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https://osao.bfsu.edu.cn/info/1054/1735.htm | 2023-12-05T01:26:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100540.62/warc/CC-MAIN-20231205010358-20231205040358-00535.warc.gz | 0.943253 | 322 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__123925974 | en | LSS aircraft are flying objects with flight levels below 1000m, airspeed less than 200km, and radar reflection area smaller than 2sqm. LSS aircraft have 12 main categories such as light and ultra-light aircraft (including light and ultra-light helicopters), gliders, hang gliders, powered hang gliders, manned balloons (hot air balloon), airship, paragliders, powered paragliders, drones, model aircraft, unmanned free balloons, and captive balloons, etc.
In order to maintain air safety in Beijing during the celebration of the 100th anniversary of the founding of the Communist Party of China, all small aircraft flights are prohibited. According to the requirements of the higher authorities, from 00:00 on June 21, 2021, to 24:00 on July 1, 2021, all units, organizations, and individuals are prohibited from using UAVs, crossing planes, and other "low slow small" aircraft to carry out sports, entertainment, advertising flight activities, and balloon activities in the administrative area of the city from the ground to infinite height.
Besides, according to the notice of Banning Production, Sales, and Flying of Kongming Lanterns in Beijing Region issued in 2014, the production, sales, and flying of Kongming Lanterns are banned in the administrative area of Beijing as well. Work units and individuals who produce, sell, and fly Kongming Lanterns unlawfully will be brought to justice by relevant departments. If the situation is so severe that an offense is committed, the law-breakers will be prosecuted for criminal responsibility according to the law. | aerospace |
https://www.cityam.com/tesla-aviation-convince-critics-netzero-flying-fairytale/ | 2022-06-27T09:13:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103329963.19/warc/CC-MAIN-20220627073417-20220627103417-00066.warc.gz | 0.953422 | 666 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__177290502 | en | Firms like Aura aero have their doubters. UK environmental NGO the Aviation Environment Fund (AEF) thinks efforts to develop green aviation and zero-carbon technologies such as sustainable aviation fuels and hydrogen or electric aircraft will not help by themselves the industry reach its net-zero target.
“Our politicians seem to be living in a fairytale world where the aviation sector quits its dependence on fossil fuels – and overcomes all the barriers that have existed so far to decarbonisation – at no cost and with no need to curb passenger growth,” the NGO’s policy director Cait Hewitt said at COP26 this week.
While Hewitt argued “no one seriously believes electric or hydrogen-powered aircraft will be flying long-haul routes”, Toulouse-based hybrid aircraft manufacturer Aura Aero might prove her wrong.
Created in 2018 by former Airbus staff, the company made a name for itself when it said it wanted to become the Tesla of aviation.
“I’m taking Tesla as a reference point because it didn’t relegate itself to some fuzzy concept, but the company worked to make [their ideas] happen,” explained the company’s chief executive Jeremy Caussade to City A.M. in the company’s Toulouse hangar.
Just like the Palo Alto company, Aura Aero is in a unique position within the aviation market.
The company planned fleet aim to wow enthusiasts as well as reduce the flight shame of business and leisure travel. The Integral family is a two-seater plane for training, leisure or even aerobatics purposes.
But more encouraging for green aviation enthusiasts, Aura Aero is developing the Electric Regional Aircraft, or ERA, a 19-seater battery-powered plane that could travel up to 200 nautical miles – enough to link London to Paris.
While ERA is expected to enter service in 2027 on short to medium routes, for the mid-term future the company is also working on electric propeller aircraft.
“If we are not looking to have intermediate solutions, we can’t go fast into the zero-emission aircraft [market],” Caussade said. “For us it’s a matter of assessing which aircraft we can put into the market as soon as possible that can signify the biggest first step towards zero emissions.”
In the last few years, the net-zero transition has become a focus for France. In April, President Macron implemented a ban on short-haul domestic flights if they could be replaced by a 2h30 train ride, echoing a similar law passed in Austria.
The measure received mixed reviews by carriers. Caussade explained that the short-haul flight ban has only acted as a warning for the aviation sector to engage more with politicians.
“Maybe we didn’t discuss enough with politicians and explained what the roadmap to decarbonisation could be,” he said.
Instead of an aviation ban, Caussade has called on all stakeholders to work on multi modality. “We need to talk about taking an aircraft and then a train, or Uber or whatever – this is what we need to work on,” he said. | aerospace |
http://www.cnbc.com/id/101037354 | 2014-03-09T09:43:04 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999676768/warc/CC-MAIN-20140305060756-00096-ip-10-183-142-35.ec2.internal.warc.gz | 0.957023 | 769 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__75498650 | en | UPDATE 2-Bombardier's all-new CSeries makes inaugural flight
MIRABEL, Quebec, Sept 16 (Reuters) - Bombardier Inc's CSeries jetliner took flight for the first time on Monday, the culmination of a $3.4 billion program to develop the first all-new narrow-body plane of its size in decades.
The CSeries, which Bombardier says will be the world's quietest commercial aircraft, will carry up to 149 passengers. It is the Canadian company's big gamble to break into the hyper-competitive, larger aircraft segment currently ruled by Boeing Co and Airbus.
The white-and-blue CS100 test aircraft took off from outside the Bombardier plant in Mirabel, Quebec, at 9:54 a.m EDT (1354 GMT) in front of a crowd of employees, media and spectators.
While the thousands of spectators and engineers cheered, the plane rose from the tarmac with surprisingly little noise thanks to its new engines.
The highly anticipated first flight, which was delayed by some nine months, and the flight tests to come will be closely watched by airlines and other plane makers.
Airlines looking to purchase new planes want to see proof of Bombardier's claims of high fuel efficiency, low operating costs and low noise levels for the CSeries, a medium-haul jet made of light-weight composite materials.
Competitors will eye the performance of the plane's systems and components, most notably its PurePower PW1500G turbofan engine made by Pratt & Whitney, a unit of Connecticut-based United Technologies Corp.
"The CSeries has already caused an earthquake in the airliner industry. That's what caused Boeing and Airbus to redesign their airplanes," said Michael Boyd, chairman of the aviation consulting group Boyd Group International.
"The CSeries, on paper, was so superior in terms of economics that you have two global companies that had to jump from what Bombardier did."
Airbus and Boeing announced new-engine versions of their respective A320 and 737 class aircraft after Bombardier unveiled its plans for the CSeries.
The two big companies have won more than 3,500 orders for those planes, although only a small portion are for the smaller models that compete directly with the CSeries.
Brazil's Embraer SA, the world's No. 3 planemaker, leads in sales of smaller regional jets.
Montreal-based Bombardier, which also makes trains, is hoping to stake a claim on the single-aisle, 100- to 149-seat class that is midway between the regional planes and the larger commercial jetliners. It says it can corner half that market over the next 20 years.
The CS100 seats 110 for a typical configuration, while the larger CS300 seats 135. Another version of the CS300 can seat up to 160.
The first flight could help ignite more deals for the CSeries, which have stalled at 177 firm orders, far short of Bombardier's goal of 300 by the time the plane enters into service.
The CSeries' entry-into-service - the industry measure for when an airline puts a plane into commercial use - is currently set for an ambitious 12 months from now, a deadline many say will be hard to meet.
"There has not been a flight test program yet that's ever gone up there and they haven't found something that needed addressing," Chris Murray, an analyst with PI Financial, said recently. Like many others, Murray expects entry into service in 2015.
"First flight is likely going to be supportive of additional orders ... which is great. But it's really, let's get this thing in the air. You really want to see them start shipping units." | aerospace |
https://www.itv.com/news/central/2018-03-20/one-confirmed-dead-in-red-arrows-crash-wales-raf/ | 2019-04-22T12:21:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578553595.61/warc/CC-MAIN-20190422115451-20190422141451-00413.warc.gz | 0.98623 | 176 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__122869203 | en | The RAF has confirmed that an engineer has died in a crash involving a Red Arrows aircraft in North Wales. Emergency services were called to Holyhead just before 1:30pm this afternoon.
The Force say the pilot survived and is receiving treatment.
The Red Arrows aircrew had been at RAF Valley for routine Hawk simulator training, which takes place once a month.
They had just taken off from the base and were on their way back to RAF Scampton, where the aerobatic team are based.
Based at RAF Scampton in Lincolnshire, all Red Arrows pilots have flown operationally in frontline aircraft before joining the display team.
The Ministry of Defence has tweeted that the engineer's family have been informed.
The RAF has asked anyone who saw the incident to send photographs to [email protected] in order to help with the investigation. | aerospace |
https://crispytech.net/2021/04/17/nasa-selects-spacex-for-landing-news/ | 2021-07-27T10:54:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153391.5/warc/CC-MAIN-20210727103626-20210727133626-00593.warc.gz | 0.892498 | 809 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__136470212 | en | NASA selects SpaceX, the Elon Musk Space Exploration Company, to develop the human landing (dubbed by NASA as Lunar Landers) of Artemis, our way back to the moons.
An Overview of Artemis – NASA Selects SpaceX for this
Advertised as ‘Humanity’s Return to the Moon,’ Artemis is a lunar exploration program of NASA aiming to land the first woman and first person of colour. The primary objective would be to establish sustainable exploration for the first time and learn from the lunar atmosphere and surroundings to prepare for NASA labels as ‘Giant Leap’ – Sending Astronauts to Mars.
Artemis, a National Project – Why NASA selects SpaceX?
According to the direction of the Trump administration, the National Aeronautics and Space Administration of the USA (NASA) formally created the Artemis Program as a national project about two years ago to send human beings back to the Moon in a sustainable way and establish a strong base there.
The goal was to move beyond the flags and footprints forays of the Apollo Program (human spaceflight program carried out by NASA from 1968 to 1972). From the Artemis project, NASA plans to gain the knowledge needed to send humans to Mars eventually.
The Biden administration has endorsed this basic goal, and it’s working on updating the Artemis Program with a more realistic timeline given the budget predilections of the USA Congress.
Some of the equipment and systems for Artemis are:
- Exploration Ground Systems
- Space Launch System
- Lunar Landers, the vehicle that will land astronauts on the lunar surface.
- Artemis Generation Spacesuits
NASA selects SpaceX
NASA called on contracts in 2020 to three commercial companies — SpaceX, Dynetics, and Blue Origin — for developing the Human Landing System (HLS) program of Artemis Project. They asked each of these companies to develop an innovative landing system to be used under the Artemis program to ferry astronauts down to the moon’s surface.
On April 16, NASA announced that SpaceX had beat out the other two competitors, winning the $2.9 billion contract to build the Lunar Lander, the vehicle that will land astronauts on the lunar surface in the Artemis Programme. Just like that, NASA selects SpaceX.
SpaceX will develop the first commercial human lander to safely carry the next two American astronauts to the lunar surface.
The Plan goes like this – At first, four astronauts will fly aboard the Orion spacecraft for their journey to the lunar orbit. There, the two crew members will join with SpaceX Human Landing System to explore the lunar surface. Their exploration would continue for almost a week before returning to Orion.
The current plan, which is named Artemis, calls for astronauts to launch on Space Launch System (SLS) rocket of NASA, fly to lunar orbit on the space agency’s Orion space capsule, and then transfer to the Starship rocket of SpaceX to make the final landing to the surface of the moon.
The Deal is of $2.89 Billion, just to let you all know.
The HLS Starship
Human Landing System (HLS) Starship is an upper stage that will launch above the Super Heavy rocket. It bears the flight heritage of the Falcon and Dragon vehicles. SpaceX is testing in various steps and developing both of these vehicles at its facility in South Texas of the United States.
The Starship is built with the company’s Raptor engines. With a spacious cabin and two airlocks for astronaut moonwalks, the architecture is intended for becoming a fully reusable launch and landing system to explore on the surfaces of Moon, Mars, and so on.
Final Words Of NASA Selects SpaceX
The Artemis Program is nothing but just a mere preparation from the side of NASA. NASA mainly targets Mars, and for that, it needs more information and success with the native lunar satellite, hence the Artemis Mission. Now that SpaceX is involved, things could just rapid fire. That was the reason why NASA selects SpaceX. | aerospace |
https://allposobie.ru/aeroflot-resumes-flights-to-kazakhstan/ | 2023-03-24T15:14:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945287.43/warc/CC-MAIN-20230324144746-20230324174746-00567.warc.gz | 0.96936 | 144 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__271677079 | en | Aeroflot Airlines has announced the resumption of its flight program to Kazakhstan. This was reported in the press service of the carrier.
As noted in the airline, at the moment, flights on the route are operated by the subsidiary of the carrier Rossiya.
“From February 1, flights to Astana, Alma-Ata and Atyrau on Airbus A320 aircraft will begin. Ticket sales are open,” the press service noted, adding that it is planned to carry out up to two flights a week to the capital of Kazakhstan, up to three to Alma-Ata.
two flights a week, in March the frequency of flights on the route should increase to 3. | aerospace |
https://www.design-engineering.com/antenna-satellite-1004027376-1004027376/ | 2023-06-01T05:02:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647614.56/warc/CC-MAIN-20230601042457-20230601072457-00175.warc.gz | 0.952884 | 506 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__205504759 | en | U of T engineers design expandable antenna for microsatellites
StaffGeneral Aerospace satellite U of T
The expandable antenna is connected to one of two microsatellites that were launched into orbit on July 14.
One of the latest microsatellite device designs has been successfully launched into orbit. A U of T engineering-designed expandable antenna is connected to one of two microsatellites that were launched into orbit from Baikonur, Kazakhstan by the Norwegian Space Center on July 14.
The very high frequency (VHF) antenna was designed to unfold from the satellite after receiving a command from the Norwegian Space Center to deploy once in orbit. The mechanical design and deployment mechanisms were designed by Dumitru Diaconu and Simon Molgat-Laurin of the SFL.
Professor Sean Hum and his research group in The Edward S. Rogers Sr. Department of Electrical & Computer Engineering (ECE) developed the radio-frequency design of a novel deployable antenna in collaboration with members of the University of Toronto Institute for Aerospace Studies (UTIAS) Space Flight Laboratory (SFL), with the aim of reducing launch volume and mass.
“This antenna is a completely new type of deployable antenna — it unfolds to be more than three times as large as the satellite that took it into orbit,” says Hum. “This is the first time that a deployable antenna of this type has been contemplated and successfully used as a main mission antenna for a microsatellite.”
The device is being used to enhance ship-to-ship and ship-to-shore communications over the territorial waters of Norway.
One of the design challenges was how to make the device fit within the micro satellite. For the most part, antennas are fixed, taking up space and resources within the satellite.
The team used leaf spring technology to make the device deployable. On July 20, cameras on board the microsatellite confirmed the successful deployment of the antenna and automatic identification system signals used for collision avoidance on ships have since been detected.
Professor Hum worked on the radio-frequency design of this antenna with then student Jeff Nicholls (EngSci 1T3, ECE MASc 1T6) who is now an Antenna Engineer at SpaceX. The success of their design means that future satellites could employ more powerful antennas for communications, enabling higher data rates and more data intensive payloads to be used on these small satellite platforms.
Print this page | aerospace |
https://dubaiherald.news/baby-born-in-flight-will-he-get-free-tickets-for-life/ | 2020-11-29T20:01:49 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141202590.44/warc/CC-MAIN-20201129184455-20201129214455-00689.warc.gz | 0.791356 | 363 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__198954545 | en | A baby born on a Saudia flight might be getting free plane tickets for life.
The flight had taken off from Jeddah’s King Abdulaziz International Airport in the direction of Cairo’s International Airport when a woman complained of labour pains on the hour and a half long flight on April 23 of this year, according to Arabian Business.
A passenger aboard the flight turned out to be an obstetrician and was able to help deliver the baby safely just ten minutes before landing.
The pilot of the aircraft, Talal Yousuf Iskandar, sent a message to the control tower, requesting first aid and ambulatory vehicles be present to escort the mother and her baby at the runway.
They were taken with the father of the child to the nearest hospital for further treatment.
In 2016, the Saudia airline had given a child born en route to London an Alfursan Gold membership, which guarantees free plane tickets for life.
مدير عام #الخطوط_السعودية يكرّم ملاحي الرحلة رقم٢١ التي هبطت في لندن إثر ولادة طفلة على متنها ويعلن منح عضوية الفرسان الذهبية الدائمة للطفلة
— SAUDIA | السعودية (@Saudi_Airlines) June 29, 2016 | aerospace |
https://gadget.co.za/ariane-makes-it-70-in-a-row/ | 2024-02-23T14:25:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474412.46/warc/CC-MAIN-20240223121413-20240223151413-00778.warc.gz | 0.938592 | 225 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__9348162 | en | Ariane 5 has been launched from Kourou, French Guiana for the 70th consecutive time, this latest mission placing a telecommunications satellite weighing around 6.5 tonnes in transfer orbit.
“This first successful flight in 2016 underlines again the extraordinary reliability of Europe’s Ariane 5 launcher, one of the world’s largest and most complex launch systems. As its main industrial partner, we are proud to form part of this success story,” said François Auque, Head of Space Systems.
Airbus Defence and Space, a 50% shareholder in Airbus Safran Launchers, is the main industrial partner in the Ariane 5 programme. The industrial network brings together more than 550 companies in 12 European countries. Drawing on the expertise the company has acquired and the investments it has made over more than 10 years, Ariane 5 has become the most reliable commercial launcher on the global market and has increased its geostationary orbit payload capacity by almost two tonnes. Representing cutting-edge European expertise, the Ariane 5 launcher has been specially designed to inject heavy payloads into orbit. | aerospace |
https://jbuas.co.uk/jbuas-news/page/2/ | 2023-12-01T13:51:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100287.49/warc/CC-MAIN-20231201120231-20231201150231-00197.warc.gz | 0.945861 | 238 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__90499962 | en | JBUAS has received a letter of intent for a range of geophysical sensor systems for use by the an organisation working directly with governments in the Middle East. This project includes the provision of training and project support.
JBUAS announces a new training course for mastering automated UAV drone missions. The fully approved and certified UgCS Training Course ensures students can confidently configure and safely fly, effective automated missions.
Representatives from several police forces recently attended a drone sonar technology morning organised by JBUAS in the heart of the Nottinghamshire countryside.
JBAUS are now offering customers full UgCS equipment for Hire. This service provides an alternative to an equipment purchase.
Neil Gentleman-Hobbs who was responsible for developing some of the fastest growing companies has come onboard to provide investment and knowledge to the JBUAS project.
Drone Ground Penetrating Radar (Drone GPR) – High Compliance have become the first company in the UK to invest in the full integrated UgCS drone based GPR System.
This is a new news section that will keep customers up to speed with our product releases, trials and demonstrations. Welcome to JBUAS News! | aerospace |
https://www.tedxnewcastle.com/tedxnewcastle2022/nick-wright/ | 2022-11-28T21:07:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710662.60/warc/CC-MAIN-20221128203656-20221128233656-00622.warc.gz | 0.954425 | 282 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__229253683 | en | Nick Wright is an Engineering Professor at Newcastle University where he undertakes research in the use of digital and electronic technology applied to unusual environments. He has worked extensively with projects aimed at the marine, aerospace, space and manufacturing sectors in collaboration with many major companies. He is currently working mainly on the development of zero-carbon electric aeroplanes as part of the UK’s largest project in this field – H2GEAR. H2GEAR is developing a genuinely revolutionary passenger plane powered by liquid hydrogen and fuel cells driving electric motors.
Nick is a Turing Fellow and a winner of several global engineering prizes – including an XPRIZE Moonshot Award in 2019. He is a named inventor on more than 20 patents and has published over 200 academic papers in leading journals.
Guilt Free Flying – How Close Are We to Zero-Emission Air Travel?
Nick’s talk will be about whether zero-carbon, electric planes are genuinely possible.
He’s involved in a large collaboration developing an electric passenger plane powered by hydrogen. This is not a theoretical project – the team are developing a real-life test aircraft that will hold around 19-50 passengers and will emit absolutely no carbon. What are their chances of success and what might that mean for the future of flight? | aerospace |
https://wp.nearthlab.com/tech-2/ | 2022-05-26T05:51:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662601401.72/warc/CC-MAIN-20220526035036-20220526065036-00228.warc.gz | 0.885348 | 419 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__72536196 | en | Nearthlab is developing autonomous drone software that gathers and analyzes inspection data in various industries.
Nearthlab has capabilities in stable flight control in harsh conditions, autonomous flight based on artificial intelligence, and inspection data analysis through image processing and deep learning.
Unlike conventional drones, industrial drones are exposed to various environmental factors. Also, industrial drones require a stable flight control system in order to accomplish complex mission objectives.
Nearthlab’s flight controller provides stable flight performance that is suitable for industrial use. It detects fuselage problems in real-time, and guides drones to fly safely even under partial malfunctioning, using multiplexing technology. Also, Nearthlab’s solution provides industrial-level reliability such as protection against water and dust and operability under extreme temperatures.
Flight ControllerIndustrial GradeFault DetectionRedundancy SystemVehicle Health MonitoringFlight Log
With current technology, in order for drones to accomplish complex tasks required at industrial sites, expert human pilots are required. Nearthlab is developing a new autonomous flight technology that allows drones to accomplish tasks on their own, without assistance from human experts.
Nearthlab’s collision avoidance technology based on deep learning and sensor fusion technology, object tracking technology based on deep learning, and ground control systems solution for real time autonomous flight control are core technologies for autonomous drones.
Mission based Autonomous FlightCollision AvoidanceDeep Learning based GuidanceGround Control System
Payloads that are specialized in drones are required in order to acquire precise inspection data. Nearthlab has technological capabilities to design and build software and hardware that are necessary for drone-based inspection.
Nearthlab’s technology can miniaturize optical/thermal camera according to the payloads’ size, and precisely measure distance between the drone and the inspection object. Nearthlab’s solution can automatically detect the object’s defects by applying image processing and deep learning technology to the data gathered by such technology.
Inspection PayloadCrack Detection | aerospace |
https://www.superyachts.com/lifestyle/story/airbus-unveils-futuristic-cabin-concept-at-ebace-aviation-conference-4455 | 2023-06-07T02:57:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653501.53/warc/CC-MAIN-20230607010703-20230607040703-00350.warc.gz | 0.904865 | 428 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__30253790 | en | Airbus Unveils Futuristic Cabin Concept at EBACE Aviation Conference
Among the array of eye-catching products on display at the 2017 EBACE Aviation Conference, which came to a close in Geneva, Switzerland last week, was a lavish new cabin design for private jets by Airbus.
Called the Infinto and made for the ACJ319neo aircraft, the design is the result of a collaboration between Airbus and Italian supercar makers Pagani and features several nods to the car brand’s renowned design heritage.
The centrepiece feature is the cabin’s sky ceiling, which displays a live view of the sky above the aircraft. Meanwhile state-of-the-art composite materials never used before in an aircraft, such as carbon-titanium, are also used.
“In bringing together the best of the supercar and business jet worlds, we enable an elegant and seamless link for customers of both, while bringing a fresh approach to cabin design and satisfying very demanding standards,” says Airbus corporate jets managing director Benoit Defforge.
Based on the next-generation Airbus A319neo, the ACJ319neo can fly eight passengers up nearly 7,800 miles or 15 hours non-stop. The pricing of the Airbus A319neo starts at $99.5 million which excludes the cost of the Infinito interior.
“Art and Science can walk together hand in hand: this is the Pagani philosophy,” added Horacio Pagani, founder and Chief Designer of Pagani Automobili SpA.
“The combination of state-of-the-art composite materials never used before in an aircraft, such as carbon-titanium, with the typical design language of Pagani Automobili, has always represented our signature. Applying our renaissance touch into the wider spaces of Airbus corporate jet cabins is the beginning of an exciting new venture for us.”
Organised by the National Business Aviation Association, EBACE took place from 22 - 24 May at Geneva’s Palexpo exhibition centre. | aerospace |
https://originalho.com/usefulness/why-jet-engines-are-not-used-in-cars.html | 2021-04-21T02:04:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039503725.80/warc/CC-MAIN-20210421004512-20210421034512-00108.warc.gz | 0.948098 | 916 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__27867797 | en | A jet engine only produces reasonable thrust at very high RPM, lower RPM’s result in high fuel consumption and next to no thrust. … A jet engine has a very high volume and temperature of exhaust gas. Any one of these characteristics make it entirely unsuitable for a motor vehicle.
Why don’t we use jet engines in cars?
Principally because gas turbines have poor part load fuel efficiency, and cars spend a majority of their time at part load. Gas turbines require a compressor to compress the inlet air before combustion. The function of the compressor is just like the compression stroke of a piston engine.
What car has a jet engine?
Chrysler Turbine Car
How is a jet engine different from a car engine?
A jet engine works by burning fuel in air to release hot exhaust gas. But where a car engine uses the explosions of exhaust to push its pistons, a jet engine forces the gas past the blades of a windmill-like spinning wheel (a turbine), making it rotate.
Why are jet engines better than piston engines?
Early jet aircraft used turbojet engines that were relatively inefficient for subsonic flight. Most modern subsonic jet aircraft use more complex high-bypass turbofan engines. They give higher speed and greater fuel efficiency than piston and propeller aeroengines over long distances.
What happens if you put airplane fuel in a car?
However, due to lack of lubrication properties, jet fuel will damage the engine. The other factor to account for is the high heat content of the jet fuel and how car engines are not designed for it. Jet fuel wouldn’t vaporize very easily and not to mention how hard it would be to ignite using a spark ignition.
Why does the Abrams use a turbine engine?
Turbine engines are also a lot smaller than comparable reciprocating engines, so you can do more with the available space on the tank. The low-weight, high-power turbine engine lets the M1 move faster and maneuver better than most comparable tanks.
Can a car have a jet engine?
When you think of jet-powered vehicles from the past, the name that’s most likely to come to mind is Chrysler. According to Autotrader, “Chrysler built their first turbine-powered car in 1954 (a Plymouth Belvedere), but the most famous vehicles were the 1963-1964 Chrysler Turbine Cars.”
How many horsepower is a 747 engine?
The power per engine for the two aircraft is seen to be 14 984 horsepower and 1646 horsepower for the 747 and Super Constellation, respectively. The Wright 3350 turbocompound engines that powered the Lockheed aircraft are among the most powerful reciprocating engines ever developed for aircraft use.
What was the fastest car ever made?
SSC Tuatara hypercar
Is a rocket faster than a jet?
A: Rockets definitely fly faster than jets. A supersonic airplane can fly faster than the speed of sound (1,236 kmh or 768 mph).
Why are jet engines better than propellers?
A: Jet engines are faster due to the way they generate thrust. They produce thrust by increasing the pressure inside the engine with a combustion reaction.
How does a jet engine start?
This starting process normally uses an electric motor to spin the main turbine shaft. … The electric motor spins the main shaft until there is enough air blowing through the compressor and the combustion chamber to light the engine. Fuel starts flowing and an igniter similar to a spark plug ignites the fuel.
Are turboprop engines reliable?
Turboprops are different from planes with piston engines, which also have propellers. Turbine engines are safer and more reliable than piston engines, which are typically found in smaller aircrafts.
Is turboprop better than piston?
Piston engines are much more efficient at their typical power outputs and are less expensive both to purchase and operate. Turboprops are generally considered more reliable, offer higher efficiencies for their higher power outputs, and can yield much improved performance at high altitudes.
Why are jet engines so expensive?
You are right – jet engines are expensive. They are highly optimised machines containing thousands of parts. The parts used are made of expensive, exotic materials, which are often very expensive. … Then the engine has to be assembled by skilled mechanics over many hours. | aerospace |
https://air.one/aircraft-showroom/airbus-helicopters-h175 | 2023-09-24T23:07:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506669.96/warc/CC-MAIN-20230924223409-20230925013409-00050.warc.gz | 0.882698 | 972 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__315907009 | en | Buy Airbus Helicopters H175 with air.one
The Airbus Helicopters H175 is a long-range super medium twin-engine helicopter designed for the primary purpose of servicing the offshore oil & gas market carrying up to 18 passengers filling a gap between the 12-seat medium twin helicopter and the 19-seat H215 and H225 helicopters.
“The H175 seeks to define a new segment of helicopters, the Super Medium Twin with its 144 kt, 590 nm, 18 passenger helicopters.”
The H175 entered service in December 2014 in the offshore transport market and has since developed highly capable SAR and head of state VIP variants.
The Airbus H175 has seating for up to 20 occupants including 2 crew and 18 passengers with a cruise speed of 144 kts, a max range of 590 nm, a useful load of 5,141 lbs and a hover IGE ceiling of 8,050 ft.
Airbus H175 Configurations
The H175 list price is based on a ‘green’ aircraft with buyer specifications including paint and interior being incremental to final cost of the aircraft. The seating configurations range from 7 total seats in a VIP configuration to 14 total seats in a high-density offshore configuration.
Engage the air.one team to define and procure the appropriate configuration for your mission requirements at the best possible price.
- ACH175 Airbus Corporate Helicopters
The ACH175 has sufficient range to takeoff from London and land directly on the back of a yacht in Monaco. The ACH175 is offered with bespoke corporate / VIP configurations available including paint and luxury interior packages. The ACH175 is one of the largest corporate / VIP helicopters ever produced with an 8-seat club cabin or 10 seat corporate cabin option available.
- H175 HEMS / Air Ambulance Helicopter
The EMS configured H175 enables a dual stretcher platform with an additional 2 medical attendants and 2 crew.
- H175 Law Enforcement / Aerial Surveillance
The H175 is the platform of choice for numerous law enforcement agencies (including Royal Thai Police) and surveillance units typically configured with 2 crew and 1 onboard systems operator or 1 Pilot and 10 passengers for rapid response special mission requirements.
- H175 Offshore Oil & Gas Transport
The H175 has seating for up to 12 passengers in a high-density configuration making it a competitive platform in the offshore oil and gas transport.
- H175 Search & Rescue SAR Helicopter
The H175 can configured for long-range SAR missions including systems operators, winch operators and medical personnel with a total of 8 seats including flight crew and a stretcher / cargo area. The H175be equipped at the time of production with fixed provisions and / or removable parts for search and rescue operations such as dual electric hoist (winch), dual sliding passenger doors, emergency pop-out floats, searchlight and more.
Compare Airbus Helicopters H175
- Compare Airbus Helicopters H175 vs. Airbus H215 vs. Bell 525 >>
- Compare Airbus Helicopters H175 vs. Airbus H160 vs. Leonardo AW139 >>
- Compare Airbus Helicopters H175 vs. Bell 412 EPi vs. Sikorsky S-76D >>
Airbus Helicopters H175 FAQs
- What is the direct operating cost (DOC) of a H175? The DOC for the H175 is $2,016 per hour.
- What is the range of a H175? The H175 has a max range of 573 nm.
- What is the max cruise speed of a H175? The max cruise speed of the H175 is 144 kts.
- What is the hover OGE ceiling of the H175? The H175 has a hover OGE limit of 5,432 ft.
- What avionics suite / flight deck does the H175 have? The H175 flight deck is equipped with the 2 x Garmin GTN-750 screens.
- How many seats does a H175 have? The H175 has seating for up to 14 including 2 crew + 12 passengers.
- What engines are in the H175? The H175 is powered by 2 x Pratt & Whitney PT6C-67E engines with dual-channel FADEC.
- How much shaft horsepower does the H175 produce? The Pratt & Whitney PT6C-67E engines on the H175 produce 1776 shp at take-off power.
- What maintenance programs are available for the H175? The H175 is eligible for the Airbus HCare (Parts by-the-hour) and Pratt & Whitney ESP engine programs. | aerospace |
https://cracku.in/7-which-of-the-following-statement-is-true-in-regard-x-ib-acio-18-february-2021-evening-shift | 2023-10-04T10:03:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511364.23/warc/CC-MAIN-20231004084230-20231004114230-00789.warc.gz | 0.951947 | 90 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__125899515 | en | Which of the following statement is true in regard of Flight Lieutenant Bhawana Kanth?
1. Bhawana Kanth is the first woman fighter pilot to take part in the Republic Day parade.
2: Kanth flies MiG-21 Bison fighter plane.
3: She became one of the first three women to be commissioned as fighter pilots in the IAF.
Select the correct answer by using the code mentioned below. | aerospace |
https://studentpilotnews.com/category/video-tip/ | 2023-01-27T20:01:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764495012.84/warc/CC-MAIN-20230127195946-20230127225946-00747.warc.gz | 0.777457 | 2,035 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__77653517 | en | https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2016/03/05181805/Aerodynamics-and-Stalls-Tip.jpg 1080 1920 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2023-01-25 10:09:072023-01-25 15:30:49Video Tip: Aerodynamics of a Wing Stall
During your flight training you will practice stalling the airplane to better learn the low-speed handling characteristics of the airplane, and how to recover if an unintentional stall occurs. In this video tip we'll look at how the airflow changes over the wing as it nears the critical angle of attack and eventually stalls.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2023/01/18131227/Video-Tip-0223-VFR-Airspace-Planning-with-ForeFlight.mp4.00_04_50_05.Still001-scaled.jpg 1440 2560 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2023-01-18 13:13:282023-01-18 13:13:28How to use ForeFlight to plan a cross-country flight around airspace (video tip)
There are many considerations when planning a VFR cross-country flight and a direct course between two airports isn't always an option. This week's tip takes a look at how to use the 2D and 3D planning tools in ForeFlight to evaluate both controlled and special-use airspace that might get in the way and how to choose the optimum route and altitude based on these variables.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2017/08/05175244/Six-Rules-For-Cross-Country-Flights.jpg 1080 1920 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2023-01-11 10:12:352023-01-11 11:53:44Video tip: 6 rules for VFR cross-country flights
Getting out of the traffic pattern and going on a real trip is a lot of fun. It may even be the reason you’re learning to fly in the first place. But the same reasons these trips are so much fun - new places to see, a goal at the end of the flight - can lead to challenges if you aren’t prepared. Here are six rules to keep in mind when you’re flying VFR cross countries.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2023/01/04130228/Video-Tip-2023-Airport-Runways-and-Traffic-Pattern.mp4.00_02_45_02.Still001-copy-scaled.jpg 1440 2560 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2023-01-04 13:02:552023-01-11 11:41:57How to identify airport runways and traffic patterns (video tip)
A standard traffic pattern is normally flown when setting up to approach and land at an airport. In this video, we'll take a look at the standard ways to both enter and depart a traffic pattern, as well as look at how runways are identified based on their location and orientation.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2017/07/05175418/Flight-Plans-2017-HD-YT-1080.jpg 1080 1920 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2022-12-28 12:21:282022-12-28 17:14:52How to use VFR flight plans (video tip)
Pilots should get in the habit of filing and opening VFR Flight Plans when flying away from the local airport environment. Then, in the unlikely event that you have an emergency or off-airport landing, the authorities know to come look for you along your planned route of flight.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2022/12/21132237/Video-Tip-2023-Taxiway-Markings-copy-2-scaled.jpg 1440 2560 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2022-12-21 13:20:262022-12-21 13:23:19Guide to airport taxiway signs and markings (video tip)
All airports with ATC control towers in the U.S. (and some non-towered airports) use a standard set of pavement markings and elevated signs to guide pilots from the parking airport to the active runway. In this video, we'll explore the location and meaning of each in a simulated 3D airport environment so that you'll be well prepared on what to expect when taxiing at a large airport.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2016/04/05181436/Visual-Approach-tip-YT.png 720 1280 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2022-12-14 12:00:452022-12-14 16:27:43Video Tip: Visual Approach Slope Indicators (VASI/PAPI)
Visual approach slope indicators use a combination of white and red lights next to the runway to help pilots verify they are flying the correct approach angle to the runway. This week's video takes a closer look at 2 types, VASI and PAPI, to show you how they work and what the various indications mean.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2022/12/07102014/Learning-the-Approach-Chart.png 911 1620 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2022-12-07 10:20:542022-12-07 10:20:54How to read an instrument approach chart (video tip)
Instrument approaches are designed to guide pilots to the runway in IFR conditions when the visibility and/or ceilings are low. In this video, we'll review the different types of instrument approaches and the information you'll find in each section of an instrument approach chart.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2022/11/30152551/class-c-copy.jpg 1080 1920 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2022-11-30 15:26:202022-11-30 15:26:20Airspace operations at Class C and D airports (video tip)
Class C and D airspace will surround airports that can handle a moderate amount of air traffic. This means there are some important restrictions to remember any time you're operating within - or underneath this airspace. In this week's video tip, we review how Class C and D airspace works, what you need to do to fly legally in it and how to stay safe.
https://studentpltnews-images.s3.us-east-2.amazonaws.com/wp-content/uploads/2022/11/23164755/flight-instruments-scaled.jpg 1440 2560 Bret Koebbe https://flighttrainingcentral.com/wp-content/uploads/2022/01/FTC-logo-horizontal-fianl.png Bret Koebbe2022-11-23 16:47:352022-12-01 16:44:18Introduction to airplane flight instruments (video tip)
The flight deck of every airplane includes a collection of flight instruments that display important information, like airspeed, altitude, heading and turn information. In this video we’ll go over the standard 6 instruments you’ll find in a Cessna 172 and how to interpret their indications. | aerospace |
http://aircraftgamesonline.logdown.com/posts/2342061-aircraft-carrier-landing-game-1970-s-hairstyles-for-black | 2021-12-01T11:52:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964360803.0/warc/CC-MAIN-20211201113241-20211201143241-00235.warc.gz | 0.914147 | 6,612 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__172928326 | en | Aircraft carrier landing game 1970's hairstyles for black
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Lexington aircraft carrier plastic landing craft. Play online airplane games, helicopter games, Flight Simulator Games, Flighter Plane Games, Airplane Landing Games, Aircraft Games. HMS Illustrious, British Aircraft Carrier, Up For Sale. The ship is one of the Invincible class built in the 1970s and Black Voices Latino. Video embeddedAirfix 1970s aircraft carrier landing game launch your F4 Phantom, then guide it back to land and hook up on the carrier. A Unidentified and potentially hostile aircraft. Bolt, Bolter A carrier landing attempt in which the hook fails to Sikorsky UH60 Black Hawk. | aerospace |
https://www.riyadhconnect.com/irate-passenger-delays-saudi-flight-from-cairo/ | 2021-05-12T11:48:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989693.19/warc/CC-MAIN-20210512100748-20210512130748-00600.warc.gz | 0.965938 | 124 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__12872756 | en | A Saudi Arabia Airlines flight from Cairo to Riyadh was delayed by more than two hours on Thursday following an altercation between a passenger and the crew, reported Al Arabiya news. The reason for the argument was poor air conditioning in the aeroplane.
The captain of the flight ordered the unruly passenger off the plane for getting enraged and starting a fist fight with the crew. Official sources said that the pilot of Saudia flight 338 called security and ordered them to get the passenger off the plane in order to continue with the journey. The flight with its remaining 360 passengers left for Riyadh after a 140-minutes delay. | aerospace |
http://www.balticaa.com/en/facilities-and-services/full-flight-simulators-ffs/airbus-340---full-flight-simulator/ | 2013-06-20T05:11:46 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368710299158/warc/CC-MAIN-20130516131819-00050-ip-10-60-113-184.ec2.internal.warc.gz | 0.802532 | 342 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__156385051 | en | Airbus 340 - Full Flight Simulator
The Airbus A340-300/600 Full Flight Simulator located in Madrid (ISP). STD Qualification Level- JAR-FSTD A, Level D. Certifcates are issued by CAA of Spain.
The A340 Full Flight Simulator is equipped with:
- Type and model – Airbus A340-300 / Airbus A340-600;
- Engines – CFM56-5C4 (A340-300) / RR Trent 556-61 (A340-600);
- Flight Director – EFIS;
- Engine Instruments – ECAM.
- Manufacturer – CAE Electronics ltd.;
- Host Computer – Operation server 7000 series: AVnet PC 3U chassis Windows Server;
- Motion System – Hydraulic 6 DOF.
- Manufacturer – CAE Electronic ltd.;
- Image Generator Model – Maxvue_Plus;
- Display System – BARCO EIS Model 5064;
- Field of View – 180 degrees horizontal and 40 degrees vertical;
- Scenarios available – visual system with Day/Dusk/Night/Dawn.
June 26 Real Fire Fighting & Smoke Course Practical trainings held in Real Fire Fighting Simulator, including 6 fire locations. For pilots and cabin crew.
June 26 Crew Resource Management (CRM) CRM course is based on EU OPS and JAR OPS regulations. Teaching methods include working in the teams and role playing.
June 27 Ditching Water Survival Course Theory lecture and practicle trainings in the swimming pool based on JAR-OPS regulations. For recurrent pilots and (or) cabin crew mainly. | aerospace |
https://www.specialforcesnews.com/this-new-missile-kills-enemy-plane-from-past-visible-vary/ | 2022-05-27T17:59:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662675072.99/warc/CC-MAIN-20220527174336-20220527204336-00392.warc.gz | 0.900318 | 269 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__211520685 | en | Meteor missile is the subsequent technology of Past Visible Vary Air-to-Air Missile (BVRAAM) system designed to revolutionise air-to-air fight within the twenty first Century. The weapon brings collectively six nations with a standard have to defeat the threats of at the moment in addition to the longer term rising ones.
Guided by a complicated lively radar seeker, Meteor gives all climate functionality to have interaction all kinds of targets from agile quick jets to small Unmanned Aerial Autos and cruise missiles. It’s designed to satisfy probably the most stringent of necessities and is able to working in probably the most extreme of muddle and countermeasure environments.
The weapon can be outfitted with knowledge hyperlink communication. Aimed toward assembly the wants of a community centric atmosphere, Meteor might be operated utilizing third get together knowledge, enabling the Meteor person – the pilot – to have probably the most versatile weapon system.All content material on Army TV is introduced for academic functions.
Subscribe Now : | aerospace |
https://e-history.kz/en/news/show/8409 | 2024-04-18T04:56:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817187.10/warc/CC-MAIN-20240418030928-20240418060928-00119.warc.gz | 0.937577 | 1,099 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__200470378 | en | On September 12, the Head of the State has met the crew of international spaceship «Soyuz TMA-16M» and held a short briefing with media representatives. The international crew included Kazakhstan’s cosmonaut Aidyn Aimbetov, Russian cosmonaut Gennady Padalka and Danish astronaut Andreas Mogensen. The incoming flight of the landing section of the spaceship with the international crew was in 146 km on the south-east from Zhezkazgan at 6:51 by Astana time. Without losing any time, he underwent a medical examination and went to Astana. The third Kazakh cosmonaut was greeted with ovations in the international airport of Astana. Then, the President of our country N.A.Nazarbayev met the cosmonauts on the red carpet and held a short briefing.
«We are one of the few countries, which launches cosmonauts into space. Our cooperation with the Russian Federation on the launch site „Baikonur“ gives us such opportunity. All costs and expenses in space are not paid off, but the entire world aspires to explore space. It promises vast benefits for scientific-technical progress. Among many states, which would like to participate, we are not the only one, one of these few, which launches cosmonauts into space. Not one, but three. Our cooperation with the Russian Federation gave such results on the launch site Baikonur. The issue is not in today’s benefits. We congratulate Aidyn Aimbetov, who has not just flown, but also has implemented scientific missions. They are very necessary and important. Four satellites are flying in the satellite trajectory. We have launched them», concluded the Head of the state — N.A.Nazarbayev.
«Today one more Kazakh cosmonaut Aidyn Aimbetov has flown into space and successfully returned to his native land. We have met him on Zhezkazgan steppe. I am proud that as the Head of the „Kazkosmos“ I completed the work, that we have been preparing with the team — launch of one more Kazakhstan’s cosmonaut. A very big and scientific program is implemented», — said Head of «Kazkosmos» Talgat Mussabayev, adding that Kazakhstan’s cosmonaut will hand the State flag over to the President.
«It is early to speak about the results, because the number of experiments was held, which should be processed on the Earth. These are scientific experiments, that need time», — Said the President of the National Center for space technologies of Aerospace Committee of the Ministry of investment and development of RK Zhumabek Zhantayev.
According to Zhantayev, A.Aimbetov implemented a scientific program, consisting of 8 experiments and two so-called propaganda. «These experiments are devoted to four scientific research directions. It is a monitoring of anthropogenic impact on the territories of the Caspian region, mountain regions with glaciers in order to create climatic conditions. On the other hand, the monitoring of pipelines for transportation of hydrocarbons was held. These are areas of shelf zones, where a large number of suspended wells are located. It is Aral, you know that the territory is tensional, from the view of disappearance», said Zh.Zhantayev.
-It is a special and happy day for me because my father became the third cosmonaut in the history of Kazakhstan. I have no words to express my joy. I am proud of my father. When I saw my father in the space capsule, I shouted «Dad!». I have not said anymore. My father was delighted and smiled. I want to be a cosmonaut too. That is why I will learn and work on myself — shared his emotions a son of the third Kazakh cosmonaut Amir Aimbetov.
It should be pointed out that Aidyn Aimbetov is the third Kazakh cosmonaut and the first cosmonaut of independent Kazakhstan. The Kazakh cosmonauts who previously flew into space are Toktar Aubakirov and Talgat Mussabayev. Toktar Aubakirov is the 72nd (and the last) cosmonaut of the USSR, the first cosmonaut of Kazakh nationality. Major-general of the Military Air Forces of Kazakhstan flew into space with Alexander Volkov (commander of the crew at the start) and Austrian cosmonaut Franz Viehboeck as cosmonaut-researcher of the spaceship «Soyuz TM-13». During the week he worked on the board of the orbital complex «Mir». Duration of staying in the space lasted for 7 days 22 hours and 13 minutes. October 10, 1991 he returned on the earth with Anatoly Artsebarsky (commander at landing) and Austrian cosmonaut Franz Viehboeck on the board of spaceship «Soyuz TM-12». Talgat Mussabayev is the 79th cosmonaut of the USSR/Russia, the 309th cosmonaut of the world, the second cosmonaut of Kazakh nationality. He has made three flights into space, the total duration of staying in space — 341 days 9 hours 48 minutes 41 seconds. | aerospace |
https://www.droneguru.net/weight-a-drone-carry/ | 2024-02-23T19:04:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474445.77/warc/CC-MAIN-20240223185223-20240223215223-00568.warc.gz | 0.922555 | 2,672 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__150713934 | en | Ever looked up at a drone buzzing overhead and wondered, “Just how much can that little guy carry?”
Well, you’re not alone.
In this article, we’ll be looking at real-world examples of drone payload capacities, from small drones like the DJI Mavic Air 2s and DJI Mini 3, to medium drones like the DJI Inspire 3 and Freefly Alta 8, and even the heavy lifters in the large drone category like the DJI Matrice 600 and Airbus UAV.
Here is how much weight drones normally can carry:
Toy drones are lightweight, indoor-friendly devices that can carry small items of a few grams (less than 0.01 lbs).
Hobby drones, ideal for recreational photography, can usually handle payloads of 200-500 grams (0.4-1 lbs).
Advanced consumer drones, like the DJI Mavic 3 and the DJI Inspire 3 can carry payloads ranging from 500 grams to 2 kilograms (1-4.5 lbs).
Heavy lift drones, designed for commercial and industrial use, can carry substantial payloads from 5 to 20 kilograms (10-45 lbs), with some models capable of even more.
Here are some real examples of popular drones and their payload:
- DJI Mavic 3 Pro: 500 grams (1.1 lbs)
- DJI Air 2S: 230 grams (0.51 lbs)
- DJI Mini 3: 250 grams (0.55 lbs)
- DJI Inspire 3: 2 kilograms (4.41 lbs)
- Autel Robotics EVO II: 500 grams (1.1 lbs)
Understanding Drone Payload Capacity
Let’s dive right into the heart of the matter – understanding drone payload. Now, I know what you’re thinking, “isn’t it just about how much weight a drone can carry?” Well, yes, and no.
It’s a bit more nuanced than that, and understanding these nuances can make all the difference. So, let’s break it down, shall we?
What is Drone Payload?
In the simplest terms, a drone’s payload is the extra weight it can carry in addition to its own body weight. This could be anything from a camera for those breathtaking aerial shots, to a package for delivery, or even a life-saving medical supply being transported to a remote location.
Overloading a drone can lead to poor performance, loss of control, or even a catastrophic mid-air failure. And nobody wants that, right?
Factors Influencing Drone Payload
Now, how do we figure out a drones payload capacity? It’s not as simple as just looking at the size of the drone. Factors like the drones motor power and battery life also come into play.
Drone Size and Weight
The size and weight of a drone are the first things that come to mind when we talk about payload capacity. It’s pretty intuitive – larger drones generally carry more weight than smaller ones. But remember, it’s not just about size. The drones design and build quality also matter.
Motor Power and Battery Life
The power of the drones motors and the capacity of its battery are also key factors. More powerful motors can lift heavier payloads, but they also drain the battery faster. So, there’s a bit of a balancing act here.
You want a drone with enough power to lift your payload, but also enough battery life to complete your mission.
Real-World Examples of Maximum Weight Capacity of Drones
Now that we’ve got the basics down, let’s take a look at some real-world examples.
First up, we have the small drones. These little guys may not look like much, but they can pack a punch when it comes to payload capacity.
DJI Mavic Air 2s
The DJI Mavic Air 2s is a favorite among photographers and videographers for its compact size and impressive camera. But did you know it can carry up to 230 grams? That’s about the weight of a small DSLR camera!
DJI Mini 3
Next, we have the DJI Mini 3. This tiny drone is perfect for beginners and hobbyists, and it can carry up to 250 grams. That’s enough for a small camera or a couple of action figures for some fun aerial photography.
DJI Mavic 3 Pro
The DJI Mavic 3 Pro is larger and more powerful than the Mini 3. It can carry up to 500 grams, and it is a great choice for professional photographers and videographers.
Moving up in size, we have the medium drones. These drones are a bit larger and can carry more weight, they are mostly used for commercial use.
DJI Inspire 3
The DJI Inspire 3 is a beast of a drone, a favorite among professional photographers and filmmakers. It is capable of carrying up to 2 kilograms. That’s enough for a professional-grade camera and lens.
Freefly Alta 8
The Freefly Alta 8 is another heavy-hitter in the medium drone category. It can carry up to 9 kilograms, making it perfect for commercial applications like package delivery or industrial inspections.
Finally, we have the large drones. These drones are the heavy lifters of the drone world, capable of carrying substantial payloads.
DJI Matrice 600
The DJI Matrice 600 is a professional-grade drone capable of carrying up to 6 kilograms. That’s enough for a professional cinema camera and lens, making it a popular choice for film and television production.
The Airbus UAV is in a league of its own. It can carry an impressive 25 kilograms, making it perfect for heavy-duty commercial applications like package delivery or emergency supply delivery.
Consequences of Overloading a Drones Carrying Capacity
Alright, folks, it’s time for a little drone reality check. We’ve talked about how much various drones can carry, but what happens if you try to push those limits?
Well, spoiler alert: it’s not pretty. Overloading a drone can lead to all sorts of problems, from poor performance to catastrophic failure. So, let’s take a closer look at the consequences of overloading a drone.
First up, let’s talk about performance. Drones are designed to carry a specific payload, and when you exceed that limit, performance suffers. The drone may struggle to lift off, or it may not be able to maintain a stable hover. It may also have difficulty responding to control inputs, making it hard to fly accurately or perform maneuvers.
Reduced Flight Time
Next, there’s the issue of flight time. The more weight a drone has to carry, the harder its motors have to work, and the faster its battery drains. So, if you overload your drone, you can expect your flight time to take a serious hit. And let’s face it, nobody wants their drone to run out of juice mid-flight.
Damage to Components
Overloading a drone can also cause physical damage to its components. The motors, for instance, can overheat and burn out from the strain of carrying too much weight. The battery can also suffer, as the increased power draw can cause it to overheat or even fail.
Finally, and most seriously, overloading a drone can lead to catastrophic failure. If a motor burns out mid-flight, for instance, the drone could crash. And if the drone is carrying a valuable payload, like a camera or other equipment, that could be a very costly crash indeed.
So, the moral of the story? Know your drone’s payload capacity, and respect it. It’s not just about protecting your drone and your payload; it’s also about ensuring a safe and successful flight.
After all, as the old saying goes, “The sky’s the limit” – but only if your drone can handle the load!
FAQ About Drone Payload
Q: How much weight can a drone carry?
A: The amount of weight a drone can carry depends on the type of drone, its propellers, and motors. Small drones can carry around 0.5-2 kilograms (1-4 pounds), while professional and commercial drones can carry up to 20 kilograms (44 pounds) or more.
Q: Are there drones specifically designed to carry heavier loads?
A: Yes, there are professional drone models designed for specific purposes, such as search and rescue, agricultural applications, and drone deliveries. These drones typically have a higher carrying capacity than recreational drones.
Q: How does the propeller size impact the amount of weight a drone can carry?
A: Larger propellers generate more lift, allowing the drone to carry heavier loads. However, larger propellers may also require more powerful motors and will consume more battery power, potentially reducing flight time.
Q: What are some considerations when adding weight to a drone?
A: First, check the drone’s manufacturer specifications for the maximum take-off weight to avoid exceeding the recommended weight limit. Additionally, adding weight may affect the drone’s center of gravity, stability, and flight time, so it’s essential to balance the added weight properly and be aware of any changes in the drone’s flight characteristics.
Q: How do drone delivery services handle weight limitations?
A: Drone delivery services typically use specially designed drones capable of carrying heavier payloads. They also account for the weight of the drone, the payload, and the necessary remaining battery power to ensure a safe and efficient delivery process.
Q: Can a drone lift a person?
A: While most commercial drones are not designed to lift a person, some custom-built drones have been demonstrated to carry a person for short distances.
Q: Is there a difference between carrying capacity and payload capacity?
A: The terms are often used interchangeably. Carrying capacity refers to the maximum weight a drone can safely carry, while payload capacity typically refers to the amount of weight a drone can carry in addition to its own weight, including any cameras, sensors, or other additional equipment. Both terms are crucial for determining the drone’s overall capabilities and safe operating limits.
Q: Can adding too much weight to a drone damage its motors or other components?
A: Yes, exceeding the recommended weight limit may cause the motors to overheat, resulting in damage or reduced efficiency. It can also put additional stress on the drone’s frame, potentially leading to structural failure.
Q: How do I determine how much weight my drone can carry?
A: Refer to your drone’s manufacturer specifications to find the maximum take-off weight or consult the user manual. This information will help you determine the carrying capacity of your drone and ensure you do not add too much weight that could negatively affect its flight capabilities and safety.
Q: Can any drone carry a small package or payload?
A: No, not all drones can carry around a payload. Commercial drones can carry a small package or payload, but the weight of the drone, number of propellers, and carrying capacity can limit the amount of weight it can carry.
Q: Is it safe to add additional weight to my drone?
A: Adding weight to your drone may impact its stability and flying ability. It’s recommended to only carry a payload that is within the drone’s specifications to avoid accidents and damage to the drone.
Q: Can I use my drone to lift objects, such as a camera or tool?
A: Yes, you can use your drone to carry a payload such as a camera or tool. However, it’s important to know the drone’s carrying capacity and not exceed it to avoid damaging the drone or payload.
Well, folks, we’ve come to the end of our drone payload journey. We’ve soared through the skies of drone basics, dived into the nitty-gritty of drone payloads, and navigated the potential pitfalls of overloading. And through it all, I hope we’ve answered that burning question: “Just how much can a drone carry?”
So, keep your eyes on the skies, folks. The world of drones is a fascinating one, and it’s only going to get more exciting from here. Until next time, happy flying!
- Pilot´s Picks: 7 Best Drones with Obstacle Avoidance 2024 - November 16, 2023
- How High Can You Fly a Drone? (FAA Reglations & Exceptions) - November 7, 2023
- Drone Photography Prices in 2024 (And How Much To Charge) - October 22, 2023 | aerospace |
http://www.nlccadventure.ca/space.html | 2021-10-24T21:01:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587606.8/warc/CC-MAIN-20211024204628-20211024234628-00432.warc.gz | 0.921627 | 198 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__184578281 | en | Here you will find NLCC ADVENTURE boldly going where no Navy League Cadet Corps has gone before! We will talk about space, spacecraft, share cool videos and creations that will inspire the future naval navigators and astronauts!
Launch date: Friday, 2 April 2021 Build your spacecraft! How would you like to be the chief engineer for an important NASA mission? In this activity, you get to design the latest and greatest satellite. Your satellite could help study things happening on Earth, take pictures of planets in our solar system, keep an eye on our sun, or even find planets elsewhere in the universe!
We want you to build a space craft with materials around your house. Paint it, decorate it, be very creative! To present it, you can take pictures and prepare a Powerpoint or Google Slide, or a cool video, explaining what your spacecraft is and what it does! Use lots of details! You can also do a little video like the one below! | aerospace |
https://easttexasradio.com/small-plane-crashes-in-harrison-county/ | 2021-09-21T05:47:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057158.19/warc/CC-MAIN-20210921041059-20210921071059-00214.warc.gz | 0.98928 | 146 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__58230439 | en | Troopers are currently on the scene of a small plane crash on Mission Creek Road in Longview, Harrison County. The pilot has been identified as Randall Coggin, 74, of Longview who advised that he had made repairs to the plane and was testing it when he experienced engine failure and made a hard landing. The aircraft took off from a private runway approximately two miles from the crash site. Coggin and his passenger Coby Melvin, 67, of Longview were treated and released at the scene. Officials from the NTSB and FAA are en route to the scene for further investigation. The plane has been identified as a 1946 Sivair Luscombe 9A with a tail number of N72 066. | aerospace |
https://ana.flight-status.info/nh-879 | 2023-06-11T01:57:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646652.16/warc/CC-MAIN-20230610233020-20230611023020-00095.warc.gz | 0.827094 | 455 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__39679689 | en | Check your Flight status ANA
All Nippon Airways NH 879 Flight Status Today
NH879 flight from Tokyo to Sydney, Australia
International flight ANA NH879 from Tokyo (HND) Japan to Sydney (SYD) Australia operated by All Nippon Airways. Scheduled time of departure from Haneda Airport is 22:20 11 June 2023 Asia/Tokyo and scheduled time of arrival in Sydney Airport is 08:55 12 June 2023 Australia/Sydney. The duration of the flight is 9 hours 35 minutes.
- Type: International Flight
- Code Shares: NZ 4159, TK 8336
- Flight Duration: 9 hours 35 minutes
- Flight Distance: 7783 kms / 4836 miles
- All Nippon Airways
- IATA: NH
- ICAO: ANA
- Operating Days: Wednesday, Thursday, Friday, Saturday, Sunday
- Service type: Normal passenger
- Seats: 270
- Freight capacity: 40.2 tons
- Passenger classes: First Class, Economy, Business Class, Shuttle
- Aircraft: Boeing 787-9
- Callsign: F-YBAM1
- Departure Timezone: Asia/Tokyo
- Arrival Timezone: Australia/Sydney
- Current Time in Tokyo: Sunday 2023-06-11 10:57 AM
- Current Time in Sydney: Sunday 2023-06-11 11:57 AM
ANA NH879 on other days
Frequently asked questions, answered
How long is the flight from Tokyo to Sydney?
On average, nonstop flight takes 9 hour(s) 35 minutes, with the flight distance of 7783 km (4836 miles).
What type of aircraft is used for the NH879 flight?
All NH879 flights are operated using Boeing 787-9 aircraft.
Which terminal the flight NH879 is arriving at?
Flight NH879 arrives in Sydney Airport at Terminal 1.
How many NH879 flights are operated a week?
5 flights per week. The Flight NH879 is operated on Wednesday, Thursday, Friday, Saturday, Sunday. | aerospace |
https://myemail.constantcontact.com/ISEC-eNewsletter---February-2016.html?soid=1102506131063&aid=v6WjyxdpGHg | 2019-08-23T07:25:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027318011.89/warc/CC-MAIN-20190823062005-20190823084005-00272.warc.gz | 0.918227 | 2,434 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__180606178 | en | The official newsletter of the International Space Elevator Consortium (ISEC)
Our mission statement:
"...ISEC promotes the development, construction and operation of a space elevator as a revolutionary and efficient way to space for all humanity..."
Welcome to the February, 2016 edition of the ISEC Newsletter.
This is a very full issue, reflecting the fact that ISEC activity is beginning to uptick for the year. Included are the official announcement for the 2016 ISEC Space Elevator Conference (including a Call for Papers), an announcement extending the ongoing Membership drive for one more week, the President's Corner discussing the terminology that is being more and more commonly used when discussing a space elevator and the latest Research column.
Also included is the first installment of the ISEC "Help Wanted" page - a place where you can learn specifically how you can help make a space elevator happen and a call for papers for upcoming issues of CLIMB and Via Ad Astra.
If you want to help us make a space elevator happen, JOIN ISEC and get involved! A space elevator would truly revolutionize life on earth and open up the solar system and beyond to all of us.
And please don't forget to LIKE US on
, FOLLOW US on
and enjoy the photos and videos that we've posted on
- all under our Social Identity of ISECdotORG.
Membership Drive Extended!
ISEC is very pleased to announce its third annual membership drive will be extended through March 5th, 2016. Until then, new members may join and current members can renew at a reduced rate!
Those who join or renew at the Professional level will only have to pay $58, a $10 discount from the normal $68 rate. Professional level members are entitled to receive the print version of any issue of CLIMB, the Space Elevator Journal, or Via Ad Astra, the Space Elevator Magazine or any ISEC Report.
Those who join or renew at the Student level will only have to pay $20, a $5 discount from the normal $25 rate. Student level members are entitled to receive the electronic version of any issue of CLIMB or Via Ad Astra or any ISEC Report.
So, take advantage of the reduced rates, visit the ISEC member join/renew page and join or renew your membership now!
| The President's Corner
Terminology is an important area that has not yet been focused upon. The following summary of a lexicon of space elevator terms should help all of us communicate via common usage. Recently, the International Academy of Astronautics and the ISEC have agreed to develop a common lexicon, with the following terms as a starting point. Please provide feedback with new terms or enhancements for these many terms describing the space elevator infrastructure.
Keep Climbing my Friends -- Pete Swan
- Apex Anchor Node - 96,000 to 100,000 km
- Mars Gate - release at 57,000 km
- Moon gate (Lunar) - release at 47,000 km
- GEO node [36,000 km]
- LEO gate release at 24,000 km to ellipse
- Lunar Gravity Center - at 8,900 km
- Mars Gravity Center - at 3,900 km
- Tether Climbers
- Earth Port - complex along the equator
- Earth Terminus - anchor for tether
- Floating Operations platform
- Headquarters and Primary Operations Center
| Announcing the 2016 ISEC Space Elevator Conference!
ISEC is very pleased to announce the 2016 ISEC Space Elevator Conference, once again to be held at Seattle, Washington's
Museum of Flight
. From the
"The International Space Elevator Consortium presents the 2016 Space Elevator Conference to be held August 19th through August 21st, 2016 at the Museum of Flight, Seattle, Washington with the Family Science Fest on Saturday, August 20th.
The theme of this year's conference is the "Apex Anchor, Geo Node, and Communication Architecture." The three-day technical conference will engage an international audience of scientists, engineers, educators, managers, entrepreneurs, enthusiasts, and students in discussions of space elevator development including Technology, Business and Operations, Outreach, and Legal topics. More details of this year's technical conference program will be posted on the conference website (http://spaceelevatorconference.org) with registration opening March 2016.
The Family Science Fest portion of the conference will be held Saturday, August 20th. This event is in tandem with the technical conference and is included in the Museum of Flight admission price. The Family Science Fest includes a youth robotics competition, public Space Elevator 101 and 201 presentations, exhibits from universities, science organizations, and science clubs, and much more. This is a great event for the whole family while you explore the Museum of Flight.
Many thanks to our annual "GEO" level sponsors, the Museum of Flight and Microsoft Corporation, for their ongoing support for this conference."
Every year this conference gets bigger and better and this year will be no exception. Registration will be open soon - be there or be square!
| The Research Lab
The tether and climbers will pass through Earth's radiation belts and the solar wind beyond the magnetopause. They will as a result be exposed to large fluxes of charged particles which pose a radiation hazard to humans, electronics and materials. In order to estimate this hazard in terms of dose to passengers, cargo, equipment and the tether, it is essential to have a comprehensive model of the radiation field throughout the range of tether and climber motions.
Detailed simulations of the effects of penetrating radiation on various materials will be required in order to understand increased cancer and morbidity rates in humans, single event effects in electronics and material degradation in the tether and climbers. Simulations of passive and active shielding arrangements for the climbers and of radiation hardening schemes for sensitive electronics must be done, and the results factored into climber and tether design. The particle flux near the tether will also affect the electrodynamic forces it sees, thus coupling closely to its motion via the charging mechanism.
The main objectives are as follows:
- A complete model of Earth's radiation field from the surface to 17 Earth radii
- Estimate of effect on sensitive electronics in terms of percentage increase in single event upsets or other single event effects
- Calculation of induced activities in all materials used in the tether and climbers
- A simulation of the tether's electrical charging along its full length due to the radiation field
- For various combinations of active and passive shielding designs, simulations of the radiation field inside the climber (see item 2)
Call for Papers
ISEC is now accepting papers for Volume 3 of CLIMB, the Space Elevator Journal and Volume 2 of Via Ad Astra, the Space Elevator Magazine.
CLIMB is a peer-reviewed Journal containing articles of a scientific or engineering nature that are related to the space elevator or to technologies that will be needed to develop and/or operate a space elevator. A Technical Review committee will work with the authors to ensure that the rigorous standards set in Volumes 1 and 2 of CLIMB are maintained.
Via Ad Astra is a magazine devoted to any and all types of articles which relate to a space elevator. Such articles can be technical in nature, but can also be historical information, interviews, fiction, artwork, poetry and anything else that the Editorial review team for Via Ad Astra believes would appeal to a more general audience.
Please visit the ISEC website for more details on submission guidelines for CLIMB and Via Ad Astra.
| Help Wanted - Publicity Director
ISEC is looking for a new Publicity Director - are you interested? Responsibilities for this position include:
- Update web content at www.isec.org
- Creation of the monthly ISEC Newsletter
- Update of ISEC's Facebook Page, Twitter Feeds and Flickr and Vimeo accounts
- Sending out Publicity Announcements as appropriate
- Whatever else you can think of to get the word out!
- Creation of a Publicity 'status report' to be presented to at the monthly Board of Directors meetings
This person will report to the President of ISEC and will be required to attend (via Conference call) the monthly ISEC Board meetings.
If you want to help in the effort to build a space elevator but may not have the 'technical chops' to contribute on the science or engineering side, this position could be perfect for you. If you are interested, please contact
National Space Society
Update - "
The annual International Space Development Conference (ISDC) is the keynote event of the National Space Society (NSS), bringing together leading managers, engineers, scientists, educators, and business people from civilian, military, commercial, entrepreneurial, and grassroots advocacy space sectors. ISDC has been held in various locations throughout North America since 1982, featuring renowned speakers such as Buzz Aldrin, Eric Anderson, Charles Bolden, Neil deGrasse Tyson, Peter Diamandis, Lori Garver, Richard Garriott, Bill Nye, Elon Musk, Seth Shostak, Simon 'Pete' Worden, and many others. ISDC also features plenary talks, keynote speakers, multi-disciplinary tracks, exhibit hall, design contests, book signing, and more.
|What is ISEC?
The International Space Elevator Consortium (ISEC) is the result of a coming-together of many leading figures and organizations who have worked long and hard over many years to promote the concept of a Space Elevator. With organizational members in the United States, Europe and Japan and individual members from around the world, ISEC's goal is nothing less than to get a Space Elevator built.
Our Mission Statement says it all:
"ISEC promotes the development, construction and operation of a space elevator as a revolutionary and efficient way to space for all humanity"
Each year we adopt a theme which we use to focus our activities for that year. For 2009-2010, our theme was
Space Debris Mitigation - Space Elevator Survivability
. For 2010-2011 our theme was
Research and thought targeted towards the goal of a 30 MYuri tether
. For 2011-2012, our theme was
Operating and Maintaining a Space Elevator
. For 2012-2013, our theme was
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https://technologytag.com/japan-gears-up-for-dual-purpose-space-launch-moon-lander-and-x-ray-probe-space/ | 2023-09-24T11:07:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506632.31/warc/CC-MAIN-20230924091344-20230924121344-00460.warc.gz | 0.922458 | 629 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__128914421 | en | Japan readies to launch a dual-purpose mission on Monday at 5:56am (IST), deploying SLIM to showcase precise moon landing techniques and XRISM for enhanced celestial analysis.
Earlier delayed by weather, the Japanese Aerospace Exploration Agency (JAXA) in its latest updates have announced that they are now preparing to load propellants in the spacecraft.
What is the aim of the SLIM lander?
SLIM, or Smart Lander for Investigating Moon, with compact lunar probes will attempt to pinpoint landing. Called, ‘Moon Snipper’ in the Japanese language, it has lightweight equipment for advanced observations and adaptable landings on resource-scarce planets, advancing exploration strategies.
The most important aim of the lander is to demonstrate precise landing. The Japanese space agency says the landing accuracy is within 100m. The landing area of Chandrayaan 3 was set to an area of 4 km x 2.4 km.
“By creating the SLIM lander humans will make a qualitative shift towards being able to land where we want and not just where it is easy to land, as had been the case before,” says JAXA.
What are the objectives of the XRISM X-ray calorimeter?
The X-Ray Imaging and Spectroscopy Mission (XRISM) X-ray calorimeter aims to capture minuscule temperature changes and decode celestial chemical signatures. Unlike conventional observatories, XRISM seeks to study extended objects, focusing on galaxy evolution and black hole interactions.
XRISM launch marks the fourth attempt
XRISM marks Japan’s fourth venture into X-ray calorimetry in space. The initial attempt, in 2000, ended in a satellite crash post-launch. Subsequently, a Suzaku probe’s calorimeter failed due to helium loss, impairing its sensors.
In 2016, JAXA launched ASTRO-H, later named Hitomi. Mere weeks later, a software glitch disrupted…
Ad Amazon : The reality of UFOs and extraterrestrials is here for those with the courage to examine it. We are not alone! We are only one of many different humanoids in a universe teeming with other intelligent life? | aerospace |
https://feedback.bistudio.com/T82749 | 2020-09-26T13:07:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400241093.64/warc/CC-MAIN-20200926102645-20200926132645-00052.warc.gz | 0.856279 | 81 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__172755284 | en | Helicopter crew (gunners) wears Helicopter pilot helmets, not one for rest of the crew.
- Legacy ID
Place any helicopter
I have noticed this, too.
The gunners, for example in the ghosthawk, do not wear their recommended full-face protection helmets.
This gives them less protection and makes the full-face helmets pretty much unused by the AI. | aerospace |
https://news.metroairvirtual.com/2014/01/07/expanded-winter-charters-from-chicago/ | 2021-05-18T23:56:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989874.84/warc/CC-MAIN-20210518222121-20210519012121-00562.warc.gz | 0.8586 | 140 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__129066007 | en | KANSAS CITY, MO- Beginning January 6, 2014, Metro Air is expanding our winter charter flights to include 6 warm and sunny destinations from Chicago Midway. We’re adding nonstop flights to Cabo San Lucas (SJD), Cancun, Montego Bay, Nassau, Punta Cana, and St. Maarten. All routes will be flown with our Boeing 757 utilizing flight numbers 8624-8629.
These routes are currently slated to run through May, and will be transferred to Chicago O’hare when all scheduled operations switch airports.
*Flap 5 departures prohibited from MDW
*De-rated takeoffs prohibited from MDW | aerospace |
https://www.magzter.com/article/Technology/Mac-Life/DJI-Mavic-Mini | 2020-11-24T07:45:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141171126.6/warc/CC-MAIN-20201124053841-20201124083841-00294.warc.gz | 0.908949 | 200 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__17599697 | en | $399 From DJI, amazon.com
Features Three–axis gimbal, GPS Precise Hover, 30–minute maximum flight time, microSD card
Video and stills both look fantastic, even if the drone is being buffered by the elements.
DJI’s latest addition to its fleet is aimed at bringing drones to the masses, thanks to a lower price and a tiny weight of 0.5lb.
That weight includes the battery and microSD card (32GB included). Like bigger Mavic drones, it’s foldable, so it becomes dinky enough to carry around with ease at just 6.3 inches long, eight inches wide and 2.2 inches tall.
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READ THE ENTIRE ISSUE | aerospace |
http://americanlivewire.com/2015-05-27-nasa-takes-first-step-determining-if-life-could-exist-on-europa/ | 2018-12-18T20:29:43 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829568.86/warc/CC-MAIN-20181218184418-20181218210417-00043.warc.gz | 0.907148 | 424 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__211533972 | en | NASA has taken the first steps towards trying to determine whether Jupiter’s icy moon, Europa, has conditions that could support life.
Nine instruments and sensors have been selected for the spacecraft that will try to determine if a briny ocean hidden beneath Europa’s frozen crust and whether temperatures on this elusive moon would allow some forms of life to exist, the U.S. space agency stated.
The agency’s fiscal year 2016 budget request includes $30 million to plan a mission to Europa with a solar-powered spacecraft by the year 2022.
The unnamed spacecraft would go into a long, looping orbit around Jupiter, performing 45 close flybys of Europa over the span of three years at altitudes ranging from 25 kilometers to 2,700 kilometers (16 miles to 1,700 miles).
The instruments selected include a set of cameras and spectrometers to produce high-resolution images of Europa’s surface and determine its chemical composition, as well as that of what appear to be plumes of water shooting from the icy surface, detected in 2012 by the Hubble space telescope, Fox News reported.
If the geyser-like plumes do exist – the streams of salt water shooting up to 200 kilometers (130 miles) high – Europa would become one of the best candidates to harbor some type of extraterrestrial life.
NASA’s spacecraft will also be equipped with ice-penetrating radar that will determine the thickness of the moon’s icy shell and search for subsurface lakes similar to that which exist below Antarctica.
A magnetometer will measure the strength and direction of Europa’s magnetic field, allowing scientists to determine the depth and salinity of its ocean, Fox News reported.
“This is a giant step in our search for oases that could support life in our own celestial backyard,” Curt Niebur, Europa program scientist at NASA Headquarters in Washington, said. “We’re confident that this versatile set of science instruments will produce exciting discoveries on a much-anticipated mission.” EFE. | aerospace |
https://www.ksl.com/article/33222855 | 2024-02-23T18:09:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474440.42/warc/CC-MAIN-20240223153350-20240223183350-00514.warc.gz | 0.935058 | 337 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__9251777 | en | Estimated read time: 1-2 minutes
This archived news story is available only for your personal, non-commercial use. Information in the story may be outdated or superseded by additional information. Reading or replaying the story in its archived form does not constitute a republication of the story.
ATLANTA (AP) — Law enforcement officials found no bombs on two planes at Atlanta's main airport after authorities received what they considered credible threats, FBI spokesman Stephen Emmett said.
The threats targeted Southwest Airlines Flight 2492, which arrived at Atlanta from Milwaukee, and Delta Air Lines Flight 1156, which arrived from Portland, Oregon, said Reese McCranie, a spokesman for Hartsfield-Jackson Atlanta International Airport. Both planes landed safely.
The passengers were taken off the aircraft, and police bomb and K-9 teams examined both planes, authorities said.
The threats were posted on the social media network Twitter, said Preston Schlachter, a spokesman for the North American Aerospace Defense Command. After being alerted, military officials sent two F-16 fighter jets from a base in South Carolina to escort the commercial aircraft to Atlanta.
Upon landing, the Southwest Airlines flight taxied to a remote area where the passengers and the aircraft were rescreened, company officials said in a statement.
"Our top priority is the safety of our customers and employees," Southwest officials said. "We cannot comment on the nature of the security situation."
Follow Ray Henry on Twitter: http://twitter.com/rhenryAP.
Copyright © The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed. | aerospace |
https://www.gulf-times.com/stories/t/28938/0/Drone | 2019-07-17T20:52:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525402.30/warc/CC-MAIN-20190717201828-20190717223828-00503.warc.gz | 0.94918 | 420 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__209784987 | en | A French tourist has been arrested for flying a drone near Myanmar's parliament in the capital Naypyidaw, the French embassy and local police confirmed Monday, under a law that could see him imprisoned for up to three years.
EasyJet lost 15 million pounds ($19.3 million) in the 36 hours of travel chaos sparked by drones flying into London's Gatwick Airport in December, the budget airline said on Tuesday.
Airport operators need do more to counter the illegal use of drones after flights were disrupted at Heathrow and Gatwick, Prime Minister Theresa May's de-facto deputy said on Wednesday.
Australia will introduce new surveillance technology for a ‘crackdown’ on drones next year, aviation authorities said Monday, as concerns mount over their increasing prevalence in public areas.
A man and a woman arrested over the drone disruption that brought Christmas getaway flights to a standstill at London's Gatwick Airport were released without charge on Sunday, police said.
Two people were arrested in connection with the ‘criminal use of drones’ at London Gatwick Airport, police said Saturday, after three days of disruption affected tens of thousands of passengers ...
London's Gatwick Airport reopened on Friday after a mystery saboteur wrought 36 hours of travel chaos for more than 100,000 Christmas travellers by using drones to play cat-and-mouse with police snipers and the army.
A mystery drone operator's success in shutting down Britain's second busiest airport for more than 36 hours has exposed the vulnerability of others across the world to saboteurs armed with such cheap and easily available devices.
London Gatwick Airport was forced to suspend all flights Thursday due to drones flying over the airfield, causing misery for tens of thousands of stuck passengers just days before Christmas.
A Cambodian court jailed an Australian filmmaker for six years on Friday after finding him guilty of espionage for flying a drone over an opposition party rally.
Israel intercepted a drone launched from Syria with a Patriot missile on Wednesday, setting off sirens in the occupied Golan Heights, the army said. | aerospace |
http://www.dover.af.mil/news/story.asp?id=123464822 | 2016-05-26T16:25:25 | s3://commoncrawl/crawl-data/CC-MAIN-2016-22/segments/1464049276131.38/warc/CC-MAIN-20160524002116-00243-ip-10-185-217-139.ec2.internal.warc.gz | 0.939618 | 1,678 | CC-MAIN-2016-22 | webtext-fineweb__CC-MAIN-2016-22__0__78865677 | en | A Team Dover C-5M Super Galaxy undergoes a Maintenance Steering Group-3 Major inspection Dec. 2, 2015, in the isochronal dock of the 436th Maintenance Squadron at Dover Air Force Base, Del. A major ISO inspection takes approximately 55 days and more than 100 maintainers can be working on the aircraft at any given time. (U.S. Air Force photo/Senior Airman William Johnson)
Airman 1st Class Jesse Gordon, 436th Maintenance Squadron crew chief, removes coder pins from an aero seal on a C-5M Super Galaxy during a Maintenance Steering Group-3 Major inspection Dec. 2, 2015, in the isochronal dock at Dover Air Force Base, Del. The ISO dock at Dover AFB is the only maintenance dock in the Air Force capable of performing MSG-3 inspections of C-5 aircraft. (U.S. Air Force photo/Senior Airman William Johnson)
Staff Sgt. Tim Walker, 436th Maintenance Squadron gear area lead, uses a Johnson Bar to remove a stripped screw from an auxiliary power unit exhaust duct fairing panel from a C-5M Super Galaxy as it undergoes a Maintenance Steering Group-3 Major inspection in the isochronal dock Dec. 2, 2015, at Dover Air Force Base, Del. The entire exhaust duct work was being replaced during the inspection. (U.S. Air Force photo/Senior Airman William Johnson)
Tech. Sgt. Kevin Taylor, 436th Maintenance Squadron isochronal dock floor chief, oversees as Airmen remove the flight deck access ladder from a C-5M Super Galaxy during a Maintenance Steering Group-3 Major inspection Dec. 2, 2015, at Dover Air Force Base, Del. The ladder was being removed so maintainers could make repairs to the ladder’s guide tracks. (U.S. Air Force photo/Senior Airman William Johnson)
Jason Smith, 512th Maintenance Squadron floor chief, checks the oil on a diesel motor that provides power to the maintenance stands in the isochronal dock Dec. 2, 2015, at Dover Air Force Base, Del. Smith has been performing isochronal inspections for more than 27 years and has worked on every C-5 flying in the Air Force today. (U.S. Air Force photo/Senior Airman William Johnson)
Maintainers from the 436th Maintenance Squadron isochronal dock remove an aft load complex center door from a C-5M Super Galaxy during a Maintenance Steering Group-3 Major inspection Dec. 2, 2015, at Dover Air Force Base, Del. Once removed, sheet metal workers inspect the door for any discrepancies or hazards associated with the door and connecting pieces. (U.S. Air Force photo/Senior Airman William Johnson)
Mike Kuberski, left, and John Luke, right, both 436th Maintenance Squadron sheet metal mechanics, scrape sealant off of a trailing edge panel from a C-5M Super Galaxy wing during a Maintenance Steering Group-3 Major inspection Dec. 2, 2015, in the isochronal dock at Dover Air Force Base, Del. The new panel was installed and resealed during the inspection. (U.S. Air Force photo/Senior Airman William Johnson)
Dents on a C-5M Super Galaxy are circled and measured while the aircraft undergoes a MSG-3 Major inspection Dec. 2, 2015, in the isochronal dock at Dover Air Force Base, Del. Once identified, dents are patched and repaired during the inspection. (U.S. Air Force photo/Senior Airman William Johnson)
by Senior Airman William Johnson
436th Airlift Wing Public Affairs
12/7/2015 - DOVER AIR FORCE BASE, Del. -- The 436th Maintenance Squadron Isochronal (ISO) Maintenance Dock helps keep the largest aircraft in the Air Force inventory, the C-5 Galaxy, in the air to deliver cargo, combat equipment and humanitarian relief supplies to anywhere in the world whenever called upon.
In an effort to maximize the lifespan of the C-5 fleet, the aircraft goes through a series of inspections that vary in recurrence and depth; pre-flight, home-station check, Maintenance Steering Group-3 Minor, MSG-3 Major and Programmed Depot Maintenance.
All C-5 aircraft in the inventory undergo an eight-year scheduled maintenance timeline through the MSG-3 process. The cycle for these inspections goes as such: Programmed Depot Maintenance, Minor ISO, Major ISO, Minor ISO then starting back at PDM. Each inspection is two years apart and continues for the lifecycle of the weapon system. Dover AFB has the only facility in the Air Force that is able to conduct Major ISO inspections.
The MSG-3 Major inspection takes approximately 55 days, depending on what services and repairs the aircraft needs. Maj. James Wall, 436th MXS commander, said at the 55-day rate, the ISO dock is able to turn out nine aircraft a year, which keeps the entire C-5 fleet on its eight year maintenance cycle.
During an ISO inspection, aircraft maintainers strip down the C-5 looking for any deficiencies, faults, cracks or any other problem in every system and of the aircraft.
First Lt. J. Spada, 436th MXS maintenance flight commander, said it is critical that all maintenance is performed right the first time during a major-level inspection. If something is missed during a major-level inspection, the aircraft could suffer until it undergoes another major- or depot-level inspection.
"The biggest difference between a major and a minor inspection is the amount of depot-level work that is done during the major inspection," said Spada. "We also check up on critical systems that have a high failure rate and perform a lot of preventative maintenance that has shown, if done in a four year interval, it will help the aircraft become more reliable as it progresses on."
With so much riding on these major inspections, there is little-to-no room for error. That is why Wall said it takes a special type of maintainer to work in the one-of-a-kind facility.
"As far as C-5s go, the most industrialized maintenance facility in the Air Force I would argue is the ISO dock here," said Wall. "The technicians that conduct the major ISO inspections are of a higher caliber maintainer and they have to be because of the environment that they are working in."
Tech. Sgt. Kevin Taylor, 436th MXS ISO dock floor chief, is one of those elite maintainers and helps recruit Airmen to work in the ISO dock. Taylor said typically C-5 crew chiefs are recruited for the job, but there are a host of other specialties that Airmen fill.
"There is more complicated maintenance in a major inspection than you'll find anywhere else at a field-level facility," said Taylor. "Because of the technical difficulties that we see during a major ISO, we have to vet and obtain only the best specialists and crew chiefs to work in this dock."
Approximately 30 Airmen from the 436th MXS have also been assigned to work at the 439th Airlift Wing at Westover Air Reserve Base, Massachusetts. The integration of the two wings began in 2008 as a measure to assist the 439th MXS with minor ISO inspections of the entire Air Force's C-5 fleet.
"Prior to 2008, the average Westover minor ISO inspection took 40-plus days to accomplish," said Master Sgt. Peter Michaud, 436th MXS Operation Location Alpha detachment chief. "With the integration of the 436th MXS OLA, 439th MXS and the advent of the MSG-3 process, the ISO was reduced by 26 days down to an 18 day average."
With recent upgrades to the C-5M Super Galaxy, the Air Force projects having C-5s in their fleet beyond 2040. However, it will be the responsibility of the Airmen in the 436th MXS ISO dock to ensure the C-5s see that date. | aerospace |
https://www.meatspace.cz/en/venues/flight-simulator-l410/ | 2020-04-10T19:05:29 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370511408.40/warc/CC-MAIN-20200410173109-20200410203609-00165.warc.gz | 0.886725 | 98 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__215997951 | en | Space with a real piece of the L410
Reconstructed airplane simulator space made of the real piece of Czech L410 is very suitable for corporate parties, teambuilding or important events for your clients.
Shared space for work, networking and social events
A multifunctional haven for all creative souls
Independent modern space honors freedom and volition
The premises of the former laundry room
Coworking space in Smichov.
The largest planetarium in the Czech Republic | aerospace |
https://asiatimes.com/2019/01/the-great-gig-in-the-sky-china-on-the-dark-side-of-the-moon/ | 2023-09-21T10:02:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233505362.29/warc/CC-MAIN-20230921073711-20230921103711-00676.warc.gz | 0.935826 | 393 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__164872343 | en | A Chinese lunar rover landed on the dark side of the moon at 10:26am on Thursday, Beijing time, marking the start of the first exploration of a place that cannot be seen from Earth.
This remarkable yet uneventful landing will boost Beijing’s ambitions of becoming a space superpower.
The Chang’e-4 probe, a program named after the Chinese goddess of the moon, landed and sent a close-up photo of the far side of the moon back to ground control via the Queqiao communication relay satellite.
Unlike the near side of the moon that always faces the Earth and offers many flat areas to touch down on, the far side, or dark side, is mountainous and rugged.
This portion of the moon has never been reached by a man-made probe before, neither by the United States nor the former Soviet Union, even during the golden era of lunar exploration in the 1960-70s when the United States landed men on the other side of the moon.
Beijing has been pouring billions of yuan into its lofty space program, whose technologies can easily be tapped by the Chinese military. Key goals include catapulting a permanent space station into orbit by 2022 and eventually sending men to the moon.
The lunar probe was launched in December 2017 from Xichang launch center in Sichuan province. It was the second Chinese probe to land on the moon, following the Yutu, or Jade Rabbit, rover mission in 2013.
The Chang’e-4 probe is carrying six experimental payloads from China and four from abroad and includes low-frequency radio astronomical studies – aiming to take advantage of the lack of interference on the far side, according to Xinhua.
Chinese version: 嫦娥四號成功著陸月球背面
Read more: So far so good for Chinese lunar probe | aerospace |
http://www.hariyanavidyamandir.org/?option=com_k2&view=itemlist&task=user&id=162724 | 2019-07-16T07:59:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524517.31/warc/CC-MAIN-20190716075153-20190716101153-00070.warc.gz | 0.873335 | 995 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__53425820 | en | eBook Astronauts in Trouble, No. 1 [id:mft503a] download or read
Last checked: 1 Hour ago!
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http://justmeans.com/article/study-looks-at-biofuel-for-flights-out-of-sea-tac | 2020-07-11T14:43:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655933254.67/warc/CC-MAIN-20200711130351-20200711160351-00223.warc.gz | 0.935546 | 107 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__173277811 | en | Study Looks at Biofuel for Flights Out of Sea-Tac
Originally published on www.seattlepi.com.
Sea-Tac Airport could become one of the first major U.S. airports to start using biofuel for every flight that leaves its tarmac.
That’s the lofty goal that drove a study released yesterday on how to build the infrastructure needed to get aviation biofuel into Sea-Tac’s fuel supply.
Read more on www.seattlepi.com. | aerospace |
https://ananoticias.com/2019/12/23/translated-from-spanish-boeing-capsule-returns-to-earth-after-failed-mission/ | 2021-07-24T02:10:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046150067.87/warc/CC-MAIN-20210724001211-20210724031211-00150.warc.gz | 0.956083 | 240 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__124876129 | en | CAÑAVERAL CABO, Florida, USA (AP) — Boeing grounded its space capsule in the New Mexico desert on Sunday after an aborted flight to the International Space Station that jeopardizes its efforts to transport astronauts to NASA the year Next. The Starliner descended on the White Sands military missile camp before dawn, after a demonstration that was due to last more than a week. The three main parachutes opened at the same time as the airbags were inflated to reduce the impact.
«Congratulations, Starliner,» Mission Control said, considering that the descent had been successful. A doll named Rosie occupied the commander’s seat. With it they returned Christmas gifts, clothes and food to be delivered to the space station crew. After the interruption of the first test flight and the cancellation of the docking on the space station due to the failure of a clock in the capsule, Boeing employees reacted with relief to the return of the Starliner.The first space voyage of the capsule began with a successful launch from Cape Canaveral on Friday. But after half an hour, he didn’t light his rocket boosters to chase the space station and ended up in the wrong orbit. | aerospace |
https://space.nss.org/the-space-economy-symposium/ | 2023-12-08T06:16:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100724.48/warc/CC-MAIN-20231208045320-20231208075320-00592.warc.gz | 0.962689 | 153 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__154984008 | en | I attended a half-day symposium on The Space Economy at the U.S. Chamber of Commerce on Friday.
The state of the Space economy is good. It has flattening because of maturing markets, such as GPS receivers which are cost less this year than last and because of the issues in the overall economy. The Satellite Revenue has increase 16% year over year and government funding has provided stability.
Research and development is important for our future in space. DARPA should be used as a model since it cancels nonperforming projects and it stimulates development on the cutting edge. Two areas panelist thought needed government funded research were for the development of large liquid fueled rocket engines and satellite to satellite links.
Other views of the Space Economy Symposium | aerospace |
https://planeworlds.com/antonov-an-140/ | 2021-04-15T04:54:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038083007.51/warc/CC-MAIN-20210415035637-20210415065637-00595.warc.gz | 0.929645 | 965 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__244143 | en | The start of the An-140 program was announced in June 1993 at the 40th International Aerospace Salon in Le Bourget – General Designer P.V. Balabuev for the first time officially announced the start of work on a new An-140 passenger aircraft.
In April 1994, it was planned that the An-140 would surpass the performance of the An-24 in basic parameters.
The task was extremely clear – the aircraft should be simple, as reliable as possible, comfortable for passengers and crew, convenient to operate, and cheap to manufacture.
In February 1994, the An-140 program received the status of the State.
The regional An-140 was first presented to the international public at the international aerospace exhibition Farnborough International 2002, held in July 2002 in Farnborough, a suburb of London. The new aircraft also successfully passed repeated tests of tough operation. At the end of 2002, at the Air China 2002 exhibition in the Chinese province of Juhai, the An-140 and An-74TK-300 aircraft made their first extra-long flight with a length of 20,635 kilometers in 54 hours, setting a kind of record for regional air transport of its category. The aircraft successfully crossed the route Kharkiv (Ukraine) – Kish Island (Iran) – Bombay (India) – Calcutta (India) – Bangkok (Thailand) – Juhai (China) – Bangkok (Thailand) – Calcutta (India) – Bombay (India) – Ras Al Khaimah (UAE) – Kharkiv.)
The all-metal An-140 is a twin-engine monoplane with a highly located non-swept wing and a three-post wheeled landing gear retractable in flight. The aircraft fuselage has a circular cross-section and is divided into a crew cabin, a passenger (cargo) cabin, designed to carry 46-52 passengers, and a rear luggage compartment with a volume of 6 m3 located in the tail. An underground cargo compartment with a volume of 3 m3 located under the floor of the cargo compartment can also be used for cargo placement.
The aircraft has an off-road chassis with low-pressure pneumatics. In-flight, the front landing gear retracts into the fuselage and the main struts – into the fairings located on both sides of the fuselage.
The engines of the power plant are installed in nacelles under the wing. It is planned to equip the aircraft with two turboprop engines TVZ-117 VMA-SB2M with a capacity of 2500 liters. with. each developed by NPP them. V.Ya. Klimova (Russian Federation) and Motor-Sich (Ukraine) software, or engines of the American company Pratt & Whitney PW-127A, about the same power.
The aircraft also has an auxiliary power unit located in the rear of the fuselage and providing autonomous operation of the aircraft at unequipped airfields.
The design of the aircraft in its structural and technological solutions has a high continuity concerning the design of the aircraft An-72, An-74, and An-24. So, the main range of materials and semi-finished products used in the design of airframes and systems is a traditional and mastered aviation industry.
- An-140: first serial modification.
- An-140T: military transport aircraft for transportation and landing of military equipment, cargo, and paratroopers, as well as for the transport of goods in containers or packed on pallets.
- An-140TK: convertible passenger-and-freight aircraft intended for passenger, freight and passenger-and-freight transportation on regional airlines
- An-140-100: passenger aircraft for the transportation of 52 passengers or the simultaneous transportation of passengers and goods in various combinations on airlines with a length of 1,700 – 3,600 km.
- Modification An-140-100
- Wingspan, m 25.505
- The length of the aircraft, m 22.605
- The height of the aircraft, m 8.232
- Wing Area, m2 51.00
- Weight kg empty 13100; maximum take-off 21500; fuel 4522
- Engine type 2 TVD TVZ-117VMA-SBM1
- Horsepower 2 x 2500
- Max. cruising speed, km / h 533
- Ferry range, km 3680
- Practical range, km with a maximum load of 1300; with 52 passengers 2340
- Practical ceiling, m 7600
- Crew 2
- Payload: 52 passengers or 6,000 kg of cargo. | aerospace |
http://www.aels.nl/ | 2015-09-03T06:45:02 | s3://commoncrawl/crawl-data/CC-MAIN-2015-35/segments/1440645305536.82/warc/CC-MAIN-20150827031505-00167-ip-10-171-96-226.ec2.internal.warc.gz | 0.926542 | 111 | CC-MAIN-2015-35 | webtext-fineweb__CC-MAIN-2015-35__0__44673464 | en | AELS is an AFRA accredited disassembly and dismantling company. Read more how AELS can assist in your tear down project.
AELS manages components from aircraft we disassemble. Check what components we have available, or read more about how you can consign or sell us your aircraft.
AELS recycles materials from dismantled aircraft but also materials from MRO and OEM processes. Check how we can create value from your waste.
Look here if you are interested in (parts of) aircraft for something else than flying or material recycling. | aerospace |
https://www.commsbusiness.co.uk/content/news/freedom-takes-off-with-royal-air-force-museum-contract | 2022-08-16T01:41:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572215.27/warc/CC-MAIN-20220815235954-20220816025954-00178.warc.gz | 0.955376 | 249 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__209652891 | en | As a rapidly growing and popular visitor attraction, The Royal Air Force Museum has two sites and more than 160 employees. Co-ordination between the London and Cosford sites normally involves a 300-mile round trip and often over night stay for a number of the staff
Freedom Communications has installed a high definition video communications solution from LifeSize. The Team-200 and Express-200 units with twin 52” display screens offer an immersive video experience and the ability to share content such as maps and drawings.
The Royal Air Force Museum now has a first class video conferencing solution, which is being used more and more frequently for not just weekly and monthly meetings across the two sites but also for more ad-hoc impromptu cross-site discussions. As result communications are better and travel costs are being kept to a minimum. In addition video conferencing fits with the museum’s environmental agenda.
“Freedom has been excellent throughout the process of migrating our legacy video conferencing system. From the initial contact through delivery and after sales they have been the perfect partner. They even went the extra mile and provided additional training that was beyond their scope.” Sean Penn, Corporate Events Technician at the Royal Air Force Museum | aerospace |
https://www.hanwhasystems.com/en/business/defense/isr.do | 2022-08-14T04:27:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571993.68/warc/CC-MAIN-20220814022847-20220814052847-00195.warc.gz | 0.884045 | 920 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__44732740 | en | ISR Intelligence, Surveillance and Reconnaissance
With its cutting-edge Radar and optronics technologies widely applied to land, sea, air and space platforms,
Hanwha Systems is leading the development of the most secure ISR systems to defend South Korea
C5I Command, Control, Communication, Computer, Cyber and
Hanwha Systems is establishing itself as the leader of Command and Control
businesses, which are the core elements of Network-Centric Warfare.
Hanwha Systems has an unrivalled, in-house R&D capability for naval combat systems.
Also, we are capable of developing Korea’s top level naval sensors,
integrated firing solution and naval unmanned systems.
Hanwha Systems is a leader in aerospace electronics and space business in Korea.
We have a strong in-house R&D capabilities to support system
integration for aerospace devices.
Hanwha Systems is leading the future trend for ground forces’ capabilities based on its mission-oriented,
cutting-edge land combat systems.
Hanwha Systems is providing optimum ILS solutions to cover the entire lifecycle of
weapon systems from the development phase and throughout the system deployment
and maintenance to the maximum satisfaction of the customers.
ISR weapon systems play the role of eyes and ears at the battlefield. Our military customers are using ISR devices mounted on land, naval,
air and space platforms to acquire high resolution, wide area information and perform precision military operations.
By further developing our technological capabilities, Hanwha Systems will provide more intelligent and automated ISR solutions.
Multi-purpose AESA Radar
In Korea, Hanwha Systems alone has the experience and
core technologies for the development of multi-purpose radar systems
for land, sea, air platforms.Read more
One of KFX’s 4 core technologies. Cutting edge electro-optics technologies
are applied to ensure the successful development of the system. Read more
Laser Application System
Space Object Surveillance
- Tracks space objects precisely and predicts their orbits. Read more
- Laser Application System
Using indigenous technology, Hanwha Systems has successfully developed electro-optics devices and radar, the key sensors of weapon systems, thus leading Korea’s ISR area.
The purpose of surveillance & reconnaissance is to gather information on the enemy forces and terrain, identify the enemy forces’ intent and military strength, and secure military superiority.
With its experience in various electro-optics devices and indigenous radar developments capabilities, We are taking the absolute lead in sensor systems development in support of ROK Army/Nave/Air Forces’ surveillance and reconnaissance missions.
Presently, Hanwha Systems is enjoying the dominant position in Korea’s surveillance and reconnaissance field, providing AI aided smart sensors as well as cutting-edge integrated solutions required for the establishment of future unmanned systems.
Going forward, we will focus on the development of core sensors that will be applied to ground, naval, air and space platforms, ushering in the era of 4th Industrial Revolution and contributing to enhancing ROK military’s ISR capabilities.
- Our technology has been applied to various weapon systems. We also developed AESA(Active Electronically Scanned Array) radar, the most advanced radar technology. Now we are capable of developing radars with indigenous technologies in terms of both hardware and software.
Based on more than 40 years of R&D experience in various weapon system developments and strong technology base, Hanwha Systems is offering the customers differentiated values and superb electro-optical products, and gaining the recognition as Korea’ No. 1 electro-optics powerhouse. The main products include land-based optronics products like K21, K2, TAS-815, TAS-1, etc. We are also offering air platform optronics such as KF-21 EOTGP, IRST, etc.
Also, We are leading the electro-optics development for satellite applications now. | aerospace |
https://www.teepublic.com/hoodie/nasda | 2017-11-23T00:42:38 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806708.81/warc/CC-MAIN-20171122233044-20171123013044-00204.warc.gz | 0.751755 | 231 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__58597185 | en | Oh no, your cart is empty. Add something awesome to it!
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National Space Development Agency of Japan Vintage Emblem.
japan, science, scientific, investigation, universe
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https://www.flightlineweekly.com/post/south-african-airways-history-of-the-flying-springbok | 2023-12-10T05:30:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101195.85/warc/CC-MAIN-20231210025335-20231210055335-00713.warc.gz | 0.969574 | 3,138 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__93899117 | en | South African Airways was formed on 1 February 1934 following the acquisition of Union Airways by the South African government. Forty staff members, along with one de Havilland DH.60 Gypsy Moth, one de Havilland DH.80A Puss Moth, three Junkers F.13s, a leased Junkers F13 and Junkers A50 were among the acquired aircraft. Upon acquisition, the government changed the airline's name to South African Airways fell under the control of the South African Railways and Harbours Administration (now Transnet), charter operations started that year.
de Havilland DH.60 Gypsy Moth
de Havilland DH.80A Puss Moth
On 1 February the following year, the carrier acquired Suidwes Lugdiens / South West Airways (now Air Namibia), which had since 1932 been providing a weekly air-mail service between Windhoek and Kimberley. During this time, South African ordered three Junkers JU 52 aircraft, which were delivered in October 1934 and entered service 10 days later.
Junkers JU 52
These aircraft were configured to carry 14 passengers, along with four crew. They enabled thrice-weekly Durban–Johannesburg services, with weekly services on the Durban–East London–Port Elizabeth–George/Mossel Bay–Cape Town route. On 1 July 1935, SAA moved its operations to Rand Airport as it became increasingly obvious that Johannesburg would become the country's aviation hub, which coincided with the launching of Rand–Durban–East London–Port Elizabeth–Cape Town services. From July the following year, a weekly Rand–Kimberley–Beaufort West–Cape Town service commenced; in April 1936, all Rand–Cape Town services were taken over from Imperial Airways. A fourth JU 52 soon joined the fleet.
Orders for a further ten JU 52 aircraft, along with eighteen Junkers JU 86's and seven Airspeed Envoys (four for the airline and three for the South African Air Force) were placed. This raised the number of JU 52s to fourteen, although three older models were sold when deliveries of the newer JU 52s began. The airline experienced a rapid expansion during this time, but also suffered its first accident; one of the newly delivered JU 52s crashed after takeoff from Rand Airport in July 1937, with one reported fatality. From 1 February 1934 until the start of World War II, SAA carried 118,822 passengers, 3,278 tonnes of airmail and 248 tonnes of cargo, which were served by 418 employees. On 24 May 1940, all operations were suspended.
Junkers JU 86
Following the war, frequencies were increased and more routes were opened, which necessitated the conversion of three South African Air Force Envoys to passenger layout. These aircraft would prove to be unsuitable for passenger and cargo services and were returned to the SAAF after the arrival of the Junkers JU 86's. The main aircraft of SAA in the 1930s was the Junkers Ju 52. Other types used in the 1930s included eighteen Junkers Ju 86s, which served from 1937 onwards.
The slow growth continued during the 1940s, though the airline was effectively closed for the duration of World War II. In 1944 SAA began operating 28 Lockheed Lodestars to restart domestic services and by 1948 SAA was operating nineteen examples. These were withdrawn in 1955.
On 10 November 1945, SAA achieved a longtime company goal by operating a route to Europe when an Avro York landed in Bournemouth, England, after the long flight from Palmietfontein Airport near Johannesburg.
These were replaced by the Douglas DC-4 from 1946 onwards, which in turn was replaced by the Lockheed Constellation on international routes in 1950. Also of note in the post-war era was the DC-3 Dakota, of which eight served with SAA, the last example being withdrawn as late as 1970.
From 1946, passengers and cargo carried increased, along with the size of SAA's fleet and staff. As the Skymasters arrived, out went the Avro Yorks, back to BOAC. Air hostesses were introduced in September 1946, at first on domestic routes, then on Springbok Services. The two de Havilland Doves were introduced at the end of the year; these aircraft were utilised on internal services for a short time and were sold within a few years. The 28-seat Vickers Viking served the airline briefly, before being sold to British European Airways.
de Havilland Dove
Palmietfontein Airport replaced Rand Airport as SAA's hub in 1948. In June 1948, SAA began to show films onboard its Skymaster aircraft.
SAA received four Lockheed Constellations, its first pressurised aircraft, in August 1950. They provided scheduled service to London's Heathrow airport. Initially, the route from Johannesburg was flown via Nairobi, Khartoum and Rome. The Constellation's higher speed and longer range enabled fewer stops and greatly reduced the flying time to London.
The jet age arrived in South Africa on 3 May 1952 when a BOAC de Havilland Comet arrived in Palmietfontein after a 24-hour journey from England with five refuelling stops en route. South African chartered two Comets from the British airline; on 4 October 1953, when Comet G-ANAV left London for Johannesburg. On the same day, Tourist Class was introduced on the 58-seater Lockheed Constellation on the Springbok Service. The two chartered aircraft sported both BOAC and SAA titles and logos but were operated by South African crews.
BOAC de Havilland Comet
In 1956 South African Airways introduced the Douglas DC-7B, capable of long-range operations and probably the fastest piston-engine airliner in the world. SAA exploited the aircraft's performance by introducing it on Johannesburg–London with only one stop at Khartoum. This was known as the East Coast express, taking 21 hours to complete, versus BOAC's inaugural Comet flight between the two cities of 24 hours. This later became the West Coast express when the technical stop at Khartoum was transferred to Kano, Nigeria, resulting in a shortened flying of 18 hours. The fortnightly Wallaby service, routed Johannesburg–Mauritius–Cocos Islands–Perth, Australia, started in November 1957.
After a host of accidents involving SAA's and other airlines' Comets, the airline ordered three Boeing 707–320 Intercontinentals on 21 February 1958, with the first delivered on 1 July 1960. Three months after arrival, on 1 October 1960, the Boeing 707 was deployed on the airline's flagship Springbok Service, trimming the flying time to 13 hours. Other changes brought about by the 707 were a livery change, to an orange tail with blue and white markings, as well as improved comfort, range and speed. A 707 replaced the DC-7B on the Wallaby route in 1967; Cocos Islands was dropped, while Sydney became the terminus. Flights to New York, via Rio de Janeiro, started on 23 February 1969 using a 707. The first 707 of SAA landed in Europe in October 1961 with a nine-hour flight to Athens.
The jets arrived during a period when most African countries, except SA's neighbours, denied South African airlines the use of their airspace, necessitating long detours. In 1967 the Skymasters, Constellations and DC-7Bs were being retired, replaced by the Boeing 727 trijet the following year to complement the Boeing 707. The choice of 727 was based on the geography of the destinations to which it would fly; for example, Johannesburg is 1,694 metres (5,558 ft) high and hot, where the 727's wings and other technical capabilities enable it to operate out of such airports.
On 13 March 1968 SAA ordered five Boeing 747-200Bs. The first, Lebombo ( ZS-SAN), was delivered on 22 October 1971 after a 3-stop flight from Seattle. It was placed into service in December and proved very popular.
SAA eventually operated 23 brand-new "Jumbo Jets", including the −200M (first delivered in 1980), −300 (1983), −400, and the long-range Boeing 747SP. The 747SP, especially, was acquired to overcome the refusal of many countries to allow SAA to use their airspace by exploiting its long-range capabilities, as well as to serve lower-density routes which were unsuited to the 747-200.
Six were delivered starting 19 March 1976. To demonstrate the 747SP's performance, one was delivered from Seattle to Cape Town non-stop, an airliner distance record that stood until 1989. The first 747SP arrived in South Africa on 19 March 1976. As the 747 entered service, its smaller siblings, the 707s, were converted to combi – passenger/cargo – configurations, and high-density seating.
SAA opened a route to Asia, with Boeing 707 flights to Hong Kong via an intermediate stop at the Seychelles Islands in June 1974. In 1980, SAA began flights to Taipei using a Boeing 747SP; Mauritius had earlier replaced the Seychelles for the Hong Kong service. South Africa became one of the few countries in the world to recognise the government of the Republic of China on Taiwan.
Because some African countries denied SAA the use their airspace, SAA bypassed the 'bulge' of Africa, usually via Ilha do Sal - a detour of almost 3,000 kilometres (1,900 mi). Another bypass was via Tel Aviv, which doubled the distance and flying time involved. European airlines were allowed to fly over Africa when flying to South Africa, usually via Nairobi and later nonstop.
On 26 December 1980, the last South African Airways Boeing 707 service was operated between Paris and Johannesburg. Its touchdown ended the 20-year career of the 707. The quadjet was replaced by the world's first wide-body twinjet, the Airbus A300, which had entered revenue service in 1976.
The 727s were eliminated by 1983, replaced by the more economical Boeing 737. When countries withdrew landing rights for SAA, the airline leased its aircraft and crews to Canada, Mauritius, Brazil and Morocco.
Due to international opposition to apartheid during the 1980s, SAA's offices were attacked. In Harare, Zimbabwe, its offices were badly damaged after protesters went on a rampage. The US Comprehensive Anti-Apartheid Act of 1986 banned all flights by South African–owned carriers, including SAA. In 1987, SAA's services to Perth and Sydney in Australia were ended, in light of the Australian Government's opposition to apartheid.
The South African Airways Museum Society opened its doors to the public at Jan Smuts International Airport. The organisation was formed by South African Airways employees and outside parties with the mission of preserving South African aviation history, especially SAA itself. Based at Transvaal Aviation Club, Rand Airport, Germiston, it was founded after the restoration of the Junkers Ju 52. Since then, many aircraft have joined the SAA Museum Society's collection relating to South African aviation.
With the demise of apartheid in 1990, SAA started services to former and new destinations in Africa and Asia. On 1 June 1990 South African companies signed a domestic air travel deregulation act. Flights to New York City's JFK International Airport resumed in November 1991 and SAA's planes were able to fly for the first time over Egypt and Sudan, on 8 September. The airline launched flights to Milan on 1 June during that year, and services to Athens were re-introduced. Also, an interline with Aeroflot was established.
The first of SAA's eight Boeing 747-400s, named Durban, arrived in South Africa on 19 January 1991. The airliner was unusual in that two different turbofan engines were operated. Six Roll-Royce RB211-524H-powered examples were ordered; the other two, part of an unfulfilled Philippine Airlines order, had General Electric CF6-80C2B5Fs. Winglets, structural changes, as well as fuel-efficient engines enabled these aircraft to fly non-stop from South Africa to the East coast of the United States. The arrival of Boeing's newest jumbo jet perhaps overshadowed the acquisition by SAA of the world's first commercial fly-by-wire airliner, the Airbus A320, to assist and enhance services within the country and on regional services. Boeing 767s arrived in August 1993 and flew on African, Southern European and Middle Eastern routes. They were retired within ten years.
During 1992, SAA began flights to Miami with a Cape Town to Miami International Airport route, and re-entered Australia, flying directly to Perth with a same-day return "shuttle" service to Sydney. This year also saw codesharing agreements with American Airlines and Air Tanzania. There were direct flights to Bangkok and Singapore; the latter was discontinued by 1996. The airline Alliance, a partnership between SAA, Uganda Airlines and Air Tanzania, also began. SAA greeted its passengers in four different languages during domestic flights: English, Zulu, Afrikaans and Sotho, while passengers on international flights were also greeted in the destination's language.
On 24 April 1994, South African Express (SA Express), a feeder airline service of South African, began operating after a 3-year preparation process begun in 1991 when the regional airline was granted its operating license. SAA initially held a 20% stake in SA Express (Alliance Airline Holdings held 51%, SA Enterprises, 24.9% and Abyss Investments, 4.1%). SA Express took over some of South African's low-density domestic routes.
In 1995, Lufthansa started a codesharing agreement with SAA, and SAA commissioned Diefenbach Elkins and Herdbuoys to lead its change of image. SAA's Voyager and American Airlines' AAdvantage frequent flier clubs joined together.
As of April 1996, South African Airways employed 11,100 people, of whom 3,100 were engineers. It owned and operated 48 aircraft, and served 34 destinations from its hubs at Cape Town, Durban and Johannesburg.
In 1997, SAA replaced the Springbok emblem and the old national colours of orange, white and blue with a new livery based upon the new national flag, with a sun motif. The airline's name on its aircraft was changed from the Afrikaans name Suid-Afrikaanse Lugdiens to South African. As a symbol of the new rainbow nation, one of SAA's 747-300s, named Ndizani (registration ZS-SAJ), was painted in bright colours. This special-liveried 747-300 transported South African athletes to the 1996 Summer Olympics in Atlanta. The airline started online ticket sales and formed an alliance with SA Airlink and SA Express. | aerospace |
https://thenational.wales/what-is-the-color-of-the-air-ambulance-in-wales/ | 2024-02-22T03:40:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473690.28/warc/CC-MAIN-20240222030017-20240222060017-00547.warc.gz | 0.893698 | 1,374 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__37233958 | en | Wales Air Ambulance, an eminent entity in the sector of lifesaving medical transport services, has created a strong Welsh identity through their persistent efforts and commitment towards providing immediate healthcare.
Flying into the limelight, the sight of the bold red colored helicopter whirring above is much more than the preferred aircraft registration, constituting an emergency beacon of hope for inhabitants across the UK.
Let’s delve deep into its operations, fleet, and how it’s shaping the face of emergency healthcare services in the country.
|Number of Helicopters
|4 (as of 2022)
|Types of Helicopters
|Airbus H145 and H135
|Bases of Operation
|North West, Midlands, Yorkshire
What is the Wales Air Ambulance Charity Scheme?
The Wales Air Ambulance Charity operates within the third sector and public sector partnership, providing lifesaving transport and emergency medical services across the whole of Wales. This strong partnership ensures seamless operation and maintenance of the charity air ambulance service.
Role and importance of the Wales Air Ambulance charity
Partnering with NHS consultants and critical care practitioners, the air ambulance charity accentuates the focus on creating a robust and effective service. The air ambulance scheme operates in conjunction with the charitable trust ensures lifesaving healthcare is available swiftly, directly from roadside accident scenes to hospitals for critical cases.
Details about the Welsh Air Ambulance scheme
Introduced in 2001, the Wales Air Ambulance Charity operates its fleet of Airbus H145 and H135 helicopters from its bases in the North West, Midlands and Yorkshire. Its MD 902, though retired in 2020, served as an emblem of the charity’s service.
How charities fund the Wales Air Ambulance
|Source of Funding
|Donors and Supporters
|Various individual and corporate donations
|£11.2 million over 7 years
|Accident scene donations and public events
It is the lists of donors and supporters, alongside a seven-year aviation contract worth £11.2 million, that funds the fleet maintenance and operations of the Wales Air Ambulance. Additionally, further funds are acquired through accident scene donations and open charity drives.
Flight areas: Does the Wales Air Ambulance only Operate in Wales?
While its primary mission is to cover every corner in Wales, the aircraft and rapid response vehicles significantly extend services into the North West, Midlands, and Yorkshire.
Fleet coverage in the North West, Midlands, and Yorkshire
Crossing borders, the Wales Air Ambulance operates across contiguous regions housing a network of heliports that facilitates faster emergency medical aid dispatch not only within Wales, but also its neighboring regions.
Flight capacity to Lincolnshire and Nottinghamshire
The fleet’s proven track record also extends into Lincolnshire and Nottinghamshire, thereby helping broaden the scale and scope of its operations.
|Emergency medical aid
|Emergency medical aid
Understanding the mission range of the Wales Air Ambulance
The Wales Air Ambulance’s mission range typically focuses on critical ‘golden hour’ incidents mostly in hard-to-reach areas, where the need for rapidly accessible pre-hospital care becomes a matter of life and death.
Unveiling the New Wales Air Ambulance Fleet
After years of stalwart service, 2022 has borne witness to a significant milestone – the unveiling of the new Wales Air Ambulance aircraft, a fitting tribute to the awe-inspiring efforts of medics, pilots, and the supportive public.
|Basic emergency kit
|Advanced life-saving equipment
Insight about the newly unveiled Wales Air Ambulance aircraft
Helicopters, including the four Airbus H145s, provide a high-speed response. Providing a flying fleet of four helicopters, it ensures a medical aircraft is on standby, delivering expert paramedics and clinical practitioners directly to patients across Wales within 20 minutes of an emergency call.
Distinctive features and capacities of the new fleet
Employing the latest aircraft technology, the new fleet boasts exceptional speed, expanded operation window, and larger cabin space for critical care management. Coupled with the ability to carry more fuel and payload, the fleet significantly enhances the emergency services’ operational capabilities.
Maintenance and upgrading plans for the air ambulance fleet
Mainting the service and meeting the require upkeep of the fleet, the charity is investing in maintenance and technology upgrades to ensure the highest standard healthcare in air.
What Lifesaving Specialist Equipment does the Wales Air Ambulance carry?
All aircraft are equipped with state-of-the-art medical equipment and rapid response vehicles, acting like flying ambulances.
Specialist lifesaving capabilities of the Wales Air Ambulance
Staying abreast with the advanced medical technologies, each Wales Air Ambulance carries lifesaving equipment including defibrillators, ventilators, and an array of potent drugs which allow the on-board medics to provide immediate, lifesaving medical care.
Fast-tracking emergency cases to the hospital
The Wales Air Ambulance acts as an aerial bridge, whisking patients in record time from the scene of the incident to the nearest and best-suited hospital, making it a life-saving service in the truest sense.
On-board medical equipment and rapid response vehicles
Each helicopter carries an intelligent mix of cutting-edge medical equipment and trained physicians capable of on-board intensive care and advanced procedures, even whilst in flight.
Peeling off the Livery: What Color is the Wales Air Ambulance?
Overlooking urban centers and country landscapes, the sight of the bright red Wales Air Ambulance is a distinctive feature of the Welsh skyline. This distinguishing color plays a critical role in the larger scheme.
Understanding the distinctive red color livery
The bold red livery is a pragmatic choice, but it’s also an emblem of the service’s Welsh identity. Red is not only associated with urgency but also helps in easy and immediate recognition, which is crucial during emergency operations.
The symbolism behind the color scheme of the Wales Air Ambulance
The association of the color red with rescue services is widespread and strongly linked with the rapid response and emergency nature of the service. The bold hue reinforces the sense of urgency and commitment, and it also evokes the notion of the Welsh dragon – a national symbol that epitomizes boldness and courage.
|Urgency, Welsh Dragon
|Highly visible for easy recognition
The relationship between aircraft color and identification
The aircraft’s red color serves a practical purpose as it stands out, is easy to identify and locate during emergencies, and lends the service uniqueness and instant recognition. | aerospace |
https://www.militaryindustrialcomplex.com/contract_detail.asp?contract_id=19972 | 2021-01-20T06:31:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703519923.26/warc/CC-MAIN-20210120054203-20210120084203-00237.warc.gz | 0.896498 | 245 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__51234863 | en | Per the U.S. DoD, * Indicates a "small business" classification and ** indicates a "small disadvantaged business". NOTE: the U.S. DoD only publicly reports contracts valued at $6.5 million USD or greater.
The contract language is EXACTLY as it appears on the official U.S. DoD website (http://www.defense.gov/contracts/) unless otherwise noted.
Contractor: Northrop Grumman
Department: Air Force
Northrop Grumman, Herndon, Va., is being awarded a $7,500,000 firm-fixed-price contract to provide digital data support services to manage, maintain and administer all software utilized to support the management, creation, sustainment, storage and distribution of Oklahoma City Air Logistics Center Aerospace Sustainment Directorate technical order sustainment for the Air Force and Foreign Military Sales platforms. The location of the performance is Tinker Air Force Base, Okla. Work is to be completed by June 1, 2013. Tinker Air Force Base, Okla., is the contracting activity (FA8102-12-C-0005).
Total Contract Value: $7,500,000 | aerospace |
https://marlboroughaeroclub.co.nz/pages/history | 2024-04-17T22:38:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817181.55/warc/CC-MAIN-20240417204934-20240417234934-00463.warc.gz | 0.984629 | 1,868 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__171061819 | en | “A Club to be known as the Marlborough Aero Club...to promote, encourage, and develop the study, research, and practice of aeronautics.” This was part of the wording of a motion which was carried with great enthusiasm at a public meeting in Blenheim on 4th July 1928, formally constituting the organisation which has completed over 90 years of service to Marlborough and to New Zealand.
Soon after Euan Dickson’s pioneer crossing of Cook Strait from Blenheim to Trentham on the 25th of August 1920 proved the feasibility of linking North and South Islands by air, regular mail plane services were planned, and Blenheim became a key point in such services. Encouraged by the Canterbury Aviation Company, a local committee prevailed on the Borough Council to set aside 30 acres of the Omaka Domain for an aerodrome.
The Committee raised money and built a hangar which was finished by August 1921, but by this time economic conditions had forced the withdrawal of government support which had been expected.
When better times came again, the Government decided that the best way to develop civil aviation was to foster a club movement in which young people could learn to fly. Blenheim was fortunate that one of its citizens was Mr. N. E. Chandler, who had been a Captain in the Royal Flying Corps in World War I. Well and favourably known to the authorities, he was just the man to make the most of the opportunity and was able to enlist the necessary support.
Messrs K. Hall, of Hororata, and D. Mill, of Auckland, the first two owners of light aircraft in the country, had been invited to attend the inaugural meeting. Held up by weather, they came two days later, gave a flying exhibition, took some passengers up, and dropped leaflets over town urging people to join the new Club.
Two months later when the Southern Cross had made the first flight over the Tasman from Sydney to Christchurch, and Kingsford Smith was seeking a larger and better-situated field for his return take off with a heavy fuel load, it was Marlborough’s new Aero Club which brought him to Blenheim and secured the use of Fairhall Brothers’ paddocks at Woodbourne.
By the time this flight had been successfully accomplished, interest in flying was intense and the Club had pupils eagerly awaiting tuition. On 3rd August 1928 the Mayor Mr. H. Richardson took a deputation of M.A.C. committee members to Wellington to further the M.A.C. application for the allocation of two aircraft for flight training. To their surprise and consternation, they were informed that the Defence Department had already exceeded their appropriation and that no aircraft would be available until the following year. An offer by the M.A.C. to finance an earlier allocation was made but not eventually required. Five months later it was allocated the first of the Gipsy Moths imported by the Government for the movement, and although not quite the first to be formed, it became on the 19th of February 1929 the first Aero Club to have an aeroplane and start flying operations. The aircraft was registered NZAX which later became ZK-AAM
Marlborough Aero Club’s base was the Omaka Domain aerodrome and hangar which had been ready for use since 1921. Mr. Chandler, of course, was the instructor, continuing in this capacity until he decided to retire from flying in 1937. His first ground engineer was Mr. J. H. Preston.
The first executive comprised the Mayor, Mr. M. McKenzie, as Patron; President, Mr. H. R. Dix; Vice-President Mr. R. P. Furness; Hon. Treasurer, Mr. R. H. Jackson; Hon. Secretary, Mr. C. A. MacDonald; Committee, Messrs A. A. Macnab, N. G. Parker, F. R. Dix, H. M. W. Richardson, J. G. Bacon and N. E. Chandler. Three months after flying began Messrs F. R. Dix, R. C. Grigg and H. H. Vavasour secured their “A” Licences. They were New Zealand’s first Club trained pilots. Another early pupil, Miss Pauline “Susie” Bennett went on to become the first woman in the country to qualify for a “B” or Commercial Pilot Licence.
M.A.C. held New Zealand’s first Air Pageant on 9th March 1929. At the time it held the second Air Pageant in 1930, Marlborough convened a meeting of Clubs at which the organisation which became the Royal New Zealand Aero Club was formed.
During the early 1930’s a steady programme of development went on. A small shed to hold two Moths with wings folded was put up at Woodbourne so that flying could be based there while improvements and extensions were made at Omaka. The hangar was moved to a new position and a workshop erected. The Woodbourne Shed was later joined to them.
A handsome Clubhouse was built and furnished, and two bitumen tennis courts laid down. The Clubhouse was completed in late 1932 and the Club celebrated the official opening with an Air Pageant on 10th December 1932. Also in 1932, the Club purchased approximately 35 acres of land adjacent to the Omaka Domain land.When an Aero Club was formed in Nelson late in 1932 an arrangement was made for Marlborough to supply the instructor and aircraft part time, and the Moths became familiar sights over Nelson and Motueka as well as Blenheim.
In 1937 the Government established a Civil Reserve of Pilots, its members being trained by the Aero Clubs, and Marlborough played a full part in this scheme. When war came in 1939 these reservists became part of the Air Force, which also took over the Club’s aircraft, workshop equipment, and flying and engineering staff. Other members joined up and several lost their lives in the service of their country. The existence of the Clubs enabled Air Force training stations to be fully operating in a matter of weeks instead of months or years it may otherwise have been. Later, Omaka aerodrome was taken over and our own buildings became the nucleus of an RNZAF Station.
Late in 1946 the Club was able to resume operations. The late R. B. Hamilton, who joined as instructor in 1947, was the driving force in the early post-war years. As well as training a large number of pilots, he developed a business in air freighting to back-block areas, supply dropping to deer cullers, and aerial rabbit poisoning, to improve aircraft utilisation and supplement the Club’s income.
This work gradually tapered off as it was taken over by aerial topdressing operators, and passenger flying between Omaka and Rongotai became the main commercial activity when the airlines were diverted to Paraparaumu for several years. In the peak year, 1952, with continuous service by a 3-passenger air taxi, 4500 people were carried between Blenheim and Wellington.
In 1955 a group of enthusiasts wishing to introduce gliding to Marlborough were brought into the fold, they built the Slingsby T31 glider and gliding was conducted by the Club for two years. It was then decided that a separate Gliding Club should be formed.
Large scale air taxi activities, as was expected, ended with the coming of improved airline services and the opening of the new Wellington Airport. For a while the Club was assisted by the training of Air Training Corps Cadets for the Air Force, but this came to an end and now no form of Government aid has been extended to Aero Clubs.
Training of young and not so young members, local flying and travel by trained pilots, and a small amount of charter work, coupled with wise management have been keeping the Club in a healthy financial position, assisted by rents from the large war time hangar which was bought from the Government in 1963.
Starting from the day in 1929 when one of the Moths was commissioned to locate a service car cut off by road damage in the Buller Gorge at the time of the Murchison earthquake on 17th June 1929, the Marlborough Aero Club has proved its usefulness to the community many times. People needing urgent transport have been flown to all parts of the country, patients have been conveyed by air on stretchers for treatment by city hospitals, supplies have been dropped to homes cut off by floods, accident victims have been flown out from isolated areas. Of those who have had their first flying in a Marlborough Aero Club plane, some have risen to senior positions in aviation; all have been taught to exercise sound judgement, self-reliance, and a sense of responsibility.
Club membership is in a healthy state, flying training is at a high level and airfield occupancy with its related income is also at a high level. | aerospace |
http://peninsulaclarion.com/stories/100303/new_100303new001001.shtml | 2018-03-19T10:59:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257646875.28/warc/CC-MAIN-20180319101207-20180319121207-00048.warc.gz | 0.982089 | 706 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__17021499 | en | Many of his students already think Allan Miller is out of this world, but soon, the Sterling Elementary School teacher may have the opportunity to prove it.
Miller is one of 15 educators from across the country selected as finalists for the NASA Educator Astronaut program.
Tonight, he leaves for Houston, where he will undergo eight days of strenuous psychological and physical testing before NASA chooses six teachers for the program in January.
"I'm really excited," Miller said. "This is something I've dreamed about since I was a kid."
In fact, the opportunity has been at least 17 years coming.
The Educator Astronaut program is a spinoff of NASA's Teacher in Space program, which began in the early 1980s. Miller applied for the program in 1985, during his first year of teaching.
The Teacher in Space program was put on pause, however, after the first participant, Christa McAuliffe, was killed during the Challenger Space Shuttle explosion Jan. 28, 1986.
Despite the program's hiatus, NASA has continued working with educators across the country to bring a passion for science, math and space exploration to the nation's youth. Recently, the space program announced that McAuliffe's back-up, Barbara Morgan, would be given an opportunity to join a space mission in the relatively near future. NASA also began screening applications for future educator astronauts, starting with the original applications.
"That's how they got my name," Miller explained. "They called and asked if I was still interested."
The original applicant pool of about 8,000 was narrowed to 100 based on applications and educational background, then to 15 with further scrutiny of physical ability and health.
Miller said his experience as a science teacher, as well as his master's degree in exercise physiology and knowledge of the Russian language, probably helped his chances.
Next week's testing will include long days full of psychological interviews, dexterity tests and exams covering information NASA sent applicants about the shuttle itself.
"What they're looking for next, I don't know," Miller said.
He does, however, know that veteran astronaut John Glenn will be among the interviewers.
"I'm excited just to meet him," Miller said. "I don't know how I'm going to answer his questions: 'Are you sure you want to hear my answers, Mr. Glenn? I'd rather just have you talk.'"
Still, Miller said, if he is selected as one of the six program participants, it's an opportunity he won't pass up.
Participation would require a five-year commitment, starting at the end of this school year, meaning Miller, his wife and their two young sons would move to Houston. Miller would spend two years in full-time training, then three years on active duty, which may include space flights and stints on the international space station. It also will include visiting schools around the country and science and space education for young people.
Miller, who has spent the last 13 years in the Kenai Peninsula Borough School District working as a middle and high school science and Russian teacher, Skyview High School assistant principal and now a sixth-grade teacher, said he would miss Alaska. But, he added, he's not worried about a possible move (except for the climate transition).
"I love Alaska, but I'm too excited about this opportunity," he said. "If it comes, I'm moving."
© 2018. All Rights Reserved. | Contact Us | aerospace |
https://reasonablyliberal.wordpress.com/tag/airlines/ | 2023-05-28T07:45:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643585.23/warc/CC-MAIN-20230528051321-20230528081321-00463.warc.gz | 0.946806 | 190 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__110316054 | en | Since the September 11, 2001, terrorist attacks, reinforced security has included the cockpit – with features that are often redundant.
New information about the Germanwings flight suggest that an unbreakable door, button code locking, and ignored procedures allowed the co-pilot to crash the airplane.
Germanwings owner Lufthansa does not require a cabin crew member to enter the cockpit if one of the pilots steps out.
Cockpit locks are designed to be controlled from the inside, electronically. An outsider can get in if they know the code, but there is an “override” button that can keep them out anyway, if the pilot holds it down.
Some critics say keypad entry could endanger cabin crew if they are pressured to reveal the code.
Below, CNN goes inside an A320 flight simulator to see how someone could be locked out of the cockpit. | aerospace |
https://forum.cirruspilots.org/t/flight-school-training-in-a-cirrus-vs-traditional-trainer/74337 | 2022-07-02T19:47:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104204514.62/warc/CC-MAIN-20220702192528-20220702222528-00062.warc.gz | 0.954308 | 3,323 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__192186999 | en | I’ve heard two different schools of thought on this subject, that go like this:
“Don’t flight train in an advanced aircraft like the Cirrus. Stick to the basics and just get your license in a simpler aircraft like a DA20 or a 172 with steam gauges. The Cirrus is a great airplane but more complicated, which can trip you up on your check-ride. After you have your license and feel like you are ready, move up to a Cirrus SR20 or 22. It will make you a better pilot to advance progressively and to fly different aircraft.”
“Train with what you are going to fly in. If you want to fly in a Cirrus, try and find a Cirrus to train in. It may take you extra hours to get your private in a Cirrus, versus another airplane, and it may cost much more per hour, but it is money well spent as you will be very experienced in that aircraft.”
There is a flight school that rents a Cirrus SR20 for $255 per hour, and their flight instruction rate is $79 per hour (it kind of irks me that they charge $59 per hour for non-Cirrus instruction). The plane is a 2014 and very nice. This compares to, for example, another flight school that rents a modern DA-20 at $120 per hour and the instruction rate is just $40 per hour.
So the cost is more than double. Is that money well spent? Or is it better to start flight training in more of a traditional “trainer” aircraft before moving up to a Cirrus?
Congratulations on what will be a great experience either way.
Earlier this year, I completd my private and instrument training in G2/G3 Cirrus SR 20’s. I initially started (first 10 hours) in an older 172, and honestly found the glass panel in the Cirrus easier. I took lessons in both planes and schools for a week or so, and then made my choice to focus on the Cirrus. I just enjoyed flying the Cirrus more, and it supported my plans for cross country flying in the future. Just my experience and unique, since you are not aren’t considering a fourty year old 172. It may be more about choosing the school and instructor you want to work with. Listening to Liveatc.com, while driving to and from lessons, helped me build confidence with radio calls. Thanks for joining GA, and enjoy.
For the reasons I explained in my “FEEDBACK FROM DISCOVERY FLIGHT IN 2014 SR20” post I would not train on a Cirrus, regardless of cost.
The main reason is the Cirrus is a plane best flown by itself (A/P) as its “side yoke spring design” removes too much “feel” from the aircraft. You would not train to be a race-car driver on a car that has power steering that removes the feeling of the road from you (how the tires are doing). For long Mercedes cars, as opposed to BMW, suffered of that feeling (going fast on mountain roads I would personally turn the music off, open the windows and listen to the “tires” to tell me how close I would be from loosing contact, or a “stall”).
I find the spring design dangerous and that probably explains why some inexperienced pilots got into accidents: they did not see a loss of control coming. Another reason is obvious: spin training should be required and you obviously will never get that in a Cirrus (unless they let you pull the chute and wreck the aircraft every time I concur it’s rare to spin a plane but the stats show we do still do it no matter how good we think we are at handling any situation. To make the matter worst, the SR does have “gentle” stall characteristics as well (split-airfoil) which obviously you want if your plane cannot spin but I would rather train on a plane that “meanly” stalls because you want to identify and fix the situation quickly instead of asking yourself: “am I really stalling?”) The AF447 accident showed the most incomprehensible fact that two pilots would stall a plane for several minutes without “knowing it” (maybe the plane “felt right” to them if they had decided all instrument indications were bogus?). That’s why I am against “gentle behaviors”, even worst, I am against removing me the airflow feel when I would need it the most unless you actually make me a plane that cannot stall nor spin: if you do make such a plane then I am totally for all the springs you want, I could do my cardio work while flying and let the A/P work the rest of the time).
A good old (or new) spin-certified and light 2-seater will teach all the basics you need and teach you not to be scared of stalls or spins, will teach you how to land in gusts or otherwise teach you to do a lot of maneuvers that could be more “hairy” in heavier aircraft, let alone more unforgiving in aircraft like the SR.
If you search forums, you will find two different schools of thought on this subject also [;)]
My personal opinion is that flying a traditional trainer gives you more insights to what the airplane actually does, the seat of pants feelings. In contrast, Cirrus is almost to easy to fly and land and all the fancy glass is useless for primary training.
The best way though is in a taildragger.
If you want to fly a Cirrus, you will need an instrument rating sooner then later and that’s the time to make the transition.
"The main reason is the Cirrus is a plane best flown by itself (A/P) as its “side yoke spring design” removes too much “feel” from the aircraft"
I honestly still have no idea what this means. The airplane does not do steep turns, chandelle’s, stalls, power off landings, or normal landings “by itself”. It is done, correctly, by feel.
I also fly a 1946 Piper Cub. There is no purer airplane to fly by feel. Yet, I don’t experience any difference in the feel between our Cub and the Cirrus I fly, in terms of using the feeling in my butt, hands and arms; the sound of the airflow; and the G’s on my core, to fly either plane.
Contrary opinion – Purdue, West Michigan, US Air Force Academy, French Air Force, Saudi Air Force, The Flight Academy, and numerous Cirrus owners all conduct primary training in Cirrus SR2X aircraft.
Deciding on primary training depends on several factors – budget, time, instructor, and mission. Budget will be more per hour, but the Cirrus integrated flight training syllabus exposes newbie pilots to the system while gaining experience, so there is a trade-off to consider. Time will take longer for a more sophisticated airplane, so there is a duration trade-off to consider.
But mission may dominate. Are you planning to fly the plane you learn, which is my situation with 3,500 hours in a Cirrus after 65 hours in a Piper Warrior? Are you planning to fly multiple aircraft for different missions? If so, then you need to plan on basic skills with transition training for different aircraft models. If not, then pick the aircraft you love flying and get both your private and instrument rating. If you change your mind after several years, acknowledge that you will need some additional transition training – for example, if I were to fly a Cirrus with a full glass cockpit, then I would require a transition training syllabus to relearn my avionics habits, let alone if I were to switch to a step-up airplane! [;)]
Having this debate, please realize that your discipline and decison-making will have a greater influence on your safety than choice of training aircraft.
Greg I’d say emphasize the instructor choice over the airplane. There are basically 2 types of instructors out there; some instruct simply to build time and stay in the air until they get their “real” aviation job, while the best are professional instructors who love to teach and become really good at it. Trust your own impressions as well as the advice of others and get the best instructor.
As for the plane, for a long time the choice has been between steam gauges and glass. Glass takes more time to get to the PPL generally, but most plan to ultimately fly glass so it’s a good investment. The caveat is that you’ll get your PPL but won’t be ready to fly steam gauges, which may never be an issue for you. If you plan to ultimately fly a Cirrus it’s hard to beat starting out in one. I didn’t, as I wanted to learn to fly steam gauges first, and the transition isn’t that daunting. But you’ll probably solo in 12 hours or so in a C172 with dials, while it will likely take twice that in the Cirrus. Remember that the characteristics that make a trainer easy to learn in make for a poor travel machine, and vice versa. Learning to land a Cirrus is more complex that say a 172, but if you ultimately want to fly the Cirrus you’re gonna learn how sooner or later.
Now lets talk about cost! While the rack rate matters, you can make some choices that will help mitigate the cost whichever airplane you choose. If you fly frequently, say 2 to 3 lessons a week, you won’t waste time brushing off the rust and will progress in fewer flight hours overall. If you buckle down and get your ground and written done first you won’t waste flight time talking about stuff you can master on the ground. If you get the school to allow you to play with the panel on the ramp with ground power you can really take your time learning the knobology, again allowing you to concentrate your flight time on flying. Finally, if any local pilots flying the same equipment will allow you to tag along on their flights you will learn a lot at no charge even though they aren’t instructing you. Hearing radio procedures again and again, seeing the panel in use, experiencing the process, etc. will give you a leg up.
Rick, I totally agree. I had 56 hours in a glass 172, got my ppl and bought an SR22 with glass. The transition was very comfortable and I feel the 22 is much easier to fly. I am hoping to take the instrument ck ride October 1st. I highly suggest training in the plane you want to end up flying. Brian
I trained in a Cirrus and if I had to do it again, I wouldn’t do it. Knowing what I know now, I would have done it in a taildragger like a cub or champ. Makes you a better pilot and it is cheap. I spent about 2.5-3 times as much doing it in my SR22.
As an instructor, I strongly agree with Rick’s comment. Sure, if budget and time aren’t limiting factors, go for the Cirrus. However, you can get a lot more flying experience for fewer dollars by learning in a less sophisticated aircraft … even if it does fly more slowly and has a collection of scrapes and scratches. As a PPL student, you aren’t going to fly too far from your home 'drome. (The minimum distance for your solo cross-country is only 150 nm.) For students renting by the hour, FBOs usually identify “practice areas” that aren’t too far away so that the student & instructor can quickly get there and work on that day’s tasks.
If your future plans involve a Cirrus, GREAT! It’s an incredible travelling machine. And, my wife and I have flown our SR-22 all over the place! However, please be aware that the vast majority of pilots don’t spend their entire flying “career” flying only the aircraft that they used for training. They change models; they change manufacturers. And, moving from plane-to-plane involves “transition training” anyway. So, I don’t put as much value on “learning in the plane that you expect to fly” as some other folks.
PS - Regardless of what you ultimately decide to do, keep us posted on your progress! [:D]
Thanks everyone for the thoughtful responses. I have about 32 hours so far, I started in a DA-20 with steam gauges before I switched to training in a 182-G1000. But now I am looking at a Cirrus in my future and after considering everyone’s advice, I am going to finish my certificate in the SR20. It isn’t the most economical way to get your certificate, but flying different airplanes has been fun and interesting, and I believe flying in the plane you will end up in has its advantages. Though in the end as everyone says, it isn’t about the plane. Thanks again.
Take Joes saged advice and at some point get a tail dragger rating. You don’t really know how to fly until u fly one of those. Many bypass this as arcane but it’s the best skill set in aviation. Cirrus is easy to ignore the peddles and be a lazy pilot until u need a solid slip or cross wind help. All aspects of flying improve. I waited 500h and could have save a few nose wheel fairings with skills learned …
The ONLY reason why I’d start in a C-152, DA-20 or Cub - is that you will be a more complete pilot afterwards. Also most rentals and club airplanes are 50 year old and you should feel safe flying conventional instruments. Other than the glass cockpit the Cirrus is just a PLANE, just as easy to fly as a Skyhawk or Warrior, harder to taxi though but only for the first week …
I never understood the problems (some!) pilots have with the controls. The electric trim is quick and very effective and i love the control feel. Very direct and precise and i never had ANY problems doing airwork in my 22. Actually Stalls, Chandelles and Lazy Eights (have to do those often for my little daughter ;-)) are fun. I’d save some money, learn the basics in a Cessna (and do some spins) and then I’d switch to the Cirrus. If you want to have your own Cirrus - you will never want to go back anyway (except to a taildragger maybe or an aerobatic plane). With the Cirrus learning the Avionics inside out is critical, all the rest is - just the same, more or less.
(In what way, please, is landing a Cirrus harder than landing a Cessna? I would say the Cirrus is just an airplane and you land it just like all the other ones. Okay, speed control is a little more critical, but any good instructor will put emphasize on precise speed control in a 172 aswell. In crosswinds the Cirrus is easier to land than most other planes i have flown (and i have flown almost all of them including the kitplanes).
Just a personal opinion. Probably a combination of the yoke, the high wing and docile handling of a C172 make it easy. The Cirrus requires a good flare held for a bit longer until the student really masters speeds I think. I’ll let the Cirrus instructors chime in, and the schools that buy the wheel pants. | aerospace |
https://whizord.com/spacex-receives-license-for-fifth-u-s-rocket-launch-location/ | 2023-10-03T11:23:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511075.63/warc/CC-MAIN-20231003092549-20231003122549-00490.warc.gz | 0.898579 | 223 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__62342976 | en | On Monday, the U.S. Space Force approved SpaceX’s second rocket launch complex lease at a California military installation for its fifth U.S. launch site.
SpaceX will launch its Falcon rockets from Space Launch Complex-6 at Vandenberg Space Force Base, a military launch facility north of Los Angeles. It includes two Florida locations and a private Starbase in south Texas.
A Monday night Space Force statement claimed Space Launch Delta 30 commander Col. Rob Long signed a letter of support for the decision on Friday. SpaceX’s lease was not specified.
SpaceX can manage a growing commercial, government, and internal satellite launch schedule at the new launch pad, left last year by the Boeing-Lockheed joint venture United Launch Alliance.
Vandenberg Space Force Base sends weather-monitoring, military, and intelligence satellites into southern Pacific Ocean orbits.
SpaceX’s allocation of Space Launch Complex-6 comes as rocket firms prepare to bid for the Pentagon’s Phase 3 National Security Space Launch program, a major military launch procurement endeavor set to begin next year. | aerospace |
http://joebaugher.com/usaf_fighters/p63_1.html | 2021-12-02T12:55:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362219.5/warc/CC-MAIN-20211202114856-20211202144856-00574.warc.gz | 0.977477 | 1,407 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__125340740 | en | The P-63 Kingcobra was the result of an attempt on the part of the Bell Aircraft Corporation to correct some of the deficiencies of the earlier P-39 Airacobra. Although the Kingcobra had a superficial resemblance to the P-39 which preceeded, it was, in fact, a completely new design and no parts of the two aircraft were interchangeable.
Of the several USAAF single-seat fighter designs which reached the preliminary flight test stage immediately after Pearl Harbor, only the Bell P-63 Kingcobra succeeding in going into large-scale production and operational service before the end of the war. Although the Kingcobra met the requirements for which it was designed, these requirements were actually already outdated by the time they were framed. The P-63 was, in fact, fated never to enter combat wearing the colors of the nation which created it. Those Kingcobras which did participate in combat did so while serving with foreign air forces. Of the 3303 Kingcobras built, 2421 were supplied to the USSR under Lend-Lease and 114 went to the French. Of the remaining Kingcobras which stayed in the USA, 332 were converted as armored target aircraft.
The history of the Kingcobra actually begins back before Pearl Harbor. Even before the USA entered World War 2, the USAAC had come to the conclusion that the Airacobra had too poor a high-altitude performance to make it an effective interceptor. The deficiencies of the Airacobra were not due to any intrinsic flaw in the basic design, but were caused primarily by low engine power at high altitudes due to the unfortunate initial decision to omit the two-stage turbosupercharger.
In February of 1941, the Bell Aircraft Corporation proposed to cure some of Airacobra's performance problems by mating the basic P-39D fuselage to an uprated engine and a laminar flow wing. In order to test this concept, three prototypes were ordered in April of 1941 under the designation XP-39E. Serials were 41-19501, 41-19502, and 42-7164.
The engine for these three planes was originally intended to have been the experimental Continental V-1430-1, but this engine ran into protracted development problems and a decision was made to switch over to the 1350 hp Allison V-1710-47 liquid-cooled V-12 engine. As compared to the Airacobra, the wingspan and gross wing area were increased to 35 feet 10 inches and 236 square feet respectively.
Each of these three aircraft tested different wing and tail configurations. XP-39E Number one had a rounded vertical tail, but the tailplane had squared-off tips. XP-39E number two had a squared-off fin and rudder and had large wing fillets. XP-39E number three had all its flight surfaces squared off. The XP-39E proved to be faster than the standard Airacobra--a maximum speed of 386 mph being attained at 21,680 feet during tests. However, the XP-39E was considered to be inferior to the stock P-39 Airacobra in all other respects, so it was not ordered into production.
Even before its first flight, the USAAF considered the XP-39E project as showing sufficient promise that on June 27, 1941 they placed an order for two prototypes of an enlarged version powered by the same Allison V-1710-47 engine. The designation was XP-63 (company designation was Model 24) and USAAF serials were 41-19511 and 41-19512.
The XP-63 was larger in all dimensions than the Airacobra. The wings were of a NACA laminar flow design that reduced drag by a significant amount and increased the overall span by 4 feet 4 inches to 38 feet 4 inches. In pursuit of a better high-altitude performance, the Allison V-1710-47 engine was fitted with a second hydraulic turbosupercharger supplementing the normal single-stage supercharger, effectively adding 10,000 feet to the service ceiling. A four-bladed propeller was standardized. A persistent complaint against the Airacobra was that its nose armament wasn't easily accessible for ground maintenance, and in order to cure this problem the XP-63 airframe was fitted with larger cowling panels.
In September of 1942, even before the first flight of the prototype, the aircraft was ordered into production by the USAAF as the P-63A (Model 33). The P-63A's armament was to be the same as that of the P-39Q--a single 37-mm cannon firing through the propeller hub, two 0.50-inch machine guns in the upper nose, and two 0.50-inch machine guns in underwing gondolas.
The XP-63 Ser No. 41-19511 flew for the first time on December 7, 1942. This was the first anniversary of Pearl Harbor, and the significance of that date was not lost on anyone. The XP-63 was fitted with a 37-mm hub cannon and two nose 0.50-inch machine guns (the underwing guns were not fitted). Weights were 6054 pounds empty, 7525 pounds gross, and 10,000 pounds maximum takeoff. Dimensions were wingspan 38 feet 4 inches, length 32 feet 8 inches, height 11 feet 5 inches, and wing area 248 square feet. As anticipated, the XP-63 exhibited a performance that was much better than that of the P-39. A speed of 407 mph was attained at sea level during early testing.
On January 28, 1943, the XP-63 prototype was lost in an unfortunate accident. Test pilot Jack Woolams was just about to bring the XP-63 in for a landing after a routine test flight when he found that the landing gear wouldn't extend. He circled the airfield for several hours to burn off excess fuel. By the time he was ready to attempt a belly landing, the sun had set. Woolams mistook the runway side lights for end lights and put the XP-63 down in a field of small trees. Woolams walked away from the accident, but the XP-63 was damaged beyond repair. The wreck was later shipped to Wright Field for ground-based gun firing tests.
The second prototype (41-19512) flew for the first time on February 5, 1943. It did not have much better luck. During a test flight on May 25, 1943, the Allison engine threw a rod at altitude, and the cockpit filled up with smoke. Test pilot G. E. "Gus" Lundquist was forced to parachute to safety, and 41-19512 was destroyed in the ensuing crash. | aerospace |
https://www.albentley-drawings.com/drawings/german-aircraft/messerschmitt-me263-junkers-ju248/messerschmitt-me263-junkers-ju248/ | 2023-12-10T09:31:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101779.95/warc/CC-MAIN-20231210092457-20231210122457-00691.warc.gz | 0.981875 | 1,403 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__201746002 | en | The Me 163 rocket interceptor had been developed from a series of experimental gliders, equipped with what was at the time a highly experimental engine. As soon as the system matured to the point of basic functionality, it was pressed into service largely unchanged from its experimental basis. As a practical fighter, the resulting design had a number of serious shortcomings.
One of the aircraft’s biggest problems was a side effect of its greatest strength; its high speed. In practice, pilots found it very difficult to get enough rounds into an enemy aircraft before they were already past it. This led to numerous developments for more powerful weapons, but this problem was never wholly cured.
Another issue was that, like most gliders, the Me 163 landed on a skid under the aircraft, as opposed to conventional landing gear with wheels. This meant when the aircraft came to a stop on the field after landing, it could not be moved until a Scheuch-Schlepper three-wheeled transporter jacked it up onto a dolly. This left them open to air attack while they waited in the fields.
But by far the biggest problem was the limited fuel load and resulting low endurance. The aircraft had a total power endurance of less than 8 minutes, much of which was used up taking off and climbing to altitude. This gave the aircraft very little time to find and attack the enemy, limiting it to a small area of operations almost directly above its own base. When initially proposed for operational use, there had been talk of building dozens of such bases to provide continual coverage, but as the problems above became clear these plans ended.
Me 163C variant
Although the Me 163 had very short endurance, it had originally been even shorter. In the original engine designs the rocket had only one throttle setting, “full on”, and burned through its fuel in a few minutes. Not only did this further limit endurance, in flight testing, pilots found the aircraft quickly exhibited compressibility effects as soon as they levelled off from the climb and speeds picked up. This led the RLM to demand the addition of a throttle, leading to lengthy delays and a dramatic decrease in fuel economy when throttled.
This problem was addressed in the slightly updated Me 163C. This featured a new dual chamber rocket engine; the upper chamber was tuned for high thrust while the lower was much lower thrust for cruise. In operation, throttling was accomplished by starting or stopping the main engine, which was about four times as powerful as the smaller one. This change greatly simplified the engine, while also retaining much higher efficiency during cruise. Along with slightly increased fuel tank-age, the powered endurance improved to about 12 minutes, a 50% improvement. As the aircraft spent only a short time climbing, this meant the time at combat altitude well over doubled.
Throughout development the RLM proved unhappy with the progress on the 163 project, and eventually decided to transfer development to Heinrich Hertel at Junkers. However, Lippisch remained at Messerschmitt and retained the support of Waldemar Voigt, continuing development of the 163C.
At Junkers, the basic plan of the 163C was followed to produce an even larger design, the Ju 248. It retained the new pressurized cockpit and bubble canopy of the 163C, but had even more fuel tankage and a new retractable landing gear design. On 25 September 1944 a wooden mock-up was shown to officials. The production version was intended to be powered by the more powerful BMW 708 rocket engine in place of the Walter power plant.
Prior to the actual building of the Ju 248, two Me 163Bs, the V 13 and the V 18, were slated to be rebuilt. Unfortunately, the V 13 had deteriorated due to weather exposure, so only the V 18 was rebuilt. It is this aircraft that is often identified as the Me 163D. However, it should be made clear that there was no Me 163D, as this aircraft was built after the Ju 248 project had started.
Hertel had hoped to install Lorin ramjet engines, but this technology was still far ahead of its time. As a stopgap measure, they decided to build the aircraft with a Sondergerät (special equipment) in the form of a Zusatztreibstoffbehälter (auxiliary fuel tank). This meant two 160 L (42.2 US gal) external T-Stoff oxidizer tanks were to be installed under the wings. This would lead to a 10% speed decrease but no negative flight characteristics. Although Junkers claimed the Ju 248 used a standard Me 163B wing, they decided to modify the wing to hold more C-Stoff fuel. This modification was carried out by the Puklitsch firm.
In November 1944, the aircraft was again re-designated as the Me 263 to show its connection with the Me 163. The two projects also got names – the Ju 248 Flunder (Flounder) and the Me 263 Scholle (Plaice). In early 1945, Junkers proposed its own project, the EF 127 Walli rocket fighter, as a competitor to the Me 163C and Me 263. This was typical for the German war industry where companies still tried to outbid each other instead of focusing resources on a common project.
First un-powered flight of the Me 263 V1 was in February 1945. Several more un-powered flights took place that month. The biggest problem had to do with the centre of gravity which was restored with the addition of counterweights. Eventually, the production aircraft would have repositioned the engine or the landing gear installation to solve this problem. The landing gear was still non-retractable. The results of those first flights was the aircraft gave a “ziemlich fertigen Eindruck”, meaning that it seemed to be ready.
Test flights were later stopped because of fuel shortages for the Bf 110 towplanes. As the Me 263 was not a part of the Jägernotprogramm (Emergency Fighter Program), it was difficult to get the resources it needed. For the time being the plane was not expected to enter production but further development was allowed. The V2 and V3 were not yet ready. The V2 was to get the retractable landing gear and the V3 would have the armament built in. The next month both the V1 and the V2 had the two-chambered HWK 109-509C installed, correcting the centre-of-gravity problems. They flew only as gliders.
In April, the Americans occupied the plant and captured the three prototypes and the mock-up. The V2 was destroyed but another prototype ended up in the USA. The rest was handed over to the Russians who then created their own Mikoyan-Gurevich I-270 interceptor. | aerospace |
http://www.antesky.com/fy3-meteorological-satellite-earth-receive-station-finishing-installation/ | 2018-12-16T21:02:30 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827992.73/warc/CC-MAIN-20181216191351-20181216213351-00518.warc.gz | 0.876123 | 258 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__91081954 | en | Recently, Antesky has taken part in the project FY3 meteorological satellite earth station. It has entered into debug stage after finishing the installation of antenna and antenna radome.
FY3 meteorological satellite is the 2nd generation polar orbit meteorological satellite which can all-weather, three dimension, quantitative remote sensing monitoring the global climate change. FY3 satellite mainly includes X-band(MERSI, TERRA, AQUA and NPP) and L-band(VIRR, NOAA18 and NOAA19). FY3 meteorological satellite earth receive station can not only receive meteorological satellite all material, and also can real-time monitor the area change of lake, wetland, grassland, desert and forest.
This earth receive station is great help to further utilize the polar-orbiting satellite to carry out remote sensing monitoring and services. As well it can be helpful for improving timeliness of the business product for disastrous weather and ecological environmental monitoring. At the same time, the comprehensive application of multi-source satellite real-time data will be more conducive to offer reliable and scientific data on surface temperature, water changes, land utilization, grassland ecological changes and other aspects.
For more information, please email to [email protected]. | aerospace |
https://www.airlinereporter.com/tag/paine-field/page/2/ | 2023-02-07T15:48:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500619.96/warc/CC-MAIN-20230207134453-20230207164453-00257.warc.gz | 0.944712 | 580 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__129755400 | en | Swiss International Air Lines took delivery on March 13 of the final Boeing 777-300ER of their 10-aircraft order
Swiss International Air Lines took delivery of its 10th Boeing 777-300ER on March 13, completing the now-expanded order it originally placed in 2013. That order was for six aircraft; three more were added in 2015, and the final 777 was added in 2016, the same year the first jet in the batch was delivered to the airline.
The new jets, with a maximum range of 7,370 nautical miles, also offer lower operating costs than competing aircraft, making them a very attractive option on long-haul routes.
Swiss employees celebrate the delivery in Everett, Wash.
Swiss placed the order as part of a planned update to their long-haul fleet. The 340-seat 777-300ER is used on eight intercontinental routes, all making use of the airline’s Zurich hub: Bangkok, Chicago, Hong Kong, Los Angeles, Miami, Montreal, San Francisco, and Singapore. The airline also operates Airbus A330-300s and A340-300s on its long-haul routes.
A Boeing employee inspects a composite wing spar at the Building 40-02 spar shop
In a big milestone for the program, Boeing officially started production on its new 777x line on Oct. 23. The 777X will feature new GE9X engines, an all-new composite wing with folding tips, longer range, while leveraging technologies from the 787 Dreamliner.
The one-piece composite spars measure more than 100 feet long, and each aircraft requires a total of four spars – two per wing
777X chief project engineer and vice president Terry Beezhold said it’s taken Boeing seven years to get to this point in the project. The current project schedule calls for the first test flight to happen in the first quarter of 2019, and the first delivery about a year after that.
One group of AvGeeks enjoy the American 727 – Photo: Francis Zera
At the end of September we got to enjoy another amazing Aviation Geek Fest. If you follow the site, the name probably sounds familiar. It is a VIP-access event that allows AvGeeks to get together and experience some pretty cool things not typically open to the general public. This year we had people converge from around the world (guests from Argentina, Australia, Canada, France, Germany, Ireland, Israel, & USA) to Seattle, WA to partake in this three-day aviation-themed event. How cool is that?
As it has been the last in previous years, the events and activities are amazing, but you cannot beat hanging around a bunch of other like-minded folks for a few days! Everyone gets to tell their airplane stories and everyone actually wants to listen! | aerospace |
https://z94.com/altus-air-force-base-airshow-2022/ | 2024-04-15T21:41:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817033.56/warc/CC-MAIN-20240415205332-20240415235332-00413.warc.gz | 0.93997 | 467 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__84797038 | en | One of Oklahoma’s Biggest & Best Airshows is Coming Back!
One of the biggest and best airshows is returning in 2022 with even more demonstrations, performances, displays, and historical aircraft. It's guaranteed to be a good time and you won't see a collection of planes and pilots anywhere else like this! Make plans now to attend the "Red River Thunder" airshow next month!
You won't want to miss this! The annual Altus Air Force Base airshow "Red River Thunder" is scheduled for Saturday, October 1st (10-01-22) from 9:00-am until 5:00-pm. Altus AFB will be opening the gates to the public for an airshow and open house. You'll get to meet and greet service members and their families. Get to know a little more about the mission of Altus AFB and of course, check out all the awesome planes!
The U.S. Air Force F-16 Viper demonstration team will be there along with the USAF Wings of Blue parachute team. You'll get to see the WWII Tora Tora Tora flying history in action. The AF P-51 "Mustang" heritage flight. The Texas Raiders B-17 "Flying Fortress" will be there, a C-17 Globemaster III flyover, the USA Golden Knights parachute team along with flyovers from an E-3 "Sentry" the KC-135 "Stratotanker" and the KC-46 "Pegasus" and more! Plus all kinds of cool planes, displays, and vendors on the flight line to check out!
Just when you thought it couldn't possibly get any cooler or better, here's the best part. It's TOTALLY FREE to attend! That's right it won't cost you a dime to go to the "Red River Thunder" airshow. It's the perfect Saturday out that the entire family will enjoy and for no cost. Get all the details by visiting the official Altus Air Force Base airshow website by clicking here. There's also a Facebook event page set up for the airshow. Being a BIG FAN of airshows, military aircraft, and history I can't wait. We'll see you at Altus AFB on the first! | aerospace |
https://www.advoc8.com/project/to-the-future | 2024-02-21T02:14:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473360.9/warc/CC-MAIN-20240221002544-20240221032544-00667.warc.gz | 0.922988 | 271 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__127960229 | en | It's hard to imagine what you can’t see or feel — and nothing is more outside the realm of our existence than space.
So, Axios set out to create an experience that positioned Boeing as the leader in the race to space.
They turned to ADVOC8 for support in creating a memorable experience for that breakthrough moment.
Our creative solution was to take guests on an intergalactic journey from Earth to space and beyond. Guests would arrive and embark on a guided journey through a custom-branded setting, moving from Cape Canaveral to the International Space Station, deep into space and beyond.
Here's what that journey looked like for guests: A ride in America’s first Space Taxi — complete with vibrating seats and wrap-around projection. An International Space Station tunnel with an actual view from space. And finally, a custom infinity room to walk on Mars and step inside the still-being-imagined Deep Space Gateway.
At the end of their epic space ride, attendees were able to get hands-on with an actual Boeing Starliner simulator cab, and even got a peek at a Boeing astronaut space suit..talk about feeling out of this world.
The event merged information and immersion to take policymakers, business leaders, media voices and military families on a first-of-its-kind space experience. | aerospace |
https://circuitcellar.com/research-design-hub/intro-to-ardupilot-and-px4-part-2/ | 2024-02-27T23:55:51 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474688.78/warc/CC-MAIN-20240227220707-20240228010707-00359.warc.gz | 0.909845 | 4,735 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__132385143 | en | Building the Drone
In Part 1 of this article series, Raul gave an overview of a drone design using open-source autopilot platforms. Here in Part 2, he goes step by step and describes how to build, configure and test a DIY quadrotor drone with the PX4 platform.
In Part 1 of this article series last month, I discussed the general architecture of a DIY multirotor drone and its main hardware and software components. I also gave a general introduction to the Ardupilot and PX4 platforms, discussing some examples of supported flight controller hardware and vehicle types, as well as available ground control software from both platforms. Additionally, I provided a general introduction to the MAVLink protocol used to communicate vehicles with ground control stations in both platforms. In this second part, I will discuss the main steps involved in the building and configuration of a DIY quadrotor with the PX4 platform. It will not be a complete tutorial, but a review of the most important steps involved. I will also give some tips that address potential problematic situations in the build process that are not always immediately obvious for beginners.
There are a lot of well documented tutorials out on the Internet. Consider this article a summary of steps and important tips from my own experience, for beginners who want to build their first quadrotor. At the end, I will also share additional tips on how to get started with autonomous flight by using the MAVSDK library and MAVROS package. Let’s see if, with this article, I can encourage you to build your first quadcopter, and begin to experiment with autonomous flight in the near future.
Figure 1 shows an amazing wiring chart made by Jethro Hazelhurst for the Ardupilot website . To see greater detail, you can check the original version by using the link in the figure caption. Analyze the picture in detail. It will be instructive if you have never built a quadcopter before.
The build process for a typical quadrotor—like the one I will show as an example in this article—is practically the same for both the PX4 and Ardupilot platforms. For this summary, I will use the PX4 platform to explain the process. So, what steps are generally involved in building, configuring and flying a quadcopter? I divide the process in four sections: 1) the hardware build; 2) flight controller firmware programming and configuration; 3) Electronic Speed Controller (ESC) calibration and pre-testing; and 4) flight test(s). Within each of those sections are several steps. The following development assumes you are already familiar with the main parts used to build a multirotor. Please see Part 1 of this article series (Circuit Cellar 357, April 2020) for more details.
So, here is one of the first tips I would give to anyone doing their first quadrotor build.
Tip #1: Never rush with any steps involved in the process, always double-check everything you do, and when in doubt, it is always better to do further research or ask anyone who’s more knowledgeable before proceeding.
THE HARDWARE BUILD
Step 1: The Frame. You’ll generally begin by building the frame. Frames come with a build instructions chart, or you can easily find one on the Internet. Just don’t tighten the screws hard the first time. I highly recommend that you build the frame first, just to “present” it.
Tip #2: For the first builds, it is better not to tighten the screws tightly at first, or to use threadlocker glue. Leave that for the final steps, after you are sure everything is correct and in place.
Step 2: ESCs and brushless motors. For connecting brushless motors, ESCs and battery power supply lines, “banana” type connectors are generally used. Although the S500 frame I used for my example build (Figure 2) comes with a power distribution board “embedded” in the bottom plate of the frame (which is just a double-sided PCB used also as part of the frame structure), for beginners I would recommend using a separate power distribution board (PDB).
The reason for that is because it’s always possible to mess up with the soldering needed in the PDB. If this happens, it is cheaper and easier to replace the separate PDB than to replace the frame’s bottom plate. A typical quadrotor of this size will consume around 15A in total while hovering in soft wind and without payload. But the total current can easily peak up to the double (if not more), when carrying a payload, doing aggressive maneuvers or flying in severe wind conditions.
Tip #3: All soldering related to the propulsion system must be done carefully, tidily and robustly. Those connection points will carry high currents, so they must have good electrical continuity. There must also be the best isolation possible between the positive and negative terminals.
As a safety measure, always check the absence of electrical continuity between every pair of “+” and “-” pads on the PDB. You want to be sure there isn’t a short circuit in it, due to the soldering process. Some ESCs, brushless motors and power distribution boards come with bullet connectors already soldered. If not, you must solder them by yourself. Figure 2 shows the ESCs, motors and PDB embedded in my S500 frame, with all the necessary connections. ESCs and cables will later be secured to the frame by using plastic zip ties.
Step 3: Flight controller, RC receiver and GPS module. The spinning motors and propellers in the quadrotor generate a certain amount of mechanical vibration that is detected by the accelerometer and gyroscope sensors in the flight controller. This vibration is noise to the sensors, and can potentially affect the quadcopter’s stability. To minimize it, the flight controller can be installed on top of an anti-vibration mount, as shown in Figure 3. I initially used rubber bands to fix the flight controller to the anti-vibration mount. In the final steps, it will be fixed with double-sided tape. Figure 4 shows the motor layout for a “Quad X” configuration. Each motor has a given number, position and rotation direction, so it is critical to connect their corresponding ESC signal cables to the flight controller’s outputs in the given order.
Tip #4: The correct layout of all motors in the frame and connection of ESC input signal cables to correct output pins in the flight controller are of utmost importance. Failing to do this can make the quadcopter behave erratically and ultimately crash.
For this build, I used a conventional 6-channel remote control (RC) system with parallel analog PWM outputs. The Pixhawk controller, however, just accepts serial PPM-Sum or S.Bus input signals, which provide all RC channel signals via a single serial digital output. You can purchase an RC system with a serial output receiver suitable for connecting directly to the Pixhawk. Nevertheless, if you have a system with parallel analog PWM channels, low-cost parallel analog PWM-to-digital serial converters, such as the one I used for this build, are available.
The connection of the GPS and external compass module is straightforward. The module has two connectors. The wider one is for the GPS receiver, and the narrow one for the digital compass. The digital compass is highly sensitive to magnetic interference. With that in mind, a stand for the GPS module is generally recommended to avoid interference from the rest of the electronics, especially the power system. Figure 3 shows the flight controller, RC receiver and GPS module with its stand.
Step 4. Power module, battery and alarm. The power module connected to the flight controller and the PDB, as well as the LiPo battery in place with its low voltage alarm, are shown in Figure 5. The connection between the flight controller, power module, battery and propulsion system are illustrated clearly in Figure 1, so go back to this at any time to get a more detailed view of other connections.
To fly this quadcopter, I’m using a 5,000mAhour, 3S, 8C battery.
Tip #5: Improper use of LiPo batteries can be extremely dangerous. Before charging, connecting and using them, take the time to thoroughly research their use and care. Many resources on the Internet cover this topic in detail.
Step 5. Telemetry module, gimbal and FPV (first person view) transmitter. The telemetry module must be connected to the TELEM1 port in the Pixhawk (Figure 1). The gimbal receives power from the power distribution board. Mine can work with LiPo batteries between 2S and 6S. Gimbals generally have a signal input to manually control the camera pitch angle. This input can be connected to any unused output in the RC receiver, preferably one from a channel associated with a knob in the RC transmitter.
Once the gimbal is powered on, the camera should be automatically stabilized, and the pitch angle controlled with the associated knob in the RC transmitter. Drone cameras have a video signal output to be connected to the FPV video transmitter (powered also from the PDB). Usually, the FPV system is separated from the drone system itself (Figure 1).
Step 6. Finishing the hardware build. I usually connect the battery once at the end of the hardware build, to be sure everything is okay and nothing is getting hot due to a short circuit, especially in the propulsion system. Then, I proceed to tighten all screws with threadlocker glue. I take them out one by one from the frame and motors, apply threadlocker and tighten them well in place again. Threadlocker needs at least 24 hours to properly cure. I use Loctite Threadlocker Blue, which is recommended for multirotor builds.
Tip #6: After your first flight and before flying again, always check that the motor and frame screws are still tight. Sometimes they can loosen, because parts tend to settle further with mechanical vibration, and the screws would need to be tightened again. A loose motor or frame part can make the quadcopter vibrate too much and make it crash.
Although I’m using PX4 firmware for this build example, the same quadrotor setup can also be flashed with Ardupilot firmware by following a similar set of steps, such as the ones outlined as follows:
Step 1. Firmware flashing. It is really easy to flash the firmware to the flight controller by using ground control software. With QGroundControl, you can do that by going to the “Firmware” submenu located in the “Vehicle Setup” menu (Figure 6) and following the instructions given there. After flashing the PX4 firmware, the frame type must be configured in the “Airframe” submenu, under the “Quadrotor x” option. I chose the “S500” for this build (Figure 7).
Step 2. Sensor calibration. Next, from the “Sensors” submenu, we calibrate the compass, gyroscope and accelerometer, and also level the horizon (Figure 8). Plenty of guidelines are given in each step by QGroundControl, itself.
Step 3. Radio setup. The radio calibration, done in the “Radio” submenu (Figure 9), ensures that the minimum and maximum values for each RC channel are correctly set in the flight controller. These values generally vary from one RC transmitter to another.
Step 4. Flight modes configuration. In the “Flight Modes” submenu (Figure 10), we can configure up to six different flight modes. With a 6-channel RC, I generally assign channel 5 for controlling the flight modes and channel 6 for the “Kill switch” function. The three most useful flight modes I can recommend for beginners are Altitude, Position and Return.
Altitude automatically stabilizes the quadcopter’s altitude by using the barometric pressure sensor (altimeter), but it doesn’t stabilize position in the horizontal plane. This is because this flight mode does not use the GPS receiver. It requires you to stabilize the quadcopter in the horizontal plane manually, which can be tricky for beginners, especially with strong winds. In this mode, the quadcopter can be armed without the need for GPS fix (useful for indoor motor testing).
Tip #7: Never fly a quadcopter indoors if you are a beginner, or if there are people around. For your flight tests, always use big, open fields without people, animals or obstacles around.
Position is the preferred flight mode I recommend for beginners, especially for flying in windy conditions, because it uses the barometric pressure sensor and also the GPS receiver for stabilizing the drone vertically and horizontally. But it doesn’t allow arming the motors and drone take-off without a good GPS fix, which you won’t get unless the GPS receiver has good sky visibility.
Return flight mode automatically returns the drone to the home position, and is useful if, for some reason, you lose control, and just want the flight controller to take over and land the drone by itself at the original take-off spot.
Finally, it is also important to configure the “Kill switch” function to turn off the motors, especially when something goes awfully wrong. For example, if the drone falls down to the ground and the motors are still spinning, even with the throttle stick at zero—or when the drone is out of control and it is better to switch it off (and crash it) before anything worse happens.
Step 5. Power setup. In the “Power” submenu, the flight controller’s battery power monitoring function can be configured, so it can accurately estimate the remaining power and flight time. I generally just configure the “Number of cells” parameter (“3S” for a 3S battery), and leave the rest at their default values. At first, it’s better not to change the remaining parameters, until you understand well how these parameters affect the way the flight controller does the aforementioned estimations.
Step 6. Failsafe actions. A “failsafe action” is a predefined safety measure the quadcopter will take when some types of failures occur. Examples of failures include when the battery is at its minimum, when the RC signal is lost, or when the data link (telemetry) is lost. Available options for safety measure configuration range from doing nothing or giving a warning, to landing the drone, returning it to home or hovering it in place. Failsafe actions can be configured in the “Safety” submenu. The default options are also a good starting point.
ESC CALIBRATION & PRE-TESTING
One last important step to take before the first flight is ESC calibration (available from the “Power” submenu). ESC calibration ensures that all motors respond equally to the available throttle range from the RC transmitter. This is accomplished by teaching the ESCs to recognize the minimum and maximum PWM values for zero and full throttle.
Tip #8: Before attempting to take off for the first time, check the rotation direction of all motors according to what’s specified in the layout for the selected configuration. Also check the correct propeller mounting. Motors spinning in the wrong direction, or propellers incorrectly mounted will cause erratic behavior, ranging from not being able to take off at all, to taking off and spinning uncontrollably in the horizontal plane, or taking off and turning upside down and ultimately crash.
If a motor spins in the wrong direction, swap two of the three motor cables connected to the ESC (any two of the three available) to change the rotation direction. Also verify the proper propeller mounting, with the upper and lower cambers correctly positioned, and the leading edge “cutting” right into the air, in the right rotation direction.
Until this point, for safety reasons, always do all motor pre-tests without propellers, and put the propellers on the motors just before the first flight. Pick an open field with no people, animals or obstacles around. If there are natural or man-made obstacles (such as tall trees, hills, buildings or towers), the GPS receiver will take longer to get a fix, or worse yet, it will lose it intermittently during flight.
Tip #9: Always try to do your flight tests in the morning, when the wind is generally calmer than in the afternoon. Avoid flying in relatively strong winds until you develop good piloting skills. You can carry a pocket anemometer to measure wind speed before taking off.
The maximum wind speed in which a quadrotor can be safely flown depends on the quadrotor’s maximum speed. A good rule of thumb is to set the maximum wind speed at two-thirds or less of the quadrotor’s maximum speed. For example, if the quadrotor’s top speed is 80mph, two-thirds of that is about 53mph. This, according to the rule, will be the maximum recommended wind speed to fly the quadcopter safely. Last but not least, don’t forget to comply with all regulations in place for flying drones in your town, to avoid legal problems.
From a functional standpoint, PX4 and Ardupilot are not very different. The processes of flashing firmware and configuring parameters are almost the same in both platforms. Besides, both are MAVLink-compatible and generally work well with the same quadcopter setup, as long as the flight controller is compatible with both platforms.
After you have flashed and configured your quadcopter with, say, PX4, and flown your drone for some time, you can try Ardupilot if you wish. Every step described in the Firmware Flashing and Configuration section of this article will also apply, with minimum differences. You can even try to use Mission Planner or APM Planner this time. These are two ground-control software applications from the Ardupilot ecosystem, and are similar to QGroundControl.
MAVSDK AND MAVROS
In contrast, the MAVROS package (which is an ROS-to-MAVLink bridge, also from the PX4 ecosystem), allows the use of MAVLink communication, to make it possible for any computer running the Robot Operating System (ROS) middleware to communicate with any vehicle or ground-control station software that uses the MAVLink protocol.
In summary, MAVSDK will allow you to program a robotic drone, and MAVROS will allow you to do it straight away in an ROS environment, for a more modular, distributed, scalable and professional approach. Ardupilot has also its own MAVLink library, called Dronekit, with available Python and Android APIs. But apparently, not much work has been done lately to provide support for other programming languages.
If you want to get started with autonomous flight application development within the PX4 ecosystem, I suggest you try MAVSDK and/or MAVROS in three stages.
First, generally the easiest way to try MAVSDK is to install the Python wrapper and try some included examples with a “Software-in-the-Loop” (SITL) simulator. The C++ version installation can be a little more involved, in some cases requiring building the library from source. MAVROS is useful only if you already know how to use ROS. If you are new to ROS, perhaps you should first learn ROS, before trying MAVROS. But you still can make your drone fly autonomously by using MAVSDK. Both MAVSDK and MAVROS can connect to vehicles via serial port, UDP and TCP connections. When working with a simulation, TCP/UDP connections will usually be the way to connect our software application with the simulator.
Second, once your code runs well on simulation, you can try it on a real drone by opening the telemetry module serial port from the application running on your development computer or mobile device. In this case, MAVSDK and MAVROS will communicate with your drone by using the MAVLink connection established via the telemetry modules.
Third and last, to make your drone truly autonomous, you can upgrade your system by adding a companion computer (Raspberry Pi, Odroid, Jetson Nano or others) to your quadcopter setup. The companion computer can be connected directly to the TELEM2 serial port of the flight controller to run the MAVSDK/MAVROS code that controls the vehicle, along with some other code interfacing with additional sensors and actuators especially suited for your application.
I hope the information presented in this two-part article series gave you a general perspective about the PX4 and Ardupilot platforms, and what is involved in building a quadcopter for aerial photography, or perhaps more interesting, for experimenting with autonomous flight. If you have never built a quadcopter before, I really encourage you to do it and experiment.
I’m not going to lie, you’ll crash many times while learning to pilot it and experimenting with it, but that’s the normal learning process for anyone. Still, it is a lot of fun! Most excitingly, once you get a good grasp of what’s involved in building and configuring a quadcopter properly, you can begin to experiment with autonomous drone applications.
In a future follow-up to this article, I will cover in more detail—and with a concrete example—how to use the MAVSDK library to develop code for autonomous drones using SITL simulation. Until the next time!
PX4 Basic Configuration
PX4 ESC Calibration
How to care for your lipo batteries
PX4 SITL simulation
PUBLISHED IN CIRCUIT CELLAR MAGAZINE • MAY 2020 #358 – Get a PDF of the issueSponsor this Article
Raul Alvarez Torrico has a B.E. in electronics engineering and is the founder of TecBolivia, a company offering services in physical computing and educational robotics in Bolivia. In his spare time, he likes to experiment with wireless sensor networks, robotics and artificial intelligence. He also publishes articles and video tutorials about embedded systems and programming in his native language (Spanish), at his company’s web site www.TecBolivia.com. You may contact him at [email protected] | aerospace |
https://www.hellobismarck.com/news/national/277688/3-dead-in-air-ambulance-crash-in-western-nort | 2019-07-16T18:44:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524685.42/warc/CC-MAIN-20190716180842-20190716202842-00192.warc.gz | 0.961652 | 199 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__150992203 | en | BISMARCK, N.D. (AP) - An air ambulance flying from Bismarck to Williston to pick up a patient crashed in Morton County, killing the three people on board.
County spokeswoman Maxine Herr says the twin-engine Bismarck Air Medical airplane took off about 10:30 p.m. Sunday and crashed shortly after in a farm field about 20 miles northwest of Bismarck.
CHI St. Alexius Health identified the dead as a Bismarck Air Medical pilot, a paramedic with that company, and a CHI St. Alexius registered nurse. Their names weren't immediately released.
The Morton County Sheriff's Office, Civil Air Patrol and an Air Force rescue team are investigating. Authorities located the crash site about 2 a.m. Monday.
The cause of the crash wasn't immediately determined. The National Weather Service says there was no inclement weather in the area at the time. | aerospace |
https://www.lolaapp.com/saturn-v-rocket-design/ | 2023-12-04T10:00:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100527.35/warc/CC-MAIN-20231204083733-20231204113733-00283.warc.gz | 0.914678 | 1,367 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__167216186 | en | Are you ready for a journey into the mysteries of the cosmos? Brace yourself as we delve into the awe-inspiring world of Saturn V rocket design – a true testament to human ingenuity and the gateway to unprecedented exploration beyond Earth’s bounds. In this article, we will unlock the design marvels of NASA’s legendary rocket, delving into the deepest depths of its complex engineering, innovative propulsion systems, and groundbreaking aerodynamics. Embark on a captivating adventure as we unravel the secrets behind the majestic Saturn V, revealing the wonders that propelled us to the stars and forever changed our understanding of the universe.
Saturn V Rocket Design
The Saturn V rocket stands as a testament to human ingenuity and technological prowess. This legendary rocket, developed at NASA’s Marshall Space Flight Center in Huntsville, Alabama, played a crucial role in carrying humans beyond Earth’s orbit and landing them on the moon. With its remarkable design, the Saturn V rocket pushed the boundaries of what was possible in space exploration. Let’s dive into the enchanting world of Saturn V rocket design and unravel the marvels it encapsulates.
At its widest point, the Saturn V rocket measures a mere three inches, forming a distinctive hexagonal shape when all its intricately engineered pieces come together. (Context 1) As for its height, the final towering structure reaches an impressive thirty-three inches, soaring high into the sky in its pursuit of the stars. (Context 2) The rocket’s predominantly white faces, adorned with black accents and bold red writing, create a visually striking appearance that reflects the grandeur of its mission. (Context 3)
Designed by the brilliant mind of Wernher von Braun at the Marshall Space Flight Center, the Saturn V rocket remains the largest among three types of Saturn rockets built by NASA. (Context 5) This technological masterpiece propelled humans beyond the familiar realms of Earth and towards the lunar surface, opening up new frontiers for exploration. (Context 6) The first awe-inspiring launch of the Saturn V rocket took place in 1967, marking the beginning of an era filled with groundbreaking achievements. (Context 7)
Fueling the unparalleled power of the Saturn V rocket were its first two stages, which utilized liquid hydrogen fuel and generated a staggering 34.5 million newtons or 7.6 million pounds of thrust. (Context 8) To put that into perspective, it boasted a thrust force equivalent to launching over 52 space shuttles simultaneously!
Standing tall, the Saturn V rocket dwarfs even iconic landmarks such as the Statue of Liberty, as it towers almost 60 feet taller. (Context 9) But its size is not the only remarkable aspect. This extraordinary rocket remains an emblem of reliability, as it completed its missions with an impeccable record—13 successful launches from the Kennedy Space Center, without any loss of crew or payload. (Context 15) In fact, it holds additional records, including the heaviest payload ever launched and the largest payload capacity to low Earth orbit.
When it comes to its historical significance, the Saturn V rocket and the Apollo program have left an indelible mark on human exploration of the Moon. (Context 12) A total of nine crewed flights to the moon were made possible by the Saturn V rocket, enabling a total of 24 awe-struck astronauts to traverse the vast expanse of space and set foot on the lunar surface. (Context 16) Beyond this, the Saturn V rocket also played a key role in launching Skylab, the first American space station, further cementing its place in the annals of space history.
But what lay behind the awe-inspiring success of the Saturn V rocket? Its roots can be traced back to the visionary German rocket technologist Wernher von Braun and his work on the V-2 rocket during World War II. In the aftermath of the war, von Braun and over 1,500 German rocket engineers and technicians were brought to the United States in Operation Paperclip, where their expertise formed a crucial foundation for the development of the Saturn V rocket. (Context 18)
In conclusion, the Saturn V rocket represents the epitome of human achievement in space exploration. Its design, meticulously crafted by brilliant minds, unlocked the mysteries of the cosmos and brought us one step closer to understanding our place in the universe. From its awe-inspiring dimensions to its record-breaking capabilities, this legendary rocket embodies the spirit of adventure and the remarkable feats that can be accomplished when humanity reaches for the stars.
“The Saturn V rocket, a testament to human genius and daring, propelled us beyond our wildest dreams and lifted the veil of the unknown.”
Did you know that the Saturn V rocket is the most powerful rocket ever built? If you’re fascinated by space exploration and want to learn more about this incredible feat of engineering, click here to discover some mind-blowing facts about the Saturn V rocket. Once you click, you’ll be taken to a page where you can delve deeper into the history, specifications, and amazing achievements of this iconic spacecraft. So, what are you waiting for? Feed your curiosity and satisfy your thirst for knowledge by clicking this link: facts about the saturn v rocket. Happy exploring!
What is the dimensions of the Saturn V rocket?
The Saturn V rocket is three inches at its widest and forms a hexagonal shape when all the pieces come together. The final height of the Saturn V rocket is thirty-three inches.
Where was the Saturn V rocket developed?
The Saturn V rocket was developed at NASA’s Marshall Space Flight Center in Huntsville, Alabama.
What is the significance of the Saturn V rocket?
The Saturn V rocket played a significant role in the Apollo program for human exploration of the Moon. It was used to carry humans beyond orbit and to the surface of the moon. It remains the only launch vehicle to have carried humans beyond low Earth orbit.
Who designed the Saturn V rocket?
The Saturn V rocket was designed by Wernher von Braun at the Marshall Space Flight Center. Von Braun, along with over 1,500 German rocket engineers and technicians, were brought to the United States in Operation Paperclip.
How many astronauts were launched to the moon using the Saturn V rocket?
A total of 24 astronauts were launched to the moon using the Saturn V rocket.
- Discovering India’s 10 Rare Animals: A Glimpse into Biodiversity - December 4, 2023
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- The Crucial Role of Water: 10 Points for Class 5 on its Importance - December 4, 2023 | aerospace |
http://blog.realestate.cornell.edu/2019/03/30/real-property-markets-just-beyond-the-horizon/ | 2020-07-16T00:29:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657176116.96/warc/CC-MAIN-20200715230447-20200716020447-00248.warc.gz | 0.938678 | 1,661 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__21573344 | en | John R. Thompson
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Guidelines for real property ownership in new frontiers often develop as afterthoughts – reactive measures to adverse events rather than prescriptive ones – and this seems to be true even for the so-called “final frontier” of outer space. Since the space race of the 1960’s and 70’s, little work has been done to advance the groundwork laid by two international treaties of that era: The Outer Space Treaty of 1967, and the Moon Treaty of 1979. In the decades following the Apollo missions, the cost of space travel remained prohibitively expensive, and a couple of high-profile tragedies led many to question whether space exploration was worth the cost. For these reasons, the discussion of how extraterrestrial property rights are to be governed has largely been shelved.
Since roughly the beginning of the 2000’s, advances in rocketry and computer-aided flight technology have driven down the cost of space travel and this has reinvigorated the imaginations of many. This time around, not only has the strategy changed, but so too have the players involved. Several billions of dollars in infrastructure is now dedicated to objects floating in loosely-regulated orbit, and many more billions are tied up in speculative research. In the early days, space exploration programs were entirely state sponsored, and their purpose was a mixture of legitimate scientific endeavor and Cold War-fueled chauvinism. Today, the narrative has switched to a purely capitalistic pursuit, spearheaded by some of the world’s wealthiest entrepreneurs. The United States has witnessed the emergence of numerous space travel companies and ancillary services in the past two decades. The most noteworthy of these new companies – SpaceX and Blue Origin – have founders who also run some of the most radical game changing corporations in the world (Tesla and Amazon, respectively). A vast concentration of wealth in these few individuals, in conjunction with prestigious prizes like Ansari and Google Lunar X, has made it possible to invest in an area of high-tech development that previously required a government-funded operation.
Much of this speculation has been fueled by a potential market for space tourism, though companies like SpaceX and Boeing are making a bet on services which cater to economical, repeated commercial access to space. Rapidly reusable rockets capable of travel beyond Earth’s orbit had long been the goal of NASA since before funding to the program was scaled back. This reusable rocket system would allow for much cheaper payload costs and would significantly expand the feasibility of space exploration ventures. Among these promising new uses are the proliferation of telecommunication satellite launches and, led by Washington-based Planetary Resources, resource mining operations on celestial bodies such as asteroids. In 2017, SpaceX successfully demonstrated its reusable rocket development program in multiple stages (Henry, 2017), which is a strong indication that the revolution in commercial space exploration is imminent.
With the heralding of a promising new era in space, much like with the discovery of oil in the Arctic Archipelago or gold in southern California, comes challenging questions from a legal perspective. The two treaties referenced earlier represent the sole regulatory framework for extraterrestrial property rights, and the Outer Space Treaty of 1967 (signed by the United States and 107 other nations at present) expressly prohibits the “national appropriation by claims of sovereignty” of the moon and other celestial bodies (United Nations General Assy., 1967). It is unclear, then, which governing body will preside over the nuances of property ownership if celestial bodies are to be exploited for commercial benefit. Private property laws vary widely from nation to nation and are the foundation of Western capitalism. The right to the exclusive use of a particular parcel, for example, may constitute an appropriation by restricting others from using such sites, as these rights are only protected by the law of that sovereign which enables them (Keehn, 2018).
Further still, the Outer Space Treaty refers generally to “the moon and other celestial bodies” in the solar system, which is to say nothing about positions in the aether of space, such as a satellite in geostationary orbit. Geostationary orbit refers to a “slot” in the orbit of the earth in which a satellite may remain in a fixed orbit over a particular point on the earth’s surface. This type of orbit is important for the proper functioning of telecommunications satellites and other uses, and when one considers the diameter of this orbit at 35,786 kilometers, it seems like there would be plenty of “space” to go around. However, due to specificity of radio frequencies and orbital altitudes which make these satellites functional, there are only around 2,000 feasible locations for such satellites (Finch, 1986).
There has been an effort by equatorial countries to claim sovereign ownership of geostationary orbit via the Bogota Declaration of 1976, as all geostationary orbits are fixed directly above those countries, but this was blocked by the United Nations, which claimed that the Outer Space Treaty would also apply to geostationary orbits so long as they are deemed to exist in what is defined as “outer space”. Though unsuccessful, the declaration brought up issues within the treaty which require further exploration, namely the fact that once developing countries achieve the ability to place objects in such an orbit for their own purposes, there may be no slots remaining.
Block allotment planning is one remedy which may gain traction in the international community for the demarcation of outer space property. Such a program would take the total available property and allocate it according to a proscribed weighting method. This would effectively create a market for developing countries to lease their allotment to sovereign buyers when not in use, and profit from market forces while they build up their space programs. It would also be a revenue source for states to lease their allotment to private companies for mining or satellite use (Finch, 1986). For this sort of arrangement to work would require a significant amendment or reworking of the Outer Space Treaty, which would be an extensive and lengthy process – particularly when the economic benefits of such a renegotiation are based on speculative technology (Simberg, 2012).
Much of the world, however, does not share the first-come-first-served spirit typified by American capitalism. This may pose a costly challenge for U.S.-based entrepreneurs hoping to secure mining rights, or even for the nascent Chinese space program’s current lunar efforts. Enabling legislation in the U.S. has recently been passed (the Commercial Space Launch Competitiveness Act of 2015), though it may stand on unstable legal ground when tested in the international arena (Keehn, 2018). In time, market forces and the tenacity of ultra-entrepreneurs may test the reserve of the United Nations. But if real property markets beyond earth prove profitable, what was once dubbed the space race may soon resemble something more like a gold rush.
Finch, M. J. (1986). Limited Space: Allocating the Geostationary Orbit. Northwestern Journal of International Law & Business, 788-802.
Henry, C. (2017, March 30). SpaceX demonstrates rocket reusability with SES-10 launch and booster landing.
Keehn, J. (2018, July 26). Welcome to the New Space Age. Bloomberg Businessweek.
Simberg, R. (2012). Homesteading the Final Frontier: A practical proposal for securing property rights in space. Competitive Enterprise Institute.
United Nations General Assy. (1967). Treaty on Principles Governing the Activities of States in the Exploration and Use of Outer Space, including the Moon and Other Celestial Bodies. New York: United Nations Office for Outer Space Affairs. | aerospace |
https://www.driftnoise.com/blog/looking-through-clouds/ | 2021-12-05T01:38:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363134.25/warc/CC-MAIN-20211205005314-20211205035314-00022.warc.gz | 0.941483 | 83 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__52276177 | en | by Lasse Rabenstein on 2016-12-09
Optical satellite images are a great help to find your way through or around the ice. Unfortunately, clouds often mask your view of the ice. Radar images such as those provided by ESA’s Sentinel-1 missions are independent of clouds and daylight. The image comparison shown here is an impressive example of the advantage radar images have compared to optical images. | aerospace |
https://m.hindlish.in/airbusses | 2023-06-04T01:33:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649348.41/warc/CC-MAIN-20230603233121-20230604023121-00597.warc.gz | 0.78128 | 313 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__178084332 | en | • एयर बस
airbusses मीनिंग इन हिंदी
airbusses उदाहरण वाक्य
डाउनलोड Hindlish App, कभी भी अनुवाद करें
उदाहरण वाक्यअधिक: आगे
- That's a bit optimistic for both Boeing and Airbus.
- The contract was awarded to Airbus Industrie, a European consortium.
- Airbus is driven to increase its market share at our expense,
- The cuts include military aircraft, regional aircraft and Airbus production.
- The order is a victory for Airbus over Boeing Co ..
- The airlines need and benefit from a strong competitor like Airbus.
- We have already discussed with Airbus and Boeing the delivery schedule.
- We have already discussed with Boeing and Airbus the delivery schedule.
- He didn't discuss details of Airbus's bid.
- A spokesman for GE declined to comment on any Airbus purchase. | aerospace |
http://www.imtech.co.uk/news/imtech-land-raf-marham-project/ | 2018-05-23T02:57:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794865411.56/warc/CC-MAIN-20180523024534-20180523044534-00559.warc.gz | 0.918393 | 241 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__117758407 | en | Imtech land RAF Marham project
Imtech have been appointed by Galliford Try/Lagan Construction to deliver the mechanical and electrical services, as part of its joint venture to upgrade infrastructure and facilities to support new fighter jets at RAF Marham in Norfolk.
The £11.4m M&E design and build project will be undertaken by Imtech’s Engineering Services Central team. It includes a new aircraft hangar, capable of housing 12 of the F-35B Lightning jet aircraft, support facilities and infrastructure upgrades. Services to all buildings and perimeter fencing include; HV, power, lighting, data, fire alarms and suppression, sprinklers, heating, BMS, water and gas systems. The team will also identify where off-site prefabricated services can be utilised to help support the overall delivery of the project.
‘We are delighted to be working alongside Galliford Try on another prestigious project’ commented Darron Littlehales, Managing Director, Imtech Engineering Services Central ‘I am confident the team will successfully deliver this project within all parameters and to our usual high safety standards, using our extensive experience working within live environments.’ | aerospace |
https://news.erau.edu/headlines/high-school-teens-explore-aviation-engineering-and-space-in-embry-riddle-summer-camps | 2024-02-22T15:18:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473819.62/warc/CC-MAIN-20240222125841-20240222155841-00225.warc.gz | 0.892287 | 1,008 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__189649736 | en | High School Teens Explore Aviation, Engineering and Space in Embry-Riddle Summer Camps
As the world’s leading institution for aviation and aerospace higher education, Embry-Riddle Aeronautical University ensures its students acquire expert knowledge through faculty guidance, hands-on experience and research.
This summer, Embry-Riddle Summer Programs will offer these opportunities and more to pre-college teenagers considering a future in science, technology, flight and beyond.
"We are excited to once again welcome students to our Prescott Campus," said Summer Programs Manager Jenn Downing. "Whatever your interest, you will find the perfect mix of academics and camp fun waiting for you.”
Registration is now open for 2024 Summer Programs, featuring a diverse selection of unique courses that seek to prepare teenagers for success in higher education.
The Final Frontier
This year, Embry-Riddle is introducing its newest summer program, Astronomy Camp, which will explore the stars, planets and distant galaxies.
“Camp activities are a good opportunity to experience firsthand the kind of research professors at Embry-Riddle conduct,” said Dr. Pragati Pradhan, assistant professor of Physics and Astronomy. Citing Prescott’s clear skies and low light pollution, Pradhan endorsed Prescott as an ideal location for studying astronomy. “It is almost a crime not to gaze into the night sky here at Prescott, and this is coming from someone raised in the Himalayas!”
For students interested in rocketry, the Rocket Propulsion Engineering Camp offers a hands-on course in rocket development alongside Embry-Riddle professors and Aerospace Engineering undergraduates, in the campus’s Propulsion Laboratory & Rocket Test Complex.
A Future in Flight
From mastering aircraft ground support in Air Traffic Control (ATC) Camp, preparing for takeoff in Flight Exploration Camp, or delving into the cutting-edge technology of unmanned aircraft through Drone Flight Exploration Camp, Embry-Riddle offers programs that can ignite a lifelong passion for aviation.
“Students participating in the ATC Summer Camp get an unparalleled opportunity to control simulated air traffic using state-of-the-art air traffic control simulators,” said Kyle Wilkerson, assistant professor of Air Traffic Management.
This year’s Summer Programs also marks the return of Take Flight Camp, allowing parents, grandparents or guardians to attend flight sessions together with their student alongside Embry-Riddle’s world-class flight instructors. Participants undergo four days of immersive flight training in picturesque North Central Arizona. Instruction topics cover meteorology, air traffic management, safety analysis, night operations, cross-country operations and more.
Innovate Through Engineering
Perennially ranked among the nation’s top undergraduate engineering degrees by U.S. News & World Report, Embry-Riddle offers students practical knowledge in engineering principles through research and exploration.
Aerospace Engineering Camp provides students with experiential learning that goes beyond the classroom. Faculty guide participants through core elements of aviation, including aerodynamics, propulsion and aircraft design.
Additionally, Computer, Electrical & Software Engineering Camp invites participants into these rapidly growing industries. Embry-Riddle also offers a program for Game Design, Animation and Simulation, training students in world development, multimedia, simulation and virtual reality.
Discover Big Data & Forensic Investigation
Embry-Riddle has offered programs in Security, Intelligence and Safety for over a decade. This summer, college-bound teenagers can lay the foundations for a future in this field through introductory courses.
According to the U.S. Bureau of Labor Statistics, employment of data scientists is projected to grow 35% by 2032, much faster than the average for all other occupations. Embry-Riddle’s Data Science Camp delves into the dynamic fusion of mathematics, statistics, computer science, networking and machine learning, in addition to the burgeoning fields of artificial intelligence.
Forensic Science Camp immerses students in criminal investigation. Expert professors provide instructions on law, crime scene investigation, chemical analysis, psychological profiling and hacking.
The Prescott Experience
Located in the Bradshaw Mountains of Arizona, Prescott offers more than 270 days of annual sunshine and a multitude of outdoor activities. Embry-Riddle’s Prescott Campus provides students with an intimate educational setting, small class sizes and personalized instruction from faculty with relevant industry experience.
“If anyone is ever debating whether or not to attend a summer camp, my advice is to do it,” said Christopher Sorensen, Aerospace Engineering junior and Summer Program student worker. “The experience a student will gain in a university classroom and the knowledge they will have about campus life is invaluable.”
All Summer Program attendees will reside in on-campus dormitories for one-week camp sessions under the supervision of approved Embry-Riddle staff and university student coordinators. | aerospace |
https://openrepository.aut.ac.nz/handle/10292/12747 | 2022-05-27T12:59:43 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662647086.91/warc/CC-MAIN-20220527112418-20220527142418-00574.warc.gz | 0.932285 | 394 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__290771314 | en | Behaviour Reactions of Bottlenose Dolphins (Tursiops truncatus) to Multirotor Unmanned Aerial Vehicles (UAVs)
Fettermann, T; Fiori, L; Bader, M; Doshi, A; Breen, D; Stockin, KA; Bollard, B
MetadataShow full metadata
Unmanned aerial vehicles (UAVs) represent a novel and cost effective research tool to investigate cetacean behaviour, as conventional aircraft are expensive, limited in the altitude they can fly at and potentially disturb sensitive wildlife. In addition, the aerial observation from the UAVs allows assessment of cetacean behaviour from an advantageous perspective and can collect high spatial and temporal resolution data, providing the opportunity to gather accurate data about group size, age class and subsurface behaviour. However, concerns have been raised about the potential risks of disturbance to animals caused by the UAV’s visual and acoustic stimuli. Boat-based surveys were conducted to assess the short-term behavioural responses of resting bottlenose dolphins (Tursiops truncatus) to a lightweight Vertical take-off and landing (VTOL) UAV flown at 10, 25, and 40 m altitude. Changes in group swim direction and frequencies of surface and aerial behavioural events were recorded from an anchored research vessel before (control) and during the aerial survey. The number of reorientation and tail slap events increased significantly between controls and flights when the UAV was flown at 10 m over the animals. In contrast, no significant differences were detected when the aircraft was flown at 25 and 40 m altitude. However, a precautionary approach is recommended for research applications requiring lower flight altitudes, with further research recommended to assess how different cetacean species and age class may respond to the UAV presence. | aerospace |
https://sunriseread.com/boeing-cautions-about-likely-wing-risk-in-certain-737-aircrafts/251/ | 2024-04-20T01:42:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817463.60/warc/CC-MAIN-20240419234422-20240420024422-00862.warc.gz | 0.96305 | 295 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__6270043 | en | The Federal Aviation Administration has built alert over potential obstacles in some Boeing 737 commercial aircraft.
Boeing itself has come out to caution some of the airlines flying the 737 models to locate a substitute of particular components in the plane’s wings, predicting the likely to develop a defect.
It is expected that this notice will influence hundreds of Boeing 737 aircraft, including the Max version that has been grounded.
Boeing has also been contacting airlines that are affected while the FAA is also doing its part by issuing an order to affected airlines to inspect their aircraft and make necessary replacements.
According to the FAA, no airline has reported a case of failed parts. The agency also believes that an aircraft won’t be lost even if the wing fails. However, if an aircraft suddenly develops a fault in one of its wings in flight, it can damage the plane.
Both the agency and Boeing believe that the problem may be caused by a mistake on the part of the manufacturers of the potentially faulty part, a problem that may cause premature cracks to develop in the wings.
Well, the present issue is not correlated to the Boeing 737’s flight control system hassle in the Max models that has killed over 300 people this year that led to a grounding order on the Max planes around the globe.
Nevertheless, the stakeholders in the aviation industry are not taking the warning lightly. This a preventive measure against unfortunate incidents that having faulty wing midair can cause. | aerospace |
https://easytopten.com/best-drones-with-camera-for-8-year-old/ | 2024-04-13T15:49:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816820.63/warc/CC-MAIN-20240413144933-20240413174933-00471.warc.gz | 0.918895 | 3,054 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__21843770 | en | Introducing young minds to the world of drones can be both exciting and educational. Finding the best drones with a camera for 8-year-olds requires careful consideration to ensure a safe and enjoyable experience for young enthusiasts. In this comprehensive guide, we review and recommend top-rated drones designed specifically for 8-year-olds, providing essential insights and tips for parents and guardians looking to make an informed purchase decision.
5 Best Drones With Camera For 8 Year Old
Introduction to Drones with Camera for 8 Year Olds
Looking for a fun and educational gift for an 8-year-old? Drones with cameras can provide an exhilarating and enriching experience, combining the excitement of flying with the ability to capture unique aerial footage. These drones are typically designed with beginner-friendly features, making them suitable for young pilots. With simple controls and safety features, they offer a safe and enjoyable introduction to the world of aerial photography and videography.
For parents and educators, drones with cameras for 8-year-olds offer an opportunity to teach the principles of flight, photography, and technology. These devices can foster creativity and problem-solving skills while encouraging children to explore the potential of aerial imaging. Some models also come with built-in programming features and educational materials to enhance the learning experience.
When choosing a drone for an 8-year-old, look for durable construction, lightweight design, and easy-to-use controls. Additionally, consider options with built-in safety features, such as altitude hold and propeller guards, to ensure a secure and enjoyable flying experience for young enthusiasts.
01. Holy Stone HS100D
Last update on 2024-02-03 / Affiliate links / Images from Amazon Product Advertising APIThe Holy Stone HS100D is a feature-packed drone that offers impressive performance and user-friendly controls. Its 1080p HD camera and 120° wide-angle lens capture stunning aerial footage, while the GPS-assisted flight ensures stable and precise positioning. With a flying time of up to 18 minutes and a control range of 500 meters, it provides ample opportunity for exploration and photography. The drone’s follow-me mode and smart return-to-home function add convenience and safety to the overall flying experience. Whether for aerial photography, recreational flying, or professional filming, the Holy Stone HS100D is a reliable and versatile choice for enthusiasts of all levels.
The drone’s sleek design and durable construction contribute to its overall appeal, making it a popular option in the market. Its ability to automatically hover at a set altitude and smoothly perform 360° flips adds an element of fun and creativity to the flying experience. The Holy Stone HS100D combines advanced features with an affordable price, making it a standout choice for anyone looking to enjoy the excitement of aerial photography and recreational flying. With its stable flight performance and high-quality camera, this drone is a compelling choice for both beginners and experienced pilots alike.
02. Syma X5C
Last update on 2024-02-03 / Affiliate links / Images from Amazon Product Advertising APISyma X5C is an excellent entry-level drone for beginners and hobbyists. Its lightweight design and stability make it perfect for both indoor and outdoor flying. The 6-axis gyro stabilization system ensures a smooth and steady flight experience, while the 720p HD camera allows users to capture stunning aerial footage.
The intuitive remote control and responsive controls make it easy to maneuver, and the spare parts availability ensures easy maintenance. With a flight time of up to 7 minutes and a range of approximately 100 feet, the Syma X5C provides an enjoyable and affordable drone experience for enthusiasts of all levels.
03. Force1 UFO 3000
Last update on 2024-02-03 / Affiliate links / Images from Amazon Product Advertising APIThe Force1 UFO 3000 is an exhilarating indoor/outdoor drone that delivers impressive performance. With its easy-to-use controls and durable design, it provides hours of entertainment for drone enthusiasts of all levels. The drone’s vibrant LED lights create a mesmerizing light show, enhancing the overall flying experience. Whether performing stunts or simply cruising through the air, the UFO 3000’s agility and stability make it a thrilling choice for pilots young and old.
Boasting a sleek, futuristic look and a rechargeable battery, this drone is a fantastic option for those seeking an affordable and high-quality flying experience. Its reliable remote control and 1-key takeoff/landing feature make piloting the UFO 3000 a breeze. This drone is a true standout in its category, offering exceptional fun and performance at a great value.
04. DROCON Ninja FPV
Last update on 2024-02-03 / Affiliate links / Images from Amazon Product Advertising APIWith its stable flight performance and hassle-free controls, the DROCON Ninja FPV drone excels in delivering an immersive flying experience. The FPV feature, combined with the 720P HD camera, allows for real-time aerial viewing, perfect for capturing stunning footage. Its durable build and responsive handling make it ideal for both beginners and experienced pilots, while the one-key return and headless mode enhance its user-friendly design. Overall, the DROCON Ninja FPV is a reliable option for those seeking an affordable yet high-quality drone for recreational and professional use.
05. UDI U818A HD+
Last update on 2024-02-03 / Affiliate links / Images from Amazon Product Advertising APIUDI’s U818A HD+ drone is a game-changer for aerial enthusiasts. Boasting a high-definition camera, it captures stunning aerial footage with ease. Its durable design and stable flight make it ideal for both beginners and experienced pilots. The easy-to-use controls and responsive maneuverability ensure a smooth and enjoyable flying experience every time.
The U818A HD+ also features a bonus battery for extended flight time and comes with spare propellers for convenience. With its 720p camera and user-friendly features, this drone is a must-have for anyone looking to elevate their aerial photography and videography skills.
Benefits of Drones with Camera for 8 Year Olds
Drones with camera for 8 year olds are an exciting and educational tool that can enhance a child’s creativity and cognitive development. These drones offer a unique and engaging way for children to explore the world around them, sparking an interest in technology and building essential skills. The best drones with camera for 8 year olds can provide a fun and interactive experience while also promoting outdoor activities and physical exercise.
One of the main reasons people need to buy drones with camera for 8 year olds is the potential for learning and skill development. These devices can help children learn spatial awareness, hand-eye coordination, and problem-solving skills, all while having a blast. Additionally, flying the best drones with camera for 8 year olds encourages outdoor play and physical activity, reducing screen time and promoting healthy habits.
Furthermore, drones with camera for 8 year olds can foster an interest in photography and videography, allowing kids to explore their creative side. With the ability to capture stunning aerial shots and videos, children can learn about composition and storytelling.
In conclusion, the best drones with camera for 8 year olds offer an innovative way for kids to engage with technology, promote physical activity, and stimulate creativity, making them an excellent investment for children’s growth and development.
Choosing the Right Drone for Your 8-Year-Old: A Buying Guide
When choosing a drone with a camera for an 8-year-old, there are several essential factors to consider to ensure a safe and enjoyable experience. From durability to ease of use, understanding the key features of a drone will help you make an informed purchase. This buying guide will outline the important considerations to keep in mind when selecting the best drone for your child.
Durability And Stability
Choosing a durable and stable drone for an 8-year-old is crucial for several reasons. Firstly, young individuals may not yet possess the coordination and motor skills needed to handle a fragile or unstable device. A sturdy drone can withstand accidental drops and collisions, ensuring it remains functional for longer. Additionally, a stable drone with smooth and predictable flight patterns can enhance the overall experience, reducing frustration and increasing enjoyment. By considering durability and stability, parents can provide a safer and more enjoyable drone experience for their 8-year-old, instilling confidence and promoting a positive introduction to this hobby.
Easy To Use Controls
Choosing a drone with easy-to-use controls is crucial for 8-year-olds to have a positive and enjoyable experience. Complicated controls can be frustrating and overwhelming for them, potentially leading to a loss of interest or accidents. Simple controllers that are intuitive and easy to understand will allow young users to quickly grasp the basics of flying a drone, fostering confidence and enjoyment. This will enhance the learning process and encourage kids to explore and develop their creativity and skill in capturing aerial footage. Ultimately, opting for a drone with easy-to-use controls ensures a safe and enriching experience for young enthusiasts.
Safety Features Such As Propeller Guards
One should consider safety features such as propeller guards when choosing drones with cameras for 8-year-olds to prioritize the well-being of young users. Propeller guards help shield the rotating blades, reducing the risk of accidental contact and potential injuries. With young users who may still be developing their motor skills, having this safety feature can provide peace of mind for parents and guardians while allowing children to enjoy flying the drone. By minimizing the risk of accidents, propeller guards can make the drone experience safer and more enjoyable for young enthusiasts, fostering a positive and secure introduction to piloting drones.
Camera Quality And Resolution
Considering the camera quality and resolution is crucial when choosing drones with a camera for 8-year-olds. A good camera ensures that the child can capture clear and high-quality photographs and videos during their outdoor adventures. It adds to their overall experience and allows them to cherish their memories in a better way. A high-resolution camera also encourages creativity and helps the child develop an interest in photography and videography. This factor not only enhances the fun factor but also contributes to their learning and creative growth. Therefore, prioritizing camera quality and resolution is essential when selecting a drone for young enthusiasts.
Battery Life And Charging Time
Considering the battery life and charging time is crucial when selecting a drone with a camera for an 8-year-old. Children have limited patience, so a longer battery life allows for extended playtime without frequent interruptions for recharging. Additionally, shorter charging times ensure that young users can quickly resume their aerial adventures, minimizing downtime and frustration. By prioritizing drones with efficient battery life and quick charging capabilities, parents can provide an enjoyable and seamless flying experience for their children, fostering a positive and engaging introduction to drone technology. This consideration can greatly enhance the overall satisfaction and entertainment value of the drone for young users.
What Are The Best Drones With A Camera Suitable For An 8-Year-Old?
One great option for an 8-year-old is the Holy Stone HS210 Mini Drone, which features an easy-to-use controller and a built-in camera for capturing aerial photos and videos. It’s small and lightweight, making it easy for kids to handle.
Another good choice is the Syma X5C-1 RC Quadcopter, which comes with a high-definition camera and simple controls that are suitable for beginners. It’s durable and stable, making it a great option for young drone enthusiasts.
What Features Should I Consider When Choosing A Drone For An 8-Year-Old?
When choosing a drone for an 8-year-old, it’s important to consider features that are user-friendly and safe. Look for drones with simple controls, such as one-button takeoff and landing, and easy maneuverability. Opt for a lightweight and durable design, as well as propeller guards to protect both the drone and the child. Additionally, choosing a drone with a beginner’s mode or altitude hold feature can help the child learn to fly the drone more easily.
Consider the drone’s battery life and charging time to ensure the child has enough time to enjoy flying the drone. Look for models with a shorter charging time and longer flight time to keep the fun going. Finally, consider drones with a built-in camera for added enjoyment and to encourage creativity through photography and videography.
Are There Any Safety Concerns To Keep In Mind When Buying A Drone For An 8-Year-Old?
Yes, safety is an important consideration when buying a drone for an 8-year-old. Some key safety concerns to keep in mind include selecting a drone appropriate for the child’s age and skill level, ensuring that the drone is lightweight and durable, and checking for safety features such as propeller guards and altitude limits. It’s also important to supervise the child closely while they are flying the drone, and to choose an open and safe outdoor area for flying to avoid potential accidents.
Additionally, it’s crucial to educate the child about responsible drone flying behaviors, such as not flying near people or buildings, avoiding restricted airspace, and being mindful of weather conditions. By addressing these safety concerns, parents can help ensure a safe and enjoyable drone flying experience for their 8-year-old.
How Do I Ensure That The Drone Is Easy To Operate And Suitable For A Child?
To ensure that a drone is easy to operate and suitable for a child, you can look for drones with simple controls and intuitive user interfaces. Opt for drones equipped with features like altitude hold, headless mode, and one-touch takeoff and landing to make it easier for children to learn and operate. Additionally, selecting drones with robust and durable construction will help ensure that they can withstand the bumps and knocks that often come with learning to fly a drone.
It’s also essential to consider the size and weight of the drone, opting for a lightweight and compact model that is easy for a child to handle and maneuver. Checking the recommended age range and parental controls for the drone can also help ensure that it is suitable and safe for children to use.
In conclusion, finding the best drone with a camera for an 8-year-old can be an exciting and rewarding process. By considering safety features, ease of use, and durability, you can choose a device that provides a fun and educational experience for young pilots. With the right guidance and supervision, these drones can inspire creativity and exploration, making them a valuable tool for children’s development. Whether it’s for capturing stunning aerial footage or simply flying for the joy of it, the best drones with camera for 8-year-olds offer an engaging and innovative way to foster a love of technology and adventure. | aerospace |
https://cyprus-mail.com/2022/07/25/is-it-a-bird-is-it-a-plane-no-its-starlink-probably/ | 2023-11-30T18:38:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100229.44/warc/CC-MAIN-20231130161920-20231130191920-00502.warc.gz | 0.972099 | 371 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__242887960 | en | Sightings of a ‘UFO’ over Cypriot skies over the weekend created a buzz, although Internet-savvy onlookers were quick to deduce the object was a Starlink satellite array in low Earth orbit.
The object was seen in Nicosia, as well as in Larnaca and near Paphos. It was also spotted in the north of the island, in the skies over Famagusta, and reported on by the Yeniduzen newspaper.
A member of the public who saw it on Saturday evening told the Cyprus Mail: “It was hovering, moving slowly, and then its ‘lights’ started going out one by one until it disappeared.”
He added with a mischievous wink: “It’s the aliens bro.”
A video of the object was uploaded to TikTok, see here:
In the comments section, one person posted:
“I saw that on the highway towards Paphos. Couldn’t believe my eyes. As I was watching and monitoring it closely, it started to fade away and disappear.”
Others said the object was also seen in Greece and Romania.
“Conspiracy theorists are gonna have a field day with this one,” another commented.
But the consensus converged on the object being Elon Musk’s Starlink programme.
Starlink is a satellite internet constellation operated by SpaceX, providing satellite Internet access coverage to 36 countries. SpaceX started launching Starlink satellites in 2019. According to Wikipedia, as of July 2022 Starlink consists of over 2,700 mass-produced small satellites in low Earth orbit which communicate with designated ground transceivers. Starlink provides internet access to over 400,000 subscribers as of May 2022. | aerospace |
https://socalptac.org/events/do-business-with-the-air-force/ | 2024-04-13T15:04:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816820.63/warc/CC-MAIN-20240413144933-20240413174933-00178.warc.gz | 0.872406 | 95 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__197879354 | en | Do Business With the Air Force
Now is the time. Through a competitive, awards-based program, the Small Business Innovation Research (SBIR) program enables small businesses to explore their technological potential and provides the incentive to profit from its commercialization. The program’s latest application window is Jan. 14-Feb. 18, 2021. Be a part of the United States Air Force.
Visit the below webpage or contact your PTAC advisor for more details. | aerospace |
https://www.aviapos.com/post/greek-sky-express-atr-42-rolls-off-of-runway-into-ditch | 2021-12-02T19:13:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362287.26/warc/CC-MAIN-20211202175510-20211202205510-00423.warc.gz | 0.957149 | 169 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__80172104 | en | An incident occurred at Naxos airport on July 12, 2019, when a Sky Express ATR-42-500 rolled off the runway. The main gear stopped in a ditch and the aircraft suffered extensive damage.
Naxos Airport is a small airport with limited taxiways. As a result, when aircraft depart, they have to backtrack on the runway for departure.
A Sky Express ATR-42-500 bound for Athens prepared to depart from Naxos. According to the Aviation Herald, the aircraft rolled back to make available as much runway as possible for departure. However, the main gear slipped off the runway into a ditch with the tail on the ground.
The fuselage settled at the end of the runway and the front wheel was still on the pavement. Here are some images of the aircraft | aerospace |
https://www.mcall.com/2021/12/02/federal-officials-examined-video-of-unexplained-aerial-sightings-near-allentown-airport-theyve-been-unable-to-identify-the-aircraft/ | 2023-06-08T19:42:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655092.36/warc/CC-MAIN-20230608172023-20230608202023-00585.warc.gz | 0.947116 | 2,298 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__18618079 | en | Rick Kintzel/Morning Call
Rick Kintzel/Morning Call
Rick Kintzel/Morning Call
Rick Kintzel/Morning Call
Rick Kintzel/Morning Call
On most days, unidentified aerial phenomena hovering at twilight would fuel a wide range of conspiracy theories, some more outlandish than others.
Were there visitors from outer space? Something otherworldly in the Lehigh Valley’s skies? Or simply drones?
As it turned out, the glowing objects spotted over Airport Road in Hanover Township, Lehigh County, in early November didn’t raise many eyebrows among the public.
Among federal officials, however, it was a different story.
“The FAA did not issue any drone airspace authorizations near the Airport Road Shopping Plaza, adjacent to Lehigh Valley International Airport last week,” Federal Aviation Administration spokesperson Arlene Salac confirmed in an email Nov. 16.
Salac’s response followed an inquiry made by The Morning Call after videos posted to social media Nov. 10 showed two bright objects moving in tandem in the sky near LVIA.
“I was outside of the Verizon store at the plaza at 1820 Airport Road in Allentown at about 6:50 p.m. when I saw the two coppery lights in the southeast sky,” said Bethlehem resident Matt Molchany, who took the videos and first shared them on Instagram with digital media company Lehigh Valley with Love.
Molchany said the aircraft, first suspected to be drones, started gaining altitude and got pretty close together before they flew to the east-southeast and disappeared. And while the FAA said there was “insufficient evidence” of drone activity, such a flight path would have violated airspace restrictions in what’s known as a “No Drone Zone” area.
The restricted airspace ensures that an unmanned aircraft won’t collide with a plane, causing a potentially fatal accident, , and for that reason, all drone operators must answer to the FAA in terms of where and when they can fly.
For drone enthusiasts, a potential land mine
The incident near LVIA may not seem like a big deal, but reports of unmanned aircraft sightings from pilots, citizens and law enforcement have increased dramatically over the last few years, the FAA said, coinciding with a surge in drone usage. The agency now receives hundreds of complaints each month, and tracks sightings near airports in detailed spreadsheets posted online.
There were 18 such reports made in Pennsylvania between July and September this year, including an incident in August where the pilot of a United Airlines flight from South Carolina to Philadelphia spotted a yellow drone off the left side of the plane at just 300 feet altitude.
“No evasive action taken. Philadelphia Airport PD notified,” the report said, while other incidents logged in Harrisburg, York, Wilkes-Barre, Pottstown and Pittsburgh reflect both the number of open enforcement cases and the challenge for security officials in thwarting such activity.
“The FAA has employees in field offices across the country who perform investigations and when necessary, take appropriate enforcement actions,” the agency said in a follow-up email Nov. 23, with an emphasis on the fact that flying drones around airports is illegal, and violators could face fines and criminal charges, including possible jail time.
To avoid that type of outcome, operators should know where they’re flying and check the rules and regulations in those areas. A few places to begin that type of research include the FAA’s Where Can I Fly? guide and Knowbeforeyoufly.org. But for someone in possession of a brand new drone, there’s an easier place to start.
“Typically, what you will find with a commercial off-the-shelf drone is that 9 times out of 10 the manufacturer is going to put some paperwork inside the box that points you in the right direction in terms of making sure you follow all local guidelines,” said Nazareth resident and commercial drone operator John Fries, who is also an instrument-rated commercial pilot.
Fries knows that while the vast majority of drones are purchased for personal use, businesses also hire people like him to produce high-quality videos and photography from the sky. The lines blur when drone pilots mix business with pleasure, Fries said, noting there’s a big difference between recreational and nonrecreational pilots.
“That difference is the biggest land mine or tripping point for drone operators, when they don’t know what category they fall under,” Fries said. “They’re thinking if I’m not making money I’m not breaking the law, but to dumb it down — if you’re flying for fun and nobody asked you to do it, you’re flying recreationally. If someone asked you to do it, even if you’re not getting paid, you’re nonrecreational.”
Anyone flying a drone for commercial purposes — that is, not operating a drone solely for fun — must obtain a Part 107 certificate from the FAA. Among other things, it allows for the operation of drones for work or business under certain conditions, but is not a guarantee you’ll get to fly where and when you want.
Fries has a story about that too, even while following the letter of the law with the federal government, manned aviation industries and other groups.
In 2018, he provided aerial views of the Lehigh Valley IronPigs home opener for Service Electric Cable TV2. Over Coca-Cola Park, his drone hovered just 1.62 nautical miles from the intersection of the two main runways at LVIA and needed to be visible to aircraft in and out of the airport as well as to helicopter traffic serving area hospitals.
“It took a lot of research and a lot of authorizations to get to that point,” Fries said, noting he waited more than 170 days for the FAA to sign off on the application.
Drone safety starts with education
At a time when the FAA has been overwhelmed by thousands of waiver and airspace authorization applications, some local pilots following the rules are frustrated at potentially being lumped into a group of operators flying wayward drones illegally.
“Please keep in mind the responsible model aircraft enthusiasts who obey the rules and [are] aware of the dangers involved in remote aircraft operation aren’t the problem, it’s usually the off-the-shelf, drone-buying novices that creates the problem to public safety,” said Martin Glynn, president of the Lehigh Valley Radio Control Society.
Glynn said club members fly assorted fixed-wing aircraft in full compliance of all security regulations, within line-of-sight of the pilots and in a designated location at a farm in Nazareth. They’re fully aware of the restrictions imposed on drone flights near airports and government sensitive facilities.
Other hobbyists, like Allentown resident Kevin O’Brien, say they’re more than vaguely aware of no-fly zones.
“When I started flying outdoors with my second drone, I found a few good YouTube channels and message forums for drone pilots,” O’Brien said. “They helped me understand the rules of the game and how to do things properly. They also taught me how to dig into federal, state and municipal laws and codes to make sure I’m in compliance.”
Fries has done his part as well. A few years ago, he taught classes at Lehigh Carbon Community College on small unmanned aircraft systems. Today, he’s constantly engaging with the public on flight safety and the rules of controlled and uncontrolled airspace.
“How high does it go? How fast does it go? That’s where I start with the education and say that drone is capable of doing this, but can only do x, y and z because there are rules,” he said.
As federal officials wrestle with how to regulate drones and ensure people fly them safely, they’re relying on registration requirements and remote identification to enable more effective detection of all unmanned aircraft systems.
Remote ID is the ability of a drone in flight to provide identification and location information that can be received by other parties, including the FAA. Operators without that capability will be required to retrofit their drone with a broadcast module to show location, altitude, velocity and more.
The FAA said Remote ID will help determine if a drone poses a threat or means no harm, and the agency is also “evaluating technologies and systems that could detect and mitigate potential safety risks posed by unmanned aircraft.”
About those lights
As for the Lehigh Valley’s unexplained aerial sightings? They come months after the release of a report that failed to provide explanations for hundreds of sightings of strange phenomena in the skies over the last two decades, but local officials say this incident wasn’t all that peculiar.
Michael Conte, an aviation safety technician at the FAA’s Allentown Flight Standards District Office, said the flight pattern observed in the videos “was not really indicative of something that would be a drone.” He speculated it could have been smaller civilian aircraft or military aircraft, the latter of which are free to come and go and have no limitations in local airspace due to LVIA’s federal status.
Comments on Instagram also speculated the objects Molchany spotted belonged to the United Parcel Service, which uses drone delivery in some small and medium-sized markets. However, a UPS corporate communications spokesperson said the company is not flying drones in the Lehigh Valley.
Without knowing what the aircraft was or who was flying it, the FAA says it has nothing to go on to pursue any compliance or enforcement action, but that’s where it would start if a complaint could be substantiated.
“The FAA often uses education to help drone pilots avoid future airspace violations, but may take enforcement action to address illegal operations that create a safety risk,” an agency spokesperson said.
Morning Call reporter Stephanie Sigafoos can be reached at 610-820-6612 or [email protected].
WHAT ARE UNMANNED AIRCRAFT SYSTEMS?
UAV stands for unmanned aerial vehicle, or a device that can fly without a pilot onboard. They’re also commonly referred to as unmanned aircraft or unmanned ships that can be guided remotely or autonomously. Anything that falls under this description is also a drone.
You’ll most commonly hear the word drone used by the public, media and military, and UAV most often by the FAA. Both mean the same thing, and can be used interchangeably.
Newer drones can also fly themselves without human intervention.
All drone operators should know the FAA prohibits drone flight over certain areas. In some locations, drone takeoffs and landings are restricted by state, local, territorial or tribal government agencies. To learn more, go to www.faa.gov/uas/. | aerospace |
https://kineticanalytics.com/engineering/ | 2021-12-02T13:23:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362219.5/warc/CC-MAIN-20211202114856-20211202144856-00123.warc.gz | 0.905349 | 217 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__56595365 | en | Our Engineering staff has an average of 20+ years of experience in aerospace mechanical and structures development for some of the best known OEM’s and dynamic start up companies. Our customer roster, likewise reflects these cutting edge projects.
Structural and Tool Design
- We specialize in composite component design and mechanical assemblies. With over 15 years of experience in unmanned aircraft, prototype DARPA spacecraft programs, composite airframes and automotive components no job is too challenging.
- We can work with you from concept sketches through CAD models, ply kitting and manufacturing. Including complex lofted surfaces and formula driven shapes.
- With a broad array of manufacturing experience we can help you find the right process to maintain your schedule and cost goals.
Sealed Propulsion System
Tools and Software
- We employ the latest version of Solidworks
- Our designers are fluent in CATIA, Abaqus, and NASTRAN
- We work with several task specific analysis codes such as XFOIL, NREL codes and dynamic codes. | aerospace |
http://bridger.net/what-we-do/ | 2023-03-27T00:33:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296946584.94/warc/CC-MAIN-20230326235016-20230327025016-00614.warc.gz | 0.938711 | 305 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__284591415 | en | Bridger Control Systems was originally founded in 1991 to serve Southern California’s vibrant and cutting-edge aerospace companies. Our primary focus was in the design, manufacture and installation of turn key Direct Digital Control Systems that would provide our customers with highly reliable and efficient operation of the manufacture and production of high tech aircraft and satellite systems. Many of our original installations were in clean room applications where very tight tolerances were required for the manufacture of aircraft, spacecraft and defense related hardware. Since our twentieth anniversary we have evolved to provide both large plant wide DDC (Direct Digital Control) and EMS/BMS – Energy Management and Building Management systems and smaller individualized machine level PLC (Programmable Logic Control) process control systems which serve a variety of industries. Our computer control systems are embedded in the facilities that manufacture the world’s largest and most technically advanced satellites and also in production lines where some of the country’s smallest but most recognizable candy products are manufactured. Additionally, we serve the health care, international transportation, education and hotel industries. – Microprocessor based operations and control systems now span the entire world of modern industrial, commercial and public sectors of our economies. Bridger Control Systems specializes in custom design/build engineering solutions to our customers custom application requirements.
“We’re part of the project from the initial brainstorming until your complete system is up-and-running, and more often than not for many years afterwards”
Len Szafaryn, CEO Bridger Control Systems | aerospace |
http://www.rcinet.ca/en/2018/03/02/bizarre-military-incident-tragedy-narrowly-avoided/ | 2018-12-15T15:32:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826892.78/warc/CC-MAIN-20181215152912-20181215174912-00131.warc.gz | 0.983132 | 216 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__36097557 | en | It could have been serious, very serious.
A Canadian military Search and Rescue helicopter was taking part in training exercises in Florida on Wednesday when an inflatable raft fell from the aircraft and crashed through the roof of a house.
The un-inflated raft is normally stowed inside the aircraft. The bag is roughly the size of a hockey bag and weighs about 35kg. When inflated the raft would hold up to six people.
The bag crashed through a bedroom roof in the multi-unit building and ended up among debris on a bed beside a woman who had been lying on one side of the bed talking on the phone.
The woman’s husband had just arrived home when he heard a loud bang and his wife screaming.
Fortunately, except for a terrifying moment for the woman, the heavy bag and debris narrowly missed the woman and she was not injured.
Two Canadian Forces personnel in RCAF flight uniforms were seen shortly afterward quickly removing the raft from the home.
Canadian officials are investigating how the raft could have become detached from the aircraft. | aerospace |
https://elinkent.itch.io/air-force-fury | 2018-12-16T07:00:11 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827281.64/warc/CC-MAIN-20181216051636-20181216073636-00120.warc.gz | 0.834153 | 146 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__250401968 | en | Air Force Fury
A downloadable game
Command your Air Force and unleash fury over the skies. Build your modern Air Force base, perfect your arsenal of fighter jets, bombers, gunships, mechs and more, and dominate the skies through the hundreds of campaign missions and the real-time world map. Become the ultimate Commander in this action-strategy war fighter in the skies.
New Server Notice!
Join us in the new world "KATANA" in Air Force Fury! Join forces with allies and CONQUER your rivals! God Speed, Commanders!
Requires Android 4.0.3 and up
Also available on
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Log in with itch.io to leave a comment. | aerospace |
https://www.cornerstonefbo.com/interesting-fact-about-aviation/often-asked-commercial-pilot-under-what-field-of-aviation.html | 2021-11-27T23:35:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358323.91/warc/CC-MAIN-20211127223710-20211128013710-00065.warc.gz | 0.933399 | 1,136 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__109369653 | en | - 1 What career field is a pilot in?
- 2 What major Does pilot fall under?
- 3 What course is pilot?
- 4 What is commercial pilot license course?
- 5 Are pilots poor?
- 6 What is monthly pilot salary?
- 7 Is it hard to become a pilot?
- 8 How many years does it take to become a pilot?
- 9 Do I need a 4 year degree to be a pilot?
- 10 What is the fees for pilot?
- 11 Which degree is good for Pilot?
- 12 Which country is best for pilot training?
- 13 Can I become a pilot without maths?
- 14 Which country is cheapest for pilot training?
- 15 Which stream is best for pilot?
What career field is a pilot in?
Professional pilots fly and navigate airplanes, helicopters, and other types of aircraft. Airline pilots work for specific companies, transporting people and cargo on fixed schedules, while commercial pilots work for companies that offer charter flights, rescue operations, or aerial photography.
What major Does pilot fall under?
1. Bachelor of Aviation. The most common type of higher education to pursue when you want to be a pilot is a bachelor’s degree in aviation. Some higher education institutions offer this degree as part of a Bachelor of Science (BS) program, and others offer aviation education as part of a Bachelor of Arts (BA) program.
What course is pilot?
A Course in Pilot Training is for those candidates seeking a career in aviation. The course is divided into two parts: ground training and flight training. People who are successfully licensed through training may go on to pursue employment with an airline or to seek a higher diploma in Aviation Science.
What is commercial pilot license course?
FLIGHT TRAINING FOR CPL – COMMERCIAL PILOT LICENSE Commercial Pilot Certificate is a qualification that permits the holder to act as the pilot of an aircraft for remuneration. Commercial Pilot Certificate is a qualification that permits the holder to act as the pilot of an aircraft for remuneration. –
Are pilots poor?
No. Pilots for regional carriers in the US are notoriously poor …they start in around $26,000 and that is with 1500 flight hours already. IF one becomes a pilot for one of the major airlines the pay is about $120,000.
What is monthly pilot salary?
The average salary for an Airline Pilot is ₹46,87,900 per year (₹3,90,650 per month ), which is ₹43,00,400 (+1110%) higher than the national average salary in India. An Airline Pilot can expect an average starting salary of ₹11,25,100. The highest salaries can exceed ₹1,00,00,000.
Is it hard to become a pilot?
If becoming an airline pilot is your career objective; learning to fly an actual airplane is not the most difficult part. Some smaller, regional airlines might require no more than a two-year degree, but if your goal is to one day captain a large, commercial jet, get your bachelor’s degree.
How many years does it take to become a pilot?
Ideally, becoming a pilot should only take 3 to 4 years, the time it takes to get your Bachelor of Science in Professional Flight. Getting an education is also good for a consistency of training, so it’s preferred to wait to start your journey until you are in a certified school, like LETU.
Do I need a 4 year degree to be a pilot?
Regional airlines in the United States do not require pilots to have a four year college degree. However, the major United States airlines do require that pilots have a four year degree. Even if a pilot isn’t looking for work with a major airline, a college degree will help him land interviews with smaller airlines.
What is the fees for pilot?
Indira Gandhi Rashtriya Uran Akademi charges about 50 Lacs for the whole course whereas NFTI (National Flight Training Institute) charges roughly about 10 lacs. Even GATI (Government Aviation Training Institute) charges about 50 to 60 Lacs for the completion of the whole course, that is, up to the CPL.
Which degree is good for Pilot?
The most obvious career available to graduates with a Bachelor in Pilot Training is a pilot. However, this career can be diverse. Some students go on to pilot commercial jets, shipping airplanes, private planes and agricultural helicopters.
Which country is best for pilot training?
Let’s count down nine top destinations with schools featuring strong aviation programs.
- The United Kingdom.
- The Philippines.
- The Netherlands.
- The Maldives.
Can I become a pilot without maths?
It’s not possible for you to become a pilot because mathematics is basic required for this field without mathematics you will not be able to solve the problems which will arise before you.
Which country is cheapest for pilot training?
The Philippines, which is one of the cheapest countries in the world for getting a pilot’s licence, charges Rs 9-10 lakh. Australia offers a range of academies giving training for Rs 16-18 lakh.
Which stream is best for pilot?
It is important for candidates to be from Science stream with Physics and Mathematics as main subjects. | aerospace |
http://www.dianepublishing.net/product_p/1457836572.htm | 2020-11-28T06:07:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141195069.35/warc/CC-MAIN-20201128040731-20201128070731-00510.warc.gz | 0.839764 | 380 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__52417140 | en | Join our mailing list!
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Air Force Training Actions Needed to Better Manage and Determine Costs of Virtual Training Efforts
Sharon L. Pickup (au)
Over the last 20 years, the Air Force has sought ways to expand its approaches to meeting aircrew training requirements, including the increased use of virtual training. In 2012, the Air Force reduced live flying hours, which it estimates will save $1.7 billion in FY 2012 through 2016, as part of its response to the Secretary of Defenseäó»s efficiency initiatives. This report reviewed the status of the military servicesäó» virtual training programs. Specifically, it assessed (1) how the Air Force determines the mix of live and virtual training to meet training requirements; (2) the extent to which the Air Force has an overarching organizational framework to guide, oversee, and integrate its virtual training efforts; and (3) the extent to which the Air Force considered costs related to virtual training in estimating potential savings from its training efficiency initiative. Table. This is a print on demand report.
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https://americanflyers.com/glossary/?index=B | 2023-09-29T04:54:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510481.79/warc/CC-MAIN-20230929022639-20230929052639-00188.warc.gz | 0.910336 | 218 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__122640124 | en | An auxiliary control mounted on a primary control surface, which automatically moves in the direction opposite the primary control to provide an aerodynamic assist in the movement of the control. Sometimes referred to as a servo tab.
A method of augmenting the GPS integrity solution by using a nonsatellite input source. To ensure that baro-aiding is available, the current altimeter setting must be entered as described in the operating manual.
A scale on the dial of an altimeter to which the pilot sets the barometric pressure level from which the altitude shown by the pointers is measured.
Basic empty weight includes the standard empty weight plus optional and special equipment that has been installed.
See back course.
A principle that explains how the pressure of a moving fluid varies with its speed of motion. An increase in the speed of movement causes a decrease in the fluid’s pressure.
Airplanes with two sets of wings.
A block of altitudes assigned by ATC to allow altitude deviations; for example, “Maintain block altitude 9 to 11 thousand.” | aerospace |
https://datasheets.globalspec.com/ds/128/MicroEpsilonGroup | 2020-09-19T22:59:29 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400192887.19/warc/CC-MAIN-20200919204805-20200919234805-00799.warc.gz | 0.803136 | 211 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__148808013 | en | Micro-Epsilon Group Datasheets for Time of Flight Optical Sensors
Time of flight optical sensors determine displacement and distance by measuring the time it takes light to travel from the instrument to a target and back.
Time of Flight Optical Sensors: Learn more
optoNCDT ILR compact Laser Distance Sensor -- ILR 1031-50/LC1
optoNCDT ILR compact Laser Distance Sensor -- ILR1031-50
|Laser distance sensors optoNCDT ILR 1030/1031 are designed for fast displacement measurement between 0.2 and 15m or rather up to 50m with reflector. The fast reaction time of 10ms is...|
|optoNCDT ILR Laser Gaging Sensor -- ILR1151-250||The optoNCDT ILR series has very compact dimensions using a completely integrated controller. The laser distance sensors of the optoNCDT 1020/1100/1150 series are designed for direct measurements without additional reflector...| | aerospace |
https://southfront.org/russia-to-put-upgraded-tu-160m2-strategic-missile-carriers-on-serial-production/ | 2021-07-26T23:21:43 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152156.49/warc/CC-MAIN-20210726215020-20210727005020-00124.warc.gz | 0.880076 | 183 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__216633572 | en | Russia will put upgraded Tupolev Tu-160M2 strategic missile carriers on a serial production in 2022, the Russian state-run news agency TASS reported, citing President of Russia’s Aircraft-Building Corporation Yuri Slyusar.
According the article, 30-50 Tupolev Tu-160M2 strategic missile carriers are planned to be produced.
“We are concluding R&D work in 2021 and starting from 2022 we are beginning the serial production of these machines. We are discussing the exact figure with the customer. I believe their number will range from 30 to 50 machines,” TASS quoted Slyusar’s interview with Rossiya-24 TV Channel.
Furthermore, Russia is going to upgrade the exisiting Tu-160 and Tu-95MS missile carriers and Tu-22M3 long-range bombers.
More about the Russian Aerospace Forces: | aerospace |
https://avesis.anadolu.edu.tr/yayin/223a8c37-1f97-45dd-83aa-7a15b880d5fb/relationship-between-fuel-consumption-and-altitude-for-commercial-aircraft-during-descent-preliminary-assessment-with-a-genetic-algorithm | 2023-05-28T15:48:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644309.7/warc/CC-MAIN-20230528150639-20230528180639-00736.warc.gz | 0.943726 | 226 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__241127210 | en | AEROSPACE SCIENCE AND TECHNOLOGY, vol.17, no.1, pp.65-73, 2012 (SCI-Expanded)
Despite fuel flow rates being low during descent compared to climb and cruise, the potential exists for significant fuel savings during that phase of flight. Increased fuel use, costs and related environmental impacts are associated with stepped descents leading to low level flights and holding in the air due to delays or slot conflicts. Except for the Base of Aircraft Data (BADA) model, little research has been reported on this relationship for aircraft fuel consumption. In this study, the negative impact of low level flight is examined and a relationship between fuel consumption and altitude established using real flight data and the genetic algorithm (GA) technique. Exponential models are established between fuel consumption and altitude, and corresponding results exhibit similar model coefficients and low residuals for three of four flights. Moreover, it is found that the relationship between fuel flow and altitude for similar flight configurations in the descent phase can be explained by a generic exponential model. (C) 2011 Elsevier Masson SAS. All rights reserved. | aerospace |
https://conciergegroupmv.com/batikair.html | 2023-12-09T21:08:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100972.58/warc/CC-MAIN-20231209202131-20231209232131-00851.warc.gz | 0.946744 | 430 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__63976754 | en | Batik Air (formerly operated as Malindo Air) is a Malaysian-based regional airline with headquarters in Petaling Jaya, Selangor, Malaysia. Malindo Air officially rebranded as Batik Air in April 2022, in line with the Lion Group's goal to establish common identity for full service airlines within the group. Batik Air operates from the Kuala Lumpur International Airport (KLIA) and the Sultan Abdul Aziz Shah Airport (also known as the Subang Airport, Subang SkyPark or LTSAAS) in Subang, Selangor, Malaysia. The carrier currently operates a fleet of Boeing 737-8, 737-800 and ATR72-600 aircraft for both domestic and international flights.
The airline operation commenced on 22 March 2013, Batik Air was the first airline to operate the brand new dual-class layout B737-900ER in Malaysia. The airline’s inaugural flight took off from Kuala Lumpur to Kota Kinabalu, Sabah, Malaysia on 22 March 2013 and has since expanded to include popular regional destinations in Thailand, India, Indonesia, Singapore and Nepal with the first international flight departing for Dhaka, Bangladesh on 28 Aug 2013. Malindo Air started its ATR72-600 operations from Sultan Abdul Aziz Shah Airport, Subang Skypark on 3 June 2013.
The carrier operates a network of scheduled passenger services throughout Malaysia, and has spread its wings to regional destinations in India Subcontinent and Asia Pacific, covering an extensive network of almost 40 routes in the region. Batik Air prides itself in offering its customers attractive fares, on-time flights and excellent customer service both on-ground and in-flight. Currently, Batik Air has flights to over 40 destinations.
Batik Air takes pride in its premium service business model, whereby comfort is made available for all. With attractive fares and premium services such as those from full-service airlines to boot, Batik Air has a growing presence as the ultimate choice for travellers young and old. The premium carrier also has plans to further expand its route network to cover more destinations. | aerospace |
https://aerolatinnews.com/industria-aeronautica/ajw-capital-partners-purchases-a319/ | 2022-08-14T21:31:05 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572077.62/warc/CC-MAIN-20220814204141-20220814234141-00775.warc.gz | 0.941511 | 340 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__207020441 | en | AJW Capital Partners Limited, part of the AJW Group of companies, has purchased an A319 (MSN 1068) aircraft. The deal covers the airframe only. Teardown is currently underway at eCube in St Athan, Wales, and components will support AJW"™s global fleet of Airbus aircraft operating under power-by-the-hour contracts.
AJW Capital managed the transaction on behalf of its private investor base of high net-worth individuals who, alongside AJW Aviation, seek to realise revenue from the conversion of airframes into component assets.
AJW Capital is the AJW Group"™s principal investing division and is responsible for the purchase, sale and lease of large aviation-related capital assets, including whole aircraft and engines. AJW Capital also creates and manages joint venture vehicles to acquire packages of aircraft and engine spare parts that are utilised by AJW Aviation, the world"™s largest privately held specialist in the supply, exchange, repair and lease of commercial aircraft spare parts. AJW services include daily and 24/7 AOG component support; consumables; power-by-the-hour and pool access; aircraft engine leasing, management and parts sales. Extensive component repair capabilities are managed by the Group"™s component MRO division "“ AJW Technique.
AJW companies are based out of London, Singapore, Shanghai, Dubai, Miami and Montreal with strategic aircraft spares stock held in these locations; across the UK, Europe and North America. AJW provides sales and service support from a network of local offices globally, conducting business with more than 1,000 airlines in 115 countries. | aerospace |
https://www.propilotmag.com/koch/ | 2023-12-03T08:21:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00659.warc.gz | 0.899565 | 530 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__143777072 | en | LAS VEGAS. ForeFlight, a Boeing company, Koch Capabilities and Textron Aviation Inc. announced today that Koch will adopt ForeFlight’s Flight Data Analysis (FDA) solution for their Atlanta-based fleet of Cessna Citation Latitudes, giving Koch new insight into fleet-wide safety and the ability to expose trends before they lead to incidents. The aircraft comes standard with Textron Aviation’s proprietary LinxUs data reporting ecosystem, which enables automated data transfer to support ForeFlight FDA and other providers of flight operational quality assurance (FOQA) and flight data monitoring (FDM) systems.
ForeFlight’s Flight Data Analysis, formerly known as CloudAhoy P-FOQA, brings the power of automated FDM and incident reporting to operators in business and general aviation. Operators can extract fleet-wide insights from available data sources, which FDA displays on an interactive dashboard providing a comprehensive view of operational trends and adherence to critical safety standards and standard operating procedures. In addition, Flight Data Analysis emails pilots with a summary and detailed analysis after every flight, complete with a total Flight Score out of 100. Safety officers and program managers are only notified by email when a safety event is detected.
“As we assessed all our options for a FOQA provider, Flight Data Analysis stood out because of its streamlined user interface for administrators. Combining it with LinxUs from Textron Aviation makes its integration into our organization seamless,” said AJ Wilmoth, CAM, Koch’s Assistant Chief Pilot.
Textron Aviation’s LinxUs data reporting system facilitates the transfer of flight data in two ways: inflight through the Iridium satellite network and on the ground through Wi-Fi. For Cessna Citation jets without the required hardware, the cellular-capable LinxUs Legacy unit is available for aftermarket installations through Textron Aviation’s service network.
In addition to adopting Flight Data Analysis, Koch pilots already use ForeFlight Mobile, the industry’s leading mobile flight deck application, with Jeppesen charts.
“We are delighted to be working with Koch Capabilities,” said Tim Schuetze, CEO of ForeFlight. “Koch has a rich history in business aviation going back 75 years. Combining Flight Data Analysis with Textron’s LinxUs data reporting system gives safety-conscious organizations like Koch unparalleled insights into their operation. We also look forward to continuing to work with Textron to deliver safety-enhancing tools to pilots and flight departments.” | aerospace |
http://www.rockymounttelegram.com/community/hometown/annual-ceremony-honors-air-force-jrotc-2132507 | 2013-12-09T03:33:45 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163860676/warc/CC-MAIN-20131204133100-00037-ip-10-33-133-15.ec2.internal.warc.gz | 0.885359 | 917 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__172347853 | en | Col. Mike Whitehurst, the Senior Aerospace Science Instructor, introduced Assistant Principal Mr. Gemzik and SouthWest Edgecombe Junior Reserve Officer Training Corps team Chief Master Sergeant Emanuel Williams, a 12 year veteran.
Despite a 90 percent budget cut, the SouthWest Edgecombe High School JROTC program is the largest in Eastern North Carolina. It has 257 cadets, over one fourth of the School’s enrollment. For the eighth consecutive year, this Air Force JROTC has been awarded a “Distinguished Unit,” the highest Air Force rating. This places their JROTC team in the top 10% of all programs worldwide.
Guest Marine Corporal Amber Moore was introduced as a graduate of the SouthWest Edgecombe High School AFROTC program. She was awarded the Purple Heart in November 2005 for injuries in combat while serving in Iraq.
Guest Cecil Long was the first SouthWest Edgecombe principal. As Edgecombe County Assistant Superintendent, he and Superintendent Lee Hall started JROTC at SouthWest Edgecombe.
NATIONAL AWARDS: After each Cadet’s name is the award title and reasons for being chosen:
1. Cadet Austin Pierce; Air Force Sergeants Association Award; possesses positive attitude, outstanding personal attributes, include personal appearance, courageous demeanor, growth potential.
2. Cadet Melanie Stanfield; American Veterans Recognition Award; possessed a positive attitude toward Air Force JROTC and US Air Force, demonstrated initiative, dependability, judgment and self-confidence.
3. Cadet Chase Gardner; Order of the Daedalians; demonstrated an appreciation of patriotism, love of country and service;
4. Cadet James Keel; American Legion for Military Excellence Award; demonstrated outstanding qualities in military leadership, discipline, character, citizenship. 5. Cadet Zachary Webb; American Legion Scholastic Excellence Award; ranked in top 25 percent of his JROTC class, demonstrated leadership qualities, actively participated in student activities.
6. Cadet Allison Lynn; Daughters of the American Revolution Award; ranked top in her JROTC class, demonstrated qualities of dependability and good character; presented by guest Dee Long (Mrs. Cecil Long), a DAR Micajah Pettaway Chapter member
7. Cadet Hailey Keel; Military Officers Association of America Award; showed exceptional potential for military leadership.
8.Cadet Kayla Varnell; National Soujourner’s Award; demonstrated patriotism and potential for outstanding leadership.
9. Cadet Zachary Kinnin; Sons of the American Revolution Award; exhibited high degree of leadership, military bearing, all-around excellence in Aerospace Studies.
10. Cadet Joshua Davis; Reserve Officer’s Association Award; demonstrated dedication to citizenship, knowledge of civic responsibility, military orientation, self-discipline, sound work ethic.
11. Cadet Tevin Johnson; Celebrate Freedom Foundation JROTC Award; possessed a positive attitude, outstanding personal appearance, courteous demeanor, high personal and ethical standards.
12. Cadets Katlyn Page and Victoria Moore; actively engaged in AFJROTC, possessed outstanding military bearing, patriotism and leadership potential;
13. Cadets Devin Perry and Kayla Rouse; best exemplified the traits of patriotism, commitment to good citizenship, service to unit, community, country.
14. Cadet Brandon Moore; Sons of the Union of the Civil War; displayed high degree of patriotism to his nation, demonstrated high degree of leadership;
15. Cadet Zachary Pierce; Air Force Association Award; possessed a positive attitude, has outstanding personal attributes, to include outstanding personal appearance, courageous demeanor and growth potential.
16. Cadets Faith Keel and Bethany Barnes; Air Commando Association Award; demonstrated sustained superior performance in cadet corps while exemplifying the critical attributes of success that distinguish an elite Air Force Special Operations Command Air Commando.
17. Cadet Ciara Bryant; Military Order of the Purple Heart by National Order of Purple Heart; had positive attitude toward Air Force JROTC and the country.
18. Cadets Blake Steadman and Brandon Howlett; Tuskegee Airman AFJROTC Award; demonstrated outstanding achievement and exceptional leadership ability.
19. Cadets.Dylan Poage, Edward Hays, George Armstrong, Alex Norville; AFJROTC Superior Performance Medal;
20. Cadets Ethan Strickland and Jacob Strickland; Distinguished Cadet Badge | aerospace |
https://www.industryweek.com/operations/article/22025243/ge-readies-engine-durability-fix-for-new-boeing-airbus-planes | 2024-04-12T14:10:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00320.warc.gz | 0.939641 | 472 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__5765303 | en | General Electric Co. plans to replace a part in hundreds of recently delivered engines after uncovering a durability problem inside the turbines powering the upgraded workhorse jets of Boeing Co. and Airbus SE.
The manufacturer has identified a fix for a previously disclosed issue with the new Leap engine, and the redesigned part will be incorporated into the production line starting in May, said Rick Kennedy, a spokesman for GE Aviation. More than 500 in-service engines, produced under GE’s CFM International joint venture with Safran SA, will be replaced or retrofitted during regular maintenance, he said.
While not expected to result in further delivery delays, the fix adds a new complication to an unprecedented production ramp-up in GE’s aerospace business as Boeing and Airbus increase output of their single-aisle jets. CFM’s shipments have been running about four weeks behind schedule as it tries to meet aggressive targets while fending off a challenge from United Technologies Corp.’s Pratt & Whitney, which has also experienced faults with a new engine.
GE rose 2.1% to $14.42 at the close in New York, the biggest gain in nearly a month. Boeing advanced 2.3% to $352.75.
The Leap problem, related to flaking of the coating on a shroud in the engine’s hot section, represents “a long-term durability issue,” Kennedy said. The glitch manifests in the “exhaust gas temperature margin,” according to a bulletin recently sent to operators.
The actual shroud is performing well, Kennedy said, but the coating was initially too thick. It’s not a safety or operational concern, it hasn’t resulted in any incidents and there are no planes currently grounded for Leap issues, he said.
The CFM engine is critical to a new generation of commercial jetliners, powering both the Boeing 737 Max and the Airbus A320neo. The Leap uses advanced materials such as ceramic-matrix composites to improve fuel efficiency over previous models.
The coating issue has led to the removal of about 40 Leaps from A320neo planes, CFM said in the operator bulletin. None of the engines used on the 737 Max were removed.
By Richard Clough and Julie Johnsson | aerospace |
https://www.dcvelocity.com/articles/43348-honeywell-s-new-trading-business-uses-blockchain-tech-to-modernize-buying-selling-of-aviation-parts | 2024-04-15T02:23:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816939.51/warc/CC-MAIN-20240415014252-20240415044252-00591.warc.gz | 0.929439 | 833 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__186927430 | en | PHOENIX, Dec. 17, 2018 /PRNewswire/ -- Honeywell (NYSE: HON) is bringing the ease of everyday online buying and selling to the aviation parts industry with GoDirect™ Trade. The new e-commerce platform will improve access to new and used aircraft parts for airlines, air transport and business aviation customers by offering transparent pricing and the option to buy inventory directly from its website — a first-of-its-kind experience.
"GoDirect Trade represents an evolution in our market, and being backed by a major equipment manufacturer brings the confidence we need to be one of the early adopters," said Thomas Noonan, director of material and part sales, StandardAero Total Aircraft Spares. "This technology will help propel the aviation industry forward into the realm of other e-commerce sites that many of us use each day without a second thought."
Previously, buyers looking for aviation parts such as avionics, auxiliary power units and more would have to call numerous companies, wait days or even weeks to price a part, and risk buying from a company that did not have the inventory immediately in stock. On GoDirect Trade, Honeywell is using blockchain technology to ensure every listing includes images and quality documents for the exact part being offered for sale, giving the buyer confidence about purchasing the part. In addition, every part on GoDirect Trade is immediately available for sale and shipping. There is no need to wait days or even weeks for the seller to confirm availability.
"Currently, less than 2.5 percent of all transactions in this space are done online," said Lisa Butters, who is leading the new Honeywell Aerospace venture. "Up until now, the ability to shop for spare parts online with prices, product images and quality documentation all in one place was unheard of for the aviation industry."
Building upon experience from the Honeywell Aerospace Trading business, GoDirect Trade aims to build stronger connections between buyers and sellers. For example, buyers and sellers can directly contact one another via the platform, streamlining the process to ensure both parties are satisfied with the exchange. As with similar websites in other industries, online reviews of both buyers and sellers are encouraged.
"We are the first marketplace to enable customized seller storefronts, and we are the first to leverage blockchain technology to build trust between the buyer and seller," Butters said. "All of these firsts will bring us into a new era focused on the buyer's experience while enabling sellers to grow globally. Our platform and mindset will change the way the industry does business."
GoDirect Trade is part of Honeywell's GoDirect family — the industry's most complete portfolio of more than 50 value-adding aviation services and applications that provide operators, flight crews and maintenance teams with critical information to control their services and network. To learn more and start exploring GoDirect Trade, visit the new e-commerce platform.
• Read more about Honeywell Aerospace on the Follow The Aero blog
• Like Honeywell Aerospace on Facebook
• Follow @Honeywell_Aero on Twitter
Honeywell Aerospace products and services are found on virtually every commercial, defense and space aircraft. The Aerospace business unit builds aircraft engines, cockpit and cabin electronics, wireless connectivity systems, mechanical components and more. Its hardware and software solutions create more fuel-efficient aircraft, more direct and on-time flights and safer skies and airports. For more information, visit www.honeywell.com or follow us at @Honeywell_Aero.
Honeywell (www.honeywell.com) is a Fortune 100 technology company that delivers industry specific solutions that include aerospace products and services; control technologies for buildings and industry; and performance materials globally. Our technologies help everything from aircraft, buildings, manufacturing plants, supply chains, and workers become more connected to make our world smarter, safer, and more sustainable. For more news and information on Honeywell, please visit www.honeywell.com/newsroom.
Company URL: http://www.honeywell.com/newsroom | aerospace |
https://www.iraq-businessnews.com/2019/10/10/us-firm-wins-25m-iraq-training-deal/ | 2021-10-21T05:01:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585381.88/warc/CC-MAIN-20211021040342-20211021070342-00072.warc.gz | 0.963289 | 96 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__143769635 | en | By John Lee.
Spartan Air Academy Iraq LLC, Irving, Texas, has been awarded a $24,863,731 firm-fixed-price contract for contractor logistics support (CLS) services.
The contract provides for CLS services and material support for 15 T-6A aircraft.
Work will be performed at Balad Air Base, Iraq and is expected to be completed by June 30, 2020.
(Source: US Dept of Defense) | aerospace |
https://southco.com/en_us_int/aerospace | 2024-03-02T03:16:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475727.3/warc/CC-MAIN-20240302020802-20240302050802-00839.warc.gz | 0.903077 | 107 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__199618015 | en | From cockpit to cabin, Southco’s aerospace solutions have application areas throughout the aircraft. Our products are engineered to improve the cabin experience and leave lasting impressions on airline passengers.
150+ experienced sales engineers and 75+ design engineers globally
Provide total program management from design concept to production
17 manufacturing and stocking locations in 9 countries
Global leader in Engineered Access Solutions for over 70 years
Serving 100,000+ customers in 83 countries
Global footprint with sales, distribution, engineering and customer service in 30+ countries | aerospace |
http://www.virginia.edu/registrar/records/98ugradrec/chapter10/uchap10-4.2.html | 2018-07-19T23:09:41 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591332.73/warc/CC-MAIN-20180719222958-20180720002958-00611.warc.gz | 0.813498 | 2,363 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__18430533 | en | General Information | Degree Programs | Curricula | Course Descriptions | Faculty
Aerospace Engineering |
Applied Mathematics |
Chemical Engineering | Chemistry | Civil Engineering | Computer Science
Electrical Engineering | Engineering (Interdepartmental) | Materials Science and Engineering
Mechanical Engineering | Nuclear Engineering | Physics | Systems Engineering
Technology, Culture, and Communication | Technology Management and Policy
AE 202L - (1) (Y)
Introduction to Aeronautics Laboratory
Corequisite: AE 202
Analysis of the design features of general aviation airplanes and air travel/traffic-control systems, including a visit to the local airport. Introduction to low speed fluid mechanics and aerodynamics--via detailed examinations of (1) a nozzle and jet flow and (2) flow over and aerodynamic responses of a wing in a wind tunnel. Provides a comprehensive glider performance evaluation program, including building a glider, predicting its aerodynamic performance, observing its performance and the flow pattern over it in a wind tunnel, and flight tests. Students work in teams. Technical reports required.
AE 305 - (3) (Y)
Fluid Mechanics I
Prerequisite: ENGR 202, APMA 206
Introduction to fluid flow concepts and equations. Topics include derivation of the integral and differential forms of mass, momentum, and energy conservation using vector and tensor notation; reduction of the equations to special incompressible cases; fluid statics, Bernoulli's equation; viscous effects: Couette flow, Poiseuille flow, pipe flow; dimensional analysis: Buckingham Pi theorem; introduction to boundary layers; and applications.
AE 306 - (3) (Y)
Fluid Mechanics II
Prerequisites: AE 305 or ME 302 or equivalent; APMA 315
Analysis of ideal fluids; velocity potential; stream function; complex potential; Blasius theorem; boundary conditions; superposition; circulation; vorticity; conformal mapping; Joukowski transformation; thin airfoil theory; two-dimensional gas dynamics; acoustic waves; normal and oblique shock waves; shock reflections; Prandtl-Meyer expansion; quasi one-dimensional compressible flow; converging-diverging nozzles; diffusers; choked flows; flow with friction; flow with heat addition; isothermal flow; linearized flows; Prandtl- Glauert correction; and applications.
AE 310 - (3) (Y)
Prerequisite: ENGR 306
Analysis of the design of elements under combined stresses; bending and torsional stresses in thin-walled beams; energy and other methods applied to statically determinate and indeterminate aerospace structural elements; buckling of simple structural members; and matrix and finite element analysis.
AE 323 - (3) (Y)
Thermal Systems Analysis
Prerequisite: ENGR 202
Analysis of the thermodynamics of reactive and nonreactive, multi-component systems; energy cycles; and thermodynamic analysis of energy conversion systems. Cross-listed as ME 323.
AE 326 - (3) (Y)
Introduction to Astronautics
Discussion of the Keplerian two-body problem; elliptic, parabolic, hyperbolic orbits; solution of Kepler's equation and analogs; the classical orbital elements; orbit determination; prediction of future position and velocity; orbital perturbations; introduction to estimation theory; patched-conic analysis of interplanetary flight; Lambert's two-point boundary value problem; mission planning; chemical rocket propulsion; propellant requirements; staging; atmospheric reentry dynamics; the space environment; introduction to spacecraft attitude dynamics.
AE 329 - (3) (Y)
Elements of Heat and Mass Transfer
Prerequisites: ME 302 or AE 305, CS 182; corequisite: APMA 341
Analysis of steady state and transient heat conduction in solids with elementary analytical and numerical solution techniques; fundamentals of radiant heat transfer including considerations for black, gray and diffuse surfaces and the electrical analogy for network analysis; free and forced convective heat transfer with applications of boundary layer theory, Reynolds analogy, and dimensional analysis; and the introduction of mass transfer by diffusion using the heat-mass transfer analogy. Cross-listed as ME 329.
AE 370 - (3) (Y)
Introduction to Composite Mechanics
Prerequisite: ENGR 306 or equivalent
Introduction to engineering properties and advantages of advanced fibrous composites; anisotropic, thermo-mechanical constitutive theory for plane stress analysis; thermal-mechanical stress analysis of laminates subjected to inplane and bending loads; engineering properties of laminates; test methods and material response (in the laboratory); designing with composites; and computer implementation. Cross-listed as CE 370 and ME 370.
AE 383 - (2) (Y)
Experimental Methods Laboratory
Prerequisite: PHYS 241E, ENGR 202; corequisite: AE 305, ENGR 306
Basic concepts and methods in engineering measurements including systems, quantities, units, techniques, statistics, and uncertainties. Practical applications in the fields of fluid and solid mechanics, thermodynamics, heat transfer, electrical circuitry, and mechanical devices. Emphasis given to developing skills in experimentation and familiarity with instruments. One hour lecture, three hours laboratory, plus preparation of reports.
AE 384 - (2) (Y)
Applied Engineering Laboratory
Prerequisite: AE 383 or permission of instructor
Applications of solid and fluid mechanics and thermodynamics to practical machines, processes, and cycles. Studies include compressors, internal combustion engines, cooling devices, system dynamics, wind tunnels, propulsion principles, and gas processes. Experiment planning, data analysis, and report writing. One hour lecture, three hours laboratory per week.
AE 402 - (3) (E)
Prerequisite: PHYS 242E or permission of instructor
Deduction of properties and behavior of planetary atmospheres by general arguments based on laws of physics and chemistry. Particular subjects include: The sun and the planets, solar radiation and chemical change, atmospheric temperatures, winds of a global scale, condensation and clouds, and the evolution of atmospheres.
AE 406 - (3) (Y)
Prerequisites: AE 306
Analysis of aerodynamic modeling of flows over wings and bodies; irrotational flow about two-dimensional bodies, superposition of flows, complex variable methods and conformal transformations; the Kutta-Joukowski Theorem; cambered airfoils; thin-airfoil theory; flapped airfoils; panel methods; twisted wings; Prandtl-Glauert and Ackeret scaling; transonic flow; wing-body combinations; flow separation and turbulence; and an introduction to computational fluid dynamics methods for viscous flow. Comparison of numerical results with experimental data.
AE 423 - (3) (Y)
Flight Vehicle Dynamics
Prerequisites: AE 202, ENGR 207
Introduction: definitions and concepts, review of longitudinal static stability. Rigid body dynamics: general equations of motion, rotating coordinate systems. Small disturbance theory. Atmospheric flight mechanics, stability derivatives. Motion analysis of aircraft. Static and dynamic stability. Aircraft handling qualities. Introduction to flight control systems and automatic stabilization.
AE 427 - (3) (Y)
Spacecraft Attitude Dynamics
Prerequisite: ENGR 207, permission of instructor
Introduction: definition and concepts; review of longitudinal statics stability; rigid-body rotational kinematics; orientation parameters; rigid-body rotational dynamics; Euler's equations; torque-free motion of axisymmetric and triaxial bodies; effects of internal energy dissipation; attitude determination; attitude perturbations; attitude control devices; coupled rigid bodies; computer simulation of attitude maneuvers.
AE 433 - (3) (Y)
Air Breathing Propulsion
Prerequisite: ME 302 or corequisite: AE 306,
Brief review of mechanics and thermodynamics of compressible fluids. Basic mechanisms for thrust generation in aerospace propulsion systems. The steady one-dimensional flow approximation. Performance and cycle analysis of air-breathing engines, emphasizing jet engines (turbojet, turbofan, turboprop) and ramjets. Aerothermodynamics of inlets, diffusers, combustors, and nozzles; performance of turbo-machinery: axial-flow and centrifugal compressors, turbines, matching of engine components. Cross-listed as ME 433.
AE 434 - (3) (O)
Prerequisite: ME 302 , CHEM 152 or permission of instructor; corequisite: AE 306
Analysis of combustion thermodynamics; performance of rocket vehicles; space mission requirements; idealized analysis of chemical rocket engine; properties and performance of chemical rocket propellants; rocket combustion chambers and exhaust nozzles; heat transfer effects; properties of ionized gases; electrical rocket propulsion; and nuclear rockets. Comparative performance of propulsion systems for space flight. Cross-listed as ME 434.
AE 439 - (3) (Y)
Aerospace Materials: Properties Processing and Applications
Prerequisite: CHEM 151; corequisite: ENGR 306
Introduction to the properties of aerospace materials (light metals/alloys, superalloys, polymers, ceramics, composites), and merit index based aerospace design with materials. Elastic constants, strength, toughness, creep, fatigue, oxidation, and corrosion resistance. A fundamental understanding of each property. Concepts for engineering the microstructure of these materials. Use of binary phase diagrams and transformation kinetics. Extensive use of computer-based material property data bases and a merit index approach to optimize materials selection during design.
AE 441, 442 - (3) (Y)
Aerospace Vehicle Design
Prerequisite: AE 202, Senior status or permission of instructor
Analysis of design requirements for aircraft or spacecraft. Synthesis of propulsion, materials, structures, loads and dynamics in conceptual and preliminary design of practical aerospace vehicles and systems. Trade studies and iterative solutions for specific design problems. Team projects, presentations and formal reports required.
AE 445 - (3) (Y)
Automatic Control of Aerospace Vehicles
Prerequisite: ENGR 207
Analysis of the mathematics of feedback control systems; transfer functions; basic servo theory; stability analysis; root locus techniques; Nyquist analysis; Bode plots; and the application to design and analysis of automatic control systems, including selected problems of interest in aircraft or spacecraft.
AE 453, 454 - (2-3) (Y)
Aerospace Projects Laboratory
Prerequisites: Fourth year standing and consent of a department faculty member to serve as technical advisor
Applied research on a year-long basis in areas pertinent to aerospace engineering conducted in close consultation with a departmental faculty advisor. Research may be related to ongoing faculty research. Includes the design and construction of experiments, computational analysis, or the investigation of physical phenomena. The research may be the topic of the senior thesis, but its scope must be significantly beyond that required for the thesis.
AE 461, 462 - (3) (SI)
Special Topics in Aerospace Engineering
Prerequisite: Fourth-year standing or permission of instructor
Application of basic engineering sciences, design methods, and systems analysis to developing areas and current problems in aerospace engineering. Topic depends on student and faculty interests and is announced at the time of preregistration.
Continue to: Applied Mathematics
Return to: Chapter 10 Index | aerospace |
https://www.sentintospace.com/case-studies/hyperx | 2023-12-07T06:20:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100650.21/warc/CC-MAIN-20231207054219-20231207084219-00120.warc.gz | 0.896947 | 264 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__307484921 | en | ELEVATING YOUR GAME
Launching the Cloud Orbit headset into space
Promote HyperX's Cloud Orbit headset with an action-packed trailer showcasing the brand's influencer talent
HyperX is known for their high-quality gaming gear, from headsets and microphones to monitors and keyboards. Ahead of the release of their Cloud Orbit headset, the brand came to us looking to put together an out-of-this-world trailer for the product.
To reflect the Cloud Orbit’s immersive 360° environment, we created a stunning 360° presentation to display the headset. This included a rotating plinth with an altitude-controlled trigger to initiate the spin at a suitably spectacular height.
Three of the world’s biggest Twitch streamers joined our team at the launch site, launching from a private airfield. Getting the production team to our projected landing site in time proved a logistical challenge, but we arrived seconds after touchdown, where the rig had deployed smoke grenades to mark its landing spot in a truly dramatic fashion. Our drone pilot secured incredible shots of the streaming talents rushing to recover the Cloud Orbits, surrounded by red smoke and lit by the setting sun.
We completed all edits for the final promotional video, which garnered over 100,000 cross-channel views.
WHERE TO NEXT? | aerospace |
https://en.baaghitv.com/crash-site-of-the-indonesian-plane-found-by-navy/ | 2021-01-21T05:50:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703522242.73/warc/CC-MAIN-20210121035242-20210121065242-00689.warc.gz | 0.970244 | 475 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__130174706 | en | Lahore, 10th January: The site of the Indonesian plane that crashed on Saturday has been found by the Navy.
Baaghi TV: According to reports, the Indonesian authorities say they have found the location where they believe a Boeing 737 passenger plane crashed into the sea shortly after take-off from the country’s capital Jakarta.
As per reports from BBC News, the Sriwijaya Air jet which was carrying 62 people, disappeared from radar four minutes into its journey to Pontianak in West Kalimantan province.
On Sunday, signals thought to be from the jet’s flight recorder were traced.
As per recent reports, more than 10 ships with Indonesian navy divers have now been deployed to the site.
The chief of Indonesia’s search and rescue agency, Bagus Puruhito, said, “We have detected signals in two points, this could be the black box.”
Investigators are also analysing items they believe to be wreckage from the aircraft, including a wheel and what they say could be part of the plane’s fuselage.
A spokesman for the Jakarta police, Yusri Yunus, said two bags had been received from the search and rescue agency.
He told reporters, “The first bag contained passengers’ properties, another bag contained body parts. We are still identifying these findings.”
Search and rescue efforts which were suspended overnight, resumed early on Sunday. Four planes have also been deployed to help with the search.
It is to be noted that on Saturday the Sriwijaya Air passenger plane departed Jakarta airport at 14:36 local time. According to the transport ministry, minutes later, at 14:40, the last contact with the plane was recorded, with the call sign SJY182.
The usual flight time to Pontianak, in the west of the island of Borneo, is 90 minutes. However, according to the head of national search and rescue agency Air Marshal Bagus Puruhito, the aircraft did not send a distress signal.
According to the flight-tracking website, Flightradar24.com, it is thought to have dropped more than 3,000m (10,000ft) in less than a minute.
Stay tuned to Baaghi TV for further updates! | aerospace |
https://octavianreport.com/article/christian-davenport-new-space-race/ | 2023-06-03T00:39:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648911.0/warc/CC-MAIN-20230603000901-20230603030901-00252.warc.gz | 0.98498 | 1,232 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__224072100 | en | Octavian Report: How would you describe the collective state of our national ambitions for space before Jeff Bezos and Elon Musk arrived on the scene?
Christian Davenport: In terms of human space flight we had the Space Shuttle, which had obviously exploded once in 1986 with the Challenger and then right as Elon Musk and Jeff Bezos are founding their company. Elon's was founded in 2002. Blue Origin was founded in 2000. The Columbia shuttle came apart over Texas and that killed another seven astronauts.
Some people felt like NASA had taken a step back and that it had retreated in its ambitions. After going to the moon in the '60s — and pulling it off within a decade, which was so extraordinary — we were now just taking the shuttle to low Earth orbit and building the International Space Station. In terms of opening up the frontier and pushing out deeper, it's almost nowhere.
At the time, there was a human presence for NASA in space, but then in 2011 it went away completely in terms of NASA's ability to fly astronauts. People forget that today, NASA does not have the ability to fly humans anywhere to space. We pay the Russians to do it for us.
OR: How does the founding of SpaceX and Blue Origin impact this picture?
Davenport: One of the things Elon Musk wanted to do from the beginning was to generate new interest in space.
Actually, before he founded SpaceX, he had the idea to land a plant on the surface of Mars to show that he could do it and to galvanize interest in space in an attempt to increase funding for NASA. But let's not forget that NASA has embraced SpaceX and is beginning to embrace Blue Origin. SpaceX wouldn't exist without NASA. NASA awarded it its first big contracts, it awarded their contracts to fly cargo to the International Space Station and now to fly crews to the International Space Station.
OR: Both SpaceX and Blue Origin are closing in on two decades of operation. What do you think each has gotten right and what do you think each has gotten wrong?
Davenport: Look at SpaceX's track record. They were able to, against all odds, to get a rocket to go to orbit. Nobody has thought some crazy South African-born entrepreneur would be able to start a space company and be successful, to take on the entrenched interests in Washington and the military-industrial complex. They were able to do that and break their way in and win contracts from NASA and the Pentagon so they could build a rocket and land it, and they've done that many, many times. They have landed 27 rocket boosters and re-flown 15 of them. They've got a huge backlog of customers not just including NASA and the Pentagon, but commercial customers.
What they get wrong? Elon Musk constantly throws out these timelines that are way too ambitious and that he doesn't make, saying we're going to launch on this date and we're going to colonize Mars on this date. People look at those and laugh. While he hasn't hit his timeline, he's done so far everything he said he was going to do. Remember the Falcon Heavy? People thought that was going to explode and it was a success.
You're seeing a real willingness from them to partner with NASA not just on the contracts they have now to low Earth orbit, but on their deep space ambitions. I think they do realize that it's so difficult, it's so expensive. They're going to need all the help they can get.
With Blue Origin, they've been flying their New Shepard vehicle, but it doesn't go to orbit. It goes up and then it comes straight down. But they were so secretive for so long. They didn't just show anything in the press, they weren't talking to NASA or potential customers, they kept it all in-house. It's very secretive.
The idea being: when we've done something we'll talk about it. For years and years and years they were just moving slowly and deliberately. That's by choice and decision. Their mascot is the tortoise. Now, they're trying to come out of the box a little bit. They're going to, they say, start flying humans on their New Shepard vehicle potentially by the end of this year. They have their New Glenn rocket, which should fly by 2020. They're going to need customers for that.
They're starting to come out a little bit and be more vocal and open and transparent, but I wonder if their years and years of secrecy haven't hurt them in that regard.
OR: What do the economics of the new business of space look like?
Davenport: SpaceX got several billion dollars in contracts from the government to fly cargo and then crew to the International Space Station. They get contracts from the Pentagon to launch military satellites. It's very lucrative.
Those Pentagon contracts that that's where the money is and SpaceX from a very, very early on had that in its sights. A company called the United Launch Alliance, which is a joint venture between Lockheed Martin and Boeing, had essentially a monopoly on those contracts for a decade. Elon Musk challenged that, sued the very agency that he wanted to be his customer in an attempt to gain access for the right to compete for those contracts. He ultimately ended up settling and then winning some of those contracts and breaking into that market. They have a huge backlog of flying commercial satellites. We’re hearing them talk more about flying people. They've got two missions signed up. One we don't know anything about; another one is to fly a pair of people around the moon. So far they've been a successful company financially.
Blue Origin has been so secretive. Jeff Bezos has said he's been putting a billion dollars into Blue Origin a year and that it is some of the most expensive work he's doing, but they haven't had much revenue at all. I think they've got one NASA contract, a relatively small one. They've signed up a few customers here and there for their New Glenn — commercial satellite providers. | aerospace |
https://limtorrent.com/work-opportunities-and-college-degrees-pertaining-to-the-uav-industry/ | 2021-04-17T07:36:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038118762.49/warc/CC-MAIN-20210417071833-20210417101833-00060.warc.gz | 0.969932 | 1,434 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__161360049 | en | Drones as they are commonly called come in different types and also dimensions and also each calls for a specific pilot to fly them. Drone pilots or operators are commonly required in various industries in order to perform specific jobs. A drone pilot is required to run an industrial drone for taking wedding celebration photos, conducting a search and find operation, taking an airborne view of a city, and other services. Drone pilots are considered as one of the extensively looked occupations due to the fact that its demand boosts as its requirement climbs. Drone pilots are employed by telecommunication firms to perform weather prediction; the film market likewise utilizes drone pilots for filming flick scenes and taking remarkable photographs.
The UAV market is really large and because of this has over the years made work opportunities readily available to people that have an interest in working in the UAV sector. The sector has actually significantly enhanced without waiting for the federal government fund or financial investment. The market is loaded with private investors that have an interest in the growth of the sector and also are constantly ready to spend in drone innovation. According to the report published by Beth Stevenson in 2015, Consultancy Teal Team lugged out a marketing research and anticipated that there will certainly be an unavoidable increase in the UAV market earnings from 4 billion to 14 billion each year. Philip Finnegan, the Supervisor of Company Evaluation specified that the marketplace is strong as a result of the new technologies being developed and likewise the growth of new marketing frameworks and suggestions such as the business as well as civil drones. This development has actually assisted in producing even more work possibilities in the market. The industrial drone is developed for commercial use. These sort of drones are mainly utilized by business companies or private individuals. The civil drone was produced for the army to execute particular jobs. The civil drone is primarily used for intelligence functions as well as they can additionally be made use of during war and also to additionally upgrade a nation safety and security.
As technology changes and enhances, brand-new kinds of drones are developed and also different usages are being uncovered on a daily basis. This increases the demand as well as need for drones, and because of this boosts the need for specialists in drone making and drivers. According to the record published by the Association for Unmanned Automobile System International, it specified that greater than 100,000 tasks will be produced in a couple of years. As quickly as the UAV industry makes drones for business use, its market will grow and also more tasks will certainly be developed. In the drone market, a person can choose from the countless profession courses offered in the market from a UAV pilot to an aerial digital photographer or videographer, to a 3D mapping career, to journalism and so forth.
The UAV market prepares to release graduates out of school if curious about flying drones. A god drone pilot can make more than 6 figures when graduating from school. In the ever before expanding industry, some business agree to train their pilots and additionally use on duty training to their employees that have an interest in becoming a drone pilot. Before thinking about working in the UAV market, a specific requirements to get the right abilities, credentials and also certificates before venturing right into the drone market. You have to have flown drones for more than a year prior to being thought about a drone pilot. Coming to be a drone pilot calls for a whole lot of planning and also effort. Its training needs devotion.
Apart from the UAV sector, an expert drone pilot may make a decision to dive right into an additional field that needs the services of a drone pilot. Countless drone tasks are being promoted daily on various web sites and also by various firms. This goes on to reveal that the drone market is full of numerous job possibilities.
The following are a few of the drone business a drone fanatic have to watch for:
Amazon is presently dealing with Amazon.com Prime Air which aims to deliver items via drones to customers in less than half an hour. It will certainly take time to get it practical, however its models are already up.
Flirtey is likewise a distribution drone business which functions in the fields of retail, quick food, clinical shipment and also parcels etc.
It rents out a drone pilot so you do not have to fret about the formalities of flying a drone. If you are a pilot yourself, you can work for them as a freelance drone pilot.
DJI produces drones and also is just one of the leading business. They have elevated a $ 75 million investment in 2015 and the firm appraisal is $ 10 billion.
This is mostly a training firm. It gives trainings for hobbyists along with those that want to fly their drones for commercial usages. Training is likewise given to governmental and also industrial specialists.
Avision Robotics creates software program needed in the drone sector. The software tasks consist of interaction and also modeling, navigating and simulation etc.
Procedure has FAA approval to fly over three hundred drones for functions associated with organisation. Their mapping and imaging services are known around the world.
There are numerous accreditations, trainings as well as workshops varying from a period of several weeks to numerous months. These can educate the participants on just how to run a drone properly. However if someone is truly thinking about functioning in the drone sector permanently especially the above pointed out (and many other excellent) business, there are a number of schools providing specialist education and learning associated with drones. So, if you wish to obtain an excellent work in the coolest of drone business, right here are some of the institution of higher learnings offering professional degrees.
Oklahoma State College
It was the very first college which provided a graduate training course connected to drones. Pupils now can decide for drone studies at the Master ' s level as well as PhD level. The prerequisite is a previous level in design. The course covers layout, advancement and screening. It has its very own space for all these purposes. Furthermore, there are proving ground for those who intend to research while studying and after finishing.
Indiana State University
ISU supplies two bachelors programs. These are a BS in Professional Aviation Trip Innovation along with a BS in Aviation Management with a small in UAS research studies. Several of the noticeable topics consist of Principles of Flight, Payloads and Sensors and also Advanced Unmanned Aerial Solution Workflow.
Kansas State University
This is an optimal university in the sense that it is situated close to a runway of 12000 foot size. It uses a BS in Unmanned Airplane Equipments which is of 127 debt hrs. Another benefit is that it has links with the Division of Defense which permits its pupils to participate in genuine missions.
College of North Dakota
Although it offers numerous programs connected to drones, one of the most popular one is a BS in Aeronautics with a significant in UAS Procedures. It is of 125 credit scores hrs as well as it likewise has access to over 10000 square miles of airspace. Training courses consist of Air travel Safety and security, Ground and Sensing Unit Solutions as well as Advanced Aerodynamics. | aerospace |
https://www.westparkshannon.com/news/gecas-orders-100-airbus-a320neo-aircraft-at-the-paris-air-show/ | 2021-09-27T13:34:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058450.44/warc/CC-MAIN-20210927120736-20210927150736-00533.warc.gz | 0.929074 | 499 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__16321642 | en | GECAS Orders 100 Airbus A320neo Aircraft at the Paris Air Show
Westpark Shannon Business Campus is proud to be home to GE Capital Aviation Services (GECAS), the aviation leasing and financing arm of GE. They continue to go from strength to strength and have just announced a firm order for 100 Airbus A320neo family aircraft at the 52nd International Paris Air Show. All the aircraft will be powered by CFM’s LEAP-1A engines.
This new order brings the total number of A320 Family aircraft ordered by GECAS to ~600 aircraft. Of these 220 are A320neo Family aircraft including 33 A321neo.
“The A320neo aircraft is an excellent product. GECAS is pleased to make this additional commitment for A320neos to meet strong customer demand for this type,” said Alec Burger, President and CEO of GECAS, “The A320neo family aircraft powered by CFM’s LEAP-1A engines, with proven increased fuel efficiencies, longer range and higher seating capacity will continue to be one of the core assets in our lease portfolio. The A321 version has also gained strong acceptance from customers in various new markets proving the versatility of the type.”
“GECAS’ renewed order of our best-selling A320neo aircraft, underscores the continuing strong market demand for these fuel-efficient aircraft,” said Fabrice Brégier, Airbus COO and President Commercial Aircraft. “The unmatched, low operating costs and appeal of the A320 Family make it a strong asset in GECAS’ portfolio.”
About GE Capital Aviation Services (GECAS)
GE Capital Aviation Services (GECAS) is a world leader in aviation leasing and financing. With 50 years of aviation finance experience, GECAS offers a wide range of aircraft types including narrow-bodies, wide-bodies, regional jets, turboprops, freighters and helicopters, plus multiple financing products and services including operating leases, purchase/leasebacks, secured debt financing, capital markets, engine leasing, airframe parts management and airport/airline consulting. GECAS owns or services a fleet of over 1,950 aircraft (1,660 fixed wing/ 306 rotary wing) in operation or on order, plus provides loans collateralized on an additional ~400 aircraft. | aerospace |
https://www.nanosats.eu/org/deep-space-industries | 2023-09-25T19:02:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510085.26/warc/CC-MAIN-20230925183615-20230925213615-00280.warc.gz | 0.749083 | 205 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__82752356 | en | |Name||Deep Space Industries (Bradford Space)|
Asteroid prospecting. 6U Firefly to find and prospect near-Earth asteroids.
Constellation page at NewSpace Index
|Country||US, Germany, Latvia|
Our expertise is founded in space propulsion and mobility. As one of the world’s largest builder of space propulsion systems, we have built cold gas, water-based thrusters, feed systems for electrical thrusters, and high performance chemical propulsion.
|Status||Inactive in nanosatellites|
Last modified: 2023-05-31 | aerospace |
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