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http://caite.info/technology/3772-satellite-communication-books-pdf.php
| 2021-06-17T09:04:58 |
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in the Artech House. Space Technology and Applications Series, turn to the back of this book. .. handbook is intended for anyone interested in satellite communications, whether an gov/tmo/progress_report//caite.info Elbert. comprehensive, practical and timely books on wireless communication and Satellite communications systems engineering: atmospheric effects, satellite link . appear in this book, they have been printed with initial caps. McGraw-Hill .. tion is intended to provide broad coverage of satellite communications systems.
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McGraw-Hill books are available at special quantity discounts to use as premiums and .. costs about the same to provide a satellite communications link over. Innovations in Satellite Communication and Satellite Technology This book may not be reproduced, in whole or in part, in any form or by Hardison for. All terms mentioned in this book that are known to be trademarks or service marks have been Advantages of Satellite Communication. 7. Use of .
Book Details Title: If the address matches an existing account you will receive an email with instructions to retrieve your username. Such type of antenna are preferred where uniform coverage is desired such as in cellular systems. The Space Segment 8. Recommended for you. Click here to sign up.
Print ISBN: About this book With a Preface by noted satellite scientist Dr. Ahmad Ghais, the Second Edition reflects the expanded user base for this technology by updating information on historic, current, and planned commercial and military satellite systems and by expanding sections that explain the technology for non-technical professionals.
The book begins with an introduction to satellite communications and goes on to provide an overview of the technologies involved in mobile satellite communications, providing basic introductions to RF Issues, power Issues, link issues and system issues. It describes early commercial mobile satellite communications systems, such as Marisat and Marecs and their military counterparts.
The book then discusses the full range of Inmarsat and other current and planned geostationary, low earth orbiting and hybrid mobile satellite systems from over a dozen countries and companies.
It is an essential guide for anyone seeking a comprehensive understanding of this industry and military tool. Free Access. Summary PDF Request permissions.
Tools Get online access For authors. Email or Customer ID.
Forgot password? The first half of the book again covers the basics of satellite links, but has been updated to include additional areas such as Global Positioning and deep space satellites, dual polarization, multiple beaming, advanced satellite electronics, frequency synthesizers, and digital frequency generators.
All of these latter topics figure to be important aspects of satellite systems and space platforms of the twenty-first century. As in the first edition, the objective of the new edition is to present a unified approach to satellite communications, helping the reader to become familiar with the terminology, models, analysis procedures, and evolving design directions for modem and future satellites. The presentation stresses overall system analysis and block diagram design, as opposed to complicated mathematical or physics descriptions.
Backup mathematics is relegated to the appendices where a reader can digest the detail at his own pace.
Free Preview. Buy eBook. Buy Softcover.
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aerospace
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https://halids.com/chile/the-picture-that-the-satellites-said-was-great-to-insight/
| 2020-09-21T19:00:23 |
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Y NASA I have successfully used for the first time CubeSats is a Martian orbit, opening a new door for a smaller planetary spacecraft.
The signal landing signal InSight I was transferred to Jet Propulsion Lab (JPL) and NASA in Pasadena, California, through one of the two small CubeSats MARCO (Mars Cube One), which was launched on the same rocket with InSight and followed Mars. Here is the first CubeSats that will be sent to a deep place.
After successfully running a series of communications and on-flight experiments, the MarCO Twins were put in place to receive broadcasts during access, collapse and landing InSight, which referred to the management of the mission satisfactorily.
InSight acting on the surface during the Martian year, together with 40 days on Tuesday or sun, until November 24, 2020. The mission objectives of both small MarCO who transferred the telemetry from InSight They've been completed after their Martian flight.
MarCO-B, one or more CubeSats, he took a Mars image of about six thousand kilometers away during its flight on November 26, 2018.
"That's a great deal for incredible robotic crew size researchers," said Joel Krajewski, project manager for MarCO in JPL. "I believe that CubeSats it has a great future beyond the Earth's orbit, and the MarCO team is happy to open the way. "
Director of the JPL, Michael Watkins, said that CubeSats MARCO Experimental "has also opened a new door for a smaller planetary spacecraft." The success of these two unique trips is a tribute to the hundreds of talented engineers and scientists who give their splendor and work to do this is a great day. "
More news on MSN:
Watch on launching the InSight Explorer on Mars. Video from El Universal.
Play video back
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aerospace
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https://amazfitcentral.com/2018/03/25/falcon-heavy-v2-eng-amazfit-bip-watch-face/
| 2020-07-04T14:53:03 |
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NEW VERSION!!! with the different stages of rocket launch. For space lovers, Watchface inspired the launch of the SpaceX rocket, The Falcon Heavy. The watchface gives information of: Day of the week, Day of the month, icon of weather and current temperature, number of steps and Heart rate.
Atari Falcon – Amazfit Bip Watch faces
The watchface is based on an English watchface I downloaded months ago. I would like to credit author but I cannot find the watchface again. There are many similar watchfaces but not […]
SpaceX – Earth to Mars Watchface
Link: SpaceX - Earth to Mars Watchface
Includes settings to change background from Earth to Mars. Luna is the hour hand, SpaceX Rocket is minute hand. Dragon capsule is seconds. […]
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aerospace
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https://wikisummaries.org/cargo-aircraft/
| 2024-03-01T09:58:55 |
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Cargo aircraft are aircraft dedicated to hauling freight rather than transporting passengers. Any airplane, regardless of size, is considered a freighter if carrying cargo rather than people is its primary use.
Cargo aircraft, also called freighters, transport fresh flowers from Africa, grapes from Chile, and many other items that in previous decades would have traveled by ship or truck, or not at all. While much of the commercial freight traffic in many countries still travels by land routes, cargo aircraft handle ever-increasing amounts of material. In the United States and Europe, for example, catalog companies and Internet merchants rely on freight companies such as Federal Express to deliver orders to customers quickly. Without air freighters, the overnight delivery of packages and documents over thousands of miles, which is now taken for granted, would be impossible.
Although the general public often thinks of cargo aircraft as hauling freight that is small, light, or perishable, air freighters are just as likely to be hauling oversize materials as they are to be transporting perishable cargoes that must reach customers quickly. Items too large in weight, length, width, or height to be shipped by truck or rail are now flown to their destinations on oversize aircraft such as the civilian Super Guppy and the U.S. military’s C-5. Until recently, railway freight cars could not carry items exceeding 60 feet in length. The C-5, in contrast, has a cargo bay 143 long.
Using aircraft for hauling cargo was not an immediate priority in the aviation industry. For the first several decades of the twentieth century, aircraft remained relatively small. Following the Wright brothers’ success in 1903, aviation pioneers focused first on increasing speed, distance, and number of passengers before contemplating using aircraft to carry freight. Any cargo hauled was highly specialized and lightweight, such as medical supplies. The United States Post Office began airmail service in 1918, but the service was limited almost entirely to letters. Writers were urged to use thin onionskin paper to reduce the weight of individual pieces of correspondence.
As the size and range of aircraft increased, however, aviation’s potential for hauling freight became more apparent. In the mid-1920’s, the U.S. military acknowledged the divergence of freighters from transport aircraft and began numbering the former with a “C” designation, to indicate cargo. The Douglas C-1 was the first airplane so designated, in 1925. The airplane, a single-engine biplane, had an enclosed passenger compartment that could transport six people. With the seats removed, it became a freighter. This remains typical of military freighters, as many aircraft bearing a “C” designation are used as troop transports as well as for carrying cargo.
On the civilian side, United Parcel Service (UPS), founded in Seattle in 1907 as a messenger firm, began shipping packages by air in 1929. For many years, however, the company restricted that service to the West Coast. In 1953, UPS expanded its air delivery system nationally. Companies such as UPS generally use conventional aircraft that have been converted for use as freighters. This is nothing new in aviation history. Many aircraft designed for transporting passengers have been pressed into service as freighters, while numerous passenger aircraft carry some freight in addition to their human cargo. The rear bulkhead in the main cabin of many aircraft is movable, which gives airlines the flexibility to increase or decrease the size of the passenger compartment and the baggage compartment behind it if necessary. Most commercial airlines, for example, have contracts with the U.S. Postal Service to transport mail. Ironically, one of the aircraft most closely associated in the public’s mind with long-distance passenger transport, the Boeing 747, was designed originally to maximize its cargo capacity.
When Boeing company aerospace engineers began planning the 747 in the early 1960’s, industry analysts believed the future of air passenger service would lie in the area of supersonic transports (SSTs), such as the Concorde airliner then being developed in Europe. Although the 747 was initially designed as a jumbojet with a double-decker passenger compartment, the price of aviation fuel in the 1960’s was so low—barely 10 cents per gallon—that many experts believed SSTs would be economical to operate despite their high fuel requirements and relatively small passenger cabins. The Concorde, for example, has a maximum passenger capacity of 144 persons, in comparison with the 747’s high-density 624. The energy crisis of the 1970’s combined with public concerns about negative side effects of SSTs, such as noise, proved the experts’ predictions wrong. With the 747 being highly useful for either passenger transport or as a freighter, it is not surprising that by the twenty-first century, the SST had become a curiosity, while the Boeing 747 dominates international air traffic. Boeing ultimately chose not to use the double-deck concept for the passenger cabin of the 747. Instead, they placed the cockpit above the main cabin, giving 747’s used as freighters an exceptionally roomy cargo compartment. When configured as a passenger plane, a 747 will seat passengers in rows of ten persons across. When configured as a freighter, two 8-foot wide cargo containers can be placed side by side.
Noted cargo aircraft over the years have included the Ford Tri-Motor and the Douglas DC-3. Both aircraft were developed primarily for use in transporting passengers, but were quickly pressed into service as freighters. The Ford Tri-Motor, introduced in 1926, was notable for its all-metal construction, an aviation first. One of the first aircraft designed to be inherently stable, the Tri-Motor could fly well on only two engines and maintain a level flight path with only one. The aircraft was manufactured for only seven years, from 1926 to 1933, with a total of 199 being built. The Tri-Motor was a rugged aircraft capable of surviving a great deal of rough use. As recently as 1998, a few Tri-Motors remained in service, including one being used by a sightseeing company in Ohio to fly daily tourist excursions.
The venerable DC-3 made its debut in 1935. Within a short time it gained a reputation for being virtually indestructible. It has been estimated that by 1944, over 90 percent of the aircraft being used by commercial airlines were DC-3’s. The Douglas Aircraft Company built a total of 18,000 aircraft before discontinuing production. During World War II, the military version of the DC-3, the C-47, saw wide use in both the European and Pacific theaters. General Dwight D. Eisenhower was quoted as saying that the DC-3 was one of the four “weapons,” which also included the jeep, the bazooka, and the atomic bomb, that helped the Allies win the war. Over one thousand DC-3’s remained in service as of 200l, with the majority being used for transporting cargo.
The DC-3 was typical of many freighters in that it was designed initially to serve as a passenger plane. In 2001, many commercial freighters are civilian aircraft, such as Boeing 737’s or McDonnell Douglas DC-10’s, that have exceeded the maximum number of hours allowed for use as a passenger plane, although a few specialized cargo aircraft have emerged in the civilian market. These specialized freighters include the Super Guppy, a modified Boeing Stratocruiser, developed by Aero Spacelines in the early 1960’s. The diameter of the upper portion of the fuselage was increased, giving the aircraft the ability to transport oversized items such as sections of the Saturn rockets used in the U.S. space program. The rocket sections were too large in diameter to be transported via rail or truck. The resulting rather bloated profile earned the Super Guppy its nickname. The Super Guppy has a sideways-hinged nose for straight-in loading. Other freighters may be hinged so the nose swings up, or feature a large rear cargo door with a ramp. The military’s C-5 Galaxy has both a hinged nose and a ramped rear cargo door.
Some military freighters do share an airframe design with a civilian equivalent, but the manufacturer modifies the aircraft at the factory with specialized cargo doors and other features. The C-131 used for many years by the U.S. Air Force was a cargo transport version of the Convair 340 used by civilian airlines. Military freighters, such as the C-5 Galaxy developed by Lockheed, are generally built specifically to be used as cargo aircraft. The C-5 is the United States’ largest military freighter. The cargo hold of a C-5 is large enough to carry six Apache helicopters. The aircraft has a payload capacity of 270,000 pounds, which is less than that of its Russian counterpart, the Antonov AN-124, but still sufficient to transport two M-1 battle tanks weighing 135,000 pounds each. Fact sheets on the C-5 Galaxy point out that the aircraft’s cargo bay, at 143 feet long, is a greater distance from end to end than that which Wilbur and Orville Wright covered in their first powered flight at Kitty Hawk. The C-5 is remarkable in its ability to land and take off from very short runways. The aircraft’s landing gear has twenty-eight tires, giving it the high flotation necessary for landing on dirt runways. The landing gear are hydraulically hinged, allowing the plane to “kneel” to bring the level of the cargo bay down to truck-bed height, making loading and unloading easier and faster.
Just as U.S. aerospace engineers developed the C-5 to transport oversized military equipment such as tanks, engineers in the Soviet Union designed the Antonov AN-124. The AN-124 made its first public appearance outside the Soviet Union at the May, 1985, Paris air show. The aircraft has a maximum payload of 330,700 pounds. Like the C-5, the AN-124 is notable for its twenty-four-wheel landing system, which enables it to land on dirt runways and even hard-packed snow, despite being possibly the heaviest aircraft in the world.
Boyne, Walter J. The Leading Edge. New York: Workman, 1987. The former director of the Smithsonian Institution’s National Air and Space Museum discusses various innovations in aviation. Very accessible to the general reader and lavishly illustrated with spectacular color photographs. Green, William, Gordon Swanborough, and John Mowinski. Modern Commercial Aircraft. New York: Portland House, 1987. Easy to understand explanations of aircraft design and technical data, provides concise descriptions of hundreds of aircraft, including many not well known in the United States. Holder, Bill, and Scott Vadnais. The C Planes: U.S. Cargo Aircraft 1925 to the Present. Atglen, Pa.: Schiffer, 1996. A general history of military freighters which looks exclusively at developments in the United States. Matricardi, Paolo. The Concise History of Aviation: With Over 1,000 Scaled Profiles of Aircraft from 1903 to the Present. New York: Crescent Books, 1984. Good overview of aviation history written from a European perspective. Illustrations of aircraft are excellent. Scharschmidt, Oliver. Cargo Airlines. Osceola, Wis.: Motorbooks International, 1997. An overview of commercial air cargo.
Airline industry, U.S.
DC plane family
707 plane family
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http://discovermagazine.com/1999/jun/featsolar
| 2017-04-23T15:52:18 |
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To find a better method, Breakwell suggested that Howell study the mathematics of halo orbits. “He suggested we try to find out first what other halo orbits there might be. Is there only one? A whole bunch? Do they exist all around the solar system, or just near Earth? At all libration points, or just one?” Howell dedicated her graduate work as well as the next 15 years to that study, using techniques from a branch of mathematics called dynamical systems—or, more dramatically, chaos theory.
Rather than try to calculate individual trajectories as though she were planning a space mission, Howell used computers to calculate tens of thousands of trajectories whose initial conditions differed only slightly. With one set of initial conditions, she would get a single trajectory. With, say, ten sets of slightly different initial conditions, she might get not just ten lines in space but ten lines that all lay on the same curvaceous surface, known in the lingo of mathematics as a manifold. These manifolds undulate with hills and dips, like a crumpled blanket or the surface of a walnut. (See “Manifold Destiny,” above.)
Because there are an infinite number of starting points for a spacecraft and an infinite number of starting velocities, there are also an infinite number of manifolds. “You can think of the solar system as foliated by these sheets and sheets, like an onion,” says Lo, “except that this onion is not just a sphere but some weird-shaped thing.”
Any group of three or more bodies will interact to create manifolds with bizarre, albeit subtle, gravitational effects. For instance, a spacecraft nudged off a libration point in one direction might float into space, following the curve of the manifold, while if it went off in another direction, it would float right back to the libration point. Similarly, there were manifolds that would drop a spacecraft onto a halo orbit, and other manifolds that would lift it off and drop it onto a different halo orbit. If you could find the right manifolds, Howell believed, you could place your spaceship anywhere you liked in the neighborhood of the Earth, sun, and moon.
Howell met Lo at a conference in the late 1980s. They shared a passionate conviction that the techniques of chaos theory had great potential for plotting mission trajectories. “We’d meet at conferences and really get into it,” says Howell, “trying to figure out how to convince people that we had a better way” to come up with spacecraft trajectories.
An opportunity came in 1995 with a mission known as Genesis. Proposed by Caltech geochemist Don Burnett, the idea was to put a spacecraft in orbit between the sun and Earth to collect particles of solar wind—electrically charged atoms from the sun’s atmosphere blown outward through the solar system. Planetary scientists believe the sun’s atmosphere, and hence solar wind, is probably the only piece of the solar system that has retained the system’s original chemical composition. Capturing some and studying it, Burnett believed, would help us understand what the primordial solar system was made of. The catch would be bringing it home. Genesis could collect solar particles on fragile, ultrapure wafers of silicon, sapphire, and germanium. Because a hard landing would shatter them, theGenesis payload would have to return to Earth in such a way that it could be snatched in midair by a helicopter—much gentler than splashing down. And because Genesis was not one of the more newsworthy missions, the whole thing had to be done with as little fuel and as small a spacecraft as possible.
Howell says Lo called her one Thursday in August 1996 and said they could get a chance to design the trajectory for the Genesis mission, but only if they could do it by Monday. So Howell and Brian Barden, her graduate student at Purdue, went to work using everything they had learned over the years about the local space of the Earth-sun system. By Sunday night, after what Howell calls a weekend from hell, she, Barden, and Lo had calculated the basic trajectory, a loopy path through space.
Genesis will be launched in January 2001, onto a manifold that will float it out onto a halo orbit around L1. After four orbits of six months each, it will float out of the halo orbit onto another manifold that will carry it past Earth. A gentle nudge will put it onto yet another manifold that will carry it out to L2, swing it around the libration point, and drop it back into Earth’s atmosphere, directly over Utah.
Genesis convinced NASA that libration points were essential for future missions. Dave Folta, a senior aerospace engineer with NASA’s Goddard Space Flight Center, says they are planning to use Howell’s techniques—which he admiringly calls “highfalutin math”—for at least four missions over the next decade, including the Next Generation Space Telescope, scheduled to replace the Hubble Space Telescope in eight years.
Meanwhile, Lo has moved his sights from local space missions to the solar system at large. He and his Caltech collaborators have taken to calculating libration points, halo orbits, and their attendant manifolds for all the planets in the solar system. What they’ve found has begun to confirm Lo’s suspicions that manifolds play crucial roles in determining the orbits and locations of all objects in the solar system smaller than planets and moons. For instance, Lo has shown that the manifolds surrounding the libration points of the outer planets all intersect. This suggests that any asteroids passing through such manifolds would most likely hitch a ride on the manifolds and drift right out of the solar system. This phenomenon might explain why there is an asteroid belt between Jupiter and Mars but none beyond Jupiter. Moreover, the orbits of some comets seem to trace the planes of manifolds with remarkable accuracy.
To Lo, the manifolds may provide a unified theory of the structure of the solar system, and the implications go well beyond space exploration. While it would theoretically be possible to use the manifolds to get from planet to planet, it would take far too long, he says. On the other hand, Jupiter or Saturn missions, for instance, could use local manifolds to explore those planets’ neighborhoods. Spacecraft could ride manifolds from one moon to another in weeks, with virtually no fuel. “You can sneak in on a stable manifold, be captured by one moon for a couple of periods and observe it, and then with greatly reduced energy go on to the next moon,” he says.
Closer to home, the manifolds in Earth’s vicinity might serve as inexpensive, low-fuel routes to and from the moon for commercial purposes. They might explain why Earth seems to be relatively free of asteroid and meteorite collisions compared with the other bodies in the solar system. Understanding the dynamical channels around the Earth-moon system, says Lo, might make it relatively easy to deflect a potentially Earth-bound asteroid, like the one that wiped out the dinosaurs, by gently nudging it onto a manifold that would take it away from Earth.
Meanwhile, Lo and Howell are working with Caltech’s Control and Dynamical Systems Department, a team of mathematicians and engineers, to plot the manifolds of the solar system in detail. For Lo, the experience has been a revelation. Back when he first started at JPL, he says, he felt frustrated as a mathematician reduced to doing mundane engineering. He was tempted to move to Wall Street, where he could do interesting math and make a nice living as well. Then he had a dream that showed him where his future lay. In his dream, the muddy waters of a river receded to reveal a river full of water buffaloes, wondrous animals “as happy as could be.” After that dream, he says, “I just knew I was not to leave here. I knew that there were great riches here to be discovered.”
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aerospace
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https://newspaceeconomy.ca/2023/04/28/paper-mission-architecture-using-the-spacex-starship-vehicle-to-enable-a-sustained-human-presence-on-mars-2021/
| 2023-11-30T03:42:07 |
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Source: Mary Ann Liebert
A main goal of human space exploration is to develop humanity into a multi-planet species where civilization extends beyond planet Earth. Establishing a self-sustaining human presence on Mars is key to achieving this goal. In situ resource utilization (ISRU) on Mars is a critical component to enabling humans on Mars to both establish long-term outposts and become self-reliant. This article focuses on a mission architecture using the SpaceX Starship as cargo and crew vehicles for the journey to Mars. The first Starships flown to Mars will be uncrewed and will provide unprecedented opportunities to deliver ~ 100 metric tons of cargo to the martian surface per mission and conduct robotic precursor work to enable a sustained and self-reliant human presence on Mars. We propose that the highest priority activities for early uncrewed Starships include pre-placement of supplies, developing infrastructure, testing of key technologies, and conducting resource prospecting to map and characterize water ice for future ISRU purposes.
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aerospace
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https://thespacereport.org/?taxonomy=country&term=finland
| 2022-09-29T20:09:35 |
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A flurry of military and intelligence satellite launches by rival powers this month came as the United States and two dozen partner nations wrapped up the largest global space defense wargame in history.
Russia launched what some leaders have described as a spy satellite for Iran and its own on-orbit snooping satellite Cosmos-2558, which is circling Earth in an orbit conspicuously close to a recently launched U.S. National Reconnaissance Office satellite, a Netherlands researcher confirmed.
Share price performance of our core satellite and space index, which includes 27 publicly traded space companies, was up . . .
The science, technology, engineering, and mathematics (STEM) workforce is at the core of the space industry—from the mathematicians and astronomers who analyze space to the engineers who design and build the launch vehicles that get us there. This workforce is enabled . . .
Stacked bar chart showing a twenty-year look at the European space industry workforce by country 2000 – 2020
Data on the European space workforce is collected annually via surveys by Eurospace, an association of the European space manufacturing industry. The survey focuses on design, development, and…
By 2008, European space employment reached ## full-time equivalent (FTE) employees, which remains ##% lower than the near-historic high in 2001, when employment totaled approximately ## jobs with ##% annual growth. Space employment fell each year from 2002 to 2005, including a ##% decrease in 2005 when space employment fell to ## FTE employees. Beginning in 2006, growth resumed, with ##% employment growth in 2008.
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aerospace
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https://www.heraldtribune.com/story/news/local/venice/2019/01/03/plane-has-emergency-after-landing-at-venice-airport/6390507007/
| 2023-02-02T22:11:35 |
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Plane has emergency after landing at Venice Airport
According to the city of Venice, a single-engine plane had an emergency at the Venice Municipal Airport on Wednesday.
Shortly after 5 p.m. Wednesday, Venice Fire, Venice Police, Sarasota EMS and Venice Airport staff responded after a four-seat Beechcraft Bonanza had a mechanical failure after landing at the airport. While braking to exit the runway, the plane’s forward landing gear failed, causing the nose to hit the pavement, according to airport staff. The pilot and sole occupant of the plane, Dan Gualandri, was not injured.
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aerospace
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http://www.theepochtimes.com/n2/united-states/human-powered-helicopter-gamera-ii-breaks-flight-record-257722.html?utm_source=dlvr.it&utm_medium=twitter
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Video by TeamGameraHPH
A group of students from the University of Maryland’s A. James Clark School of Engineering broke the record for the duration of a human-powered helicopter flight last Thursday, the school announced over the weekend.
Far surpassing the duration of the team’s 2011 world record of 11.4 seconds with a human-powered helicopter named Gamera I, Kyle Gluesenkamp, a 135-pound Ph.D candidate, powered and maintained helicopter Gamera II in the air with both foot pedals and a hand crank for 50 seconds.
“Over the last few days we have witnessed top Clark School student engineers flying an amazing craft they designed and built, resulting in an unofficial new world record of 50 seconds,” Clark School Dean Darryll Pines said in a statement.
Pines and faculty mentors Inder Chopra and V.T. Nagaraj challenged the team to win the American Helicopter Society’s Igor I. Sikorsky Human-Powered Helicopter Competition, which requires that a human-powered helicopter to fly for 60 seconds. The 50-second record now brings Gamera II closer to the requirement than any other craft.
The team will now continue to refine their craft.
The Epoch Times publishes in 35 countries and in 19 languages. Subscribe to our e-newsletter.
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aerospace
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https://goecker.dk/dji-rc-remote-control-for-mini-3pro-mavic-3-cine
| 2024-04-16T07:38:14 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817073.16/warc/CC-MAIN-20240416062523-20240416092523-00226.warc.gz
| 0.886421 | 354 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__20975972
|
en
|
DJI MAVIC 3 PRO (DJI RC)
DJI RC is a remote controller that delivers an exceptional operating experience for DJI drones. With a lightweight body, FHD display, and ultra-long battery life, it also features new dual-spring control sticks for more comfortable flying and supports the advanced DJI O3+ video transmission technology. With its powerful functionality, aerial creation is more convenient than ever.
When used with drones that support O3+ transmission, like DJI Mavic 3, DJI RC can provide low-latency HD 1080p/60fps live feeds with a max transmission range of 15 km for smoother control and safer flight.
Thanks to its innovative design, the antennas of DJI RC pack excellent performance in a smaller body that is built into the RC itself. The new hardware design further reduces the size of DJI RC, resulting in a weight of just 390 grams.
With a built-in screen, DJI RC can directly link with your drone after powering on without connecting to a smartphone, allowing you to start shooting right away. The built-in 5.5-inch FHD screen supports long-lasting brightness of up to 700 nits. DJI RC’s new design enables use for up to four hours on a full charge that gives you enough battery to shoot at multiple locations on a single charge.
DJI RC is equipped with dual-spring control sticks for a smoother and more precise control experience.
It comes with commonly used USB-C ports convenient for charging and a microSD card slot.
|
aerospace
|
http://mycommissionbid.com/bid/viewitem.php?id=46
| 2018-09-20T15:29:30 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267156513.14/warc/CC-MAIN-20180920140359-20180920160759-00096.warc.gz
| 0.879408 | 90 |
CC-MAIN-2018-39
|
webtext-fineweb__CC-MAIN-2018-39__0__126170905
|
en
|
WW2 Royal Canadian Air Force Operational Tour Wing with additional bar.
A scarce Silver-gilt example, reverse stamped 'Birks' and 'Sterling'. Retaining backing plate and both screw posts and nuts.
Estimate: (£80 - £120)
Authorised in 1943 for RCAF aircrew who performed meritorious operational service and completed a tour of duty, the bar indicating a second tour of ops.
|
aerospace
|
http://haryopanji.deviantart.com/art/N-600M-Archelon-181357170
| 2015-03-03T04:37:20 |
s3://commoncrawl/crawl-data/CC-MAIN-2015-11/segments/1424936463108.89/warc/CC-MAIN-20150226074103-00001-ip-10-28-5-156.ec2.internal.warc.gz
| 0.864018 | 496 |
CC-MAIN-2015-11
|
webtext-fineweb__CC-MAIN-2015-11__0__124406316
|
en
|
An updated information
The N-600 now has a civillian name, it called Archelon. Archelon (Greek meaning ruler turtle) is a genus of extinct sea turtle, the largest that has ever been documented.
The N-600M Archelon (C-63 Continental) is a multi-purpose 6-engined strategic airlifter designed by Sentry Aerospace Industries, which is the Archangel [link] manufacture.
The N-600M is positioned as an intermediate size between the Antonov An-124 Ruslan, and the Boeing C-17 Globemaster III.
The M variant or the military version used for rapid strategic airlift of troops and cargo to main operating bases or forward operating bases throughout the world; it can also perform tactical airlift, medical evacuation and airdrop missions. It can also airlift cargo fairly close to a battle area.
The N-600M is powered by six fully reversible, F117-PW-100 turbofan engines (same engine as the C-17 Globemaster III). The thrust reversers direct air upward and forward, reducing the chance of foreign object damage and providing enough thrust to back the aircraft on the ground. The thrust reversers can also be used in flight at idle-reverse for added drag in maximum-rate descents. he thrust reversers can be used to back the aircraft and reverse direction on narrow taxiways.
Crew: 3 or 4 (2 pilots, 3rd optional, 1 loadmaster)
150 troops with palletized seats or
120 troops with standard centerline seats or
40 litter and 58 ambulatory patients or
Cargo, such as one or two M1 Abrams size tanks
65.1 m (213.1 ft)
70.4 m (230.9 ft)
15.8 m (51.9 ft)
Powerplant: 6 × Pratt & Whitney F117-PW-100 turbofans, 40,440 lbf (180 kN) each
Maximum speed: 900 km/h (490 knots, 560 mph,) Mach 0.82 depending on cargo weight and altitude
Cruise speed: Mach 0.76 (450 knots, 515 mph, 830 km/h)
Service ceiling: 45,000 ft (13,716 m)
Inspired by the Boeing C-17 Globemaster III and Antonov An-225 Mriya
|
aerospace
|
https://www.pehub.com/dubai-aerospace-closes-acquisition-of-cppib-backed-awas-reuters/
| 2022-11-26T23:02:45 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446709929.63/warc/CC-MAIN-20221126212945-20221127002945-00093.warc.gz
| 0.956769 | 419 |
CC-MAIN-2022-49
|
webtext-fineweb__CC-MAIN-2022-49__0__253200379
|
en
|
Dubai Aerospace Enterprise Ltd (DAE) has become one of the world’s largest aircraft lessors after announcing on Sunday it had completed the acquisition of Dublin-based AWAS, the industry’s tenth biggest business.
The deal triples the Dubai government-controlled aircraft leasing and maintenance company’s portfolio of owned, managed and committed fleet to about 400 aircraft worth more than US$14 billion. That makes DAE one of the world’s top aircraft lessors behind the likes of General Electric and AerCap.
DAE will use the brand name ‘DAE Capital’ to conduct its aircraft leasing business, the company said in a statement announcing the deal had finalized.
DAE said last month it had raised US$2.3 billion to finance the acquisition from British private equity firm Terra Firma Capital Partners and Canada Pension Plan Investment Board (CPPIB).
DAE announced the acquisition in April, and later said it expected the deal to close in the early part of the third quarter.
“This acquisition of the best-in-class AWAS platform provides DAE with an enhanced market position,” DAE Chief Executive Firoz Tarapore said in the statement. “This combined with our capital strength and our committed long-term ownership will allow us to provide a more comprehensive range of aviation fleet and financing solutions to our clients across the globe.”
The deal increases DAE’s number of aircraft leasing customers to include 117 airlines in 57 countries.
Tarapore told Reuters in June the company would consider a jet order of more than 20 aircraft once the deal closed, and that he was interested in Airbus, Boeing and ATR aircraft.
Update: CPPIB partnered with Terra Firma in acquiring AWAS in 2006. The pension fund has since been a significant minority investor in the company.
(Reporting by Alexander Cornwell; Editing by Andrew Bolton)
(This story has been edited by Kirk Falconer, editor of PE Hub Canada)
Photo courtesy of AWAS
|
aerospace
|
https://wi.tasnimnews.com/en/news/2023/10/04/2966344/iran-plans-to-launch-first-bio-space-capsule-in-current-year
| 2024-02-24T16:45:18 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474541.96/warc/CC-MAIN-20240224144416-20240224174416-00753.warc.gz
| 0.933378 | 450 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__13345393
|
en
|
Iran Plans to Launch First Bio-Space Capsule in Current Year
- October, 04, 2023 - 16:00
- Space/Science news
TEHRAN (Tasnim) – Head of Iran’s Space Agency Hassan Salariyeh revealed plans for the country’s inaugural launch of a bio-space capsule, scheduled for the upcoming months.
Salariyeh unveiled this initiative during a press conference held at the Iranian Space Agency headquarters on Wednesday, marking World Space Week.
"We are making strides in space biology," he emphasized, as he noted a hiatus in bio-space capsule launches over the past months.
He also highlighted that ongoing projects align with Iran's decade-long plan, stating, "In satellite design and production, work on Pars 2 and 3 observation satellites has commenced in collaboration with the Space Research Institute."
Salariyeh revealed that the construction of Pars 2 observation satellite has already started, and the conceptual designs for Pars 3 are complete.
"Our nation's capabilities in microsatellite design and production have achieved higher precision levels. The Nahid-2 telecommunication satellite serves as a successful example of this qualitative achievement," he added.
Furthermore, he said that this project will enable Iran to possess observation radar satellites.
Salariyeh added that satellites such as Pars 1 and Tolo 3 are optical observation satellites, and their performance is affected in cloudy weather and dusty conditions. However, radar satellites can collect data even in cloudy weather, he said.
"A consortium comprising private sector entities and the Iran Electronics Industries has been formed to establish international space launch infrastructure. This facility, capable of launching at various orbital inclinations, initiated its first phase last year," Salariyeh stressed.
He predicted that Iran's Space Agency would be able to provide services by the middle of next year and that Chabahar would be critical in assisting Iran in achieving Sun-synchronous orbit for its satellite systems.
According to the head of the Iranian Space Agency, the first step toward reaching a 36,000-kilometer orbit has been taken, with the completion of the Serir launcher's construction and initial tests, and the manufacturing process beginning.
|
aerospace
|
https://vivaguides.com/technology-news/the-runway-for-futuristic-electric-planes-is-still-long/
| 2023-03-26T19:12:07 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296946445.46/warc/CC-MAIN-20230326173112-20230326203112-00381.warc.gz
| 0.950573 | 604 |
CC-MAIN-2023-14
|
webtext-fineweb__CC-MAIN-2023-14__0__7561046
|
en
|
Beta is one of a growing number of companies working to build small electric planes that can carry a few passengers or small cargo over short distances. Many of these aircraft are a class of vehicles called eVTOL (electric vertical takeoff and landing), designed to take off and land without conventional runways.
“We’re trying to create a sustainable future for aviation, and that’s a big, lofty goal,” says Kyle Clark, founder and CEO of Beta. The company has largely focused on cargo delivery, raising over $800 million in funding and securing orders for its eVTOL aircraft from companies such as UPS, Blade and Air New Zealand.
Aviation creates about 3% of global greenhouse gas emissions today, and the industry’s contribution to climate change is growing. Electric planes could help reduce emissions, but technical and regulatory hurdles still loom before the industry, which is one of the reasons Beta is starting with planes that behave less like air taxis and more like… ok, planes.
Beta isn’t giving up on its eVTOL plans, but plans to first certify a more conventional aircraft called the CX300, which will have to take off and land on a runway. The company has flown this type of aircraft on test flights totaling more than 22,000 miles, both near its base in Vermont and on cross-country treks: it traveled to Arkansas (a trip of about 1,400 miles, or 2,200 kilometers) and Kentucky (800 miles or 1,200 kilometers) on separate occasions. Those longer trips require stops along the way to recharge the battery, but Beta’s plane has flown up to 386 miles on a single charge.
Beta’s approach is to pursue electric flight “in a very pragmatic way and in a way that doesn’t require three or four miracles to happen at once,” says Clarke, referring to both the technical challenges facing next-generation electric aircraft and regulatory barriers to industry.
Several of the biggest eVTOL startups have announced plans to enter commercial service in 2025. Those plans depend on receiving approval from the Federal Aviation Administration, the US civil aviation regulator. “Safety will dictate the certification schedule, but we could see these aircraft in the skies by 2024 or 2025,” the FAA said in an emailed statement.
New eVTOL aircraft will be subject to a different FAA certification framework than conventional aircraft. Because of this special process, some in the industry doubt that the agency or the companies will be able to meet the announced deadlines.
Beta plans to certify its eVTOL aircraft for operation in 2026. Others say the agency could take until later in the decade to issue approvals. “It will take longer in terms of certification, probably 2027 or 2028,” says Matthew Clark, a postdoctoral researcher in aeronautics and astronautics at MIT. “These conventional electric planes will take off first.”
|
aerospace
|
https://www.infowerk.systems/page.cfm?vpath=news&genericpageid=4398
| 2019-05-22T15:40:03 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256858.44/warc/CC-MAIN-20190522143218-20190522165218-00452.warc.gz
| 0.933463 | 199 |
CC-MAIN-2019-22
|
webtext-fineweb__CC-MAIN-2019-22__0__87409204
|
en
|
06 Mar 2019
infoWERK signs Service Agreement with Finnish Blue Skies Aviation Oy
infoWERK is pleased to announce a service agreement with Blue Skies Aviation Oy, a Finnish flight school founded in 2009.
Blue Skies Aviation Oy offers theoretical and flight training for LAPL (A) and PPL (A) for light aircraft , NF night flight training, SEP (sea) flight training, and SEP training flights required to extend the license. Their headquarters are located in the Lahti-Vesivehmaa aerodrome at Asikkala, but they practice training throughout Finland due to distance learning opportunities.
The training package of infoWERK includes Basic Pilot Training PPL, CB-IR, EIR and Performance-based Navigation Training.
Blue Skies Aviation Oy training meets the requirements of the European Aviation Safety Agency (EASA) and they have an ATO training organization approval. Their business area is constantly expanding.
For more information please contact us.
|
aerospace
|
https://aerobaticteam.blogspot.com/2010/10/jacksonville-air-show-2010-from-httpwww.html
| 2024-04-15T16:19:02 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817002.2/warc/CC-MAIN-20240415142720-20240415172720-00711.warc.gz
| 0.900667 | 108 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__188785939
|
en
|
A great family event featuring top military and civilian performers, including the US Navy Blue Angels! - Gates open at 9 a.m. - Show begins at 10 a.m. - FREE parking, admission and Kid's Zone! - Open to the public! - Witness thrills like never before from a variety of military and civilian aerobatic demonstrations. The world famous Super Shockwave Jet Truck will be racing down the runway at speeds more than 300 mph. The grand finale will be the Navy's flight demonstration team: The Blue Angels.
|
aerospace
|
https://forum.ipmsusa3.org/tags/radar%20absorbing/dispersing/
| 2021-03-02T07:14:48 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178363782.40/warc/CC-MAIN-20210302065019-20210302095019-00323.warc.gz
| 0.880506 | 168 |
CC-MAIN-2021-10
|
webtext-fineweb__CC-MAIN-2021-10__0__46358
|
en
|
Search the Community
Showing results for tags 'radar absorbing/dispersing'.
Tru-Color Paint will be shipping to distributors and hobby shops the following new aircraft colors on Oct. 2, 2017. Note all colors will be available in 1 oz. ($ 5.69 list) and 2 oz. ($ 10.25 list) bottles. TCP-1214 F-22 Radar Dispersion Dark Compass Ghost Gray TCP-1215 F-22 Radar Dispersion Lt. Compass Ghost Gray TCP-1217 Fed. Std. 34092 Gunship Green The F-22 paint is the first aircraft model paint that already has the simulated radar dispersion/absorption additive that is ready to be sprayed by the modeler ! We will have the F-35 versions shipping in Dec., 2017. You may order these from
|
aerospace
|
https://www.americansecurityproject.org/asp-in-the-news-coo-matthew-wallin-in-stars-and-stripes/
| 2024-04-17T19:28:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817171.53/warc/CC-MAIN-20240417173445-20240417203445-00682.warc.gz
| 0.917015 | 251 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__11030786
|
en
|
This Monday ASP Chief Operating Officer Matthew Wallin published an opinion piece in Stars and Stripes detailing new over the horizon intelligence-gathering opportunities, titled Access to commercial satellite networks can help fill intel gaps.
As tensions between China and Taiwan mount, satellite imagery and signals intelligence will play a key role in long-distance surveillance of land-, sea-, and air-restricted targets. Commercial satellites in particular are already well positioned to monitor from afar. Wallin contended:
There is no shortage of international security threats warranting closer surveillance, but there are limited resources to surveil those threats. Large fleets of commercial satellites can be tasked with monitoring numerous threats and situations around the world and aid in determining which of those threats warrant the attention of more advanced U.S. government satellites.
As global events evolve, commercial partnerships in line with the 2020 National Space Policy could provide critical data for a broader scope of security concerns including Russia, Iran, and Afghanistan—and even monitor the impact of climate change. Wallin concludes:
With so much uncertainty in our time, the U.S. government should work to ensure it has greater access to secure and reliable American commercial satellite networks to fill its intelligence gaps and help make decisions based on timely and accurate data.
|
aerospace
|
https://overseasbrokers.com/airbus-aims-to-be-first-to-market-with-zero-emissions-aircraft/
| 2024-03-01T11:19:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475238.84/warc/CC-MAIN-20240301093751-20240301123751-00772.warc.gz
| 0.931858 | 118 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__164889911
|
en
|
Airbus Aims To Be First To Market With Zero-Emissions Aircraft
European aircraft manufacturer, Airbus, has developed several concept designs for zero-emission commercial aircraft powered by hydrogen. The concept designs are codenamed ZEROe. According to IATA, commercial aircraft produce up to 3 percent of worldwide carbon emissions. The industry has set ambitious goals to reduce the impact of commercial aviation on climate change such as a 50% reduction of carbon emissions by 2050. The zero-emission aircraft are likely to revolutionize the air transport industry.
Read about these concept aircraft at:
|
aerospace
|
https://images.historyinfullcolor.com/nasa_all/hD15047DF
| 2024-04-17T22:17:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817181.55/warc/CC-MAIN-20240417204934-20240417234934-00352.warc.gz
| 0.929738 | 211 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__107453402
|
en
|
Apollo 11, Saturn V Launch Vehicle Rollout - 6975606
Aboard a Saturn V launch vehicle, the Apollo 11 mission launched from The Kennedy Space Center, Florida on July 16, 1969 and safely returned to Earth on July 24, 1969.
The space vehicle is shown here during the rollout for launch preparation.
The 3-man crew aboard the flight consisted of Neil A. Armstrong, commander; Michael Collins, Command Module pilot; and Edwin E. Aldrin Jr., Lunar Module pilot.
Armstrong was the first human to ever stand on the lunar surface, followed by Edwin (Buzz) Aldrin.
The crew collected 47 pounds of lunar surface material which was returned to Earth for analysis.
The surface exploration was concluded in 2½ hours. With the success of Apollo 11, the national objective to land men on the Moon and return them safely to Earth had been accomplished.
The Saturn V launch vehicle was developed by the Marshall Space Flight Center (MSFC) under the direction of Dr. Wernher von Braun.
|
aerospace
|
https://support.foreflight.com/hc/en-us/articles/360010995414-Will-my-aircraft-be-impacted-with-the-Simulator-update-
| 2023-09-24T20:30:53 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506669.30/warc/CC-MAIN-20230924191454-20230924221454-00544.warc.gz
| 0.90202 | 164 |
CC-MAIN-2023-40
|
webtext-fineweb__CC-MAIN-2023-40__0__248658008
|
en
|
Your Logbook aircraft will not be impacted and all data will transition seamlessly. Prior to the 10.4.3 update, your Logbook Aircraft should look like this:
After the 10.4.3 update, a new field, called Equipment Type, will be available, prepopulated with “Aircraft”:
The Equipment Type field will allow you to select between Aircraft, Full Flight Simulator (FFS), Flight Training Device (FTD), Basic Aircraft Training Device (BATD), or Advanced Aviation Training Device (AATD). As long as nothing has changed with your Aircraft, you should not need to change any fields.
If you have a Simulator that you need to update, check our Support Center article (hyperlink) on how to seamlessly update your Simulator.
|
aerospace
|
https://www.avworld.ca/models/large-display-models/civilian/124/
| 2023-03-26T12:53:00 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945472.93/warc/CC-MAIN-20230326111045-20230326141045-00364.warc.gz
| 0.912222 | 93 |
CC-MAIN-2023-14
|
webtext-fineweb__CC-MAIN-2023-14__0__176043177
|
en
|
>>NOTAM: Avworld has MOVED! Please bear with us while we transition to our new facility NEXT DOOR!! Click here for more information / updates!!
You can compare a maximum of 3 products
This Executive Series high quality replica is crafted from resin and comes with a wooden base.Length is 12" and wingspan is 16 1/2". This line of aircraft replicas features the largest selection of military, commercial, general aviation and spacecraft fr
|
aerospace
|
https://myfuture.com/career/aerospace-engineers
| 2021-10-16T03:24:01 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323583408.93/warc/CC-MAIN-20211016013436-20211016043436-00536.warc.gz
| 0.956187 | 191 |
CC-MAIN-2021-43
|
webtext-fineweb__CC-MAIN-2021-43__0__279736058
|
en
|
Perform engineering duties in designing, constructing, and testing aircraft, missiles, and spacecraft. May conduct basic and applied research to evaluate adaptability of materials and equipment to aircraft design and manufacture. May recommend improvements in testing equipment and techniques.Explore this career in the military
What you can expect to experience while on the job
Employment of aerospace engineers is projected to grow 3 percent from 2019 to 2029, about as fast as the average for all occupations. Aircraft are being redesigned to cause less noise pollution and have better fuel efficiency, which will help sustain demand for research and development. Also, new developments in small satellites have greater commercial viability. Growing interest in unmanned aerial systems will also help drive growth of the occupation.Read More
$52,170Explore this career in the Military
Gray states indicate no data available
People in this career achieve this level of education.
Select major to see colleges that offer it
Skills helpful in this career
|
aerospace
|
https://www.scientific.net/AMR.284-286.396
| 2017-09-21T21:53:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818687906.71/warc/CC-MAIN-20170921205832-20170921225832-00011.warc.gz
| 0.845759 | 149 |
CC-MAIN-2017-39
|
webtext-fineweb__CC-MAIN-2017-39__0__119813556
|
en
|
Certification for Effect of Environment on Composite Properties
The environment which can have a great effect on the composite aircraft structure performances must be considered during the design and certification process. In this paper, the extreme temperature and humidity span of the worst environment conditions in aircraft structure design and certification are investigated, and some test methods involving environment influences are also discussed. The studying results can be used in design and certification for environment influences of composite aircraft structures.
Xiaoming Sang, Pengcheng Wang, Liqun Ai, Yungang Li and Jinglong Bu
J. R. Zhang et al., "Certification for Effect of Environment on Composite Properties", Advanced Materials Research, Vols. 284-286, pp. 396-400, 2011
|
aerospace
|
https://www.callbespoke.com/rocket-that-landed-in-the-wrong-country-recovered/
| 2023-06-05T20:57:42 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652161.52/warc/CC-MAIN-20230605185809-20230605215809-00041.warc.gz
| 0.918848 | 341 |
CC-MAIN-2023-23
|
webtext-fineweb__CC-MAIN-2023-23__0__19141074
|
en
|
Rocket that landed in the wrong country recovered
Sign up for CNN’s Wonder Theory science newsletter. Explore the universe with news on fascinating discoveries, scientific advancements and more.
Authorities in Sweden have retrieved the payload of a research rocket launched from the country’s Esrange Space Center that landed by error in neighboring Norway.
After lifting off Monday morning at 7:20 a.m. local time, the rocket entered a “non-nominal flight path,” taking a longer and more westerly trajectory than calculated, the Swedish Space Corporation said.
It landed 15 kilometers (9 miles) across the Norwegian border — 40 kilometers (25 miles) northwest of the planned landing site — in a forested area that lies 1,000 meters (3,280 feet) above sea level.
The rocket’s payload was recovered on Tuesday in good condition and transported by helicopter back to the Esrange Space Center in the north of Sweden.
“This is a deviation that we take seriously. We are now investigating the reason why the rocket flew further northwest than (optimal). It is still too early to speculate about the cause, and we await more information from the current investigation,” Marko Kohberg, head of sounding rocket and balloon operations at Esrange Space Center, said in a Tuesday statement.
The TEXUS-58 rocket reached an altitude of 250 kilometers (155 miles) where three experiments were carried out in zero gravity — part of a European program commissioned by the European Space Agency (ESA).
The experiments were part of research investigating how planets form and testing materials to improve the efficiency of solar cells and engines.
|
aerospace
|
http://disinfo.com/2010/02/nasa-shows-first-wise-telescope-images/
| 2018-06-23T00:33:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864848.47/warc/CC-MAIN-20180623000334-20180623020334-00415.warc.gz
| 0.91155 | 295 |
CC-MAIN-2018-26
|
webtext-fineweb__CC-MAIN-2018-26__0__157159697
|
en
|
From CBC News:
NASA released the first pictures from the WISE infrared space telescope Wednesday, including a new view of our closest galactic neighbour.
The new images include a shot of the Andromeda galaxy and its smaller satellite galaxies, a glowing comet, a distant galaxy cluster, and cloud of dust and gas teeming with newly born stars.
The Wide-field Infrared Survey Explorer, launched in December, is on a mission to survey the entire sky in the infrared part of the light spectrum.
Since it began its scan of the heavens Jan. 14, it has sent more than 250,000 raw images back to Earth, and NASA has processed some of them for the public to see, assigning false colours to the different wavelengths of infrared light.
“These first images are proving the spacecraft’s secondary mission of helping to track asteroids, comets and other stellar objects will be just as critically important as its primary mission of surveying the entire sky in infrared,” said Ed Weiler, associate administrator of NASA’s Science Mission Directorate, in a statement.
[Read more at CBC News]
Latest posts by Raymond (see all)
- Burners Invade the Bible-Belt! - Jun 13, 2012
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- Happy 4/20! Top 5 Marijuana Stories from Disinfo.com - Apr 20, 2011
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aerospace
|
http://otherworldsfilmfest.com/project-m
| 2019-08-25T02:53:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027322170.99/warc/CC-MAIN-20190825021120-20190825043120-00049.warc.gz
| 0.853736 | 123 |
CC-MAIN-2019-35
|
webtext-fineweb__CC-MAIN-2019-35__0__185039489
|
en
|
PROJECT-M, dir. ERIC PICCOLI
Writers: Julien Deschamps Jolin, Eric Picolli, Mario J. Ramos
Orbiting the Earth aboard a space station for 1000 days to prepare for a mission to Jupiter’s moon Europa, four astronauts face unforeseen crises when a war breaks out on Earth below. Arguing whether to break off their mission, or what to do about the loss of communication from headquarters, the team finds themselves more alone than they could have prepared for.
Full film: Only available on Blu-ray/DVD in Germany.
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aerospace
|
https://veritynewsonline.com/2019/07/12/dozens-injure-as-turbulence-hits-air-canada-flight/
| 2024-04-12T17:04:37 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816045.47/warc/CC-MAIN-20240412163227-20240412193227-00365.warc.gz
| 0.962304 | 262 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__167499827
|
en
|
(Xinhua/NAN) An Air Canada flight was forced to divert to Honolulu on Thursday, after suffering turbulence, and dozens of people were injured in the incident, local media reported.
According to Air Canada spokesman Peter Fitzpatrick, the Boeing 777-200 plane was carrying 269 passengers and 15 crew members flying from Vancouver to Sydney, Australia.
Fitzpatrick said, the plane had flown past Hawaii for two hours when it reported experiencing un-forecasted and sudden turbulence, then diverted back to Honolulu.
Federal Aviation Administration spokesman Ian Gregor said the turbulence happened at 36,000 feet (10,973 meters) about 600 miles (966 kilometers) southwest of Honolulu, capital of U.S.
Gregor said crewmembers asked for medical personnel to meet the plane at the gate.
Officials said at least 35 people suffered minor injuries, and nine of those individuals were being transported to the hospital after the plane landed.
Many of them received head and neck injuries, according to local media reports adding that such injuries indicate that the passengers were basically flung out of their seats when the aircraft hit the bumpy spot above the Pacific.
Air Canada was arranging hotel accommodations and meals in Honolulu and options for resuming the flight, said Air Canada spokeswoman Angela Mah. Enditem.
|
aerospace
|
http://www.dxzone.com/tag-16-element/
| 2013-05-21T09:31:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699856050/warc/CC-MAIN-20130516102416-00036-ip-10-60-113-184.ec2.internal.warc.gz
| 0.86379 | 495 |
CC-MAIN-2013-20
|
webtext-fineweb__CC-MAIN-2013-20__0__144195661
|
en
|
The Multi-Band Fan Dipole
- How to build a multi-band dipole antenna with a single coax feed.
Instructions for a 160M antenna that will fit in the space that a 75M dipole will with almost as good of results as a full size 160M dipole!
160/80m Coaxial Receiving Loop Antennaspop
- Receiving loop antenna for top band. This antenna allow to reduce noise on both bands. The stand alone 80m loop is approximately four feet in diameter. And made of light weight material. Which makes it ideal for portable use or you can mount it above a pre-existing vhf antenna, and due to it's small size it is quite rotatable.
19 INTERNATIONAL RADIO 516
- My personal homepage with links to HOT DX-news from IRDX-Germany and to the other IRDX-members. also flags,coaxinfo and many more
- My personnal web site about me, the RC members in my r?gion and my HAM callsign F4BKV. You can find also all info about my DX expeditions on 11M: 14RC/EU159 14RC/AT028 167RC0 and many others...
C6AMS Bahamas DX Pedition 2010
- Online log and live audio from NA6M/C6AMS, N5BW/C6AMR, K2CK/C6ASH, K5AB/C6AAB and W5ETY/C6ATY will be active from Eleuthera Island, Bahamas (IOTA NA-001)(Grid FL15)9 July to 25 July 2010. Operating on 160-6m CW, SSB and Digital Modes
- NORAD Two-Line Element Sets, FAQ, and related informations.
- Keplerian elements are the inputs to a standard mathematical model of spacecraft orbits.
- Orbitessera provides a mosaic of orbital information. Information is provided for the Space Shuttle, the International Space Station , Mir Space Station , and general Satellite Keplerian Elements information
- The file MEI-10.ZIP contains educational software to evaluate antenna arrays of up to 8 elements. Two types of arrays may be studied: 2D planar arrays (Yagi-Uda, Circular, etc., up to 6 elements) and colinear arrays (up to 8 elements.)
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aerospace
|
https://downthetubes.net/?p=2525
| 2021-04-21T01:58:45 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039503725.80/warc/CC-MAIN-20210421004512-20210421034512-00578.warc.gz
| 0.923185 | 355 |
CC-MAIN-2021-17
|
webtext-fineweb__CC-MAIN-2021-17__0__21974250
|
en
|
Forty years ago today, the crew of Apollo 11 were almost at the Moon with their mission progressing smoothly.
The crew of Apollo 13 were not so lucky when, on 14th April 1970, an explosion occurred in their Service Module 55 hours and 55 minutes into their journey to the Moon. Orbital mechanics prevented them just turning around and coming home and they had to use their Lunar Module as a lifeboat to fly around the Moon and back again to the Earth before returning to their damaged CSM and a nervous re-entry to the Earth’s atmosphere.
Look and Learn artist Wilf Hardy catches the moment of the explosion on the front cover of the magazine’s issue 450, dated 29 August 1970. The Apollo 13 crew did return home safely and intricacies of their mission is now well known due to the Apollo 13 film.
• Look and Learn Official Web Site: www.lookandlearn.com
• Coinciding with Jeremy’s countdown to the 40th Anniversary of the first Moon Landing, downthetubes published “Moon Landing 40th Anniversary: A Comics Celebration” – a gallery of illustrations and comic art inspired by space exploration
[amazon_link asins=’B07L6S8XTJ,0813056179,0374531943,B07PKC8LZM,1785785125,B07TBB72CS,B01KU8HM3O’ template=’ProductCarousel’ store=’downthetubes’ marketplace=’UK’ link_id=’1ac36fdd-ca56-41da-8101-f019aa8a42c9′]
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aerospace
|
http://www.asc-csa.gc.ca/eng/resources/vocabulary_view.asp?id=114
| 2017-07-22T22:49:17 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424154.4/warc/CC-MAIN-20170722222652-20170723002652-00270.warc.gz
| 0.837823 | 70 |
CC-MAIN-2017-30
|
webtext-fineweb__CC-MAIN-2017-30__0__174293590
|
en
|
Canadian Space Agency
The Astronautics Vocabulary is a glossary of terms that pertain to the science and technology of spaceflight. This alphabetical list can be navigated by clicking on the letters A-Z displayed on this page.
Definition: A nearly weightless condition, as that inside an orbiting spacecraft.
Other Definition: None
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aerospace
|
https://forums.airbase.ru/2001/10/t13873--lockheed-martin-and-boeing-hold-breath-over-jsf.6420.html
| 2021-12-01T22:18:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964360951.9/warc/CC-MAIN-20211201203843-20211201233843-00392.warc.gz
| 0.956514 | 914 |
CC-MAIN-2021-49
|
webtext-fineweb__CC-MAIN-2021-49__0__30153210
|
en
|
Lockheed Martin and Boeing hold breath over JSF
25 October 2001
By Henry Wilson, DSD's contributing reporter
Tomorrow, the Pentagon will finally reveal whether Lockheed Martin or Boeing have been successful in procuring the single most important global military contract, that for the Joint Strike Fighter (JSF). Due to the winner-takes-all nature of the programme, the winning team will secure a deal worth $200 billion, while the runner-up could face the ignominy of losing its share of the fighter construction market. Whichever team wins, the JSF is sure to have a marked effect on the future of both the US and British Aerospace capabilities.
The JSF programme was instigated in 1993 to create a multi-dimensional aircraft designed to replace ageing squadrons on both sides of the Atlantic. Since its conception the programme has raised debate, and this week that debate reached fever pitch. The Lockheed Martin design has emerged as the more fancied of the two, although both test craft have passed all the Government set technical criteria. This has led to an intense period of lobbying from both sides in Washington. Moreover, the debate is not restricted to the relative advantages of the two bids but further to the possible fallout from a programme expected to realise 3,000 aircraft in the next decade and fulfil fighter production until 2040, possibly into the unmanned era.
The JSF design concepts line up together - Boeing [left] and Lockheed Martin [right]
The JSF must satisfy the needs of the US Air Force, Navy and Marine Corps, as well as those of the British Royal Air Force and Royal Navy. This means not only having the capability for short and vertical take-off and landing but also the characteristics of an efficient interceptor craft. Furthermore, it must possess the versatility to support a variety of weapon systems for any number of mission objectives. Whilst the next generation design aspects of the Lockheed Martin prototype has reportedly turned Pentagon heads, Boeing has been rallying around its more dependable production history.
There is a possibility, strongly refuted by the Pentagon, that if the programme remains winner-takes-all, as it has been touted throughout the selection process, the losing company would be forced to close its respective fighter factory. Political concern centres around the fact that if, upon losing, either Boeing's St.Louis plant or that of Lockheed Martin at Fort Worth were forced to close, at some point in the future the US could have only one fighter production company. Furthermore, should a production-split be advocated on Friday it may even be welcomed by the different branches of the armed forces, their innate competitive spirit requiring craft they can call their own.
As a result, some politicians in Washington have been advocating some level of production-share be implemented into the programme. Senator Christopher Bond, a Republican from Missouri, in what must stem from an effort to safeguard jobs at Boeing's St. Louis plant, has drawn up draft proposals to ensure that the production process is split regardless of who wins, a move which has fuelled rumours that Lockheed Martin will win.
The UK as the only country granted full partner status on this project, will be equally agog for Friday's announcement. It even may be that the UK' strong interest in the programme is crucial to its continuance, as the US seeks to build and maintain its several coalitions in the 'war against terrorism'. In March, Britain agreed to invest Ј1.3 billion to part fund engineering studies for the project and the Ministry of Defence is especially keen to replace its fleet of Harriers. In addition, UK companies will benefit whichever way the dice fall, in particular BAE SYSTEMS, who as well as being a partner in the team led by Lockheed Martin, is a subcontractor for Boeing. Rolls-Royce is also well placed, providing the lift technology for both competing STOVL contenders.
The current world situation has added fuel to the fire of interest surrounding this project, with President George W. Bush looking to advance the initial service date for the JSF from 2010 to 2008.
Many analysts have tried to predict the outcome of the Pentagon's decision and while most seem to favour Lockheed Martin's design, the most common reaction is finally to say the result is to close to call. Defence Systems Daily believes IT will be Lockheed Martin by the proverbial short head, but that in the end parochial political interests will ensure that production is shared in some fashion.
REF XQQAS XQQAR XQQSA
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aerospace
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https://photos.384thbombgroup.com/picture.php?/109249/categories/posted-monthly-list-2018-3
| 2021-10-21T05:22:49 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585381.88/warc/CC-MAIN-20211021040342-20211021070342-00672.warc.gz
| 0.971824 | 117 |
CC-MAIN-2021-43
|
webtext-fineweb__CC-MAIN-2021-43__0__286878179
|
en
|
John and Dorothea Maurillo
John Dominic Maurillo, Bombardier of the Quentin Wilson crew of the 544th Bomb Squadron.
After my parents divorced (PTSD was a major factor), he married my stepmother Dorothea. Dad had served many years in the Air Force Reserves in Syracuse NY following his release from active duty. He also served on the selection committee for the Air Force Academy. This photo was taken in the 1980s at a Reserves function.
Photo contributed by John Dominic Maurillo's daughter, Donna Maurillo, 2018.
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aerospace
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https://www.inflight-online.com/global-5500-enters-service/
| 2023-11-29T06:24:07 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100056.38/warc/CC-MAIN-20231129041834-20231129071834-00201.warc.gz
| 0.90976 | 258 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__227546142
|
en
|
Bombardier’s long-range Global 5500 business jet has entered into service following delivery to an undisclosed customer.
“This spacious and efficient aircraft is the ultimate business tool, with the range and access to safely take our customers where they need to be,” said David Coleal, President, Bombardier Aviation. “The first Global 5500 aircraft delivery is of particular significance for our employees in Wichita, who recently took on the meticulous work of interior completions for the Global 5000 and Global 5500 aircraft.”
The new Global 5500 business jet features Bombardier’s patented Nuage seat, the first new seating architecture in business aviation in 30 years, a 4K-enabled cabin offering the fastest in-flight connectivity, and an intuitive cabin management system that delivers an ultra-high-definition entertainment experience, from Collins Aerospace.
The Global 5500 business jet is also equipped with Bombardier Pũr Air, a sophisticated air purification system available exclusively on Global aircraft. The system’s advanced HEPA filter captures up to 99.99% of allergens, bacteria and viruses, and completely replaces the cabin air with 100% fresh air in as little as one-and-a-half minutes.
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aerospace
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https://jasonnews.com/2022/03/28/couldnt-find-the-alignment-the-u-s-estimates-that-more-than-60-of-the-russian-militarys-precision-ammunition-missed/
| 2022-09-29T14:44:31 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335355.2/warc/CC-MAIN-20220929131813-20220929161813-00287.warc.gz
| 0.958094 | 503 |
CC-MAIN-2022-40
|
webtext-fineweb__CC-MAIN-2022-40__0__60457154
|
en
|
According to an exclusive report by Reuters, estimates by the U.S. Department of Defense show that more than 60% of the cruise missiles, ballistic missiles and other precision ammunition launched by the Russian military have not hit their targets since the Russian-Ukrainian war began a month ago.
Reuters confirmed the statistic through three anonymous Pentagon officials, pointing out that the low hit rate of Russian-guided missiles may explain why the Russian military has not been able to achieve some basic strategic goals since the start of the war, including suppressing the Ukrainian air force and air defense. system, etc.
According to data released by the Pentagon this week, the Russian army has launched nearly 1,100 precision-guided missiles of various types since the start of the war, and about 660 missiles have not hit their targets or exploded.
In the interview, a Pentagon official said that the US military has recorded relevant data on missile launches from both sides since the war began, while the accuracy of Russian missiles will vary every day, depending on factors such as the type of missiles launched on that day and weather conditions.
Among the more than 1,100 missiles launched by the Russian army, the Kh-555 and Kh-101 air-launched cruise missiles have the highest proportion, most of which are launched from the Russian airspace to Ukraine, and the error rate is between 50% and 60%, which is the standard of the US military. , the error rate of any precision ammunition is too high as long as it reaches more than 20%.
The Kh-555 and Kh-101 are improved versions of the Kh-55 air-launched cruise missile launched by the former Soviet Union in 1983. The projectile is 745 cm long, 51.4 cm in diameter, weighs 1.65 to 2.4 metric tons, and has a range of 600 to 3,000 kilometers. Can be mounted and launched by Tu-95, Tu-160 bombers and Su-34 fighter-bombers.
Although the improved cruise missiles such as the Kh-555 have advanced active radar, terrain profile comparison and infrared guidance systems, and the equipment is not far from the U.S. Tomahawk cruise missile, after a month of actual combat, the guidance There still seems to be a lot of issues to be resolved on the system side.
However, Pentagon officials have not disclosed relevant supporting information, and Moscow has not yet responded to Reuters inquiries, so this data is still subject to follow-up verification.
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aerospace
|
https://www.airtahitinui.com/au-en/resumption-air-tahiti-nui-commercial-flights-1
| 2021-12-08T15:12:57 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363515.28/warc/CC-MAIN-20211208144647-20211208174647-00130.warc.gz
| 0.850427 | 318 |
CC-MAIN-2021-49
|
webtext-fineweb__CC-MAIN-2021-49__0__136066881
|
en
|
Papeete - Auckland – Papeete route:
We plan to reopen this route from 31 March 2021 with two flights per week. The first flight departing from Auckland to Papeete will be TN102 on Thursday 01 April 2021.
Potentially we could operate adhoc cargo flights with the opportunity to carry repatriation passengers. These adhoc flights will be operated without any notice so if you wish to register your interest to travel on one of these flights please send an email to [email protected] or telephone +64 (9) 869 6840. Please advise your name, passport details, contact information, preferred travel itinerary and ideal travel period.
Papeete - Paris – Papeete route:
Conditions of entry to the United States remain uncertain so the Papeete-Paris-Papeete schedule will continue to operate via Vancouver, Canada instead of Los Angeles, USA.
Travellers must obtain an electronic travel authorisation to be able to transit to Vancouver (YVR). The authorisation request must be made at the earliest before departure. To apply for eTA, click here.
Papeete - Los Angeles – Papeete route:
Air Tahiti Nui is currently operating non-stop flights between Papeete and Los Angeles.
Papeete - Tokyo – Papeete route:
Our Tokyo service will resume from 01 April 2021 with one flight per week.
We invite you to consult our online booking engine to access detailed flight schedules and prices.
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aerospace
|
https://vsgc.odu.edu/blog/geoted-uas-internship-info/
| 2023-10-02T18:42:05 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511002.91/warc/CC-MAIN-20231002164819-20231002194819-00130.warc.gz
| 0.928002 | 150 |
CC-MAIN-2023-40
|
webtext-fineweb__CC-MAIN-2023-40__0__93365685
|
en
|
11 Jul GeoTEd-UAS Internship Completion
Six community college students and three community college faculty recently completed an intensive internship program conducting UAS research and flight testing. Led by VSGC and funded by the NSF, the GeoTEd-UAS Internship program was in partnership with Virginia Tech's site in the Center for Unmanned Aircraft Systems (C-UAS), a multi-university NSF Industry/University Cooperative Research Center. In addition to tuition support for two classes, preparation for the FAA Remote Pilot Certificate, travel funding, and operating supplies, students and faculty earned stipends for completing the internship. VSGC and GeoTEd-UAS team members served as project leaders and subject-matter experts.
|
aerospace
|
https://ukmalayalee.com/front-page-post/india-bans-international-flights-till-july-31-will-allow-some-planes-on-select-routes-read-govt-circular/
| 2022-11-29T22:02:05 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710711.7/warc/CC-MAIN-20221129200438-20221129230438-00362.warc.gz
| 0.941245 | 270 |
CC-MAIN-2022-49
|
webtext-fineweb__CC-MAIN-2022-49__0__141439229
|
en
|
Friday 3 July 2020 12:35 PM UTC
By A Staff Reporter
NEW DELHI July 3: The Director-General of Civil Aviation (DGCA) on Friday issued a revised circular and extended the ban on all international commercial flights to and from India till July 31.
Meanwhile, the government will continue to conduct Vande Bharat Mission to bring back stranded Indians abroad, a circular issued by the Indian government said.
“In partial modification of circular dated 26-06-2020, the competent authority has extended the validity of circular issued on the subject cited above regarding Scheduled International commercial passenger services to/from India till 2359 hrs IST of 31st July, 2020,” the DGCA stated in its circular.
The aviation regulator, however, also clarified that some scheduled international flights may be allowed on a “case to case” basis on select routes. Meanwhile, all international cargo operations and DGCA-approved flights will continue as per normal schedule.
The central government had already mentioned in its guidelines for Unlock 2 that international flights will resume after July 15 only on case to case basis.
The demand for international flights has been increasingly escalating as many Indians stuck in parts of the world have been trying to return to their families in India.
CLICK TO FOLLOW UKMALAYALEE.COM
|
aerospace
|
https://hangar.openvsp.org/vspfiles/147
| 2023-10-03T20:52:29 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511220.71/warc/CC-MAIN-20231003192425-20231003222425-00244.warc.gz
| 0.910682 | 212 |
CC-MAIN-2023-40
|
webtext-fineweb__CC-MAIN-2023-40__0__196467355
|
en
|
left-click = rotate, middle-button/CTLR-left-click = pan, scroll/right-click/ALT-left-click = zoom
|Description||The Cirrus SR-22 is one of the current most popular General Aviation Single Engine Piston aircraft. This model was put together by Mark Moore, Michael Patterson and others as a baseline aircraft to perform detailed aerodynamic modeling before performing analysis of advanced concepts. Most of the data was pulled from the Cirrus Pilot Operating Handbook, and in my opinion is quite accurate.|
2 - The source material used to create this model was Essentially Exact. This means detailed dimensions and drawings were used to create the model.
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aerospace
|
http://www.cheap-airline-ticket.co.uk/Airlines/World-Airlines/Icelandair-Airline.shtml
| 2018-12-19T15:54:14 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376832559.95/warc/CC-MAIN-20181219151124-20181219173124-00606.warc.gz
| 0.894707 | 866 |
CC-MAIN-2018-51
|
webtext-fineweb__CC-MAIN-2018-51__0__242503523
|
en
|
ICELANDAIR AIRLINES ROUTES
Icelandair Airlines fly from:
Cape Town, Johannesburg
Reykjavik (Iceland), Copenhagen, Oslo, Stockholm, Helsinki, Amsterdam,
Frankfurt, Rhein, Paris.
Icelandair Airlines fly to:
Baltimore/Washington, Boston, New York - JFK, Minneapolis/St.
Pau, l Orlando, San Francisco.
The Icelandair Fleet
ICELANDAIR offer its customers advanced high technology Boeing
757-300 and 757-200 aircraft. All of their aircraft are equipped
with the latest and most advanced safety equipment, and in some
cases above that generally required by international operating
regulations. They also satisfy the most stringent international
environmental requirements, regarding both noise and engine emissions.
ICELANDAIR, and its airlines, ICELANDAIR (Flugfélag Íslands)
and Icelandic Airlines (Loftleidir), have been in air transportation
since 1937, and operated international flights since 1945. During
the years 1989-1992 ICELANDAIR renewed its whole fleet, and in
1992 the average age of this new fleet was only 1.3 years, the
lowest known amongst international airlines.
Since 1999, a total of 11 jet aircraft have been in operation,
of which six are Boeing 757-200, each with 189 passenger seats,
three Boeing 737-400, each with 147 seats, and one Boeing 757-200F
freighter. Furthermore, one Boeing 737-300F freighter is available
for lease. ICELANDAIR also operates three Fokker 50 turboprop
aircraft, each with 50 seats, for its subsidiary Air Iceland (Flugfélag
Icelandair have decided to standardize the international fleet
with Boeing 757. This type of aircraft offers the passengers a
more advanced and comfortable Saga Business Class, and is additionally
equipped with an audio- and video entertainment system for the
whole passenger cabin.
They have on firm order, with Boeing, four additional new aircraft,
two B757-200 for March 2003 and two B757-300 for delivery during
2000-2003. ICELANDAIR also holds purchase options for four additional
Boeing 757 aircraft, which could be delivered sometime during
The Boeing 757-300 is a new and stretched variant of the popular
B757-200. The first aircraft of this advanced type were delivered
to the German airline Condor in 1999. In ICELANDAIR's operation
these aircraft have 227 seats.
Icelandair In-flight Comfort
Icelandair's first concern is the safety and comfort of their
passengers. Long periods in the air and traveling through time
zones in a pressurized cabin can affect sleep patterns, digestion,
Clotting of blood in the lower legs is known as deep venous thrombosis
(DVT). This has become known in the press as "economy class
syndrome" but the term is misleading. Individuals seated
in theatres, cars, trucks, buses, etc. may all be at risk, and
cases of DVT occurring in flight have been reported in travelers
in premium cabins as well as economy. The term 'travelers thrombosis'
is more accurate.
Icelandair hope the following tips will contribute to a relaxed,
comfortable flight and a refreshed arrival. Use these tips as
you see fit, to help reduce the effects of long haul travel.
Passengers flying between Europe and North America are required
to change planes en route. Icelandair's network is based on a
so-called "hub-and-spoke" system with Keflavik International
airport serving as a nerve-center. The benefits of this system
to passengers is the opportunity to stretch out and do relevant
exercises on the ground at a normal altitude pressure. This minimizes
the time you have to sit still on the plane and reduces the possibility
For further information on Icelandair Airlines visit the Icelandair
|
aerospace
|
https://www.thelowdownhub.com/post/lockheed-martin-to-acquire-aerojet-rocketdyne-for-4-4-billion-the-deal-is-expected-to-close-in-2021
| 2022-09-27T19:08:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335054.79/warc/CC-MAIN-20220927162620-20220927192620-00444.warc.gz
| 0.938408 | 446 |
CC-MAIN-2022-40
|
webtext-fineweb__CC-MAIN-2022-40__0__121010048
|
en
|
The deal is expected to close in the second half of 2021
An employee walks up to two of the four rocket engines of NASA's Space Launch System. (Gerald Herbert/AP)
Lockheed Martin, the world’s largest defense contractor, announced Sunday that it would acquire Aerojet Rocketdyne, a rocket engine and missile manufacturer, for $4.4 billion. “Acquiring Aerojet Rocketdyne will preserve and strengthen an essential component of the domestic defense base and reduce costs for our customers and the American taxpayer,” James Taiclet, the president and CEO of Bethesda-based Lockheed, said in a statement. “This transaction enhances Lockheed Martin’s support of critical U.S. and allied security missions and retains national leadership in space and hypersonic technology. We look forward to welcoming their talented team and expanding Lockheed Martin’s position as the leading provider of 21st-century warfare solutions.” NASA’s new rocket would be the most powerful ever. But it’s the software that has some officials worried. Aerojet Rocketdyne has revenue of about $2 billion and some 5,000 employees across the country. The company manufactures the RS-25 engines to be used on NASA’s Space Launch System rocket, which is designed to fly astronauts to the moon, as well as propulsion systems that are already used in several of Lockheed’s defense systems. Lockheed makes the Orion spacecraft that would fly atop the SLS rocket. The acquisition will give Lockheed a stake in the rocket, which is made primarily by Boeing. “Joining Lockheed Martin is a testament to the world-class organization and team we’ve built and represents a natural next phase of our evolution,” Eileen P. Drake, CEO, and president of Aerojet Rocketdyne said in a statement. “As part of Lockheed Martin, we will bring our advanced technologies together with their substantial expertise and resources to accelerate our shared purpose: enabling the defense of our nation and space exploration.” The deal is expected to close in the second half of 2021 and is subject to the approval of Aerojet Rocketdyne shareholders.
|
aerospace
|
https://soar.wichita.edu/items/b1af7fc4-d946-4c64-a4f9-d8d5d6c53e61
| 2024-02-24T23:00:59 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474569.64/warc/CC-MAIN-20240224212113-20240225002113-00478.warc.gz
| 0.95004 | 285 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__93540829
|
en
|
Methods for the optimizing trajectories of all-electric satellites for multiple variables and launch conditions
With the current shift from chemical to all electric thrusters and satellites that is currently being undertaken in the space industry, the state of Kansas is set in a prime position to benefit greatly as new technologies and designs are experimented with and implemented. New designs for spacecraft also mean new jobs for manufacturers of components of all-electric spacecraft and associated launch vehicles as satellites become smaller, lighter and less expensive. The expertise in aerospace manufacturing that already exists can be utilized to attract both new companies and facilitate any expansion that might occur in order to address servicing the needs of all-electric spacecraft. As part of the research being conducted, the implementation of a transfer path from a starting orbit to Geosynchronous Earth Orbit (GEO) is being analyzed and optimized for a number of factors: minimum transfer time, minimum fuel expenditure, and minimum radiation damage. It is important to consider all of these aspects because of the degree to which they are interconnected. The longer a space craft in in transit, the more it is exposed to damaging radiation which in turn limits the amount of power available to thrust, meaning longer transfer times, etc. Each of these factors contribute in different ways to creating an optimum design to make sure that the spacecraft are able to perform comparably, if not exceed, the current designs resulting in possibly saving millions of dollars in launch and operation costs.
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aerospace
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https://trainsandtoysoldiers.com/airfix-a09182-gloster-meteor-f8-1-48-plastic-model-kit/
| 2021-03-08T06:45:58 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178381989.92/warc/CC-MAIN-20210308052217-20210308082217-00085.warc.gz
| 0.962038 | 872 |
CC-MAIN-2021-10
|
webtext-fineweb__CC-MAIN-2021-10__0__75783701
|
en
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Airfix A09182 Gloster Meteor F8 1:48 Plastic Model Kit
- Calculated at Checkout
Airfix A09182 Gloster Meteor F8 1:48 Plastic Model Kit. Brand new original factory seal. Historically, the Gloster Meteor was Britain's first jet fighter and the only Allied jet aircraft to see service during the Second World War. The F.8 variant of the Meteor was perhaps the definitive incarnation of this famous aircraft and was the main RAF fighter throughout the 1950's, until superseded by the Hawker Hunter .As the first jet aircraft to see service with the Royal Air Force, the Gloster Meteor will always be seen as historically important. A stable and reliable aircraft, the Meteor soon became outclassed as an air superiority fighter, but the effectiveness of the basic design allowed the aircraft to be used in a variety of other roles. In combat with MiG 15 fighters over Korea, Royal Australian Air Force Meteors were found to be severely lacking as dogfighters and were to suffer at the hands of this diminutive Soviet fighter. It was quickly relegated to ground attack duties, where it proved to be extremely effective. The Gloster Meteor F.8 was a greatly improved version of Britain's first operational jet fighter and arguably the definitive version of this classic aircraft. Seeing extensive service during the Korean War with No.77 Squadron of Royal Australian Air Force, the Meteor would be engaged in combat with the new Soviet produced MiG 15 jet fighter, which proved to be an extremely capable adversary. The Gloster Meteor maintains a significant position in the history of the Royal Air Force, as it became Britain's first operational jet aircraft. Not willing to risk this technology falling into the hands of the Germans, initial operations were confined to UK airspace, particularly in combatting the V-1 Doodlebug threat. Indeed, once Meteors were deployed to Europe in the latter stages of WWII, they were still forbidden to engage in combat with the Messerschmitt Me 262, so we will never know how these significant aircraft would have performed against each other. In operation, the Meteor proved to be a delightful aircraft to fly and enabled pilots to make a relatively easy transition from piston engined aircraft to jet powered flight. Unlike the Messerschmitt Me 262, the Meteor also proved to be almost as reliable as the Spitfires and Tempests it was intended to replace and was even capable of being operated from relatively basic grass airstrips. Continually developed throughout its service life, the Gloster Meteor would remain in RAF service for many years, with a handful of target towing aircraft still operating in the 1980s.
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You should expect to receive your refund within four weeks of giving your package to the return shipper, however, in many cases you will receive a refund more quickly. This time period includes the transit time for us to receive your return from the shipper (5 to 10 business days), the time it takes us to process your return once we receive it (3 to 5 business days), and the time it takes your bank to process our refund request (5 to 10 business days).
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We can ship to virtually any address in the world. Note that there are restrictions on some products, and some products cannot be shipped to international destinations.
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aerospace
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https://www.aedaily.net/en/posts/boeing-737-max-should-not-fly-with-mcas-says-canadian-aviation-official/
| 2019-12-12T06:54:41 |
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| 0.960347 | 342 |
CC-MAIN-2019-51
|
webtext-fineweb__CC-MAIN-2019-51__0__43136965
|
en
|
Boeing 737 Max should not fly with MCAS says Canadian aviation official
• A manager at Canada's aviation regulator wrote in an email that Boeing's 737 Max should not be allowed to fly again with the controversial MCAS automated flight-control system, according to a New York Times report.
• In the leaked email, which was originally sent to officials at the FAA, as well as the European and Brazilian aviation regulators, the Canadian official said that he was worried that regulators might end up approving Boeing's fix to the system, even if issues continued to emerge.
• At least one manager at the FAA agreed, according to the Times.
• Sign up for Business Insider's transportation newsletter, Shifting Gears, to get more stories like this in your inbox.
A manager at Canada's air safety regulator said that Boeing should remove an automated system, MCAS, from the 737 Max before the plane is allowed to fly again, according to a New York Times report.
The statement was reportedly made in e-mails to counterparts at the US Federal Aviation Administration, The European Union Aviation Safety Agency and Brazil's National Civil Aviation Agency, which were reviewed by the Times.
The 737 Max, the latest version of Boeing's best-selling plane, has been grounded since March after crashes in Indonesia and Ethiopia killed 346 people.
Investigations into the two crashes suggest that MCAS, or the Maneuvering Characteristics Augmentation System, erroneously engaged, forcing the planes' noses to point down, and that pilots were unable to regain control of the aircraft.
MCAS was designed to compensate for the 737 Max having ...
More on: www.businessinsider.com
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aerospace
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http://johnson-aviation-consulting.com/team/
| 2018-06-23T15:27:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267865098.25/warc/CC-MAIN-20180623152108-20180623172108-00033.warc.gz
| 0.935376 | 490 |
CC-MAIN-2018-26
|
webtext-fineweb__CC-MAIN-2018-26__0__60693879
|
en
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Nick Johnson founded Johnson Aviation in 2004 to provide leadership on high profile and contentious aviation projects. His work at Los Angeles International Airport and San Diego International Airport cleared the way for multi-billion-dollar development programs at both facilities. The company has since expanded its client base to include the Federal Aviation Administration (FAA), many large hub and general aviation airports, The Boeing Company, NASA, Dollar-Thrifty Rental Car, major land owners, developers, cities and federal-government contractors. Prior to starting Johnson Aviation, Nick was vice president and partner with the international airport planning company Landrum & Brown.
Dorota Skrzypek began her aviation career as a commercial pilot ferrying aircraft for small businesses and individuals. After earning her BSc in Aviation Management she moved to solving airport problems. Her airport work includes analysis for large master planning efforts at Los Angeles International Airport, land use analysis for Southern California Airports, like San Luis Obispo and Perris Valley, airspace analysis for Syracuse Hancock International Airport, and regulatory evaluation of Part 150 noise studies and environmental reports. Recently, Dorota was part of the team that successfully transferred ownership of Ontario International Airport to the OIAA from LAWA.
Evan Pfahler brings nearly 20 years of experience supporting and managing airport landside, terminal, airside, and airspace planning projects. His recent project experience includes master plans for Ted Stevens Anchorage International Airport, San Diego International Airport, Palm Springs International Airport, LA/Ontario International Airport, and San Bernardino International Airport. Evan has also led or contributed to discrete planning tasks at San Francisco International Airport, SeaTac International Airport, Portland International Airport, and Van Nuys Airport. Evan’s objective is helping airports work collaboratively with tenants and stakeholders to enable completion of critical airport development projects.
Bonnie Sclafani joined the Johnson Aviation team in 2017 as the Corporate Administrator. She holds a BS in Finance and brings nearly 10 years of experience having worked in the commercial banking and financial services industry with a portfolio focusing on healthcare, higher education and not for profit clients. From Bonnie’s time in commercial banking, she brings her skills in relationship building, business development, underwriting and structuring credit transactions as well as formal credit/finance management training background to Johnson Aviation. Prior to this, Bonnie was a Vice President and Relationship Manager at JPMorgan Chase Bank in their Middle Market Banking Group.
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aerospace
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http://www.jpl.nasa.gov/spaceimages/search_grid.php?target=Titania
| 2017-02-20T20:13:44 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501170609.0/warc/CC-MAIN-20170219104610-00083-ip-10-171-10-108.ec2.internal.warc.gz
| 0.892629 | 168 |
CC-MAIN-2017-09
|
webtext-fineweb__CC-MAIN-2017-09__0__112813568
|
en
|
Voyager 2 obtained this full-disk view of Uranus' moon Titania in the early morning hours of Jan. 24, 1986, from a distance of about 500,000 kilometers (300,000 miles). Many circular depressions, probably impact craters, are visible in this clear-filter.
This high-resolution color composite of Titania was made from NASA's Voyager 2 images taken Jan. 24, 1986, as the spacecraft neared its closest approach to Uranus. A large, trenchlike feature is seen near the terminator.
On Jan. 24, 1986, NASA's Voyager 2 returned the highest-resolution picture of Titania, Uranus' largest satellite. Abundant impact craters of many sizes pockmark the ancient surface; most prominent features are fault valleys that stretch across Titania.
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aerospace
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https://www.alamy.es/titan-ii-icbm-misil-balistico-intercontinental-en-el-museo-de-misiles-green-valley-arizona-fue-atacado-en-rusia-image93292.html
| 2019-09-22T12:55:01 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514575513.97/warc/CC-MAIN-20190922114839-20190922140839-00153.warc.gz
| 0.893082 | 400 |
CC-MAIN-2019-39
|
webtext-fineweb__CC-MAIN-2019-39__0__37398274
|
en
|
This is the last of the 18 Titan II missiles that were bassed around Tucson Arizona for some 20 years. This one was turned into a museum run by the Pima Air Museum tours are available daily. Located on Duval Mine road north of Green Valley Arizona. A very popular cold war tourist attraction in the southwest. The Titan II is a second generation liquid fueled ballistic missile and the largest Inter Continental Ballistic Missile ICBM ever developed by the United States The original concept was developed in the late 1950 s and construction of the launch complexes began in December of 1960 The first missile was installed in December of 1962 and the first unit was turned over to the Strategic Air Command SAC on March 31 1963 In all there were 54 Titan II missile sites all declared operationally ready by December 31 1963 18 here at Davis Monthan Air Force Base 390th Strategic Missile Wing Tucson Arizona. Complex 571 7 now the Titan Missile Museum went on alert on July 15 1963 For over twenty years during the cold war these missiles were maintained at the ready They were kept loaded with propellants and nuclear warheads in their hardened underground silos able to be launched within one minute from the time an order was received Manned by highly trained combat crews twenty four hours a day Always ready to react waiting for an order that fortunately never came. Keyword Willett and military to see my other military images.
Ubicación: Green Valley Arizona
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Buscar fotografías de banco de fotografías por etiquetas
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aerospace
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http://www.greenleafairranch.com/component/k2/item/16-time-flys-celebration
| 2013-12-06T16:51:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163052204/warc/CC-MAIN-20131204131732-00040-ip-10-33-133-15.ec2.internal.warc.gz
| 0.939763 | 133 |
CC-MAIN-2013-48
|
webtext-fineweb__CC-MAIN-2013-48__0__92736520
|
en
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PLease come join us for a very special event....the Time "FLYS" Celebration with the Mission Aviation Fellowship (MAF) at the Greenleaf Air Ranch on June 4th. We will have a SPOT landing contest for all incoming aircraft with a STOL contest to follow for pavement and grass strip flyers. It will be a fun filled morning with a lunch and silent auction as well. All contributions to help benefit the MAF and all there flying endeavors around the world. Come see MAF aircraf and the KODIAK SIM on site for all to enjoy. With special guest John Hook with an open mic lecture on Mountain Flying!
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aerospace
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https://cirrus.flowmedia.cz/en/sr20
| 2021-01-16T06:11:24 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703500028.5/warc/CC-MAIN-20210116044418-20210116074418-00285.warc.gz
| 0.896013 | 2,910 |
CC-MAIN-2021-04
|
webtext-fineweb__CC-MAIN-2021-04__0__175826679
|
en
|
Safety is found in the details — by combining a myriad of initiatives to minimize risk, and to manage undesired states when they occur. Each initiative is a protective layer, made up of innovative systems that transition from passive, to redundant and then active. Each model in the Cirrus Aircraft SR product line has been designed with the occupants’ safety in mind, around a purposeful integration of many robust safety systems.
Cirrus Airframe Parachute System
Pioneering the standard in safety and famously known as the “plane with the parachute,” Cirrus Aircraft equips every aircraft with its signature Cirrus Airframe Parachute System® (CAPS®) — perhaps the most significant safety innovation in over a half-century of general aviation. CAPS revolutionized general aviation safety by providing an additional measure of safety to occupants, similar in theory to the role of seatbelts in automobiles. No other certified general aviation aircraft manufacturer in the world provides this safety feature as standard equipment.
Driven by the profound passion to create safer airplanes, safer pilots and safer skies. Not just for Cirrus pilots, but all pilots. Flying safely will always be our most fundamental mission.
Stall/spin barrier system
From the very early stages of Cirrus development, stall and spin prevention has been central to our aircraft design, avionics development and flight training philosophy. Every Cirrus SR-Series aircraft incorporates the NASA-developed wing technology with a “cuffed” discontinuous leading edge designed to minimize the potential for spin entry after an inadvertent stall. The digital, three-axis autopilot enables the Electronic Stability & Protection (ESP) system which passively and unobtrusively corrects unusual flight attitudes even when the autopilot is not engaged.
Providing both aural and visual alerts, the ESP system displays a pre-stall CAS message warning while the yoke automatically pushes forward to correct low airspeed conditions. Automated ESP supports the pilot and works to prevent the aircraft from entering a stalled condition.
Simply put, redundancy is not enough. Cirrus Perspective+ incorporates redundancy, fault tolerance, and robustness to provide the safest, most reliable, all-digital flight deck experience available. Each Cirrus aircraft is equipped with two alternators, two batteries, and multiple electrical buses to isolate essential equipment and insure that power can be supplied to critical components even if multiple power source failures are experienced. Dual Air Data Attitude and Heading Reference Systems (ADAHRS) are also standard equipment, ensuring the autopilot is available even after the unlikely event of an ADAHRS failure, providing the ultimate in flight deck reliability.
Cirrus Approach Training
Every safe and successful takeoff and landing can be traced back to some previous learning interaction. At Cirrus Aircraft, we see each interaction as an opportunity to create the safest pilot possible through high quality and impactful training. In that spirit, Cirrus Approach is an innovative training product designed to standardize and streamline the training experience in every Cirrus aircraft. Cirrus Approach delivers engaging, video-driven online courses and interactive digital manuals that create a rich learning path and allow for convenient distance learning at a student’s own pace.
That which is learned on the ground is then applied in the air through the world-class network of Cirrus Standardized Instructor Pilots (CSIP.) Training is robust and convenient - tailored to your lifestyle. We believe that aviation training is never a singular event - it must be recurring and for life. That’s our approach.
The Cirrus Aircraft G6 is an exquisite alliance of simplicity and performance, seamlessly connecting aircraft and aviator. The QWERTY keypad provides a familiar and intuitive interface, convenient HOME button navigates immediately to the base map screen and wireless connectivity also enables quick transfer of data updates via a mobile device.
Experience connected intelligence
An exquisite alliance of simplicity and performance, Cirrus Aircraft and the worldwide leader in general aviation avionics, Garmin ®, once again redefine the industry standard. Introducing the Cirrus Aircraft G6, featuring Cirrus Perspective+™ by Garmin: the most intelligent, most connected and most capable flight deck available in its class. Relentless innovation and limitless passion combine to deliver a new generation of flight deck, featuring ten times the performance, seamless connectivity between aviator and aircraft, numerous additional safety enhancements and an elevated flight experience tailored to the most discerning pilot.
A new generation of flight deck
As the best-selling aircraft in its class for over a decade, the Cirrus SR22 is continuously equipped with the latest advancements in flight deck technology. Today the Cirrus G6 featuring Perspective+ resets the already high standard, connects avionics and pilot and makes the aircraft a seamless extension of the pilot’s decision-making process.
The QWERTY keypad provides a familiar and intuitive interface, making data entry and access fast and simple. Wireless connectivity enables quick transfer of flight plan and weather information as well as convenient data updates via a mobile device. Lightning fast processors support enhanced safety features like SurfaceWatch and animated NEXRAD RADAR as well as superior zooming and panning performance. And a convenient HOME button navigates immediately to the base map screen, with one touch.
LED-backlit flight displays are powered by optimized, efficient, yet powerful processors running next generation software. Crisp imagery and quick response rates enhance the flight deck experience, making the text more readable and critical data transfer to the pilot instantaneous. Now your flight deck thinks just as fast as you do.
Cirrus Perspective+ incorporates speed and flexibility in the cockpit to view the status of various aircraft systems as well as checklists, animated weather radar, moving map, traffic and more - all at once. Synthetic Vision Technology (SVT) provides a threedimensional virtual image of ground and water features as well as obstacles and traffic.
Redesigned to align with the entire Cirrus family of aircraft and provide similarity between your aircraft and your personal electronic devices, the Cirrus Perspective+ keypad controller features a QWERTY keyboard with larger, more readable keys and additional, dedicated control knobs, including a button to bring you back to your default map. Welcome HOME.
Each button and knob is thoughtfully positioned to simplify interaction between the aircraft and the pilot through the intuitive layout and reduction of clutter. Responsive and simple, functions are easy to locate with shallow menus keeping the most frequently used functions at the top-level menu — allowing quick input without getting lost in the software.
Supreme accuracy. Building on smart servo technology commonly found in multi-milliondollar business jets, the fully digital, dual channel Automated Flight Control System (AFCS) delivers precise lateral and vertical navigation guidance for each phase of flight. The optional automatic yaw damper is engaged and disengaged automatically at 200 feet AGL, reducing pilot workload and ensuring a smooth ride.
Commanding the architecture of each flight component with an ergonomic and thoughtfully placed mode controller, the autopilot also incorporates the industry-leading Blue Level Button, a Cirrus Aircraft standard since 2008. This active safety feature gives the pilot a single touch autopilot-engage button to roll wings level and pitch to a level attitude if momentarily distracted or disoriented.
Cirrus Perspective+ seamlessly unites all aircraft system health and status information with external data, instantly presenting a user-friendly synopsis for maximum situational awareness. Colorful, robust displays connect the pilot visually and aurally with the information needed to monitor every aspect of the aircraft in real time, quickly identify changing aircraft conditions, and make intelligent, informed decisions.
Engine data, fluid levels and flow rates, real-time animated weather and traffic and air data information — all at the pilot’s fingertips. Cirrus Perspective+ intelligently integrates aircraft systems, aircraft surroundings, flight deck and pilot. The result: the most responsive, smartest, safest general aviation experience available.
Designed to fit effortlessly into our increasingly wireless world, your aircraft is now an extension of your connected network. Keyless entry and remote accent and convenience lights establish your aircraft-aviator connection before you even enter the cabin. As you begin your flight experience, your mobile devices automatically connect to the flight deck via Bluetooth ® enabling convenient and time-saving data transfer capabilities.
Throughout the flight, you remain connected. Global datalink weather provides updated enroute weather information, real-time traffic and terrain data are continuously displayed and tailored to the pilot’s preferences while satellite voice and text communication remain available via Cirrus Global Connect. Connectivity is integral to your everyday life — pairing you to devices in your car, in your home and at your work. Why should your aircraft be any different?
Interactive flight manual
It was created as the main reference of an aircraft for procedural control. It contains everything the pilot needs and navigates it with the simple touch of his fingers, pushing and pulling. Information such as flight profile diagrams, maneuvering contours, and checklist descriptions are readily available in the handbook and pilots can create personalized study records or test their knowledge of pre-flight control. The pilot can be sure he has the most up-to-date practices, and iFOM updates automatically, just like apps in the App Store.
Ultra-high speed processors support enhanced safety features like SurfaceWatch™, animated satellite weather and others. Couple this with luxury automotive inspired Cirrus Spectra™ wingtip lighting and it’s easy to see why the G6 is the smartest, safest, most innovative piston aircraft available today.
Progressive alerts. Are you approaching the right runway? Do you know the distance remaining? Is that the correct taxiway? Dynamically enhance your situational awareness both in the air and on the ground as the aircraft enters and moves through the airport environment. Textual advisories are continuously updating the aircraft location and cyan chevrons highlight the correct runway. Most importantly, urgent alerts like “RWY TOO SHORT” or “CHECK RUNWAY” offer an additional cue to improper position.
Traffic advisory system
Eye in the sky. A high performance active traffic system, designed for high performance aircraft, it scans distances of 22 nm and detects up to 45 targets in 10,000-foot vertical separation. The added course trend vectors help identify and track specific aircraft flight trajectories with much greater precision while safety measures such as ATC-like aural alerts (“Traffic, Three o’clock, Same Altitude, Two Miles”) allow the pilot to keep heads-up scanning for traffic in congested areas.
Tactical advantage. Synthetic Vision Technology™ (SVT) seamlessly blends aircraft position with 3D topographic images while the Terrain Awareness and Warning System (eTAWS) provides caution and warning alerts both visually and audibly. In addition to these capabilities, the “forward looking” terrain avoidance equipment warns the pilot of numerous hazards including premature and excessive rates of descent, negative climb rate or altitude loss after takeoff. Highway in the Sky (HITS) offers the pilot the additional peace of mind that the aircraft is on the desired flight path — whether enroute, on approach or on the missed approach.
Smart Loading. The Weight and Balance synoptic page makes every input easy and accurate. Every gallon of fuel and TKS fluid, seat occupied and bag stowed can be accounted for in the center of gravity calculation. Know with confidence that you can complete your flight safely and legally.
Modern design and luxury
One of the basic features of Cirrus Aircraft, currently produced in three basic models, is assurance of safety and comfort that is completely comparable to luxury automobiles. As the only manufacturer we offer a futuristic level of safety, which is impossible to find in any other airplane in light sport and travel aircraft industry. Fully composite wing construction with a kevlar wing spar largely contribute to the exceptional flight characteristics, whose development was given special attention by aircraft designers.
Thanks to the well-made aerodynamic shape in connection with powerful propulsion, Cirrus outperforms other aircraft in its category. However, one of the questions in the development was, how to achieve great flight characteristics at slow speeds. The result of the development is a “cuffed wing design”. It consists of two profiles, the first (closer to the wing root) allows smooth flight at higher speeds, the second profile (farther from the root of the wing) ensures good flight characteristics and maneuverability during slow flight.
Spectra™ Wingtip Lighting
Cirrus Spectra™ wingtip lighting makes an iconic statement while increasing brightness two-fold. Automotive-style wingtip halo lighting automatically operates within 300 feet of the surface, and pulsing „wig-wag“ functionality above 300 feet maximizes visibility to others giving the G6 an unmistakable presence anywhere in the world, day and night.
Smart seat solution
Innovative 60/40 FlexSeating™ gives Cirrus owners a whole new level of utility and versatility. Featuring a wider back seat featuring three over the shoulder seat belts for a fifth passenger and ten more pounds of useful load. Backseat passengers can select from three recline seat positions to maximize travelling comfort. The Cirrus LATCH (Lower Anchors and Tethers for Children) system works just like those found in automobiles for safe and convenient use of child seats.
Optimal configuration SR20
- Standby 4-in-1 instruments
- 12 inch displaysh
- Active traffic information
- Remote keyless entry
- Ambient interior/exterior lighting
- Carbon/platinum/rhodium design
- Premiun leather seats
- Tanis avionics & engine preheater
Maximum cruise speed approx 145 KTAS, at 75% power in FL080, consumption from 12 US Gal per hour. The range data are for informative purposes only, range depends on many parameters and these data are not binding.
|Wing span||11,68 m|
|Cabin width||124 cm|
|Cabin height||127 cm|
|Service ceiling||5 334 m|
|Maximum travel speed||155 KTAS|
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aerospace
|
https://indianapublicmedia.org/news/republic-airways-find-pilots-fly-planes-62975/
| 2018-02-25T05:57:30 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891816138.91/warc/CC-MAIN-20180225051024-20180225071024-00358.warc.gz
| 0.965905 | 381 |
CC-MAIN-2018-09
|
webtext-fineweb__CC-MAIN-2018-09__0__29708646
|
en
|
Six months ago, the Federal Aviation Administration boosted the number of hours it takes to qualify as a commercial pilot and that has made it difficult for small, regional carriers to get the pilots they need.
Adding pilots hasn’t been much of an issue for Republic in the past. The airline has hired about 850 over the past two years.
But Republic CEO Bryan Bedford says applications have nosedived since August.
“On an average month, Republic would receive several hundred resumes – not that all of those resumes were actually qualified pilots,” Bedford says. “But, we saw a significant decrease. Roughly – the population was cut in half in the September, October, November time frame.”
August is when new F.A.A. guidelines kicked in.
The changes came in the wake of Colgan Air Flight 3407 which crashed near Buffalo, New York five years ago this week. It was determined that the two pilots made a series of errors that resulted in the deaths of 50 people.
Previously, 250 hours of in-flight training were needed to fly a commercial jet. Now it’s 1,500.
There just aren’t enough pilots who meet the new higher threshold. So, Republic isn’t renewing contracts for 27 of its aircraft.
Bedford estimates fewer flights will result in a financial hit to Republic somewhere between $18 million and $22 million.
“It’s going to be about 750 fewer jobs created, which includes the pilots, flight attendants who are on the aircraft, our maintenance technicians, administrative employees, people in our flight dispatching office,” Bedford says. “So it runs the gamut.”
Bedford says the country needs to rethink how pilots are trained and there needs to be more of an emphasis on quality of hours not quantity.
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aerospace
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https://www.getmyuni.com/news/psu-launches-nanosatellite-and-making-the-dreams-of-250-students-come-true
| 2020-11-28T10:20:08 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141195417.37/warc/CC-MAIN-20201128095617-20201128125617-00401.warc.gz
| 0.961245 | 574 |
CC-MAIN-2020-50
|
webtext-fineweb__CC-MAIN-2020-50__0__214825943
|
en
|
Polar Satellite Launch Vehicle C-35 (PSLV C-35) launched from Sriharikota which led to the dreams of 250 students coming true. The mission was to launch satellite SCATSAT - 1 developed by Indian Space Research Organisation (ISRO) for the ocean and weather-related studies, will also put into space PISAT, a nanosatellite developed by PESU. The project saw the participation of 250 students and a total investment of Rs 1.5 crores.
Participants of the Mission
The mission, which will see the launch of SCATSAT-1+ developed by Indian Space Research Organisation (Isro) for ocean and weather-related studies, will also put into space PISAT, a nanosatellite developed by PESU, in collaboration with SKR Engineering College, Chennai; Sona College of Technology, Salem; Veltech University, Chennai and Nehra College of Engineering, Thrissur. PISAT will take snapshots of Earth, with the focus on India. The Institute of Engineers has also played its part in bringing together all these colleges.
Statements by Those Involved in the Project
Prof V Sambasiva Rao, whose brainchild the project is, told TOI: "It was amazing to see the overwhelming response from institutions and students. Even those who have graduated from college and settled elsewhere have the same spirit they had when they were attached with the project." Formerly with Isro and now with PESU, Rao said: "The initial idea was to get students to understand that space isn't something that's not understandable. The project has seen more than 250 students participate in building this satellite."Developed in consultation with Isro and envisaged in 2011, the Rs 1.5-crore project had to undergo stringent performance and quality checks by a committee constituted by Isro. "Testings at the university's research facility included card-level testing, interface testing, integrated satellite level testing, calibrating the camera and finalizing parameters. Testing at the Isro facility covered calibration of sun sensor and magnetometer, vibration test and thermo-vacuum test," PESU said.
Ground Station at PES
The project has also seen the college get its own control station, which consumed most of the Rs 1.5 crore. The S-band Ground Station with both uplink (transmitting) and downlink (receiving) capabilities was commissioned in 2014, equipped with a motor-driven dish antenna mounted on the roof. The ground station is capable of performing transmit and receive operations in the standard TT&C S-band and control the spacecraft. The antenna is configured to provide linear polarization for transmitting and receiving messages. Also, the program tracking capability facilitates the antenna to track Low Earth Orbiting (LEO) satellites.
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aerospace
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https://krotzkrotz.wordpress.com/2014/04/01/the-future-life-drones-drones-drones/
| 2018-03-22T10:15:40 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647838.64/warc/CC-MAIN-20180322092712-20180322112712-00033.warc.gz
| 0.959896 | 578 |
CC-MAIN-2018-13
|
webtext-fineweb__CC-MAIN-2018-13__0__19132372
|
en
|
It’s a bright, beautiful spring day. You find yourself walking down the sidewalk, probably talking on your cellphone or something (or enjoying nature if you’re one of those people). The sweet-smelling breeze, the sing-songy birds, and the other people outside with you make for a pretty nice day. If there was going to be one thing that ruins your day, it’s going to be the drone flying around 60,000 feet above that pretty little head of yours. Damn drone, screwing up your nice spring day.
Drones might be something that you’ve seen on the news as they’ve been in existence for quite some time. Military entities use them for unmanned missions around the world, there are also consumer versions available for those of us that want to fly around a small hexacopter (who wouldn’t?!), and even Amazon is testing them as a delivery method. It’s clear that these flying machines will be taking up airspace at some point.
And that’s one of the many problems that these drones have brought up. The FAA, almighty commanders of the air, calls them UAVs (unmanned aerial vehicles) and is in the process of writing the laws that they will follow in the coming years. As of now, the FAA has a roadmap of getting these laws in place.
In an official FAA press release, U.S. Transportation Secretary Anthony Foxx stated:
“Government and industry face significant challenges as unmanned aircraft move into the aviation mainstream, this Roadmap is an important step forward that will help stakeholders understand the operational goals and safety issues we need to consider when planning for the future of our airspace.”
It’ll certainly be difficult to get UAVs into the public airspace safely, but it seems as though its possible.
One of the more pressing problems that come from the creation of drones is their ability to silently surveil. Most civilian drones offer the capability to capture video using an onboard camera and this should be, at the very least, a little alarming to people. Today, it’s possible to buy a personal smartphone-controlled drone and fly it around while looking through the drone’s camera. A part of the FAAs roadmap is finding a solution to this. It could be a real privacy problem. With the near-silent flight that these aerial vehicles can achieve mixed with onboard cameras don’t exactly make for the feeling of ease in my gut.
Don’t get me wrong. As far as futuristic technology goes, drones are pretty awesome. The problem I have is that, similar to lots of other futuristic technology, it all depends on who is using it and how easily these amazing little aircrafts have the ability to disrupt our lives.
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aerospace
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http://portfolio.madeinbrunel.com/2013/rahul-patel/double-chamber-synthetic-jet-actuator-for-reduced-noise-output/
| 2020-09-30T21:36:34 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402128649.98/warc/CC-MAIN-20200930204041-20200930234041-00037.warc.gz
| 0.949811 | 406 |
CC-MAIN-2020-40
|
webtext-fineweb__CC-MAIN-2020-40__0__94127003
|
en
|
Rahul PatelAerospace Engineering MEng
Double Chamber Synthetic Jet Actuator for Reduced Noise Output
The main application for a synthetic jet actuator is to be implemented, in series, near the trailing edge of an aircraft wing, in order to delay flow separation and enhance lift. The actuator mainly relates to the Aerospace Engineering field. It was important to do this study in order to find out methods in which the noise output from the standard synthetic jet actuator can be greatly reduced and the power efficiency can be increased. This project investigates comparing the performance of a double chamber synthetic jet actuator to a single chamber synthetic jet actuator in terms of the velocity and noise produced and the power efficiency of each. A synthetic jet is a form of pulse jet of fluid produced from the periodic motion of a diaphragm mounted in a cavity with an orifice on one or more walls. A synthetic jet actuator produces really high pitch noise output and has a low efficiency, so therefore this project looks into the ways of improving these factors. These are the two main factors limiting its use on an aircraft wing to enhance lift during the critical stage of the flight envelope. A synthetic jet actuator, with interchangeable configurations, was designed, manufactured and tested. From the results it was concluded that the actuator operating as a double chamber configuration reduces noise output up to 30 dB, due to its operation in anti-phase, with flow velocity output being the same, or higher, than single chamber configuration. The power efficiency (the ratio of fluidic power output to electrical power input) of the actuator with double chamber configuration is close to 15% higher than the single chamber, due to a production of two jets of velocity per cycle. A new actuator was designed and manufactured with a change in cavity height and orifice shape from the benchmark design. It was concluded that the new design is much more efficient in terms of fluidic power output however not conclusive enough to determine whether noise has been reduced further than the benchmark design.
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aerospace
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https://videonews.today/astronaut-reunites-with-dog-after-nearly-a-year-in-space-133610
| 2020-04-03T15:57:30 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370515113.54/warc/CC-MAIN-20200403154746-20200403184746-00476.warc.gz
| 0.890083 | 258 |
CC-MAIN-2020-16
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webtext-fineweb__CC-MAIN-2020-16__0__33730067
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en
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Astronaut reunites with dog after nearly a year in space
Christina Koch's dog couldn't contain her excitement upon the astronaut's return home.
Video shows astronaut Christina Koch's sweet reunion with her dog after spending nearly a year in space. Thanks to Astronaut Christina Koch, we know what it looks like when your dog welcomes you home after a year in space. Aired on 02/13/20. A new Associated Press investigation raises questions about the case of a black teen sent to prison nearly 18 years ago, when senator and presidential candidate Amy Klobuchar was a prosecutor in Minnesota. AP reporter Robin McDowell joined CBSN to explain what the investigation uncovered. A special "out of this world" episode of #AskNASA.
During her record-setting mission NASA astronaut Christina Koch answers key questions about her stay in space. Highlighting her contributions and scientific achievements while aboard the International Space Station.
Including her help to develop medicine in microgravity and collect data needed for longer missions.
Conducting the longest single spaceflight by any woman, Christina gives great insight into questions related to future missions to the Moon with the Artemis missions and future exploration of Mars.
Comment with your #AskNASA question and subscribe to learn more from our experts!
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aerospace
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https://www.renniaaviation.com/our-fleet
| 2022-10-01T08:54:00 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335573.50/warc/CC-MAIN-20221001070422-20221001100422-00708.warc.gz
| 0.907094 | 313 |
CC-MAIN-2022-40
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webtext-fineweb__CC-MAIN-2022-40__0__292569217
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en
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Our clients enjoy limitless access to a wide selection of popular aircraft, including light, mid-sized, super mid-size,
and heavy private jets, providing the flexibility to select the perfect aircraft for every flight.
Let us help you select the best aircraft for you!
For Long Domestic & International Travel
Up To 4 Hours
Up To 10 Passengers
Light Jets provide a comfortable short or medium-haul flight experience, and will accommodate four to seven passengers.
Light jets are ideal charter option for passengers looking for a comfortable jet that can fly into smaller airports and can be chartered at a great value.
Mid-Size Jets typically have a range of four-five hours of flight for up to eight passengers, and provide more space for luggage, more headroom, a lavatory, and can still use airports inaccessible to commercial airlines. With a greater range and higher performance than the Light Jet, the Mid-Size Jet remains an economical choice in luxury travel for your jet charter needs.
Super Mid-Size Jets will accommodate up to nine passengers and provide more amenities than the
Mid Jet, such as standing headroom, full service galleys, lavatories, access to baggage, leather seating, and retractable work stations.
Heavy and Long-Haul Jets provide the added space and luxuries that are essential for comfortable long-haul and international travel. These large jets feature a fully equipped galley with room for preparing and serving food and drinks.
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aerospace
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http://playairplanegames.bestoi.com/are-you-searching-for-the-airplane-games-download.html
| 2020-05-26T21:26:54 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347391309.4/warc/CC-MAIN-20200526191453-20200526221453-00118.warc.gz
| 0.949552 | 594 |
CC-MAIN-2020-24
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webtext-fineweb__CC-MAIN-2020-24__0__24384579
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en
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Are you searching for the flight simulator games download?
Do you think you are a airplane pilot? A private pilot? Or even a pilot? Will you be worried to be flying however enjoying the idea of it? Do you wish to get flying without having paying thousands of dollars? Would you like to head out driving airplane in the living room? Then a airplane flight simulator is simply the best thing. Airline flight simulator can take you to anyplace you desire on the earth and you’ll feel as if you can be really there with control of your own special airplane.
Flight Sim has developed a lot over the time plus the design has gone from fundamental to very incredible at the least. In the following paragraphs let me explain to you some for the online game the way to get a flight ariplane simulator download.
Imagine it — You’re sitting down inside the right-hand seat of a Boeing 737 prepared for taking off. You’re arranged upon runway 16 along with the little rain drops may be noticed jumping softly away from the flightdeck windowpane. Air traffic control provide you with authorization to take off therefore you relieve forwards for the drive levers supplying that great power. Isn’t that the fantasy work? Do you wish to try this in the ease and comfort of your living room space? Along with graphics that truly turn you into think that you will be there right involved with your action.
Airplane flight simulator games are very innovative that there are a great number of features to list however, I will try my best to list a few of them for you today. The most up-to-date flight sim has placed you right in the middle of the experience by:
1. Supplying variable entire world living with moving aicplane, wildlife, cars or trucks in air-ports, air traffic and many more.
2. Allows you to take flight tasks that programmed and all set to go across the world such as flight pilot tasks, driving a red bull stunt aircraft, training course and many others.
3. Shared heavens can be a big feature along with traffic flying past you and moving about beside you on the ground. You may also join up online and take a flight together with your buddies. Are you seeing why a flight aeroplane simulator is the good thing for you?
4. Take flight various of 27 amazing aeroplanes through a great airbus A321 to an Additional 300.
That you can find from the old days of flight simulator, it has developed tremendously. You can download the airplane game here and fly from your own home within hours. Flight simulator can also offer you a variety of addons from actual landscapes in your own city to specific your air travel.
I love these type of games as you get the real thing without actually paying for the real thing if you know what I mean.
Maybe it is the time for you to give it a try.
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aerospace
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http://www.economist.com/blogs/babbage?page=26
| 2014-10-24T16:58:47 |
s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414119646351.12/warc/CC-MAIN-20141024030046-00078-ip-10-16-133-185.ec2.internal.warc.gz
| 0.923639 | 119 |
CC-MAIN-2014-42
|
webtext-fineweb__CC-MAIN-2014-42__0__39595592
|
en
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LITHIUM-ION batteries are hot stuff. Affordable, relatively lightweight and packing a lot of energy, they are the power source of choice for everything from mobile phones to electric cars. Unfortunately, the heat can be more than figurative. Occasionally, such batteries suffer malfunctions that lead to smoke, flames and even explosions. In gadgets, such meltdowns can be distressing and dangerous. In aircraft, they can be fatal. Earlier this year airlines grounded their entire fleet of Boeing’s next-generation 787 passenger jet after the lithium-ion batteries installed in two planes caught fire.
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aerospace
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https://stars.library.ucf.edu/knightsdothat/15/
| 2023-11-30T20:21:14 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100232.63/warc/CC-MAIN-20231130193829-20231130223829-00725.warc.gz
| 0.852327 | 303 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__204995264
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en
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Episode 14: Phil Metzger ’00MS’05PhD: The Future of Space Exploration
Dr. Phil Metzger
Knights Do That
planetary science; space exploration
In episode 14 of Knights Do That, we speak with Phil Metzger ’00MS’05PhD, a planetary scientist and UCF alum with nearly 30 years of experience at NASA. During this episode, Phil shares stories from his time working on the space shuttle missions, his controversial research on whether Pluto is a planet or not, and what the future of space exploration will look like.
Produced by UCF, the podcast highlights students, faculty, staff, administrators and alumni who do incredible things on campus, in the community and around the globe.
Length of Episode
All rights to images and audio are held by the University of Central Florida Marketing department. Images and audio are posted publicly for non-profit educational uses, excluding printed publication. For permission to reproduce images and/or for copyright information contact UCF Marketing at https://www.ucf.edu/brand/contact-us/
View the complete transcript at https://www.ucf.edu/news/knights-do-that-the-future-of-space-exploration/
University of Central Florida, "Episode 14: Phil Metzger ’00MS’05PhD: The Future of Space Exploration" (2021). Knights Do That Podcast. 15.
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aerospace
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https://auction.catawiki.com/kavels/26915851-corgi-wwi-1914-1918-centenary-cs90613-single-seater-biplane-fighter-plane-sopwith-camel-f1-b6372-45sqn-rfc-israna-1910-1919-u-k
| 2019-07-17T10:48:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525136.58/warc/CC-MAIN-20190717101524-20190717123524-00087.warc.gz
| 0.824562 | 340 |
CC-MAIN-2019-30
|
webtext-fineweb__CC-MAIN-2019-30__0__81477700
|
en
|
Mint - in undamaged sealed original box - 1:200
|Nr of items:||1|
|Series:||WWI 1914-1918 Centenary|
|Object:||single-seater biplane fighter plane|
|Model/ Name:||Sopwith Camel F1 B6372 45Sqn RFC Israna|
|Country of Origin:||U.K.|
|Packaging:||in undamaged sealed original box|
|In working order:||Yes|
Sopwith Camel, date of entry into service: 1960.
Box with slight signs of use.
Active since June 1917, the plane was armed with two Vickers machine-guns mounted in front of the cockpit. It was the first British fighter with synchronised fixed weapons.
Considered one of the best fighter planes of the allied forces, during the 17 months of its operational service, the pilots of the Sopwith Camel recorded an average of 76 air victories per month, helping the allied air forces to fight the Luftstreitkräfte air supremacy.
The total number of enemy units destroyed was 1,294, more than any other fighter plane of the allied forces during the World War.
Catawiki member since March 30, 2019, received 9 reviews in total (9 in last 12 months)
|Feedback score:||100% (9 reviews)|
|(last 12 months)|
The seller will ship the item(s) within 3 working days after receiving confirmation of payment.
Shipping costs are for mainland destinations only.
|Rest of Europe||$33.42|
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aerospace
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https://eusospb.uchicago.edu/follow-1.php
| 2023-01-30T15:05:44 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499819.32/warc/CC-MAIN-20230130133622-20230130163622-00492.warc.gz
| 0.94169 | 11,922 |
CC-MAIN-2023-06
|
webtext-fineweb__CC-MAIN-2023-06__0__281085782
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en
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NASA Completes Balloon Technology Test Flight
May 6, 2017 by Jeremy Eggers
Flight controllers at NASA’s Columbia Scientific Balloon Facility in Palestine, Texas, conducted a controlled flight termination of the balloon, which slowly descended back to Earth impacting in the South Pacific Ocean about 200 miles south of Easter Island.
Launching from Wanaka Airport, New Zealand, on a mission to test the SPB technology, a leak in the balloon was confirmed on its third day of flight. The balloon was designed to float at a stable altitude of about 33.2 km (109,000 feet) for long durations despite the heating and cooling of the day/night cycle. The balloon started experiencing significant altitude drops at night when the temperature dropped, regaining its predicted altitude during the day as the temperature rose.
Flight controllers dropped ballast to manage altitude loss during cold storms, which can see atmospheric temperatures at -50 degrees and below. In the 11th day of flight, the team was left with just 74 pounds of ballast and still 2,000 miles away from South America.
Facing a poor weather forecast that would lead to even lower altitudes with little ballast remaining, NASA preemptively ended the flight to ensure the greatest level of control and safety during descent.
“It’s unfortunate that our flight has come to an end at this point—our goal was at least two weeks and our hope was for many more weeks beyond that,” said Debbie Fairbrother, NASA’s Balloon Program Office chief. “We were able to collect a great amount of flight data, however, which we’ll analyze in the coming weeks and months to see if we can determine a cause for the leak. We’ll apply lessons learned to future flights as we continue to develop this technology.”
Flying on this year’s SPB test flight was the International Extreme Universe Space Observatory-SPB payload. EUSO-SPB is a high-energy cosmic ray particle astrophysics payload testing a fluorescence detector and its supporting technologies under the severe operating conditions of the stratosphere.
“The international EUSO Collaboration is deeply thankful for the support, expertise, and dedication of NASA to this historic opportunity to open a new window onto the universe,” said Angela V. Olinto, professor at the University of Chicago and principal investigator (PI) of the project. “Our flight was cut short, but we are confident that the super pressure balloon approach to observing the most energetic cosmic particles will pioneer a new understanding of these extreme phenomena.”
“EUSO-SPB performed well, and more than 60 GB of data was downloaded to ground,'' said, Lawrence Wiencke, professor at the Colorado School of Mines and deputy PI for the EUSO-SPB flight. ''We are looking forward to analyzing the data and to another super pressure balloon flight with NASA.”
NASA conducted a thorough environmental analysis of an open-ocean landing before beginning its mid-latitude SPB flight program in 2015. The open-ocean flight termination procedure makes use of the two-ton flight payload as an anchor to pull the entire balloon flight train to the bottom of the ocean as quickly as possible. In this way, the balloon does not remain in the primary water column zone where most marine species are known to live, minimizing environmental impacts.
NASA’s Wallops Flight Facility in Virginia manages the agency’s scientific balloon flight program with 10 to 15 flights each year from launch sites worldwide. Orbital ATK, which operates NASA’s Columbia Scientific Balloon Facility in Palestine, Texas, provides mission planning, engineering services and field operations for NASA’s scientific balloon program. The CSBF team has launched more than 1,700 scientific balloons in the over 35 years of operation.
A Cosmic-Ray Hunter Takes to the Sky
by Natalie Wolchover, Quanta Magazine
In April 25, at 10:50 a.m. local time, a white helium balloon ascended from Wanaka, New Zealand, and lifted Angela Olinto’s hopes into the stratosphere. The football stadium-size NASA balloon, now floating 20 miles above the Earth, carries a one-ton detector that Olinto helped design and see off the ground. Every moonless night for the next few months, it will peer out at the dark curve of the Earth, hunting for the fluorescent streaks of mystery particles called ''ultrahigh-energy cosmic rays'' crashing into the sky. The Extreme Universe Space Observatory Super Pressure Balloon (EUSO-SPB) experiment will be the first ever to record the ultraviolet light from these rare events by looking down at the atmosphere instead of up. The wider field of view will allow it to detect the streaks at a faster rate than previous, ground-based experiments, which Olinto hopes will be the key to finally figuring out the particles’ origin.
Olinto, the leader of the seven-country EUSO-SPB experiment, is a professor of astrophysics at the University of Chicago. She grew up in Brazil and recalls that during her ''beach days in Rio'' she often wondered about nature. Over the 40 years since she was 16, Olinto said, she has remained captivated by the combined power of mathematics and experiments to explain the universe. ''Many people think of physics as hard; I find it so elegant, and so simple compared to literature, which is really amazing, but it’s so varied that it's infinite,'' she said. ''We have four forces of nature, and everything can be done mathematically. Nobody's opinions matter, which I like very much!''
Olinto has spent the last 22 years theorizing about ultrahigh-energy cosmic rays. Composed of single protons or heavier atomic nuclei, they pack within quantum proportions as much energy as baseballs or bowling balls, and hurtle through space many millions of times more energetically than particles at the Large Hadron Collider, the world's most powerful accelerator. ''They're so energetic that theorists like me have a hard time coming up with something in nature that could reach those energies,'' Olinto said. ''If we didn't observe these cosmic rays, we wouldn't believe they actually would be produced.''
Olinto and her collaborators have proposed that ultrahigh-energy cosmic rays could be emitted by newly born, rapidly rotating neutron stars, called “pulsars.'' She calls these ''the little guys,'' since their main competitors are ''the big guys'': the supermassive black holes that churn at the centers of active galaxies. But no one knows which theory is right, or if it's something else entirely. Ultrahigh-energy cosmic rays pepper Earth so sparsely and haphazardly - their paths skewed by the galaxy's magnetic field - that they leave few clues about their origin. In recent years, a hazy ''hot spot'' of the particles coming from a region in the Northern sky seems to be showing up in data collected by the Telescope Array in Utah. But this potential clue has only compounded the puzzle: Somehow, the alleged hot spot doesn't spill over at all into the field of view of the much larger and more powerful Pierre Auger Observatory in Argentina.
To find out the origin of ultrahigh-energy cosmic rays, Olinto and her colleagues need enough data to produce a map of where in the sky the particles come from - a map that can be compared with the locations of known cosmological objects. ''In the cosmic ray world, the big dream is to point,'' she said during an interview at a January meeting of the American Physical Society in Washington, D.C.
She sees the current balloon flight as a necessary next step. If successful, it will serve as a proof of principle for future space-based ultrahigh-energy cosmic-ray experiments, such as her proposed satellite detector, Poemma (Probe of Extreme Multi-Messenger Astrophysics). While in New Zealand in late March preparing for the balloon launch, Olinto received the good news from NASA that Poemma had been selected for further study.
Olinto wants answers, and she has an ambitious timeline for getting them. An edited and condensed version of our conversations in Washington and on a phone call to New Zealand follows.
QUANTA MAGAZINE: What was your path to astrophysics and ultrahigh-energy cosmic rays?
ANGELA OLINTO: I was really interested in the basic workings of nature: Why three families of quarks? What is the unified theory of everything? But I realized how many easier questions we have in astrophysics: that you could actually take a lifetime and go answer them. Graduate school at MIT showed me the way to astrophysics - how it can be an amazing route to many questions, including how the universe looks, how it functions, and even particle physics questions. I didn't plan to study ultrahigh-energy cosmic rays; but every step it was, ''OK, it looks promising.''
QUANTA MAGAZINE: How long have you been trying to answer this particular question?
ANGELA OLINTO: In 1995, we had a study group at Fermilab for ultrahigh-energy cosmic rays, because the AGASA (Akeno Giant Air Shower Array) experiment was seeing these amazing events that were so energetic that the particles broke a predicted energy limit known as the ''GZK cutoff.'' I was studying magnetic fields at the time, and so Jim Cronin, who just passed away last year in August - he was a brilliant man, charismatic, full of energy, lovely man - he asked that I explain what we know about cosmic magnetic fields. At that time the answer was not very much, but I gave him what we did know. And because he invited me I got to learn what he was up to. And I thought, wow, this is pretty interesting.
QUANTA MAGAZINE: Later you helped plan and run Pierre Auger, an array of detectors spread across 3,000 square kilometers of Argentinian grassland. Did you actually go around and persuade farmers to let you put detectors on their land?
ANGELA OLINTO: Not me; it was the Argentinian team who did the amazing job of talking to everybody. The American team helped build a planetarium and a school in that area, so we did interact with them, but not directly on negotiations over land. In Argentina it was like this: You get a big fraction of folks who are very excited and part of it from the beginning. Gradually you got through the big landowners. But eventually we had a couple who were really not interested. So we had two regions in the middle of the array that were empty of the detectors for quite some time, and then we finally closed it.
Space is much easier in that sense; it's one instrument and no one owns the atmosphere. On the other hand, the nice thing about having all the farmers involved is that Malargue, the city in Argentina that has had the detectors deployed, has changed completely. The students are much more connected to the world and speak English. Some are coming to the U.S. for undergraduate and even graduate school eventually. It's been a major transformation for a small town where nobody went to college before. So that was pretty amazing. It took a huge outreach effort and a lot of time, but this was very important, because we needed them to let us in.
QUANTA MAGAZINE: Why is space the next step?
ANGELA OLINTO: To go the next step on the ground - to get 30,000 square kilometers instrumented - is something I tried to do, but it's really difficult. It's hard enough with 3,000; it was crazy to begin with, but we did it. To get to the next order of magnitude seems really difficult. On the other hand, going to space you can see 100 times more volume of air in the same minute. And then we can increase by orders of magnitude the ability to see ultrahigh-energy cosmic rays, see where they are coming from, how they are produced, what objects can reach these kinds of energies.
QUANTA MAGAZINE: What will we learn from EUSO-SPB?
ANGELA OLINTO: We will not have enough data to revolutionize our understanding at this point, but we will show how it can be done from space. The work we do with the balloon is really in preparation for something like Poemma, our proposed satellite experiment. We plan to have two telescopes free-flying and communicating with each other, and by recording cosmic-ray events with both of the them we should be able to also reproduce the direction and composition very precisely.
QUANTA MAGAZINE: Speaking of Poemma, do you still teach a class called Cosmology for Poets?
ANGELA OLINTO: We don't call it that anymore, but yes. What it entails is teaching nonscience majors what we know about the history of the universe: what we've learned and why we think it is the way it is, how we measure things and how our scientific understanding of the history of the universe is now pretty interesting. First, we have a story that works brilliantly, and second, we have all kinds of puzzles like dark matter and dark energy that are yet to be understood. So it gives the sense of the huge progress since I started looking at this. It's unbelievable; in my lifetime it's changed completely, and mostly due to amazing detections and observations.
One thing I try to do in this course is to mix in some art. I tell them to go to a museum and choose an object or art piece that tells you something about the universe - that connects to what we talked about in class. And here my goal is to just make them dream a bit free from all the boundaries of science. In science there's right and wrong, but in art there are no easy right and wrong answers. I want them to see if they can have a personal attachment to the story I told them. And I think art helps me do that.
QUANTA MAGAZINE: You’ve said that when you left Brazil for MIT at 21, you were suffering from a serious muscle disease called polymyositis, which also recurred in 2006. Did those experiences contribute to your drive to push the field forward?
ANGELA OLINTO: I think this helps me not get worked up about small stuff. There are always many reasons to give up when working on high-risk research. I see some colleagues who get worked up about things that I'm like, whatever, let's just keep going. And I think that attitude to minimize things that are not that big has to do with being close to death. Being that close, it's like, well, everything is positive. I'm very much a positive person and most of the time say, let's keep pushing. I think having a question that is not answered that is well posed is a very good incentive to keep moving.
QUANTA MAGAZINE: Between the ''big guys'' and the ''little guys'' - black holes versus pulsating neutron stars - what's your bet for which ones produce ultrahigh-energy cosmic rays?
ANGELA OLINTO: I think it's 50-50 at this point - both can do it and there's no showstopper on either side - but I root always for the underdog. It looks like ultrahigh-energy cosmic rays have a heavier composition, which helps the neutron star case, since we had heavy elements in our neutron star models from the beginning. However, it's possible that supermassive black holes do the job, too, and basically folks just imagine that the bigger the better, so the supermassive black holes are usually a little bit ahead. It could be somewhere in the middle: intermediate-mass black holes. Or ultrahigh-energy cosmic rays could be related to other interesting phenomena, like fast radio bursts, or something that we don't know anything about.
QUANTA MAGAZINE: When do you think we'll know for sure?
ANGELA OLINTO: You know how when you climb the mountain - I rarely look at where I'm going. I look at the next two steps. I know I’m going to the top but I don't look at the top, because it's difficult to do small steps when the road is really long. So I don't try to predict exactly. But I would imagine - we have a decadal survey process, so that takes quite some time, and then we have another decade - so let’s say, in the 2030s we should know the answer.
Eighth time lucky: NASA launches super balloon to collect near space data
Reuters, by Charlotte Greenfield
The balloon, designed by the National Aeronautics and Space Administration (NASA) to detect ultra-high energy cosmic particles from beyond the galaxy as they penetrate the earth's atmosphere, is expected to circle the planet two or three times.
''The origin of these particles is a great mystery that we'd like to solve. Do they come from massive black holes at the centre of galaxies? Tiny, fast-spinning stars? Or somewhere else?'' Angela Olinto, a University of Chicago professor and lead investigator on the project, said in a statement.
The balloon's monitoring was only the start of a long quest which would next involve a space mission currently being designed by NASA, she added.
The balloon, launched on Tuesday in Wanaka, a scenic spot on New Zealand's South Island, will collect data from 34 km (21.1 miles) above the earth.
New Zealand was also the base for NASA's scientific balloon program in 2015 and 2016.
UChicago-led NASA balloon mission launches, with goal of breaking flight record
by Greg Borzo, UChicago News
NASA on April 24 launched a football-stadium-sized, super-pressure balloon on a mission that aims to set a record for flight duration while carrying a telescope that scientists at the University of Chicago and around the world will use to study cosmic rays.
Researchers from 16 nations hope the balloon, which lifted off from an airfield in Wanaka, New Zealand, will stay afloat for up to 100 days as it travels at 110,000 feet around the Southern Hemisphere. From its vantage point in near-space, the telescope is designed to detect ultra-high energy cosmic rays as they penetrate the Earth's atmosphere. An ultraviolet camera on the telescope will take 400,000 images a second as it looks back toward Earth to try and capture some of the particles.
''The mission is searching for the most energetic cosmic particles ever observed,'' said Angela V. Olinto, the Homer J. Livingston Distinguished Service Professor at the University of Chicago and principal investigator of the project, known as the Extreme Universe Space Observatory on a Super Pressure Balloon (EUSO-SPB). ''The origin of these particles is a great mystery that we'd like to solve. Do they come from massive black holes at the center of galaxies? Tiny, fast-spinning stars? Or somewhere else?''
The next step for Olinto and her fellow scientists is a space mission, now being designed by NASA centers under her leadership, to observe a greater atmospheric area for detecting high-energy cosmic rays and neutrinos. These extremely rare particles hit the atmosphere at a rate of only one per square kilometer per century.
As the NASA balloon travels around the Earth in the coming months, it may be visible from the ground, particularly at sunrise and sunset, to those who live in the mid-latitudes of the Southern Hemisphere such as Australia, Argentina and South Africa.
The complex balloon launch depended on the right weather conditions on the surface of the Earth all the way up to 110,000 feet, where the balloon travels. The launch window for lift-off opened March 25, and it a full month until the 18.8-million-cubic-foot balloon could take flight. Scientists now hope the balloon, made of a polyethylene film stronger and more durable than the type used in sandwich bags, can break the previous flight record of 46 days, set in 2016.
At a relatively low cost, NASA's heavy-lift balloons have become critical launch vehicles for testing new technologies and science instruments to assure success for costlier, higher-risk spaceflight missions, said Debbie Fairbrother, chief of NASA's Balloon Program Office.
''For decades, balloons have provided access to the near-space environment to support scientific investigations, technology testing, education and workforce development,'' Fairbrother said. ''We're thrilled to provide this high-altitude flight opportunity for EUSO-SPB as they work to validate their technologies while conducting some really mind-blowing science.''
Balloons also are part of UChicago's storied history of cosmic ray research, which dates to 1928 when Nobel laureate Robert Millikan first coined the term in a research paper. Pierre Auger, the namesake of the cosmic ray observatory in Argentina, launched hot air balloon experiments in the 1940s from the former site of Stagg Field. UChicago scientists used balloons in the Arctic Circle to discover positrons (the anti-particles of electrons) in the 1960s.
The EUSO-SPB project includes two UChicago undergraduates, Leo Allen and Mikhail Rezazadeh, who built an infrared camera under the supervision of Olinto and Stephan Meyer, professor of astronomy and astrophysics, to observe the cloud coverage at night.
Sixteen countries were involved with the design of the telescope and construction involved the U.S., France, Italy, Germany, Poland, Mexico and Japan. The U.S. team, funded by NASA, is led by UChicago, with co-investigators at Colorado School of Mines, Marshall Space Flight Center, University of Alabama at Huntsville and Lehman College at the City University of New York.
NASA's Super Pressure Balloon Takes Flight From New Zealand
Posted April 24, 2017 by Jeremy Eggers
''Following our 2015 and 2016 New Zealand missions, we've learned key lessons on the balloon design that have gone into perfecting the technology for this year's flight,'' said Debbie Fairbrother, NASA's Balloon Program Office chief. ''I'm very proud of the team that delivered us to this point and I'm hopeful that third time's the charm for realizing 100 days of flight.''
While validating the super pressure balloon technology is the main flight objective, the International Extreme Universe Space Observatory on a Super Pressure Balloon (EUSO-SPB) payload is flying as a mission of opportunity. Also flying on the payload is a poppy in commemoration of Anzac Day, a national day of remembrance in New Zealand and Australia similar in spirit to the U.S. observance of Memorial Day.
EUSO-SPB's objective is to detect ultra-high energy cosmic rays from beyond our galaxy as they penetrate the Earth's atmosphere. As these high-energy particles enter the atmosphere, they interact with nitrogen molecules in the air and create a UV fluorescence light. From its high-altitude vantage point, EUSO-SPB will look downward observing a broad swathe of the Earth’s atmosphere to detect the UV fluorescence from these deep space cosmic rays coming in from above.
''EUSO-SPB is now searching for the most energetic cosmic particles ever observed,'' said Angela V. Olinto, professor at the University of Chicago and principal investigator of the project. ''The origin of these particles is a great mystery that our pioneering mission will help to solve. Do they come from massive black holes at the center of galaxies? Tiny, fast-spinning pulsars? Or somewhere else?''
''The international science team is very excited to see our cosmic ray fluorescence detector lifted to suborbital space by this remarkable balloon and departing on this global journey,'' said Lawrence Wiencke, professor at the Colorado School of Mines and deputy principal investigator. ''This balloon will give us a great view, and we are hoping for a record flight. We would especially like to thank the NASA and Columbia Scientific Balloon Facility teams for their patience, hard work, and extensive expertise that made this launch successful.''
At a relatively low cost, NASA's heavy-lift balloons have been critical launch vehicles for testing and validating new technologies and science instruments to assure mission success for costlier, higher-risk follow-on spaceflight missions, said Fairbrother. Once the technology is validated, the ultimate goal of the EUSO project is to fly from an even higher altitude on the International Space Station to observe a greater atmospheric area for detecting high-energy cosmic rays.
''We are proud to once again support NASA's scientific balloon program by demonstrating the experience and dedication needed to execute scientific balloon operations,” said John Pullen, Vice President and General Manager, Technical Services Division of Orbital ATK's Space Systems Group. ''The NASA/Orbital ATK team continues to deliver affordable and reliable long duration balloon flights across the world from Antarctica to New Zealand to Palestine, Texas home of the Columbia Scientific Balloon Facility. Our flexibility and history of success allow us to launch a variety of balloons that provide critical scientific data for new technologies and discoveries no matter the location.''
The 18.8-million-cubic-foot (532,000-cubic-meter) Super Pressure Balloon lifted off from NASA's new launch pad adjacent to Wanaka Airport carrying a suspended payload of 5,500 pounds (2,495 kilograms). The new pad along with a recently established 10-year lease with Queenstown Airport Corporation are key developments for enhancing NASA's mid-latitude, long-duration balloon flight operations in New Zealand. According to Fairbrother, future investments include a payload processing facility on-site.
''It's been a huge privilege and honor to have the NASA and SPB team back again for a third year in Wanaka,'' said Ralph Fegan, Wanaka Airport operations manager. ''The team here at Wanaka and Queenstown Airports are excited to see what the next 10 years bring as the relationship between us grows.''
As the balloon travels around the Earth, it may be visible from the ground, particularly at sunrise and sunset, to those who live in the southern hemisphere’s mid-latitudes, such as Argentina and South Africa. Anyone may track the progress of the flight, which includes a map showing the balloon's real-time location.
NASA’s Wallops Flight Facility in Virginia manages the agency’s scientific balloon flight program with 10 to 15 flights each year from launch sites worldwide. Orbital ATK, which operates NASA's Columbia Scientific Balloon Facility in Palestine, Texas, provides mission planning, engineering services and field operations for NASA's scientific balloon program. The CSBF team has launched more than 1,700 scientific balloons in the over 35 years of operation.
NASA balloon takes off from Wanaka
The balloon, which will inflate to the size of a football stadium, left the ground at 10.50am on Anzac Day.
The previous attempts, the last of which was on Saturday, were called off because of unfavourable winds.
The balloon is designed to run for 100 or more days, floating more than 33km above the Southern Hemisphere's mid-latitude band.
NASA balloon programme office chief Debbie Fairbrother says validating the super pressure balloon technology is the flight's main objective.
She says key lessons have been learnt from the 2015 and 2016 flights that launched from Wanaka.
It is also a mission of opportunity for the International Extreme Universe Space Observatory on a Super Pressure Balloon (EUSO-SPB) payload.
EUSO-SPB's objective from a high-altitude vantage point is to detect ultra-high energy cosmic rays from beyond the galaxy as they penetrate the Earth's atmosphere.
As the high-energy particles enter the atmosphere, they interact with nitrogen molecules in the air and create a UV fluorescence light.
The project's principal investigator, Chicago University professor Angela Olinto, says EUSO-SPB is searching for the most energetic cosmic particles ever observed.
''The origin of these particles is a great mystery that our pioneering mission will help to solve,'' she said.
''Do they come from massive black holes at the centre of galaxies? Tiny, fast-spinning pulsars? Or somewhere else?''
NASA launches super pressure balloon in Wanaka
Nasa will be conducting a super-pressure balloon test flight from Wanaka on a planned 100-day journey.
If the weather is conducive, lift-off is scheduled between 9.30am and 11.30am.
It will be the eighth scheduled launch attempt.
The balloon inflates to 18.8 million cubic feet, about the size of Dunedin's Forsyth Barr Stadium.
The balloon is made from polyethylene film, which is similar in appearance and thickness to the type used for sandwich bags, but stronger and more durable.
After launch the balloon will ascend to an altitude of 33.5 kilometres where the stratospheric winds will propel it at speeds of at least 100 knots through the heating and cooling of the day-night cycle on a weeks-long journey around the Southern Hemisphere, said Debbie Fairbrother, Nasa's Balloon Programme Office chief.
Unfavourable weather conditions meant the last seven attempts to launch the balloon had been unsuccessful.
The balloon will be collecting scientific data from what NASA describes as ''near space''.
Wanaka Airport, NZ—NASA’s Mid-Latitude Super Pressure Balloon Launch Site
Posted on April 20, 2017 at 2:18 pm by Jeremy Eggers
Learn more about Wanaka Airport, New Zealand, one of the busiest, most diverse-use airspaces around. In this video, Ralph Fegan, Wanaka Airport Operations Manager, talks about the different activities at the airport and what NASA’s Super Pressure Balloon project has brought to the area.
Low Pressure System Thwarts Super Pressure Launch Efforts
posted on April 10, 2017 at 9:07 pm by Jeremy Eggers
“Conditions do not look favorable for the next four to five days given the winds, forecast rain, and uncertainties with Tropical Cyclone Cook to the northwest of us,” said Chris Schwantes, NASA’s on-site meteorologist for the 2017 Wanaka Super Pressure Balloon Campaign. “However, forecast models currently show high pressure building up in the area after the Easter weekend, which could lead to favorable conditions for launching.”
Since declaring flight readiness March 25, NASA has conducted three launch attempts for its super pressure balloon.
The first of the three back-to-back attempts began April 8 (New Zealand time zone), ending early due to uncertainty with the balloon trajectory given forecast stratospheric wind conditions at 33.5 km (110,000 feet), the balloon’s planned float altitude. The second attempt, April 9, also ended early due to mechanical issues with NASA’s launch vehicle crane—issues that have since been resolved.
The third attempt progressed into the early morning hours of April 10 ending when surface and low-level winds failed to set up as required for launch.
“A lot of things need to go right to support a launch attempt, but only one thing needs to go wrong,” said Justin Marsh, campaign manager for the 2017 Wanaka Super Pressure Balloon Campaign. “Our team remains flight ready to support a launch attempt once the weather improves. All things considered, it’s still relatively early in the campaign.”
Third Launch Attempt Scheduled for Super Pressure Balloon
Posted on April 8, 2017 at 7:30 pm by Jeremy Eggers
UPDATE: (4:30 a.m. New Zealand Time). NASA Balloon Launch Attempt Postponed Due to Weather
NASA postponed the third launch attempt of its super pressure balloon (SPB) from Wanaka, New Zealand, at 4:30 a.m. Monday, April 10 (New Zealand time) due to poor weather at ground and surface levels.
Wind speeds were just slightly above those required for launch, and with the uncertainty for precipitation in the area, the team made the decision to postpone for the day.
No launch attempt is scheduled for Tuesday, April 11. NASA will announce by 2 p.m. Tuesday, whether or not Wednesday’s weather will support a launch attempt. (All times/dates New Zealand time zone.)
NASA is targeting Monday, April 10 (Sunday, April 9 in Eastern Time), to conduct a super pressure balloon (SPB) test flight launching from Wanaka Airport, New Zealand, on a potential 100-day journey.
NASA will begin flight preparations in the early morning hours Monday and will continue to evaluate real-time and forecast weather conditions throughout the morning. If weather is conducive for launch, lift-off is scheduled between 8 and 11:30 a.m. locally (between 4 and 7:30 p.m. EDT Sunday, April 9).
At this time, weather conditions are considered marginal for launch.
“There are periods of light rain forecast tomorrow, but we may have a launch opportunity early in our window,” said Gabe Garde, mission manager for the 2017 Wanaka Balloon Campaign. “In the stratosphere at 33.5 km (110,000 feet), the winds are forecast to take the balloon due east after launch, which is ideal for our operations.”
This is the third scheduled launch attempt for NASA’s 2017 Wanaka Balloon Campaign. The first attempt was canceled due to unacceptable stratospheric wind conditions; the second attempt was canceled due to a mechanical issue with a crane used for launch operations, which has since been resolved.
The launch can be tracked in the following ways:
NASA Postpones Super Pressure Balloon Launch
Posted on April 7, 2017 at 10:45 am by Jeremy Eggers
Along with monitoring ground and lower-level winds (up to 300 meters) on launch day, stratospheric wind conditions at 33.5 km (110,000 feet), which is where the balloon will float, also need to be set-up favorably to support a launch attempt.
While ground and lower-level winds were conducive for launch, winds in the stratosphere were not. A counter-clockwise flowing eddy has developed to the west of New Zealand’s North Island. Forecast models had the balloon launching from Wanaka and then traveling north bisecting the South Island before eventually getting caught up in the light and variable winds of the eddy. Ideally, an eastward trajectory after lift-off is preferred, though not necessarily required.
“Had the forecast stratospheric models pushed the balloon further west—not unlike what we saw in our 2016 launch—we would have seriously considered moving forward with our launch attempt,” said Gabe Garde, NASA’s mission manager for the balloon launch. “Unfortunately, there’s too much uncertainty in the final trajectory forecast given the nearby eddy pattern in the stratosphere. More opportunities will present themselves as we continue to move forward in the campaign.”
NASA will announce by 2 p.m. Saturday, April 8, whether or not Sunday’s weather will support a launch attempt.
Launch Attempt Scheduled for Super Pressure Balloon
Posted on April 6, 2017 at 7:40 pm by Jeremy Eggers
NASA will begin flight preparations in the early morning hours Saturday and will continue to evaluate real-time and forecast weather conditions throughout the morning. If weather is conducive for launch, lift-off is scheduled between 8 and 11:30 a.m. locally (between 4 and 7:30 p.m. EDT Friday, April 7).
“At this time, the weather at the ground and lower levels looks very good for a Saturday launch attempt,” said Gabe Garde, mission manager for the 2017 Wanaka Balloon Campaign. “However, we continue to evaluate the forecast stratospheric winds and predicted flight trajectory to ensure conditions are acceptable before launch.”
The launch can be tracked in the following ways:
NASA to launch telescope on super-pressure balloon in search for cosmic rays
By Greg Borzo, UChicago News, April 5, 2017
The National Aeronautics and Space Administration is preparing to use a super-pressure balloon to launch into near space a pioneering telescope designed to detect ultra-high-energy cosmic rays as they interact with the Earth's atmosphere.
''We're searching for the most energetic cosmic particles that we’ve ever observed,'' said Angela V. Olinto, the Homer J. Livingston Distinguished Service Professor at the University of Chicago and principal investigator of the project, known as the Extreme Universe Space Observatory-Super Pressure Balloon. ''The origin of these particles is a great mystery that we'd like to solve. Do they come from massive black holes at the center of galaxies? Tiny, fast-spinning stars? Or somewhere else?''
The extremely rare particles hit the atmosphere at a rate of only one per square kilometer per century. To assure that it will capture some of the particles, the telescope's camera takes 400,000 images a second as it casts a wide view back toward the Earth.
Preparations are complete in Wanaka, New Zealand for the balloon's launch, which will happen as soon as scientists and engineers have the right weather conditions. Researchers hope the balloon will stay afloat for up to 100 days, thereby setting a record for an ultra-long duration flight.
NASA describes the super-pressure balloon as the ''most persnickety'' of all the flight and launch vehicles it operates. Launching the balloon depends on just the right weather conditions on the surface of the Earth all the way up to 110,000 feet, where the balloon travels.
The project will set the stage for a space mission currently being planned. ''That would enlarge even more the volume of the atmosphere that we can observe at one time,'' said Olinto, who serves as chair of UChicago's Department of Astronomy and Astrophysics. ''We need to observe a significantly large number of these cosmic messengers to discover what are their sources and how they interact at their energetic extremes.''
When an ultra-high-energy cosmic ray reaches the Earth's atmosphere, it induces a series of interactions that stimulates a large cosmic ray shower. The new telescope, which detects at night, will capture the ultra-violet fluorescence produced by the interaction of these particle showers with the nitrogen molecules in the air.
''High-energy cosmic rays have never been observed this way from space,'' said Lawrence Wiencke, professor of physics at the Colorado School of Mines and co-leader of the project. ''This mission to a sub-orbital altitude is a pioneering opportunity for us. Our international collaboration is very excited about this launch and about the new data that will be collected along the way.''
The project lends itself to participation by graduate and undergraduate students, Olinto said. Leo Allen and Mikhail Rezazadeh, two UChicago undergraduates, built an infrared camera under the supervision of UChicago Prof. Stephan Meyer and Olinto to observe the cloud coverage at night under EUSO-SPB.
Sixteen countries were involved with the design of the telescope. The U.S. team, funded by NASA, is led by UChicago, Colorado School of Mines, Marshall Space Flight Center, University of Alabama at Huntsville and Lehman College at the City University of New York.
'Seal Team 6': Constructing a Super Pressure Balloon
Posted on April 5, 2017 at 6:06 pm by Jeremy Eggers
The raw materials and design are only part of it. A balloon of this size cannot simply 'walk into Mordor,' i.e. construction is a difficult task that involves hundreds of film segments. It requires a 'seal team' -- a primary team of six assemblers from Raven Aerostar, NASA’s balloon partner, to shape multiple segments of film into a vehicle that will function at a near constant 33 km altitude, well into the stratosphere, over long durations of day and night cycles.
Two Raven Aerostar assemblers are dedicated to operating the equipment necessary for heat-sealing each of the hundreds of segments together, integrally combing these segments with strength bearing components as they walk along, producing miles and miles of seals. A third assembler supports the first two, ensuring a first-class quality heat seal has been made.
Two more assemblers man the top and bottom of each balloon segment, dispensing materials and optimally positioning items prior to heat seal creation. The final member is responsible for sorting and arranging the massive heaps of balloon material that accumulates during the course of construction. Balloon creation is truly a team effort, with each of these six members performing numerous tasks, filling in the gaps in an intricate dance of sorts while each balloon segment is created.
Every great team has a supporting cast as well, and this is no different. Other Raven Aerostar members are responsible for fabricating and conditioning the balloon strength members, ensuring quality film goes into the balloon and providing direction on balloon design. All of this is done in conjunction with the broader NASA and Columbia Scientific Balloon Facility (CSBF) team, ensuring that what is constructed at Raven Aerostar has the best chance of meeting performance and operational requirements for each test flight.
''As a design engineer who also operates in the field for launch and recovery operations, I have personally had the opportunity to follow the last few super pressure balloons from design phase through fabrication, flight, and termination,'' said Raven Aerostar's Daniel Scheiber, who's on-site in Wanaka, New Zealand, for the 2017 SPB launch. ''It is remarkable what these balloons are capable of, and the scientific missions these giant balloons can support in the future has great potential. Our super pressure balloons provide access to near-space environments for fractions of what it would otherwise cost, and serve as platforms for scientific payloads to mature prior to making the trip to the International Space Station (ISS) and beyond.''
Contributed by Dan Scheiber, Raven Aerostar
Balloon Weather: When Conditions Align on the Ground, Lower-levels and in the Stratosphere
Posted on March 29, 2017 at 9:24 pm by Jeremy Eggers
For launch, winds need to be light and flowing in a reliable direction both at the surface and at low-levels up to 300 meters (winds flowing in opposite directions on the ground and lower levels could have a shearing effect on the balloon). In addition, the balloon needs to launch into a weather phenomenon known as the stratospheric winter cyclone, characterized by wind vectors traveling easterly about Antarctica with the cyclonic behavior extending into the southern hemisphere’s mid-latitudes.
For NASA’s Super Pressure Balloon campaign in Wanaka, New Zealand, the past two days—March 29 and 30—have been near perfect days to locals and visitors alike: low wind, abundant sun, warm weather (but not too warm).
Along with winds being just slightly too fast at the surface and thus not conducive for launch, launching into these types of stratospheric conditions would have led to the balloon slowly meandering above the region for an extended period of time driving up risk factors beyond NASA’s stringent safety standards. Ideally, stratospheric winds will propel the balloon well to the east so that the balloon pressurizes and reaches its float altitude either over a largely unpopulated land area or, better yet, over the water.
With rain forecast for most the weekend, the team continues to wait out Wanaka’s weather for a balloon-weather day.
In the meantime, members of the team are engaged in a number of outreach activities around the area. The Extreme Universe Space Observatory-Super Pressure Balloon team gave a presentation on their mission and related science topics to 12th graders from Wanaka’s Mount Aspiring College March 29 and 30. Additionally, members of the NASA and Columbia Scientific Balloon Facility teams attended the Wanaka Chamber of Commerce’s monthly meeting and reception March 29. Additional outreach activities are planned throughout the campaign.
NASA grilled and thrilled by Wanaka super pressure balloon fans
by MARJORIE COOK, The Press (press.co.nz)
The press of people astounded NASA staff and scientists from Chicago and Colorado, who answered questions for at least two hours.
NASA communications executive Jeremy Eggers thought people would come in dribs in drabs and was astounded everyone turned up at the same time.
It was not the first opportunity for people to learn about the Columbia Scientific Balloon Facility's super pressure balloon: nearly every hand in the room went up when Eggers asked who had seen the balloon launch in 2005 or 2016.
''That's amazing,'' he responded.
Eggers said Wanaka Airport was chosen by NASA after a world-wide search for a perfect launch location.
While the previous two balloon launches have not provided the perfect long duration flights, they had been ''hugely successful'' in helping develop technology, Eggers said.
The 2500kg balloon cost about $US1.5 million and could deliver the same quality of science more cost effectively than a satellite programme of between $60 million and $150 million, he said.
The 2017 Wanaka balloon payload is the University of Chicago's Extreme Universe Space Observatory.
''Why can't you do this from the northern hemisphere?'' one person asked.
''There's a country called Russia. They don't like us to fly our balloon over their country. It really is that simple,'' Eggers said.
If everything went perfectly, the balloon should circumnavigate the earth for 180 days.
Professor Angelo Olinto, of the University of Chicago, and Professor Lawrence Wiencke, of the Colorado School of Mines, are leading the programme.
Wiencke said the payload is ''basically a high speed video camera''.
Cosmic rays are in the ultra violet range and too faint for the eye to see. What causes them is the big unknown, Wiencke said.
''The energies we are interested in are one of the biggest mysteries of astroparticle physics,'' he said.
Wiencke likened the light spectrum to a piano keyboard of eight octaves.
''We can only see one octave. We are dealing with 80 pianos and we are up at the high notes of the 80th piano,'' he said.
''We are trying to put together this view of the universe at the very extreme end. What makes these particles is unknown. There are numerous theories and models. One popular one is it is a massive black hole in our galaxy. Or it could be something like a pulsar.''
Hang tests have been completed. Daily weather assessments are being made.
The media will be notified no later than 2pm the day prior to a launch attempt, which will take place between 7am and 11am.
Balloon-Borne Science Instrument Uses Earth’s Atmosphere to Detect Cosmic Rays
Posted on March 27, 2017 at 11:37 pm by Jeremy Eggers
The Extreme Universe Space Observatory on a Super Pressure Balloon (EUSO-SPB) is a mission of opportunity flying on the 2017 SPB test flight with the goal of detecting high-energy cosmic rays from the farthest reaches of space as they penetrate the Earth’s atmosphere.
As these high-energy particles enter the atmosphere, they interact with nitrogen molecules in the air and create a UV fluorescence light. EUSO will be flying at some 110,000 feet (33.5 km) looking down on a broad swathe of the Earth’s atmosphere to detect the UV fluorescence from these deep space cosmic rays coming in from above.
Angela Olinto, professor at the University of Chicago and EUSO-SPB principal investigator, discusses the mission, science, and team behind it all in this video.
Acting U.S. Ambassador to New Zealand Visits NASA’s Super Pressure Balloon Operations in Wanaka; Some 250 Attend Open House
Posted on March 24, 2017 at 7:39 pm by Jeremy Eggers
Launch pad tour
While on site, Green observed the final flight readiness test of the University of Chicago’s Extreme Universe Space Observatory-Super Pressure Balloon (EUSO-SPB) payload, received updates on this year’s campaign and toured NASA’s new balloon launch pad.
In addition, Green presided over an impromptu NASA Honor Awards ceremony recognizing the contributions of a number of Kiwi officials crucial to establishing Wanaka as NASA’s mid-latitude, long-duration balloon facility.
Open House Event
“It was phenomenal to see such an incredible turnout from the community,” said Debbie Fairbrother, NASA’s Balloon Program chief. “We really appreciate all the support we’ve received here, the interest in our balloon program, and our partnership with the airport team. It’s just like family.”
Launch Window Opens
Forecast winds are variable at times and otherwise not aligned in a direction that will support a launch opportunity. Winds need to be light and flowing in a reliably easterly direction to support a launch attempt.
“Given all the variables we work with, the least of all being Mother Nature, seeing favorable launch conditions on the first day of a campaign’s launch window is uncommon for our operations,” said Gabe Garde, NASA mission manager for this year’s flight campaign. “As with previous campaigns, our team will assess weather daily to determine if the conditions are right to support a launch attempt.”
NASA Conducts Final Super Pressure Balloon Tests Prior to Launch Window Opening
Posted on March 23, 2017 at 5:31 pm by Jeremy Eggers
The hang test is a complete test of all primary balloon systems -- tracking, telemetry, communications, and flight termination systems -- as well as all redundant systems to ensure the flight readiness of the balloon and payload.
“All our test and integration work is running along smoothly,” said Gabe Garde, NASA mission manager for the super pressure balloon launch. “Today’s test is the culmination of more than a year of preparation work all leading up to the team declaring the balloon and payload as flight ready for the mission. After today, much will be in the hands of Mother Nature as well as in receiving overflight clearance permissions from a handful of countries.”
Earlier in the day March 23, NASA leadership at headquarters and NASA’s Wallops Flight Facility, home to NASA’s Balloon Program, granted “Approval to Proceed” or ATP for this year’s mission.
The launch window for the 2017 New Zealand super pressure balloon mission opens March 25. NASA will assess weather conditions day-to-day beginning Friday, March 24, to determine if conditions favor a next-day launch attempt. Current weather forecasts don’t appear favorable for a Saturday launch due to precipitation and winds; however, a final assessment won’t be made until March 24.
Later today, March 23, the Wanaka Airport and the NASA and Science teams on-site will host a Locals Day Open House event from 4 to 6 p.m. at the Wanaka Airport main hangar. Visitors will have the opportunity to learn more about the super pressure balloon technology, the EUSO-SPB science instrument flying on this year’s mission, and to meet and talk with the engineers and scientists who make it all happen.
EUSO-SPB Final Check-Outs Prior to Launch
Published on YouTube March 22, 2017
The hang test is a complete test of all primary balloon systems -- tracking, telemetry, communications, and flight termination systems -- as well as all redundant systems to ensure the flight readiness of the balloon and payload.
The window for this year's super pressure balloon flight opens March 25.
Super Pressure Balloon Parachute Integration
Posted on March 20, 2017 at 10:48 pm by Jeremy Eggers
Operationally, all the balloon systems -- power, communications, telemetry, etc. -- need to be checked out and tested. Today, as seen in the accompanying video, the team completed a test integrating the balloon to the recovery parachute. Later this week, the team will conduct a hang test of the integrated payload/gondola -- literally suspending the payload from the launch vehicle -- to ensure system compatibility prior to operations.
Administratively, NASA is working closely with the U.S. Department of State to secure overflight clearances from countries in the southern hemisphere that could potentially be in the balloon's flight path. In addition, the team will have an ''approval to proceed'' meeting with senior managers later this week to ensure the flight readiness of the balloon.
Finally, there's Mother Nature, who has an ever-present seat at the table when it comes to deciding when to attempt a launch. Managers assess weather conditions 13 hours before the beginning of initial launch preparations to determine whether or not conditions are conducive for launch. Winds need to be light and flowing in a reliable direction both at the surface and at 300 meters (1,000 feet). Since the balloon flight train is nearly 300 meters long, an inconsistent wind pattern could cause a shearing effect once the balloon is launched. Also, winds in the stratosphere at a pressure altitude of 7 millibars (about 110,000 feet or 33.5 km) are key to watch as that is where the balloon will fly once launched.
So, while NASA's Balloon Team can confidently say the launch window will open March 25, the alignment of all these conditions (with Mother Nature issuing a final go for launch) may not occur at the beginning of the window. NASA will assess launch conditions daily and issue updates on whether or not a launch attempt is scheduled.
And, so begins an incredible exercise of patience and flexibility that is the hallmark of any NASA balloon launch campaign.
How many people does it take to unpack a 5,240-pound NASA balloon?
Published on YouTube, March 17, 2017
The 18.8-million-cubic-foot (532,000-cubic-meter) balloon is enormous – about the size of a football stadium – when fully inflated. The balloon's inflated shape is an oblate spheroid, or less technically, it's the shape of a pumpkin. The fittings are essentially the north and south poles of the spheroid. The top fitting has valves where inflation tubes are connected to the balloon. The bottom fitting connects to a parachute, and then the parachute connects to the balloon gondola, which houses the payload and supporting instruments.
Given that the balloon is made of 22 acres (8.9 hectares) of polyethylene film and weighs 5,240 pounds (2,377 kilograms), unpacking the balloon is not a trivial activity. Nearly a dozen technicians working different functions carefully opened up the steel-plate-lined shipping box containing the balloon. From there, an overhead crane was used to lift the fittings out while the team worked along either side of the balloon to keep the film safe during the overall operation.
NASA is currently targeting no earlier then March 25 for launch. (NASA/Bill Rodman)
NASA's Super Pressure Balloon Arrives in Wanaka, New Zealand
Posted on March 13, 2017 at 6:44 pm by Jeremy Eggers
This is the third consecutive year NASA has flown the super pressure balloon from Wanaka, which is an ideal location for launching mid-latitude, long duration balloon missions.
While the ongoing testing and development of the SPB is the primary focus of this year’s mission, the NASA Scientific Balloon Team is flying the University of Chicago's Extreme Universe Space Observatory (EUSO-SPB) payload on this year's balloon mission.
EUSO-SPB is a high-energy cosmic ray particle astrophysics payload that will test a fluorescence detector and its supporting technologies under the severe operating conditions of the stratosphere. This suborbital flight is a precursor for a mission being planned to launch the EUSO telescope to and install it on the International Space Station (ISS).
New to the 2017 campaign is the construction of a dedicated balloon launch pad on the northeast side of the Wanaka Airport. This new pad, a 600-meter in diameter large gravel semi-circle, will enable NASA's balloon launch operations to run seamlessly alongside other airport operations and tenants on launch day.
NASA's SPB is a large structure, about the size of the Forsyth-Barr Stadium in Dunedin, New Zealand, when fully inflated. The balloon is made from polyethylene film, which is similar in appearance and thickness to the type used for sandwich bags, but stronger and more durable.
NASA's Wallops Flight Facility in Virginia manages the agency’s scientific balloon flight program with 10 to 15 flights each year from launch sites worldwide. Orbital ATK, which operates NASA's Columbia Scientific Balloon Facility, provides mission planning, engineering services and field operations for NASA's scientific balloon program. The CSBF team has launched more than 1,700 scientific balloons in its over 35 years of operation.
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aerospace
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https://aegeanluxuryvillas.com/property/airbus-a319/
| 2023-12-08T16:59:27 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100762.64/warc/CC-MAIN-20231208144732-20231208174732-00885.warc.gz
| 0.704598 | 81 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__315691254
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en
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As a shortened-fuselage version of Airbus’ A320 cornerstone single-aisle jetliner, the A319 continues to prove its versatility – enabling carriers around the world to benefit from the aircraft’s range options and seat layout versatility.
2 pilots + 3 to 4 flight attendants
137 standard suitcases / 27.56 m3
6000 km / 3237 nm
- Air conditioning
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aerospace
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https://www.wahf.org/hall-of-fame/donald-winkler/
| 2023-12-09T05:31:38 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100800.25/warc/CC-MAIN-20231209040008-20231209070008-00284.warc.gz
| 0.982625 | 491 |
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en
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Don was born in 1931 in Milwaukee, Wisconsin, where his youth was spent in large part enthralled with the site of airplanes, drawing him to the sky. Don grasped those dreams and has passed them on to thousands of people over his lifelong delight with the skies.
Don enlisted in the United Sates Air Force in 1951. He was selected for a flying slot in Aviation Class 54H where he soloed on February 1, 1953. The class was cut back with the end of the Korean War and he went on to become an air traffic controller. He was released from service in 1955 and later took a job as an air traffic controller with the Civil Aeronautics Administration at Truax Field Madison, Wisconsin.
After completing several years as a Civil Aeronautics Authority Air Traffic Controller, Don was hired by Sears, Roebuck and Company as a sales promotion manager and retired after 36 years. He actively flew for 34 years with his own aircraft from 1971-1990, which he used for aerial photography. He also flew a variety of aircraft with the Civil Air Patrol. He flew missions and orientation flights with Civil Air Patrol cadets and young students interested in learning about aviation and aviation careers. He is nearing fifty years with CAP, serving as Wing Public Affairs Officer with three Wing Commanders.
Don was hired by Wisconsin Aviation in Madison as its Public Affairs/Media person, promoting general aviation and the aviation community. He organized hangar dances and other special events to bring people to the airport and initiated an aviation educational tour program with local elementary schools in the Madison and Dane County area. He organized a program with the EAA so members of Kids-4, a Sun Prairie, Wisconsin, based access TV channel designated to serve children, so that kids could participate as active press members at EAA AirVenture Oshkosh. He personally gave hundreds of adults and students tours of the airport, averaging nearly 800 per year. These young people may never have an opportunity to visit a public airport and witness its activity if it wasn't for Don Winkler. He was an expert at "selling the sizzle, not the steak" of aviation to all he's met over the years in his dynamic career.
In 2005 he was the recipient of Wisconsin's Carl E. Guell Aviation Education Award. In 2015, Don was recognized by the Wisconsin Airport Management Association with its Lifetime Service Award for his dedicated service to aviation in Wisconsin.
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aerospace
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http://hub.aa.com/en/aw/national-aeronautics-and-space-administration-exploration-systems-integration-office-international-space-station
| 2015-04-28T00:33:32 |
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| 0.944772 | 446 |
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webtext-fineweb__CC-MAIN-2015-18__0__172537227
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en
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Mechanical explorers are making their mark on extraplanetary exploration and proving that the future of space depends on machines.In Earth’s orbit, 240 miles above the planet, an android is coming online.
The humans call their mechanical crewmate Robonaut 2 (R2), and there’s never been anything quite like him. Unlike most robots, he’s built in human form: a torso, to be exact, with two long arms tipped with five fingers each. His head contains a slew of cameras and an infrared, heat-detecting sensor, all hidden behind a reflective visor.
R2’s crewmates are calibrating the machine for work in space. Things don’t take the same effort without gravity, so his programming and mechanical settings need to be calibrated for his zero-g life in orbit. When that’s done, R2 will get to work, likely performing tasks like monitoring equipment, adjusting dials and doing simple maintenance. In the future, NASA plans on giving the 330-pound robot a pair of legs so he can move around his home — the International Space Station (ISS) —always attached to a bulkhead to prevent him from floating away or getting damaged.
“This is a really good opportunity to understand the interface between humans and robotics here in space,” said Catherine Coleman, a former ISS crew member, during an interview from the space station when the android arrived.
A robot with the same dimensions as a human has advantages, like being able to access the same space as people and having the ability to use standard tools in their anthropomorphic hands. The lack of a need for specialized equipment makes it easier to bring these robots into space, where each pound of gear costs $10,000 to launch into orbit.
“This project exemplifies the promise that a future generation of robots can have both in space and on Earth, not as replacements for humans but as companions that can carry out key supporting roles,” says John Olson, director of NASA’s Exploration Systems Integration Office.
But R2 isn’t the only mechanical being aiming to prove that robots belong in space.
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aerospace
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https://larryshapiroblog.com/helicopter-photos-5/
| 2023-06-08T08:37:08 |
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| 0.951392 | 132 |
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webtext-fineweb__CC-MAIN-2023-23__0__49978923
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en
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Some helicopter photos of a Loyola Lifestar BK117 B2 taking flight from an on-scene pickup in Lincolnshire, IL at the Lincolnshire-Riverwoods FPD station. The company name is currently Lifestar Chicago, which is managed by Air Methods.
Once again, center spot focusing set on the helicopter all the time that I was looking through the viewfinder to keep sharp focus. When it rose clear of the buildings, I used my thumb to spin the exposure compensation dial to +2/3 stop compensating for the overall brightness introduced by the abundance of sky in the frame.
Comments are closed.
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aerospace
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http://www.internetmodeler.com/scalemodels/nraviation/Brengun-1-72-AN-ALE-47-Countermeasures-Dispenser.php
| 2021-03-07T15:39:32 |
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en
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Brengun 1/72 AN-ALE 47 Countermeasures Dispenser
By Matt Bittner
"The AN/ALE-47 Airborne Countermeasures Dispenser System is used to protect military aircraft from incoming radar and infrared homing missiles. It works by dispensing flares or chaff. It is used on a variety of U.S. Air Force, Navy, and Army aircraft, as well as in other militaries."
The Brengun 1/72 AN-ALE 47 Countermeasures Dispenser consists of 30 separate, resin pieces of the actual dispenser including the top. It appears that Brengun wants you to cut away the area of where the molded-in or molded-on dispenser is on the aircraft you're modeling and replace the entire area with this resin piece. Which is definitely great if you're dealing with an older kit that doesn't have the dispenser readily defined. It will give your model an extra bit of external detaling.
I definitely thank Brengun for the review sample.
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aerospace
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https://www.tracktvlinks.com/watch-breaking-through-the-clouds-the-first-women%27s-national-air-derby-2010
| 2018-04-20T03:41:06 |
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| 0.879558 | 266 |
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webtext-fineweb__CC-MAIN-2018-17__0__22433300
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en
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|Genres||Biography Documentary History|
|Cast||Louis D'Elia Molly Moores Margaret Whitman Blair Julie Clark Dorothy Cochrane Patty Wagstaff|
|Plot||Amelia Earhart and 19 other women defied convention by racing across the sky in 1929 to compete in the first women's national air derby. With just a compass and road map to guide them, they navigated through rough weather, mechanical failures, public scrutiny and rumors of sabotage. Wearing breeches and goggles during the day and ball gowns in the evening, these aviators challenged stereotypes by proving women could be independent, competitive, self-sufficient, intelligent, graceful and above all, really good pilots. Breaking Through The Clouds shows actual footage from the 1929 air race, aerial recreations using planes like the women flew in the derby, interviews with legendary pilots Elinor Smith and Patty Wagstaff as well as family members of the pilots and aviation experts.... see Breaking Through the Clouds: The First Women's National Air Derby on IMDb|
Those are web search results for "Breaking Through the Clouds: The First Women's National Air Derby 2010" and may change in time. We are not affiliate with any of these websites. If some of the links harm copyright laws please see our DMCA and Copyright page.
-- Ad space
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aerospace
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http://kdez.production.townsquareblogs.com/sioux-falls-hopes-of-hosting-f-35-fighters-grounded/
| 2019-10-18T21:06:44 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986684854.67/warc/CC-MAIN-20191018204336-20191018231836-00329.warc.gz
| 0.95255 | 260 |
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webtext-fineweb__CC-MAIN-2019-43__0__46114354
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en
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Sioux Falls Hopes of Hosting F-35 Fighters Grounded
For some time now, Sioux Falls city officials have been in the process of trying to catch the military’s eye in an attempt to make the South Dakota Air National Guard’s 114th Fighter Wing at Joe Foss Field a potential home for F-35 fighter jets.
The Sioux Falls Argus Leader is reporting those hopes have now been grounded.
18 different sites were under consideration for the F-35 fighters. The U.S. Air Force recently selected five sites for a follow-up survey, and Sioux Falls was not one of them.
According to the South Dakota National Guard officials, the survey would’ve been the next step for the location to be selected.
The lack of flight training facilities in close proximity to Sioux Falls hurt the unit during the selection process.
The five bases still under consideration are located in, Montgomery, Alabama; Madison, Wisconsin; Boise, Idaho; Jacksonville, Florida; and Harrison Township, Michigan.
The bases located in two of those cities will be selected to host the F-35 fighters, which the military plans to deliver no sooner than 2022.
Source: The Argus Leader
Subscribe to KDEZ-FM / Easy 100.1 on
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aerospace
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http://avalon.law.yale.edu/sept11/dot_010.asp
| 2019-05-26T01:14:30 |
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| 0.93672 | 3,856 |
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en
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4000bce - 399
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1900 - 1999
The threat to aviation safety has changed, and so must our response. The events of September 11 changed forever our concepts of appropriate aviation safety. The use of a hijacked aircraft as a weapon requires a new strategy to ensure that the crew always retains control of the aircraft.
To combat the new threat and restore public confidence in commercial aviation, this report documents our consideration of changes to aircraft design and operation. Augmented by the suggestions and recommendations received from all sources, one or more of the following goals 1) to deter the hijack plan, making it too difficult, expensive or undesirable to use aviation as weapon of terror; 2) to deny access to the flight deck by any threat; 3) to delay access to the flight deck, allowing the crew time to take protective measures; 4) and to recover control through aggressive crew response.
To build on the Presidents proposals and make the Nations aircrafts secure, the Rapid Response Team has concluded that:
· Some appropriate flight deck barrier device must be approved and installed in the entire U.S. fleet and future design of flight deck doors must meet newly determined requirements.
· Procedural changes must be made at all airlines regarding identification and access of all personnel to the flight deck.
· Airline industry, unions, and FAA should redesign security training with possible implementation of defensive capabilities to address newly-identified threats, incorporate changes into the annual curriculum, and provide security training to all crewmembers.
· Each airline, in cooperation with the FAA or other government entities must develop a delivery system to provide government security advisories to crewmembers in a timely manner.
· A task force should determine the necessary modifications to assure continuous transmission of a transponder signal.
· All airlines, pilots and the FAA should jointly identify procedures in pilot training that could be adapted in an attempted hijacking.
This report addresses the security issues that arise at aircrafts in connection with travel on commercial airlines. A detailed discussion of specific actions follows.
A separate Rapid Response Team will report on security issues arising in connection with aircraft construction and operation.
Finally, the Team wishes to underscore its conviction that the measures proposed in the pages that follow can and should be implemented in a way that is wholly consistent with America's commitment to the protection of civil rights.
Recommendation 1: We recommend that some appropriate barrier device be approved, and installation begin within 30 days. Installation throughout the entire U.S. fleet should be completed in 90 days. We recommend that FAA enable the installation of these devices through urgent regulatory action that provides the airlines with a simple, expedited method for approval and installation.
The multiple attacks of September 11, 2001, require that changes be made to the flight deck door that will deny access to an intruder. The safety requirements related to rapid decompression and emergency access, however, must be considered. Flight deck doors on U.S. airline aircraft were designed principally to ensure privacy, so that pilots could focus on their normal duties, uninterrupted by activity in the passenger cabin. Doors were not designed to meet significant security threats such as small arms fire or shrapnel, or the use of blunt force to enter the flight deck.
The prevention of unauthorized access can be improved by the simple addition and use of a deadbolt, a cross-bar, a net or other barrier devices. Our discussions and consultations with other aviation experts indicate that this installation on any individual aircraft can typically be accomplished overnight.
Besides affording an orderly work environment for the flight crew, flight deck doors have other important safety characteristics. Current design standards require that the door must not hinder emergency exit from the flight deck or impede rescue efforts into the flight deck after an accident.
Current doors are designed to ensure that rapid decompression does not cause a failure, which could have catastrophic effects on the aircraft. Such a failure is theoretically possible in such an event, if the pressure cannot be equalized between the flight deck and the cabin in an expeditious manner. Preliminary research indicates that a rapid decompression on the flight deck side of the door has a low historical occurrence. This research has revealed no accidents caused by a rapid decompression in the flight deck. This may be because the decompressions have not been rapid enough or the venting method worked as designed.
The addition of a deadbolt or another barrier may hinder crew exit, rescue, and the venting that the doors original design provided. Given the newly identified security risks, we recommend the FAA allow the use of a deadbolt or other barrier device, in the short-term, until the impact of these devices on decompression and rescue/exit can be determined and an alternative approach is designed.
Recommendation 2: We recommend that the industry identify and address the risks regarding rapid decompression and exit and rescue associated with the barrier devices that have been installed. Within 6 months, steps should be taken to accomplish the following:
(1) Approve a door design to ensure:
· adequate venting of a closed and locked flight deck door in the event of a rapid depressurization in the flight deck area. Venting may involve provision of either a venting means or release of the door locking mechanism,
· in the event of an emergency, exit and rescue of the flight crew, and
· barrier against intrusion.
(2) Provide a barrier against access by an intruder through the venting feature of those flight deck doors having vents.
Within 1 year from approval of the door design, conduct a retrofit of the entire U.S. fleet of aircraft.
There may be more permanent and effective solutions that require longer time for implementation. The current flight deck door and associated bulkhead are not designed to minimize or mitigate the negative impacts from breaches caused by blunt force, ballistics, fragmentation, or other explosive effects.
Strengthening of the flight deck door can be divided into the following areas: (1) Improved locking, hinge, door handle, and door frame integrity; and (2) Using specialized materials to mitigate the catastrophic effects from ballistic, fragmentation, and explosives devices attacks. A design and performance specification with specific design requirements must be developed and approved which would include identification of the amount of load(s) the door and bulkhead must sustain from an attack and take into account the force that can be expected in an explosive decompression.
Recommendation 3: We recommend that ongoing work in the Aviation Rulemaking Advisory Committee Design for Security Harmonization Working Group be completed within 60 days, with respect to door design standards.
Safety considerations must address flight crew evacuations, venting, or an emergency crew response by flight attendants if one or all of the flight deck crew become incapacitated. There have been situations where a flight attendant was able to pull an incapacitated pilot from the controls and allow the other pilot to fly the aircraft safely to the ground.
Recommendation 4: We recommend that a future design of the doors meet the requirements of rapid decompression, flight crew rescue and exit, and protection from intrusion caused by blunt force, ballistics, fragmentation, or other explosive effects. The new design should be required for new aircraft types. We recommend that as many elements of the new design as practical be retrofitted into the fleet.
Another strategy for controlling access on some aircraft in the longer term is a mantrap, which is a set of two doors that requires the person to enter the first while the second is closed. The person cannot pass through the second door until the first door is closed. This system provides security in at least three ways. It makes it difficult to forcibly gain entry by knocking down a single door, it allows time to evaluate the person in the mantrap before releasing him or her through the second door, and it allows entry of only one person at a time. This design will have limited applicability to most aircraft in the U.S. fleet because, for example, the passenger entry door is too close to the flight deck to accommodate this design.
Recommendation 5: We recommend that these flight deck procedural changes be made at all airlines within 30 days.
With an immediate goal of adding barriers to the flight deck, we must address access to the flight deck and how it will be controlled. Since the events of September 11, airlines and their pilots and flight attendants have implemented their own procedures, which include:
· Prohibiting passengers from loitering at the forward lavatory and galley areas
· Leaving curtains/dividers open between cabins to allow for unobstructed views
· Strictly enforcing seatbelt signs
· Reinforcing crew coordination to facilitate immediate reporting of suspicious activities to other crewmembers
· Suspending pre-flight beverage service during the passenger boarding process to allow flight attendants to focus on passenger boarding
· Requiring the forward lavatory and the interphone to be operational for dispatch
· Positively identifying those entering the flight deck, using peepholes, codewords, or other similar methods
· Putting the jumpseat in the down position during flight if doing so inhibits access to the flight deck
With the flight deck no longer readily accessible to flight attendants, they must have a method for immediate notification to the flight deck during a suspected threat in the cabin. On receipt of such a warning, the pilot would check to make sure that the flight deck door is secure and begin immediate landing procedures. Consideration should be given to systems that might be installed in the aircraft as well as a device that could be carried by a crewmember. In those aircraft equipped with an automated evacuation alarm system, it may in the near term be an effective tool for such notification.
Recommendation 6: We recommend that industry develop a plan of feasible alternatives for emergency warnings within 30 days.
Under Security Directives already issued, airlines have restricted use of the jumpseats aboard their aircraft to their own pilots and flight engineers, and FAA inspectors. For the short term, these restrictions should be endorsed and continued. Qualified flight deck personnel in jumpseats provide safety and security benefits to the crew and passengers. The extra person assists the flight deck crew in many ways. That person is an extra set of eyes, ears, and hands, and may be able to take action for the crew while the crew flies the aircraft.
Some airlines have instituted additional screening of pilots from other airlines and are accommodating them by seating them in the passenger cabin on space-available basis. We agree that improved screening should be required until credential verification can be improved, consisting of identification check before boarding the aircraft and again after boarding the aircraft, by the flight crew. A simple question and answer technique is recommended. Additionally, jumpseat occupants should display conspicuously a picture identification at all times on the aircraft.
Recommendation 7: We recommend that airlines and pilots unions develop procedures that will allow gate and flight deck personnel to verify the credentials of a non-company pilot or flight engineer who asks to occupy a jumpseat within 6 months.
In the long-term automated or other systems should be considered to accomplish positive identification of all flight crewmembers before entering the aircraft.
Recommendation 8: We recommend FAA and industry define requirements for an automated system to validate, in real time, the identities of persons with legitimate access to the aircraft, within 6 months. (Universal access identification). Implementation will be based on those requirements, when defined.
There is consensus that cameras to monitor and view the area outside the flight deck door may add value. There should be continuous lighting outside the flight deck door for visibility, as well as to provide lighting for cameras. However, placement of a monitor in the limited space on the flight deck is a challenge. While there may be value in video or audio systems which provide information about activities throughout the cabin, we have no consensus on whether or how to proceed with this technology.
Recommendation 9: We recommend that industry evaluate the use of cameras and lighting outside the flight deck door within 6 months.
Recommendation 10: We recommend industry work with the FAA to evaluate these factors and make recommendations for personal protection within 6 months. We recommend the implementation of defensive capabilities in accordance with the recommendations of the evaluation, within 1 year of receiving the recommendation.
We support the notion of crewmembers using non-lethal defensive capabilities in the cabin area and on the flight deck in hijack emergencies. This is a new approach to aircraft security, provoked by the attacks of September 11th. Our proposed security strategy would require that the flight crew door remain locked during a suspected security threat, leaving flight attendants with the responsibility to address all cabin disturbances without the help of the flight deck crew. The crewmembers should have access to non-lethal devices and specific self-defense training.
In the case of non-lethal devices, there is consensus that the goal of such devices is to deter any terrorist plan, deny access to the flight deck, retain control in the cabin, or if necessary recover control on the flight deck. There is no clear consensus on what type or how many non-lethal devices should be placed on the aircraft or who should have access to such devices. However, ALPA recommends installation of stun guns on the flight deck. To reach consensus, the following factors must be evaluated:
· The appropriate type(s) of non-lethal defensive capabilities and the relative effectiveness of each
· Domestic and international rules and laws governing the use of non-lethal protective devices
· Training and qualifying for all crewmembers in the use of such devices
· Weapons control (in a sealed/locked compartment on board the aircraft) and strict accountability procedures
· Standard operating procedures to maintain control of the situation after the device has been used
· Recurring maintenance and inspection of the devices
· Preventing access to these devices by passengers
Recommendation 11: ALPA recommends the FBI present reasons for or against its proposal to arm pilots.
As to lethal weapons, the Air Line Pilots Association (ALPA) has taken a public position that a volunteer program be established with specific guidelines for arming pilots in flight. Other members of the task force have identified numerous issues requiring resolution before consideration is given to arming the pilots. These issues should be considered to determine whether they can be overcome.
Recommendation 12: We recommend industry, unions, and FAA redesign security training to address newly-identified threats within 30 days, incorporate changes into the annual curriculum within 60 days, and provide security training to all crewmembers within 6 months after updating the curriculum.
Security training is recognized as outdated in respect to todays threats. Both initial and recurrent training programs must be rapidly modernized and delivered to all crewmembers reflecting current threat information. As a minimum, this new training should prepare crewmembers to identify and understand the different levels and types of threats to the safe passage of crew, passengers, and aircraft. Development of this training should use at a minimum the expertise of law enforcement organizations and professionals familiar with hijacking situations.
Recommendation 13: We recommend that each airline, in cooperation with the FAA or other Government entities, develop within 60 days a delivery system or procedure to provide Government security advisories to crewmembers in a timely manner, including immediate threat information to affected aircraft in flight.
A related issue is the delivery of relevant security information to crewmembers and other affected personnel in a timely manner. For international operations, there is a requirement that crew briefing include relevant security threat information. The same practice should be applied to U.S. domestic operations. We need a delivery system to permit crewmembers and other appropriate persons to receive the latest security advisories, as needed. Airline dispatchers must take on the responsibility to forward all immediate threat information to affected aircraft in flight. The system should take advantage of available technology for distribution of this information.
Recommendation 14: We recommend the FAA provide more guidance on the conduct of cabin searches within 30 days. Airlines will continue to conduct the cabin search and to provide sufficient time and training for those personnel. No cabin search duties should be assigned to flight or cabin crew.
Recent security directives require cabin search procedures to minimize risk. Current procedures do not guarantee that those conducting cabin searches are trained adequately on best practices and use of the most recent technology. We are concerned that access to the aircraft between the time the cabin search is conducted and flight is not restrictive enough. We endorse the recently introduced FAA Security Directives requiring cabin search procedures. However, there is a need for additional training for those personnel conducting cabin searches.
Recommendation 15: We concur with the recommendation of the Airport Security Team to develop a new Federal security agency and we recommend that the new agency be responsible for conducting searches of aircraft cabins.
As a long-term option, we believe this task should be assigned to some sort of Federal security force. Creating such a force would avoid the need to assign additional responsibilities to current carrier personnel who may not be as familiar with dangerous items or who may be performing other duties under limited time constraints.
Recommendation 16: We recommend the creation of an FAA-industry task force to determine the necessary modifications to assure continuous transmission of a hijack signal, even if the fight deck-selected code or function is turned off. Recommended action is to be defined within 30 days.
One lesson from the attacks of September 11th is the importance of ensuring continuous transponder communication with air traffic control (ATC) following a hijacking. Without the transponder switch in a fully active position, ATC can track an aircraft only by primary radar, which does not indicate aircraft identity and altitude. The loss of this information causes other aircraft to lose awareness of the flight in progress.
While it is possible that a major redesign could be required, we have learned of possible modifications that could be accomplished more quickly. The task force should examine all alternatives that would allow the ability to set and lock-in the hijacking code so that the hijacker cannot disable it; a panic button that initiates the hijacking code in an emergency situation; and an independent transponder that cannot be disabled by the hijacker.
Recommendation 17: We recommend that within 30 days, airlines, pilots, and the FAA should jointly identify procedures in pilot training, including depressurization and rapid descent, that could be adapted in an attempted hijacking to control a hijacker.
We have received many suggestions regarding the use of aircraft defensive maneuvers as a tactic to thwart a hijacking. After industry discussion, we feel that these tactics should be used only as a last resort. While we do not openly recommend it, we acknowledge that aircraft defensive maneuvering and aggressive use of cabin pressure systems may be beneficial under certain extreme situations. Since limits in aircraft performance and pilot capabilities may prohibit/preclude the use or limit the effectiveness of such methods, any proposals must be validated for effectiveness and trainability before implementation.
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Sic Itur Ad Astra
ASTRO SPACE NEWS
A DIVISION OF ASTRONOMY MEDIA SERVICES
(ASTRO) DAVE RENEKE
SPACE WRITER - MEDIA PERSONALITY - SCIENCE CORRESPONDENT ABC/COMMERCIAL RADIO - LECTURER - ASTRONOMY OUTREACH PROGRAMS - ASTRONOMY TOUR GUIDE - TELESCOPE SALES/SERVICE/LESSONS - MID NORTH COAST ASTRONOMY GROUP (Est. 2002) Enquiries: (02) 6585 2260 Mobile: 0400 636 363 Email: [email protected]
NASA's Artemis Mission: Why It May Be The Last Mission For NASA Astronauts
Neil Armstrong took his historic "one small step" on the Moon in 1969. And just three years later, the last Apollo astronauts left our celestial neighbour. Since then, hundreds of astronauts have been launched into space but mainly to the Earth-orbiting International Space Station. None has, in fact, ventured more than a few hundred kilometres from Earth. The US-led Artemis program, however, aims to return humans to the Moon this decade - with Artemis 1 on its way back to Earth as part of its first test flight, going around the Moon.
The most relevant differences between the Apollo era and the mid-2020s are an amazing improvement in computer power and robotics. Moreover, superpower rivalry can no longer justify massive expenditure, as in the Cold War competition with the Soviet Union. In our recent book "The End of Astronauts", Donald Goldsmith and I argue that these changes weaken the case for the project.
The Artemis mission is using Nasa's brand new Space Launch System, which is the most powerful rocket ever - similar in design to the Saturn V rockets that sent a dozen Apollo astronauts to the Moon. Like its predecessors, the Artemis booster combines liquid hydrogen and oxygen to create enormous lifting power before falling into the ocean, never to be used again. Each launch therefore carries an estimated cost of between $2 billion (£1.7 billion) and $4 billion (£3.4 billion). This is unlike its SpaceX competitor "Starship", which enables the company to recover and the reuse the first stage.
The benefits of robotics
Advances in robotic exploration are exemplified by the suite of rovers on Mars, where Perseverance, Nasa's latest prospector, can drive itself through rocky terrain with only limited guidance from Earth. Improvements in sensors and artificial intelligence (AI) will further enable the robots themselves to identify particularly interesting sites, from which to gather samples for return to Earth.
Within the next one or two decades, robotic exploration of the Martian surface could be almost entirely autonomous, with human presence offering little advantage. Similarly, engineering projects - such as astronomers' dream of constructing a large radio telescope on the far side of the Moon, which is free of interference from Earth - no longer require human intervention. Such projects can be entirely constructed by robots.
Instead of astronauts, who need a well equipped place to live if they're required for construction purposes, robots can remain permanently at their work site. Likewise, if mining of lunar soil or asteroids for rare materials became economically viable, this also could be done more cheaply and safely with robots.
Robots could also explore Jupiter, Saturn and their fascinatingly diverse moons with little additional expense, since journeys of several years present little more challenge to a robot than the six-month voyage to Mars. Some of these moons could in fact harbour life in their sub-surface oceans. Even if we could send humans there, it might be a bad idea as they could contaminate these worlds with microbes form Earth.
The Apollo astronauts were heroes. They accepted high risks and pushed technology to the limit. In comparison, short trips to the Moon in the 2020s, despite the $90-billion cost of the Artemis program, will seem almost routine.
Something more ambitious, such as a Mars landing, will be required to elicit Apollo-scale public enthusiasm. But such a mission, including provisions and the rocketry for a return trip, could well cost Nasa a trillion dollars - questionable spending when we're dealing with a climate crisis and poverty on Earth. The steep price tag is a result of a "safety culture" developed by Nasa in recent years in response to public attitudes.
European Space Agency Announces First 'Parastronaut'
For the first time in 13 years, the European Space Agency has announced a new class of trainee astronauts, including the world's first "parastronaut." The third generation of Europeanspacefarers includes five career astronauts, 11 members ofa reserve pool of astronautsand one astronaut with a physical disability, who will take part in a feasibility project to include astronauts with disabilities in human spaceflight and possible future missions. The 17 were chosen from more than 22,500 applicants from across Europe.
"This ESA astronaut class is bringing ambition, talent and diversity in many different forms - to drive our endeavours, and our future," ESA Director General Josef Aschbacher said in a news release, referring to the "continuous exploration in low Earth orbit on the International Space Station, going forward to the Moon - and beyond." Five new recruits, three men and two women, will start 12 months of basic training at the European Astronaut Centre in Cologne, Germany,to enable them to reach the standard specified by the International Space Station partners, the space agency said. The candidates are Sophie Adenot, Pablo Álvarez Fernández, Rosemary Coogan, Raphaël Liégeois and John McFall.
It's the first time the space agency has established an astronaut reserve, which is made up of candidates who successfully completed the selection process but were not recruited. Astronauts in the reserve remain with their current employers and will receive a consultancy contract. McFall, a British medic and Paralympian, said he felt compelled to apply when he saw ESA's ad for an astronaut with a physical disability. His right leg was amputated after a motorcycle accident when he was 19.
"I thought, 'Wow, this is such a huge, interesting opportunity,'" McFall said in a video posted on ESA's website. "I thought I would be a very good candidate to help ESA answer the question they were asking, 'Can we get a person with a physical disability into space?'" The ESA's call for candidates with physical disabilities was open to those with a lower limb deficiency or who are considered to be of short stature - less than 130 centimeters or 4 feet, 3 inches.
The space agency has been closely involved with NASA's Artemis mission to put humans back on the moon, and ESAhopes that the first European to set foot on the moon will be among this class of astronauts. The space agency on Wednesday also agreed ona new budget of 16.9 billion euros ($17.5 billion) for the next three years - an increase of 17% from 2019.
Would You Pay $125,000 To See The Northern Lights From A Space Balloon?
Going to the edge of space in Jeff Bezos' Blue Origin New Shepard vehicle-as Bezos himself did in 2021-might give you an adrenaline rush, but space tourists' view of the West Texas desert launch area is never going to change. Cue Space Perspectives' new idea to send up capsules underneath high-altitude balloons from a vessel that can go anywhere and so have passengers see any view they want.
The sub-orbital space tourism company this week announced its plans to build multiple marine spaceports, the first of which will be called MS Voyager. It's currently selling tickets for the trip-which lasts two hours and reaches an altitude of about 100,000 feet-for a cool $125,000. That's a lot less either Blue Origin or Virgin Galactic are selling their rocket-fueled trips, albeit they reach higher altitudes.
"We always imagined offering the opportunity to view the most incredible natural phenomena from space, including the Northern Lights, the boot of Italy, the sheer scale of the Nile Delta, and the deep blue seas around the Bahamas," said Jane Poynter, Space Perspective's Founder and Co-CEO.
The new mobile launch platform will, say Space Perspectives, allow it launch and location flexibility, essentially giving passengers whatever view they choose as they float up to see the curvature of Earth against the blackness of space. Conversations are underway with destinations across the globe to offer its passengers awe-inspiring view of some of the world's most iconic geography, said Space Perspective.
The pressurized capsule, called Spaceship Neptune, take eight people, has huge windows, WiFi and a bar. The trip ends with a gentle water landing. Space Perspective's planned test flights will commence in early 2023.
"Space Perspective will change your relationship with our planet by providing the quintessential astronaut experience of viewing Earth from the blackness of space," said Poynter, adding that the company needed to think about its business with a global mindset. "Removing geographic borders for launch and landing accelerates our mission of making this transformative experience more accessible to the world and international marketplace-safely, reliably and with minimal impact on our planet."
Anchored at Port Canaveral on Florida's Space Coast, the 292-foot-long MS Voyager is now being outfitted for launch, retrieval and "space balloon" operations. The retrofit is using biofuel to reduce its carbon footprint. Test flights are planned for early 2023 and commercial operations are penciled in for 2024.
The Next And Most Profound Industrial Revolution In Human History Is Underway In Low Earth Orbit
The Next And Most Profound Industrial Revolution In Human History Is Underway In Low Earth Orbit
Riding on the shoulders of the Apollo generation, the Artemis missions will pave the way for humans to return to the moon, begin human exploration of Mars, and someday for humanity to reach the edges of our solar system and beyond. While the exploration of deep space is critical to advancing our understanding of so many unanswered questions about the universe and our place in it, it is equally as critical that the United States government and private industry work together to lead the commercialization of Low Earth Orbit (LEO), and capture the resulting massive new space economy.
The most profound chapter in human history is the industrial revolution happening in LEO, just 250 miles above our heads. We are at a turning point for our civilization, pivoting from 60 years of space exploration to a new era of unprecedented economic activity, manufacturing and growth in space. This burgeoning epoch is called the Orbital Age, and it will drive a new trillion-dollar industry.
We are on the cusp of the full commercialization of space as the businesses and factories of the Orbital Age establish a permanent human presence in LEO. Microgravity, higher radiation levels and a near-vacuum state provide an extraordinary environment that will enable discoveries that can improve life on Earth. As explorers, we will always stargaze and wonder about other worlds, but as stewards of this planet, we must look back on it from space and ask ourselves what we can do to help.
Biotech firms, pharmaceutical manufacturers, the makers of semiconductors and other advanced materials - companies from across the entire industrials sector - will invent and produce their next breakthrough products that will benefit life on Earth in the microgravity factories of space.
Sierra Space is building the infrastructure, and the end-to-end business and technology platform, that will accelerate the new space economy. Our company is committed to fostering close, mutually beneficial relationships with existing businesses and partners - creating powerful ecosystems - to enable companies across myriad sectors to innovate in space. As a first mover in the Orbital Age, we know how crucial this is for businesses to make the leap to LEO.
Our business ecosystem architecture will unlock this new era. It start with leveraging our revolutionary technologies such as the first commercial family of spaceplanes, and the first commercial family of ultra-large and ultra-strong expandable and tailorable space facilities. These technologies have been in development for several years, and today are in advanced stages of production and test. Our Dream Chaser spaceplane will launch to the International Space Station starting in 2023, and our expandable space module system, LIFE™, having successfully completed two critical ultimate burst tests, will be on orbit in four years.
Sierra Space is creating an entire platform and ecosystem by bringing together next-generation space transportation, affordable in-space infrastructure systems, and innovative partners, to provide turn-key solutions for our commercial and government customers. Our human spaceflight center and astronaut training academy is developing and preparing the workforce that will enable this new economy. And our science office, led by our PhDs in biotechnology and advanced materials, is working with our customers to develop new products, such as oncology drugs and advanced metallic materials.
In the 1990s, onboard a NASA platform in LEO called Wake-Shield Facility, University of Houston materials scientist Alex Ignatiev manufactured a semiconductor in the vacuum of space that was 10,000 times better in quality than ones made on Earth. In 2016, bioengineers used a 3-D printer to create a two-chambered structure of an infant's heart from stem cells during a parabolic flight that simulated weightlessness. Microgravity quite simply revolutionizes the way we make things and will lead to advancements that benefit all of humanity.
Orbital fabrication will also unlock billions of dollars in value for companies, particularly drug makers. According to a recent study by McKinsey & Company, pharmaceutical companies could see upwards of $4B in increased annual revenue by collaborating with space companies. Consider that just one big breakthrough in oncology compounds has the dual benefit of transforming health care as we know it today.
Authors of the Harvard Business Review article, "Your Company Needs a Space Strategy (Now)," seem to share our sense of urgency and offer some advice about finding the right team. "If you have an idea for a good or service you could produce or provide in space if a key partnership could be developed, make that partnership happen."
I signed an agreement recently on behalf of Sierra Space with University of California San Diego to extend the work their researchers are doing on the International Space Station to a new commercial destination on orbit. UC San Diego and its Sanford Stem Cell Institute will have dedicated research and bio-fabrication facilities on Orbital Reef, the world's first commercial space station being built by Sierra Space and Blue Origin, by the end of the decade.
They are already learning things that are not possible under normal gravity on the ISS. Breakthroughs in pre-cancer diagnostics and therapeutics on Orbital Reef could lead to the on-orbit manufacture of drugs that eradicate forms of cancer at the earliest stages. Our company is committed to leading the commercialization of LEO, and to working with other industry leaders, so we can find new solutions to the challenges here on Earth.
What Earthly ObjectsCan Be Seen From Space?
When famed Star Trek actor William Shatner embarked on a space tourism flight last year, the view brought him to tears. He later described crying while looking back at Earth, as well as a profound sense of grief - as if he had just learned about the death of a loved one. Scientists call this feeling the "overview effect." It happens to astronauts when they look back at Earth and feel an overwhelming connection with the planet and its people.
What a space traveler sees, of course, is all dependent on how high they fly. Whereas Shatner and other space tourists soared to 62 miles (100 kilometers) above sea level, astronauts in the International Space Station orbit around 260 miles (420 km) above. And the few who make it all the way to the Moon venture more than 226,000 miles (364,000 km) beyond Earth's surface. In recent years, astronauts like Tim Peake from the U.K. and Chris Hadfield of Canada have shared their experiences on social media via photographs and descriptions of the view. Their insight is helping those of us below understand what is visible from space.
When a passenger looks out the window of an airplane, they are likely flying around 7 to 8 miles (11 to 13 km) above sea level. That puts them in the stratosphere, the second layer of our atmosphere. On clear days, passengers can see dams, bridges, monuments and other human-made structures.
The next atmospheric layer, the mesosphere, ranges from 31 to 50 miles (50 to 80 km) above sea level and is the highest layer where a cloud can form. The fourth layer, the thermosphere, ranges from 50 to 440 miles (80 to 710 km) above sea level. The thermosphere contains the point that most international space programs consider the start of space - the Kármán Line - at 62 miles (100 km) above sea level.
The ISS orbits in the thermosphere, some 260 miles (420 km) above Earth. Astronauts in the space station have described how it rotates around Earth every 92 minutes; because of this, the view is always changing. From the ISS, astronauts can identify rivers snaking through cities or forests, shining city lights, and farm fields that resemble patchwork quilts from high above.
Astronauts on the ISS have also reportedly seen deforestation in places like Madagascar, evident from the red soil that spills into the ocean. They can even spot phytoplankton blooms that discolor water, and swirling hurricanes. With a powerful camera lens, astronauts can zoom in on cities or spy human-made structures like the Egyptian pyramids; but even then, the ISS rotates so quickly that they only have a moment to snap a picture.
If those aboard the ISS can't discern the pyramids or glimpse the Great Wall of China without a camera, you may be wondering what astronauts on the Moon see when they look back at our blue marble.
Astronaut Neil Armstrong debunked the myth that human-made structures could be viewed from the Moon. In an oral history with NASA, he said he could make out only continents - particularly Greenland, because it was a white shape against a sea of blue. Africa was also visible, and he saw a reflection on water that he thought might have been Lake Chad.
Despite Armstrong's first-hand observations, the claim that structures like the pyramids or Great Wall are visible from the Moon has persisted through the years. Armstrong even double-checked with other astronauts, including those on the ISS. All agreed they could not see such objects from space without a magnifying device.
Color contrast is a key factor in whether something can be viewed from space. Dark rivers that run through light-colored terrain, for example, are easy to identify from the ISS. But the Great Wall of China is a similar color to the land around it, making it difficult to see from high above even with camera equipment.
Although the Great Wall impresses people on the ground, many astronauts describe lights as the most dazzling vision from space. Astronaut Jeffery Hoffman, for example, flew five space flights between 1985 and 1996, including missions to service satellites and telescopes. From hundreds of miles in the air, Hoffman said, it only took 30 minutes to orbit the Pacific Ocean; when their shuttle approached the West Coast, the city lights that broke the darkness mesmerized the crew.
To Hoffman, the lights on the Las Vegas Strip were so "ridiculously bright" that he could see them without any equipment. From his perspective, in fact, looking down at the twinkling city was similar to being on Earth and looking up at the starry sky. "No matter where you look," he said, "you can see the city lights below you and the stars above you."
15 Simple Facts About Spaceflight That You Can Share With Your Friends.
1. Russia was first
Yep, Russia (then the main country of the Soviet Union) beat the U.S. in spaceflight pretty much every step of the way until NASA landed people on the Moon. The first artificial satellite - Sputnik, launched Oct. 4, 1957 - was Russian. So was the first human in space, Yuri Gagarin, who also became the first person to orbit Earth. That happened April 12, 1961. The first woman in space was also Russian. Valentina Tereshkova orbited Earth 48 times starting June 16, 1963. She's also the only woman who ever flew a mission to space alone.
2. Space begins above our atmosphere
Believe it or not, there is a legal definition for where space begins. That's because the movements of spacecraft are regulated by different treaties than those of aircraft. Most countries use the Kármán line, which is named for Hungarian-American physicist Theodore von Kármán, the first person to calculate an altitude where space begins. The Kármán line lies 62 miles (100 kilometers) above sea level.
3. rockets were invented long ago
The Chinese invented rockets perhaps as early as the 10th century. Some historians date their first recorded use to 1232. Early Chinese rockets used gunpowder as fuel, so they were a lot like fireworks. Soldiers attached an arrow to each rocket and launched them at their enemies during battles. By the 15th century, militaries around the world had adopted rocket technology.
4. Robert Goddard was a pioneer rocket man
Goddard was an American inventor who built the first liquid-fueled rocket. Historians credit the launch of his first rocket, on March 16, 1926, with starting the modern age of rocketry. Over the next decade, he and his team launched several dozen rockets, which traveled as fast as 550 mph (885 km/h) and as high as 1.6 miles (2.6 km).
5. Sputnik changed everything
If the question is "When did the Space Age start?", the answer is "When Sputnik was launched." In the 1950s, the Soviet Union was in a race with the U.S. to be the first country to send a satellite into space. Scientists and engineers on both sides spent years trying to reach this goal. Then, on Oct. 4, 1957, the Soviet Union launched Sputnik 1, which became Earth's first artificial satellite (i.e., one launched by humans). Sputnik had four radio antennas and measured 23 inches (58 centimeters) across. It orbited Earth once every 96 minutes and 12 seconds. The radio transmitter Sputnik carried only sent back beeps. It worked for three weeks until the batteries ran out. And although the message was simple, it seemed to tell every radio operator on Earth who listened to it, "The Soviet Union is in space."
6. Alan Shepard was first for the U.S.
Shepard was a naval pilot and one of seven people chosen for Project Mercury, NASA's first space program. On May 5, 1961, he became the first American and the second person in space. In 1971, he became the fifth astronaut - and, at age 47, the oldest - to walk on the Moon.
7. The "Moon race" began with a speech
On Sept. 12, 1962, President John F. Kennedy gave a speech to a crowd of about 40,000 at Rice University Stadium in Houston, Texas. Among other things, Kennedy said, "We choose to go to the Moon in this decade and do the other things, not because they are easy, but because they are hard." However, The line that most historians think started the race to land a person on the Moon didn't come from this speech. Instead, it came from an address to Congress May 25, 1961, in which Kennedy said, "I believe that this nation should commit itself to achieving the goal, before this decade is out, of landing a man on the Moon and returning him safely to the Earth." And although Kennedy didn't live to see it, in July 1969, the U.S. did exactly that.
8. Neil Armstrong was first on the Moon.
This naval pilot entered the astronaut program in 1962. He first flew into space in 1966 aboard Gemini 8. That mission featured the first docking of two spacecraft in orbit. Later, he was named commander of the historic Apollo 11 mission, the first human Moon landing.
9. Spacewalks aren't really walks
Many astronauts have completed an extravehicular activity (EVA) in space. Astronauts often refer to this as a spacewalk. But usually, that term means going outside a vessel in orbit, attached by a cord.
In 1965, the Soviet cosmonaut Alexei Leonov became the first human to walk in space. The journey, during his Voskhod 2 mission, lasted 12 minutes. The first U.S. spacewalk took place later in 1965, when astronaut Ed White walked in space for 23 minutes during the Gemini 4 mission.
10. That's a long time in space
Russian cosmonaut Valeri Polyakov spent 437 days and 18 hours on a single trip to space, the longest ever by any human. He launched to the Mir space station Jan. 8, 1994, and returned to Earth March 22, 1995. The longest spaceflight by a woman is 328 days. NASA astronaut Christina Koch launched to the International Space Station March 14, 2019. She returned to Earth Feb. 6, 2020.
11. This crew went the fastest
On May 26, 1969, the crew of NASA's Apollo 10 mission (Thomas Stafford, John Young, and Eugene Cernan) reached a speed of 24,791 mph (39,897 km/h), or about 32 times faster than the speed of sound on Earth at sea level.
12. Spaceflight is dangerous.
As of this writing, 30 humans have been killed in the pursuit of outer space. Six were Soviet or Russian cosmonauts, one was Israeli, and the rest were U.S. astronauts. Of these, 11 were killed during training or test flights and 19 were killed in actual flight. The latter group includes two seven-person crews aboard the space shuttles Challenger and Columbia, which were destroyed during atmospheric flight. The three-man crew of Soyuz 11 are the only people to have died in space.
13. Spacesuits are important
Space is a harsh environment. It's extremely cold and there's no atmosphere. Plus, human beings are pretty fragile creatures. So, exploring space means using special suits that allow astronauts to breathe and stay at the right temperature.
In 1961, cosmonaut Yuri Gagarin wore the first spacesuit; since then, they have come a long way. In the U.S., the Project Mercury spacesuits were just a bit different from the jumpsuits worn by fighter pilots. Each had a bubble-shaped helmet and its own air supply. The Gemini suits were more advanced and there were several types. One was for wearing inside the spacecraft, while others were for spacewalks.
NASA's spacesuits took a big leap forward with the Apollo missions. These suits were larger and made so astronauts could walk around on the Moon for hours. The suits were fireproof and had a liquid cooling system inside. The outer layer protected astronauts from possible strikes from micrometeoroids, tiny particles of rock that zip through space at high speeds.
Space shuttle astronauts wore partially pressurized suits adapted from the Air Force. And shuttle astronauts on spacewalks used the advanced extravehicular mobility unit, which gave them a lot more protection. Future spacesuits will be even better. New models are already being used by SpaceX astronauts and will be used by the men and women who journey back to the Moon.
14. Astronauts use the bathroom in space.
Bathrooms became very important for Alan Shepard, NASA's first astronaut. There was no toilet because the flight would last only 15 minutes. Nobody thought that he might have to wait in his capsule for about four hours before the launch. When he asked to go, the command crew first said no, but finally said OK - but he couldn't leave the capsule. Luckily, the air flowing through his suit dried everything out before the launch. After that, NASA designed equipment to deal with pee.
The first one was connected to a plastic tube, a valve, a clamp, and a collection bag. It wasn't great because it sometimes leaked. In 1962, John Glenn used one on his five-hour flight.
Because the Gemini flights were a lot longer than earlier ones, NASA finally had to deal with poop in space. The first equipment was pretty simple: a bag that the astronauts taped to their butts. NASA's first space station, Skylab, needed a toilet because astronauts would be living in space for months. Unfortunately, it was just a hole in the wall with a fan for suction and a bag.
With women as part of the space shuttle crews, NASA needed to rethink their toilet design. It was called the Waste Collection System. The opening was much smaller than a regular toilet hole, so an astronaut's aim had to be good! Today, astronauts on the International Space Station use a much larger toilet and a vacuum sucks waste away. The waste then goes into a container that its jettisoned and burns up in Earth's atmosphere. Using the bathroom in space is still a pain, but it's a lot better than it was.
15. The future looks bright.
The U.S., Russia, China, India, and other nations are all active with big plans for their space programs. And rather than governments being the only players in space, private companies are now joining the effort. SpaceX, Blue Origin, Virgin Galactic, and more are getting involved in space travel.
The U.S. and China both have plans to return humans to the Moon. Japan and South Korea are planning their first robotic lunar-landing missions, too. Several countries, space organizations, and companies would also like to send humans to Mars. This would be an extremely expensive, time-consuming, and dangerous endeavor.
Many nations are also actively exploring our solar system via robotic craft, including the United Arab Emirates, which recently sent a probe to Mars for the first time. There are missions from the U.S., Europe, and Japan - both planned and underway - to visit asteroids and comets, and other missions will explore the outer planets and their moons.
Only Two-Thirds Of American Millennials Believe The Earth Is Round
Millennials in America sometimes get a bad reputation, this time for good reason. A recent survey found that just 66 percent of young adults aged 18 to 24 years old have "always believed the world is round." YouGov polled 8,215 US adults on February 8th, 2018 to get a representative idea of America's views on the shape of the Earth. What they found would make any scientist shake their heads, a surprising percentage of responders weren't convinced the Earth is round.
The survey found that 2% of Americans firmly believe the Earth is flat, with interesting differences segmented by age, religion, income, and political affiliation.
Of the thousands of American adults surveyed, the percent that always believed the Earth is round decreased with younger generations. In total, 84% of Americans responded that they believe the Earth is round. While the large majority believe the world is round, young millennials aged 18 to 24 are more likely to subscribe to the flat Earth belief (4%).
Religious beliefs appear to be correlated with one's likelihood to subscribe to a flat Earth. YouGov found that 52 percent of flat earthers consider themselves "very religious." Most flat Earth believers are also "very religious"
The degree to which Americans, particularly those who are very religious and/or a millennial is troubling on many levels. Are millennials sourcing their beliefs from sports stars such as Kyrie Irving, who regularly claims the Earth is flat? Or is there an underlying disbelief of science that is fueling their rejection of a spherical world? It's hard to know for sure the underlying causes prompting a belief in a flat Earth for different segments of Americans.
Robin Andrews with IFLScience pointed out that staunch religious conservatives tend to hold a disbelief in science and are unwilling to support scientific research and findings.
Comparing religious beliefs, YouGov found that Democrats are slightly less likely to believe the Earth is round than Republicans (83 versus 89 percent, respectively). This, perhaps, could be an overprint of younger generations more likely to lean Democratic and older generations more likely to lean Republican. While YouGov didn't find a significant variation in flat Earth beliefs geographically, they did find a significant variation based on income level.
The survey found that those with an income less than $40,000 (79%) are much less likely to believe the world is round compared to those with an income over $80,000 (92%).
A pristine Chunk Of Space Rock Tells Us About The Birth Of The Solar System
At about 10 o'clock on the night of February 28 2021, a fireball streaked through the sky over England. The blazing extraterrestrial visitor was seen by more than 1,000 people, and its descent was filmed by 16 dedicated meteor-tracking cameras from the UK Fireball Alliance and many dashboard and doorbell cams. With the time difference to Australia, the Global Fireball Observatory team at Curtin University were the first to dig into their cameras' data, quickly realising there may be very special meteorites to find around the town of Winchcombe, Gloucestershire.
The next morning's news told people in the area to look out for black rocks in their garden. The Wilcock family discovered a pile of dark powder and small rocky pieces on their driveway. They called in specialists from the Natural History Museum who confirmed it was a meteorite and collected the space rubble for further analysis, all within 12 hours of it landing. More fragments were collected from the surrounding area over the next month. All told, the samples added up to around 600 grams of exceptionally pristine asteroid rock from the outer Solar System.
We have been studying this precious find with colleagues from around the world for the past 18 months. As we report in a new paper in Science Advances, it is a very fresh sample of an ancient rock formed in the early years of the Solar System, rich in the water and organic molecules that may have been crucial in the origin of life on Earth.
How to catch a fireball
Meteorites are rocks from space that have survived the fiery descent through our atmosphere. They are the remnants of our (very) distant past - around the time the planets were formed, holding clues to what our Solar System was like billions of years ago. There are more than 70,000 meteorites in collections around the world. But the Winchcombe meteorite is quite a special one. Why? Well, of all the meteorites ever found, only around 50 have ever been seen falling with enough precision to calculate their original orbit - the path they took to impact the Earth. Figuring out the orbit is the only way to understand where a meteorite came from.
The Global Fireball Observatory is a network of cameras on the lookout for falling meteorites. It is a collaboration of 17 partner institutions around the world, including Glasgow University and Imperial College in the UK. This collaboration grew out of Australia's Desert Fireball Network, run by Curtin University. Of the few meteorite samples with known origins, more than 20% have now been recovered by the Global Fireball Observatory team.
Tracking the Winchcombe meteorite
The Winchcombe meteorite was one of the most well observed yet. All these observations helped us determine this special sample came from the main asteroid belt, between Mars and Jupiter. Observing a fireball from a network of cameras means we can recreate the rock's path through the atmosphere and not only calculate its orbit, but also its fall to the ground. In an email to the UK team seven hours after the fireball, my colleague Hadrien Devillepoix pointed out the unusual amount of fragmentation, and the orbit, could mean we would be looking for a less common type of meteorite.
A space rock generally stops burning by the time it reaches about 30km altitude. The rest of the fall is affected by high-altitude winds, so predicting where the meteorite will land is not always easy. The team at Curtin played a major role in predicting the fall area from the fireball data. We recreated the flight path of the space rock to tell people where to search for meteorite fragments. Although many samples were found in Winchcombe town, the largest whole piece was recovered in a field during a dedicated search, found within 400 metres of the predicted position.
The building blocks of life
Winchcombe is a very rare type of meteorite called a carbonaceous chondrite. It is similar to the Murchison meteorite that fell in Victoria in 1969. They contain complex carbon-based molecules called amino acids, which are regarded as the "building blocks of life". These meteorites are thought to have formed in the early Solar System, billions of years ago. They formed far enough from the Sun that water hadn't completely evaporated, and was around to be incorporated into these meteorites. They may have been responsible for bringing water to Earth later on.
Carbonaceous chondrites are known to contain water, though most samples have been contaminated by long contact with Earth's atmosphere. Some pieces of the Winchcombe meteorite are hardly contaminated at all because they were recovered within hours of its fall. These samples are incredibly pristine, and contain almost 11% water by weight.
A home-delivered space rock
Space agencies go a long way to find space rocks this fresh. In 2020, Japan's Hayabusa2 mission delivered a few grams of material from a carbonaceous asteroid called Ryugu back to Earth. Next year, NASA's OSIRIS-REx will bring home a somewhat larger chunk from asteroid Bennu. The speed with which samples of the Winchcombe meteorite were discovered, combined with the precise observations which let us determine its original orbit in the asteroid belt, make it similar to materials returned by space missions.
The triangulation of the Winchcombe fireball, orbital analysis, recovery, and the geochemical techniques used to investigate this space rock's history required a huge amount of teamwork. Alongside the scientific secrets it will unlock, the story of the Winchcombe meteorite is a fantastic demonstration of the power of collaboration in unravelling the mysteries of our Solar System.
Bright Light From Early Universe 'Opens New Chapter In Astronomy'
An unexpectedly rich array of early galaxies that was largely hidden until now has been observed by researchers using data from NASA's James Webb Space Telescope. The researchers found two exceptionally bright galaxies that existed approximately 350 and 450 million years after the big bang. Their extreme brightness is puzzling to astronomers and challenges existing models of galaxy formation.
"These objects are remarkable because they are far brighter than we would expect from our models of how galaxies form," said Joel Leja, assistant professor of astronomy and astrophysics at Penn State, who developed the code used to analyze light from the distant galaxies. As a postdoctoral fellow at the Harvard-Smithsonian Center for Astrophysics, Leja developed code capable of making sense of infrared data from distant galaxies, such as those imaged by Webb, proving that they are in fact our first glimpses of the very early universe.
"The code combines models of all the things that live in galaxies and interprets the light we observe from them," said Leja. "This includes things like stars of various ages and elemental compositions, cosmic dust that blocks the light we see from stars, emission from gaseous nebulae, and so on."
Two research papers, one led by Marco Castellano of the National Institute for Astrophysics in Rome, Italy, and another by Rohan Naidu of the Harvard-Smithsonian Center for Astrophysics and the Massachusetts Institute of Technology with Leja as co-author, have been published in the Astrophysical Journal Letters. The two papers describe the bright celestial objects, which both teams discovered separately in quick succession just days after Webb officially started science operations. "With Webb, we were amazed to find the most distant starlight that anyone had ever seen, just days after Webb released its first data," Naidu said in a NASA news release.
With just four days of analysis, the researchers found two exceptionally bright galaxies. They determined the young galaxies transformed gas into stars extremely rapidly, meaning the onset of stellar birth may have started just 100 million years after the big bang, roughly 13.8 billion years ago. The researchers also determined the two galaxies existed approximately 450 and 350 million years after the big bang, though future spectroscopic measurements with Webb will help confirm their findings.
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aerospace
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http://www.sonorika.co.uk/thrust
| 2015-05-25T15:23:59 |
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webtext-fineweb__CC-MAIN-2015-22__0__159825620
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en
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Thrust is a reaction force described quantitatively by Newton's Second and Third Laws. When a system expels or accelerates mass in one direction the accelerated mass will cause a proportional but opposite force on that system.
A fixed-wing aircraft generates forward thrust when air is pushed in the direction opposite to flight.This can be done in several ways including by the spinning blades of a propeller, or a rotating turbine pushing air out the back of a jet engine, or by ejecting hot gases with a rocket engine. The forward thrust is proportional to the mass of the airstream multiplied by the velocity of the airstream. Reverse thrust can be generated to aid braking after landing by reversing the pitch of variable pitch propeller blades, or using a thrust reverser on a jet engine. Rotary wing aircraft and thrust vectoring V/STOL aircraft use engine thrust to support the weight of the aircraft, and vector some of this thrust fore and aft to control forward speed.Birds nor
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aerospace
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https://www.mnn.com/earth-matters/space/blogs/things-are-looking-patented-space-elevator
| 2020-06-06T23:45:41 |
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| 0.96038 | 678 |
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Deep in the heart of Ontario's Algonquin Park, there's a big radio telescope staring into space. It's an odd place to also find the office for a space services company, Thoth Technology. But that's where Chief Technology Officer Dr. Brendan Quine is hanging out right now, refurbishing the scope. He also has been pushing a patent application for a giant space elevator since 2008, which has finally been issued. It's described in the abstract:
A freestanding space elevator tower for launching payloads, tourism, observation, scientific research and communications. The space elevator tower has a segmented elevator core structure, each segment being formed of at least one pneumatically pressurized cell. The pressure cells may be filled with air or another gas. Elevator cars may ascend or descend on the outer surface of the elevator core structure or in a shaft on the interior of the elevator core structure. A payload may be launched from a pod or deck at the upper end of the space elevator tower. The space elevator tower is stabilized by gyroscopic and active control machinery. The space elevator tower maintains a desired pressure level through gas compressor machinery.
In other words, it's a giant inflatable Kevlar tube filled with high pressure gas. It's only 12 miles high, but that's where most of the hard work of traditional rockets is done, getting through the lower, denser part of the atmosphere. In a news release, Quine explains that launching from the platform would save a third of the fuel required for a normal launch.
Astronauts would ascend to 20km by electrical elevator. From the top of the tower, space planes will launch in a single stage to orbit, returning to the top of the tower for refueling and reflight.
It would also make a great tourist attraction. Caroline Roberts, CEO of Thoth, says "From the top of the tower looking out, you would be able to see the bright blue rim of the Earth and a view stretching 1,000 kilometres. [621 miles]"
The elevators would be mounted on the exterior of the tube, which would make for an exciting ride, but it's too high for traditional cables. According to the CBC,
One possibility is a "self-climbing" elevator attached to claws that reach three-quarters of the way around the tower and wheels underneath the claws to allow the elevator to spiral around the outside.
Perhaps they should also talk to ThyssenKrupp about its linear induction motor powered cable-free elevators, which will be running up towers soon.
Many are quibbling that it's not a true space elevator as has been proposed before, which is held up by a sort of tetherball in space at the end of a long cable. Others are skeptical that it will get built. Drew on TechCrunch concludes "Having a patent is one thing; actually building it is another. Give me a buzz when I can buy my ticket to space."
I hope that when they do build it, the site is at their offices in Algonquin Park. There are a few old fire towers in the area of the park that tourists now climb to get a great view. If nothing else, this would be the greatest fire-spotting tower tourist attraction ever built, and it would make a great canoe trip.
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aerospace
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http://store.payloadz.com/details/2242901-other-files-ringtones-radial-rock.html
| 2017-01-18T04:01:56 |
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Instant Download Price
Buy and Download
This is the sound of an O.S Sirius FR5-300 model engine being run from idle to full throttle. It may seem impossible, but this engine is of only 50cc capacity, sounding like an engine many times as big. It is installed in a 1:5 scale model of the F4U Corsair, a WW2 fighter plane that was used with great success in WW2 and, later on, in the Korean War.
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aerospace
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https://retrievalmedics.com/flight-doctors/
| 2024-04-22T00:37:04 |
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| 0.930582 | 165 |
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Flight Repatriation Doctors
Retrieval Medics International offers a flight doctor service to deliver the highest level of critical care and pre-hospital treatment aboard an aircraft.
Our flight doctors all currently work in the critical care field in hospitals and pre-hospital clinical settings and bring a minimum of five years experience in the air ambulance field.
Each flight doctor undergoes additional training and assessment in medical transport medicine, pre-hospital care and aviation physiology.
Each mission is governed by our dedicated clinical advisory group – meaning we always have an expert opinion available.
Our commercial flight doctor team will take care of any airline medical clearance paperwork and provide a cost-effective end to end solution to make sure you are able to travel home safely from anywhere in the world.
Contact us today to discuss your commercial flight doctor needs.
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aerospace
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https://www.wrfalp.com/state-senator-george-borrello-appointed-to-civil-air-patrol/
| 2021-09-24T21:43:43 |
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State Senator George Borrello has been appointed as a major in the Civil Air Patrol, U.S. Air Force Auxiliary, during a ceremony at his office in Olean.
Civil Air Patrol Western New York Commander Major Ralph Bailey and Deputy Commander Captain Rob Przybysz presented Borrello with his appointment documentation. Assemblyman Joseph Giglio, also a CAP major, attended the ceremony.
The Civil Air Patrol, the U.S. Air Force Auxiliary, is celebrating its 80th year. Founded during World War II, volunteer CAP pilots flew missions over the nation’s coasts and borders to protect the homeland.
While CAP pilots are the most visible aspect of the agency’s service, the majority of CAP volunteers serve on the ground. There are more than 61,000 volunteers of the Civil Air Patrol. Volunteers also assist with border patrol, forest fire patrols and work to keep the homeland safe.
For more information about the Civil Air Patrol, visit GoCivilAirPatrol.com.
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aerospace
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https://dailyvoice.com/connecticut/bridgeport/news/piper-aircraft-overshoots-runway-at-sikorsky-airport-in-bridgeport/587694/
| 2023-01-28T16:03:39 |
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en
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BRIDGEPORT, Conn. — A pilot was able to walk away without injuries after his plane went off the runway Monday at Sikorsky Airport in Bridgeport.
At about 1:20 p.m. Monday, Sept. 7, Bridgeport firefighters received a call about an aircraft running off the runway at Sikorsky, the city said in a statement.
The single engine aircraft, a Piper PA-24, was attempting to land when the incident occurred. The pilot veered off the runway while landing and went into the grass, the statement said. The pilot was the only person aboard the aircraft.
The pilot did not suffer any injuries. No fire and no fuel leaks were reported from the accident.
The airport was closed for about two hours while airport personnel removed the aircraft from the runway area, the statement said.
Click here to follow Daily Voice Bridgeport and receive free news updates.
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aerospace
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https://pursuitwise.com/careers/avionics-technicians/
| 2022-07-03T06:35:28 |
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Did you know…
Avionic Technicians make an annual average salary of $68,800 in California.
As an Avionics Technician you would focus on troubleshooting and replacing an aircraft’s electronic instruments like radio communication, radar systems, and navigation aids.
Your daily duties may include…
Testing electronic instruments, interpreting flight test data to troubleshoot malfunctions and performance problems, assemble components and install software, install instrument panels, repair or replace malfunctioning units, recording all work completed.
Colleges offering this program
Learn more about this career: Avionics Technician
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aerospace
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http://bodzashphotoastro.blogspot.com/2010/01/mars-coming-to-opposition-wont-be-size.html
| 2019-01-19T22:37:30 |
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en
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Later this month, Mars will be coming to opposition, which is when Mars is directly opposite the Sun in the sky as seen from Earth, so Mars rises and sets opposite the Sun, making for an all night event.. Because of the straight alignment of Sun, Earth, Mars, this is the point in time where Mars makes its closest approach to Earth.
This time, the approach won't be too close, with the planets only coming within about 61 million miles of each other. Still, the change in Mars' brightness will be apparent. Of all the planets, Mars has the most elliptical (oval-like) orbit. This results in dramatic changes in brightness. At its farthest from earth, Mars shines at about +1.3 magnitude. When Mars made its very close 2003 approach, it was up to -3 magnitude, or about 40 times brighter than at its dimmest when the planet came to about 34 million miles from Earth.
This year, opposition will occur on January 27 with the planet peaking in brightness at around -1.3 magnitude, about as bright as the brightest star in our sky, Sirius. Obviously, this is not nearly as large or as bright as the full moon, which lights up the sky at -12 magnitude.
This opposition will also mark the first time since 1994 that missions to Mars haven't been launched at this close approach. Both the American Mars Science Laboratory and Russian Phobos-Grunt probes are being put on hold until the next opposition in 2012.
Still, don't be dismayed at the fact that this opposition will not be one of the best. Due to the timing, Mars will be very high in the sky, which is great for high-power telescope observing, which was anything but the case for the “great” 2003 approach. Unfortunately, don't expect to see any trees on Mars.
If you found this informative (or at the very least entertaining) check out my Examiner page and be sure to pass these links along.
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aerospace
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https://www.atp.com/press-media/5/
| 2021-09-27T14:04:11 |
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Press and media.
Latest company updates, news, and media coverage.
Hospital Wing, a Memphis-based air ambulance company, has become the first Helicopter Emergency Medical Service (HEMS) operator in the U.S. to take its operation fully paperless.
ATP Information Services and SchweizerRSG Sign Exclusive Agreement for Technical Publication Distribution Using the ATP Aviation Hub™ Cloud Application
ATP’s Cloud-Based Distribution Will Ensure that Maintainers Have Immediate Access to the Latest Maintenance and Compliance Information for SchweizerRSG aircraft.
Companies aim to transform aftermarket service, product lifecycle management and service lifecycle management for complex equipment manufacturers.
SIA Engineering Company Limited announced the signing of a Memorandum of Understanding with CaseBank Technologies to collaborate in the field of data analytics.
Flightdocs announced the close of a $10 million strategic investment from Argentum, a growth equity firm that partners with entrepreneurial owners to build industry leading B2B software and technology‐enabled services companies.
ATP Information Services and Honeywell Aerospace Partner to Offer Honeywell and Bendix King Technical Publications through ATP’s Cloud-Based Services
Partnership Leverages ATP Aviation Hub™ Cloud Platform to Enable Honeywell Aerospace Customers to Boost Productivity, Speed Repair times, and Improve Access to Maintenance-Related Content.
Partnership Leverages the ATP Aviation Hub™ Single Source Solution to Give Full Range of Benefits from ATP’s Specialized Tools and Services.
By leveraging the advanced Single Sign On(SSO) capabilities of the ATP Aviation Hub™ cloud solution, MD Helicopters’customers will now experience improved accessibility to the maintenance-related information required to keep aircraft safe and airworthy.
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aerospace
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https://www.nafa.aero/articles/gama-releases-2022-aircraft-shipment-and-billing-report
| 2023-12-08T13:06:21 |
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WASHINGTON, D.C. – February 22, 2023 - Today, the General Aviation Manufacturers Association (GAMA) released the 2022 General Aviation Aircraft Shipment and Billing Report during its annual State of the Industry Press Conference. Overall, when compared to 2021, all aircraft segments saw increases in shipments and preliminary aircraft deliveries were valued at $26.8 billion, an increase of 6.0%.
“The general aviation manufacturing industry continues to show increasing strength despite workforce and supply chain challenges across our industry. Our product development across the spectrum of fixed wing, rotorcraft and Advanced Air Mobility vehicles is spurred by the recognition that our industry is the safety and sustainability technology incubator for global civil aviation. These safety, performance and sustainability efforts are built upon progress with lighter weight materials, new structural and wing designs, fly-by-wire control replacing heavy hydraulic systems, additive manufacturing reducing the number of parts, lighter weight and more reliable avionics, and engines and airframes that can fly on a 100% sustainable aviation fuel blend. Of course, the impressive list of progress doesn’t even begin to touch on the revolution of electric, hybrid and hydrogen propulsion our companies are developing. As we look towards FAA reauthorization in the U.S., we will be looking for Congress to focus the FAA on improving their processes to facilitate the certification of new technologies as well as support their validation efforts globally to deliver safety, performance and sustainability benefits,” said Pete Bunce, GAMA President and CEO.
This release was originally published by GAMA on February 22, 2023.
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aerospace
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http://pixnews.tk/newly-produced-tu-160m-strategic-bombers-to-enter-service-in-2022-tupolev-head/
| 2018-07-18T08:48:54 |
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| 0.935911 | 141 |
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The first series Tupolev Tu-160M strategic bomber, built as part of Russia’s renewed production of the aircraft, will enter service in 2022, Aleksandr Konyukhov, the head of the Tupolev said. The Russian Air Forces have five upgraded Tu-160s, but they are a legacy of Soviet Union. In 2015 the Russian defense ministry announced the production of the nuclear-capable bomber would be restarted. An advanced “M2” variant of the aircraft is currently in development.
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aerospace
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https://themarketherald.com.au/electro-optic-systems-asxeos-drone-defence-system-sets-new-benchmark-2022-05-10/
| 2022-05-22T23:19:46 |
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- Electro Optic Systems (EOS) has established a new benchmark for neutralising swarm drone attacks using its directed energy drone defence system
- The system was developed as part of the Titanis drone to disable drones in three specific groups, and to neutralise sensors on drones at a long range
- The testing was limited to drones within the first group and found the system could disable or destroy drones at 20 drones per minute
- Further testing, extended to drones in group two and three at a different location is scheduled for the third quarter of this year
- Company shares are trading 3.09 per cent higher at $2 each
Following tests of its directed energy (DE) drone defence system, Electro Optic Systems (EOS) has established a new benchmark for neutralising swarm drone attacks.
The DE system was developed as a key element of EOS’ Titanis drone with the aim of disabling drones in three specific groups, and to neutralise sensors on drones at a long range.
Drones categorised under group one weigh less than nine kilograms (kg), can reach up to 1200 feet (ft) and travel up to 100 knots (kts).
Group two comprises drones that weigh between nine and 25 kg, can reach up to 3500 ft and travel at 250 kts.
In group three, drones weigh between 25 to 600 kgs, can reach up to 20,000 ft and travel at 250 kts.
Safety protocols at the testing site limited EOS’s testing capability to group one drones, and further testing will be extended to the other groups at a different location in the third quarter of this year.
The testing found the system could disable or destroy drones at a rate of up to 20 drones per minute, including the time required to bring down each drone.
The company claims no other drone defence system has comparable results.
Moreover, after the trials, the system was reportedly relocated to a different site where it was restored to full operation which EOS said is a further demonstration of robust capability not normally associated with powerful lasers.
“These latest results show the large numbers of drones can be directly neutralised by EOS defensive systems,” Chief Executive of EOS Defence Systems Grant Sanderson said.
“During 2022, a vast amount of military equipment has been destroyed in Ukrain by drones of the type that the Titanis DE drone defence system was developed to protect against,” Mr Sanderson explained.
“Drones are highly likely to be used at some time in offensive roles against Australia and its allies, and there is now strong demand for drone defence from customers with current weapon system deliver contracts with EOS.”
Mr Sanderson also said two of the company’s major end-users are already co-funding trials and qualification efforts.
Company shares were trading 3.09 per cent higher at $2 each at 1:17 pm AEST.
|
aerospace
|
http://www.wemakemaps.com/flighttimedistance/Kiev.703448/Istanbul.745044
| 2022-01-27T10:41:13 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305260.61/warc/CC-MAIN-20220127103059-20220127133059-00182.warc.gz
| 0.757315 | 271 |
CC-MAIN-2022-05
|
webtext-fineweb__CC-MAIN-2022-05__0__144936571
|
en
|
Flight time and distance for the travel Kiev - Istanbul
Distance: 656 miles or 1057 kilometers.The flying distance for a direct flight from Kiev, Kyiv City, Ukraine to Istanbul, Turkey equals 1057 kilometers (or 656 miles).
Flight time: 1:45 min.We estimated the cruising speed of a typical commercial airliner to be 510 m/h (820 km/h). We also added 20 min., to be spent on the taking off and landing. In practice, the flight distance is 10% longer than calculated, because of the Aviation Regulations.
** Please, note: The red line the is a calculated route, some deviation is possible.
|Region or state||Misto Kyyiv|
|Nearest airports||Zhulhany (IEV) Borispol (KBP)|
|Country||Republic of Turkey|
|Region or state||Istanbul|
|Nearest airports||Bandirma (BDM) Bursa Airport (BTZ) Ataturk (IST) Cengiz Topel (KCO) Sabiha Gokcen (SAW) Yenisehir (YEI)|
|
aerospace
|
http://www.rttnews.com/1952095/aug-24-mission-possible-all-set-to-explore-no-go-areas-for-astronauts.aspx?type=sat&Node=B15
| 2013-05-19T23:02:24 |
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368698141028/warc/CC-MAIN-20130516095541-00077-ip-10-60-113-184.ec2.internal.warc.gz
| 0.9336 | 489 |
CC-MAIN-2013-20
|
webtext-fineweb__CC-MAIN-2013-20__0__93164904
|
en
|
It has been well over a dozen years since the concept of exploring space weather was first conceived by space agency NASA. Now, this challenging idea is all set to turn into reality when the twin Radiation Belt Storm Probes, atop a United Launch Alliance Atlas V rocket, lift off from Cape Canaveral Air Force station in Florida in the pre-dawn hours of August 24.
The Earth and Near-Earth space are influenced by the Sun. So much so that "when the Sun sneezes, the Earth catches a cold," according to Nicky Fox, deputy project scientist at Johns Hopkins University Applied Physics Laboratory.
The Radiation Belt Storm Probes, or RBSP, will focus on the Earth's radiation belts known as Van Allen radiation belts, named after University of Iowa astrophysicist James Van Allen.
In the Van Allen belts, energetic electrons and ions are held in place by magnetic fields. Since these belts behave and react to changes in the Sun, they are an area of intense space weather, posing serious hazards to astronauts and spacecraft.
But guess what?
The RBSP probes will fly and operate in the harsh environment of our planet's radiation belts - observing changes in the radiation belts through both space and time. The duration of this unmanned mission is 2 years, during which the two spacecraft will measure the particles, magnetic and electric fields, and waves of the radiation belts.
Fluctuations in space weather expose pilots and passengers during polar aircraft flights to higher levels of radiation. Changes in space weather can also disable satellites, cause power grid failures, and disrupt the Global Positioning System, television and telecommunications signals.
Solar events such as solar flares or solar storms due to giant eruptions of solar material called coronal mass ejections have considerable influence on the space weather. The coronal mass ejections release billions of tons of electrically charged particles to the Earth that can hit like a cosmic tsunami, and affect communication and navigation systems, knock out power grids, and endanger the lives of astronauts working in near-Earth space.
According to scientists, the solar activity is expected to peak in 2013, which can cause significant damages to society's high-tech infrastructure. Therefore, understanding the science of space weather will help scientists improve space weather forecasts, which in turn will lead to better management and protection of our technological infrastructure.
by RTT Staff Writer
For comments and feedback: [email protected]
|
aerospace
|
https://www.pilotmix.com/mini-max-1100r
| 2024-02-29T11:58:38 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474808.39/warc/CC-MAIN-20240229103115-20240229133115-00432.warc.gz
| 0.892163 | 228 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__182337966
|
en
|
The original Mini-Max. Very simple design. Mid-wing, Hirth F-33 single cylinder engine, Part 103 Ultralight. Can be upgraded to 1500R or 1600R. For sale as plans-only, sub-kits and complete standard kit. Contact JDT for more information about Mini-Max kits and options.
A Minimum cost aircraft, requiring a Minimum of building space, time or skill. A Maximum high of pure pleasure and performance.
Now you can build and fly your own airplane for less than you think... with time tested and proven designs from JDT Mini-MAX Aircraft. They have helped put hundreds of New Builder/Owners into the air... a first time feeling that you can only experience by being up there proudly flying your own, self-built aircraft. From Ultralights to Microlights to Experimental Aircraft... JDT Mini-MAX can get you into the air affordably.
Standard equipment: Quick removable wings Shoulder harness/seat belt Full-span flaperons Curved windshield Strut-braced tail 5 gallon gas tank
Build time: 250-300 hours
|
aerospace
|
https://ummid.com/news/2012/July/14.07.2012/mysore_space_summit_begins.htm
| 2021-04-12T18:46:54 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038069133.25/warc/CC-MAIN-20210412175257-20210412205257-00287.warc.gz
| 0.911938 | 828 |
CC-MAIN-2021-17
|
webtext-fineweb__CC-MAIN-2021-17__0__151102967
|
en
|
Mysore to host international summit on space research
3,000 scientists and students from 75 countries, including India,
will deliberate on the benefits of space for humankind at a summit
in Mysore, 150 km from here, beginning Monday. "The week-long
summit (July 16-22) will deliberate on a global vision for space
in 2020 and beyond. »
(Karnataka): Over 2,500 scientists from 75 countries
descended on this city of palaces, for a week-long international
space summit, being held in India for the second time after 33
"As the last frontier of science, space offers limitless
opportunities to explore the vast universe and discover its
unknown assets for the benefit of humankind," a top space agency
official said in this Karnataka city, 150 km from Bangalore,
Hosted by the state-run Indian Space Research Organisation (ISRO),
the seven-day biennial 39th Scientific Assembly of the Committee
on Space Research (Cospar-2012) will deliberate on a global vision
for space in 2020 and beyond.
As the Indian IT bellwether Infosys Ltd is the co-host of the mega
event, the assembly is being held at the N.R. Narayana Murthy
centre of excellence in its sprawling green campus on the
outskirts of Mysore.
"Holding an event of this magnitude in India after three decades
is recognition of our achievements in space technology and it s
applications for the benefit of over a billion people and our
contribution to the international space exploration," ISRO
chairman K. Radhakrishnan told reporters even as the assembly got
With India embarking on dedicated space missions such as
Chandrayaan-1 in 2008 to the moon, Kalpana-1 satellite for
meteorological data, health satellite for tele-medicine, Edusat
for tele-education and a host of advanced communications and
remote sensing satellites, the space agency has been successful in
igniting young minds and drawing global attention and recognition.
"Our activities in the recent past have attracted the attention of
the space-faring nations worldwide and recognition following the
successful lunar mission and launch of multiple satellites for
several international customers over the years in polar and
geo-synchronous orbits using our rockets," former ISRO chairman
and Physical Research Laboratory Council chairman U.R. Rao said on
The delegates, including 800 research scholars and students will
get an overview of the challenges the scientists face in utilising
space resources and assets being built from the 3,600 papers, pos
ters and reports that will be presented through 630 sessions
during the summit.
"Science thrives on its technology application. There was a time
when astronomers were looking at space and the solar system using
ground-based equipment, including powerful telescopes to scan the
universe. Space technology has reversed the trend to observe the
earth and other planets using satellites and a host of scientific
instruments from space," said Radhakrishnan.
The assembly will also have six inter-disciplinary lectures, a
presentation on 'A space astronomy global road map for the next
decades' and a public lecture on exo-planets by experts.
Heads of the nine space-faring nations, including Brazil, Canada,
France, Germany, India, Japan, Korea Russia and the US will
present their respective vision for space in 2020 and beyond.
"The assembly is an ideal platform to present India as a
significant venue for s pace research and innovation. Hosting such
a prestigious event offers our scient ists an opportunity to get
involved and benefit from interactions with their glo bal
counterparts," Rao pointed out.
The previous (38th) assembly was held at Bremen (Germany) in 2010
and the next assembly (40th) session will be held at Moscow in
|
aerospace
|
https://globaldatapoint.com/drone-inspection-services
| 2023-12-09T20:52:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100972.58/warc/CC-MAIN-20231209202131-20231209232131-00505.warc.gz
| 0.913025 | 1,155 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__102080583
|
en
|
The Advantages of Drone Inspection Services
A Revolutionary Approach to Inspections
Gone are the days of traditional inspections that involve complex manual labor and time-consuming processes. Drone inspection services have emerged as a game-changer, offering numerous advantages over traditional methods. These unmanned aerial vehicles (UAVs) equipped with high-resolution cameras and sensors allow for efficient and effective inspections of infrastructure, buildings, and hard-to-reach areas.
By employing drones for inspections, companies can significantly reduce costs, minimize risk to workers, and expedite the overall inspection process. This article explores the various aspects of drone inspection services and sheds light on their immense potential.
Unparalleled Precision and Efficiency
When it comes to inspections, precision and efficiency are crucial. Drones boast advanced imaging technologies, such as thermal and infrared cameras, which provide unparalleled accuracy in identifying defects or anomalies. These cutting-edge capabilities allow inspectors to capture high-resolution images and videos, enabling them to analyze assets remotely and make informed decisions.
The use of drone technology in inspections also improves efficiency by streamlining the operations. Drones can access difficult-to-reach areas without the need for scaffolding, ladders, or other traditional inspection methods. This not only saves time but also reduces the risk of accidents, resulting in enhanced productivity and reduced downtime.
The Drone Inspection Process: A Step-by-Step Guide
Step 1: Pre-Inspection Planning
Before conducting a drone inspection, careful planning is crucial. This involves assessing the area to be inspected, defining the scope of the inspection, and identifying any potential hazards or obstacles. It is essential to ensure compliance with local regulations and obtain the necessary permits or authorizations for operating drones in the area.
Furthermore, the selection of the appropriate drone model, cameras, and sensors depends on the specific requirements of the inspection. Factors such as weather conditions, flight duration, and payload capacity should be considered during the planning phase.
Step 2: Flight Operations and Data Collection
Once the planning is complete, it is time to deploy the drone for flight operations. The drone pilot, who should be licensed and experienced, carefully navigates the UAV to capture visual and thermal data of the asset or area being inspected. This data is collected using both visual and thermal imaging cameras, allowing for a comprehensive analysis of the asset’s condition.
During flight operations, the pilot ensures that the drone maintains a safe distance from structures, adheres to flight regulations, and captures images or videos from various angles. The collected data is securely stored and ready for analysis once the flight operation is complete.
Step 3: Data Analysis and Reporting
With the collected data in hand, inspectors analyze the images and videos to identify any defects, damages, or anomalies. Advanced software and algorithms assist in analyzing the visual and thermal data, enabling accurate assessments and providing detailed inspection reports.
These reports highlight the specific areas of concern, quantify the severity of defects, and recommend appropriate actions to mitigate risks. The visual evidence captured by the drones also serves as valuable documentation, allowing for easy comparison during subsequent inspections.
Frequently Asked Questions About Drone Inspection Services
Q: What industries benefit the most from drone inspection services?
A: Drone inspection services have proven invaluable across various industries, including energy, construction, telecommunications, and infrastructure. These sectors often require inspections of tall structures, pipelines, bridges, and other hard-to-reach areas where drones excel.
Q: Are drone inspections safe for workers and the environment?
A: Yes, drone inspections significantly enhance safety for workers by minimizing the need for dangerous climbs and manual inspections. Drones also reduce environmental impact by eliminating the use of heavy machinery and excessive energy consumption.
Q: Can drones be used for inspections in harsh weather conditions?
A: While drone inspections can be conducted in various weather conditions, extreme weather such as heavy rain, strong winds, or snow may impact flight stability and compromise the quality of data collected. It is essential to consider weather conditions and plan inspections accordingly.
Q: How do drone inspection services compare to traditional inspection methods in terms of cost?
A: Drone inspection services are highly cost-effective compared to traditional methods. They eliminate the need for specialized equipment, like cranes or scaffolding, and require significantly fewer personnel. This reduces the overall cost of inspections while improving efficiency and accuracy.
Q: Are there any legal restrictions or regulations that apply to drone inspection services?
A: Yes, operating drones for inspections is subject to specific regulations imposed by aviation authorities. These regulations include licensing requirements for drone pilots, restrictions on flight altitudes, and obtaining permits for operating drones in restricted areas. It is crucial to comply with these regulations to ensure smooth and legal operations.
Q: Can drone inspection services be combined with other technologies, such as artificial intelligence (AI)?
A: Absolutely! The combination of drone inspection services and AI technology holds immense potential. Artificial intelligence can automate the analysis of the collected data, detect anomalies, and provide predictive maintenance insights. This integration enhances the efficiency and accuracy of inspections, allowing for proactive maintenance measures.
In Conclusion: Discover the Power of Drone Inspection Services
Drone inspection services have revolutionized the way inspections are conducted across various industries, unlocking numerous advantages in terms of cost, efficiency, and safety. By harnessing the power of drones, companies can gain access to high-resolution data, streamline inspection processes, and make data-driven decisions.
To explore further on this exciting topic, we invite you to check out our other articles, where we delve deeper into specific applications, cutting-edge technologies, and success stories of companies leveraging drone inspection services to stay ahead in the rapidly evolving landscape of inspections.
|
aerospace
|
https://acma-compositesmag.matrixdev.net/2022/07/butterfly-evtol-prototype-is-utilizing-torays-carbon-fiber-and-resin-system/
| 2024-04-12T12:42:19 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296815919.75/warc/CC-MAIN-20240412101354-20240412131354-00448.warc.gz
| 0.904914 | 271 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__170589990
|
en
|
As traffic in densely populated urban areas continues to cause problems, including environmental and noise issues, interest and investment in electric vertical take-off and landing (eVTOL) aircraft grows.
Overair is partnering with Toray to develop the Butterfly eVTOL prototype aircraft, using Toray’s carbon fiber and resin system. The Butterfly will provide a zero-emission, low-noise sustainable ridesharing option and recently completed full-scale testing of the propulsion system.
Toray’s T1100/3960 prepreg system is formulated for high-performance aerospace applications where the optimal ratio of strength to modulus properties is critical and is being used in the Butterfly’s airframe structure and propulsion units. The 3960 cure epoxy resin allow for autoclave and out-of-autoclave curing and the TORAYCA™ T1100 carbon fiber offers exceptional tensile strength.
“We’re excited to be working closely with Toray’s advanced materials as we continue the development of our all-electric Butterfly experimental prototype aircraft,” said Ben Tigner, co-founder and CEO at Overair. “Our unique propulsion system requires materials that provide a unique combination of high stiffness and high strength, while also maintaining the optimal weight targets for the vehicle.”
|
aerospace
|
https://www.goodgearguide.com.au/slideshow/430193/pictures-telstar-50-little-satellite-launched-an-industry/
| 2017-04-27T17:48:29 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122619.60/warc/CC-MAIN-20170423031202-00113-ip-10-145-167-34.ec2.internal.warc.gz
| 0.959142 | 109 |
CC-MAIN-2017-17
|
webtext-fineweb__CC-MAIN-2017-17__0__116562246
|
en
|
It was a momentous occasion in the communications industry 50 years ago. NASA launched the world’s first communications satellite July 10, 1962 and two days later it relayed the world's first transatlantic television signal, from Andover Earth Station, Maine in the United States, to the Pleumeur-Bodou Telecom Center, Brittany, France. Telstar was built by Bell Laboratories for AT&T. Such systems of course seem commonplace today but its technology was hailed as a truly modern miracle that united the world. Take a look.
|
aerospace
|
http://info.solarimpulse.com/en/our-adventure/
| 2015-05-22T17:35:30 |
s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207925917.18/warc/CC-MAIN-20150521113205-00232-ip-10-180-206-219.ec2.internal.warc.gz
| 0.927177 | 417 |
CC-MAIN-2015-22
|
webtext-fineweb__CC-MAIN-2015-22__0__19023539
|
en
|
We built an aircraft powered only by solar energy, capable of flying day and night several days in a row, above the oceans and around the world. › Discover the Technical Challenges
How will the pilot live, alone in the air several days in a row, in a 3,8m3 unpressurized cockpit, facing fatigue and stressful conditions? › Learn about the Human Challenges
• The route: From the deserts of the Persian Gulf, dodging the unrelenting Indian monsoon, flying over the Burmese temples and the great wall of China, followed by two oceans crossings (with an American “dream” break in between), all to come back around to where it all began in the Persian Gulf.
• The Airplane: Solar Impulse 2, the Round-The-World Solar Airplane, has been developed to meet the #RTW challenges. Larger in wingspan than a Jumbo Jet, but as light as a SUV, this solar airplane presents structural and aerodynamic features never before encountered.
• The Pilots: one after the other, Bertrand and André will take place alone in the cockpit for the #RTW legs.
Building and flying a solar airplane around the world is something many consider impossible. Discover the 3 main challenges our pilots and team will face:
1. To build an aircraft capable of flying day and night powered only by solar energy: it required the optimization of new technologies and a drastic reduction in weight and energy consumption. The whole team had to push back the frontiers of knowledge in materials science, energy management and the human-machine interface.
2. Flying a solar airplane over more than 5 days and 5 nights across the oceans, alone in a 3.8m3 cockpit at the same altitude as a commercial airplane with no pressurized cabin… this is what Bertrand and André will have to achieve one after the other in order to succeed.
3. Operating such an extra-ordinary aircraft around the world has never been done before. Completely new solutions had to be found.
|
aerospace
|
https://www.paulsmiddy.co.uk/testingtornado
| 2024-02-28T08:49:35 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474700.89/warc/CC-MAIN-20240228080245-20240228110245-00341.warc.gz
| 0.967681 | 529 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__91892945
|
en
|
Musings on the worlds of aviation, military and international affairs.
With reviews of books that cover these topics
Cold War Naval Fighter Pilot to BAe Chief Test Pilot
J David Eagles The History Press, 2016
The sub-title says it all. Eagles’ flying career lasted from 1954 to 1996, and he led a charmed life in terms of postings. He entered the Royal Navy for National Service, making his preference for the Fleet Air Arm known. But luck started with his initial flying training being in Pensacola, rather than some windswept Lincolnshire field. His first FAA flying was on Vampires and Sea Hawks, but then he lucked out again with a posting to the Australian Navy, albeit initially on the obsolescent Firefly.
Back in the UK he flew most of the classic jets of the period – Sea Vixen, Hunter, etc. His reports must have been good, for his desire to join a course at the Empire Test Pilots’ School (then at Farnborough), was granted. Already having US and Australian mates, this widened his international network further. Once qualified he was sent to Boscombe Down (the RAe then operated also from Bedford and Farnborough). There are plenty of interesting stories as he and his colleagues nursed the products of Britain’s shrinking aerospace industry to operational success.
With his FAA background he was unsurprisingly given the testing of the Buccaneer, particularly the evaluation of the Mk 2. An ejection from a deck launch put paid to jet flying for a while, but then luckily he had recovered enough to take an operational tour on the Bucc with 809 NAS. One senses an airman with little interest in scrambling up the service career ladder, and in 1968 he joined BAe as a test pilot. He caught the tail-end of the aborted TSR2 project, but the core of this last stage of his career was a central role – from the outset – in the development of the MRCA, which became the Tornado. As a tripartite venture this had plenty of scope for arguments, travel, and assorted international malarkey. This was – and is – a central asset in major European air forces, and so Eagles’ account will have some appeal to those interested in its gestation.
The book is written in a business-like style, and one only occasionally gets a glimpse of the man behind the helmet. It comes to an abrupt end, with his personal life summarised in a couple of sentences! But an interesting account of someone in a central role in the emergence of a European military aircraft industry.
|
aerospace
|
https://nodogleftbehind.org/rescue-requests/
| 2022-09-26T12:03:01 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334871.54/warc/CC-MAIN-20220926113251-20220926143251-00286.warc.gz
| 0.942989 | 952 |
CC-MAIN-2022-40
|
webtext-fineweb__CC-MAIN-2022-40__0__208958975
|
en
|
To initiate a rescue request please fill out the rescue form below. If you have questions beforehand, please read the FAQ below or email [email protected]. Please note that it may take up to 24 hours for us to respond to your request.
No Dog Left Behind has a small fleet of airplanes and an animal transport vehicle that we rely upon to assist in rescues. Typically, we can fit around 300 pounds of weight in each plane and up to 70 animals in our rescue vehicle. When we analyze a potential rescue the first thing we are looking to determine is if it is within our range, weight limit, and animal capacity. Animals must be kept inside of a USDA approved during transport. An average dog weighs around 40 pounds and their crate is usually around 10 pounds. This means that we have the ability to transport 6 dogs with their crates at a time in an airplane. The rescue vehicles can carry up to 70 animals depending on the size and crate configuration. Our typical air rescue is between 4 and 8 dogs at a time. The typical vehicle transport is around 50 animals. When requesting a rescue please keep these numbers in mind. Please determine the weight of the dogs and their crates before contacting us.
Our air fleet is made up of single engine airplanes. On average we can fly at around 180mph. On each air mission we do not allow our pilots to fly more than 250nm on any given leg of a trip. We are very sensitive to pilot fatigue and put the safety of our pilots first and foremost. In the event that the distance you are looking to request is longer than our range we ask that you arrange ground transportation to make up the difference. The rescue vehicle can travel up to 1200 miles round trip depending on the load. For trips over 700 miles on one leg we require our drivers to stop overnight.
Aviation can be tricky. Unlike airlines who fly at high attitude to get over the clouds and weather our pilots are always forced to take weather into account when making the decision to fly. Once the rescue has been arranged the mission is handed off to our pilots. Typically the morning of the flight our pilots will review the weather and make the final decision. If the conditions put the mission at risk the pilot will call off the rescue. Weather is not always the deciding factor. When doing a pre-inspection on the plane the pilot may find a mechanical issue with the plane that prevents them from safely operating the aircraft. In this case the pilot may determine that it is not safe to proceed. When requesting a rescue we ask that you always have a backup plan in place for transportation if timing is critical.
Since we are not relying on air factors for land missions our flexibility is greatly improved. The land team can transport in almost any weather condition. In order for us to initiate a land mission we must have a minimum of 25 animals in the vehicle. For land missions into congested cities we ask the receiving shelter to meet the team outside of the city. This ensure a timely an efficient transport for our drivers.
No Dog Left Behind is a 501(c)(3) charity. We only do rescues for other 501(c)(3) organizations. When we receive a rescue request we verify the organization we are flying for and make sure the animals are going to either an approved shelter or to a rescue that has already arranged to house or transfer the animal. No Dog Left Behind is not a shelter. We do not have the resources to temporarily house the animals. No Dog Left Behind does not transport for private individuals seeking to transport their pets. Each rescue or shelter we transport for investigated by our staff prior to transport. If you are not in good standing we will not transport for you.
The request form is the first mandatory piece of information we need. This paperwork serves as a record of the transport and is used by our team to evaluate the mission. The second, and most important paperwork we need, are the health certificates and vet reports on the animals we are transporting. When our team arrives we will inspect this paperwork and make sure that each animal we transport is listed on this certificate. The health certificate is required by law for any animal being transported. This paperwork is audited by the USDA and the Dog Warden. If the health certificates do not match the rescue log we will not be able to transport.
Requests go through our flight coordinator. To initiate a rescue request please fill out our online form. All requests must be submitted with the application. No Dog Left Behind will not review any request that does not come with this application. Please do not telephone us for requests. If this is an emergency please email us at [email protected].
|
aerospace
|
https://kids.britannica.com/students/article/glider/274575
| 2024-04-22T01:01:31 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818067.32/warc/CC-MAIN-20240421225303-20240422015303-00140.warc.gz
| 0.960867 | 2,094 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__157100481
|
en
|
A motorless, fixed-wing, heavier-than-air craft is known as a glider. Its flight is generally referred to as gliding, but soaring is a more accurate term to describe the action of a flying glider (see aerial sports).
Gravity causes the glider to move downward and forward. This results in a flow of air over the wings. The airflow produces the force of lift that supports the craft in the air (see airplane, “Aerodynamics”). When the glider encounters air that is rising more rapidly than the glider is descending, the glider gains altitude, or begins to soar.
The most advanced gliders are sailplanes, which have extremely efficient aerodynamic designs. Some sailplanes have a very high glide ratio—the relation between the forward distance an aircraft travels and the vertical distance it descends. The glide ratio of a utility sailplane is 20:1; of an intermediate sailplane, 20:1 to 28:1; of a high-performance sailplane, 28:1.
A glider’s wings may be strut-braced or cantilevered. Movable parts called ailerons provide lateral control. They are built into the trailing edges of the wing. The wings also contain dive brakes, or spoilers. These decrease lift when the glider is descending or landing.
The fuselage, or body, consists of the cockpit, landing gear, and tow hook. The cockpit contains one or more seats and a stick to control the elevators—devices on the tail to direct movement upward or downward—and the ailerons. The cockpit is covered by a sliding canopy. Rudder pedals are on the floor. There are also an instrument panel, a lever or knob to control spoilers and wheel brakes, and a handle to release the tow hook.
The landing gear consists of one wheel. A skid is mounted forward of this wheel. There is also a small tail wheel or skid that is normally used only for ground handling. The glider lands on the main wheel. As the wheel brake is applied, the skid scrapes the ground. This increased braking effect aids in stopping the glider after only a short ground run.
Tail surfaces consist of stabilizers, elevators, and a rudder. These help control the upward, downward, and left and right movements of the craft.
Most gliders are of the sailplane type. Multiplace sailplanes carry two or three people and are used for both training and sport soaring. Singleplace sailplanes accommodate only the pilot and are generally used for cross-country and contest flying.
In the 1970s interest was revived in hang, or ultralight, gliders of the early Chanute type (see “History and Development” below). These true gliders make descending flights of short duration.
Powered, or self-launching, gliders have small, light engines that provide power for launching. The engine is normally operated until rising air is encountered. It is then shut off and the craft begins soaring. Some engines can be retracted into the fuselage to improve aerodynamic streamlining.
The automobile tow is perhaps the simplest method of glider launching. A 1,000-foot (300-meter) towrope or wire connects the glider to the car. Heading into the wind, the car pulls the glider until the craft attains flying speed. The pilot pulls back the control stick and climbs to altitude. The towline is then released.
Another method relies on a winch, a large motor-driven reel that is located on the windward side of the launching area. The rope or wire is connected to the sailplane situated at the opposite end of the runway. The glider is positioned so that it faces into the wind. When the winch is wound, the glider is pulled along until it gathers flying speed. The pilot proceeds as in the auto tow.
The airplane tow is considered the most effective method of sailplane launching. The glider usually leaves the ground before the towing airplane does because it has a lower flying speed. After an altitude of about 3,000 feet (900 meters) is reached, the glider pilot disconnects the 200-foot (60-meter) towrope and the craft soars.
Hang gliders usually are launched from a high point and then descend. The pilot may take off by running downhill or launching off a cliff.
Ridge soaring was the first method to be used by glider pilots. In this type of soaring, lift is generated by strong winds that are deflected by a mountain, hill, cliff, or other natural barrier.
Thermal soaring is based on the principle that warm air rises. When the Sun warms an area of Earth that conducts heat well—such as a newly plowed field or an asphalt runway—the air above this region is heated and rises. Lift is generated by the rising air. The air cools as it rises, and moisture may condense to form cumulus clouds).
Wave soaring developed after World War II. Winds often follow the contours of hills or mountains, passing upward along one slope, over the crest, then downward along the opposite slope. Instead of sweeping completely down into the valley on the other side of the hill, however, the current merely dips downward as it crosses the crest. After this dip, the current veers upward, producing a sharp updraft that provides lift to support sailplanes. A sailplane using the wave-soaring method can soar to tens of thousands of feet above sea level.
Sailplanes generally are flown for sport purposes. The most popular method of participating in the sport is through a local soaring club. The parent organization of all such clubs in the United States is the Soaring Society of America.
In many countries, local, regional, and national soaring meets are scheduled regularly. The U.S. National Soaring Contests are held annually. The World Soaring Championships are normally held every second year.
History records many attempts by people to fly (see airplane, “Airplane History”). Sir George Cayley, early in the 1800s, was the first person to interpret flight theory in terms of mathematics. He later built the first full-size gliders to make a successful manned flight—one carried a boy on a very brief flight in 1849, and another carried an adult in 1853.In about 1855 a sailor from Brittany named Capt. Jean Marie le Bris used an albatross as the model for his glider. The Le Bris glider was towed into the air like a kite.
John Montgomery was the first American to build a glider that flew. He was also the first person to achieve practical control of his craft in the air. He began his experiments in 1883, and by 1905 he was giving public demonstrations. Montgomery used hot-air balloons to lift his glider into the air. After releasing the balloon, he piloted the craft to Earth.
In Germany in the late 1800s Otto Lilienthal built a glider that had wings shaped like those of a bat. He was able to maintain stability in his craft by moving his body forward, backward, or from side to side. He also mastered the technique of turning his glider in flight. The longest of Lilienthal’s many successful flights was 900 feet (275 meters).
A Paris-born American engineer, Octave Chanute, organized a group of experts to investigate better glider designs. In 1896 these men established a camp in the sand dunes region of Lake Michigan’s southern shore. Among the improvements they introduced were cambered wings and controllable tail surfaces. A wing’s camber is its curve, running from the leading to the trailing edge. The Chanute group made more than 1,000 flights without an accident. One 927-foot flight lasted for a period of 48 seconds.
Before inventing the first motor-driven airplane, the Wright brothers experimented with gliders. They used the Chanute cambered wing in their early models and also made improvements on other Chanute ideas. For example, they developed a wing-warping system for better side-to-side balance and a controllable front elevator.
After the Wright brothers produced their powered airplane, only a few of Lilienthal’s followers continued to experiment with gliders. They worked in the Darmstadt, Germany, area. Their experiments were interrupted by the outbreak of World War I, but they resumed building gliders in 1919.
Until about 1925 ridge soaring was the only soaring method known. Then it was found that the rising air currents inside and under clouds produced a buoyant force of lift. This discovery led to the thermal method of soaring. By using the new thermal lift, gliders could climb to higher altitudes and travel longer distances cross-country than they ever could before.
Germany began preparations for World War II in the early 1930s. These preparations had to be carried out in secret because the production of any implements of war was strictly prohibited by the Treaty of Versailles following World War I.
To evade the Versailles Treaty restrictions, German authorities assigned some of the country’s most noted aeronautical engineers and designers to the task of producing advanced glider models. Widespread training programs were begun. Many of the World War II Luftwaffe pilots had learned the principles of flying in gliders.
In 1940 Germany used the first troop-carrying gliders in the invasions of Belgium, The Netherlands, and Luxembourg. The United States Air Force began training glider pilots in 1941. Many cargo and troop-carrying gliders were built. On June 6, 1944, American and British forces used the craft in the invasion of Normandy.
Gliders also contributed to later battles such as at Nijmegen and Arnhem, both in The Netherlands. In Burma (now Myanmar) the craft was used to airlift troops and supplies behind the Japanese lines. By the end of World War II the Allied countries had developed many advanced glider types.
W.E. Doherty, Jr.
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aerospace
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https://baliperfect.com/pelita-air-to-mark-commercial-revival-with-jakarta-bali-route-launch-tomorrow.html
| 2022-12-06T17:41:18 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711111.35/warc/CC-MAIN-20221206161009-20221206191009-00734.warc.gz
| 0.945851 | 375 |
CC-MAIN-2022-49
|
webtext-fineweb__CC-MAIN-2022-49__0__9521893
|
en
|
Pelita Air to mark commercial revival with Jakarta-Bali route launch tomorrow
Pelita Air is about to relaunch its full industrial service with a flight from Jakarta to Bali on April 28, forward of an excepted growth within the variety of home vacationers for the Eid vacation in early Might.
The airline is about to serve a every day route connecting the capital with the Island of Gods, with flights scheduled to depart Soekarno-Hatta Airport at 9:20am Jakarta time and arriving at Ngurah Rai Airport at 12:10pm Bali time. The return flights are scheduled to take off at 2:55pm and arrive at 3:45pm.
“Within the first section [of the commercial service relaunch], the primary flight route from Jakarta-Bali-Jakarta will begin on April 28, 2022,” Pelita Air CEO Dendy Kurniawan mentioned in a press launch right now.
Pelita Air acquired its order of two Airbus A320-200 planes earlier this month, which can serve the Jakarta-Bali route. The airline is about to obtain 23 extra of the passenger jets within the close to future because it goals to change into a serious participant within the home aviation scene.
Pelita Air was launched in 1963 because the aviation subsidiary of state-owned oil and gasoline firm Pertamina. In 2000, it launched its full industrial service, however the service was halted in 2005 amid intense competitors within the home aviation sector.
Since then, Pelita Air has primarily served chartered and cargo flights. Final yr, it was touted as a potential bearer of the title of the nation’s flag service as Garuda Indonesia struggled beneath its mountain of debt, however the authorities selected to maintain the latter alive with an formidable debt restructuring program.
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aerospace
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http://mitchstinson.com/military.html
| 2023-03-23T05:14:59 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296944996.49/warc/CC-MAIN-20230323034459-20230323064459-00112.warc.gz
| 0.933703 | 612 |
CC-MAIN-2023-14
|
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en
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|Mitch Stinson - Navy Pilot
|VAW-126 Seahawk Squadron
August 16, 1985
US Navy 1985
|Aircraft Division VAW-126
|Mitch in T-2 Buckeye
as instructor pilot
|Mitch doing "touch & go's"
in E-2 Hawkeye
|John F. Kennedy
Mitch Stinson received his commission as an Ensign in the
Candidate School at NAS Pensacola, FL, in August 1985.
Selected for flight school as a Student Naval Aviator, he
first trained in the T-34C with VT-6 at NAS Whiting Field in
Milton, Florida from September 1985 to March 1986. After
Pipeline and completed intermediate jet training at VT-4 in
September 1986. His first aircraft carrier landing was made
in the Gulf of Mexico aboard the USS Lexington (AVT-16).
After advanced multi-engine training, ENS Stinson was
designated a Naval Aviator and "pinned" on his wings at
NAS Corpus Christi, TX on November 28, 1986. From there,
it was off to NAS Norfolk, VA and Fleet Replacement
Hawkeye, the Navy's airborne early warning platform. This
included advanced instrument and systems training and
culminated with his first night carrier landing aboard the
USS Eisenhower (CV-69) in June of 1987.
From September 1987 to August 1990 Mitch Stinson served
as an E-2C pilot with VAW-126 in Carrier Air Wing three
(CVW-3). From August of 1988 to January of 1989 he
deployed aboard USS JFK (CV-67) for a six month
Mediterranean cruise. The air wing conducted all weather,
day and night, air superiority missions that included
freedom of navigation exercises in international waters
north of Libya. This led to the downing of 2 Libyian Migs
challenging international law in the Gulf of Sidra.
Lt. Stinson transferred to VT-19 NAS Meridian on August 1,
1990 and spent the next three years as a Flight Instructor
in the T-2C Buckeye. His primary duties as Head Landing
Signal Officer at VT-19 included the training and
completion of carrier qualifications for Student Naval
Aviators. On May 16, 1993, Lt. Mitch Stinson made his final
flight as a Naval Aviator launching from the deck of the
USS JFK and was honorably discharged from the Navy in
July of 1993. During his Navy career, Mitch made 236
successful carrier landings aboard US Navy Ships at sea.
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aerospace
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https://www.bustle.com/p/the-first-woman-on-the-moon-hasnt-happened-yet-but-thats-about-to-change-19278489
| 2021-05-11T02:21:57 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991553.4/warc/CC-MAIN-20210510235021-20210511025021-00025.warc.gz
| 0.98169 | 780 |
CC-MAIN-2021-21
|
webtext-fineweb__CC-MAIN-2021-21__0__41475012
|
en
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Considering that, in the 50 years since the first man landed on the moon, a woman has yet to do the same, Apple TV+'s For All Mankind is revisionist history in more ways than one. Not only does the show create an alternate timeline in which Russia beat the U.S. in the '60s space race, but one in which the president was actively trying to give women the same opportunity. It does get one thing right, though: women have been involved in the space program for decades.
As depicted in the 2016 movie Hidden Figures, there were a number of female mathematicians and engineers working at NASA during the space race. And in June 1963, Russian cosmonaut Valentina Tereshkova became the first woman to go to space — six years before the first moon landing. Sally Ride, the first American woman to go to space, followed in June 1983, and in September 1992, Mae Jemison became the first black woman to go to space.
However, that all could have happened much earlier if the Lovelace's Women in Space Program hadn't been scrapped in the '60s. As reported by the Verge, the project was founded in 1959 by Dr. William Randy Lovelace, who did physical testing for NASA. He ended up doing privately funded tests in Albuquerque, New Mexico, where 25 female pilots were given the same tests that Dr. Lovelace had facilitated for the male astronauts.
These female pilots did very well, even faring better than the men in some capacities. "We are already in a position to say that certain qualities of the female space pilot are preferable to those of her male colleague," Lovelace said in 1960, per a 2009 study published by the American Physiological Society.
However, the program was abandoned in 1962, after President John F. Kennedy announced his decision to send a man to the moon. Seven years later, Neil Armstrong brought those plans to fruition, but he's one of only 12 people to have walked on the moon. Eugene Cernan, who piloted Apollo 17 in 1972, was the last person to do so. As for why no one has been to the moon in almost 50 years, NASA Administrator Jim Bridenstine told Business Insider "the program took too long and it costs too much money," and there was too much "political risk."
Fortunately, there are still plans to put a woman on the moon, and it's slated to happen relatively soon. NASA's Artemis program is projected to land on the moon in 2024, carrying "the first woman and the next man," according to their project description. NASA hasn't revealed who this historic woman will be, but she's among the 12 astronauts already in the space program.
"She is already in the astronaut corps. It will be somebody who has been proven, somebody who has flown, somebody who has been on the International Space Station already," Bridenstine told CNN earlier this year. "We're looking for, of course, the most qualified candidates, and we have some amazingly talented and highly qualified candidates."
And despite not having been to the moon, women have still found ways to make history in space. As recently as Oct. 18, Christina Koch and Jessica Meir performed the first all-women spacewalk.
"I think it's important because of the historical nature of what we're doing and that in the past, women haven't always been at the table," Koch said in a news conference, per CNN. Mei echoed the sentiment, saying, "What we're doing now shows all the work that went in for the decades prior — all of the women that worked to get us where we are today."
So when the first women does land on the moon in 2024, she can thank Koch and Meir for helping to get her there.
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aerospace
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https://www.timesaerospace.aero:443/news/maintenance/gal-aerospace-to-become-a-supplier-for-aftermarket-bombardier-crj-series-cabin
| 2022-09-25T16:38:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334591.19/warc/CC-MAIN-20220925162915-20220925192915-00161.warc.gz
| 0.94023 | 278 |
CC-MAIN-2022-40
|
webtext-fineweb__CC-MAIN-2022-40__0__186804113
|
en
|
As part of this relationship, GAL will collaborate with Bombardier to enable go-to-market optimised solutions in support of the in-service CRJ Series fleet.
More specifically, GAL Aerospace has received authorisation from Bombardier to supply cabin interior aftermarket support for the new CRJ550 aircraft that was launched last month. “In support of the CRJ550, GAL has demonstrated the ability to rapidly respond to the needs of our operators with innovative solutions. Such nimbleness and agility provide our large CRJ Series installed base complementary solutions aligned with life cycle needs in aftermarket,” said Ismail Mokabel, vice president and head of aftermarket for Bombardier Commercial Aircraft.
“The great success of the Bombardier CRJ Series family of aircraft has created opportunities for the modification and upgrade of in-service cabin interiors and GAL is fully engaged in fulfilling this niche demand,” says Jonathan Cornwell, vice president of business development and sales for GAL Aerospace. “The support from Bombardier will further enhance our ability to develop and deliver innovative solutions for the CRJ Series aircraft," adds Glen Lynch, president and CEO of GAL.
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aerospace
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http://teknoid.com/2013/10/31/wsj-faa-says-electronic-devices-can-be-used-during-all-phases-of-flights/
| 2018-01-17T00:41:39 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084886792.7/warc/CC-MAIN-20180117003801-20180117023801-00647.warc.gz
| 0.94922 | 135 |
CC-MAIN-2018-05
|
webtext-fineweb__CC-MAIN-2018-05__0__152404694
|
en
|
The Wall Street Journal is reporting that the Federal Aviation Administration (FAA) has announced a plan to lift restrictions of electronic device usage during certain portions of airline flights. Under new regulations electronic devices can be used during all phases of flights. Here is their news alert:
Federal aviation regulators unveiled steps to lift restrictions on fliers’ electronic devices, concluding that tablets, e-readers and other gadgets generally can be used during all phases of flight by the end of this year.
The Federal Aviation Administration’s decision effectively ends years of safety debates over the use of the devices. The FAA said it is providing airlines with guidelines to carry out the new policy.
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aerospace
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https://kernelmag.dailydot.com/features/report/4508/the-business-of-space-travel/
| 2020-08-06T08:02:33 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439736883.40/warc/CC-MAIN-20200806061804-20200806091804-00048.warc.gz
| 0.957578 | 3,227 |
CC-MAIN-2020-34
|
webtext-fineweb__CC-MAIN-2020-34__0__158432005
|
en
|
Just as China built ocean-faring boats only to destroy them later and cede exploration, and ultimately the modern era, to the West, governments of the world have given up on space exploration. The United States didn’t just retire the Space Shuttle: it purposefully designed it to be useless. Not since the Apollo Program has any government been serious about space exploration. Thankfully, entrepreneurs have begun to tackle the opportunity. We’ve heard about Virgin Galactic. We’ve heard about SpaceX. What these companies are doing is interesting, but are they taking us closer to the science-fiction dreams of true space exploration?
In order to get there, we need to have not just the right technology, but also the right business models. It’s only when profitable, scalable business models for space exploration are achieved that it will begin in earnest. To put it another way: dreamers and zillionaires built the first – and some of the greatest – cars, but only when Henry Ford came on the scene did we truly enter the car age. And Henry Ford became Henry Ford not because he was a better car designer. His chief innovation was the assembly process, which allowed him to make cars much more cheaply, inventing a new model for car manufacturing.
Inventing a new process led to inventing a new business model which led to radically cheaper cars which led to a radical transformation of society. What will be the business model of the space age?
The first business model for private space travel was space tourism, but it’s clear that it won’t be the business model of the Space Age. It might be profitable, because Planet Earth has certainly no shortage of rich people looking to be parted with their dollars for the feeling of weightlessness, but people didn’t settle in America because of the pretty sights. They did it because it offered a new life – and the dream of wealth.
As things stand, Virgin Galactic is the most prominent space tourism company, but it’s clear that it’s little more than a marketing arm for Virgin Airlines. That is, of course, totally fine, but let’s not kid ourselves that Richard Branson is Christopher Columbus.
Another business model that has been touted lately is mining ore from asteroids. Planetary Resources, a company incubated by billionaires is promising to harness mineral-rich asteroids, mine them, and bring the minerals back to Earth. At first, it sounds like a promising idea. The technological challenges are daunting, but they always are when you’re talking about space. There’s only one problem: basic economics.
Why are some minerals expensive? It’s not because of their intrinsic properties. It’s because of supply and demand. There is high demand for a lot of minerals, and supply is limited, because digging stuff out of the ground is expensive. (So expensive that, despite their massive size and oligopolistic tendencies, mining companies typically aren’t very profitable.) Because prices are subject to the forces of supply and demand, if you were to find a great new supply of some expensive mineral… the price would fall. That would be great for the world, but not so much for the companies bringing it to market.
If an asteroid mining company got off the ground and managed to tackle all of the technical challenges required, it would quickly become a victim of its own success as it flooded the global markets with its goods. Ultimately, commodities are commodities. Space gold isn’t worth more than Earth gold; it’s just an element in the table of elements.
Maybe our asteroid mining company would try to keep prices up artificially, by becoming some sort of OPEC of space, but that would lead to a few problems. One, governments, spurred by customers, might not look so kindly upon this (and even if they couldn’t seize the starships, they could certainly seize the company’s Earth-bound executives and bank accounts). Two, competitors would certainly try to match the company’s achievements. If one company proves the feasibility of asteroid mining, fast followers won’t be slow to bring up the rear (a truism, but one worth repeating).
It’s hard to break Saudi Arabia’s monopoly because it sits on the oil, but space is free and asteroids are countless. In any case, the dynamic would always be the same: prices going down as supply goes up, and profitability with it. That’s not to say asteroid mining can’t be a worthwhile endeavour, as mining is on Earth. But it’s likely to be a commodity business, with commodity return on investment, and not the game changer that takes us to a new Space Age.
(Is it possible to imagine an “Amazon of space” that, despite very narrow margins, manages to dominate asteroid mining so much that it becomes a game-changing company? Perhaps. But if that’s so, it’s only because going to space and bringing back ore is this extremely tricky thing that only one company can master, and that, ipso facto, means that we haven’t entered a Space Age of easy, cheap spacefaring.)
Now we’re talking. The big problem with space exploration as it currently stands is that rockets are expendable. If you had to blow up your car each time you got somewhere and buy a new one to get back, we’d all still be riding horses. Now, reusable rockets sound like common sense, but it is a fiendishly hard thing to do. A rocket is put through unimaginable friction and heat as it leaves the atmosphere, and then again as it re-enters it – so much so that it usually disintegrates, and, when it doesn’t, is so damaged that it is still unusable.
Trying to make the rockets sturdier to fix the problem runs into the cardinal problem of engineering: trade-offs. If you put more metal on your rocket so it’s sturdier, it gets heavier even as it has less room for fuel… and, before you know it, it won’t take off. (Or will take off only if you don’t put cargo on it, which sort of defeats the purpose.) And if you want to reuse it, it doesn’t just need to make it back in the atmosphere intact, it needs to be able to land somewhere. Which means designing extremely complicated avionics and landing systems, and packing even more fuel which will only weigh down the rocket on the way up.
Another problem is that the kinds of rockets and fuel you need inside Earth’s atmosphere and to leave it and outside Earth’s atmosphere are very different, which explains why rockets have stages and the various “space-planes” that have been considered have all been stillborn (yes, that includes the Space Shuttle). Rockets are still, for the foreseeable future, the best way to get to space. But until they become reusable, they’ll be too expensive to change the game.
So reusable rockets are complicated. But are they possible? SpaceX founder Elon Musk has made it clear that his company is hard at work on them. SpaceX has been successful so far because it has very deftly picked all of the low-hanging fruits of space exploration: bypassing the insane “cost-plus” government contracting rules that dominate the space industry and needlessly inflating the costs of rockets. But the real apple is reusable rockets, and Musk knows it.
Another contender is Amazon founder Jeff Bezos. Bezos has a space company, Blue Origin. And what’s noteworthy about this company is that so little about it is noteworthy. Bezos is nothing if not an ambitious, clever man. SpaceX is winning contracts to launch cargo into space left and right, and Bezos is at least as good at squeezing out greedy suppliers as Musk is.
The reason, it has emerged, is that Blue Origin is working on… reusable rockets. Musk has picked the low-hanging fruit on his way to the apple, and thereby generated a lot of hype (a lot of it certainly justified). Bezos has decided to go straight for the apple and not worry about the low-hanging fruit. His company is working in Texas in the deepest secrecy, trying to get prototypes of reusable rockets off the ground (or, rather, safely on: it’s not the getting off that’s the hard part).
So, are they possible? If I knew, I’d be richer than I am. And, possibly, on a rocket to Mars. But there are at least two men with serious capital, expertise and entrepreneurial talent who clearly believe it is and are doing everything they can to get there. If anyone can do it, it’s them.
Space elevators and cold fusion
When we think about science fiction, we typically have two mental boxes: “could happen one day” (designer drugs, consumer genomics, rockets to Mars, Brave New World) and “nope, not gonna happen” (The Matrix, teleportation, immortality). “Space elevators” and “cold fusion” sound like two things that absolutely belong in the latter box. And yet, they’re not that far-fetched. Space elevators are actually a simple concept. Send a satellite into geostationary orbit (i.e., hovering over one spot on the Earth). Have it unfurl a very long cable, down to Earth’s surface. The cable carries power, which means robots can carry cargo (and people) up and down from space on the cable. That’s a space elevator.
It’s within the realms of feasability. Building a tower to space is impossible, but because the cable is, essentially, an orbiting satellite with a very long “tail”, it only has to support its own weight, and only the part of its weight that’s within Earth’s gravity. That’s already a tall order, but a type of material called carbon nanotubes, which already exists in the lab, has the required tensile strength. So it’s actually physically possible.
The engineering challenge is still very daunting. Space elevators are not for tomorrow. But they’re not that much more far-fetched than reusable rockets, which in turn are not that much more far-fetched than the rockets that took men to the Moon back when Steve Jobs was an unruly, smelly teenager. Why are space elevators important for space economics? For two reasons. First of all, obviously, they make sending stuff into orbit much cheaper. Instead of building a rocket (or even fuelling it, if you have a reusable rocket), the only cost is the electricity required to carry stuff up and down the cable.
They also make sending stuff beyond orbit conceivably much cheaper: once you’ve built your space elevator down to the ground, you can also build it up beyond geostationary orbit. The Earth spins very fast. So if you put something at the very top of a space elevator well above geostationary orbit, and let go, the force of the Earth’s rotation will slingshot it into space. Yes, pretty much like throwing a baseball. Which cuts down on fuel, and therefore weight and cost, a lot.
And this is where the second reason comes in: cold fusion. In popular culture, cold fusion is regarded as this physical impossibility, akin to turning lead into gold. But actually, cold fusion is quite easy to do. What’s hard to do (almost certainly impossible under certain conditions) is to make cold fusion that’s useful. It’s very easy to get a cold fusion reaction going in the lab. For that, all you need is a special helium isotope called He-3. The problem is that He-3 doesn’t occur naturally on Earth. So to do it, you first have to make He-3 from regular helium. And that consumes more energy than your cold fusion reactor will produce. Fun to do in the lab, but pretty useless if you’re trying to start an energy revolution.
However, if we could somehow find a plentiful, cheap source of He-3, then we would have a complete energy revolution on Earth. We’d have energy that would be clean, and absolutely abundant – too cheap to meter. And it just happens that the gas giants in our solar system (Jupiter and Saturn) are chock-full of He-3.
If you could build big space elevators, fling big robotic cargo containers into Jupiter, and have them return to Earth to fuel a network of cold fusion reactors, that would be a really, really good business. It would also be a revolution in human affairs, as it would be the first time the species had abundant, clean, really cheap energy.
And that’s on top of the fact that Space Elevator, Inc would make carrying things into orbit – extremely cheaply. Space elevators wouldn’t really be the Model T of the Space Age. They would be akin to a previous invention, which had perhaps an even deeper impact on the world: railroads, which fuelled the Industrial Revolution.
A New Age of Exploration
So He-3 mining is pretty great. But… you know what I’m going to say. It’s not the most potentially profitable space business model. The problem with mining space, whether it’s gold or He-3, is that it imagines that wealth comes from stuff, whereas in reality wealth comes from the cooperation and ingenuity of people, not from material things. The best way to make money is therefore to harness that energy, in the form of new space colonies that companies could set up and manage in exchange for some percentage of the revenue generated by that colony.
As in all early space exploration endeavours, a lot of the initial revenue would come from commodities, but in time those colonies would diversify their economies and move up the value chain, thanks to promotion from the companies owning them. If that sounds like what a government does, you’ve got the idea. And, depending on your political persuasion, the idea of private companies setting up proto-states in space will have you either terrified or enormously excited.
It’s not unprecedented. The East India Company, which was like the Apple of its day – if Apple controlled the US Navy and had resolved its dispute with Samsung with drone strikes. Think of Venice, one of the greatest city-states of the world whose glory still enraptures us. Venice was one of the earliest examples of a Republic, with a quasi-democratic regime, but it is best understood as a for-profit corporation, with its Doges as board chairmen. (Which is why corporate-run space city-states don’t sound so bad: corporations would recognise citizens as customers and cater to them better.)
We remember, rightly, the Age of Exploration as the age of corsairs and pirates, but it was also the age of entrepreneurs, who built literal ventures and differentiated themselves through both marketing and the steel of the blade. Anyone with the gumption and the right amount of luck could not just get rich, but build an empire – a real one. Is that really so scary? Ok, maybe it’s a little bit scary. But you’ve got no spirit in you if you don’t find it just a little exciting as well.
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aerospace
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https://www.deccanchronicle.com/nation/current-affairs/300716/missing-iaf-plane-parrikar-personally-monitoring-situation.html
| 2022-01-17T22:20:57 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300624.10/warc/CC-MAIN-20220117212242-20220118002242-00155.warc.gz
| 0.983905 | 269 |
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webtext-fineweb__CC-MAIN-2022-05__0__96801021
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Pune: Defence Minister Manohar Parikkar on Saturday visited the family of flight lieutenant Kunal Barpatte, who was navigating the Indian Air Force transport plane when it went missing, and reassured them that he was personally monitoring the situation. Parrikar expressed his shock and sympathy to the parents of the officer.
"I am shocked. This was one of the IAF's safest and sturdiest aircraft. How can it go down? I am personally monitoring the situation," he said as he spoke to Rajendra, the father of Kunal.
The minister said he had instructed Air Force officials to keep in touch with family members of all the crew of the ill-fated plane and provide updates on the search operation.
Earlier, the parents had complained that despite their repeated efforts to get information after the news of the missing plane broke out, they did not receive a response from the Sulun base of IAF.
A tweet sent by one of the relatives addressing Parrikar led to official contact with the affected family after 30 odd hours.
On July 22, the ill-fated aircraft of the IAF, with 29 personnel on board, including four officers, had gone missing over Bay of Bengal on its way from near Chennai to Port Blair soon after taking off from Tambaram air base.
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