think Pakistan authorities let him go as he was well connected.”
Emirates Airlines could not be reached for comment.
Alcohol is banned in Pakistan for Muslim residents – a law which is alleged to have led many citizens to binge drinking abroad.
Although the UAE is a similarly strict Islamic country, it has become more tolerant than its neighbours in recent years.
Amid its rise as a travel destination for Westerners, the laws have changed to allow anyone over the age of 21 to buy alcohol.
Drinks are only allowed to be consumed in private, or in licenced venues, but they are available inside Dubai International Airport and in bars and restaurants throughout the city.
No person is allowed to enter an aircraft drunk, however. No matter the country.
According to the Civil Aviation Act, nobody can enter an aircraft when drunk, or become drunk in any aircraft.
Airlines reserve the right to refuse passengers that they deem a potential risk – which includes anyone who is drunk.
And, if an aircraft commander has grounds to believe that a passenger is a risk, they are entitled to take any reasonable measure to protect safety.
Yet, drunken, mid-air brawls have become an increasing occurence over the last year – and particularly in February of this year.
On February 19, a terrifying brawl erupted on a Ryanair flight from Edinburgh to Tenerife.
Fellow passengers said they endured hours of chaos after two men, who are understood to be brothers, and a woman began shouting at each other.
A man in the blue top was filmed storming up the aisle of the plane and squaring up to the second man in the grey.
They both appeared to shout at anyone who tried to intervene and stop them.
A Ryanair spokesperson said: “The crew of this flight from Edinburgh to Tenerife (19 Feb) called ahead for police assistance after a small number of passengers became disruptive onboard.
“The aircraft was met by local police upon arrival at Tenerife and these passengers were removed. This is now a matter for local police.”
And just a day later, on February 20, a man on an American Airlines flight had to be restrained after he reportedly tried to open an emergency door mid-air.
The Wonton Don (@DonnieDoesWorld) said he was sleeping in his seat when he was stirred awake “by a man trying to aggressively open the airplane door 4 rows back.”
“Me and 5 other dudes had to wrestle him into the aisle, duct tape his legs, and throw flexi-cuffs on him.”
American Airlines told The U.S. Sun, “Flight 1219 with service from Albuquerque (ABQ) to Chicago (ORD) returned to ABQ shortly after takeoff due to a disturbance in the cabin involving a disruptive customer.
“The flight landed safely and the aircraft was met by local law enforcement upon arrival.” | aerospace |
http://enidine-defense.com/ | 2017-09-22T22:22:10 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818689373.65/warc/CC-MAIN-20170922220838-20170923000838-00638.warc.gz | 0.875709 | 219 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__105512234 | en | ITT Cannon Introduces High-Performing and Environmentally Sealed CTC Connector Series for Harsh Environments
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ITT military vehicle products are used in virtually every aspect of vehicle design from interiors and fuel systems to crew saefty and comfort.
At ITT we pride ourselves on providing military aircraft components needed for crtical flight systems. | aerospace |
https://worldofaviation.com/2021/07/787-dreamliner-deliveries-halted-again-after-faa-finds-nose-defect/ | 2024-04-15T22:19:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817033.56/warc/CC-MAIN-20240415205332-20240415235332-00785.warc.gz | 0.963297 | 589 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__58381682 | en | The US Federal Aviation Administration (FAA) has discovered another new manufacturing issue on Boeing 787 Dreamliners currently awaiting delivery, the latest in a long list of manufacturing defects located in the aircraft in recent months.
Boeing has said that the defect does not threaten safety, however, the company has committed to “fix the airplanes” before performing any more deliveries of the type.
Following a system-wide ongoing inspection of Boeing’s “shimming process”, as required by the FAA, the regulator discovered another issue “near the nose on certain 787 Dreamliners in the company’s inventory of undelivered airplanes”, Reuters reported.
The Wall Street Journal was able to disclose further details from unidentified sources, claiming the problems are with the pressure bulkhead’s skin, a former issue Boeing had with other aircraft last September when the jet did not meet certain specifications.
The FAA however noted that “although the issue poses no immediate threat to flight safety, Boeing has committed to fix these airplanes before resuming deliveries”, and after reviewing the problem, “will determine whether similar modifications should be made on 787s already in commercial service”.
Boeing expects the defect to cause a further three-week delay in deliveries, meaning anticipated customers will not receive the Dreamliner ahead of the busy summer season.
The same sources also said the FAA is trying to understand whether the problem will cause preliminary fatigue on core parts of the jet’s structure.
Currently, there are 436 Dreamliner’s on Boeing’s order backlog, recorded in its latest report on orders and deliveries in May. The last confirmed order for the 787 Dreamliner was made by German flag-carrier Lufthansa, according to Boeing.
Boeing officially resumed deliveries on its 787 Dreamliner wide-body jet in March to United Airlines after various quality inspections and marking the first since October last year, however, deliveries were halted a second time in May this year.
This was due to an FAA review into the aircraft’s manufacturing, which found incorrect spacing in some components such as the fuselage.
This follows another jet issue with Boeing and the FAA in June, as the planemaker will not likely receive certification for its upcoming 777X until 2023 due to the lack of data and a preliminary safety assessment. The jet was supposed to enter service last summer.
The aircraft is not ready to receive its crucial Type Inspection Authorization (TIA) Readiness clearance due to concerns outlined in a letter from the regulator.
The FAA listed various concerns it had in the letter, including flight control issues. Most recently, in late 2020 during a test flight, the aircraft experienced an ‘un-commanded pitch event’ – the nose of the jet swayed up or down without intentional pilot control. | aerospace |
https://www.alienbabble.com/threads/semper-fi-ad-astra.766/ | 2022-05-20T22:54:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662534693.28/warc/CC-MAIN-20220520223029-20220521013029-00022.warc.gz | 0.945337 | 376 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__167810573 | en | There is a new space race and things are heating up. Civilian entrepreneurs are designing and testing their space systems in an attempt to place themselves at the head of the future orbital market boom that will come from demands of the private sector as well as the government's. In the past month, both SpaceX and Blue Origin successfully launched their founders to the very edge of our planet, thereby demonstrating their willingness and ability to finance a permanent human presence throughout the solar system. This new kind of gold rush for the ultimate frontier has inevitably sparked the interest of every industrialized nation in the globe to consider investing in the nascent US' private sector space industry, or aggressively pursue their own programs and agendas.
With the increased orbital traffic, however, the chances of conflict between competing nations increases exponentially. In order to protect valuable space assets, the US is taking the necessary steps to safeguard its interests and those of its allies in the outer vacuum. To that end, new military branches such as the Space Force, and divisions of existing ones are implementing crash programs to train armed forces personnel in the space arena.
In August of this year, the US Army Space and Missile Defense Command’s 1st Space Brigade began training select Marines on the intricacies and handling of existing space defense platforms. According to a media brief, the "Marines from the newly activated Marine Corps Forces Space Command at Offutt Air Force Base in Omaha, Nebraska, will train at the Space and Missile Defense School in Colorado Springs, and then move on to embed with Army Space Support Teams. Training will include: situational awareness of space capabilities, space assets, space products, and the impact of space on operations." As traffic to and fro space increases, captains of industry and investors can rest assured that a contingent of bad-ass Marines are keeping an eye out for the nation's best interest. Oorah! | aerospace |
https://www.meteorologicaltechnologyinternational.com/news/automated-weather-stations/biral-sensors-incorporated-by-coastal-environmental-systems-for-use-in-china.html | 2024-04-12T13:30:46 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00363.warc.gz | 0.950653 | 334 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__41103510 | en | Weather station provider Coastal Environmental Systems (CES) has incorporated Birals VPF-730 Visibility and Present Weather Sensor into its flagship Automated Weather Observing System (AWOS), for deployment at airports across China. The integration with CESs AWOS, which recently received certification from the Civil Aviation Administration of China (CAAC), enables Biral to make the most of Chinas fast-growing aviation market. Nathan Neal, sales and marketing director at Biral, said, We have a long, successful partnership with CES and supply our sensors to help create some innovative equipment and solutions. We are especially pleased to have contributed to their AWOS that has been approved by the CAAC. This has been a long and detailed process over several years. Coastals AWOS provides meteorological observers, forecasters, airport personnel and pilots with continuous weather monitoring information specific to real-time airport weather conditions. The AWOS is designed to measure, process, store, present and communicate meteorological data from an airfield, providing data to observers, traffic controllers and pilots in the form of real-time reports. The configuration and structure of the system can be tailored to meet the demand and requirements of each application, depending on the size and category of the airport. Birals VPF-730 sensors are a compact and robust package, which makes them ideal for aviation applications where strong winds and other damaging conditions are often present. The system is also often used for runway visual range equipment as it reports on the quality of visibility on the runways.
Biral sensors incorporated by Coastal Environmental Systems for use in China
By Helen Norman2 Mins Read | aerospace |
https://www.statista.com/topics/1546/military-aircraft-manufacturing/ | 2022-05-17T07:12:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662517018.29/warc/CC-MAIN-20220517063528-20220517093528-00784.warc.gz | 0.941227 | 544 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__111835741 | en | The first successful military aircraft was built in the early 19th century by American aviation pioneers Orville and Wilbur Wright. With a maximum speed of 42 miles per hour, the manned flyer was significantly different to the jets of today that are capable of reaching maximum speeds of 1,500 miles per hour or more and require no onboard crew. After the invention of the first aircraft, military use of aerospace technologies became attractive for many nations across the globe since the beginning of the 20th century. The genuine interest of army triggered the rapid development of aerospace and aircraft technologies explicitly for military use. Over many centuries, this interest only grew larger as the research and development practices introduced cutting-edge aerospace technologies. Global military spending between 2001 and 2020 increased by roughly 74 percent, reaching just under two trillion U.S. dollars in 2020. Consequently, the size of the military aircraft and aerospace manufacturing market increased steadily until the coronavirus (COVID-19) pandemic in 2020.
Cross-country analysis of the military aerospace industry
Aircraft manufacturing is one of the heavily regulated industries because of the nature of the activities involved that makes safety for all parties a high standard. High regulations imply many necessary but convoluted standards to meet. Although this process slows down the technological progress in military equipment, it ensures reliable manufacturing of equipment to implement intended commands. Over the recent decade, the investment in military robotics, such as UAVs, grew continuously. This is expected to progress even further since military robots fulfil traditional tasks with no casualty.
Boeing, Airbus, Raytheon Technologies, and Lockheed Martin were the main aerospace and defense manufacturers worldwide in 2021. When we zoom into the details of military aircraft fleet, F-16 and Su-27/30 are the most deployed combat aircraft globally. F-16 aircraft are being produced by General Dynamics, Lockheed Martin, and BAE Systems. On the other hand, Su-27/30 is being produced by Sukhoi, a Russian company with a history dating back to the Soviet Union. All of these firms and conglomerates invest profoundly to create new patents and innovations to sustain the market competitiveness. Yet, the R&D investment of Boeing, Airbus and Lockheed Martin companies fluctuated around the same values throughout the recent decade, indicating a non-increasing or steady level of investment allocation into corporate growth.
This text provides general information. Statista assumes no
liability for the information given being complete or correct.
Due to varying update cycles, statistics can display more up-to-date
data than referenced in the text.
In the following 4 chapters, you will quickly find the 21 most important statistics relating to "Military aircraft manufacturing". | aerospace |
https://oopstop.com/in-the-krasnoyarsk-territory-a-robinson-helicopter-flying-to-the-putoransky-reserve-disappeared/?amp=1 | 2022-12-03T02:23:44 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710918.58/warc/CC-MAIN-20221203011523-20221203041523-00787.warc.gz | 0.982594 | 87 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__126030564 | en | A Robinson helicopter went missing in the Krasnoyarsk Territory. By data “Ren-TV”, a rotorcraft flew from Norilsk to the Putoransky Reserve and disappeared from the radar.
At the appointed time, the pilot of the helicopter did not get in touch. Now rescuers are preparing to fly out in search of him. It is not yet known how many people were on board. | aerospace |
https://artandseek.org/calendar/event/85965/rise-above-traveling-exhibit | 2023-04-01T22:55:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950363.89/warc/CC-MAIN-20230401221921-20230402011921-00093.warc.gz | 0.907421 | 287 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__86506824 | en | The Commemorative Air Force (CAF) will bring its RISE ABOVE Traveling Exhibit back to Dallas Executive Airport for a free Black History Month program January 29 – February 16, 2018.
The CAF invites area schools, churches and civic groups to a free field trip that will provide students with an opportunity to learn about and be inspired by the Tuskegee Airmen, America’s first African-American military pilots, and their support personnel. The RISE ABOVE Traveling Exhibit is a mobile movie theater operated by the CAF Red Tail Squadron, America’s tribute to the Tuskegee Airmen. It features a unique large-format curved screen theater allowing students to experience the original 30-minute film, “Rise Above,” in an immersive setting. The film tells the inspirational story of the Tuskegee Airmen and their struggle for civil rights and equality. It also gives viewers the exciting sensation of flying in a P-51C Mustang, the signature aircraft of the Tuskegee Airmen. Space is limited for the free event and is booked by reservation only.
Contact Bill Shepard at the CAF at [email protected] or 214-330-1700 ext. 114 to schedule your school, community group or youth organization. | aerospace |
https://www.findagrave.com/memorial/54003395/dale-lee-foster | 2022-05-25T10:18:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662584398.89/warc/CC-MAIN-20220525085552-20220525115552-00374.warc.gz | 0.917267 | 326 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__282700114 | en | The body of A-2C Dale L. Foster, 21, Monroeville, who died Thursday night in the crash of a B-26 bomber near Langley Air Force Base, Norfolk, Va., will be returned to Monroeville for services and burial there Tuesday.
Airman Foster, one of three crewmen killed in the crash, was graduated from Monroeville High School. He enlisted in the Air Force in December, 1951, and served at Lackland Air Force Base, Lackland, Tex.; Lowery Field, Denver, Colo.; and Langley Air Force Base.
Surviving are the parents, Mr. and Mrs. Frank Foster, R.R.2, Monroeville; one sister, Mrs. Lois Klinker, Monroeville; three brothers, John, Dixon, O.; Richard and Clyde, both of Monroeville; and two grandmothers, Mrs. Anna Foster, Monroeville, and Mrs. Edith Reynolds, Fort Wayne.
Friends may call at the Maruart Funeral Home, Monroeville, after 7:30 p.m. today. Services will be held Tuesday at 1:45 p.m. in the funeral home and at 2 p.m. in St. Mark's Lutheran Church, the Rev. George H. Volkmar officiating. Burial will be in the Monroeville IOOF Cemetery.
Keith Brown Post, American Legion, Monroeville, will conduct military graveside services.
Sponsored by Ancestry | aerospace |
https://memko.com.au/ | 2022-06-26T08:33:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103037649.11/warc/CC-MAIN-20220626071255-20220626101255-00073.warc.gz | 0.956319 | 158 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__19906447 | en | MEMKO Aviation, Aerospace and Defence is an Australian owned SME specialising in Aviation, Aerospace and Defence with comprehensive design engineering and technical services focused on continued airworthiness support of fixed wing and rotary aircraft.
Additionally, as part of Fleet Technical Management (FTM) services, MEMKO offers industry leading engineering systems as turnkey SaaS solutions.
MEMKO Systems provides turnkey solutions designed to support the strategic direction of your business. Supported by in-house quality systems and procedures MEMKO Systems is skilled and experienced at implementing packaged solutions as well as bespoke development.
MEMKO Systems’ services span multiple industries with a particular focus on the business processes covering design, digital mock-up, product development, virtual planning and simulation, and digital manufacturing. | aerospace |
https://www.sawe.org/product/paper-0269/ | 2024-04-23T11:56:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818474.95/warc/CC-MAIN-20240423095619-20240423125619-00463.warc.gz | 0.943665 | 263 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__195848085 | en | 269. The Influence of Balance and Loadability on the Design of Commercial Passenger Transports
This paper was presented at the Nineteenth National Conference of the Society of Aeronautical Weight Engineers at Los Angeles, California, May 16 – 19, 1960. With the advent of the swept wing turbojet airplane, balance and loadability control in the preliminary design stage has become an increasingly important phase of weight engineering. Current designs of subsonic swept wing, multi-engined passenger transports present increasingly complex balance problems which require consideration early in the design. These problems arise from the highly swept wings, power plant mounted on the fuselage, multi-class loading conditions, and the many different interior arrangements and wide choice of optional equipment offered for any particular model.
In view of these problems the weight engineer must attempt to influence the design so that the airplane will inherently have good balance and loadability.
The purpose of this paper will be to illustrate in what areas and by what means the design can be changed to provide the most readily loadable airplane. No attempt is made to offer specific solutions of tools as these will vary with each particular problem. It is hoped that by pointing out the pitfalls, more effort will be placed on designing good balance and loadability into the airplane. | aerospace |
http://asitimes.blogspot.com/2013/05/japan-mulls-export-to-india-of-sdf.html | 2018-07-21T04:15:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592309.94/warc/CC-MAIN-20180721032019-20180721052019-00573.warc.gz | 0.970446 | 329 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__74531075 | en | Japan mulls export to India of SDF search-and-rescue aircraft
The agreement was reached in May 29 talks between Prime Minister Shinzo Abe and visiting Indian Prime Minister Manmohan Singh.
Indian Navy officials began expressing interest in the US-2 short takeoff and landing, search-and-rescue amphibian aircraft a few years ago.
If future discussions proceed as Japanese officials hope, it would be the first instance of an export of defense equipment used by the Self-Defense Forces that had been converted for civilian use.
The US-2 is produced by ShinMaywa Industries Ltd., which is based in Hyogo Prefecture. The aircraft has a range of about 4,500 kilometers and its amphibious landing capabilities make it suited for search-and-rescue operations.
Government officials are seeking to export the aircraft to reduce the procurement costs for each aircraft. Mass production could dramatically lower production costs for each aircraft.
Indian government officials have begun discussions on whether to purchase the aircraft.
However, because the US-2 carries sensitive communications equipment and other equipment, there were concerns that exporting the aircraft would violate Japan's three principles banning the export of weapons.
Government officials have concluded that if the equipment in question were removed beforehand, the aircraft itself would not constitute a weapon and the three principles would not be violated.
A major problem with the US-2 is its high cost. The aircraft costs about 11 billion yen ($108 million), much higher than similar competing aircraft.
According to government sources, India has not yet decided whether to purchase the US-2.
THE ASAHI SHIMBUN | aerospace |
https://townhall.com/news/us/2009/11/13/nasa-begins-countdown-for-space-shuttle-launch-n1339157 | 2018-08-20T03:27:29 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221215523.56/warc/CC-MAIN-20180820023141-20180820043141-00533.warc.gz | 0.943493 | 154 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__109196516 | en | The countdown clocks at NASA are ticking toward a Monday launch of space shuttle Atlantis.
Officials said Friday everything is going well at the launch pad. Even the forecast is good, with 90 percent odds of fine flying weather.
Atlantis is loaded with spare parts for the International Space Station. The shuttle will carry up six astronauts and return with seven. The seventh, Nicole Stott, has been living on the station since the end of August.
Liftoff is set for 2:28 p.m. The flight could be delayed until Tuesday if an unmanned rocket with a communication satellite does not blast off Saturday as planned and is rescheduled for Sunday.
The Air Force at Cape Canaveral needs at least two days between launches.
On the Net: | aerospace |
http://www.alpa.org/portals/alpa/pressroom/pressreleases/2001/2001-6-11_01.058.htm | 2015-04-19T10:59:47 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246638820.85/warc/CC-MAIN-20150417045718-00002-ip-10-235-10-82.ec2.internal.warc.gz | 0.916351 | 395 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__152645443 | en | June 11, 2001
ALPA pilots picket to support striking Comair pilots, protest airlines' "second-tier" pilot compensation
Dallas/Fort Worth, TX -- Pilots of Atlantic Southeast Airlines organized an informational-picketing demonstration to take place 11 a.m. 1 p.m. today in front of the airport's Terminal E. The demonstration will show support for the pilots of Comair, now in the 77th day of their labor strike.
The pilots of ASA -- which, like Comair, is a wholly owned subsidiary of Delta Air Lines, Inc. -- anticipate that pilots from outside the Delta family will also join in the demonstration. Specifically, pilots of American Eagle and Continental Express have indicated an interest in participating.
With the exception of Comair pilots, none of the other pilot groups demonstrating today is on strike. However, the pilots participating equally assert the Comair pilots' point that the "regional airline" label is obsolete. Yet management teams across the industry cling to the label in an attempt to subordinate their pilots' compensation and maintain artificially low cost structures.
Since 1998, the Comair pilots have been trying, unsuccessfully, to negotiate a labor contract with management. Comair is one of the worlds most profitable airlines, and can continue to generate enviable profits after satisfying its pilots needs. However, company management is refusing to provide its pilots with pay and benefits on scale with those of other airline pilots: based on the size and productivity of the aircraft they fly.
EVENT: Pilots of Atlantic Southeast, American Eagle, and Continental Express informational picketing in support of the Comair pilots' strike.
TIME: 11 a.m. 1 p.m.
DATE: Monday, June 11, 2001.
LOCATION: Dallas/Fort Worth International Airport, Terminal E (in front of Delta Air Lines departure area).
Contact: Captain Phil Stasik, 321-223-9007 | aerospace |
https://frontlinevideos.com/the-hypersonic-railroad-track/ | 2023-10-02T17:19:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511002.91/warc/CC-MAIN-20231002164819-20231002194819-00833.warc.gz | 0.951709 | 219 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__224212851 | en | YouTube / Dark Tech
The ground test facility at Holloman AFB serves as a testbed for a wide variety of American defenses and government agencies.
Its rail system is used to launch sleds or rocket-powered test vehicles. Sled tests have been continuously performed since 1950, with over ten thousand sled tests in its history.
The hypersonic test track enabled the testing of what once was thought impossible. It was capable of replicating the speed, and G-force conditions pilots experience during such situations.
With a length of up to 50,971ft, the HHSTT is the longest, most precisely aligned, and best-instrumented facility of its kind in the world.
Aside from the test track, the complex also houses facilities for artificial rain simulation, an ejection test area, impact test sites, and a horizontal rocket test stand.
The HHSTT is exploring the modernization of its rail system. Their goal is to increase the facility’s viability by bolstering infrastructure and allowing for testing hypersonic systems into 2070 and beyond. | aerospace |
http://918aircadets.ca/possible-nanton-bomber-museum-tour/ | 2023-03-27T13:50:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948632.20/warc/CC-MAIN-20230327123514-20230327153514-00741.warc.gz | 0.962065 | 208 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__66910798 | en | We are currently investigating the feasibility of running an organized tour of the Nanton Bomber Command Museum sometime in the spring or summer. The event would likely be in the afternoon on a weekend, and would include:
- A guided tour by museum staff,
- Some time to explore the museum in self guided groups,
- An opportunity to get to know the aviation history of Canada and it’s allies, and
- Visitors often get the opportunity to get inside of various historical aircraft and see how they would have operated
If you have never heard of the museum before, check out their website: https://www.bombercommandmuseum.ca/
If you would be interested in attending such an event, please let us know here: Nanton Bomber Museum Interest Form
Note that we are hoping that cadets will be able to provide their own transport to Nanton. If you would like to go, but are unable to get yourself to Nanton, please indicate on the form so we can prepare adequate alternatives. | aerospace |
https://www.tum.de/en/studies/degree-programs/detail/espace-earth-oriented-space-science-and-technology-master-of-science-msc | 2023-12-07T08:04:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100650.21/warc/CC-MAIN-20231207054219-20231207084219-00550.warc.gz | 0.941499 | 349 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__166879711 | en | The Master’s degree program in Earth Oriented Space Science and Technology (ESPACE) is an interdisciplinary program positioned at the interface between space technology and the engineering and natural scientific use of satellite data. It is conducted as a two year master's degree program with the option of a Double Degree in cooperation with the Wuhan University, China. ESPACE combines the technical aspects of the satellite and observation systems with scientific and commercial applications. This requires interdisciplinary knowledge beyond the borders of different engineering disciplines such as geodesy, mechanical and electrical engineering, as well as physics, informatics and geosciences.
The goal of the ESPACE Master’s degree program is to train students to become experts in the use and development of satellites in the three main areas of earth system science, remote sensing and navigation. Students acquire fundamental knowledge and competencies in these three fields as a general basis, as well as the interfaces among them in order to be able to link technological know-how with practical application. They simultaneously learn the necessary basics of signal processing, sensor technology, orbital mechanics and space technology, so that they are in a position to help plan and develop future missions for the above-mentioned areas.
By including numerous scientific institutes and the space industry in the teaching concept, ESPACE makes full use of the potential of excellent scientists, offering also the opportunity of dedicated project work and Master’s theses in close co-operation with, and in many cases even at the location of these institutions. Thus the students become involved in current projects, state-of-the-art technology and science, and daily practice.
For a comprehensive description of the program, please refer to the degree program documentation: | aerospace |
https://www.braqaerospace.com/r-d-manufacturing | 2021-08-03T06:42:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154432.2/warc/CC-MAIN-20210803061431-20210803091431-00572.warc.gz | 0.893236 | 587 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__296389873 | en | The Beginning Of a New Era ...
BRAQ™ Small Unmanned Aerial System (sUAS) Platform
BRAQ™ Small Unmanned Aerial System (sUAS) Platform is a fully/semi-autonomously controlled tilt-wing tri-ducted fan multi-purpose (sky-land-sea) small Unmanned Aerial Vehicle (UAV) configured to perform ultra-safe and high-efficiency operations close to infrastructures for a range of high risk and labor-intensive industries.
BRAQ™ sUAS combines the hovering capabilities of helicopters and the operational features of fixed-wing aircraft and seaplanes. BRAQ™ sUAS utilizes advanced machine vision sensors and machine learning algorithms to detect, sense, see, avoid and make decisions.
These capabilities and properties are ideal for solving the challenges of operating UAS’s in
ultra-close proximity to infrastructures in industrial applications.
BRAQ™ Medium-Altitude Long-Endurance (MALE) Unmanned Aerial Vehicle (UAV) Platform
BRAQ Medium-Altitude Long-Endurance (MALE) Unmanned Aerial Vehicle (UAV) Platform designed to demonstrate a remarkable solution to a wide variety of military and government applications. This platform is envisioned as intelligence, surveillance, and reconnaissance (ISR) platform. It is a scalable version of our advantageous Tilt-Wing Tri-Ducted Fan multi-mode (sky-land- sea) sUAV. Additionally, current-day anti-terrorist missions would make it desirable to deploy this platform in which the overall flight safety is improved and the substantial noise level from the rotors is suppressed by enclosing the rotors in ducts. These features make this platform a prime candidate for various ISR operations including those of special forces, army, and humanitarian aid responses.
BRAQ™ Autonomous Personal Air Vehicle (APAV) Platform
BRAQ Autonomous Personal Air Vehicle (APAV) platform is designed to provide safe low-altitude and medium-short distance air transportation services. Possessing the flexibility and the best attributes of helicopters, fixed-wing aircraft and Wing-In-Ground-Effect (WIG) vehicles.
It utilizes a hybrid fuel cell / battery propulsion system to perform vertical take-off and landing (VTOL) and short take-off and landing (STOL) from anywhere. It is also capable of performing horizontal take-off and landing (HTOL), skim, boat, and cruise over water surfaces.
These capabilities and properties give this particular platform the ability to take-off from anywhere and land anywhere without the requirement of airport runways or landing pads. In other words, it will fulfill all of the missions that helicopters, fixed-wing aircrafts, seaplanes, and hovering aircrafts currently perform. | aerospace |
http://sdmuhcc.net/elearning/aridata_web/how/a/air/airplane.htm | 2018-07-15T23:13:24 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589022.38/warc/CC-MAIN-20180715222830-20180716002830-00573.warc.gz | 0.948128 | 5,208 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__47375128 | en | I happen to fly a lot on business. For me, personally, airplanes are one of the most amazing things that I see on a daily basis. When I get on a 747, I am boarding a gigantic vehicle capable of carrying 500 or 600 people. A 747 weighs up to 870,000 pounds at takeoff. Yet it rolls down the runway and, as though by magic, lifts itself into the air and can fly up to 7,000 nautical miles without stopping. It is truly incredible when you think about it!
If you have ever wondered what allows a 747 -- or any airplane for that matter -- to fly, then read on! In this edition of HowStuffWorks, we will walk through the theory of flight and talk about the different parts of a standard airplane, and then you can explore tons of links to learn even more!
Before we dive into how wings keep airplanes up in the air, it is important that we take a quick look at four basic aerodynamic forces: lift, weight, thrust and drag.
Straight and Level Flight
In order for an airplane to fly straight and level, the following relationships must be true:
Thrust = Drag
Lift = Weight
If, for any reason, the amount of drag becomes larger than the amount of thrust, the plane will slow down. If the thrust is increased so that it is greater than the drag, the plane will speed up.
Similarly, if the amount of lift drops below the weight of the airplane, the plane will descend. By increasing the lift, the pilot can make the airplane climb.
Thrust is an aerodynamic force that must be created by an airplane in order to overcome the drag (notice that thrust and drag act in opposite directions in the figure above). Airplanes create thrust using propellers, jet engines or rockets. In the figure above, the thrust is being created with a propeller, which acts like a very powerful version of a household fan, pulling air past the blades.
Drag is an aerodynamic force that resists the motion of an object moving through a fluid (air and water are both fluids). If you stick your hand out of a car window while moving, you will experience a very simple demonstration of this effect. The amount of drag that your hand creates depends on a few factors, such as the size of your hand, the speed of the car and the density of the air. If you were to slow down, you would notice that the drag on your hand would decrease.
We see another example of drag reduction when we watch downhill skiers in the Olympics. You'll notice that, whenever they get the chance, they will squeeze down into a tight crouch. By making themselves "smaller," they decrease the drag they create, which allows them to move faster down the hill.
If you've ever wondered why, after takeoff, a passenger jet always retracts its landing gear (wheels) into the body of the airplane, the answer (as you may have already guessed) is to reduce drag. Just like the downhill skier, the pilot wants to make the aircraft as small as possible to reduce drag. The amount of drag produced by the landing gear of a jet is so great that, at cruising speeds, the gear would be ripped right off of the plane.
This one is the easiest. Every object on earth has weight (including air). A 747 can weigh up to 870,000 pounds (that's 435 tons!) and still manage to get off the runway. (See the table below for more 747 specs!)
Lift is the aerodynamic force that holds an airplane in the air, and is probably the trickiest of the four aerodynamic forces to explain without using a lot of math. On airplanes, most of the lift required to keep the plane aloft is created by the wings (although some is created by other parts of the structure).
Fuel capacity: up to 57,000 gallons (~ 215,768 liters)
Max. range: 7,200 nautical miles
Cruising speed: 490 knots
Takeoff distance: 10,500 feet (~ 3,200 meters)
A Few Words About Fluid
A principal concept in aerodynamics is the idea that air is a fluid. Like all gases, air flows and behaves in a similar manner to water and other liquids. Even though air, water and pancake syrup may seem like very different substances, they all conform to the same set of mathematical relationships. In fact, basic aerodynamic tests are sometimes performed underwater.
Another important concept is the fact that lift can exist only in the presence of a moving fluid. This is also true for drag. It doesn't matter if the object is stationary and the fluid is moving, or if the fluid is still and the object is moving through it. What really matters is the relative difference in speeds between the object and the fluid.
Consequently, neither lift nor drag can be created in space (where there is no fluid). This explains why spacecraft don't have wings unless the spaceship spends at least some of its time in air. The space shuttle is a good example of a spacecraft that spends most of its time in space, where there is no air that can be used to create lift. However, when the shuttle re-enters the earth's atmosphere, its stubby wings produce enough lift to allow the shuttle to glide to a graceful landing.
Popular (and Imperfect) Explanations of Lift Creation
If you read any college-level aerodynamics textbook, you will find plenty of mathematical methods for calculating lift. Unfortunately, none of these explanations are particularly satisfying unless you have a Ph.D. in mathematics. (Click here for a demo of an online aerodynamics textbook from Stanford University.)
There are many simplified explanations of lift that appear on the Internet and in some textbooks. Two of the most popular explanations today are the Longer Path explanation (also known as the Bernoulli or equal transit time explanation) and the Newtonian explanation (also known as the momentum transfer or air deflection explanation). While many versions of these explanations are fundamentally flawed, they can still contribute to an intuitive understanding of how lift is created.
The Longer Path Explanation
What is it?
The Longer Path explanation holds that the top surface of a wing is more curved than the bottom surface. Air particles that approach the leading edge of the wing must travel either over or under the wing. Let's assume that two nearby particles split up at the leading edge, and then come back together at the trailing edge of the wing. Since the particle traveling over the top goes a longer distance in the same amount of time, it must be traveling faster.
Bernoulli's equation, a fundamental of fluid dynamics, states that as the speed of a fluid flow increases, its pressure decreases. The Longer Path explanation deduces that this faster moving air develops a lower pressure on the top surface, while the slower moving air maintains a higher pressure on the bottom surface. This pressure difference essentially "sucks" the wing upward (or pushes the wing upward, depending on your point of view).
Why is it not entirely correct?
There are several flaws in this theory, although this is a very common explanation found in high school textbooks and even encyclopedias:
The assumption that the two air particles described above rejoin each other at the trailing edge of the wing is groundless. In fact, these two air particles have no "knowledge" of each other's presence at all, and there is no logical reason why these particles should end up at the rear of the wing at the same moment in time.
For many types of wings, the top surface is longer than the bottom. However, many wings are symmetric (shaped identically on the top and bottom surfaces). This explanation also predicts that planes should not be able to fly upside down, although we know that many planes have this ability.
Why is it not entirely wrong?
The Longer Path explanation is correct in more than one way. First, the air on the top surface of the wing actually does move faster than the air on the bottom -- in fact, it is moving faster than the speed required for the top and bottom air particles to reunite, as many people suggest. Second, the overall pressure on the top of a lift-producing wing is lower than that on the bottom of the wing, and it is this net pressure difference that creates the lifting force.
The Newtonian Explanation
What is it?
Isaac Newton stated that for every action there is an equal, and opposite, reaction (Newton's Third Law). You can see a good example of this by watching two skaters at an ice rink. If one pushes on the other, both move -- one due to the action force and the other due to the reaction force.
In the late 1600s, Isaac Newton theorized that air molecules behave like individual particles, and that the air hitting the bottom surface of a wing behaves like shotgun pellets bouncing off a metal plate. Each individual particle bounces off the bottom surface of the wing and is deflected downward. As the particles strike the bottom surface of the wing, they impart some of their momentum to the wing, thus incrementally nudging the wing upward with every molecular impact.
Note: Actually, Newton's theories on fluids were developed for naval warfare, in order to help decrease the resistance that ships encounter in the water -- the goal was to build a faster boat, not a better airplane. Still, the theories are applicable, since water and air are both fluids.
Why is it not entirely correct?
The Newtonian explanation provides a pretty intuitive picture of how the wing turns the air flowing past it, with a couple of exceptions:
The top surface of the wing is left completely out of the picture. The top surface of a wing contributes greatly to turning the fluid flow. When only the bottom surface of the wing is considered, the resulting lift calculations are very inaccurate.
Almost a hundred years after Newton's theory of ship hulls, a man named Leonhard Euler noticed that fluid moving toward an object will actually deflect before it even hits the surface, so it doesn't get a chance to bounce off the surface at all. It seemed that air did not behave like individual shotgun pellets after all. Instead, air molecules interact and influence each other in a way that is difficult to predict using simplified methods. This influence also extends far beyond the air immediately surrounding the wing.
Why is it not entirely wrong?
While a pure Newtonian explanation does not produce accurate estimates of lift values in normal flight conditions (for example, a passenger jet's flight), it predicts lift for certain flight regimes very well. For hypersonic flight conditions (speeds exceeding five times the speed of sound), the Newtonian theory holds true. At high speeds and very low air densities, air molecules behave much more like the pellets that Newton spoke of. The space shuttle operates under these conditions during its re-entry phase.
Unlike the Longer Path explanation, the Newtonian approach predicts that the air is deflected downward as it passes the wing. While this may not be due to molecules bouncing off the bottom of the wing, the air is certainly deflected downward, resulting in a phenomenon called downwash. (Click here for more on downwash.)
How Lift is Created
Pressure Variations Caused By Turning a Moving Fluid
Lift is a force on a wing (or any other solid object) immersed in a moving fluid, and it acts perpendicular to the flow of the fluid. (Drag is the same thing, but acts parallel to the direction of the fluid flow). The net force is created by pressure differences brought about by variations in speed of the air at all points around the wing. These velocity variations are caused by the disruption and turning of the air flowing past the wing. The measured pressure distribution on a typical wing looks like the following diagram:
A. Air approaching the top surface of the wing is compressed into the air above it as it moves upward. Then, as the top surface curves downward and away from the airstream, a low-pressure area is developed and the air above is pulled downward toward the back of the wing.
B. Air approaching the bottom surface of the wing is slowed, compressed and redirected in a downward path. As the air nears the rear of the wing, its speed and pressure gradually match that of the air coming over the top. The overall pressure effects encountered on the bottom of the wing are generally less pronounced than those on the top of the wing.
C. Lift component
D. Net force
E. Drag component
When you sum up all the pressures acting on the wing (all the way around), you end up with a net force on the wing. A portion of this lift goes into lifting the wing (lift component), and the rest goes into slowing the wing down (drag component). As the amount of airflow turned by a given wing is increased, the speed and pressure differences between the top and bottom surfaces become more pronounced, and this increases the lift. There are many ways to increase the lift of a wing, such as increasing the angle of attack or increasing the speed of the airflow. These methods and others are discussed in more detail later in this article.
It is important to realize that, unlike in the two popular explanations described earlier, lift depends on significant contributions from both the top and bottom wing surfaces. While neither of these explanations is perfect, they both hold some nuggets of validity. Other explanations hold that the unequal pressure distributions cause the flow deflection, and still others state that the exact opposite is true. In either case, it is clear that this is not a subject that can be explained easily using simplified theories.
Likewise, predicting the amount of lift created by wings has been an equally challenging task for engineers and designers in the past. In fact, for years, we have relied heavily on experimental data collected 70 to 80 years ago to aid in our initial designs of wings.
Calculating Lift Based on Experimental Test Results
In 1915, the U.S. Congress created the National Advisory Committee on Aeronautics (NACA -- a precursor of NASA). During the 1920s and 1930s, NACA conducted extensive wind tunnel tests on hundreds of airfoil shapes (wing cross-sectional shapes). The data collected allows engineers to predictably calculate the amount of lift and drag that airfoils can develop in various flight conditions.
The lift coefficient of an airfoil is a number that relates its lift-producing capability to air speed, air density, wing area and angle of attack -- the angle at which the airfoil is oriented with respect to the oncoming air flow (we'll discuss this in greater detail later in the article). The lift coefficient of a given airfoil depends upon the angle of attack.
Image courtesy NASA The lift-curve slope of a NACA airfoil
Here is the standard equation for calculating lift using a lift coefficient:
L = lift Cl = lift coefficient (rho) = air density V = air velocity A = wing area
As an example, let's calculate the lift of an airplane with a wingspan of 40 feet and a chord length of 4 feet (wing area = 160 sq. ft.), moving at a speed of 100 mph (161 kph) at sea level (that's 147 feet, or 45 meters, per second!). Let's assume that the wing has a constant cross-section using an NACA 1408 airfoil shape, and that the plane is flying so that the angle of attack of the wing is 4 degrees.
We know that:
A = 160 square feet
(rho) = 0.0023769 slugs / cubic foot (at sea level on a standard day)
V = 147 feet per second
Cl = 0.55 (lift coefficient for NACA 1408 airfoil at 4 degrees AOA)
So let's calculate the lift:
Lift = 0.55 x .5 x .0023769 x 147 x 147 x 160
Lift = 2,260 lbs
Try your hand at airfoil design on NASA's Web site using a virtual wind tunnel.
Calculating Lift Using Computer Simulations
In the years since NACA's experimental data was collected, engineers have used this information to calculate the lift (and other aerodynamic forces) produced by wings and other objects in fluid flows. In recent years, however, computing power has increased such that wind tunnel experiments can now be simulated on an average personal computer.
Software packages, such as FLUENT, have been developed to create simulated fluid flows in which solid objects can be virtually immersed. The applications of this type of software range from simulating the air flowing over a wing, to mapping the airflow through a computer case to ensure that there is enough cool air passing over the CPU to prevent the computer from overheating.
Interesting Things about Wings
These interesting facts about wings are useful in developing a more detailed understanding of how they work.
The "standard" airfoil shape that we examined above is not the only shape for a wing. For example, both stunt planes (the kind that fly upside down for extended periods of time at air shows) and supersonic aircraft have wing profiles that are somewhat different than you would expect:
The upper airfoil is typical for a stunt plane, and the lower airfoil is typical for supersonic fighters. Note that both are symmetric on the top and bottom. Stunt planes and supersonic jets get their lift totally from the angle of attack of the wing.
Angle of Attack
The angle of attack is the angle that the wing presents to oncoming air, and it controls the thickness of the slice of air the wing is cutting off. Because it controls the slice, the angle of attack also controls the amount of lift that the wing generates (although it is not the only factor).
Zero angle of attack
Shallow angle of attack
Steep angle of attack
In general, the wings on most planes are designed to provide an appropriate amount of lift (along with minimal drag) while the plane is operating in its cruising mode (about 560 miles per hour, or 901 km per hour, for the Boeing 747-400). However, when these airplanes are taking off or landing, their speeds can be reduced to less than 200 miles per hour (322 kph). This dramatic change in the wing's working conditions means that a different airfoil shape would probably better serve the aircraft.
To accommodate both flight regimes (fast and high as well as slow and low), airplane wings have moveable sections called flaps. During takeoff and landing, the flaps are extended rearward and downward from the trailing edge of the wings. This effectively alters the shape of the wing, allowing the wing to turn more air, and thus create more lift. The downside of this alteration is that the drag on the wings also increases, so the flaps are put away for the rest of the flight.
Slats Slats perform the same function as flaps (that is, they temporarily alter the shape of the wing to increase lift), but they are attached to the front of the wing instead of the rear. They are also deployed on takeoff and landing.
Given what we know so far about wings and lift, it seems logical that a simple cylinder would not produce any lift when immersed in a moving fluid (imagine a plane with wings shaped like cardboard paper-towel tubes). In a simplified world, the air would just flow around the cylinder evenly on both sides, and keep right on going. In reality, the downstream air would be a little turbulent and chaotic, but there still would be no lift created.
However, if we were to begin rotating the cylinder, as in the figure below, the surface of the cylinder would actually drag the surrounding layer of air around with it. The net result would be a pressure difference between the top and bottom surfaces, which deflects the airflow downward. Newton's Third Law states that if the air is being redirected downward, the cylinder must be deflected upward (sounds like lift to me!). This is an example of the Magnus Effect (also known as the Robbins Effect), which holds true for rotating spheres as well as cylinders (see any similarities to curveballs here?)
Believe it or not, in 1926, Anton Flettner built a ship named the Bruckau that used huge spinning cylinders instead of sails to power itself across the ocean. Click here to learn about Flettner's Rotorship.
Let's take our cylindrical wing from the above examples and find another way to create lift with it. If you've ever held the back of your hand vertically under the faucet, you may have noticed that the water did not simply run down to the bottom of your hand and then drip off. Instead, the water actually runs back up and around the side of your hand (for a few millimeters) before falling into the sink. This is known as the Coanda Effect (after Henri Coanda), which states that a fluid will tend to follow the contour of a curved surface that it contacts.
In our cylinder example, if air is forced out of a long slot just behind the top of the cylinder, it will wrap around the backside and pull some surrounding air with it. This is a very similar situation to the Magnus Effect, except that the cylinder doesn't have to spin.
The Coanda Effect is used in specialized applications to increase the amount of additional lift provided by the flaps. Instead of just altering the shape of the wing, compressed air can be forced through long slots on the top of the wing or the flaps to produce extra lift.
Believe it or not, in 1990, McDonnell Douglas Helicopter Co. (now known as MD Helicopters, Inc.) removed the tail rotors from some of its helicopters and replaced them with cylinders! Instead of using a conventional tail rotor to steer the aircraft, the tail boom is pressurized and air is blown out through long slots exactly like the figure above.
More Airplane Parts
The wing is obviously the most important part of an airplane -- it's what gets the airplane in the air! But airplanes have a lot of other characteristic parts designed to control the plane or get it moving. Let's examine the parts you find in a typical airplane by looking at a Cessna 152.
Probably the most important parts of an airplane, after the wing, are the propeller and engine. The propeller (or, on jet aircraft, the jets) provides the thrust that moves the plane forward. (Check out How Gas Turbine Engines Work to learn about jet engines.)
A propeller is really just a special, spinning wing. If you looked at the cross section of a propeller, you'd find that a propeller has an airfoil shape and an angle of attack. Just by looking at the propeller pictured above, you can see that the angle of attack changes along the length of the propeller -- the angle is greater toward the center because the speed of the propeller through the air is slower close to the hub. Many larger propeller aircraft have more elaborate three-blade or four-blade props with adjustable pitch mechanisms. These mechanisms let the pilot adjust the propeller's angle of attack depending on air speed and altitude.
The landing gear is also essential during take-off and landing.
Front landing gear
Rear landing gear
The Cessna 152 has fixed landing gear, but most planes have retractable landing gear to reduce drag while in flight.
Controlling the Direction
The tail of the airplane has two small wings, called the horizontal and vertical stabilizers, that the pilot uses to control the direction of the plane. Both are symmetrical airfoils, and both have large flaps on them that the pilot controls with the control stick to change their lift characteristics.
Horizontal tail wing
Vertical tail wing
With the horizontal tail wing, the pilot can change the plane's angle of attack, and therefore control whether the plane goes up or down. With the vertical tail wing, the pilot can turn the plane left or right.
The plane's main wing is 40 feet (~ 12 m) long from end to end, and about 4 feet (~ 1.2 m) wide. On the inner portion of the wing, there are flaps used during takeoff, landing and other low-speed situations. On the outer ends, there are ailerons used to turn the plane and keep it level.
The flaps are actuated by electric motors in the wing. Also enclosed in the wings are two fuel tanks, each of which holds about 20 gallons of gas.
From this description you can see that a plane has four different moveable control surfaces, as shown here:
The plane also has two different sensors mounted on the wing:
The L-shaped tube is called a pitot tube. Air that rams into this tube during flight creates pressure, and that pressure moves the needle on the air-speed indicator in the cockpit. The small opening on the right is a whistle that sounds as the wing nears a stall. The larger opening visible near the cockpit is used for ventilation.
For more information on airplanes, flight dynamics and other other related topics, check out the links on the next page! | aerospace |
https://fejemybuzykifynuz.supportselschools.com/aspects-of-international-cooperation-in-air-traffic-management-book-7886mp.php | 2021-11-27T17:15:18 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358208.31/warc/CC-MAIN-20211127163427-20211127193427-00552.warc.gz | 0.900607 | 2,536 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__156876940 | en | 4 edition of Aspects of International Cooperation in Air Traffic Management (Utrecht Studies in Air and Space Law) found in the catalog.
November 12, 1997 by Kluwer Law International .
Written in English
|The Physical Object|
|Number of Pages||328|
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Aspects of International Cooperation in Air Traffic Management (UTRECHT STUDIES IN AIR AND SPACE LAW) [Schwenk, Walter, Schwenk, Rüdiger] on *FREE* shipping on qualifying offers. Aspects of International Cooperation in Air Traffic Management (UTRECHT STUDIES IN AIR AND SPACE LAW).
The decisions of February of the ECAC Ministers of Transport on an Institutional Strategy are reflected. One chapter is devoted to questions of liability in air traffic management which are of particular importance with regard to international cooperation.
Air traffic management plays a critical role in air transport, impacting both air safety and the efficiency of air services. Yet air navigation services are shifting from government provision to private industry, creating the need for more critical analysis of governance.
Air traffic flow management (ATFM) - A service established with the objective of contributing to a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilised to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by.
Air Traffic Management Procedures for Air Aspects of International Cooperation in Air Traffic Management book Services This edition incorporates all amendments approved by the Council prior to 2 June and supersedes, on 22 Novemberall previous editions of Doc International Civil Aviation Organization Doc.
IATA International Air Transport Association Civil/Military Cooperation in Air Traffic Management (Cir ) _____ PART I COLLABORATIVE DECISION-MAKING (CDM) are included in all aspects of airspace management via the CDM process; I Manual on Collaborative Air Traffic Flow Management b) managing all airspace, and where necessary, be.
Aviation, air traffic control: memorandum of understanding between the United States of America and the Russian Federation, signed at Washington J (SuDoc S ) [U.S. State Department] on *FREE* shipping on qualifying offers. Aviation, air traffic control: memorandum of understanding between the United States of America and the Russian FederationAuthor: U.S.
State Department. Air Traffic Management Security Manual. Notice to Users. This document is an unedited advance version of an ICAO publication as approved, in principle, by the Secretary General, which is made available for convenience. The final edited version may still undergo alterations in the process of editing.
Consequently, ICAO. the switch to a modern air traffic management system, cost has consistently been mentioned as one of the most important throughout the pro-cess; existing radar infrastructures are much more expensive to deploy and maintain com-pared to ADS-B.
Furthermore, it provides signif-icant operational enhancements for airlines and air traffic managers. Manual of Air Traffic Services Data Link Applications (Doc ) International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, Volume I — Organization and Management, Volume II — Mission Coordination and Volume III — Mobile Facilities Doc ).
Andrew Cook is a Senior Research Fellow at the Transport Studies Group, University of Westminster, London, UK. He has coordinated ATC performance measurement and benchmarking studies for European service providers, and has managed a number of technical and social studies for Eurocontrol, which have involved working closely with a range of operational and planning staff within airlines, Reviews: 1.
comparison of air traffic management-related operational performance u.s./europe produced by: eurocontrol on behalf of the european union faa air traffic organization system operations services services, airspace management and air traffic flow management) — safely, economically and efficiently — through the provision of facilities and seamless services in collaboration with all parties and involving airborne and ground-based functions.
Air traffic service (ATS). A generic term meaning variously, flight information service. FUNDAMENTALS OF AIR TRAFFIC CONTROL 5E is an authoritative book that provides readers with a good working knowledge of how and why the air traffic control system works.
This book is appropriate for future air traffic controllers, as well as for pilots who need a better understanding of the air traffic control system. FUNDAMENTALS OF AIR TRAFFIC CONTROL 5E discusses the history of air traffic 5/5(1). Journal of Advanced Transportation, Vol. 26, No. 2, pp. Air Traffic Management: Optimization Models and Algorithms Lucio Bianco Maurizio Bielli Current air traffic control systems are mainly conceived to ensure the safety of flights by means of tactical interventions, because of the difficulty of accurately foreseeing the traffic evolution.
by the Air Traffic Management Operational Concept Panel, including definitions, standards for reporting requirements, information disclosure and guidance for monitoring. It is expected that the performance-based approach would be applied in a collaborative manner to address.
aspects of international cooperation in air traffic management forum internationale Posted By Ann M. Martin Ltd TEXT ID edd0 Online PDF Ebook Epub Library programme sesar are now being deployed with the aim to improve efficiency reduce emissions and mitigate noise global air traffic management forum on civil military.
^ Last Version Aspects Of International Cooperation In Air Traffic Management Forum Internationale ^ Uploaded By Roald Dahl, aspects of international cooperation in air traffic management forum internationale 17 hardcover by walter schwenk r schwenk email or call for price usually ships in 1 5 days description this.
U.S./Europe comparison of air traffic management-related operational performance for It is prepared in application of Appendix 2 to Annex 1 of the Memorandum of Cooperation NATIA signed between the United States of America and the European Union on 13 December and managed by a joint European Commission-FAA Performance Analysis.
aspects of international cooperation in air traffic management forum internationale Posted By Evan Hunter Media Publishing TEXT ID d6b0 Online PDF Ebook Epub Library networks fsr transport regularly discusses the issues of atm at the florence air forums generally with in the context of the so called single european sky ses continuing this.
The papers presented at the workshop dealt with a wide range of topics and covered different aspects that are currently important in Air Traffic Control and Air Traffic Management. This volume contains only a subset of the papers presented, namely the ones that addressed the main area emphasis in the workshop, new concepts and methods.
Many problems in air traffic management have a common aspect: it is required to minimize the lead time of goods and passengers through the system. Each of these elements, while passing through the system, must undergo a given sequence of operations.
management and value-added data manipulation systems (e.g., data mining), container status information systems, and advanced traffic information and management systems.
The result of these developments is that freight transport is moving toward operational integration, both within and between companies.
Information technology will make. In a article for The Daily Beast, Bob Richards, who worked as an air traffic controller at Chicago O’Hare International Airport for more than two.
These findings lead to the conclusion that reform of the U.S. air traffic system’s funding and governance—organizational reform—is the key to a full embrace of advanced ATM in the United States. The three necessary changes are: 1. Separate the FAA’s Air Traffic. Closer coordination of SWIM developments with military organisations is vital.
Their requirements, associated with information exchange needs in Air Traffic Management (ATM) and Air Defence, will be covered by SWIM-related research, as well as deployment and standardisation initiatives. Sincethe European Union (EU) has gained competences in air traffic management (ATM) and the decision-making process has moved away from an intergovernmental practice to the EU framework.
The EU’s main objective is to reform ATM in Europe in order to cope with sustained air traffic growth and operations under the safest, most cost- and. The Global Sustainable Tourism Alliance management partners — FHI, The George Washington University, Solimar International, and The Nature Conservancy — provided helpful guidance.
We also acknowledge major contributions by the following persons: Annessa Kaufman for overall coordination of the online programming, Tania.
The European Organisation for the Safety of Air Navigation, commonly known as EUROCONTROL, is an international organisation working to achieve safe and seamless air traffic management across d inEUROCONTROL currently has 41 member states and is headquartered in Brussels, has several local sites as well, including R&D activities in Brétigny-sur-Orge.
Transportation management 1. ACE IT TrainingBy jan 2. What is Supply Chain Supply chain is moving goods and services from the place of creation to the place of consumption in a cost effective and efficient manner.
Right product, right time, right price and at right ology and ModelsConcepts and casesPrinciples, procedures and best practices. Improving air traffic control and air traffic management is currently one of the top priorities of the global research and development agenda. Massive, multi-billion euro programs like SESAR (Single European Sky ATM Research) in Europe and NextGen (Next Generation Air Transportation System) in the United States are on their way to create an air transportation system that meets the demands of.
European Air Traffic Management: Principles, Practice and Research is a single source of reference on the key subject areas of air traffic management in Europe.
It brings together material that was previously unobtainable, hidden within technical documents or Reviews: 2. Air traffic growth in the s led to severe airport congestion and delays.
In two airliners collided over the Grand Canyon. Two more midair collisions occurred in and another in These events prompted legislation that enabled aviation authorities to take corrective measures. National Air and Space Museum Archives: In the s. Any person authorised by the Governor shall have the right of access at all reasonable times to any aerodrome other than a Royal Air Force aerodrome for the purpose of inspecting the aerodrome, [ ].
Walter Schwenk, Rüdiger Schwenk, Aspects Of International Cooperation In Air Traffic Management, page In this regard, cooperation should focus on the field of training and education in aviation management.
The writer is chairman of the Indonesia Center for Air. Air Emissions and Ambient Air Quality Energy Conservation Wastewater and Ambient Water Quality Water Conservation Hazardous Materials Management Waste Management Noise Contaminated Land.
Occupational Health and Safety. General Facility Design and Operation Communication and Training Physical Hazards. An unmanned aerial vehicle (UAV) (or uncrewed aerial vehicle, commonly known as a drone) is an aircraft without a human pilot on board. UAVs are a component of an unmanned aircraft system (UAS); which include a UAV, a ground-based controller, and a system of communications between the two.
The flight of UAVs may operate with various degrees of autonomy: either under remote control by a human. POSTPONED - Air Transportation Information Exchange Conference (ATIEC) Due to current events the Federal Aviation Administration (FAA) and its partners at the European Organization for the Safety of Air Navigation (EUROCONTROL) have decided to postpone the Air Transportation Information Exchange Conference (ATIEC) from Summer to Fall. | aerospace |
http://strathprints.strath.ac.uk/55065/ | 2017-04-24T23:00:51 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119995.14/warc/CC-MAIN-20170423031159-00085-ip-10-145-167-34.ec2.internal.warc.gz | 0.82183 | 377 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__81949370 | en | Lutambo, Jackson and Wang, Jiqiang and Yue, Hong and Dimirovsky, Georgi (2015) Aircraft turbine engine control systems development : historical perspective. In: 34th Chinese Control Conference (CCC2015), 2015-07-28 - 2015-07-30.
Lutambo_etal_CCC2015_aircraft_turbine_engine_control_systems_development_historical_perspective.pdf - Accepted Author Manuscript
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This paper describes the development of aircraft turbine engine control systems from the historical point of view to the present. With the increasing emphasis on aircraft safety, enhanced performance, and affordability, as well as the need to reduce the environmental effect caused by aircraft, there are many new challenges being faced by the designers of aircraft propulsion systems. The paper provides an overview of the various technological development activities in aircraft engine control and diagnostics, both current and some accomplished in the recent past. The motivations for each of the research efforts, the research approach, technical challenges, and the key progress to date are summarized.
|Item type:||Conference or Workshop Item (Paper)|
|Keywords:||control system, gas turbine engine, hydromechanical system, FullAuthority Digital Electronic Control (FADEC), Digital Electronic Engine Control (DEEC), aerospace engines, aircraft turbine engine control system, Electrical engineering. Electronics Nuclear engineering, Electrical and Electronic Engineering, Control and Systems Engineering, Aerospace Engineering|
|Subjects:||Technology > Electrical engineering. Electronics Nuclear engineering|
|Department:||Faculty of Engineering > Electronic and Electrical Engineering|
|Depositing user:||Pure Administrator|
|Date Deposited:||11 Dec 2015 07:25|
|Last modified:||02 Apr 2017 10:04| | aerospace |
https://incomopedia.com/worst-airplane-crashes/ | 2024-03-04T01:20:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476409.38/warc/CC-MAIN-20240304002142-20240304032142-00823.warc.gz | 0.944692 | 2,193 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__170341016 | en | Air Transport is the safest mode of travel in the world and a lot of stats support this fact. According to a website, there are only 0.07 deaths per one billion passenger miles. The only issue is when there is an air accident the chances of survival are almost zero. There are so many safety nets in aviation that make sure that it remains to be the safest mode of transportation but disasters are triggered by a chain of critical events.
10 Worst Airplane Crashes in History
|Name of Accident
|Tenerife, Canary Island
|Japan Airlines Flight 123
|Mt. Osutaka, Japan
|Saudia-Kazakh Mid-Air Collision
|Charkhi Dadri, India
|B747 and IL-76
|Turkish Airlines Flight 981
|Bois d’ Ermenonville, France
|Air India Flight 182
|The Atlantic Ocean, South-West of Ireland
|Saudia Arabian Flight 183
|Riyadh, Saudi Arabia
|Malaysian Airlines Flight 17
|Iran Air Flight 655
|Iranian Military IL-76
Worst Plane Crashes in History
I have compiled the world’s top 10 deadliest airplane crashes or accidents in history in terms of casualties-
1. 9/11 Attacks
Place: USA Date: 11-09-2001 Casualties: over 3000
Airlines: United Airlines, American Airlines Aircraft: B767
The deadliest air disaster in the world is the 9/11 attack in the USA on September 11, 2001. 19 militants of the Al-Qaeda group hijacked 4 aircraft and used them as weapons. Out of four, two aircraft were flown into World Trade Centre Towers (New York) killing around 1800 people. The third aircraft were used to attack the Pentagon building in Washington D.C. killing 189 people and the fourth aircraft crashed in Pennsylvania.
Over 3000 people lost their lives in these ghastly attacks. These terrorist attacks shocked the entire world and forced the USA to take stern action against the group responsible for this air disaster.
2. Tenerife Disaster
Place: Tenerife, Canary Island Date: 27-03-1977 Casualties: 583
Airlines: KLM, Pan-AM Airlines Aircraft: Both B747
Tenerife Disaster occurred on the gloomy day of March 27, 1977. 583 people lost their lives and it remains the world’s deadliest air accident in Aviation history. Most people who are interested in aviation must have heard of this accident between KLM and Pan AM Jumbos (Boeing 747). Due to fog visibility was very poor and KLM Boeing 747 attempted to take off without clearance. At the same time, Pan AM Boeing 747 was taxiing on the same runway. KLM could see the Pan AM flight only when it was too close to take any action to avoid the collision.
No passenger survived from KLM Flight but luck was with 61 Passengers and Crew of the Pan AM flight who survived. In the investigation, it was concluded that Pilot-error was the main cause of the Collision added to low visibility conditions and no surveillance equipment available with Los Rodeos Airport Air Traffic control (ATC).
3. Japan Airlines Flight 123
Place: Mt. Osutaka, Japan Date: 12-08-1985 Casualties: 520
Airlines: Japan Airlines Aircraft: B747
It is the most disastrous air accident involving a single aircraft with maximum causalities. A total of 520 people lost their lives when Japan Airlines Boeing 747, Flight No. JAL123 crashed into Mount Osutaka on August 12, 1985. Aircraft became uncontrollable when it suffered decompression failure destroying its vertical stabilizers. It also severed hydraulic lines of aircraft and it was impossible to control it, despite pilots’ efforts for more than half an hour.
Although a number of people survived the crash delays in rescue operations caused the death of all but four survivors. All 15 crew members and 505 of the 509 passengers on board perished.
4. Saudia-Kazakh Mid-Air Collision
Place: Charkhi Dadri, India Date: 12-11-1996 Casualties: 349
Airlines: Saudia Airlines & Kazakhstan Airline Aircraft: B747 and IL-76
It is termed the world’s deadliest mid-air collision causing the death of 349 people. It occurred between ill-fated Saudia B747, Flight No. SVA763 and Kazakhstan Airline IL-76, Flight No. KZK1907 over Haryana, India on November 12, 1996. Delhi ATC cleared altitude 15000 feet to arrive Kazakh flight whereas outbound Saudia flight was cleared altitude of 14000 feet as they were on reciprocal route. But Kazakh Aircraft was flying lower than the assigned clearance altitude and it realized it was too late to take any corrective action.
All 349 passengers and crew on board both aircraft died in this fatal accident. Some of the causes found in the investigation were the same route for arriving and departing aircraft, lack of infrastructure with Delhi ATC which at that time was dependent on Primary radar only, non-availability of TCAS in aircraft, and lack of proficiency in English of Kazakh pilots.
5. Turkish Airlines Flight 981
Place: Bois d’ Ermenonville, France Date: 03-03-1974 Casualties: 346
Airlines: Turkish Airlines; Aircraft: DC-10
Detachment of Cargo Door of Turkish Airlines flight 981 proved fatal for all the persons on board. Detachment of the door caused explosive decompression resulting in collapsing of the floor above the cargo section. It was a DC-10 flight that took off from Orly Airport for London on March 3, 1974. The explosion caused a loss of control over the elevators, rudders, and other important controlling parts of the aircraft. The flight crashed in a forest northeast of Paris, France.
All 346 people on board died. At that time it was the deadliest air crash in the world.
6. Air India Flight 182
Place: Atlantic Ocean, South-West of Ireland Date: 23-06-1985 Casualties: 329
Airlines: Air India; Aircraft: B747
It was the first of its kind attack in the civil aviation world. It was a terrorist attack that claimed 329 lives on June 23, 1985. A terrorist with the name ‘M. Singh’ did not board the flight but he made sure that his suitcase with the bomb got loaded on the Air India Boeing 747 flight. When the aircraft was southwest of Ireland’s coast, the bomb exploded.
In the investigation, it was found that this was a terrorist attack seeking revenge for the Indian Government’s attack on Sikhs’ holy place Golden Temple in Amritsar in 1984 during Operation Blue Star.
7. Saudia Arabian Flight 183
Place: Riyadh, Saudi Arabia Date: 19-08-1980 Casualties: 301
Airlines: Saudi Arabian Airlines; Aircraft: L1011
The wrong decision of the pilot caused the death of its passengers and crew in this accident. Saudia Arabian flight No. 183 became the first flight that did not get crashed yet 301 passengers and crew lost their lives on 19 August 1980.
Pilots got fire warning lights on and requested a full emergency landing from ATC. By the time aircraft landed on Runway, a fire covered the baggage compartment and passenger cabin. Here, the Pilot took the wrong decision, and instead of announcing immediate evacuation of passengers and allowing fire vehicles to extinguish the fire, he decided to vacate the runway. It took valuable time and due to fumes passengers and crew were unconscious, so they were not in a state to open the doors and vacate the aircraft. All the passengers and crew died.
8. Malaysian Airlines Flight 17
Place: Hrabove, Ukraine Date: 17-07-2014 Casualties: 295
Airlines: Malaysian Airlines; Aircraft: B777
It is the deadliest accident involving a state-of-art Boeing 777. On July 17, 2014, Malaysian Airlines Flight MH-17 was flying from Amsterdam to Kuala Lumpur with 298 persons on board. The plane crashed after being hit by a Russian-made Buk missile over eastern Ukraine. Various countries have different opinions about the cause of the accident the Dutch report said that it was hit by some high-energy objects, US and Germany said it was a surface-to-air missile that hit the aircraft while Russia denied such charges of its involvement in this accident.
Although in September 2016, an international team of criminal investigators said evidence showed the Buk missile had been brought in from Russian territory and was fired from a field controlled by pro-Russian fighters. There were 283 passengers, including 3 infants, and 15 crew members on board MH17, all of whom perished.
9. Iran Air Flight 655
Place: Persian Gulf Date: 03-07-1988 Casualties: 290
Airlines: Iran Air; Aircraft: A300
It was during the Tanker War in 1988 when the ill-fated Iran Air flight 655, an Airbus 300, was shot down by surface-to-air missiles launched from a US Navy Cruiser Vincennes. On July 3, 1988, Iran Air Flight 655 was in the climbing phase after its departure from Bandar Abbas Airport when US Navy Carrier misinterpreted it to be an Iranian Fighter aircraft. US Navy gave a warning (with wrong altitude and position of Iranian aircraft) to the aircraft on emergency frequency 121.5 which was not replied to by Iranian Aircraft as they thought it was meant for some other aircraft. When US Navy did not get any response, they shot down the aircraft.
All 290 passengers and crew perished in this attack which was due to a wrong interpretation by US Navy Carrier.
10. Iranian Military IL-76
Place: Shahdad, Iran Date: 19-02-2003 Casualties: 275
Operator: Islamic Revolution’s Guard Co. Aircraft: IL-76
The accident of the Iranian Military’s Islamic Revolution’s Guard aircraft occurred on February 19, 2003. Aircraft was operating from Zahedan to Kerman. It was a Russian-made IL-76 aircraft that got stuck in bad weather. Strong winds were reported in the region of the crash when the aircraft disappeared from radar screens. It crashed 330 feet below the Peak of Sirach Mountain approximately 35NM southeast of Kerman.
All 275 people on board perished in this deadly accident. Investigation reports concluded bad weather to be the reason for the accident.
I hope you like this article. Thank you. | aerospace |
https://vh-s.de/space/developments/bela/ | 2022-05-16T08:32:30 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662510097.3/warc/CC-MAIN-20220516073101-20220516103101-00529.warc.gz | 0.873985 | 264 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__47025208 | en | One major part in the model payload for ESAs BepiColombo mission to planet mercury is the BepiColombo Laser Altimeter (BELA) for the characterisation of the topology of the planets surface. For a European space mission, this is a new technology. The concept of the BELA instrument is based upon the classical altimeter approach of a direct detection of travel time of a high energy laser pulse from the orbiter towards the planets surface and back.
From the BELA instrument proposal towards ESA, the following measurement excitation approach can be extracted:
- As laser source, a solid state laser system in Master Oscillator Power Amplifier configuration with passive q-switching for short pulse generation is foreseen
- By the use of optical fibers, a longitudinal optical pumping configuration inside this Oscillator-Amplifier Box (OAB) can be achieved with a mechanically and thermally separated Pump Diode Unit (PDU)
- This Pump Diode Unit is electrically driven from a Power & Control Electronics unit, called Laser Electronics Unit (LEU), which serves also as electrical interface towards the remaining instruments units and boxes
vH&S has performed the Phase A/B study including the design, fabrication & verification of a prototype model (PM). | aerospace |
https://www.traveltradeweekly.travel/2017/travel-trade-weekly-13-may-2017-issue-392/itemlist/tag/Emirates?start=140 | 2020-10-01T13:30:49 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402131412.93/warc/CC-MAIN-20201001112433-20201001142433-00411.warc.gz | 0.907371 | 145 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__71888667 | en | Emirates’ Airbus A380 got a serious competition as the Jetman Dubai aerial acrobatics duo
Passengers flying with Emirates can now travel to four points in Italy following the
Bologna is the latest destination to join Emirates SkyCargo’s network.
Our [half year] top-line figures were hit hard. “Our [half year] top-line figures
Starwood Hotels & Resorts Worldwide got a step closer to the launch of its three
Emirates will operate the first-ever commercial Airbus A380 flight to Brazil and South America,
Emirates Group is to undertake a company-wide transformation initiative aimed at placing data at the heart of the | aerospace |
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