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https://finddiffer.com/how-do-you-unlock-authorisation-zone/
| 2022-05-20T04:04:20 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662531352.50/warc/CC-MAIN-20220520030533-20220520060533-00127.warc.gz
| 0.871518 | 1,347 |
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webtext-fineweb__CC-MAIN-2022-21__0__58966060
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en
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When you takeoff inside or near an Authorization Zone a flight restrictions warning will be shown in the app. Tap yes and choose credit card or phone SMS for verification. After verification tap the confirm button to unlock the Authorization Zone. The unlocking license can be checked and managed in the app.
How do you fly DJI in restricted zone?
When connected to the internet, the DJI Go app should allow you to unlock Authorization Zones on-site when you take off inside of, or fly into one. Your unlocked status lasts a full 24 hours. You just need to confirm your authorization to fly and verify your identity using your phone. After that, you’re ready to fly.
Can you fly in DJI authorization zone?
In an Authorization Zone, all flight is restricted by default, but users can self-unlock with a DJI-verified account. These oval-shaped areas consist of two 4 km semicircles on each end of the runway that connect in the middle.
How do I unlock geo zone DJI FPV?
DJI Gamora Offline
- Please visit ‘DJI Fly APP-Profile’, make sure to log into the DJI account that was submitted correspondingly online.
- Please visit “Profile > Settings > Unlock GEO Zone > Account Unlocking Licenses”, and you.
- Please visit ‘Aircraft Unlocking Licenses’.
How do you unlock the no fly zone on a DJI Mavic mini?
DJI Mavic Mini – How to Unlock GEO Authorization Zones
What happens if you fly in a no fly zone?
Unless they are convinced there was some real emergency and that you couldn’t avoid entering the no-fly zone, despite being warned, authorities are likely to suspend your pilot’s license either temporarily or permanently.
How do drones find no fly zones?
The operating restrictions for a No Drone Zone are specific to a particular location. You can find out if there are airspace restrictions where you are planning to fly using the B4UFLY mobile app.
How do I get an authorized drone to fly?
Day and Night Time Authorization through FAA Drone Zone:
- Log into the FAA Drone Zone.
- Select “Create Part 107 Waiver/Authorization”.
- In pop up titled “Part 107 Waiver/Authorization” application choose second option: Airspace Authorization and start application.
- Fill in the required fields:
- Operation Parameters:
How do you unlock Mavic pro?
- Select Camera View.
- Select General Settings.
- Select Unlocking List in the DJI GO or DJI GO 4 app to confirm your flight license.
What is geo zone DJI?
DJI’s GEO System delineates where it is safe to fly, where flight may raise concerns, and where flight is restricted. GEO zones that prohibit flight are implemented around locations such as airports, power plants, and prisons.
Where is the serial number on a DJI controller?
The flight controller serial number is the serial number of the on-board computer for DJI aircraft. Measure Ground Control uses the flight controller s/n to associate flight logs with drones. The serial number is listed in the Aircraft Information section of flight logs flown using the MGC Mobile App.
How do I bypass DJI no fly zone?
- Select the model of drone for this operation from the drop-down menu.
- Using the search bar within the Geo Map, enter the flight location address.
- Select the blue pin that covers the zone you want to unlock (remember, blue = Self Unlock zone).
How do you fly the Mavic mini indoors in the restricted zone?
Just go to the DJI Fly Safe section and select unlock a zone. Select custom unlocking and input location, the zone you are in (amongst other items), and in the comments area add “Practice Flying – Indoors Only”. Also, set altitude to 0 as you will be indoors.
How do I remove drone restrictions?
How do I remove drone restrictions?
- How to unlock No-Fly Zones Geofence. The FAA has mapped out the airspace, assigned airspace classes, and identified no-fly zones.
- Boost your radio power to fly your drone further.
- Removing the drone altitude restriction limit.
- Changing your drone’s serial number.
- Real drone flight data from our system.
Can my Drone be tracked?
Drones operating on RF communication can be tracked using RF sensors, while others that are GPS Pre-Programmed to a way point can be tracked using Radar detection. Visual detection technology like Pan, Tilt and Zoom (PTZ) Cameras can be used to get visuals on the detected drone, and confirm a drone threat.
Is Las Vegas a no-fly zone?
The Las Vegas strip is located approximately one nautical mile from the McCarran airport. Since the Vegas strip is inside the 5-mile “No Fly Zone,” each of those flights violated federal regulations.
How do you establish a no-fly zone?
To establish an effective no-fly zone, it must either achieve air superiority upfront by attacking Russian air defenses or place allied aircraft into an area to enforce a no-fly zone without air superiority. This would expose NATO aircraft to deadly Russian fire.
How do I get automated FAA authorization?
Submit a “further coordination request” if you need to fly above the designated altitude ceiling in a UAS Facility Map, up to 400 feet. You can apply up to 90 days in advance of a flight and the approval is coordinated manually through the FAA (available to Part 107 pilots only).
How can I get authorization without Laanc?
If you’re unlucky enough to be flying near an airport not supported by LAANC, you have two options – apply for airspace authorization thru the FAA Drone Zone website or go directly to the air traffic controller. Either alternative is less than ideal. On one hand, you may have to wait a few weeks for approval.
Do you need permission to fly in Class E airspace?
The remaining types of Class E airspace are still considered controlled airspace, but do not require prior authorization in order to operate (since the controlled airspace starts at 700 ft. AGL) – so you don’t need a LAANC authorization there.
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aerospace
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https://www.thenational.ae/business/carrier-hints-at-buying-more-planes-1.585025
| 2018-01-20T13:53:53 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889617.56/warc/CC-MAIN-20180120122736-20180120142736-00255.warc.gz
| 0.958459 | 273 |
CC-MAIN-2018-05
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webtext-fineweb__CC-MAIN-2018-05__0__185656711
|
en
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Qatar Airways hits out at Airbus for its new engine concept, and hints at upcoming Bombardier order.
Carrier hints at buying more planes
Qatar Airways has hinted at further aircraft orders this year, and has hit out at Airbus for its new engine concept on the A320 single-aisle plane.
The airline, which has 94 planes in its fleet and nearly 200 on order, has been in prolonged talks with Bombardier of Canada over the purchase of its latest aircraft, the CSeries.
"We are progressing with putting the next phase of the business case to the Qatar Airways board and expect a decision in the very near future," Akbar al Baker, the chief executive of the airline, told the trade magazine Flight Global.
Talks with Bombardier are "very advanced", while issues surrounding maintenance costs with the CSeries's Pratt & Whitney PW1000G geared turbofan engine are now "nearly resolved", Mr al Baker said.
He criticised the Airbus A320neo (new engine option) as a short-sighted plan and said he would be more interested in an all-new narrow-body design from the maker's rival, Boeing.
Mr al Baker said the Bombardier CSeries was a winner on short flights, with "far superior" operating costs to the A320neo.
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aerospace
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http://www.vcaw1.com/index.php?content=3
| 2020-09-18T11:07:52 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400187390.18/warc/CC-MAIN-20200918092913-20200918122913-00206.warc.gz
| 0.956209 | 567 |
CC-MAIN-2020-40
|
webtext-fineweb__CC-MAIN-2020-40__0__248593689
|
en
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To put it simply, Virtual Carrier Air Wing One flies simulated combat flights against aggressors in the Persian Gulf and Caucasus maps in Eagle Dynamic's Digitical Combat Simulator platform. We also regularly conduct training flights over the Caucasus, Persian Gulf, and Nevada maps which are designed to keep our skills sharp as well as learn new skills when new features of the F/A-18C are released for use. Most of this training falls under either air-to-ground munition delivery, anti-air defense weapon delivery (typically SEAD using HARMs or other stand off weapons), and anti-air defense. We also train air-to-air BFM tactics, with our aggressor pilots flying the DCS F-16C and / or the F-5E (and occasionally the MiG-29S).
While we as a group tend to joke around and be roudy - as explained on the Who We Are page - by contrast we take what we do when actually flying very seriously. We strive to achieve a high level of capability and professionalism when we fly as a group, and maintaining proper formation, refueling procedures, and briefed ingress / egress procedures into and out of the given target zone(s) are very important in maintaining that level of proficiency. Proper spacing and flight procedures in and around "the boat" are essential to what we do, and every pilot is trained - and maintains a constant level of proficiency - with carrier procedures for CASE I, CASE II, and CASE III departures and approaches.
Once a flight is complete - regardless of whether it is a training, "pick up," or campaign flight - we conduct a detailed de-briefing. During this de-brief we run down what happened during the flight and the overall results considering the flight's main objective - particularly if the flight was part of an ongoing campaign. However, the de-briefing is also used as a means for invdividual pilots to run down their perspective of the flight and how well it went as well, with each pilot given the opportunity to provide input and feedback on the mission, the objectives, their own performance, and the group's performance as a whole. This is a positive experience that is designed to bring to the forefront potential training needs as well as acknowledgements of one's own successes and areas that need improvement.
When not flying a mission, on our free time we're generally improving / updaing our aircraft skins, designing new and additional training, single-use, or campaign missions, or answering questions and training new recruits. The down time is also used heavily to discuss current issues with aircraft weapons and systems, further our knowledge and training of said systems, and generally discuss the current and future developments of our chosen simulation platform and Virtual Carrier Air Wing One.
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aerospace
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https://www.bignewsnetwork.com/news/267116092/tech-china-weekly-highlights
| 2021-03-01T14:10:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178362513.50/warc/CC-MAIN-20210301121225-20210301151225-00489.warc.gz
| 0.932862 | 337 |
CC-MAIN-2021-10
|
webtext-fineweb__CC-MAIN-2021-10__0__128615041
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en
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Tech China weekly highlights
BEIJING, Nov. 29 (Xinhua) -- The following are the highlights of China's major technology news from the past week:
China's Chang'e-5 probe decelerated and entered the lunar orbit on Saturday, completing a vital step on its way to collect and return moon samples, the China National Space Administration (CNSA) announced.
After flying about 112 hours from Earth, an engine on the probe ignited when it was 400 km away from the surface of the moon at 8:58 p.m. and shut down after about 17 minutes, the CNSA said.
The probe performed the braking without incident and entered the lunar orbit successfully, according to the real-time monitoring data.
China had launched more than 700,000 5G base stations, with over 180 million terminal connections, as of October this year.
Liu Liehong, vice minister of industry and information technology, said that the country's 5G technology is seeing accelerated integration with the real economy, with an increasing number of terminals and more fields of application, such as smart manufacturing, health, energy and the agricultural sector.
NEW GEOPHYSICAL RESEARCH SHIP
A new geophysical research ship has passed sea trial and anchored at a port in south China's Guangdong Province, according to the Chinese Academy of Sciences (CAS) on Wednesday.
The scientific research ship, SHI YAN 6, began the sea trial on Nov. 10 to test its 62 performance indicators including control system debugging, diesel engine operation, underwater radiated noise, cabin vibration and noise as well as speed and stability.
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aerospace
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https://aventyrscenter.se/produkt/spice/
| 2023-11-30T11:01:47 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100184.3/warc/CC-MAIN-20231130094531-20231130124531-00145.warc.gz
| 0.921872 | 374 |
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|
en
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HOW DOES THE SPICE FLY?
The SPICE2 demonstrates its balanced characteristics right at launch. While kiting, the lightweight canopy rises steadily above the pilot and develops lift quickly, which makes launching from steep or tight sites in alpine terrain much easier.
In the air, the glider immediately conveys confidence, and the ultra-lightweight canopy provides pleasant feedback. For relaxed, fatigue-free XC flying, brake line pressure is pleasantly low and brake line travel is moderate. The glider responds directly to brake input and turns smoothly as bank angle increases. The SPICE2 is particularly pitch-stable and sits firmly in the air. This translates to an enormous performance boost, especially in turbulent conditions, and enables very efficient flying as the pilot compensates less for canopy movement around the vertical, horizontal or longitudinal axis when gliding.
The angle of attack of the canopy can be easily and efficiently controlled in accelerated flight via the C-risers. The speed system and the SPEED CONTROL work smoothly, so you can fly fast, fatigue-free and maintain a high average speed for a long time, even in turbulence –– perfect for demanding XC adventures!
We have adamantly optimized the SPICE2 for lightness. At the leading edge, which is particularly stressed by UV radiation and mechanical influences, our innovative TX-Light material is used, which offers an excellent compromise between lightness and robustness. The less stressed main parts of the top and bottom sails are made of very lightweight Dominico 10D material, which offers excellent aging resistance for its extremely low weight. For the profile ribs and anchor lines, we use the proven Porcher Skytex 27g hard finish, which offers high dimensional stability at low weight. The user-friendly line concept leaves nothing to be desired for an ultra-lightweight sports class glider.
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aerospace
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http://www.quantumhyperspace.com/psycho-dad-doesnt-trust-nasa/
| 2017-04-28T08:21:10 |
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| 0.691025 | 137 |
CC-MAIN-2017-17
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webtext-fineweb__CC-MAIN-2017-17__0__32872408
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en
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Home » NASA Gifts » PSYCHO DAD DOESN’T TRUST NASA!!!
Psycho Dad Does Not Trust what NASA Says about the time travel and his Son deserving anything-situation. So Psycho Dad just leaves the NASA Store.source
Comments are closed.
SKY WRITER IDEAL TOYS 1980 SPACE AGE TOYS ift.tt/2pucBAT
SpaceX Products and Space Gifts You Can Buy Online ift.tt/2oVcCwi
Space Grunts – we got toys ift.tt/2oTrfk5
© 2017 Space Gifts – Quantum HyperSpace - All rights reserved.
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aerospace
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https://www.environmentalengineering.org.uk/news/the-aerospace-resurrection-12220/
| 2022-08-08T13:42:49 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570827.41/warc/CC-MAIN-20220808122331-20220808152331-00195.warc.gz
| 0.945261 | 671 |
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|
webtext-fineweb__CC-MAIN-2022-33__0__63618384
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en
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Andrew Gibson of maxon motor considers the challenges facing the post-crisis UK aerospace industry
What will the aerospace industry look like in the near future? With flights having been restricted for months and the skies silent, the aerospace industry is seeing its worst ever global decline due to the COVID-19 pandemic. As the industry resets itself to a set of new conditions, there will be a continuing push for driving costs down and providing a greener operation.
Andrew Gibson, an aerospace specialist at maxon motor has been examining the current state of affairs in the industry and considers the role maxon will play in meeting the cost and environmental challenges to come.
Aerospace has used hydraulic actuation for many years due to the high-power density, despite the added weight of the hydraulic system and fluid. Still today, electric motors cannot match hydraulic motors for power density. However, that gap is closing as more powerful magnet grades are developed. As the push towards the more electric aircraft develops, the industry will start to see more hydraulic actuators being replaced by electro-mechanical actuators. Not only will the benefits be in reducing the weight of the aircraft, but also in the maintenance costs.
maxon designs high power density compact motors. For example, the company’s brushless DC motor can deliver 120W in a package as small as Ø19mm by 58mm long and weighing in at 108g. Comparable motor can weigh as much as 1kg. The weight reduction alone would mean significant savings on, for example, seat actuators where there would be multiple units within a cabin. It would not only be weight saving on the motor itself, but also reduced material in the brackets that the motor mounts onto.
There are two schools of thought in the aerospace industry, one is to design a system to specification and the other is to use commercial off the shelf products. There are benefits and pitfalls to both. If you start with a blank sheet of paper, you can make sure the final product meets the specification fully and there is flexibility in designing to fit within a space. However, this comes with the costs associated with design and development, prototyping and testing. Then there are the manufacturing costs, tooling up to produce the unit in volumes where it is difficult to really optimise the manufacturing process.
The alternative is to start with a commercial off the shelf product that can be customised to meet specification. Taking such an approach has the potential to vastly reduce your fixed costs. In this instance, maxon is able to supply prototypes quickly, allowing the test programme to commence earlier, again reducing costs. The product is then manufactured in a volume optimised production environment, many of the individual components will be manufactured in high volume meaning the result will be a lower cost product.
Electric motors used in aerospace applications need to go through more stringent approvals. maxon has an environmental testing process where the products are exposed to high levels of vibration and shock, temperature cycling and even high altitude testing for the space industry.
With such processes in place and product flexibility, maxon is ready to support the aerospace industry as it moves into more challenging territory where costs and environmental factors take higher priority and the industry shifts to the concept of “more electric aircraft”.
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aerospace
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https://ueltee.com/anime-baka-ja-nai-rabbit-slap-shirt/
| 2020-01-27T16:37:23 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251700988.64/warc/CC-MAIN-20200127143516-20200127173516-00269.warc.gz
| 0.956092 | 163 |
CC-MAIN-2020-05
|
webtext-fineweb__CC-MAIN-2020-05__0__219048841
|
en
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Anime Baka Ja Nai Rabbit slap shirt, sweater, hoodie and ladies tee
To say crew members now not allowed to drink 12 hours before flying is incorrect syntax and actually looks less coherent than the original. To fit the other example you give, it would have to be shuffled around to alcohol consumption now prohibited up to 12 hours before takeoff for crew members, which is even worse syntax I have been in a hotel with the Anime Baka Ja Nai Rabbit slap shirt crew from a trans-Atlantic flight. Boy, they can put it away. I don’t think 12 hours is enough for what some of them can drink. Try 48 hours. It makes sense. I’m sure an attendant will not be at their best when they are drunk or coming through a hangover.
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aerospace
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http://www.indiandefencereview.com/news/will-advances-in-uavs-edge-out-manned-aircraft/0/
| 2021-12-08T01:12:42 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363420.81/warc/CC-MAIN-20211207232140-20211208022140-00487.warc.gz
| 0.95395 | 4,351 |
CC-MAIN-2021-49
|
webtext-fineweb__CC-MAIN-2021-49__0__198971509
|
en
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The term ‘drone’ has hummed itself into aviation lexicon and is universally used to describe flying objects not carrying a human pilot; some other terms in general use for them are Unmanned Aerial Vehicle (UAV), Unpiloted Air System, Remotely Piloted Aircraft (RPA) and aero-models. Their size varies from barely visible objects to huge vehicles capable of flying for hundreds of hours outside the earth’s troposphere (for example, NASA’s Helios). As UAVs use the medium of the air for their movement, the International Civil Aviation Organisation (ICAO), the expert, global, UN agency on aviation, was constrained to issue a Circular 328 entitled Unmanned Aircraft Systems (UAS) in 2011. It defines Unmanned Aircraft as, “an aircraft which is intended to operate with no pilot onboard and a UAS as an aircraft and its associated elements (ground control station, data link) which are operated with no pilot onboard.”
…in case of a major accident, there could be a hull loss but no precious lives of pilots or other crew would be sacrificed. So will unmanned flight make the combat pilot redundant in the years to come?
In parallel with the spectacular advances in manned aircraft, ever compounding levels of aerospace technology have nurtured the unmanned aerial platform into adulthood. As can be expected, commercial avarice has guided the tenor and texture of unmanned platforms for civilian uses (an aerially delivered pizza is around the corner any moment!) while military zealousness has dictated the progression of unmanned flight from simple “eyes in the sky” applications to vastly superior, surgically competent, and attractively cost-effective aerial platforms capable of most tasks possible by manned aircraft.
As an illustration, a US Global Hawk UAV reportedly returned from the war zone in Iraq under its own power to Edwards Air Force Base in California (the normal mode of transportation on the same route would have been onboard a C5). Linked via satellite, the Global Hawk is controllable via satellite, its control centre located in the US. It can taxi out, take off, fly a mission, return, land and taxi back on its own. It can stay airborne for almost two days at altitudes above 60,000 feet, enter a mission zone at very high speeds and fire its onboard missiles. There is no radio communication required with an onboard pilot as all elements necessary for the mission are linked. Moreover, there are no pilot related (psychological and physiological) problems normally associated with such long duration missions.
Finally, in case of a major accident, there could be a hull loss but no precious lives of pilots or other crew would be sacrificed. So will unmanned flight make the combat pilot redundant in the years to come?
The ICAO is yet to publish any Standards and Recommended Practices (SARPs) in respect of use of UAS…
A Drone by Another Name
The term ‘drone’ has hummed itself into aviation lexicon and is universally used to describe flying objects not carrying a human pilot; some other terms in general use for them are Unmanned Aerial Vehicle (UAV), Unpiloted Air System, Remotely Piloted Aircraft (RPA) and aero-models. Their size varies from barely visible objects to huge vehicles capable of flying for hundreds of hours outside the earth’s troposphere (for example, NASA’s Helios) . As UAVs use the medium of the air for their movement, the International Civil Aviation Organisation (ICAO), the expert, global, UN agency on aviation, was constrained to issue a Circular 328 entitled Unmanned Aircraft Systems (UAS) in 2011. It defines Unmanned Aircraft as, “an aircraft which is intended to operate with no pilot onboard and a UAS as an aircraft and its associated elements (ground control station, data link) which are operated with no pilot onboard.”
The term Remotely Piloted Aircraft (RPA) is used by ICAO to define an aircraft piloted by a licensed “remote pilot” situated at a “remote pilot station” located external to the aircraft (i.e. ground, ship, another aircraft, space) who monitors the aircraft at all times and can respond to instructions issued by the ATC, communicates via voice or data link as appropriate to the airspace or operation, and has direct responsibility for the safe conduct of the aircraft throughout its flight. Thus, the RPA is a subset of unmanned aircraft and so, while UAS is used by ICAO as an all-encompassing term, the RPA is only the piloted part of UAS. The ICAO is yet to publish any Standards and Recommended Practices (SARPs) in respect of use of UAS; consequently, the use of any nation’s air space by UAS is currently regulated by several shades of grey.
As far as UAVs are concerned, their use in space presents the advantage of ignoring physiological restraints related to the pilot…
In the military domain, the US Department of Defence (DoD) defines UAV as, “powered aerial vehicles sustained in flight by aerodynamic lift over most of their flight path and guided without an on-board crew. They may be expendable or recoverable and can fly autonomously or piloted remotely.” It may be mentioned here that a military UAV would carry some lethal or non-lethal payload. Interestingly, the US DoD definition would, technically speaking, permit a cruise missile (which is ‘expendable’) to be a UAV.
However, in general, single use missiles are excluded from the UAV ambit. The term UAS was first officially used by the US Federal Aviation Authority (a civil aviation regulator) in early 2005 and was subsequently adopted by US DoD that same year in their Unmanned Aircraft System Roadmap 2005–2030.
The use of air as a medium for military activity has seen a gradual distension of the air envelope around the globe into space, with a consequent need for the term ‘air power’ to be modified to aerospace power although the former continues to be used in most military contexts. It may be mentioned here that as far as UAVs are concerned, their use in space presents the advantage of ignoring physiological restraints related to the pilot; thus the design for unmanned aircraft does not need to cater for a suitably pressurised, air conditioned space for the pilot.
Nor does it have to be limited in its agility and manoeuverability by the physical limitations that a pilot can withstand in terms of ‘g’ forces, a factor that severely limits the turning performance of an aerial platform to specifications much lower than those permitted by leading edge of aerospace technology.
The current technological levels of sensors, artificial intelligence, robotic cognitive ability and learning capacity of unmanned systems are not yet geared up for taking over all functions that a trained human brain can perform.
The machine need not be limited by human endurance (present unmanned aircraft can fly for days in a single sortie) nor would it need precious space onboard to accommodate one or more crew members along with adequate “breathing space” around them. Moreover, as mentioned earlier, if there is no human crew onboard, there is no risk of loss of life or limb in mishaps.
The need to have a human being onboard fights lasting more than a couple of hours in a combat air craft cockpit throws up some queer problems. Have you ever wondered how a fighter pilot, the epitome of manliness, would react if he were to be told that, before he dons his G-suit, he needs to wrap around himself an adult diaper? Or what he has to do if he has taken the “go” pill invented to, through bio-chemical intervention, keep him awake and alert for the next eight hours, and is stood down due to a change in the situation? Or that his sortie is postponed by six hours and that he needs to rest before that sortie despite having consumed the “go” pill?
There are many who argue against the UAV being the solution to all air power problems and requirements; not all of them are fighter pilots! One of the major arguments is that, in parallel with the advancements in UAVs and the associated two-way links required to control them, there are developments afoot to produce equipment to jam these links. The vulnerability to these jamming possibilities raises a question about their survivability in an intense conflict situation wherein a UAV loses communication with its controller.
There is also the extant threat of Electro Magnetic Pulse (EMP) as a show-stopper for unmanned operations tethered to a controlling station through a satellite link. The vulnerability of satellites themselves to hostile anti-satellite operations, meteor strikes, space debris collisions and solar flares (albeit with a low probability) would cast a shadow over unbroken, reliable links between controlling stations and the craft they control.
No amount of programming can prepare an unmanned machine for the challenge of combat in hostile airspace…
Of course, UAVs can be designed to be autonomous. However, the current technological levels of sensors, artificial intelligence, robotic cognitive ability and learning capacity of unmanned systems are not yet geared up for taking over all functions that a trained human brain can perform. Foreseeable advances may make such capabilities available to such levels as can perform some (but not all) roles and tasks that manned aircraft can.
“No battle plan survives the first contact with the enemy” is an oft (mis)quoted, simplified adaptation of a famous quote which is as applicable to air combat as it was to the land warfare context it was originally composed in. This argument is forwarded by those who feel that no amount of programming can prepare an unmanned machine for the challenge of combat in hostile airspace shared with enemy aircraft.
The champions of manned flight, of course, aver that reliable tactical decisions in the heat of combat operations can only be executed by trained professional crew capable of intellectual, judgemental, reactive and informed decisions based on their experience and training in manned aircraft. Moving away from just the basic flying functions of navigating, communicating and manoeuvering the aircraft, the ‘man’ in the cockpit is required to take what may be termed as ‘tactical’ decisions based on the aerial combat situation, ground threats, target systems in the air and on the ground, and the choice of the right weapon system for the target(s). All this needs to be performed in the heat of a dynamic, instantaneously changing situation, very often throwing up scenarios neither foreseen nor discussed or briefed.
In the words of Colonel Mike Pietrucha, who was an instructor electronic warfare officer in the F-4G Wild Weasel and the F-15E, Strike Eagle and a veteran of 156 combat missions over ten combat deployments in Iraq and Serbia, “Aircrew are the ‘fighter’ in ‘fighter aircraft’. They are also a fully integrated sensor system, a marvellous biological processor, a communications node, and most importantly, a living, learning being that can make good decisions on incomplete information and predict likely outcomes in real time.”
It does appear to be a tall order to design and develop an artificial substitute for the human occupant of a fighter aircraft cockpit; most experts agree that such a substitute, capable of autonomous aerial combat at levels displayed by the typical fighter pilot would not be available in the foreseeable future. Nonetheless, imaginative writing and film making remind us that the future does hold promise of unmanned flight matching manned one in decision making and reaction to changes in combat situations.
Technologically speaking, a comparison has been made by some between the MQ-9 Reaper UAV and the A-10 (and even the F-16) for some combat roles. The Reaper is a 4.7 tonne, 11.6-metre long aircraft, with a 21.3-metre wingspan with six hard points and capable of carrying 682 kg of weapons including up to eight Hellfire missiles, two Sidewinder or two AMRAAM air-to-air missiles, two Maverick missiles, or two 227-kg smart bombs (laser or GPS guided). It has a maximum speed of 400 kmph and can stay aloft for 15 hours.
The leading edge of technology in the strike arena is represented by the Joint Strike Fighter programme F-35…
Needless to say, the pace of UAV design and development will produce ever more competent platforms for the ‘strike’ variety of roles. There are indications that small and highly manoeuverable and agile aircraft may be supplanted by multi-role, long-range, stealthy aircraft of comparatively huge dimensions.
The leading edge of technology in the strike arena is represented by the Joint Strike Fighter programme F-35 which is emerging after a 15-year development stage into a phenomenally expensive, ‘fifth generation’ epitome of strike aircraft. The debate on unmanned aircraft is starkly manifest in the approaches of the US Navy and the US Air Force (USAF) to the F-35.
On 15 April 2015, the US Navy Secretary, Ray Mabus reportedly stated at a Sea-Air-Space Exposition near Washington, “The F-35C should be, and almost certainly will be, the last manned strike (emphasis mine) fighter aircraft the Department of the Navy will ever buy or fly… Unmanned systems, particularly autonomous ones, have to be the new normal in ever-increasing areas.” He did indicate that for air-to-air combat roles, the Navy would still need fighter pilots.
The USAF, on the other hand, does not consider the F-35 to be the last manned fighter on its inventory. It is indeed increasing its reliance on unmanned aircraft for long duration flights and is replacing the U-2 spy plane with the Global Hawk; it is also acquiring more Reapers to upgrade its surveillance fleet. It still feels that the human brain is irreplaceable as a sensor in the air superiority domain and is studying what its future fighter fleet will look like through the creation of the Next-Generation Air Dominance Program to determine what will be needed for air superiority in 2030.
UAVs present an advantage over manned aircraft in as much as there is no political cost to a UAV getting shot down…
According to USAF Chief of Staff Chief of Staff General Mark Welsh, “We are looking at sixth-generation capability. Air superiority is a mission. It’s not a platform, it’s a mission.” According to him, pilots would be needed in the cockpits of most of USAF combat fleet for the foreseeable future and even the next-generation stealth bomber that someday might be optionally manned will start out with pilots in its cockpit.
Earlier this year, US based Centre for Strategic and Budgetary Assessments (CSBA), an independent research institute that studies US national security strategy, conducted a historical survey of trends in air-to-air combat operations and presented its findings in a report entitled “Trends in Air-To-Air Combat: Implications For Future Air Superiority”. The overall conclusion of the report was that over the past few decades, advances in electronic sensors, communication technology and guided weapons have fundamentally transformed the nature of air combat. While post World War I, pilots relied for about five decades on the human eye as the primary sensor and guns/ cannons as the primary weapons, with the ultimate aim of air-to-air combat being to get behind the tail of the enemy aircraft.
By the mid-1960s, new aerial weapons and sensors appeared which included IR and radar-guided missiles and air-to-air radars. Thus aerial combat theoretically permitted attacks from front, side or rear and, most importantly, Beyond Visual Range (BVR) with air-to-air radars capable of picking up targets at long distances of 15 nm or more.
The report is based on analysis of 1,450 air-to-air victories and finds that there is a reduction in the utility of some attributes like speed, acceleration, agility and manoeuverability traditionally associated with fighter aircraft while there is increasing reliability on sensor and weapon payload and range as enemy aircraft can be detected at long distances.
The use of an unmanned vehicle avoids a diplomatic embarrassment in case a manned aircraft is shot down and the pilots captured…
Although the report does not indicate so, this author feels that a conclusion can be drawn from its findings that the increased importance of electronic sensors and robust LOS networks in building dominant situational awareness so vital to aerial combat, and the potential reduced tactical utility of high speed and manoeuverability could mean that there is a case for unmanned air combat or air superiority fighters in the future.
UAVs and Terrorism
Given the nature of anti-terror operations, UAVs present an advantage over manned aircraft in as much as there is no political cost to a UAV getting shot down. The use of an unmanned vehicle avoids a diplomatic embarrassment in case a manned aircraft is shot down and the pilots captured, since the bombings take place in countries are sometimes deemed friendly and the attacks are being conducted without the official permission of those countries.
The US has been relying on “shock and awe” as the most efficient way of fighting asymmetric threats in irregular warfare is to conduct fast and destructive operations in order to incapacitate the enemy. MQ-1 Predator UAVs armed with Hellfire missiles have been used by the US as platforms for striking ground targets since 2001. They were first used from bases in Pakistan and Uzbekistan, mostly aimed at assassinating terrorist leaders inside Afghanistan and later for attacks in Afghanistan, Pakistan, Yemen and Somalia.
Wars in Afghanistan and Iraq, where unmanned aircraft flew unchallenged, have encouraged the case for unmanned aircraft…
In May 2013, President Obama announced major changes in the policy on use of UAVs in war with the aim of reducing civilian casualties. Under the new policy, a strike cannot be made unless the government has knowledge of “near certainty that the terrorist target is present” and of “near certainty that non-combatants will not be injured or killed”. However, in January 2015, two Western hostages were indeed killed as a result of a UAV attack on an al Qaida hideout in Pakistan. That brings us to one of the difficulties perceived as being associated with the absence of a human being on the spot to take decisions. Naturally, a possible counter to that argument is that even a human pilot could have made that error in the heat of the attack.
Aside from the attention grabbing F-35 and F-22 programmes of the US, manned aircraft development is making progress in many countries with the technological infrastructure to manufacture aircraft; Russia, China, South Korea, Japan and several European countries are engaged in efforts to produce fourth/fifth generation fighter aircraft. According to Russia’s United Aircraft Corporation, Russia will receive its first batch of fifth generation manned fighters in late 2016 or early 2017.
China, of course, has advanced programmes in fighter aircraft development, its only Achilles’ heel being indigenous power plants to install on its new aircraft designs. It is even planning to produce a long-range strategic bomber (defined by China as an aircraft that can carry more than ten tonnes of air-to-ground munitions up to a minimum range of 8,000 kilometres without refuelling). Even India, with a dismal record in that domain touts the Tejas as a modern fighter aircraft. Despite the huge costs of a modern fighter aircraft, every Air Force in the world has aspirations to acquire at least fourth generation manned fighters, if not fifth.
Emerging developments in UAVs suggest that the future of air power will inevitably integrate manned and unmanned platforms in the air…
Misplaced and over-optimistic faith in technological advances has spawned predictions in the past about the impending demise of the manned aircraft. British PM Baldwin claimed in the 1930s that, “the bomber will always get through” and that defensive fighters were, therefore, futile. Following on from that, a 1957 White Paper on defence slashed a number of British fighter programmes because surface-to-air missiles were expected to render manned fighters obsolete in a few years. However, manned fighters still form the major proportion of airpower.
The wars in Afghanistan and Iraq, where unmanned aircraft flew unchallenged, have encouraged the case for unmanned aircraft – a conclusion that needs to be taken with caution as all scenarios may not be similarly benign and impotent in terms of air or ground defences. A study of the arguments on both sides and the emerging developments in UAVs suggest that the future of air power will inevitably integrate manned and unmanned platforms in the air with both complementing each other and performing appropriate roles as instruments of air power for ensuring national security; India appears to be on the right track on this count.
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aerospace
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https://www.sekowale.com/forum/general/news/8052-airline-pilot-tragically-suffers-fatal-heart-attack-during-flight-leading-to-emergencyampnbsplanding
| 2020-07-14T18:52:34 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657151197.83/warc/CC-MAIN-20200714181325-20200714211325-00055.warc.gz
| 0.978768 | 471 |
CC-MAIN-2020-29
|
webtext-fineweb__CC-MAIN-2020-29__0__174542838
|
en
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A Russian airline pilot tragically lost his life doing what he loved after he suffered a fatal heart attack this week, causing his flight to make an emergency landing mid-flight.
The Aeroflot passenger plane had departed from Moscow on Sunday and was on its way to Anapa — a Russian town located on the northern coast of the Black Sea — when the medical emergency occurred, Russian state news agency TASS reports.
Just before 10 a.m., the second pilot reportedly felt sick and requested that the first pilot land the plane. The aircraft eventually made its emergency landing at Platov International Airport in Rostov-on-Don around 9:57 a.m., according to the local outlet.
The co-pilot, whose identity has not been released, but was believed to be around 49 years old, received medical attention at the scene. However, doctors were sadly unable to save the co-pilot, who died in the ambulance on the way to the hospital.
RELATED VIDEO: American Airlines Pilot Michael Johnston Dies Mid-Flight
A preliminary cause of death was reportedly determined as a heart attack, according to TASS.
No other passengers or Aeroflot employees were injured in the incident. The Russian Investigative Committee's southern investigative department is currently investigating, TASS reports.
In a statement to CNN, the Russian airline company said: "Everyone at Aeroflot is deeply saddened by our colleague's death, and we extend our sincere condolences to his friends and loved ones."
The Aeroflot spokesperson also added to the outlet that the pilot had a "clean medical history" and had even passed a summer examination and medical tests just one day before the tragic incident.
A spokesperson for Aeroflot did not immediately respond to PEOPLE's request for comment.
RELATED: Pilot Dies After Plane Crashes at Florida Air Show: 'There's Nothing Anyone Could Have Done'
This is the second time this year that an Aeroflot pilot has had to make an emergency landing. In January, the aircraft on its way to Moscow was forced to land in Siberia after a drunk passenger attempted to hijack the plane, CNN reports.
The male passenger was later detained by authorities, while all passengers and crew members safely exited the aircraft in Khanty-Mansiys, a city located in western Siberia.
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aerospace
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https://rishworthaviation.com/pilot-jobs/fleet/a340
| 2021-08-05T11:50:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155529.97/warc/CC-MAIN-20210805095314-20210805125314-00346.warc.gz
| 0.952191 | 621 |
CC-MAIN-2021-31
|
webtext-fineweb__CC-MAIN-2021-31__0__267106292
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en
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We are offering roles for A340 TRE, TRI, Captains, First Officers, and B1/B2 Engineers with Azman Air, based in Nigeria.
Azman Air was founded in 2010 and operates domestic flights in Nigeria, as well as services to neighbouring Benin. The airline has acquired an A340-600 in preparation for operating international Umrah services. The airline is seeking to acquire an additional A340-600.
After two years now I am entirely satisfied with Rishworth Aviation. They are trustworthy, efficient, stable, and the terms are still improving.
Rishworth’s team of skilled people understood my requirements and helped me move to Nigeria on short notice. I didn’t believe it would be this easy, but through their help it was a pleasant experience. Rishworth has a strong and dedicated team.
Airbus' engineers designed the A340 in parallel with the twin-engined A330: both aircraft share the same wing and similar fuselage structure and borrow heavily from the advanced avionics developed for the A320. True to Airbus’ unique family concept, the A340 offers an exceptional degree of operational commonality with all of the company’s fly-by-wire aircraft, allowing pilots to transition from one type to another with minimum training time. Qualified pilots can transfer to the A340 from the A330, or from the A320, in only a few weeks.
The A340-600 is the largest-capacity member of Airbus’ A340 Family, with an overall length of 75.36 metres and capacity for around 350 passengers, or up to 475 in a high-density seating arrangement. Depending on the model, it has a range of 6,700 to 9,000 nautical miles(12,400 to 16,700 km; 7,700 to 10,400 mi). Its distinguishing features are four high-bypass turbofan engines and three-bogie main landing gear. The jetliner’s four Rolls-Royce Trent 500 engines use only 56,000 lbs. of their certified 60,000 lbs. of thrust, resulting in longer on-wing lives. Furthermore, the use of four engines – as opposed to two larger ones – allows for a 13 per cent reduction in maintenance costs for operators.
In terms of range, the A340-600 offers unmatched operational flexibility on non-stop flights over remote areas such as oceans and mountain ranges, allowing for operations that are not subject to ETOPS (Extended-range Twin-engine Operational Performance Standards) regulations. This enables airlines to fly more direct routes – even long distances over water or on segments far from airports – saving travel time and cutting fuel consumption.
Over the years, 600 million passengers have flown well over 20 million flight hours and 2.5 million flight cycles with airlines flying A340s as long as 16 hours per day. Over 370 A340s have been ordered.
Register with Rishworth Aviation today to keep up to date with the latest A340 jobs.
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aerospace
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https://northwoodsvisions.com/
| 2024-04-14T02:13:58 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816863.40/warc/CC-MAIN-20240414002233-20240414032233-00354.warc.gz
| 0.902549 | 116 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__77385292
|
en
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Elevate Your Perspective
Serving North Central Wisconsin and the Western UP of Michigan since 2017, we offer a low cost solution for your low altitude aerial photography needs. We are FAA Part 107 licensed, experienced and use high quality drones to capture stunning aerial imagery.
We specialize in aerial photos & video for real estate listings, appraisals, business promotion, events, family reunions, non-profit organizations, lakes, landmarks, construction, utilities, roof inspections, and other special projects where low altitude aerial imagery is useful.
Ground and interior photography is also available.
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aerospace
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https://www.blackbird-autojournal.com/powered-by-hydrogen/
| 2022-05-20T04:41:46 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662531352.50/warc/CC-MAIN-20220520030533-20220520060533-00530.warc.gz
| 0.941364 | 332 |
CC-MAIN-2022-21
|
webtext-fineweb__CC-MAIN-2022-21__0__41732407
|
en
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Airbus has presented three zero-emission aircraft concepts for commercial flight that could enter into service by 2035. Created under the codename “ZEROe”, the three concepts use hydrogen as their primary power source. Not only do they feature ground-breaking new tech, but they also look quite stunning as well.
The three concepts each take a different approach while exploring technologies and aerodynamic configurations to achieve zero emissions. The first ZEROe concept is in a turbofan configuration, which looks the most similar to existing commercial aircrafts. It features two hybrid hydrogen turbofan engines which provide thrust, while a liquid hydrogen storage and distribution system can be found behind the rear pressure bulkhead. Capable of transporting 120-200 passengers with a range of over 2,000 nautical miles, the turbofan aircraft would be ideal for transcontinental journeys.
The second concept uses a turboprop configuration while still following the shape of a standard commercial aircraft. Carrying up to 100 passengers, its turboprop engine is powered by hydrogen combustion in modified gas-turbine engines. With a range of over 1,000 nautical miles, it would be more suitable for short-haul trips.
The third and final ZEROe is the most exceptional-looking concept, configured with a blended-wing body. Although much shorter than the other two concepts, it can accommodate up to 200 passengers for a range of more than 2,000 nautical miles. This is thanks to an extra-wide fuselage that provides ample space for the liquid hydrogen storage tanks underneath the wings, as well as for the cabin layout.
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aerospace
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https://www.safeflight.com/safe-flight-icing-conditions-detector-on-display-at-heli-expo/
| 2023-12-01T17:18:48 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100290.24/warc/CC-MAIN-20231201151933-20231201181933-00631.warc.gz
| 0.92439 | 469 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__59362474
|
en
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White Plains, New York (Thursday February 26, 2015) — Safe Flight Instrument Corporation of White Plains, NY announced today their new Icing Conditions Detector (ICD) will be on display during Heli-Expo at Booth 4059. The ICD is able to detect icing conditions nearly instantaneously. Safe Flight will have a working ICD displayed on their helicopter product demonstrator during Heli-Expo.
Ice accretion is a serious hazard to all aircraft. Even miniscule amounts of frost, snow, ice, or slush on the aerodynamic and/or control surfaces of the aircraft can cause significant loss in lift and flight control capability. The most effective means to protect against this often catastrophic threat is to avoid it all together with Safe Flight’s Icing Condition Detector.
The system, currently under evaluation by a variety of airframe OEMs, provides an instantaneous warning when icing conditions are present and before ice accretion has an opportunity to reduce aircraft performance and controllability. Comprised of a single line replaceable unit, the lightweight, low drag safety enhancing equipment is ideal for operations in all modes of flight.
To learn more about the ICD, visit Safe Flight at Heli-Expo Booth 4059 and see the ICD on display with Safe Flight’s other safety products for rotorcraft.
Safe Flight Instrument Corporation, a leader in aviation safety and flight performance systems, was founded in 1946. Headquartered in White Plains, New York, the company pioneered the development of Stall Warning and Angle of Attack, Automatic Throttle Systems, Wind Shear Warning, and many other innovations in aircraft instrumentation, flight performance and control systems for fixed and rotary winged aircraft. In the helicopter market, Safe Flight produces Powerline Detection and Exceedance Warning systems. The Exceedance Warning System provides collective tactile cueing that allows the pilot to literally “feel” their way around the helicopter’s safe operating envelope of engine and drivetrain limits. Safe Flight products are installed on over two-thirds of the world’s aircraft in the general aviation, corporate, commercial and military sectors. To find out more, please visit www.safeflight.com.
Executive Vice President
+1 (914) 220-1105
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aerospace
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https://www.infrastructure.gov.au/aviation/aicc/meeting-3-communique.aspx
| 2020-01-22T23:40:23 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250607596.34/warc/CC-MAIN-20200122221541-20200123010541-00223.warc.gz
| 0.954515 | 344 |
CC-MAIN-2020-05
|
webtext-fineweb__CC-MAIN-2020-05__0__220755583
|
en
|
Aviation Industry Consultative Council (AICC) Communique—Meeting 3, 29 January 2016
The third meeting of the Aviation Industry Consultative Council (AICC) was chaired by the Deputy Prime Minister and Minister for Infrastructure and Regional Development, the Hon Warren Truss MP, on 29 January 2016 at the Commonwealth Parliamentary Offices, Sydney.
The AICC brings together senior industry participants from across the aviation industry including airlines, airports, general aviation, sport and recreational aviation, maintenance, and flight training sectors.
The meeting focussed on issues related to aviation skills and training and safety regulation.
The Transport and Logistics Industry Skills Council presented its key issues paper, which is part of the aviation workforce skills study previously endorsed by members.
Members discussed outcomes of the recent meeting of the General Aviation Action Group which was set up as a sub group of the AICC. Issues raised by the Action Group included skills and training and reform of regulatory requirements applicable to general aviation and ageing aircraft.
The Deputy Prime Minister updated members on progress in implementing the Government's response to the Aviation Safety Regulation Review Report.
The AICC was briefed by the Civil Aviation Safety Authority (CASA) Director of Aviation Safety, Mark Skidmore and the Acting Chief Executive of Airservices Australia, Jason Harfield on the major priorities for those organisations this year and into the future.
Some other issues raised by members at the meeting included fatigue management, flight training, regulation of remotely piloted aircraft systems, CASA Board governance and legislative review.
In closing the meeting, the Deputy Prime Minister noted that he expected the AICC will meet again in mid-2016.
10 March 2016
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aerospace
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https://mainenginecutoff.com/blog/2017/03/boeing-first-starliner-chute-test
| 2018-05-21T07:05:34 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794863967.46/warc/CC-MAIN-20180521063331-20180521083159-00021.warc.gz
| 0.940174 | 246 |
CC-MAIN-2018-22
|
webtext-fineweb__CC-MAIN-2018-22__0__112616257
|
en
|
Chris Bergin of NASASpaceFlight.com:
During the test, the Starliner was lifted about 40,000 feet in the air, the flying altitude of a typical commercial airline flight, by a Near Space Corp. helium balloon and then released over the White Sands Missile Range, next door to Spaceport America.
Uniquely, this test wasn’t conducted via the use of a helicopter of an aircraft – as seen with other vehicles, such as the Orion spacecraft. Boeing was not able to fit the Starliner test article into the hold of a C-130 or C-17 aircraft, so they instead used a 1.3-million-cubic-foot balloon, which is able to lift the capsule to its intended altitude.
Great rundown of Starliner progress, complete with some talk about RD-180 certification:
“One of the top Boeing risks is the RD-180 engine certification. The engine has a long history, but it has been difficult to get detailed design information for certification,” added the ASAP minutes.
“The Boeing team is developing an approach that takes advantage of the long history of successful use, combined with information that they can obtain.”
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aerospace
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http://www.militaryphotos.net/forums/showthread.php?53823-Hellenic-Armed-Forces-Photos&p=2055732&viewfull=1
| 2013-05-23T16:48:17 |
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368703592489/warc/CC-MAIN-20130516112632-00037-ip-10-60-113-184.ec2.internal.warc.gz
| 0.962765 | 517 |
CC-MAIN-2013-20
|
webtext-fineweb__CC-MAIN-2013-20__0__75390187
|
en
|
S-70B AEGEAN HAWK (HELLENIC NAVY)
It is a U.S built, multi-purpose helicopter. The S-70B in Hellenic Navy's service is predominantly used for tracing enemy ships and submarines. It is a US built helicopter, used in multiple roles by the US Navy, Army and the Coast Guard, as well as by seven other countries.
Engine: 2 General Electric Ô700- GE-401C
Length: 19.76 m
Maximum Speed:180 knots
The PENGUIN missile is a helicopter launched version of the Norwegian MK 2 MOD 3 missile which has been modified and designated as an MK 2 MOD 7. The Penguin was developed by and for the Norwegian Navy. The Penguin missiles are designed and manufactured by Norsk Forsvarsteknologi (NFT) A/S located in Kongsberg, Norway. The Penguin anti-ship missile was conceived in the early 1960's as a ship-borne, anti-invasion defence system. Penguin was the first fire-and-forget anti-ship missile system to be developed in the Western world. Penguin MKI became operational with the Norwegian and Turkish navies in 1972. The MK2 entered service in 1980 with the Norwegian, Hellenic and Swedish navies. Since then, continuous development programs have adapted the concept to the technical evolution of surface warfare.
Any way they're nice pics and the HAF guys did a great job !
Think so? Well, maybe some of them really DID a great job. But, if you click HERE you'll read a review for some others that had the brilland idea to turn a fighter aircraft into a crap. I'm not willing to hide behind my finger. I'm not keeping this "inside". Enough! These stupid personel, must take their lesson.
Watching this picture and considering that the ZU-23 is made and used to engage aerial targets, I'm sure that these soldiers must had a good deal with enemy's aircraft & heli pilots, to fly/approach to them from a specific direction ONLY.
Camo paint looks nice on demo pictures (even when you forget to paint hands too) but a camouflage net placed over the cannon and blocking the ability to observe, rotate & shoot, cannot stop an enemy air raid. On the other hand, a 360 degree rotating able ZU-23 can!
Last edited by Nick_Karatzides; 11-13-2006 at 12:32 PM.
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aerospace
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https://www.stocksy.com/69558/Airplane:-First-Officer-Standing-In-Aircraft
| 2018-07-15T21:28:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676588972.37/warc/CC-MAIN-20180715203335-20180715223335-00407.warc.gz
| 0.848823 | 62 |
CC-MAIN-2018-30
|
webtext-fineweb__CC-MAIN-2018-30__0__11266617
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en
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Airplane: First Officer Standing In Aircraft
Extensive series onboard a full size commercial airliner. Includes multi-racial flight crew and passengers, interacting and doing typical airplane duties.
, toothy smile
Has 1 model release
Uploaded 17 July, 2013
Camera: Canon EOS 5D Mark II
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aerospace
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http://www.aussieairliners.org/b-707q/vh-eba/4604.820.html
| 2018-10-19T20:57:41 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512434.71/warc/CC-MAIN-20181019191802-20181019213302-00260.warc.gz
| 0.730697 | 102 |
CC-MAIN-2018-43
|
webtext-fineweb__CC-MAIN-2018-43__0__223149360
|
en
|
VH-EBA. Boeing 707-138. (17696-29)
VH-EBA. Qantas Australia's Overseas Airline - taking shape on the production line at Seattle, 1958. Inspecting the aircraft are from left to right: Mr Brian van de Water (Qantas Assistant Resident Engineer); Mr William Nielson (Qantas Commercial Manager); Mrs Nielson; unknown Boeing representative.
(Qantas Heritage Collection Copyright Image 4604-820.)
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aerospace
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http://leadercall.com/2016/01/challenger-engineer-still-racked-with-guilt-over-the/
| 2018-09-22T05:01:09 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267158045.57/warc/CC-MAIN-20180922044853-20180922065253-00402.warc.gz
| 0.9469 | 374 |
CC-MAIN-2018-39
|
webtext-fineweb__CC-MAIN-2018-39__0__110508519
|
en
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Speaking at a Kea'au High School Remembrance Day Ceremony, PISCES Executive Director Rob Kelso recalled time spent with local space hero Ellison S. Onizuka, before the Hawaii Island born astronaut was lost in the NASA Challenger disaster, 30 years ago to the day. Also, president Ronald Reagan's speech on the same day, when he said "We will never forget them, nor the last time we saw them, this morning, as they prepared for the journey and waved goodbye and "slipped the surly bonds of earth" to "touch the face of God". "Our thoughts and memories of Christa will always be fresh and comforting".
Challenger lifts off from Kennedy Space Center, Florida, Jan. 28, 1986. The McAuliffes normally do not take part in these NASA memorials, so Scott's presence was especially noteworthy.
They knew that this mission would involve the coldest launch in history, and that the shuttle's rocket boosters weren't created to function properly under such extreme temperatures. She would be proud, he noted, of the Challenger Learning Centers. "They're actually lessons learned", said Rodgers, an educator who lives in Chattanooga, Tennessee. The former space shuttle pilot reciting the names of all 24 astronauts killed in the line of duty over the years, Jon McBride, had to fight back tears. All seven members of the Challenger's crew, Mike Smith, Dick Scobee, Ron MC Nair Ellison Onizuka, Christa McAuliffe, Greg Jarvis and Judith Resnik, passed away from the incident. He now heads the Hilo-based Pacific International Space Center for Exploration Systems. Both his children are now in their 50s.
Numerous new homes were marketed and sold to people working in Goleta and Santa Barbara turning Lompoc into more of a commuter town.
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aerospace
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https://philatelist.by/stamps/2004-00679-sheetlet-space-rockets.html
| 2022-09-27T17:23:09 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335054.79/warc/CC-MAIN-20220927162620-20220927192620-00706.warc.gz
| 0.661563 | 137 |
CC-MAIN-2022-40
|
webtext-fineweb__CC-MAIN-2022-40__0__25196791
|
en
|
2004 Mi:UA679 Full Sheet Space - Rockets
|Price: 3 USD|
In stock: yes
A good selection of stamps for collection. Full Sheet Space - Rockets. Date of circulation start this postage stamp . This is a postage stamp
catalog number Michel 679. Philatelic products Full Sheet Space - Rockets reflects the process of formation and development of space industry in Ukraine.
Theme: space, astronaut, Korolev, rocket, moon, SALE !
Information from the catalog Michel:
Interesting post thumbnails:
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aerospace
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https://www.baviation.cn/the-f-18s-of-the-canary-islands-face-the-eurofighters-of-the-aerospace-operational-command-noticias/3016/
| 2021-06-17T22:55:12 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487634576.73/warc/CC-MAIN-20210617222646-20210618012646-00253.warc.gz
| 0.941883 | 911 |
CC-MAIN-2021-25
|
webtext-fineweb__CC-MAIN-2021-25__0__158905019
|
en
|
The veteran F / A-18A fighter jets of the 46th Wing of the Canary Islands, also known as the “Falcons”, have tested the Aerospace Operational Command’s (MOA) extensive anti-aircraft equipment in the Canary Archipelago as part of the exercise ?? Eagle Eye 21-01 ??.
More than 2,000 Air Force, Army (ET) and Navy soldiers worked together April 19-23 to protect national airspace during this tactical adoption. In the eastern islands of the Canary Archipelago, the “Eagle Eye 21-01” was activated, the first of the year in this area, which is managed by the MOA.
It should be noted that the eagle eyes are performed regularly and rotating in different areas of Spain to enhance the defense of the airspace of sovereignty and national interest. The details of the armed forces deployed were announced by Colonel Nicolás Ramírez Arregui at a press conference at the military airfield on Lanzarote.
During the presentation we were able to see the most important participating air contingent at this airfield: six Eurofighter fighter planes from Wing 11 based in Morón (Seville). In total, the Air Force deployed a total of 1,560 soldiers, mainly from the headquarters of the Aerospace Surveillance and Control System (JSVICA), which in the Canary Islands reported to the Alarm and Control Group (GRUALERCON) and the troops from Air Surveillance (EVAs) 21 and 22 on the islands of Gran Canaria and Lanzarote. In addition, the Space Surveillance Operations Center (COVE) was responsible for the provision of space support services for operations from the Torrejón base (Madrid).
The ET deployed its Air Defense Defense Unit (UDAA) to the Air Defense Artillery Command (MAAA), which during this period was led by the GAAA I / 73 group based in Cartagena, Murcia, responsible for expanding surveillance and security through Increasing responsibility was the coverage of the radar equipment of the command and control system in what is defined in an air defense system by superimposed bubbles. GAAA I / 73 forms the command and control core and the logistics core of the operational organization. The Nucleus de Fuego in turn consists of various weapon systems, Mistral missiles of the anti-aircraft artillery regiment 71 (Fuencarral-Madrid), the NASAMS of the anti-aircraft artillery regiments 73 (Cartagena) and 94 (Las Palmas de Gran Canaria) and HAWK des 74th Anti-Aircraft Artillery Regiment (Seville). The transmission unit of the anti-aircraft artillery command also guaranteed the connection and integration of the UDAA into the command and control system (SMC). In addition, an infantry company of the Soria 9 Regiment (Fuerteventura), the oldest of the ET since it was founded in 1509, carried out security tasks in support of the UDAA MOA.
The navy, for its part, sent its frigate “Álvaro de Bazán” into the Canarian waters. (F-101), from its base in the Ferrol Arsenal (La Coruña). It is an F-100 frigate that was specially developed for air defense. Her main tasks currently include the accompaniment of fleet units and the air defense of their area of influence, which thanks to their Aegis system in what distinguishes the SPY 1-D multifunction radar.
To test this complex device, the veterans F / A-18A of Squadron 462 of the 462 Wing, which took off day and night every day, launched from Gando base and carried out air strikes against the device. Eagle Eye 21-01 ??. Once again the ?? Falcons ?? Canaries using the radio code ?? piper ?? In their role as the “red” side, they have demonstrated the ability of the unit above the skies of the Delta 79 air training area in the Canary Islands. (Julio Maíz Sanz)
Photo: One of the six Wing 11 Eurofighters takes off from Lanzarote AM. In the background you can see the Atlantic, on which the runway is aligned. (Photo Antonio Rodriguez Santana)
Copyright © Grupo Edefa SA Reproduction, in whole or in part, of this article is prohibited without permission and prior authorization from the publisher.
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aerospace
|
https://historyandwar.org/2022/03/02/vulnerability-of-modern-air-forces-case-of-ukraine/
| 2023-03-27T14:36:29 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948632.20/warc/CC-MAIN-20230327123514-20230327153514-00280.warc.gz
| 0.968297 | 654 |
CC-MAIN-2023-14
|
webtext-fineweb__CC-MAIN-2023-14__0__194819404
|
en
|
The war in Ukraine has shown many things, but one of major ones was vulnerability of modern Western-style air forces to destruction on the ground. Operations of modern fighters require long concrete air strips, and hangars full of equipment. This means that they are largely confined to operating from dedicated air bases. One issue with that is that air bases are big, immobile, and generally speaking, perfect missile magnets.
This vulnerability had been on open display as six MiG-29 fighters got destroyed in a single air strike. The attack had happened within 48 hours of the beginning of Russian invasion, with missile used being apparently Russian Navy 3M14 Kalibr. This is a land attack cruise missile with 450 kg warhead and range of 1500 – 2500 km. Russia had used missile in October 2015 to support Assad, with missile displaying ability to hit targets 1800 km away. Missile can be deployed from ships as small as 500-ton Buyan-M class corvettes. Russia also deploys a submarine-launched variant, dubbed 3M-14K.
Ukrainian aircraft and air defece sites had been a priority target since beginning of the campaign. Ukraine fieldedonly 30 MiG-29 fighters, which means that a single strike on 27th February destroyed or at least heavily damaged a fifth of Ukrainian MiG-29 fleet. Earlier, on 24th February, Russian attack on the military airfield in Ozerne destroyed a Su-27 and a refueling vehicle. Only a single Su-27 had been lost in the air, when Su-27 piloted by Colonel Oleksandr Oksanchenko was shot down Kyiv. Two Su-25s had also been shot down in Kherson region on 27th February, and an An-26 transport had been shot down on 24th February with five out of 14 crewmembers having been killed.
Ukraine does have some 30 Su-27 fighter aircraft, although at least one had been shot down (likely by friendly fire), another fleeing to Romania and potentially more losses, the fleet is dwindling as well. Su-27 fleet is also likely to be far more vulnerable to attrition during the course of the conflict, or simply running out of resources required to operate. Su-27 is a much larger aircraft than MiG-29, requiring more fuel and longer runways, which makes it far more vulnerable to the kind of attacks that had so devastated Ukrainian MiG-29 fleet.
But Ukrainian MiG-29A’s date back to 1982., and field effectively obsolete sensors, armaments and avionics. Its air defences had also been equally obsolete and easily destroyed, making concealment the only option for the survival of its air force.
On Russian side, the only aircraft lost not to an accident was Su-30SM, destroyed on the ground in Millerevo by a Tochka missile salvo. Ukrainian military claimed another Su-30SM destroyed in the same attack.
UPDATE: Satellite images of Chuluv air field, showing damage to runways, fuel storage and other infrastructure:
7 thoughts on “Vulnerability of Modern Air Forces – Case of Ukraine”
Reblogged this on Defense Issues.
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aerospace
|
https://www.bhphotovideo.com/c/product/1497368-REG/dji_digital_fpv_experience_combo.html/accessories
| 2019-09-17T19:45:44 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573105.1/warc/CC-MAIN-20190917181046-20190917203046-00181.warc.gz
| 0.934882 | 141 |
CC-MAIN-2019-39
|
webtext-fineweb__CC-MAIN-2019-39__0__137082403
|
en
|
The Digital FPV Experience Combo from DJI is designed to provide up to two drones with the ability to stream first-person video for drone racing, aerial cinematography, and more. Usable on aerial drones and other RC vehicles, it includes FPV goggles and two Air Unit Modules with HD cameras. The system is engineered to deliver 720p120 HD FPV footage at a low, 28ms latency from up to 2.5 miles away. The goggles and air units come pre-programmed out of the box to work together, making setup easy. With an embedded remote receiver in each air unit, the addition of a remote controller (not included) can give you camera and flight control.
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aerospace
|
https://eatsleeplaunchrepeat.com/index
| 2024-02-23T23:59:41 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474470.37/warc/CC-MAIN-20240223221041-20240224011041-00671.warc.gz
| 0.922088 | 68 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__83996360
|
en
|
Oops! Looks like you've landed in the outer space of the internet, and our coordinates seem to be a bit off.
While we're searching for the missing page, why not blast off with some inspiration? Check out our success stories from other businesses that we've launched into orbit. We promise you'll be over the moon!
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aerospace
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https://www.kendrick.reading.sch.uk/news/?pid=6&nid=4&storyid=137
| 2024-04-16T11:39:48 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817081.52/warc/CC-MAIN-20240416093441-20240416123441-00048.warc.gz
| 0.938833 | 202 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__142219855
|
en
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Kendrick Celebrates Apollo 11 Anniversary
To mark exactly 50 years from the launch of Apollo 11 ( 16th July 1969), Year 12 students from Space Society and Engineering Society organised the launch of rockets on the lawn during 2nd break on Tuesday, 16th July.
Students from Year 7 upwards made paper rockets, which they then launched using foot-pumps to compress air, which was then released.
Rockets sailed across the lawn, at different projection angles, often in competition, with two launched simultaneously.
Finally, Year 12 students used a different method of projectile launch, using a ‘wild sling’ which used the stored elastic energy to convert into kinetic and gravitational potential energy. One projectile cleared the boundary wall!
Apollo 11 took 4 days to reach the moon, and the Lunar module landed on 20th July, with the first step on the moon the next day on 21st July, so there will be more anniversary celebrations to watch and follow for this momentous event.
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aerospace
|
https://www.forbesindonesia.com/article/airlines-shift-focus-to-charter-flights-5e907035998b4
| 2021-02-25T10:30:00 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178350942.3/warc/CC-MAIN-20210225095141-20210225125141-00131.warc.gz
| 0.957542 | 255 |
CC-MAIN-2021-10
|
webtext-fineweb__CC-MAIN-2021-10__0__149874451
|
en
|
Aviation industry is one of the most impacted sectors amidst the coronavirus outbreak. People are reluctant to travel, and flying overseas aren't easy either since many countries have been imposing lockdown and refusing international flights. A lot of airline had to temporarily stop flights due to significant decline in passengers. However, starting this month some providers have shifted their regular passenger flights to charter and cargo services, which can help in keeping economy and logistics distribution rolling during this critical time.
AirAsia Indonesia offers charter flights for passengers, logistics/cargo, and private charter. The service also provides flexible routes and schedule accordingly, with each flight of Airbus A320 carrying up to 17 tons for cargo.
Previously, AirAsia Indonesia had announced that starting April 1, the low-cost carrier (LCC) would suspend all its QZ flight code services, with domestic routes temporarily suspended until April 21, and international routes until May 17.
Citilink, the LCC subsidiary of the national flag carrier Garuda Indonesia is also enhancing its charter for group, cargo, and private for both domestic and international routes. The company will maximize the potential for cargo in particular, to help maintain logistics distribution across the country, and operate its Boeing 737-500 freighter to maximize the services.
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aerospace
|
https://usapostclick.com/business/ag-pilot-transition-training-partnership-with-tioga-area-edc/
| 2024-04-12T21:01:06 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00755.warc.gz
| 0.932929 | 509 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__57297211
|
en
|
EDISON AEROSPACE LLC ANNOUNCES PILOT TRAINING PARTNERSHIP WITH TIOGA AREA ECONOMIC DEVELOPMENT CORP.
Grand Forks, ND – Edison Aerospace LLC and Tioga Area Economic Development Corporation announce a joint pilot training program to provide transition training for agricultural pilots transitioning to the Edison autonomous electric aerial application aUAV. This training will create a safe and effective path for pilots of existing fixed-wing agricultural aircraft to begin operating the Edison Heavy1 aircraft in realistic scenario-based flight training that includes six hours of flight time and four hours in the classroom.
The Tioga Area EDC is the recipient of a $100,000 North Dakota Technical Skills Grant Program to conduct UAS drone and general aviation pilot training and has conducted the award-winning and STEM.org certified Tioga ‘Drone Camp for Kids’ UAS training for five years, has emerged as one of the top training partners that will help to transition to the Edison aircraft for buyers and operators of this revolutionary new, full-size, autonomous, spray aircraft. ‘When I spoke with people who fly aerial application missions for a living, the most common reaction I receive is curiosity and a little apprehension at suddenly being trusted with such a high-tech aircraft.’ said Gene Avakyan, the CEO of Edison Aerospace LLC. ‘We want to instill confidence in our new operators to begin flying real missions in our aircraft as quickly and as safely as possible.’
This new transition training will be offered only to certificated agricultural pilots through the Tioga Area EDC learning center at the Tioga Air Center. With this training completed, the pilots will be able to set up the mobile command center and prepare the aircraft for operation by assembling the wings, programming the mission into the ground station, filling the hopper with product to disperse over the field, and performing a thorough preflight inspection. The Tioga Area EDC is represented by Dennis Lindahl, Economic Development Consultant, the key person in all points of cooperation with Edison Aerospace LLC.
‘Edison Aerospace and Tioga Area EDC together are bringing the 100-year-old aerial application industry into the 21st Century and helping the agriculture industry meet its sustainability goals as set out by the USDA.’ – Edison Aerospace CEO Gene Avakyan.
For more information, press only:
Gene Avakyan, CEO and Co-founder[email protected]
|
aerospace
|
https://mt-utility.blogspot.com/2011/07/nasa-evaluates-possible-lightning.html
| 2022-11-28T21:23:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710662.60/warc/CC-MAIN-20221128203656-20221128233656-00163.warc.gz
| 0.909956 | 297 |
CC-MAIN-2022-49
|
webtext-fineweb__CC-MAIN-2022-49__0__272224001
|
en
|
Thu, 07 Jul 2011 10:43:56 AM PDT
The space shuttle launch team is evaluating a possible lightning strike within one third of a mile from Launch Pad 39A at NASA's Kennedy Space Center. Engineers will review data to determine if the lightning affected space shuttle Atlantis or any of the pad's ground support equipment. A continuing band of thunderstorms has prevented teams from conducting a detailed pad inspection, which must be performed before the Rotating Service Structure can be rolled back from the shuttle.
After the rollback, the teams will continue work that must be performed before fueling Atlantis' external tank early tomorrow morning. The rollback originally was planned for 2 p.m. EDT.
At this morning's briefing, Shuttle Weather Officer Kathy Winters reported that the launch weather forecast remains unchanged, with a 30 percent chance of favorable weather for the 11:26 a.m. liftoff. The forecast is a more favorable 80 percent when the filling of the huge external fuel tank is set to begin.
At 5 a.m. this morning, the countdown entered a planned hold at the T-11 hour mark, and will resume at 7:01 p.m. tonight.
The astronauts had an early wakeup call as they continue to prepare for tomorrow's launch of Atlantis on the STS-135 mission to the International Space Station.
Thursday, July 07, 2011
NASA Evaluates Possible Lightning Strike Near STS-135 Pad
|
aerospace
|
http://www.hse-uav.com/faq.htm
| 2018-12-11T10:03:20 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823614.22/warc/CC-MAIN-20181211083052-20181211104552-00124.warc.gz
| 0.886764 | 2,401 |
CC-MAIN-2018-51
|
webtext-fineweb__CC-MAIN-2018-51__0__232604353
|
en
|
Unmanned Aerial Vehicles (UAV)
by Homeland Surveillance & Electronics LLC
UAV Pilot Training School
Avoid Fines & Jail Time
FAA Part 107 has made it even easier to Fly
Legally in the USA under 14 CFR Part 107. It's what we have all been
FAA Automatically Grants "blanket" COA'S -
As of March 23, 2015, the FAA will automatically
grant "blanket" COA's for flights at or below 200 feet to any UAS
operator with a Section 333 exemption, provided the aircraft weighs less
than 55 pounds, operations are conducted during daytime Visual Flight
Rules (VFR) conditions and within visual line of sight (VLOS) of the
pilots, and stay certain distances away from airports or heliports.
Small UAS Notice of Proposed Rulemaking!
- Check out the provisions being proposed in the FAA’s Small UAS NPRM.
Justice UAV Policy Guidance - Domestic Use of Unmanned
Aircraft Systems (UAS)
FAA Grants UAV Permits for Agriculture & Real Estate Companies -
The Associated Press reports that on Tuesday, the FAA issued exceptions
to the commercial UAV ban, permitting the monitoring of crops and real
estate use for aerial photographs of properties for sale. This is the
first time permits have been granted to agriculture and real estate
Poised to Include Limitations on Hobbyist UAVs -
The FAA is proposing to amend its
regulations to adopt specific rules for the operation of small unmanned
aircraft systems (UAS) in the National Airspace System (NAS).
Deploys the RDASS Q1000 UAV -
HSE announces the deployment of the
new RDASS Q1000 4 rotor electric UAV. The RDASS Q1000 series is
designed to meet the hi-tech needs of the user at a price to meet any
city or county budget.
Judge Rules Against FAA in ‘Landmark’ UAV Challenge -
In a decision dated March 6,
NTSB Judge Patrick Geraghty found that the
FAA has no regulations that apply to model
aircraft or that classify a model aircraft as an unmanned
Court Approves Use of Police UAVs
- a North Dakota court has
approved the use of UAV drones to help arrest citizens on US soil.
Arlington Police Dept Granted Permission to Fly UAVs by FAA
Chief Will Johnson announced that the Federal Aviation Administration
has given the city permission to get the rotors turning on the police
UAV drone project.
Supreme Court & The
4th Amendment - The US
Supreme Court has held that individuals do not generally have
Fourth Amendment rights with respect to aerial surveillance. Can the
lower courts or State, county, city municipalities outlaw the use of
UAV's for law enforcement?
Congress - UAS Privacy & Transparency Act -
The proposed UAV Drone Aircraft Privacy and Transparency Act of 2012
requires that police obtain warrants to use UAV drones for certain types
UAV FAA Regulations
- For more
than five decades, the Federal Aviation Administration (FAA) has
compiled a proven track record of introducing new technology and
aircraft safely into the National Airspace System (NAS).
FAA Fact Sheet – Unmanned Aircraft Systems (UAS)
- For Immediate Release.
FAA Certificate of Authorization or Waiver (COA)
- Before you can operate a
UAV in National Airspace System (NAS) you must have a COA. The average
time to issue an authorization for non-emergency operations is less than
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The UAV Blog
- Find out what others are
saying about the World of UAVs. Share your 2 cents worth with
GoPro Cameras &
Why purchase small helicopters instead of
larger, more commonly used helicopters?
Unmanned aircraft technology provides an
alternative to traditional aviation for law
enforcement agencies. Unmanned or remotely
piloted aircraft are much cheaper to own and
operate than traditional fixed-wing planes
and helicopters. Although our small
helicopters look similar to hobby aircraft,
they are equipped with more sophisticated
navigation and communication equipment that
allows for safer and more reliable
operations and are operated under different
What is a Unmanned Aerial Vehicle (UAV)?
Unmanned Aerial Vehicle (UAV) also
referred to as an Unmanned Aircraft System (UAS)
is a helicopter or aircraft, which can
operate under its own control or under the
control of a remote human pilot.
aircraft (as defined by 14 CFR 1.1) that is
intended to navigate in the air without an
What is a Unmanned
Aircraft System (UAS)
aircraft and its associated elements related
to flight operation which may include
Control Stations, data communications links,
support equipment, payloads, flight
termination systems, and launch/recovery
the difference between an Unmanned Aircraft
System (UAS), a Remotely Operated Aircraft (ROA),
and an Unmanned Aerial Vehicle (UAV)?
ROA and UAV were terms previously used to
identify unmanned aircraft. Currently the
FAA and most of the international community
uses the term “UAS."
- What is a RC Model Aircraft?
A UAS used
by hobbyists and flown within visual
line-of-sight under direct control from the
pilot, which can navigate the airspace, and
which is manufactured or assembled, and
operated for the purposes of sport,
recreation and/or competition.
- Do I
need to get approval from the FAA to fly a
model aircraft for recreational use?
guidance does not address size of the model
aircraft. FAA guidance says that model
aircraft flights should be kept below 400
feet above ground level (AGL), should be
flown a sufficient distance from populated
areas and full scale aircraft, and are not
for business purposes. FAA
Fact Sheet for Unmanned Aircraft
their restrictions for model airplanes?
Yes! Although a hobbyist does not need a
license of COA to fly RC model RC airplanes
and helicopters must also obey FAA Rules and
UAS Aviation Rulemaking Committee;
DOT Model Aircraft Operating Standards;
And, Model Aircraft operations that are
conducted in accordance with an FAA accepted
set of standards established and
administered by a community based
association as discussed in Section 2.2,
shall otherwise be exempt from the
requirements of any Special Federal
Airworthiness Regulation (SFAR) that results
from this recommendation as long as they are
- Do I
need to get FAA approval for commercial use
of a UAV?
Yes! You will need to file a Petition for a
FAA 333 Exemption. Our Team of
strategic partners can help you with the
What’s the difference between public and
aircraft is one that is only for the United
States government or owned and operated by
the government of a state, the District of
Columbia, or a territory or possession of
the U. S. or a political subdivision.
Operators of public aircraft include DOD,
DOJ, DHS, NASA, NOAA, state/local agencies
and qualifying universities. Civil aircraft
means other than a public aircraft.
a “Public Agency?”
Any agency that operates a public aircraft
(14 CFR Part 1.1). If you receive funding
from the federal government at some level,
you are probably a “Public Agency.” a public
agency can never operate under the
guidelines of Advisory Circular 91-57 (Model
Aircraft Operating Standards).
there Grants available for the purchase of a
UAV for government public agencies?
Yes, grants are available for the
purchase of an unmanned aerial aircraft.
FEMA is a great source for
Does Homeland Surveillance & Electronics LLC offers
Grant writing services?
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can help with your grant writing?
financing, leasing or rental available?
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offers several comprehensive
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qualify you on all aspects of our products
as well as special law enforcement training
long does the process take to obtain an
experience, depending on the system and
operational complexity, the process may take
from 60 to 90 days.
What does Auto Flight
Pilot-in-Command (PIC) is able to maintain
stable flight without constant direct
intervention. To at least some degree,
control surface movements result from
sensors and software automation on-board the
What is Collision Avoidance?
a last resort maneuver of an aircraft to
avoid an imminent collision. Without the
maneuver a collision might occur.
What is Conflict
which seeks to ensure that aircraft remain
safely separated and well clear of each
other as to not present a collision hazard.
What is a Control Station?
not on the aircraft, used to maintain
control, communicate, guide, or otherwise
operate an unmanned aircraft.
What are Data
between the unmanned aircraft and the
Control Station which includes the command,
status, communications, and payload links.
- What is Launch/Recovery
Equipment, not on-board the aircraft, used
to launch and recover an unmanned aircraft
which could also include unique navigation
and differential positioning equipment used
for autonomous landing.
- What is Pilot-in-Command?
Same as 14 CFR 1.1
- What is Manual Flight Control?
PIC is able to directly control the
aircraft such that control inputs made at the Control Station are translated
directly into corresponding control surface positions. Augmentations which
help maintain flight stability are permitted.
- What is a UAS Flight Crewmember?
a pilot, visual observer, payload operator
or other person assigned duties for a UAS for the purpose of flight.
- What is a UAS Pilot?
a person exercising control over an
unmanned aircraft during flight.
- What is Visual Line-of-Sight?
Unaided (corrective lenses and/or
sunglasses exempted) visual contact with aircraft sufficient to be able to
maintain operational control of the aircraft, know its location, and be able
to scan the airspace in which it is operating to decisively see and avoid
other air traffic or objects.
- What is a Visual Observer?
a UAS flight crew member who assists the
UAS PIC in the duties associated with collision avoidance. This includes,
but is not limited to, avoidance of other traffic, airborne objects, clouds,
obstructions, and terrain.
|
aerospace
|
https://rochesteravionicarchives.co.uk/collection/air-data/lightning-air-data-system-power-supply-unit-1
| 2022-06-26T10:46:13 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103205617.12/warc/CC-MAIN-20220626101442-20220626131442-00356.warc.gz
| 0.861835 | 397 |
CC-MAIN-2022-27
|
webtext-fineweb__CC-MAIN-2022-27__0__47066489
|
en
|
|Object Type:||Power Supply/Conditioner|
|Object Name:||Lightning Air Data Computer Power Supply Unit|
|Part No:||3D 5879/1|
|Manufacturer:||Elliott Bros (London) Ltd|
|Year of Manufacture:||1966|
Width (mm): 230
Height (mm): 130
Depth (mm): 180
Weight (g): 4,430
|Location:||Rack RAA10 [Main Store]|
A.D.C. Power Supply Unit 'C'
Type No. 3D 5879/1
Ref No. 6TD 1028898
Ser No. 327/66
Primary power supplies in the Lightning were generated by an AC Alternator and a DC Generator both driven by an air turbine drive unit. The aircraft has 28VDC and AC supplies at both 115 V, three-phase, 400 c/s power supply voltage for equipment and 4VAC for lighting The function of this unit seems to be power conditioning to provide the specific supplies required by the Air Data Computers. Similar units were fitted to the Buccaneer. The relationship between ‘Type’ and ‘Mk’ numbers is not known but it would seem that each ‘Type’ can have incremental ‘Mk’ numbers.
This item has a second label on it that reads:
"Type No. 3D 5879/1
Ser. No. 327/66
A.D.S. Nos 18, 30, 64, 98. 99,113, 160"
May be Buccaneer.
|
aerospace
|
http://www.kait8.com/story/32814178/woman-first-to-earn-pilots-license-through-new-program/
| 2018-10-20T08:11:52 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512679.76/warc/CC-MAIN-20181020080138-20181020101638-00129.warc.gz
| 0.973217 | 203 |
CC-MAIN-2018-43
|
webtext-fineweb__CC-MAIN-2018-43__0__58808886
|
en
|
MELBOURNE, AR (KAIT) - An Ozarka College student is literally flying high.
Alexandra "Sasha" Rohder became the first student to earn a pilot certificate in the college's continuing education program.
In addition to classes, Rohder had to complete several tests including an extensive oral exam and flight demonstration. She completed her practical examination in Searcy to earn her private pilot certificate.
"We could not be more proud of Sasha," said Nick Lenczycki, director of aviation and flight instructor at Ozarka College. "She has worked hard and has been extremely diligent. Becoming a pilot is not something that is just given; it is earned."
Two days after becoming a pilot, Rohder enlisted in the Army National Guard. She began classes at the University of Central Missouri on Aug. 15 with plans to continue training while at UCM with hopes of becoming a Blackhawk helicopter pilot.
Copyright 2016 KAIT. All rights reserved.
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aerospace
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https://www.photoxels.com/mars-curiosity-rover/
| 2024-03-01T06:56:18 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475203.41/warc/CC-MAIN-20240301062009-20240301092009-00352.warc.gz
| 0.923934 | 240 |
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en
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Curious for more spectacular photos from Mars? Well, you’ll have to wait when the new Curiosity Rover lands on Mars August 2012.
Unlike past descent, the Curiosity rover is the first Mars mission ever built to use a guided entry, meaning it will steer itself through the Martian atmosphere like a guided missile, allowing it to hit a much smaller landing target than ever before. “We will either land in Disneyland,” said Ashwin Vasavada, Curiosity deputy project scientist at NASA’s Jet Propulsion Laboratory (JPL) in Pasadena, Calif., “Or in the parking lot next to Disneyland,”
NASA has decided to indeed make the descent almost a Disney ride by attaching a downward-pointing camera on the front-left side of Curiosity that will beam back to Earth high-resolution video [video, not still images!] of the landing, gicing adventure fans around the world an unprecedented sense of riding a spacecraft to a landing on Mars.
Compared to previous rovers, Curiosity is huge, about the size of a mini SUV. Its goal is to help determine whether Mars is or was ever habitable to microbial life.[PopSci]
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aerospace
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https://enlivenarticles.com/tag/aviation-training-institute-in-patna/
| 2021-10-18T18:19:04 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585204.68/warc/CC-MAIN-20211018155442-20211018185442-00679.warc.gz
| 0.906088 | 1,155 |
CC-MAIN-2021-43
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webtext-fineweb__CC-MAIN-2021-43__0__3409510
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en
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Aircraft Maintenance Engineering (AME) is the branch of engineering dealing with the maintenance and repair of aircrafts.
AMEs are responsible for keeping the aircraft in an ideal condition.
Overall it would not be wrong to say about AMEs that the safety and security of aircrafts and its passengers are in their hands.
No civil aircraft can fly without the AME’s Certificate.
Before flying, for an aircraft it’s important to be verified by licensed AME.
Candidates desiring to pursue Aircraft Maintenance Engineering, Bharat Institute of Aeronautics (BIA) is the finest option for you guys.
Referred as one of the top Aircraft Maintenance Engineering Colleges in India, BIA provides ICAO (International Civil Aviation Organization) standard of Aircraft Maintenance Courses under one roof facility.
BIA, the top AME College in Patna, Bihar is approved by the Directorate General of Civil Aviation (DGCA), Govt. of India.
Ideally situated in the premises of Jai Prakash Narayan International Airport, Patna, BIA believes at providing its students with true sense of aviation industry environment for an AME’s career growth.
Aircraft Maintenance Engineering Admission Eligibility Criteria at BIA Patna
The candidates willing to pursue Aircraft Maintenance Course from Bharat Institute of Aeronautics Patna are require to fulfill the set forth eligibility criteria:
- The candidates must pass 10+2 examinations with PCM as main stream from a recognized board or university or its equivalent.
- Candidates must be at least 16 years of age at the time of admission.
- Candidates done diploma in Mechanical, Electronic & Electrical stream can apply for aircraft maintenance course at BIA Patna.
Note: For Practical Training at MROs, Passport is mandatory (to make airport entry pass).
Aircraft Maintenance Engineering Admission Process at BIA Patna
It’s genuinely quite simple to take admission in BIA Patna.
To take admission in Aircraft Maintenance Engineering Course in BIA Patna, candidates are require to follow the set forth steps, in the same manner in which they are mentioned:
- Candidate has to visit: http://www.biapatna.org/users/home
- Here he/she is require to click New Registration under Apply Links.
- From here, he/she will get redirected to Terms and Condition Page. Here they have to agree with the conditions mentioned and then have to click Apply Online
- After this, they’ll get the Entrance Examination Form. Candidates are require to fill up this and then submit it by clicking Apply Online
- After this, candidates get a Registration Number, which they’ll require to activate through the OTP. This OTP will get sent to the number given in the registration form while filling it up.
- Next, Candidates are require to login with their respective Registration Number and Date of Birth.
- Lastly, Aspirants will be provided with BIA Patna Exam Pattern.
Bharat Institute of Aeronautics Entrance Exam Pattern
Pass Percentage is not require at all to take admission in BIA Patna. Since BIA has its own entrance examination.
BIA Patna Entrance Examination will contain:
- MCQ of 50 marks based onto the syllabus of class 12th (Physics, Chemistry & Mathematics).
- Paragraph writing of 25 marks
Further, this BIA Entrance Exam is followed by an interview session of 25 marks.
So, this was all the admission procedure in BIA.
For more in-depth details, you might refer: How to take admission in BIA Patna
Aircraft Maintenance Engineering Course Details at BIA Patna
Currently, the Aviation industry is highly competitive and thus do needs well-trained individuals capable of working effectively with a rapidly changing environment.
Established in the year 1981, Bharat Institute of Aeronautics (BIA) is one of the pioneers institute in the field of AME in Eastern Zone.
Equipped with all varieties of modern technologies like different types of aircraft and equipment models, BIA tries its level best to provide its students with the best studies of Aircraft Maintenance Engineering.
BIA Patna do offer fully integrated Aircraft Maintenance Engineering Course.
BIA’s highly experienced team of instructors and practical trainers do conduct practice-oriented, enhanced technical training course. Whole this ultimately aims at providing AME aspirants with knowledge and skills they need being an Aircraft Maintenance Engineer.
BIA Aircraft Maintenance Course Details
BIA offer two types of Aircraft Maintenance Engineering Courses:
A1 is a Basic Aircraft Maintenance Engineers license for covering Jet Engine Powered Aeroplanes. The holder of this aircraft maintenance engineering license program directly get job without Type-Rating.
Total Duration of A1 Aircraft Maintenance Course is 2 Years
B1.1 is an Aircraft Maintenance Engineers license that do includes all the privileges of category A1.
After attaining Type Rating for a particular aircraft, holder of this AME license becomes a full-fledged Aircraft Maintenance Engineer, covering maintenance, rectification of structure, repairing and etc.
Total Duration of B1.1 Aircraft Maintenance Course is 4 Years.
That’s all about Aircraft Maintenance Engineering Course Details at BIA.
So, here the blog ends and this was all about Aircraft Maintenance Engineering Admission Eligibility Criteria at BIA Patna.
Hopefully you enjoyed reading the blog and now would like to go for Bharat Institute of Aeronautics to pursue Aircraft Maintenance Course.
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aerospace
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https://blog.smartdrone.us/insights/the-top-3-myths-about-drones-and-land-surveying
| 2023-12-01T15:27:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100290.24/warc/CC-MAIN-20231201151933-20231201181933-00612.warc.gz
| 0.946783 | 540 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__298362479
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en
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Aerial mapping for land surveying has been used since the 1800s. Experiments with hot air balloons, kites, and a parachuted camera propelled by gunpowder. In the land surveying industry, human-crewed aircraft were employed for the job mounted with cutting-edge sensors and recording equipment. Surveyors have been using unmanned aerial vehicles(UAVs) or drones for mapping topography with increased accuracy and efficiency.
Drones allow surveying companies to access any land area remotely, using LiDAR to create three-dimensional topographical models. Several common misconceptions about drones lead to unfair or unwarranted negative perceptions. Here are the top three myths debunked.
Myth 1: Drones are not as accurate as traditional land surveying
Veterans of land surveying who are accustomed to traditional methods are often skeptical about robotic technology. But any claims about loss of accuracy are unfounded. LiDAR drones target a series of laser pulses at a topographical feature and measure the reflected pulses using high-precision sensors. The drone can fire off millions of reflection points quickly, allowing startlingly accurate models to be created. Furthermore, drones allow for easy surveying of land that might be difficult or impossible to access otherwise, removing the need for any inference or guesswork.
Myth 2: Drones will take your job
Every advance in computer technology is seemingly accompanied by concerns that robots are stealing human jobs when the opposite is true. Over recent decades, the drone surveying industry has created far more jobs for surveyors and engineers. Although they may be unmanned, drones still require people to operate, build, program and maintain them. Surveyors are not being forced out of the industry, they are simply being provided with new and improved ways to carry out the land surveying process.
Myth 3: Drones are not worth the cost
It is true that drone surveying technology comes with a substantial initial investment. But once you have acquired unmanned aerial vehicles, the improvements in productivity and efficiency can save you a great deal of money in the long run. LiDAR drone surveys can capture data five or more times faster than traditional methods and are much cheaper to operate than satellites or manned aircraft.
In summary, it’s clear that drones are reshaping the future of land surveying and many other industries. But it’s important to dispel the myths and untruths around this emerging technology, as it does have enormous benefits for surveyors everywhere.
SmartDrone is a leading drone surveying innovation and technology company. Get in touch today to learn more about LiDAR drones and how they could help you transform your land surveying processes.
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aerospace
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https://techinfohub.com/blog/nasa-will-finally-launch-the-james-webb-space-telescope-on-december-18th/
| 2022-01-20T14:19:03 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301863.7/warc/CC-MAIN-20220120130236-20220120160236-00037.warc.gz
| 0.93215 | 480 |
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en
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NASA’s long-delayed James Webb Space Telescope is close to entering assistance. The bureau now plans to launch the telescope on December 18 th, 2021, only a few months after testing completed in late August. The hardware will reach orbit aboard an ES-Asupplied Ariane 5 projectile lifting off from French Guiana. NASA still has to ship the telescope to the launchpad, although much of the rocket has already arrived.
The JWST was deemed complete in 2016 ahead of an expected 2018 propel, but faced a number of postponements due to its elaborate creation. It wasn’t made until 2019, and factors like the COVID-1 9 pandemic further stymie NASA’s endeavors. That’s not including earlier setbacks — exploitation had begun in 1996 with an expected 2007 deployment, but the team scrapped much of its operations and redesigned the material in 2005.
The telescope’s relevance hasn’t reformed. It’s considered the successor to the Hubble Space Telescope. It includes a much larger mirror along with a focus on lower-frequency watchings( specially mid-infrared) that will help it detect early galaxies that even Hubble can’t encounter. That priority also helps explain some of international technical challenges. The JWST’s instruments will need to stay unusually cold( -3 70 F) to avoid interference with infrared amounts, requiring both a large sunshield and an introduction near a Sun-Earth Lagrange point.
The mission will be relatively short. As the JWST needs propellant to maintain orbit, it can’t last-place indefinitely like a telescope clique Earth. NASA would consider a five-year lifespan “nominal, ” although it’s are waiting for 10 years.
All the effort might just pay off. In addition to shedding more light on the early Universe, the JWST should also help astronomers and astrophysicists fill gaps in studies where Hubble wasn’t fairly. Infrared beckons are more likely to cut through planetary dirt, and they’re the primary radioactivity from jug astronomical forms like brown dwarves and planets. There’s a very real chance the JWST will help solve a string of cosmic whodunits during its brief lifetime.
Read more: engadget.com
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aerospace
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https://podfollow.com/1516299890/episode/e7b1e1c17ad7a9ed0ac037506f46c8f0a6d7bb1f/view
| 2022-12-06T01:03:53 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711064.71/warc/CC-MAIN-20221205232822-20221206022822-00707.warc.gz
| 0.841772 | 152 |
CC-MAIN-2022-49
|
webtext-fineweb__CC-MAIN-2022-49__0__136790099
|
en
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NOPE movie's VFX secrets revealed!
The VFX supervisor on Jordan Peele’s new UFO film NOPE shares their movie magic secrets. A plasma breakthrough could ‘let humans live on Mars’ and the world’s largest airline goes big on supersonic travel.
The National Grid partners with Energy Exemplar 'to reduce energy costs and supply green demands'. Scientist Dr Katharina Brinkert on why magnets could be used to help astronauts breathe in Space and Nasa rolls out its new giant Moon rocket ready for its maiden flight.
Plus, could billionaire Elon Musk be about to buy Manchester United?
Hosted on Acast. See acast.com/privacy for more information.
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aerospace
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https://www.fluidwings.com/airwolf2
| 2023-12-06T14:39:52 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100599.20/warc/CC-MAIN-20231206130723-20231206160723-00349.warc.gz
| 0.853795 | 257 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__160182239
|
en
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The Airwolf 2 is a 7-cell, cross-braced, tri-taper wing that is a clean sheet redesign from our original Airwolf wing. It has an entirely different trim, planform, and materials.
The wing is measurably higher performance than the original Airwolf in all flight modes, yet still provides the needed reliability and ease of use needed to be an everyday wing. The AW2 is even steeper in full flight than the same-size Wairwolf.
We changed several flight characteristics in comparison to our original Airwolf including:
· Split leading edge for better 3D shaping and new color design options.
· Improvements for reliable opening performance
· New aerodynamically cleaner planform shaping
· Steeper line trim
· Low line drag configuration
· Triple cascade lines
· Hybrid FT-30 for rigidity with ZP for pack volume
· Increased responses on harness and risers
· Longer recovery arc
· New more aerodynamic mini-rib profile
· Ported cross bracing
· Multi braking system
· Cloth: ZP and Fluid Tech (FT-30) loaded profiles
· Main lines: 400 lb Vectran
· Lower brake lines: 750 lb Vectran
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aerospace
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https://kaplanianreport.com/2021/06/23/kaplanian-report-july-2021/
| 2023-03-31T19:12:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949678.39/warc/CC-MAIN-20230331175950-20230331205950-00714.warc.gz
| 0.927247 | 2,894 |
CC-MAIN-2023-14
|
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en
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ON THE BOEING FRONT
Boeing Preps to Begin 2021 ecoDemonstrator Program Using 737 Max 9
Boeing will continue its “ecoDemomstrator” program in 2021, using a 737 Max 9 to evaluate new cabin sidewalls, 3D-printed cabin air vents, noise-reducing engine nacelles and a new fire fighting chemical.
Boeing will also use the jet—which is earmarked for delivery to Alaska Airlines in 2022— to evaluate flight-control technology, atmosphere-measuring equipment and use of biofuel, said on June 3rd.
The Company expects to begin this year’s ecoDemonstator flights this month and to wrap up testing in December. It will fly the 737 Max 9 from Seattle.
The 2021 program will see Boeing evaluate the noise-reducing effects of changes to engine nacelles, particularly the use of “advanced acoustic liners”.
Boeing will perform the acoustic tests over Moses Lake,Washington, where it will collect data using an “acoustic array” system, the company says.
“ These refinements will help address the different noise footprint of next-generation ultra-high-bypass engines and compact Nacelles.”
The 737 Max 9 dedicated to the 2021 ecoDemonstrator program has already been manufactured by Boeing.
The 2021 flights mark the 10th year of Boeing’s ecoDemonstrator program.Through the effort, Boeing has evaluated technologies using aircraft including a 737-800, 747-8, 757, 777, 787 and Embraer 170, it says.
Source: Boeing,Picture Boeing
ON THE AIRBUS FRONT
Airbus Provides Suppliers with an Update on Production Plans
Airbus has notified suppliers that it plans to boost production of A320-family jets from an average of 45 per month in the fourth quarter in 2021 to 64 per month by the second quarter of 2023. In a statement issued on Thursday May 27th, the company said it has also started preparing for a rate of 70 per month by the first quarter of 2024, reflecting a bullish outlook for post-covid recovery of the narrowbody sector.
“The aviation sector is beginning to recover from the Covid-19 crisis,” said Airbus Guillaume Faury. ”The message to our supplier community provides visibility to the entire industrial ecosystem to secure the necessary capabilities and ready when market conditions call for it. In parallel, we are transforming our industrial system by optimizing our aerostructures set-up and modernizing our A320 Family production facilities. All these actions are set in motion to prepare our future.”
Separately, the company confirmed an increase in A220 production from five per month to six in early 2022. It said it envisions a monthly production rate of 14 per month by the middle of the decade.
Among wide bodies, plans call for an increase in the monthly A350 rate from five to six by autumn 2022, while A330 production remains at two per month.
Willie Walsh, director general of the International Air Transport Association, (IATA) voiced skepticism a day after Airbus published proposals to almost double single-aisle production to as high as 75 jets a month by 2025.
“Let’s wait and see, because obviously there is a huge disconnect between what the manufacturers say they are going to produce and what the airlines decide to buy,” he told Reuters. “So, you know that they’re in the business of selling. I don’t see that there’s going to be the requirement for whatever it is they’re producing,” he added in an interview.
Jet Aviation Delivers First VVIP-configured 737 Max
Completion specialist Jet Aviation has delivered a Boeing 737 Max 8 business jet to a customer, outfitted with a VVIp cabin interior. The customer has not been disclosed but the illustration provided by the company shows a Max 8 with the Cayman Islands registration VP-CMA.
Jet Aviation says the design and engineering work was carried out at its center in Basel. It says the aircraft is the first 737 Max BBJ to have such a cabin fitted.
“The brief was for a cosy residential space in which one could relax and enjoy the ride,” says Jet Aviation senior director of design Grischa Schmidt. Its features include a seven-seat dining table, kitchens, sofa and indirect lighting. Among the fittings are woven wooden panelling, cocoon seats and integrated wine fridge.
“This interior is a fine example of the intricacy and attention to detail of our teams here in Basel,” says Jet Aviation vice-president for completion sales Matthew Woollaston. “This was an exciting opportunity to familiarize ourselves with the next generation of this aircraft.”
Source: Jet Aviation, FlightGlobal ,Picture Jet Aviation
OTHER AVIATION NEWS
GE & RJ Partner to Use Groundbreaking Jet Engine Cleaning System, GE’s 360 Foam Wash
GE Aviation has awarded Royal Jordanian Airlines a technical license to use GE’s patented 360 Foam Wash system on its GEnx-1B aircraft engines. The technical license allows Royal Jordanian to perform 360 Foam Wash on its fleet of GEnx-1B engines for Boeing 787 aircraft completely on its own.
GE’s 360 Foam Wash is an alternative to the water wash method. It restores engine performance leading to reductions in fuel consumption. The process involves injecting a specially-formulated, proprietary solution that removes dust and dirt particles in the engine.
The system is self-contained, allowing it to be used inside maintenance hangers or outdoors. GE’s 360 Foam Wash is approved for use on multiple GE engine programs, including models of GE90, GEnx, CF34 and CF6.
During technology trials with its GEnx engines, the 360 Foam Wash solution allowed Royal Jordanian to improve engine performance by reducing build-up of deposits in the engine, lowering engine exhaust temperatures, and improving engine compressor efficiency. These improvements led to reduced fuel consumption and increased engine time on the wing.
According to RJ Vice Chairman & CEO Samer Majali, ” The 360 Foam Wash is an exciting development in enhanced engine cleaning which assist in reducing maintenance and restore engine performance and fuel efficiency’s well as carbon emissions.”
Tom Levin, vice president and general manager of GE Aviation’s After Market Strategic Solutions. “We’re thankful Royal Jordanian values 360 Foam Wash technology for maintaining its GEnx engines.”
Sources: GE Aviation,Royal Jordanian,Picture GE Aviation
Asia-Pacific 737 Max Deliveries Resume
Fiji Airways became the first carrier in the Asia-Pacific region to take delivery of new Boeing 737 Max aircraft this year, after Fijian civil aviation authorities lifted the type’s grounding.
However, the pair of new aircraft delivered on May 25 and 27, according to Cirium fleets data, are unlikely to fly anywhere yet, despite the airline’s key markets of Australia and New Zealand also lifting the type’s grounding.
This is due largely to travel restrictions imposed to curb the spread of the coronavirus. Australia, for example, has closed it’s international borders until 2022. Fiji itself had battled a resurgence in coronavirus cases in April, after being relatively unscathed by the global pandemic.
The Carrier had two 737 Max 8s in storage, which it took delivery of in 2018-2019. The remaining three jets, which were in its original order of five examples, were due to be delivered in mid-2019, but had to be deferred following the Max’s global grounding.
Fiji Airways chief Andre Viljoen stressed the 737 Max is “the core of the Fiji Airways fleet”, and that the type “will be integral for our economic recovery”.
For more of you interested the deal for five Boeing Max aircraft was announced on November 23, 2016 by Fiji Airways, Boeing and GECAS(the lessor).
The acquisition process was explained in detail at the time, together with details about the groundbreaking acquisition deal; that it was a 12-year Sale & Leaseback Agreement with GECAS, for aircraft to be specifically built for Fiji Airways. The lessor is effectively renting the aircraft to Fiji Airways.
Source: Fiji Airways,Picture Boeing
Ryanair Finally Took delivery of its First 737 Max 8-200
After a long wait Ryanair finally took delivery of its first Boeing 737 MAX jet after a delay of more than two years on Wednesday June 16th. Flight-tracking websites show that EI-HEN- which is painted in Ryanair’s mainline colors.
Ryanair expects to receive total of 12 Boeing Max 8-200s during the summer season, following the delivery of its first example.
Six of those jets will be in Ryanair mainline colors and six in the livery of Malta Air. Ryanair then plans to receive an additional 50 of the type-which the carrier refers to as the “game-changer” before Summer 2022.
“These new Boeing 737 aircraft will help Ryanair lower costs, cut fuel consumption and lower noise and CO2 emissions as we invest heavily in new technology to deepen our environmental commitment,” says group chair executive Michael O’Leary.
He further notes that the delivery schedule will enable Ryanair “to rebound strongly, offering new routes, lower fares and rapid traffic recovery to many partner airports across Europe as the tourism industry rebuilds from the devastating impact of the Covid-19 pandemic in 2020/2021”.
Ryanair’s first 737 Max 8-200 a high density variant that has 197 seats and an extra doors.
O’Leary refers to ”regrettable deal” that have seen the airline frequently adjust downwards its expectations for deliveries in 2021, to the point where he suggested in mid-May that Ryanair might not take any Max jets at all this summer.
Ryanair has orders in place for 210 737-8-200 Max aircraft, having firmed up 75 units in early December 2020.
Sources: Ryanair, Boeing,FlightGlobal,Picture Ryanair
- Icelandic Start-up carrier Play’s first aircraft has emerged in the airlines’s distinctive all-red livery. The aircraft, an Airbus A321neo, is fitted with CFM International Leap-1A engines.
- Aircastle Limited announced on July 17 that it has deliver an Airbus A320neo aircraft to Frontier Airlines. This is the first of four new A320neos that Aircastle will deliver to Frontier in 2021.
- Etihad Airways has been awarded Best Cabin Crew and Best Frequent Flyer Program at this year’s Traveller Middle East Awards 2021.
- Flair Airlines introduces a new livery with its new 737 Max 8s. The first Max 8 was handed to the carrier on May 26, 2021. Previously on January 27, 2021, Flair announced it would be acquiring 13 new Boeing 737 Max 8 jets.
- AeroLogic German cargo carrier has extended its multi-year heavy maintenance agreement for another four years. The contract, which will run from 2021 to 2024, covers AeroLogic’s fleet of 18 Boeing 777 freighters.
- Texel Air, a subsidiary of Chisholm Enterprises, has placed an order with Boeing for the Bahrain-based airline’s second 737-800 Boeing Converted Freighter (BCF).
- Lufthansa Cargo has placed an order for another Boeing 777 freighter. The cargo airline says the new purchase agreement takes the total number of full-freighters in the German Carrier’s portfolio to 15.
- Air Lease Corp. announced the delivery of one new Boeing 737 Max 9 aircraft on a long term lease to Aeromexico on June 2nd. This is the first of four new 737 Max 9s Areomexico has committed to lease long-term from ALC.
Sources: FlightGlobal,Lufthansa Cargo, AeroLogic, Etihad Airways, Boeing, Aircastle Limited.
Israel Aerospace to Set Up 777 Freighter Conversion line in Seoul
Israel Aerospace Industries is intending to establish a Boeing 777 passenger-to-freighter conversion facility in South Korea, specializing in both-200ER and -300ER modification.
The Company has reached a preliminary agreement with sharp Technics K and Seoul’s Incheon airport regarding the plan.
IAI says it aims to convert six 777s annually at the facility, which will be part of Incheon maintenance and overhaul cluster, from 2024.
IAI says its Aviation Group division is “ working around the clock” and intends to conclude a licensing process in 2023.
The Company has been developing a modification program and supplemental type certificate, in operation with lessor GECAS, for the 777-300ER — the first aircraft is undergoing conversion in Tel Aviv.
“Over the past few years IAI has transferred production of business jet wings, main frame, and parts of the tail to Korean companies,” says Aviation Group general manager Yossi Melamed.
He says the memorandum reached with Sharp Technics K and Incheon is “directly connected” to this “close co-operation” with South Korea’s aviation industry.
Source: FlightGlobal,Israel Aerospace Industries,Picture Israel Aerospace Industries
Researched and Compiled by :
Ed Kaplanian Commercial Aviation Advisor
Contact – [email protected]
Editor: Lee Kaplanian
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aerospace
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http://www.boyscoutstore.com/estes-alpha-model-rocket-bulk-pack-12-pk/
| 2017-04-26T00:35:05 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121000.17/warc/CC-MAIN-20170423031201-00217-ip-10-145-167-34.ec2.internal.warc.gz
| 0.893727 | 483 |
CC-MAIN-2017-17
|
webtext-fineweb__CC-MAIN-2017-17__0__72970615
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en
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The Alpha is the quintessential rocket to use to teach model rocketry! For over 36 years, the Estes Alpha has been the first rocket for millions of model rocket enthusiasts and it still is! This Estes original is the most-used rocket for scout groups around the world. The Alpha’s got all you need in one sleek design, so no wonder it’s the most popular educational rocket we have!
The Alpha’s simply the best rocket, bar none, for beginners and experienced student rocketeers. It’s got everything you need – balsa wood fins, molded nose cone, engine mount, parachute recovery and self-stick decals. The Alpha is ideal for illustrating basic rocket stability principles. Besides having an aerodynamic design, it is a very reliable launcher that can use a wide variety of engines. When your scouts build the Awesome Alpha, they will acquire many new modeling skills and experience teamwork and safety at the launch field.
Launch the Alpha with Estes A, B or C engines. For school launches, we recommend using the A8-3 engine so scouts can see the entire flight profile of the rocket and most importantly, recover their rocket. To launch this rocket, you will need the Estes Electron Launch Controller and the Porta-Pad II Launch Pad that are sold separately. Your scouts deserve the best - the Alpha!
Rocket Type: Skill Level 1
Length: 12.3 in. (31.1 cm)
Diameter: .98 in. (25 mm)
Estimated Weight: .8 oz. (23 g)
Package Contents: Laser Cut Wood Fins, Self-stick Decals, Parachute Recovery
Recommended Engines: 1/2A6-2, A8-3 (First Flight), A8-5, B4-4, B6-4, B6-6, C6-5, C6-7
Projected Max Altitude: 1000 ft. (305 m)
Estes model rocketry is recommended for ages 10 and up with adult supervision for those under 12. Unless otherwise specified, all models require assembly. Tools, construction and finishing supplies sold separately. In order to launch, a launch system, model rocket engines, igniters and recovery wadding are required - sold separately-unless otherwise specified.
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aerospace
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https://russiaeu.ru/en/news/anniversary-first-human-space-flight
| 2023-11-28T22:32:43 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00040.warc.gz
| 0.934064 | 501 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__162631329
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en
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Today is the International Day of Human Space Flight, proclaimed by the UN General Assembly resolution of 7 April 2011.
60 years ago - on 12 April 1961 - the Vostok carrier rocket was launched from the Baikonur Cosmodrome. It delivered to the Earth orbit the Soviet Vostok spaceship, with a human on board – the first cosmonaut Yuri Alekseevich Gagarin. The 108-minute flight became our common heritage, marking the beginning of manned space exploration.
Over the past decades, humanity has achieved new results and conquered new space distances. Joining efforts, sharing experience and know-how, we are making the road to the stars shorter. Such an approach may be illustrated by a notable case of the International Space Station (ISS), a project created by the consolidated efforts of the international community. Russia and the ESA - European Space Agency (ESA) are its active participants. The Russian segment and ESA-built modules are operating successfully as part of the ISS. Roscosmos and ESA cooperate in organising and conducting joint experiments on board the station. Quite a few European astronauts flew to the station on Russian manned Soyuz spacecraft.
Successful cooperation between Russia and the European Union also cites the Soyuz-ST rocket launch programme from the Kourou launch site in French Guiana, delivering, inter alia, satellites of the EU Galileo navigation system. This year marks the 10th anniversary of the first such launch.
“ExoMars” is another important joint project of Roscosmos and ESA put in place to explore Mars. Since 2016 it has been running an orbiter on Mars to study the atmosphere and surface of this planet. Preparations are underway for the second mission of the “ExoMars” planned for 2022 – a launch by the Russian “Proton” rocket of a Russian surface platform and a European Mars rover that will also carry Russian equipment. The project's tasks include studying the surface and atmosphere of Mars in the landing area and searching for possible traces of life.
The European Space Agency is involved in Russia's promising lunar exploration projects, “Luna 25” and “Luna 27”. There are many more interesting joint programmes and discoveries in the vast expanses of space ahead of us.
Today, scientists, cosmonauts and engineers from various countries continue to pave the road to space, the first step on which was taken by Yuri Gagarin.
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aerospace
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https://www.giantfreakinrobot.com/sci/express-flight-international-space-station-takes-oneeighth-time.html
| 2021-06-22T20:49:40 |
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I’m not much of a travel person — and my status as a stay-at-home writer on a science blog does nothing to prove this — but I’d easily drive for two straight days if the International Space Station was my end destination. However, I would probably just run into water if I did that, since my car doesn’t go up. At least, not if I want to still qualify for the warranty.
But a two-day trip to the ISS might be a thing of the past, as the second half of the crew from Expedition 35 took a trip via the Russian Soyuz TMA-08M spacecraft and docked with the ISS last night around 10:28 p.m. EDT. But here’s the amazing part: the shuttle only took off from Kazakhstan’s Baikonur Cosmodrome at 4:43 EDT, cutting the trip down to under six hours of travel and just four orbits of Earth, rather than over 50 hours and 30 orbits, as was typical. All it took were some “intricate ballistics maneuvers” to zip their way through space. And if the pizza wasn’t warm by the time they got there, ISS Commander Chris Hadfield didn’t have to pay full price.
Hadfield, NASA’s Tom Marshburn, and Roscosmos’ Roman Romanenko will be joined by Russian cosmonauts Pavel Viogradov and Alexander Misurkin, as well as NASA astronaut Chris Cassidy for the next three months doing “experiments in human research, physical and biological sciences, technology development, Earth observation and education.” The three former astronauts will then head back to Earth to make way for a new half-crew.
Cassidy, who’d already taken a trip to the shuttle in 2009, was anxious to get back, having this to say:
You know when you move into a new house and you don’t know where the forks and the silverware go, and you open the glass door all the time when you want to get a plate and you don’t know where the cereal goes? All that is how I felt on the shuttle when I was up there on the space station. I never really knew where stuff was, how to put things away, because there was always a space station crew member there to kind of get my back and say don’t worry about it. You’re so busy on the shuttle, you never really settle in and make it feel like a home. That’s what I’m really looking forward to, knowing that place inside and out, feeling like if you came up and visited us I could go in a hurry and get whatever you needed to make you feel comfortable, just knowing how the whole place works intimately. And having more time to look out the window and see the Earth go by. Both of those two things are what I’m anxious to get back into.
The manned mission wasn’t the first to take the shortened route, as it was tested three times by Russian Progress cargo ships, which are essentially unmanned Soyuz vessels used for transporting supplies. At least…they were unmanned when they left. But now I keep hearing this knocking…
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aerospace
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https://root-nation.com/en/articles-en/weapons-en/en-anti-aircraft-weapons-that-protect-our-skies/
| 2024-04-16T21:35:29 |
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What anti-aircraft weapons does the Armed Forces of Ukraine have? Today we will talk about weapons that help defend our skies and destroy aircraft, missiles and UAVs of Russian orcs.
Since the beginning of the Russian aggression, there has been an extremely fierce struggle for control over the airspace of our country. Ukrainian pilots have shown themselves very well in air battles, but the support of various ground equipment and anti-aircraft weapons is a great help in the fight against enemy aircraft and helicopters.
We constantly hear requests to close the Ukrainian sky from everywhere. Yes, the enemy is ruthlessly destroying our peaceful cities, firing rockets, striking with planes and helicopters. But the Ukrainian army has been fiercely countering the Russian aggression for more than a month. Our air forces play an extremely important role in military action and maintain good control over key areas of the country.
There is a lot of talk that the success of our Armed Forces on earth is enough to defeat the occupiers. But this is not quite true. In modern warfare, air superiority always plays an extremely important role. Thanks to the dominance in the air, the military has the ability to quickly and accurately strike at the enemy, its rear units and infrastructure. Modern war without air support almost nullifies ground successes. This is well understood by the leaders of the Armed Forces, the General Staff and the state.
In this article we will try to tell you about all the pros and cons of our anti-aircraft weapons, think about how and what can protect our skies. Of course, we would really need the help of our Western partners in securing the skies over Ukraine, but for a number of reasons, many of which are unknown to us, or if known, not fully understood, they do not dare to do so. Therefore, we have to take care of it ourselves. But our Armed Forces receive great support from Western partners in the form of armament supplies, including various ground-to-air anti-aircraft missile systems that help protect Ukraine’s skies from enemy aircraft.
So let’s talk more about these weapons, and try to dispel some myths and speculations. So, let’s get started.
FIM-92 ‘Stinger’ MPADS
Let’s start with the famous FIM-92 Stinger. These American-made weapons are one of the most widespread air defense systems, which became widely known during the conflict in Afghanistan. But it also proved itself well during the fighting in Ukraine. This MPADS uses infrared surface-to-air missiles and ‘friend-or-foe’ identification system. FIM-92 Stinger has an aiming range of up to 4.8 km and can shoot down air targets at an altitude of up to 3.8 km. Our military received a number of these launchers from Lithuania and Latvia. And even the news that the FIM-92 Stinger is in the service of our air defense forces is already a horror for the orcs.
We talked in detail about the FIM-92 Stinger in a separate article, so if you are interested, you can follow the link below.
Friends from the UK have also decided to help us fight enemy helicopters and attack aircraft by providing a powerful Starstreak portable anti-aircraft missile system. This powerful weapon proved to be very successful in combat conditions from day one – with the help of Starstreak MPADS, our military neutralized an enemy Mi-28 helicopter in Luhansk region. This means that the enemy will also be afraid to fly over our territory.
Starstreak is MPADS manufactured by Thales Air Defense from Belfast. The British system provided to our military has a unique missile velocity that exceeds Mach 4.2. This makes them the fastest short-range surface-to-air missiles. For comparison, the speed of the popular Stinger reaches a maximum of Mach 2.2, as you can see, the difference is huge. Of course, this is important in the context of the potential response of target defense systems. The time to employ countermeasures in this case is much shorter, which makes Starstreak an extremely effective weapon.
Starstreak also boasts a very smart guidance system. Most MPADS available on the market fire homing missiles aimed at a specific thermal signature. This is the so-called ‘fire-and-forget’ solution. In contrast, Starstreak uses laser beam guidance in accordance with what the operator sees in the optically stabilized sight. The guidance unit projects two very low-intensity beams to the target, invisible to aircraft systems. Based on these data, the sensors calculate the location of the impact point. The use of two beams allows Starstreak missiles to better maneuver and effectively track the target. In addition, the guidance system itself allows you to fire on small objects whose thermal signatures are not enough to be tracked by missiles with thermal homing.
We have a standalone article about this interesting portable anti-aircraft missile system from Great Britain.
Our Polish brothers are also helping us to destroy enemy air targets. Their Piorun anti-aircraft missile system is an upgraded version of the GROM complex, which showed its capabilities during the Georgian-Russian conflict, when nine Russian aircraft were destroyed. Piorun is designed to combat helicopters, aircraft and small targets, such as unmanned aerial vehicles, at altitudes from 10 m to about 4 km and at a distance of 500 m to more than 6 km.
Compared to GROM-1 MPADS, this state-of-the-art weapon has a longer range and better resistance to interference, and is also adapted for nighttime warfare. Piorun MPADS has received an improved sight, doubling the ability to detect the target. Upgraded warheads are automatically aimed at a source of thermal radiation, the engine of a helicopter or aircraft that emits heat. It is almost impossible to escape from this missile system. Polish weapons accurately strike the enemy in the Ukrainian sky.
We also talked about this interesting portable anti-aircraft missile system made in Poland. Our military is very pleased with this state-of-the-art weapon.
Strela-2 was the first generation of Soviet MPADS. This model was a clone of the American FIM-43 Red Eye system. The Strela-2 shoulder launcher had nothing to do with the previous Strela-1. Strela-2 was officially adopted in 1968. Its western name is SA-7 or the Grail.
This man-portable air defense system (MPADS) was designed to destroy aircraft and helicopters. However, this outdated system cannot be used against modern drones. The ready-to-use system weighs about 15 kg, its maximum range is 4.2 km, in flight the rocket reaches a speed of 500 m/s. If the missile does not hit the target, in 14-17 seconds it self-destructs.
The probability of a missile hitting an unprotected target is only about 10-20%, in addition, the effectiveness is further reduced if the target uses countermeasures such as false flashes and fire deflection missiles, from which Arrow-2 is not protected. Also in some cases, the missile was vulnerable to background interference, solar radiation, clouds and horizon. Therefore, by today’s standards, its effectiveness is very low.
With the advent of modern MPADS, it is almost no longer used by our Armed Forces, but this missile system is still in service. There is also Arrow-3 modification, but it hardly differs from the previous model. These anti-missile systems have been quite effective in the past, but not today.
9K38 ‘Igla’ MPADS
9K38 Igla is a portable launcher anti-aircraft missile system, which is able to hit air targets directly from the shoulder.
This MPADS was developed in the Soviet Union, but is still used by the Ukrainian army. It replaced the older version – Strela-3, and has a better range and sensitivity of the seeker. The system uses a surface-to-air missile.
The 9K38 Igla MPADS is designed to fire 72-millimeter infrared-guided missiles equipped with high-explosive warheads only, effective against helicopters and low-flying aircraft, and has an effective target range of 3100 to 5200 m.
The functioning of the Igla is similar to other MPAD systems (for example, the American Stinger). The 9M38 surface-to-air missile is inserted into the launch tube. The firing operation involves launching a ground-based power source, powering the target detection unit and the missile. The ‘friend-or-foe’ Identification is carried out before hitting the target using the 1L14 interrogator, mounted on the launcher tube, in addition the MPADS is equipped with a night sight. After aiming, the rocket is launched using the handle. This starts the launch engine, which pushes the 9K38 Igla missile from the launch tube. The warhead determines the heat source when the phase of acceleration begins. Control ribs are used to maneuver the missile to the source of infrared radiation.
Yes, these weapons are not very modern, but still quite effective in combating air targets.
Is MPADS enough to secure the skies over Ukraine?
Here I want to deviate from the topic, and then continue. We often hear that our air defense forces have enough weapons to effectively protect our skies. This is not quite true. As for modern radars and missile technology, the invaders have a significant advantage. Our experts and the military have spoken about this many times, and this can be seen even from the MPADS I listed above. At the beginning of the war, we simply did not have many modern anti-aircraft missile systems, they began to appear in our Armed Forces only in the last two weeks. In addition, it should be noted that Russia’s missile systems are quite modern, the occupiers were preparing for this war, unlike our leaders. It should be understood that the Russian military and space forces significantly outnumber Ukrainian aircraft both in number and in the technologies used in their armaments. Due to this imbalance, from the very beginning of the war, Ukraine urgently appealed to Western partners to provide more modern fighters and air defense equipment.
Some of these air defense systems have already been provided to us, but Stingers or other MPADS do not fully compensate for the lack of appropriate weapons in Ukraine. To combat aircraft and orc cruise missiles, we need medium-range and long-range anti-aircraft missile systems. Portable air defense systems, such as the Stinger, have a limited range (up to 5 km) and functionality, and cannot compensate for the lack of modern fighters and medium-range and long-range missile systems. Kamikaze drones are designed to hit ground targets and also cannot counter Russian planes and missiles.
In the next section, we will talk about anti-aircraft missile systems, which are now in the service of our military.
ZU-23-2 23mm anti-aircraft autocannon
Let’s start with a rather interesting 23-mm anti-aircraft autocannon, ZU-23-2, which our air defense fighters have. Ukraine has more than a thousand towed ZU-23-2 23-mm anti-aircraft autocannons. The weapon can be brought to the firing position in just 30 seconds, it is completely manually operated, and if necessary, can be used against infantry and light armored vehicles. The effective range of this weapon is 2.5 km with a real rate of fire of 400 shots per minute.
Anti-aircraft cannon has a mechanical sight and guidance drives. This severely limits the ability to conduct anti-aircraft fire, but makes weapons as cheap and comprehensive as possible for fighters with low levels of training. There is also no standard anti-aircraft fire control device that issues data for firing at air targets. Therefore, it is possible to conduct only obstructive non-target fire on all types of air targets (except suspended helicopters).
Cannon life is 6000 shots, barrel resource is 3000 shots (provided it is cooling after every 100 shots). Therefore, the ammunition includes two spare barrels for right and left autocannons, which have been adjusted at the factory. The numbers of the installed barrels must match the numbers of the machines. Replacement of worn barrels with barrels from another set is undesirable. The reason is an increase in the mirror gap, the maximum value of which should not exceed 0.6 mm. With an increase in the gap even up to 0.7 mm, transverse annular breaks of ammo sleeves are possible. The main problem is the short-lived chrome plating of the barrel channel.
The ZU-23-2 ammunition includes 23-mm cartridges with ammo of only two types. This is a BZT armor-piercing incendiary-tracer projectile (full-body with a hemispherical head and a steel ballistic tip, weighing 190 g, the bottom part contains a substance for tracing, the main body is filled with incendiary substance) and OFZT high-explosive projectiles that weigh 188.5 g and equipped with a main detonator with self-destruct and a maximum operating time of 11 seconds.
ZSU-23-4 ‘Shilka’ lightly armored AA weapon system
‘Shilka’ is a lightly armored self-propelled anti-aircraft system with four paired 23-mm guns. This anti-aircraft system can conduct extremely efficient and accurate fire on enemy helicopters or aircraft in almost any weather conditions and in poor visibility.
Interestingly, every barrel can fire different types of ammunition with a rate of fire of up to a thousand shots per minute, or four thousand per minute when firing from all four guns. ZSU-23-4 ‘Shilka’ is anti-aircraft self-propelled unit designed for direct air defense of ground forces, destruction of air targets flying at speeds up to 450 m/s, at a distance of up to 2500 meters and altitudes up to 1500 meters, as well as ground targets at a distance of up to 2000 meters from stationary position, from a short stop and in motion.
The armament consists of a four-barrel automatic anti-aircraft gun AZP-23-4 with liquid cooling and a radio equipment complex (RPK). The gun is guided by a hydraulic drive, can be used as well in manual mode (ground targets). Ammunition is 2000 shells, rate of fire 3400 shots per minute. The usual setup of the ammo belt is three OFZT high-explosive fragmentation shells and one BZT armor-piercing incendiary-tracing shell.
Read also: Best video games developed in Ukraine
S-300V surface-to-air missile system
Let’s move on to more interesting anti-aircraft missile systems. Among them, many of you have heard of SAM S-300V. This is a long-range anti-aircraft system designed to combat aircraft and cruise missiles. This is a fully automated system (although it can be controlled manually), which when selecting targets connects to the command center, located at a distance of up to 40 km from the launcher. According to experts, this is one of the best air defense systems currently in service.
Western partners also understand this well, so they are trying to transfer these SAMs to Ukraine. They are available in some countries that were members of the Warsaw Pact and received them from the USSR. These include the Baltic States, Poland, Slovakia, Bulgaria, the Czech Republic and Romania.
These systems can be easily adapted to work in Ukraine, do not require additional training of personnel to master them, and, most importantly, they have a huge stockpile of ammunition.
S-300V SAM was developed as a high-level air defense system that provides protection against ballistic missiles, cruise missiles and aircraft. The main role of the S-300V is to protect operational groups and vital industrial and military facilities from massive air attacks. This is exactly what we need now, given the shelling of our peaceful towns and villages.
S-300V SAM is a mobile air defense system, all its elements are mounted on a special chassis.
This anti-aircraft missile system uses two different missiles. Both of these missiles are designed to hit air and ballistic targets. The smaller 9M83 missile is used against aircraft, cruise missiles and smaller ballistic missiles. 9M83 missile has a hit chance of 40-65% against a ballistic missile, 50-70% against a cruise missile and 70-90% against enemy aircraft. The larger 9M82 missile is used to hit medium-range ballistic missiles, airborne early warning aircraft at a range of up to 100 km. 9M82 and 9M83 missile warheads contain 150 kg of explosives. It should be noted that the S-300B was considered as a comprehensive protection system against ballistic missiles.
The S-300V battery usually includes a command post machine, a survey radar, a sector surveillance radar and up to 6 chargers/launchers in two versions.
The crew of the launcher consists of 3 people. It carries four smaller 9M82 missiles. The truck is equipped with an intervention radar.
9К37 ‘Buk-M1’ SAM system
This air defense system can destroy maneuverable aircraft and helicopters flying at low or high altitudes when the enemy uses electronic countermeasures. New versions of Buk can also hit ballistic missiles, cruise missiles, anti-radiation missiles, smart bombs and unmanned aerial vehicles.
Buk launches 9M38 missiles. It is a single-stage solid-fuel missile. The projectile resembles US Tartarus and Standard air defense missiles. The missile has semi-active radar guidance. It can hit targets at a range of 3.4 to 20.5 km at an altitude over 3 km. The firing range is reduced to 5-15.4 km if the target flies at an altitude of 30 m above the ground. The maximum engaging altitude is 25 km. The missile 9M38 has a hit probability of 70-93%. Buk can also launch older 9M9M3 missiles from Kub-M3 SAM system.
The Buk transporter erector launcher (TELAR) tractor is equipped with a radar, a digital computer, a missile launcher, and a ‘friend-or-foe’ identification system. It is manned by a crew of four and carries four missiles on board.
The radar of Buk TELAR searches for targets, tracks them and directs missiles at them. Therefore, each TELAR vehicle can operate autonomously if required. Radar detects aircraft flying at an altitude of more than 3 km at a range of 65-77 km. The detection range is reduced to 32-41 km when flying at an altitude of 30-100 m above the ground. Low-flying aircraft are detected at a range of 21-35 km.
When TELAR operates autonomously, it takes approximately 24-27 seconds from target detection to missile launch. The missile can be launched approximately 5 minutes after the tractor stops. It also takes about 5 minutes to leave the firing position.
9K33 ‘Osa’ mobile short-range SAM
Osa is a highly mobile short-range missile system, with both the launcher itself and the radar that detects and tracks enemy targets on one vehicle.
Osa was the first serial mobile air defense missile system with radar and missiles on a single vehicle. For the first time, a single vehicle could detect, track and hit aircraft. This system is used against planes and helicopters in any weather.
The initial serial version had four missiles with a maximum range of 10 km and a maximum altitude of 5 km. A later production version of the Osa-AK carried six missiles in containers. The maximum range has been increased to 12 km. Missiles have contact and non-contact fuses. The probability of destruction of the target by the early system is 35-85%, depending on the height. Later serial models have a 55-85% chance of hitting the target. Osa cannot launch missiles on the move. They are launched from a stationary position or during short stops.
The Osa SAM can also operate independently. Its radar has a range of about 30 km. Some sources claim that this complex detects aircraft at a distance of up to 40 km. The system can search for targets even while driving. Tracking range is about 20 km. On both sides of the radar is a small parabolic antenna to track the missile. Thus, up to two missiles can be aimed at one target at the same time. In addition, both of these missiles are guided at different frequencies to complicate electronic countermeasures. This SAM missile system can also operate with the help of regimental surveillance radars. The response time from target detection to launch is 26 seconds.
The vehicle crew is five people. This car is equipped with NBC protection system. Osa can stop moving and deploy for launch in 4 minutes.
‘Tor’ short range SAM system
Tor is an all-weather short-range missile system for engaging targets at low and medium altitudes.
This system is capable of hitting all kinds of modern air targets. It is used against aircraft, helicopters, UAVs, various types of missiles and high-precision guided munitions. Thor can also detect and intercept anti-radiation missiles. It basically destroys targets that long- and medium-range air defense systems cannot hit.
The Tor combat vehicle has radar and missiles based on a single vehicle. The TELAR machine carries 8 missiles. Missiles are launched vertically. The same method of launch is used on the S-300 long-range anti-aircraft missile system, although Thor missiles have a fairly short range.
The SAM uses 9M330 missiles. The missiles have radio command guidance. Maximum firing range 5-12 km, maximum altitude 4-6 km, depending on the speed of the target.
The original Tor can hit only one target at a time. The probability of destruction by a missile is 26-75% against aircraft, 50-88% against helicopters and 85-95% against UAVs. This figure depends on the altitude of the target. The higher the target, the more likely it is to be hit.
The Radar of Tor detects aircraft at a range of 25-27 km, helicopters at a range of 12 km and UAVs at a range of 9-15 km. Tracking range is around 20 km. The system can search for targets while driving.
9K35 ‘Strela-10’ short range SAM system
9K35 Strela-10 is a self-propelled anti-aircraft missile system with operating range of 5 km and a maximum speed of 65 km/h on the road and 6 km/h on the water. The Strela-10 has an optical and infrared sight and is mainly used to combat low-altitude targets, such as helicopters.
There are 150 units of this type of weapon in Ukraine. Anti-aircraft missile system is quite successful in shooting down enemy air targets.
The missile of Strela-10 has been improved over the Strela-1M. It can now hit faster air targets at greater distances and at higher altitudes. The missile is 2.19 m long. It is slightly longer than the Strela-1M missile, but has the same diameter and wingspan. It weighs 40 kg. High-explosive warhead contains 3 kg of explosives. As we wrote above, the rocket has both optical (photocontrast) and infrared guidance.
Strela-10 can hit enemy planes and helicopters at a range of up to 5 km and an altitude of up to 3.5 km. The probability of hitting fighters with one missile is 10-50%. The response time of the system is about 6.5 seconds.
Strela-10 is based on the multi-purpose armored vehicle MT-LB. It is equipped with a diesel engine YaMZ-238V with a turbocharged capacity of 240 hp. The armor of this air defense system protects the crew from small arms fire and fragments of artillery shells. There is a 7.62-mm machine gun for self-defense.
2K22 ‘Tunguska’ self-propelled AA system
This air defense system is used by motorized infantry and mechanized formations. Its main role is to counter the threat posed by Russian attack helicopters and attack aircraft.
2K22 “Tunguska” is equipped with paired 9M311 missiles and 30-mm autocannons. They have a semi-active radar guidance system and a fragmentation warhead. There is a laser non-contact fuse that triggers the warhead when the missile approaches the target. These missiles can hit targets moving at speeds up to 500 m/s. The maximum height is only 3.5 km, and the maximum range is 8 km. 9M311 missiles are effective against low-flying aircraft and helicopters. They have a 65% chance of hitting, while the autocannon’s hit probability is 80%. Similar 9M311K missiles are used by the ‘Kashtan’ Navy SAM. 9M311-1 is an upgraded export version of the missile. Tunguska is capable of firing autocannons on the move, but it must be stationary to fire missiles.
Tunguska usually launches its missiles when the target is at a greater distance, and fires autocannons at targets at shorter distances.
The radar detection range of Tunguska is 17-18 km, and the tracking range is 11-16 km. Aiming is carried out by a gunner who uses an optical sight. System response time is 10 seconds.
Tunguska armor protects the crew from small arms fire and shrapnel from artillery shells. Although it may not withstand heavy machine gun fire. The vehicle is equipped with automatic fire extinguishing and NBC protection systems.
The Tunguska crew consists of four people – commander, gunner, operator and driver.
We need aircraft and ling range anti-aircraft systems
Yes, we have quite a few anti-aircraft missile systems, but most of them are obsolete weapons left over from Soviet times. We need newer and more modern weapons. It would help us fight the enemy more effectively.
The same S-300 SAM is already quite old, not as powerful as, for example, S-400, which Turkey still refuses to sell. Patriot systems (USA) or cheaper and mobile NASAMS systems (Norway) would be the most effective for protection of Ukrainian airspace. By the way, there are already some agreements about them. However, Ukraine would not give up additional Soviet systems S-300, Buk-M1, which are now also effective in fighting the enemy.
However, in my opinion, first of all, in order to effectively close the Ukrainian sky, our Air Force needs modern planes and helicopters. These could be the F-15, F-16 4+ generation figthers, or other state-of-the-art fighters of this class. I am sure that in 2-3 weeks our pilots could easily master these aircraft and counter the enemy. As far as we know, we are not getting the MiG-29 and Su-27 from our partners, so give us the planes I wrote about above. In addition, unlike Soviet MiG-29s, these fighters are equipped with better technology than those used by the enemy, including modern radars and missiles. Then we would stop constantly asking our Western partners to close the Ukrainian sky, and we would be able to effectively shoot down cruise missiles, destroy enemy aircraft and finally protect our cities and villages from massive shelling. The appearance of such weapons would demoralize the orcs, stop further attacks, because they would understand that we can give a decent rebuff.
I am sure that Victory will be ours! The enemy will retreat! Everything will be Ukraine! Glory to Ukraine!
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aerospace
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https://whizbuddy.com/u-s-navy-helicopter-crew-survives-crash-into-bay-in-southern-california/
| 2024-04-21T03:01:08 |
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JAPAN – 2023/02/23: A Sikorsky SH-60 Seahawk helicopter with the US Navy Helicopter Maritime Strike Squadron (HSM-51, often known as the Warfare Lords, flying close to Naval Air Facility Atsugi airbase. The forty seventh Japanese-American Friendship Pageant is an annual two-day pageant that options static and flying shows by the US Army and Japanese Self-Defence Drive (JASDF) plane. This pageant is held at Yokota airbase in Fussa. (Picture by Damon Coulter/SOPA Photographs/LightRocket through Getty Photographs)
Sopa Photographs | Lightrocket | Getty Photographs
A U.S. Navy helicopter crashed right into a Southern California bay throughout a coaching train Thursday night time, a spokesperson mentioned.
All six crewmembers survived.
The MH-60R Seahawk crashed within the waters of San Diego Bay shortly after 6:30 p.m., mentioned an announcement from Cmdr. Beth Educate of the Naval Air Drive Pacific Fleet.
“Due to the nature of the training, a safety boat was on location,” the assertion mentioned, including that the crew members have been taken ashore for medical evaluations.
There wasn’t any quick phrase on their circumstances however Navy officers weren’t conscious of any vital of life-threatening accidents.
The crash web site was in Coronado, throughout an inlet from San Diego. The native Hearth Division and the U.S. Coast Guard responded to the scene.
The reason for the crash is underneath investigation.
The plane was from Helicopter Maritime Strike squadron 41. The fleet substitute squadron is predicated at Naval Air Station North Island on the Coronado peninsula. It trains air crews on the MH-60R Seahawk, in keeping with its web site.
The MH-60R Seahawk is the Navy’s fundamental helicopter for anti-submarine warfare however it may carry out all kinds of missions, together with reconnaissance and search-and-rescue operations, in keeping with a Navy website.
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aerospace
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https://cogandhelix.wordpress.com/tag/space-junk/
| 2017-04-29T23:24:19 |
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Video conference with International Space Station crew March 20, 2009Posted by Mike Trudeau in Nasa, Space, The Future.
Tags: international space station, moon, space junk
1 comment so far
Four members of the International Space Station crew answered questions from the press in a live video conference this evening.
Answering questions were flight engineers Koichi Wakata and Yury Lonchakov from Japan and Russia, Commander Mike Fincke and STS 119 mission specialist Sandy Magnus, both from the USA.
Several of the questions were about the threat of space debris and the recent evacuation of the crew into the Soyuz space capsule/escape pod. If you hadn’t heard, there were two (relative) near-misses with pieces of space debris last week.
Fincke said “Yuri is the commander of the Soyuz spacecraft. Had we had to close the hatch and go, we would have.”
“Just goes to show that things are getting more and more busy up here.”
The Russian escape capsule is ready to go at a moment’s notice, and there are plans for another Soyuz capsule to attach to the station as a second escape pod.
When asked about preparations for longer space journeys such as to the moon or Mars, Fincke said that one of the most important things to keep morale up is contact with the ground. He said, “It’s tough to be away from friends, family, and all those excellent things.”
He also mentioned that shuttle Discovery will be bringing back samples of the crew’s bodily fluids (yes, including pee-pee) to be examined by scientists, to see how the human body changes over long periods of time in space.
Commander Fincke said he hopes humans do try to explore further into space in the near future. He said, “I’d like to see us in the near future go back to the moon and on to Mars.” He said he would like to eventually see humans explore further into the solar system.
Wakata spoke about his plans to don traditional Japanese clothing to see how it moves in space. PR stunt? Real science? Maybe it doesn’t matter (it’s not like anyone has a problem with national pride in space). He said that all he’s learning right now is like “drinking water from a fire hose.” He said “I’m still learning a lot here but I am enjoying every moment.”
Sandy Magnus commented that if we plan on going back to the moon there will need to be some basic nuts-and-bolts changes to the organisation of the mission. She said “To go to the moon we would need to split up some of the planning differently because of the distance.” Specifically, the crew will need to take over more of the technical specialisation and the ground would need to do more of the strategising jobs.
Sandy has a very interesting blog about life onboard the ISS, which includes tidbits about her experiments in cooking.
Commander Fincke finished by saying that the ISS is a symbol of what humans can do when we work together constructively instead of destructively.
Tags: Astronomy, China, Comet, Hubble, Lulin, moon, Nasa, satellite collision, space junk, Technology
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Woah! What the hell was that? A totally unexpected asteroid sped by on Monday between the Earth and the Moon. It’s travelling at twenty kilometres per second and is between 60 and 100 metres wide. Apparently that’s nothing new, and a lot of asteroids zip by unnoticed. I find that a little unnerving.
The difference between an asteroid and a comet (like the comet Lulin that passed by last week) is in their appearance. Comets have a visible tail (or coma) and asteroids do not. A comet’s tail is water vapour and dust particles that have blown off the body of the comet as it gets close to the sun.
A meteoroid is smaller than an asteroid (and according to the official definition, bigger than an atom). It becomes a meteor when it enters a planet’s atmosphere and becomes visible as a bright streak. Any material from a meteor that makes it to the ground becomes a meteorite.
In other news it looks like the upcoming service mission to the Hubble space telescope will get the go-ahead after all. After the recent satellite collision there had to be some weighing of the risks. If the mission succeeds it would make the Hubble much more powerful and extend its life considerably.
Finally, China’s Chang 1 lunar satellite concluded its mission of mapping the surface of the moon by slamming into the moon in a “controlled collision.” Although it only became the third country to send a person into space recently, it looks like China is pursuing its space program ambitiously, with plans for a space station and manned lunar mission in the works as well.
Let It Snow February 20, 2009Posted by Mike Trudeau in Space, What?.
Tags: China, cloud seeding, Hubble, Nasa, satellite collision, snow, space junk
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Before I talk about China’s power to control the weather, I have an update on the space junk situation.
Nasa is currently considering if it will be safe enough to send the shuttle up for Service Mission 4 to the Hubble Telescope after the satellite collision earlier this week. Scientific American has some good speculation about ways of clearing the skies, and says that the mission will go ahead as long as there is seen to be less than a one-in-sixty chance of debris hitting the shuttle. Cosmic Variance bets that if the mission is cancelled, Nasa might try sending robots instead. I’m not so sure…why wouldn’t they have just sent robots in the first place?
They also link to a webcomic letter to the notorious Higgs Boson, which Large Hadron Collider hopes to find when it’s powered up later this year. Apparently the gloves are off and the Tevatron at Fermilab in the States is saying they’ve got a 50% chance of finding the Higgs first if the LHC can’t power up soon enough. Any bets?
In other news, China claims to have triggered a snowfall over Beijing by firing iodide sticks into the clouds. According to the Chinese Weather Modification Command Centre (I kid you not), the iodide sticks give below-freezing water droplets something to freeze around, resulting in snowfall. I get the impression that the effectiveness of this method hasn’t been proven yet…also, the press seems to be misrepresenting it a little bit because in order to create the snowfall, the moisture needs to already exist in the clouds. So, it looks like the drought might have been coming to an end anyway. There’s some funny video footage at the Times (Oh, communists!) and Reuters has an article about how the government had to close twelve highways due to the snow.
Here’s an interview with an expert at Scientific American, as well as this REALLY hokey youtube video where some babbling weatherman tries to explain it.
Facebook warning and Hubble/Kepler update February 18, 2009Posted by Mike Trudeau in Space, Technology, The Internet.
Tags: copyright, Facebook, Hubble, Kepler, satellite collision, space junk
1 comment so far
Before anything else, I recommend you go into your Facebook account and change your privacy settings. here is an article about Facebook’s recent changes to its terms of service (that thing you say you’ve read and understand before you get your account) that supposedly means Facebook permanently owns all the rights to your photos and notes etc. Here is Facebook’s reply, that claims no such thing. I still changed my privacy settings and you should too.
I came across this diagram to give you the idea of how much space junk is orbiting at what altitude, along with other functioning space objects like the Hubble. The accompanying article raises the point that even if there is no direct threat of debris hitting the Hubble or the ISS, there is still the risk that clouds of debris produced by the recent collision could prevent the upcoming Service Mission 4, scheduled for May 12 2009. The aim of the mission is to repair several of the telescope’s systems and install some new hardware that would hugely increase its abilities. Without this mission there would not be a lot of hope left for Hubble’s continuing operation.
Speaking of space telescopes, the BBC ran an article describing how the Kepler Space Telescope will work. I had no idea that the area of sky visible to the Hubble is only as much as would be covered by a grain of sand held at arm’s length! That’s tiny! In comparison, Kepler will be able to look at an area about the size of your hand at arm’s length. Also, its cameras are much more powerful.
The article says we can hope to see our first results within three months or so of launch, but that finding an Earth-sized planet will probably take several years. Now I know everything space-mission-oriented takes a long time, but I’m also very impatient…
The telescope is named after the father of celestial mechanics, Johannes Kepler. Basically he discovered a lot about planetary motion, which is captured in these beautiful and intricate mechanisms called orreries. Check’em out!
Satellites Collide February 17, 2009Posted by Mike Trudeau in Space, The Future.
Tags: cascade effect, Extraterrestrial life, George Dyson, satellite collision, space junk, viruses
1 comment so far
Two satellites collided in low Earth orbit last week, prompting worries about the likelihood of other space collisions as the number of orbiting satellites grows.
There are a lot of bits and pieces floating around up there, and they are all moving at incredible speeds. For example, a while ago the space shuttle suffered a half-inch crater in its windscreen from nothing more than a paint chip. This paint chip was travelling at more than twenty thousand miles an hour.
What worries me is this: The two satellites exploded into two clouds of debris that orbit the Earth, gradually becoming rings. Now it’s much more likely for another satellite to travel through one of those rings and be hit by shrapnel big enough and fast enough to destroy the satellite, leading to a new ring of debris and increasing the chances of collision even more. This is called a cascade effect, in which a single event can lead to an accelerating chain of other events, with huge consequences. Imagine dropping a single grain of sand on a sand dune. It hits two grains, they hit four grains, and on and on until you have a sizeable landslide. It’s that kind of thing. The more garbage you have up there, the harder it will be for satellites to avoid becoming clouds of garbage themselves. This could have severe consequences, considering how much of our communications technology relies on satellite relays. Let alone the risk for big guys like the Hubble Telescope or the International Space Station.
The New Scientist talks about it in this good article.
Finally fans of informed speculation should check out this website. It’s a collection of intellectuals and experts from various fields answering the question “What will change everything?”
Especially check out George Dyson’s article on interstellar viruses.
So long for now.
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aerospace
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https://www.wildrootcreations.com/product-page/nasa-commander-astronaut-eileen-collins
| 2021-08-03T00:02:03 |
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| 0.956324 | 618 |
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Women in Flight & The Space Age
I’d like to introduce my newest project! Leading Ladies is an ongoing project intended to commemorate the plethora of amazing women of the past and present.
Every Leading Lady paper doll template is available in a PDF download to assemble at home.
Imagine the possibilities that await! Print these over and over. Share them, and pass them around. Make them or gift them. You choose! Please make sure that you learn about these women and all that they have accomplished! NASA & SPACEX, Astronauts, Cosmonauts, Taikonauts, Spationauts, and Space Travelers all have one thing in common. Their goal is the advancement of the human race through scientific discoveries found in space.
Keep an eye on the site, as I will be adding batches of new designs! Don’t miss a chance to download an inspiring SHERO! Cheers to these Leading Ladies! May we be them! May we raise them! May we aim for the stars with them!
I loved playing with paper dolls as a kid. They travel easily and provide a fun craft with an engaging activity allowing imaginative play to fill hours of time with adventures! My hope is that these incredible women will inspire generations of future Leading Ladies. The sky is no longer the limit!
Leading Lady NASA Commander & Astronaut Eileen Collins
Download the PDF file containing the Leading Lady Paper Doll Pattern of your choice. Included in your PDF packet you will receive directions on how to make your Leading Lady as well as included additional free material and hyperlinks for you to learn more about why she is an inspiring individual and a Leading Lady!
All Leading Lady Paper Doll Patterns are hand drawn by Artist Jen Haefeli.
NASA Astronaut & United States Air Force Colonel Eileen Marie Collins was The First Female Pilot and The First Female Commander of a Space Shuttle!
Commander Collins long dreamed of being an Astronaut and put her mind to it! She studied Math & Science and received her education from Syracuse University, Stanford University and Webster University while beginning her successful career in the Air Force. Her dream came true when she was ranked second in attendance at the U.S. Air Force Test Pilot School and was then selected for NASA's Astronaut program.
Commander Collins' missions in Space include the "Return to Flight", which took place post-Discovery, the loss of several of her NASA colleagues. Commander Collins became the first Astronaut to take the Space Shuttle through a flight procedure known as a "360-degree pitch maneuver". This technique allowed for photgraphic evidence that the belly of the Shuttle did not sustain damage from loosened debris upon the launch into orbit, providing proof that the crew would have the opportunity to return home safely.
Commander Collins is both a highly decorated Air Force Colonel as well as one of our most prolific and historic female Astronauts in history. She is certainly a Leading Lady and I hope that you enjoy learning about her by downloading her Paper Doll file and reading the enclosed information!
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aerospace
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https://www.aerodefevent.com/sessions/aerospace-coatings-and-corrosion-control/
| 2024-02-24T02:04:48 |
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Coatings play a significant role in design, function, operation, and durability of defense related assets. Coatings are used in almost all components and all assembled aerospace and defense products. To protect and to enhance the bulk properties of metallic and composite/plastic/rubber materials from elements of environment and space, water/light/chemicals, mechanical damage and to provide novel functionalities, coatings are the most economical and practical methods.
Corrosion protection, reflectivity, thermal barrier, radar transparency and signature are among the most important functionalities that are attained by coatings. This presentation (workshop) will discuss types and functionalities of the latest coatings materials specifically used for military and commercial aerospace, satellites, assets, and parts. Additionally, selection criteria, of Smart and Responsive coatings such as, self-healing, fatigue and degradation sensing, anti-icing etc., as well as trends in application will be discussed.
- Learn the availability of latest novel technologies with improved performance, functionality, and durability of manufactured parts and end products
- Develop in-dept knowledge of materials properties, functionality, tolerance levels and safeguarding techniques
- Learn, what works, what does not and develop rational justification for selecting materials for specific functionality and properties with reduced complexity and costs.
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aerospace
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http://palousewargamingjournal.blogspot.com/2017/11/rodens-fokker-f1-triplane-in-172.html
| 2019-02-18T21:11:09 |
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An F1 triplane? Were not only three of these aircraft built? Yes, that is true. Only three of the designated "F1s" were built in 1917 but which aircraft conveys as much romanticism as the Fokker triplane?
Only two of the three F1s saw service. In all three, the aircraft was either shot down or destroyed during testing. Voss was shot down flying 103/17 and von Richthofen scored his 60th in 102/17. After Richthofen changed back to the Albatros DV, Wolff was shot down while flying 102/17. The F1 was the predecessor to the more widely produced Dr1.
Having not built a WWI 1/72 scale aircraft in many years, I had forgotten the fiddly nature of assembling one of these models. After a few trials and tribulations, this F1 is ready for aerial combat over the skies of my gaming table. Expect more aircraft to slip into the work queue.
What is a reasonable Painting Point (PP) tally for a 1/72nd WWI aircraft? Based on the time it took to complete, 50 PPs seems not unfair. Could I have painted five 28mm cavalry given the same effort? Yes. Perhaps, the cavalry would have taken less time.
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aerospace
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https://www.levitate-aerial.co.uk/faq
| 2022-07-03T11:14:32 |
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Frequently asked questions
Are you licensed?
Our pilots have completed specialist commercial drone training and hold commercial drone pilot permissions awarded by the Civil Aviation Authority that comply with the Air Navigation Order.
CAA unmanned aerial vehicle regulations can be found here.
Where do you operate?
Levitate Aerial is based in Claygate, Surrey, so most of our work is focused in Surrey and neighbouring areas including west, south and south-West London, Hampshire, Berkshire, Buckinghamshire and Oxfordshire – but do get in touch if you’re further afield as we’re happy to travel.
Does the weather impact when you fly?
Drone electronics don’t react well to water, so we don’t fly in the rain, while windspeeds also have to be below 20mph.
We also need to maintain direct line of sight with the drone, so if visibility is poor flights may be restricted.
Are there any restrictions on how far or high you can fly?
The Civil Aviation Authority Air Navigation Order 2016 restricts drones to a maximum height above ground of 400ft or roughly 120m. This is higher than St Paul’s Cathedral and about the same as the London Eye, so provides plenty of scope to capture highly detailed photos and videos.
In comparison, helicopters are not permitted below 500ft, so drones can reach parts traditional aerial photographers can only dream of!
The drone pilot must also maintain visual line of sight contact, which means a maximum distance of 500m from their position (although most operations are conducted at closer range).
The high definition drone camera feeds images directly back to the pilot to aid navigation, identification and avoidance of risks.
What permissions are needed?
Commercial drones are not permitted to operate within 50m of people, vehicles or buildings out of the pilot’s control, though we can take off and land within 30m. Drones are allowed to fly over people, vehicles and buildings at a height of at least 50m, however.
Drones are also not permitted to fly within 150m of open-air gatherings with more than 999 people.
Before agreeing a flight we will conduct a risk assessment and obtain necessary permissions, including landowner permission for take-off and landing along with checking land boundaries.
Our initial assessment also includes identifying if extra Civil Aviation Authority and Air Traffic Control permissions are required, for instance in congested urban areas or restricted airspace.
For each flight we will work with you develop a flight plan that meets your requirements while maintaining safety, regulatory and legal compliance (see What we need from you).
Are any areas off limits to drones?
In the UK restricted airspace is mainly found around airports and military bases, while central London also requires further National Air Traffic Service (NATS) permission.
What safety measures/processes do you have?
Levitate Aerial Imaging is fully insured and qualified to operate commercial drones, and we follow closely all Civil Aviation Authority advice and regulations.
Prior to every flight we conduct a detailed site survey and risk assessment and develop a flight plan that complies with all restrictions and permissions.
If there is any concern about the safety of a flight we will discuss it with you to try and come up with a suitable solution, however we retain the right to postpone the flight until the issues are resolved. Common safety risks include public (or animal) ingress into flight operation areas.
Our drones have a number of inbuilt safety systems, including a ‘return to home’ function which automatically returns the drone to its point of take-off even if there is signal interference, failure of the pilot’s control system or in an emergency. The drone will also land itself safely if the battery charges goes below a certain level.
Are you insured?
Yes, Levitate has comprehensive insurance through a specialist commercial drone operator insurance provider.
Do privacy regulations apply?
Privacy and Civil Aviation Authority regulations apply to commercial drone operators taking photos and videos. We are not permitted to operate within 50m of people, vehicles or buildings out of the pilot’s control, though we can take off and land within 30m.
Drones are allowed to fly over people, vehicles and buildings at a height of at least 50m, however. Drones are also not permitted to fly within 150m of open-air gatherings of a 1,000 people or more.
We will work with you to ensure that the flight plan complies with all applicable laws, so do get in touch to discuss.
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aerospace
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http://www.techgadgets.website/apple-gets-serious-about-hunting-down-peeping-drones/
| 2018-04-22T19:51:20 |
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Apple doesn’t need you flying drones over its campus — which means that the times of the ones candy drone movies of the iPhone maker’s spaceship-like headquarters could also be over.
Drone pilot Duncan Sinfield, who has been generating movies about two times a month that give aerial-tour updates of the development of building at Apple Park, mentioned his movies could also be coming to an finish.
During contemporary flights, Apple’s safety group has been catching him flying his drone and due to this fact asking him to go away, in keeping with a put up on Sinfield’s YouTube account on Monday.
“Security at Apple Park generally responds in two white Prius’s to my precise take-off locations in 10 minutes or less,” Sinfield wrote. “As always, I respect all requests by Apple Security to land my drone and leave the area when asked to do so.”
“My instincts tell me that Apple is tracking all drones in the vicinity of the campus with sophisticated radio frequency technology from companies such as Dedrone,” Sinfield added.
Dedrone makes use of sensors, together with RF/WiFi scanners, microphones and cameras to assemble information and resolve whether or not or now not a drone is in a undeniable house, in addition to analyze its flight trail and the kind of drone. From there, it may additionally analyze the place the pilot is positioned (drones just like the DJI Phantom are able to flying about a mile clear of the operator, so with out era like Dedrone’s, it’s differently tough to seek out the pilot).
A spokeswoman for Dedrone informed MarketWatch that she may now not verify or deny whether or not Apple used to be a buyer, because of confidentiality. Dedrone’s previous consumers have incorporated the PGA Tour and the Golden State Warriors.
Other anti-drone firms that experience fashions very similar to Dedrone’s come with SkySafe, which creates era to disable drones from flying. SkySafe, which closing 12 months closed an $11.five million Series A investment spherical led by way of Andreessen Horowitz, has a $1.five million contract with the Department of Defense to offer cellular counter-drone techniques to US Navy particular battle gadgets.
It is a federal crime to shoot down a drone — even though it’s flying over your individual non-public belongings — however monitoring the drone in an try to to find and confront the pilot is prison.
Apple isn’t the primary corporate to have drones flying over its belongings. Tesla has noticed drones in its airspace over its places of work in Fremont, Calif., taking pictures photos and manufacturing knowledge. Other drone movies posted to YouTube display aerial photos over secretive information facilities of WalMart and Facebook.
But whilst firms may see it as an issue, the web turns out to have come to Sinfield’s protection.
Sinfield’s movies are shot in most cases by way of DJI merchandise, together with the DJI Inspire 1 drone, which may also be bought for between $1,000 and $2,000 on websites like Amazon. DJI is a Chinese drone producer whose merchandise come with the wildly in style Mavic Pro and Phantom drones, either one of which will value lower than $1,000.
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aerospace
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https://aeronews24.wordpress.com/2020/11/18/faa-to-reportedly-lift-boeing-737-max-flight-ban-today/
| 2023-06-08T08:42:03 |
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| 0.974464 | 116 |
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According to sources who spoke to Washington State television station King 5 News, the FAA (Federal Aviation Administration) will lift the 20 month-long ban on the Boeing 737 MAX today. The MAX was grounded on the 13th of March 2019 after 2 crashes that killed a total of 346 people. Another person briefed on the plans for the aircraft’s re-entry into service has said that the FAA has begun notifying the aviation industry of its schedule. This person wasn’t willing to be identified or to speak about the subject publically. 18th of November 2020.
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aerospace
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https://www.flightmemory.com/encyclopedia/Berlin-Tegel_International_Airport.html
| 2022-01-17T22:14:11 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300624.10/warc/CC-MAIN-20220117212242-20220118002242-00097.warc.gz
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en
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Berlin Tegel Airport
|Operator||Flughafen Berlin Brandenburg GmbH|
|Location||Reinickendorf borough, Berlin, Germany|
|Focus city for|
|Elevation AMSL||122 ft / 37 m|
Berlin Tegel "Otto Lilienthal" Airport (German: Flughafen Berlin-Tegel Otto Lilienthal) (IATA: TXL, ICAO: EDDT) is the main international airport of Berlin, the federal capital of Germany. It formerly served West Berlin. The airport is named after Otto Lilienthal and is the fourth busiest airport in Germany, with 20.5 million passengers in 2017 and about 22 million in 2018. The airport is a hub for Eurowings as well as a base for EasyJet. It features flights to several European metropolitan and leisure destinations as well as some intercontinental routes. It is situated in Tegel, a section of the northern borough of Reinickendorf, 8 km (5.0 mi) northwest of the city centre of Berlin. Tegel Airport is notable for its hexagonal main terminal building around an open square, which makes walking distances as short as 30 m (98 ft) from the aircraft to the terminal exit.
The area of today's airport originally was part of the Jungfernheide forest, which served as a hunting ground for the Prussian nobility. During the 19th century, it was used as an artillery firing range. Aviation history dates back to the early 20th century, when the Royal Prussian Airship battalion was based there and the area became known as Luftschiffhafen Reinickendorf. In 1906, a hangar was built for testing of Groß-Basenach and Parseval type airships.
Soon after the outbreak of World War I, on 20 August 1914, the area was dedicated to military training of aerial reconnaissance crews. Following the war, all aviation industry was removed as a consequence of the Treaty of Versailles, which prohibited Germany from having any armed aircraft. On 27 September 1930, Rudolf Nebel launched an experimental rocket testing and research facility on the site. It became known as Raketenschießplatz Tegel and attracted a small group of eminent aerospace engineers, which included German rocket pioneer Wernher von Braun. In 1937, the rocket pioneers left Tegel in favour of the secret Peenemünde army research centre.
Plans for converting the area into allotment gardens were shelved due to the Berlin Blockade, which began on 24 June 1948. In the ensuing US-led Berlin Airlift, it quickly turned out that Berlin's existing main airport at Tempelhof was not big enough to accommodate all relief aircraft. As a consequence, the French military authorities in charge of Tegel at that time ordered the construction of a 2,428 m (7,966 ft) long runway, the longest in Europe at the time, as well as provisional airport buildings and basic infrastructure. Groundbreaking took place on 5 August 1948, and only 90 days later, on 5 November, a United States Air Force (USAF) Douglas C-54 Skymaster became the first aircraft to land at the new airport. The United States Air Forces in Europe (USAFE) commander-in-chief, General Cannon, and the chief-of-staff of the Anglo-American airlift, General Tunner, arrived at Tegel on this aircraft.
British Dakota and Hastings aircraft carrying essential goods and raw materials began using Tegel on a regular basis from 17 November 1948. Regular cargo flights with American C-54s followed from 14 December 1948. Generally, the former carried food and fuel while the latter were loaded with coal. December 1948 also saw three Armée de l'Air Junkers Ju 52/3m transport planes participating in the airlift for the first time. However, the Armée de l'Air contributed to the overall airlift effort in a very small and symbolic way only. As a result of committing the French transport fleet to the growing war effort in Indochina, as well as the joint Anglo-American decision to employ only four-engined planes for the remainder of the airlift to increase the number of flights and the amount of cargo carried on each flight by taking advantage of those aircraft's higher speeds and greater capacities, the French participation ceased.
Following the end of the Berlin Airlift in May 1949, Tegel became the Berlin base of the Armée de l'Air, eventually leading to the establishment of Base aérienne 165 at Berlin Tegel on 1 August 1964. (The end of the Cold War and German reunification resulted in the deactivation of the Western Allies' armed forces in Berlin in July 1994. This in turn led to the decommissioning of Base aérienne 165 the same year.). Tegel was home to a small detachment of the French Army Light Aviation, which used single engined Cessna O-1 Bird Dog from 19681993, and Sud-Ouest Alouette III Helicopters from May 1987 until June 1994. The Armée de l'Air had a single Max Holste MH1521 Broussard till 1988, which was replaced by a DeHavilland Canada DHC-6-300 Twin Otter for liaison and surveillance flights.
In the late 1950s, the runways at West Berlin's city centre Tempelhof Airport had become too short to accommodate the new-generation jet aircraft such as the Aérospatiale Caravelle, Boeing 707, de Havilland Comet,[nb 1] and Douglas DC-8, without imposing payload or range restrictions that made commercial operations unviable.
West Berlin's special legal status during the Cold War era (19451990) meant that all air traffic through the Allied air corridors linking the exclave with West Germany was restricted to airlines headquartered in the United States, the United Kingdom, or France three of the four victorious powers of World War II. In addition, all flightdeck crew[nb 2] flying aircraft into and out of West Berlin were required to hold American, British, or French passports. During that period, the majority of Tegel's regular commercial flights served West German domestic routes, hub airports in Frankfurt, London, Paris, Amsterdam, points in the United States, and popular holiday resorts in the Mediterranean and Canary Islands.
Initially, all commercial flights used the original terminal building (a pre-fabricated shed), which was situated to the North of the runway, at what is today the military part of the airport.
On that day, Air France, which had served Düsseldorf, Frankfurt, Munich, Nuremberg, and its main base at Paris Le Bourget/Orly during the previous decade from Tempelhof with Douglas DC-4, Sud-Est Languedoc, and Lockheed Constellation/Super Constellation piston equipment, shifted its entire Berlin operation to Tegel because Tempelhof's runways were too short to permit the introduction of the Sud-Aviation Caravelle, the French flag carrier's new short-haul jet, with a viable payload. (Air France's Caravelle IIIs lacked thrust reversers that would have permitted them to land safely on Tempelhof's short runways with a full commercial payload.)
Following the move to Tegel, Air France initially used Lockheed Super Constellation piston equipment on all Berlin flights. On 24 February 1960, Air France became the first airline to introduce jet aircraft on its Berlin routes when the new Caravelles began replacing the Super Constellations. It also became the first and at the time the only one to offer two classes[nb 3] on short-haul flights serving West Berlin.
Following the mid- to late 1960s' introduction by Pan American World Airways (Pan Am) and British European Airways (BEA) of jet aircraft with short-field capabilities that were not payload-restricted on Tempelhof's short runways, Air France experienced a traffic decline on those routes where it competed with Pan Am and BEA, mainly as a result of Tegel's greater distance and poorer accessibility from West Berlin's city centre. Over this period, the French airline's market share halved from 9% to less than 5% despite having withdrawn from TegelDüsseldorf in summer 1964.[nb 4] and concentrated its limited resources on TegelFrankfurt and TegelMunich to maximise the competitive impact on the latter two routes. To reverse growing losses on its Berlin routes resulting from load factors as low as 30%, Air France decided to withdraw from the internal German market entirely. This reduced its presence at Tegel to direct scheduled services from/to Paris Orly only. (Initially, Air France continued serving Tegel twice daily from Orly, with one service routing via Frankfurt and the other operating non-stop. The one-stop service was subsequently dropped. This further reduced the airline's presence at Tegel to a single daily, non-stop return flight to/from Paris Orly.) In spring 1969, Air France entered into a joint venture with BEA. This arrangement entailed the latter taking over the former's two remaining German domestic routes to Frankfurt and Munich and operating these with its own aircraft and flightdeck crews from Tempelhof. The Air France-BEA joint venture terminated in autumn 1972.
From 1 November 1972, the daily Air France service between Orly and Tegel routed via Cologne in both directions to maintain the airline's internal German traffic rights from/to Berlin.
On 1 April 1973, Air France re-introduced a daily non-stop OrlyTegel rotation to complement the daily service via Cologne. The additional daily service consisted of an evening inbound and early morning outbound flight, which included a night stop for both aircraft and crew in Berlin. To improve capacity utilisation on its Berlin services and cut down on aircraft parking as well as crew accommodation costs, from 1 April 1974, Air France routed both of its daily OrlyTegel services via Cologne, with aircraft and crew returning to their base at Paris Orly the same day. From 1 November that year, Air France's Berlin flights switched to the French capital's then new Charles de Gaulle (CDG) Airport.
The arrival at Berlin Tegel of an Air France Aérospatiale-BAC Concorde on 17 January 1976 marked the Berlin debut of the Anglo-French supersonic airliner. Two-and-a-half months later, at the start of the 1976 summer timetable, Air France introduced a third daily CDGTegel frequency. The new night-stopping service routed via Düsseldorf and utilised the Boeing 727-200, a bigger aircraft than the Caravelles used on the company's other services from/to Berlin.
Air France subsequently routed all of its CDGTegel flights via Düsseldorf and standardised the aircraft equipment on the 727-200/200 Adv. The 727-200/200 Adv continued to operate most of Air France's Berlin services until the end of the 1980s, when they were gradually replaced with state-of-the-art Airbus A320s and more modern Boeing 737s.
Pan Am followed Air France into Tegel in May 1964, with a year-round, thrice-weekly direct service to New York JFK, which was operated with Boeing 707s or Douglas DC-8s. These aircraft could not operate from Tempelhof the airline's West Berlin base at the time with a viable payload. Launched with DC-8 equipment routing through Glasgow Prestwick in Scotland, frequency subsequently increased to four flights a week, while the intermediate stop was cut out. Following the introduction in April 1971 of a daily Berlin TempelhofHamburg FuhlsbüttelLondonHeathrow 727 feeder flight that connected with the airline's transatlantic services at the latter airport, Pan Am withdrew its non-stop TegelJFK service at the end of the summer timetable, in October of that year.
Following the cessation of direct TegelNew York City scheduled services, Pan Am continued to operate affinity group/Advance Booking Charter (ABC) flights from Tegel to the US on an ad hoc basis.
From the start of the 197475 winter season, Pan Am began operating a series of short- and medium-haul week-end charter flights from Tegel under contract to a leading West German tour operator. These flights served popular resorts in the Alpine region and the Mediterranean. Following a major reduction in the airline's scheduled activities at Tempelhof as a result of co-ordinating its flight times with British Airways (rather than operating competitive schedules), this helped increase utilisation of the 727s based at that airport, especially on weekends.
In addition to operating a limited number of commercial flights from Tegel prior to its move from Tempelhof on 1 September 1975, Pan Am used it as a diversion airfield. The move from Tempelhof to Tegel resulted in all of Pan Am's Berlin operations being concentrated at the latter.
1976 was the first year since 1972 the steady decline in scheduled domestic air traffic from and to West Berlin was arrested and reversed. The first expansion in Pan Am's Berlin operation since the move to Tegel occurred during that year's Easter festival period, when the airline temporarily stationed a Boeing 707-320B at the airport to cope with the seasonal rush on the prime BerlinFrankfurt route.
From late 1979, Pan Am began updating its Berlin fleet. This entailed phasing out all 727-100s by 1983. The first stage involved replacing two of the 13 German-based aircraft with a pair of stretched Boeing 727-200s originally destined for Ozark Air Lines to add more capacity to BerlinFrankfurt. This was followed by an order for eight additional 727-200s, with deliveries slated to begin in October 1981. After initially cancelling the order due to the airline's deteriorating finances and economic environment, it was subsequently reinstated, with deliveries due to commence in December 1981.
The largest-ever expansion of Pan Am's scheduled internal German services occurred during summer 1984, when the airline's aircraft movements at Tegel increased by 20%. This coincided with the relocation of the US carrier's German and Central European headquarters from Frankfurt to Berlin on 1 May 1984.
Pan Am began introducing wide-body aircraft on its Berlin routes in the mid-1980s. Up to four Airbus A300s replaced 727-200s on BerlinFrankfurt. The A300s were subsequently replaced with Airbus A310s. The longer-range A310-300s that joined Pan Am's fleet from 1987 enabled reintroduction of non-stop, daily TegelJFK scheduled services.
Pan Am Express, the regional commuter arm of Pan Am, began operating from Berlin Tegel in November 1987 with two ATR 42 commuter turboprops. It operated year-round scheduled services to secondary and tertiary destinations that could not be viably served with Pan Am's Tegel-based "mainline" fleet of Boeing 727-200s and Airbus A310s. These included Basle, Bremen, Dortmund, Hanover, Innsbruck, Kassel, Kiel, Milan, Salzburg, Stockholm and Vienna. In addition, Pan Am Express also helped Pan Am increase the number of flights on some of the other scheduled routes it used to serve from Berlin such as TegelZürich by operating additional off-peak frequencies.
British Airways was the last of West Berlin's three main scheduled carriers to commence regular operations from Tegel following the move from Tempelhof on 1 September 1975. However, like Pan Am, it and its predecessor BEA had used the airport as a diversion airfield before. Initially, all British Airways services from Tegelwith the exception of the daily non-stop service to London Heathrowcontinued to be operated by BAC One-Eleven 500s. The daily LondonHeathrow non-stop was operated with Hawker Siddeley Trident 2E/3B equipment based at that airport until the end of the 1975 summer season. (It subsequently reverted to a One-Eleven 500 operation.)
From 1983, British Airways began updating its Berlin fleet. This entailed phasing out the ageing One-Elevens, which were replaced with new Boeing 737-200 Adv. During the second half of the 1980s, British Airways augmented its Berlin 737s with regional airliners. These initially comprised British Aerospace (BAe) 748s (from 1986) and subsequently BAe ATPs (from 1989). The introduction of these turboprops enabled the airline to serve shorter and thinner regional domestic routes from Berlin more economically. It also permitted a frequency increase, thereby enhancing competitiveness.
From 1966 until 1968, UK independent Lloyd International was contracted by Neckermann und Reisen, the tour operator of West German mail-order concern Neckermann, to launch a series of inclusive tour (IT) flights from Tegel. These flights were operated with Bristol Britannia turboprops. They served principal European holiday resorts in the Mediterranean and the Canary Islands.
From April 1968, all non-scheduled services, i.e. primarily the rapidly growing number of IT holiday flights that several UK independent[nb 5] airlines as well as a number of US supplemental carriers[nb 6] had mainly operated from Tempelhof since the early 1960s under contract to West Berlin's leading package tour operators, were concentrated at Tegel. This traffic redistribution between West Berlin's two commercial airports was intended to alleviate Tempelhof's increasing congestion and to make better use of Tegel, which was underutilised at the time.
During that period, the Allied charter carriers had begun replacing their obsolete propliners with contemporary turboprop and jet aircraft types, which suffered payload and range restrictions on Tempelhof's short runways. The absence of such restrictions at Tegel gave airlines greater operational flexibility regarding aircraft types and destinations. This was the reason charter carriers favoured Tegel despite being less popular than Tempelhof because of its greater distance from West Berlin's city centre and poor public transport links.
A new passenger handling facility exclusively dedicated to charter airline passengers was opened to accommodate the additional traffic. Both this facility (a wooden shed) and the original terminal used by Air France's and Pan Am's scheduled passengers were located on the airport's north side.
Following the transfer of all charter traffic to Tegel, British Eagle, Dan-Air Services, Invicta International Airlines, Laker Airways and Modern Air Transport began stationing several of their jets at the airport.
Dan-Air, one of Britain's foremost wholly private, independent airlines during the 1970s and 80s, eventually became the third-biggest operator at Tegel Airport, ahead of Air France. In addition to firmly establishing itself as the airport's and West Berlin's leading charter airline, it also operated scheduled services linking Tegel with Amsterdam Schiphol, Saarbrücken and LondonGatwick, its main operating base. By the time that airline was taken over by British Airways at the end of October 1992, it had served Tegel Airport for a quarter of a century.
Laker Airways's decision to replace its Tegel-based BAC One-Eleven fleet with one of its newly acquired Airbus A300 B4 widebodies from the 1981 summer season resulted in Monarch Airlines taking over that airline's long-standing charter contract with Flug-Union Berlin, one of West Berlin's leading contemporary tour operators.
In the late 1980s, Monarch Airlines provided the aircraft as well as the flightdeck crew and maintenance support for Euroberlin France, a Tegel-based scheduled airline headquartered in Paris, France. Euroberlin was jointly owned by Air France and Lufthansa, with the former holding a 51% majority stake, thereby making it a French legal entity and enabling it to conduct commercial airline operations in West Berlin.
The following airlines operated regular services to/from Tegel Airport during the Cold War era as well:
In addition to the aforementioned airlines, a host of others mainly British independents and US supplementals were frequent visitors to Berlin Tegel, especially during the early 1970s. These included Britannia Airways, British Airtours, British United, Caledonian, Caledonian/BUA / British Caledonian, Capitol International Airways, Overseas National Airways, Saturn Airways, Trans International Airlines, Transamerica Airlines and World Airways. During that period, the airport scene at Berlin Tegel could be very colourful, with Air France Caravelles, the UK independents' BAC One-Elevens, de Havilland Comets, and Hawker Siddeley Tridents as well as the US supplementals' Boeing 707s, Convair Coronados and Douglas DC-8s congregating on its ramp. During 1974 alone, 22 airlines were operating at Tegel Airport.
Construction of a new, hexagonally shaped terminal complex on the airport's south side began during the 1960s. This coincided with the lengthening of the runways to permit fully laden widebodied aircraft to take off and land without restricting their range and construction of a motorway and access road linking the new terminal to the city centre. It became operational on 1 November 1974.
A British Airways L-1011 Tristar 1, a Laker Airways McDonnell-Douglas DC-10-10, a Pan Am Boeing 747-100 and an Air France Airbus A300 B2 were among the widebodied aircraft specially flown in for a pre-inauguration of the new terminal on 23 October 1974. Dan-Air operated the first commercial flight to arrive at the airport's new terminal at 06.00 am local time with a BAC One-Eleven that was inbound from Tenerife.
Following Pan Am's and British Airways's move from Tempelhof to Tegel on 1 September 1975, the latter replaced Tempelhof as the main airport of West Berlin.
Lufthansa resumed flights to Berlin on 28 October 1990, initially operating twelve daily pairs of flights on a limited number of routes, including TegelCologne, TegelFrankfurt and TegelLondon Gatwick. To facilitate the German flag carrier's resumption of services from/to Berlin, it purchased Pan Am's Internal German Services (IGS) division for US$150 million. This included Pan Am's internal German traffic rights as well as its gates and slots at Tegel. This agreement, under which Lufthansa contracted up to seven of Pan Am's Tegel-based Boeing 727-200s operated by that airline's flightdeck and cabin crews to ply its scheduled routes to Munich, Nuremberg and Stuttgart until mid-1991, also facilitated Pan Am's orderly exit from the internal German air transport market after 40 years' uninterrupted service as European Union (EU) legislation prevented it from participating in the internal air transport market of the EU/European Economic Area (EEA) as a non-EU/EEA headquartered carrier. However, Pan Am continued operating its daily non-stop TegelJFK service until Delta Air Lines assumed most of Pan Am's transatlantic scheduled services during 1991. Pan Am Express, which was not included in Pan Am's IGS sale to Lufthansa, continued operating all of its domestic and international regional scheduled routes from Tegel as an independent legal entity until its acquisition by TWA in 1991. Following TWA's takeover of Pan Am Express, the former Pan Am Express Berlin operations were closed. Until December 1994, Lufthansa also contracted Euroberlin to operate some of its internal German flights from its new Tegel base, making use of that airline's gates and slots at Tegel as well.
As a US-registered airline, Air Berlin found itself in the same situation as Pan Am following German reunification. It chose to reconstitute itself as a German company.
These were the days when liberalisation of the EU/EEA internal air transport market was still in progress and when domestic traffic rights were reserved for each member country's own airlines. The German government therefore insisted that all non-German EU/EEA carriers either withdraw their internal German scheduled services from Berlin or transfer them to majority German-owned subsidiaries by the end of 1992. It also wanted the bulk of all charter flights from Berlin to be operated by German airlines. These measures were squarely aimed at UK carriers with a major presence in the internal German air transport market from Berlin as well as the city's charter market, specifically British Airways and Dan-Air. Lufthansa and other German airlines reportedly lobbied their government to curtail British Airways's and Dan-Air's activities in Berlin, arguing that German airlines enjoyed no equivalent rights in the UK. This resulted in British Airways taking a 49% stake in Friedrichshafen-based German regional airline Delta Air, renaming it Deutsche BA (DBA) and transferring its internal German traffic rights to the new airline. BA also replaced the commuter aircraft DBA had inherited from Delta Air with new Boeing 737-300s. These in turn replaced the Boeing 737-200 Adv and BAe ATP airliners British Airways had used on its internal German scheduled services from Berlin.
At the time of German reunification, Dan-Air's Berlin fleet numbered five aircraft, comprising three Boeing 737s (one 400, one 300 and one 200 Adv) and two HS 748s. The former were used to fly locally based holidaymakers from Tegel to overseas resorts on IT flights under contract to German package tour operators. The latter operated the airline's scheduled routes linking Tegel with Amsterdam and Saarbrücken. Dan-Air discontinued its charter operations from Berlin on behalf of German tour operators at the end of the 199091 winter season and replaced the ageing 748 turboprop it had used on its Amsterdam schedule since the mid-1980s with larger, more advanced BAe 146 100 series jets. It also introduced new direct scheduled air links from Berlin to Manchester and Newcastle via Amsterdam. The Saarbrücken route was withdrawn at the end of the 1991 summer season, while the Amsterdam route was gradually taken over by NLM Cityhopper, the contemporary regional arm of Dutch flag carrier KLM. This reduced Dan-Air's presence in Berlin to a single daily scheduled service as well as up to four weekly charter flights linking the airline's Gatwick base with its former overseas base at Tegel. Flights were operated by Gatwick aircraft and crews until the firm's takeover by British Airways at the end of October 1992. The restructuring of Dan-Air's long-established Berlin operation was not only the result of political changes. It was also driven by its own corporate restructuring, which aimed to refocus the airline as a Gatwick-based short-haul "mainline" scheduled operator and involved phasing out its smaller aircraft and thinner routes.
Other airlines that commenced/resumed scheduled operations from Berlin Tegel at the beginning of the post-reunification era included Aero Lloyd, Alitalia, American Airlines, Austrian Airlines, SAS Eurolink, Swissair, TWA and United Airlines.
The events of the early post-reunification years (19901995) were followed by further, high-profile international route launches and growing consolidation among German airlines with a major presence at Tegel.
Amongst the former were the December 2005 launch of Tegel Airport's first-ever scheduled service to the Qatari capital Doha by Qatar Airways, operated non-stop at an initial frequency of four flights a week, and Air Berlin's November 2010 launch of non-stop, thrice-weekly TegelDubai flights (another first). This was followed by the latter's May 2011 launch of a non-stop, four-times-a-week TegelJFK service.
The latter began with British Airways mid-2003 sale for a symbolic 1 (72p) of its German subsidiary DBA to Intro Verwaltungsgesellschaft, a Nuremberg-based consultancy and investment company headed by German entrepreneur Hans Rudolf Wöhrl who founded German charter airline Eurowings and also was a former DBA board member. Further consolidation among Tegel's German airlines took place when Air Berlin entered into an agreement to assume Germania's management shortly before the death of that airline's founder, took over DBA and gained control of LTU. These events occurred in November 2005, August 2006 and March 2007, respectively.
On 9 October 2017, Air Berlin announced termination of all of its own operations, excluding wetleases, by the end of the month leading to the loss of the airport's largest customer. On 28 October 2017, easyJet announced it would take over some of bankrupt Air Berlin's former assets at Tegel Airport to gradually start its own base operations there on 7 January 2018. Previously, it only served Berlin Schönefeld Airport, which is already an easyJet base.
The airport was scheduled to close in June 2012 after Berlin Brandenburg Airport (BER) opened, but due to ongoing delays with BER, the future of Tegel has long remained uncertain. A campaign was launched to keep Tegel Airport open, which gathered signatures for a referendum for voters to decide on the future of the airport. In September 2017, a public quorum was held parallel to the German federal election to decide whether Tegel Airport should remain open once Berlin Brandenburg Airport starts its operations. The majority of voters voted in favour of Tegel remaining open; however, the federal authorities and the state of Brandenburg, which together hold a majority against Berlin over the airport's ownership, already declined that wish shortly afterwards, so the shutdown of Tegel is still planned.
Future plans also involve the redevelopment of Berlin Tegel Airport into the Urban Tech Republic, 221 hectares (550 acres) of building land will be available for up to 800 companies with some 17,500 employees in the Research and Industrial Park alone. In the central airport terminal, the Beuth University of Applied Sciences Berlin will establish the scientific core of the new technology park, with up to 2,500 students. It is envisaged that the adjoining areas will be used both for research and development and for manufacturing companies. Berlin TXL will also make 80 hectares (200 acres) available for industrial uses the largest single inner-city development area in Berlin.
Tegel consists of five terminals. As the airport is small compared to other major airports, these terminals might be regarded as "halls" or "boarding areas"; nevertheless, they are officially referred to as "terminals", even if they share the same building.
The main building is the original part of the airport. It consists of two parts:
Terminal C was opened in May 2007 as a temporary solution because all other terminals operated on their maximum capacity. It was largely used by Air Berlin until its demise. It features 26 check-in counters and the gates numbered C38-C51, C60C67 (Section C2) and C80-C89 (in the newest addition Section C3). From 2008 until August 2009, 5 additional aircraft stands were constructed and the building was expanded by approximately 50% of its original size, in order to handle another 1.5 million passengers per year. The extended terminal now houses a transit zone for connecting passengers which does not exist at any other terminal at Tegel Airport. Due to noise protection treaties, the overall number of aircraft stands at the airport is restricted, thus aircraft stands on the apron (serving Terminals A and D) had to be removed for compensation. Terminal C is able to handle widebody-aircraft like formerly Air Berlin's Airbus A330-200s up to the size of a Boeing 747-400 but features no jet bridges.
Terminal D was opened in 2001 and is a converted car park. It features 22 check-in counters (D70D91), with one bus-boarding gate and two walk-boarding gates. Most passengers of airlines operating smaller aircraft (like Embraer 190s for example) are brought to the remote aircraft stands by bus from here. Terminal D is the only part of the airport that remains open all night long. The lower level arrival area is called Terminal E (Gates E16-E18).
Tegel Airport was originally planned to have a second hexagonal terminal like the main building right next to it. The second terminal ring was never built because of Berlin municipal budgetary constraints and the post-reunification decision to replace the former West Berlin airports with the new Berlin Brandenburg Airport.
The following airlines operate regular scheduled and charter flights at Berlin Tegel Airport:
|Aegean Airlines|| Athens |
Seasonal: Thessaloniki (resumes 29 March 2020)
|airBaltic||Riga, Tallinn, Vilnius|
|Air Canada Rouge||Seasonal: TorontoPearson|
|Air France||ParisCharles de Gaulle|
|American Airlines||Seasonal: Philadelphia|
|BRA Braathens Regional Airlines||Gothenburg (begins 30 March 2020), Malmö (begins 2 April 2020), Växjö|
|British Airways||LondonCity, LondonHeathrow, LondonStansted|
|Bulgarian Air Charter||Seasonal charter: Burgas, Varna|
|Corendon Airlines||Seasonal: Antalya, zmir (begins 15 June 2020)|
|Corendon Airlines Europe||Seasonal: Heraklion, Hurghada|
|Croatia Airlines||Seasonal: Split|
Seasonal: Bornholm (begins 2 July 2020)
|Delta Air Lines||Seasonal: New YorkJFK|
|easyJet|| Agadir, Alicante, Athens, Basel/Mulhouse, Belgrade, Brussels, Budapest, Catania, Cologne/Bonn, Copenhagen, Düsseldorf, Edinburgh, Frankfurt, Fuerteventura, Funchal, Gothenburg, Granada, Graz, Helsinki, Innsbruck, LondonGatwick, Madrid, Manchester, Marsa Alam, MilanMalpensa, Munich, Nantes, Naples, Nice, Oslo, Palma de Mallorca, Paphos, ParisCharles de Gaulle, ParisOrly, Pisa, RomeFiumicino, StockholmArlanda, Stuttgart, Tel Aviv, Toulouse, Venice, Vienna, Zürich |
Seasonal: Alghero, Bari, Biarritz, Brindisi, Cagliari, Corfu, Dubrovnik, Faro, Genoa, Hurghada, Jerez de la Frontera, Kefalonia, Kos, Menorca, Montpellier, Olbia, Östersund, Preveza, Pula, Sylt, Zadar
|Eurowings|| Cologne/Bonn, Düsseldorf, Palma de Mallorca, Salzburg, Stuttgart, Zagreb (ends 31 March 2020) |
Seasonal: Bastia, Dubrovnik, Gran Canaria, Heraklion, Lanzarote, Pula, Rijeka, Sarajevo, Split, TenerifeSouth, Zadar
|Iraqi Airways||Baghdad, Erbil|
|LOT Polish Airlines||WarsawChopin|
|MIAT Mongolian Airlines||MoscowSheremetyevo, Ulaanbaatar|
|Nouvelair||Seasonal charter: Djerba, Monastir|
|Onur Air||Seasonal: Antalya, Istanbul|
|Royal Air Maroc||Casablanca|
|Royal Jordanian||AmmanQueen Alia|
|Ryanair|| Alicante, Bari, Brindisi, Faro, Kraków, Lamezia Terme, Luxembourg, Málaga, MilanMalpensa, Naples, Odessa, Palma de Mallorca, Tel Aviv |
Seasonal: Alghero, Corfu, Heraklion, Ibiza, Kefalonia, Kos, Paphos, Pula, Rhodes
|S7 Airlines||MoscowDomodedovo (ends 7 November 2020)|
|Scandinavian Airlines||Copenhagen, Gothenburg, OsloGardermoen, StockholmArlanda|
|Sundair|| Seasonal: Beirut|
Seasonal charter: Fuerteventura, Gran Canaria, Hurghada, Lanzarote, Tenerife-South
|SunExpress|| Ankara, Antalya, Izmir |
Seasonal: Bodrum (begins 1 May 2020), Dalaman, Gaziantep (resumes 29 May 2020)
|SunExpress Deutschland||Seasonal: Venice|
|Swiss International Air Lines||Zürich|
|TAP Air Portugal||Lisbon|
|TUI fly Deutschland|| Fuerteventura, Gran Canaria, Hurghada, TenerifeSouth |
Seasonal: Corfu, Funchal, Heraklion, Kos, Marsa Alam, Rhodes
Seasonal charter: Dubai-Al Maktoum
|Turkish Airlines|| Ankara, Istanbul, IstanbulSabiha Gökçen |
Seasonal: Adana, Antalya, Gaziantep, Izmir, Samsun, Trabzon
|Ukraine International Airlines||Kyiv-Boryspil|
In 2016, Tegel handled over 60% of all airline passenger traffic in Berlin.
|Rank||Destination||All passengers||Operating airlines|
|Rank||Destination||All passengers||Operating airlines|
|2||Paris-Charles de Gaulle||867,378||Easyjet, Joon|
|3||London-Heathrow||774,372||British Airways, Eurowings|
|4||Vienna||714,409||Austrian Airlines, Easyjet|
|Rank||Destination||All passengers||Operating airlines|
|1||Abu Dhabi||240,289||currently not served following the insolvency of Air Berlin|
|2||Antalya||201,925||Corendon Airlines, Onur Air, SunExpress|
|4||New YorkJFK||187,459||Delta Air Lines|
|5||Tel Aviv-Ben Gurion||173,134||Easyjet, Germania|
Tegel Airport doesn't have a direct rail connection but is connected by several bus routes and motorways.
An underground station directly serving the airport had been planned since the 1960s but it was never built due to the expected closure of Tegel Airport. Note that the Alt-Tegel U-Bahn station and Tegel S-Bahn station do not serve Tegel Airport, but rather the Tegel-quarter of Berlin. Currently (2017) an extension of the Berlin Straßenbahn from Hauptbahnhof to Tegel Airport / and the U6 branch from Kurt-Schumacher Platz to Tegel Airport is being discussed but it is unclear whether this extension will open before the closure of the airport.
The airport has a direct connection to motorway A111 (Exit Flughafen Tegel) which further links it to motorways A10, A110 and A115 (via A110) reaching out in all directions. Taxis and car hire are available at the airport, the city center (Alexanderplatz) can be reached within 25 minutes.
Tegel Airport is in regular tariff area B. There is no additional fee for the BVG services from and to the airport.
There are no recorded fatal accidents involving commercial airline operations at Berlin Tegel itself. However, two commercial flights, one of which was due to arrive at Tegel Airport and the other of which had departed the airport, were involved in fatal accidents. These accidents are listed below:
The following notable, non-fatal incidents involving airline operations occurred at Tegel. These include commercial flights that were about to depart or had actually departed/arrived as well as unscheduled stopovers:
There were also two Cold war era incidents relating to an American and a British airliner that had departed Tegel on international non-scheduled passenger services. Both of these occurred in Bulgarian airspace. The former was a charter flight carrying German holidaymakers to the Bulgarian Black Sea coast, the latter a migrant charter en route to Turkey:
|journal=(help) (various backdated issues relating to commercial air transport at Berlin Tegel)
|journal=(help) (October 1990 until December 1994)
Media related to Berlin Tegel Airport at Wikimedia Commons
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A pilot shortage is shaping the debate over single-pilot cockpits, while Airbus CEO grabs aviation’s third rail with both hands.
As it prepares to fly a hybrid-electric demonstrator in 2024, De Havilland Aircraft of Canada says it’s all about designing an aircraft for a bad day.
DHC and Pratt & Whitney Canada are preparing to heavily modify a retired Dash 8-100 turboprop that will see half of its traditional propulsion replaced with a hybrid design. For the project, Pratt is designing a “new small engine” for sipping fuel at altitude. The 39-seat aircraft will have 20 to 24 battery packs to drive a 1 megawatt electric motor working in tandem with the new engine, providing the necessary horsepower when it’s needed most — at takeoff and climb.
The pull back in commercial jetliner development makes the maturation of its model-based digital tools on the Defense & Space side of Boeing even more important.
A modified ATR 42 began flight trials last week in Connecticut as part of an effort to test technology for single-pilot operations.
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aerospace
|
https://evergreenlogistics.co.tz/services/air-freight-services/
| 2021-04-14T13:15:44 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038077818.23/warc/CC-MAIN-20210414125133-20210414155133-00138.warc.gz
| 0.930925 | 175 |
CC-MAIN-2021-17
|
webtext-fineweb__CC-MAIN-2021-17__0__141272282
|
en
|
Evergreen Logistics Ltd operates as Cargo General Sales Agents for major airlines and offers a full range of services on behalf of the airlines it represents. We are committed to offering cargo clients real time follow-up of cargo movements and improved track and trace capabilities from acceptance of shipments to delivery at the final destination.
Our adherence to the highest standards and performance evaluation in supplying advanced logistics solutions, reliable and measurable services and feasibly effective transportation programs enhances business opportunities for our clients. We provide airline GSA representation and coordinate cargo aircraft ground handling services. These services include:
• Aircraft off-loading
• Aircraft on-loading
• Cargo bulk breaking
• Shipment tracking
• Delivery to consignees
Our team of experienced and well trained personnel provide seamless and quick turn-around logistics support for incoming & outbound cargo aircraft at any of the airport locations in Tanzania.
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aerospace
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https://clarkcountyblog.com/uncategorized/1961938/aircraft-fire-suppression-system-market-statistics-2021-growth-drivers-and-future-scenarios-with-top-key-players-advanced-aircraft-extinguishers-ltd-amerex-corporation-ametek-inc-atec/
| 2022-01-27T20:18:03 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305288.57/warc/CC-MAIN-20220127193303-20220127223303-00684.warc.gz
| 0.89175 | 843 |
CC-MAIN-2022-05
|
webtext-fineweb__CC-MAIN-2022-05__0__89098283
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en
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Global Aircraft Fire Suppression System Market 2021-2028 in-depth study accumulated to supply latest insights concerning acute options. The report contains different predictions associated with Aircraft Fire Suppression System size, revenue, production, CAGR, consumption, profit margin, price, and different substantial factors. Whereas accentuation the key drives and Aircraft Fire Suppression System restraining forces for this market, the report offers trends and developments. It additionally examines the role of the leading Aircraft Fire Suppression System players concerned within the business together with their company summary, monetary outline and SWOT analysis.
Some of the key Players Analysis in Aircraft Fire Suppression System: Advanced Aircraft Extinguishers, Ltd, Amerex Corporation, AMETEK. Inc., ATEC, INC., Collins Aerospace, Diehl Aviation, H3R Aviation Inc., Halma Plc, Meggit Plc, Ventura Aerospace
Download Sample Pages of this research study at –
The fire suppression capability is designed into the airplane as required for Extended Operations and is dependent on airline customer option configuration. The fire suppression systems provide minimum Halon concentration coverage for one hour or more, depending on the airplane model, sufficient to suppress the fire until the airplane lands at the nearest suitable airport. The flight crew commands the discharge of the cargo fire suppression system from the flight deck. This initiates the discharge of halon from fire suppression bottles, which are generally located next to the cargo compartment.
- Increased number of orders for new aircraft across the globe.
- Development of aircraft fire suppression systems using halon alternatives as suppression agent
- Modernization of the existing aircraft are expected to provide lucrative opportunities for the growth of the global market
Predominant Questions Answered in This Report Are:
- Which segments will perform well in the Aircraft Fire Suppression System over the forecasted years?
- In which markets companies should authorize their presence?
- What are the forecasted growth rates for the market?
- What are the long-lasting defects of the industry?
- How share market changes their values by different manufacturing brands?
- What are the qualities and shortcomings of the key players?
- What are the major end results and effects of the five strengths study of industry?
The conclusion part of their report focuses on the existing competitive analysis of the market. We have added some useful insights for both industries and clients. All leading manufacturers included in this report take care of expanding operations in regions. Here, we express our acknowledgment for the support and assistance from the Aircraft Fire Suppression System industry experts and publicizing engineers as well as the examination group’s survey and conventions. Market rate, volume, income, demand and supply data are also examined.
Directly Purchase a copy of this research study at –
Table of content
- Key takeaways
- Research methodology
- Aircraft Fire Suppression System market landscape
- Aircraft Fire Suppression System market – key market dynamics
- Aircraft Fire Suppression System market – global market analysis
- Aircraft Fire Suppression System market – revenue and forecasts to 2028 – component
- Aircraft Fire Suppression System market – revenue and forecasts to 2028 – end-user
- Aircraft Fire Suppression System market revenue and forecasts to 2028 – geographical analysis
- Industry landscape
- Aircraft Fire Suppression System market, key company profiles
The Insight Partners is a one stop industry research provider of actionable solutions. We help our clients in getting solutions to their research requirements through our syndicated and consulting research services. We are specialist in industries such as Semiconductor and Electronics, Aerospace and Defense, Automotive and Transportation, Biotechnology, Healthcare IT, Manufacturing and Construction, Medical Device, Technology, Media and Telecommunications, Chemicals and Materials.
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aerospace
|
https://flyingcarsmarket.com/tag/terrafugia/
| 2024-04-21T09:10:58 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.87/warc/CC-MAIN-20240421071342-20240421101342-00196.warc.gz
| 0.952807 | 209 |
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|
webtext-fineweb__CC-MAIN-2024-18__0__19417943
|
en
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Legislative bodies across the US are actively working to facilitate the registration and licensing of roadable aircraft in all 50 states. Leading this innovative field are two US companies, Samson Sky and Alef, along with two European contenders, Pal-V and Klein. These companies are expected to commence production in 2025.
Surely many are familiar with Luc Besson’s film The Fifth Element, in which Bruce Willis, who plays Korben Dallas, searches the endless tall skyscrapers, hauling a car-like air taxi to the daily filler. The forms of transport seen in Franco-British sci-fi were once thought to be the minimum smile of dreams in our lives, but the 24 years since the cinema was shown proved to be a breathtaking tale, responsible dreamers of transport technology take work seriously, at least most.
Terrafugia, the first manufacturer of modern aircraft, has also entered the on-demand transport market with a cabin solution delivered by a car on the road and an aircraft structure in the air.
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aerospace
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https://amsso.designnews.com/electronics-test/how-autonomous-drone-flies-deep-learning/172264901156787
| 2021-01-25T08:17:29 |
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| 0.946474 | 659 |
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webtext-fineweb__CC-MAIN-2021-04__0__94115371
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en
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Autonomous cars haven't even fully hit the roads yet, and companies are already touting the potential benefits of autonomous drones in the sky – from package delivery and industrial inspection, all the way to modern warfare. But a drone presents new levels of challenges beyond a car. While a self-driving car or land-based autonomous robot at least has the ground underneath it to use as a baseline, drones potentially will have a full 360-degree space to move around in and must avoid all of the inherent obstacles and pitfalls associated with this.
Speaking at the 2017 GPU Technology Conference (GTC), a team of engineers from Nvidia believe the solution to having freely autonomous drones lies in deep learning. Their research has already yielded a fully autonomous drone flight through a 1 km forest path while traveling at 3 m/s, the first flight of its kind according to Nvidia.
“We decided to pick the forest because it's the most complex use case and it applies to search and rescue and military applications,” Nikolai Smolyanskiy, a principle software engineer at Nvidia, told the GTC audience. Forests have challenging light and dynamic environments with light occlusion that make them an absolute nightmare for autonomous flight. Smolyanskiy and his team reason if they can get an autonomous drone to fly through the forest, they can get one to fly almost anywhere.
The drone was a commercially available 3DR Iris+ quadcopter modified with a 3D-printed mount on its underside to hold an Nvidia Jetson TX1 development board, which handled all of the computation. The board was connected to a small PX4Flow smart camera facing downward that was used in conjunction with a lidar sensor for visual-inertial stabilization.
Over the course of nine months of testing, the team initially tried to use GPS navigation to guide the drone, but quickly discovered it was prone to crashes. It also didn't solve the larger question of how you could deploy these drones in remote areas where GPS might not be available (such as in search and rescue applications). “In areas where GPS is not available, you need to navigate visually,” Smolyanskiy said.
|From left: Nvidia engineers Nikolai Smolyanskiy, Alexey Kamenev, and Jeffrey Smith discuss their automous drone project at the 2017 GPU Technology Conference. (Image source: Design News)|
The Nvidia team opted to use a deep neural network (DNN) they called TrailNet to solve the problem, training it to handle orientation and lateral offset to follow a path through the forest. For obstacle avoidance they employed Simultaneous Localization and Mapping (SLAM), the same algorithmic technology being used to help automous cars avoid collisions. SLAM allows the drone to get a sense of itself in 3D physical space as well as where it is in relation to the obstacles around it (in this cases trees, branches, and other foliage).
'We tried several neural network topologies. So far we've found that the best performing is based on S-ResNet-18 with some modifications,” Alexey Kamenev, a senior deep learning and computer vision engineer at Nvidia, told the GTC audience. Deep Residual Learning Neural Networks
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aerospace
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http://www.aeroflight.co.uk/civil/seaplane.htm
| 2024-03-01T05:12:33 |
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| 0.979228 | 2,403 |
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en
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The possibility of combining the ability to fly and the capacity of a marine vessel had been around even before the Wright Brothers flew their Flyer aircraft at Kitty Hawk, N.C. Serious experimentation on this concept began around 1897, but it was not until 1898 that the first attempt to fly a boat was made. Wilhelm Kress, an Austrian, began construction in 1898 on what would eventually be considered to be the first flying boat craft. It was a simple design. A tandem tri-plane frame fitted with two massive floats. Its power plant was a single Daimler 30hp engine, driving two broad propellers. The craft was first tested in October 1901 on a reservoir near Tullnerbach, Austria; it did not make it to the air. Problems with the floats and the aerodynamics of the fuselage doomed the aircraft. Undaunted, Kress pressed on with his ideas, and in 1903, was ready to make another attempt, but by this time the lack of interest on the project and his financial situation forced him to abandon the idea.
Experimentation with flying boats gained a renew interest with the news of the first ever powered controlled flight by the Wright Brothers in Kitty Hawk, NC. On the other side of the Atlantic, the Vosin Brothers, Charles and Gabriel; after receiving the news; promptly commenced work on their own flying boat design. Their hard work finally payoff when on June 6, 1905; Gabriel became the first man to take-off and land a plane on a body of water. Although the aircraft was used as a glider, which required an external power source to propel it into the air, the craft did prove the feasibility of the concept. The next aircraft design by the Vosin Brothers was destined to be a groundbreaker. Named the Bleriot III after the individual who requested the craft’s design and production; this new concept was made out of two wing structures in an ellipse form placed on tandems. The complete airframe floated on water by function of skids surrounded by sealed tubes. On a clear morning in May 1906, the Bleriot III was ready for the first of a series of tests intended to prove the aircraft’s airworthiness. In each test, the aircraft performed badly, leading the Brothers to suspend further collaboration with Bleriot on this particular project. Bleriot, unmoved by the Brother’s decision, tried himself to build a workable seaplane. In late 1906 he was ready for another set of trials, and again, the results were less than promising.
In the other side of the Atlantic, the United States military was quickly to recognize the potential of a sea-based plane. During the month of November 1908, an American aviation pioneer by the name of Glenn H. Curtiss performed an airframe modification to his already successful airplane, the June Bug. He removed the wheel undercarriage and replaced with a tandem of wooden floats covered by canvas. The new plane, named Loon, was first tested in late November 1908. Initial test results were somewhat promising. The Loon was able to lift itself from the water but with a relatively slow speed of 25mph; the Loon was not able to accelerate enough to gain air stability. The hydrodynamic drag caused by the massive floats was too much for the engine to propel the aircraft above that speed. Nevertheless, encourage by the test results on the Loon, Curtiss expanded his research. He followed the Loon with the modification of the Curtiss Model D for water duties. In this configuration, the Model D was fitted with a single canoe decked over with canvas. This configuration presented Curtiss with the same problems as before: hydrodynamic drag. But as with the Loon, the results were promising enough to encourage Curtiss to invest more resources on the project.
What history had in store next for Curtiss was truly groundbreaking. In early 1910, the U.S. Navy, after being refused by the Wright Brothers, asked the newly formed Curtiss Company to build an aircraft capable of taking-off from a platform installed on a warship. On November 14th, 1910, Eugene Ely, a Curtiss Company test pilot; successfully took-off from a provisional platform installed on the USS Birmingham near Hampton Roads, Virginia. A series of take-off flights followed, culminated with a successful landing of a Curtiss built plane on a provisional platform installed on the USS Pennsylvania in January 1911. However impressive these tests had been, the Navy’s top brass was not overly impressed. They focussed their attention on the development of an aircraft that could be launched and recovered by a battleship in times of conflict.
For the next phase of story of the development of the seaplane as a realistic alternative, one needs to look at a young French engineer. Henri Fabre, was born in Marseille in 1882 and since his early teen years he devoted his time in the study of aerodynamic forces. He experimented with kites and aircraft models to look at how aerodynamic characteristics of airframes and wings are affected by wind flow. He also studied the effects of hydrodynamic forces on a structure. Thus giving him an inside look at the forces that affect air travel. His first attempt at building a seaplane was a simple design. A conventional monoplane was modified to carry two floats mounted under the wing structure in a catamaran-type configuration. A small float was added to the tail section of the fuselage. The aircraft was powered by three Anzani engines capable of generating a 12hp each. They drove a single tractor propeller. The first series of test occurred in July 1908 and achieve little, if any, positive results. Reasons for the failure were never properly explained, but most aviation historians place the blame on the weight of the floats.
For his next design, Fabre chose a canard layout. On this configuration, the main wing structure was placed at the rear of the fuselage, with two small canard wings near the front. The idea behind the concept is simple. The canards, Fabre thought, would give the aircraft a long sought longitudinal stability. His first test of this new concept was performed on Christmas eve, 1909. The aircraft, powered by a single Anzani engine, took-off for a brief time, but ultimate fell hard to the water due to its underpowered characteristics. The relative short flight did show that the canard configuration could provide air control to the aircraft once airborne. Realizing that the aerodynamics was sound, Fabre promptly went out to find a more powerful engine to propel his new design. After searching hard for a power plant, a friend recommended to Fabre the Gnome’s Omega 7 cylinder rotary engine. The Omega was capable of generating 50 hp and its weight was a respectable 165 lb. With the engine now in hand, Fabre began the development of a new seaplane. As was in the case before, the new plane was centered on the canard wing configuration. What varied from previous designs was the massive wing area, now composing 258 sq ft. The Omega engine was installed at the end of the aft in the main frame. It was located in this area because Fabre calculated that a pusher-type system would better achieve the necessary lift-power ratio needed to propel the aircraft into a stable and controlled flight.
Testing on this new concept commenced in early March 1910. Immediately, taxing testing showed the aircraft’s sound aerodynamic characteristics. On the morning of March 11th, 1910 the Hydravion, the new name for the aircraft, was ready to take to the air for the first time. It was towed to the middle of the Etang de Berre. With nothing more that calm water surrounding the test site, the Omega engine was brought to life. Immediately, the aircraft responded to the Omega and the Hydravion achieved substantial speed in the water. After more taxi testing, the Hydroavion took to the air on that same day. In series of relative short flights, the Hydroavion once again demonstrated its ability to achieve flight status. Fabre continued his experiments into the spring of 1910. All successful flights, but on May 18th, 1910, with Fabre himself at the controls, the Hydroavion lost control and fell into the water from an altitude of approximately 130 ft. The crash did little to alter the course of the programme, the Hydroavion was recovered and repaired, but it did affect Fabre deeply, it is said that he never flew another aircraft after the incident.
Back in America, Glenn Curtiss was observing with interest the progress made by Fabre. He even took time to visit Fabre in late 1910. By this time, Curtiss had moved his winter flying operations to North Island in San Diego, CA. There, the weather was more conduits for sea-flight experimentation. After many months of research, Curtiss, now with the assistance of Lieutenant Ellyson, a brilliant U.S. Navy engineer that specialized in physics and mechanics; determined that the main obstacle to achieving flight status on a seaplane was the shape of the floats. They researched many forms of floats, eventually settling on a configuration first suggested by Fabre: the use of a flat bottom with a positive trim angle. On January 26th, 1911, after years of extensive research and development, Curtiss saw his dream come true when his new seaplane design, a bigger canoe configuration airframe fitted with the new floats; took to the air. The test result was more than promising; they inspired Curtiss to redouble his efforts. They did extensive modifications on the canoe frame as well as in the float configuration to make them flight operational.
Curtiss, now embolden by the test results, decided to call his old friend, Captain Charles F. Pond of the USS Pennsylvania. The same ship platform that Curtiss used for his ground breaking experiments; and asked him if he would mind that Curtiss made a ship call on the Pennsylvania, now anchored off San Diego Bay. Pond, who was at the time one of the few true advocates of naval aviation, was ecstatic about the possibility and gave Curtiss the go ahead order. On February 1911, Curtiss took-off from his base at North Island and proceeded to land at the side of the Pennsylvania. After arriving, the ship used its boat crane to lift up the aircraft to the deck, the same concept was used to put the plane back in the water. This amazing exercise performed by Curtiss was the first step in the operational development of the seaplane by the U.S. Navy. After the demonstration, Curtiss went on to develop several series of flying boats in 1912, some of them served in the Great War two years later. In France, Fabre recognized Curtiss’s achievements and promptly proclaimed him as the father of the operational seaplane. Fabre, sensing that there was not much new ground to break at that time, decided to abandon major experimentation with seaplanes. That did not mean that Fabre stopped completely his association with flying boats. He supplied floats pieces to many countries during the years up to the Great War, and during the conflict, he was placed in charge of the vaunted Saint Raphael Naval Aviation Depot.
The colorful story of the birth of the seaplane is actually the story of two dedicated and visionary men, Glenn Curtiss and Henri Fabre. The seaplane was born out of their collective dedication and vision. Their need to prove a new and untested concept improved our understanding of how aerodynamic forces affect a sea-based flying platform. We are indeed grateful for their compliments and contributions to the development of the airplane in an era dominated by skeptics and doubters. They truly gave birth to the seaplane.
– Raul Colon
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aerospace
|
http://feedbox.com/tag/impact-event/
| 2017-06-25T17:24:14 |
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It won’t be a tsunami. Nor an earthquake. Not even the crushing impact of the space rock. No, if an asteroid kills you, gusting winds and shock waves from falling and exploding space rocks will most likely be to blame. That’s one of the conclusions of a recent computer simulation effort that investigated the fatality risks of more than a million possible asteroid impacts.
In one extreme scenario, a simulated 200-meter-wide space rock whizzing 20 kilometers per second whacked London, killing more than 8.7 million people. Nearly three-quarters of that doomsday scenario’s lethality came from winds and shock waves, planetary scientist Clemens Rumpf and colleagues report online March 27 in Meteoritics & Planetary Science.
In a separate report, the researchers looked at 1.2 million potential impactors up to 400 meters across striking around the globe. Winds and shock waves caused about 60 percent of the total deaths from all the asteroids, the team’s simulations showed. Impact-generated tsunamis, which many previous studies suggested would be the top killer, accounted for only around one-fifth of the deaths, Rumpf and colleagues report online April 19 in Geophysical Research Letters.
“These asteroids aren’t an everyday concern, but the consequences can be severe,” says Rumpf, of the University of Southampton in England. Even asteroids that explode before reaching Earth’s surface can generate high-speed wind gusts, shock waves of pressure in the atmosphere and intense heat. Those rocks big enough to survive the descent pose even more hazards, spawning earthquakes, tsunamis, flying debris and, of course, gaping craters.
While previous studies typically considered each of these mechanisms individually, Rumpf and colleagues assembled the first assessment of the relative deadliness of the various effects of such impacts. The estimated hazard posed by each effect could one day help leaders make one of the hardest calls imaginable: whether to deflect an asteroid or let it hit, says Steve Chesley, a planetary scientist at NASA’s Jet Propulsion Laboratory in Pasadena, Calif., who was not involved with either study.
The 1.2 million simulated impactors each fell into one of 50,000 scenarios, which varied in location, speed and angle of strike. Each scenario was run with 24 different asteroid sizes,…
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aerospace
|
https://www.dactec.ie/product-category/aerospace-chambers/
| 2023-05-30T05:50:13 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224645089.3/warc/CC-MAIN-20230530032334-20230530062334-00599.warc.gz
| 0.8866 | 104 |
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Taking off successfully and landing safely are the most important obligations for the aerospace industry, these aerospace chambers simulate the critical parameters in advance. The dimensional accuracy of individual components must be just right to ensure that they fit into the system perfectly.
This is also true for composite materials with differing thermal expansion coefficients. With our heating technology systems, you can achieve homogeneous shaping results across an entire surface.
See also our Environmental Test Chambers and our range of Heating and Drying Ovens and Explosion Proof Ovens.
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aerospace
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https://banksnews.today/sunexpress-granted-permission-to-begin-operations-in-pakistan/
| 2023-06-06T07:23:32 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652235.2/warc/CC-MAIN-20230606045924-20230606075924-00730.warc.gz
| 0.951992 | 414 |
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|
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|
en
|
Turkiye’s SunExpress airline has been given the green light to begin operations in Pakistan. The federal cabinet authorized the summary, allowing the new airline to operate on the Pakistan-Turkey route. This decision came after the Turkiye government requested Pakistani authorities to allow SunExpress, an Antalya-based Turkiye-German airline, to operate flights on the route.
It should be noted that two Pakistani airlines, government-owned Pakistan International Airlines (PIA) and Airblue, already fly the same route. Turkiye Airlines and Pegasus Airlines have also been nominated for operations by Turkiye. Pegasus, Turkiye’s private airline, started operations in Pakistan back in February 2020.
The Civil Aviation Authority’s air transport section has given an official flight notification to Turkiye carrier Pegasus. The airline runs four weekly flights between Karachi and Istanbul. With SunExpress now entering the market, it is expected to increase competition and offer passengers more options when traveling between Pakistan and Turkiye.
The decision to allow SunExpress airline to fly in Pakistan followed Turkiye President Erdogan’s successful visit to Pakistan. This move is expected to further strengthen the bilateral relations between Pakistan and Turkiye, as well as boost tourism and business travel between the two countries.
The addition of SunExpress to the Pakistan-Turkey route is also expected to provide a boost to the aviation industry in Pakistan, which has suffered in recent years due to various factors including security concerns and the COVID-19 pandemic. With the new competition, it is hoped that airlines in Pakistan will be able to improve their services and become more competitive.
The permission granted to SunExpress to begin operations in Pakistan is a positive development for both countries. It is expected to strengthen bilateral relations, boost tourism and business travel, and provide a much-needed boost to the aviation industry in Pakistan. With more competition on the Pakistan-Turkey route, it is hoped that airlines in Pakistan will improve their services and become more competitive in the region.
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aerospace
|
https://1234infos.com/china-sends-shenzhou-12-manned-spacecraft-on-historic-mission/
| 2022-08-09T13:57:21 |
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| 0.944534 | 363 |
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en
|
China on Thursday launched a spacecraft carrying three astronauts to a part of a space station that is still under construction to keep any citizen as long as possible in near-Earth orbit.
A “Long March 2F” missile carrying the “Shenzhou-12” vehicle, which according to the Chinese means “divine ship”, was launched at 9:22 am Beijing time (0122 GMT) from the Jiuquan Satellite Launch Center in the northwest province of Gansu, heading for to the Tianhe module of the Chinese Space Station. Read also Within an ambitious space program: China launches the main capsule for its space station Will it fall over our heads? The Chinese Space Administration is having difficulty returning a rocket safely to Earth Global interactions and fears of the danger of a Chinese missile falling on a populated area… Where will it fall? Interplanetary Dragon .. Is China really seeking to colonize space?
Shenzhou-12 is the third of 11 missions – 4 of which are manned – needed to complete China’s first space station. Construction began last April with the launch of Tianhe, the first and largest of the three station units.
The three astronauts, Nie Haisheng, 56, Liu Poming, 54, and Tang Hongbo, 45, are scheduled to work and stay for three months on the Tianhe Module, the living part of the space station.
During their stay on the cylindrical unit, which is slightly more than the size of a bus, the three occupants will experience the unit’s technologies, including its living support system. They will also monitor how they will be in space, both physically and psychologically, for an extended stay. A next mission to the space station will last 6 months.
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aerospace
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https://z-news.link/the-sun-is-the-greatest-mystery-of-our-solar-system/
| 2021-01-24T18:07:39 |
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| 0.93933 | 468 |
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|
webtext-fineweb__CC-MAIN-2021-04__0__270329704
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en
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As once said by the famous theoretical physicist Stephen Hawking, we live on an unremarkable planet orbiting an unremarkable star. However, we have a chance to know the Universe. This busy NASA engineers. Remember the Parker apparatus Solar Probe, which goes straight to the Sun? At the moment the probe is at a distance of 24 million kilometers from the Sun, closer than mercury. In future, the apparatus will go through the outer atmosphere of a star to be exposed to temperatures exceeding 1 million degrees Celsius. Despite the fact that the journey of the probe only lasts a year, the data shared with researchers, were amazing. Scientists say that the probe was the first to consider our home a star from such a close distance.
The researchers rightly believe in the mission of the unit most difficult in the history of space exploration
Researchers from NASA published the first results based on data obtained from the probe Parker in early December. According to the first four works, which are published in the journal Nature, the solar corona unleashes powerful streams of energetic particles known as the solar wind, which can be observed throughout the solar system, far beyond Pluto. Data show that the solar wind is much more turbulent near the Sun than in the vicinity of our planet at a distance of tens of millions of kilometers. The researchers also found that changes in the solar magnetic field accelerate “flowing” from the Sun particles are much faster than predicted by any of their models. Moreover, near the surface of the star, its magnetic field rotates 180 degrees, thereby stimulating the solar wind to record speeds.
<code>And some of the results of this impressive space mission you expect? Share your impressions in the comments with participants in our Telegram chat </code>
Noteworthy is the fact that researchers would be unable to obtain such detailed data by studying the star from the planet’s surface. Gradually approaching the Sun, Parker makes the most complex robotic space exploration in the history, because if you think about it, to reach the Sun much more difficult than to leave the star system. Recall that earlier this year we told you about the record of the space probe of NASA. Hopefully in the future these findings will help researchers better understand how the life cycle of the Sun, and the evolution of stars.
© 2019, paradox. All rights reserved.
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aerospace
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http://www.playairplanegames.com/our-report-on-flightprosim.html
| 2013-06-18T07:53:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368707186142/warc/CC-MAIN-20130516122626-00016-ip-10-60-113-184.ec2.internal.warc.gz
| 0.946294 | 421 |
CC-MAIN-2013-20
|
webtext-fineweb__CC-MAIN-2013-20__0__5134391
|
en
|
This particular Air travel Sim application is a lot more practical compared to some other ruse software program obtainable. It is often made to give you the feeling that you are actually traveling. I have found that this only way you will get close to this real life traveling feeling is by using this software. It bring you close to everything you can think of, from landscape, aircraft reactions, to planetary alignments & motions, sunshine, celestial satellite, and so on
Airline flight simulators are more comfortable with teach airline flight deck hands regarding regular running processes and in addition urgent situation processes. Regarding noticeable factors, the particular urgent situation processes can not be analyzed flying. Airline flight simulators may be used to teach regarding problems and also failures from the motor or perhaps methods, for instance electric methods, hydraulics, stress, devices, and so on For their important role in unexpected emergency procedure exercising and training in common, trip simulators tend to be subject to stringent regulation and security inspections. Air flow security body such as the European Aviation Security Organisation and the US Federal Aviation Current administration have to certify and test simulators to ensure that they meet the required standards for each type.
Something that has been dropped in lots of airline flight simulators had been they concentrate deep into army and also beat aircrafts. FlightProSim however, all fits in place and also types an entire deal with planes, virtually every type you may realise with. Aside from luxury army jet fighter aircraft and also choppers, additionally you obtain a opportunity to test out your nervous feelings upon aeroplanes such as the 747, the particular rapport and also those people little chartered aircraft by using minimum seats. With all the FlightProSim the actual atmosphere is actually the actual limit and you should fasten your own seat belts up to enjoy this fantastic bundle.
I have always been an baver regarding fighter jets but obviously in no way got a chance to soar inside them. But now, thanks to FlightProSim, I now got the chance to fulfil the desire traveling by air a military fighter aircraft through these commercial airline games.
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aerospace
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https://www.baesystems.com/en-us/our-company/about-us/bae-systems-inc/community-investment/remember-honor-support/joe-kerr
| 2020-11-29T02:01:08 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141195967.34/warc/CC-MAIN-20201129004335-20201129034335-00461.warc.gz
| 0.959954 | 657 |
CC-MAIN-2020-50
|
webtext-fineweb__CC-MAIN-2020-50__0__106240961
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en
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Can you share a bit about your responsibilities while serving in the military?
I was responsible for directing, planning, managing and conducting activities to collect, analyze, exploit, produce and disseminate intelligence information, including signal, imagery and measurement and signature intelligence. I used processed intelligence information to support military operations, prepare intelligence assessments and provide support to air operations, special missions and weapon system acquisitions.
What are you most proud of from your experience in the military?
It’s hard to pick a single experience that I’m most proud of, but my support to Operation Medusa was a highlight. While deployed to Kandahar, Afghanistan I served as the Director, Intelligence, Surveillance, and Reconnaissance (ISR) Operations. My small team of Air Force and Army intelligence specialists planned and executed the ISR missions for Operation Medusa. The goal of Medusa was to establish government control over an area of Kandahar Province that was under the control of Taliban fighters. Fighting raged for several days, supported by airstrikes and artillery targeting insurgent forces identified by my ISR team. At the time, Operation Medusa was the most significant land battle ever undertaken by NATO.
What interested you in continuing to support the mission following your military career?
I got to know the name BAE Systems well during my Air Force days. As an airborne intelligence officer, I spent time flying as a crewmember aboard the U.S. Air Force’s EC-130E Airborne Battlefield Command and Control Center, and three years as an Exchange Officer to the UK Royal Air Force flying as aircrew on the Nimrod R-1. Both of these aircraft had BAE Systems produced self-protection and SIGINT collection and signals processing equipment onboard. When it came time for me to start my civilian career, I was naturally drawn to companies who I came to know and trust during my service.
Ultimately, the reason I chose BAE Systems was because I was offered a role overseeing an intelligence program providing direct support to our forces overseas. The work we perform at BAE Systems continues to deliver impactful mission outcomes for both the Department of Defense and intelligence community on a daily basis. The opportunity to continue serving my country, combined with company’s culture of teamwork and support, made coming to BAE Systems an easy transition.
Why is it important to Remember. Honor. Support. our active duty, reservists, military veterans and military families?
For me, it’s personal. My uncle served 20 years in the Marines with two combat tours in Vietnam. My daughter hopes to attend the Air Force Academy, and my son is planning to earn his commission with the United States Marine Corps. Being part of the service is a special legacy that should be applauded.
I’ve had the honor and privilege to meet a lot of veterans and their family members who’ve served and sacrificed tremendously. They’ve earned our enduring respect and appreciation.
For additional information about National Military Appreciation Month, visit our Remember. Honor. Support. site. If you are a veteran looking for career opportunities, visit our veteran hiring site, and see for yourself why BAE Systems has been named a top employer for veterans by multiple military organizations.
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aerospace
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https://www.aeroflyhobbies.com/flight-controllers/63-dji-naza-m-v2-multi-rotor-stabilization-controller-wgps.html
| 2022-12-02T23:51:47 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710916.70/warc/CC-MAIN-20221202215443-20221203005443-00548.warc.gz
| 0.84323 | 293 |
CC-MAIN-2022-49
|
webtext-fineweb__CC-MAIN-2022-49__0__26187637
|
en
|
DJI Innovations Naza-M V2 Multi-Rotor...
DJI Innovations Naza-M V2 Multi-Rotor Stabilization Controller with GPS. The Naza-M is a light weight multi-axis controler designed for multi-rotor enthusiasts. It is a small all-in-one module that supports firmware upgrades with extendible data ports.
The Naza–M GPS greatly enhances the functionality of Naza-M.
Warning: Last items in stock!
With the updated firmware, attitude stabilization algorithm and optimized control, the Naza-M V2 delivers improved flight performance, even without the GPS module. It has an updated, smoother take-off algorithm and supports double spring transmitters, so every time you let go of the throttle stick the aircraft will hover.
The Naza PMU V2 has enhanced BEC functionality and provides extendable CAN BUS ports, which can support iOSD, and the Zenmuse H3-2D gimbal (pitch control). Support is also included for an optional Bluetooth LED module (not included) to allow parameter adjustment via a mobile APP (future firmware upgrade required for this function).
NOTE: Naza-M is not recommended for heavy payloads. WooKong-M is recommended for these applications.
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aerospace
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https://www.garfield.merton.sch.uk/News/Garfield-heads-into-space/
| 2021-01-25T22:54:02 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704792131.69/warc/CC-MAIN-20210125220722-20210126010722-00378.warc.gz
| 0.900424 | 111 |
CC-MAIN-2021-04
|
webtext-fineweb__CC-MAIN-2021-04__0__124267039
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en
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Garfield heads into space!
We've just had an amazing assembly from the Magnetometer Instrument Manager from Imperial College London - thank you so much! Garfield Primary School's name will be going into space on the Solar Orbiter spacecraft which will be launched from Cape Canaveral, Florida in February.
The launch should be streamed live on:
This is a great site which is all about Solar Orbiter for kids:
And the mission has a website here, which is a bit more detailed:
You can also follow via twitter:
And the mission
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aerospace
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https://www.pilotonline.com/topic/elon-musk-topic/0/
| 2021-09-25T10:43:18 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057615.3/warc/CC-MAIN-20210925082018-20210925112018-00173.warc.gz
| 0.921874 | 140 |
CC-MAIN-2021-39
|
webtext-fineweb__CC-MAIN-2021-39__0__23560952
|
en
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- The train of lights was actually a series of relatively low-flying satellites launched by Elon Musk’s SpaceX as part of its Starlink internet service earlier this week.
- "Why Not Me? documentary chronicles the saga of heart transplant and return to the field by former New Kent High football player Juan Mikel-Jones.
- The space agency's administrator, Jim Bridenstine, said before Wednesday’s planned launch of two NASA astronauts aboard a SpaceX rocket that Elon Musk’s company is already getting customers eager to blast off.
- Tesla CEO Elon Musk confirmed on Twitter Monday that the company has restarted its California factory in violation of local government orders.
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aerospace
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https://blogs.mentor.com/jvandomelen/blog/2011/11/30/design-test-and-verification-for-space/
| 2017-07-23T12:44:28 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424559.25/warc/CC-MAIN-20170723122722-20170723142722-00370.warc.gz
| 0.926005 | 567 |
CC-MAIN-2017-30
|
webtext-fineweb__CC-MAIN-2017-30__0__215926985
|
en
|
Design, test, and verification for space
The good news: The aerospace market is alive, active, and growing in number and strength. The bad news: The mil/aero market seeks new, cutting-edge solutions (from individual components to comprehensive systems) that are not only well designed, but thoroughly tested and verified. (And if this geek had his say, they would be designed, tested, and verified using trusted, high-end, industry-proven software tools.)
Now, when government and commercial aerospace officials use terms and phrases such as “new”, “cutting edge”, and “bleeding edge” in their quest for aerospace solutions, what this geek and mil/aero veteran really hears is “unproven and untested”.
This geek loves innovation. Loves it. Can’t get enough of it, in fact. Show this geek a new widget and he will want to acquire it, put it to work, push it to its limit, and take it apart to see how it ticks (putting it back together is optional). Launching it into space, however, is a whole different thing entirely.
Space is among the harshest of environments. Systems, single elements, and structures are subjected to extreme temperatures (heat and cold), shock and vibration, and radiation. Further, the technology onboard often needs to withstand decade upon decade in space, subjected to harsh environmental conditions and extremes while continuing to work reliably throughout its operational lifetime. After all, on-location maintenance is both difficult and expensive (although this geek would happily volunteer to work in space).
Aerospace solutions—from electric wiring harnesses to thermal management systems to radiation-hardened electronics—should be extensively tested and verified. Cutting-edge software tools enable engineers to ensure that even the most novel, bleeding-edge designs not only meet all specifications and requirements, but also fulfill their intended purposes.
Posted November 30th, 2011, by J VanDomelen
aerospace, aviation, bleeding edge, cutting edge, design, design automation, EDA, electric, electrical, electronic, embedded systems, engineer, geek, hardware, mentor, Mentor Graphics, Mentor.com, mil-aero, milaero, military, new, space
- Military and aerospace exports, particularly commercial aircraft, jumped up in 2015
- NASA to ignite fire in space.
- The human body in the environment of space
- A year in space, a harsh, high-radiation environment
- Non-stop: The battle begins
- Helicopters on the rise
- Unmanned Aircraft Upswing
- Future Firefights
- Waging War on Wildfires
- Unmanned Aircraft Take Aim at Wildfires
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aerospace
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https://dronelame.com/products/aircraft-helicopter-headless-mode-fpv-remote-quadcopter-drone-2-4ghz-6-axis-gyro-wifi-3d-flips-uav
| 2019-11-20T11:37:33 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670558.91/warc/CC-MAIN-20191120111249-20191120135249-00282.warc.gz
| 0.776609 | 623 |
CC-MAIN-2019-47
|
webtext-fineweb__CC-MAIN-2019-47__0__75556120
|
en
|
- View all products (0)
- Your cart is currently empty.
Availability: In Stock
Aircraft Helicopter Headless Mode FPV Remote Quadcopter Drone 2.4GHz 6 Axis Gyro Wifi 3D Flips UAV
Hurry, there are only 1000 item(s) left!
X15 2.4GHz Wireless WiFi 4 Channel 6 Axis Gyro 1080P 2.0MP FPV Camera Video Remote Control Quadcopter Drone Description:- With 2.0MP 1080P camera, can capture more beautiful pictures or video during flight time.- Mobile phone APP remote control the camera, WiFi connection.- 2.4GHz working frequency with strong anti-interference, long distance control and fast response ability, the drone will not interfering with each other.- 4 Channel which can do upward, downward, forward, backward, left sideward fly, right sideward fly, fine-tuning and stunt rolling 3D flips.- It has 6-axis gyro which can have more stable flying and be easy to control.- 3D flips with incredible agility provides an aerial stunt show.- Low and high speed adjustable.- The headless mode enables the operator to control the drone freely, no need to adjust the position of aircraft before flying.- One key to return, more convenient to operate.- A key to restore the factory settings function.- Remote control with remote display, easy to operate.- Long remote control distance, max. about 150 meters.- Innovative aerial new model, stable flight.Pairing method: First, power on the drone, and then power on the remote control, finally toggle the left remote joystick upward and downward.Note: The mobile phone APP only can control the camera to shoot or video, can NOT control the drone flight ! And you cannot control the camera if your mobile phone does not download the APP remote.Specifications:Model: X15Applicable age: 14 years old or olderControl mode: wireless remote controlConfiguration frequency: 2.4GHzRemote distance: about 150 metersNumber of axis: 4 axisGyroscope: 6 axis gyroMotor: Core motorAircraft charging time: about 60 minutesAircraft charging method: adapter (US plug AC 100-240V)Flight time: about 10 minutesPixels: 2 million Picture format: JPEGPhoto pixels: 1080P Video format: MP4Video resolution: 480 * 360Camera recording mode: mobile phone APP controlLink: Mobile WiFi connect with the droneColor: white / black Appearance material: plasticAircraft battery: 3.7V 2000mAh lithium battery (included)Remote battery: 6 x 1.5V AA batteries (not included)Drone size: 29 * 29 * 10cm (excluding blade propeller, protective frame, tripod)Drone weight: 507g (including battery, without propeller, protective frame, tripod, camera)Please refer to the manual in detail.Notice:1. Please allow 1-3 cm tolerance due to manual measurement.2. Different displays show the same picture may be slightly differences.Thx for your understanding. :)
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aerospace
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https://afta.ie/category/squawks/page/23/
| 2020-07-05T07:43:28 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655887046.62/warc/CC-MAIN-20200705055259-20200705085259-00306.warc.gz
| 0.966006 | 408 |
CC-MAIN-2020-29
|
webtext-fineweb__CC-MAIN-2020-29__0__148875165
|
en
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Some great photos taken by AFTA senior instructor Barry Twomey while on a recent survey flight. AFTA have a modern fleet of single & multi engine aircraft ideal for all types of photo and survey work.
Cork city looking great from the air as AFTA’s primary night rating instructor Fergal Daly puts his students through their paces in glass cockpit EI-OOR. For anyone wishing to complete a night rating before the clocks go forward please call us on 021-4888737 to book.
Congratulations to AFTA student Tom Barry on successfully completing his MEIR flight test yesterday at the academy. Tom pictured here with AFTA Deputy CFI Seb Pike. Well done Tom!!!!
Atlantic flight training Academy was recommended to me by past pupils from the school who are now working as Captains in Various Airlines. I attended their Seminar that was held in Dublin and was really impressed by how the school presented themselves and how helpful they were in advising me in the next steps I […]
Congratulations to Libyan cadet Elaref Esseri on completing his first solo flight at the academy last week. Elaref pictured here with his instructor, Gerry Humphreys.
Some great pictures from AFTA hour builder Liam Williams on a recent navigation flight to Kerry. Thanks for the great shots Liam!!!!
Another successful photo flight completed for aerial photographers Dennis Horgan and Conor Sheridan yesterday at AFTA, pictured here with Senior Instructor Barry Twomey.
Some great photos of West Cork and Kerry taken by AFTA senior instructor Barry Twomey while on an FIC flight with student Paul Harris.
Congratulations to AFTA integrated student Richard Roche on completing his CPL qualifier yesterday. Richard visited Shannon, Sligo and Waterford airports on his trip before returning to Cork. You picked a great day for it Richard!!!!!!
Congratulations to AFTA integrated student Ryan Blake who completed his first solo today. Ryan pictured here with his instructor Barry Twomey. Congrats Ryan and keep up the hard work!!!!
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aerospace
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http://www.crookedbrains.net/2008/01/presidential-planes.html
| 2017-04-27T20:37:03 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122621.35/warc/CC-MAIN-20170423031202-00135-ip-10-145-167-34.ec2.internal.warc.gz
| 0.924985 | 1,478 |
CC-MAIN-2017-17
|
webtext-fineweb__CC-MAIN-2017-17__0__269260173
|
en
|
(Image credit: Daniel Talbot).
(Image credit: Jeff Gilbert).
Two 737 Boeing Business Jets & three Challenger 604s are used by the Governor-General, Prime Minister & Minister for Foreign Affairs that are run by No. 34 Squadron of the Royal Australian Air Force. These aircrafts are regularly used for both domestic & international travel.
This customized model of the Airbus A319 was named Santos-Dumont & when the aircraft is transporting the President of Brazil it uses the call sign FAB 001 (Brazilian Air Force One).
VIP fleet consists of five Airbus A310-300s (CC-150 Polaris), & four B. Challenger 604 business jets (CC-144), flown by crews of 437 Transport Squadron, based at CFB Trenton, as part of Air Transport Group, along with a detachment from 412 Squadron in Ottawa & is managed by Canadian Forces Air Command.
These planes primarily fly members of the Canadian Royal Family, Governor General of Canada, the Prime Minister apart from other high-ranking officials & foreign dignitaries.
Presidential Plane with Mig-29.
(Image credit: Alexander Mar ).
Air transportation for the President of the PRC is run by the national carrier of PRC.
A Boeing 767 was purchased by the government for use by President in 2000. Delta Air Lines originally ordered Boeing 767. But an international incident occurred in 2001 when the government claimed it had discovered 27 spying gadgets in the aircraft's interior. Now the aircraft is a part of civil airlines after being refitted in San Antonio, Texas.
(Image credit: Kai block).
The fleet consists of two Airbus A319, a B. Challenger 600, two Tupolev Tu-154, & two Yakovlev Yak 40s for the President, Prime Minister, members of Government & Parliament of the Czech Republic, & is managed by the Czech Air Force.
Gambia uses an Il-62 for their VIP flights.
Germany's senior government officials use two Airbus 310-304 aircrafts, previously of East Germany's Interflug, redesigned as Airbus 310 VIP by Lufthansa Technik for medium and long distance travel. The airplanes are named after Konrad Adenauer (10+21), after the first chancellor of (West) Germany, and Theodor Heuss (10+22), after Germany's first President.Italy:
Additionally, the German Air Force's Special Air Mission Wing Federal Ministry of Defence (Flugbereitschaft) runs six Challenger 601 jets (registration code 12+01/12+06) and three Eurocopter Cougar AS532 helicopters to handle the transportation needs of representatives of the German Government, Parliament and Military.
(Image credit: Aeronautica).
The Italian VIP fleet consists of three Airbus Corporate Jets. One Airbus is equipped with 30 seats that is primarily used by the Prime Minister or President. The other aircraft has 50 seats for use of government officials. Apart from this, there are four smaller Dassault Falcon 50s & five Dassault Falcon 900s are also part of this fleet.
The Japanese fleet is run by the Japan Air Self-Defense Force & consists of two Boeing 747-400 (20-1101 & 20-1102) aircrafts primarily used by the Prime Minister, the Emperor, Empress & other members of the Imperial Family.
The planes are officially called seifu-senyo-ki in Japanese & Japanese Air Force One/Two in English.
(Image credit: James Richard C. Jr.).
(Image credit: Daniel Havlik).
In 1987, a Boeing 757 was exclusively made for the transportation of Mexico's President. TP-01 is the plane's official name when President is on board.
(Image credit: Airsceneuk).
The VIP transporter here is a Fokker 70 (F28-0070) used by the Prime Minister & Dutch Royal family & government officials.
The President of Nigeria uses a Boeing Business Jet (737) maintained & run by The Nigerian Air Force.
The VIP fleet of New Zealand consists of two Boeing 757-2 primarily used by the Prime Minister, New Zealand Monarch, other members of the Royal Family, & other government officials.
The official aircraft of the President of Peru is a Boeing 737-500.
The President of Russia uses two Ilyushin Il-96-300PUs which are run by Russia State Transport Company.
'At least one of the aircraft was refitted as a VIP transport in 2001 by a British company for a price of GBP 10 million. As pictures made to the Internet in 2007 indicate, the luxurious refit included gold-plated bathroom fittings, marble floors, silk-lined walls and other expensive amenities.'
Here are those images:
'The interior decoration of the plane by Britain's Diamonite Aircraft Furnishings was worth some $17 million. On the whole, the President's planet cost the Russian budget from $45 to $60 million, according to various estimates. The interior space includes the President's study and bedroom as well as premises for his staff, securities, other personnel, bathroom, lavatory, kitchen and conference room. '
(Image credit: Uros).
Serbia's current Presidential plane is in the middle (Dassault Falcon 50) & the newest one is the Learjet in the front.
The Serbian VIP fleet consists of Dassault Falcon 50 (YU-BNA) & a Learjet 31A (YU-BNZ) which is the responsibility of the Avio Service of Serbia.
The VIP transport of Thailand consists of a 737-800 & Airbus A319CJ named "Thai Ku Fah" for government flights.
Air transport for the British monarch, other members of Royal Family, the Prime Minister and other ministers of the British Government is currently provided by No. 32 (The Royal) Squadron of the Royal Air Force (RAF); chartered civilian aircraft, and scheduled commercial flights. No. 32 Squadron's executive transport role is secondary to its principal function of providing communications and logistical support for military.United States:
(Image credit: Au.af.milt).
(Image credit: Sdb).
(Image credit: Sdb).
(Image credit: Boeing).
Air Force One is the air traffic control call sign of any United States Air Force aircraft carrying the President of the United States. Since 1990, the Presidential fleet consisted of two specifically configured, highly customized Boeing 747-200B series aircrafts - tail codes 28000 and 29000 - with Air Force designation VC-25A. While these aircrafts are referred to as Air Force One only while the president is on board, the term is commonly used to describe either of the two aircrafts normally used and maintained by the U.S. Air Force solely for the president.Other source: 1, 2, 3.
Interesting Door Mats.
Creative Business Cards.
Creativity With Plastic Bottles.
Jan 14, 2008
Here we have a collection of Presidential planes. Some Prime Ministerial aircrafts are also included in this post, since all states aren't headed by the Presidents.
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aerospace
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https://www.appleworld.today/blog/2019/02/08/congratulations-to-the-newest-commercial-astronauts
| 2019-06-18T17:22:31 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998808.17/warc/CC-MAIN-20190618163443-20190618185443-00337.warc.gz
| 0.958002 | 269 |
CC-MAIN-2019-26
|
webtext-fineweb__CC-MAIN-2019-26__0__199568150
|
en
|
Two pilots for Sir Richard Branson's Virgin Galactic received astronaut badges yesterday signifying that they had reached space...although just for a few minutes.
The pilots, Mark "Forger" Stuckey and Frederick "C.J." Sturckow, received their astronaut wings on February 7, 2019 at a ceremony at the US Department of Transportation Headquarters Building in Washington, DC. The wings honor the flight the two took in Virgin Galactic's Spaceship Two craft VSS Unity on December 13th where they reached an altitude of 51.4 miles (82.7 km).
The US now recognizes 50 miles as the boundary of space, while the World Air Sports Organization (FAI) uses 100 km (62 miles) as the limit. However, the FAI is considering lowering the limit to 50 miles based on new research that shows more clearly where the atmosphere ends.
US Secretary of Transportation Elaine Chou was on hand to award the astronaut wings to Stucky and Sturckow, and their boss -- Richard Branson -- announced that he's hoping to fly on VSS Unity on July 20th, the 50th anniversary of the Apollo 11 moon landing. Stucky presented Branson with a "future astronaut" t-shirt, causing the eccentric billionaire to immediately rip off his jacket and shirt to doff the t-shirt.
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aerospace
|
https://www.roboticgizmos.com/dragon-evtol-personal-air-vehicle-tested-in-arizona/
| 2024-04-19T05:56:43 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817289.27/warc/CC-MAIN-20240419043820-20240419073820-00699.warc.gz
| 0.968367 | 123 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__188156697
|
en
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Plenty of companies are working to perfecting flying taxis. Rotor X Aircraft has released a new video if its eVTOL flying vehicle that was recently tested in Arizona. This electric lightweight aircraft doesn’t require a pilot’s license to operate.
This air vehicle has various safety features built-in, including a ballistic parachute cage, auto hover, auto takeoff and landing, and redundant independent motors for its 8 propellers. It can fly for 20 minutes with pilots up to 250lbs. It also has swappable battery packs that are charged in less than 2 hours.
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aerospace
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https://www.raypcb.com/aviation-engineering-services/
| 2023-09-29T23:59:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510529.8/warc/CC-MAIN-20230929222230-20230930012230-00563.warc.gz
| 0.951929 | 2,487 |
CC-MAIN-2023-40
|
webtext-fineweb__CC-MAIN-2023-40__0__57331309
|
en
|
There are different branches of engineering. These include mechanical engineering, civic engineering, chemical engineering, and aviation engineering among others. Aviation engineering deals with the design, development and navigation technologies of aircraft. Also, it involves airspace development, aerodrome planning, and airport design. Our main focus in this article is the aviation engineering services. We will discuss what aviation engineering entails and what aviation engineering services offer.
What is Aviation Engineering?
Aviation engineering deals with the design, development and navigation technologies of aircraft. Also, it involves airspace development, aerodrome planning, and airport design. This branch of engineering also deals with the formulation and integration of public policy, regulations, and laws as regard aerodromes, airspace, airports, and airlines.
It is important to know that aviation engineering is entirely different from aerospace engineering. Aerospace engineering deals with the event of aircraft and spacecraft. Also, aerospace Engineers are involved in the designing and testing of spacecraft, missiles, and aircraft. These engineers develop propulsion systems and assess the performance of aircrafts. Furthermore, they ensure all products, blueprints, and prototypes meet the requirements of engineering and environmental standards.
The requirements of aviation span across several departments such as IT providers, fuel suppliers, and ground handling services among others. However, there are several service providers that help in meeting these requirements. Nevertheless, it is quite challenging to get an aviation engineering service that understands the business requirements and as well identifies the pain points and effectively implement the proper strategies.
What are the Duties of an Aviation Engineer?
You might have been wondering what the duties of an aviation engineer entails. Well, aviation engineers carry out a lot of tasks. These engineers have a lot of duties to perform. Below are some job duties of an aviation engineer:
- Maintenance of the quality of different aircraft
- Designing, developing, and testing of aircraft
- Management of internal control systems that are within aviation design
- Simulating flying situations
- Implementing comfort and safety procedures for possible passengers
- Troubleshooting aircraft systems and equipment-related issues
- Partnering with industrial manufacturing designers and electrical specialists
- Meeting certain timelines for every project
What Skills Should a Successful Aviation Engineer Have?
An aviation engineer should have some special skills. Most times, these skills aren’t taught, they are developed over time. Also, they are often innate. These skills are beneficial for these engineers as they help them carry out their responsibilities easily.
An aviation engineer must have technical and analytic skills to create working designs. Furthermore, an aviation engineer must be able to work with a team since multiple engineers are required to work on the same project. Also, this engineer should be able to coordinate the efforts of their team members and as well meet deadlines. Aircraft design process can be a very long one. Therefore, an aviation engineer needs problem-solving skills, persistence, and creativity. Below are some skills an aviation engineer should have
- Strong interpersonal and communication skills
- Highly collaborative
- Math and physics skills
- Strong analytical and technical skills
- Excellent problem-solving skills
What is the Difference Between Aviation Engineering and Aeronautical Engineering?
Sometimes, people think aviation engineering and aeronautical engineering are the same. Once they hear aviation, they think it has everything to do with aircraft and aerospace. It is important to understand that these two branches of engineering are completely different from each other. An aviation engineer carries out different tasks from an aeronautic engineer.
Aviation engineering deals with the development of airspace, aircraft navigation systems, the designing of designs, and the planning of aerodrome. This branch of engineering is very crucial to innovation process. Aviation engineers usually control and regulate the design process for military aircraft.
Aeronautical engineering involves the design, development, and testing of flight-capable machines such as drone, aeroplane, missiles, and helicopter. Also, aeronautical engineering is one of the branches of aerospace engineering.
While aeronautical engineers work on systems that function within the atmosphere of the Earth atmosphere, aviation engineers work on mechanical elements, flight systems, wing or body materials, airspace navigation systems, and other aspects of aviation.
Furthermore, aeronautical engineers work in several locations. They work in places where they can check aerospace assets. Also, you will find them in office environments where they design plans for future developments. Aviation engineering helps in minimizing air emissions, reducing costs for extensive operation, and minimizing aircraft noise.
What do Aviation Engineering Services Offer?
Since we all understand what aviation engineering entails we can now discuss what aviation engineering services offer. Aviation engineering services provide insights into the supply of aircraft accessories and as well cater to the needs of airline companies. Also, these service providers offer consultation to create a strategy that optimizes opportunities for airlines.
The aviation engineering industry is a high-profile one. This industry enhances a portion of world trace, economic growth, and global investments which make it the brain behind globalization. Since it is a capital-intensive industry, it is crucial to have insights into the market. Therefore, this makes it crucial to choose the right aviation engineering services. There are a wide range of aviation engineering services.
Top Aviation Engineering Services
In this section, we will discuss a handful of the best aviation engineering services. This will help airline companies to work with the right partner. Also, we will be evaluating the technical prowess of these companies and as well consider the ability of the vendor in providing services. Also, we will pay attention to the Skills, expertise, and competence of these service providers.
Flight Research was founded in 1981 and has continued to provide aviation engineering services since its inception. This aviation engineering service provider deals in aviation training and flight test. Also, it focuses in three distinct but interrelated areas which are Defense Contractor Services, Advanced Flight Training, and Flight Test. Furthermore, Flight Research offers training in spaceflight and all types of aircraft.
Flight Research operates a fleet of over 35 aircraft that ranges from twin turbo aircraft to helicopters and supersonic fighters to piston engine aircraft. Another interesting thing about these companies is that they provide aftermarket support to clients.
This aviation engineering company offers engine services, testing platforms, and full maintenance MRO. Furthermore, Xtreme Aviation offers a wide range of services like engine and landing gear swings and interior reconfiguration as regards to heavy maintenance provision. This company offers a wide range of examinations to ensure functionality and safety. Furthermore, this company carries out final checks of each serviced engine. Its testing platforms are at the Miami-Opa Locka executive airport.
Xtreme Aviation offers exceptional aviation engineering services to clients. This company works with a team of experienced and skillful aviation engineers. Their engineers have the qualification required in the aviation engineering sector.
GA Telesis emerged as the biggest commercial aerospace company in the world. This company offers a wide range of high-quality engines, aircraft, and components. Also, it offers services such as maintenance and solution-based services. GA Telesis has several integrated business units that help in optimizing the value of commercial engines and aircraft.
One of the benefits of choosing this aviation engineering services is that they have a positioned distribution and maintenance facility. This facility is managed by a team of professional aviation engineers with extensive experience in the industry. GA Telesis has co-invested in assets and companies related to aerospace. With its headquarters in Fort Lauderdale, Florida, this company has continued to offer the best.
Allen Aircraft Radio
Allen Aircraft Radio provides a wide range of products and services to the aviation industry as a whole. Also, it is one of the aviation engineering services companies that offers aftermarket support. AAR trades while planes, airframes, and overhaul engines. Also, it produces certain components. With its maintenance facilities in Oklahoma, New York, Miami, and London among other, AAR offers world-class aviation solutions.
It provides aviation services for commercial and government customers in more than 100 countries across the world. Allen Aircraft Radio has more than 50 years industry expertise and experience. The team of this company focuses on delivering innovative technical solutions to improve competitiveness among their customers.
Precision Aircraft Solutions
This aviation engineering services company is a world leader in the aviation industry. With its headquarters in Beaverton OR, this company is a world leader in aircraft modification. Also, Precision Aircraft Solutions converted the Boeing 757-200 aircraft to freighter and combi configurations. Its clients include ATI, DHL, and SF Airlines among others.
This aviation engineering services provider supplies more resources to increase raise returns and leverage assets. This company doesn’t only purchase aircraft, it designs, repairs, changes, and integrates parts of aircraft. Precision Aircraft Solutions can design structures, kit to conversions, and more. This company offers some of the best and reliable aviation engineering services.
MRO Holdings was founded in 1999 and since then it has been providing exceptional aviation services. This company offers solutions for overhaul projects, repair, and maintenance. As one of the leading aviation engineering services providers in the US, MRO Holdings has a wide market experience and international reach.
Also, this aviation engineering services works with professional and highly-skilled employees. This company provides exceptional solutions and creates valued collaboration with clients. MRO Holdings is well known for providing a wide range of aviation services. It is a reliable company that has built its reputation over the years by providing top-notch services.
Industries for Aviation Engineering
Aviation engineers can work in different industries. They can work in private engineering firms or government aviation firms.
Aviation engineering is crucial in the development of airport design, their operations, and maintenance. Therefore, these professionals need to understand everything about the aviation industry.
Government aviation is a prominent sect of aviation engineering. This is because the government aviation sector hires a wide range of professional aviation engineers, especially those within the civil and military fields.
You can secure an aviation engineering role with organizations like the Department of Transportation, Federal Aviation Administration and the Civil Aeronautics Board if you wish to work on aviation engineering projects. These organizations deal with aviation engineering tasks.
Aviation engineering students can get involved in the projects of these government agencies. These students can engage in guided tours of the aviation operations wing. But, there may be security clearance for students who want to tour the operations.
Private Engineering Firms
Private engineering firms are also a good place for students to get professional opportunities. These firms allow you to explore your skills, expertise, and knowledge as regards aviation engineering. Private engineering and aviation software firms are good recommendations for students who intend to work with private firms.
Also, a wide range of private engineering firms permit aviation engineering students to get a tour in the workplace and get to experience the type of job they will get involved in the future.
Factors to Consider when Choosing Aviation Engineering Services
They are several factors you need to consider when choosing aviation engineering services since they are many. You don’t want to choose a company that doesn’t meet your requirement. Therefore, take the following factors into considerations when choosing an aviation engineering service.
This is the first factor you should consider. Expertise talks about the skills and knowledge of aviation engineers. Aviation engineering services providers must have vast expertise in aviation engineering. These providers must be able to offer top-quality products and services to clients.
This is another much talked about factor you should consider. Some aviation engineering companies have been existing for decades while some are just emerging. Experience doesn’t only talk about the years of existence, it also talks about the professionalism of these companies when it comes to aviation engineering projects.
Customer support is important when looking out for a reliable aviation engineering service. Some service providers offer after sales support to their clients. Also, these providers focus on satisfying the needs of their customers.
The aviation engineering industry is a high-profile one. This industry enhances a portion of world trace, economic growth, and global investments which make it the brain behind globalization.
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aerospace
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http://eaa.org/news/2010/2010-09-24_tfrs.asp
| 2014-04-16T22:02:17 |
s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609525991.2/warc/CC-MAIN-20140416005205-00177-ip-10-147-4-33.ec2.internal.warc.gz
| 0.952673 | 137 |
CC-MAIN-2014-15
|
webtext-fineweb__CC-MAIN-2014-15__0__55062254
|
en
|
Pilot Reminder: Watch Out for Pop-up TFRs
September 24, 2010 — With the fall elections approaching in November, the likelihood of temporary flight restrictions (TFRs) being issued for VIP appearances on very short notice during the campaign season is on the rise. FAA and TSA officials are urging general aviation pilots to be ever vigilant and always aware of TFRs when they fly. EAA reminds pilots to check the NOTAMs before takeoff and make sure all intended flight paths steer well clear of all restricted airspace. You can check for TFRs on the EAA Flight Planner as well as during FAA Flight Service and DUAT/DUATS briefings.
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aerospace
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https://www.airforcetimes.com/news/your-air-force/2017/10/16/air-force-c-130-makes-safe-emergency-landing-in-nevada/
| 2020-07-03T21:02:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655882934.6/warc/CC-MAIN-20200703184459-20200703214459-00114.warc.gz
| 0.965126 | 189 |
CC-MAIN-2020-29
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An Air Force C-130 transport plane on a mountain training mission in Nevada made a safe emergency landing at Reno-Tahoe International Airport on Monday after experiencing a problem with its landing gear shortly after takeoff.
The C-130 with 14 people on board circled the area for more than a half hour to burn off fuel before making an emergency landing about 10:40 a.m. local time on Monday.
No one was hurt. Crews were inspecting the aircraft.
Nevada Air National Guard spokesman Emerson Marcus says the plane is based at Maxwell Air Force Base in Alabama.
It was temporarily based at the Nevada Air Guard headquarters at the Reno airport as part of an assignment with the Advanced Mountain Airlift Tactics School.
Officials at Maxwell Air Force Base did not immediately respond to requests for comment.
The mountain training often includes flights along the Sierra Nevada and northern Nevada’s high desert in areas resembling parts of Afghanistan.
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aerospace
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https://www.droneaddicts.net/chaparral-drone-can-deliver-200-kilograms-of-cargo-per-flight/
| 2021-06-25T05:51:13 |
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| 0.938481 | 401 |
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en
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Delivery drones may soon be getting a giant upgrade when it comes to the volume they carry. The company Elroy Air plans to create a larger-than-life drone that can carry cargo without any pilots onboard.
Chaparral Cargo Drone Review
Dubbed the Chaparral, this drone looks to be about as big as a small plane – a massive shift from usual delivery drones the size of small boxes. From being able to carry 1-2 kilograms per trip, Elroy Air plans their drone to be capable of carrying 200+ kilograms at a time.
With a larger drone also comes a wider range when it comes to delivery capabilities. The Chaparral can reach close to 500 kilometers per trip. This gives it a distinct advantage over smaller delivery drones. With smaller drones, they usually only cater to shorter trips because of battery and power issues. A longer reach means cargo can reach farther places that may require a single trip. This includes islands and remote areas.
Expectations and Limitations
You may soon see this big bird in action. Set to take its official voyage sometime between 2019 and 2020, the world is watching with bated breath. Elroy Air hopes this can even replace old delivery methods completely. Of course, things may not be on schedule, as similar ‘larger drone’ projects often face hiccups during development. Being able to land and launch without a runway can require a bit of testing to perfect.
More Issues to Check
Vertical landing and takeoff is an asset that can be very important, especially in smaller stations. Without a runway requirement, this cargo drone can reach more areas for use. Of course, there is also the issue of maximum capacity with the cargo. Everyone wants to push a cargo vehicle to its limit – to see its potential taking hold. Another issue is energy optimization, for the drone to fly longer with the same energy levels. Being able to deliver the cargo without damage is also an issue worth checking out.
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aerospace
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https://busca.saraiva.com.br/busca?q=aircrafts&common_filter%5B1%5D=713750&common_filter%5B1%5D=777
| 2019-06-18T17:59:54 |
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CC-MAIN-2019-26
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The dream of flying has preoccupied man since time immemorial. The fascination of discoverig distant destinations and overcoming distances quickly resulted in the demand to optimize traveling times from the aspect of comfort. Meanwhile, airline...
Classic Aircraft of World War I
Commercial Aircraft And Airliners
A celebration of the world's most exiting aircraft, from the Blériot X1 Monoplane to the F-117 stealth fighter. Lavish large-format protraits of na unprecedented array of great flying machines evocative period photography and historic prints that...
Combat Aircraft. A-10
1001 Images of Aircraft
The Internat. Direct. Civil Aircraft 97/98
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aerospace
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http://www.prisonplanet.com/russia-begins-deployment-of-aerospace-defenses-in-arctic.html/print/
| 2015-04-01T04:42:50 |
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| 0.83175 | 589 |
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- Prison Planet.com - http://www.prisonplanet.com -
Russia Begins Deployment of Aerospace Defenses in Arctic
Posted By admin On November 29, 2013 @ 6:20 am In World News | Comments Disabled
RIA Novosti
November 29, 2013
Russia has started the deployment of aerospace defense units in the Arctic and construction of an early missile warning radar in the country’s extreme north, the commander of Aerospace Defense Forces said Thursday.
“The expansion of [missile early warning] radar coverage is one of the key areas of our work, especially when it comes to [Russia’s] extreme north – we have already started the deployment of electronic warfare units in the Arctic,” Maj. Gen. Alexander Golovko said.
Golovko also said construction of an advanced early missile warning radar site has started near the town of Vorkuta, situated just north of the Arctic Circle.
Russia is planning to complete its comprehensive missile early warning network by 2018. Four Voronezh-class radar stations that can easily be relocated are already part of this network.
Article printed from Prison Planet.com: http://www.prisonplanet.com
URL to article: http://www.prisonplanet.com/russia-begins-deployment-of-aerospace-defenses-in-arctic.html
URLs in this post:
RIA Novosti: http://en.ria.ru/military_news/20131128/185114113/Russia-Begins-Deployment-of-Aerospace-Defenses-in-Arctic.html
Russia Begins Construction of New Anti-Missile Radar: http://www.prisonplanet.com/russia-begins-construction-of-new-anti-missile-radar.html
Arctic Made Priority for Russian Navy in 2014: http://www.prisonplanet.com/arctic-made-priority-for-russian-navy-in-2014.html
Russia Must Protect Arctic Border From Missile Threats – Expert: http://www.prisonplanet.com/russia-must-protect-arctic-border-from-missile-threats-expert.html
Russia taking steps to counter Western missile deployment: military chief: http://www.prisonplanet.com/russia-taking-steps-to-counter-western-missile-deployment-military-chief.html
‘Russia capable of neutralizing US missile defense threat’: http://www.prisonplanet.com/%e2%80%98russia-capable-of-neutralizing-us-missile-defense-threat%e2%80%99.html
Copyright © 2013 PrisonPlanet.com. All rights reserved.
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aerospace
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https://astrobiology.nasa.gov/news/nasa-is-testing-a-drill-to-search-for-life-on-mars-on-its-own/
| 2020-08-14T20:17:22 |
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| 0.911951 | 633 |
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webtext-fineweb__CC-MAIN-2020-34__0__52963223
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en
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NASA is Testing a Drill to Search for Life on Mars – On Its Own
From NASA Ames
NASA has barely scratched the surface of Mars – literally. While past rovers have dug inches into the rusty soils of the Red Planet, NASA is testing out a drill that can go feet deep and operate autonomously with minimal human guidance. Probing that far down below the harsh Martian surface will reveal a world we’ve never seen up close before – one where scientists believe there’s a chance for life.
This month, NASA is putting this drill through its paces in the driest, most Mars-like place that exists on Earth – the Atacama Desert in Chile. This drill, developed in partnership with Honeybee Robotics, is attached to a rover carrying a suite of instruments. These tools can analyze the soil samples dug up by the rover and discover potential biosignatures of microbial life. This project, the Atacama Rover Astrobiology Drilling Studies, or ARADS, is an important demonstration of NASA’s readiness to one day take these technologies to Mars on other missions beyond the upcoming Mars 2020.
“ARADS is all about preparing NASA to search for life on Mars,” said Brian Glass, principal investigator for the ARADS program at NASA’s Ames Research Center in California’s Silicon Valley. “Developing the science instruments and robotics we’ll need is a big part of that, and so is figuring out how we actually run the mission. The best way to practice that is to go and do it here on Earth.”
Preparing for Mars in the Driest Place on Earth
As NASA’s Artemis program prepares to return humans to the Moon by 2024, the agency has its longer term sights on Mars. Decades of robotic missions to Mars have shown that billions of years ago, Mars likely had oceans of water and a denser atmosphere – conditions that could have supported life.
Today, Mars’ surface is incredibly dry – with a thousand times less water than the driest parts of the Atacama. Glass and his team of engineers and scientists have travelled to the Atacama for the last four years to develop the capability to detect the remains of ancient life, or life that’s somehow eking out an existence underground.
This final deployment of the rover in the Atacama will test out its ability to conduct this complex science across the vast distance between Earth and Mars. A team of scientists are remaining at NASA Ames to operate a “mission control” room where they will analyze results from afar and then tell the rover where in the desert to dig. To pull this off, not only does NASA need a drill that can dig deeply, it needs to dig smartly.
Click here to read the full article from NASA Ames.
The work was supported through the Planetary Science and Technology from Analog Research (PSTAR) Program. NASA Astrobiology provides resources for PSTAR and other Research and Analysis programs within the NASA Science Mission Directorate (SMD) that solicit proposals relevant to astrobiology research.
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aerospace
|
https://www.labroots.com/trending/space/6614/spacex-prepares-falcon-heavy-rocket-november-maiden-voyage
| 2023-02-06T13:25:36 |
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| 0.940848 | 562 |
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|
en
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SpaceX’s upcoming Falcon Heavy rocket is the next step forward towards increasing our footprint in the solar system and making it more feasible to launch larger objects into space.
Image Credit: SpaceX/Elon Musk/Instagram
The Falcon 9 rocket that the company regularly uses today has cargo weight limits ranging from 4-10 tons because of its limited thrust capacity. Falcon Heavy will combat this problem by strapping two additional rocket boosters to each side of the main rocket, making it several times more capable of heavy lifting and for deep space transport.
SpaceX is now planning its first Falcon Heavy test launch for November of this year, and SpaceX CEO Elon Musk is rightfully downplaying the odds of a successful launch via every social media channel he owns.
“Falcon Heavy is twice the thrust of the next largest rocket currently flying and ~2/3 thrust of the Saturn V moon rocket. Lot that can go wrong in the November launch,” Musk said on his Instagram page.
Musk isn’t confident that the Falcon Heavy will clear the landing pad during its maiden voyage. Instead, he hopes it will at least make it into the skies before anything goes wrong to prevent damage to the launch pad. As we all witnessed after SpaceX's Cape Canaveral accident in 2016, damage to a launch pad from a rocket failure can be extensive.
Because there are two additional rocket boosters strapped to the main Falcon Heavy rocket, there are significantly more moving parts to fail than if the company was only launching one of its single-booster Falcon 9 rockets.
With so much uncertainty, the Falcon Heavy will not be used to send anything significant into space when it launches for the first time this November. Instead, a dummy payload will be attached to the rocket until SpaceX is confident that their latest lifting machine is trustworthy enough to ship paying customers’ property into space.
If the Falcon Heavy rocket is successful and puts the dummy payload into space, the two side-strapped boosters will break away from the main one and land on two individual landing pads located in Cape Canaveral, Florida. Shortly after, the main rocket booster will fall back to the Earth and land on a nearby drone ship floating in the Atlantic Ocean.
SpaceX has a solid track record of landing Falcon 9 rockets, whether they're new or refurbished, so the landing aspect isn’t really what leaves Musk feeling doubtful. Instead, the riskiest part of the initiative is the initial launch, when the rocket boosters are fired up for the first time to fight gravity and lift up off the Earth’s surface.
There are a few more months to wait, but the Falcon Heavy should undoubtedly put on a good show whether the launch is successful or not; this isn't something you'll want to miss.
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aerospace
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https://fox8.com/news/outage-causes-american-airlines-flight-delays-nationally/
| 2021-04-21T13:44:41 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039544239.84/warc/CC-MAIN-20210421130234-20210421160234-00133.warc.gz
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FORT WORTH, Texas (AP) — The Federal Aviation Administration says no American Airlines flights took off nationwide for about 40 minutes Sunday because of an outage at the carrier’s main operating system and dispatch operation.
Fort Worth-based American says in a statement the airline “experienced a brief connectivity issue” with one of its data centers and that all operations were returning to normal.
.@AmericanAir main operating system and dispatch went down around 2:05 p.m. ET this afternoon. Working with the #FAA, a national ground stop was implemented for their flights. It has since been restored around 2:45 p.m. ET. Please check with your airline about your flight status.
— The FAA (@FAANews) July 29, 2018
The FAA says in a tweet it worked with American to impose the ground stop after the failure about 2:05 p.m. EDT Sunday. The agency says the system was restored about 2:45 p.m. and flights were allowed to resume.
In the brief statement, American spokeswoman Luren Ruotolo says the airline apologizes to its customers “for the inconvenience.”
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aerospace
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http://ohs.oside.us/cms/page_view?d=x&piid=&vpid=1287818836209
| 2013-05-20T02:15:08 |
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368698207393/warc/CC-MAIN-20130516095647-00047-ip-10-60-113-184.ec2.internal.warc.gz
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Oceanside High School
Come join the Flying Pirates aviation club on an exciting adventure through the skies over Oceanside.
Flight scholarships, Free plane rides and Free ground school lessons
are just a few of the things that will aid you in your passion for flying
V-126 at lunch 2nd and 4th Tuesday Oct. 12 & 26 Nov. 9 & 30
“Once you have tasted flight, you will forever walk the earth with your eye turned skyward…
for there you have been and there you will always long to return”
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aerospace
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https://www.newsdelay.com/nasa-needs-assist-gathering-moon-rocks/
| 2020-09-20T06:49:17 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400196999.30/warc/CC-MAIN-20200920062737-20200920092737-00588.warc.gz
| 0.904503 | 325 |
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en
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Whereas NASA is working aggressively to fulfill our near-term objective of touchdown the primary girl and subsequent man on the Moon by 2024, our Artemis program additionally is concentrated on taking steps that may set up a secure and sustainable lunar exploration structure.
NASA is taking a crucial step ahead by releasing a solicitation for industrial firms to offer proposals for the gathering of area assets.
To fulfill NASA’s necessities, an organization will accumulate a small quantity of Moon “dust” or rocks from any location on the lunar floor, present imagery to NASA of the gathering and the collected materials, together with knowledge that identifies the gathering location, and conduct an “in-place” switch of possession of the lunar regolith or rocks to NASA. After possession switch, the collected materials turns into the only real property of NASA for our use.
NASA’s objective is that the retrieval and switch of possession might be accomplished earlier than 2024. The solicitation creates a full and open competitors, not restricted to U.S. firms, and the company could make a number of awards. The company will decide retrieval strategies for the transferred lunar regolith at a later date.
Over the following decade, the Artemis program will lay the muse for a sustained long-term presence on the lunar floor and use the Moon to validate deep area programs and operations earlier than embarking on the a lot farther voyage to Mars. The flexibility to conduct in-situ assets utilization (ISRU) might be extremely essential on Mars, which is why we should develop strategies and acquire expertise with ISRU on the floor of the Moon.
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aerospace
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https://www.newser.com/story/270443/faa-has-to-halt-flights-into-laguardia-over-shutdown.html
| 2024-04-18T10:50:17 |
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| 0.969669 | 353 |
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The government shutdown is now wreaking more havoc than ever on airports, with the FAA temporarily halting flights into New York's LaGuardia Friday morning. The agency cited a shortage of air traffic controllers for the disruption as well as for flight delays of an hour or more at several major airports, per CNBC. A map currently shows delays at LaGuardia, Newark Liberty International, as well as in Orlando, Miami, Chicago, and Atlanta. The FAA references "a slight increase in sick leave at two air traffic control facilities affecting New York and Florida," per CNN. Aviation unions describe air safety as "deteriorating by the day" due in part to fewer workers on the job. That includes TSA screeners. However, an FAA rep on Thursday cited "no unusual increased absenteeism" related to the shutdown.
"We will adjust operations to a safe rate to match available controller resources. We've mitigated the impact by augmenting staffing, rerouting traffic, and increasing spacing between aircraft as needed," reads the Friday statement. Trish Gilbert of the National Air Traffic Controllers Association isn't soothed. "We are already short-staffed. Now, you have added the stress to air traffic controllers and their personal circumstances, and they're not sleeping at night. We are concerned that they are not fit for duty," she tells CNN. "This is reckless." Warning of "a ripple effect on other flights around the country," Fortune reports the closure of LaGuardia, one of the nation's busiest airports, remained in effect even after its scheduled end at 10:45am EST. The FAA maintains it is still safe to fly. (Aviation unions, however, say they "cannot even calculate the level of risk.")
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aerospace
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http://www.scoop.co.nz/stories/BU1407/S00061/aim-partnership-launched-by-groupead-and-airways-nz.htm
| 2017-07-22T22:44:04 |
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| 0.912403 | 751 |
CC-MAIN-2017-30
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webtext-fineweb__CC-MAIN-2017-30__0__21641391
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en
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AIM partnership launched by GroupEAD and Airways
For immediate release
1 July 2014
Christchurch, New Zealand - The first aeronautical information company in the Asia Pacific region has been launched today, in a partnership between GroupEAD Europe S.L. and Airways New Zealand Ltd.
The company, called GroupEAD, brings together industry experts to provide end-to-end aeronautical information management (AIM) solutions.
GroupEAD will supply AIM support and guidance to the wider aviation industry, and provide quality systems to decrease operational costs. The cloud-based data management service removes the need for major investment in a new data system, allowing customers to meet ICAO AIM to SWIM transition requirements in a more cost-effective way.
Heinz-Michael Kraft, CEO of GroupEAD Europe, says that the new joint venture extends the organisation’s European expertise into the Pacific region and leverages the experience of the Airways AIM team.
“Aeronautical information management is quickly changing the way the aviation industry operates, with a new focus on the whole information picture rather than the provision of standard products. This joint venture offers support to regions, states, airports and airlines needing to improve their data distribution and to meet the new ICAO standards,” says Mr Kraft.
Wayne Smith, CEO of GroupEAD Asia Pacific, says that GroupEAD will provide the necessary assistance to organisations preparing to meet the ICAO aeronautical information transition in the coming years.
“We intend to pass on the benefits of our investment in the latest generation AIM technology to our clients, allowing them to avoid the need for significant capital outlay on their journey to SWIM. Clients will be able to choose from tiered services which offer both cloud-based access where they maintain their own data, right through to a totally managed offering. ”
“We have indepth experience and knowledge in supporting ANSPs and Civil Aviation Authorities to implement the highest standards in aeronautical data and procedure design, and we’re looking forward to providing this support to the Asia Pacific region through this new partnership,” Mr Smith says.
The joint venture will provide next-generation AIM and airport data quality services across the region. The company will distribute high quality and accessible aeronautical information, and will enhance the safety and efficiency of aviation in the region. GroupEAD will also offer an advanced and integrated procedure design service, including services based on modern Performance Based Navigation technology.
- ENDS -
GroupEAD is a unique aeronautical information management and navigation service provider that has been operating the European Aeronautical Database on behalf of Eurocontrol since 2003.
The company offers a wide range of services in procedure design, aeronautical data management and in the evolution from AIS to AIM.
with operational staff in the Asia Pacific region, these
services are available globally.
For more information about GroupEAD, please visit www.groupead.com
Airways is a world-leading commercial air navigation service provider (ANSP), and operates in New Zealand as a State-Owned Enterprise (SOE).
The company looks after key aviation infrastructure around New Zealand and manages the more than 1 million traffic movements per year into and around New Zealand’s 30 million sq km of airspace.
Airways also provides air traffic control and engineering training, and has delivered air traffic management, Flightyield revenue management solutions, navigation services and consultancy in more than 65 countries.
For more information about Airways, please visit www.airways.co.nz
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aerospace
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http://www.advancedscientificconcepts.com/applications/space.htm
| 2017-04-28T10:06:06 |
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Click to View Video
Click to View Video
Figure 1 - Click to Expand
Figure 2 - Click to Expand
The increase in earth orbit and solar system exploration activities has created an immediate and sustainable requirement for situational awareness, automated rendezvous and docking, relative guidance and automated landing and hazard avoidance solutions that will benefit from using ASC 3D Flash LIDAR (3DFL) cameras. From Low Earth Orbit (LEO) to Medium Earth Orbit (GEO) to Highly Elliptical Orbit (HEO), to interplanetary travel, human space activity, both manned and unmanned, require robust solutions for space operations. If human or natural objects orbiting the earth collide, there is a potential to create highly dangerous debris fields joining the myriad of spent rocket stages, defunct satellites and other nefarious objects posing threats to human space activity and eliminating usable portions space orbit. Using ASC’s 3D Flash LIDAR cameras to automatically and confidently rendezvous and dock with satellites, the International Space Station or to collect space debris and land on various interplanetary entities, ASC’s sensors are uniquely qualified to as the critical “eyes” on such a system.
First generation rendezvous sensors used video guidance and required extensive human intervention and ground control. Data latency and full 3D scene accuracy in these systems is problematic and uncovered the need for a real-time 3D visualization solution capable of providing accurate 3D ranges and scene representation in real-time. While scanning LADAR and stereo video cameras have significant shortcoming and have not proven they can provide a solution to reduce the reliance on human interaction during proximity operations, ASC’s low powered, lightweight 3D cameras are ideal AR&D sensors for manned and unmanned or automated space activity where situational awareness, relative guidance and safe docking are crucial functions.
With NASA’s exploration initiative to return to lunar exploration and eventual human exploration of Mars, there is an increased need for 3D sensors that provide adequate determination of trajectory, landing hazards and identification of safe landing sites during the critical landing sequence. Determining real-time spacecraft trajectory, speed and orientation to the planet surface, as well as evaluating potential hazards at the landing site required for precision landing are all functions 3D Flash LIDAR cameras are uniquely capable of performing, making them ideal as hazard avoidance sensors for Entry, Descent and Landing (EDL). By providing direct, real-time measurements of the altitude of the spacecraft during descent as well as surface relative velocity and orientation, it is possible to simultaneously map the topography of the terrain below to identify landing hazards and provide localization information to be used in real-time or used later for analysis. Sloped ground, craters, rocks and surface composition are among the potential hazards that are identified by ASC’s 3D cameras meeting NASA’s stringent requirements for sensors that increase the success of EDL operations for Mars landed exploration, exploration of moons, asteroids and comet rendezvous and sample return.
ASC’s 3D Flash LIDAR cameras can be modified to meet NASA’s Lunar Mobility requirements for improved surface vehicle operations navigation. ASC’s 3D cameras return range and intensity information for each pixel in real-time, providing over 16,000 range finders on a single sensor array. Because of the high data rates and minimal processing required, ASC cameras are capable of generating large hazard maps faster than alternate technologies. Data shown in the figure1 was stitched together to form a large map of multiple frames in less than a second. By panning the 3DFL camera during a data acquisition sequence, the data can be stitched together to form an accurate 3D ground map such as the one below of the JPL Mars Yard. The figure shows the ground map (upper left) and 3 views of a single 128x128 frame of a single object (the Rover Shed) in the scene. A hazard map of 640x640 pixels could be created in less than 1 seconded by stitching together 25 frames.
Aboard the Space Shuttle Endeavour, ASC demonstrated the DragonEye 3D Flash LIDAR Autonomous Rendezvous and Docking solution, the first 3D Flash LIDAR in space (see Figure2). ASC is working with NASA and various commercial space companies to develop and deploy low cost, hardened AR&D 3D Flash LIDAR sensors for space.
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aerospace
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http://ufomg.com/2015/09/20/black-triangle-sighting-in-rialto-california-on-september-21st-2015-delta-wing-shape/
| 2024-02-29T01:45:27 |
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First thought it was a hang glider when I saw it coming from an apparent turn into a level flight. This is when I got better view of it and it appeared somewhat transparent from below with some black and green like edges. I saw this when it was still had its wigs tilted in the turn. I saw some kind of design to it other than its' shape on the bottom of it. It was traveling slow at first, then slowly speeded up until it disappeared from sight as it flew south / south eastward direction.
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aerospace
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https://techstartups.com/2018/05/07/nasas-retired-rossi-x-ray-timing-explorer-satellite-re-entered-earths-atmosphere-22-years-listening-pulse-universe/
| 2022-12-04T11:14:15 |
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NASA’s retired Rossi X-Ray Timing Explorer satellite re-entered Earth’s atmosphere after more than 22 years of listening in on the pulse of the universe
After listening in on the pulse of the universe for more than 22 years, NASA’s decommissioned Rossi X-ray Timing Explorer (RXTE) satellite re-entered Earth’s atmosphere on April 30, the agency reported on Monday. The satellite has been orbiting for more than 22 years. The 6,700-pound satellite operated from 1996 to 2012, providing scientists with an unprecedented look into the extreme environments around neutron stars — also known as pulsars — and black holes.
The RXTE was a satellite that observed the time variation of astronomical X-ray sources, named after physicist Bruno Rossi. The RXTE had three instruments—an All Sky Monitor, the Proportional Counter Array, and the High-Energy X-ray Timing Experiment (HEXTE). The RXTE observed X-rays from black holes, neutron stars, X-ray pulsars and X-ray bursts. It was funded as part of the Explorer program, and is sometimes also called Explorer 69. It was first launched from Cape Canaveral on 30 December 1995 on a Delta rocket. RXTE stopped science operations on 3 January 2012. The spacecraft fell out of orbit on April 30 2018.
According to NASA, the strong gravity of these objects can pull streams of gas from a nearby companion star and corral it in a vast storage zone called an accretion disk. The orbiting gas becomes heated by friction and reaches temperatures of millions of degrees — so hot, it emits X-rays. As the gas spirals inward, powerful bursts, flares and rapid pulsations can occur in the innermost accretion disk and on the surfaces of neutron stars. These X-ray signals vary on time scales ranging from a few seconds to less than a millisecond, providing important information on the nature of the compact object. Thus far, RXTE has exceeded its original science goals and leaves behind an important scientific legacy. All data from the mission is open to the public and is maintained by Goddard’s High Energy Astrophysics Science Archive Research Center.
“The data remain a treasure trove for studying compact objects, whether pulsars and stellar-mass black holes in our own galaxy or supermassive black holes in the cores of distant galaxies,” said Goddard’s Tod Strohmayer, who served as RXTE’s project scientist from 2010 through the end of the mission. “So far, more than 3,100 published papers in refereed journals, totaling over 95,000 citations, include RXTE measurements.”
“Observing these X-ray phenomena with precise high-resolution timing was RXTE’s specialty,” said Jean Swank, an astrophysicist emeritus at NASA’s Goddard Space Flight Center in Greenbelt, Maryland, who served as the mission’s project scientist until 2010. “During RXTE’s run, no other observatory could provide these measurements.”
With RXTE decommissioned, NASA will continue the study of variable X-ray sources using its Neutron star Interior Composition Explorer (NICER), an instrument installed on the skyward side of the International Space Station. “NICER is the successor to RXTE, with an order-of-magnitude improvement in sensitivity, energy resolution and time resolution,” said Goddard’s Keith Gendreau, the mission’s principal investigator. “The X-ray band NICER observes overlaps the lower end of RXTE’s range, which means we can more easily take advantage of its long observational record.”
Below is a video of animation of RXTE that show the detection of ‘heartbeat’ of smallest black hole candidate. The video animation compares the X-ray ‘heartbeats’ of GRS 1915 and IGR J17091, two black holes that ingest gas from companion stars. GRS 1915 has nearly five times the mass of IGR J17091, which at three solar masses may be the smallest black hole known. A fly-through relates the heartbeats to hypothesized changes in the black hole’s jet and disk.
Data from NASA’s Rossi X-ray Timing Explorer (RXTE) satellite has identified a candidate for the smallest-known black hole. The evidence comes from a specific type of X-ray pattern — nicknamed a “heartbeat” because of its resemblance to an electrocardiogram — that until now has been recorded in only one other black hole system.
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aerospace
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http://abc27.com/2015/10/16/ppl-to-use-drones-to-inspect-power-lines/
| 2018-03-19T14:23:49 |
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HARRISBURG, Pa. (WHTM) – PPL has received permission from the FAA to use drones to inspect more than 50,000 miles of power lines in its 29-county service area in central and eastern Pennsylvania.
The company has three drones that will help them spot potential problems by sending back real-time video and snapping photographs.
“They provide a great view,” PPL spokesman Joe Nixon said. “We can see all the connections, nuts, bolts, wooden poles and we can check for any damage. The drones are GPS enabled so we are able to keep them steady and take them back to the same spot repeatedly if we want to keep checking on a certain pole or a particular issue.”
The drones can be operated only by licensed pilots who must follow strict guidelines. Some inspections could be near homes, but PPL says its cameras will point only at the power lines.
“The sole focus is on the lines and the equipment on those lines. They are not going to be used in any way that would cause a privacy concern,” Nixon said.
Nixon said the drones will not replace helicopter inspections and other ways PPL checks power lines.
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aerospace
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https://www.pooleys.com/shop/pooleys/country-flying-farr?altTemplate=iFrameProductItem
| 2021-09-19T13:00:07 |
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An informative and lighthearted guide will illustrations covering the operation of an aircraft from a farm strip. Aspects of; Farmer Relations, Grass Operations, Animal Appreciation, Fuel and Aircraft Handling, Aircraft Protection, Hangarage, Safety, Publications and Documents, Legislation, Group Operations and flying from the undesignated airfield are covered.
£6.00 £6.00 inc. VAT (Exempt)*
€7,22 €7,22 including VAT (Exempt)*
*VAT is not charged for deliveries outside the EU
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aerospace
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https://tycheace.com/products/flying-helicopter-mini-drone-ufo-rc-drone-infraed-induction-aircraft
| 2023-10-02T11:21:05 |
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Enjoy your outdoor activities with this flying saucer drone. Flexible guardrail, using high-quality ABS material for flexibility, lightweight. This flying saucer ball flight aircraft anti-collision flying saucer helicopter mini drone small intelligent induction four-axis aircraft drone is equipped with an infrared sensor at the bottom of the aircraft. Easy to throw and fly, simply turnover to to stop flying. Throw the aircraft into the air to stop in the air, then touch it by hand and fly in the opposite direction. When encountering obstacles in the other direction, fly again in the opposite direction. Side sensing, sensors around the aircraft can control the steering flight. USB charging cable can be connected to computer power adapter mobile power supply, etc. Perfect for entertaining both children and adults. Make ideal gifts for outdoor fun loving family and friends. Get yours from only £11.86. Free UK Tracked Shipping. Buy Now!
Flight Time: 6-8mins
Features: Remote Control
Remote Distance: 50m
Charging Voltage: 4.8V
Package Includes: USB Cable
Package Includes: Operating Instructions
Remote Control: No
Power Source: electric
Age Range: > 6 years old
Colour of items may be slightly different from photos due to different monitor and light effects
Allow 1-3cm measuring deviation due to manual measurement.
Free UK Tracked Shipping. International Orders- shipping Flat Rate of £9.95, Free shipping for orders for £100.00. Due to Covid 19, some items may take longer to get delivered. Please allow 3-4 weeks delivery.
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aerospace
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https://www.azorobotics.com/News.aspx?newsID=5569
| 2023-05-30T15:10:46 |
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The Fire Department of Sherbrooke, Quebec has called upon the services of local unmanned aircraft sales and services company, ING Robotic Aviation, to help assess the level of the river and precisely determine the areas affected by the raise of water.
ING’s Responder will be used to capture real time aerial surveys of the rivers using high resolution cameras, which will be used to create a map of the region. This stabilized, gimbal mounted camera will provide information to the public safety authorities as to the water levels of the Saint-François river.
"Responder will be used as an integral tool for flood monitoring,” said Ian Glenn, Chief Executive of ING Robotic Aviation. "Our equipment will be used to get the right information, into the right hands, at the right time - in this case, directly into the hands of those managing the flood response.”
The Responder system, comprised of a rotary wing aircraft and portable ground control station, is ideal for applications such as public safety and search and rescue. The ability to perform timely, highly detailed and accurate remote sensing surveillance using a robotic aircraft reduces both the costs and risks to life during these types of events. A range of sensors can be mounted, allowing for execution of a wide variety of inspection, monitoring and mapping.
ING Robotic Aviation has close links with the City of Sherbrooke. Our R&D Centre is located there, and links with the university are extensive. For example, we continually employ co-op students, and sponsor the VAMUdeS Robotics Team.
ING Robotic Aviation delivers airborne sensing solutions and much more. We developed our skills through extensive operational surveillance work with the Canadian military. From these beginnings, we are now providing commercial services including critical infrastructure inspections, forest fire monitoring and land use planning in North America and other regions. We are at the forefront of a disruptive technological and operational change, focused on reinventing aviation.
B-roll available upon request.
For more information, please contact:
Ashley Wuennenberg / Marketing Officer / ING Robotic Aviation / [email protected] / 1 855 464 8287 Charles Vidal /ING Robotic Aviation / [email protected] / 1 514 679 9427
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aerospace
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https://laorenda.com/richard-bransons-virgin-orbit-gets-green-light-for-first-orbital-space-launch-from-uk-and-will-use-a-repurposed-boeing-747-for-the-mission-2/
| 2023-03-23T05:17:21 |
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en
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Richard Branson’s Virgin Orbit has been licensed for the first orbital space launch from the UK.
The mission, based at Spaceport Cornwall, will send small satellites into orbit.
A Boeing 747 called Cosmic Girl will release a flare from under its wing after takeoff.
Richard Branson’s Virgin Orbit has obtained the remaining licenses, setting the stage for the first orbital space launch to take off from British soil.
The Civil Aviation Authority (CAA), the UK’s space regulator, announced in a statement Wednesday that Virgin Orbit has been cleared to launch from the Cornwall spaceport in southern England. The company, founded by Branson, had “taken all reasonable steps to ensure that the safety risks arising from launch activities were as low as reasonably practicable,” the CAA said.
The granting of the final license to Virgin Orbit for the UK’s first orbital satellite launch was another “milestone,” the CAA said in the statement.
UK Transport Secretary Mark Harper, who agreed to grant the licence, said in the statement that the launch “strengthens our position as a leading space nation as we look to the future of spaceflight, which can stimulate growth and the innovation across the industry, as well as creating thousands of jobs and apprenticeships.”
The launch was scheduled for December 14, but the date was pushed back due to regulatory and technical issues, Virgin Orbit CEO Dan Hart told media at the time. Virgin Orbit did not respond to an Insider’s request for comment on the new launch date.
Virgin Orbit named the mission “Start Me Up” after a song by the Rolling Stones.
The launch will involve a repurposed Virgin Atlantic Boeing 747 aircraft, called Cosmic Girl, flying 35,000 feet in the sky. It will release Virgin Orbit’s LauncherOne rocket stored under the wing. The rocket will then release a group of satellites into orbit.
Virgin Orbit, which provides launch services for small satellites, is part of Branson’s Virgin Group, which offers a wide range of services such as healthcare and airlines. Another part of the group is Virgin Galactic, a commercial spaceflight company.
Branson was a passenger on Virgin Galactic’s first manned flight to the edge of space in July 2021. The VSS Unity, a rocket-powered aircraft, took off from Virgin Galactic’s facilities at Spaceport America in New Mexico and flew to more than 50 miles above the Earth.
Read the original article on Business Insider
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aerospace
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https://www.166aw.ang.af.mil/News/Features/Display/Article/3489196/the-166th-airlift-wing-receives-the-first-of-seven-c-130h3-aircraft/
| 2024-04-23T04:02:55 |
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en
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The 166th Airlift Wing Receives the First of Seven C-130H3 Aircraft Published Aug. 10, 2023 By Mr. Mitch Topal 166th Airlift Wing NEW CASTLE AIR NATIONAL GUARD BASE, Del. -- As part of a major fleet upgrade, the 166th Airlift Wing received the first of seven C-130H3 Hercules model aircraft on 28-June-2023. This aircraft, formerly of the Georgia Air National Guard is the start of a major upgrade to the Delaware Air National Guard’s Fleet of 1991 vintage H2.5 models. There to witness the aircraft’s landing were students from the Delaware AeroSpace Education Foundation, a summer program for middle school students focused on learning the basics of aerospace technology. The students were there for a base tour. On 29-June, the Wing Commander ordered an all-call for base personnel to see the new aircraft for the first time. There were also two promotion ceremonies held in the aircraft's cargo bay. “The C-130H 3.0 aircraft represents the cutting edge of technology innovation for the H-model fleet, and it will play a vital role in furthering our mission. This state-of-the-art addition will not only enhance our capabilities but also provide us with increased readiness and training opportunities,” said Col Lynn K. Robinson, Commander, 166th Airlift Wing. Significant differences between the two models can be found in the eight-bladed carbon fiber propellers and in the avionics packages. Avionics package improvements in the H3 include ring laser gyroscopes for the inertial navigation system, GPS receivers, night vision device compatible instrument lighting, and an integrated radar and missile warning system. “The flight from Savannah was great,” said 166th Operations Group Commander Lt Col Andrew Sides. “The H3 is quieter, smoother, and more responsive. A real dream to fly.” Over the next several weeks, the 166th Airlift Wing will rotate in the rest of the H3 fleet.
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aerospace
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https://aviotime.com/maldivian-atr-sign-firm-order-for-new-aircraft/
| 2023-10-03T18:05:28 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511170.92/warc/CC-MAIN-20231003160453-20231003190453-00164.warc.gz
| 0.954336 | 504 |
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en
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DALLAS — Maldivian (Q2), the national airline of the Maldives, and regional aircraft manufacturer ATR have entered into a firm order for two ATR 42-600 aircraft. These state-of-the-art aircraft, known for their high efficiency, will join the airline’s existing regional fleet, which includes two ATR 72-600 and one ATR 42-600 aircraft.
The purpose of this order is to replace older turboprop models with these modern and efficient aircraft.
The new ATR 42-600 aircraft are equipped with PW127XT engines, known for their exceptional efficiency, and feature a spacious and attractive cabin. With these advanced aircraft, Q2 aims to provide reliable and affordable connectivity to the communities and businesses in the Maldives.
The airline is the leading domestic carrier, with a scheduled network comprising 16 domestic sectors. Q2 also operates the largest wheel-based fleet in the country, which includes DeHavilland Dash 8 and ATR aircraft.
Statement from Maldivian Managing Director, ATR CEO
Mohamed Mihad, the Managing Director of Maldivian, expressed his satisfaction with the new ATR aircraft. He stated that the first two ATR aircraft introduced into Q2’s fleet in January 2023 have received positive feedback from passengers regarding the comfort and modernity of the cabin, as well as the reliability of the services provided.
Mihad emphasized that the ATR -600 series is highly regarded in regional aviation, both in terms of financial efficiency and CO2 emissions. He highlighted that these aircraft are instrumental in achieving responsible growth, ensuring quick access to essential services, and preserving the natural beauty of the Maldives for residents and tourists.
Nathalie Tarnaud Laude, the Chief Executive Officer of ATR, applauded Maldivian’s decision to invest in the ATR aircraft to modernize its fleet and maintain crucial connections for its communities. She emphasized that ATR aircraft are the lowest-emission regional aircraft available, setting the benchmark for operating economics.
Laude noted that having a mixed fleet of ATR 42-600 and 72-600 aircraft will provide Q2 with flexibility, reliability, comfort, and profitability on smaller routes. She also highlighted that passengers will benefit from state-of-the-art aircraft, ensuring responsible and affordable connectivity for many years to come.
Featured image: Maldivian ATR 42-600. Photo: Maldivian
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aerospace
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http://themeridianijournal.com/
| 2014-11-01T10:01:07 |
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| 0.947287 | 897 |
CC-MAIN-2014-42
|
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en
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A beautiful new image of Earth and Moon from the Chinese Chang’e 5 T1 spacecraft.
Comets have been in the news a lot recently, with the ongoing investigation of comet 67P/Churyumov-Gerasimenko by the Rosetta spacecraft and the close flyby of Mars by comet Siding Spring this past week. But there is also another comet discovery – one much further out from our solar system. With the help of the HARPS instrument, on the European Southern Observatory’s (ESO) 3.6-meter telescope, astronomers have identified nearly 500 comets orbiting the nearby star Beta Pictoris, as part of an unprecedented new survey of exocomets orbiting other stars.
Venus is one of the most inhospitable places in the Solar System, with temperatures hot enough to melt lead, crushing air pressure on the surface, and thick, toxic clouds perpetually hiding the planet itself from view. Now new research is helping to solve a long-standing mystery by showing that there may be frost on the surface. Not water frost, of course, given the conditions, but rather a bizarre frost composed of heavy metals.
It wasn’t that long ago that Earth was thought to be the only place in the Solar System capable of having liquid water oceans, but now we know of several moons that do as well, including Europa and Enceladus, and likely Titan and Ganymede as well. In all these cases, the oceans are below ground, similar to ocean water below ice sheets at the Earth’s poles. Now there is yet another moon which might be added to this special list: Saturn’s moon Mimas.
The Solar System is full of surprises. Mercury, the planet closest to the Sun, is a baking hot world, as would be expected. It is one of the last places where you would think anything would or could be frozen, but things aren’t always as they seem. There has been tantalizing evidence already for water ice deposits in craters at Mercury’s north pole, and now the MESSENGER spacecraft in orbit around the small planet has visually confirmed it for the first time.
Many different kinds of exoplanets have been found by astronomers, from giant “hot Jupiters” and “super Earths” to smaller rocky worlds like Earth or Mars. Now, another type has been discovered, an “ice giant” similar to Uranus or Neptune in our own Solar System. The planet is about 25,000 light-years away in the constellation Sagittarius and is one of the first found that appears to be similar to the ice giant planets in our Solar System, Uranus and Neptune, which are part gas and part ice in composition. The discovery was made by an international team of astronomers, led by Radek Poleski, a postdoctoral researcher at Ohio State University.
The Rosetta spacecraft has taken another “selfie” photo with the comet 67P/Churyumov-Gerasimenko in the background. Rosetta was only 16 kilometres (10 miles) from the comet at the time.There is even a jet clearly visible, emanating from the “neck” region of the double-lobed comet!
Being able to find exoplanets orbiting distant stars is a major accomplishment in itself, and fine-tuning the data enough to discover details about the characteristics of those planets is quite another. Not an easy task. Astronomers have had some initial success, but now they have been able to create the most detailed weather map for any exoplanet so far.
A new image from the Rosetta spacecraft, using the high-resolution OSIRIS camera, of a huge boulder on the surface of the comet. The boulder is about 45 metres (147 feet) across and named Cheops, after the largest pyramid at Giza in Egypt. In the wider view image below, it is the largest boulder near the centre of the photo.
A great image from the Lunar Reconnaissance Orbiter, showing the Earth, and, far in the distance, Mars, which looks like a very tiny speck where the label is near the top of the image. Click on image to zoom in. Mars is much farther away than the Moon! A significantly larger version of the photo is available here.
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aerospace
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https://www.greenleafhome.co.za/product/time2play-kids-space-shuttle-play-set-with-sound-and-lights/
| 2023-11-30T21:51:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100232.63/warc/CC-MAIN-20231130193829-20231130223829-00503.warc.gz
| 0.812797 | 104 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__32418954
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en
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Your kids will enjoy this realistic space experience with space shuttle, rover space buggy and astronauts.
Features and Benefits:
- Space Shuttle with doors that opens and with sound and lights.
- Rover Space Buggy with hidden doors that can open.
- Two Astronauts.
- Uses 2 x AAA Batteries. (Batteries included)
- 6 Years and Older
What’s in the box:
1 x Space Shuttle
1 x Rover Space Buggy
2 x Astronauts
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aerospace
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http://www.bmpcoe.org/bestpractices/internal/nasam/nasam_13.html
| 2018-05-25T22:01:11 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794867220.74/warc/CC-MAIN-20180525215613-20180525235613-00039.warc.gz
| 0.939837 | 651 |
CC-MAIN-2018-22
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webtext-fineweb__CC-MAIN-2018-22__0__49928658
|
en
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Original Date: 04/26/1999
Revision Date: 01/18/2007
Best Practice : Environmental Control and Life Support Systems
One of Marshall Space Flight Center’s (MSFC’s) capabilities is developing and testing life support systems for manned space missions. Typical systems include oxygen for breathing; food storage; filtering canisters for removing contaminants within the vehicle; stored water for drinking and washing; collection/storage containers for urine; and collection/treatment/storage containers for solid waste. As the manned space program grew, requirements changed and new technologies were developed. Early missions such as Mercury, Gemini, and Apollo used expendable throwaway systems because of the vehicles’ weight constraints and short flight durations. Regenerative systems and techniques were also impractical due to size, weight, and cost. However, the Space Shuttle program introduced a new era for manned space missions. As flights became longer in duration, systems were needed to support the regeneration of life support resources within the space vehicle. The continued use of expendables for these systems became too costly in terms of logistical support.
The International Space Station (ISS) is the next-generation vehicle, and requires regenerative life support systems to effectively remain in space. The design concept of the space station includes separate modules, airlocks, and nodes which are docked and assembled together to form a large pressurized enclosure. This enclosure must be capable of supporting manned operations for indefinite periods of time. Provisions (Figure 2-3) for sustaining a crew on the ISS will be controlled by the space station’s Environmental Control and Life Support Systems (ECLSS). NASA has delegated the responsibility of designing and testing ECLSS to MSFC. To support this assignment, an extensive design and test program is underway, including the development of the Core Module Integration Facility (CMIF) which will test ECLSS and its subsystems: Water Reclamation System Has undergone analysis since 1990 with extensive testing and a continuous, 146-day cycle of operation.
Vapor Compression Distillation Unit Designed to process urine, has completed life testing requirements, and is now being used as a development unit to support a future spaceflight experiment.
Biofilm Test Determines if buildups are occurring by circulating clean and dirty water through onboard plumbing components.
Internal Thermal Control System Simulates the temperature and humidity control system of the space station, and is used to test fans, blowers, pumps, heat exchangers, etc.
The CMIF also contains the Common Module Simulator which is the same shape and diameter as the ISS core module. This unit contains all services (e.g., water, electrical, gas) needed to operate the various subsystems independently or as an integrated system. A new addition to the CMIF is a Habitation Module Simulator which has been outfitted to support ISS-sustaining engineering efforts. A complete set of ECLSS hardware has been installed in this simulator, so parallel operations can be performed with ISS operations to respond quickly to any on-orbit situation that might occur.
Figure 2-3. Space Station Regenerative ECLSS Flow Diagram
For more information see the
Point of Contact for this survey.
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aerospace
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