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http://www.tommerritt.com/today-in-tech-history-oct-24-2014/ | 2024-02-21T21:58:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473558.16/warc/CC-MAIN-20240221202132-20240221232132-00221.warc.gz | 0.942452 | 160 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__174699038 | en | In 1861 – The First Transcontinental Telegraph line across the United States was completed, ending the need for the Pony Express which had only been around for a year and a half. Pony unemployment skyrocketed.
In 1998 – NASA launched Deep Space 1, it’s mission to seek out an asteroid, specifically, asteroid 9969 Braille. When that mission ended up being only partially successful, it went after Comet Borrelly where it got some choice information.
In 2003 – The Concorde made its last commercial flight, a victim of air traffic reductions and rising maintenance costs. 100 passengers, including actress Joan Collins and model Christie Brinkley, made the flight from New York to London in the aircraft’s usual three and a half hours. Flights have been slower ever since. | aerospace | 1 |
http://www.xinhuanet.com//english/2017-07/10/c_136433023.htm | 2023-03-29T04:33:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948932.75/warc/CC-MAIN-20230329023546-20230329053546-00007.warc.gz | 0.951468 | 216 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__209568784 | en | VALLETTA, July 10 (Xinhua) -- "Newpace" company Orbital Access will soon open their headquarters in Malta, hoping to pioneer the industry in the country, local paper The Malta Independent reported on Monday.
"NewSpace" refers to the new space market, a change from the old concept of space, which included launched vertical rockets, to a private space flight industry.
Satellites into space are launched on standard airplanes, which will detach from the plane at a certain height and continue into space.
The 400-billion-euro (455.5 billion U.S. dollars) industry is one in which Malta is currently not involved.
Company director Edmund Arcadian said the plan was also to encourage other companies within the sector to establish businesses in Malta, not only because of the financial services Malta offers, but also the country's prime location for launching satellites.
He explained that the demand for satellite technology was "growing exponentially" as global positioning systems (GPS), mobile data and weather reports, amongst others, rely on this technology. | aerospace | 1 |
http://www.asdnews.com/news-39023/pakistan_plane_aborts_take-off_as_fumes_fill_cabin.htm | 2017-12-11T05:57:39 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948512208.1/warc/CC-MAIN-20171211052406-20171211072406-00576.warc.gz | 0.968168 | 435 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__164280997 | en | A Pakistan International Airlines jet bound for Saudi Arabia with 508 people on board was forced to abort take-off Thursday when fumes engulfed a terrified cabin, officials and passengers said.
The Boeing 747 on flight PK 3539 carrying pilgrims to the Saudi city of Jeddah taxied towards the runway in the southern city of Multan despite concerns from passengers.
"When we boarded the plane, we felt a strange smell and smoke inside. We complained to the crew but they ignored it and told us it was because of roasted meals," Shamshad Begum, a female passenger, told AFP.
"The plane went for take-off but stopped minutes later when passengers protested strongly and there was chaos," she said.
PIA spokesman Sultan Hassan said there were 493 pilgrims bound for the holy sites in Mecca and Medina and 15 crew on board. They were re-routed on another flight that finally took off nine hours later.
"The hydraulic system of the plane failed just before take-off and its fumes came inside the cabin," Hassan told AFP.
"We off-loaded the passengers and sent them on another plane to Jeddah at 12.00pm."
Local media has been rife with horror stories of technical faults and chronic delays blighting the ailing national carrier in recent weeks.
Last month, bomb alerts forced two PIA planes to land at Istanbul's Ataturk Airport and in Kuala Lumpur, but no bombs were found.
On July 28, 2010, an Airbus 321 passenger jet crashed in Islamabad while coming in to land, killing 152 people on board. The jet was operated by private company Airblue and it was the worst aviation tragedy on Pakistani soil.
PIA operates special flights every year to transport thousands of pilgrims to holy cities of Mecca and Medina for the Hajj. This year, the company has dedicated seven jets to transport passengers to Saudi Arabia.
The airline, which has been on the verge of going bust, provides the only direct services from Pakistan to Britain, Europe and North America.
by Lachlan Carmichael
(c) 2011 AFP
Related Research on ASDReports.com: | aerospace | 1 |
https://conference.aeroengineconference.com/aae21/Public/SpeakerDetails.aspx?FromPage=Speakers.aspx&ContactID=1209550 | 2021-11-26T23:01:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358074.14/warc/CC-MAIN-20211126224056-20211127014056-00136.warc.gz | 0.955597 | 231 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__94797210 | en | ProfileJoerg Sigmund is Senior Customer Support Manager at GE Aviation and has more than 20 years of experience in the aviation industry. During his studies of Physics and his doploma in Mechanical Engineering, he developed his passion for the aviation industry. As a student, he developed a resonator system to reduce noise levels as part of the RANNTAC (Reduction of Aircraft Noise by Nacelle Treatment and Active Control) program, worked at Daimler Chrysler Aerospace in the Eurofighter landing gear system team and in the repair development team of BMW Rolls-Royce AeroEngines. He began is professional career in 2000 at MTU Maintenance in Hannover and Vancouver as CF6 and CFM56 Powerplant Engineer and moved 2004 to GE Aviation as Field Service Engineer. Joerg supported a variety of European airline customers and GE Aviation engines including CF34, CF6, GE90, GEnx and GE9X and became leader of the Field Service Engineering team in Europe. Since 2018, Joerg is Sr. Customer Support Manager, leading the technical, commercial, logistical and contractual support for a large European airline group. | aerospace | 1 |
https://www.aeroinside.com/16521/eastern-b763-at-miami-on-dec-19th-2021-flaps-problem | 2023-01-26T21:49:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494826.88/warc/CC-MAIN-20230126210844-20230127000844-00420.warc.gz | 0.842942 | 401 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__100330181 | en | Eastern B763 at Miami on Dec 19th 2021, flaps problem
Last Update: December 25, 2021 / 22:35:15 GMT/Zulu time
The aircraft is still on the ground in Miami about 6 days later (Dec 25th 2021).
Aircraft Registration Data
This article is published under license from Avherald.com. © of text by Avherald.com.
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An Eastern Airlines Boeing 767-300, registration N703KW performing flight 2D-3160 from Shannon (Ireland) to Savannah Hunter Air Force Base,GA (USA)…
A Jeju Airlines Boeing 737-800, registration HL8337 performing flight 7C-1961 from Sapporo (Japan) to Seoul (South Korea) with 187 passengers and 6…
A West Atlantic Avions de Transport Regional ATR-72-200, registration G-NPTF performing flight NPT-07C from Belfast International,NI to East…
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Popular aircraftAirbus A320
Boeing 737-800 MAX
Popular airlinesAmerican Airlines | aerospace | 1 |
http://www.bookingpoint.net/en/airline-tickets/tunis-riyadh-33676LK4.html | 2017-04-25T16:51:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120694.49/warc/CC-MAIN-20170423031200-00533-ip-10-145-167-34.ec2.internal.warc.gz | 0.921051 | 124 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__41674007 | en | Did you know?
- The shortest flight between Tunis and Riyadh on Air is 6111 km.
- The shortest connecting flight from Tunis to Riyadh is 41 hours, 35 minutes on Swiss.
- The smallest aircraft operated by Egyptair flying between Tunis and Riyadh is a 737 with 180 seats.
- Jeddah, SA is the most popular connection for one stop flights between Tunis and Riyadh.
- The shortest connecting flight from Tunis to Riyadh is 6010 km on Swiss.
Hotels in Riyadh
Traveling on the route and need hotel in Riyadh? Choose from more than 45,000 hotels. | aerospace | 1 |
http://www.space-travel.com/reports/Discovery_astronauts_begin_space_walk_999.html | 2017-07-24T12:28:05 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424876.76/warc/CC-MAIN-20170724122255-20170724142255-00652.warc.gz | 0.885 | 355 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__86461148 | en | Washington (AFP) March 19, 2009
Two astronauts from the shuttle Discovery exited the International Space Station Thursday and began the first of three space walks, NASA's television commentator said.
Steve Swanson and Richard Arnold emerged from the decompression chamber aboard the space sation at 1716 GMT, three minutes behind schedule.
Their first task will be to bolt a girder onto the space station's structure. The girder, known as S6, holds a pair of panels that will form the orbiting outpost's fourth and last solar antenna.
The 14 ton piece was carried into space by Discovery, which was launched Sunday from Florida. The orbiter's robotic arm was used to lift it out of the shuttle's bay.
Once Swanson and Arnold finish bolting on S6, they will make the electrical and climatization connections necessary to activate the antenna.
The space walk is expected to last six and a half hours.
Space Tourism, Space Transport and Space Exploration News
NASA to air astronaut induction ceremony
Cape Canaveral, Fla., April 27, 2009
The U.S. space agency says it will provide live television coverage of the 2009 U.S. Astronaut Hall of Fame induction ceremony.
|The content herein, unless otherwise known to be public domain, are Copyright Space.TV Corporation. AFP and UPI Wire Stories are copyright Agence France-Presse and United Press International. ESA Portal Reports are copyright European Space Agency. All NASA sourced material is public domain. Additional copyrights may apply in whole or part to other bona fide parties. Advertising does not imply endorsement, agreement or approval of any opinions, statements or information provided by Space.TV Corp on any Web page published or hosted by Space.TV Corp. Privacy Statement| | aerospace | 1 |
https://www.eaa.org/airventure/eaa-airventure-news-and-multimedia/eaa-airventure-news/2015-eaa-airventure-oshkosh/02-26-2015-screamin-sasquatch-to-make-oshkosh-debut | 2020-01-29T08:31:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251789055.93/warc/CC-MAIN-20200129071944-20200129101944-00099.warc.gz | 0.940843 | 833 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__250921302 | en | Click here to upgrade to a newer version of Internet Explorer or Microsoft Edge.
Screamin’ Sasquatch to Make Oshkosh Debut
February 26, 2015 - The Screamin’ Sasquatch jet-powered Waco from John Klatt Airshows will make its EAA AirVenture Oshkosh debut this summer with pilot Jeff Boerboon performing in several of the daily air shows. The airplane, a highly modified 1929 Waco Taperwing, is powered by a Pratt & Whitney 985 Wasp Junior radial engine (450 hp) and a General Electric CJ-610 turbojet that throws out 3,000 pounds of thrust. The airplane sports an aggressive paint scheme based on its sponsor company Jack Link’s Beef Jerky and the popular “Messin’ With Sasquatch” campaign.
“I certainly feel like the luckiest guy in the air show industry because I get to fly the most unique aircraft in the world,” Boerboon said. “I saw Jimmy Franklin fly his (jet-powered Waco) many times and it’s just a huge honor to fly this one-of-a-kind airplane.”
Fully fueled, the airplane weighs in at about 4,000 pounds, so right away its unique twin-engine configuration provides a more than 1-to-1 thrust-weight ratio (4,500 lbs of thrust). “You bring it to 1,500 feet, engage the jet, and it just goes straight up,” Boerboon said.
Jack Link’s, headquartered in Minong, Wisconsin, is also looking forward to seeing the airplane perform in its home state. “We are proud to partner with John Klatt Airshows and bring the Screamin’ Sasquatch to life for our fans, troops and veterans across the country,” said Kevin Papacek, director of marketing for Jack Link’s Beef Jerky.
All of Screamin’ Sasquatch’s control surfaces were specifically engineered to accommodate the unique aerodynamic forces of high-speed flight. Portions of the aircraft’s structure were converted from wood and fabric to carbon fiber. And to make room for twin fuel tanks of 100LL and Jet A, the cockpit was moved 3 feet aft.
Speaking of the cockpit, it contains the MGL Avionics Stratomaster Odyssey touch screen system, which integrates all engine monitoring of both powerplants as well as the aircraft’s avionics systems all on one screen.
Screamin’ Sasquatch is uniquely capable of intensely powerful aerobatic flight, such as extreme vertical climbs, flat-spins, snap rolls, torque rolls, and even a “hover,” which the plane can then power itself out of to regain forward flight.
Boerboon’s passion for aviation and aerobatics began at a very early age building and flying model airplanes after seeing an Oshkosh air show. He earned an airway science degree from the University of North Dakota, where he had his introduction into the world of aerobatics.
A two-time Advanced National Champion and member of the U.S. Advanced Aerobatic Team from 2003-2008, Boerboon qualified for the U.S. Unlimited Aerobatic Team in 2008. He placed eighth overall in his rookie year and was the top American pilot at the 2009 World Aerobatic Championship in Silverstone, U.K. Boerboon won the U.S. national unlimited title in 2010 and is a current team member of the unlimited aerobatic team.
He’s been a team member of John Klatt Airshows, Inc. since 2012, flying both formation and solo performances. Boerboon has attended 28 EAA Oshkosh conventions.
Exact performance times at Oshkosh will be announced as they are confirmed. For more information, including advance purchase for admission, camping and parking, visit our AirVenture section of the website. | aerospace | 1 |
http://powerfullmachines.com/a380-door-and-landing-gear-animation/ | 2018-05-21T20:42:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864544.25/warc/CC-MAIN-20180521200606-20180521220606-00244.warc.gz | 0.958928 | 191 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__182989696 | en | Landing gear is the undercarriage of an aircraft or spacecraft, and is used in both takeoff and landing. Model of landing gear and doors for Airbus A380. As a senior detail design project for a class, the doors were to be redesigned with attention paid to weight and strength
For aircraft, the landing gear supports the craft when it is not flying, allowing it to take off, land, and taxi without damage. Wheels are typically used but skids, skis, floats or a combination of these and other elements can be deployed depending both on the surface and on whether the craft only operates vertically (VTOL) or is able to taxi along the surface. Faster aircraft usually have retractable undercarriages, which folds away during flight to reduce air resistance or drag.
For launch vehicles and spacecraft landers, the landing gear is typically designed to support the vehicle only post-flight, and are not used for takeoff or surface movement. | aerospace | 1 |
http://www.abovetopsecret.com/forum/thread133547/pg2 | 2018-10-23T00:02:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583515555.58/warc/CC-MAIN-20181022222133-20181023003633-00391.warc.gz | 0.944703 | 144 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__167585904 | en | It looks like you're using an Ad Blocker.
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Originally posted by PeanutButterJellyTime
Originally posted by merka
Originally posted by shorty
They have been decribed as "hanging" in the sky. Which could be similar to airships.
Aye, but cant a VTOL "hang" too?
At very low altitude. VTOL uses thrust vectored downward that is aimed at the Earth. VTOL aircraft can't hover at altitude like helos do. | aerospace | 1 |
https://www.businessairnews.com/mag_story.html?ident=9296 | 2023-06-02T05:37:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648322.84/warc/CC-MAIN-20230602040003-20230602070003-00588.warc.gz | 0.971648 | 364 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__278466038 | en | BAN's World GazetteerCanada
London-based BlueStream Aviation has acquired three Challenger 604s and is upgrading its entire Citation fleet to the Citation Excel which will eventually lead to having just two aircraft types on the AOC. "This will enhance synergies within the organisation, and allow BlueStream to move away from the light jet sector which is over-saturated within Europe at present," says md John Matthews.
The Challenger 604s augment the current Citation II, Citation Bravo, Citation Ultra and a Citation Excel and XLS. Matthews says: "The Challenger 604 was chosen because of its unrivaled reputation, reliability and maintenance support. It was selected after much due diligence and over a year of looking at market intelligence, and also listening to our long-term clients who have been instrumental in our decision process. Initial demand indicates that we have made the correct decision, the market for this class of aircraft is booming an extent that we are looking at a fourth aircraft which will go into service early 2009 with further acquisitions to be announced soon."
Project manager Paul Munro says there has been a massive recruitment programme which has seen the company more than double in staff numbers so the company has only limited vacancies at present. Chairman Michael Platt says: "BlueStream Aviation now stands on the threshold of a new and exciting future. It has prospects of being able to boast the largest Challenger 604 fleet in Europe."
BlueStream also provides a range of aircraft management services and is expanding into new markets including aircraft sales and maintenance. "With the completion of our purpose built HQ at Biggin Hill in July 2008, we will also be able to boast an FBO terminal that will be able to handle third party work, and provide meeting facilities," Matthews says. | aerospace | 1 |
https://multibriefs.com/ShareArticle.php?5627ee047c031 | 2020-11-26T12:14:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141188146.22/warc/CC-MAIN-20201126113736-20201126143736-00148.warc.gz | 0.889017 | 100 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__214706932 | en | Quest Kodiak 100 pilot report/operators survey
from Aviation Week
More than 130 Quest Kodiak 100 single-engine turboprops now are in service and the aircraft epitomizes a "build to suit" design philosophy, according to many operators contacted by BCA. Originally designed specifically for mission aviation organizations, the Kodiak 100 has earned a strong following among government, business and private aviation departments.
7701 Las Colinas Blvd., Ste. 800, Irving, TX 75063 | aerospace | 1 |
https://counterdrone.com/about/ | 2022-01-28T23:08:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320306346.64/warc/CC-MAIN-20220128212503-20220129002503-00370.warc.gz | 0.91322 | 241 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__78273408 | en | Counter Drone is developing fully autonomous flying robots for security and safety of life applications. Our target markets are anywhere that effective security requires speed and mobility over large distances, 24/7. Our drones can respond to an intrusion faster than a security guard can, and aren’t limited by obstacles on the ground.
The Counter Drone system is a turnkey solution that integrates into existing security infrastructure (such as a video surveillance system). Upon queuing of a potential trespasser by the camera system, the drone launches from it’s weatherproof enclosure and proceeds to the area of interest while transmitting a live video stream to the subscribers cell phone. The flying security guard can also transmit a message over a loudspeaker, and illuminate the area with a spotlight. The drone can identify and follow a human intruder while avoiding obstacles such as trees and street lights.
The system can also launch at predetermined (or random) times and patrol a defined space, transmitting a real time video feed to subscribers apps. Launch and recovery of the drone is fully autonomous and the craft charge wirelessly while in their weatherproof enclosures. There is no end user maintenance required as the system will report any faults to Counter Drone directly. | aerospace | 1 |
https://www.inquisitr.com/83847/nasa-to-go-diving-into-the-sun/ | 2019-01-22T23:37:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583875448.71/warc/CC-MAIN-20190122223011-20190123005011-00113.warc.gz | 0.9166 | 247 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__49082668 | en | Somewhere around 2018 NASA will be carrying out 5 experiments to discover more about our sun via a small car-sized spacecraft as part of a project called Solar Probe Plus. The experiments are designed to answer two key questions about our sun – why is the sun’s outer atmosphere so much hotter than the sun’s visible surface and what propels the solar wind that effects Earth and our solar system?
From the press release we get
As the spacecraft approaches the sun, its revolutionary carbon-composite heat shield must withstand temperatures exceeding 2550 degrees Fahrenheit and blasts of intense radiation. The spacecraft will have an up close and personal view of the sun enabling scientists to better understand, characterize and forecast the radiation environment for future space explorers.
NASA invited researchers in 2009 to submit science proposals. Thirteen were reviewed by a panel of NASA and outside scientists. The total dollar amount for the five selected investigations is approximately $180 million for preliminary analysis, design, development and tests.
You can find out more about the project at its website: http://solarprobe.gsfc.nasa.gov/
There is also apparently a 30-second video for the project as well (via Fast Company). | aerospace | 1 |
https://technology.nasa.gov/patent/GSC-TOPS-67 | 2023-09-22T05:13:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506329.15/warc/CC-MAIN-20230922034112-20230922064112-00767.warc.gz | 0.8904 | 889 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__320931375 | en | The Navigator GPS Receiver
The Navigator GPS Receiver (GSC-TOPS-67)
A GPS navigation system built for high Earth orbits
Until now, Global Positioning System (GPS) receivers, while providing an accurate and inexpensive means of navigation, have been limited to low Earth orbit (LEO) missions. This innovative new receiver technology developed by NASA Goddard Space Flight Center is a leap forward for GPS technology. The Navigator is an autonomous, real-time, fully space-flight-qualified GPS receiver with exceptional capabilities for fast signal acquisition and weak signal tracking. These features enable the use of GPS navigation in high Earth orbit (HEO), geostationary orbit (GEO), and other high altitude applications. The Navigator receiver can quickly and reliably acquire and track GPS signals at 25 dB-Hz and lower. Because GPS signals at altitudes above the GPS constellation are 10 to 100 times weaker and less densely populated, GPS receivers have not been feasible for use above LEO. The Navigator is a radiation-hardened GPS receiver specifically designed for use in high Earth orbits. It is capable of significantly faster acquisition times and tracking for both strong and weak signals. It requires no external data, and its fast acquisition enables it to be powered down in any orbit until needed.
To enable it to acquire GPS signals very quickly and also track weak signals, the radiation-hardened Navigator receiver utilizes a bank of hardware correlators, a ColdFire microprocessor, and a specialized fast acquisition module (see figure 1). The hardware is implemented in VHSIC Hardware Description Language (VHDL) to target radiation-hardened Field Programmable Gate Arrays (FPGA) rather than Application-Specific Integrated Circuits (ASIC), in order to maintain flexibility for growth and design modifications. The Navigator was designed to operate autonomously to enable the use of GPS for onboard navigation in high altitude space missions. With the exception of GPS signals, Navigator requires no external data (e.g., current time estimate, recent GPS almanac, or converged navigation filter estimate of the receiver dynamics). By double buffering data up front in 1ms blocks, data can be processed as it is acquired. A discrete Fourier transform (DFT) is used to calculate the 1ms correlations, significantly reducing computing time. Computational efficiency is optimized and tradeoffs among sampling rate, data format, and data-path bit rate are carefully weighed in order to increase performance of the algorithm. In addition, the Navigators hardware-independent receiver software includes both a hardware interface to perform low-level functions as well as basic navigation. Onboard orbit determination and accurate state estimation/propagation during periods with no GPS access are accomplished by integration with the GPS Enhanced Onboard Navigation System (GEONS). Exploiting the properties of Fourier transform in a massively parallel search for the GSP signal, the Navigator has been tested and proven capable of acquiring signals at 25dB-Hz and below.
- Enables GPS in high Earth orbit: Because it can acquire and track even very weak signals and requires no external data, the Navigator receiver enables use of GPS in HEO, GEO, and other high altitude uses
- Acquires signals faster: By employing efficient Fast Fourier Transform (FFT) algorithms and Field Programmable Gate Arrays (FPGA) to implement a massively parallel search, even weak signals can be acquired thousands of times faster than in traditional searches
- Operates autonomously: With the exception of GPS signals, the receiver requires no external data for operation
- Is robust and reliable: The radiation-hardened receiver can reliably operate in the harsh environment of space
- Improves Use for LEO: When used in LEO, the receivers fast acquisition rate eliminates the approximately 20-minute cold start delay time, acquiring GPS signals in only seconds
- High Altitude Spacecraft (e.g., Geostationary Operational Environmental Satellite (GOES), Magneto Multiscale Science (MMS), other geostationary orbit (GEO) satellites)
- Low Earth Orbit spacecraft (offers enhanced GPS navigation via Navigators fast-acquisition capability) | aerospace | 1 |
https://www.lmco.com/us/news/press-releases/2011/december/LMsJAGMCoolingSystemCompl.html | 2018-01-22T06:18:50 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891105.83/warc/CC-MAIN-20180122054202-20180122074202-00116.warc.gz | 0.938019 | 582 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__163692313 | en | Lockheed Martin’s JAGM Cooling System Completes Testing
ORLANDO, Fla., December 6, 2011 --
Lockheed Martin [NYSE: LMT] and industry partner Marotta Controls, Inc., recently completed testing of the Joint Air-to-Ground Missile (JAGM) launcher pneumatic cooling system (PCS), a critical component in U.S. Navy rotary- and fixed-wing JAGM launchers.
"The PCS is an important element of our JAGM system, and we are pleased to announce we have completed a series of verification tests," said Hady Mourad, JAGM program director in Lockheed Martin's Missiles and Fire Control business. "Our team has parlayed its experience providing cooling solutions to U.S. Navy weapon systems into a mature and low-risk JAGM design that is ready to enter the next phase of the program."
The PCS, a miniature compressor and air filtration system, cools JAGM's imaging infrared (I2R) sensor, enabling the aircrew to passively acquire and track targets at safe standoff range while the missile is still on the launcher, allowing it to confirm target acquisition. It has a predictive reliability of over 10,000 hours mean time between failure, which far exceeds the 2,500 hour durability requirement.
The PCS design is based on Marotta's M-PACT® (Pure Air Compression Technology) system used to cool U.S. Navy AIM-9M Sidewinder missiles. M-PACT is in full rate production at Marotta's facility in New Jersey, and the company has delivered more than 1,000 systems.
"We have leveraged our experience to deliver an efficient and cost-effective solution that will pay great dividends to the warfighter, enabling precision strike capability even in the most adverse environmental conditions," said Michael Leahan, vice president of Marotta Controls.
Lockheed Martin's cooled seeker can passively lock onto targets at significantly greater range than an uncooled seeker and offers superior target discrimination capability, especially in the high-humidity maritime environments frequented by U.S. Navy and Marine Corps aircraft. The ability to passively launch JAGMs outside the enemy's reach allows the aircraft to move on to prosecute other targets or return to base safely. The cooled seeker also offers cost savings over the life of the missile because its mid-wave infrared permits use of a durable hard dome that can withstand abrasion in harsh environments.
Headquartered in Bethesda, Md., Lockheed Martin is a global security company that employs about 126,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation's 2010 sales from continuing operations were $45.8 billion. | aerospace | 1 |
https://spaceref.com/status-report/update-on-galileo-launch-injection-anomaly/ | 2022-10-04T17:07:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337516.13/warc/CC-MAIN-20221004152839-20221004182839-00005.warc.gz | 0.947466 | 228 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__180477557 | en | - Press Release
- Oct 4, 2022
Update on Galileo launch injection anomaly
Work at ESA’s ESOC control centre continues relentlessly on the two Galileo satellites.
Despite the non-nominal orbit, the satellites are safely under control after they were released from the launcher upper stage and their orbital position was determined by the European ground teams deployed at ESOC in Darmstadt, Germany.
Controllers there, in cooperation with the satellite manufacturer OHB, confirm the good health and the nominal behaviour of both satellites. A procedure to deploy the solar arrays that had remained folded on both satellites was successfully executed on the first satellite in the course of Monday night. A similar procedure will be executed soon on the second satellite.
Both satellites continue to be kept in a safe state, correctly pointing to the Sun, properly powered and fully under control of the ESA/CNES integrated team and the teams of OHB deployed at ESA’s control centre
In parallel, the teams are investigating the possibilities to exploit the satellites to their best despite the non-nominal injection orbit and within the limited propulsion capabilities of the satellites. | aerospace | 1 |
https://www.canindia.com/rocket-lab-delays-us-spy-satellite-launch-over-software-updates/ | 2022-08-10T17:35:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571198.57/warc/CC-MAIN-20220810161541-20220810191541-00012.warc.gz | 0.922885 | 376 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__183675176 | en | Barely weeks after the successful launch of its first US spy satellite, American firm Rocket Lab has delayed its second satellite launch due to software updates
On July 13, Rocket Lab delivered NROL-162 to orbit for the US National Reconnaissance Office (NRO), which operates the nation’s fleet of spy satellites.
But the next mission NROL-199 scheduled for launch on July 22 has been put on hold, Rocket Lab announced on Twitter.
The announcement came after the NRO on Twitter mentioned about “software updates for NROL-199”.
“NRO is currently implementing payload software updates for NROL-199. As soon as the updates are implemented, NRO and @RocketLab will provide a new launch date for NROL-199,” the NRO officials wrote on the microblogging site.
In reply, Rocket Lab said: “We adapt to ever-changing mission requirements”.
“Operating our own launch site gives our customers maximum flexibility on launch timing. We’ll be ready to launch when you are, @natreconofc!”.
The company, however, did not update on when the new launch date will be announced.
The NROL-162 and NROL-199 missions aimed to carry national security payloads designed, built, and operated by the NRO in partnership with the Australian Department of Defence as part of a broad range of cooperative satellite activities with Australia.
The satellites will support the NRO to provide critical information to government agencies and decision makers monitoring international issues.
Besides NROL-162, Rocket Lab sent three payloads aloft for the spy agency in June 2020. It also sent NRO’s classified NROL-151 satellite to space in January 2020. | aerospace | 1 |
https://www.ifn.news/posts/republic-airways-firms-up-order-for-100-embraer-e175/ | 2024-04-22T12:28:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818293.64/warc/CC-MAIN-20240422113340-20240422143340-00305.warc.gz | 0.956359 | 356 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__115437731 | en | American regional airline Republic Airways has placed an order for 100 Embraer E175 aircraft.
After announcing a Letter of Intent (LoI) for 100 Embraer E175 aircraft at the Farnborough International Airshow earlier this year, Republic Airways has disclosed that this LoI has been firmed up. This includes options for another 100 aircraft of the type and the right to convert the order to the advanced E175-E2. The deal is worth nearly $3 billion according to list prices but is likely below that amount, as airplane manufacturers usually give big discounts for large orders.
Republic Airways is the world’s largest operator of E-Jets and has over 180 of the type in service, operating in wet-lease agreements for American Airlines, United Airlines and Delta Air Lines. CEO Bryan Bedford said in a statement that the airline in keen on “growth opportunities we see developing over the next five years, as more than 300 regional aircraft flown by our competitors reach their natural expiry“.
The optioned switch to the improved E175-E2 is subject to scope clauses in the US which limit the amount of regional jets which can be operated under an airline’s brand but the aircraft currently is too heavy to be operated under such clauses. However, all above mentioned airlines will re-negotiate their respective clauses in the coming years and the E175-E2 will likely be a subject of these negotiations.
Jan-Hendrik is an aviation enthusiast from Germany, loves to travel the world and fly on as many aircraft as possible. His first flight was with a Condor 757 to Spain and has been interested in aviation ever since. His fields of expertise are aircraft accidents and passenger experience (PaxEx). | aerospace | 1 |
https://twistedhobbys.com/tmw-42-43-veloxity-edge-cy-xl-carbon-fiber-motor-mount-kit/ | 2024-03-04T02:16:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476409.38/warc/CC-MAIN-20240304002142-20240304032142-00506.warc.gz | 0.90083 | 251 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__101140236 | en | TMW 42-43" Veloxity/Edge/CY XL Carbon Fiber Motor Mount kit
- TMW 40-43 "Carbon- Fiber" Mount
- TMW 43" Carbon Fiber motor mount kit
Twisted Hobbys 42-43" CNC cut solid carbon fiber motor mount. Designed specifically to work with the Twisted Hobbys These are super thick includes mount hardware to be used with stock running gear and setup on all 42-43" Twisted Hobbys/RcFactory models. Mounts directly to our Crack Series 2814 100g Twisted Hobbys out runner motors.
Models used for:
42" Edge 540 V3
43" Crack Yak XL
This part should have always been carbon fiber. I got about 60 hours flight time until I crashed hard enough to break the original plywood part. Given how often I crash the Veloxity - I decided to buy this stronger version of the same part rather than just replacing like for like. Given that I had to cut the old part out of the plane, putting in the strongest part possible makes a lot of sense. I’ve flown a further 30 hours using this mount and it has taken a beating with no problem. I recommend it. | aerospace | 1 |
https://vypros.com/how-many-planes-fly-a-year/ | 2022-09-27T23:49:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335059.31/warc/CC-MAIN-20220927225413-20220928015413-00452.warc.gz | 0.917897 | 1,750 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__2771772 | en | Global air traffic – number of flights 2004-2022. The number of flights performed globally by the airline industry increased steadily since the early 2000s and reached 38.9 million in 2019. However, due to the coronavirus pandemic, the number of flights dropped to 16.9 million in 2020.
What is the most unsafe plane? Tupolev Tu 154 – 7 Fatal Crashes. Tupolev Tu 154. … CASA C-212 – 11 Fatal Crashes. CASA C-212. … Ilyushin Il- 76 – 17 Fatal Crashes. Ilyushin Il- 76. … LET L-410 – 20 Fatal Crashes. LET L-410. … Antonov 32 – 7 Fatal Crashes. This Soviet-era turboprop has been in service since 1976. Is flying safer than walking?
How many planes crashed 2020?
|Characteristic||Number of fatalities|
How many planes are flying right now?
That’s about anywhere from 10% to 20% less than normal, according to FlightAware data provided to Travel + Leisure. Doing some rough math based on that estimate, it’s likely that there are anywhere between 7,782 and 8,755 commercial planes in the air on average at any given time these days.
How many planes fly per year in the US?
Systemwide enplanements (369 million) were down 60% from the all-time annual high (927M) reached in 2019. Domestic enplanements (335M) were down 59% from the all-time annual high (811M) reached in 2019.
How many planes are in the sky right now 2021?
In 2020, there were about 5,882 aircraft in the U.S. commercial aircraft fleet. This figure is forecasted to decrease to 5,791 aircraft in 2021.
How many private jets fly a day?
At the time of writing (October 2021), the average number of global daily business jet flights is around 11,500 flights per day, plus or minus 1,500 flights per day. However, as mentioned, 2021 is seeing a significant increase in demand over 2019.
Is flying safer than driving?
In absolute numbers, driving is more dangerous, with more than 5 million accidents compared to 20 accidents in flying. A more direct comparison per 100 million miles pits driving’s 1.27 fatalities and 80 injuries against flying’s lack of deaths and almost no injuries, which again shows air travel to be safer.
How likely is a plane crash?
A Harvard University study found that the odds that your airplane will crash are one in 1.2 million, and the odds of dying from a crash are one in 11 million. Your chances of dying in a car accident, meanwhile, are one in 5,000.
How often do planes get struck by lightning?
Experts estimate that on average, lightning hits aircraft once per year or once per every 1,000 hours of flight time. The last incident when a lightning strike ended in a catastrophe occurred in 1963.
What is the richest airline?
|1||Delta Air Lines||61.8|
|2||American Airlines Group||60.6|
Why do planes do not fly over the Pacific?
Flying over the Pacific Ocean is avoided by most airlines for most flights because it usually doesn’t make sense to fly over it when shorter and safer routes exist. The Pacific Ocean is also more remote and less safe than the Indian and Atlantic Oceans to fly over, resulting in a higher chance of a plane crashing.
Do planes fly over my house?
Jets and airlines only fly on those designated airways. As long as none of those airways are above the location of the house, you won’t get any jets flying above, except if you are in the immediate vicinity of a major airport.”
How many plane crashes a year are fatal?
|Year||Deaths||Number of incidents|
What is busiest airport in the world?
|1||1||ATLANTA GA, US (ATL)|
|2||2||CHICAGO IL, US (ORD)|
|3||3||DALLAS/FORT WORTH TX, US (DFW)|
|4||4||DENVER CO, US (DEN)|
How many planes are in the sky right now USA?
At any given moment there are about 5,000 commercial airplanes in the sky over the United States, shuttling people from home to work to grandkids who’ve long moved away.
How many planes are in the ocean?
|Characteristic||Number of fatalities|
How many planes are there in the world 2022?
In 2022, despite the coronavirus outbreak, the global aircraft fleet is expected to have 25,578 aircraft in service worldwide.
Why are so many planes flying over my house?
Why are airplanes flying over my house this week when they haven’t for months? Due to weather or wind conditions, aircraft are forced to use the most suitable runway to make safe landings. This, occasionally, causes the planes to shift traffic patterns and land on runways that are not often used.
How wealthy do you have to be to own a private jet?
This means that a private jet owner will probably need at least $10 million in income per year to afford to become a jet setting jet owner. Moreover, it was noted that the cheapest rate to charter a private jet from New York to Florida was $3,000 an hour – starting from the moment you board.
How many Americans own jets?
1. How many private jets are there in the United States? In 2019, the United States had the biggest business aviation fleet of over 21,800 registered aircraft worldwide. The fleet comprised 13,700 private jet aircraft, 8,001 turboprops, and 90 executive aircraft.
Which country has the most private jets?
|Position||Registered Country||No. of Aircraft|
Are planes safer than helicopters?
Understanding a Helicopter Accident
The crash rate for general aircraft is 7.28 crashes per 100,000 hours of flight time. For helicopters, that number is 9.84 per 100,000 hours. That means helicopters have a 35 percent higher risk of crashing compared to airplanes.
Is flying safer than train?
Trains also are safer than planes, in part, because many train stations have open-air platforms where travelers board, Dr. Aaron Rossi told USA Today in October. That’s far less risky than the indoor settings of airport security lines and waiting areas where passengers gather and sit before boarding.
How hard is flying a plane?
Professional pilots are very experienced in flying their aircraft. This experience makes the complex tasks required of them “easy” most of the time. However, unquestionably flying is more complicated and demanding than driving. One consideration hopefully to help calm your nerves.
What is the most unsafe plane?
- Tupolev Tu 154 – 7 Fatal Crashes. Tupolev Tu 154. …
- CASA C-212 – 11 Fatal Crashes. CASA C-212. …
- Ilyushin Il- 76 – 17 Fatal Crashes. Ilyushin Il- 76. …
- LET L-410 – 20 Fatal Crashes. LET L-410. …
- Antonov 32 – 7 Fatal Crashes. This Soviet-era turboprop has been in service since 1976.
Is flying safer than walking?
Despite many of us who have a fear of flying, air travel is actually safer than riding a train, driving, or even walking across the street. | aerospace | 1 |
https://mynews13.com/fl/orlando/weather-blog-florida-new/2021/02/18/mars-perseverance-rover-nasa-in-depth | 2023-12-09T22:26:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100972.58/warc/CC-MAIN-20231209202131-20231209232131-00038.warc.gz | 0.954135 | 738 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__87611710 | en | Just moments before touching down on the Red Planet, Eric Ianson, NASA Planetary Science Division Deputy Director and Mars Exploration Program Director gave us an in-depth look at this historic mission.
What You Need To Know
- Mars Perseverance launched from the Space Coast in July 2020
- The final seven minutes of the journey were the most critical
- It will capture new information about the planet's soil and atmosphere
- Findings will help inform future missions to Mars
Perseverance is the first rover to land on Mars since Curiosity in 2012. Its journey to Mars began with a launch from our Space Coast in July 2020.
After seven months of space travel, it successfully landed on the Red Planet on Thursday afternoon.
The most critical part of its journey came within the final seven minutes of flight when it was traveling over 12,000 miles per hour.
Ianson told us this was known as the "seven minutes of terror." During this time, its protective shell heated up and thrusters kept it oriented correctly before a parachute deployed.
Additional thrusters were then used to slow down; finally, the rover lowered to the surface using a tether called a sky crane.
Perseverance has a lot of work to do once it gets settled in on its new planet.
"It will study the geology of the surface of Mars, it will characterize the Martian environment, it will search for signs of ancient Martian life, and it will assess the natural resources and hazards for potential human explorers to Mars," said Ianson.
Not only will Mars Perseverance be able to transmit back images of Mars, it will also be capturing sound.
"We're going to be able to hear the ambient noise of Mars. Because the Martian atmosphere is so much thinner than Earth's, what we hear might be different. For example, if we are drilling into a piece of rock, that drilling sound may be very different to us coming from Mars than it would here on Earth," Ianson said.
Ianson told us Perseverance isn't traveling alone. It has a companion helicopter known as Ingenuity.
"It will do an initial test flight and fly into the atmosphere, and it will do progressively more difficult, and more further and higher missions."
Flying a helicopter on another planet is new territory for NASA. Ianson said, "this is actually the first time we've done a powered flight on any other body other than Earth. Its going to be incredible and very challenging because of the much thinner Martian atmosphere."
The rover has instruments aboard that will identify and sample rock and soil for potential return to Earth by a future mission to Mars.
The discoveries made by Perseverance will be critical for future human missions to Mars, which NASA plans on doing by the 2030s according to Ianson.
An instrument on board will be sampling the Martian atmosphere to try to extract oxygen. "This way we'll be able to use that oxygen for propellant or possibly to breathe. It's kind of the stuff of science fiction where we're able to take the Martian atmosphere and we are making it breathable for humans."
This is what makes the Perseverance mission so exciting to Ianson.
"The dream scenario is that we find conclusive evidence that there is, or that there was, life on Mars. A discovery like this would be like no other, and it would really open up the possibility to if there is life in the universe, perhaps in our solar system."
He's confident that the mission will be a success. He assured, "we've got the best team in the world working on it." | aerospace | 1 |
https://www.flightglobal.com/headlines-briefing-3-april-2007/72801.article | 2024-02-23T17:40:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474440.42/warc/CC-MAIN-20240223153350-20240223183350-00738.warc.gz | 0.952122 | 513 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__146700579 | en | GE joins Northrop's KC-30 team
Tankers Northrop Grumman has named its team for the US Air Force's KC-X tanker contest, confirming the exclusive agreement with General Electric to power its proposed KC-30 with the CF6-80E1 (Flight International, 20-26 March). In addition to EADS supplying the Airbus A330-200 platform and refuelling boom, the team includes Sargent Fletcher (refuelling systems), Honeywell (mission avionics), Smiths Aerospace (flight management system), Parker Aerospace (refuelling receptacle), AAR (cargo loading system) and Telephonics (intercom).
Air Vanuatu Y-12s
Orders China's push into the aircraft export market has received a further boost with Vanuatu's state-owned carrier Air Vanuatu ordering three Harbin Y-12s. "In the middle of the second quarter of next year we will start replacing the de Havilland Twin Otters with [three] Harbin Y-12s," says Air Vanuatu's general manager sales and marketing, Joseph Laloyer, who confirms the Chinese are providing the financing. Laloyer says the decision to acquire Y-12s is "part of modernising the fleet and down the road we will need to look at upgrading the ATR 42-300 to a newer model, either an ATR 42-500 or an ATR 72-500".
Attack An Ilyushin Il-76 operated by Belarussian company Transaviaexport is believed to have been shot down on departure from the Somali capital Mogadishu on 23 March. The aircraft was carrying a crew of 11, none of whom survived. It is said to have been attacked by missiles after taking off from Mogadishu, suffering damage to its wing and crashing outside the city. Transaviaexport operates a large fleet of Il-76TDs and its work includes specialised United Nations relief operations to African states. The aircraft had been carrying equipment to repair another Transaviaexport Il-76 that was damaged by anti-aircraft fire in Mogadishu earlier in March.
Flyjet is still flying
Correction The list of airlines that ceased operations during 2006 published with last week's World Airline Directory incorrectly included UK charter airline Flyjet. Although the airline was acquired by Silverjet last year, it continues to operate as a division with a fleet of two Boeing 757s. We are happy to set the record straight.
Source: Flight International | aerospace | 1 |
https://www.cleantechalliance.org/2013/04/18/boeing-usda-faa-extend-aviation-biofuels-program/ | 2023-12-02T08:00:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100381.14/warc/CC-MAIN-20231202073445-20231202103445-00246.warc.gz | 0.935372 | 493 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__106815930 | en | The USDA has extended for five years its agreement to work with the FAA and commercial aviation partners including Boeing and industry trade group Airlines for America, to help develop a viable biofuel for the aviation industry.
The new agreement follows the 2010-2012 Farm to Fly initiative, a collaboration between USDA, Airlines for America, and Boeing that builds upon the work of USDA’s Regional Biomass Research Centers, which are working with industry partners to produce energy-producing feedstocks within different regions of the US.
The renewed agreement focuses on future goals: designating personnel, evaluating current and potential feedstock types and systems, developing multiple feedstock supply chains, developing state and local public-private teams, communicating results, and issuing periodic reports.
In October, 2010 USDA and the FAA jointly announced a three-year agreement to develop aviation fuel from forest and crop residues and other “green” feedstocks in order to reduce dependence on foreign oil. Under this partnership, the agencies have combined their experience in research, policy analysis and air transportation to explore the different kinds of feedstocks that could be processed by bio-refineries to produce jet fuels.
The federal government and its partners hope to support the annual production of 1 billion gallons of drop in aviation biofuel by 2018, USDA says.
Earlier this week, biofuels manufacturer Joule announced it has converted waste CO2 into gasoline and jet fuel components. The company says this technology will allow it to expand its Sunflow product line — which uses solar energy to convert industrial waste CO2 into fuels — and help address global demand for hydrocarbon fuel replacements.
United Airlines this month announced a host of fuel-savings initiatives, including using biofuels, intended to help the company reach its goal to save 85 million gallons of fuel in 2013.
In 2011, United operated the first US passenger biofuel flight powered with a mixture of renewable algae-derived jet fuel and conventional jet fuel, and has signed letters of intent to negotiate the purchase of more than 50 million gallons of sustainable biofuels.
Last summer, United Airlines joined the Sustainable Aviation Fuel Users Group, an industry working group that aims to accelerate the development and commercialization of aviation biofuels. The group’s members, including AirFrance, British Airways and Boeing, represent around 32 percent of commercial aviation fuel demand, United says.
the source of this story is Environmental Leader, April 17, 2013. | aerospace | 1 |
https://pilotweb.aero/news/war-impacts-flight-design/ | 2023-12-11T03:04:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103464.86/warc/CC-MAIN-20231211013452-20231211043452-00401.warc.gz | 0.971597 | 283 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__195292654 | en | Flight Design’s manufacturing output is being affected by the Ukraine war
Flight Design has announced that it will not deliver any new aircraft until October 2022 at the earliest, because of the disruption to its Ukraine manufacturing base. Russia’s invasion has advanced to the city of Kherson, where Flight Design’s facilities are located. Although staff are unhurt and the factory is still intact, Flight Design is not able to safely get new materials in or out. As a consequence, the German manufacturer is increasing capacity at its plant in Sumperk in the Czech Republic. This facility already has EASA Production Approval and plans to start delivering new F2 aircraft in October.
Currently, Flight Design is focussing on manufacturing and supplying spare parts, as well as technical support, to keep the existing worldwide fleet flying. The company is also running a donation scheme to help Ukrainian staff, and aid those fleeing the conflict to Germany. The company also announced that the four-seat F4 is scheduled to make its maiden flight in 2023, with EASA certification expected in 2024. The estimated price for the F4 is €300,000. “The world doesn’t need any more €600k four-seaters,” said a company spokesperson, adding that “we expect high numbers of orders for the F4”.
Image: Flight Design | aerospace | 1 |
https://diydrones.com/forum/topics/join-ukraine-drone-warriors-and-support-ukrainian-small-drone-tea | 2023-12-11T11:58:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679511159.96/warc/CC-MAIN-20231211112008-20231211142008-00346.warc.gz | 0.909551 | 109 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__206974269 | en | The Ukraine Drone Warriors (UDW) online community supports Ukrainian drone teams fighting on the battlefront and behind enemy lines.
The little drone teams play a big role in Ukraine's fight to defeat Russia and liberate occupied lands.
UDW core members design drones and provide supplies to the teams.
Member squads adopt drone teams and get to know the drone team soldiers.
Stand with Ukraine against the Russian invasion and the spread of tyranny!
Join UDW by choosing a member subscription using Ko-fi on the UDW website Donate page | aerospace | 1 |
https://www.lexingtoninstitute.org/mantech-space-range-simulates-cyberattacks-on-satellites-ground-stations-to-bolster-defenses-from-forbes/ | 2024-02-28T02:04:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474690.22/warc/CC-MAIN-20240228012542-20240228042542-00776.warc.gz | 0.93341 | 182 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__131791814 | en | Senior defense officials are increasingly concerned about the vulnerability of U.S. space assets, and it isn’t hard to see what the most immediate danger is. It’s cyberattacks. Now ManTech has come up with a novel solution. On May 4 it stood up a “Space Range” that enables users to precisely replicate space networks so they can be subjected to cyberattacks in a bid to find their vulnerabilities. Space Range can be scaled to any size architecture and any level of classification, and it is readily reconfigured for use on a variety of space systems–satellites, ground stations, uplinks/downlinks, etc. With the array of cyber threats to U.S. space systems growing rapidly, Space Range likely will prove to be a valuable tool in training defenders and hardening assets. I have written a commentary for Forbes here.
Find Archived Articles: | aerospace | 1 |
http://www.friends-partners.org/pipermail/fpspace/2009-March/026220.html | 2013-05-24T18:01:12 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368704933573/warc/CC-MAIN-20130516114853-00060-ip-10-60-113-184.ec2.internal.warc.gz | 0.848969 | 536 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__48930906 | en | [FPSPACE] China's space probe hits moon
geert at navtools.nl
Mon Mar 2 21:36:47 EST 2009
According Chinese media one of the reasons for this controlled crash was
tracking a descent trajectory in view of a follow up lander. Maybe I am
reading too much in this statement, but given the fact that mascons etc are
very local phenomena, tracking a descent trajectory only makes sense if you
follow more or less the same trajectory as the lander is supposed to do
(same Apollo 10 prior Apollo 11), otherwise this data will not make much
sense. Same for making high res images from low altitude prior to the crash,
which they supposedly did.
So, IF this is correct, it might be that the planned landing site for the
(first?) Chinese moonlander will be close to the crash site of this probe.
Otherwise crashing the probe in this position (on reasonable flat Maria
ground) does not make much sense.
Speculating still further there is one more interesting item: this crash
site (and intended landing site?) is not far from the Soviet Luna 16 landing
site and the meridian of 60 deg. east. All the Soviet sample return missions
landed close to this longitude, simply be course this is the only place on
the moon which allows a direct-ascent trajectory back to earth without
midcourse corrections. Now this is highly speculative, but why (with the
whole moon the chose from) would they be planning a landing especially in
this area? Given that Shenshou is derived from Soyuz, might it be that their
moonlander will be derived from the Luna Y8E/Y8M probes (which were
restricted to landing in this area as otherwise they couldn't return to
earth)... If you were planning to fly a Y8E derived sample return mission,
then this is indeed one of the best places to land it. If you are planning
'just' a normal lander, lots of other places are probably far more
interresting and this landing site doesn't make much sense..
Once again, I'm probably reading too much in the whole statement, but it's
On Sun, Mar 1, 2009 at 7:06 PM, Sven Grahn <svengrahn at telia.com> wrote:
> Sven Grahn
> FPSPACE mailing list
> FPSPACE at friends-partners.org
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More information about the FPSPACE | aerospace | 1 |
https://www.stratviewresearch.com/2227/Flight-Navigation-System-Market.html | 2022-01-16T09:49:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320299852.23/warc/CC-MAIN-20220116093137-20220116123137-00422.warc.gz | 0.907098 | 1,071 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__29226543 | en | Flight Navigation System Market Report
Flight Navigation System Market, By Flight Instrument (Altimeter, Gyroscope, Autopilot, Sensors, Magnetic Compass), Product (Flight Control System, Flight Management System, The Navigation System, Surveillance, Communication System), Application (Fixed-Wing, Rotary-Wing), and Region - COVID-19 Impact Analysis and Forecast to 2026.
This market research report provides in-depth information on trends, dynamics, revenue opportunities, competitive landscape, and recent developments in the global Flight Navigation System market. The historic years considered for the study are 2016-2019, the base year is 2020, the estimated year is 2021, and the forecast period is 2022-2026.
Flight Navigation System Market, By Flight Instrument (Altimeter, Gyroscope, Autopilot, Sensors, Magnetic Compass), Product (Flight Control System, Flight Management System, The Navigation System, Surveillance, Communication System), Application (Fixed-Wing, Rotary-Wing), and Region -...
Impact of COVID-19 on Flight Navigation System Market
Covid-19 has impacted the market dynamics, competition, and global supply chain. The revenues have gone down in 2020 and may resume an uptrend gradually from 2021. Companies optimizing their operation and strategy will sustain and beat the competition.
Note: The summary below might not have included insights on covid impact since we have large number of reports.
The Flight Navigation System Market is projected to grow from USD 15.6 billion in 2020 to USD 22.2 billion by 2026 at a CAGR of around 6.2% during the forecast period.
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Flight navigation systems are designed to assist in determining the position of an aircraft by accurately maintaining a direction. Flight navigation systems offer enhanced accuracy and location services to pilots. It also assists pilots in securely landing in unpredictable or dangerous climatic conditions.
Key players operating in the Flight Navigation System market are-
The growth of the flight navigation system market is primarily driven by increasing product use in aircraft to assist in secure landing. Significant growth of the aviation industry with rising demand for aircraft is likely to drive the market growth at a significant rate during the review period. In addition to this, increasing demand for advanced flight navigation systems is likely to create lucrative opportunities for the players operating in the global market in the coming years.
By product, the flight navigation system market has been bifurcated into flight control systems, flight management systems, navigation systems, surveillance, and communication system. The flight control system segment accounted for the largest market share in 2020 and is projected to register significant growth during the review period.
By region, the market in North America accounted for the largest market share in 2020 and is projected to grow at a significant CAGR during the assessment period. The regional growth can be attributed to the presence of established aviation industry in US coupled with the presence of key market players such as The Raytheon Company (US) and Universal Avionics Systems Corporation (US). The market in Asia-Pacific is expected to be driven by the growing aviation industry in developing countries particularly in China and India.
Covid-19 outbreak impacted the growth of the flight navigation system market negatively. The spread of coronavirus led to the enforcement of lockdown to curb the spread of the virus. This led to travel restrictions and supply chain disruptions, which in turn affected the product supply and demand for a short period.
Here is the list of the group of customers that the flight navigation system market hopes to have the greatest opportunity to convert-
Custom Research: Stratview research offers custom research services across sectors. In case of any custom research requirement related to market assessment, competitive benchmarking, sourcing and procurement, target screening, and others, please send your inquiry at [email protected].
The flight navigation system market is expected to witness an impressive growth of 6.2% CAGR in the coming years.
The Raytheon Company (US), Universal Avionics Systems Corporation (US), The Boeing Company (US), Northrop Grumman Corporation (US), Esterline Technologies Corporation (US), Honeywell International Inc. (US), Moog Inc. (US), Garmin Ltd (US), Rockwell Collins (US) and SAGEM (France) are among the key players in the flight navigation system market.
The flight navigation system market size is expected to reach USD 22.2 billion in the foreseeable future.
The flight control system segment is expected to register significant growth in the flight navigation system market in the coming years.
North America accounted for the largest share in the flight navigation system market in 2020.
Flight navigation system distributors, Flight navigation system suppliers, Flight navigation system manufacturers, Logistics organizations, Government bodies are the target audience in the flight navigation system market.
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http://www.flightglobal.com/news/articles/farnborough-2008-raptor-expects-to-have-farnborough-in-225305/ | 2013-05-26T04:26:37 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706624988/warc/CC-MAIN-20130516121704-00053-ip-10-60-113-184.ec2.internal.warc.gz | 0.956059 | 1,338 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__775188 | en | The USAF’s Lockheed F-22A Raptor will make its debut at Farnborough later today performing a routine which is claimed to include “unequalled aerodynamic manoeuvres”
The F-22A’s unique bland of ‘Low Observability’ (radar stealth), supercruise performance, agility and advanced avionics makes it a fifth-generation fighter, according to Lockheed Martin, which points to recent exercise results to support its claim that the Raptor is the “most lethal, survivable and reliable fighter the world has ever seen”.
Three F-22As from the 1st Fighter Wing at Langley AFB, Virginia, flew into Fairford last Tuesday, to participate in the Royal International Air Tattoo. One of the trio will display at Farnborough today, before returning to the US. The display includes the F-22A’s trademark J-turn – accomplished with the aid of thrust vectoring, and some post-stall manoeuvring that reminded some Fairford observers of the MiG-29OVT’s eye-popping display routine.
There was great disappointment at the Fairford show as appalling weather conditions led to cancellation of the weekend’s flying but for those who were able to see Friday’s debut appearance there was general agreement that this was the clear display highlight.
Demonstration pilot Maj Paul ‘Max’ Moga from the USAF’s 27th Fighter Squadron, who will be flying at Farnborough today.talked about the flight from the US.
“Getting over here was flawless,” says Moga. Supported by a McDonnell Douglas KC-10 tanker, each of the F-22s received fuel 11 times during the sortie – the first transatlantic flight involving the Raptor. This high number was due to a requirement to ensure that each of the stealth fighters had sufficient fuel reserves to be able to divert to a suitable airfield if necessary.
The deployment took place at altitudes of up to the high-20,000ft bracket, said RAF F-22 exchange pilot Flt Lt Dan Robinson, who had the distinction of landing the first Raptor to touch down on UK soil. Also an instructor on the US type, Robinson was formerly a qualified weapons instructor on the RAF’s Tornado F3 fighter.
© Craig Hoyle
Demonstration team superintendent Master Sgt Tim Green said: “The three aircraft that flew over were ‘Code One’ when they landed. They were solid airplanes.” The deployment involves around 25 support personnel, as opposed to a core team of two crew chiefs and four specialists who usually support a one-aircraft commitment to air shows in the USA.
Moga performed an approximately 10min display at Fairford, with highlights including several high angle of attack, low-speed manoeuvres, a power loop and a non-conformal loop. Noting that the routine was created as “safe, repeatable and to showcase the F-22’s unique capabilities”, he said it also includes several tactical manoeuvres “familiar to any Raptor pilot”.
A slightly revised display routine was validated at Farnborough on July 10, with some changes required due to the event’s increased minimum safety ceiling of 500ft. Following the detachment’s return home after the opening day tomorrow, Robinson says the 27th FS will participate in an air combat exercise to be hosted at a yet-to-be confirmed location in the US in late August
The USAF’s F-22 community faces a continued challenge in finding suitable opponents to practice air-to-air combat, with the type’s participation in a recent Cope Thunder exercise in Canada having seen it record a combat success ratio of 144:0. “It’s a very real problem to find a suitable adversary,” says Robinson.
The 1st Fighter Wing at Langley was the first frontline unit to receive the F-22A, where the aircraft also equips its ‘associate’ 192nd Fighter Wing – an Air National Guard unit. The base thus hosts three Raptor squadrons – the 27th Fighter Squadron, the 94th and the 149th (ANG).
At Elmendorf AFB, Alaska, the F-22A is equipping the 3rd Wing’s 90th and 525th Fighter Squadrons and Air Force Reserve Command's 477th Fighter Group (with the 302nd Fighter Squadron). The first Raptors have now been delivered to the 7th Fighter Squadron at Holloman AFB, New Mexico, where they will equip two of the 49th Wing’s squadrons, and a final Raptor squadron will form at Hickam AFB, Hawaii. Raptors also serve with the 325th Fighter Wing at Tyndall AFB, and the 53rd Wing at Eglin AFB, Florida, for training and test duties, respectively.
But while the Raptor’s performance and agility is self-evident, and while its ‘stealth’ characteristics are well-known, the aircraft is hugely expensive, with a unit programme cost of $361 million per aircraft. As a result the programme, once intended to deliver 750 F-22s to the USAF, has been cut short. Just 183 aircraft are on contract, 121 of which have been delivered.
And though capable, the Raptor has some shortcomings. With no helmet-mounted sight, the aircraft’s ability to engage off-boresight targets is constrained, while the lack of a suitable datalink means that the aircraft cannot share its sensor data across the net-enabled ‘Global Information Grid’, except with other F-22s. There are also concerns that some avionics and equipment items are nearing obsolescence, and a radar upgrade has been quietly instigated.
In service, the F-22A will be augmented by much larger numbers of F-35 Lightning II Joint Strike Fighters, which share many of the Raptor’s ‘Fifth Generation’ features, at considerably lower cost. The F-22 itself is unlikely to be cleared for export, but many see the aircraft’s presence at Farnborough as marking an early marketing effort for the F-35 – which is still only flying in prototype form.
* A cutaway of the F-22 can be seen on Page 68 – artist Giuseppe Picarella will be on site to sign copies of the drawing. | aerospace | 1 |
https://www.cheapflights.com/flights-to-baltimore/honolulu-intl/ | 2019-07-22T03:59:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195527474.85/warc/CC-MAIN-20190722030952-20190722052952-00094.warc.gz | 0.882701 | 139 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__197483306 | en | At this time of year, it’s likely that there will be
4 inches more rainfall in Baltimore than in Honolulu International
In the next ten days, Honolulu International will be 88°F, whereas
Baltimore will be 90°F, that’s
There are currently no days where direct flights are available for this route.
Which airlines fly from Honolulu International to Baltimore?
No airlines are currently offering direct flights from Honolulu International to Baltimore.
38 users have been comparing flight prices between Honolulu International and Baltimore this week.
How many flights depart from Honolulu to Baltimore/Washington on average per day?0 flight departures from Honolulu to Baltimore/Washington per day on average. | aerospace | 1 |
http://www.justhelicopters.com/ArticlesNews/IndustryWideNews/tabid/434/Article/116204/-Making-Life-Death-Decisions-A-Case-Study-of-a-Fatal-Helicopter-Accident-IHST-S.aspx | 2019-04-24T06:19:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578633464.75/warc/CC-MAIN-20190424054536-20190424080536-00134.warc.gz | 0.94331 | 428 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__163492526 | en | The International Helicopter Safety Team (www.IHST.org) is partnering with the FAA Safety Team for the first of several two-hour workshops aimed at discussing the grey areas of safety decisions faced by helicopter pilots during critical moments. The workshop is free and participants can register here: https://www.faasafety.gov/SPANS/event_details.aspx?eid=86202&caller=/SPANS/events/EventList.aspx
The session will be a deep dive into one helicopter accident, an analysis of the tragedy of three lost lives, and a recognition that many operational decisions during a flight are not black and white choices.
On Saturday, Dec. 1, at the Arizona State University Polytechnic campus in Mesa, Ariz., Tina Buskirk of the FAA Flight Standards District Office and Jeff Hurd of PHI Air Ambulance will lead an in-depth 90-minute session about a safety-conscious helicopter pilot who died while trying to fly a very noble mission. They will use extensive NTSB accident reports, photos, animation, and pilot background materials as participants weigh the consequences of each operational decision.
The session is sponsored by the IHST as part of an initiative reviewing accidents that happened to good pilots who often were trying to do great deeds with their helicopters. Participants will analyze the decision-making processes that can lead to disaster and determine what they can do to avoid falling into similar traps. What is learned here could save lives.
This free event begins at 9:30 am on Saturday, Dec 1, in the Cooley Ballroom (5999 S. Backus Mall) on the Mesa campus of Arizona State University Polytechnic. There will be speaker and audience discussion and interaction and refreshments will be provided. All pilots and student pilots are welcome to participate.
This will be the first in a series of interactive workshops supported by the IHST and aimed at decision-making issues faced by helicopter pilots before and during their flights. During 2019, more workshops will be planned for locations in the United States, Canada, South America and Europe. | aerospace | 1 |
https://www.olaladirectory.com.au/remote-imaging-solutions/ | 2019-11-17T04:37:03 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668787.19/warc/CC-MAIN-20191117041351-20191117065351-00502.warc.gz | 0.926643 | 150 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__143421824 | en | Remote Imaging Solutions provides businesses with a rapid, cost-effective solution for unmanned aerial and submerged surveys along with inspections of structures inside and out.
Our goal is to provide cost-effective solutions that product no harm to the environment or the personnel conducting the surveys. Quality matters. Our company works toward providing safe and consistent data, while also understanding the security requirements of the commercial and defence industries. Data is isolated from external networks and securely erased upon completion of work.
Safety is a core tenet of our UAV and ROV inspection services. Our company follows Civil Aviation Safety Authority (CASA) regulations and utilizes approved manuals in our work.
Contact us at 0407 439 777 or you can directly visit our website for more details. | aerospace | 1 |
https://www.collectorsweekly.com/stories/225277-vintage-photo-curtis-helldiver-on-carrie?in=loved-by-pw-collector | 2022-01-24T18:12:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304572.73/warc/CC-MAIN-20220124155118-20220124185118-00132.warc.gz | 0.959942 | 132 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__38278199 | en | Posted 5 years ago
This is a vintage 8x10 photo of a Curtis Helldiver which had crash landing on a carrier deck. Looks like it was either a wheels up landing and the landing gear failed on landing. Either was a good job done by the pilot.
The Helldiver was the replace for the Douglas SPD Dauntless dive bomber. It was not a popular replacement. That big tail probably made it a bit difficult for the rear gunner.
The last photo is a packing card for the Mini-Planes Helldiver. It gives some stats that may be of interest. | aerospace | 1 |
https://worldairlinenews.com/tag/air-busan/ | 2022-10-06T10:34:20 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337803.86/warc/CC-MAIN-20221006092601-20221006122601-00263.warc.gz | 0.918569 | 234 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__230299469 | en | Air Busan has announced a major cutback of flights due to the COVID-19 virus. South Korea is now the second most infected country.
Reduced and suspended flights:
Air Busan aircraft photo gallery:
Asiana Airlines (Seoul-Incheon) according to the The Korea Herald is planning to launch a second budget airline, tentatively named “Seoul Air”. The new entity would take over the short, less profitable international routes the main carrier now flies with narrow body aircraft.
Read the full story: CLICK HERE
Copyright Photo: Michael B. Ing/AirlinersGallery.com. Air Busan is 46 percent owned by Asiana. Air Busan operates only from the city of Busan. Air Busan Airbus A321-231 HL7723 (msn 2045) arrives in Tokyo (Narita).
Air Busan is a subsidiary of Asiana Airlines. The subsidiary was established in 2007 as Busan International Air and launched low-fare flights on October 27, 2008. The company currently operates Boeing 737-400s and 737-500s.
Copyright Photo: Malcolm Nason. | aerospace | 1 |
http://articles.orlandosentinel.com/1986-02-16/news/0200130077_1_nasa-spokesman-kennedy-space-marshall-space-flight | 2017-05-01T00:44:05 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917126237.56/warc/CC-MAIN-20170423031206-00582-ip-10-145-167-34.ec2.internal.warc.gz | 0.968198 | 955 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__242444277 | en | The Challenger commission said Saturday that the decision to launch the doomed spacecraft ''may have been flawed'' and directed that individuals involved in the decision no longer take part in NASA's internal investigation. William Graham, NASA's acting administrator, said he would comply with the commission's wishes.
The directive was issued in Washington as NASA officials at Kennedy Space Center said flight data ''clearly indicated'' that Challenger's seven crew members had no warning of the impending doom.
NASA spokesman George Diller said the interval between the first hint of trouble and the explosion was ''so brief it would have been a lightning flash.''
The number of personnel the presidential panel's directive affects could not be determined. But NASA spokesman David Garrett said in Washington that he imagines ''there are hundreds of people involved.''
Commission Chairman William Rogers said in a statement, ''In recent days, the commission has been investigating all aspects of the decision-making process leading up to the launch of the Challenger and has found that the process may have been flawed.''
''Dr. William Graham, acting director of NASA, has been asked not to include on the internal investigating teams at NASA persons involved in that process. The commission will, of course, continue its investigation and will make a full report to the president.''
Rogers said President Reagan had been informed of the decision.
Key members of NASA's investigating teams include Jesse Moore, NASA's shuttle boss; Richard Smith, director of the Kennedy Space Center; Arnold Aldrich, shuttle manager at the Johnson Space Center in Houston; and William Lucas, director of the Marshall Space Flight Center in Huntsville, Ala. Key countdown personnel include launch operations director Bob Sieck and launch director Gene Thomas.
Several hundred engineers and technicians working in specialized units make up NASA's internal task force.
Commission spokesman Mark Weinberg said he would not ''elaborate or speculate as to individuals. That will be up to Dr. Graham . . . This is standard for most major accident investigations.''
A source familiar with commission deliberations said the panel realized after visiting the space center Thursday and Friday that NASA was investigating itself.
''You don't investigate yourself,'' the source said, adding that ''you can reasonably assume'' the panel's directive stemmed in part from media revelations and critical internal memos that suggested NASA shortcomings.
NASA spokeswoman Shirley Green said Rogers called Graham before the announcement and that Graham pledged his support.
She said Graham was studying the request and probably would work through the weekend deciding who to sever from the investigation.
Lawrence Mulloy, booster project manager at the Marshall Space Flight Center told the commission Tuesday that engineers for Morton Thiokol Inc., which makes the shuttle's rocket boosters, cautioned against a launch but were overruled.
The engineers were worried that low temperatures might degrade seals designed to prevent superhot gases under intense pressure from leaking through rocket segments. NASA photos, including new ones released Saturday, show a puff of smoke near a seal on the right booster at launch and flame spewing from the same area 59 seconds into the flight.
The temperature was 38 degrees when Challenger lifted off at 11:38 a.m. after dipping to a low of 24 at 7 a.m. The next coldest reading of the 24 earlier launches was 51 degrees.
Mulloy said engineers suggested ''that possibily the seals shouldn't be operated below any temperature that had been operated on previous flights.''
''It was the judgment that under the conditions we could see on launch day, given the configuration we were in, that the seal would function at that temperature,'' he said.
Mulloy didn't say who overruled the engineers.
On Feb. 6, however, Judson Lovingood, deputy director of shuttle projects at Marshall, told the commission that ''Thiokol recommended to proceed with the launch.''
At the space center, Diller said the performance of the rocket boosters was not displayed on cockpit consoles for commander Francis ''Dick'' Scobee and pilot Michael Smith.
He said the first hint of trouble available to Scobee would have been a small pressure drop in liquid fuel pressure in the main engines.
The explosion followed so quickly that no one had time to react beforehand. The crew members would not have experienced unusual vibrations stemming from the booster problem because they were pressed back in their seats by a force three times that of gravity.
''They would not have had any sensations,'' Diller said.
A detailed account of what was happening to the shuttle before it exploded was released late Friday. The timeline shows that something went terribly wrong when the boosters ignited. A puff of smoke a half second later signaled the warning, but the only eyes that noticed were those of a camera. | aerospace | 1 |
https://www.mentalfloss.com/article/80417/india-launches-its-first-reusable-space-shuttle | 2024-04-12T10:39:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296815919.75/warc/CC-MAIN-20240412101354-20240412131354-00115.warc.gz | 0.930975 | 288 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__139419678 | en | When it comes to rockets, Elon Musk's SpaceX has been leading the reusable space race for a while (with Jeff Bezos's Blue Origins not too far behind). But India reached a milestone today with a more tested reusable spacecraft: the shuttle. According to Gizmodo, the country successfully launched its first reusable space shuttle today from Satish Dhawan Space Centre in Sriharikota, in southeast India.
The Indian Space Research Organisation (ISRO) reports that the 22-foot-long vehicle—about one-sixth of the full-scale model the ISRO plans to build—was carried by the HS9 rocket booster to a height of around 35 miles. There, it detached and ascended roughly five more miles, before successfully making its system-guided descent to a point nearly 280 miles from the launch site.
From launch to landing, the entire journey for the unmanned Reusable Launch Vehicle-Technology Demonstrator shuttle (RLV-TD) lasted 770 seconds.
According to BBC News, the project was five years in the making and cost an estimated $14 million—significantly cheaper than most launches and a clear victory for the movement that seeks to make space exploration more affordable. The BBC also reports that Japan, Russia, and Europe are currently testing similar technology and hoping to launch shuttles of their own in the near future.
Images via ISRO | aerospace | 1 |
https://www.techbriefs.com/component/content/article/tb/spinoff/public-safety/10654 | 2021-09-18T02:13:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056120.36/warc/CC-MAIN-20210918002951-20210918032951-00273.warc.gz | 0.920808 | 1,563 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__151269801 | en | Originating Technology/NASA Contribution
One of the greatest dangers to aircraft—playing a role in numerous destructive and fatal accidents around the world—comes in the form of droplets of water. Clouds are made up of tiny water particles with diameters typically between 10 and 50 microns. In clean air, cloud droplets can exist in liquid form down to temperatures as low as -40 °C. These subfreezing, liquid clouds are referred to as being “supercooled.” As soon as supercooled droplets contact an aircraft ascending or descending through the cloud cover, they form layers of ice on any unprotected surface, including the leading edges of wings and rotor blades, tails, antennas, and within jet engines. This ice accretion can cause engine damage and dramatically affect the aerodynamics of the aircraft. (On the leading edge of a wing, an ice layer about as thick and rough as a piece of coarse sandpaper can be responsible for as much as a 30-percent decrease in lift and a 40-percent increase in drag.) This can lead to reduced performance and even catastrophic loss of control.
As part of its aeronautics research, NASA has extensively investigated the icing problem, leading to numerous spinoff technologies that are helping reduce the threat. Glenn Research Center has led the Agency’s efforts, testing thermal, chemical, and mechanical anti-icing technologies in its Icing Research Tunnel; developing software tools for modeling ice growth and the impact of icing on aircraft performance; and producing pilot training aids for flight in icing conditions.
One way of mitigating the dangers of ice buildup is through the accurate, real-time identification of icing conditions, and researchers at Glenn have studied ways to detect supercooled water droplets in the flight paths of aircraft in and out of airports. One such method involves combining weather radars with devices called microwave radiometers, which measure the energy emission of liquid water and water vapor in the atmosphere at microwave frequencies (between 1–1,000 gigahertz). Combining the ability of the radar to detect cloud and hydrometeor particles—particles big enough to fall, like rain and hail—with the radiometer’s ability to detect liquid and vapor levels, provides a comprehensive picture of particle size, type, and distribution within clouds—essential information for determining icing risk.
Glenn partnered with Radiometrics Corporation , of Boulder, Colorado, to advance microwave radiometer technology for the detection of icing conditions. Supported by Phase I and II Small Business Innovation Research (SBIR) contracts, Radiometrics identified distinct, polarized signatures for liquid and ice cloud particles. These findings instigated further investigation with a narrower beam radiometer, which the company invented through additional Phase I and II SBIR agreements with Glenn. The resulting technology, a pencil-beam radiometer called the NASA Narrow-beam Multi-waveband Scanning Radiometer (NNMSR), is “a pioneering instrument that is seeing things in nature that have never been seen before,” says Randolph Ware, vice president of sales and marketing for Radiometrics. “You can locate this instrument in an airport, look at a narrow beam width along a flight path, and detect the supercooled liquid that creates the icing hazard.”
Testing in conjunction with Colorado State University’s CHILL radar (named after its original location in CHicago, ILLinois) supported the NNMSR’s ability to detect icing conditions, and further evaluation will take place at Glenn. The development of the NNMSR, Ware says, is a credit to the SBIR program.
“SBIR funding is how we continue to create new technologies,” he says. “It is one of the most effective ways for the government to stimulate innovation. Small businesses are the place where jobs grow in this country, so this is a very powerful and important program.”
While a commercial version of the NASA radiometer is still in the works, Radiometrics has brought to market a modular radiometer, originally developed under the NASA SBIR to enable the pencil-beam technology. The modular radiometer represents the company’s fourth generation of radiometer products.
“These are sealed radiometers that are actually submersible and have much better performance in many ways,” says Ware.
Radiometrics’ radiometers provide thermodynamic profiling of atmospheric conditions, offering continuous temperature, humidity, and liquid profiles up to 10 km in height. These are parameters, Ware says, that are invisible to the eye but define local weather, making the devices powerful tools for improving local, short-term weather forecasting and producing high-accuracy nowcasting (the forecasting of weather within a 6-hour timeframe). The radiometers function robustly in the presence of radio interference and in all weather conditions, and are fully operable via the Internet from anywhere in the world. Essentially, they are hyperspectral atmospheric observatories that can see in all directions, providing complementary measurements to those gathered by standard weather radiosondes.
The company’s customers employ its products for the prediction of weather conditions like fog and convective storms, which are known to produce hail, strong winds, flash floods, and tornadoes. The radiometers are also used to detect ideal situations for weather modification; by locating high concentrations of the same supercooled droplets that create icing hazards, the instruments can indicate prime cloud targets for seeding with nuclei particles like silver iodide or dry ice.
Chinese officials relied on a network of Radiometrics’ radiometers for anticipating short-term weather and weather modification needs for the Beijing 2008 Olympic Games, and a Radiometrics device was also situated in Whistler, Canada, for the same purposes during the 2010 Winter Olympics. Ware says that the company’s networks are going up in China, India, Japan, Korea, and Europe, and are set to be included in a U.S. profiler network established by the National Weather Service. A Radiometrics radiometer is also part of an aviation weather decision support system established at Dubai International Airport to predict short-term weather for air traffic control.
Ware also notes that the company’s modular, polarimetric radiometers have applications aboard ships and for coastal observatories, looking down at the sea surface to detect salinity and temperature. (Polarized radiometers have the same advantage as polarized sunglasses used by fishermen—they are able to see past the reflected surface glare to indentify underlying signals.)
The modular radiometers are also being used in soil moisture studies; to look at snow pack age, depth, and water content; and to assist with satellite sensor calibration and satellite link loss and prediction. The U.S. Department of Energy has ordered a number of Radiometrics’ fourth-generation, modular radiometers for use in the Atmospheric Radiation Monitoring program, a significant contributor to global climate change research. The same qualities that make a radar/radiometer combination ideal for aircraft icing conditions detection research, says Ware, make the NASA SBIR-derived instrument a key tool for understanding the transfer of radiation through clouds, which is dependent on the distribution of particles in clouds and is one of the biggest uncertainties in global climate models.
In keeping with the typical cycle of successful technology transfer, NASA is also benefiting from Radiometrics’ commercialized, SBIR-derived technology. NASA’s Jet Propulsion Laboratory has purchased modular radiometers for its Deep Space Network, a worldwide antenna network supporting solar system exploration. | aerospace | 1 |
https://www.thedroneu.com/adu-01164-autonomous-drone/ | 2021-07-26T00:30:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151972.40/warc/CC-MAIN-20210726000859-20210726030859-00341.warc.gz | 0.926562 | 623 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__45439964 | en | Today’s question is about launching/landing a drone autonomously from a flatbed truck.
Our caller for today, Renn is from Australia and has called in with an interesting question that has not been asked on Ask Drone U before. Renn’s question is about launching/landing a drone autonomously from a flatbed truck.
On today’s show, we present two solutions to help Renn out. First, you will learn about a tethered drone system that can be flown from a moving vehicle. The next solution is particularly innovative as this technology can be used to autonomously fly DJI drones.
We also speculate how autonomous flying can be used to significantly scale up powerline inspections and drone deliveries among other things. For all this and much, much more, tune in to our latest show now. Thanks for the great question, Renn. Fly Safe!
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- [01:22]Today’s show is sponsored by our new flight school, PROPS
- [02:57]Today’s question is about landing/launching autonomously from a flatbed truck
- [04:43]What are some possible end-use cases for launching autonomously from a flatbed truck?
- [09:10]Paul shares details about a tethered drone system that can be launched from a flatbed truck
- [09:50]New technology for autonomously flying DJI drones | aerospace | 1 |
http://www.legendcorporate.com/divisions/legend_defence_overview.html | 2014-07-25T19:47:13 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997894689.94/warc/CC-MAIN-20140722025814-00000-ip-10-33-131-23.ec2.internal.warc.gz | 0.95066 | 266 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__23328051 | en | Legend Defence Industries Division was formed with the express purpose of providing the Australian Defence Force with advanced Australian engineering solutions. Legend's state of the art design and manufacturing capabilities as well as the wisdom, experience and professionalism of the management team provides the ADF and government with a valuable Australian supplier to defence and the defence industry.
Legend has a strong background in supporting complex defence systems. With over 30 years experience in advanced electronics manufacture, Legend has been integral in delivering some of the ADF's most advanced systems. Legend has designed and manufactured components of the Collins Class submarine towed array - Kirawara, Nulka - the hovering decoy rocket, Barra sonobuoys, the Mulloka on board ships sonar and many other sensors and devices for defence.
Legend Defence Industries' expertise originate from both operational and industry experience in providing complex systems engineering, design, manufacture and management solutions to the defence, medical, automotive, aerospace, rail, and power based industries.
Based in Hendon Adelaide, Legend Defence Industries mission is to grow the defence support capabilities of Legend Corporation through acquisition of and supply to the ADF and the defence industry of solutions to meet defence needs and capability.
The Australian Defence Force delivers the highest quality design, manufacture and testing of its electronics equipment for use in the
field - Legend delivers. | aerospace | 1 |
https://nasa.fandom.com/wiki/STEREO | 2020-04-01T19:00:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370505826.39/warc/CC-MAIN-20200401161832-20200401191832-00375.warc.gz | 0.880584 | 2,681 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__17785167 | en | STEREO (Solar Terrestrial Relations Observatory) is a solar observation mission. Two nearly identical spacecraft were launched in 2006 into orbits around the Sun that cause them to respectively pull farther ahead of and fall gradually behind the Earth. This enables stereoscopic imaging of the Sun and solar phenomena, such as coronal mass ejections.
The two STEREO spacecraft were launched at 00:52 UTC on October 26, 2006, from Launch Pad 17B at the Cape Canaveral Air Force Station in Florida on a Delta II 7925-10L launcher into highly elliptical geocentric orbits. The apogee reached the Moon's orbit. On December 15, 2006, on the fifth orbit, the pair swung by the Moon for a gravitational slingshot. Because the two spacecraft were in slightly different orbits, the "ahead" (A) spacecraft was ejected to a heliocentric orbit inside Earth's orbit while the "behind" (B) spacecraft remained temporarily in a high Earth orbit. The B spacecraft encountered the Moon again on the same orbital revolution on January 21, 2007, ejecting itself from Earth orbit in the opposite direction from spacecraft A. Spacecraft B entered a heliocentric orbit outside the Earth's orbit. Spacecraft A will take 347 days to complete one revolution of the Sun and Spacecraft B will take 387 days. The A spacecraft/sun/earth angle will increase at 21.650 degree/year. The B spacecraft/sun/earth angle will change −21.999 degrees per year. Given that the length of Earth's orbit is around 940 million kilometres, both craft have an average speed, in a rotating geocentric frame of reference in which the sun is always in the same direction, of about 1.8 km/s, but the speed varies considerably depending on how close they are to their respective aphelion or perihelion (as well as on the position of Earth). Their current locations are shown here.
Over time, the STEREO spacecraft will continue to separate from each other at a combined rate of approximately 44 degrees per year. There are no final positions for the spacecraft. They achieved 90 degrees separation on January 24, 2009, a condition known as quadrature. This is of interest because the mass ejections seen from the side on the limb by one spacecraft can potentially be observed by the in situ particle experiments of the other spacecraft. As they passed through Earth's Lagrangian points Template:L4 and Template:L5, in late 2009, they searched for Lagrangian (trojan) asteroids. On February 6, 2011, the two spacecraft were exactly 180 degrees apart from each other, allowing the entire Sun to be seen at once for the first time.
Even as the angle increases, the addition of an Earth-based view, e.g. from the Solar Dynamics Observatory, will still provide full-Sun observations for several years. In 2015, contact will be lost for several months when the STEREO spacecraft pass behind the Sun. On October 1, 2014, contact was lost with STEREO-B during a planned reset to test the craft's automation, in anticipation of this Solar 'conjunction' period. As of May 2015[update], contact had not been re-established, but efforts were still underway to regain communication and control.
They will then start to approach Earth again, with closest approach sometime in 2023. They will not be recaptured into Earth orbit.
The principal benefit of the mission is stereoscopic images of the Sun. In other words, because the satellites are at different points along the Earth's orbit from the Earth itself, they can photograph parts of the Sun that are not visible from the Earth. This permits NASA scientists to directly monitor the far side of the Sun, instead of inferring the activity on the far side from data that can be gleaned from Earth's view of the Sun. The STEREO satellites principally monitor the far side for coronal mass ejections—massive bursts of solar wind, solar plasma, and magnetic fields that are sometimes ejected into space.
Since the radiation from coronal mass ejections, or CMEs, can disrupt Earth's communications, airlines, power grids, and satellites, more accurate forecasting of CMEs has the potential to provide greater warning to operators of these services. Before STEREO, the detection of the sunspots that are associated with CMEs on the far side of the Sun was only possible using helioseismology, which only provides low-resolution maps of the activity on the far side of the Sun. Since the Sun rotates every 25 days, detail on the far side was invisible to Earth for days at a time before STEREO. The period that the Sun's far side was previously invisible was a principal reason for the STEREO mission.
STEREO program scientist Madhulika Guhathakurta expects "great advances" in theoretical solar physics and space weather forecasting with the advent of constant 360-degree views of the Sun. STEREO's observations are already being incorporated into forecasts of solar activity for airlines, power companies, satellite operators, and others.
On July 23, 2012, STEREO-A was in the path of the Solar storm of 2012 which was similar in strength to the Carrington Event. Its instrumentation was able to collect and relay a significant amount of data about the event. STEREO-A was not harmed by the solar storm.
Each of the spacecraft carries cameras, particle experiments and radio detectors in four instrument packages:
- Sun Earth Connection Coronal and Heliospheric Investigation (SECCHI) has five cameras: an extreme ultraviolet imager (EUVI) and two white-light coronagraphs (COR1 and COR2). These three telescopes are collectively known as the Sun Centered Instrument Package or SCIP, and image the solar disk and the inner and outer corona. Two additional telescopes, heliospheric imagers (called the HI1 and HI2) image the space between Sun and Earth. The purpose of SECCHI is to study the 3-D evolution of Coronal Mass Ejections through their full journey from the Sun's surface through the corona and interplanetary medium to their impact at Earth.
- In-situ Measurements of Particles and CME Transients (IMPACT) will study energetic particles, the three-dimensional distribution of solar wind electrons and interplanetary magnetic field.
- PLAsma and SupraThermal Ion Composition (PLASTIC) will study the plasma characteristics of protons, alpha particles and heavy ions.
- STEREO/WAVES (SWAVES) is a radio burst tracker that will study radio disturbances traveling from the Sun to the orbit of Earth.
- Launch weight including propellants was 1364 pounds (620 kg).
- Propulsion and attitude control
- 3-axis control
- Attitude determination
- Each STEREO spacecraft has a primary and a backup Miniature Inertial Measurement Unit (MIMU), provided by Honeywell, which measure changes to the spacecraft attitude. Each MIMU is equipped with three ring laser gyroscopes to detect angular changes. Additional attitude information is provided by the Star Tracker and the SECCHI Guide Telescope.
- 475 Watts from solar panels.
- Data downlink: 720 kilobits per second.
- Flight computers
- STEREO's onboard computer systems are based on the Integrated Electronics Module (IEM), a device that combines core avionics in a single box. Each single-string spacecraft carries two 25 megahertz RAD6000 CPUs: one for Command/Data-handling, and one for Guidance-and-Control. Both are radiation hardened RAD6000 processors, based on POWER1 CPUs (predecessor of the PowerPC chip found in older Macintoshes). The computers, slow by current personal computer standards, are typical for the radiation requirements needed on the STEREO mission.
- Data handling
- For data storage, each spacecraft carries a solid state recorder able to store up to one gigabyte each. Its main processor collects and stores on the recorder images and other data from STEREO's instruments, which can then be sent back to Earth.
- Advanced Composition Explorer (ACE), launched 1997, still operational.
- Living With a Star
- Solar Orbiter (SOLO), set to launch in 2018.
- Solar Probe Plus, set to launch in 2018.
- WIND (spacecraft), launched 1994, still operational.
- Zooniverse – Solar Stormwatch
- ↑ "NASA Launch Schedule". NASA Missions. September 20, 2006. http://www.nasa.gov/missions/highlights/schedule.html. Retrieved September 20, 2006.
- ↑ "First Ever STEREO Images of the Entire Sun". Nasa.gov. http://www.nasa.gov/mission_pages/stereo/news/entire-sun.html.
- ↑ NASA (November 7, 2014). "STEREO - Behind Status". NASA. http://stereo-ssc.nascom.nasa.gov/behind_status.shtml. Retrieved December 7, 2014.
- ↑ 4.0 4.1 Template:Cite news
- ↑ Template:Cite news
- ↑ Template:Cite news
- ↑ Template:Cite news
- ↑ 8.0 8.1 Royal Astronomical Society, United Kingdom (April 19, 2011). "STEREO turns its steady gaze on variable stars". Astronomy. http://www.astronomy.com/en/News-Observing/News/2011/04/STEREO%20turns%20its%20steady%20gaze%20on%20variable%20stars.aspx. Retrieved April 19, 2011.
- ↑ NASA (July 23, 2014). "Near Miss: The Solar Superstorm of July 2012". NASA. http://science.nasa.gov/science-news/science-at-nasa/2014/23jul_superstorm/. Retrieved July 24, 2014.
- ↑ 10.0 10.1 10.2 10.3 "STEREO Spacecraft & Instruments". NASA Missions. March 8, 2006. http://www.nasa.gov/mission_pages/stereo/spacecraft/index.html. Retrieved May 30, 2006.
- ↑ Template:Cite journal
- ↑ Template:Cite journal
- ↑ "Honeywell To Provide Miniature Inertial Measurement Units For STEREO Spacecraft". Web. Honeywell International, Inc.. Archived from the original on November 25, 2005. https://web.archive.org/20051125023147/http://www.honeywell.com:80/en/aerospace/announcement_details.jsp?rowID=115&docID=3995&catID=2. Retrieved October 25, 2006.
- ↑ Driesman, A., Hynes S, and Cancro, G. (2008), The STEREO Observatory, Space Science Reviews, 136, 17–44
- ↑ "The Low-Energy Telescope (LET) and SEP Central Electronics for the STEREO Mission"
- "STEREO spacecraft to image solar blasts in glorious 3-D", New Scientist, December 9, 2005
- NASA Orbit simulations
|40x40px||Wikimedia Commons has media related to Category:STEREO (spacecraft).|
- STEREO, official site
- STEREO, Applied Physics Laboratory version
- STEREO Mission Profile by NASA's Solar System Exploration
- SECCHI homepage
- U of M, UMNnews
- STEREO, UK version
- STEREO observations of stars and the search for exoplanets (arxiv 1103.0911 : March 4, 2011)
- Stereoscopic anaglyphs from STEREO original images
- STEREO Coordinated Observations Calendar
- STEREO Image artifacts (planets, cosmic rays, internal reflections, debris)
- STEREO Planet Finder
- Coronal mass ejection (CME) removing tail of Comet Encke (April 20, 2007)
- Comet 249P (2006 U1) as seen in STEREO HI1A imager (April 2011)
- STEREO/SECCHI Comets: The First 5 Years (Sungrazing Comets : October 26, 2011)
- Davis, Chris. "Solar Scientist". Backstage Science. Brady Haran. http://www.backstagescience.com/videos/solar_scientist.html.
- Procyon and Earth as seen by STEREO HI1-B (2012-12-17)
|This page uses Creative Commons Licensed content from Wikipedia (view authors).| | aerospace | 1 |
http://www.moneylife.in/article/air-india-cancels-singapore-flight-passengers-stranded-at-mumbai/30483.html | 2015-07-07T21:53:15 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375102712.76/warc/CC-MAIN-20150627031822-00041-ip-10-179-60-89.ec2.internal.warc.gz | 0.937174 | 395 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__6570499 | en | Air India cancels Singapore flight, passengers stranded at Mumbai
Air India's Mumbai-Singapore flight AI342 with 260 passengers on board was cancelled due to non-availability of commander
Mumbai: As many as 260 passengers of a Singapore-bound Air India flight from Mumbai were stranded after the airline cancelled it citing non-availability of cockpit crew, reports PTI.
The flight, which was scheduled to take-off at 0005 hours Wednesday, is now expected to depart for its destination tonight, an Air India spokesperson said.
"The Mumbai-Singapore flight AI342 with 260 passengers on board was cancelled due to non-availability of commander. The flight will now leave for Singapore at midnight today," the spokesperson said.
Air India has provided hotel and other facilities to the stranded passengers, the airline said, adding that some of the passengers have been booked on other flights.
The airline is facing acute shortage of pilots, particularly commanders, as a good number of them have quit the carrier for better prospects.
Late last month, Air India Mumbai-Riyadh flight was delayed by 20 hours, leading to chaos at the city airport. The airline had then attributed the inordinate delay to flight crew shortage.
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https://jobsdhost.com/bangalore/airbus-job-vacancy-in-bengaluru-as-technical-data-authors/ | 2022-09-25T18:15:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334591.19/warc/CC-MAIN-20220925162915-20220925192915-00592.warc.gz | 0.889085 | 736 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__178163473 | en | Airbus Job vacancy – Airbus Schedule to hire senior / Lead Technical Data Authors Job in Bengaluru for At least 3+ Years of experience. Any Graduate / Any Post Graduate with Can Apply for this position. We are looking for a Senior / Lead Technical Data Authors with Proactive, good team player and good organizational skills.
|Company Name||Airbus Group India Private Limited|
|Job Role||Senior / Lead Technical Data Authors|
|Job Location||Bangalore / Bengaluru|
|Qualification||Any Graduate / Any Post Graduate|
Airbus Job vacancy Description
There is an opportunity in Airbus Customer Services to join the Operational Unit “Technical Data Support and Services”, which works towards developing and delivering aircraft maintenance documentation, to enable the safe and efficient accomplishment of maintenance operations by the customers (airlines, MRO, lessors). The products developed are AMM (Aircraft Maintenance Manual), TSM (Troubleshooting Manual), IPC (Illustrated Part Catalog), etc.
Technical Data is organized in 3 authoring transnational Domains (System, Airframe, Cabin), and the position is opened in the Indian Authoring team, working for the 3 Domains.
This position offers a wide view on Aircraft design: In direct relation with the Design Office who is at the origin of the design and evolution of aircraft, we are in charge of documenting their impact on Technical Data products (manuals), and we support our customers who are operating and maintaining aircraft.
To deliver the complete documentation at aircraft entry into service and to maintain it all along of the aircraft life cycle is our main mission, and is part of the airworthiness requirements. The main challenge is to define precisely the consequences of the design changes on the already published documentation and to understand the immediate impact on Customers’ operations, with the objective to provide customized documentation in accordance with aircraft configuration.
The jobholder will be responsible for a portfolio of ATA chapters for all aircraft programs, and will be accountable for the following activities:
- Technical Data Authoring activities: The jobholder will have to ensure the delivery of products content in accordance with specifications, contractual commitments, configuration management rules, approved schedules, quality standards.
- Answer to customer questions for complex queries relative to his/her scope of activities. The jobholder will be responsible for providing efficient support to the customer, sometime under high time pressure (following AOG…). He/she will guarantee, when necessary, accurate and on time correction of Technical Data deliverables.
- Assessment of aircraft design inputs (Mod & Mod Proposal, Service Bulletin, …) that drive aircraft evolution in order to detect the impacts in the technical documentation.
- When qualified, the jobholder will ensure Verification activities.
- The jobholder could have to work in close cooperation with numerous interfaces: customer services departments, design offices, airlines, suppliers.
For this position, the following skills are requested
- Basic knowledge of Aircraft and Aeronautics
- Knowledge of aircraft Systems
- Aircraft maintenance
- Aircraft configuration Management
- Project Management
- Proactive, good team player and good organizational skills.
- Communication skills and assertiveness.
- Curious and open-minded for change and continuous improvement.
- English Advanced level is mandatory
This job requires an awareness of any potential compliance risks and a commitment to act with integrity, as the foundation for the Company’s success, reputation, and sustainable growth.
How to Apply: | aerospace | 1 |
http://www.ainonline.com/aviation-news/aviation-international-news/2008-07-08/maintenance-news-lufthansa-bombardier-aviation-services-recruiting | 2017-08-23T18:36:19 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886123312.44/warc/CC-MAIN-20170823171414-20170823191414-00714.warc.gz | 0.95306 | 196 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__76829273 | en | Business is up and Lufthansa Bombardier Aviation Services (LBAS) is looking for qualified people to join its technical support teams for executive jets at Berlin Brandenburg.
The facility’s location, convenient for the general aviation terminal, has proved an ideal site for MRO services for executive jets, as well as supporting Germany’s Special Air Mission Wing.
According to the company, a considerable number of customers are bringing their aircraft to Berlin Schönefeld for maintenance. The airport hosts a cluster of companies that specialize in maintenance support. LBAS plans to develop new markets in Eastern Europe.
Lufthansa Bombardier Aviation Services has three hangars in the present south zone and future central zone of the airport in which it services a growing fleet of Learjets, Challengers and Globals. Other types of executive aircraft, such as the Boeing Business Jet and the Airbus Corporate Jetliner, are also using the facility. | aerospace | 1 |
https://www.mdpi.com/2220-9964/8/4/169 | 2019-05-20T21:23:03 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256147.15/warc/CC-MAIN-20190520202108-20190520224108-00443.warc.gz | 0.871693 | 490 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__192945674 | en | Enhanced Drone Navigation in GNSS Denied Environment Using VDM and Hall Effect Sensor
AbstractThe last decade has witnessed a wide spread of small drones in many civil and military applications. With the massive advancement in the manufacture of small and lightweight Inertial Navigation System (INS), navigation in challenging environments became feasible. Navigation of these small drones mainly depends on the integration of Global Navigation Satellite Systems (GNSS) and INS. However, the navigation performance of these small drones deteriorates quickly when the GNSS signals are lost, due to accumulated errors of the low-cost INS that is typically used in these drones. During GNSS signal outages, another aiding sensor is required to bound the drift exhibited by the INS. Before adding any additional sensor on-board the drones, there are some limitations that must be taken into considerations. These limitations include limited availability of power, space, weight, and size. This paper presents a novel unconventional method, to enhance the navigation of autonomous drones in GNSS denied environment, through a new utilization of hall effect sensor to act as flying odometer “Air-Odo” and vehicle dynamic model (VDM) for heading estimation. The proposed approach enhances the navigational solution by estimating the unmanned aerial vehicle (UAV) velocity, and heading and fusing these measurements in the Extended Kalman Filter (EKF) of the integrated system. View Full-Text
Share & Cite This Article
Zahran, S.; Moussa, A.; El-Sheimy, N. Enhanced Drone Navigation in GNSS Denied Environment Using VDM and Hall Effect Sensor. ISPRS Int. J. Geo-Inf. 2019, 8, 169.
Zahran S, Moussa A, El-Sheimy N. Enhanced Drone Navigation in GNSS Denied Environment Using VDM and Hall Effect Sensor. ISPRS International Journal of Geo-Information. 2019; 8(4):169.Chicago/Turabian Style
Zahran, Shady; Moussa, Adel; El-Sheimy, Naser. 2019. "Enhanced Drone Navigation in GNSS Denied Environment Using VDM and Hall Effect Sensor." ISPRS Int. J. Geo-Inf. 8, no. 4: 169.
Note that from the first issue of 2016, MDPI journals use article numbers instead of page numbers. See further details here. | aerospace | 1 |
https://oppositelock.kinja.com/this-date-in-aviation-history-june-8-june-11-1834905288 | 2020-08-05T17:45:40 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735963.64/warc/CC-MAIN-20200805153603-20200805183603-00272.warc.gz | 0.969087 | 4,623 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__191144747 | en | Welcome to This Date in Aviation History, getting of you caught up on milestones, important historical events and people in aviation from June 8 through June 11.
June 8, 1966 – The crash of the second North American XB-70 Valkyrie prototype. Accidents during the development and testing of new aircraft aren’t necessarily inevitable, but all test pilots know that they are a distinct possibility. When tragic mishaps occur in the normal testing process, the understanding that test work is inherently dangerous makes accidents understandable, and perhaps even acceptable. However, when a deadly accident comes during a flight that has nothing to do with the testing program of a new aircraft, it can be a bitter pill to swallow. Such was the case with the loss of the second XB-70 Valkyrie prototype, a high-flying supersonic bomber designed to carry out nuclear strikes deep within the Soviet Union.
The story of the Valkyrie goes back to 1955, when the US Air Force issued a requirement for a new bomber that would combine the payload capacity of the Boeing B-52 Stratofortress with the supersonic speed of the Convair B-58 Hustler. North American responded with its radical XB-70, a bomber that could reach Mach 3 while flying at more than 77,000 feet. But advances in surface-to-air missiles soon put the entire project in doubt. Air Force doctrine changed from high altitude supersonic bombing to low altitude penetration of enemy airspace, which meant that the Valkyrie would have to be flown at lower levels, where it was barely faster than the B-52, and with a reduced payload. When the first ICBM installation became operational in Russia in 1959, the emphasis shifted from the nuclear bomber to the nuclear-tipped missile, and the giant XB-70 became an anachronism, a bomber for an earlier age. The Valkyrie project soon became a Cold War era political football, the stuff of campaign promises and political bargaining, before the project was finally canceled in 1961.
But the two XB-70 prototypes remained valuable research assets, and on June 8, 1966, engine manufacturer General Electric asked the Air Force to stage a photo flight with the second XB-70 (20207) and four other GE-powered aircraft: a McDonnell Douglas F-4 Phantom II, a Northrop F-5 Freedom Fighter, a Northrop T-38 Talon, and a Lockheed F-104 Starfighter. As the cameras rolled and chase planes snapped photos, the five aircraft flew in close formation, with the Valkyrie in the lead and the other aircraft in echelon off each wing. Without warning, the Starfighter, piloted by NASA Chief Test Pilot Joe Walker and flying just off the XB-70's starboard wing, collided with the Valkyrie and then rolled inverted across the top of the huge bomber. The careening Starfighter destroyed both of the Valkyrie’s rudders before striking and damaging the port wing. The F-104 broke up in the air, killing Walker, while the Valkyrie, without its rudders, flew on briefly before the crew lost control and the plane rolled over and headed earthward. Alvin White, the XB-70's pilot, managed to eject, though he suffered serious injuries, including a crushed arm caused when the clamshell escape pod, which had been designed to protect the pilot during high-speed ejection, closed on him. Co-pilot Carl Cross never initiated the ejection sequence and rode the aircraft into the ground.
The investigation concluded that due to the XB-70's tremendous width at the back and long narrow fuselage it would have been difficult for Walker in his F-104 to maintain his position off the Valkyrie’s wing without proper sight cues. Once the two aircraft collided, the wake vortices from XB-70's wingtip likely caused the Starfighter to roll over the top of the Valkyrie. Despite the accident, the remaining XB-70 continued its research duties for three more years, until it was retired and flown to the National Museum of the United States Air Force in 1969 where it is currently on display.
June 9, 1974 – The first flight of the Northrop YF-17. When the first dedicated fighter aircraft took to the skies in WWI, they were relatively small and simple affairs. Powerful and nimble, fighters were designed to duke it out one-on-one in the skies over the battlefield, where agility and speed could mean the difference between life and death. During WWII, fighters started getting larger and more complex, as did the engines, but with the advent of the jet engine at the end of the war, and then during the 1950s and 1960s, fighters started getting still bigger and heavier to accommodate larger engines, greater weapons loads, and more complex onboard radars. Aircraft that were once just fighters were now becoming multi-role aircraft that could dogfight as well as carry missiles and bombs for ground attack and in all weather conditions. And not only were the fighters getting bigger, the price tags were also growing at an alarming rate.
In an attempt to reverse that trend, the US Air Force initiated the Lightweight Fighter program (LWF) in 1972 to encourage the development of a simple and inexpensive fighter that would still be effective in the modern era. The LWF was limited to a weight of 20,000 pounds and was expected to provide speeds of up to Mach 1.6 at 40,000 feet. The Northrop Corporation already had considerable experience building low-cost fighters, having won the International Fighter Aircraft competition in 1970 with their F-5 Freedom Fighter, an aircraft that was designed to provide America’s allies with an inexpensive yet modern fighter. And it was the F-5 that formed the basis for Northrop’s entry into the LWF competition.
The YF-17 began as an internal development of the Freedom Fighter, called the N-300, which featured a lengthened fuselage, leading-edge wing root extensions (LERX), twin vertical stabilizers canted outward, and more powerful engines. As that design matured into the P-530 and P-600, the wing was moved to a mid-fuselage position, and the leading-edge extensions were lengthened further until they reached the cockpit, giving the new fighter its characteristic “cobra hood” shape and inspiring its unofficial Cobra nickname. In a carryover from the F-5, the YF-17 was also powered by two engines, in this case General Electric YJ101 afterburning turbofans. For ease of maintenance, the design allowed for the engines to be lowered directly from the aircraft without requiring disassembly of the empennage. The YF-17 also supported partial fly-by-wire control surfaces.
The YF-17 was entered into the LWF competition following its roll out on April 4, 1974, and its four competitors were quickly reduced to just one, the single-engine General Dynamics YF-16. Though the two fighters both performed well, the new General Electric turbofans fitted in the Cobra were never able to deliver full rated power, hampering the YF-17's speed performance over its rival. But top speed was not the only reason that the Cobra eventually lost out to the YF-16, which ultimately became the F-16 Fighting Falcon. The Air Force cited the YF-16's lower operating costs, greater range, and better acceleration and maneuverability. The YF-16 also shared the same Pratt & Whitney F100 turbofan that was currently being used by the McDonnell Douglas F-15 Eagle, and that commonality appealed to the Air Force for its significant cost saving over development and maintenance of an entirely new power plant.
Despite the loss of the LWF competition, it was not the end of the Cobra. In an industry where second chances are rare, the US Navy, who had a preference for fighters with two engines, selected the YF-17 in 1974 as the winner of their Air Combat Fighter competition which was initiated to find a replacement for the Douglas A-4 Skyhawk and LTV A-7 Corsair II, as well as the remaining McDonnell Douglas F-4 Phantom IIs. Northrop partnered with McDonnell Douglas, who had extensive experience designing carrier-based aircraft, and developed the Cobra into the multirole McDonnell Douglas F/A-18 Hornet, which formed the backbone of the US Navy fighter fleet from its introduction in 1983 to its withdrawal from frontline service in 2018. The two YF-17 prototypes are on display at the Western Museum of Flight in California and Battleship Memorial Park in Alabama.
June 11, 1926 – The first flight of the Ford Trimotor. For most people, Henry Ford is a name synonymous with automobiles, interchangeable parts, and the assembly line. But back in the 1920s, Ford made a brief foray into aircraft manufacturing when he joined a group of investors in the acquisition of the Stout Metal Airplane Company in 1925. The purchase netted Ford not only the company’s assets, but also Stout’s intellectual property, including designs for an aircraft that previous owner, William Stout, had been working on. Stout had been influenced by the pioneering work of Hugo Junkers in the construction of all-metal aircraft in Germany, as well as three-engined aircraft designed by Anthony Fokker.
Stout had previously developed the single-engine Stout 2-AT Pullman, which achieved a certain amount of success. It’s successor, however, the ungainly 3-AT trimotor, the first all-metal aircraft to be certified in the US, was an unmitigated disaster. In fact, when Stout’s chief test pilot landed after the 3-AT’s maiden flight he refused to fly it again. So when a fire destroyed one of Stout’s hangars, and the 3-AT along with it, Ford used the opportunity to make a fresh start on the trimotor. The first order of business was the removal of William Stout from the design team.
The new aircraft was called the 4-AT, and it very closely resembled the Fokker F.VII trimotor, though the Fokker design used far less metal in its construction. The 4-AT also copied Junkers’ wing design, as well as the corrugated metal skin that Junkers had pioneered, which prompted Junkers to sue Ford for patent infringement. Junkers prevailed, and Ford was prevented from marketing his aircraft in Europe. The original Trimotor was powered by three Wright R-790 Whirlwind 9-cylinder radial engines that gave it a maximum speed of 132 mph and a range of 570 miles. Later variants received a trio of more powerful Pratt & Whitney R-1340 Wasp radials. And, in much the same way that the Model T had a profound impact on the sale of motor cars in the US, the Trimotor, with accommodation for eight passengers, had an immediate impact on civilian air transport in the US.
Shortly after the arrival of the Trimotor, Transcontinental Air Transport (which eventually became TWA) was founded by financier Clement Keys. On July 7, 1929, TAT inaugurated transcontinental service from New York to Los Angeles with passengers making the 51-hour journey by alternating between rail and air transportation. A ticket for this service cost $338, which would be over $3,800 in today’s dollars. Trimotors were also flown by Pan American Airways to Cuba and other destinations in Central and South America. But the Trimotor was not only used for passenger flights. It set numerous distance records, and US Navy Commander Richard Byrd, with pilot Bernt Balchen, made the first flight over the geographic South Pole in 1937 while flying a Trimotor. The aircraft’s rugged construction also made it a popular cargo aircraft.
Rapid advances in aircraft design and technology quickly surpassed the Trimotor and Ford left the airplane business, though his company did produce aircraft under license during WWII. William Stout purchased the rights to the Trimotor in 1954, hoping to modernize the design and to regain a foothold in the aviation industry. But his Stout Bushmaster 2000 was unable to match the performance of more modern aircraft, and only two were built. Even though the Trimotor’s heyday as an airliner was relatively brief, it would fly into the 1960s as a rugged and dependable cargo aircraft, and a handful remain flying to this day, taking passengers on a flight back to the Golden Age of aviation.
June 8, 1995 – US Air Force Capt. Scott O’Grady is rescued in Bosnia after six days in hostile territory. During the Bosnian War (1992-1995) which followed the breakup of Yugoslavia, air forces of the United Nations carried out Operation Deny Flight to police a no-fly zone over Bosnia and Herzegovina in an effort to stem the killing of civilians and stop the ethnic cleansing that eventually claimed as many as 7,000 civilians. While on patrol, Capt. O’Grady, flying an F-16C Fighting Falcon, was struck by a Bosnian Serb army 2K12 Kub surface-to-air missile and was forced to eject over Bosnian Serb territory. Using lessons learned during survival training such as eating leaves and capturing rainwater, O’Grady eluded capture for six days before contacting USAF pilots on his rescue radio. A force of 51 US Marines launched from USS Kearsarge, protected by USMC Harriers and AH-1W SuperCobra gunships located and rescued O’Grady without firing a shot. O’Grady received a Bronze Star and Purple Heart and retired from the Air Force in 2001.
January 8, 1967 – Israeli jets and torpedo boats attack the American reconnaissance ship USS Liberty. USS Liberty (AGTR-5) was a Belmont-class technical research ship (spy ship) that was sent to the Mediterranean Sea in 1967 to monitor increasing tensions between Israel and a coalition of Arab nations. When the Six-Day War broke out on June 5, 1967, Liberty was in international waters off the Sinai Peninsula when she was attacked by Israeli jets and torpedo boats who later claimed to have mistaken her for an Egyptian ship. Though Liberty’s captain had requested a US destroyer escort before the attack, the request was denied because the ship was clearly marked as a US vessel, and radio messages instructing Liberty to move farther away from the area were not received until after the attack. Thirty-three crew members died in the attack, along with one civilian. The Israeli government officially apologized and paid $7 million to the families of the victims, and later paid an additional $6 million for the damage to the ship.
June 8, 1959 – The delivery of the first Missile Mail. The idea to deliver mail by some sort of projectile goes all the way back to 1810, when author Heinrich von Kleist first suggested using rockets and artillery batteries to deliver mail. In 1959, the US Postal Service experimented with using a Regulus cruise missile launched from the US Navy submarine USS Barbero (SS-317), with the missile’s normal nuclear payload replaced by post office mail containers. The mail reached its intended target of Naval Station Mayport, and the USPS went as far as creating a post office station onboard Barbero. Despite the successful test, the high cost made it impractical, and the service was mainly used as a promotion for the Post Office, and missile practice for the US Navy and Air Force.
June 8, 1959 – The first unpowered flight of the North American X-15, a rocket-powered hypersonic research aircraft developed by the US Air Force and NASA to explore flights at extreme speed and altitude. Considered the world’s first operational spaceplane, the X-15 carried out 199 test flights, and Air Force pilots who exceeded 50 miles of altitude were awarded astronaut wings. Civilian pilots did not receive their astronaut wings until 2005. Three X-15s were built, and the spaceplane still holds the world record for the highest speed ever attained by a manned, powered aircraft when Pete Knight flew at Mach 6.72 (4,519 mph) on October 3, 1967. The record for highest altitude was set by Joseph Walker when he flew the X-15 to 67 miles above the Earth in 1963. The X-15 was retired in 1968.
June 8, 1940 – The sinking of Royal Navy aircraft carrier HMS Glorious. Glorious was commissioned in January 1917, the second of the Courageous-class battlecruisers. During the late 1920s, she was rebuilt as an aircraft carrier, and spent most of the period before WWII patrolling the Mediterranean Sea. After the outbreak of the war, Glorious took part in the hunt for the German cruiser Admiral Graf Spee in the Indian Ocean, and was then sent to support British operations in Norway. While ferrying aircraft to Norwegian land bases, Glorious and her escort destroyers, HMS Ardent and HMS Acasta, came under attack by the German battleships Scharnhorst and Gneisenau, which had not been spotted because Glorious had no aircraft aloft, nor did they have anybody manning the crow’s nest. In less than two hours of bombardment, Glorious sank with the loss of more than 1,200 men, along with 160 from Acasta and 152 from Ardent. Only 42 survived.
June 9, 1944 – The first flight of the Avro Lincoln, a large, four-engine heavy strategic bomber and the last piston-powered bomber to serve the Royal Air Force. The Lincoln was developed from the Avro Lancaster and entered service in 1945. Though it was built to carry out bombing missions against the Japanese homeland, it came too late to see service in WWII. However, it did serve in the Malayan Emergency beginning in 1948, and the Mau Mau Uprising in Kenya which began in 1952. The Lincoln also saw extensive service with the Royal Australian Air Force and the Argentine Air Force, and was eventually retired from RAF service in 1963 in favor of the English Electric Canberra and the subsequent V-force bombers. The Lincoln also served as the basis for the Avro Shackleton maritime patrol aircraft and the Avro Tudor airliner. A total of 624 were produced, and the Lincoln was finally retired by Argentina in 1967.
June 9, 1928 – Charles Kingsford Smith and his crew complete the first flight across the Pacific Ocean. Kingsford Smith and his 4-man crew, flying in a Fokker F.VII Trimotor named Southern Cross, departed Oakland, California on May 31, 1928 bound for Australia, with planned refueling tops in Hawaii and Fiji. The third leg of their flight took them to Brisbane after a total flying distance of 7,187 miles. Kingsford Smith followed that feat with a nighttime crossing of the Tasman Sea from Australia to New Zealand, as well as a westward flight across the Atlantic Ocean from Ireland to Newfoundland in 1930. In 1935, Kingsford Smith disappeared during a flight from India to Singapore while attempting to break a speed record for the voyage. The Southern Cross had been sold in 1931, and the wreckage of the aircraft is now displayed at the Queensland Museum.
June 10, 1990 – British Airways Flight 5390 experiences explosive decompression, partially ejecting the airliner’s captain. During a routine flight from Birmingham, England to Málaga, Spain, the cockpit window of the British Aircraft Corporation One-Eleven (G-BJRT) separated from the fuselage at 17,000 feet. Captain Tim Lancaster was pulled half way out of the aircraft, and would have been ejected entirely had his legs not snagged on the control column. A flight attendant quickly grabbed the captain’s belt to keep him from being completely sucked out of the aircraft. Inside the cockpit, the crew could see Lancaster being pummeled against the side of the aircraft, and they were certain he was dead. But upon landing they found that he was alive, though he suffered frostbite, bruising and fractures to his arm and hand. Flight attendant Nigel Ogden also suffered frostbite. Lancaster returned to work just five months after the incident. An investigation determined that maintenance crews had used incorrect bolts to fit a replacement windscreen.
June 10, 1989 – Capt. Jacquelyn Parker graduates from the US Air Force Test Pilot School, becoming the first female USAF test pilot. Parker was the youngest student to attend the University of Central Florida at age 14, and its youngest graduate at age 17. Too young to join the Air Force, Parker began work as an intern at NASA and became their youngest full-fledged mission controller at age 18. After joining the Air Force, Parker became the first female instructor on the Northrop T-38 Talon and the first woman qualified to fly the General Dynamics F-16 Fighting Falcon. She is also a two-time winner of the Kitty Hawk Award for achievements in the field of aviation. Parker has accumulated over 3,000 hours flying more than 35 different aircraft, including the General Dynamics F-111, McDonnell Douglas F-4 Phantom II, Lockheed C-141 Starlifter, Boeing KC-135 Stratotanker and the Sikorsky UH-60 Black Hawk.
June 10, 1967 – The first flight of the Mikoyan-Gurevich MiG-23 (NATO reporting name Flogger), a third-generation fighter which, in spite of its variable-sweep wing, can be considered roughly analogous in mission to the earlier McDonnell Douglas F-4 Phantom II. The Flogger was the first Soviet fighter designed with look down/shoot down radar capable of picking out a target below the radar’s horizon and against the clutter of the ground beneath. It was also the first Soviet fighter to be armed with beyond visual range missiles. While a definite improvement over earlier Soviet designs, the Flogger was hampered by poor radar performance, and the fighter proved difficult to fly and expensive to maintain, suffering particularly from a short engine service life. Nevertheless, over 5,000 were produced, and though it was phased out of Russian service by 1999, the Flogger still serves many export customers.
If you enjoy these Aviation History posts, please let me know in the comments. And if you missed any of the past articles, you can find them all at Planelopnik History. You can also find more stories about aviation, aviators and airplane oddities at Wingspan. | aerospace | 1 |
http://on.tc/2022/11/22/nasa-artemis-rockets-eye-watering-power-damaged-mobile-launcher-at-ksc/ | 2024-04-17T15:51:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817158.8/warc/CC-MAIN-20240417142102-20240417172102-00001.warc.gz | 0.962666 | 761 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__174224576 | en | A massive mobile tower used for NASA’s Artemis mission to the moon sustained noteworthy damages – blown-off elevator doors, charred grass, and more – during the program’s first launch last week as it bore the brunt of millions of pounds of liftoff thrust.
The Space Launch System rocket, sporting four space shuttle-era main engines and two side-mounted solid rocket boosters, finspanlly blspansted off from Kennedy Space Center early Nov. 16 after several delays and scrubs. But once it did fly with Artemis I, the 322-foot rocket made its mark – literally.
At pad 39B, the nearly 400-foot mobile launcher not only routed communications, propellants, and hardware support for SLS ahead of liftoff, but it also had to deal with the forces that came with supporting the world’s most powerful operational rocket. Elevator doors were blown off; the deck was scorched by heat; gas lines were dislodged; and even a swath of grass at the pad was burned to a yellow hue.
Pad damages are normal during rocket launches. Since this was SLS’ first flight and the most powerful rocket NASA has ever launched, teams are still assessing impacts and how to repair them.
“We have exhaust that comes out of the solid boosters that is right at 3,000 degrees Fahrenheit,” Mike Sarafin, NASA’s Artemis mission manager, told reporters Monday. “We had a large amount of water come out … to keep the deck protected. The water suppression did a great job with the exception of right around the edges of the flame trench.”
SLS’ launch, which took an uncrewed Orion capsule on a 26-day mission to the moon and back, also blew off elevator doors at the pad. That slowed down technicians from conducting post-launch checkouts.
“The elevator system is not functioning right now. We had the world’s most powerful rocket and its pressure basically blow the doors off our elevators,” Sarafin said. “This is why it took a little longer to inspect the mobile launcher, which is a very tall structure.”
Overall, Sarafin said, the ML fared well minus the few items mentioned. Its structure is largely OK and making repairs before Artemis II’s launch sometime before 2025 shouldn’t be a problem.
The rocket itself performed just as, if not better, than the platform that supported it.
“In terms of the post-launch performance summary that we had with the Space Launch System rocket, I will simple say that the results were eye-watering,” Sarafin said. “The rocket performed and/or exceeded expectations.”
“Everything was either on predict or off by less than 1%. In fact, it was off by less than 0.3% in all cases across the board,” he said.
The uncrewed Orion capsule launched by SLS, meanwhile, continues to perform well near the moon. On Monday, it mspande its closest spanpprospanch at about 80 miles in distance. It will spend 19 more days in space before returning to Earth for a Pacific Ocean splashdown at 1:06 p.m. EST Dec. 11.
If all goes well with Orion’s re-entry and the heat shield holds up, NASA hopes to put a crew on the Artemis II that will nearly mirror Artemis I. Then, the agency is targeting sometime before 2030 to put two astronauts on the lunar surface.
For the latest, visit floridspantodspany.com/lspanunchschedule. | aerospace | 1 |
https://www.spaceflightnow.com/ariane/v142/ | 2023-12-04T20:03:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100534.18/warc/CC-MAIN-20231204182901-20231204212901-00848.warc.gz | 0.949099 | 1,087 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__134121854 | en | Ariane 5 falls short
BY JUSTIN RAY
Posted: July 12, 2001 at 2305 GMT
Liftoff of the tenth Ariane 5 occurred right on schedule at 2158 GMT (5:58 p.m. EDT) from the jungle launch site in Kourou, French Guiana, beginning a 34-minute flight that was supposed to propel its dual-satellite cargo into an elliptical transfer orbit around Earth. The intended orbit featured a high point of 35,853 km, low point of 858 km and inclination of 2.0 degrees to either side of the equator.
But a "defect" in the rocket's upper stage relegated the cargo to an orbit with a high point of only 17,528 km, a low point of 592 km and inclination of 2.9 degrees to the equator.
Arianespace has launched an investigation into the mishap to determine what caused the problem.
"After a flight that went very well with the first stage...we had a defect on the last stage, which means we did not obtain the desired orbits for the satellites," Jean Marie Luton, chairman and CEO of Arianespace, said through a translator.
"I wish to express my deep regret to our two customers for this operation and I would like to assure them that we will do all we can to shed light on this...we have already begun to analyze the different parameters and the information that we have been able to gather on the two stages."
During the Arianespace television broadcast of Thursday's launch, telemetry from the rocket indicated the vehicle had achieved a maximum velocity of just over 8 km/sec. The speed should have been about 9 km/sec at spacecraft deployment, officials said.
The upper stage, called the Storable Propellant Stage, or EPS, features a single Aestus engine. Aestus is a re-ignitable engine, and produces a thrust of 29 kN over a normal run time of 1,100 seconds.
The two satellite passengers on the Ariane 510 rocket were the European Space Agency's Advanced Data Relay and Technology Mission satellite, or Artemis, and the Japanese Broadcasting Satellite System BSAT-2b direct-to-home TV broadcasting spacecraft.
It initially appeared the launch had gone well with the two cargos released from the rocket's upper stage. Officials cheered when there was confirmation that both satellites were flying free of the launcher.
But the mood changed within minutes when the traditional post-launch speeches by senior officials with Arianespace and the payload customers were delayed. The Arianespace TV commentator then said Luton was reviewing an issue with the separation of one of the satellites.
When Luton did step up to the microphone a short time later he announced that both satellites weren't delivered to their proper orbits.
Ironically, Artemis was originally slated for launch atop the first Japanese H-2A rocket but ESA opted to pull the satellite off the unproven booster in favor of flying it on the Ariane 5. At $850 million, Artemis is the most expensive ESA satellite ever built, surpassing the $700 million price tag for the XMM-Newton X-ray telescope.
Manufactured by Alenia Spazio, Artemis was envisioned to demonstrate next-generation telecommunications technologies in satellite navigation, mobile communication services and inter-satellite data relay. The spacecraft is designed for voice and data communications between mobile terminals mounted to cars, trucks and trains of boats, broadcasting accurate navigation information for Europe's EGNOS global positioning system and sending high-speed data communications directly between orbiting satellites.
Thursday's flight marked the 10th launch of the Ariane 5 rocket, which is set to replace the workhorse Ariane 4 booster after 2003.
The first Ariane 5 met a disastrous end about 40 seconds after blastoff in June 1996 when a guidance system error caused the massive booster to go out of control and explode. The Ariane 502 rocket did achieve orbit in October 1997, but was also lower than planned due to a premature shutdown of the first stage main engine.
After a final test flight that was completely successful in October 1998, Ariane 5 was declared ready for operational service. It flew six commercial flights successfully from December 1999 through this past March.
The less powerful Ariane 4 rocket, meanwhile, is riding a string of 62 consecutive successful launches dating back to March 1995.
For Arianespace this was the fifth launch of 2001. The company, which has dominated the commercial satellite launch market, had forecast three more Ariane 5 and three Ariane 4 flights by year's end. How those plans will change in the wake of Thursday's event is not yet known.
The next Ariane 5 was slated for liftoff in mid-September with Eutelsat's Atlantic Bird 2 and the Indian Insat 3C spacecraft.
Flight data file
Vehicle: Ariane 510
Payload: Artemis & BSAT-2b
Launch date: July 12, 2001
Launch window: 2158-2331 GMT (1758-1931 EDT)
Launch site: ELA-3, Kourou, French Guiana
Broadcast coordinates: Telstar 6, Trans. 12, C-band
MISSION STATUS CENTER | aerospace | 1 |
https://marketplace.aviationweek.com/company/safomar-aviation-pty-ltd | 2024-02-27T10:24:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474674.35/warc/CC-MAIN-20240227085429-20240227115429-00392.warc.gz | 0.959109 | 257 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__50107993 | en | Safomar Aviation Pty. Ltd.
Safomar Aviation (Pty) Ltd creates a leading competitive edge to commercial/corporate & general aviation customer by providing a full support solution across all platforms though its divisions.
The company was established in 1987 and has continued to support the aviation industry in South Africa and various sub- Saharan African countries for the past 28 years.
We specialise in supporting our customers in the aviation industry - both operators and Maintenance Facilities – by providing them with world-class products and services that add to their performance and success. Our key focus is on everything from day-to day sales to long-term strategic projects. We endeavour to establish a partnership between ourselves and our customer in order to provide a full support solution across all platforms and on all levels. Our solutions are specifically tailored to our customer’s business model. This is based on our belief in providing a bespoke solution to each and every customer, as to better cater for the uniqueness that exists within every business and organisation. We take great pride in our thoroughness, and stake our reputation on our attention to detail and our ability to manage the most complex of projects and logistical requirements. We look forward to working with you and helping streamline your business and operations | aerospace | 1 |
https://www.rt.com/news/311391-deadly-chopper-crash-russia/ | 2023-05-29T00:12:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644571.22/warc/CC-MAIN-20230528214404-20230529004404-00264.warc.gz | 0.952368 | 158 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__297266697 | en | Deadly chopper crash in Russia & its aftermath caught on camera (EXCLUSIVE)
RT has obtained exclusive footage of the helicopter crash in central Russia, which resulted in a blast, a huge blaze and the death of one of the two pilots.
The military helicopter went down Sunday near the city of Ryazan during the Aviamix aerobatic display.
Ruptly’s video shows the stunt, following which the Mi-28N chopper started spinning dangerously at a low altitude. The helicopter hit the ground, with huge plumes of dust and smoke, and an explosion.
The footage also shows the rescue operation, with huge plumes of smoke billowing dozens of meters from the aircraft, and emergency workers making their way toward the chopper. | aerospace | 1 |
http://ropesandpoles.blogspot.com/2011/10/giant-box-kite.html | 2019-02-20T09:47:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247494694.1/warc/CC-MAIN-20190220085318-20190220111318-00099.warc.gz | 0.978721 | 184 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__110688566 | en | group held a joint event between the Cubs and Scouts, where we flew kites. The Cubs completed the requirements for the Cub Kites interest badge, while the Scout patrols held a competition to see whose kite would fly highest.
The biggest kite on the day was this box kite built by our Group Scouter and his son. It used cane from our Scout grounds for the frame, sisal lashings for the joints, and plastic rubbish bags for the flight surfaces. Because Benoni is 1600m (7000ft) above sea level, the wind needs to be fairly strong before a kite will fly well, but this one did get into the air a few times.
Box kites were invented in the 1890s, and were an important step on the way to the invention of heavier than air aircraft. NASA has a page with a good explanation of the aerodynamics of box kites. | aerospace | 1 |
https://www.marketresearch.com/One-Off-Global-Market-Insights-v4130/Commercial-Satellite-Launch-Service-Size-11764047/ | 2019-01-18T16:13:47 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583660175.18/warc/CC-MAIN-20190118151716-20190118173716-00265.warc.gz | 0.916902 | 883 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__233163829 | en | Commercial Satellite Launch Service Market Size By Orbit (LEO, MEO, GEO, HEO), By Size (Large, Medium, Small, Micro), By Application (Navigational, Communication, Reconnaissance, Weather Forecasting, Remote Sensing) Industry Analysis Report, Regional Outlook (U.S., Canada, Germany, UK, France, Russia, China, Japan, India, New Zealand, Korea), Growth Potential, Price Trends, Competitive Market Share & Forecast, 2018 - 2024
Proliferating use of GPS and communication-based facilities will require additional launches thereby boosting commercial satellite launch service Market from 2018 to 2024. Rising sales of passenger vehicles with built-in navigation facility has increased adoption of this facility in various sectors including information & technology, electronics, and automobile. Companies in oil and gas sector trace the fuel tankers and vehicles for monitor the on-shore facilities that requires well established communication network. Owing to diverse applications the service demand is predicted to expand thereby supporting industry growth rate.
Increasing public spending and availability of financial investment is spurring the use of smart appliances, such as smart televisions and web streaming which in turn will fuel commercial satellite launch service Market. Soaring smart phone sales along with internet usage among youngsters is enhancing web-based applications such as AccuWeather, Google search, Facebook, and Instagram. In addition, introduction of smart classes will further improve internet penetration. In 2017, the number of online users reached approximately to 25 million. This in turn will escalate the commercial satellite launch service Market in next seven years.
Continuous R&D activities for cost reductions will aid developing countries such as India to strengthen its position., In 2018, ISRO launched 31 satellites and is planning for around 3000 in next ten years. Rising satellite manufacturing facilities will strengthen the commercial satellite launch service Market over the forecast period. For instance, in 2017, Airbus commissioned factory to manufacture One-Web SATs with annual investment of around USD 17 billion.
Government agencies such as the U.S. Federal Aviation Administration (FAA) recommends and approves the regulations and procedures that govern commercial launch service industry. It satisfies infrastructure requirement for the companies located both domestically and internationally. European space organizations are exploring various alternatives for micro launchers for launching SATs for different applications including, telecom, technology demonstration, education, earth observation, and mobile applications.
Prohibitive cost may hinder the commercial satellite launch service market growth during forecast period. In addition, launching challenges, quality control, absence of proper launch facility, and distribution channel may restrict the industry growth. However, declining price owing to technological advancements thereby reinforcing Industry.
LEO segment of commercial satellite launch service market will exhibit CAGR of around 3.2% during forecast period owing to less deploy time and low launching cost in comparison with other orbits. Additionally, the segment is the positive gateway for expanding connectivity in remote areas.
The micro commercial satellite launch service market will experience more than 6% of growth rate during the projected time span. This growth rate can be credited to rising developments for enhancing affordability and reliability of the launching vehicles. Micro SATs penetration is observed in various industries owing to compact size.
Communication commercial satellite launch service Market will dominate industry volume share owing to increasing usage of wireless technology and rising connectivity among various countries. Reconnaissance segment is anticipated to hold over 35% of overall revenue share owing to utilization of imagery SATs for improving farming techniques. Online web sources and GIS tools for farmers will further spur segment revenue over the forecast period.
North America is predicted to dominate commercial satellite launch service Market and will be worth over USD 2.5 billion by 2024. This dominance can be credited to availability of robust infrastructure in the region and presence of multiple space organizations including SpaceX and NASA. Expansion of navigation industry demand to locate destinations is contributing significantly in regional revenue generation. Asia Pacific is anticipated to register robust growth owing to low launching cost offered by organizations such as ISRO.
Commercial satellite launch service market players are Lockheed Martin, Airbus, Space Exploration Technology, Boeing, Axelspace Corporation, and Orbital ATK. Industry players are adopting mergers and acquisition strategy to enhance their industry share. In January 2018, ULA acquired Atlas division of Lockheed to reduce cost and enhancing business efficiency.
Learn how to effectively navigate the market research process to help guide your organization on the journey to success.Download eBook | aerospace | 1 |
https://ac.nato.int/archive/2019/baltic-air-policing-detachments-from-the-czech-republic-and-denmark-look-back-at-successful-rotation | 2024-04-16T08:16:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817073.16/warc/CC-MAIN-20240416062523-20240416092523-00318.warc.gz | 0.940539 | 731 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__105263027 | en | Both outgoing detachments are looking back at a successful mission. The Czech Air Force has launched more than ten times against unidentified aircraft that posed potential dangers to the safety and security of NATO’s airspace. Moreover several hundred flying hours had been dedicated for training flights, a lot of them in support for training events of the Baltic Control and Reporting Centre or NATO‘s enhanced Forward Presence units stationed in the three Baltic States.
Thanks to the host nation support provided by the Estonian Air Force at Ämari Airbase, this deployment has been successful in every single way
"Thanks to the host nation support provided by the Estonian Air Force at Ämari Airbase, this deployment has been successful in every single way" Lieutenant Colonel Pavel Pavlík, Commander of the Czech detachment summarizes the four months of his detachment’s mission. A total of five JAS-39 Gripen fighter jets stood ready around the clock to take off at the alert by NATO’s responsible Combined Air Operations Centre at Uedem, Germany.
One of the JAS-39 GRIPEN fighters of the Czech Air Force detachment over the coastline of NATO member Estonia during a Mission.
Photo courtesy of Czech Air Force Baltic Air Policing detachment.
The detachment of the Royal Danish Air Force at Šiauliai with their four F-16 fighters is looking back at an equally successful mission. Their deployment marks the seventh time Alliance member Denmark has been contributing to the NATO mission to secure the Baltic skies. They are also counting more than ten take-offs to visually identify unidentified aircraft in or approaching NATO airspace.
Just as the Czech detachment at Ämari, Estonia they have conducted or supported more than 60 training activities with the Air Forces of Lithuania, Latvia and Estonia as well as with their fellow Baltic Air Policing detachments and NATO’s enhanced Forward Presence units.
Over all more than 150 hours of flying have been used to exploit these valuable training opportunities, next to constantly ensuring a safe and secure NATO airspace over the Baltic States.
It has been an honour for the Royal Danish Air Force to step in for our Baltic Allies once again
"Not only has this deployment provided various excellent opportunities to train and exercise with our Baltic and other multinational Allies based here" says Lieutenant Colonel Thomas Fly Baunsgaard, Commander of the Danish detachment, and adds: "Most of all it has been an honour for the Royal Danish Air Force to step in for our Baltic Allies once again."
Members of the Royal Danish Air Force detachment during one of their last mission briefings at Šiauliai Airbase, Lithuania.
Photo courtesy of Royal Danish Air Force Baltic Air Policing detachment.
Baltic Air Policing is a regionally specific part of NATO’s peacetime Air Policing mission that safeguards the airspace over the three Baltic NATO members. Since Lithuania, Latvia and Estonia don’t have sufficient capabilities of their own, Allies take turns deploying required assets and personnel to air bases at Šiauliai, Lithuania and Ämari, Estonia, on a four-month rotational basis. The Air Forces of Lithuania, Latvia and Estonia contribute to the mission with host nation support in the form of air command and control infrastructure and personnel. If an aircraft inside or approaching NATO airspace fails to properly identify itself, the deployed jets stand ready to be launched by NATO’s northern Combined Air Operations Centre at Uedem, Germany. All Air Policing in European NATO airspace is overseen by NATO’s Allied Air Command, headquartered in Ramstein, Germany. | aerospace | 1 |
http://www.fgaviation.ca/product/scenic-flight-winnipeg-city/ | 2017-12-17T15:48:20 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948596115.72/warc/CC-MAIN-20171217152217-20171217174217-00322.warc.gz | 0.900726 | 202 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__145887123 | en | Scenic Flight “Winnipeg City”
A new skyline to discover
(Up to 3 passengers* 90 minutes flight)
- departing from Portage North Airport
- heading West along the Assiniboine River
- discover a new skyline of Winnipeg City
- fly above the Legislative building and the City centre
- fly around the Human Right Museum and the Forks
We can adapt the tour if you want to fly over a specific area. It is also possible to extend the flight with an additional cost. Contact us if you want to customize this tour. You can also purchase an additional 12 minutes flight by adding this item to your cart.
For photography enthusiasts, our airplane is a Cessna 172 featuring high wings and opening window by the front passenger. This is the ideal setting for aerial photography with no obstruction for big lenses.
We provide headsets to all passengers so we can talk to each other in flight.
Most of our pilots are bilingual French/English. | aerospace | 1 |
https://techidence.com/gps-glonass-beidou-and-galileo-what-are-they-and-what-are-the-differences/ | 2023-12-01T17:39:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100290.24/warc/CC-MAIN-20231201151933-20231201181933-00324.warc.gz | 0.962851 | 1,027 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__176935082 | en | We are going to explain what GPS, GLONASS, BeiDou, and Galileo systems are so that you can learn to differentiate between them. Although colloquially we know all satellite navigation systems as GPS, you should know that GPS is only one of several alternatives that exist.
GPS is a project developed and controlled entirely by the United States, while in Europe there is an alternative called Galileo. As for the rest, they belong to alternatives created and controlled by other countries, although in general there are not many differences between them, the accuracy may depend on which one you use and where you are.
What is GPS?
The Global Positioning System (GPS) is a system developed, installed, and used by the U.S. Department of Defense, and is currently owned by the U.S. Space Force. Its objective is to be able to determine the position of an object anywhere in the world with an accuracy that can reach centimeters if the differential GPS is used, although it is usually a few meters.
This is done using a network of several satellites that are in orbit at an altitude of 20,000 km above the earth. When you want to know your position, your GPS device will locate at least four of these satellites, and you receive from them a signal that by measuring how long it takes to reach you from each satellite, measures the distance to each one and with the position data of these satellites allows you to indicate your current three-dimensional position.
What is GLONASS?
GLONASS stands for Global’naya Navigatsionnaya Sputnikovaya Sputnikovaya Sistema, and is an alternative to GPS created by the Soviet Union. This global navigation satellite system is currently owned by the Russian Federation and has a total of 31 satellites in orbit at an altitude of 19,000 kilometers.
Like GPS, the GLONASS satellite network provides worldwide coverage, with accuracy similar to GPS, although in some parts of the world, such as the southern hemisphere, the accuracy of the U.S. system may be slightly better. In any case, several Android mobile manufacturers use it instead of GPS or combining both.
What is BeiDou?
BeiDou means Big Dipper in Chinese and is the global satellite navigation system created by China as an alternative to GPS. Its official name is BeiDou Experimental Navigation Satellite System, and it has a total of 30 satellites in orbit.
Like the other alternatives, it is capable of operating worldwide, although the accuracy depends on the area of the world where you are. In general, the location accuracy is 3.6 meters, although it can reach 10 cm in areas of Asia Pacific. Many Chinese cell phone manufacturers also use this system.
What is Galileo?
Galileo is a satellite navigation project funded and developed by the European Union and the European Space Agency (ESA). It aims to have a high-precision positioning system that is European in its own right so as not to depend on GPS or GLONASS. The idea is that the Galileo project will have better accuracy than these.
The idea is to create an alternative to GPS with an accuracy five times higher, and also is not shared with military purposes as happens with GPS or GLONASS, which means that the United States or Russia could disable their networks if they want to use them for their benefit for military operations. There is also the distrust that since GPS, GLONASS and Beidou are military projects, the responsible governments could use them for espionage purposes.
Galileo’s operation is the same as GPS, and your device would locate four or more of its satellites to calculate its distance to them, and through it calculate the exact point where you are on earth. The project started in 2020 with 26 satellites in orbit, and with the idea of launching four more to complete its network with 30.
What are the differences?
As you can see, all these systems generally serve the same purpose, to offer a satellite navigation system all over the world. In this way, wherever you are, you will be able to locate yourself if you have a device that is connected to these networks.
The accuracy may vary depending on each one. The Galileo system claims to be five times more accurate in location than GPS, whose accuracy is quite similar to GLONASS, while the Chinese system is a little behind, although it always depends on how far away you are from the country of origin.
The issue and main difference is who is in control of each of the networks. The European ESA decided to launch the Galileo project precisely to avoid having to rely on other governments, which could limit or close access to their positioning systems whenever they wanted.
At the user level, you are not going to have that much difference. In the long term, the Galileo project may seem more tempting as it wants to go a step further in accuracy, and some mobile manufacturers implement it. But it is the most recent and the one that will need the most time to fully exploit its possibilities. | aerospace | 1 |
https://www.boreal-uas.com/en/application-cases/ | 2024-04-12T14:37:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00071.warc.gz | 0.940705 | 660 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__95857798 | en | For several years, we have been developing technology that enables us to adapt our unmanned aerial vehicles (UAVs) to different fields of application. As marine and environmental applications are constantly in demand, our BOREAL RPAS allows us to meet our customers’ requirements in a customized manner. We have now become a reference in our field and can provide our expertise, know-how, and technology for flight campaigns across various fields of application.
Maritime surveillance enhances the safety and security of coastal territories. Some of the activities undertaken include detecting illegal boats and aiding rescue operations at sea. Additionally, maritime surveillance plays a vital role in preserving the environment, such as preventing illegal fishing, monitoring protected species, and surveilling marine pollution (such as oil spills).
Our unmanned aircraft system meets all the requirements of maritime surveillance. Equipped with an on-board gimbal camera, the BOREAL ISR UAV can provide 360-degree visuals during both day and night, allowing targets to be identified from a distance of 1.5 km. It can be operated from a pilot station located several dozen kilometres away.
Supervision of large agricultural areas
Monitoring of land routes
Certain critical situations, such as detecting and surveilling suspicious activity or exceptional convoys, require the securing of communication routes and road traffic from the air. These use cases ensure a high level of safety and security for goods and people.
Equipped with an on-board gimbal camera, the BOREAL ISR UAV can provide 360-degree visuals during both day and night, allowing targets to be identified from a distance of 1.5 km. It can be operated from a pilot station located several dozen kilometres away.
Inspection of infrastructure and industrial sites
Linear infrastructure requires constant inspection and maintenance, but due to its large size, rigorous monitoring can become challenging. We offer support for this type of mission through our complete RPAS, which allows for real-time visualization of the entire infrastructure in a single flight with up to 8 hours of autonomy.
Crisis management support
In case of emergencies such as fire outbreaks, the BOREAL ISR‘s night vision camera is an invaluable asset for night interventions. The aircraft can be deployed several kilometers away from the risk area in less than 30 minutes, providing additional assistance to firefighters in controlling the progress of fires. BOREAL is also capable of supporting victim rescue and conducting surveillance of critical areas during natural or man-made disasters.
The BOREAL LAB UAV is popular for its ability to carry heavy and bulky payloads, making it ideal for research laboratories seeking to test and validate their increasingly innovative equipment and prototypes. The aircraft integrates several types of customised scientific payloads, which are a key element in conducting experiments.
UAVs are necessary when the location is too remote for airport infrastructure, such as in deep sea or polar regions. They are also a strategic solution for risky aircraft operations, such as low altitude flights, crossing volcanic or industrial plumes, or convective zones. Thanks to its long range and great endurance, the BOREAL LAB UAV opens up new perspectives in collecting climatic and environmental measurements. | aerospace | 1 |
https://en.wikipedia.org/wiki/Aeronica | 2016-09-29T08:25:50 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738661779.44/warc/CC-MAIN-20160924173741-00162-ip-10-143-35-109.ec2.internal.warc.gz | 0.902818 | 982 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__41018203 | en | |This article needs additional citations for verification. (November 2011) (Learn how and when to remove this template message)|
|Hubs||Augusto C. Sandino International Airport|
|Company slogan||The Rainbow Airline|
Aerolíneas Nicaragüenses S.A., operating as Aeronica, was an airline from Nicaragua. Headquartered in the capital Managua, it operated scheduled passenger flights within Central America, as well as to Mexico City and the United States out of its hub at the city's Augusto C. Sandino International Airport.
Aeronica was founded in 1981, as a consequence of the demise of LANICA in 1979. Between 1985 and 1990, when the United States embargo against Nicaragua was in force, the airline was prevented from serving the important United States market. Also, Soviet-built Tupolev TU-154M were introduced into the Aeronica fleet, because spare parts for US-made ones could not be acquired. In the early 1990s, Aeronica came under economical pressure. In 1992, TACA acquired a 49 percent stake in the company, but without any effect: In the same year, the airline license of Aeronica was revoked and the airline shut down.
In 1994 Grupo Taca reestablished the airline as Nica Airlines, with new colors and fleet, ten years after Taca again shutdown the airlines, due to marketing strategies in order to improve TACA Airlines branding in the region.
During the 1980s, Aeronica offered scheduled international passenger flights to the following destinations:
- Costa Rica
- El Salvador
- United States
Over the years of its existence, Aeronica operated the following aircraft types:
|CASA C-212 Aviocar|
|Curtiss-Wright C-46 Commando|
|Fokker F27 Friendship|
Accidents and incidents
- On 12 December 1981, a bomb exploded inside the passenger cabin of a parked Aeronica Boeing 727-100 (registered YN-BXW) at Mexico City International Airport, tearing a hole into the fuselage. The captain, two flight attendants and a ground worker were injured. They had been on board the aircraft for pre-departure checks for a scheduled passenger flight to San Salvador and onwards to Managua.
- On 10 May 1982, two hijackers demanded a Curtiss-Wright C-46 Commando to leave its Bluefields-Big Corn Island route and land in Costa Rica instead. The pilots obeyed and landed at Limón, where the perpetrators surrendered.
- On 29 June 1983, an Aeronica CASA C-212 Aviocar (registered YN-BYZ) was damaged beyond economical repair in a crash landing at Augusto C. Sandino International Airport, which happened because the copilot had accidentally applied reverse thrust rather than the flaps immediately before landing.
- On 20 April 1985, a problem was encountered with the additional fuel tanks that an Fokker F27 Friendship (registered YN-BZF) had been fitted with for the delivery flight to Aeronica from Europe to Nicaragua. The pilots decided to return to Kulusuk Airport in Greenland, the place of their most recent fuel stop, but failed to do so. The aircraft crashed on a snow-covered strip, killing two of the five occupants.
- On 28 December 1987 at 14:36 local time, an Aeronica Douglas DC-6 lost its inner right engine whilst en route a cargo flight from Managua to Panama City. Debris had also damaged the outer right engine, forcing the pilots to execute a water landing in a river in Costa Rica, which all six persons on board survived.
- The worst accident in the history of Aeronica happened on 26 May 1988, when another DC-6 (registered YN-CBE) crashed near Limón in Costa Rica, killing the six occupants.
- On 10 November 1991, an Aeronica Boeing 727-100 (registered YN-BXW, the same aircraft that had been damaged in a bomb explosion in 1981) was destroyed in a fire at Managua Airport, which had arisen from an ignited oxygen leak during maintenance work.
- Information about Aeronica at the Aero Transport Data Bank
- Aeronica timetables at timetableimages.com
- "US Policy: Economic Embargo: The War Goes On". Revista Envío. Retrieved 2007-12-25.
- 1981 bomb assault at the Aviation Safety Network
- 1982 hijacking at the Aviation Safety Network
- 1983 accident at the Aviation Safety Network
- 1985 Greenland crash at the Aviation Safety Network
- 1987 accident at the Aviation Safety Network
- 1988 accident at the Aviation Safety Network
- 1991 fire at the Aviation Safety Network | aerospace | 1 |
https://homebuyerscalculator.com/should-i-buy-or-sell-virgin-galactic-spce-stock/ | 2021-10-24T07:20:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585911.17/warc/CC-MAIN-20211024050128-20211024080128-00393.warc.gz | 0.925602 | 256 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__9278691 | en | Virgin Galactic expects that it will be ready for a commercial launch by 2022. The company’s CEO Michael Colglazier said that it could generate $1 billion in annual revenue per spaceport. Virgin Galactic has a market capitalization of $12 billion despite generating no revenue and a cash burn rate of over $120 million each quarter.
The space company has sold 600 astronaut tickets and collected more than $80 million in deposits. On average, each ticket costs around $225,000. Approximately 1,000 people are on the waiting list for the next ticket sale.
SPCE trades at an NTM EV-to-sales multiple of 1,072x, which looks expensive compared to other aerospace stocks. Lockheed Martin and Boeing are trading at NTM EV-to-sales multiples of 1.7x and 2.1x, respectively.
SPCE stock has witnessed a sell-off after the event passes. On May 24, the stock rose 28 percent after the company successfully completed the first test flight, while the stock fell 5 percent the day after the significant jump.
View more information: https://marketrealist.com/p/should-i-buy-virgin-galactic-spce-stock/ | aerospace | 1 |
http://www.islandsweekly.com/news/125749868.html | 2016-10-28T10:08:41 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988721606.94/warc/CC-MAIN-20161020183841-00495-ip-10-171-6-4.ec2.internal.warc.gz | 0.971694 | 224 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__206398079 | en | - About Us
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Lake Stevens man 'shaken, but otherwise uninjured' after rough landing on Lopez Island
A Lake Stevens pilot walked away "shaken, but otherwise uninjured" after the engine of his plane stalled and he was forced to make an emergency landing Saturday on Lopez Island.
According to the San Juan County Sheriff's Department, the pilot, a 59-year-old man, was headed home from Roche Harbor when the engine of his Piper aircraft suffered complete failure at about 7 p.m., shortly after take-off. He was able to make a controlled "dead stick" landing on a private airstrip on the north end of the island and the plane struck a fence as it came to a stop.
The left wing of the plane was damaged by the impact. The pilot, who was flying solo, was uninjured.
The initial investigation will be conducted by the Sheriff's office. The Federal Aviation Administration was notified of the crash and is expected to conduct further investigation. | aerospace | 1 |
http://www.cbc.ca/radio/thisisthat/group-of-7-funny-speech-writer-inflight-disaster-radio-tower-keeper-1.3886477/chaos-ensues-during-flight-from-calgary-to-toronto-after-inflight-entertainment-system-fails-1.3886501 | 2018-07-20T21:00:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591831.57/warc/CC-MAIN-20180720193850-20180720213850-00528.warc.gz | 0.970987 | 172 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__159082189 | en | Chaos ensues during flight from Calgary to Toronto after inflight entertainment system fails
An Airbus 321 passenger jet traveling from Calgary to Toronto had a mid air mishap this week. Thankfully its 118 passengers are safely back on the ground and breathing a sigh of relief after a 4-hour flight without any inflight entertainment.
"It was terrifying," said one anonymous passenger. "About 10 minutes into the flight we were told we would not be able to watch reruns of the Big Bang Theory."
"I thought I could cope by reading the in-flight magazine," said another traumatized passenger, "but it was of no consolation - you could hardly even consider it media."
Peter Oldring spoke with This Is That Special Correspondent Chris Redman to learn how shocked passengers responded and how they will begin the process of putting their lives back together. | aerospace | 1 |
https://www.nbcnews.com/id/wbna25521607 | 2021-05-19T03:57:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991562.85/warc/CC-MAIN-20210519012635-20210519042635-00413.warc.gz | 0.959362 | 1,154 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__17007715 | en | On a steamy Fourth of July evening a century ago, a wood-and-fabric biplane lifted off from Stony Brook Farm and stayed airborne for almost a mile in a stupendous triumph over gravity witnessed by more than 2,000 people.
It was the first pre-announced public flight in America, the first heavier-than-air flying machine outside Europe to officially remain aloft and under control for a kilometer or more. And it helped elevate pilot Glenn H. Curtiss to national hero status — to the dismay of Orville and Wilbur Wright.
The Wrights’ epochal flight over the dunes at Kitty Hawk, N.C., in 1903 had been cloaked in secrecy. Fearing their ideas would be stolen, the Ohio brothers spent much of the next five years out of the public eye as they tried to lock down patents to secure commercial control over the nascent aerial age. Historians say their first flights were spotted only by five passers-by, and before Curtiss made his mark, fewer than 100 Americans had glimpsed the marvel of aviation.
In Europe, by contrast, “people were showing up by the hundreds and even the thousands” to watch pioneers of flying, said Tom Crouch, a Wright brothers biographer and senior curator of aeronautics at the Smithsonian Institution’s National Air and Space Museum.
Curtiss, a motorcycle builder who set a land speed record of 136 mph in January 1907, accepted an invitation that summer to supply powerful, lightweight engines to a five-member Aerial Experiment Association led by inventor Alexander Graham Bell.
Within a year, the team invited the Aero Club of America to send representatives to Curtiss’ tiny hometown of Hammondsport in western New York to observe his attempt to fly its insectlike June Bug plane across bucolic Pleasant Valley on Independence Day 1908.
His first try when the overcast skies finally cleared late in the day could have ended in disaster. The June Bug, which was supposed to rise only a few dozen feet, shot more than 200 feet (60 meters) above the crowd before Curtiss cut the 8-cylinder engine and glided back down without causing damage. The tail section had been wrongly angled.
On his second attempt at around 7:30 p.m., the plane with its crackling, smoky engine bobbed unevenly about 10 to 20 feet (3 to 6 meters) above vineyards, potato fields and a racetrack. It flew for 5,090 feet (1.55 kilometers) in 1 minute, 42.5 seconds before touching down just short of the village limits.
Crowded on the grassy hillsides, onlookers roared out their delight, honked their horse-and-buggy horns and swarmed down into the fields and adjacent pastures to greet the intense but taciturn aviator.
“This thing was wobbling back and forth and up and down, but it kept going and going and going as everybody got more and more excited,” said Trafford Doherty, director of the Glenn H. Curtiss Museum and grandson of a Curtiss test pilot.
Looking out across the same crop field in Pleasant Valley, with tree-topped ridges on each side and a sliver of Keuka Lake barely visible on the horizon, Doherty noted that little has changed about the site that locals hope to have listed on the National Register of Historic Places.
At a picnic and music gala on Saturday, a model club will fly a quarter-scale, remote-controlled model of the June Bug above the valley. A full-scale reproduction sits in the nearby Curtiss museum, which is packed with aircraft, motorbikes and memorabilia and draws 30,000 visitors a year.
Soon after the June Bug success, the Wrights went to court to try to keep Curtiss planes off the market in a labyrinthine dispute only set aside with America’s entry into World War I in 1917.
“I’m well aware of their genius, but I think the Wright brothers also hampered the development of American aviation through patents and court battles,” Doherty said.
Crouch thinks too much is made of the rivalry.
“The Wright brothers may have driven a few small potatoes out of the field, but they certainly didn’t have a big impact on Glenn Curtiss,” Crouch said. “He’s a much better businessman than they are.”
Curtiss himself racked up dozens of patents for landing gear, ailerons and other innovations still present in aircraft today. He developed the first practical seaplane in 1911 and the flying boat in 1912, earning renown as “the father of naval aviation.” From 1916 to 1918, he turned Buffalo into the airplane manufacturing hub of America.
He rolled out success after success: The nation’s first open flying school. The first water-cooled engines, to extend air travel. A Curtiss-designed behemoth vanquished the Atlantic in 1919, only stopping on the Azores, 17 days before Britons John Alcock and Arthur Brown made the first nonstop crossing.
“You get told in grade school that the Wright brothers invented the airplane, but it’s a great simplification,” Doherty said. “This was a science that was developing all over the world.”
The Wrights were undeniably first, but others moved the technology forward, he added. “Now, at last, you’re starting to see a more evenhanded attitude toward Curtiss.” | aerospace | 1 |
http://www.travelingmamas.com/destinations/space-camp/ | 2023-06-04T13:31:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649986.95/warc/CC-MAIN-20230604125132-20230604155132-00142.warc.gz | 0.973649 | 602 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__296949370 | en | Raise your hand if you wanted to go to Space Camp when you were a kid. Me! Me!
I used to spend every childhood summer in Huntsville, AL, the home of the U.S. Space and Rocket Center. I would beg my grandfather to take me to the Space Center so I could buy astronaut food, bring it back to his house, and suck on the freeze dried sponges of chocolate ice cream or strawberry sandpaper until the inside of my mouth was on the verge of bleeding. Then one day, this awesome movie called Space Camp was out at the theaters. This classic movie became the dream of kids for decades. Everyone wanted (and still wants) to go to Space Camp. Remember Max and Jinks?
Well, guess what? You can go to Space Camp. Your kid can go to Space Camp (mine did). And, you can even go to Space Camp WITH your kid. How cool is that?
The Space Camp experience isn’t cheap, but scholarships are available for a select few. However, getting the chance to live a childhood dream and inspire your own child is a priceless experience that your child will always remember.
I wish I could say that I had that parent/child experience, because I know I still want to go to Space Camp. Maybe I will keep that on my list of things to do, but after years and years of planning (and a little help from the grandparents) we were able to send our son to Space Camp for a week. He had the best time and learned so much. It was worth every penny.
Even if you don’t get a chance to stay for Space Camp, all families can enjoy a day exploring the U.S. Space and Rocket Center in Huntsville, AL or any of NASA’s other space centers. You never know when you might have the chance to see something that will be inspiring to your child’s life.
I have always wanted to go to space camp every since I saw the movie Space Camp as a kid. It just looked so amazing.
I’m actually taking my son to space camp for the first time this spring. I was wondering what there is to do for the parent spending the week while their son is off at space academy? Where to stay?
Any help would be great, as I’m not from the area.
i think this is an awsome idea.
How do I ask my Mom to let me go to space camp? I was thinking about asking her for it for my birthday, but I don’t know how to ask her. I’ve been wanting to goo since nothing was on TV so I watched Little People, Big World; it was the one where the youngest one (I don’t know his name), went to space camp, it looked awesome!
Comments are closed. | aerospace | 1 |
https://www.freedomsphoenix.com/News/133689-2013-04-30-no-one-wants-the-pentagon-s-gigantic-hydrogen-powered-drone.htm | 2021-06-14T00:24:14 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487611089.19/warc/CC-MAIN-20210613222907-20210614012907-00000.warc.gz | 0.96563 | 467 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__25271136 | en | The Pentagon spent millions developing a humongous hydrogen-fueled drone that, it hoped, could fly at soaring altitudes for a week at a time. Now the drone is all on its lonesome, because no one wants to buy it.
Built by drone manufacturer AeroVironment, the Global Observer is a 70-foot-long jumbo drone with a wingspan nearly as long as one of the Air Force’s B-52 bombers. Powered by liquid-hydrogen fuel cells, it was billed as a persistent eye-in-the-sky capable of loitering at 65,000 feet for a week a time without spewing carbon dioxide into the atmosphere. The Pentagon also envisioned many missions. The drone’s 380-pound payload of spy cameras and sensors could stare at a diameter of 600 miles of earth at once, while doubling as a communications relay. It could patrol the oceans and possibly track hurricanes — the Department of Homeland Security was interested in it too.
But now no one wants the giant drone. “Currently, no service or defense agency has advocated for it to be a program,” Pentagon spokeswoman Maureen Schumann told InsideDefense (subscription only) in April. This was after spending $27.9 million developing the drone since 2007, which came to an end in December when the Pentagon closed down its development contract, the trade journal reports.
When emailed by Danger Room, the Pentagon didn’t elaborate on the reasons why. “Global Observer was a technology demonstration, not a program,” spokesperson Maureen Schumann wrote. But the Global Observer had run into danger before.
The first prototype, the GO-1, was destroyed in a crash during a test flight — its ninth test — at Edwards Air Force Base in April 2011. (The cause hasn’t been revealed.) The Pentagon had also ordered a second prototype called the GO-2 before the first prototype’s crash, but then renegotiated with the company to buy back the drone before it was completed. It also had a litany of now-former sponsors: the Army, Air Force, Coast Guard and U.S. Special Operations Command — and the Department of Homeland Security, U.S. Strategic Command and the Defense Threat Reduction Agency | aerospace | 1 |
https://digitalcommons.usu.edu/mae_stures/31/ | 2023-03-25T23:45:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945376.29/warc/CC-MAIN-20230325222822-20230326012822-00506.warc.gz | 0.838068 | 349 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__90547275 | en | An Alternate Dimensionless Form of the Linearized Rigid-Body Aircraft Equations of Motion with Emphasis on Dynamic Parameters
AIAA SciTech Forum
National Harbor, MD
The equations of motion for an aircraft can be linearized about a reference condition within the assumptions of small disturbances and linear aerodynamics. The resulting system of equations is typically solved to obtain the eigenvalues and eigenvectors that describe the small disturbance motion of the aircraft. Results from such an analysis are often used to predict the rigid-body dynamic modes of the aircraft and associated handling qualities. This process is typically carried out in dimensional form in most text books, or in nondimensional form using dimensionless parameters rooted in aerodynamic theory. Here we apply Buckingham’s Pi theorem to obtain nondimensional parameters based on the aircraft rigid-body dynamics rather than aerodynamics. This approach may be more useful for understanding how aircraft dynamics scale with appropriate design parameters.
Hunsaker, D. F., and Moulton, B. C., “An Alternate Dimensionless Form of the Linearized Rigid-Body Aircraft Equations of Motion with Emphasis on Dynamic Parameters,” AIAA SCITECH 2023 Forum, January 2023, AIAA-2023-1366 DOI: 10.2514/6.2023-1366
Copyright © 2023 by Douglas F. Hunsaker and Benjamin C. Moulton. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission. | aerospace | 1 |
https://www.oldtimeradiodownloads.com/adventure/hop-harrigan/hop-harrigan-47-09-09-1287-the-channel-wing-plane-10 | 2021-06-18T08:35:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487635920.39/warc/CC-MAIN-20210618073932-20210618103932-00365.warc.gz | 0.870045 | 194 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__109234799 | en | |Title||:||hop harrigan (1287) the channel wing plane #10|
|Plot||:||+ Program #1287. "The Channel Wing Plane". The program contains a feature about "The Army Air Forces Rescue Service," and how it helped during the Texas City disaster. While "La Pantera" (a foreign agent trying to gain possession of the plans for the "Channel Wing") escapes, she kidnaps Gail. Taken to a railroad station, "La Pantera" (which means "the female panther") leaves a false clue, but Gail drops her bracelet as a real clue. The system cue has been deleted.|
|File||:||Hop Harrigan 47-09-09 (1287) The Channel Wing Plane #10.mp3|
Your Old Time Radio Download ''hop harrigan (1287) the channel wing plane #10'' will be started in 10 seconds ... | aerospace | 1 |
https://robbreport.com/motors/aviation/diamond-aircraft-da62-twin-engine-airplane-near-us-certification-226869/ | 2021-10-16T23:56:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585045.2/warc/CC-MAIN-20211016231019-20211017021019-00262.warc.gz | 0.940422 | 236 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__235448268 | en | The Diamond Aircraft DA62 twin-engine airplane, a bigger and faster version of the Austrian company’s popular Diamond Aircraft DA42 twin, has been fully type-certified by the European Aviation Safety Agency. U.S. certification is expected to follow later this year. The new seven-seat airplane (a five-seat version is also available) is powered by two Austro Engine piston engines, which each burn about 6 gallons per hour of Jet-A fuel. The DA62 has a maximum speed of 228 mph and a maximum range of approaching 1,500 miles. It can take off in less than 1,600 feet, climb at 1,200 feet per minute, and fly at altitudes up to 20,000 feet.
The cockpit features a Garmin G1000 integrated flight deck. Baggage compartments in the front and rear provide plenty of space for gear. The third row, which has two seats, can be removed to open up more space for baggage. The carbon-fiber composite airframe can be finished in any paint or color scheme. The airplane is priced from about $1.15 million. (diamond-air.at) | aerospace | 1 |
https://fly8ma.com/topic/steep-turns/ | 2023-11-30T20:05:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100232.63/warc/CC-MAIN-20231130193829-20231130223829-00654.warc.gz | 0.945018 | 677 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__46553506 | en | While making turns in the airplane may seem simple; making coordinated, level turns and rolling out specifically where you want the aircraft to point does take skill and practice. In this topic we’ll cover the fundamentals of being able to turn the airplane to a specific heading while also maintaining altitude.
When an airplane is turning, it is really just making a “curved” flight path through the sky. With this in mind, let’s talk about the first characteristic of turning an airplane.
Most training airplanes when banked slightly will want to go back to level flight. This is because they are DYNAMICALLY STABLE. This stability does not come from the airplane being a high wing or low wing airplane, but rather the DIHEDRAL built into the wings (dihedral is a topic we will cover much more in-depth at the commercial pilot level, don’t worry too much about it for now).
This stability means you will have to make a deliberate motion with the ailerons to overcome it, and be able to bank the airplane. This use of ailerons will in-turn cause ADVERSE YAW, which will require you to use some rudder to overcome and keep the “ball” in the center. The “adverse yaw” is just a way of saying the airplane yaws in the direction you don’t really want it to. For example, when you begin a left turn, using the ailerons to bank the airplane to the left will initially cause the airplane to yaw right before the nose begins to come around in the direction of the turn.
This is due to the RIGHT wing generating more lift when you begin a left turn rolling the airplane to the left and the left-wing generates less lift. When you have more lift, you have more drag, thus you get adverse yaw.
This is the tendency for the airplane at a certain degree of bank, to want to bank even more rather than go back to wings level like a nice stable airplane should. Every airplane has this “over-banking tendency” at certain degrees of bank, due to the airplane being in a curved flight path, and one wing is ultimately moving faster than the other. When you have more airflow over the outside of the wing compared to the inside, the airplane will want to increase its angle of bank rather than return to wings level. It is simple to counter this in flight with just a little pressure on the ailerons.
There are two things that affect the “rate of turn” or how fast the aircraft changes its heading.
Think of a car on the interstate, you need a nice wide radius curve in the road to turn at highway speeds, but in a parking lot you can make much tighter turns at lower speeds. The same principle applies in the airplane.
To make a tight turn in the plane you will either have to increase the bank (equivalent of turning the wheel in a car harder) or slow the airplane down. This is important to remember when practicing slow flight and also when flying in the traffic pattern. Having the right amount of speed and bank is critical to the aircraft finishing the turn where you want it to, and not over or undershooting the final approach course to the runway. | aerospace | 1 |
https://dailyindustry.news/biman-dhaka-rome-flight-caught-in-trap-of-us-sanctions/ | 2024-04-20T13:26:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817650.14/warc/CC-MAIN-20240420122043-20240420152043-00507.warc.gz | 0.964357 | 886 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__111958637 | en | Syed Nasir Hossain : All preparations for the resumption of Dhaka-Rome flights are almost complete. But complications have arisen due to US sanctions on Iran. The ban has an indirect effect on Bangladesh. Biman Bangladesh Airlines is facing various problems especially in Dhaka-Rome route.
Those concerned say that the Biman authority has decided to resume flights on the Dhaka-Rome route which was closed in 2015 (previously Biman operated direct flights). But the aircraft will not be able to operate the flight smoothly on the scheduled route. Because that route has Iranian airspace. The use of which is restricted by the United States of America. Due to the ban, Bangladesh Biman will be able to operate flights using airspace of three countries instead of Iran. But it will increase the cost and travel time. Additional fuel would be required and three countries would have to pay overfly charges instead of one.
Analysts say that there are no restrictions on the use of Iranian airspace by aircraft. The problem is that Iran has to pay the airline’s fixed fee for using that airspace. And this will bring the aircraft under US restrictions. Aerotime Hub has been told by Biman that Bangladesh is ready to pay all fees for using Iranian airspace as per international rules.
But Bangladesh does not want a conflict with the West under any circumstances, especially with the United States. As a result, it is necessary to reach an agreement with the United States to pay the overfly payment to Iran or do anything else. By doing this, Dhaka will move forward. It should be noted that Iran will not allow the aircraft to use the airspace if payment is not made, Bangladesh is also considering that. In this case, the alternative for the plane is to go to Rome by using the air routes of other three countries instead of using Iranian air routes. In that case both flight time and cost will increase. Total travel time on this route is 8-9 hours. The alternative route will take 10.5 hours to reach Rome. The responsible representatives of Biman say that in 2015, Biman last operated a flight on the Dhaka-Rome route via Frankfurt. It lengthened the journey and reduced the number of passengers. At one point the authorities were forced to close the route. To resume the route and make it economically viable, the aircraft would have to fly over Iran and pay overflight charges to the Middle Eastern country as per international rules. A top airline official, who did not want to be named, said that the US is not allowing the country to charge overfly due to sanctions on Iran. As a result, Bangladesh is in both crises. Stepping forward without a compromise will increase the distance with the United States. And if Dhaka does not pay the overfly charges, Iran will not allow the aircraft to overfly. An Air Force official said, “We have already given some money to Iran and the US is creating problems because of this.” He said, if we cannot use Iran’s airspace, we have to use the airspace of three other countries. Changing the route will increase the cost of operating the flight as well as increase the duration of the flight by about one and a half hours. In this, the ticket price will be higher and the ultimate suffering will be for the passengers.
Diplomatic efforts to resolve crisis
Meanwhile, a responsible official of Biman told that Bangladesh has strengthened diplomatic efforts to solve both the existing crises. The matter has been presented to Washington for consideration through the Ministry of External Affairs. Dhaka is hoping for a quick positive response in this regard. However, no response was received till writing this report at night. It may be recalled that in 1981, the plane took off on the Dhaka-Rome route. Despite various hurdles, ups and downs, flights have been running on the route uninterruptedly for almost 34 years.
But in 2015, the Rome route was finally closed due to the indifferent behavior of the authorities along with the route change. After a long (about 8 years) break, Biman Bangladesh Airlines has already started selling tickets at a special discount to resume flights on the Dhaka-Rome route on March 26 on the occasion of Independence Day.
–Online gambling has spread like an epidemic-BTRC’s tactics are not working-Control … | aerospace | 1 |
https://www.ainonline.com/aviation-news/business-aviation/2020-03-19/nashville-ga-airport-reopen-after-tornado?qt-latest_trending=0 | 2020-08-06T15:18:09 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439736972.79/warc/CC-MAIN-20200806151047-20200806181047-00266.warc.gz | 0.966327 | 243 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__64057132 | en | Nashville’s John C. Tune Airport (JWN) is reopening at 7 a.m. local time on Friday after sustaining damage from a March 3 tornado. Cleanup at the general aviation and reliever airport to Nashville International Airport (BNA) continues, but a restoration effort has made it able to support safe flight operations on a 24-hour basis, the Metropolitan Nashville Airport Authority (MNAA) said on Thursday.
“Our team in the Emergency Operations Center and all our business partners worked diligently to bring back John C. Tune Airport in short order,” said MNAA president and CEO Doug Kreulen. “I’m enormously proud of the effort involved as we were determined to get Tune functioning once again for the region’s general aviation community.”
Infrastructure damage at JWN is estimated at $93 million, including 17 hangars that were damaged or destroyed. That doesn’t include the more than 90 aircraft at JWN that were destroyed by the tornado. Located in the Cockrill Bend area of west Nashville, JWN offers a 3,600-sq-ft terminal and 6,000-foot-long runway. | aerospace | 1 |
http://www.heraldnet.com/business/777s-future-is-still-taking-shape/ | 2016-10-22T14:33:56 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988718987.23/warc/CC-MAIN-20161020183838-00227-ip-10-171-6-4.ec2.internal.warc.gz | 0.917405 | 617 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__156174026 | en | By Michelle Dunlop Herald Writer
It’s a game of wait-and-see.
As 2010 comes to a close, that’s where things stand with the Boeing Co.’s 777.
For the past couple years, the industry has eyed an emerging competitor for the 777-300 Extended Range jet in Airbus’ A350 Extra Widebody, or XWB, aircraft.
The A350 XWB will be built using lightweight composite panels, a spinoff of the composite barrels used on Boeing’s 787 Dreamliner jets. At first glance, some said the A350-1000 could be a 777 killer if it lives up to its fuel-efficiency potential.
In January, Boeing’s Jim Albaugh said the company in 2010 needed to “develop a clear vision and road map for both the single-aisle and twin-aisle marketplaces.” He called back engineer Lars Anderson to help assess the fate of the 777.
But Boeing hasn’t announced a new strategy on the 777, nor has it set a timetable for doing so, said Nicole Piasecki, Boeing vice president for business development, in an interview this month. The company is waiting to see Airbus’ plans.
Piasecki noted the popularity of the 777, with roughly 260 unfilled orders.
“Customers can’t get enough (777s), fast enough,” she said.
Boeing has announced plans to increase production on the 777 to seven airplanes monthly in mid-2011 to accommodate customer demand.
Boeing is “going to be able to wait through most of 2011 to see what happens,” said Richard Aboulafia, an analyst with the Teal Group.
As with its 737, Boeing has a few options with the 777: Upgrade the existing jet or create an all-new replacement. Echoing many observers in the industry, analyst Scott Hamilton, with Leeham Co., said Boeing can remain competitive with an upgrade.
As the company did with the 747-8, Boeing can adapt some of the technology it developed for the 787 for an updated 777.
The first model of Airbus’ A350 XWB family is expected to be delivered in 2013. The A350-1000, the potential threat to the 777, is scheduled for delivery in 2015.
Already doubt has emerged on whether Airbus will hit its delivery targets. The uncertainty is coming not only from analysts like Aboulafia but also from Airbus’ parent company, EADS.
Airbus “has already used up a large part of its built-in time buffer,” EADS’ chief executive, Louis Gallois recently told Speigel, a European publication.
As Boeing waits to see what exactly Airbus’ A350 XWB will be, the jetmaker remains positive on the 777’s future.
“Our long-term outlook for the 777 is good,” Piasecki said. | aerospace | 1 |
http://www.embeddedstar.com/press/content/2003/8/embedded10034.html | 2017-12-14T16:56:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948545526.42/warc/CC-MAIN-20171214163759-20171214183759-00796.warc.gz | 0.938829 | 783 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__68798769 | en | 8/18/2003 - Analogic Corporation (NASDAQ: ALOG) announced that Sanders Design International, Inc. (SDI), with which it has collaborated to develop an advanced infrared countermeasures technology, has received funding from the US Air Force and the Defense Advanced Research Programs Agency (DARPA) to further develop the Spatial Infrared CounterMeasure (SICM) self-protection system for commercial airliners and military aircraft. This innovative system is designed to protect civilian aircraft from shoulder-fired, heat-seeking missiles potentially available to terrorists.
SDI President Al Hastbacka said, “Our compact devices mounted on aircraft can reduce vulnerability to infrared missiles at a mere fraction of the cost compared to existing systems, which are estimated to cost approximately one million dollars or more per aircraft; some estimate as much as two million dollars each.”
Bernard Gordon, Chairman & CEO of Analogic Corporation, noted, “We believe the innovative Sanders/Analogic design will not only be more effective than conventional techniques but will save the U.S. Government literally billions of dollars over other proposed techniques.
“Currently, 6,700 US airliners, 2,000 business and 3,000 military aircraft are highly vulnerable to IR guided missiles at altitudes up to 15,000 feet during take-off, approach, and landing situations. Based upon proven technology and simulations, this infrared countermeasures invention causes missiles to miss the intended aircraft by a safe distance.” Gordon also noted that at our request a major aerospace company has already carefully reviewed and tested the design concept.
The Transportation Security Administration (TSA) has identified the terrorist threat of infrared missiles as serious and is planning to outfit all US airliners with self-protection IRCM systems. The Transportation Security Working Group (TSWG) has selected SDI, working with Analogic, as a semi-finalist for participation in full-scale IRCM system development contracts, which will be awarded later this year.
Gordon added, “We believe that the combination of Sanders’ long record of pioneering advances in infrared countermeasures technology and Analogic’s history of leadership in designing and manufacturing imaging and control systems should considerably strengthen our nation’s ability to provide advanced security equipment for air travel and other applications, and do so at a surprisingly manageable cost.”
Sanders Design International is a small business founded in 1984 by Royden C. Sanders, Jr., and is based in Wilton, NH. SDI employs over 25 engineering and administrative personnel engaged in research and development of advanced countermeasure systems, automatic target recognition and tracking systems, and precision rapid prototyping systems. Sanders Design is currently under contract with the Naval Air Systems Command to develop a high-performance image processing system as a candidate for use in guidance and navigation of supersonic cruise missiles and reconnaissance image processing for Unmanned Air Vehicle (UAV) applications.
Analogic Corporation is a leading designer and manufacturer of advanced health and security systems and subsystems sold primarily to Original Equipment Manufacturers (OEMs). The Company is recognized worldwide for advancing the state of the art in Computed Tomography (CT), Digital Radiography (DR), Ultrasound, Magnetic Resonance Imaging (MRI), Patient Monitoring, Cardiovascular Information Management, and Embedded Multiprocessing. Analogic has developed and supplied over 500 EXplosive Assessment Computed Tomography (EXACTTM) scanners as part of a certified Explosive Detection System installed to examine checked luggage at airports around the country. Analogic is also developing an innovative CT-based, 3-D-imaging, explosive detection system to examine carry-on luggage at airports and for other applications.
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http://www.itechpost.com/articles/89293/20170302/nasas-ufo-mystery-the-truth-about-iss-surveillance-blackouts.htm | 2020-06-03T23:17:05 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347436466.95/warc/CC-MAIN-20200603210112-20200604000112-00026.warc.gz | 0.93501 | 829 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__194138928 | en | NASA's UFO Mystery: The Truth About ISS Surveillance Blackouts
NASA's UFO mystery footage taken at the ISS continues to hound the space agency as more alien conspiracy theories come up online. NASA have been accused of covering up surveillance videos which allegedly capture fast-flying glowing orbs at a close distance with the space station. In the latest UFO video, an astronaut on a space walk have blocked out with his hand a flying object that came into camera, at which point, NASA cut the live stream, quickly replacing it with a view of the station's briefing room.
The footage was aired live on January 20 when the cut happened. NASA immediately broadcasted the message that the space station’s High Definition Earth Viewing experiment was either “switching cameras” or experiencing a “temporary loss of signal”. Wild conspiracy ideas have come up as explanations for the suspicious blackout.
The most popular claim about NASA's UFO mystery is that the ISS is watched almost daily by UFOs, but the space agency wants to keep it from the public. Some online bloggers like to remind that the January 20 incident was not the first time NASA has cut footage during an alleged UFO sighting, the News.com reports. Some speculations include alien spacecrafts or even secret space age military technology being tested by the US Government.
Online blogger, Bright Insight, says that he has seen at least a dozen of times where a video feed with UFO of some sort coming close to the International Space Station just get cut all of a sudden. He then explains that these are common anomalies that appear on camera. These happen after light refracts inside the lens - meaning there is actually nothing there, the Daily Express reports.
NASA's UFO mystery can actually be explained by a well known common effect in many ISS live feeds. Experts say that these mysterious images are actually caused by lens flares. As it turns out, the truth is a lot less exciting, despite several people claiming that it was all part of an ongoing cover up.
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Astronaut Hides Evidence Of UFO Passing ISS, UFO Hunters Claim
A controversial video from ISS is making UFO hunters claim that the astronaut hides evidence of alien life from the public. Recently, a surge of UFO sightings have been recorded around the world, perking the interest of alien enthusiasts.
Man-Eating Aliens On A Secret Base Revealed By US Record
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https://wn.com/Bell_Boeing_V-22_Osprey | 2023-02-07T18:18:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500628.77/warc/CC-MAIN-20230207170138-20230207200138-00100.warc.gz | 0.956906 | 1,213 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__64845674 | en | The Bell Boeing V-22 Osprey is an American multi-mission, tiltrotormilitary aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the United States Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. The team of Bell Helicopter and Boeing Helicopters was awarded a development contract in 1983 for the tiltrotor aircraft. The Bell Boeing team jointly produce the aircraft. The V-22 first flew in 1989, and began flight testing and design alterations; the complexity and difficulties of being the first tiltrotor intended for military service in the world led to many years of development.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007; it supplemented and then replaced their Boeing Vertol CH-46 Sea Knights. The Osprey's other operator, the U.S. Air Force, fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed in transportation and medivac operations over Iraq, Afghanistan, Libya and Kuwait.
Sikorsky MH-53 Pave Lows had the ability to perform both search and rescue and special operations missions ...Early variants of the Sikorsky HH-53 ... (PhotoCredit ... The HH-53C was introduced into service in 1968 ... It wasn’t long after that the rest of the fleet was retired, replaced by the Bell Boeing V-22 Osprey, which remains in service to this day.
Carrying a crew of four and up to 14 troops, the V-280 Valor may resemble the Bell Boeing V-22 Osprey, but it differs in a number of key aspects, including a lighter weight thanks to the extensive use of composites and the placement of its twin Rolls-Royce AE 1107F turboshaft engines inside the fuselage instead of mounted in the rotor nacelles.
After considering two different options—a helicopter from Sikorsky and Boeing and an aircraft from Bell Textron—it said that it is moving forward with the latter ... The other tiltrotor aircraft in service today is the V-22 Osprey, which is made by Bell together with Boeing ... “Bell learned extensively from the V-22 experience.”.
Bell’s tiltrotor design prevailed in ... Bell Textron capitalized on its experience developing the V-22 Osprey, now a mainstay troop carrier for the Marines, with partner Boeing, and describes the V-280 Valor as a second-generation in its type, according to statements on its website.
David has vast experience developing and validating innovative technologies for VTOL aircraft with tilting rotor systems and wing-borne cruise, dating back to his integrated product team leadership role in developing the revolutionary Bell-Boeing V-22 Osprey Tiltrotor.
In 1944, the indestructible and unbeatable reputation of the German Army was in tatters ...Related ... See Also ... ... The aircraft would taken off in a similar fashion to the modern "Osprey." ... This mode of flight is akin to the modern-day Bell Boeing V-22 "Osprey" tiltrotor aircraft (but with the roto fixed to the fuselage and ramjet powered) ... .
Minimizing personnel costs and vulnerability ... See Also ... The AFWERX program ... Most Popular ... Another entry was the tilt-rotor Bell Boeing V-22 Osprey which was quicker, accelerating to 305 knots (351 mph, or 565 km/h), but this top speed had a minimum altitude of 15,000 ft, and it was more complicated than a helicopter ... SHOW COMMENT1 9/10/2022 ... 9/7/2022 ... .
America, which left its longest war ever last summer when it pulled service members out of Afghanistan, was pushed into wars in Iraq and Afghanistan because of those attacks on Sept ...Horn was trained in aviation electronics and worked on Bell Boeing V-22 Ospreys in Iraq, which can operate as a helicopter or aircraft because of its tilt-rotor design.
Osprey aircraft, used by the U.S ... One of the deadliest crashes came in April 2000, when all 19 Marines aboard a V-22 Osprey tilt-rotor aircraft were killed. A spokesman for Bell, which manufactures the Osprey in partnership with Boeing, said the company was awaiting details of the incident but was ready to assist the Marine Corps.
After graduation, Stan joined BellHelicopter where he spent his entire career, highlighted by international assignments in Italy and Germany... His proudest achievement was managing the technical scope on the V-22 Osprey tiltrotor from inception of the Bell-Boeing teaming agreement in 1982 until Stan's retirement as V-22 Technical Director in 1991.
Meanwhile, Israel appears to have fumbled in 2015 when it came close to acquiring the V-22 Osprey helicopter that fits well into the needs of inserting commandos on raids far from home... While Israel came to this decision last year, it was also weighing the purchase of the V-22 Osprey made by BellHelicopter and Boeing.
Known as the Red Dragons, the 10 Bell-Boeing V-22 Ospreys have been assigned to support this year's Marine Rotational Force based in Darwin... A squadron of Marine Corp's tilt-rotor combat Bell-Boeing V-22 Ospreys (pictured) has landed in the Northern Territory amid increasing ... | aerospace | 1 |
http://www.ntsb.gov/aviationquery/brief2.aspx?ev_id=20001207X04669&ntsbno=CHI96LA015&akey=1 | 2014-11-29T01:36:41 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416931011456.52/warc/CC-MAIN-20141125155651-00205-ip-10-235-23-156.ec2.internal.warc.gz | 0.969012 | 577 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__1376456 | en | On October 21, 1995, at 1700 central daylight time, a Piper PA- 28-140, N6932W, piloted by a private pilot, sustained substantial damage during a forced landing to a clearing in a wooded area in Ocie, Missouri. Visual meteorological conditions prevailed at the time of the accident. The flight was operated under 14 CFR Part 91. A flight plan was not on file. The pilot and passenger sustained serious injuries. The business flight departed Vichy, Missouri, at 1530 cdt, and was en route to Mena, Arkansas. Use your browsers 'back' function to return to synopsisReturn to Query Page
In his written statement, the pilot reported that he was cruising at 6,500 feet mean sea level (MSL) when the airplane's engine "began to run rough, then lose power." The pilot "selected a field for emergency landing, made an approach to the field and came up approximately 300 feet short." The airplane struck the top of a tree and subsequently impacted the terrain.
The Federal Aviation Administration (FAA) inspector who examined the wreckage at the site found all of the airplane parts together resting in a clearing approximately 130 feet from the base of a 50 foot high tree which showed evidence of shear impact damage near the top. Leaves and branches from the same tree were found embedded in the leading edges of the left wing and left horizontal stabilizer. An impact ground scar was measured 108 feet from the base the tree. Both wings had separated from the fuselage at the wing roots. The crew compartment showed twisting and bending forward of the cabin door. The crew compartment floor had been crushed and pushed upward. The fuselage aft of the cabin door, the horizontal and vertical stabilizers, elevator and rudder showed minor damage. The engine, had separated from the fuselage at the firewall and was lying on its right side. The propeller was still attached to the engine. One blade was straight and the other blade was bent slightly rearward and twisted. Examination of the flight controls revealed complete continuity.
A field examination of the engine was performed at the accident site on October 23, 1995. Thumb compression was confirmed on all engine cylinders except for the number three cylinder. Resistance to crankshaft rotation was noted each time the piston in the number three cylinder reached top-dead-center (TDC). Further examination of the number three cylinder revealed impact damage to the face of the piston. A piece of metal was found imbedded in the piston. The exhaust rocker arm was removed on the number three cylinder revealing the valve stem extended approximately 1/2 inch. A portion of the valve head was broken off. The throttle and mixture controls on the carburetor were confirmed in place. Oil supply to the engine was also confirmed. No other anomalies to the engine were found. | aerospace | 1 |
http://international.zeenews.com/aviation/air-india-sydney-delhi-flight-makes-emergency-landing-at-kolkata-airport-after-passenger-falls-ill-2501393.html | 2023-02-05T15:15:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500255.78/warc/CC-MAIN-20230205130241-20230205160241-00151.warc.gz | 0.925336 | 159 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__66121738 | en | Air India Sydney-Delhi flight makes emergency landing at Kolkata Airport after passenger falls ill
The Air India flight with 159 passengers aboard was at the Netaji Subhas Chandra Bose International Airport for two hours before leaving for the Delhi International Airport.
A Delhi-bound Air India flight from Sydney made an emergency landing in Kolkata on Wednesday after a 50-year-old passenger complained of breathlessness, airport officials said.
The flight with 159 passengers aboard was at the Netaji Subhas Chandra Bose International Airport for two hours from 4.50 PM till 6.50 PM before leaving for the national capital.
The flyer was admitted to a hospital in Kolkata, they added.
More details awaited. | aerospace | 1 |
https://spacenews.com/35122cosmonauts-may-carry-olympic-torch-and-flame-on-spacewalk/ | 2024-02-26T22:15:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474663.47/warc/CC-MAIN-20240226194006-20240226224006-00642.warc.gz | 0.941003 | 896 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__153481517 | en | HOUSTON — Russia may shift its rocket launch and spacewalk schedule to send the torch — and maybe even the flame — for next year’s Olympics to the international space station (ISS), according to Russia’s federal space agency and local media reports.
Set to host the 2014 Winter Games in Sochi on the Black Sea coast, Russia plans to launch the traditional Olympic torch relay Oct. 7. As the flame passes between runners in 2,900 towns and cities spread across the country, a replica of the torch and perhaps an imitation of its flame will lift off on a Soyuz spacecraft with the next crew members for the space station.
“No decision has been made so far whether an imitation of the Olympic flame or a torch without fire would be moved into outer space,” a source in Russia’s rocket industry told the Interfax-AVN news service. “No member of the state commission will assume responsibility for moving an open flame close to the Soyuz spacecraft or the ISS.”
Flame or no flame, Russia’s space agency, Roscosmos, is planning to do more than deliver the torch to the orbiting outpost, a feat that has been achieved before. The idea is to have cosmonauts carry the torch outside the station on a spacewalk prior to it returning to Earth.
According to the Interfax report, the Olympic torch will be “moved into open space” by cosmonauts Oleg Kotov and Sergei Ryazansky, who will arrive at the space station in late September.
To choreograph the orbital torch relay, Roscosmos and its ISS partners, including NASA, will need to agree on adjustments to the schedule of launches and spacewalks.
To deliver the lit or unlit torch to the space complex, the planned Nov. 25 liftoff of Soyuz TMA-11M would need to launch almost three weeks earlier on Nov. 7. Roscosmos cosmonaut Mikhail Tyurin, NASA’s Rick Mastracchio and Japanese astronaut Koichi Wakata would fly to the space station with the torch.
The spacewalk, which would include other, more routine maintenance tasks for the two cosmonauts to complete in addition to carrying the torch, would then take place during the brief time between the arrival of Soyuz TMA-11M and the departure of Soyuz TMA-09M.
Under the proposed plan, Roscosmos cosmonaut Fyodor Yurchikhin, NASA astronaut Karen Nyberg and European Space Agency astronaut Luca Parmitano will stay in space at least a day longer than originally scheduled to return to Earth with the torch Nov. 11.
The torch’s handoff between crews would also result in a short period when nine people would be aboard the space station, a departure from what has in recent years become the norm for crew changes, when the prior crew of three would leave before the next crew arrives.
One of the key symbols of the games, the torch for the 2014 Sochi Olympics was designed by a team of famous Russian designers and engineers. The aluminum and red torch — red being the traditional color of Russian sports — was crafted to evoke the feathers of a Phoenix, which folklore says brings good fortune and happiness.
How the torches on the ground — 14,000 are being produced — will differ from the one launching into space, and how the flame will be simulated or safely achieved in orbit, if it is flown, has yet to be released.
If approved, the torch’s trip will mark the second time the Olympic torch has arrived aboard the ISS. In May 2000, the Space Shuttle Atlantis launched the STS-101 mission to the orbiting outpost with a replica of the Sydney Summer Olympics torch.
Four years earlier on Space Shuttle Columbia’s STS-78 mission, the crew carried an unlit torch into orbit and then took part in the ground-based torch relay soon after landing back on Earth.
The Olympic flame, without the torch, also made its way through space in the form of an electric signal. As part of the 1976 relay, the flame was sent from Greece to Ottawa via satellite. Heat sensors in Greece detected the flame, the signal was transmitted overseas and a laser beam lit the torch.
Robert Z. Pearlman is editor of CollectSPACE.com | aerospace | 1 |
https://sie-la2021-istanbul.com/berna-sen/ | 2022-12-10T08:09:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710421.14/warc/CC-MAIN-20221210074242-20221210104242-00827.warc.gz | 0.992092 | 371 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__152889929 | en | She was born in 1975 in Izmir. She studied her high school in Izmir and in 1993 she joined Turkish Air Force Academy in Istanbul to study Industrial Engineering. After she graduated from the academy she had her pilot training in Izmir which lasted for 2 years. She became a jet pilot at the year 1999. Then after she flew F-5 aircraft at Konya and flew F-16 at Ankara. At the year 2000 she became the first female F-16 pilot of Turkey. Then after she served in various units and squadrons, which were in various cities like Merzifon, Ankara, Istanbul and Izmir. During her service she attended many exercises both national and international. Most of the time she was the only female pilot wherever she was, when other times she was one of the very few. Being a pioneer she attended and organized many events and organizations to motivate other woman to fulfill their dreams.
Then she got retired from the Airforce as a Major and started flying Boeing aircraft for Sunexpress Airlines. After flying for some companies for around 6 to 7 years and becoming Responsible Captain on Boeing 737, she was invited to the Airforce again to fly. There she instructed cadets of Turkish Air Force to fly for 3 years. Then she got retired again, as a Colonel this time. Now she continues to fly Boeing aircraft in Sunexpress as a Captain. She also teaches students to fly to become a pilot at her other company.
All over the years as a female aviator, her life became a story in 2 documentary films and she got many awards like one from the government being the aviator entrepreneur of the year. She is also a TEDx speaker and has a company for personal development studies. She is married to a Boeing pilot like her and her husband is also a previous jet pilot. | aerospace | 1 |
http://www.telespazio.com/-/galileo-telespazio-satellite | 2019-05-20T09:31:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255837.21/warc/CC-MAIN-20190520081942-20190520103942-00386.warc.gz | 0.911374 | 474 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__118667362 | en | Galileo: another 4 satellites come into service. The system now guarantees worldwide coverage
The 4 Galileo FOC (Full Operational Capability) satellites launched on 25th July 2018 from the European Space Centre in French Guiana, using an Ariane-5 ES carrier, have successfully completed the in-orbit test phases and have become fully operational on 11th February this year.
They are added to the 18 satellites already in operation which supply services of the European satellite positioning and navigation system.
The current configuration of the Galileo constellation now includes a total of 26 satellites: 4 IOV (In Orbit Validation) and 22 FOC (Full Operational Capability) satellites, of which 22 are in service to supply the Galileo services, and 4 are being used for experimentation and optimisation.
For the first time, the current configuration makes it possible to obtain your position anywhere on earth, using only the Galileo System. In fact, from any part of the planet at least 4 Galileo satellites can be seen - above the horizon. This is the minimum number required to be able to obtain precise location.
The coming into operation of the 4 satellites was announced to the community of Galileo users by the European Global Navigation Satellite System Agency (GSA).
Telespazio plays a leading role in the development of the programme, having built, at the Fucino Space Centre, one of the Galileo Control Centre (GCC), which will manage the programme’s constellation and mission. A second GCC was built by DLR GfR, a company of the German Space Agency (DLR), in Oberpfaffenhofen (Munich).
Telespazio is heavily involved in all the phases of the system's operational life span of Galileo through Spaceopal, who manages and coordinates the services using the “LEOP Operations Control Centres” in Toulouse (France) and Darmstadt (Germany), operated by CNES and ESOC respectively, which provide constellation launch and early orbit phase services.
Spaceopal uses the GCC at Fucino and Oberpfaffenhofen for the provision of the navigation signals and the in-orbit control of the satellites. It also manages the IOT system at Redu (Belgium) for the In Orbit Test phase for the launched satellites. | aerospace | 1 |
https://www.nbcbayarea.com/news/local/Psychiatrist-Lends-Tips-on-Dealing-With-Children-Fearful-of-Flights-After-SFO-Crash-214687491.html | 2017-11-19T14:19:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934805649.7/warc/CC-MAIN-20171119134146-20171119154146-00324.warc.gz | 0.94301 | 163 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__249633262 | en | This summer hundreds of Bay Area kids enjoying family vacations will be heading to airports and boarding planes.
Dr. Victor Carrion, a psychiatrist and trauma expert at Lucile Packard Children's Hospital, says its possible some children may be afraid to fly after seeing pictures and video of the deadly Asiana Airlines Flight 214 plane crash at San Francisco International Airport.
"Fear after a situation like this is normal, we worry about fear that lasts longer than a month after an event," he says.
Carrion also says kids may become even more fearful of flying because the two passengers killed in the crash were young. Both victims were 16.
He provides advice on dealing with kids disturbed by the horrific plane crash in Marianne Favro's video report above.
- FULL COVERAGE: Asiana Airlines Crash | aerospace | 1 |
https://iwebcash.com/what-is-used-to-measure-air-pressure/ | 2024-04-22T18:37:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818337.62/warc/CC-MAIN-20240422175900-20240422205900-00566.warc.gz | 0.890252 | 936 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__103469390 | en | Air pressure is a fundamental aspect of our planet’s atmosphere and weather patterns. Understanding how air pressure affects various phenomena requires accurate measurement. This article delves into the realm of air pressure measurement.
Air pressure, often referred to as atmospheric pressure, is the force exerted by the weight of air above a given point. As altitude increases, air pressure decreases due to the reduced weight of air above. Measuring air pressure is crucial in meteorology, aviation, and other fields.
To accurately measure air pressure, a barometer is the primary instrument of choice. A barometer is a device designed to measure atmospheric pressure. It consists of a sealed glass tube filled with mercury or another fluid. The weight of the air pressing on the surface of the liquid causes it to rise or fall within the tube, providing a direct reading of air pressure.
Types of Barometers:
1. Mercury Barometer:
The mercury barometer is the traditional and most accurate type of barometer. It consists of a glass tube filled with mercury, suspended upside down in a reservoir of mercury. The height of the mercury column is directly proportional to the air pressure.
2. Aneroid Barometer:
An aneroid barometer is a more portable and widely used type of barometer. It consists of a sealed, evacuated capsule that expands or contracts in response to changes in air pressure. The movement of the capsule is mechanically amplified to indicate air pressure.
3. Digital Barometer:
Digital barometers utilize electronic sensors to measure air pressure. These devices provide digital readouts of air pressure, often accompanied by additional meteorological information like temperature and humidity.
Applications of Air Pressure Measurement:
1. Meteorology and Weather Forecasting:
Air pressure plays a vital role in weather patterns. High air pressure is associated with clear skies and stable weather conditions, while low air pressure often indicates approaching storms or precipitation. Accurate air pressure measurements are essential for meteorologists to predict and track weather patterns.
Air pressure is a critical parameter in aviation. Pilots rely on accurate air pressure readings to determine altitude and maintain safe flight levels. Changes in air pressure can also indicate weather changes, turbulence, and potential hazards.
Measuring air pressure is fundamental in determining altitude. Altimeters, found in aircraft, mountaineering equipment, and GPS devices, utilize air pressure readings to calculate altitude above sea level.
Additional Factors Influencing Air Pressure:
Temperature directly affects air pressure. Warm air is less dense than cold air, resulting in lower air pressure in warmer regions. This principle underlies the formation of thermals in the atmosphere, which are rising columns of warm air.
Water vapor in the air contributes to air pressure. As humidity increases, the partial pressure of water vapor increases, leading to higher air pressure. This is why air pressure tends to be higher in humid climates.
As altitude increases, air pressure decreases. This is because there is less air above to exert pressure. The decrease in air pressure with altitude is gradual but significant, with notable differences between sea level and higher elevations.
1. What is the SI unit of air pressure?
The SI unit of air pressure is the pascal (Pa). One pascal is defined as one newton of force per square meter (1 Pa = 1 N/m²).
2. How is air pressure related to weather?
Air pressure is closely linked to weather patterns. High air pressure is associated with clear skies and stable weather, while low air pressure often indicates approaching storms or precipitation.
3. What are the different types of barometers?
The three main types of barometers are mercury barometers, aneroid barometers, and digital barometers.
4. How is air pressure measured in aviation?
In aviation, air pressure is measured using altimeters. Altimeters utilize air pressure readings to determine altitude above sea level.
5. What factors influence air pressure?
Air pressure is influenced by temperature, humidity, and altitude. Warm air has lower air pressure, while cold air has higher air pressure. Humidity and altitude also affect air pressure.
The measurement of air pressure is a fundamental aspect of meteorology, aviation, and various scientific and industrial applications. Barometers, in their different forms, are indispensable instruments for accurately measuring air pressure. Understanding the principles and applications of air pressure measurement allows us to better comprehend atmospheric dynamics and make informed decisions in diverse fields. | aerospace | 1 |
https://www.aopa.org/news-and-media/all-news/2017/october/19/evolution-aircraft-co-appears-to-have-shuttered | 2024-02-23T06:39:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474361.75/warc/CC-MAIN-20240223053503-20240223083503-00281.warc.gz | 0.973545 | 389 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__4411592 | en | Evolution Aircraft Co., the Redmond, Oregon-based kit-built aircraft manufacturer born out of Lancair assets in 2016, appears to have closed its doors. In recent weeks owners received written notice of the impending closure and multiple telephone calls to the company known for its composite turbine-powered aircraft went unanswered Oct. 19.
A skeletal staff was on hand to finish assembling kits already on the line, according to aircraft owners contacted for this article. However, the future of factory support and insurance remained unknown. There are questions as to what happens to the 85 built and registered Evolution aircraft, and what closure means for owners who have shelled out more than $1 million for the fast, high-altitude, pressurized four-person stallion.
In the last 22 months, there were at least five accidents involving Evolution aircraft that involved hull losses, including one in which a windscreen “exploded” in cruise flight “instantaneously without any pre-indication,” according to an NTSB report.
Evolution aircraft owners shared concerns about maintaining their own insurance in the wake of the somewhat high number of accidents on the relatively small fleet of aircraft.
The prototype of the $1.3 million experimental aircraft first flew in 2008, and the company began selling kit aircraft the following year. Doug Walker, the owner of an Evolution model, flew with AOPA for a 2012 article on the Evolution and noted that the agile aircraft was “much simpler than a high-performance piston airplane.”
The recent termination does not affect Lancair’s other piston designs such as the Mako, which is owned and operated by a separate company based in Uvalde, Texas. The same Texas firm also supports Lancair legacy aircraft including the popular and speedy two-person Lancair 320-360 line, and four-person IV-IVP, ES-ESP, and Propjet. | aerospace | 1 |
https://cordis.europa.eu/article/id/80570-tough-test-for-better-planes | 2022-01-22T09:54:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303779.65/warc/CC-MAIN-20220122073422-20220122103422-00308.warc.gz | 0.958462 | 362 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__91462779 | en | Non-destructive testing becomes a priority to airliners seeking to reduce operational costs as well as reducing the time an airplane spends on the ground out of circulation. Such testing methods need to validate the safety of the airplane, especially when the aircraft have been in operation for extended periods of time. To increase the performance and the safety standards of aircraft several different approaches where investigated. One of the approaches for example was that of utilising advanced materials for weight reduction and for lowering operational costs. Advanced non-destructive testing systems recently developed by the European aeronautical industry, were geared towards the three primary problematic areas uncounted in testing aircraft safety. The first area of attention revolved around reliable inspection methods for ageing aircraft. The second, developed a fast non-contact testing inspecting production and the third was a full field method for the in-service inspection of advanced materials. The development of these non-destructive testing methods involved testing a number of procedures, from studies of eddy currents, laser ultrasonics, thermography to the detection of corrosion, shearographic inspection of large composite components and ultrasonic evaluation of aerofoils. Every aspect of aircraft performance was evaluated under four various tasks, each with their own specific goals. For example, Task one, focused primarily on eddy current techniques, fuelled by the fact that such techniques could potentially solve urgent problems such as hidden fuselage cracks. Task four, for example, was based more on informatics, identifying the specific software and hardware requirements necessary for non-destructive testing diagnostic tools. It looked at such ideas as combining X-ray and infrared thermography inspection data with CAD data. Whilst further research or development is required, the results gained from these validation methods are already suitable for implementation, and the developers are currently looking for license agreements. | aerospace | 1 |
http://siberiantimes.com/features/ | 2015-11-25T22:18:09 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398446218.95/warc/CC-MAIN-20151124205406-00256-ip-10-71-132-137.ec2.internal.warc.gz | 0.941482 | 123 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__170171404 | en | Based near Anadyr, its role is to 'monitor combat readiness' of military units, survey terrain, and air patrols.
Several injuries among 159 passengers and crew as plane skidded off the runway, breaking a wing and damaging landing gear, at Osh airport.
Learn to smell the scent of the rouble during your morning shower, demands the head of coal mining Kemerovo region Aman Tuleyev.
Filmed here over the city of Omsk, the meteor - or was it a rocket or test firing of a ballistic missile? - startled people over a swathe of territory. | aerospace | 1 |
https://calgary.ctvnews.ca/wind-causes-plane-crash-at-lethbridge-regional-airport-1.368025 | 2019-03-23T18:32:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202924.93/warc/CC-MAIN-20190323181713-20190323203713-00237.warc.gz | 0.942413 | 117 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__186565179 | en | CTV News Calgary Latest Videos
Wind causes plane crash at Lethbridge Regional Airport
Published Saturday, February 7, 2009 4:20PM MST
A gust of wind caused a plane to crash in a field just outside of the Lethbridge Regional Airport Saturday morning just before 11 a.m.
The pilot of a Cessna 150 was trying to land the plane when a gust of wind struck the side of the aircraft.
The pilot wasn't injured and the aircraft sustained a significant amount of damage.
The crash is under investigation by the Transportation Safety Board and Transport Canada. | aerospace | 1 |
https://azeriamericanews.com/2015/11/10/azerbaijan-airlines-carried-out-first-baku-new-york-baku-flight-on-boeing-787-8-dreamliner/ | 2020-08-06T07:31:14 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439736883.40/warc/CC-MAIN-20200806061804-20200806091804-00480.warc.gz | 0.83573 | 647 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__55062173 | en | The flight took from the Heydar Aliyev International Airport Baku at 7.00 in the morning and landed at John F. Kennedy International Airport in New York in 11 hours 50 minutes.
AZAL’s customers enjoy three service classes on this route including 157 seats for Economy Class, 35 seats for Business Class and 18 seats for Luxe Class.
Baku-New York-Baku flights are scheduled twice a week on Mondays and Saturdays, departing from Baku at 06:00 (local time) and arriving in New York at 09:30 (local time). Departures from New York to Baku will be carried out on the same days of the week at 11:30 (local time).
Direct flights between the two cities were started September 24, 2014, and was the first flight traveling from South Caucasus to North America. This earlier flight was carried out by an Airbus-340 aircraft designed for long-haul routes.
Tickets are available at AZAL ticket offices and at the airline website http://www.azal.az. As part of the flight, passengers can participate in the AZAL Miles bonus program. Information about the program can be found at http://www.azal.az/ru/azal-miles.
Boeing 787-8 Dreamliner is a new aircraft combining the latest technical advances. The aircraft meets the highest safety standards and is advantageous for operation. The aircrafthas already made a transatlantic flight test and received all the necessary permissions to operate.
In addition to improved aerodynamics, advanced engine technology, better fuel efficiency and lower overall operating costs, the 787 will feature a state-of-the-art onboard travel experience.
- «Ноктюрн» Арифа Меликова прозвучал на фестивале в США
- Молодая талантливая азербайджанская скрипачка принимает участие в престижном международном фестивале
- Microsoft предложит в Азербайджане программу госбезопасности
- U.S. Cities of Las Vegas, Honolulu, San Diego and Monterey proclaim May 28 as ‘Azerbaijan National Day’
- PRESS STATEMENT- MICHAEL R. POMPEO, SECRETARY OF STATE -Azerbaijan Republic Day | aerospace | 1 |
https://yvww.ainonline.com/aviation-news/cabin-interior-and-electronics?page=1 | 2022-05-22T07:14:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662545090.44/warc/CC-MAIN-20220522063657-20220522093657-00774.warc.gz | 0.901659 | 310 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__84301531 | en | Cabin Interior and Electronics
News and developments about everything that goes into the cabin of an aircraft, from floor coverings to headliners, with a special emphasis on in-flight entertainment, communications and other electronics for passengers. If it is in the cabin of an aircraft, it’s covered here.
Inmarsat is highlighting the importance of connectivity for business aircraft at EBACE 2022 and showcasing speed and reliability offerings.
U.S. satcom operator Viasat is adding new satellites as it works on completing the Inmarsat acquisition.
German VIP airliner operator K5 readies ACJ350 and ACJ330 widebody bizliners to join its charter fleet.
European bizav services provider Luxaviation sees demand for management services reducing lift shortage in its charter fleet.
Delays and subcontractor bankruptcy plague new Air Force One project resulting in a $1.2 billion loss for Boeing.
The Boeing 767 is one of four projects VIP Completions has delivered to businessman John Ruiz.
JSX's Embraer ERJs will be the first airborne application of SpaceX's Starlink satcom.
SmartSky is building out its services and sales reach with Thornton Aviation the latest to join the network.
Gulfstream Aerospace has delivered the first Gulfstream G600 to be outfitted at its Dallas facility.
The multi-Gulfstream model STC builds on EASA STC approval of the Plane Simple antenna system for several Bombardier Global jet models. | aerospace | 1 |
https://www.h2bulletin.com/honeywell-hydrogen-fuel-cells-increase-drones-flight-time/ | 2024-04-25T03:54:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297284704.94/warc/CC-MAIN-20240425032156-20240425062156-00578.warc.gz | 0.86279 | 453 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__94281750 | en | Honeywell is developing a new technology suite using hydrogen fuel cells for light drones, which would increase the fly time three-fold.
Compared with traditional drones using batteries and line-of-sight radio links, drones equipped with Honeywell’s Beyond Visual Line of Sight (Bvlos) technologies can fly farther, carry more weight, avoid hazards up to 3 km away and stream video of their progress anywhere in the world.
Honeywell will use its 600-watt and 1200-watt hydrogen fuel cells in drones. The fuel cells in the Bvlos suite operate three times longer than batteries with equivalent output. They work silently and emit no greenhouse gases. The drones can be refuelled, or hydrogen tanks can be replaced in minutes.
Honeywell’s Bvlos systems are ideal for missions where distance or terrain interfere with radio links or visual guidance. Applications include last-mile package delivery, military intelligence, surveillance and reconnaissance, pipeline and power line inspection, search and rescue, or use by first responders.
Besides fuel cells, the Bvlos suite includes its RDR-84K multipurpose radar, inertial measurement units (IMUs), UAV Satcom (the world’s smallest and lightest satellite transceiver).
The radar can help avoid other aircraft, detect obstacles, map terrain, identify landing zones, and provide mapping for alternate navigation if GPS guidance fails.
The RDR-84K and fuel cells are in late-stage development, and prototype fuel cells are now available for purchase and evaluation.
Stéphane Fymat, VP and GM of Honeywell’s Unmanned Aerial Systems and Urban Air Mobility business unit, said, “These are technologies that businesses have been waiting for. They will help make drones profitable for a world of new applications.”
Sapan Shah, Product Manager for Honeywell’s Unmanned Aerial Systems and Urban Air Mobility business unit, said, “More time in the air, more awareness of surroundings and traffic, better connectivity: These are the building blocks of safe, profitable drone operations of all kinds, and that’s what we’re delivering.” | aerospace | 1 |
http://www.indoorflyingmodel.com/ElectricModelPlane.html | 2017-02-27T08:56:30 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501172775.56/warc/CC-MAIN-20170219104612-00132-ip-10-171-10-108.ec2.internal.warc.gz | 0.921355 | 920 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__159113707 | en | Radio Control Model Planes and Indoor Flight
Miniature radios with foam RTF aircraft equal practical micro flight
The electric model plane has opened up a new world of flying for RC modelers. Thanks to advanced low cost fabrication processes, today’s micro RC gear and foam construction methods allow for incredibly affordable and well flying small model aircraft.
Employing techniques such as two channel infrared (IR) transmitters (as opposed to the longer range but more expensive radio frequency control system) with built in chargers it is possible to obtain a complete model airplane or micro helicopter flying ensemble for well under $50.
The variety of these micro RC flyers is amazing. One of the earliest of this new genre of ready to fly foam model plane was the Air Hogs Aero Ace. I have been flying RC model aircraft since 1972, but had seen nothing like the Aero Ace. Using two channels of RF radio control, the Aero Ace was unique in that it has no moving flight control surfaces.
Aero Ace control
Instead, the designers of the Aero Ace used differential throttle between the twin pusher props to make the model turn left or right. This control technique is transparent to the pilot, as the “rudder control” on the transmitter automatically adjusts the differential power setting between the two electric motors to produce a turn. The second channel on the Aero Ace transmitter is a fully proportional throttle.
With the Aero Ace electric model plane, the two control channels provide a surprisingly good response while flying. The Aero Ace pilot had to do a bit of thinking to properly fly this particular airplane. When airborne, increase throttle to gain altitude and reduce throttle to fly lower. As the Aero Ace does not have an elevator control for pitch, there is just one throttle setting that allows for level flight.
The differential thrust provides insight into another area of aeronautical knowledge for the Aero Ace pilot. When using the right stick on the transmitter to change heading, most models will have the rudder move to start the turn. The Aero Ace does not have a rudder. Instead you reduce the thrust on the motor in the direction in which you want to turn.
Differential thrust for turns
For example, if you plan for the Aero Ace to turn left, move the right side stick on the transmitter to the left. The Aero Ace’s on-board computer automatically increases the RPMs of the right motor a bit and simultaneously reduces the power of the left motor.
This action causes the Aero Ace to turn to the left. Note that in starting this turning maneuver the overall total power is decreased slightly due to the lower power of the motor inside the turn.
You quickly learn that when turning the Aero Ace, as there are no control surfaces, you need to increase power slightly to prevent the model from dropping in altitude.
One item of good news on small models such as the Aero Ace is that there is no penalty for failure. The model is so small and light weight that it is just about impossible to do any damage if you bump into a wall or suffer a crash. The tiny pusher props are protected from damage by being behind the wing’s leading edge.
Another interesting example of a two channel micro RC airplane is the Havoc Cyclone. The Cyclone is a flying wing using a pusher propeller.
The Cyclone uses two channels in the infrared (IR) spectrum. The Cyclone employs a proportional throttle and a tiny rudder for turns. The rudder uses a magnetic actuator, a common technique for smaller micro aircraft that bypasses the need for a servo.
The Cyclone’s geared motor allows for a larger propeller and provides plenty of thrust. The rudder is used for turns. The button arrangement on the transmitter uses either full left or full right rudder control. With practice, smooth flight is easily achieved.
Cyclone flying wing
The Cyclone’s flying wing layout has a unique airfoil section. The model flies at a very high angle of attack, close to 45 degrees nose high when in level flight. This all works well once in the air and the Cyclone has a very positive control feel when you are flying.
Note also that with the complex airfoil shape and embedded pusher propeller, it would be just about impossible to construct a micro model of this type as a home builder. This is a good example of the benefits provided by these precision built ready to fly RC airplanes, especially for the micro flyers.
Author: Gordon McKay | aerospace | 1 |
http://oaktrust.library.tamu.edu/handle/1969.1/ETD-TAMU-2010-05-8003 | 2019-01-24T03:21:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547584445118.99/warc/CC-MAIN-20190124014810-20190124040810-00280.warc.gz | 0.870317 | 295 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__107402913 | en | Wind Tunnel and Flight Testing of Active Flow Control on a UAV
MetadataShow full item record
Active flow control has been extensively explored in wind tunnel studies but successful in-flight implementation of an active flow control technology still remains a challenge. This thesis presents implementation of active flow control technology onboard a 33% scale Extra 330S ARF aircraft, wind tunnel studies and flight testing of fluidic actuators. The design and construction of the pulsed blowing system for stall suppression (LE actuator) and continuous blowing system for roll control (TE actuator) and pitch control have been presented. Full scale wind tunnel testing in 7̕ X 10 Oran W. Nicks low speed wind tunnel shows that the TE actuators are about 50% effective as the conventional ailerons. The LE actuator is found to be capable of suppressing stall from 12° to about 22°. Comparison of characteristics of Active elevator and conventional elevator in 3' X 4' low speed wind tunnel show that, the active elevator is as effective as of conventional elevator deflected at 5°. Flight tests show that TE actuators are able to control the aircraft in flight in banked turns. The measured roll rates in-flight support the wind tunnel test findings.
active flow control
wind tunnel testing
Babbar, Yogesh (2010). Wind Tunnel and Flight Testing of Active Flow Control on a UAV. Master's thesis, Texas A&M University. Available electronically from | aerospace | 1 |
http://museum.nhra.com/apcm/templates/news.asp?articleid=52824&zoneid=47 | 2013-06-18T05:31:20 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706933615/warc/CC-MAIN-20130516122213-00000-ip-10-60-113-184.ec2.internal.warc.gz | 0.973281 | 343 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__193975284 | en | Posted on September 28, 2012
After the highly-televised last mission of the NASA Space Shuttle Endeavor in Los Angeles on Friday, Sept. 21, Shuttle Carrier Pilot Jeff Moultrie and Flight Engineer Henry Taylor made a pit stop at the NHRA Motorsports Museum before heading back home. They took a break to enjoy their next passion: drag racing, and there’s no better place than the NHRA Museum to feed their passion.
The crew enjoyed walking through the exhibits and enjoyed seeing cars they read about and raced from the 60s and 70s. The Museum staff and volunteers were over the moon with the NASA crew visit and made sure these fellas received the red-carpet welcome. Museum Curator Greg Sharp gave them a special guided tour. The crew had a blast talking with staff and stuck around for photos and autographs.
“Visiting the Museum brought back some fond memories: when I gave up my part time job in high school to go watch Don Garlits race at Spartanburg Dragway, and getting his autograph on my ticket stub, that I still have today,” said Taylor. “The NHRA Museum was definitely a highlight of our mission, especially getting a special welcome from the NHRA Museum staff.”
Shuttle Engineer Henry Taylor, Museum Volunteer Bruce Sato, and Pilot Jeff Moultrie.
Taylor has been an NHRA Member since the late 1960s. In high school, Taylor raced stock cars and soon after joined the U.S. Air Force. Today, Taylor continues to share his drag racing love affair with his son Matthew, a WyoTech graduate and avid bracket racer. | aerospace | 1 |
http://www.cnn.com/2010/US/06/08/wwii.biplane.flips/index.html | 2022-05-20T22:54:40 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662534693.28/warc/CC-MAIN-20220520223029-20220521013029-00697.warc.gz | 0.985946 | 434 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__269916007 | en | (CNN) -- An unusual movie promotion stunt threatened to turn deadly Tuesday when a World War II-era biplane flipped over while landing near the nation's capital.
Nobody was hurt, though one of the main runways at Ronald Reagan Washington National Airport was closed for roughly an hour after the crash, an airport spokeswoman said. The plane was righted by a crane.
The 1943 Stearman, a popular training aircraft during the war, was one of nine flying to Reagan National from Virginia's Manassas Regional Airport to help promote the movie "Legends of Flight," a film meant to provide a window into "a century of aviation trial and error," according to its Web site.
The two-seat, open-cockpit plane "took a back-end bounce," as it landed, movie executive producer Doug Freeman told CNN. "The pilot and passenger got out unhurt" and later relaxed over a cup of coffee.
The pilot was identified as Michael Truschel of Nokesville, Virginia -- located near Manassas. The accident occurred at the end of a roughly 20-minute flight under clear skies and light winds.
"It looked like (Michael) was up on the main gear, and then the nose went down and the tail went up," said pilot Dave Brown, who was directly behind Truschel's aircraft.
"I sidestepped (Truschel) and landed right behind him," Brown told CNN.
Air traffic controllers directed the other planes to land on another runway.
Brown told CNN that "by the time it happened, (Truschel) was going really slowly, so when it flipped over on its nose it just went on over on its top wing." The main body of the overturned plane remained high enough off the ground for Truschel and his passenger to release their harnesses and then climb out.
"It shows how rigid Boeing made the plane," Brown noted. "They were built as trainers for cadets who flipped them like this quite often."
Brown said there was damage to the tail, a wing and the prop of Truschel's plane. | aerospace | 1 |
https://mv-voice.com/news/2019/05/17/vintage-wwii-aircrafts-return-to-mountain-view | 2020-07-03T09:30:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655881984.34/warc/CC-MAIN-20200703091148-20200703121148-00508.warc.gz | 0.957777 | 247 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__111027644 | en | An antique fleet of World War II aircraft are set to land at Moffett Field for public viewing starting on Friday.
The aircrafts are part of the Wings of Freedom Tour, a traveling collection of vintage military planes that includes many rare models believed to be among the last of their kind.
Those hard-to-find exhibits includes one of the nine remaining B-17 "Flying Fortress" heavy bombers. A B-24J "Liberator" bomber on display as part of the Wings of Freedom Tour is believed to be the last of its type still in flying condition.
Visitors are invited to explore and learn more about the aircraft. The nonprofit Collings Foundation, which owns the aircraft collection, is charging $15 for adults and $5 for children under 12 to view the planes and tour them inside. Visitors can also take a flight inside one of the aircraft, but at a much higher price, depending on the plane.
The Wings of Freedom Tour will be open at Moffett Field from 2 p.m. to 5 p.m. on Friday, May 17, and from 10 a.m. to 6 p.m. May 18 through 25. More information is at collingsfoundation.org. | aerospace | 1 |
https://aviation.stackexchange.com/questions/19291/what-is-the-pressure-in-a-civil-aircraft-fuselage-at-flight-ceiling | 2024-02-26T23:50:51 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474669.36/warc/CC-MAIN-20240226225941-20240227015941-00535.warc.gz | 0.920715 | 480 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__83116842 | en | What is the pressure (in bar) in the fuselage at flight ceiling of large passenger airliners?
Is this pressure the reason for the difficulty in having large windows? If so, how can the window size be increased?
The pressure inside the cabin is usually more than the outside pressure at the cruise altitude. The pressure altitude (ISA altitude with the same pressure) inside the cabin of civil aircraft is called the equivalent effective cabin altitude or normally cabin altitude.
As the aircraft climbs, the cabin altitude is gradually raised so that it reaches around 8000 ft for the aircraft cruising altitude of ~40000 ft. This level is maintained at flight ceiling too.
The pressure is around 0.75 bar inside the cabin. The outside pressure at this point is around 0.2 bar, resulting in a pressure differential of 0.56 bar. This pressure differential causes stresses on the aircraft body.
In addition to the stresses, pressurization - de-pressurization cycle can cause fatigue in the windows.
As reducing the cabin altitude will improve the passenger comfort, newer aircraft tend to have lower cabin altitudes. For example, the Boeing 787 has a pressure altitude of around 6000 ft and the Bombardier Global Express jet has a cabin altitude of around 4500 ft.
This is achieved by the use of advanced composite materials, which allow a higher pressure differential and have excellent fatigue properties compared to the metals. As a result, the windows of newer aircraft are considerably larger than their predecessors.
What is the pressure (bar) in the fuselage at flight ceiling of large passenger airliners?
Aircraft are typically pressurised to an equivalent altitude of 1800m (0.815 bar) to 2400m (0.750 bar). Be aware this is absolute and not relative to the atmosphere around the plane.
Is this pressure the reason for the difficulty of having large windows?
It is the most important reason. When stuff is not pressurised you can pull off fairly decent stunts, like the huge mirror on the SOFIA aircraft for instance.
What advancement would be a game changer and allow large windows?
Composite materials are currently the big deal and bringing considerable benefits (See this question). If you can skip the material change entirely, by using a thing such as transparent composites, then you can make them any size you please. | aerospace | 1 |
http://www.kcci.com/entertainment/late-night-tv-hosts-through-the-years/25415644?absolute=true | 2015-07-05T08:18:19 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375097354.86/warc/CC-MAIN-20150627031817-00283-ip-10-179-60-89.ec2.internal.warc.gz | 0.891935 | 166 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__154130738 | en | Photos: See Who Got Arrested
Steve Allen -- "Tonight Starring Steve Allen" (September 1954-January 1957, NBC)
As David Letterman signs off from the "Late Show" for the last time, take a look back at memorable late night hosts through the years.
After a series of failed resupply missions, a Russian capsule loaded with crew provisions docked at the International Space Station on Sunday, NASA said.
The unmanned rocket blasted off from the Baikonur Cosmodrome in Kazakhstan on Friday. It had abo...
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http://www.amacad.org/publications/rulesSpace.aspx | 2013-05-18T13:59:52 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368696382398/warc/CC-MAIN-20130516092622-00053-ip-10-60-113-184.ec2.internal.warc.gz | 0.89749 | 263 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__106504494 | en | How susceptible are satellites to interference? How easily can they be disabled or destroyed? What measures can be
taken to reduce their vulnerability? What are the likely costs and available
alternatives to various space weapons proposals?
The answers to these questions depend on physical laws
and technical details that are not widely understood outside of a segment of
the science and engineering community. At the request of the Academy’s “Rules
of Space” project, David Wright, Laura Grego, and Lisbeth Gronlund (Union of
Concerned Scientists) prepared a reference manual that makes accessible the
necessary facts upon which an informed evaluation of space policy choices can
The paper describes the mechanics of satellite orbits
and explains why certain operations are suited to particular orbits. It
discusses the requirements for launching satellites into space and maneuvering
them once in space. It considers the consequences of the space environment for
basing certain military missions there. Finally, it describes the elements of a
satellite system and assesses the vulnerability of these components to various
types of interference or destruction. It also includes an analysis of technical
measures for reducing satellite vulnerability.
The paper provides a foundation for the formulation of
sound, science-based policy. It also includes detailed appendices. | aerospace | 1 |
https://www.merafm.com/women-empower-wednesday-going-to-heights-zoya-agarwal/ | 2024-04-20T14:10:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817650.14/warc/CC-MAIN-20240420122043-20240420152043-00765.warc.gz | 0.970256 | 797 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__95027182 | en | Dreams are unbroken wings. Every dream is special and every dream has its own boundless field. We always have dreams when we are kids. Some wants to be a doctor and some wants to be a pilot and those dreams sometimes gets faded in our school notebook’s essays. Now imagine the same dream with actual real wings and a young woman Zoya is amassing that dream being above altitudes and flying high. Today it is all about Zoya Aggarwal.
A young girl from India, Zoya Aggarwal is an aviator. She serves Air India as a pilot. Zoya is the youngest woman pilot in India to fly a Boeing-777 in the year 2013. From an age of eight, Zoya wished to be a pilot. She would spend hours gazing at planes flying off her head. And dreamt about being the one who could fly it one day. Belonging to a middle-class family, she was hesitant to share her dream. Finally. she gathered the courage and told her parents. Despite all of the initial problems she used all her savings to enrol herself in the aviation course.
She proved herself and topped college. After that, she never looked back. His father took a hefty loan and paid for her course. Her first flight experience was to Dubai in 2004 and she became the first woman in the world to fly across opposite poles.
In 2015, Zoya was praised for her job in saving a traveler’s life. A New York-bound Air India Boeing turned around mid-air and arrived at the Indira Gandhi International Airport. Reportedly a male passenger grumbled breathing issues. Despite the fact that the plane with 327 travelers was airborne for 150 minutes. Flight administrator Zoya chose to turn around to Delhi after the traveler complained of shortness of breath and needed urgent clinical consideration. The ailing traveler was hurried to a close-by emergency clinic following the plane landed.
Zoya Aggarwal marks history with the longest direct commercial flight over the North Pole
Capt Zoya Aggarwal marks history as she landed the nearly 17-hour direct flight from San Francisco via the North Pole. The flight landed at the Bengaluru international airport on January 11. That whole experience was extremely tiring but the determination led Zoya and the responsibility to safely land hundreds of people is itself an achievement.
Read More: Women Empower Wednesday: Fatima Bhutto
Like Zoya Aggarwal, there are plenty of other women who want to make dreams happen and turn them into reality. It all comes down to never stop believing in yourself!
In 2013, Agarwal became the world’s youngest woman to fly a Boeing 777. In 2021, she made history by being the first woman captain to fly over the North Pole with an all-female crew. That flight set a lot of records and put India on the map throughout the world.
She reluctantly consented to go to Mumbai and take her test at his request. She passed all of her exams and was hired as a First Officer by Air India. She took her maiden journey to Dubai in 2004, and for the first time, she was able to touch the stars! There was no turning back for the pilot after that.
According to the BLS, airline pilots make an average yearly income of $174,870, which is more than quadruple the national average of $53,490. The average yearly pay in the ten states with the highest airline pilot wages can be more than $200,000, however, these are unusual states.
Pilots, unlike several other occupations, do not have a set yearly pay. Instead, they are paid an hourly pay plus per diem for each flight hour flown. Most airlines guarantee a certain number of hours per month, ensuring that pilots earn at least a certain amount every month. | aerospace | 1 |
https://dronedj.com/2021/10/15/nasa-california-firefighters-drones/ | 2023-03-21T17:49:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943704.21/warc/CC-MAIN-20230321162614-20230321192614-00187.warc.gz | 0.949453 | 778 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__6602268 | en | Between the Dixie, Caldor, McCash, and Windy fires, Northern California has been witnessing a busy wildfire season. And this time, the firefighters on the ground are being shadowed by a crew from NASA. Their aim? To watch and learn how drones help to battle the blazes from above.
NASA’s Joey Mercer and his teammates are designing software and communication tools to help first responders work more safely and efficiently. One of the things being considered as part of the Scalable Traffic Management for Emergency Response Operations (STEReO) project is how the use of drones can be scaled up.
Drones capture heat signature of wildfires
Since thermal imagery obtained by drones can help determine where fire-containment lines should be established, the STEReO team wants to make aerial firefighting as useful as possible. Mercer explains:
The smarter we are about their operations, the smarter capabilities we can create. [Firefighters] are running operations at night. They don’t know what terrain they’ll encounter, or where they can launch their aircraft from. There are so many details about their working environment that are hard to capture in conversation or get lost in translation.
This is precisely why the crew from NASA decided to join wildland firefighters in the very real-world setting of active wildfires. In August and September, they shadowed drone pilots and incident commanders from three different agencies, gleaning behind-the-scenes information from members of the California Department of Forestry and Fire Protection (CAL FIRE), the US Forest Service, and the National Park Service.
Also read: From spraying fire-extinguishing foam to rescuing people: Drones shape firefighting future
The NASA team witnessed how drones were sent to look for traces of fire down a steep gully – the thermal data collected by the craft proving critical to decide whether firefighters could safely attempt to hold the fire there, or if they should work from the next ridgeline, even if it meant losing more acres to the flames. Mercer tells:
It really speaks to how critical information is in their decision-making, and the timing of when that information becomes available to the various decision-makers has a huge impact on the overall operation.
Keeping drone pilots updated on location of crewed aircraft
One of the challenges the STEReO team is trying to solve is tracking the location of nearby crewed aircraft and communicating the same to drone operators. At the McCash fire, for example, the team deployed a prototype drone pilot kit with that capability for the first time during an active incident.
As Mercer and his team pushed past stubborn tree branches searching for a spot to launch their drone, they were able to appreciate firsthand why these tools must be highly portable.
It’s worth noting the STEReO team has also been testing portable internet that can provide local connectivity, even in remote settings.
Witnessing how much the drone pilots were juggling was informative for the NASA team, stresses Abigail Tabor from NASA’s Ames Research Center:
They observed pilots having to make fast decisions by following fire-tactics updates via radio, while also tracking their drones in flight. This told the designers of STEReO’s software capabilities – like those for tracking piloted aircraft above and teams on the ground – that audio notifications could be an important feature to add since drone operators may not have the luxury of monitoring their airspace on a screen.
Now, as California’s fire season burns on, the NASA team will continue its observations in the field, learning from the firefighting experts how STEReO’s tools could help them most.
Read more: Ocean drone captures wild video footage from inside Hurricane Sam
FTC: DroneDJ is reader supported, we may earn income on affiliate links | aerospace | 1 |
https://newsroom.aviator.aero/aviation-capital-group-announces-delivery-of-one-a321neo-to-frontier-airlines/ | 2024-02-23T02:58:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474360.86/warc/CC-MAIN-20240223021632-20240223051632-00714.warc.gz | 0.916274 | 278 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__198613649 | en | Aviation Capital Group LLC (“ACG”) announced the delivery of one new Airbus A321neo aircraft on long-term lease to Frontier Airlines. Powered by the ultra-efficient Pratt & Whitney GTF engines, this is the first of seven A321neo aircraft scheduled to deliver to the airline from ACG’s order book with Airbus. Traditional to Frontier Airlines, this A321neo will unveil a new special livery with “Ozzy the Orca” painted on the tail.
“We are delighted to deliver this new Airbus A321neo aircraft to Frontier Airlines, and we look forward to continuing to build on our strong relationship with the airline,” said Ross Campbell, Vice President of Marketing for ACG. “This aircraft will provide fuel efficiency, passenger comfort, and supports Frontier Airlines’ commitment to ensuring the sky is for everyone – offering a superior level of ultra-low-cost service.”
“We are pleased to expand our long and valued relationship with ACG through the delivery of this new A321neo,” said Robert Fanning, Vice President - Fleet, Frontier Airlines. “The highly fuel-efficient A321neo aircraft are helping to further our sustainability mission as America’s Greenest Airline as we continue to expand our fleet.” | aerospace | 1 |
http://neverending-joy.blogspot.com/ | 2017-11-22T16:08:58 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806615.74/warc/CC-MAIN-20171122160645-20171122180645-00595.warc.gz | 0.979117 | 224 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__108503633 | en | Today we had to wake up at 5 because our flight will leave at 8. I went to go eat breakfast at the hotel where we slept. When we got into the bus we headed to Stockholms airport. We were there for about 4 hours. After when we went all the secuiretiy we went to go sit for an hour and at the same time we waited until were had to go on the airplane. The airplane that we went on was delta, they had good service. We had to sit on the airplane for 8 hours and 45 minutes. when we landed in Newyork we went to check in to cheeks all our flights. After we went to go eat at vitas pizza, there was good pizza. Then we went to the airplan e to fly to Canada, we went on delta.
Me mentiin lentokoneseen 8:30
Ja kesti 8:45 min tulla newyorkkiin
Ja mä nukuin lentokonessa ja
Katoin videota ja korvat meni tukkoon. | aerospace | 1 |
https://www.rafmuseum.org.uk/research/online-exhibitions/americans-in-the-royal-air-force/eagle-squadrons/more-eagles.aspx | 2018-01-22T04:23:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084890991.69/warc/CC-MAIN-20180122034327-20180122054327-00416.warc.gz | 0.989726 | 462 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__40452036 | en | By early 1942 all three Eagle Squadrons were equipped with Supermarine Spitfires, and were regularly taking part in 'sweeps' over France. Some of these were fighter patrols, seeking out air or ground targets, while others were escort operations for bombing raids.
Their greatest test came on 19 August, 1942, when all three squadrons were involved in Operation Jubilee - the landings at Dieppe. This large-scale raid by British and Canadian troops on the French coast was supported by a huge RAF effort. Nos.71 and 133 Squadrons both took part in four operations over the beaches, and No.121 made three sweeps. Between them, they were to claim nine enemy aircraft destroyed, four probably destroyed and fourteen damaged, for the loss of one pilot killed and one prisoner of war, both from No.121.
In September, 1942, the Eagle Squadrons were transferred to the United States Army Air Force. America had joined the war in December, 1941, and had begun to send forces to Britain in mid-1942. There was pressure to transfer the experienced pilots of the Eagle Squadrons to the American forces, but there were several problems. Many of the pilots had failed the USAAF medical tests before they had volunteered for the RAF. None had ever been award US pilot's wings, either. The USAAF wanted to split the squadrons up, to spread their experience around, while the pilots wanted to stay in their own squadrons. There were also insufficient aircraft available, until the USAAF acquired Supermarine Spitfires. Finally, many of the pilots were reluctant to leave their adopted force to join the more formal USAAF, despite the guaranteed commissions for the sergeant pilots, promotions for the officers, and higher rates of pay.
Nevertheless, on 29 September, 1942, the Eagle Squadrons joined the 4th Pursuit Group, VIII Fighter Command. Nos.71, 121 and 133 Squadrons, RAF, became 334th, 335th and 336th Squadrons respectively. These units continued to see service throughout the war in Europe.
Of the roughly 250 Americans who had served with the Eagle Squadrons, 78 had been killed while with the RAF and 16 had become prisoners of war; a further 29 were killed after their transfer to the USAAF and 18 captured. | aerospace | 1 |
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