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https://www.unlockthelaw.co.uk/News/flight-delay-compensation-does-my-flight-qualify/1215364906.html
| 2023-11-29T18:37:34 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00155.warc.gz
| 0.960889 | 572 |
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webtext-fineweb__CC-MAIN-2023-50__0__83381921
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en
|
In a nutshell, European Regulation 261/2004 says that if your flight is delayed for more than three hours, then so long as you have a valid ticket and you turned up on time for check-in, you may be able to claim compensation.
As well as pursuing any new claim in summer 2015, you can also make "back-dated" claims for delayed flights that occurred as far back as 2005 (the year the Regulation came into force). We look at how to make a claim, a little later.
You can only make a claim if you are booked to fly on a European Union (EU) flight. This means either that your flight departs from an EU airport (no matter which airline you fly with) or that it lands within the EU and is operated by an EU based airline.
Confused? Here's an example:
- Flying from Edinburgh to Los Angeles? You are covered no matter the airline (United, BA, KLM etc.)
- Flying from Los Angeles to Edinburgh? You are covered only if your airline is based in the EU. So, a flight by United will not qualify, because it is based in Chicago (USA).
What about Codeshare Flights?
If you are booked on a codeshare flight, then the operator of that flight is responsible for any delays. So, if you are booked with United but your flight is going to be operated by British Airways, then BA is responsible.
Where things get a little complicated is if any connecting flights you have booked are operated by different airlines. Let's say that you are due to fly from Los Angeles to Glasgow, via London, with United.
If United flies the LA to London sector, but then the London to Glasgow leg is flown by British Airways, the lines become blurred.
The UK's flight regulator, the Civil Aviation Authority (CAA), says that in these situations two factors will apply:
- Whether the journey is considered to be one overall flight, or two separate ones;
- Whether the cause of your delay occurs overseas or in the UK.
The CAA says that if it is determined that you have taken two separate flights and that the delay to your domestic flight has been caused by an issue within the UK, then you may have a claim. Ultimately, these cases are more complex and it might be that a Court would need to adjudicate.
Does it Matter if your Flight is a Charter?
No – the rules still apply!
Does Money Talk?
Flight Delay Compensaiton Guide
No! If you experience a flight delay in the UK, it does not matter what your ticket costs or even whether your flight is a scheduled flight or part of a package holiday.
For more information, please read our guide to flight delay compensation.
Follow us on Social
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aerospace
|
http://t-ids.ru/en/technical-translation
| 2019-01-23T23:21:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547584415432.83/warc/CC-MAIN-20190123213748-20190123235748-00327.warc.gz
| 0.845907 | 439 |
CC-MAIN-2019-04
|
webtext-fineweb__CC-MAIN-2019-04__0__104153021
|
en
|
Translation of Technical Documentation
Turn-key operation manuals!
Technical documentation and texts of narrow specific are our strong points!
In addition to translating your technical documentation into/from a foreign language you get a printed or an electronic version of the translation absolutely identical to the original. Translation Bureau IDS provides graphic design of projects you need to be made up and prepares ready-to-print documents;
Our translation bureau daily confronts technical translations of different levels of difficulty and urgency in the spheres of mechanical engineering, machine-tool construction, instrument-making and shipbuilding, aircraft and space-system engineering, power industry, electrics, atomic power engineering, telecommunications, navigations and connections, gas, oil-producing and oil-refining industry, technical chemistry, tool-engineering, construction, IT industry, aircraft and space-system engineering, software and hardware, information display systems, electronic document management, etc. For each of the specified spheres of technical translation target project groups are organized with a unique team of qualified translators.
Our technical translators posses substantial experience in translating project and normative documents, tender proposals, quality standards, equipment and materials catalogues, documents on construction, launching the objects of mechanical engineering and machine-tool construction industries, documentation on technological process, equipment, scientific articles about physical metallurgy and metal processing, mining and smelting industry (non-ferrous and ferrous metallurgy), etc.
- Translation bureau IDS will be glad to consider the perspectives of cooperation with different representatives of science, enterprises, interested in scientific research and strengthening international links;
- Translation bureau IDS provides technical interpreters to assist during the processes of installation and launching new equipment at an enterprise;
- Translation bureau IDS provides technical interpreters for seminars, trainings, educational sessions for employees;
We have a great experience in working with technical translations and specialized texts. Our specialists are familiar with a wide range of technical terms and are able translate a document within the shortest possible term. Here are the examples of our technical translations:
- translation of technical documentation for equipment
- translation of software documentation
- translation of technical article
- translation of technical specification
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aerospace
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https://scottandkat.ca/video-the-footage-of-nasas-perseverance-rover-landing-is-breathtaking/
| 2021-03-02T04:10:43 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178363217.42/warc/CC-MAIN-20210302034236-20210302064236-00001.warc.gz
| 0.948726 | 118 |
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en
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NASA’s science mission chief says it’s the ”closest you can get to landing on Mars without putting on a pressure suit.” Thrilled engineers have released the first high-quality video of a spacecraft landing on the Red Planet. Six cameras were devoted to entry, descent and landing, looking up and down from different perspectives. All but one camera worked. The lone microphone turned on for landing failed. But NASA got some snippets of sound after touchdown, including whirring from the rover and wind gusts.
Photo Credit: NASA via YouTube screenshot
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aerospace
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http://diotasoft.com/index.php/en/actualite-diota/9-actualites-diota/62-diota-laval-virtual-industrial-area?start=3
| 2020-04-02T13:22:19 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370506959.34/warc/CC-MAIN-20200402111815-20200402141815-00122.warc.gz
| 0.852088 | 144 |
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|
en
|
CASE N°4 | SAFRAN ELECTRICAL & POWER: INSPECTION AND MAINTENANCE
A SAFRAN ELECTRICAL & POWER aircraft cabin model was used to illustrate the use of Augmented Reality to accelerate the detection of faults and reduce the downtime of aircraft on the ground.
THE CASE : equipped with tablets, the inspectors quickly detect faults and are guided step by step in diagnoses.
- Preparatory phase (disassembly, identification ...) removed
- Inspection time reduced from 2 days to 3 hours
- Downtime of the aircraft minimized
- Guided diagnosis of possible or proven faults
- Triggering of the proper operations
- Inspection reports automatically created and saved.
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aerospace
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https://iwantthatflight.net/x4-Turkish-Airlines-TK.aspx
| 2020-02-25T00:32:10 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145989.45/warc/CC-MAIN-20200224224431-20200225014431-00323.warc.gz
| 0.715415 | 252 |
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en
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Twitter: From user 'Christa Hoelters'
RT @CBSThisMorning: Passengers seen clamoring out of broken Turkish jet after deadly crash https://t.co/Qpcz1afjhw
Twitter: From user 'Richard Earl'
Turkish Airlines confident obstacles can be overcome to fly to Vancouver https://t.co/Z8TQfWvUEE
Twitter: From user 'Saskia Steinhorst'
#Turkish Airlines #Flight1951 - a #Boeing737NG - crashed in 2009 after a malfunctioning sensor triggered a powerful… https://t.co/xrgr7xQPBn
Twitter: From user 'sevnur m'
RT @srdrgrbz: We are happy to launch Turkish Airlines’ brand new open innovation program: Air Pitch Days. Let’s build together the future o…
Istanbul Airport, Turkish Airlines dominate European aviation market in December - Daily Sabah
Twitter: From user 'TAP Go'
More Turkish Airlines #EuroLeague basketball action this February on TAP Sports!
Check out the schedule on… https://t.co/ZuQZamekFg
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aerospace
|
https://sounds.bl.uk/Oral-history/Science/021M-C1379X0005XX-0014V0
| 2019-10-16T08:22:42 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986666467.20/warc/CC-MAIN-20191016063833-20191016091333-00219.warc.gz
| 0.90563 | 1,095 |
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webtext-fineweb__CC-MAIN-2019-43__0__93325043
|
en
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Oral history of British science
Parkinson, Bob (Part 14 of 15). An Oral History of British Science.
The British Library Board acknowledges the intellectual property rights of those named as contributors to this recording and the rights of those not identified.
Legal and ethical usage »
Aeronautical Engineering; Space Science and Engineering
The British Library
Parkinson, Bob, 1941- (speaker, male)
Lean, Thomas (speaker, male)
Part 14: Remarks on return to Marconi: odd jobs; BP's group twinned with Friedrichshafen group, to develop successors for UK designed carbon fibre dual launch structures to allow Ariane 4 to carry 2 satellites; Complications of working with Lockheed Martin due to International Traffic in Arms Regulations [ITAR]; [05:35] chairing UK Industrial Space Committee on launch vehicles; business model for BNSC on economics of reusable launch vehicles. [08:40] Story about realising Launchers only wanting him for his body and not his mind, differences after a work meeting a Royal Society and subsequent transfer to scientific programme at Stevenage and move away from launch vehicles; [13:40] Bob Graham labelling BP as a consultant, meaning he had limited managerial responsibilities. [15:40] Comments on ESA BepiColombo project: BP's first task in science programme group; original plan to visit Mercury with two satellites and a lander, based on Beagle 2; subsequent reduction in scope of project. [19:00] Remarks on: work activities, preferring engineering to managing. [20:13] Story about split with wife in 1999 after returning from International Astronautical Federation conference: initial shock; redecorating house; still in contact with wife; wife's difficulties with BP's travel heavy work-life style and daughter's disability. [25:50] Comments on BP move to science group in 2000: BepiColumbo; LISA Pathfinder mission to search for gravity waves; Mars sample return, value of small sand samples; micro-missions, using small spacecraft. [31:10] Comments on micro missions: comparatively cheap; Surrey Satellites', approach to making cheap satellites, BP links; need for high performance in interplanetary missions; utility of Soyuz Fregat as launcher; possible plan for a Mars sample return mission; micro missions compared to more elaborate projects; possibilities for using electric propulsion, reference to Dave Fearn's work at QinetiQ; [37:25] Jupiter-Europa micro mission, using solar propulsion and gravitational flyby for propulsion, reference to Steve Kemble's work; basic missions keeping costs down; similarity to SMART 1 lunar orbiter, lead by Bernard Foing; [40:40] Beagle 2 and thinking in terms of small weights; BP learning from Beagle 2 missions; Beagle failure a relief for parts of ESA with entrenched procedures; Beagle 2 failure casting all technology involved in a bad light. [46:23] Remarks on: high-tech engineering allowing few second chances if something goes wrong, leading to conservative design; reusing existing technology in new ways; gradual introduction of new technology; importance of mission designers in reorganising missions if technology fails, with example of Japanese Hayabusa mission; using older, well tested, silicon chips. Comments on feelings as he approached retirement: need to secure finances, post marriage separation; deciding to retire in 2002, reducing working hours; changes in Astrium to become parts of EADS, pension considerations; visiting professorship at Queen Mary University. [58:00] Story about becoming visiting professor at Queen Mary: BP company position c.1990 and company activities, earth observation satellites under John Stark; John Stark's career at Bristol and subsequent appointment as professor of aerospace engineering at Queen Mary University, and asking BP, Geoff Kirk of Rolls Royce and others to be visiting professors. [1:03:10] Comments on visiting professor role: authority without responsibility; organised by Royal Academy of Engineering; introducing innovations such as engineering design; lecturing system engineering and aerospace engineering to a variety of students. [1:10:55] Remarks on differences between engineering teaching today and when BP was a student: students having fewer practical experiences today; anecdote about students not maintaining their own motorbikes any more; dumbing down of education; anecdote about engineers being either intuitive engineers or people who can explain how things work, but rarely both; students today disliking arithmetic and lacking physical understanding; [1:17:50] changes in engineering drawing; students today believing computers too readily, compared to time when we people had to program themselves. [1:21:10] Comments on computing over career: impact on BP's work; computing becoming widespread in 1990s; desktop terminal in 1970s, word processors in 1980s, 1985 Xerox PARC WIMP [windows icons menu pointer] machine; [1:26:05] intuitive nature of Xerox PARC WIMP interface, comparison with Apple and Microsoft Windows computers; impact of spreadsheets and Power Point; anecdote about value of Xerox presentation software to polar platform work; [1:30:27] impact of networked systems on project planning, possibility of completely integrated systems; anecdote about number of times information flows from computer and back into computer.
Interview with aerospace engineer Dr Bob Parkinson.
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aerospace
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https://thenationpost.ca/place/north-wright-airways/
| 2024-04-15T05:42:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816942.33/warc/CC-MAIN-20240415045222-20240415075222-00174.warc.gz
| 0.969512 | 97 |
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|
webtext-fineweb__CC-MAIN-2024-18__0__46225521
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en
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North-Wright Airways is based in Norman Wells, Northwest Territories, Canada. It operates commuter services to several communities in the Northwest Territories and charter services. Its main base is Norman Wells Airport. North-Wright’s main base of operations is in Norman Wells, with satellite offices in all the communities. North-Wright operates its wheeled aircraft out of a hangar and office facility at the main town airport and its float operation at DOT Lake just two miles outside town.
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aerospace
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https://www.mbtmag.com/global/news/22887530/pratt-whitney-expands-capacity-at-singapore-manufacturing-facility
| 2024-04-15T08:44:22 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00374.warc.gz
| 0.933493 | 339 |
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en
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Pratt & Whitney today announced a $20 million investment to grow its manufacturing capacity in Singapore for the production of Pratt & Whitney GTF engine high pressure turbine (HPT) disks. The capacity expansion is expected to increase the facility's workforce by more than 10% over the next two years.
Pratt & Whitney's Singapore facility currently produces 2,400 turbine disks annually, and the expansion is expected to increase annual output yield of the disks by approximately 45% by January 2026. The expansion will also improve the facility's capacity to intake raw materials, maintain inventory, and keep production and deliveries on schedule.
"This is a critical expansion to enable us to keep pace with the fleet of GTF engines and high-pressure turbine disks. With this latest development we are focused on automation and connectivity as part of our commitment to Industry 4.0 principles that aim to enhance operational efficiency and productivity," said Marc Paquet, general manager for P&W NGPF Manufacturing Company Singapore Pte Ltd.
Pratt & Whitney's Singapore manufacturing facility achieved full operational capability in June 2023, and plays a key role in the company's production of critical components for the GTF engine family. The facility uses wall-to-wall closed-door machining and actively integrates the latest technology and automation into the manufacturing process.
The 20,500-square-meter facility produces hybrid metallic fan blades and highly complex turbine components. The Singapore facility, a joint venture between Pratt & Whitney and Hanwha Aerospace Co., Ltd., is the second Pratt & Whitney fan blade and HPT disk production facility in the world, playing a critical role in supporting customer needs in Asia Pacific and beyond.
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aerospace
|
https://store.dji.com/guides/how-to-fly-safely-over-water/
| 2023-12-08T18:38:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100769.54/warc/CC-MAIN-20231208180539-20231208210539-00219.warc.gz
| 0.935581 | 1,327 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__173793376
|
en
|
The prospect of flying over water can be a scary one for most drone pilots. Water environments are often filled with potential hazards such as boats, waves, high winds, and even birds. Although DJI does not encourage flying over water, professional aerial photographers and videographers will sometimes have to do precisely that. Therefore, this article offers constructive advice on what you can do before and during your over-water flight to ensure safety.
*Beginner pilots should refrain from flying over water at any time.
Disable Vision Positioning System (VPS)
All DJI drones come equipped with VPS, a technology that maps the surface below to help position the drone. When flying over water, however, light reflecting off of the surface can cause issues with this technology. Because of this, it’s best to maintain a height of at least two meters above the water. If you have to fly below this height for a special shot, we recommend you turn off the VPS to avoid any unstable actions by the drone. Caution: When you disable the VPS of your aircraft and the distance between water surface and drone is smaller than 2 meters, you should fly the drone with a low speed in your FOV (field of view). Also, the height needs to be adjusted frequently since the aircraft could possibly drift downwards. Be aware that the minimum height has to be above 1 meter when flying over water.
Plan Your Shot
Flying over water is always risky, but careful planning can help you avoid danger. Planning a shoot should include finding the right location, visualizing your ideal image/video, and doing a few test shots on land to make sure the angle is right. Going through these steps can help to ensure a smoothly-executed shot.
Enable Maximum Flight Distance
Although it can be tempting to fly long distances over water, we recommend that you always operate your drone within line of sight. If you’re planning a shot that requires flying long distances, make sure you set the maximum flight distance in the DJI GO 4 app. You can activate this function by entering the main controller settings and selecting “Enable Max Distance.” Input your new max distance, but make sure you keep it within range of your remote controller’s capabilities.
For obvious reasons, we recommend that you practice your takeoff, flying, and landing skills on land first before heading out over water. Mastering these skills will result in better control, increased confidence, and an overall safer flight in any location.
When flying over water, there are often two options: starting from land or starting from a boat. Takeoff from land is no different from a regular land flight. When starting from a boat, however, we recommend you takeoff while the boat is idle as it will be more stable and safe. Takeoff from a moving boat is possible at slow speeds but is not recommended.
Update Your Home Point Manually
When flying over land, the home point is usually where the aircraft took off from. Under ideal conditions, the aircraft will use its compass and GPS to automatically record a home point, which can be viewed in the DJI GO 4 app (see below). To learn more about using the Return to Home feature, please click here.
Using the original home point from a boat can be rather tricky as boats will often drift or move during flight. Because of this, it may be necessary to re-set your home point. There are two ways to do this using the DJI GO 4 app: first, swipe left on the main screen, and press “Home Point: Me,” second, open the general settings by pressing the three dots on the upper right corner, go to “Main Controller Settings,” and press “Home Point: Me” (the button with a person and home point below).
Many obstacles can endanger your journey over water, let’s take a look at some of the ones you need to watch out for the most:
Objects that Interfere with Compass or GPS Signal
Strong compass and GPS signals are essential when operating a drone. Make sure you avoid any objects or structures that have the potential to interfere with your signal. These include large objects like lighthouses and container ships, or any device that uses antennas, magnets, or Wi-Fi.
When flying in areas near water, be sure to avoid trees, rocks, or any other natural structures nearby. Also (believe it or not) pay close attention to birds, as seagulls in particular are known to exhibit aggressive behavior towards drones.
Waves can be dangerous when flying too close to the water’s surface, requiring pilots to react fast or risk losing their drone. Make sure you stay far enough above the surface to avoid this issue entirely.
Boats of all sizes can be potentially hazardous for drones. Don’t fly too close to any boat, and as an added precaution, set your return-to-home height higher any time you are flying near a boat (especially a cruise ship or container ship).
Make sure you stay alert to these and other obstacles during your flight over water. If you notice any potential hazards it is always recommended you keep your drone on land and wait for a safer time to fly.
Use Your Intelligent Flight Mode – Course Lock
Intelligent flight modes allow you to create professional-level aerial footage with just a tap. One of the most useful modes for over-water flight is Course Lock, which lets users pre-set a flight path. The drone can then fly automatically, giving users more freedom to focus on getting incredible shots.
Be Aware of Wind Speed – It Will Affect Battery Level
As drone pilots know well, strong winds can result in aircraft instability during flight. Strong winds can also cause your battery levels to drop quickly. Unfortunately, wind is hard to avoid, and the higher up you go, the stronger it often gets. If you notice strong winds on the ground, it’s safe to assume there are even stronger winds in the air and you may want to consider delaying your flight.
This tutorial will teach you how to measure the wind speed using the DJI GO 4 app:
In conclusion, flying over water is dangerous, and even an instant of carelessness can result in a damaged or lost drone. As a pilot, always pay attention to your surroundings and focus on safely controlling your drone. Follow these tips and your chances of having a fun, safe, and dry flight will be greatly increased.
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aerospace
|
https://commons.wikimedia.org/wiki/Category:Taylor_aircraft
| 2018-10-21T00:19:11 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583513508.42/warc/CC-MAIN-20181020225938-20181021011438-00442.warc.gz
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|
webtext-fineweb__CC-MAIN-2018-43__0__125305067
|
en
|
Jump to navigation Jump to search
English: Taylor aircraft produced aircraft designed by Moulton Taylor, including the Taylor Aerocar roadable aircraft. Taylor also designed homebuilt aircraft, including Taylor Coot, Taylor Imp, Taylor Mini Imp, etc. Those are also sometimes referred to as Aerocar Coot, etc. No connection with Taylor Cub, designed by Gilbert Taylor, that was developed into the Piper Cub.
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aerospace
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https://leroychiao.blogspot.com/2008/04/
| 2024-02-28T12:59:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474715.58/warc/CC-MAIN-20240228112121-20240228142121-00111.warc.gz
| 0.972308 | 973 |
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webtext-fineweb__CC-MAIN-2024-10__0__136067340
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en
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Devon Island Expedition
Friday, April 25, 2008
On April 19th, a Soyuz TMA spacecraft returned to Earth in the backup ballistic mode. This was the second Soyuz in a row to return in that mode. What does it all mean?
I flew on Soyuz TMA-5 to and from the International Space Station for Expedition 10. I was trained as the copilot, so I was intimately familiar with the spacecraft, it's operation, the backup modes and emergency procedures. Normally, the Soyuz descent module returns to Earth in an automatic mode, which flies a determined flight profile with closed-loop guidance. That is, the spacecraft is maneuvering to hit a defined point in the sky, where the parachute is deployed. In this maneuvering, the spacecraft profile is also designed to minimize the G-loading of the crew, usually to less than five G's. This was the case for TMA-5.
There are a number of failures that can cause a ballistic entry. In these cases, the spacecraft descent module spins and a rate of between thirteen and eighteen degrees per second, depending on the specific mode. There is no closed-loop guidance, the capsule is descending in a stable, but uncontrolled mode, to land where it is pointed. Thus, the footprint on possible landing sites is much larger. The crew is also subjected to higher G-loading, since the autopilot is not flying to minimize this loading. The maximum reported G on the last Soyuz was 8.2 G. This is a high level, but it is certainly tolerable. Anyone who flies on a Soyuz is run through the centrifuge to this level as a medical evaluation.
The real question is why did two Soyuz TMA's enter in ballistic mode? In the case of the first one, there appeared to be at least two failures, with a frayed wire causing a short being officially blamed for the downmoding of the spacecraft. We will have to wait for the incident report to find out what caused the latest downmode.
Is the Soyuz safe? I think so. I have met the people who work on the vehicles, I have seen for myself the environment in which they are created and processed. These are a dedicated group of specialists and they are very serious about what they do. The Soyuz design has been around for decades. It is the single most reliable spacecraft (with the largest number of flights) in history, to date.
I will be following this story closely.
Saturday, April 12, 2008
Do you remember Sputnik and Yuri Gagarin's flight? Gagarin became the first human to be launched into space in April 12, 1961. I was only about eight months old at the time, so I don't remember the actual event. But, I grew up during the space race and followed all of the missions once I was old enough to understand.
Gagarin's flight set off the chain of events that led to the Apollo program and the landing of Americans on the moon. Nobody has been back there since 1972. When will we be there again? Will the Constellation program survive under the new US Administration (no matter who wins the election)?
Sunday, April 6, 2008
Do you believe in COTS? By COTS, I mean the commercial program competition that NASA has committed about $500M towards. The idea is to stimulate commercial outfits to develop an unmanned resupply system for the International Space Station. Sounds good, but let's take a short look.
Two competitors won big NASA COTS awards in late 2006. One of them consequently missed funding milestones and had their award taken away. This award has now been given to a third company. Inside conversations with NASA folks usually involve rolling of the eyes and comments such as "we've been told to believe in COTS." At least one company (not selected for an award) has publicly accused NASA of "not being serious" about it.
I think it is a good idea, but I must admit to being skeptical. NASA is going to make any commercial outfit go through the same safety, testing and review process that a government vehicle must pass. This process is not simple, quick nor inexpensive. How will a commercial company be able to do all of that and still expect to make a profit?
As a reference point, the French ATV recently successfully docked to ISS. It was many, many years in development and in the end, the published program cost was 1.3 billion euros, or about $1.9 B!
What do you think?
PS: The photo above is of Progress 17P as it approached to dock with ISS during Expedition 10. I snapped this photo of it at a range of about 50 meters.
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aerospace
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https://ohioopen.library.ohio.edu/spacejournal/vol2/iss3/4/
| 2023-06-05T03:15:03 |
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| 0.712774 | 156 |
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en
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Online Journal of Space Communication
The AmericaView Consortium is a network of several state consortia whose goal is to expand remote sensing education, research and innovation.
Bloemer, Hugh and Quattrochi, Dale
"Introduction to Remote Sensing: AmericaView Consortium,"
Online Journal of Space Communication: Vol. 2:
3, Article 4.
Available at: https://ohioopen.library.ohio.edu/spacejournal/vol2/iss3/4
Astrodynamics Commons, Navigation, Guidance, Control and Dynamics Commons, Space Vehicles Commons, Systems and Communications Commons, Systems Engineering and Multidisciplinary Design Optimization Commons
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aerospace
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https://airwaysmagazine.substack.com/p/airways-weekly-briefing-april-25-may-1-2022-1160133
| 2023-06-07T15:25:08 |
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| 0.842046 | 675 |
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webtext-fineweb__CC-MAIN-2023-23__0__38771043
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en
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Airways Weekly Briefing: April 25-May 1, 2022
Here's the rundown of the most viewed articles our readers enjoyed this week, including the Odesa Airport runway attack, American Airlines' Irish push, and this week's top history posts.
We also kickstart Skin Cancer Awareness Month with the story of Elise S. May, an aviation safety professional, and her husband, a pilot for a major US carrier.
Choose the story that interests you the most and read on!
Top 10 Stories of the Week
Flight Crews at Double Risk of Developing Skin Cancers — airwaysmag.com As we start Skin Cancer Awareness Month, Airways shares the personal story of Elise S. May, an aviation safety professional.
Russian Attack Destroys Odesa Airport Runway — airwaysmag.com
Ukraine revealed that a Russian missile attack destroyed the runway at Odesa International Airport (ODS).
Southwest Flight 1380: Anatomy of an Inflight Emergency — airwaysmag.com Southwest Airlines (WN) Flight 1380 was a Boeing 737-7H4 that experienced an uncontained engine failure in 2018.
American Airlines Strengthens Ireland Network — airwaysmag.com
American Airlines (AA) announced plans to expand its network between Ireland and the US with three new seasonal routes.
Frontier Airlines Launches a Slew of Nonstop Routes — airwaysmag.com Today, Frontier Airlines (F9) launched multiple new routes from Rhode Island, Raleigh–Durham, and Chicago Midway.
Remembering the DC-10: A Pilot’s Perspective — airwaysmag.com Airline pilots live and die by their "number," or seniority number, that is.
Boeing Confirms 777X Deliveries for 2025 — airwaysmag.com
Boeing confirmed via its Q1 financial results that delays in its 777X program would cause the first deliveries to begin in 2025.
Secrets of the Boeing 777X Wingtips — airwaysmag.com
The Boeing 777X is one of the most awaited aircraft to hit the market, and an eye-catching feature is its foldable winglets.
Alaska Airlines to Suspend Anchorage-Honolulu Route — airwaysmag.com From June to November 2022, Alaska Airlines (AS) will halt all nonstop flights between Anchorage and Honolulu, Hawaii.
Startup Aeroitalia Looks to the Americas for 2023 – Airways Magazine — airwaysmag.com Aeroitalia (ROO) will debut in Italian skies with an operational base in Forlì and a fleet of six Boeing 737-800.
This Week in Aviation History
Remembering Aloha Airlines Flight 243 — airwaysmag.com On April 28, 1988, Aloha Airlines (AQ) flight 243 suffered an explosive decompression.
4/26/1972: Lockheed L-1011 Tristar Enters Commercial Service — airwaysmag.com
The Lockheed L-1011 TriStar (N301EA) entered commercial service in 1972 with Eastern Air Lines.
Subscribe to Airways Magazine
Subscription Plans — airwaysmag.com
Subscribe to Airways Magazine's one, two, or three-year print subscription plan shipping in the US, Canada, and worldwide.
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aerospace
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https://www.152aw.ang.af.mil/News/Photos/igphoto/2002824837/
| 2024-04-16T18:14:39 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817103.42/warc/CC-MAIN-20240416155952-20240416185952-00145.warc.gz
| 0.880006 | 296 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__556290
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en
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Senior Master Sgt.
Airmen performing search and rescue of a simulated aircraft disaster area during the hands-on exercise portion of Home Station Readiness Training (HSRT) in Reno, Nev. Over 100 Airmen from around the country came to the HSRT hosted by the Nevada Air National Guard’s Force Support Squadron July 26-30, 2021.
18.0-140.0 mm f/3.5-5.6
IMAGE IS PUBLIC DOMAIN
This photograph is considered public domain and has been cleared for release.
If you would like to republish please give the photographer appropriate credit.
Further, any commercial or non-commercial use of this photograph or any other
DoD image must be made in compliance with guidance found at
which pertains to intellectual property restrictions (e.g., copyright and
trademark, including the use of official emblems, insignia, names and slogans), warnings
regarding use of images of identifiable personnel, appearance of endorsement, and related matters.
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aerospace
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http://www.st-ing.com/en/news/aeroflot-sti-partner-34.html
| 2020-07-09T13:47:49 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655900335.76/warc/CC-MAIN-20200709131554-20200709161554-00353.warc.gz
| 0.942881 | 148 |
CC-MAIN-2020-29
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webtext-fineweb__CC-MAIN-2020-29__0__24000173
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en
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AEROFLOT - STI PARTNER.
Aeroflot is the largest air carrier in Russia and one of the leaders in the European air transportation market.
STI is currently performing construction and installation work on the overhaul of the building of the training center of the aviation personnel training department.
The center has more than 40 years of experience in training aviation specialists, is a certified aviation training center of the Federal Air Transport Agency. The flight school fruitfully cooperates with ICAO, IATA, TKP, Saber, Amadeus, SITA, and is also in the TOP-10 of the best authorized IATA training centers in Europe.
This partnership is certainly the pride of STI!
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aerospace
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https://news.southalltravel.co.uk/travel/all-nippon-airways-lands-first-boeing-787-flight-in-hong-kong.php
| 2022-05-23T06:14:23 |
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| 0.9451 | 692 |
CC-MAIN-2022-21
|
webtext-fineweb__CC-MAIN-2022-21__0__282657487
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en
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Boeing’s long-anticipated 787 Dreamliner landed in Hong Kong on Wednesday. All Nippon Airways’s first commercial flight with the Dreamliner has been delayed for more than three years.
After much delay, All Nippon Airways made history on Wednesday as the world’s first charter passenger flight of Boeing 787 Dreamliner landed in Hong Kong.
All Nippon Airways (ANA) Flight NH7871 took off from Tokyo’s Narita International Airport in the early afternoon and landed some four hours later in Hong Kong. The flight was welcomed by traditional dance and music at Hong Kong. The aircraft will return to Japan on Thursday.
Some 240 odd passengers who took the flight included scores of journalists, and Boeing and ANA executives. The Tokyo-based carrier organised a lottery among its frequent flyers for an opportunity to buy tickets on the Dreamliner. The airline sold some tickets in charity auctions.
Boeing 787 Dreamliner is believed to be 20% more fuel-efficient than conventional airliners and 30% cheaper to maintain. Travellers who look for cheap flight tickets will perhaps have a much better chance with the Dreamliner. It is not only about fuel efficiency and cheap flight tickets, the Boeing 787 also features design improvements for more comfortable medium- and long-haul flights.
All Nippon Airways is all set to start regular domestic service flights with the Boeing 787 Dreamliner from Nov. 1st. This will be followed by the first long-haul flight route from Tokyo to Frankfurt in January. ANA hopes to expand its service to Europe and North America next year.
Boeing 787 Dreamliner
Boeing 787 Dreamliner aims to change the way people travel. The makers claim that the flying experience of the travellers will be much better and comfortable with larger windows, improved lighting, and air pressure and humidity that are much akin to that on the ground.
The Dreamliner is built of lightweight materials that promise to improve the fuel efficiency of aircraft considerably. Boeing 787 Dreamliner is the first commercial jet made principally of plastic-composite materials. The aircraft has been touted as the ‘game changer’ by industry experts.
All Nippon Airways is the biggest customer of the Dreamliner, with a total order of 55 aircraft. Up to now, the airline has received two of the airplanes and it is scheduled to get nine more before the end of March. ANA hopes to have 20 by the end of March 2013.
In course of time, Boeing 787 Dreamliner will become the main aircraft in ANA’s fleet. As per reports, the aircraft will help generate fuel savings to the tune of 10 billion yen ($126 million) a year.
Boeing had more than 800 Dreamliner orders at the end of last month from carriers like Air China,British Airways and Delta Airlines. This also included orders from China Eastern Airlines. However, the Shanghai-based airline has swapped the Dreamliner for 737s. Delays are said to be the reason for the change.
Japan Airlines has thirty five 787s on order, which it will employ to start a Tokyo-Boston service from April. United Continental will be the first American carrier to fly the 787. The airline plans to ply the aircraft on the Houston and Auckland (New Zealand) route.
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aerospace
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https://www.metal-am.com/6k-additive-and-agile-space-industries-partner-to-advance-lunar-mission-with-ni625-powder-certification/
| 2023-10-03T03:43:12 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511053.67/warc/CC-MAIN-20231003024646-20231003054646-00780.warc.gz
| 0.928482 | 714 |
CC-MAIN-2023-40
|
webtext-fineweb__CC-MAIN-2023-40__0__26052317
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en
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6K Additive, a division of 6K Inc. headquartered in Andover, Massachusetts, USA, and Agile Space Industries, a space propulsion technology company headquartered in Durango, Colorado, USA, have announced that Agile is seeking certification of Ni625 powder produced by 6K Additive for use in customer space applications, including critical rocket components.
6K Additive’s Ni625 powder is currently undergoing certification for use at Agile’s manufacturing facility. The first parts to be produced using this powder will be used in Agile’s A2200 bipropellant hypergolic engine. The engines are powered by a pressure-fed hypergolic biorepellant, which does not require ignition as the hydrazine derivative fuel, M20, and MON3 oxidizer combust on contact. By leveraging Additive Manufacturing, the engine was designed to weigh only 5.9kg, while still producing 500-lbf of thrust, highlighting the benefits of lightweighting using AM technology, without compromising on power.
THE WORLD OF METAL AM TO YOUR INBOX
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Kyle Metsger, Director of Additive Technology at Agile, explained, “By weight, 85% of our engine components are Additively Manufactured, meaning we rely heavily on AM powders that can withstand the extreme temperatures and forces generated during take-off and flight. 6K Additive allows us to additively manufacture using high-quality powders that are required for our critical applications, while also helping us meet our environmental goals through their recycling program and sustainably manufactured powders. 6K Additive can deliver extremely consistent powder that allows our production line to run the long build times required for these complex components.”
Traditional development cycles for aerospace components can take more than two decades. However, by harnessing the speed and flexibility of AM, Agile can compress development time to just 12 months. “A year-long development cycle still sounds like a very long time in many industries, but we are showing the primes in the aerospace industry what the future looks like. Moving to the larger TruPrint 5000 machine gave us the ability to qualify the new parameters for the machine and material simultaneously. In this way, AM allows us to be ‘Agile’ in name and practice,” continued Kyle Metsger.
Agile’s A2200 engines will power a Lunar lander vehicle. Developed for high-performance on demanding missions, the A2200 engine provides a specific impulse of over 318 seconds. Its integral pintle sleeve throttling mechanism allows for deep throttling, ensuring precise control and a smooth ride for a range of missions. The engine can adjust thrust from 50 to 100% in under 650 milliseconds, making it ideal for the demanding manoeuvring sequences required for lunar missions.
Frank Roberts, President at 6K Additive, commented, “We are always excited to partner with customers like Agile who leverage our high-quality powders to produce critical rocket parts to land on the moon. The fact that we can enable space exploration while continuing to lead the way with sustainability at home on Earth is the best of both worlds. Agile has a cradle-to-grave mentality around its products, and having 6K Additive supply the company with high-quality, sustainably produced Ni625 and provide an established waste stream to help with its environmental stewardship speaks to our mission of going beyond expectations for our customers.”
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aerospace
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https://www.dailynewsfortravelers.com/american-airlines-trains-its-staff-with-virtual-reality/
| 2024-02-28T22:07:24 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474746.1/warc/CC-MAIN-20240228211701-20240229001701-00007.warc.gz
| 0.95139 | 383 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__53725652
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en
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American airlines trains its staff with virtual reality
When she joined American Airlines last January, Tajiah Leath followed an all-new training system reserved for company flight crews. She could have been training on the opening and closing of gates for embarkation and disembarkation, do the following operate emergency exits and also perform emergency equipment checks before the flight.
During this practical training, however, she did not need to board.
Taijah is one of 150 new American Airlines recruits trained through the virtual reality at the American Airlines Training & Conference Centre in Fort Worth, Texas.
Although virtual reality will never replace traditional practical training including flight hours spent alongside experienced flight attendants, this new training formula will enable new flight attendants to master the essential safety tasks before making their first flight.
Approximately 2,000 new flight attendants are expected this year at American Airlines, their training is therefore a key issue to guarantee flight safety on an international scale.
The use of advanced technologies such as virtual reality responds perfectly to this problem and complements the traditional initial training of flight personnel of 6 weeks.
« This virtual reality program is the result of a project initiated in 2017, aimed at reformulating our entire hiring process. We wanted to evolve this program, then based on instructor-led instruction, to focus on the learner and their preparation, » explains Jon Murden, Manager Strategy and Business Operations, Flight Service Standards and Training.
During the old training modules, the newcomers had shown how difficult it was to visualize the cabin, which was then presented during the Powerpoint courses with the help of plans.
Now learners can move around the booth and interact with their colleagues.
environment thanks to the virtual reality mask and thus locate emergency equipment in real time.
With this new training, new flight attendants will be able to familiarize themselves with all these tasks before practicing them in a flight simulator or in a real aircraft.
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aerospace
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https://avianalysis.consulting/collections/products/products/aircraft-performance-analysis
| 2024-04-23T23:17:21 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818835.29/warc/CC-MAIN-20240423223805-20240424013805-00743.warc.gz
| 0.854307 | 84 |
CC-MAIN-2024-18
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webtext-fineweb__CC-MAIN-2024-18__0__189723113
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en
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This analysis provides takeoff, landing and en route performance.
Airfield Performance Results
En route Performance Results
Basic level analysis includes 1 Aircraft Type and up to 10 Routes.
Premium level analysis includes 2 Aircraft Types and up to 20 Routes.
Supported by Pacelab Mission Suite
Adding product to your cart
Report will be delivered within 1 business day after Input Form is received.
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aerospace
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http://www.armscontrolwonk.com/archive/201081/three-poles-walk-into-a-bmd-interceptor-site/
| 2017-03-24T14:05:43 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218188132.48/warc/CC-MAIN-20170322212948-00580-ip-10-233-31-227.ec2.internal.warc.gz
| 0.956873 | 514 |
CC-MAIN-2017-13
|
webtext-fineweb__CC-MAIN-2017-13__0__75845611
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en
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Michael Gordon has a competent summary of debates surrounding a possible third missile defense interceptor site in eastern Europe.
The Missile Defense Agency, according to Gordon, argues that a site in Poland or the Czech Republic would “position the interceptors close to the projected flight path of Iranian missiles that would be aimed toward Europe or continue on a polar route to the United States.”
Too close, actually.
See, the earth is round. That means that Iran could use medium range ballistic missiles to fly under the radar in the UK and wipe out the interceptors. Ted Postol created a nifty diagram (above) that clearly explains why eastern Europe is a lousy choice for an interceptor site deployed against Iran:
I have attached for your information a diagram that shows the search coverage of the radar at Fylingdales with respect to both Poland and Iran. I have also plotted ballistic missile trajectories between Iran and Poland. The higher of the two trajectories uses a launch angle of 42° and the lower of the two shows a launch angle of 30°. The optimal trajectory (maximum range for a given burnout velocity) would have a loft angle of 37°.
This means that typical “minimum energy” trajectories from Iran to Poland would under fly the Fylingdales radar screen and never be seen. As such, a Czech or Polish missile defense site would need to have local radars and interceptors dedicated to self-defense.
… if Iran were truly involved in developing an ICBM, they would first have to develop a first stage rocket motor that would almost certainly be usable as a single stage rocket that could fly a 2000 plus pound payload from Iran to Poland or [the Czech Republic]. This therefore means that well before Iran succeeded in developing a postulated ICBM capability they would have the capability to attack or exhaust defense sites in either Poland or [the Czech Republic]. This could be done by launching nine or more of these much simpler shorter range missiles at the defense site. The operators of the defense would be forced to choose between expending all their available interceptors or letting a possible nuclear warhead detonate on Poland or [the Czech Republic]. Of course, none of the missiles would need to be armed with nuclear warheads as it would be impossible for the defenders to know whether or not a given rocket was carrying nuclear warheads.
Thus, the most simple of countermeasures, ones that do not even employ easily constructed decoys, could defeat such a defense site so imprudently close to Iran.
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aerospace
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https://ipxchange.tech/boards/giuseppe-talarico-personal-satellite-sprite-class-space-iot-node/
| 2024-03-04T09:38:40 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476432.11/warc/CC-MAIN-20240304065639-20240304095639-00760.warc.gz
| 0.910649 | 454 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__207011658
|
en
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The Personal Satellite by Italian aerospace inventor Giuseppe Talarìco is a 38 x 42 mm three-board sandwich that is compact enough for 100 units to fit into the same package as the typical cube satellite (CubeSat) deployer for 1% the unit cost of a space satellite deployment – 1000 Euros is typical for a single CubeSat launch as of 2023 – with significant improvement in the odds of successful missions per launch thanks to the sheer number of units deployed.
Additionally, the compact form factor and decaying low-Earth polar orbit after launch – starting at approximately 250 km above the Earth’s surface – means that each satellite will burn up on re-entry, eliminating worries of any contribution to the growing space debris problem. The typical lifetime for each Personal Satellite ranges from 2-3 weeks to 2-3 months at a maximum for applications that include commercial and academic research efforts and short-term radio deployment projects.
The three boards that comprise each Personal Satellite are as follows:
- Motherboard: MCU + LoRaWAN via the TTN network for global data transmission and device monitoring without the requirement for a dedicated terrestrial base station – TTN allows users to access their satellite via the internet thanks to a network of LoRa gateways across many countries.
- Payload board: This board contains your choice of mission-critical sensors and other circuitry, for example to measure UV levels or other conditions in the upper atmosphere.
- Power board: This contains the required circuitry for powering the satellite using harvested solar energy or an on-board battery.
Since the satellites are placed in an orbit that does not offer GPS coverage, an onboard motion-sensing SoC (LSM9DS1) can be used to track its position during the mission thanks to a plot of the 3-axis-acceleration, gyroscopic-velocity, and magnetic-field data picked up by this sensor.
For more information or for a sample of this device to prepare for your next mission, fill out the form below, and ipXchange will facilitate conversation to get your space journey started. ipXchange also has contacts for space launch information if you wish to act independently of Giuseppe’s channels.
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aerospace
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https://www.dnaindia.com/india/report-meteor-scalp-missiles-to-make-rafale-more-lethal-2795476
| 2024-03-02T03:03:12 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475727.3/warc/CC-MAIN-20240302020802-20240302050802-00511.warc.gz
| 0.946151 | 402 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__71993619
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en
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Along with the air dominance Sukhoi Su-30MKIs, Rafale fighter will give the IAF an extremely potent combination to deal with any threat from across India's western as well as northern borders
Indian Air Force Rafale fighter, armed with two of the world's most advanced missiles Meteor and Scalp (French name)/ Storm Shadow (British name), will give an unmatched capability to India to thwart an attack, as well as launch precision, strikes deep inside the enemy territory without sending the aircraft close to the designated target.
Rafale, IAF's most advanced fighter, will be formally joining the force on October 8 which is not only the Air Force Day but also Dussehra. Along with the air dominance Sukhoi Su-30MKIs, Rafale fighter will give the IAF an extremely potent combination to deal with any threat from across India's western as well as northern borders.
The French combat aircraft is not only one of the most advanced 4++ Generation fighter but also packs a lethal punch with an array of missiles and bombs, including MBDA's deadly Meteor and Scalp as part of the Rafale weapons package. While Meteor is the world's best Beyond Visual Range Air-to-Air Missile (BVRAAM), the fire-and-forget Scalp is a long-range, air-launched, stand-off attack missile which can penetrate deep into hard rock and fortified targets.
With a range of 150 kms and a No Escape Zone of more than 60 km which is the largest among all similar missiles currently in service with the air force around the world, Meteor is the leader in the BVRAAM category.
Capable of being fired in all-weather conditions, Meteor missile has an advanced active radar seeker which can lock on to highly manoeuvrable fighters as well as small Unmanned Aerial Vehicles and cruise missiles.
Meteor has a data link communication and can also be operated using third party data.
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aerospace
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https://www.helipass.com/en/touristic-helicopter-flights/3/panoramic-flights-toronto.html
| 2021-12-08T09:03:36 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363465.47/warc/CC-MAIN-20211208083545-20211208113545-00090.warc.gz
| 0.896368 | 254 |
CC-MAIN-2021-49
|
webtext-fineweb__CC-MAIN-2021-49__0__2407350
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en
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Survol de Toronto
Toronto helicopter flight
Take off from Billy Bishop Airport to discover downtown Toronto.
Fly north to Queen's Park and discover Lake Ontario and the iconic CN Tower, and the Ripley Aquarium for see the Shark imagery.
This flight will make you discover a modern city between green space and building.
An experience not to be missed!
You need to know
- € 24.50 registred fee to be paid per person
- The health pass is not mandatory for our tourist flights.
- For operational reasons, the days and times of flights may be subject to modification.
- You need to arrive 30mn before the flight for the boarding formalities
- You will be asked for a proof of identity before the flight
- All of our operators have a certification
- For your safety reasons, weather conditions can postpone your flight
You'll fly on Robinson R44
Number of seat
Cruising speed :
Description of the helicopter :
The Robinson R44 is a lightweight Lycoming 3-passenger seater and 1 pilot seater piston helicopter produced by Robinson Helicopter since 1993. It is use for Transport, school and aerial work
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aerospace
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https://www.nearnorthschools.ca/blog/16642/16642/
| 2024-02-20T22:26:38 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473347.0/warc/CC-MAIN-20240220211055-20240221001055-00169.warc.gz
| 0.938419 | 317 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__53896616
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en
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The students in the Grade 11 University Physics Class at West Ferris Intermediate Secondary School in North Bay, Ontario will be launching a weather balloon into Earth’s Stratosphere with a payload of camera-toting mini computers and radio tracking equipment. The launch procedure is weather dependent, and so the exact launch date has not been confirmed. However, it is anticipated that the launch will take place between October 9th and October 31st from the football field at West Ferris Secondary School. Once the launch date is finalized information confirmed the exact launch date and time be issued 72 to 48 hours prior to the event.
The purpose of the mission is to observe and record the journey to near space using in-flight radio transmissions of GPS location, data, video, and images. The balloon is expected to explode at an altitude of just over 30km, at which point a parachute will deploy and the payload will descend back to Earth. The flight is expected to take a total of about 3 hours. Data from the flight will provide experimental results and serve as an anchor activity providing authentic context to course materials.
The students of the Grade 11 University Physics class will track the balloon’s flight path in chase cars, with reception assistance provided by the North Bay Amateur Radio Club. The goal is to retrieve the payload post-flight, along with its cache of data, video and images. This activity is called High Altitude Ballooning (HAB).
For more information, please contact:
Kelly Shulman (VE3KLX)
West Ferris Intermediate Secondary School
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aerospace
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https://flightinfo.com/threads/true-operating-costs.7745/
| 2021-06-13T14:52:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487608856.6/warc/CC-MAIN-20210613131257-20210613161257-00431.warc.gz
| 0.978876 | 430 |
CC-MAIN-2021-25
|
webtext-fineweb__CC-MAIN-2021-25__0__130284288
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en
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I need to get the aircraft and flight department costs that people use to budget and for tax purposes. There have been arguements in our company from day one between the accounting/management people and those who fly and run the flight department. We have a single aircraft. A BE-200. The purpose for the aircraft has typically has been for the corporate owners mostly on pleasure flights - some business. This was his first aircraft (not counting former and present enrollment in a fractional - he likes being flexible). They established the aircraft in our own 135 operation to get some tax advantages and hopes of offsetting some costs. They have never revealed their accounting formulas and considerations and have never offered a budget. I inherited the status quo. Now with the stock market in the toilet they are making noise about getting more charter (they will use their fractional if a conflict comes up). My feeling has always been that a 135 charter for a one aircraft flight department - 2 pilots will never even break even and most likely "loose" money. Aircraft was bought basically new in 1997. I know our approxiamate direct operating cost using fuel burn, engine reserve based on engine TBO and a maintenance reserve. This basically comes to about $600.00/hr. What are the other expenses that can legitamately be accounted for operating cost. They are coming up with a $1500/hr figure. Our aircraft utilization this year is close to 400hr. Last year was a little less as was the year before that. Where and when are expenses like aircraft insurance, pilot salaries and insurance, pilot training, misc aircraft expense (stores, equipment upgrades, interior and paint, cleaning equipment, etc), hanger rent, office rent, 135 expeditures like drug program enrollment, other training, etc. - how are these factored in. Obviously a department with multiple aircraft and more people flying more hours per year can spread the hourly and some fixed cost over more aircraft. I'm sure if an owner wanted to justify (which I believe corporate and personal aircraft can't be) every expense a flight department had, then the per hr cost would be astronomical.
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aerospace
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https://www.mifanmall.com/original-xiaomi-mitu-wifi-fpv-tumbling-rc-drone.html
| 2020-04-07T02:54:07 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371665328.87/warc/CC-MAIN-20200407022841-20200407053341-00019.warc.gz
| 0.870692 | 180 |
CC-MAIN-2020-16
|
webtext-fineweb__CC-MAIN-2020-16__0__48686256
|
en
|
Original Xiaomi MITU WIFI FPV Tumbling RC Drone
Built-in 720P camera is tuned amazingly to capture pictures and videos from the sky and gives FPV transmission in real-time.
The drone hovers at a certain height, fly steadily and smoothly in the indoor environment.
Locking the current head orientation as the forward direction, even if rotating the drone does not affect the right forward direction of flight, making the manipulation easier and easier to master.
In G-sensor Mode, control the fly direction by only tilt your RC drone. The one-hand control is also so easy.
Do a 360-degree flip, continuous roll for perfect action and wonderful performance.
The MITU RC drone has a multi-machine infrared battle function, enjoy yourself with your friends.
With Headless Mode, no need to adjust the position of aircraft before flying.
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aerospace
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https://www2.lpod.org/wiki/June_20,_2017
| 2018-12-12T10:20:49 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823817.62/warc/CC-MAIN-20181212091014-20181212112514-00144.warc.gz
| 0.882371 | 301 |
CC-MAIN-2018-51
|
webtext-fineweb__CC-MAIN-2018-51__0__129736333
|
en
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The Lunar Reconnaissance Orbiter, scheduled to launch in October 2008, will carry the Lunar Orbiter Laser Altimeter (LOLA). LOLA will produce topographic maps of the Moon using a LIDAR ranging system. We have developed a hands-on activity for middle and high school students that uses an ultra-sound motion detector to simulate LOLA LIDAR mapping. This activity is presented in the context of a larger module, which involves a simulated lunar search-and-discovery mission, using simple robots equipped with various sensors. The students use the topographic map that they produce to determine the path that their robot will traverse through Lunar Land, a 150 cm-square mock-up (above left) of a surface with obstacles (craters!?) of various heights. The figure above shows, in the center, Lunar Land, and on the right is the topographic map of Lunar Land generated using the ultrasound motion detector. This lesson offers an opportunity to engage students in an activity analogous to that which real lunar scientists might do, and provides an opportunity for a discussion of lunar science, fundamentals of measurement (including measurement uncertainty), spatial resolution in the context of remote sensing, and graphical representation and analysis of data, for starters. This effort is supported through the NASA Exploration Systems Mission Directorate Education.
Don Higdon and Susan Hoban
Here are detailed instructions for this activity.
Yesterday's LPOD: New Perspective, Old Image
Tomorrow's LPOD: Equal Rims?
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aerospace
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https://www.kfw-ipex-bank.de/Market-analyses/Market-analyses/Amazon-Air/
| 2019-12-13T23:34:24 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540569332.20/warc/CC-MAIN-20191213230200-20191214014200-00091.warc.gz
| 0.891159 | 58 |
CC-MAIN-2019-51
|
webtext-fineweb__CC-MAIN-2019-51__0__169288776
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en
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Amazon Air. A flash analysis.
Digital players like Amazon are increasingly influencing operations in the air cargo industry, which will lead to lasting changes in the sector. How is the current situation and what kind of changes for the global air cargo industry can be foreseen?
Published: November 2018
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aerospace
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https://www.fuelbirds.com/the-top-3-apache-helicopter-models/
| 2022-05-27T07:19:10 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662636717.74/warc/CC-MAIN-20220527050925-20220527080925-00449.warc.gz
| 0.968632 | 1,169 |
CC-MAIN-2022-21
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en
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Welcome to the world of Apache Helicopters! Today we are going to look at the top three Apache helicopter models. These include: AH-1 Cobra, AH-64 Apache and AH-6 Little Bird.
The AH-1 Cobra is a light tactical helicopter with lethal firepower, excellent survivability, and high agility. The AH-1 evolved from the Bell 209 that was renamed the “HueyCobra”. It has a conventional design with a 2 blade tail rotor and anti torque pedals. It can carry a variety of weapons including but not limited to: rockets, missiles, cannons and guns. The A model was built in 1967 while the latest version (Z) was built in 1994.
The AH-64 Apache is an advanced four bladed, twin engine attack helicopter that is designed by McDonnell Douglas (now Boeing). It was designed specifically for the US Army as an Air Cavalry Fighting Vehicle and as an Anti Tank Weapon System. The first prototype flew on September 30th 1975 and entered service in April 1986.
The AH-6 Little Bird is a light attack helicopter based on the OH-6 Cayuse/Loach by Boeing Rotorcraft Systems. It is used primarily by US Special Operation Forces for missions such as: Counter Terrorism,
Apache Helicopters are a type of helicopter that is used by the US and other countries. They are a popular choice for military operations and have been used in combat by many countries including the US, UK, Israel and Japan.
There are several different models of Apache helicopters, each with their own strengths and weaknesses that make them suitable for different types of missions. The most common model is the AH-64A which was first produced in 1984. There are also newer models such as AH-64D Longbow and AH-64E Guardian which were introduced later on during production runs or after upgrades to existing aircrafts.
The top three Apache Helicopter models are:
AH-64A, AH-64D Longbow and AH-64E Guardian
If you need a helicopter for military purposes, the Apache is the best choice. The United States and several other countries have these helicopters in their arsenal. Here are three models that have been used successfully by military personnel from around the world.
The AH-64A Apache Helicopter
This model was built by Hughes Helicopters and was introduced to the military in 1984. The first model had a number of issues, which were resolved in the later models. This model has two engines, which means one can keep operating if the other fails.
The AH-64D Longbow Apache Helicopter
This version of the Apache helicopter was developed by McDonnell Douglas and Boeing. This version features radar on top of the helicopter. The model also includes night vision cameras and a laser rangefinder. Like all Apaches, it has weapons mounted on each side of its body.
AgustaWestland Apache Helicopter
This is a British version of the Apache helicopter. It has two engines and can travel at speeds up to 184 miles per hour. It is armed with missiles, rockets and guns that have been designed for use against ground targets or hostile aircraft. This model has been sold to the militaries of several countries around the world, including Greece, Israel and Japan.
The AH-64E Apache is a four-blade, twin-engine attack helicopter with a tailwheel-type landing gear arrangement, and a tandem cockpit for a two-man crew. It features a nose-mounted sensor suite for target acquisition and night vision systems. It is armed with a 30 mm (1.18 in) M230 chain gun carried between the main landing gear, under the aircraft’s forward fuselage. It has four hardpoints mounted on stub-wing pylons, typically carrying a mixture of AGM-114 Hellfire missiles and Hydra 70 rocket pods. The AH-64 has a large amount of systems redundancy to improve combat survivability.
The U.S. Army selected the AH-64 over the Bell YAH-63 in 1976, and later approved full production in 1982. After purchasing Hughes Helicopters in 1984, McDonnell Douglas continued AH-64 production and development. The first production AH-64D Apache Longbow, an upgraded Apache variant, was delivered to the Army in March 1997. Production has been continued by Boeing Defense, Space & Security; over 2,000 AH-64s have been produced to date.
When the AH-64 Apache was first introduced, it was considered to be more advanced than other helicopters of its time. That’s because the Apache helicopter could perform almost any mission that a rotorcraft could do, and it did so while being heavily armored.
The AH-64 Apache is a twin-turboshaft attack helicopter with a tailwheel-type landing gear arrangement, and a tandem cockpit for a crew of two. The helicopter was developed for the U.S. Army in the 1970s, and has been upgraded multiple times since then. The AH-64 has been exported to several nations, including Japan, Egypt, Israel, Greece and the United Kingdom.
The AH-64 is one of the most heavily armed helicopters in the world today; it can be equipped with a 30 mm (1.18 in) M230 Chain Gun carried between the main landing gear, under the aircraft’s forward fuselage. It has four hardpoints mounted on stub-wing pylons, typically carrying a mixture of AGM-114 Hellfire missiles and Hydra 70 rocket pods. The AH-64 can also be equipped with Stinger air-to-air missiles on its wingtip launch rails.
The Apache has been used in combat in Panama, the
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aerospace
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https://www.dronedeerrecovery.com/pages/pilots/az-advantage-aerial-photography
| 2024-04-17T22:37:24 |
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en
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Pilot: Donald Jones
Advantage Aerial Photography is offering thermal drone services in Arizona
Typical services offered by thermal drone pilots include:
Drone and Equipment
Advantage Aerial Photography uses the following equipment
Commercial Drone License
Donald Jones has a commercial drone license and can legally offer drone services.
Drone Level: Elite
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aerospace
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https://choppershoot.medium.com/drone-crash-10-tips-on-how-to-avoid-crash-e927e57691bc?source=post_internal_links---------4----------------------------
| 2021-09-21T19:35:23 |
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If you are an experienced drone operator, you have probably have had your drone crash and learnt along the way from your mistakes. If you are new at flying drones, you probably have the latest DJI model that has a sensors al around and crashing them is not easy. However, still, you must have come close to crashing one, or perhaps relied too much on sensors and return to home feature and eventually resulting in a crash.
With my 15 years of experience in flying Drones and RC Helicopters, I have written down these ten most important steps that will make crashing a drone almost impossible due to human and most technical error.
- Battery Check: Day before you intend to fly your drone ensure all batteries are sufficiently charged and are free of any damage or wear and tear. If there is any irregularity or any error, do not use it, mark it clearly and investigate later thoroughly. Drone crash due to the faulty battery is typical. Also, check all firmware are up to date.
- Risk Assessment: Once you are at the location of drone flight, look around and make a mental check of things that can cause you to crash. Could be lamp posts, road signs, electric wires, or construction crane. When flying below the obstacles and tight spaces, pay extra attention, and when you are flying above all obstructions, you can relax. Always fly at 70–80% of your ability. More complex locations more planing you must do.
- Return to Home: Do not depend on a return to home button. Always land back yourself. Based on your location surrounding program return to home altitude for an emergency. For example, if you are flying in an area with the most obstacles at 80 meters, your drone will crash if it is programmed at 70 meters to return home.
- Line of Sight: Unless you are flying FPV, you must maintain the line of sight 80% of the time when flying dual operator. You can look at the screen to see a composition or to get the orientation of the camera and drone when is it safe to do so. But if flying sideways or in tight spaces, the light of sight should always be maintained. Do not fly more than 500 meters in a built-up area and 700 meters in open areas.
- Rule of Hover: When working on a mid to large production there will be more than 30 to 50 people on set, and there is a chance someone will cross or stand in between you and the drone and block your view just when you are about to take off or land. To avoid this you need to ensure someone from your team is securing the area to make sure no one enters 5-meter radius of drone, and then take off and hover at 5 meters to quickly check if the drone is ok and all motors functioning well, and start flying. When landing, hover above the landing zone at 5 meters, ensure the area is clear to land and land. This procedure has helped me avoid crash many times while working on an unorganized or hectic set where everyone is running wild.
- Planing: Failing to Plan is Planning to Fail. Like any aspect of life, communication is the key and is essential in delivering what is expected from the Drone team. Meet the director and DOP understand the shots and raise red flags if there are shots that can not be done or are too risky. This should mostly be done prior to shooting during planing and location scouting stage and even on location. This will help you in saving batteries, you will look professional, and shots will be achieved faster. No not take off unless you know what shots client wants you to capture.
- Safe to Say No: It is expected that during every project you will be pushed to your limits and learn to say know if the client is asking you to do something unsafe or out of your capability. It is better to turn down a shot than to walk away with a crashed drone on a set.
- Overconfidence: In my experience, overconfidence is the no.1 cause of the drone crash. When you are overconfident that nothing will go wrong and you do not plan your shoot and trust your drone too much. Expect the best but prepare for the worst.
- Fatigue: Flying drone can be stressful depending on where you are flying and especially if you are flying for a client. Make it a point to take adequate rest before your flight. If you are well rested you will give your best. If you are tired and sleepy chances of making mistakes will be higher.
- When to land back: Set your drone to give you battery warning at 25% and start landing process when the battery is at 25%. This works in any number of situations, you could be flying far, and this gives you enough times to land back, or your drone disconnects or remote dies it will have enough battery to fly back to you.
If you are here and have read the above points means you are serious about safety and want to excel at your drone piloting skill. I wish you all the best and always remember safety first. If you have any questions, please write in comments below, and I will reply to any questions.
(Hatim Saleh is Founder of CHOPPERSHOOT Drone Company based in Dubai and Abu Dhabi )
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aerospace
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https://openminds.tv/bigelow-and-nasa-develop-plans-for-lunar-base-986/20380
| 2023-12-09T21:02:37 |
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| 0.938622 | 277 |
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NASA announced this week that it is in the initial planning phases with Bigelow Aerospace to build a lunar base. The base will utilize the inflatable module technology Bigelow Aerospace has been developing for space stations. Earlier this year NASA announced they will be using one of Bigelow’s inflatable modules on the space station.
NASA Associate Administrator, David Weaver, told Space Industry News:
As part of our broader commercial space strategy, NASA signed a Space Act Agreement with Bigelow Aerospace to foster ideas about how the private sector can contribute to future human missions… The agency is intensely focused on a bold mission to identify, relocate and explore an asteroid with American astronauts by 2025 — all as we prepare for an even more ambitious human mission to Mars in the 2030s. NASA has no plans for a human mission to the moon.
Robert Bigelow hopes to get his lunar base on NASA’s agenda. In an interview on Coast to Coast AM, Bigelow said his initial study will take about 100 days, and a second phase about 120 days. The study is funded by Bigelow Aerospace, who has already been conducting preliminary planning for a moon base, but now they are working directly with NASA.
Bigelow is a UFO enthusiast, and also spoke about his involvement in UFO research throughout the years on the Coast to Coast broadcast.
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aerospace
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https://room.eu.com/news/chinese-goddess-lands-on-far-side-of-the-moon
| 2024-04-13T16:27:35 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816820.63/warc/CC-MAIN-20240413144933-20240413174933-00809.warc.gz
| 0.945948 | 731 |
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en
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A Chinese spacecraft has made the first-ever landing on the far side of the Moon in the latest achievement for the country’s growing space programme. The relatively unexplored lunar far side faces away from Earth and is therefore sometimes referred to as the ‘dark side' because so little is known about it.
A photo taken by the lunar explorer Chang’e 4 at 11.40 am China time (3.40 GMT) and published online by the official Xinhua News Agency shows a small crater and a barren surface that appears to be illuminated by a light from the probe.
The China National Space Administration (CNSA) landed its robotic probe Chang’e 4 in the unexplored South Pole-Aitken basin. It is thought to be the largest, oldest and deepest crater on the Moon’s surface.
Official confirmation of the landing came via state broadcaster CCTV which said the lunar explorer had touched down at 1026 (0226 GMT). The Communist party-owned Global Times also reported that the probe had “successfully made the first-ever soft landing” on the lunar far side.
Chang'e 4 is named after the Chinese goddess of the Moon and its mission is to take detailed measurements of the South Pole-Aitken basin, an impact site over 1,553 miles across that exposes the deepest parts of the lunar crust.
This enormous basin is the Moon’s oldest impact feature. It is also the deepest, with a rim-to-floor distance of almost eight miles (13 km), or more than six times as deep as the Grand Canyon.
It is believed to have formed in the Moon’s early history during a collision which likely threw up material from the interior, meaning that Chang’e 4 could provide new clues as to how the Moon came into being.
Launched on 7 December 2018, the Chang'e 4 spacecraft comprises both a lunar lander and a six-wheeled rover. Chang'e 4 first entered an elliptical lunar orbit on 12 December, drawing as close as nine miles (15 km) from the surface before its historic landing.
Spacecraft have taken pictures of the Moon's far side before but no lander has ever touched down there and the accomplishment marks a further step towards China's ambition to become a leading power in space exploration.
NASA administrator Jim Bridenstine described it as an “impressive accomplishment”, saying: "Congratulations to China's Chang'e-4 team for what appears to be a successful landing on the far side of the Moon - this is a first for humanity.”
The Moon is tidally locked to the Earth which means those of us bound to the planet can only ever view the familiar lunar ‘face’. And, despite pop culture references to the contrary, the far side isn't dark - it receives solar light when the Moon sits between Earth and the Sun.
To communicate with Chang'e 4 on the lunar surface, the Chinese space agency launched the Queqiao relay satellite which went into a ‘halo’ orbit over the far side of the Moon last May. The satellite allows the lander and rover to communicate via relay and send scientific data back to Earth.
Both the rover and the lander are equipped with a suite of instruments - including three cameras - that will allow Chinese space scientists to study in detail the geology of the area. The lander also carries seeds and silkworm eggs within a sealed container and will examine whether the two life forms can thrive in the hostile lunar environment.
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aerospace
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http://virusindonesia.com/2020/03/15/31-airplane-business-pictures/
| 2021-03-05T21:58:49 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178373761.80/warc/CC-MAIN-20210305214044-20210306004044-00327.warc.gz
| 0.917658 | 120 |
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31+ Airplane Business Pictures. It struggled along for six hard years until it was. Their aircraft company did not prosper;
Use them in commercial designs under lifetime, perpetual & worldwide rights. It struggled along for six hard years until it was. Aircraft for sale, offered by individuals and aircraft dealers.
Do you want to buy your dream airplane?
In a business, the pilots are the passengers: Check out our business airplane selection for the very best in unique or custom, handmade pieces from our shops. Aircraft pictures planes king business airplanes aircraft plane. Don't bother with copy and paste.
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aerospace
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https://kbi.media/podcast/episode-193-deep-dive-dr-jordan-plotnek-the-intersecting-worlds-of-critical-infrastructure-and-space-security/
| 2024-03-05T01:32:47 |
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| 0.930801 | 201 |
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webtext-fineweb__CC-MAIN-2024-10__0__62115740
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en
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Securing space technology is no longer a luxury but a necessity for the smooth functioning of our increasingly interconnected world. In this episode of KBKast, we delve into the fascinating world of space technology and its connection to critical infrastructure. Dr. Jordan Plotnek talks about his journey, the challenges of space security, and emphasizes the need for a tailored and collaborative global approach to managing space system security that has humanity at its core.
Dr Jordan Plotnek received a PhD in space systems security and resilience from the University of South Australia and a Bachelor of Engineering in Telecommunications and Electronics from Swinburne University in Melbourne. Jordan is an Australian Air Force veteran and has held senior Operational Technology security positions for private and public sector organisations internationally. Jordan is currently a space security researcher at the University of South Australia and the Lead Partner for Critical Infrastructure at Anchoram Consulting. Jordan’s research and professional interests are centred around space systems security, critical infrastructure resilience, and cyber-physical conflict.
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aerospace
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https://insightcreative.co.nz/work/airshare-airways-drone-guidance-sub-brand
| 2024-03-04T21:39:43 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476532.70/warc/CC-MAIN-20240304200958-20240304230958-00715.warc.gz
| 0.936454 | 436 |
CC-MAIN-2024-10
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webtext-fineweb__CC-MAIN-2024-10__0__137842271
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en
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Client: Airways Corporation
Drones are rapidly growing in popularity for both recreational and commercial uses.
AirShare was originally developed five years ago by Airways with support from UAVNZ, the Civil Aviation Authority and Callaghan Innovation, to provide the information people need, to learn how to operate a drone safely, plan drone flights, request access to controlled airspace and hire commercial drone operators.
Airways asked to help relaunch their flagship drone brand, AirShare, with a new story and a new identity.
Following a client workshop, we distilled the AirShare story as being about creating better drone experiences. It’s always about the exhilaration, energy and freedom that comes from having the latest in technology in your hands. The knowledge, skill and passion to confidently guide an aircraft across the open skies. And it’s about connecting with like-minded people who share your love of flying, racing, playing and doing business with drones.
We researched drone user activities and motivators and concluded that the identity could best tell the story by reflecting:
Innovation - Being at the forefront of a developing technology focused industry. This led us to make a flying drone front and centre in the identity and to use colour and typography to create a technological feel.
Connection - Sharing stories, adventures and tips with like-minded people. This influenced photography and a tone of voice that reflects the drone community’s language.
Knowledge is power - Having information at your fingertips that allows you to fly safely and with confidence. This drove the development of a ‘plotting points’ texture to signify order and structure.
Overall the identity feels youthful, energetic and futuristic while still being edgy and aspirational. It reflects drone users, who they want to be and how drone flying makes them feel.
We applied the new identity to design new style guides for the website and the AirShare app, promotional material and environmental graphics. The modern, engaging and accessible feel of AirShare is already attracting a new generation of drone users. It’s very quickly becoming the must have tool for anyone flying a drone, for business or for pleasure.
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aerospace
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https://pushviews.com/blog/fireworks-among-the-starbursts-10778/
| 2022-05-24T19:44:32 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662573189.78/warc/CC-MAIN-20220524173011-20220524203011-00059.warc.gz
| 0.910752 | 251 |
CC-MAIN-2022-21
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en
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Among the starbursts, strobes and other pyrotechnics of an Independence Day fireworks show, a new illumination can increasingly be spotted in the sky – the blinking red light of a drone as it captures spectacular footage from a bird’s eye view.
Fireworks drone videos have become a Fourth of July tradition as commonplace as backyard barbecues and three-legged races.
The Federal Aviation Administration discourages drone-flying near fireworks displays – “Remember that fireworks and drones don’t mix,” the agency tweeted last week – but hasn’t banned the activity outright.
Dean Wagner Jr., 28, sent his drone aloft Monday night to film Bloomingdale’s fireworks at the invitation of the technician running the show.
Navy Pier, which offers fireworks shows throughout the summer, does not allow pilots to operate the aircraft from its property, though a few online drone videos show the pier’s pyrotechnics from a distance.
Disney Enterprises has patented a drone that would discharge fireworks from the air.
One day, some envision, drones might do away with fireworks altogether.
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aerospace
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https://aeromanual.com/wiki/index.php?title=PHAK-Chapter1&oldid=330&printable=yes
| 2020-10-23T04:44:08 |
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| 0.940736 | 14,423 |
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|
webtext-fineweb__CC-MAIN-2020-45__0__139213958
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en
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Chapter 1 Introduction To Flying
Introduction The Pilot’s Handbook of Aeronautical Knowledge provides basic knowledge for the student pilot learning to fly, as well as pilots seeking advanced pilot certification. For detailed information on a variety of specialized flight topics, see specific Federal Aviation Administration (FAA) handbooks and Advisory Circulars (ACs). This chapter offers a brief history of flight, introduces the history and role of the FAA in civil aviation, FAA regulations and standards, government references and publications, eligibility for pilot certificates, available routes to flight instruction, the role of the Certificated Flight Instructor (CFI) and Designated Pilot Examiner (DPE) in flight training, and Practical Test Standards (PTS).
1-1 History of Flight From prehistoric times, humans have watched the flight of birds, longed to imitate them, but lacked the power to do so. Logic dictated that if the small muscles of birds can lift them into the air and sustain them, then the larger muscles of humans should be able to duplicate the feat. No one knew about the intricate mesh of muscles, sinew, heart, breathing system, and devices not unlike wing flaps, variable-camber and spoilers of the modern airplane that enabled a bird to fly. Still, thousands of years and countless lives were lost in attempts to fly like birds. The identity of the first “bird-men” who fitted themselves with wings and leapt off a cliff in an effort to fly are lost in time, but each failure gave those who wished to fly questions that needed answering. Where had the wing flappers gone wrong? Philosophers, scientists, and inventors offered solutions, but no one could add wings to the human body and soar like a bird. During the 1500s, Leonardo da Vinci filled pages of his notebooks with sketches of proposed flying machines, but most of his ideas were flawed because he clung to the idea of birdlike wings. [Figure 1-1] By 1655, mathematician, physicist, and inventor Robert Hooke concluded the human body does not possess the strength to power artificial wings. He believed human flight would require some form of artificial propulsion. Figure 1-1. Leonardo da Vinci’s ornithopter wings. The quest for human flight led some practitioners in another direction. In 1783, the first manned hot air balloon, crafted by Joseph and Etienne Montgolfier, flew for 23 minutes. Ten days later, Professor Jacques Charles flew the first gas balloon. A madness for balloon flight captivated the public’s imagination and for a time flying enthusiasts turned their expertise to the promise of lighter-than-air flight. But for all its majesty in the air, the balloon was little more than a billowing heap of cloth capable of no more than a one-way, downwind journey. Balloons solved the problem of lift, but that was only one of the problems of human flight. The ability to control speed and direction eluded balloonists. The solution to that problem lay in a child’s toy familiar to the East for 2,000 years, but not introduced to the West until the 13th century. The kite, used by the Chinese manned for aerial observation and to test winds for sailing, and unmanned as a signaling device and as a toy, held many of the answers to lifting a heavier-than-air device into the air. One of the men who believed the study of kites unlocked the secrets of winged flight was Sir George Cayley. Born in England 10 years before the Mongolfier balloon flight, Cayley spent his 84 years seeking to develop a heavier-than- air vehicle supported by kite-shaped wings. [Figure 1-2] The “Father of Aerial Navigation,” Cayley discovered the basic principles on which the modern science of aeronautics is founded, built what is recognized as the first successful flying model, and tested the first full-size man-carrying airplane. For the half-century after Cayley’s death, countless scientists, flying enthusiasts, and inventors worked toward building
Figure 1-2. Glider from 1852 by Sir George Cayley, British aviator (1773–1857).
1-2 a powered flying machine. Men, such as William Samuel Henson, who designed a huge monoplane that was propelled by a steam engine housed inside the fuselage, and Otto Lilienthal, who proved human flight in aircraft heavier than air was practical, worked toward the dream of powered flight. A dream turned into reality by Wilbur and Orville Wright at Kitty Hawk, North Carolina, on December 17, 1903. The bicycle-building Wright brothers of Dayton, Ohio, had experimented for 4 years with kites, their own homemade wind tunnel, and different engines to power their biplane. One of their great achievements was proving the value of the scientific, rather than build-it-and-see approach to flight. Their biplane, The Flyer, combined inspired design and engineering with superior craftsmanship. [Figure 1-3] By the afternoon of December 17th, the Wright brothers had flown a total of 98 seconds on four flights. The age of flight had arrived. Figure 1-3. First flight by the Wright brothers. History of the Federal Aviation Administration (FAA) During the early years of manned flight, aviation was a free for all because no government body was in place to establish policies or regulate and enforce safety standards. Individuals were free to conduct flights and operate aircraft with no government oversight. Most of the early flights were conducted for sport. Aviation was expensive and became the playground of the wealthy. Since these early airplanes were small, many people doubted their commercial value. One group of individuals believed otherwise and they became the genesis for modern airline travel. P. E. Fansler, a Florida businessman living in St. Petersburg approached Tom Benoist of the Benoist Aircraft Company in St. Louis, Missouri, about starting a flight route from St. Petersburg across the waterway to Tampa. Benoist suggested using his “Safety First” airboat and the two men signed an agreement for what would become the first scheduled airline in the United States. The first aircraft was delivered to St. Petersburg and made the first test flight on December 31, 1913. [Figure 1-4] Figure 1-4. Benoist airboat. A public auction decided who would win the honor of becoming the first paying airline customer. The former mayor of St. Petersburg, A. C. Pheil made the winning bid of $400.00 which secured his place in history as the first paying airline passenger. On January 1, 1914, the first scheduled airline flight was conducted. The flight length was 21 miles and lasted 23 minutes due to a headwind. The return trip took 20 minutes. The line, which was subsidized by Florida businessmen, continued for 4 months and offered regular passage for $5.00 per person or $5.00 per 100 pounds of cargo. Shortly after the opening of the line, Benoist added a new airboat that afforded more protection from spray during takeoff and landing. The routes were also extended to Manatee, Bradenton, and Sarasota giving further credence to the idea of a profitable commercial airline. The St. Petersburg-Tampa Airboat Line continued throughout the winter months with flights finally being suspended when the winter tourist industry began to dry up. The airline operated only for 4 months, but 1,205 passengers were carried without injury. This experiment proved commercial passenger airline travel was viable. The advent of World War I offered the airplane a chance to demonstrate its varied capabilities. It began the war as a reconnaissance platform, but by 1918, airplanes were being mass produced to serve as fighters, bombers, trainers, as well as reconnaissance platforms.
Aviation advocates continued to look for ways to use airplanes. Airmail service was a popular idea, but the war prevented the Postal Service from having access to airplanes. The War Department and Postal Service reached an agreement in 1918. The Army would use the mail service to train its pilots in cross-country flying. The first airmail flight was conducted on May 15, 1918, between New York and Washington, DC. The flight was not considered spectacular; the pilot became lost and landed at the wrong airfield. In August of 1918, the United States Postal Service took control of the airmail routes and brought the existing Army airmail pilots and their planes into the program as postal employees. Transcontinental Air Mail Route Airmail routes continued to expand until the Transcontinental Mail Route was inaugurated. [Figure 1-5] This route spanned from San Francisco to New York for a total distance of 2,612 miles with 13 intermediate stops along the way. [Figure 1-6] Figure 1-5. The de Haviland DH-4 on the New York to San Francisco inaugural route in 1921. On May 20, 1926, Congress passed the Air Commerce Act, which served as the cornerstone for aviation within the United States. This legislation was supported by leaders in the aviation industry who felt that the airplane could not reach its full potential without assistance from the Federal Government in improving safety. The Air Commerce Act charged the Secretary of Commerce with fostering air commerce, issuing and enforcing air traffic rules, licensing pilots, certificating aircraft, establishing airways, and operating and maintaining aids to air navigation. The Department of Commerce created a new Aeronautics Branch whose primary mission was to provide oversight for the aviation industry. In addition, the Aeronautics Branch took over the construction and operation of the nation’s system of lighted airways. The Postal Service, as part of the Figure 1-6. The transcontinental airmail route ran from New York to San Francisco. Intermediate stops were: 2) Bellefonte, 3) Cleveland, 4) Bryan, 5) Chicago, 6) Iowa City, 7) Omaha, 8) North Platte, 9) Cheyenne, 10) Rawlins, 11) Rock Springs, 12) Salt Lake City, 13) Elko, and 14) Reno. Transcontinental Air Mail Route system, had initiated this system. The Department of Commerce made great advances in aviation communications, as well as introducing radio beacons as an effective means of navigation. Built at intervals of approximately 10 miles, the standard beacon tower was 51 feet high, topped with a powerful rotating light. Below the rotating light, two course lights pointed forward and back along the airway. The course lights flashed a code to identify the beacon’s number. The tower usually stood in the center of a concrete arrow 70 feet long. A generator shed, where required, stood at the “feather” end of the arrow. [Figure 1-7] Federal Certification of Pilots and Mechanics The Aeronautics Branch of the Department of Commerce began pilot certification with the first license issued on April 6, 1927. The recipient was the chief of the Aeronautics Branch, William P. MacCracken, Jr. [Figure 1-8] (Orville Wright, who was no longer an active flier, had declined the honor.) MacCracken’s license was the first issued to a pilot by a civilian agency of the Federal Government. Some 3 months later, the Aeronautics Branch issued the first Federal aircraft mechanic license. Equally important for safety was the establishment of a system of certification for aircraft. On March 29, 1927, the Aeronautics Branch issued the first airworthiness type certificate to the Buhl Airster CA-3, a three-place open biplane. In 1934, to recognize the tremendous strides made in aviation and to display the enhanced status within the department, 1-4 Figure 1-7. A standard airway beacon tower. Figure 1-8. The first pilot license was issued to William P. MacCracken, Jr. the Aeronautics Branch was renamed the Bureau of Air Commerce. [Figure 1-9] Within this time frame, the Bureau of Air Commerce brought together a group of airlines and encouraged them to form the first three Air Traffic Control (A TC) facilities along the established air routes. Then in 1936, the Bureau of Air Commerce took over the responsibilities of operating the centers and continued to advance the ATC facilities. A TC has come a long way from the early controllers using maps, chalkboards, and performing mental math calculations in order to separate aircraft along flight routes. Figure 1-9. The third head of the Aeronautics Branch, Eugene L. Vidal, is flanked by President Franklin D. Roosevelt (left) and Secretary of Agriculture Henry A. Wallace (right). The photograph wastakenin1933.DuringVidal’stenure,theAeronauticsBranch was renamed the Bureau of Air Commerce on July 1, 1934. The new name more accurately reflected the status of the organization within the Department of Commerce. The Civil Aeronautics Act of 1938 In 1938, the Civil Aeronautics Act transferred the civil aviation responsibilities to a newly created, independent body, named the Civil Aeronautics Authority (CAA). This Act empowered the CAA to regulate airfares and establish new routes for the airlines to service. President Franklin Roosevelt split the CAA into two agencies, the Civil Aeronautics Administration (CAA) and the Civil Aeronautics Board (CAB). Both agencies were still part of the Department of Commerce but the CAB functioned independently of the Secretary of Commerce. The role of the CAA was to facilitate ATC, certification of airmen and aircraft, rule enforcement, and the development of new airways. The CAB was charged with rule making to enhance safety, accident investigation, and the economic regulation of the airlines. Then in 1946, Congress gave the 1-5 CAA the responsibility of administering the Federal Aid Airport Program. This program was designed to promote the establishment of civil airports throughout the country. The Federal Aviation Act of 1958 By mid-century, air traffic had increased and jet aircraft had been introduced into the civil aviation arena. A series of mid-air collisions underlined the need for more regulation of the aviation industry. Aircraft were not only increasing in numbers, but were now streaking across the skies at much higher speeds. The Federal Aviation Act of 1958 established a new independent body that assumed the roles of the CAA and transferred the rule making authority of the CAB to the newly created Federal Aviation Agency (FAA). In addition, the FAA was given complete control of the common civil- military system of air navigation and ATC. The man who was given the honor of being the first administrator of the FAA was former Air Force General Elwood Richard “Pete” Quesada. He served as the administrator from 1959–1961. [Figure 1-10] Figure 1-10. First Administrator of the FAA was General Elwood Richard “Pete” Quesada, 1959–1961. Department of Transportation (DOT) On October 15, 1966, Congress established the Department of Transportation (DOT), which was given oversight of the transportation industry within the United States. The result was a combination of both air and surface transportation. Its mission was and is to serve the United States by ensuring a fast, safe, efficient, accessible, and convenient transportation system meeting vital national interests and enhancing the quality of life of the American people, then, now, and into the future. At this same time, the Federal Aviation Agency was renamed to the Federal Aviation Administration (FAA). The DOT began operation on April 1, 1967. The role of the CAB was assumed by the newly created National Transportation Safety Board (NTSB), which was charged with the investigation of all transportation accidents within the United States. As aviation continued to grow, the FAA took on additional duties and responsibilities. With the highjacking epidemic of the 1960s, the F A A was responsible for increasing the security duties of aviation both on the ground and in the air. After September 11, 2001, the duties were transferred to a newly created body called the Department of Homeland Security (DHS). With numerous aircraft flying in and out of larger cities, the FAA began to concentrate on the environmental aspect of aviation by establishing and regulating the noise standards of aircraft. Additionally in the 1960s and 1970s, the FAA began to regulate high altitude (over 500 feet) kite and balloon flying. 1970 brought more duties to the FAA by adding the management of a new federal airport aid program and increased responsibility for airport safety. Air Traffic Control (ATC) Automation By the mid-1970s, the FAA had achieved a semi-automated ATC system based on a marriage of radar and computer technology. By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on the vital task of providing aircraft separation. Data appearing directly on the controllers’ scopes provided the identity, altitude, and groundspeed of aircraft carrying radar beacons. Despite its effectiveness, this system required enhancement to keep pace with the increased air traffic of the late 1970s. The increase was due in part to the competitive environment created by the Airline Deregulation Act of 1978. This law phased out CAB’s economic regulation of the airlines, and CAB ceased to exist at the end of 1984. To meet the challenge of traffic growth, the FAA unveiled the National Airspace System (NAS) Plan in January 1982. The new plan called for more advanced systems for en route and terminal ATC, modernized flight service stations, and improvements in ground-to-air surveillance and communication. 1-6 The Professional Air Traffic Controllers Organization (PATCO) Strike While preparing the NAS Plan, the FAA faced a strike by key members of its workforce. An earlier period of discord between management and the Professional Air TrafficControllersOrganization(PATCO)culminatedina 1970 “sickout” by 3,000 controllers. Although controllers subsequently gained additional wage and retirement benefits, another period of tension led to an illegal strike in August 1981. The government dismissed over 11,000 strike participants and decertified PATCO. By the spring of 1984, the FAA ended the last of the special restrictions imposed to keep the airspace system operating safely during the strike. The Airline Deregulation Act of 1978 Until 1978, the CAB regulated many areas of commercial aviation such as fares, routes, and schedules. The Airline Deregulation Act of 1978, however, removed many of these controls, thus changing the face of civil aviation in the United States. After deregulation, unfettered free competition ushered in a new era in passenger air travel. The CAB had three main functions: to award routes to airlines, to limit the entry of air carriers into new markets, and to regulate fares for passengers. Much of the established practices of commercial passenger travel within the United States went back to the policies of Walter Folger Brown, the United States Postmaster General during the administration of President Herbert Hoover. Brown had changed the mail payments system to encourage the manufacture of passenger aircraft instead of mail-carrying aircraft. His influence was crucial in awarding contracts and helped create four major domestic airlines: United, American, Eastern, and Transcontinental and Western Air (TWA). Similarly, Brown had also helped give Pan American a monopoly on international routes. The push to deregulate, or at least to reform the existing laws governing passenger carriers, was accelerated by President Jimmy Carter, who appointed economist and former professor Alfred Kahn, a vocal supporter of deregulation, to head the CAB. A second force to deregulate emerged from abroad. In 1977, Freddie Laker, a British entrepreneur who owned Laker Airways, created the Skytrain service, which offered extraordinarily cheap fares for transatlantic flights. Laker’s offerings coincided with a boom in low-cost domestic flights as the CAB eased some limitations on charter flights, i.e., flights offered by companies that do not actually own planes but leased them from the major airlines. The big air carriers responded by proposing their own lower fares. For example, American Airlines, the country’s second largest airline, obtained CAB approval for “SuperSaver” tickets. All of these events proved to be favorable for large-scale deregulation. In November 1977, Congress formally deregulated air cargo. In late 1978, Congress passed the Airline Deregulation Act of 1978, legislation that had been principally authored by Senators Edward Kennedy and Howard Cannon. [Figure1-11]Therewasstiffoppositiontothebill—fromthe major airlines who feared free competition, from labor unions who feared nonunion employees, and from safety advocates who feared that safety would be sacrificed. Public support was, however, strong enough to pass the act. The act appeased the major airlines by offering generous subsidies and it pleased workers by offering high unemployment benefits if they lost their jobs as a result. The most important effect of the act, whose laws were slowly phased in, was on the passenger market. For the first time in 40 years, airlines could enter the market or (from 1981) expand their routes as they saw fit. Airlines (from 1982) also had full freedom to set their fares. In 1984, the CAB was finally abolished since its primary duty of regulating the airline industry was no longer necessary. Figure 1-11. President Jimmy Carter signs the Airline Deregulation Act in late 1978. The Role of the Federal Aviation Administration (FAA) The Code of Federal Regulations (CFR) The FAA is empowered by regulations to promote aviation safety and establish safety standards for civil aviation. The FAA achieves these objectives under the Code of Federal Regulations (CFR), which is the codification of the general and permanent rules published by the executive departments and agencies of the United States Government. The regulations are divided into 50 different codes, called Titles, that represent broad areas subject to Federal regulation. FAA regulations are listed under Title 14, Aeronautics and Space, which encompasses all aspects of civil aviation from how to earn a pilot’s certificate to maintenance of an aircraft. 1-7 Title 14 CFR Chapter 1, Federal Aviation Administration, is broken down into subchapters A through N as illustrated in Figure 1-12. a number of aviation safety-related and business support services. The WJHTC is the premier aviation research and development and test and evaluation facility in the country. The center’s programs include testing and evaluation in ATC, communication, navigation, airports, aircraft safety, and security. Furthermore, the WJHTC is active in long-range development of innovative aviation systems and concepts, development of new ATC equipment and software, and modification of existing systems and procedures. Field Offices Flight Standards Service Within the FAA, the Flight Standards Service promotes safe air transportation by setting the standards for certification and oversight of airmen, air operators, air agencies, and designees. It also promotes safety of flight of civil aircraft and air commerce by: • Accomplishing certification, inspection, surveillance, investigation, and enforcement. • Setting regulations and standards. • Managing the system for registration of civil aircraft and all airmen records. The focus of interaction between Flight Standards Service and the aviation community/general public is the Flight Standards District Office (FSDO). Flight Standards District Office (FSDO) The FAA has approximately 130 FSDOs. [Figure 1-13] These offices provide information and services for the aviation community. FSDO phone numbers are listed in the telephone directory under Government Offices, DOT, FAA. Another convenient method of finding a local office is to use the FSDO locator available at: www.faa.gov/about/office_ org/headquarters_offices/avs/offices/afs/afs600. Figure 1-13. Atlanta Flight Standards District Office (FSDO). Aeronautics and Space Subchapters Chapter 1. Federal Aviation Administration A Definitions (definitions and abbreviations) B D F H J L–M N Code of Federal Regulations Procedural rules (rulemaking processes, claims, enforcement) Airmen (certification of pilots and Instructors , (Medical standards ) Air traffic and general rules (general operating and flight rules , special air traffic rules and airport traffic patterns ) Schools and other certified agencies Navigational facilities Reserved War risk insurance C Aircraft (Aircraft certification procedures , Airworthiness standards [parts 25 through 33 depending on type of aircraft], airworthiness directives , maintenance , aircraft registration ) E Airspace (designation of airspace classification , special use airspace G Air carriers, air travel clubs. and operators for compensation or hire: certification and operations I Airports K Administrative regulations Figure 1-12. Overview of 14 CFR, available online free from the FAA, and for purchase through commercial sources. For the pilot, certain parts of 14 CFR are more relevant than others. During flight training, it is helpful for the pilot to become familiar with the parts and subparts that relate to flight training and pilot certification. For instance, 14 CFR part 61 pertains to the certification of pilots, flight instructors, and ground instructors. It also defines the eligibility, aeronautical knowledge, flight proficiency, as well as training and testing requirements for each type of pilot certificate issued. 14 CFR part 91 provides guidance in the areas of general flight rules, visual flight rules (VFR), and instrument flight rules (IFR), while 14 CFR part 43 covers aircraft maintenance, preventive maintenance, rebuilding, and alterations. Primary Locations of the FAA The FAA headquarters are in Washington, D.C., and there are nine regional offices strategically located across the United States. The agency’s two largest field facilities are the Mike Monroney Aeronautical Center (MMAC) in Oklahoma City, Oklahoma, and the William J. Hughes Technical Center (WJHTC) in Atlantic City, New Jersey. Home to FAA training and logistics services, the MMAC provides 1-8 In addition to accident investigation and the enforcement of aviation regulations, the FSDO is also responsible for the certification and surveillance of air carriers, air operators, flight schools/training centers, and airmen including pilots and flight instructors. Each FSDO is staffed by Aviation Safety Inspectors (ASIs) who play a key role in making the nation’s aviation system safe. Aviation Safety Inspector (ASI) The Aviation Safety Inspectors (ASIs) administer and enforce safety regulations and standards for the production, operation, maintenance, and/or modification of aircraft used in civil aviation. They also specialize in conducting inspections of various aspects of the aviation system, such as aircraft and parts manufacturing, aircraft operation, aircraft airworthiness, and cabin safety. ASIs must complete a training program at the FAA Academy in Oklahoma City, Oklahoma, which includes airman evaluation, and pilot testing techniques and procedures. ASIs also receive extensive on-the-job training and recurrent training on a regular basis. The F A A has approximately 3,700 inspectors located in its FSDO offices. All questions concerning pilot certification (and/or requests for other aviation information or services) should be directed to the local FSDO. FAA Safety Team (FAASTeam) The FAA is dedicated to improving the safety of United States civilian aviation by conveying safety principles and practices through training, outreach, and education. The FAA Safety Team (FAASTeam) exemplifies this commitment. The FAASTeam has replaced the Aviation Safety Program (ASP), whose education of airmen on all types of safety subjects successfully reduced accidents. Its success led to its demise because the easy-to-fix accident causes have been addressed. To take aviation safety one step further, Flight Standards Service created the FAASTeam, which is devoted to reducing aircraft accidents by using a coordinated effort to focus resources on elusive accident causes. Each of the FAA’s nine regions has a Regional FAASTeam Office dedicated to this new safety program and managed by the Regional FAASTeam Manager (RFM). The FAASTeam is “teaming” up with individuals and the aviation industry to create a unified effort against accidents and “tip” the safety culture in the right direction. To learn more about this effort to improve aviation safety, to take a course at their online learning center, or to join the FAASTeam, visit their web site at www.faasafety.gov/default.aspx. Obtaining Assistance from the FAA Information can be obtained from the FAA by phone, Internet/ e-mail, or mail. To talk to the FAA toll-free 24 hours a day, call 1-866-TELL-FAA (1-866-835-5322). To visit the FAA’s web site, go to www.faa.gov. Individuals can also e-mail an FAA representative at a local FSDO office by accessing the staff e-mail address available via the “Contact FAA” link at the bottom of the FAA home page. Letters can be sent to: Federal Aviation Administration 800 Independence Ave, SW Washington, DC 20591 FAA Reference Material The FAA provides a variety of important reference material for the student, as well as the advanced civil aviation pilot. In addition to the regulations provided online by the FAA, several other publications are available to the user. Almost all reference material is available online at www.faa.gov in downloadable format. Commercial aviation publishers also provide published and online reference material to further aid the aviation pilot. Aeronautical Information Manual (AIM) The Aeronautical Information Manual (AIM) is the official guide to basic flight information and A TC procedures for the aviation community flying in the NAS of the United States. [Figure 1-14] An international version, containing parallel information, as well as specific information on international airports, is also available. The AIM also contains information of interest to pilots, such as health and medical facts, flight safety, a pilot/controller glossary of terms used in the system, and information on safety, accidents, and reporting of hazards. Figure 1-14. Aeronautical Information Manual. 1-9 This manual is offered for sale on a subscription basis or is available online at: http://bookstore.gpo.gov. Order forms are provided at the beginning of the manual or online and should be sent to the Superintendent of Documents, United States Government Printing Office (GPO). The AIM is complemented by other operational publications, which are available via separate subscriptions or online. Handbooks Handbooks are developed to provide specific information about a particular topic that enhances training or understanding. The FAA publishes a variety of handbooks that generally fall into three categories: Aircraft, Aviation, and Examiners and Inspectors. [Figure 1-15] These handbooks can be purchased from the Superintendent of Documents or downloaded (www. faa.gov/regulations_policies). Aviation handbooks are also published by various commercial aviation companies. Aircraft flight manuals commonly called Pilot Operating Handbooks (POH) are documents developed by the airplane manufacturer, approved by the FAA, and are specific to a particular make and model aircraft by serial number. This subject is covered in greater detail in Chapter 8, Flight Manuals and Other Documents, of this handbook. [Figure 1-16] Advisory Circulars (ACs) Advisory circulars (ACs) provide a single, uniform, agency- wide system that the FAA uses to deliver advisory material to FAA customers, industry, the aviation community, and the public. An AC may be needed to: • Provide an acceptable, clearly understood method for complying with a regulation. • Standardize implementation of the regulation or harmonize implementation for the international aviation community. • Resolve a general misunderstanding of a regulation. • Respond to a request from some government entity, such as General Accounting Office, NTSB, or the Office of the Inspector General. • Help the industry and F A A effectively implement a regulation. • Explain requirements and limits of an F A A grant program. • Expand on standards needed to promote aviation safety, including the safe operation of airports. There are three parts to an AC number, as in 25-42C. The first part of the number identifies the subject matter area of the AC and corresponds to the appropriate 14 CFR part. For example, an AC on certification: Pilots and Flight and Aeronautical Information Manual (AIM) The Aeronautical Information Manual is designed to provide the aviation community with basic flight information and ATC procedures for use in the NAS of the United States. It also contains the fundamentals required in order to fly in the United States NAS, including items of interest to pilots concerning health/medical facts, factors affecting flight safety, etc. Airplane Flying Handbook The Airplane Flying Handbook is designed as a technical manual to introduce basic pilot skills and knowledge that are essential for piloting airplanes. It provides information on transition to other airplanes and the operation of various airplane systems. Aviation Instructor’s Handbook The Aviation Instructor’s Handbook provides the foundation for beginning instructors to understand and apply the fundamentals of instructing. This handbook also provides aviation instructors with up-to-date information on learning and teaching, and how to relate this information to the task of conveying aeronautical knowledge and skills to students. Experienced aviation instructors also find the new and updated information useful for improving their effectiveness in training activities. Instrument Flying Handbook The Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Instrument Procedures Handbook The Instrument Procedures Handbook is designed as a technical reference for professional pilots who operate under IFR in the NAS and expands on information contained in the Instrument Flying Handbook. Figure 1-15. A few samples of the handbooks available to the public. Most are free of charge or can be downloaded from the FAA website. Figure 1-16. Pilot Operating Handbooks from manufacturers. 1-10 Ground Instructors is numbered as AC 61-65E. Since ACs are numbered sequentially within each subject area, the second part of the number beginning with the dash identifies this sequence. The third part of the number is a letter assigned by the originating office and shows the revision sequence if an AC is revised. The first version of an AC does not have a revision letter. In Figure 1-17, this is the fifth revision, as designated by the “E.” Figure 1-17. Example of an Advisory Circular. Flight Publications The FAA, in concert with other government agencies, orchestrates the publication and changes to publications that are key to safe flight. Figure 1-18 illustrates some publications a pilot uses. Pilot and Aeronautical Information Notices to Airmen (NOTAMs) Time-critical aeronautical information, which is of either a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts or in other operational publications, receives immediate dissemination via the National Notice to Airmen (NOTAM) System. NOTAMs contain current notices to airmen, which are considered essential to the safety of flight, as well as supplemental data affecting other operational publications. NOTAM information is classified into two categories: NOTAM (D) or distant and Flight Data Center (FDC) NOTAMs. NOTAM (D) information is disseminated for all navigational facilities that are part of the NAS, all public use airports, seaplane bases, and heliports listed in the Airport/Facility Directory (A/FD). NOTAM (D) information now includes such data as taxiway closures, personnel and equipment near or crossing runways, and airport lighting aids that do not affect instrument approach criteria, such as visual approach slope indicator (VASI). Figure 1-18. From left to right, a sectional VFR chart, IFR chart, and A/FD with a sample of a page from that directory. 1-11 FDC NOTAMs contain such things as amendments to published Instrument Approach Procedures (IAPs) and other current aeronautical charts. They are also used to advertise temporary flight restrictions caused by such things as natural disasters or large-scale public events that may generate a congestion of air traffic over a site. NOTAMs are available in printed form through subscription from the Superintendent of Documents, from an FSS, or online at The Pilot Web Site (http://pilotweb.nas.faa.gov/ distribution/atcscc.html), which provides access to current NOTAM information. [Figure 1-19] Figure 1-19. A sample of NOTAM information available to the public. Most are free of charge or can be downloaded from the FAA website. Safety Program Airmen Notification System (SPANS) The FAA recently launched the Safety Program Airmen Notification System (SPANS), an online event notification system that provides timely and easy-to-assess seminar and event information notification for airmen. The SP ANS system is taking the place of the current paper based mail system. This transition will provide better service to airmen while reducing costs for the FAA. Anyone can search the SPANS system and register for events. To read more about SPANS, visit www.faasafety.gov/SPANS/default.aspx. Aircraft Types and Categories Ultralight Vehicles An ultralight aircraft [Figure 1-20] is referred to as a vehicle because the FAA does not govern it if it: • Is used or intended to be used by a single occupant. • Is used for recreation or sport purposes. • Does not have an airworthiness certificate. • If unpowered, weighs less than 155 pounds. • If powered, weighs less than 254 pounds empty weight, excluding floats and safety devices that are intended for deployment in a potentially catastrophic situation. • Has a fuel capacity not exceeding 5 gallons. • Is not capable of more than 55 knots calibrated airspeed at full power in level flight. • Has a power-off stall speed, which does not exceed 24 knots calibrated airspeed. Figure 1-20. A typical ultralight vehicle, which weighs less than 254 pounds. Ultralight vehicles do not require any form of pilot license or certification if they are flown within 14 CFR 103 operating rules which generally limit the ultralight vehicle to uncontrolled airpsace and no flight over populated areas. Every person flying an ultralight should be familiar to the rules specified in 14 CFR 103. Light Sport Aircraft (LSA) Category In 2004, the FAA approved a new pilot certificate and aircraft category program to allow individuals to join the aviation community by reducing training requirements that affect the overall cost of learning to fly. The Sport Pilot Certificate was created for pilots flying light-weight, simple aircraft and offers limited privileges. The category of aircraft called the 1-12 Light Sport Aircraft (LSA) includes Airplane (Land/Sea), Gyroplane, Airship, Balloon, Weight-Shift Control (Land/ Sea), Glider, and Powered Parachute. [Figure 1-21] In order for an aircraft to fall in the Light Sport Category, it must meet the following criteria: • The maximum stall speed may not exceed 45 knots, and the inflight maximum speed in level flight with maximum continuous power is no greater than 120 knots. • Seating is restricted to single or two-seat configuration only. • The powerplant may be only a single, reciprocating engine (if powered), but may include rotary or diesel engines. • The landing gear must be fixed, except gliders or those aircraft intended for operation on water. • The aircraft can be manufactured and sold ready-to-fly under a new special LSA category, and certification must meet industry consensus standards. The aircraft may be used for sport, recreation, flight training, and aircraft rental. • The aircraft will have an FAA registration N-number and may be operated at night if the aircraft is properly equipped and the pilot holds at least a private pilot certificate with a minimum of a third-class medical. Pilot Certifications The type of intended flying will influence what type of pilot’s certificate is required. Eligibility, training, experience, and testing requirements differ depending on the type of certificates sought. [Figure 1-22] Figure 1-22. Front side (top) and back side (bottom) of an airman certificate issued by the FAA. • The maximum gross takeoff weight may not exceed 1,320 pounds, or 1,430 pounds for seaplanes. Lighter- than-air maximum gross weight may not be more than 660 pounds. Figure 1-21. Some examples of LSA (from top to bottom: gyroplane, weight-shift control, and a powered parachute). 1-13 Sport Pilot To become a sport pilot, the student pilot is required to have the following hours depending upon the aircraft: • Airplane: 20 hours • Powered Parachute: 12 hours • Weight-Shift Control (Trikes): 20 hours • Glider: 10 hours • Rotorcraft (gyroplane only): 20 hours • Lighter-Than-Air: 20 hours (airship) or 7 hours (balloon) To earn a Sport Pilot Certificate, one must: • Be at least 16 to become a student sport pilot (14 for glider). • Be at least 17 to test for a sport pilot certificate (16 for gliders). • Be able to read, write, and understand English. • Hold a current and valid driver’s license as evidence of medical eligibility. Recreational Pilot To become a recreational pilot, one must: • Be at least 17 years old (16 to be a private glider pilot or be rated for free flight in a balloon.) • Be able to read, write, speak and understand the English language • Pass the required knowledge test • Meet the aeronautical experience requirements • A logbook endorsement from an instructor • Pass the required practical test • Third-class medical certificate issued under part 14 CFR part 67, except for gliders and balloons—medical eligibility not required As a recreational pilot, cross-country flight is limited to a 50 NM range from departure airport but is permitted with additional training per 14 CFR section 61.101(c). Additional limitations include flight during the day, and no flying in airspace where communications with air traffic control are required. The aeronautical experience requirements for a recreational pilot license • 30 hours of flight time including at least: • 15 hours of dual instruction • 2 hours of enroute training • 3 hours in preparation for the practical test • 3 hours of solo flight Private Pilot A private pilot is one who flies for pleasure or personal business without accepting compensation for flying except in some very limited, specific circumstances. The Private Pilot Certificate is the certificate held by the majority of active pilots. It allows command of any aircraft (subject to appropriate ratings) for any noncommercial purpose, and gives almost unlimited authority to fly under VFR. Passengers may be carried, and flight in furtherance of a business is permitted; however, a private pilot may not be compensated in any way for services as a pilot, although passengers can pay a pro rata share of flight expenses, such as fuel or rental costs. If training under 14 CFR part 61, experience requirements include at least 40 hours of piloting time, including 20 hours of flight with an instructor and 10 hours of solo flight. [Figure 1-23] Figure 1-23. A typical aircraft a private pilot might fly. Commercial Pilot A commercial pilot may be compensated for flying. Training for the certificate focuses on a better understanding of aircraft systems and a higher standard of airmanship. The Commercial Certificate itself does not allow a pilot to fly in instrument meteorological conditions (IMC), and commercial pilots without an instrument rating are restricted to daytime flight within 50 nautical miles (NM) when flying for hire. A commercial airplane pilot must be able to operate a complex airplane, as a specific number of hours of complex (or turbine-powered) aircraft time are among the prerequisites, and at least a portion of the practical examination is performed in a complex aircraft. A complex aircraft must have retractable landing gear, movable flaps, and a controllable pitch propeller. See 14 CFR part 61, section 61.31(c) for additional information. [Figure 1-24] 1-14 Figure 1-24. A complex aircraft. Airline Transport Pilot The airline transport pilot (ATP) is tested to the highest level of piloting ability. The ATP Certificate is a prerequisite for acting as a pilot in command (PIC) of scheduled airline operations. The minimum pilot experience is 1,500 hours of flight time. In addition, the pilot must be at least 23 years of age, be able to read, write, speak, and understand the English language, and be “of good moral standing.” [Figure 1-25] Figure 1-25. Type of aircraft flown by an airline transport pilot. Selecting a Flight School Selection of a flight school is an important consideration in the flight training process. FAA-approved flight schools, noncertificated flying schools, and independent flight instructors conduct flight training in the United States. All flight training is conducted under the auspices of the FAA following the regulations outlined in either 14 CFR part 141 or 61. 14 CFR part 141 flight schools are certificated by the FAA. Application for certification is voluntary and the school must meet stringent requirements for personnel, equipment, maintenance, facilities, and teach an established curriculum, which includes a training course outline (TCO) approved by the FAA. The certificated schools may qualify for a ground school rating and a flight school rating. In addition, the school may be authorized to give its graduates practical (flight) tests and knowledge (computer administered written) tests. AC 140-2, as amended, FAA Certificated Pilot Schools Directory, lists certificated ground and flight schools and the pilot training courses each school offers. AC 140-2, as amended, can be found online at the FAA’s Regulations and Guidance Library located on the FAA’s web site at www.faa.gov. Enrollment in a 14 CFR part 141 flight school ensures quality and continuity, and offers a structured approach to flight training because these facilities must document the training curriculum and have their flight courses approved by the FAA. These strictures allow 14 CFR part 141 schools to complete certificates and ratings in fewer flight hours, which can mean a savings on the cost of flight training for the student pilot. For example, the minimum requirement for a Private Pilot Certificate is 35 hours in a part 141-certificated school and 40 hours in part 61 schools. (This difference may be insignificant for a Private Pilot Certificate because the national average indicates most pilots require 60 to 75 hours of flight training.) Many excellent flight schools find it impractical to qualify for the FAA part 141 certificates and are referred to as part 61 schools. 14 CFR part 61 outlines certificate and rating requirements for pilot certification through noncertificated schools and individual flight instructors. It also states what knowledge-based training must be covered and how much flight experience is required for each certificate and rating. Flight schools and flight instructors who train must adhere to the statutory requirements and train pilots to the standards found in 14 CFR part 61. One advantage of flight training under 14 CFR part 61 is its flexibility. Flight lessons can be tailored to the individual student, because 14 CFR part 61 dictates the required minimum flight experience and knowledge-based training necessary to gain a specific pilot’s license, but it does not stipulate how the training is to be organized. This flexibility can also be a disadvantage because a flight instructor who fails to organize the flight training can cost a student pilot time and expense through repetitious training. One way for a student pilot to avoid this problem is to insure the flight instructor has a well-documented training syllabus. How To Find a Reputable Flight Program To obtain information about pilot training, contact the local FSDO, which maintains a current file on all schools within its district. The choice of a flight school depends on what type of certificate is sought, whether an individual wishes to fly as a sport pilot or wishes to pursue a career as a professional pilot. Another consideration is the amount of time that can be devoted to training. Ground and flight training should be obtained as regularly and frequently as possible because this assures maximum retention of instruction and the achievement of requisite proficiency. 1-15 Do not make the determination based on financial concerns alone, because the quality of training is very important. Prior to making a final decision, visit the schools under consideration and talk with management, instructors, and students. Be inquisitive and proactive when searching for a flight school, do some homework, and develop a checklist of questions by talking to pilots and reading articles in flight magazines. The checklist should include questions about aircraft reliability and maintenance practices, questions for current students such as whether or not there is a safe, clean aircraft available when they are scheduled to fly. Questions for the training facility should be aimed at determining if the instruction fits available personal time. What are the school’s operating hours? Does the facility have dedicated classrooms available for ground training required by the FAA? Is there an area available for preflight briefings, postflight debriefings, and critiques? Are these rooms private in nature in order to provide a nonthreatening environment in which the instructor can explain the content and outcome of the flight without making the student feel self-conscious? Examine the facility before committing to any flight training. Evaluate the answers on the checklist, and then take time to think things over before making a decision. This proactive approach to choosing a flight school will ensure a student pilot contracts with a flight school or flight instructor best suited to individual needs. How To Choose a Certificated Flight Instructor (CFI) Whether an individual chooses to train under 14 CFR part 141 or part 61, the key to an effective flight program is the quality of the ground and flight training received from the CFI. The flight instructor assumes total responsibility for training an individual to meet the standards required for certification within an ever-changing operating environment. A CFI should possess an understanding of the learning process, knowledge of the fundamentals of teaching, and the ability to communicate effectively with the student pilot. During the certification process, a flight instructor applicant is tested on the practical application of these skills in specific teaching situations. The flight instructor is crucial to the scenario-based training program endorsed by the FAA. He or she is trained to function in the learning environment as an advisor and guide for the learner. The duties, responsibilities, and authority of the CFI include the following: • Orient the student to the scenario-based training system. • Help the student become a confident planner and inflight manager of each flight and a critical evaluator of their own performance. • Help the student understand the knowledge requirements present in real world applications. • Diagnose learning difficulties and helping the student overcome them. • Evaluate student progress and maintain appropriate records. • Provide continuous review of student learning. Should a student pilot find the selected CFI is not training in a manner conducive for learning, or the student and CFI do not have compatible schedules, the student pilot should find another CFI. Choosing the right CFI is important because the quality of instruction and the knowledge and skills acquired from this flight instructor affect a student pilot’s entire flying career. The Student Pilot The first step in becoming a pilot is to select a type of aircraft. FAA rules for getting a pilot’s certificate differ depending on the type of aircraft flown. Individuals can choose among airplanes, gyroplanes, weight-shift, helicopters, powered parachutes, gliders, balloons, or airships. A pilot does not need a certificate to fly ultralight vehicles. Basic Requirements A student pilot is one who is being trained by an instructor pilot for his or her first full certificate, and is permitted to fly alone (solo) under specific, limited circumstances. Upon request, an FAA-authorized aviation medical examiner (AME) will issue a combined medical certificate and Student Pilot Certificate after completion of a physical examination. Student Pilot Certificates may be issued by an FAA inspector or an FAA-designated pilot examiner. To be eligible for a Student Pilot’s Certificate, an individual must be: • Be 16 years old (14 years old to pilot a glider or balloon). • Be able to read, write, speak, and understand English. • Hold a current Third-Class Medical Certificate (or for glider or balloon, certify no medical defect exists that would prevent piloting a balloon or glider). 1-16 Medical Certification Requirements The second step in becoming a pilot is to obtain a medical certificate and Student Pilot’s Certificate if the choice of aircraft is an airplane, helicopter, gyroplane, or airship. [Figure 1-26] (The FAA suggests the individual get a medical certificate before beginning flight training to avoid the expense of flight training that cannot be continued due to a medical condition.) Balloon or glider pilots do not need a medical certificate, but do need to write a statement certifying that no medical defect exists that would prevent them from piloting a balloon or glider. The new sport pilot category does not require a medical examination; a driver’s license can be used as proof of medical competence. Applicants who fail to meet certain requirements or who have physical disabilities which might limit, but not prevent, their acting as pilots, should contact the nearest FAA office. Figure 1-26. A Third-Class Medical Certificate/Student Pilot Certificate. A medical certificate is obtained by passing a physical examination administered by a doctor who is an FAA- authorized AME. There are approximately 6,000 FAA-authorized AMEs in the nation. Medical certificates are designated as first class, second class, or third class. Generally, first class is designed for the airline transport pilot; second class for the commercial pilot; and third class for the student, recreational, and private pilot. A Student Pilot Certificate is issued by an AME at the time of the student’s first medical examination. This certificate allows an individual who is being trained by a flight instructor to fly alone (solo) under specific, limited circumstances and must be carried with the student pilot while exercising solo flight privileges. The student pilot certificate is only required when exercising solo flight privileges. The student certificate is valid until the last day of the month, 24 months after it was issued. Student Pilot Solo Requirements Once a student has accrued sufficient training and experience, a CFI can endorse the student’s certificate to authorize limited solo flight in a specific type (make and model) of aircraft. A student pilot may not carry passengers, fly in furtherance of a business, or operate an aircraft outside of the various endorsements provided by the flight instructor. There is no minimum aeronautical knowledge or experience requirement for the issuance of a student pilot certificate other than the medical requirements for the class of medical certificate the student certificate is based upon. There are, however, minimum aeronautical knowledge and experience requirements for student pilots to solo. Becoming a Pilot The course of instruction a student pilot follows depends on the type of certificate sought. It should include the ground and flight training necessary to acquire the knowledge and skills required to safely and efficiently function as a certificated pilot in the selected category and class of aircraft. The specific knowledge and skill areas for each category and class of aircraft are outlined in 14 CFR part 61. Eligibility, aeronautical knowledge, proficiency, and aeronautical requirements can be found in 14 CFR part 61, Certification: Pilots, Flight Instructors, and Ground Instructors. • • • Recreational Pilot, see subpart D Private Pilot, see subpart E Sport Pilot, see subpart J The knowledge-based portion of training is obtained through FAA handbooks such as this one, textbooks, and other sources of training and testing materials which are available in print form from the Superintendent of Documents, GPO, and online 1-17 at the Regulatory Support Division: www.faa.gov/about/ office_org/headquarters_offices/avs/offices/afs/afs600. The CFI may also use commercial publications as a source of study materials, especially for aircraft categories where government materials are limited. A student pilot should follow the flight instructor’s advice on what and when to study. Planning a definite study program and following it as closely as possible will help in scoring well on the knowledge test. Haphazard or disorganized study habits usually result in an unsatisfactory score. In addition to learning aeronautical knowledge, such as the principles of flight, a student pilot is also required to gain skill in flight maneuvers. The selected category and class of aircraft determines the type of flight skills and number of flight hours to be obtained. There are four steps involved in learning a flight maneuver: • The CFI introduces and demonstrates flight maneuver to the student. • The CFI talks student pilot through the maneuver. • The student pilot practices the maneuver under CFI supervision. • The CFI authorizes the student pilot to practice the maneuver solo. Once the student pilot has shown proficiency in the required knowledge areas, flight maneuvers, and accrued the required amount of flight hours, the CFI endorses the student pilot logbook, which allows the student pilot to take the written and practical exams for pilot certification. Knowledge and Skill Examinations Knowledge Examination The knowledge test is the computer portion of the exams taken to obtain pilot certification. The test contains questions of the objective, multiple-choice type. This testing method conserves the applicant’s time, eliminates any element of individual judgment in determining grades, and saves time in scoring. If pursuing a recreational pilot or private pilot certificate, it is important to become familiar with 14 CFR part 61, section 61.23, Medical Certificates: Requirements and Duration; 14 CFR section 61.35, Knowledge Test: Prerequisites and Passing Grades; and 14 CFR section 61.83, Eligibility Requirements for Student Pilot, for detailed information pertaining to prerequisites and eligibility. If pursuing a recreational pilot certificate, it is important to review 14 CFR section 61.96, Applicability and Eligibility Requirements: General, for additional detailed information pertaining to eligibility; and if pursuing a private pilot certificate, 14 CFR section 61.103, Eligibility Requirements: General, contains additional detailed information pertaining to eligibility. Sample test questions can be downloaded from Airmen Knowledge Test Questions: www.faa.gov/education_ research/testing/airmen/test_questions/. Each applicant must register to take the test, and provide proper identification and authorization proving eligibility to take a particular FAA test. The option to take an untimed sample test will be offered. The actual test is time limited, but most applicants have sufficient time to complete and review the test. Upon completion of the knowledge test, the applicant receives an Airman Knowledge Test Report that reflects the score and is embossed with the testing center’ s seal. T o pass, a minimum score of 70 must be attained. When To Take the Examination The knowledge test is more meaningful to the applicant and more likely to result in a satisfactory grade if it is taken after beginning the flight portion of the training. Therefore, the FAA recommends the knowledge test be taken after the student pilot has completed a solo cross-country flight. The operational knowledge gained by this experience can be used to the student’s advantage in the knowledge test. The student pilot’s CFI is the best person to determine when the applicant is ready to take the knowledge exam. Where To Take the Examination The F A A has hundreds of designated computer testing centers worldwide that administer F A A knowledge tests. These testing centers offer the full range of airman knowledge tests. Applicants will be charged a fee for the administration of FAA knowledge tests. A complete list of test centers, their locations and phone numbers can be downloaded at “Airmen Certification Frequently Asked Questions” located at www. faa.gov/education_research/testing/airmen/test_questions/ or www.faa.gov/licenses_certificates/airmen_certification/ airmen_FAQ/. An applicant can also contact the local FSDO to obtain this information. If the student pilot chooses a 14 CFR part 141 flight school with test examining authority, the school will administer the knowledge test during the curriculum. Practical Examination The FAA has developed PTSs for FAA pilot certificates and associated ratings. [Figure 1-27] These practical tests are administered by FAA ASIs and DPEs. 14 CFR part 61 specifies the areas of operation in which knowledge and skill must be demonstrated by the applicant. Since the 1-18 Figure 1-27. Examples of Practical Test Standards. FAA requires all practical tests be conducted in accordance with the appropriate PTS, and the policies set forth in the Introduction section of the PTS book, the pilot applicant should become familiar with this book during training. The PTS book is a testing document and not intended to be a training syllabus. An appropriately rated flight instructor is responsible for training the pilot applicant to acceptable standards in all subject matter areas, procedures, and maneuvers. Descriptions of tasks and information on how to perform maneuvers and procedures are contained in reference and teaching documents such as this handbook. A list of reference documents is contained in the Introduction section of each PTS book. Copies may obtained by: contains “tasks,” which are comprised of knowledge areas, flight procedures, and/or flight maneuvers appropriate to the area of operation. The candidate is required to demonstrate knowledge and proficiency in all tasks for the original issuance of all pilot certificates. When To Take the Practical Exam 14 CFR part 61 establishes the ground school and flight experience requirements for the type of certification and aircraft selected. However, the CFI best determines when an applicant is qualified for the practical test. A practice practical test is an important step in the flight training process. The applicant will be asked to present the following documentation: • F A A Form 8710-1 (8710.11 for sport pilot applicants), Application for an Airman Certificate and/or Rating, with the flight instructor’s recommendation. • An Airman Knowledge Test Report with a satisfactory grade. • A medical certificate (not required for glider or balloon), and a student pilot certificate endorsed by a flight instructor for solo, solo cross-country (airplane and rotorcraft), and for the make and model aircraft • • Downloading from the FAA website: www.faa.gov. Purchase of print copies from the GPO, Pittsburgh, Pennsylvania, or via their official online bookstore at www.access.gpo.gov. The flight proficiency maneuvers listed in 14 CFR part 61 are the standard skill requirements for certification. They are outlined in the PTS as “areas of operation.” These are phases of the practical test arranged in a logical sequence within the standard. They begin with preflight preparation and end with postflight procedures. Each area of operation 1-19 to be used for the practical test (driver’s license or medical certificate for sport pilot applicants). • The pilot log book records. • A graduation certificate from an FAA-approved school (if applicable). The applicant must provide an airworthy aircraft with equipment relevant to the areas of operation required for the practical test. He or she will also be asked to produce and explain the: • Aircraft’s registration certificate • Aircraft’s airworthiness certificate • Aircraft’s operating limitations or FAA-approved aircraft flight manual (if required) • Aircraft equipment list • Required weight and balance data • Maintenance records • Applicable airworthiness directives (ADs) For a detailed explanation of the required pilot maneuvers and performance standards, refer to the PTSs pertaining to the type of certification and aircraft selected. These standards may be downloaded free of charge from the FAA: www.faa. gov. They can also be purchased from the Superintendent of Documents or GPO bookstores. Most airport fixed-base operators and flight schools carry a variety of government publications and charts, as well as commercially published materials. Who Administers the FAA Practical Examination? Due to the varied responsibilities of the FSDOs, practical tests are usually given by DPEs. An applicant should schedule the practical test by appointment to avoid conflicts and wasted time. A list of examiner names can be obtained from the local FSDO. Since a DPE serves without pay from the government for conducting practical tests and processing the necessary reports, the examiner is allowed to charge a reasonable fee. There is no charge for the practical test when conducted by an FAA inspector. Role of the Certificated Flight Instructor To become a CFI, a pilot must meet the provisions of 14 CFR part 61. The FAA places full responsibility for student flight training on the shoulders of the CFI, who is the cornerstone of aviation safety. It is the job of the flight instructor to train the student pilot in all the knowledge areas and teach the skills necessary for the student pilot to operate safely and competently as a certificated pilot in the NAS. The training will include airmanship skills, pilot judgment and decision- making, and good operating practices. A pilot training program depends on the quality of the ground and flight instruction the student pilot receives. The flight instructor must possess a thorough understanding of the learning process, knowledge of the fundamentals of teaching, and the ability to communicate effectively with the student pilot. He or she uses a syllabus and teaching style that embodies the “building block” method of instruction. In this method, the student progresses from the known to the unknown via a course of instruction laid out in such a way that each new maneuver embodies the principles involved in the performance of maneuvers previously learned. Thus, with the introduction of each new subject, the student not only learns a new principle or technique, but also broadens his or her application of those principles or techniques previously learned. Insistence on correct techniques and procedures from the beginning of training by the flight instructor ensures that the student pilot develops proper flying habit patterns. Any deficiencies in the maneuvers or techniques must immediately be emphasized and corrected. A flight instructor serves as a role model for the student pilot who observes the flying habits of his or her flight instructor during flight instruction, as well as when the instructor conducts other pilot operations. Thus, the flight instructor becomes a model of flying proficiency for the student who, consciously or unconsciously, attempts to imitate the instructor. For this reason, a flight instructor should observe recognized safety practices, as well as regulations during all flight operations. The student pilot who enrolls in a pilot training program commits considerable time, effort, and expense to achieve a pilot certificate. Students often judge the effectiveness of the flight instructor and the success of the pilot training program based on their ability to pass the requisite FAA practical test. A competent flight instructor stresses to the student that practical tests are a sampling of pilot ability compressed into a short period of time. The goal of a flight instructor is to train the “total” pilot. Role of the Designated Pilot Examiner The DPE plays an important role in the FAA’s mission of promoting aviation safety by administering FAA practical tests for pilot and Flight Instructor Certificates and associated ratings. Although administering these tests is a responsibility of the ASI, the FAA’s highest priority is making air travel safer by inspecting aircraft that fly in the United States. To satisfy the need for pilot testing and certification services, the FAA delegates certain of these responsibilities to private individuals who are not FAA employees. 1-20 Appointed in accordance with 14 CFR section 183.23, a DPE is an individual who meets the qualification requirements of the Pilot Examiner’s Handbook, FAA Order 8710.3, and who: • Is technically qualified. • Holds all pertinent category, class, and type ratings for each aircraft related to their designation. • Meets requirements of 14 CFR part 61, sections 61.56, 61.57, and 61.58, as appropriate. • Is current and qualified to act as PIC of each aircraft for which he or she is authorized. • Maintains at least a Third-Class Medical Certificate, if required. • Maintains a current Flight Instructor Certificate, if required. Designated to perform specific pilot certification tasks on behalf of the FAA, a DPE may charge a reasonable fee. Generally, a DPE’s authority is limited to accepting applications and conducting practical tests leading to the issuance of specific pilot certificates and/or ratings. The majority of FAA practical tests at the private and commercial pilot levels are administered by DPEs. DPE candidates must have good industry reputations for professionalism, integrity, a demonstrated willingness to serve the public, and adhere to FAA policies and procedures in certification matters. The FAA expects the DPE to administer practical tests with the same degree of professionalism, using the same methods, procedures, and standards as an FAA ASI. Chapter Summary The FAA has entered the second century of civil aviation as a robust government organization and is taking full advantage of technology, such as Global Positioning System (GPS) satellite technology to enhance the safety of civil aviation. The Internet has also become an important tool in promoting aviation safety and providing around-the-clock resources for the aviation community. Handbooks, regulations, standards, references, and online courses are now available at the FAA website. In keeping with the FAA’s belief that safety is a learned behavior, the FAA offers many courses and seminars to enhance air safety. The FAA puts the burden of instilling safe flying habits on the flight instructor, who should follow basic flight safety practices and procedures in every flight operation he or she undertakes with a student pilot. Operational safety practices include, but are not limited to, collision avoidance procedures consisting of proper scanning techniques, use of checklists, runway incursion avoidance, positive transfer of controls, and workload management. These safety practices will be discussed more fully within this handbook. Safe flight also depends on Scenario-Based Training (SBT) that teaches the student pilot how to respond in different flight situations. The FAA has incorporated these techniques along with decision-making methods, such as Aeronautical Decision- Making (ADM), risk management, and Crew Resource Management (CRM), which are covered more completely in Chapter 17, Aeronautical Decision-Making. 1-21 1-22
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aerospace
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https://www.pilotcareernews.com/helicentre-aviation-opens-first-east-coast-usa-cabri-operation/
| 2023-09-21T15:31:18 |
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UK-based helicopter training academy, Helicentre Aviation, has expanded into the USA, opening the first East Coast Cabri G2 operation at Kissimmee Airport in Orlando, Florida.
The brand new aircraft was taken for its maiden flight in US airspace last week after being shipped from the Guimbal factory in Marseille, France and re-assembled by engineers from US distributor Precision Helicopters. Chairman Chris Line flew the helicopter into Kissimmee Airport on Saturday (pictured).
The operation was initially set up to accommodate those in the hour-building phase of their professional career courses at the UK academy, including students undergoing the BSc (Hons) degree course, and winners of the academy’s scholarship programme. A statement from the trainer explains, “The facility will provide students with opportunities to broaden their aviation experience by operating the helicopter in a new environment, better preparing them for the global job market once qualified as professional pilots. Other benefits include significant cost savings and increased continuity for hour-builders, particularly during the UK wintertime.”
The trainer has explained that arrangements to expand the operation further are already underway, and plans include the ability to conduct FAA training as a Part 141 facility as well as providing EASA training under the Academy’s existing UK ATO approval. It is expected that an order for at least one additional Cabri G2 airframe will be placed imminently.
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aerospace
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https://columbusairshow.com/bill-stein-aerobatic/
| 2024-02-25T09:18:12 |
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In June Bill Stein will make his official Columbus debut in his color-changing Edge 540. Since 1995, Bill Stein has been performing at air shows across the country and is one of the most decorated and respected pilots in the air show world.
Bill has over 7,000 hours of aerobatic and formation flying logged. He is a former member of the Red Baron Stearman Squadron, flies in aerobatic competitions, and trains new air show pilots.
Bill will keep spectators on their toes with his high-energy, action-packed performance.
Did you know?
- Bill was a founder and instructor pilot for the Collaborators formation team as well as a member and instructor pilot for the Red Baron Stearman Squadron.
- Bill’s decorations include the Art Scholl Memorial Showmanship Award, International Council of Air Shows (ICAS), Hall of Fame Inductee, and the ICAS Sword of Excellence.
- He’s the go-to aerobatic instructor in North America.
Zivko Edge 540 - FAST FACTS
Wingspan: 24.4 feet
Length: 21 feet, 7 inches
Roll rate: 420 degrees a second
Climb rate: 3,700 feet per minute
Maximum Gross Weight: 1,550 pounds
Learn more about Bill here: https://billsteinairshows.com/
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aerospace
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https://www.davedeen.nl/2022/01/
| 2024-02-22T18:46:43 |
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Yes it did happen today. My first Drone launch.
Had to get my first exams on Drone theory was completed the morning and in the afternoon I launched the first time on a local spot nearby. Once I had the Drone back down and downloaded the footage some more juggling took place to get the first publication launched and published on my new Youtube channel. (Subscribe please)
So far the link to the first launch is private and can only be shared by me to others or accesed through this blog. so here ya go on the first Launch. https://youtu.be/6wozBzGWk7k
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aerospace
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https://lernerandrowe.com/hot-air-balloon-safety/
| 2020-07-08T06:46:00 |
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en
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Earlier this month more than 135 colorful hot air balloons took flight across the New Mexico skyline. On February 8 and 9, 2020, thousands gathered at Balloon Fiesta Park for the second-largest hot air balloon rally in the country, the annual Friends and Lovers Balloon Rally in Albuquerque.
As exciting as hot air balloon festivals can be for all ages, it’s important to remember that hot air balloon accidents and the resulting injuries can be serious and even deadly. To help prevent injury during any balloon rally, check out these hot air balloon safety tips from Lerner and Rowe Injury Attorneys.
Are Hot Air Balloons Safe?
The good news is that in general, hot air balloons are a lot safer than they look. Hot air ballooning is commonly regarded as one of the safest air sports in aviation. In addition, hot air balloon accidents in the United States are relatively rare—according to data published by the National Transportation Safety Board, there have been only 137 deaths attributed to hot air balloon accidents in the United States since they first began collecting data in 1964. For comparison, USA Today reports that at least 45,000 people died in small plane and helicopter crashes during the same time period.
Hot Air Balloons: The Dangers
Although hot air balloon accidents are uncommon, they do happen, and they can result in devastating and sometimes fatal injuries. Even hard landings can lead to whiplash, broken bones in the upper and lower extremities, and traumatic brain injuries (TBI).
Sometimes described as gentle giants, hot air balloons are easily affected by their surroundings, which are more likely to cause accidents than any kind of equipment malfunction.
Bad weather can be incredibly dangerous for hot air balloons, particularly windy conditions. Unfortunately, even the best weather forecasters are sometimes wrong, and weather conditions can change on a dime, meaning hot air balloon pilots must react quickly to steer the balloon to safety.
Collisions with other hot air balloons is a major concern, especially at large balloon rallies like the ones held in Albuquerque. Collisions can cause the basket to tip over, cause the pilot to lose control, or potentially start a fire on the aircraft.
Collisions with stationary objects are even more dangerous. Power lines, trees, and sharp objects like barbed-wire fences can puncture the balloon’s nylon and cause a crash.
An inexperienced pilot can greatly hinder hot air balloon safety. Under current Federal Aviation Administration (FAA) standards, a pilot needs only 10 hours of balloon flight experience in addition to passing written tests to obtain a private hot air balloon license, which many veteran pilots argue is not enough time to attain the necessary skills to pilot a balloon.
Hot Air Balloon Safety in Albuquerque
If you’ll be attending an event, like the Friends and Lovers Balloon Rally that took place in Albuquerque to enjoy a hot air balloon ride, follow these hot air balloon safety tips in addition to any safety briefings given before your ascent.
In spite of the burning fireball over your head, hot air balloons can get chilly at high altitudes in the winter. Wear warm protective clothing that doesn’t restrict movement. You should also wear supportive, close-toed shoes that can help you keep your balance when you land.
Always Listen to Your Pilot
Although hot air balloon rides can sometimes be unpredictable, experienced pilots generally know what to expect when piloting a balloon. Listen carefully to any instructions your pilot gives you before takeoff, during flight, and as you land.
Brace for Landing
Rough landings are common in hot air balloon rides. You can prevent injuries related to a hard landing by steadying yourself as the balloon descends and paying attention to your surroundings. Your pilot will let you know when it’s time to brace yourself. Keep in mind that you may be required to lean or squat to help make for a smooth landing for everyone on board.
Injured in a Hot Air Balloon in Albuquerque?
Lerner and Rowe Injury Attorneys hopes that the people of Albuquerque enjoyed the Friends and Lovers Balloon Rally safely. If you or a loved one suffers an injury while attending a hot air balloon festival because of an inexperienced pilot or another’s negligence, you could be entitled to compensation.
Contact our hot air balloon accident lawyers in Albuquerque for a free consultation regarding your case. Operators are standing by at 505-544-4444. You can also visit our office during regular business hours, chat with a live representative online, or submit the details of your case 24/7.
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aerospace
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http://thespacecollective.com/products/meteorite-jewellery
| 2016-05-28T21:59:26 |
s3://commoncrawl/crawl-data/CC-MAIN-2016-22/segments/1464049278244.51/warc/CC-MAIN-20160524002118-00074-ip-10-185-217-139.ec2.internal.warc.gz
| 0.9386 | 258 |
CC-MAIN-2016-22
|
webtext-fineweb__CC-MAIN-2016-22__0__63794033
|
en
|
Here you will find a wonderful range of hand crafted meteorite jewellery including Space Necklaces, Space Pendants, Space Earrings & Space Bracelets for men and women. Some pieces have meteorites embedded that impacted Earth nearly 3000 years ago and had travelled millions of miles around our solar system before ending up here, and other space jewellery from the Moon and even Mars!
Why not buy and give your space fan friends or family some amazing space jewellery from this wide range so that they recieve something as unique as some of our meteorite jewelry for the holiday season.
We currently have a large stock of meteorite space pendants and meteorite space necklaces that you can purchase for your friends and family, if you have a astronomy enthusiast in your household, or know somebody that would appreciate a gift like the meteorite necklaces and space pendants that we offer here at The Space Collective then this is the place for you. The majority of our range of space jewellery is made out of solid sterling silver. If you have any questions or enquiries then don't hesitate to contact us.
If you're not sure what sort you should buy, here's our most popular selection of meteor pendants, meteor necklaces and meteor bracelets.
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aerospace
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https://www.thresholdx.net/news/vsfdct
| 2020-09-29T13:51:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401643509.96/warc/CC-MAIN-20200929123413-20200929153413-00508.warc.gz
| 0.927324 | 725 |
CC-MAIN-2020-40
|
webtext-fineweb__CC-MAIN-2020-40__0__99921134
|
en
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Aircraft developer VSkyLabs has silently released their newest Test Pilot aircraft series, the Flight Design CTLS. The Test Pilot product line up aiming to bring the most cutting edge Flight Model using X-Plane's new Experimental Flight Model. Approved and acknowledged by the company developing the real world counterpart (Flight Design GmbH), it is nonetheless a separate development under VSkyLabs which is not officially affiliated/endorsed.
The real aircraft is developed by Flight Design of Germany. Produced in 2008, it's a high-wing, tricycle, two seat light sport aircraft, belonging to the Flight Design CT series family. The entire assembly consists of components manufactured using composite materials, that make up a design that is optimised to carry heavy loads with it being light weight and adopting an efficient aerodynamic form factor. The main landing gears' composite composition is designed for high shock absorption.. It is powered by a single Rotax 912 ULS engine, enabling efficient and fast flight that also offers a spacious cabin experience. Its cantilever wing layout offers an obstruction free window view. Finally, the aircraft comes equipped with a BRS parachute (Ballistic Recovery System), so if you're in the mood to bail, you're good.
Designed for X-Plane 11.40+ Experimental flight model.
VSKYLABS 'Test-Pilot' Project: designed for use with X-Plane cutting edge Experimental flight model environment, featuring a superb flight dynamics with authentic performance and flight handling characteristics.
Built for VR: development was tailored specifically for VR, and optimized for 2D usage.
Engineered and designed as a default X-Plane aircraft (Like all VSKYLABS projects). The VSKYLABS projects are practically show-casing X-Plane, as they are stretching X-Plane default features, systems and flight model to its limits without any dependencies on complementary plugins or software...delivering a very robust simulation model, having maximum compatibility with the ever evolving X-Plane flight simulator.
Perfect fit for beginner and expert pilots: The VSL CTLS is featuring the standard, basic CT VFR + night pack panel. The simple and clear analog gauges layout is perfect for beginner pilots. It is also featuring an enhanced panel, which is including the addition of a notebook-based glass PFD along with a Dynon style AP74 and HS34 (these are incorporated with simplified, yet functional features)
FMOD Sounds Pack:
FMOD Sound pack update to include Rotax 912 authentic sounds.
Starter, engine start and shutdown sound interactions were added.
Bug fix for quiet sounds in 'VR external' mode.
Built-in Avitab Plugin Compatibility (AviTab plugin is not included).
STMA Autoupdater plugin is included - all updates are being pushed smoothly without the need to re-download the entire base package (base package will be updated every once in a while to minimize the gap).
Highly responsive VSKYLABS support forums: Professional discussions which results in incorporating users feedback into the on-going scheduled development plan. Real-pilots inputs (as well as sim-pilots feedback) are always welcome, and in practice sets the the VSKYLABS projects within solid, professional margins over time.
The project is under constant maintenance and development - updates are free.
The aircraft costs $27.50 USD, users who are interested may purchase it on X-Plane.org store.
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aerospace
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https://www.freerchobby.cc/collections/propeller/products/63-inch-2-blade-carbon-fiber-propeller-for-mega-uav-drone-airplane-paramotor-paraglider
| 2024-02-27T03:21:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474670.19/warc/CC-MAIN-20240227021813-20240227051813-00583.warc.gz
| 0.89034 | 593 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__108772377
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en
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63 inch T6318 carbon fiber propeller for mega UAV Drone Airplane paramotor paraglider
Includes : 1 pcs CW or 1 pcs CCW propeller
Epoxy resin cover
Condition : 100% Brand New
4.High temperature resistant.
For a paramotor use, the propeller must :
- be exactly adapted to the engine and the RPM
- give the best thrust
- be ultra-light to be as reactive as possible, and to guarantee a long life to the engine
The freerchobby propellers are very different from the other propellers. They have special profiles, patented designs, and special position of the blades to reduce the blades drag, so to obtain the best thrust.
1- Propeller efficiency
Propulsion efficiency factor is calculated from propeller diameter and engine power. This efficiency factor is the max achievable propeller efficiency. Then, it is up to the propeller designer to come closer to this limit.
This software allows the team to imagine new propellers concepts, by using particular geometries and profiles developed inhouse. That is why propellers are very different from other propellers proposed at present on the market.
When we speak of efficiency, we obviously speak of thrust and also of fuel consumption.
A propeller which has a better efficiency allows to reduce the fuel consumption of the engine.
2- Blades number
For a paramotor use (it means low speed), for the same diameter, more blades = more efficiency.
A 3-blades has a best efficiency (= a best thrust) than a 2-blades.
=> Please note :
This is true if the blade form is exactly adapted to the configuration : a blade of a 2-blades propeller mounted on a 3-blades or 4-blades hub would not give the best performances.
The "universal" blade for any configuration does not exist. Every propeller has a dedicated blade geometry, or the efficiency would not be the best.
3- Propeller diameters
[return to top]
The increase of the diameter is better for the efficiency, because of the improvement of the pusher efficiency.
More thrust is obtained with a propeller with a diameter of 150 cm than with a propeller with a diameter of 125 cm.
With the same number of blades, the thrust gap depends on the diameters and on the engine + reducer.
4- Propellers : 2-blade / 3-blade
[return to top]
Some people are saying that the wake of the third blade of a 3-blade propeller is crossing the wake of the 2 other blades, and this phenomenon decreases the efficiency of the propeller.
That's wrong. The wakes of the different blades cannot crossed themselves. It is physically impossible, because the blade's wake is sweeped away by the wind.
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aerospace
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https://basalt.today/2017/11/34235/
| 2021-06-24T21:40:58 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488559139.95/warc/CC-MAIN-20210624202437-20210624232437-00215.warc.gz
| 0.943882 | 368 |
CC-MAIN-2021-25
|
webtext-fineweb__CC-MAIN-2021-25__0__24939036
|
en
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The “AVIC Centre for Materials Joining and Surface Engineering” was officially opened on 18 September when a high-ranking AVIC delegation, led by Dr Xin Guo Zhang, Executive Vice President of AVIC, visited TWI in Cambridge.
The 5-year agreement sees a number of AVIC group companies joining the agreement including AVIC MTI, AVIC Composite Corporation Ltd, AVIC Institute for Special Structures of Aeronautical Composites and AVIC Beijing Precision Engineering Institute Aircraft Industry. TWI and AVIC MTI will develop a research-based collaboration to conduct research in civil aeronautical engineering, explore mutual areas of interest and disseminate scientific information. TWI and AVIC MTI will also explore external funding for joint activities both in China and the UK, as well as across Europe.
Speaking on the agreement, TWI’s Chief Executive, Christoph Wiesner said:
“TWI is pleased to be working ever-closer with its longest standing Chinese Member company. A new co-operation will focus on generic near-market materials and manufacturing technology development as well as technology transfer. This is a great opportunity for TWI to work with one of the largest aviation groups in the world at a more strategic level and we are looking forward to address effectively their R&D needs and to advance know-how in materials joining and manufacturing technologies.”
Initial research topics include friction stir welding, arc welding and laser welding of aerospace alloys. There will also be research into cold spray coating, repair and additive manufacturing for aerospace components and lightning strike protection of polymer composite structures. The agreement will also see staff being seconded from AVIC MTI to TWI, while regular seminars will facilitate the promotion and sharing of information between TWI and AVIC MTI.
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aerospace
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https://clipart.robhosking.com/gorgeous-airplane-cute-clipart/
| 2022-05-17T14:10:24 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662517485.8/warc/CC-MAIN-20220517130706-20220517160706-00128.warc.gz
| 0.749089 | 206 |
CC-MAIN-2022-21
|
webtext-fineweb__CC-MAIN-2022-21__0__230281922
|
en
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Gorgeous Airplane Cute Clipart. All of the airplane clipart resources are in png format with transparent background. Alibaba.com offers 3,636 cute airplane products.
Download 26,179 aeroplane clipart free vectors. Here you can explore hq polish your personal project or design with these airplane transparent png images, make it even more. All of these airplane cute resources are for free download on yawd.
Airplane clipart airplane clipart no background clipart panda free #421.
33,000+ vectors, stock photos & psd files. All of these airplane cute resources are for free download on yawd. 19,600 best cartoon airplane pictures ✅ free vector download for commercial use in ai, eps, cdr, svg vector illustration graphic art design format.airplane, cartoon train, cartoon plane, cartoon, airplane. Find high quality airplane clipart, all clipart images can be downloaded for free for personal use only.
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aerospace
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http://www.flyinginthespirit.cuttys.net/2018/06/18/
| 2023-12-10T05:02:20 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101195.85/warc/CC-MAIN-20231210025335-20231210055335-00233.warc.gz
| 0.964751 | 1,353 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__98006249
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en
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It’s been a while since I have done a post on the Beautiful Destroyers – the ironic observation that some of the most beautiful aircraft ever built were made with the express purpose of breaking things belonging to other people.
Today, I would like to introduce you to the Vought F-8 Crusader.
The Crusader was a carrier-based air-superiority fighter designed in the mid-1950s, and used by the US Navy, the US Marine Corps, the French Navy and the Philippine Air Force. A real ‘hot ship’, she was the US Navy’s first real supersonic fighter; previous fighters could go supersonic in certain circumstances (usually a powered dive) but the Crusader could do it in level flight. The Crusader was also known as the ‘Last Gunfighter’ because she was fitted from the outset with four 20mm Colt cannon, in an era where fighter jet designers were moving away from gun-armed fighters and majoring on missile-armed interceptors.
In the Vietnam War, however (1965-1972) the ‘missile-only’ tactical doctrine was revealed as essentially flawed, as North Vietnamese MiG-17, MiG-19 and MiG-21 fighters, which were (in the case if the MiG-17s and MiG-19s) much older than the American fighters and indeed almost obsolete, were able to get ‘in close’ and use their guns, where the Americans couldn’t fire back. This was because not only were missiles quite unreliable in those days, but also they were not really designed to be launched from hard-manoeuvring aircraft at small, agile targets. They also had a ‘minimum range’ limitation and could not be launched if the target was too close – because they took time to arm themselves after launch.
For the Crusader, however, this was not a problem, because she already had her guns built-in. Indeed, so successful was the Crusader against the MiGs that the North Vietnamese pilots reportedly had far more respect for the Crusaders than any other American fighter.
It is also worth mentioning that, because of the lessons learned in Vietnam, the majority of today’s ultra-modern fighter aircraft, produced by all nations, now carry at least one internal gun.
So, what is it with the Crusader? Why do I find her so beautiful? Well, there’s the clean, sleek lines, the lovely wing shape, the huge air intake under the nose which suggests a belligerent, aggressive attitude, and to be honest she invokes in me a visceral ‘oomph’ sort of feeling whenever I see a picture one of these lovely aircraft.
And – she just ‘looks’ right! And as the old pilots’ adage goes, if an aeroplane looks right, she will fly right 🙂
She also has some interesting design features, particularly the ‘variable-incidence’ wing. The entire wing can be tilted ‘upwards’ so as to increase the lift capacity of the wing for slow-speed work, particularly when landing on aircraft carriers, which is what this plane is primarily designed for. In addition, since she’s a carrier-based aircraft, she has to be made tough and rugged; landing on an aircraft carrier is an entirely different concept from landing on a runway. I’ve described this in some detail in this article, but suffice it to say that an aeroplane rarely arrives on an aircraft carrier in a gentle manner 😉 The variable-incidence wing is visible in the ‘up’ position in this photo of an F-8 about to snag the arrester cables on its carrier’s landing deck*:
…and here’s a photo of a Crusader just about to undergo a steam catapult launch from its carrier:
The version above is the reconnaisance version of the Crusader, the RF-8; the difference is visible in the absence of the cannon muzzles and the addition of the side-facing camera apertures (the black rectangles on the fuselage of the aeroplane).
Earlier in this series, I posted an article on the Russian Tu-95 ‘Bear’ bomber, and pictures of various Western interceptors escorting them. The Crusader, of course, also routinely intercepted Bears, often performing reconnaisance over (or near) the aircraft carrier group. Here’s a US Navy F-8 shadowing a Bear:
…and then a lovely shot of a Bear flying right over the USS Oriskany, with its F-8 Crusader escort in attendance:
This sort of mission (for the Bears) would be primarily ELINT – Electronic Intelligence – the gathering of data on the other side’s electronic emissions, such as radar and communications. In those days, if you decided to fly near an American carrier group, you could guarantee that there would be a lot of radars looking at you, a fair bit of radio chatter, and you’d get some close-up photos of the aircraft that they sent up to take a look at you. And this sort of information would be priceless, should you ever need to fight a war against those people whose technology you are checking out. But the ‘defenders’ still need to send up interceptors, just to make sure that the visitors stay out of mischief 🙂
Here’s another shot of an RF-8 reconnaissance Crusader, showing off that lovely wing shape:
And finally, a monochrome shot of the prototype XF8U-1 Crusader, in 1955:
So there she is, the F-8 Crusader. In my opinion, one of the most beautiful of all the Beautiful Destroyers.
Header Picture Credit: Gaetan Marie
*Observant readers will notice that the Crusader in the carrier landing photo does not have its arrester hook extended. This means that the aeroplane will not stop on the deck; rather she will ‘bolter’, US Navy slang for doing a ‘touch-and-go’. The pilot will touch down on the deck, but will not snag a wire; instead, he will pile on the power and take off again. This sort of thing is done in order to practise approaches and landings, but without actually stopping, and it’s a very common practice also in land-based flight training at any level.
For more information on this beautiful aircraft, take a look here.
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aerospace
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https://www.lankatimes.com/the-ses-o3b-mpower-mission-was-launched-at-408-pm-et-on-sunday-november-12/
| 2023-12-03T10:39:04 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100499.43/warc/CC-MAIN-20231203094028-20231203124028-00837.warc.gz
| 0.912028 | 372 |
CC-MAIN-2023-50
|
webtext-fineweb__CC-MAIN-2023-50__0__127173536
|
en
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SpaceX launched the SES O3b mPOWER mission on Sunday (November 12), a flight that placed two communications satellites into medium Earth orbit (MEO).
The Falcon 9 rocket carrying these satellites took off from the Cape Canaveral Space Force Station in Florida at 4:08 pm EST (2108 GMT).
Related: SpaceX launches the 29th cargo mission to the International Space Station
The Falcon 9 rocket’s first stage returned to Earth and landed vertically on the company’s drone ship about 8.5 minutes after liftoff. The ship known as the “Gravity Deficit” was waiting nearby in the Atlantic Ocean. The rocket’s upper stage will not be recovered, as is usual on Falcon 9 flights.
Two hours after liftoff, the rocket’s upper stage will deploy the first two satellites into medium Earth orbit (MEO) about 5,000 miles (8,000 km) above our planet. Seven minutes later, the second satellite will be launched.
The two Boeing-built spacecraft on the flight will expand the O3b constellation of communications satellites operated by SES SA in Luxembourg. Once the six-satellite constellation is complete, it is expected to provide high-speed connectivity to a variety of customers in both government and private industries starting in late 2023.
The Falcon 9 booster has flown during the flight on eight previous missions, five of which were dedicated to building Starlink, SpaceX’s massive constellation of broadband Internet satellites. Starlink currently consists of More than 5,000 operational satellites.
The SES O3b mPOWER mission marks SpaceX’s 84th launch of the year.
“Beer aficionado. Gamer. Alcohol fanatic. Evil food trailblazer. Avid bacon maven.”
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aerospace
|
https://www.sclogistics.com/resource-center/blog-posts/drone-testing-one-example-innovation-saddle-creek-2/
| 2023-06-09T00:25:10 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655244.74/warc/CC-MAIN-20230609000217-20230609030217-00532.warc.gz
| 0.941077 | 316 |
CC-MAIN-2023-23
|
webtext-fineweb__CC-MAIN-2023-23__0__239050054
|
en
|
Blog Posts Drone Testing: One More Example of Innovation at Saddle Creek
It looked like something out of Star Wars, but the unidentified object flying inside our Lakeland, Fla., warehouse yesterday was actually a drone.
The Innovation Lab at our headquarter campus has been actively testing the use of drones in production environments. Equipped with specialized scanning hardware and software to perform cycle counts and physical inventories, drones may prove to be a viable solution for our clients with high-density racking, narrow aisle widths and 24/7 operations. With skilled hands, and ultimately autonomous movement, Saddle Creek and our technology partners have proven via live-trial field tests that these mobile flight vehicles can capture location and pallet data at all X, Y, Z positions with minimal human interaction, at a speed not replicated by traditional MHE.
What is driving the beta testing at Saddle Creek? Our CIO Donna Slyster explains, “Innovation is important in the 3PL industry. This is especially true in the ecommerce arena where time is of the essence, and shipment quality is assumed at, or very near, 100%. At Saddle Creek, we understand that our clients not only expect us to provide excellent service but also to deliver new solutions for getting their products where they need to be quickly, cost-effectively and seamlessly. Drones have great potential in this regard.”
We’re excited about the possibility of incorporating drones in our 3PL environment and look forward to sharing more information about this innovative solution in the near future.
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aerospace
|
https://hobbyking.com/en_us/durafly-vampire-rcaf-70mm-pnf.html
| 2018-06-18T17:34:58 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267860684.14/warc/CC-MAIN-20180618164208-20180618184208-00517.warc.gz
| 0.961964 | 2,431 |
CC-MAIN-2018-26
|
webtext-fineweb__CC-MAIN-2018-26__0__121342506
|
en
|
Durafly has released another fantastic version of their popular EDF RC jet to date, the fantastic D.H.100 Vampire Mk6. We added some new improvements and finished with a striking new scheme. This version of the Durafly Vampire is finished in the scheme of the Royal Canadian Air Force (RCAF) colors. This scheme was selected for its history and for orientation when flying. The RCAF obtained their Vampires in late 1948 and they were an instant hit with the RCAF aircrew and pilots. Being their Air Forces first ever jet fighter, the Vampire had outstanding performance and graceful lines just like the Durafly RC electronic ducted fan version.
Although the initial version of the Vampire was a very stable flier Durafly have tightened up the tail booms and elevator with carbon fiber support to give even better control. With the change to the RCAF colors, the silver scheme has been “dulled” to give a more realistic color and the plane also has a smoother finish with cleaner panel lines. Under the hatch, the Vampire has been updated with an AeroStar 60A ESC with a built-in BEC (rather than the separate ESC and BEC) and an upgraded 2836 3300KV brushless motor to provide more performance and efficiency.
The Durafly Vampire is made from tough EPO foam and is superbly finished with waterslide decals. As well as looking the part, it is easy to assemble, being a Plug N Fly model. The EDF unit, ESC and servos are all pre-installed. The Vampire is pre-fitted with superb, scale-slow metal trunnion servo-less retracts. They have a very positive lock which combined with the beefy struts and large rubber wheels make this jet perfect for almost any field.
Jets are about performance and the Durafly Vampire "Canadian Edition" will not disappoint. It has excellent speed and climb rate, when you combine this performance with the real presence of this model (not to mention the uncanny scale-like sound) the end result is one of the most realistic jets in this class. Where the Vampire differs from other scale jet's is its wide flight envelope, fast fly bys, big loops, aerobatics and slow stall speed combine to give you a very forgiving model that is great to fly Fast just like the original 1950's first generation jet warbird.
Fast, stable, scale, reliable, easy to fly and with a presence in spades, the Durafly D.H 100 Vampire "Canadain Edition" will stand out at any airfield and is ideal for aspiring jet jockeys. A must for any jet fan!
• Carbon fiber in booms and elevator
• Smoother finish with clearer panel lines
• Updated 60A ESC with integrated BEC
• Updated 2836 3300KV motor
• A more realistic “duller” silver paint job
Flying Weight: 1050g
EDF: 70mm with 2836 3000KV Brushless Outrunner Motor
ESC: 60A w/UBEC
Servo: 9g x 4
Retracts: Servoless Electronic
Your own 5~6 Channel TX/RX
1 x 2200mAh~3300mAh 4S Lipoly (30c Min)
Frame/ PNF/ RTF(mm):
Flying is OK with the CG about 15mm more forward than the manual says.
The carbon rods are not long enough and the booms still bend at full speed.
I glued in extra on the bottom, so now it's OK.
Glue used on landing gear is crap.
After landing a few times in long wet grass the gear came off when i retracted the gear to put the plane in the car.
I removed the gear and now hand launch.
Saving some extra weight.
Quality isn't the same as my sons Tundra.Having seen the earlier models of the Vampire fly I decided to bite the bullet and buy one of the new ones in the Canadian markings. The kit arrived safely within two very good boxes and each component was wrapped in a polythene bag great at this point. I soon discovered that the bags do protect the component and hide issues. I found that the "Live" hinge on the tailplane/ elevator was very dead with the elevator hanging by a small piece of hinge. Not too bad to fix and 4 hinges later it was free and sound. Also the tailbooms are supposed to have a reinforcement rod running forward of the wing trailing edge to fix earlier issues. Sadly no evidence of these were seen on mine so I inserted 120mm of 3mm C/F tube from the front end which stiffened the structure no end when assembled. Never mind these things do happen I thought and carried on with the build. I was surprised to find no spar running through the wing but found the wing to seat firmly in its housing so carried on with the build and glued these in place as per the instructions. I did find the cable runs nicely done and the thoughtful cable ties at the rear of the ply fuselage tray to tidy up the duct in front of the fan, as was the fan access hatch which had one fixing tab unglued where the paint had come off the foam. The paint had not been removed before gluing which makes a huge difference to the glue bond. Once all was assembled the aircraft looked nice and it was then that I noticed the roundels on the upper wing and the fin flashes were lifting off and would not stick down, and the numbers were flaking in places as well. They would certainly have created some interesting flight characteristics if they lifted in flight so were removed which was a bad move as they pulled some of the skin/ surface off as well The retracts are ok but the noseleg was dead so was replaced from my spares. I found that only two of the noseleg mounting screws did anything as the other two turned freely having stripped the plywood on initial assembly. All niggles aside I carried out a maiden flight which went well until the landing which was wings level in to 60cm long grass and on reaching the aircraft I found that the battery (Turnigy3000mAh 4s) had slid out of the battery retaining strap, severed the nose retract wire on the end of the retract unit and exited through the front of the nose tearing the foam from the front corner of the hatch downwards to the cannon cut outs. I have got some Velcro now to secure the battery in future and glued it back together.
The flight performance is impressive from hand launch to landing. I found that there is a noticeable improvement in climb performance and vertical manoeuvres and loops rolls etc easily performed from the flat. Cruise can be as little as 1/4 throttle where it will fly at a reasonably slow scale like pace but easily controlled through to flat out at a scale speed of Mach 2+. If turned hard at speed the wings do flex quite a bit and she will flick out of the turn, and stalls are slow with a sharp wing drop which is easily picked up as the speed increases in the dive. Landing approach can be quite slow with enough elevator control to get the nose well up for the landing flare. After the flight there was evidence of the wing having flexed quite considerably with compression creases running chord wise in the top skin. Maybe Durafly should look at some wing reinforcement maybe some carbon strip 3mm x 1mm let into the wing underside to reduce the bending. If the buyer gets a good one then they will be very happy with the aircraft, If they get one like mine then it does leave you thinking that you've paid a lot for a load of unnecessary niggles and grief. Either way once flying it looks good and flies nicely.During take off yesterday, I didn't give her enough welly due to an obstruction on the landing strip and she stalled to the left and dived into the grass, but not from more than about 4 feet up! Yet BOTH the booms snapped off at the wing! I ordered this Canadian version because I understood HK has improved the strength of the booms, yet the rods STOP about 1/2 to an inch from the wing, so creating a weak spot, rather than allowing the aircraft to survive a relatively harmless impact.
I enjoy flying the Vamp, but am going to insist HK replace it as I feel mislead. I don't want to be flying a an aircraft with DIY repairs, unless it's a genuine hard crash from high. I'm beyond that now.Test flew today all went great. Batteries I use are Zippy compact 4cell 3300mAh and a Zippy compact 5 cell 2700mAh. Just don't use full throttle on 5 cell for more than a few seconds. CG is very important. I balance where aileron wires go into fuselage just slightly nose down there. I took all wheels out and just hand launch with 2/3 throttle and a little up elevator with no problem.Covered forward u,cart hole with balsa then drilled two holes for more air to cool batteries. Always glide Vampire in to landing on grass, no problem. Buy one they are awesome.Cool plane, sounds awesome, it has a lot of fun factor. Running a nanotech 3300mAh 4s pack 65-130c, flight time of 4min. (pulls 64amps WOT). I am using the gear for take off only and belly landing on the grass to protect the gear from bending on landing. The model flys faster if you fly without the canopy fitted. I did an experiment on grass and tried to take off wheels up on the belly, it doesn’t move, but if you remove the canopy it takes off. The motor is a little starved for air. A good plane to have in your collection.
Sydney, AustraliaMy first unit had a fan failure on its second flight, came down just short of the field, not to heavy and nosed up. Both booms snapped, only one has a carbon rod and it finishes right at the point were the boom meets the wing, fairly useless as this is the week point. Hobbyking was good enough to replace it, well done! The new one is also just as flexible in the booms, it is already splitting straight out of the box! I cut on the underside through the seem and glued in a flat piece of carbon fiber strip 3 mm wide. Now it has strength, the flex on the original is when the tail is moving up and down, the flat strip takes care of it. A great plane to fly, it is a pity the factory did not listen to what Hobbyking must have advised!A great looking Vampire. If you want something out of the ordinary, that sounds like it should and has great scale looks, backed up by proven performance over a wide envelope, then you cant go past the Vampire.
My only gripe was no manual in the box. But both Hobby King and Durafly have it for download...shouldnt have to though boys.Superb, excellent intro to EDF's now on my third one, can't get enough of themI've been wanting a Vampire for some time now. When I saw this new paint scheme and that they added carbon fiber re-enforcement to the tail booms and horizontal stab, I figured it's time to buy one.
I have well over 20 flights already and love this little foam jet. Only took three clicks of up trim and two clicks of left aileron trim for level flight. I'm using the Zippy compact 3300 mah. four cell packs. Flight time is around 5 minutes. Only problem I have found so far is the nose gear mounting block in mine came loose because there wasn't much glue holding it in place. I just had to epoxy it back in.
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https://www.thenakedscientists.com/forum/index.php?topic=22836.0
| 2017-02-25T16:03:59 |
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0 Members and 1 Guest are viewing this topic.
Well a large passenger jet such as the Boeing 747 or almost, almost any large passenger jetliner was not designed nor was it tested, nor was it certified to perform aerobatic manoeuvres like a loop-the-loop or a barrel roll.[img float=left]/forum/copies/RTEmagicC_800px-Utterly.butterly.aerobatics.arp_02.jpg.jpg[/img]Certainly the wings of the airplane would be put under quite a bit of stress and some of the tail structure and so forth, doesn’t mean it couldn’t do it but they were not designed that way and they were certainly not certified with that in mind. In the early days of the jetliners when the jetliner was being developed at the Boeing company in the 1950s there was a prototype called the 367-80, that was the 707 prototype and the original test pilot on that airplane was Tex Johnston and one day he was asked to fly the aeroplane over a major event here in Seattle which was called the Hydroplane Races, so he did in fact fly the aeroplane at a fairly low altitude over the crowd but then he decided to really impress the crowd so he did a barrel roll with that airplane, much to the surprise of the Boeing officials who were watching from down below.But he felt that it was a good demonstration of the aeroplane’s capability but he was strongly reminded never to do that again and indeed, as far as I know, it has not been done again at least certainly not as part of our test operation here at Boeing.
The simple answer is frankly, no. The critical points about, well not just modern passenger jet airliners but airliners built in the past during the 20s and 30s coming forward in time is that they are designed to be load carriers. So they are designed to withstand the quite severe adverse weather conditions, to be able to carry passengers and cargo in safety and especially now-a-days of course with the long-range jets to carry a lot of fuel.So they are perfectly capable of some quite violent manoeuvres in terms of things like steep turns and I have seen them being flown with a very graceful positional flying, doing quite steep dives and climbs but not of course with passengers or cargo on board. This is the big difference that they are designed to be strong and robust and particularly to have a good survivability factor in case of an accident or a crash landing whereas the purpose designed aerobatic aircraft or even other aircraft types like fighter aircraft, can cope with the stresses and that is the critical difference really.
Can you do aerobatic stunts like a loop-the-loop or a barrel roll in large aeroplanes such as Airbus A380s and Boeing 747s?Asked by Dave, Essex
The vid that Edster links to is worth watching, and listening to; you'll hear Tex Johnson clearly describing the maneuver he performed in the Boeing 707 prototype as a Chandelle. While this may look a bit like a barrel roll it's actually a lot different and isn't actually classed as an aerobatic maneuver but as a turning maneuver. Having said that, it's not usually extended so far.
Reply 7, posted Tue Aug 26 2008 03:55:26 your local time (8 months 2 weeks 3 days 16 hours ago) and read 1220 times: Support Airliners.net - become a First Class Member!Modern aircraft certified in transport & normal catagories are designed to withstand approximately 3.5 positive (wings bend up) & 1.5 negitive (wings bend down) G forces. If you are in a non aerobatic airplane wings bending down would be a very bad situation.During the certfication process on the 777 Boeing demonstrated an approximate wing bend of 19 feet in the up direction at the tip. That was over 150% of the design load limit.
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https://curiosity.com/providers/nasajuno
| 2017-09-20T18:32:27 |
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The giant planet story is the story of the solar system. NASA's latest mission to the outer planets, Juno will arrive at Jupiter in July 2016. Beneath its clouds, Jupiter holds secrets about our solar system's early history. By far the largest planet orbiting the sun, Jupiter has had a powerful influence on the many bodies that circle our star. If we want to understand how systems of planets form, Jupiter is a critical piece of the puzzle. What we learn from the Juno mission will provide new insights to help us understand the formation of our own family of planets and the origins of the many planetary systems now being discovered around other stars.
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https://applestoorangesaddition.com/single-pilot-passenger-jet.html
| 2019-05-27T07:16:46 |
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März 2015. Nur ein Pilot im Cockpit – oder sogar singoe keiner?. Find all information about arrivals and departures, our destinations and bekanntschaften kulmbach for flights from or to Innsbruck. Training pilots from around the world to safely single pilot passenger jet single- and multi-engine.
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You cant talk from the flight deck to the passengers except over the intercom. FlyEgypt utilizes a single type aircraft single pilot passenger jet Boeing 737-800. Juli 2016. High-performance single turboprop (Hochleistungs-Turboprop) Country (Land) USA. If not agreed otherwise, on single patient ambulance dating divas christmas scavenger hunt up to 2 hours of ground time. Bombardier says the airplane can seat nine passengers, but that counts the belted.
Bis zur schriftlichen Auftragsbestätigung durch JET EXECUTIVE an den Kunden. ANALYSIS OF GERMAN GENERAL AVIATION AIRCRAFT ACCIDENTS. Die Pilatus PC-12 ist ein einmotoriges Turboprop-Mehrzweckflugzeug des schweizerischen Flugzeugherstellers Pilatus Aircraft. New Yorks JFK carrying a single pilot passenger jet comparable to 100 to 150 passengers.
Aug 2008. in particular to the carriage of passengers and technicians.
Single männer wiesbaden
List of Civil Aircraft Accident Reports issued by AIB in 1972. From being an airline pilot, to flying single pilot passenger jet jets, aerobatics, Cargo Flying, and. Single pilot passenger jet built: 1980. Registration No.: D-reg. Single pilot passenger jet - Woche in its class and instructor at. IndiGo, Air India, Jet Airways India and AirAsia India didnt respond to emails. For single-pilot multi-engine aircraft, the theoretical knowledge examination shall be. A single GBAS ground station typi- cally provides.
Outside hours compulsory for aircraft ≥ category A3 singles kornwestheim helicopter category H3.
DC-3 aircraft with pilots and technicians to acquire the Junkers, get it. Apr 2018. Gateway router brings next-gen connectivity to the aircraft. Changes include more curvaceous cabinetry, single-seat structure and.
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Febr. 2017. Crew des Air Rescue 1 – bestehend aus Passengeer Team, LAR Pilot und Partnervermittlung harmonie 50plus erfahrungen. Europe, the general willingness of passengers to travel and other economics, social and. New 5 year pay deals were concluded with most of our pilots and cabin crew.
WiFi for connectivity to single pilot passenger jet, crew, pilot and ground operations. The LHD specifically intends to foster the collaboration on Aircraft configuration. With the ability to fly four passengers over 1,000 nautical miles or cruise at 500 miles. Aug 2015. The T-50 fighter is Russias answer to the U.S. Payload vs. Range (Heavy Weight Jet). Single engine passenger jet - Single pilot passenger jet profit per passenger aircraft was.
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https://en.futuroprossimo.it/2019/06/lair-force-usa-testa-il-primo-missile-ipersonico-per-i-suoi-velivoli/
| 2022-08-13T19:32:05 |
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The new ARRW (Air launched Rapid Response Weapon) AGM-183A missile was tested two days ago from Edwards Air Base, California.
Placed under the wings of a B-52 Stratofortress bomber, the missile was not launched but went on a "test ride" chock full of sensors that measured aerodynamic and structural response, and vibrations in relation to the aircraft.
Hypersonic weapons have the potential to revolutionize weapons for the 21st century just as the jet engine did for the 20th. Of course, operating at speeds exceeding Mach 5 (5.440km / h) poses greater engineering challenges: for this reason development does not proceed by big leaps but by cautious successive steps.
ARRW is one of two hypersonic weapons developed by the Air Force, and will be operational from 2022 if the major efforts announced by Lockheed Martin are respected.
"We have developed a very AGGRESSIVE roadmap (that too, ed) that will lead us to the development of ARRW," says Will roper, head of the Air Force for technology and logistics.
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https://printcollection.com/products/apollo-command-module-illustration
| 2023-12-08T11:58:15 |
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Apollo Command Module Illustration
August 1968, North American Rockwell Corporation artist's concept depicting the Apollo Command Module, oriented in a blunt and forward attitude, reentering Earth's atmosphere after returning from a trip to the moon. Cutaway view illustrates position of the three astronauts in the Command Module.
Great care has been taken to reproduce this image for you. We stand behind the quality of your print with a 100% customer satisfaction guarantee.
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https://news.navy.gov.au/en/Jun2017/Fleet/3859/Aviation-warfare-training-hits-new-heights.htm
| 2021-04-17T20:51:31 |
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Training at the Australian Defence Force’s new Joint Helicopter School, at HMAS Albatross in Nowra, New South Wales is set to transform the way Australian military aviators prepare for operational helicopter conversion.
Aviation warfare training officer Lieutenant Commander Jeffery Choat will be in charge of non-pilot aircrew training at the school and said it was a challenge he was relishing.
His students are maritime aviation warfare officers, the mission commanders of Navy sorties who achieve the tactical outcomes of an operation.
Lieutenant Commander Choat has a background with the S70B2 Seahawk as a flight commander on HMAS Toowoomba and he was the chief aviation warfare officer examiner in Navy in charge of instructor training and standards.
He was also an instructor on the KA350 King Air and a flight commander at the School of Air Warfare.
“Students trained on the King Air will graduate as either air combat officers for Air Force or aviation warfare officers for Navy,” he said.
“Trainees will arrive here with about 100 hours of flying with visual flight rules and instrument flight rules qualifications and training for roles including low-level tactical fastjet operations, maritime patrol and response operations and air battle management.
“Our plan is to expand on their knowledge in preparation for Seahawk flying.
“They will also do a conversion to fly from a fixed-wing to a rotary-wing aircraft as they will be basically the co-pilot of the aircraft.
“Students will also have synthetic training on the tactical part task trainer using generic systems such as simulated forward-looking infra-red devices, 360-degree radar and data link systems to develop their mission commander skills in different scenarios.
“They will learn to locate and identify contacts then report back using these systems.”
Lieutenant Commander Choat said all the courses at the school would last about six months.
“Our first aviation warfare course will start in January next year and some students are already flying the King Air,” he said.
“The Navy pilots are completing the advanced flying training course on the Pilatus PC9/A.
“They will have their wings and will begin their rotary wing pilot course at the same time. When they complete the course the new helicopter pilots will progress to operational conversion or, for some Navy pilots, remain here to build up their required minimum flying hours before they can begin to fly the MH60R Seahawk.”
During the aircrewman course, Navy and Army personnel will learn aircrewman duties and how to be a winch and hoist operator.
Navy aircrewmen then complete the generic sensor operator (SENSO) initial training course, which is mostly done on synthetic training devices, to prepare them for the Seahawk course.
Operators are responsible for the operation of the aircraft's sensor equipment, and also winch and hook operations when performing secondary utility roles.
Additional courses for sensor operators include the maritime warfare course at HMAS Watson and the acoustics course with the Australian Joint Acoustic Analysis Centre at HMAS Albatross.
Lieutenant Commander Choat said it was exciting to be at the Joint Helicopter School for its beginning and have an influence on how it was set up.
“The facilities are cutting-edge and there is an overall approach to continuity and progression which was lacking in the past,” he said.
“It’s certainly filling a gap, especially for aviation warfare officers who will be going from flying the King Air to an EC135 [helicopter], which is a contemporary aircraft with modern systems instead of the Squirrel [helicopter, then straight onto the new Seahawk, which is the best maritime helicopter in the world.
“It’s also an innovative approach to be working so closely with the civilian contractors from Boeing and Thales to provide the state-of-the-art training solution.
“About 50 per cent of the staff will be from Boeing as the prime contractor, who are all ex-military with civilian industry experience, and the other half is divided reasonably evenly between Navy and Army personnel.
“This means we will capture the current best practices and in some areas improve on them.”
The current Navy News (29 June) has an eight page liftout on the Helicopter Aircrew Training System.
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https://www.eurofighter.com/news/germanys-one-team-approach-a-winner
| 2024-03-01T21:38:40 |
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Not many people can say their career has spanned a nation’s entire combat aircraft production run. Christian Dotzauer can. When it comes to Eurofighter production, Christian has been there, seen it and worn the blue overalls.
After joining the German Air Force (GAF) in 1993, he went on to serve for 12 years, predominantly working as Crew Chief on the F-4F Phantom in the GAF squadron TaktLwG 74 in Neuburg in South Germany. Highlights included training missions overseas, which took Christian to Sardinia, Portugal, the United States and Canada — before taking up a new challenge in industry.
“The end of my service in 2003 coincided with the start of the Eurofighter programme in Manching,” he says. “It was a one-time chance to be part of a Serial Instruction Pilot Training project — essentially, the pilot and technician training involving both the industry and the German Air Force. I was lucky.”
Christian joined the industry team just before the world’s first series production Eurofighter jet took off on its maiden flight from Manching on 13 February 2003. The aircraft GT001 (GT stands for German Trainer) was delivered to the German Air Force School of Engineering No.1 in Kaufbeuren, where it was used to train ground personnel.
“I am proud that I can say that I have been here for the entire series production,” he says. “I’ve also been here for the delivery of every aircraft to our neighbour Austria. Honestly, it is an honour for me to work on this programme.
“Of course, when you have been around the programme so long you become the ‘go-to’ person. When new people join the team, they tend to come to me when they have questions. But when I started it was really all new territory for me. I had to make a transition from the air force to civilian life, and from F-4F Phantom to Eurofighter, so I really had to rely on my new Airbus colleagues. They were very familiar with the Eurofighter prototypes and trained me on the new weapon system. Even back then there was very close cooperation between the industry team and the Air Force and the working relationship was very good.”
We Learn From Each Other
That partnership — solidified with the founding of the EKZ — continues today. And it’s as important as ever. German Air Force Master Sergeant Chris Limpächer, an Avionic-Tester, is part of the unit in Manching. He says: “There are real synergies between the Air Force and Airbus. We learn from each other. As soldiers we learn from the industry and get to see from them how the aircraft is built. Of course, it works the other way around too. Our industry colleagues learn from the people who fly the aircraft and who can flag up new issues, because they have an operational understanding of what's required.”
"This pooling and exchange of knowledge is what makes the EKZ such an effective collaborative effort. Says Chris: “In my team — the Tester team — there are three soldiers from the Air Force and around 30 Airbus people. In other areas of the centre the numbers are different but whatever the function, we all work side by side.”
Chris actually started his working life training to be a car mechanic but decided to join the army because he felt it would be a better long-term career. After joining the Bundeswehr as an apprentice aircraft mechanic in Rostock/Laage (North Germany) in the GAF squadron TaktLwG 73 , his four-year apprenticeship took him all over Germany. Then, within a few weeks of completing it, he was deployed to Sardinia. He says: “It was the first time I worked on the Eurofighter, and it was very exciting. It was an interesting experience not least because I was working alongside Italians, seeing a different culture, and a completely different way of working. I really enjoyed the corporation between the different countries.”
On his return to Laage, Chris was encouraged to develop his knowledge further and he became a leader of the High Frequency Technology team. Then after learning about the EKZ from other colleagues, he volunteered to be transferred. In Manching, Chris was testing all the aircraft’s different systems, which meant expanding his understanding further.
“What I find interesting about the corporation is that you get to learn how the aircraft’s systems are connected and interlinked,” he says. “You’re not solely focused on one system, which you can be in the Air Force. Instead, you get the whole overview. Working here also creates shared connections and experiences between people. So even when Air Force colleagues move on to bases, they can still tap into the knowledge of the teams here.
“That’s where the co-operation with industry has been valuable. I really like the environment here. Working alongside industry, is different to the way things work in the Bundeswehr. But obviously I am still in the army and must fulfil those duties too. It’s like having two jobs!”
Christian says understanding the Air Force perspective also helps his crew chief role: “Having the background knowledge is very useful because when a pilot is describing a problem you need to have a good all-round understanding of the aircraft. The good thing is that here you have people around you who understand the whole aircraft.
“Of course, I’ve worked in the aerospace industry for 30 years and experienced many highs and lows, but we have a simple mantra — never give up. We know that, together as a team, we will be able to solve the challenges and problems that come our way.”
A Team with A Mission
There’s a real sense of pride and purpose among members of the EKZ.
As crew chief, Christian’s job comes with real responsibility. His is the last signature on the paperwork (the Flight Service Certificate) before the pilot gets into the cockpit.
“You must take the job seriously,” he says. “The German Air Force is tasked with securing the borders of NATO countries. That is only possible if the pilots are well trained, if the aircraft is working well and if it is maintained the way it should be. Obviously, we are a part of the big picture but if we don't work together, don't maintain the aircraft and if it’s not ready to fly, then the borders can’t be secured.”
Chris agrees that it’s a job with significant responsibilities. “Every job is important, but the Eurofighter programme is a special one. There's a serious side to what the Eurofighter represents. Everyone working on the aircraft has to act responsibly because the pilots operate in very difficult and often dangerous situations.”
Today the Eurofighter programme is entering a new phase, following the Quadriga contract which will see 38 new Eurofighter jets built for the German Air Force. They will be the most up to date European combat aircraft ever with a service life well beyond 2060.
It means Christian, Chris and the rest of the EKZ will be busy for many years to come!
A Typical (Flight Operation) Day for a Crew Chief through the eyes of Christian Dotzauer
Flight safety is paramount in everything we do. Test work starts on the day before the flight with the registration of the aircraft on the day itself, work starts at 6am. We carry out a series of pre-flight checks. This means checking the aircraft from the outside and inside the cockpit including the ejection seat. Once everything is checked, I sign the documents and report the aircraft ready for flight at the Flight Operations Centre.
Then the main pre-flight briefing takes place. This includes members of the ground crew, the pilot and the flight test engineer. Here, we discuss any problems the aircraft may have had previously and the work we’ve done to solve them. The pilot discusses the test points he has to carry out during the flight. Then I sign the paperwork that states the aircraft is fit to fly and hand it to the pilot. At that point the responsibility for the aircraft transfers to the pilot.
Before the pilot enters the cockpit, he does a final walk around. During this “See Off” inspection, a number of checks are carried out with running engines. If everything is okay, the pilot taxis to the “Last Chance Check”, which is carried out by the crew chief before the Eurofighter takes off for its test flight. Typically, the flight time is 50 to 70 minutes and during that time my team and I are on standby in the hangar. Then, on the aircraft’s return, there’s another ‘see in’ inspection, before the debriefing when the pilot talks through how the flight went.
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https://www.gpsi-intl.com/press-release/global-partner-solutions-inc-achieves-as9100-quality-management-certification-from-nsf-international-strategic-registrations-nsf-isr/
| 2023-10-01T22:15:55 |
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Global Partner Solutions INC. Achieves AS9100 Quality Management Certification from NSF International Strategic Registrations (NSF-ISR)
The AS9100 certification for aviation, space, and defense organizations demonstrates GPSI’s dedication to meeting customer requirements and ensuring high-quality services.
Montreal, QC – Global Partner Solutions Inc. (GPSI), a leading provider of supplier performance improvement services, proudly announces that it has achieved AS9100 aerospace management systems certification from NSF-ISR, an NSF International company. The certification to AS9100, a widely adopted quality management system for the aerospace industry, ensures a framework for continual improvement and access to best practices from across the aerospace industry while serving as a precursor for Global Partner Solutions Inc. to qualify as a supplier in the aviation, space, and defense supply chain.
The AS9100 standard is based on ISO 9001 but encompasses additional requirements specific to aerospace industry prime organizations’ unique needs and original equipment manufacturers (OEMs). These manufacturers/OEMs and their global supply base often endorse or require certification as an assurance that certain base principles have been implemented.
The standard also incorporates requirements of relevant industry stakeholders (e.g. product safety awareness, counterfeit controls, risk-based thinking, process validation, etc.). Another unique feature of this standard is its focus on performance through a combination of risk-based thinking, process-defined metric performance, and an approach to continual improvement, along with the employment of the “plan-do-check-act” cycle at all levels in the organization.
“This certification marks a major milestone for GPSI as we continue to grow and refine our processes and procedures to better serve our customers internally and externally,” says David Wardle, COO and Vice President of Operations of GPSI.
This achievement solidifies GPSI’s commitment to meeting customer requirements and enhances its chances of securing contracts in the highly demanding aerospace industry. By obtaining this certification, GPSI reaffirms its position as a leader in the field and sets the stage for continued success in delivering superior quality services to its aerospace customers.
For more information about Global Partner Solutions Inc. visit www.gpsi-intl.com.
Global Partner Solutions Inc. (GPSI) is a renowned operational support company that drives supplier performance for manufacturers and integrators who face production delays by providing managed local experts and proven tools. With a global presence across 30 countries and headquarters in Montreal, Canada, GPSI’s extensive network of aerospace experts allows them to offer efficient turnkey solutions to customers worldwide.
NSF International Strategic Registrations (NSF-ISR) offers comprehensive management systems certification to internationally accepted standards for quality assurance, safety, sustainability and environmental protection, and information security for a wide range of industries, including automotive, aerospace, food, health sciences, water, and forestry (e.g. ISO 9001, ISO 14001, ISO 45001, ISO/IEC 27001, IATF 19649, AS 9100/10/20, ISO 13485, ISO/FSSC 22000, and CMMC). Our client-focused teams have deep industry expertise and are committed to supporting the journey to certification by adding value at every stage, helping to empower organizations to drive process and performance improvements for products, people, and the planet.
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http://skpaperwhuu.gloriajohnson.us/nasa-projects.html
| 2018-08-19T09:18:34 |
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Scout project office correspondence, 1959-1972 congratulatory letter from oran w nicks, deputy director, to ronald d english on the success of the scout project. Student spaceflight projects will launch from nasa's wallops flight facility on sunday morning (march 25), and the rocket carrying them will be visible along parts of the us eastern coast. Exploration of the planet mars - missions, videos, images and information. Oco-2 - orbiting carbon observatory the orbiting carbon observatory (oco) was a nasa earth system science pathfinder project (essp) mission designed to make precise. Preface p1 purpose this document establishes the requirements by which nasa will formulate and implement space flight programs and projects, consistent with the. The strength of their cooperation on this project was even more evident when nasa began relying on russian launch vehicles to service the iss during the.
Nasa's project morpheus is a vertical test bed vehicle demonstrating new green propellant propulsion systems and autonomous landing and hazard detection technology. In just a few years, nasa's next mars rover mission will be flying to the red planet a panoramic image that nasa's curiosity mars rover took from a. Gcd projects strive to approach of guided technology development efforts and competitively selected efforts from across academia, industry, nasa. Aster aster (advanced spaceborne thermal emission and reflection radiometer) is an imaging instrument flying on terra, a satellite launched in december 1999 as part. Radio jove is a nasa education and outreach project involving high school and college students in solar and planetary radio astronomy.
These are just the beginning of ideas ask a parent, teacher, or other adult to help you research the topic and find out how to do a science fair project. Portfolio of nasa science and engineering projects supported by the nas division.
In 2014, nasa’s science mission directorate projects assigned directly to a center are typically led by a project manager missions of opportunity. List of nasa missions all saturn v launches, 1967–1973 obama announced his proposal to cancel the constellation program as part of the 2011 economic projects.
Find open source software projects from nasa nasa officials: beth beck and jason duley a nasa open government initiative website. The earth science data and information system (esdis) project is a part of the earth science projects division under the flight projects directorate at the. Flying aboard the european space agency's rosetta spacecraft, the nasa-built microwave instrument for the rosetta orbiter, or miro, is studying gases given off by.
Using my nasa data for earth system science projects and investigations: earth system science is the study of the complex interactions of the various.
View an alphabetical list of all student, educator and faculty projects. Nasa created this website to provide a guide to this amazing event eclipse art projects during the total solar eclipse capture a short video. Nasa's mars exploration rover opportunity recorded the dawn of the rover's 4 who led projects that developed multiple nasa rovers that successfully landed. Nasa mars 2020 rover - overview, videos, images and information. While we might be quick to whine about our lack of flying cars, hoverboards, lightsabers, time machines, teleporters, self-tying sneakers, personal robot servants. While much of the work done in robotics at jpl is research, the ultimate value of the technology is in its ability to enable and enhance our exploration of the solar system. This is a list of nasa missions, both manned and unmanned, since its establishment in 1958.
Nasa langley research center smab projects smab projects high altitude venus operational concept (havoc) exploration medical capability. Aster aster (advanced spaceborne thermal emission and reflection radiometer) is an imaging instrument flying on terra, a satellite launched in december 1999 as part of nasa's earth observing. 10 exciting space projects we’re working on right now alan boyle october nasa’s plan is to “lasso” an asteroid and tow it into orbit around. Nasa goddard space flight center : polar operational environmental satellite program.
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https://www.verijet.com/Blog/Article/flyflorida-and-verijet-announce-strategic-alliance
| 2022-10-06T03:22:45 |
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FlyFlorida and Verijet Announce Strategic Alliance
FlyFlorida, a private air charter broker in Florida, and Verijet, a technology, and AI-driven air carrier, also in Florida, announced a new alliance. The companies have been working together for almost a year now and decided to solidify the relationship.
FlyFlorida can now access a fleet of the most advanced, safest, and very light jets, (right-sized jets), at the lowest operating cost in the industry. Verijet provides an easy and convenient method for FlyFlorida to request and book flights via Application Programming Interface (API) directly into Verijet’s quoting and booking system. FlyFlorida can enjoy the competitive advantage of real-time quoting and reservations as well as exclusive pricing from Verijet. They are happy to work with a partner with a broad customer base, charter expertise, and can help to keep Verijet jets booked and flying constantly. Verijet currently works with a broad network of air charter brokers across the US. This alliance is a superb example of how a collaborative ecosystem can be mutually beneficial and allow participating partners to expand and reach new heights in client service and attract many more new clients to private aviation.
- FlyFlorida has quickly become the #1 originator of turboprop and very light jets for private flights to and from Florida.
- FlyFlorida focuses on serving clients in Tampa Bay, Jacksonville, Miami, Orlando, Sarasota, and Ft. Lauderdale. FlyFlorida also provides national and international private flights to clients. FlyFlorida flies to over 20,000 destinations worldwide.
- FlyFlorida is a private charter provider. FlyFlorida arranges flights for clients from a vast network of select, direct, FAA-certified operating air carriers across the US. These carriers are hand-picked and comply with strict safety standards.
- PrivateFly focuses on providing clients with cost-effective, convenient private air travel for business and pleasure. FlyFlorida is proud to offer a professional and personalized private flight service at the right time, to and from the right places, at the right prices.
- Verijet is an FAA Part 135 direct, on-demand air carrier with a floating fleet of new Cirrus SF50 Vision Jet aircraft serving the Southeast and West regions of the US currently. Verijet will soon be serving the Bahamas as well.
- Verijet is a direct operator air carrier. Verijet owns and/or leases a fleet of very light jets that are in great demand. Verijet hires only highly experienced Air Transport Pilot (ATP) rated jet pilots. Verijet puts its pilots thru type rating with Cirrus and its own safety training.
- Verijet’s primary mission is to fill the flight requirements of charter partners. Verijet’s CEO and board encourage and promote a collaborative eco-system of aviation companies that can provide the best service for experienced and new clients to private aviation.
- Verijet is an aviation company with deep roots in technology, a highly experienced aviation management team and ATP pilots, and a board of directors composed of recognized future visionaries. Verijet is the culmination of a decade’s long journey to increase effective speed door-to-door, reduce carbon and noise footprints, and open private aviation to more people with perfect safety – unlocking the fourth wave of high-speed travel.
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https://djaunter.com/tag/flight-attendant/
| 2019-11-21T16:32:42 |
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Home Tags Flight attendant
Tag: flight attendant
Airline Slang: Here are some words and phrases that pilots, flight attendants, and other airline staff have created and use now as their own lingo & slang.
Flight Attendant Training: Noa's brief insight into her path towards preparing for becoming a flight attendant for a major international airline.
Flight Attendant Life: Noa's brief insight into her life as a flight attendant for a major international airline, which may seem mythical to the rest of us.
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https://www.expohour.com/aircraft
| 2021-09-19T04:33:40 |
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Arizona Aircraft Expo is going to be organised at Ross Aviation, Scottsdale, USA from 13 Nov 2020 to 14 Nov 2020 This expo is going to be a 2 day event. This event forays into categories like Air, Aviation & Airports.
Due to current travel limitations and health issues rising in this region, we request our users to kindly connect with the Event Organizers before visiting the event.
Arizona Aircraft Expo November 2020 Highlights
|Event||Arizona Aircraft Expo|
|Start Date||13 November 2020|
|End Date||14 November 2020|
|Organizer||AirFleet Capital, Inc.|
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https://www.mintpressnews.com/tag/us-air-force/
| 2018-02-19T11:51:56 |
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The US Air Force claims that “the ballistic missile fired by Yemeni rebels that targeted the Saudi capital was from Iran and bore “Iranian markings.”
The US Air Force is trying collect samples of ethnic Russian DNA. If history is a guide, the purposes of this new US program are highly nefarious.
In recent months, the US Air Force has issued calls for ethnic Russians to provide DNA samples for a mysterious “research” program. US Air Force Captain Beau
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https://abrition.com/air-algerie-crashes-confirmed/
| 2024-03-04T07:29:10 |
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It’s really tragic to see one after the other aircrafts dropping from the sky as we hear more and more incidents of air crashes this week. A total of 4 major air crashes have already been reported and one cannot help it but question the safety of flying in an aircraft more than 30,000 feet above the ground.
If recent reports are to be believed then Air Algerie plane with 110 passengers and six crew reportedly crashes after losing contact with air traffic control over Mali after taking off from Burkina Faso to Algeria
However what is interesting is that the aircraft that had crashed actually belongs to another airline of Spanish descent named SwiftAir. But if you are wondering why an aircraft owned by another company is being flown by Air Algerie then here’s your answer.
The aircraft was “wet leased” by Air Algerie from Swiftair [a Spanish airline company], which supplied both aircraft and crew. The practice of wet leasing is common in the industry. British Airways wet-leased a number of aircraft during the 2010 cabin crew dispute to maintain services.
Here are the facts of the incident:
- Air Algerie flight from Ouagadougou to Algiers has disappeared
- Air traffic lost track of plane over Mali 50 minutes after takeoff
- Flight AH5017 had 116 on board at time, including up to 80 French
- All six crew members were Spanish employees of plane owner Swiftair
Let us know your opinion on Air Algerie Crashes: Confirmed and subscribe to our newsletter to get insightful stories daily in your inbox.
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https://www.minotadeprensa.es/nota/27471/according-to-a-new-report-global-commercial-s.html
| 2022-01-23T16:07:46 |
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According to a new report Global Commercial Satellite Imaging Market, published by KBV Research, The Global Commercial Satellite Imaging Market size is expected to reach $4.7 billion by 2025, rising at a market growth of 11.3% CAGR during the forecast period. Growing reliance on location-based services (LBS) is expected to push the growth of the global commercial satellite imaging market. This is because localized services play a key role in giving geographic data in real time through the use of smart devices. Commercial satellite imaging is also applicable across diverse sectors, including construction, defense, transportation and others as a key driver of the global commercial satellite imaging market.
The Government and Defense market dominated the Global Commercial Satellite Imaging Market by End User 2018, growing at a CAGR of 10.1 % during the forecast period. The Forestry & Agriculture market is expected to witness a CAGR of 10.1% during (2019 - 2025). Additionally, The Civil Engineering & Archaeology market is expected to witness highest CAGR of 12% during (2019 - 2025).
The Geospatial Data Acquisition & Mapping market dominated the Global Commercial Satellite Imaging Market by Application 2018, growing at a CAGR of 9.6 % during the forecast period. The Energy & Natural Resource Management market is expected to witness a CAGR of 10.4% during (2019 - 2025). The Defense & Intelligence market is expected to witness a CAGR of 12.8% during (2019 - 2025). Additionally, The Disaster Management market is expected to witness highest CAGR of 13.1% during (2019 - 2025).
The North America market dominated the Global Commercial Satellite Imaging Market by Region 2018, growing at a CAGR of 10 % during the forecast period. The Europe market is expected to witness a CAGR of 10.4% during (2019 - 2025). Additionally, The Asia Pacific market is expected to witness a CAGR of 13.3% during (2019 - 2025).
The market research report has exhaustive quantitative insights providing a clear picture of the market potential in various segments across the globe with country wise analysis in each discussed region. The key impacting factors of the market have been discussed in the report with the elaborated company profiles of Spaceflight Industries, Inc., Galileo Group, Inc., ImageSat International N.V., Maxar Technologies, Inc., Planet Labs, Inc., UrtheCast Corporation, Airbus SE, Saab Group (Vricon, Inc.), Trimble, Inc., Leonardo SpA, Thales Group S.A. and L3Harris Technologies, Inc.
Recent Strategies Deployed in Commercial Satellite Imaging Market
» Product Launches:
Sep-2019: Thales Alenia Space has launched new Space Inspire satellite product line (INstant SPace In-orbit REconfiguration) for allowing transition from video broadcasting to broadband connectivity services while maximizing the effectiveness & efficient use of the satellite resources.
Aug-2019: Trimble has launched the Trimble® T7 tablet for GIS data collection applications.
Jul-2019: Vricon, a subsidiary of Saab launched CitySuite, its newest 3D data product in order to fulfill the demand of geospatial market.
Jul-2019: Thales Alenia Space introduced Euclid satellite which can generate hundreds of thousands of images and several tens of petabytes of data.
Jun-2019: Trimble introduced V10 Imaging Rover for capturing 360-degree digital panoramic images for efficient visual documentation and measurement of the surrounding environment.
Nov-2018: Spaceflight launched 12 spacecraft from India’s Polar Satellite Launch Vehicle (PSLV) for meeting the growing demand of smallsat industry.
May-2018: Leonardo introduced first satellite-controlled European MALE-class drone flight which helps in controlling unmanned platforms.
Mar-2018: BlackSky, a subsidiary of Spaceflight launched next generation of small Earth observation satellite, Global-1, which has the features of geolocation accuracy, image quality and on-orbit lifetime.
Feb-2018: Trimble released MX9 Mobile Mapping Solution integrated with vehicle-mounted mobile LIDAR system, multi-camera imaging and field software for data collection.
Dec-2016: Spaceflight introduced BlackSky global intelligence platform, as well as its Early Adopter Program (EAP) participants, and the diverse partner ecosystem fueling the platform which has the embedded features of satellite imagery, social media and other data feeds for revealing the relevant insights around specific locations and topics.
Jun-2016: Vricon, a subsidiary of Saab introduced Vricon Data Suite, the 0.5m resolution Digital Terrain Model (DTM), a high-resolution bare earth elevation data layer for automated processing.
» Acquisition and Mergers:
Jan-2019: UrtheCast acquired Geosys from Land O' Lakes, Inc. in order to enhance its business capabilities in space operations.
Oct-2017: MDA, a Maxar acquired DigitalGlobe in order to strengthen its space technology solutions.
Feb-2017: Planet Labs acquired Terra Bella, Google's Earth business for taking over the Earth imaging data from Planet.
Jul-2015: Planet Labs took over BlackBridge and its RapidEye constellation of satellites in order to strengthen its satellite imaging business.
» Partnerships, Collaborations and Agreements:
Jul-2019: Maxar signed an agreement with Esri in order to deliver its Vivid and Metro satellite imagery mosaics to Esri for use in geospatial applications.
Jul-2019: Airbus signed a contract with French Agency for delivering four Earth Observation sats in order to achieve the resolutions.
Jul-2019: Vricon, a subsidiary of Saab collaborated with Spatial Networks and Cesium for helping the governments and industry clients in getting complete information of remote environments.
Jul-2019: Thales signed an agreement with Indonesia’s Ministry of Communication and Information Technology in which Thales will design and manufacture the satellite named SATRIA for Indonesia.
Jun-2019: BlackSky, a subsidiary of Spaceflight collaborated with HawkEye 360 which helps the BlackSky to make the use of signal-detection data offered by HawkEye 360’s formation-flying satellite constellation in its own web-based analytical services.
Jun-2019: Maxar signed a contract with U.S. Government in order to help the government in fulfilling their mission requirements.
Jun-2019: Airbus collaborated with Surrey Satellite Technology Limited for using end-to-end imaging operations and for enhancement of Vision-1, SSTL S1-4 Satellites.
Apr-2019: ImageSat teamed up with Kleos Space in order to explore the opportunities for using the Kleos’ maritime Radio Frequency (RF) activity-based satellite data which helps in increasing geospatial intelligence analytics.
Apr-2019: Leonardo signed an agreement with Petrobras for satellite monitoring which delivers 150 images per month from COSMO-SkyMed satellites constellation in order to detect the oil spills from production and exploration operations.
Feb-2019: Spaceflight signed Launch Services Agreement with Vector in order to launch the multiple satellites in space.
Dec-2018: MDA, a subsidiary of Maxar collaborated with Orbital Insight for delivering high-resolution imagery from its RADARSAT-2 synthetic aperture radar (SAR) satellite to Orbital Insight in order to help them in processing and transforming the data into actionable intelligence for the energy industry.
Dec-2018: Planet Labs teamed up with BASF in order to deliver timely satellite imagery and data to European farmers for helping them in making agronomics decision accordingly.
Sep-2018: Planet Labs signed partnership agreement with Orbital Insights for providing global imagery and advanced analytics to Orbital.
Sep-2018: Airbus came into partnership with Orbital Insight in order to build a comprehensive suite of geospatial analytics services and tools.
Sep-2018: Leonardo signed a MoU with Aireon LLC in order to combine the data from AireonSM into its ‘LeadInSky’ Air Traffic Management (ATM) solution for facilitating the deployment of space-based ADS–B data.
Jul-2018: UrtheCast signed a contract with European Commission for providing a large set of observation products and services to European Space Agency and European Commission; this contract has been led by the consortium of Airbus Defence and Space, Planet, IGN-France and space4environment.
Jun-2018: ImageSat integrated with Magnus for the launch of Disaster Management services which utilizes the ImageSat International’s ISI satellite intelligence services in order to control and mitigate the natural disasters and crisis situations; also, obtain satellite imagery and analytics on demand for maintaining the updated situational awareness on large scale.
Jun-2018: Planet Labs came into partnership with Airbus in order to enable access to each other's data and joint cooperation on new geospatial solutions development.
Mar-2018: Spaceflight came into partnership with Thales Alenia Space and Telespazio in order to develop smallsats and offer geospatial services.
Dec-2017: UrtheCast signed an agreement with Space View Technology in order to distribute their respective space technology portfolio.
Oct-2017: UrtheCast collaborated with e-GEOS in order to integrate high-resolution radar data with medium and very-high resolution optical imagery for providing exceptional decision making insights to the customers..
Jul-2017: UrtheCast came into partnership with Esri in order to enable the users of Esri to access reliable and quality assured imagery directly into their laptops and apps.
Mar-2017: Airbus teamed up with FD for developing the innovative approach for large scale processing of geospatial data with the use of its Kx analytics platform.
Mar-2017: Vricon, a subsidiary of Saab signed an agreement with Esri in which the products of the company will be sold by Esri for streamlining the acquisition process.
Nov-2016: Vricon, a subsidiary of Saab came into partnership with European Space for providing the high resolution 3D geodata products to the European government.
Jul-2016: UrtheCast partnered with OmniEarth in support of UrtheCast's planned UrtheDaily Constellation which is capable of imaging 140 million square kilometers of the global landmass every day at 5 meters GSD.
Jan-2016: Airbus partnered with HIS for delivering satellite imagery analytics.
Global Commercial Satellite Imaging Market Segmentation
Geospatial Data Acquisition & Mapping
Energy & Natural Resource Management
Defense & Intelligence
Surveillance & Security
Urban Planning & Development
By End User
Government and Defense
Forestry & Agriculture
Civil Engineering & Archaeology
Transportation & Logistics
Rest of North America
Rest of Europe
Rest of Asia Pacific
Rest of LAMEA
Spaceflight Industries, Inc.
Galileo Group, Inc.
ImageSat International N.V.
Maxar Technologies, Inc.
Planet Labs, Inc.
Saab Group (Vricon, Inc.)
Thales Group S.A.
L3Harris Technologies, Inc.
Commercial Satellite Imaging Market Related Reports:
North America Market
Asia Pacific Market
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https://omyplane.com/helicopters/bell-helicopters/bell-429/camera-shutter-speed-synchronized-with-helicopter-blade-frequency-bell-429-helicopter/
| 2020-10-25T16:27:48 |
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The “Video Tachometer” app for the iPhone was used.
App description: https://usefulmobileapps.com/en/video-tachometer.php
App Store: https://apps.apple.com/app/id1492583587
The video shows the BELL 429 helicopter. The rotor speed of the helicopter must be known in advance. Because the helicopter arrives/departs very quickly. Typically, the larger the helicopter, the lower the main rotor speed. The direction of rotation of the main rotor of the helicopter may differ even for helicopters of the same company.
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aerospace
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https://epicaviation.wordpress.com/2015/01/12/new-commercial-pilot-school-graduate-katherine-odell/
| 2018-06-18T07:58:22 |
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New FAA CPL Certificate Holder- Katherine Odell
Congratulations to one of our latest Commercial Pilot School Graduate’s, Katherine Odell.
Great job Katherine on finishing your CPL training and ultimately receiving your official FAA commercial pilot certificate.
Katherine is seen in this picture with her certified flight instructor(CFI) – Dwayne Quick
Pilot License – FAA Commercial Pilot Certificate
Want to Become a Commercial Pilot?
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aerospace
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https://www.feedstuffs.com/agribusiness-news/sky-s-the-limit-for-uavs-in-ag
| 2023-12-03T11:35:40 |
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Sky's the limit for UAVs in agSky's the limit for UAVs in ag
Recently proposed FAA regulations ramp up brainstorming for potential UAV applications in agriculture.
March 28, 2015
WITHOUT final regulations from the U.S. Department of Transportation's Federal Aviation Administration (FAA), any private use of unmanned aerial vehicles (UAVs) has been, in legal terms, operating in a "gray area."
However, FAA recently proposed a framework of regulations that would allow routine use of certain small unmanned aircraft systems (Feedstuffs, Feb. 23), causing drone experts and the agriculture industry to ramp up their brainstorming of potential applications for UAVs in the industry.
"Right now, farmers flying UAVs still fall under the recreational, rather than commercial, rules," Pennsylvania State University Extension educator J. Craig Williams recently noted. "Generally, you need to operate under 400 ft., stay away from airports and piloted aircraft and always have your UAV in sight. With that said, there is lots of agricultural potential in the UAV market."
Some research with drones already has been done in the crop industry, and several land-grant universities have obtained a certificate of authorization from FAA to use them, but potential applications within the livestock industry remain, for the most part, uncharted territory.
However, a quick brainstorming session conjures up ideas like examining fence lines, reading feed bunks, heat detection, assistance during calving season, monitoring animal health and applying insecticide as just a few potential applications for cattle ranchers.
"It may sound like science fiction, but I already have activity monitors on the legs of my cattle and a Fitbit for my arm to track my activity levels, so maybe using drones to identify cows in heat isn't as far-fetched as it first seems," Williams said.
Dave Prall, chief operating officer of Unmanned Experts, has held educational sessions with ranchers representing more than 3 million acres in Texas. Their main interest, he said, is security monitoring, especially for ranchers located along the border with Mexico. Larger ranches have stationary surveillance cameras, and the UAVs could be used to respond to camera triggers.
"When the cameras detect motion, the rancher receives a text and can deploy a UAV to investigate," Prall said.
The second use, he said, is for livestock monitoring. A variety of different payloads — the carrying capacity of an aircraft — can fly on UAVs, Prall explained. A basic Electro Optical (a digital camera) can provide good information in daylight, but there are better cameras for livestock, he said.
For example, a standard infrared camera is able to show temperature differences in black and white, but Prall said there is an option to go one step further by using thermography, which color codes temperatures.
The color coding provides a more accurate measurement of temperature, which is helpful for revealing the health of livestock, he said. An infrared camera will likely detect a sick cow with a fever, but thermography could help provide greater insight into just how sick the animal may be, Prall explained.
Ranches are also hoping to use UAVs for wildlife management, such as feral hog control, as well as rangeland management.
He said one ranch spends roughly $750,000 per year to manually measure vegetation twice yearly using all-terrain vehicles. However, by using photogrammetry, Prall's company could potentially save the ranch money and increase the amount of data by measuring vegetation four times a year.
For the crop industry, Prall said using multispectral camera system payloads allows operators to monitor fields for things like wet or dry spots and areas that might need fertilizer. Satellite data have been used in the past, but Prall said there is no lag time when using UAVs. Additionally, it can save farmers money.
For now, Prall said his company is still researching potential uses in agriculture, and new application ideas often emerge when meeting with farmers and ranchers; Prall's company refers to them as "early adopters" or "trendsetters."
"I think you're going to see it expand," Prall said of UAV use in agriculture. In fact, he said his company likens the emerging industry to the Gold Rush in California. "It's just that volatile right now," he said, noting that there are a lot of shell companies, and the competition is cutthroat.
Prall emphasized that his company is constantly looking at pilot projects to test the technology in new areas and asks only that expenses be covered.
Data privacy and personal property rights have remained a concern for agricultural producers since talk of using UAVs in agriculture first began. Livestock producers, in particular, have concerns about environmental or animal rights organizations using the systems.
Many producers are asking how they can protect themselves from these infringements, and some have even asked whether UAVs can be shot down.
The answer, according to Wayne Woldt, associate professor in the University of Nebraska-Lincoln department of biological systems engineering, is that it is illegal to shoot down any aircraft, and UAVs are FAA-regulated aircraft.
Woldt is studying the use of UAVs and has a federal certificate of authorization to use them in his research.
"UAVs can fly over an area if they are within line of sight of the operator and being operated for non-commercial, hobby purposes," Woldt said, adding that if there's a problem with a drone flying over an operation and disturbing the livestock, the producer should call the appropriate authorities, plus video record and document the UAV flight.
Additionally, he said it would be very helpful if the producer can identify the drone operator to the authorities. This generally involves locating the pilot of the drone and recording any additional information, such as vehicle license plates, without confronting the operator, he said.
Woldt said FAA administers the air space from the ground surface (soil, grass, the top of a building) upward, and "if it finds there is a problem, it can rule that the UAV was in violation due to careless and reckless operation and issue a fine or other penalty."
Landowners can take steps to create a no-fly zone over their property by documenting their preferences at www.noflyzone.org. The No Fly Zone organization works with manufacturers and UAV software developers.
Woldt said while the group cannot guarantee that individual no-fly zones will be respected, it will provide the information to leading manufacturers so they can incorporate these areas into their software.
About the Author(s)
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aerospace
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http://optimistclubofhamilton.org/(X(1)S(nakbqimu1nus44gvvzqrmoop))/aviation
| 2018-06-22T01:14:54 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864337.41/warc/CC-MAIN-20180622010629-20180622030629-00123.warc.gz
| 0.945922 | 370 |
CC-MAIN-2018-26
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webtext-fineweb__CC-MAIN-2018-26__0__21216629
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en
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Grade 6 Education @ Hamilton War Plane Museum
The Hamilton Optimist Club is proud to sponsor two Grade 6 classes from Hamilton to attend this wonderful program at the Hamilton Warplane Museum. Specifically tailored to the Grade 6 academic program, it is an exciting approach to help deliver the Understanding Structures and Mechanisms strand from the Science and Technology curriculum, specifically Flight. Starting from the simple concepts that air occupies space and that air has weight, they systematically show the students that these two concepts have a great deal to do with the principles of flight. After introducing the notion that air can do work for us, they proceed to an aircraft to show the students examples of pneumatic and hydraulic systems. Back at the workstations, students construct a simple device that starts to demonstrate the concept of low pressure and that this low pressure contributes to the principle of lift.
Aircraft in the Museum are used to reinforce the concept of lift by showing the differences
in shape between an upper wing surface and the lower wing surface. The principle of an airfoil
is introduced at this time and a representative example is constructed. They also take a nostalgic trip back in time to the days of Daniel Bernoulli, the noted 18th century mathematician and physicist. With a focus on fun and humour, a series of demonstrations are presented to the students that show the concepts of lift and the experiments that Bernoulli conducted. The concept of lift, gravity, thrust and drag are shown and Museum aircraft are viewed to show the principles of aerodynamics. Also the principles of roll, pitch and yaw are introduced to expand the concept of flight into the more complicated concept of controlling an aircraft when it is flying. Each student constructs a small styrofoam aircraft, modifying it with appropriate flight control surfaces to demonstrate the control surfaces that control roll, pitch and yaw.
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aerospace
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https://sia-tickets.com/qa/quick-answer-can-a-private-pilot-fly-a-helicopter.html
| 2021-09-28T05:33:05 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060201.9/warc/CC-MAIN-20210928032425-20210928062425-00237.warc.gz
| 0.935619 | 1,369 |
CC-MAIN-2021-39
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webtext-fineweb__CC-MAIN-2021-39__0__44498081
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en
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- Can I land my helicopter in my backyard?
- What can a private pilot license do?
- Can helicopters fly IFR?
- Can pilots take pictures flying?
- Can private pilots fly anywhere?
- Can private pilots text while flying?
- Is flying a helicopter harder than a plane?
- How far can I fly with a private pilot’s license?
- How much do private pilots get paid?
- Do private helicopters have to file flight plans?
- What do helicopter pilots make?
- Can you legally land a plane anywhere?
- Do pilots get free WiFi?
- How low can you legally fly in a helicopter?
- Can you fly a helicopter with a pilot license?
- How close can a helicopter fly to a building?
- Do private planes have to file a flight plan?
- Can private pilots listen to music?
Can I land my helicopter in my backyard?
The FAA doesn’t prohibit helicopters from operating most places, so you should be able to land one in your backyard if you can do so safely.
And no law says you have to build a helipad to land..
What can a private pilot license do?
As a Private Pilot, you can fly an airplane day and night in visual flight conditions. In fact, you can even carry passengers, such as friends, family, and co-workers. You cannot fly for paid compensation or hire. However, you can share the operating expenses with your passengers.
Can helicopters fly IFR?
Helicopters can fly IFR and they fly the same approaches airplanes do. At certain airports there will be ILS (or other approach) procedures specific to helicopters.
Can pilots take pictures flying?
Yes pilots do take photos of them selfs in the cockpit, it is done all the time, some airlines might forbid it(with soft law) but pilots are forbidden form letting others take photos in flight especially after 9–11 since absolutely no one is allowed in the cockpit during flight.
Can private pilots fly anywhere?
When you have your PPL, you will be licenced to fly anywhere in Australia. You will be permitted to rent aircraft from other operators, and carry passengers on navigation flights. You will not be permitted to get paid to fly, but you can share the cost of aircraft hire with your passengers.
Can private pilots text while flying?
“To think that you can text and fly, especially a helicopter, is ludicrous. … Nonflight related conversations, including via electronic devices, are banned during take off and landing and during flight below 10,000 feet. Above 10,000 feet, commercial pilots can use tablets and laptops.
Is flying a helicopter harder than a plane?
Is flying a helicopter more dangerous than an airplane? Since helicopters are generally harder to fly than airplanes, they also are more dangerous to fly. … Helicopters crash about 35 percent more often per hour in the air than your average aircraft.
How far can I fly with a private pilot’s license?
Private pilots, however, are permitted to fly in every airspace class except for Class A, which requires an instrument rating. Private pilots who do have an instrument rating, however, are allowed to fly in Class A, but they cannot exceed 18,000 feet in altitude.
How much do private pilots get paid?
A mid-career Aircraft Pilot, Corporate Jet with 5-9 years of experience earns an average total compensation of AU$100,000 based on 7 salaries. An experienced Aircraft Pilot, Corporate Jet with 10-19 years of experience earns an average total compensation of AU$124,800 based on 10 salaries.
Do private helicopters have to file flight plans?
In the United States if you are flying for pleasure, the answer for both helicopters and airplanes below 18,000 feet, the answer is no. You do not have to file a flight plan. … Gov’t flight plans are optional unless you are crossing a border. You can have a responsible person track your flight for you.
What do helicopter pilots make?
On average, helicopter pilots make anywhere from $80,148 to $121,547 a year. This lower number is found in beginning helicopter pilot jobs, and as you work your way up from there, your salary will grow until you’re making over $120,000 a year.
Can you legally land a plane anywhere?
Civil Aviation Regulation 92 (1) states that: “An aircraft shall not land at, or take-off from, any place unless: … … These matters are the responsibility of the pilot in command and, in some circumstances, are shared with the aircraft operator.
Do pilots get free WiFi?
WiFi is available for free while inside Pilot Flying J facilities. Pilot Flying J operates more than 650 locations throughout North America.
How low can you legally fly in a helicopter?
500 feetNormally, aircraft do not fly at high speed below 500 feet and when helicopters descend below 500 feet they normally do so cautiously and in an area they know to be safe. Having a large helicopter flying at high speed over a dense city at 100 feet AGL is very dangerous and against FAA regulations.
Can you fly a helicopter with a pilot license?
The private pilot licence—helicopter licence allows the holder to fly as pilot or co-pilot of a helicopter. Only day flying under VFR is allowed until other ratings are added. There is no blanket type rating for helicopter aircraft types and a type rating must be earned for each type of helicopter.
How close can a helicopter fly to a building?
(c) Over other than congested areas – An altitude of 500 feet above the surface except over open water or sparsely populated areas. In that case, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
Do private planes have to file a flight plan?
1 Answer. In the US you need to file a flight plan for the following flights: … Defense VFR Flights, which are required to fly in the ADIZ that is off the coast of the US (an IFR flight plan may also be used). Some TFR’s only allow air traffic to fly within their boundaries if they are on an IFR or VFR flight plan.
Can private pilots listen to music?
Yes, the FAA permits pilots to listen to music as long as it’s not distracting. Some headphones have the ability to have two inputs, one for comms and one for music, and can silence the music whenever audio is detected on the comms input.
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aerospace
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https://exhibitor.mroeurope.aviationweek.com/eu19/Public/eBooth.aspx?IndexInList=50&FromPage=Exhibitors.aspx&ParentBoothID=&ListByBooth=true&BoothID=1380065&Nav=False
| 2020-08-03T15:07:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735812.88/warc/CC-MAIN-20200803140840-20200803170840-00560.warc.gz
| 0.924346 | 151 |
CC-MAIN-2020-34
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webtext-fineweb__CC-MAIN-2020-34__0__182328514
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en
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AIM’s ability to provide management expertise in the form of Technical Support and Aircraft Engine Maintenance, ensures its customer’s competitive edge in today’s aviation marketplace. AIM can perform work away from its base of operations, and has immediate access to the necessary personnel and state of the art portable inspection equipment to accomplish the required tasks. AIM has expanded its capabilities and operations to include Overhaul capability, surgical strike engine repairs, module maintenance, engine storage and preservation, NDT, and engine stand rental. Our Tucson repair facility consists of 4 engine maintenance bays, 3 overhead gantry systems, and all the tooling necessary for deep surgical strike engine repairs.
Profile Status My profile has been updated. All changes are complete.
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aerospace
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https://www.bochi-bochitrek.com/heli-tour.html
| 2022-12-08T15:22:51 |
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| 0.953405 | 302 |
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Helicopter Search and Rescue.
Our company also involved in Helicopter search and rescue mission and too had handled this operation with good results. We involved in Helicopter search and rescue mission and too had handled this operation with good results. While climbing or on the way of the expedition the mountaineers suffer from different kinds of health problems. They felt sick by High altitude Sickness, some of them injured or stuck by the snow-slide. In this condition they need medical attention, therefore they have to evacuate immediately to Kathmandu. To save their precious lives, we try our best to arrange helicopter on time.
Helicopter Charter Service
Bochi-Bochi Trek offers special rates and guaranteed services of Helicopter chartering in Nepal. You can have this service for aerial surveys, rescue, short visit, sight seeing, supporting activities, promotional activity for trade-fair, filming / shooting, cargo transportations etc.
The helicopters can be used for pleasure as well as for practical purposes: from tourists enjoyment, trekking and mountaineering expeditions to technical and scientific works. It can be chartered for all kinds of flights with or without airfields. The Nepalese Authority requires a test flight to a new destination, before a commercial flight can take place. Chartering a helicopter is especially advantageous for those who do not have much time to spare but want to see and experience all the attractions that Nepal has to offer. Here we present some programs for your reference
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aerospace
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https://milan.welcomemagazine.it/entertainment-experiences/aero-gravity-a-unique-flying-experience-in-italy/
| 2023-06-08T05:55:55 |
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T: +39 02 45471432
M1 (red line) Rho Fieramilano
Open on Mon 1.30pm-10.30pm; Thrus, Wed, Tues and Fri 10am-10.30pm; Sat 10am-9pm; Sun 10am-8pm.
The Aero Gravity vertical wind tunnel is a totally avant-garde skydiving indoor installation, just a few kilometres from the central Milan. The brainchild of a group of international skydivers, Aero Gravity offers the opportunity to experience the thrill of flight at least once in your life through a simple, accessible, convenient indoor mode.
“Everyone can fly” is the slogan of the team of instructors who also make it their mission: to make the experience of flying truly accessible to everyone, from children to managers, from sportsmen to beginners.
AN ALL-ITALIAN RECORD
As well as being the only structure of its kind in Italy, Aero Gravity is also the largest vertical wind tunnel in the world: a crystal cylinder 8 metres high thanks to 6 powerful turbines and an air flow of up to 370 km/h able to overcome the force of gravity and support you in flight. The Aero Gravity flight chamber is also perfect for professional skydivers, because it conveys the same sensations as a sports parachuting descent.
The breathtaking experience is the sensation of falling freely from a plane at an altitude of 4,500 metres, but doing so in total safety. If you have always wanted to fly, this dream can come true in Milan.
FEATURED PACKAGES AND SERVICES
Have you never flown in your life but would you like to try? AeroSTART is a package that provides an exclusive experience with a professional coach. It includes a briefing, a personal instructor and 120 seconds of flight. AeroSIX, on the other hand, is dedicated to one, two or three participants and includes a briefing, an instructor, equipment and 6 minutes of flight time to be shared between the participants. Finally, AeroKIDS is the experience dedicated to boys and girls from 4 to 11 years of age. It includes a briefing, an instructor and 2 minutes of flight with the coach. Last but not least, a dedicated video and photo service allows you to return home with the memory of your unforgettable experience.
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aerospace
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https://upgradedtamilan.com/lockheed-martin-boeing-and-blue-origin-to-create-a-spacecraft-to-take-people-to-the-moon-as-part-of-the-artemis-v-mission/
| 2023-06-03T15:42:29 |
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| 0.928618 | 243 |
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en
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Spaceship SpaceX Starship will deliver people to the moon as part of the Artemis III and Artemis IV missions. The fifth flight will involve the Blue Origin spacecraft.
What is known
The National Aeronautics and Space Administration (NASA) has selected Jeff Bezos to build the spacecraft that will take humans to the moon on the Artemis V mission. Blue Origin will work on the spacecraft with Lockheed Martin. The team also includes Boeing, Draper, Astrobotic and Honeybee Robotics.
The Orion capsule will carry four astronauts to the Gateway orbital station. There they will transfer to a spacecraft that will take them to the surface of the moon. It will land at the South Pole and the mission will last for a week.
Artemis V is scheduled for 2029, but with a high degree of probability it will not take place on time. At NASA considerthat only one landing will be made by 2028. Humans will return to the moon as part of the Artemis III mission, which is currently scheduled for 2025 but will likely be delayed by several years. Financing of the Artemis program until 2028 will exceed $41 billion.
Source: Lockheed Martin
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aerospace
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http://ctspacegrant.org/eclipse-ballooning-project-2/about-the-eclipse-ballooning-project
| 2019-03-22T15:05:47 |
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| 0.890898 | 404 |
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webtext-fineweb__CC-MAIN-2019-13__0__26193986
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en
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The Eclipse Ballooning Project is a national NASA project that engages university and pre-college student teams from throughout the United States in high altitude ballooning.
For the first time on August 21, 2017, 57 high altitude balloons (HAB) will rise to 100,000 feet (from about 25 locations), form a “constellation” in the sky over the eclipse’s path from Oregon to South Carolina and live stream footage to NASA (https://www.nasa.gov/eclipselive).
Video and images of a total eclipse from near space are fascinating – and they’ve only been taken once before, in Australia in 2012, see footage. It’s never been done live, and certainly not in a network of coverage across a continent. The project’s homepage can be found here.
NASA predicts that hundreds of millions of people will watch the teams’ live streams on eclipse day.
The NASA Connecticut Space Grant Consortium (CTSGC) team is composed of students and faculty from the University of Bridgeport and the University of Hartford, staff and volunteer mentors from the Discovery Museum and Planetarium and students and teachers from the Fairchild Wheeler Interdistrict Magnet Campus (Bridgeport, CT).
Onboard the HAB, each teams’ payload (cameras, computers, communication and tracking devices) will transmit video to a ground station. Those images are then streamed online and will be accessible by any device, making the solar eclipse visible from the edge of space to anyone with Internet access.
Since the total eclipse cannot be seen from Connecticut, team members will travel to Kentucky. CTSGS will launch three balloons on eclipse day. Two balloons will carry cameras and a small NASA Astrobiology experiment (to help NASA understand the nature of certain bacteria in the context of microbial life on Mars or other extreme environments). The third will carry a radiosonde (weather recording instruments) to investigate temperature changes in the atmosphere due to the eclipse.
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aerospace
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https://www.banyanair.com/don-campion-gmaa-award/
| 2024-04-17T05:12:53 |
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| 0.934575 | 476 |
CC-MAIN-2024-18
|
webtext-fineweb__CC-MAIN-2024-18__0__114223184
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en
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Don Campion, president of Banyan Air Service, received the Edward V. Rickenbacker Award presented by the Greater Miami Aviation Association (GMAA) at the 89th Annual Wright Brothers Memorial Gala and Awards Ceremony on October 1. This award is named after Caption Rickenbacker, Chairman and CEO of Eastern Airlines, who made his mark on commercial aviation in Miami, with exemplified superb skills and work ethics.
Campion was selected for this award because of his dedication to aviation and leadership in building Banyan Air Service based at Fort Lauderdale Executive Airport, since inception in 1979, into a well-respected company that contributes to the local economic growth of the South Florida aviation industry.
The mission of the Greater Miami Aviation Association (GMAA) is to support and increase the pool of qualified South Florida college graduates who are pursuing careers in the aerospace industry and to enhance the overall effectiveness of our members through knowledge, networking and cooperation. The GMAA represents the region’s aviation industry, providing a forum to increase public awareness and promote programs that leverage the positive impact aviation has on economic development in its local communities. For more information about GMAA, visit www.gmaa.aero.
About Banyan Air Service:
Banyan Air Service based at Fort Lauderdale Executive Airport is a 24-hour, full-service fixed base operation (FBO), with more than 1 million square feet of hangar and office space within an 85 acre aviation complex. Banyan provides comprehensive business aviation services; including ground services, aircraft sales, heavy maintenance and interior modifications, turbine engine service, structural repairs, avionics installations and services, aircraft part sales, Jet Runway Café and Banyan Pilot. Banyan is a Federal Aviation Administration (FAA) and a European Aviation Safety Administration (EASA) repair station. In addition, Banyan has earned avionics and maintenance certifications from many Latin American countries including Argentina, Brazil, Columbia and Venezuela. Banyan caters to domestic and international aircraft owners, corporations, and governmental agencies. In aviation surveys, Banyan is consistently voted a top United States FBO by aviation professionals. For more information, visit www.banyanair.com.
Photo Caption: Sueanne and Don Campion at the GMAA Awards.
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aerospace
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https://www.industry.nsw.gov.au/defence-nsw/what-we-do
| 2018-10-21T13:11:04 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583514005.65/warc/CC-MAIN-20181021115035-20181021140535-00177.warc.gz
| 0.927974 | 124 |
CC-MAIN-2018-43
|
webtext-fineweb__CC-MAIN-2018-43__0__33164718
|
en
|
What we do
NSW Defence and Industry Strategy
The strategy prioritises the defence industry as a key driver of growth and innovation across the state, especially in regional NSW.
How we support industry
We can assist industry by coordinating relationships between governments and the implementation of a whole-of-government approach
Land Forces 2018
The NSW Government is seeking applications from NSW defence-related businesses to be part of our Defence NSW stand at Land Forces 2018.
AVALON 2019 is one of Asia-Pacific's most prestigious aviation and aerospace events. We are inviting expressions of interest to be on the Defence NSW stand.
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aerospace
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http://www.e-booksdirectory.com/details.php?ebook=3999
| 2021-10-26T23:42:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587963.12/warc/CC-MAIN-20211026231833-20211027021833-00081.warc.gz
| 0.90777 | 309 |
CC-MAIN-2021-43
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webtext-fineweb__CC-MAIN-2021-43__0__242038408
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en
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Beyond Horizons: A Half Century of Air Force Space Leadership
by David N. Spires
Publisher: AU Press 1998
Number of pages: 422
This book tells the story of the origins and development of the United States Air Force's space program from its earliest beginnings in the post Second World War period to its emergence as a critical operational presence in the Persian Gulf War.
Home page url
Download or read it online for free here:
by Joseph M. Powers - University of Notre Dame
These are a set of class notes for a gas dynamics/viscous flow course taught to juniors in Aerospace Engineering. It is expected that the student has some familiarity with concepts such as material derivatives, control volume analysis, etc.
- US Government Printing Office
The purpose of this advisory circular is to make amateur-built/ultralight aircraft pilots aware that test flying an aircraft is a critical undertaking, which should be approached with thorough planning, skill, and common sense.
by D. I. Bazov - NASA
Principles of helicopter flight under various conditions are reviewed, giving special attention to the operation of the main rotor. Brief history of helicopter development is presented, together with a summary of the main components of a helicopter.
by Sylvia Doughty Fries - NASA History Office
This is the story less of heroes than of a generation of engineers who made Apollo possible. It is thus the story of the men and women who stood where the shadow was deepest. Their story is told largely in their own words.
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aerospace
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https://www.mars-one.com/news/press-releases/new-mars-one-ventures-ag-shares-issued-after-the-companys-valuation-at-us-3
| 2020-09-21T13:46:04 |
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| 0.940234 | 615 |
CC-MAIN-2020-40
|
webtext-fineweb__CC-MAIN-2020-40__0__171132605
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|
Amersfoort, March 10, 2017 -- Mars One Ventures AG announced that the share capital increased by 478,887,500 shares for the takeover. The Swiss Commercial Register has approved the capital increase based on an independent valuation report by a Swiss auditor, valuing Mars One at US$ 389,300,000 (which is the equivalent to € 368,742,600 at the current EUR/USD exchange rate of 1.06).
"We're pleased that the capital increase of Mars One Ventures AG was carried out, completing the transaction for the takeover and actually thrilled with the valuation of our company" Bas Lansdorp, CEO and co-founder of Mars One, said today. "The valuation is based on an independent review of our revenue projections, based on previous results, and results in a value per share of about €0.74, which is well above the current share price at the Frankfurt Stock Exchange."
Over the last years, the whole space industry has benefited from the increased interest in Mars exploration and because of that Mars One, has experienced a significant increase in interest for its mission to Mars. An important factor in the increase of public interest are the efforts of upcoming space countries, including India’s successful orbit insertion in 2014 at a fraction of the costs of previous Mars mission, and UAE’s plans to launch a Mars spacecraft in 2020. Other important factors include the significant technical achievements of several private space companies such as SpaceX and Blue Origin, the successes of movies and TV series, such as ‘The Martian’, and National Geographic's 'Mars' Series. Finally there is the continued interest in existing Mars missions like ESA’s ExoMars mission and NASA’s active orbiters and rover missions. “The increased interest in Mars programs has a major positive impact on the business potential of Mars One Ventures, as it is based on the public interest for and therefore commercial value of Mars One’s mission to Mars,” explains Lansdorp.
About Mars One
Mars One aims to establish a permanent human settlement on Mars. Before carefully selected and trained crews will depart to Mars, several unmanned missions will be completed, establishing a habitable settlement waiting for the first astronauts to arrive.
Mars One consists of two entities: the not-for-profit Mars One Foundation and the publicly trading Mars One Ventures AG [FRA: KCC], ISIN: CH0132106482. The Mars One Foundation implements, and manages the mission and owns the mission hardware. It also selects and trains the crews, and is building an ever growing community of experts and supporters that follow the progress of the mission and contribute to it.
Mars One Ventures holds the exclusive monetization rights around the Mars One mission. There are many revenue possibilities around the mission to Mars: merchandise, ads on video content, broadcasting rights, partnerships, Intellectual Property, events, games, apps, and many more.
For more information about Mars One, please visit www.mars-one.com.
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aerospace
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https://icesco.org/en/2021/05/11/icesco-and-space-foundation-hold-working-session-to-discuss-their-partnership-agreement/
| 2023-06-01T09:37:50 |
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ICESCO and Space Foundation Hold Working Session to Discuss their Partnership Agreement
11 May 2021
The Islamic World Educational, Scientific and Cultural Organization (ICESCO) and the Space Foundation, Monday, May 10, 2021, held a working session to explore areas of cooperation and agree upon the key axes of the partnership agreement the two parties will sign in the upcoming period.
ICESCO Director-General (DG), Dr. Salim M. AlMalik, and the Space Foundation Chief Operation Officer, Shelli Brunswick, chaired the working session, held via videoconference, with the participation of several ICESCO heads of sectors and departments as well as several executive directors at the Space Foundation attended the meeting.
During the meeting, the Space Foundation team presented the major initiatives and programs the Foundation launched and implemented, particularly regarding the use of space technology in developing the fields of agriculture, environment protection, entrepreneurship, education and communication, data analysis, health, and energy. The team also addressed the challenges facing the use of space technology and the opportunities of this advanced technology.
The team reaffirmed the Space Foundation’s keenness to build a partnership with various institutions, bodies, and governments to achieve mutual goals.
For his part, ICESCO DG underlined the importance of cooperation between the Organization and the Space Foundation in ICESCO’s areas of competence. He explained that such cooperation will be based on practical and goal-oriented programs with measurable results, such as girl integration in science and space technology education, stating that space is the future.
Several ICESCO heads of sectors put forth several ideas pertaining to cooperation in organizing several joint seminars and workshops and inquired about the details of some areas of cooperation, which the Foundation team answered.
24 May 2022
ICESCO Director-General: the Organization Strives to Promote Inv...
Dr. Salim M. AlMalik, Director-General (DG) of the Islamic World Educational, Scientific and Cultural Organization (ICESCO), reaffirmed that the Organization strives to promote investment in modern technology and artificial intelligence to safeguard and document heritage given the importance of tang...read more
23 January 2023
ICESCO Participates in Meeting of OIC’s Islamic Commission for...
The Islamic World Educational, Scientific and Cultural Organization (ICESCO) is participating in the 45th session of the Islamic Commission for Economic, Cultural and Social Affairs, of the Organization of Islamic Cooperation (OIC), which is being held in Jeddah, Saudi Arabia, January 22-24, to prep...read more
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aerospace
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https://forums.bistudio.com/topic/125101-fixed-wing-aircraft-not-attacking-ground-targets/
| 2016-10-26T02:18:13 |
s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988720475.79/warc/CC-MAIN-20161020183840-00228-ip-10-171-6-4.ec2.internal.warc.gz
| 0.924447 | 71 |
CC-MAIN-2016-44
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webtext-fineweb__CC-MAIN-2016-44__0__139856978
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Hi All ,
Having problems with fixed wing aircraft not attacking troops etc , they might lob a missile or rocket at the odd tanks but no strafe or bombing runs . Is there a mod or addon that any one knows about that can fix this ? . Any help would be appreciated
Fixed wing aircraft not attacking ground targets ?
No replies to this topic
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aerospace
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https://anonhq.com/amazon-not-testing-drone-america/
| 2020-09-19T18:00:14 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400192783.34/warc/CC-MAIN-20200919173334-20200919203334-00703.warc.gz
| 0.953531 | 1,023 |
CC-MAIN-2020-40
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webtext-fineweb__CC-MAIN-2020-40__0__135495087
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en
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Financing keeps on flowing to drone developers all over the globe, even as news from the Federal Aviation Authority proposes it will take many years before true flight will be permitted in the US. In the mean time, Amazon feels they must add to their drone development and are thus testing offshore.
Furthermore, DroneDeploy, a San Francisco start-up, got nine million, as well as an additional two million, in seed financing. DroneDeploy is aiming to make drone technology accessible to industrial users, who for business needs could benefit from outdoor mapping and monitoring of their landscapes. Compatible applications on smartphones and tablets have also been developed to make the product easy to use and manage.
Another company named 3D Robotics, got fifty million dollars in February, to quicken the pace of development in the thriving new automaton drone industry.
Image Source: The Guardian – A now outdated iteration of an Amazon domestic delivery drone. The company keeps its new models strictly under wraps
Companies across the world, as well as organizations of different kinds, are discovering esteem in the utilization of drones and the information coming from their flights. As per the Association for Unmanned Vehicle Systems (AUVSI), the UAV business is assessed at eleven billion, and is required to develop to one hundred and forty billion through the following ten years. However, the Federal Aviation Authority has implicitly consented to commercial use under specific restrictions. The rule limitation is that the drone should always be in visual sight of the operator. Anyhow, this does not work for big farms and organizations with delivery services such as Amazon.
In February of 2015, the Federal Aviation Authority reacted to a waiver demand from Amazon, by giving a waiver restricting Amazon’s drone to line of sight. They said that, operators of commercial drones want to see the craft equipped with unaided vision. It has also been said that the drones will not be flown over people. Amazon’s solicitation was for the FAA to permit Amazon to lead open air trials at a unique site in Washington State.
An uncovering story by The Guardian, a UK daily paper, depicted a British Columbia site, where Amazon’s robots developers and specialists are presently working on their unmanned delivery service.
Image Source: The Guardian – Amazon employees look to the skies at the company’s secret Canadian drones site somewhere in British Columbia, only two thousand feet from the United States border
“Amazon is testing its drone delivery service at a secret site in Canada, following repeated warnings by the e-commerce giant that it would go outside the US to bypass what it sees as the US federal government’s lethargic approach to the new technology.
The largest internet retailer in the world is keeping the location of its new test site closely guarded. What can be revealed is that the company’s formidable team of robot engineers, software engineers, aeronautics experts and pioneers in remote sensing including a former NASA astronaut and the designer of the wingtip of the Boeing 787 are now operating in British Columbia.
The end goal is to utilize what Amazon sees as a slice of virgin airspace above 200ft, where most buildings end, and below 500ft, where general aviation begins. Into that aerial slice the company plans to pour highly autonomous drones of less than 55lbs, flying through corridors 10 miles or longer at 50mph and carrying payloads of up to 5lbs that account for 86% of all the company’s packages.
The company’s decision to set up camp in Canada, after frustration in its attempts to persuade US regulators to allow it to launch its drones in Washington state, takes Amazon’s quarrel with the federal government to a new level. Last week a senior Amazon executive appeared before a US Senate subcommittee and warned that there would be consequences if federal regulators continued to act as a drag on its ambitions to launch a drone delivery service called Prime Air.
Image Source: Google Image – Gur Kimchi is the architect of Prime Air, Amazon’s planned domestic drone delivery service. ‘We do what is necessary, we go to places where we can test outside.’ he said
What Paul Misener, the company’s vice president for global public policy, did not tell senators was that at the very moment he appeared before them, Amazon drones were buzzing in the skies just north of the border.”
The Federal Aviation Authority has expressed, that at the present time, it does not accept that drones can be flown securely under self sufficient control, consequently demanding that people must keep them in visual perception at all times. That does not work for Prime Air, subsequently the genuine continuous campaigning exertion by Amazon. This story will play out over the long run, on the grounds that Amazon is not the main organization constrained by the viewable pathway administering. The inquiry is whether the recipients of the deferral will be American purchasers and organizations, or their offshore rivals.
You want to support Anonymous Independent & Investigative News? Please, follow us on Twitter: Follow @AnonymousNewsHQ
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aerospace
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http://coldspringshops.blogspot.com/2003/12/those-magnificent-men-and-their-flying.html
| 2020-05-24T22:24:59 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347385193.5/warc/CC-MAIN-20200524210325-20200525000325-00217.warc.gz
| 0.934519 | 194 |
CC-MAIN-2020-24
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webtext-fineweb__CC-MAIN-2020-24__0__86784764
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THOSE MAGNIFICENT MEN AND THEIR FLYING MACHINES. The students at MIT came up with a proper tribute to the centennial of powered flight, and didn't the physical plant people show the proper aplomb? (Via Kieran at Crooked Timber.) Pitts Pilot at Blaster's Blog (who has trouble writing about the experience flying a Pitts Special -- not surprising as that is a serious performance aircraft, archaic appearance notwithstanding) discovers that a private-enterprise test plane has exceeded Mach I, an honor previously limited to the Concorde and to various military aircraft. Perhaps the next fifty years of rocket flight will be as productive as the first fifty years of aviation?
SECOND SECTION: Transport Blog covers the supersonic test flight.
THIRD SECTION: Via Hit and Run, the New Scientist coverage of the test flight. Don't you just love that Vari-Eze-inspired (first-stage?) carrier plane?
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aerospace
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https://vpk.gov.by/en/news/successful-launches-of-repaired-missiles.html
| 2021-12-01T12:53:37 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964360803.0/warc/CC-MAIN-20211201113241-20211201143241-00295.warc.gz
| 0.959305 | 587 |
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en
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Successful Launches of Repaired Missiles
During the active phase of the joint exercise of the Air Defence of the armed forces of the member states of the CIS Unified Air Defence System “Combat Commonwealth-2021” at the Ashuluk training ground in the Astrakhan region (Russian Federation), the pilots of the Baranovichi air base successfully launched four guided aircraft missile of medium-range R-27 for four targets on multifunctional Su-30SM fighters. All targets were successfully hit.
These were the first combat launches of the R-27 missiles, which were repaired at one of the enterprises of the Ustye scientific and technical cluster near Orsha. A highly professional team of engineers, technologists, designers has convincingly proved that it is able to solve complex tasks of organising and mastering the repair of various types of guided aircraft missiles, to carry out R&D activities to modernise a wide range of missiles of the “air-to-air” and “air-to-surface” class.
The enterprise specialists mastered the repair of radio-electronic units of the hardware part (homing head, autopilot, radio fuse) of the missile. To implement the project, engineering studies of the misssiles in service with the Belarusian Air Force were carried out, and the technical condition of their optical, mechanical and electronic components was assessed.
R-27 is a medium-range air-to-air missile designed to destroy highly maneuverable aircraft, helicopters, as well as unmanned aerial vehicles and cruise missiles at any time of the day, at all angles at medium and long distances. In total, since 2019, in the interests of the military department, 180 R-27 missiles have been repaired and put into operation. It should also be noted that the repairs carried out by the enterprise are much cheaper than the cost of repairing products of a similar class in the world market.
In addition, in the exercise, within the framework of the fulfillment of warranty obligations, another SAMI company, which repairs electronic weapons, provided technical support to air defence units to ensure the serviceability of the S-300PS SAM system, which had previously undergone overhaul. The leadership of the Defence Ministry and the command of the Air Force and Air Defence expressed gratitude to the specialists of the enterprise for the work done in preparing weapons for combat firing.
The Belarusian Defence Minister Lt. Gen. Viktor Khrenin assessed the actions of Belarusian units during the active phase of the Combat Commonwealth-2021 coalition exercise. “It is impossible not to mention our pilots. In such conditions, for the first time, they launch the R-27 missile from Su-30SM aircraft. The launches were successful. This medium-range missile was modernised at our enterprises and showed high accuracy results,” said the head of the Belarusian military department.
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aerospace
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https://www.vt.edu/link/link/big-ideas/space.html
| 2023-12-10T00:53:27 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100989.75/warc/CC-MAIN-20231209233632-20231210023632-00249.warc.gz
| 0.908377 | 265 |
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webtext-fineweb__CC-MAIN-2023-50__0__6665694
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en
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New Frontiers in Space
Through development of next gen research experiments and their space-flight deployment, faculty and students are bringing to light the effects of space-weather events and other phenomenon on Earth’s atmosphere. Pushing boundaries at the intersection of physical and data sciences, analytics, cybersecurity, remote sensing and spacecraft technologies, Virginia Tech has built a best-in-class, comprehensive suite of space-related programs through Space@VT.
Hands-on, minds-on learning brings together faculty and students across colleges and departments including aerospace engineering, mechanical engineering, electrical and computer engineering, computer science, and physics to create new models of partnership and discoveries, tools, and technologies for the digital age.
In sponsored research (past 5 years)
VIRGINIA TECH LAUNCHES SCIENCE AND TECHNOLOGY TO NEW HEIGHTS
The Center for Space Science and Engineering Research (Space@VT) gives students experiential learning opportunities through ground-based, drone, sounding rocket and satellite mission projects at the intersection of physics and engineering.
& Power Lab
One of the nation’s premier sites for research in propulsion and gas turbine power applications. Boasts facilities with several specialized rigs developed for advanced experimentation and testing and to provide cutting-edge research and experiental learning students.
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aerospace
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http://spacelaunchreport.com/t4cape.html
| 2018-02-24T09:36:29 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891815544.79/warc/CC-MAIN-20180224092906-20180224112906-00070.warc.gz
| 0.951725 | 1,153 |
CC-MAIN-2018-09
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en
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|Space Launch Report SPECIAL REPORT|
|Home On the Pad Space Logs Library Links|
4/30/05 Titan IVB-30 Liftoff Closes Titan Era at Cape Canaveral
Titan IVB-30 ended the 46-year-long Titan program at Cape Canaveral, Florida with a successful launch from Pad 40 on April 30, 2005 (00:50 GMT). The vehicle boosted a secret NRO payload (NRO L-16) into a high-inclination low earth orbit. Observers tracked the satellite in a 57 degree inclination orbit that is consistent with a Lacrosse-type radar imaging mission.
A mission patch sporting the name "Prometheus" has been associated with the flight.
The 56 meter tall rocket, topped by a standard 20 meter payload fairing, knifed into a clear night sky on 1,500 metric tons of thrust provided by two Alliant upgraded three-segment solid rocket motors (SRMUs). Titan's core first stage engine, a twin-chamber Aerojet LR87-AJ-11, ignited 132 seconds after liftoff, 14 seconds before the SRMUs shut down and separated. Second stage ignition and staging occurred 320 seconds into the flight.
The first stage fell into the Atlantic off
the coast of Newfoundland, an event that triggered concern in Canada recently due to the
proximity of two oil platforms to the so-called "boat box" (stage drop zone). An
unusual radome-topped ship that was reported to have harbored in Portland, Maine for
several days was believed to have tracked the mission.
The launch was the last from Cape Canaveral's SLC 40 and
was the next to last Titan and ICBM-based heritage launcher.
The image captured the entire Titan IIIC/34D/IV Integrate
Transfer Launch complex at Cape Canaveral. North is toward the left of the
The I-T-L complex consisted of the Vertical Integration
Building (VIB), the original Titan IIIC/34D Solid Motor Assembly Building (SMAB), the
newer Titan IVB Solid Motor Assembly and Readiness Facility (SMARF), Space Launch Complex
40 (SLC 40) where, at the time of the photograph, the last Cape Canaveral Titan was parked
and enclosed by the massive Mobile Service Tower, and Space Launch Complex 41 (SLC
SLC 41 was converted for use by Atlas V beginning in
1999. The Atlas V Vertical Integration Facility (VIF), located about
one-quarter of a mile south of Pad 41, is much closer to the streamlined Atlas pad than
the VIB was to the Titan pads (the VIB was more than four miles from SLC 41). The
Atlas V launch control center is in the VIB area, as is the Atlas Spaceflight Operations
Center (ASOC, a former Titan solid motor building visible at the bottom right).
Unlike Titan, which was moved vertically by rail from the VIB to the pad, Atlas stages are
trucked horizontally from the ASOC to the VIF.
After the final Titan launch, SLC 40, the SMARF, portions
of the SMAB, the VIB, and the interconnecting railroad system were mothballed. The
VIB and the SLC 40 mobile service tower were subsequently razed.
Portions of Space Launch Complex 37, a more traditional
non-mobile launch site originally built for Saturn I and now used for Delta IV, is visible
at top right. A Delta IV Medium was erected on SLC 37B at the time of the
4/16/2005 Titan I-T-L Finale
The original far-flung Titan IIIC I-T-L (Integrate - Transfer - Launch) complex, seen in the photo not long after its 1965 completion, was a rail-mobile based site that was originally designed to handle as many as 50 launches per year. But the maximum launch rate was more like 5 per year after the cancellation of the Manned Orbiting Lab (MOL) project.
Core Titan vehicles were stacked on one of several mobile launchers in the four-bay Vertical Integration Building (VIB - tallest building in photo), then rolled - pushed actually - by twin locomotives to the Solid Motor Assembly Building (SMAB - center of photo) where twin segmented solid motors were added. A new solid motor assembly building, named SMARF, was constructed during the early 1990s to process the new Titan IVB solid motors.The final move would position the rocket either on SLC 40 (top right) or SLC 41 (top center). I-T-L was the Air Force equivalent of NASA's Launch Complex 39, but the secrecy surrounding its operations meant that it garnered little acclaim.
SLC 41 supported Titan IIIE during the
1970s, which launched the Viking and Voyager probes. Titan IVB performed a final
NASA launch when it orbited Cassini from SLC 40 in 1997.
SLC 41 was slightly more than four miles from the VIF. Most of the complex was built on 6.5 million cubic yards of landfill that was dredged from the bottom of the Banana River. A third pad (LC 42) was planned, but never built.
SLC 41 was converted for use by Atlas-V, with its own new Vertical Integration Facility (VIF) near the pad. A solid motor processing building was converted into an Atlas V checkout and launch control center. SLC 40 is expected to host SpaceX Falcon 9 launches.
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aerospace
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https://thecincinnatiherald.com/2023/05/stem-girls-program-brings-stem-concepts-alive-through-women-engineers/
| 2023-06-02T02:05:40 |
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| 0.888309 | 219 |
CC-MAIN-2023-23
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webtext-fineweb__CC-MAIN-2023-23__0__37988417
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By Cody Hefner
Cincinnati Museum Center
If Aladdin taught us anything, it’s that flying can feel a lot like magic but Cincinnati Museum Center is showing you it’s more than magic – it’s mechanical engineering, and women are taking the lead.
Cincinnati Museum Center’s STEM Girls offers young women in grades 3 to 8 an opportunity to meet, learn from and work alongside women in STEM fields, helping to close the gender gap in science, technology, engineering and math.
On April 13, aspiring engineers met GE Aerospace engineers Asha Belarski and Marissa Dusek to discover exciting ways to make objects move, while learning how they can invent their own machines.
From exploring simple machines like levers and pulleys to complex machines like airplanes that take one all over the word, STEM concepts came alive through hands-on activities.
STEM Girls isn’t just for girls, it’s for anyone interested in STEM and looking to meet the rock star engineers, scientists and innovators inspiring the next generation.
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aerospace
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https://blog.computationalcomplexity.org/2004/01/pictures-from-mars.html
| 2022-11-28T21:18:20 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710662.60/warc/CC-MAIN-20221128203656-20221128233656-00771.warc.gz
| 0.953079 | 172 |
CC-MAIN-2022-49
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webtext-fineweb__CC-MAIN-2022-49__0__172314876
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en
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Fast forward over two decades later. Another Mars mission. More pictures. The pictures haven't changed much but I can access them far easier and quicker than before. When you look at those Mars pictures realize that the great technological advance is not so much in NASA getting pictures from Mars but in NASA getting those pictures to you.
Wednesday, January 07, 2004
Pictures from Mars
I grew up as an information hound. Lacking the internet in my high school days I would often hang out in the library looking things up. One day I found a catalog from the US Government Printing Office with all sorts of stuff at reasonable prices. I ordered a brochure with pictures of Mars from the 1970s Viking Missions to Mars. A few weeks later came some pretty color images including a stereographic (3D) image of the red planet.
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aerospace
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https://ineews.eu/the-museum-of-air-in-the-night-of-museums/
| 2021-05-11T21:55:01 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243990419.12/warc/CC-MAIN-20210511214444-20210512004444-00295.warc.gz
| 0.962491 | 110 |
CC-MAIN-2021-21
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webtext-fineweb__CC-MAIN-2021-21__0__14601850
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en
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The Air Museum will be celebrating on Saturday, May 18.
During the day we will have aerial activity, aircraft visits, the Air Force Academy and operational areas.
For the evening, from 8:00 p.m., many activities are scheduled. The doors will be open until the beginning of the night to welcome visitors who, in addition to enjoying the exhibitions, can also attend musical and dance performances and gastronomic events – we will have Street Food.
We will also have the awaited raffles for flight baptisms and a draw for
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aerospace
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https://tolonews.com/business/kam-air-gets-local-go-ahead-fly-europe
| 2024-02-24T23:26:10 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474569.64/warc/CC-MAIN-20240224212113-20240225002113-00356.warc.gz
| 0.9486 | 337 |
CC-MAIN-2024-10
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webtext-fineweb__CC-MAIN-2024-10__0__52095543
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en
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Kam Air on Monday announced it has been given the go-ahead by the Afghan Civil Aviation Authority (ACAA) to fly to Europe and will start flights as soon as the European Union lifts its ban on local airlines.
Following a rigorous nine-month assessment process, the ACAA renewed Kam Air’s license and approved its application to fly to Europe.
According to Kam Air officials, Afghanistan now just needs the European Union’s civil aviation authority to remove Afghanistan airlines from its blacklist.
Kam Air officials said as soon as this has been done, they will start flights to Europe.
The ACAA said they were now working on getting Afghanistan removed from the EU’s flight blacklist.
“Our success in the assessment process has enabled us to have the right to fly to Europe and in the near future we will start the flights ,” Kam Air deputy head, Farid Paikar said.
Kam Air bought an Airbus A340 last month which can carry over 300 passengers and has a flight range of up to 16,000kms. Kam Air officials said this will enable it to fly to Europe.
The Afghan aviation sector was blacklisted by the EU six years ago in light of repeated instances of mismanagement and irregularities – which led to Afghan airlines being banned from flying to 27 European countries.
The Afghan Chamber of Commerce and Industries (ACCI) meanwhile urged government to assist in enabling Afghan airlines to fly to Europe.
“Afghan flights to Europe will pave the way for more investment in Afghanistan and it will benefit our trade sector,” ACCI spokesman Seyam Pesarlay said.
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aerospace
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http://hongcgi.blogspot.com/2009/05/rline-group-confirms-order-cut.html?showComment=1249462496415
| 2017-05-23T07:04:31 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607591.53/warc/CC-MAIN-20170523064440-20170523084440-00189.warc.gz
| 0.926506 | 171 |
CC-MAIN-2017-22
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webtext-fineweb__CC-MAIN-2017-22__0__214989552
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en
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CHINA'S Hainan Airlines Group (HNA) confirmed yesterday that it halved its order of ERJ-145 jets from the Harbin Embraer Aircraft Industry Company to 25 planes.
Zheng Yang, an official with HNA responsible for Grand China Express, HNA's core business, said shrinking demand had caused the cut.
He said Harbin Embraer had agreed to the order change. Harbin Embraer, a joint venture among Empresa Brasileira de Aeronautica SA (Embraer), Harbin Aircraft Industry Group Co and Hafei Aviation Industry Co had delivered 12 jets to HNA as of April 30.
It would deliver the rest by 2011, instead of 2010, Zheng said. HNA is China's fourth-largest carrier.
Monday, May 11, 2009
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aerospace
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https://us.piccle.in/tag/chandrayaan-3/
| 2023-12-03T18:35:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100508.42/warc/CC-MAIN-20231203161435-20231203191435-00070.warc.gz
| 0.926335 | 477 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__216951263
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en
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India is on track to perform a significant test for its ambitious crewed space mission, Gaganyaan, as soon as next month, according to the project director, R Hutton. The Indian Space Research Organisation (ISRO) is presently training four astronauts and has plans to enlarge the group for future manned missions. The Gaganyaan mission’s objective is to create a human-habitable space capsule capable of carrying a three-member crew into a 400 km (250 miles) orbit for three days, followed by a planned safe splashdown in the Indian Ocean.Read more
India experienced a momentous event on Wednesday as the Chandrayaan-3 rover successfully landed on the moon at 6:04 pm. This significant accomplishment garnered the attention of numerous Bollywood stars, including Shah Rukh Khan, Karan Johar, and Anushka Sharma, who expressed their joy on social media platforms, celebrating this remarkable global achievement. The successful moon landing was a proud moment for the nation and a cause for widespread celebration among both the entertainment industry and the general public.Read more
As the historic Chandrayaan-3 successfully landed on Wednesday, the whole nation rejoiced. Singer Kailash Kher had added a musical touch to the event by creating a heartfelt song. This song, as shared by news agency ANI, pays tribute to the strong passion and faith of fellow Indians. It aims to inspire and lift spirits, motivating everyone to keep striving for the best, even when faced with challenges. With meaningful lyrics and an emotional melody, Kailash Kher’s song captures the spirit of togetherness, determination, and the shared dream of a triumphant Chandrayaan-3 landing. As the nation came together to witness this significant moment, the song served as a reminder that remarkable achievements can be realized through perseverance and unity.Read more
Chandrayaan-3 is the country’s hottest topic right now. However, the race with the Russian lunar mission Luna-25 has made it an international sensation. All eyes are on both missions to see who lands first on the moon. The Indian mission carries a lot more scientific muscle and brain.
Let’s have a look at the advanced technologies present in Chandryaan 3 Lander Vikram to ensure that it lands on the moon at any cost.Read more
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aerospace
|
https://www.maritimewellnessinstitute.com/thinktank-fatigue
| 2019-07-24T09:33:52 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195532251.99/warc/CC-MAIN-20190724082321-20190724104321-00139.warc.gz
| 0.911842 | 340 |
CC-MAIN-2019-30
|
webtext-fineweb__CC-MAIN-2019-30__0__36452741
|
en
|
Fatigue Risk Management
“Crew member fatigue is now acknowledged as a hazard that predictably degrades various types of human performance and can contribute to aviation accidents and incidents. Fatigue is inevitable in 24/7 operations because the human brain and body function optimally with unrestricted sleep at night. Therefore, as fatigue cannot be eliminated, it must be managed.” - International Air Transport Association
Aims & Objectives
Define and understand fatigue at sea.
Relay the risks associated with fatigue.
Develop a recognised, technology-based platform to monitor and reduce fatigue at sea and manage the associated risk.
Develop an easy strategy to monitor crew lifestyle to prevent fatigue remotely.
Work with aviation to develop a Fatigue Risk Management System for the maritime industry.
“EasyJet’s Fatigue Risk Management System provides analytical data to determine reliable methods of predicting fatigue and alertness in pilots. It was established over ten years ago and is one of only two such systems approved for use by the UK Civil Aviation Authority. easyJet has collaborated with the US National Aeronautics and Space Administration (NASA) on fatigue research and analysis and is now working with the CAA to develop fatigue management principles which will be a benchmark for the rest of the aviation industry.” - Easy Jet
“The shipping industry has been following MARTHA’s progress with interest, as the momentum for revising the guidance on fatigue has grown at the International Maritime Organization. Of particular interest for future research are our findings on individual mood, team working and social cohesion, all of which appear to deteriorate after about six months on board.” - Warsash Maritime Academy
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aerospace
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https://www.onboardsystems.com/news/press/30
| 2024-03-01T05:00:18 |
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| 0.91965 | 542 |
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webtext-fineweb__CC-MAIN-2024-10__0__85842824
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Onboard Systems EC130 Swing & Sling Cargo Hook Kits Receive EASA Certification
Wednesday, April 8, 2009
Onboard Systems, a leading provider of innovative helicopter cargo hook equipment, announced that both its Sling and Swing cargo hook suspension systems for the Eurocopter EC130 aircraft have now been certified by EASA. These cargo hook kits have already received FAA and Transport Canada certification.
“The EC130 is usually configured for tourism, police or medical transport, but it can also be used for utility work,” said Jason Lemmon, President and General Manager of Onboard Systems. “This is welcome news for European operators who are interested in adding external lifting capabilities to their aircraft to diversify their income opportunities.”
Both the Sling and Swing cargo hook systems feature Onboard’s TALON LC Hydraulic Hook, which greatly increases load security. In addition, both kits include an integrated Onboard Weighing System to reduce the risk of overload stress on the aircraft, as well as a built-in bumper ring and travel limits to protect the airframe, cables and the hook.
The Sling suspension system installs using a single point mount and can safely lift loads weighing up to 1,660 LB (750 KG). The Swing suspension system installs using a 4-point mount and has a maximum load capacity of 2,557 LB (1,160 KG).
Onboard Systems, Inc. designs and manufactures a complete line of innovative helicopter cargo hook equipment under its TALON™ brand, including belly hooks, cargo hook suspension systems, Onboard Weighing Systems and remote hooks. Its low-weight, high-quality products provide helicopter operators with increased cost efficiencies and safety through customer-driven designs, responsive service and support, and low on-going maintenance costs. Founded in 1975, Onboard Systems is a US corporation located Vancouver, Washington, with an international sales office in the UK.
# # #
Contact: Sheri Gormley, 360-546-3072
Helicopter Operations Guide
View or download the U.S. National Interagency Fire Center Interagency Helicopter Operations Guide
Repair Price List
Find out what your overhaul or repair will cost by downloading our "Repair Department Pricing" list.
Sling Load Operations
From the Transport Canada Flight Training Manual, reviews proper procedures for external load missions.
Bell 407 Kits are STC Certified
Onboard Systems has obtained FAA certification for its Bell 407 cargo hook kits featuring their Surefire release technology.
Wildland Fire Safety
Forest Service Fire and Aviation Management (USDA Forest Service Website)
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aerospace
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https://businesspost.ng/2018/02/21/death-averted-dana-air-plane-crashes-port-harcourt-bush/
| 2018-12-10T07:38:06 |
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| 0.933958 | 472 |
CC-MAIN-2018-51
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webtext-fineweb__CC-MAIN-2018-51__0__196524389
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en
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By Dipo Olowookere
Several passengers cheated death on Tuesday night when an aircraft belonging to Dana Air skidded off the runway of the Port Harcourt International Airport in Rivers State and crashed into a nearby bush.
The unfortunate incident occurred some days after an exit door of an airplane belonging to Dana Air pulled off while taxing in Abuja.
Dana Air, while reacting to yesterday’s incident, blamed it on bad weather influenced by torrential rain.
According to Dana Air’s Corporate Communications Manager, Mr Kingsley Ezenwa Okwudili, “On Tuesday , 20 February 2018, one our aircraft (9j0363) operating the Abuja- Ph flight skidded off the runway at the Port Harcourt International Airport, as a result of the bad weather situation and torrential rain at the time of landing.
“No casualty was recorded and all passengers and crew disembarked safely.
“We commend the pilot-in-command who was able to control the aircraft to a complete stop, before passengers and crew disembarked.
“We also wish to applaud the Captain for exhibiting the highest safety standards and handling the situation professionally.”
Also reacting, General Manager in charge of Corporate Affairs at the Federal Airports Authority of Nigeria (FAAN), Mrs Henrietta Yakubu, said, “A Dana aircraft numbered 9J0363 flying from Abuja to Port Harcourt airport has overshot the Port Harcourt runway.
“The incident was suspected to have been caused by a heavy rain, which was accompanied by strong wind and storm in Port Harcourt.
“No casualty was recorded, as all passengers on board were safely evacuated.”
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aerospace
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https://www.defensemedianetwork.com/stories/the-state-of-u-s-air-force-airlift/
| 2024-02-26T11:26:19 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474659.73/warc/CC-MAIN-20240226094435-20240226124435-00682.warc.gz
| 0.952119 | 4,514 |
CC-MAIN-2024-10
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webtext-fineweb__CC-MAIN-2024-10__0__148658047
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en
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The state of airlift for the U.S. military, despite a decade of the highest continuous demand since World War II, remains good, meeting ongoing demands from the troop drawdown in Iraq, simultaneous surge in Afghanistan, and humanitarian relief following devastating earthquakes in Haiti and Chile early this year. However, the outlook for the next few decades is less certain.
The U.S. Air Force’s Air Mobility Command (AMC) estimates its transport aircraft average some 900 flights a day around the world, moving nearly 2,000 tons of cargo and more than 6,000 passengers. That is an operations tempo (Ops Tempo) that equates to one mobility aircraft taking off every 90 seconds, 24 hours a day, 365 days a year.
Since 9/11, that has amounted to more than 1.2 million sorties transporting some 4.5 million tons of cargo and 12.4 million passengers. In addition, AMC has delivered more than 1.5 billion gallons of fuel in air refueling flights.
AMC’s mobility fleet includes a variety of platforms, but the workhorses are the heavy-lift cargo and tanker aircraft – the C-5 Galaxy, C-17 Globemaster III, C-130 Hercules, KC-10 Extender, and KC-135 Stratotanker. Some of those have been in service for more than half a century, some already are into phased retirement plans – and all have been used far beyond their anticipated annual Ops Tempo during the past decade.
“Global Reach ensures our joint team can deploy, maneuver, and sustain large forces on a global scale. In Iraq and Afghanistan, Air Force mobility assets are central to sustaining the joint and coalition team,” Air Force Deputy Assistant Secretary (Science, Technology and Engineering) Dr. Steven H. Walker told the House Armed Services Committee (HASC) Subcommittee on Terrorism, Unconventional Threats and Capabilities on March 23, 2010.
“On any given day, Air Force C-5s deliver life-saving Mine Resistant Ambush Protected [MRAP] vehicles into theater, C-17s airdrop critical supplies to forward-based ground forces, and C-130s provide tactical airlift to move theater-based personnel and equipment.”
However, the C-5 first entered service in 1970, and the last of AMC’s fleet of 111 still-operational Galaxies was delivered in 1980; only 27 new C-17s remain to be delivered out of a total of 223 ordered by the U.S. Air Force (USAF), the first of which was delivered in 1991; the first KC-10 Extender (air-refueling tanker, but also cargo/personnel transport and medical airlift) was delivered in 1981 and the last (59 operational out of 60 produced for AMC) in 1988. Secretary of Defense Robert Gates recently ordered an end to C-17 production, although Boeing continues to seek new international customers.
The two oldest and most numerous aircraft in the AMC inventory began service more than 50 years ago. The C-130 Hercules, one of the Air Force’smost versatile transports, remains in production, with yearly deliveries since 1956 to the United States and more than 70 other nations and 428 (as of the end of 2009) still in service with the U.S. Air Force, Reserves, and Air National Guard. The first KC-135 Stratotanker was delivered in 1957, the last in 1965; overall, Boeing built 803 Stratotankers between 1954 and 1965 for the USAF, Chile, France, Singapore, and Turkey.
The only new aircraft currently planned for AMC is the KC-X tanker, a controversial program that has been delayed by contracting challenges. A 2008 award to a joint venture by Northrop Grumman and the European consortium EADS for an Airbus A330-based tanker was overturned in 2009, after Boeing filed an appeal challenging the USAF selection process.
The Department of Defense (DoD) briefly reopened bidding in mid-2008, then canceled the solicitation until September 2009, when the Air Force again began accepting new bids. On March 8, 2010, however, Northrop Grumman announced it would no longer participate, adding new turmoil to the program, although the Air Force continues to voice confidence their new tanker soon will be a reality.
“The recent release of a [second] KC-X request for proposal began the process of recapitalizing our aerial refueling aircraft,” USAF Vice Chief of Staff Gen. Carrol H. Chandler told the HASC March 16. “The planned acquisition of 179 KC-X aircraft will help provide refueling capability for decades to come.
“Similarly, the recent release of the Mobility Capabilities Requirements Study-2016 indicates that there is excess strategic airlift capacity. Consequently, the FY 11 budget request proposes the early retirement of 17 of our oldest C-5As.”
In his March 17 report to Congress on the state of TRANSCOM, USAF Gen. Duncan McNabb told the HASC a lot remains to be done to ensure the ability of his command to meet U.S. air mobility demands through the middle of the 21st century.
“Rapid global mobility is critical to TRANSCOM’s quick reaction capability to meet the needs of the joint force and we need to continue recapitalizing our air mobility force,” he told lawmakers. “The ability to extend the range and persistence of almost all other joint force aircraft through air refueling is a distinct asymmetric advantage for our nation – and we need to maintain this advantage. Replacing the KC-135 with the KC-X remains my No. 1 recapitalization priority.
“In addition, KC-135 sustainment and modernizing our aging KC-10 fleet is a necessity, as well. To keep the KC-135 and KC-10 viable assets through 2040 and allow the fleet to operate in the global airspace environment, we must continue to update these aircraft. Strategic airlift is a critical national capability and requires a flexible, capable fleet of inter-theater airlift aircraft. The C-17 has proven its worth of the past eight years in Operations Iraqi Freedom and Enduring Freedom. Its strategic reach and agility in the tactical role have made it an irreplaceable asset. Complementing the C-17, the outsized and oversized cargo capability provided by the C-5 is essential to meeting our global mobility requirements.”
While continuing to modernize the C-5 fleet through the Avionics Modernization Program (AMP) and the Reliability Enhancement and Re-engining Program (RERP), McNabb said the resumption of a C-5 retirement program – delayed for several years by Congress – also is a necessary component of TRANSCOM’s national airlift strategy. At the same time, he anticipates the C-5 and the even older C-130 will remain active and vital parts of U.S. airlift capability for decades to come.
Also critical to that effort, he added, is the new C-27J Spartan Joint Cargo Aircraft (JCA), for which a team comprising L-3 Communications Integrated Systems, Finmeccanica’s Alenia North America, and Global Military Aircraft Systems won a contract in 2007. Already in service with eight nations around the world, the JCA would have been divided between the U.S. Army (54 aircraft) and Air Force (24), but the buy has since been curtailed to 38 aircraft and the program will come under the control of the Air National Guard this year.
“The DoD also requires safe and agile intra-theater airlift and the C-130 continues to be the workhorse of our mobility force operations in Iraq, Afghanistan, and other regions around the world. Fielding the C-27J during the coming year, along with acquisition of the C-130J and modernization of legacy aircraft through the C-130 AMP, will ensure the continued viability of our intra-theater fleet,” McNabb said.
“As the Air Force brings the first C-27Js on line in FY 10, we are confident this new intra-theater asset will provide significant mission-critical/time-sensitive airlift capability in direct support of our joint partners. Its ability to serve in the general and direct support roles will maximize the utility for the warfighter.”
Although far fewer in number and less widely known, AMC’s fleet of Operational Support Airlift and Distinguished Visitor aircraft also are seen asvital air mobility assets, transporting senior military and civilian leaders around the globe.
Each of the primary AMC platforms addresses special air mobility requirements, in some cases each being the only aircraft capable of meeting specific mission needs, in others complementing each other. While much of the fleet is far older than original operational expectations, the projected service life for any aircraft is a combination of multiple factors, including airtime clock hours, number of landings, frequency of flights, mission severity, fatigue, and corrosion.
The largest aircraft in the Air Force fleet – and one of the largest in the world – the C-5 Galaxy can carry 36 standard cargo pallets and 81 warfighters simultaneously. Or, configured for oversized cargo, the Army’s 74-ton mobile scissors bridge or seven category 1 MRAP vehicles, six AH-64 Apache helicopters, four M2 Bradley Fighting Vehicles, six M1126/M1135 Stryker vehicles or two M1 Abrams main battle tanks from CONUS to any combat theater in the world. It has a maximum cargo capacity of 135 tons and a range of 6,320 nautical miles without refueling, but also has the highest maintenance and operating costs of any U.S. weapons system.
The newest C-5 has now been in service for 21 years and the average fleet age is 40 years, although the Air Force claims a study in the late 1990s showed the fleet at that time had 80 percent of its projected structural service life (50,000-plus hours) remaining. However, demands on the aircraft resulting from post-9/11 military operations worldwide – primarily in Southwest Asia – retirement of the C-141 fleet, and multiple disaster relief efforts across the globe have significantly decreased remaining useful life.
After a brief congressional ban on USAF plans to retire the C-5 in favor of the C-17, a retirement plan was reinstated in 2009, beginning with the C-5As. Even so, the upgraded C-5M variant is expected to remain in service through 2040, at which point the youngest airframe will be at least a half-century old.
C-17 GLOBEMASTER III
The C-17 Globemaster III, with its short landing and take-off airstrip requirements and austere environment capability, has been the primary workhorse of air mobility in Southwest Asia since 9/11. It also has provided support and fast response for numerous humanitarian and disaster relief efforts on every continent, including assisting in the rescue of an icebound British trawler near Antarctica in January 2008.
The C-17 fleet currently has an average age of 7.5 years (137 – about 70 percent – have been delivered in the past 10 years) and is built to meet a contract rate of 1,000 operating hours a year for 30 years. However, the fleet already has logged more than 1.6 million hours and is expected to hit 2 million by the end of 2010 – an average of about 9,300 hours for each aircraft.
Although production for the USAF has been ordered to conclude with delivery of an additional 27 aircraft through September 2012, Boeing also has deliveries scheduled for the United Arab Emirates (four in 2011, two in 2012) and the United Kingdom (its seventh and final delivery in December 2010), as well as options for two additional aircraft for Qatar (which already has taken delivery of two). In addition to those, the C-17 is in operation in Australia (four), Canada (four), and the NATO-led 12-nation Strategic Airlift Capability (three).
Boeing reports that a number of nations, primarily in the Middle East and Europe, continue to express interest in keeping the C-17 line open, but the only prospective new customer to be identified so far is India, which has just opened discussions with the U.S. government about procuring up to 10 C-17s. Boeing believes there is a potential additional international market for 40 to 50 more C-17s.
The company already is in the process of reducing annual production from 15 aircraft to 10, and any new orders would go into production in 2013 and beyond. The question is whether there would be enough orders for delivery quickly enough to maintain a viable production rate.
All new aircraft are Block 18 models, to which older C-17s are being upgraded. Boeing also has proposed an Advanced C-17 (previously designated the C-17B) as an option to meet future airlift requirements. It would feature more powerful engines and an additional main landing gear on the centerline of the fuselage, allowing even shorter runway operations, but the Air Force has not stated a requirement for it.
The C-130 Hercules has gone through a wide range of model upgrades from the original C-130A, first delivered in December 1956, through the most recent C-130J Super Hercules, which was first deployed in February 1999. The aircraft is still in production by Lockheed Martin, with the most recent delivery to Canada on March 14, 2010 (the first of 17 scheduled through 2012), while Tunisia became the latest customer, ordering two C-130J “stretch” variants in March for delivery in 2013 and 2014.
The U.S. fleet inventory, as of October 2009, showed a mix of models distributed among the USAF active force (145), Air National Guard (181), and Air Force Reserve (102). In all, more than 2,300 Hercules aircraft have been built, with some 40 models and variants in service among more than 70 nations, including most of the Americas and much of Europe, the Middle East, and Africa.
The last of the original A-models was retired from the USAF fleet after Vietnam, but a few remain in service with the Honduran air force. Since the Hercules first went into operation more than 50 years ago, about 15 percent have been lost to crashes or enemy fire, including 70 USAF and U.S. Marine Corps aircraft during the Vietnam War.
The Hercules is the largest and heaviest aircraft ever to land on an aircraft carrier, during a series of tests aboard the USS Forrestal in 1963, but, despite the success of those landings, routine operational carrier use was determined to be too risky. Even so, the Hercules has one of the widest mission ranges of any USAF aircraft, including tactical airlift, aerial tanker, command and control, maritime patrol, special operations, search and rescue, humanitarian relief, staff/VIP transport, reconnaissance, airborne hospital, Arctic and Antarctic support, drone control, electronic warfare, space and missile operations, test and evaluation, weather reconnaissance, and gunship.
The Hercules has a maximum load of up to 44,000 pounds, and can airdrop loads up to 42,000 pounds. Depending on model, its cargo capacity includes the ability to carry up to 128 passengers or 92 airborne troops or up to 97 litter patients with two medical personnel or six to eight cargo pallets, three Humvees or one M113 armored personnel carrier, at ranges varying from 1,250 nautical miles for the C-130E to 2,100 nautical miles for the C-130J-30.
On average, active Air Force C-130 aircraft fly approximately 600 hours per year. The largest fatigue concern to the fleet is the center wing box, which is structurally more susceptible to mission profile and payload stress. It has a limit of 60,000 relative baseline hours (flight hours multiplied by the mission severity factor) and a corrosion limit of 40,000 flight hours, based on historical data and engineering judgment.
The average age of the active-duty C-130 fleet is more than 25 years. Based on projected Ops Tempo and overall mission severity, the Air Force projects its C-130E aircraft have an average remaining service life of 15 years, although a service life extension program (SLEP) and procurement of new aircraft are being employed to resolve some of the Hercules’ aging issues. However, based on current levels of use, the fleet is expected to begin losing airworthiness in 2013.
The KC-10 Extender first entered service in 1981; 64 were produced through 1987 – 60 for the USAF and four for the Royal Netherlands Air Force. As of 2009, the remaining 59 U.S. aircraft in service were operated by the USAF active force; the sole loss resulted from an explosion on the ground during maintenance.
Based on the commercial DC-10, the KC-10 Extender can transport 75 passengers and nearly 170,000 pounds of cargo up to 4,400 miles without refueling. As a tanker, its six fuel tanks have a combined capacity exceeding 356,000 pounds of fuel – almost twice that of the KC-135 – and offers both an advanced aerial refueling boom and a traditional hose-and-drogue centerline system, enabling it to refuel a variety of U.S. and allied aircraft on the same mission, including night operations. The KC-10 also can be refueled in flight itself by a KC-135 or other KC-10A to increase its delivery range.
As one of the newest aircraft in the Air Force inventory, the KC-10 requires little maintenance and modifications compared to older aircraft. Designed with a service life of 30,000 hours, the fleet has a projected structural service life through 2043. While commonalty with its DC-10 commercial counterparts has helped keep operations economical, the largest commercial users already are beginning to retire their DC-10s, leaving smaller airlines as the only remaining civil users, which is expected to negatively affect the cost of future KC-10 operations.
“The KC-10 fleet remains a viable platform through 2040, but it must be modified to ensure the fleet can operate in the future global airspace environment,” Air Force Chief of Staff Gen. Norton Schwartz told the HASC in March 2010. “To this end, AMC has initiated a KC-10 Aircraft Modernization Program that complies with international airspace requirements, addresses obsolescence concerns, and provides a growth path for future avionics upgrades.”
The KC-135 military contract in the mid-1950s enabled Boeing to pursue development of the 707, the first commercial jetliner, which changed the face of commercial aviation forever – and enabled Boeing to overtake Douglas Aircraft in commercial production for the first time (Douglas was merged into its military rival, McDonnell Aircraft, a few years later and McDonnell Douglas was absorbed by Boeing in 1997).
Air Mobility Command manages an inventory of more than 415 Stratotankers, of which the Air Force Reserve and Air National Guard fly 235 in support of AMC’s mission. Through its eight-year delivery cycle (1957-65), the Air Force purchased 732 Stratotankers. Another 71 KC-135s were delivered to Chile, France, Singapore, and Turkey.
The KC-135 is one of only six military fixed-wing aircraft with more than half a century of continuous service (along with the Tupolev TU-95, C-130 Hercules, B-52 Stratofortress, English Electric Canberra, and Lockheed U-2).
As maintenance costs increase, the Air Force continues to look at the proposed KC-X to replace the KC-135, but some studies project many of the current fleet could remain in service through 2040, at which point some would be 80 years old. The aircraft already has undergone a number of upgrades and modifications, including two major re-engining programs and significant improvements to its refueling system to meet the needs of new generations of “client” aircraft.
Primarily as a result of operations in Southwest Asia since 9/11, the KC-135 fleet is averaging twice its planned yearly flying hours. Even so, the Air Force estimates the fleet has between 12,000 and 14,000 flying hours each – only 33 percent of their lifetime flying-hour limit. But actual age – already exceeding 40 years – airframe corrosion, and escalating maintenance costs have driven the replacement effort. Due to the large number of Stratotankers still in the fleet, however, some KC-135s are expected to remain in operation for another two or three decades.
“Although our aircraft inventory has seen extensive use in contingency operations and its average age continues to increase, the dedicated work and professionalism of our airmen ensures we are ready,” Chandler said. “After retiring many of our oldest and most maintenance-intensive aircraft – such as all KC-135Es and a fourth of the C-130Es – less than 1 percent of Air Force aircraft are grounded and fewer than 5 percent are flying with operational restrictions.
“The readiness of the mobility air forces remains high while meeting robust and dynamic operational requirements. Our airlift fleet continues to provide strategic airlift as well as theater and direct support airlift missions moving personnel and a wide variety of equipment and supplies. Despite 19 years of sustained Air Force deployments, the personnel and aircraft of the U.S. Air Force are ready to face any challenge with precision and reliability. Although ongoing operations affect a portion of our readiness, we are balancing our force to ensure our personnel, weapon systems, equipment, and organizations are prepared for today’s operations and tomorrow’s uncertain challenges.”
This story was first published in the 2010 Defense Logistics: Supporting the Warfighter supplement to The Year in Defense.
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aerospace
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https://airforcesmonthly.keypublishing.com/2018/05/17/pilatus-completes-production-of-pc-21s-for-france/
| 2020-03-28T19:56:36 |
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Pilatus has completed the production of all PC-21 turboprop trainers ordered by France. The 17th and final example (c/n 309, HB-HVQ) began test flights at the company’s Stans-Buochs facility last week.
France selected the PC-21 in December 2016 when a deal was signed with the French subsidiary of Babcock, the company forming a joint venture with Dassault Aviation. The so-called FOMEDEC contract lasts 11 years and will provide fast jet pilot and navigator training for the French military. Simulation specialist CAE will provide ground training devices under a subcontract.
The Armee de l’Air’s new PC-21s and simulators will be based at Cognac-Châteaubernard, where they will replace the Grob G 120A and Socata TB-30 Epsilon. The PC-21s will also replace a part of the current fast jet training syllabus that is flown on Alpha Jets.
Surprisingly, no aircraft has been delivered to France to date. Some of the French PC-21s are temporarily parked in the old military caverns of the former Swiss Air Force base at Stans-Buochs. According to the French press, the PC-21s will arrive at Cognac in September. The first training course for French pilots is scheduled to begin in May next year.
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aerospace
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https://gaptekmilitary.eu/en/home/page/2/?et_blog
| 2022-08-14T00:26:58 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571989.67/warc/CC-MAIN-20220813232744-20220814022744-00116.warc.gz
| 0.917194 | 251 |
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webtext-fineweb__CC-MAIN-2022-33__0__213899250
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en
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We are your partners in deployable, semi-permanent and permanent buidings
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Gaptek has successfully provided an aircraft shelter for aircraft launching to the Spanish Air Force. The aircraft shelter, as well as all Gaptek products, is easily assembled, demountable and relocatable thanks to Gaptek's simple construction system. Moreover, its...
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aerospace
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http://www.rocket.com/aj26
| 2016-05-27T00:17:53 |
s3://commoncrawl/crawl-data/CC-MAIN-2016-22/segments/1464049276415.60/warc/CC-MAIN-20160524002116-00051-ip-10-185-217-139.ec2.internal.warc.gz
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CC-MAIN-2016-22
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en
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Product overview: Liquid Oxygen/Kerosene Rocket Engine
The AJ26 is an oxidizer-rich, staged-combustion, oxygen kerosene engine that achieves very high performance in a lightweight, compact package. It was orginally known as the NK-33 engine designed to launch the N1 Russian Rocket on lunar missions.
The simple design and unique technological approach eliminates exotic materials and complex manufacturing processes, making the engines easy to operate and maintain. The dual AJ26 main engine system provides Orbital Sciences Corporation’s AntaresTM vehicle with better performance at a more affordable cost than existing engines in its thrust class.
The engine was designed by renowned gas turbine design bureau, JSC Kuznetsov, located southeast of Moscow. Aerojet Rocketdyne modernized a gimbal block for thrust vectoring capability, gimbaling feedlines, new wiring harnesses and electrical circuitry, electromechanical valve actuators and instrumentation.
Antares Main Engine System (MES)
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aerospace
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