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https://www.spaceflightinsider.com/goddard-space-flight-center/bridenstine-selects-new-director-of-goddard-space-flight-center/ | 2023-12-11T09:50:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103810.88/warc/CC-MAIN-20231211080606-20231211110606-00175.warc.gz | 0.974574 | 477 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__72504640 | en | Bridenstine selects new director of Goddard Space Flight Center
Goddard Space Flight Center (GSFC) has been assigned a new acting director by NASA Administrator Jim Bridenstine as the previous head of the Center has opted to move on.
Effective Thursday, Aug. 1. George Morrow began his tenure as Goddard’s Director. He replaces Chris Scolese who served as the director for seven years. Scolese is leaving to become the director of the National Reconnaissance Office.
Morrow began his career at the Greenland, Maryland facility as the Lead Spacecraft Battery Systems Engineer in 1983. In this role, he led the design, fabrication and testing for flight battery systems for all Goddard based projects including Landsat, the Gamma Ray Observatory, and the Hubble Space Telescope (HST) among other. Morrow was also the Deputy Project Manager of the HST Flight Systems and Servicing project from April 1984 until May 1997. He has served as the deputy center director at GSFC since April 2015.
From Sept. 2001 to March 2003 Morrow worked in the private sector before returning to GSFC as the Deputy Director of Flight Projects. He also served as the Director of the Flight Projects Directorate at Goddard. He holds a Bachelor of Science degree in Chemical Engineering from the University of Virginia and Masters of Engineering Administration degree from George Washington University.
In addition to serving as GSFC’s director, Scolese was the agency’s associate administrator at NASA Headquarters in Washington, which included six months as acting NASA administrator in 2009. His career includes service as Goddard’s deputy center administrator and NASA chief engineer.
Goddard is home to the nation’s largest organization of scientists, engineers and technologists who build spacecraft, instruments and new technology to study Earth, the Sun, our solar system and the universe.
Joe Latrell is a life-long avid space enthusiast having created his own rocket company in Roswell, NM in addition to other consumer space endeavors. He continues to design, build and launch his own rockets and has a passion to see the next generation excited about the opportunities of space exploration. Joe lends his experiences from the corporate and small business arenas to organizations such as Teachers In Space, Inc. He is also actively engaged in his church investing his many skills to assist this and other non-profit endeavors. | aerospace | 1 |
https://slashdot.org/~fractalVisionz/tags/!armageddon | 2017-04-26T21:43:37 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121665.69/warc/CC-MAIN-20170423031201-00327-ip-10-145-167-34.ec2.internal.warc.gz | 0.95798 | 114 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__87905016 | en | Soychemist writes "On the same day that yet another shuttle launch was postponed, SpaceX successfully carried a Malaysian satellite, RazakSAT, into orbit. This is the second successful launch in a row for Elon Musk's space exploration startup. Later this year the company will launch its larger Falcon 9 rocket, which could be used to carry cargo to the International Space Station. RazakSAT was designed by ATSB and carries a high resolution camera. If it is intact, the satellite will take photographs of Earth that could be used to better manage natural resources." | aerospace | 1 |
https://www.nextbigfuture.com/2018/11/oumuamua-mission-value-versus-new-horizon-pluto-and-europa-clipper.html | 2022-12-09T00:22:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711368.1/warc/CC-MAIN-20221208215156-20221209005156-00378.warc.gz | 0.927603 | 1,013 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__116970330 | en | Oumuamua is worth looking at for scientific value even it is only an anomalous interstellar object.
Harvard researchers have calculated that unusual speedup and movement of Oumuamua indicate that it could be solar sail. It might weigh only 100 to 300 kilograms instead of a solid comet-like material. If it was comet material it would weigh one million to ten million tons. If it is a solar sail it would be evidence of a civilization of technologically capable aliens that sent out a solar sail probe millions of years ago. We have only just had a few smaller solar sail probes.
In 2010, the Japan Space agency launched IKAROS. It has a diagonal spinning square sail 14×14 meters and made of a 7.5-micrometre (0.0075 mm) thick sheet of polyimide. The polyimide sheet had a mass of about 10 grams per square meter.
In late 2020, NASA launched NanoSail-D. NanoSail-D structure was made of aluminium and plastic, with the spacecraft massing less than 10 pounds (4.5 kg). The sail has about 100 square feet (9.3 m2) of light-catching surface.
There are other possibilities for Oumuamua.
* Oumuamua as a Messenger from the Local Association
* Oumuamua as a Tidal Disruption Fragment from a Binary Star System
Mission timing and cost
Any two super-heavy lift rockets would work for the mission. We launch two big rockets. One rocket adds fuel to the other rocket. We then can launch at higher speed with multiple stages toward Jupiter. The mission slingshots around Jupiter and then does close flyby slingshot around the sun.
Reusability would not be needed for the rockets.
There needs to be a transfer of fuel between one rocket and the other.
Two SpaceX Falcon Super-heavy might also work. This would involve having four boosters on the Falcon Heavy instead of only two. Two SpaceX Falcon Super-heavy might be flown by 2020.
Two SpaceX Falcon Super-heavies might only cost a total of $500 million.
The probe itself would need to be similar to the Parker Solar Probe. This would cost about $1.5 billion.
If we could launch two SpaceX Falcon Super-heavies by 2021 then we might intercept when the object is only at 50 AU. About 1.5 times farther than Pluto. This would be a mission cost of possibly only $2 billion.
We can catch up to it but can we get close enough and reacquire the object
Are the measurements of the departure trajectory accurate enough for intercept. The best we can do is intercept at 50 to 90 AU. If our measurements of the trajectory are bad then we could be very far away when we pass Oumuamua.
We would need to be able to scan within the volume of the margin of error to look for Oumuamua.
We have to catch up to it and reacquire the object.
Mission has to be able communicate pictures and readings
The mission has to be able transmit the pictures and readings from two to four times the distance from Pluto.
Other Space mission costs
The Parker Solar Probe mission cost $1.5 billion. The probe to chase down the interstellar object will need to do a close gravitational slingshot to the sun. It will need to be built like the Parker Solar Probe.
$700 million was spent on the New Horizon Mission to Pluto. Part of the justification for the timing of that mission was the atmosphere of Pluto was going to freeze for decades.
$2 billion will be spent for the Europa Clipper mission to investigate Europa and its ocean.
Nextbigfuture believes the unique scientific value of closer examination of the Oumuamua is worth a technically challenging mission.
An assessment needs to be made. How accurate are the trajectory calculations? Could we find it again and then get useful data.
If there could be high confidence that any probe could find Oumuamua, if we get near where the object should be, then the mission would be worthwhile.
Brian Wang is a Futurist Thought Leader and a popular Science blogger with 1 million readers per month. His blog Nextbigfuture.com is ranked #1 Science News Blog. It covers many disruptive technology and trends including Space, Robotics, Artificial Intelligence, Medicine, Anti-aging Biotechnology, and Nanotechnology.
Known for identifying cutting edge technologies, he is currently a Co-Founder of a startup and fundraiser for high potential early-stage companies. He is the Head of Research for Allocations for deep technology investments and an Angel Investor at Space Angels.
A frequent speaker at corporations, he has been a TEDx speaker, a Singularity University speaker and guest at numerous interviews for radio and podcasts. He is open to public speaking and advising engagements. | aerospace | 1 |
https://airborneops.com/what-we-do/training/training-services/pilot | 2023-12-01T13:11:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100287.49/warc/CC-MAIN-20231201120231-20231201150231-00183.warc.gz | 0.95533 | 141 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__55676595 | en | Pilot training is a vital component of contract and mission success. Our integrated training programs provide pilots with the specialized skills and knowledge they need to safely operate the aircraft they fly. We have over 65 highly skilled and experienced instructors who provide pilots with initial, recurrent and emergency training on equipment that includes M-26, Mi-8, Mi-17 and AS350 helicopters as well as ATR and Boeing 737 fixed wing aircraft. Pilots who complete our approved instructional programs are highly trained for every mission situation and scenario.
I was several minutes into a frantic panic scramble for help before I remember that I, Niles, am the one who helps.
A bright winter day in the Redwood National Forest | aerospace | 1 |
https://www.pezycia.com/vxx-options-kxpvt/what-do-you-need-to-live-on-the-moon-b0ab0f | 2024-04-25T10:01:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297292879.97/warc/CC-MAIN-20240425094819-20240425124819-00078.warc.gz | 0.9374 | 2,615 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__167691556 | en | Watch more: Does It Rain Diamonds On Saturn? Once we figure out a way to locate this vital resource on the Moon, the real progress can begin. Where is the water stored? Here’s where robots came in. People are pretty fragile so not very long at all. Air and water aside, some believe that we can inhabit the Moon the same way our ancient ancestors inhabited Earth for millennia. Be it for the short-term or long-term, man will need to colonize the Moon… The last time was during the Nixon administration—an age of typewriters and Pong. To realise this dream, there are many challenges to overcome. How can we get humans back on the moon? On Earth, once you make it through the atmosphere, you're pretty safe. The element can react with oxygen obtained from the moon’s soil to produce water. We can bring it in," he said. Imagine you are packing for a three-month stay on the International Space Station (ISS). “You can drink it, use it to shield you from cosmic radiation, [use it in] food and sanitation, and crack it into oxygen to breathe,” he says.” In the form of liquid hydrogen and liquid oxygen, it is the most powerful chemical rocket propellant known.”. Remember that regolith stuff, the lunar dirt? Fact Check: Is the COVID-19 Vaccine Safe? Corrections: An earlier version of this post said the moon was 1,000 miles wide. But the Moon comes with advantages, too: The obvious proximity to Earth, for one. It gives explorers a chance to learn to live in hostile environments, lower gravity, and to test the technologies needed for their survival. Barely any atmosphere. How can we get humans back on the moon? “Things happening in this corner of the universe happen to both Earth and Moon, but the Moon (being an ancient, fossilized world) preserves a record of this history, one that has been erased on the dynamic, active Earth.”. You’re also exposed to radiation that comes from the Sun and from deep space, and so you need to find ways of reducing the radiation that astronauts are exposed to. So, we managed to put humans on the moon. It’s also possible to use water as rocket fuel by turning it into oxygen and hydrogen. “Water is the most useful substance in space,” continues Spudis. Civilization inside these domes could be similar to life on the Earth." And since there’s no atmosphere, the sun’s UV rays would slice through us like a hot butter knife. SpaceX Says There Are No Laws on Mars. Four decades after the Apollo missions, the idea of colonising the Moon is still the stuff of science fiction. Ideally, people should produce these resources on the moon because delivery costs to the moon are extremely expensive. Assuming we space-faring countries finally get our Moon exploration act together, how can we better guarantee lunar colonization with humans will ever happen? It’s jagged and dangerous to equipment and humans. That’s the radius—its diameter is over 2,000 miles. How can we get humans back on the moon? What Does George Soros' Open Society Foundations Network Fund? If we were talking about survival on Earth, the answer wouldn’t really surprise you. "Transportation costs for that are still manageable." Ever since the end of the Apollo program, "folks around the world have been thinking about returning to the moon, and what they would like to do there," says Jeff Volosin, strategy development lead for NASA's … The pair stayed on the moon’s surface for 21 hours and 36 minutes before rendezvousing with Collins and heading back to Earth. "In order to live on it, we need to have a way of keeping oxygen on the moon. We should give lunar probes specific water-finding objectives, and follow through on getting humans back to the Moon. Keep in mind that Mountain climbers refer to altitudes above 8000 meters/26,247′ as “the Death zone”. There’s also something poetic, something special about the Moon, Spudis points out. And how can we stay there long-term? “With the miniaturization of electronics, robotic probes will always be cheaper and more reliable than human spacecraft. And on the Moon, we need the same, So now, NASA's Exploration Technology Development Program is working on everything that will be needed to make the Moon a place where a crew of astronauts can live for months. A one-way trip to Mars is months long. Using their understanding of these differences, they think about what types of products engineers would need to design for humans to live comfortably on the Moon. What’s the nature of the Moon’s poles? The best way to learn how to do that safely is to practice on the Moon. List the five items you would bring and explain why you chose those items. It’s no fantasy. Let’s think about where some airplanes fly. Figuring out the best way to find—and mine—the Moon water. Or rather, things: There’s no air on the moon. If water isn't available on the moon, it must be imported from Earth. We would have to find a way to make energy on the moon. A rep from JAXA, the Japanese space agency, told Gizmodo they “don’t have plans to send robots to explore the Moon at present,” though they do want a probe up there by 2020. One key ingredient will make it happen. Temperatures can swing from 253 degrees Fahrenheit to minus 387 degrees Fahrenheit in a single day. They compare these to the properties of the Earth to determine how life would be different for people living on the Moon. That’s according to Dr. Paul Spudis of Houston’s Lunar and Planetary Institute. And on the Moon, we need the same, On the moon there is no electricity to provide heat or light. In other words, the distance between goal posts on an American lunar football field would need to be 600 yards (549 meters), as opposed to the 100-yards (91 m) fields on Earth, Elphic said. Researchers have discovered that it may be possible to create ceramics and metals on the moon and use the materials to build structures. If disaster strikes for Moon-dwelling humans, help is only 200,000-odd miles away. And on the Moon, we need the same, all-important elixir of life: water. It is the best shape to hold air pressure. And why the Moon—sometimes it seems so passe, and that Mars (and its own moons) are getting all the funding and attention. One key ingredient will make it happen. NASA has just released a list of 181 good ideas. Almost Everything We Need to Live on Mars Is Already There. Later, the 2000s launched a lunar exploration renaissance of global proportions, with Europe, Japan, China, and India all getting in on the Moon action. Micro-meteoroids pelt the craggy surface. Tapping into a water supply on the lunar surface is critical for humans to live on the Moon for extended periods of time. “In my lifetime,” she said, “we will establish some kind of permanent station on the moon. We can also use that oxygen to, you know, breathe. Get Rid of Toxicity. The moon itself is a craggy rock over 2,000 miles in diameter. Food & Water. Like Earth, the Moon has a ton of caves. Slight gravity. Water is necessary for drinking and irrigation, and it can also be converted to hydrogen and oxygen for use as rocket fuel. Individuals planning to live on the moon can acquire breathable air by using heat and electricity to obtain oxygen from the moon’s soil. Thanks to these information-gathering robots, we have a better sense of the relationship between the Moon and Earth. To produce food, people can grow wheat by using the available chemicals on the moon and getting the other necessary chemicals from Earth. Those samples revealed that the moon’s makeup is similar to Earth’s. Sure, we may not ever be able to live there—Mars might be better for that—but we can at least build a lunar base that serves as a research center and hub for star-skimming travel. A company called Astrobotic wants to send rovers to the moon to scope out those cave networks—those caves that could protect humans from all that radiation and raining meteorites. ... particularly in the context of a future where people could potentially live on the Moon. One way to do that would be to ship liquid hydrogen from the earth to the moon, and then react it with oxygen from the moon's soil to create water. And that water is vital, just as it is on Earth. And when a huge infrastructure effort is taking place 240,000 miles away on a giant deserted rock, the bureaucratic and financial morass gets a million times murkier. List five things that you absolutely could not live without. The last time we put a human on the moon was 1972, over four decades ago. After all, we’ve done it before. One key ingredient will make it happen. One day, astronauts may return to the Moon -- not just for a short stay, but to live and work for months or even years! The History of the United States' Golden Presidential Dollars, How the COVID-19 Pandemic Has Changed Schools and Education in Lasting Ways. Their home must protect them like no home on Earth would ever need to do. When the moon is waxing (which happens about a week after the new moon), you'll get the lunar boost of energy you need … There have been space program budget cuts, and Moon missions have been overshadowed by the more ambitious, romantic missions to Mars. Since then we’ve learned a lot about it. Evidence suggests that the moon’s south pole may have buried ice. You can only take five items with you. If you want to survive the process, you need a heat shield. Progress on that front is pretty much dead. Amid terrestrial problems like global warming, gaping income inequality, political unrest, hunger, diseases, and terrorists, why should we spend time and effort populating space? The Moon has no atmosphere. Toxicity and negativity will weigh you down during a Full Moon and it will cloud … But progress hasn’t been as fast as we’d like. ... Astronomers Want to Put a Telescope on the Moon. And how can we stay there long-term? Unfortunately, lunar exploration went out with bell bottoms, and pretty much vanished until the 90s. When the moon is waxing, we spring into action. Because while commonalities exist between Moon and Earth, in many ways, the two couldn’t be more different. When astronauts descended to the surface during the Apollo missions, they did so inside their ungainly lunar lander, with all of its unprotected appendages sticking out. And how can we stay there long-term? Also, Yutu launched in 2013, not 2007. “The debate over the relative merits of manned versus robotic exploration of space can be an emotional one,” citizen science site MoonZoo.org writes. It’s 42 percent oxygen. These rovers can measure temperatures, slopes, surface properties, and the measurements of existing ice. "People don't use much air, and for a long time, we will not need to make the air on the moon. Could the same principle work on the moon? How do yall know there isnt life on the moon or any other planet for that matter? We seriously can’t get another person on the moon? How Does the 25th Amendment Work — and When Should It Be Enacted. He’s one of the most enthusiastic supports of Moon colonization around, and was deputy leader of the Clementine probe mission for NASA and an investigator for India’s lunar imaging radar project. What’s been the hold-up? With NASA planning to revisit the lunar surface by 2024 and send multiple expeditions by 2028, Rutgers University's Haym Benaroya is optimistic that people will someday live on the moon. Tardigrades, which live on every continent on Earth, are also (maybe) living on the moon, following the crash of a lunar lander carrying thousands of the microscopic water bears. The question was, is there life on the moon, not human beings to all the idiots that keep saying human being couldnt possibly live on the moon. | aerospace | 1 |
https://verticalmag.com/features/cross-flying-mitigating-risks/ | 2021-01-27T22:42:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704833804.93/warc/CC-MAIN-20210127214413-20210128004413-00657.warc.gz | 0.96029 | 2,190 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__255055297 | en | Estimated reading time 11 minutes, 26 seconds.
It was late evening on my sixth consecutive day of flying duty. I had already flown close to 24 hours over the previous six days, but was well within the regulatory flight time limit of 30 hours over seven consecutive days. I was scheduled to perform a “drying run” — ground running all helicopters on the line after their daily engine wash. The next day was to be my weekly day off, as per company rules.
Qualified and current on two types — the Bell 412 and Leonardo AW139 — I was one among few pilots in the company who could be scheduled to fly either type, dictated by crew situation and flying program. In many countries, this is permitted by rules subject to meeting basic qualifying time on both helicopters, currency and recency requirements. There is an overriding rule of “one type per day” that applies to all dual-rated pilots in India.
When the guard is down and fatigue plays tricks on your mind, strange things can happen, as it did with me that evening. After six days spent mostly flying the Bell 412, I had completed four hours of flying that day on the AW139. I had not rested much after the sorties, and still had another hour or so of ground runs to complete. I was also reaching the back end of my six-week duty roster. I was looking forward to the break — still five days away — to get over the accumulated fatigue.
As two helicopters serving the offshore industry, the Bell 412 and AW139 are as different as chalk and cheese. The 412 has a conventional “steam gauge” cockpit with twist-grip throttles. The AW139 has a full glass cockpit, with flight management system, electronic engine control (a subset of full authority digital engine control, also known as FADEC), and all the bells and whistles. Engine start on the Bell 412 EP is almost entirely manual, with the pilot opening throttles and pouring fuel into the engine. The 139 has a fully automated start using a three-position engine mode switch. The second engine start on a 412 is generator-assisted, while it is standard procedure to start both engines of the 139 with a ground power unit (GPU). These are the types of subtle differences of which a dual-rated, cross-flying pilot has to be mindful every single day.
While the fundamentals of starting a turboshaft engine remain the same, the presentation of engine instrumentation, manual interventions and finer nuances of both these helicopters can lend themselves to habit interference if your mind is not 100 percent alert. I met both these criteria that day.
Attention shifts, habit interference takes over
I started to crank the second AW139 on the line. It was a smooth start and the first engine settled down at idle. I should have signaled the ground crew to move over to number two engine. Instead, I found myself waving off the external supply like I would on a Bell 412 after the first engine start (second engine start on Bell 412 is generator-assisted).
Two things went wrong soon after I had made the mistake of disconnecting external supply. The ground crew — apparently reeling under their own fatigue and attention issues — diligently followed my signal without question and disconnected the GPU from aircraft. They followed their post-start drill, I followed mine; interrupted by a seemingly minor deviation no one noticed. The second engine was not started and here I was, trying to get both generators on line — the next checklist item. Since the GPU was gone and number two engine had not started, how would that generator come online?
The tarmac was busy that evening with other rotors starting up. Noise was a big distraction. In the high ambient noise level, the small slip went unnoticed, even by ground crew attending to my aircraft. I summoned the engineer who joined me in staring at a generator that just wouldn’t come online.
A few seconds of confusion later, I noticed that the second engine was not even started! Due to a momentary lapse of attention, coupled with habit interference, I had broken the AW139 checklist, drifted into the post-start actions of a Bell 412, and quickly returned to the AW139 checklist.
The rest of the evening was uneventful. During debrief, both of us owned up to our slips. It was just a minor deviation. There were no broken parts and no damage had been done; just a small bruise on the ego and acceptance that while dealing concurrently with different aircraft types, potentially fatigued or during periods of low focus (thanks to the circadian rhythm), the mind can play tricks. If you ever find yourself in that space, raise your hand and call it a day. It could be the best decision you ever take.
As a result of my error, I put some thought into what I could learn from my mistake — and what might help others who also routinely jump cockpits.
Adherence to checklists
Firstly, be aware that playing within regulations doesn’t necessarily guarantee your safety or immunity from all eventualities. Rules evolve with each accident or incident. Even if you are within the cross-flying criteria, always keep your guard up. One of the most basic safety mechanisms is adherence to checklists. Rote memory is always susceptible in weak moments or during an abnormal situation. You could be well within fatigue limits and still be feeling the incipient effects of fatigue. So, if you are not feeling completely alert — stop and revive. Call it off, if you still have that choice. There is always another day.
Next, depending on the type you are flying for the day, revisit and rehearse key memory items that have to be performed without recourse to checklist or the quick reference handbook. There cannot be more than two or three events that call for immediate action. Ask yourself: Am I 100 percent sure about these memory items for the type I am flying today? My weak moment came when I did not have a captain or copilot sitting beside me. Engine starts happen quickly and there’s hardly the time to refer to a checklist as the engine spools up. Noise and other stimuli in the environment also distract. When in doubt, take a moment, pull out the checklist and analyze what is really going on. Remember that some situations can quickly go from bad to worse: either due to over-reaction or doing too little, too late.
For the types that you fly concurrently, it may also be a good idea to identify potential areas of conflict and remind yourself periodically to be extra alert while operating in those zones. For example, the fuel panel of the Bell 412 and AW139 have certain design and locational similarities that can create a trap. The fuel valve of AW139 sits in the same position on the fuel panel as the governor AUTO-MANUAL switch on the Bell 412 EP. For a crew flying both types, operating the AUTO-MAN governor switch of a Bell 412 instead of the fuel shut off valve in an emergency could pose a real danger unless crew actions are cautious, deliberate and confirmed through challenge and response.
Twist grip throttles can also “roll-out” a challenge sometimes! All the Russian helicopters I have flown came with twist-grip throttles rotating inwards (towards the pilot) to open. The Bell series have throttles that rotate outwards to open. If jumping between two such cockpits (certainly an avoidable combination), be aware of the real risks of winding down a throttle when the desired outcome was just the opposite. If there is potential for a slip-up, it has either already happened, or will soon happen. Devise your own protection strategy if you must, including spending a few minutes of “chair flying” when required. Sortie preparation is not meant only for ab-initio trainees. Some of the most spectacular bloopers have been committed by very experienced pilots.
Flying by feel versus flying mechanically
The direction of main rotor (MR) rotation decides many things on a helicopter. If you are lucky to fly two types with the same rotation, good for you. Torque reaction and counter-torque pedal inputs needed for balanced flight comes from instinct for some, and practice for others. Any premeditated drill-type inputs can set you up for trouble when flying two types with contrary MR rotation. Some experts hold that real pilots must fly by feel and wear the aircraft on their sleeve. Surely a lofty ideal, but low time pilots can fall through this crack while jumping cockpits. Regulations in some parts of the world allow pilots with as little as 50 hours on each type to cross-fly.
In the Navy, where I flew over 22 types — sometimes three types in a day during my test flying days — it was a healthy practice to identify similar “type/mark/series” or “origins” (Western or Eastern-origin) of aircraft to cross-fly. One of them would usually be a basic model (like the Aérospatiale Alouette), and the other a light twin or heavier (like the Westland Sea King Mk42B or Kamov Ka-28).
“Only one type per day” was the dictum followed in all operational units. Test pilots were allowed a dispensation — and only when actively engaged in flight test duties. Then again, one of the crewmembers would be a frequent flyer on the type. It is perhaps not a great mix to have two pilots cross-flying on a type they don’t usually fly. Planners keep this reminder pinned on their board while drawing up the next day’s program.
Lastly, helicopter operators may like to ponder why such cross-flying is not adopted by civil airliners or scheduled operators. Is it the high cost associated with keeping crew current and proficient on two types? Is it safety concerns arising out of habit interference? Would an airline crew be comfortable rostering alternately on two types, say, a Bombardier Q400 and a Boeing 737? Do regulations permit this? Should the same flight and duty time limitations that apply to pilots who fly single type be read across for those who cross-fly on a routine basis?
As you put your mind to these questions, a gentle reminder: A pilot is the last line of defense in any regulatory framework or safety paradigm. The best safety device in the world still occupies a small space between your ears. It is not necessarily “safe” because it is allowed by rules. Always keep your guard up. Cross-flying, when done with adequate checks and balances, can be a win-win situation for both the company and individual. | aerospace | 1 |
https://talytali.com/popular-flights/delta-flights-from-sti-to-jfk.html | 2021-09-18T00:49:37 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056120.36/warc/CC-MAIN-20210918002951-20210918032951-00699.warc.gz | 0.904334 | 669 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__99361782 | en | DELTA FLIGHTS FROM STI TO JFK
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People on the street look more akin to Portland natives than New Yorkers.
The Boeing and the Boeing are the two types of aircraft usually used by Delta Air Lines between STI and JFK. How many direct and indirect flights does Delta Air Lines fly from STI to JFK? If you'd like to book a trip from STI to JFK, you can pick from approximately 2 Delta Air Lines flights per day.
Delta flights from Santiago to New York (STI→JFK) Prices were available within the past 7 days and starts at for one-way flights and for round trip, for the period specified. Prices and availability are subject to change. Flights from Cibao Intl.
Airport to John F. Kennedy Intl. Airport Flights from Cibao Intl. Airport to John F. Kennedy Intl. Airport, current page Cheap Flights from Santiago to New York Prices were available delta flights from sti to jfk the past 7 days and starts at for one-way flights and for round trip, for the period specified. Delta Air Lines.
Book a trip. Check in, change seats, track your bag, check flight status, and more. At JFK, AirTrain connects to the New York City Subway. Several bus lines also service all three airports. New York City’s yellow cabs offer flat-rate service from JFK to Manhattan for Cab rides from Newark to various points in Manhattan run between From Santiago you will fly out from Cibao International (STI) and you will be landing at John F Kennedy International (JFK).
What aircraft types are flying on this route? JetBlue Airways and Delta Air Lines fly this route with the same aircraft: Boeing How many airlines fly non-stop from Santiago (STI) to New York (JFK)? Amazing Delta JFK to STI Flight Deals The cheapest flights to Cibao Intl. found within the past 7 days were round trip and one way. Prices and availability subject to change. Additional terms may apply.
last minute flights from atlanta to new york american airlines singapore contact number flights rdu to montego bay jamaica san francisco to dominican republic flights how long is the flight from sfo to sydney last minute flights to mumbai india to philippines flight ticket fare flight time from dfw to lhr last minute flight deals to portland flights from okc to memphis tn guangzhou to sfo flight status united airlines call center spanish | aerospace | 1 |
https://www.vice.com/en/article/bjkdqd/how-the-space-shuttle-challenger-disaster-changed-americas-romance-with-space | 2022-08-17T11:04:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572898.29/warc/CC-MAIN-20220817092402-20220817122402-00126.warc.gz | 0.966036 | 1,446 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__141467240 | en | Thirty years ago today, the Space Shuttle Challenger blew up 73 seconds into its 10th mission, killing the seven crewmembers onboard, including teacher Christa McAuliffe, who was to be the first teacher in space.
Though the latest anniversary has brought expected coverage, it's still not immediately apparent why this particular space disaster should stand out from other similar incidents, like the Apollo 1 fire of January 27, 1967 or the Columbia disaster of February 1, 2003. The fact that millions of people watched the Challenger's destruction live on television has a lot to do with this, of course, but it isn't quite obvious why it should attract attention so many years later. What is it that people are trying to eulogize or memorialize this time around?
The reason that the Challenger disaster has become a touchstone, apart from traumatizing a nation full of schoolchildren, is because January 28, 1986 was the day that that the dream of space travel for the average Joe died a little.
Needless to say, some people in the world are deeply passionate about space and space exploration, but these highly-committed, deeply-invested folks are a small fraction of the general population. When the wider public pays any attention to space and cosmic ventures, it usually boils down to the oldest of political questions: What's in it for me? Why am I supposed to be interested?
Deep down, beyond the usual rationalizations about science or utopian notions of new worlds, the average person's interest in space ventures comes down to whether they feel some level of personal engagement — something that allows for some vicarious interaction or thrill.
The box office success of movies like The Martian, Gravity, and Apollo 13 suggests that people are happy to be entertained by dramatic tales of survival that are set in space. But woe to the mission that doesn't provide drama. The third moon landing (the Apollo 13 mission) wasn't even covered live at the time until the crew had a catastrophic and near-fatal mishap. Once there were lives on the line, it drew all manner of interest.
What works even better than a bit of high drama is the possibility, however remote, that space exploits are within the grasp of ordinary people, allowing them to share in the experience. The implicit promise of the Space Race between the United States and the Soviet Union was that within a matter of years or decades, such rarefied adventures would be open to the public at large — just as the world went from watching newsreels about Charles Lindberg's non-stop flight across the Atlantic to enjoying regularly-scheduled commercial airline service a few decades later.
A space launch without a personal angle ultimately leaves little to discuss other than logistics, shipping, and cargo, which isn't the stuff of national drama.
In the early days of the Space Race, there were some different schools of thought on ways to move people and cargo to and from space. The ballistic folks thought in terms of artillery shells, missiles, and stuff that shoots straight up and eventually plows back through the atmosphere. The jet jockeys operated under the belief that the best ways to get to and from space involved interacting with the air, like a plane. Capsules are more practical for space travel, but the idea of spaceplanes is cooler and easier to imagine.
So, for a number of years stretching from the mid-to-late 1960s onward, the general belief was that if any system was going to shuttling John Q. Public to and from space, it would be a kind of hopped-up airplane… like the Space Shuttle.
NASA and others put quite a bit of stock in the idea that we could build something like a 747 for space. Early estimates pegged the number of Shuttle flights at somewhere around 130 over a two-year span. Instead, we got 135 actual Shuttle missions flown over the 30-year life of the program. Rather than 65 flights per year, we got an average of 4.5.
Even so, in the early years of the Shuttle, a lot of folks really wanted to believe that NASA would solve the problems and make the spacecraft perform as promised if it were just given enough time and resources to do so.
NASA tried so very, very hard to live up to those hopes and aspirations, launching Shuttles as fast as it could manage — nine Shuttle missions in the year before the Challenger disaster, in fact. At the time, all kinds of civilians had blasted off: payload specialists (industrial astronauts!), military payload specialists, and congressmen. A second shuttle launch site was under construction in California to allow the shuttle to orbit the planet from pole to pole, rather than around the equator. Interplanetary robotic missions launched from the Shuttle's cargo bay were in the offing, and NASA was developing a potentially booming satellite repair business.
The Teacher in Space program, announced by President Ronald Reagan in 1984, was another major step. The idea was for a teacher to be selected from among thousands of applicants to fly on the Challenger and deliver two 15-minute teaching lessons from space. Kids across the US spent weeks prepping for this big national moment in science education. Christa McAuliffe, who taught social studies at a high school in New Hampshire, could have been anyone's teacher.
Meanwhile, the public was left to wonder if maybe, just maybe, the average person might be able to get themselves to space within a couple decades.
The morning of the launch, some 17 percent of the US viewing audience watched the launch live as all those idle notions and distant fantasies about an optimistic future in space were blown across the Florida sky and killed just as surely as Christa McAuliffe, the five NASA astronauts, and two payload specialists had been. Here was an individual who had been celebrated and touted as a normal, everyday kind of person, and she'd died a tragic death on national TV for audaciously embodying the idea that anyone could go to space.
Subsequent polling and opinion surveys showed that the percentage of the US public that followed the Challenger disaster "very closely" or "closely" was pretty much on par with the public reaction to 9/11.
The Challenger disaster brought a high-flying part of the American psyche back down to earth, and it's unclear if, when, or how that will ever change. But a new wave of innovation, led by entrepreneurs such as Elon Musk's SpaceX, Jeff Bezos's Blue Origin, and Richard Branson's Virgin Galactic is slowly rekindling those idle thoughts about space. A 2010 poll shows that almost two-thirds of the American public expects to see an astronaut on Mars by 2050, while a bit more than half thinks that ordinary people will fly in space by then.
It's far too early to tell if the latest phase of space exploration, both government and privately-led, will succeed in getting astronauts to Mars or average folks to space. While it's nice to see some public optimism on that front, it's also important to realize how quickly those aspirations can be blown to pieces.
Follow Ryan Faith on Twitter: @Operation_Ryan
Photo via NASA | aerospace | 1 |
http://wyrp.info/private-jet-charter-comparison-private-jet-charter-manchester-airport.html | 2019-05-25T14:50:37 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232258120.87/warc/CC-MAIN-20190525144906-20190525170906-00519.warc.gz | 0.957151 | 908 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__208056085 | en | Everyone involved was courteous and helpful in getting a last minute emergency trip arranged. However, the premise for using your services was to be GUARANTEED ARRIVAL by a SPECIFIC TIME. Neither the departure nor arrival was anywhere close to what was promised. Hence, our reasons for hiring Stratos to take us became unnecessary and a wasted expense
So is there a cheaper way to get that entire private jet to yourself to really impress your friends and family? The answer is yes. It’s called and an empty leg, which is repositioning flight that takes place after the aircraft dropped off its last full paying charter passengers and now has to fly to another airport to pick up its next group, or sometimes for the aircraft and crew to come back to their base after dropping off customers and various combinations.
exceeding expectations since 1984With over 30 years of aviation experience, Million Air Dallas has built a reputation on exceeding expectations. We specialize in private jet services, but our proudest achievement is providing unrivaled safety with a white glove touch. At Million Air Dallas, we do more than cater to the needs of our clients. We cater to their lifestyle.
The company I represent was in a crisis situation where we needed to get halfway across the country within a matter of hours. The only available commercial flight was sold out and nothing would get us there in time. After doing some research, I found Stratos Jet Charters and called Joel at around 7 in the morning. He answered right away and were at the airport two hours later. Because it was a high stress situation in a short amount of time, I called Joel and his team countless times in a two hour window; they remained extremely professional and kind. Plus, Joel was able to get us an extremely competitive price, especially considering the short notice. I highly recommend using Stratos Jet Charters and know I will definitely use them again.
Each traveler has the opportunity to select the plane that will be most comfortable for the chosen group. Hire a helicopter for the perfect two-person sightseeing trip over upstate New York; take a group of your closest friends to island hop off the coast of mainland Florida on a turboprop plane, great for short trips. For cross-country travelers—like an East Coast group of friends planning a bachelor party or bachelorette weekend in Las Vegas—a chartered super mid-size jet that flies nonstop could do the trick. Even jumbo jets like 747’s can be chartered for a larger group—think 50 to 500 people—so that everyone can fly together without having to worry about booking tickets on a commercial airline. The best part? No luggage fees.
At Pentastar Aviation, we focus first and foremost on passenger safety. There are no age restrictions for passengers on private jets. Just let us know if you are traveling with a child, and we’ll be sure the aircraft selected for your trip will accommodate your family’s needs. Please note, however, neither PACI nor Pentastar Aviation will transport unaccompanied minors under the age of 18. Domestic pets are allowed on some aircraft. Make sure to let your charter sales representative know if you will be traveling with a pet so we can accommodate your request. Please note that exotic animals may not be allowed, especially on international flights.
The Stratos Jet Charter team provides a seamless & top notch experience from beginning to end. They are a forward thinking company that puts the customer first and never disappoints with any trip or itinerary. I recently booked a short flight from Orlando to Boca Raton on a Falcon 2000EX and could not have been happier with the service and attention to detail that was provided for my wife, myself and the rest of our companions. Would absolutely recommend to anyone!
Stratos Jet Charters doesn’t just claim to provide our clients with the best private jet charter service, we deliver it. We are consistently able to deliver world-class customer experience because we invest in key personnel. Our team shares our passion for excellence in private aviation. With more than a decade of experience in arranging thousands of private jet flights, we have developed a proprietary trip management system. This allows our Trip Support team to collaborate in real-time with our clients, booking agents, air carriers and concierge service providers involved with the trip. As a result, every private jet rental we book is arranged entirely to the client’s satisfaction. | aerospace | 1 |
https://pacificsentinel.blogspot.com/2017/06/news-story-dassault-indian-partner.html | 2018-07-22T16:22:53 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593378.85/warc/CC-MAIN-20180722155052-20180722175052-00320.warc.gz | 0.899614 | 158 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__35237780 | en | by Richard Tomkins
Dassault Aviation and Indian partner Reliance Defense & Aerospace plan to break ground next month on a joint venture facility for Rafale jet fighter components.
The investment of Dassault-Reliance Aerospace Limited is part of Dassault's obligations on Make in India commitments under the Rafale fighter jet deal.
The overall deal, worth $8.8 billion, was reached last September for India's purchase of more than 30 of the jet fighters.
"The JV will be used for creating infrastructure at the Mihan (Nagpur) facility, with a ground-breaking ceremony planned for the end of July, India's Economic Times quoted Rajesh K Dhingra, president, Reliance Defense & Aerospace.
Read the full story at SpaceDaily | aerospace | 1 |
http://www.aero-news.net/subscribe.cfm?do=main.textpost&id=7bd43556-d1ee-4e47-a2a4-a2de1c530291 | 2013-05-19T05:50:20 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368696383508/warc/CC-MAIN-20130516092623-00047-ip-10-60-113-184.ec2.internal.warc.gz | 0.900425 | 623 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__156046648 | en | Sun, Feb 07, 2010
The Public Is Invited To "Tweet" Their Way Into Space
The Twitterverse and universe will
converge during space shuttle Endeavour's mission to the
International Space Station. NASA is inviting the public to send
questions for the astronauts via Twitter and have them answered
live from space.
Astronaut Mike Massimino will be accepting questions for the
crew from the public via his Twitter account until Thursday,
February 11th. Massimino will be a shuttle Capcom, or spacecraft
communicator, at NASA's Mission Control in Houston during
Endeavour's flight, scheduled for launch February 7th.
At 0224 CST on February 11th, Massimino will host an interactive
event with the crew from his console in Mission Control. He will
ask the astronauts as many submitted and live questions as
practical during the 20-minute event. The shuttle will be docked to
the station during the live question and answer session. The event
with Endeavour's crew will be broadcast live on the Web and NASA
The public is invited to start tweeting questions for
Endeavour's crew today to Massimino's Twitter account, @astro_Mike,
or add the hashtag #askastro to their tweets.
Tranquility Cupola Artists
Endeavour's 13-day STS-130 mission will include three spacewalks
and the delivery of the Tranquility node, the final module of the
U.S. portion of the station. Tranquility will provide additional
room for crew members and many of the space station's life support
and environmental control systems.
Attached to Tranquility is a cupola, which houses a robotic
control station and has seven windows. The windows will provide a
panoramic view of Earth, celestial objects and visiting spacecraft.
After the node and cupola are added, the orbiting laboratory will
be approximately 90 percent complete.
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Crowdfunding Effort Has A Goal Of $800,000 Online fundraising efforts called "Crowdfunding" are all the rage these days, with entrepreneurs using the campaigns to raise money to es>[...] | aerospace | 1 |
https://astronomy-hobby-zone.eshcarmel.org/curiosity-confirms-clay-deposits-on-slopes-of-mount-sharp-astronomy-now/ | 2020-09-21T02:27:17 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400198887.3/warc/CC-MAIN-20200921014923-20200921044923-00747.warc.gz | 0.92408 | 561 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__133457474 | en | Curiosity confirms clay deposits on slopes of Mount Sharp – Astronomy Now
A selfie captured by the Curiosity Mars rover on 12 Might is made up of 57 photographs taken by the Mars Hand Lens Imager digicam on the top of the car’s robotic arm. Two latest drill holes, often known as Aberlady and Kilmarie, are seen simply in entrance of the rover at decrease left. Picture:
A selfie captured by the Curiosity Mars rover on 12 Might is made up of 57 photographs taken by the Mars Hand Lens Imager digicam on the top of the car’s robotic arm. Two latest drill holes, often known as Aberlady and Kilmarie, are seen simply in entrance of the rover at decrease left. Picture: NASA/JPL-Caltech/MSSS
NASA’s Curiosity Mars rover has confirmed the presence of clay deposits on the slopes of Mount Sharp the place orbiting spacecraft first detected their presence. Curiosity just lately drilled and picked up two samples from rock formations often known as Aberlady and Kilmarie displaying the best quantities of clay minerals but detected by the rover’s Chemistry and Mineralogy instrument, or CheMin.
Each drill targets are seen in a self portrait of Curiosity assembled from 57 photographs taken taken on 12 Might, the rover’s 2,405th day, or sol, on Mars.
Clay typically varieties within the presence of water – a key ingredient for the evolution of life as it’s identified on Earth – and Curiosity’s newest findings add extra proof vital quantity of water as soon as pooled and flowed in Gale Crater. Whereas the main points stay a topic of debate, it’s seemingly that rocks within the space Curiosity is exploring initially shaped as layers of mud in historic lakes.
As Curiosity climbs greater up the slopes of Mount Sharp, it’s anticipated to maneuver into youthful areas with geology reflecting an environmental change to a drier local weather. How Mars transitioned from a hotter, wetter world into the chilly, arid planet seen as we speak is a significant space of curiosity to planetary scientists.
So is the martian climate. Together with gathering soil samples for evaluation, Curiosity used its black-and-white Navigation Cameras, or NAVCAMs, to drifting clouds above Mount Sharp. The clouds are regarded as made up of water ice crystals at an altitude of about 30 kilometres (19 miles) above the floor.
Curiosity photographed noctilucent water-ice clouds drifting 30 kilometres (19 miles) overhead on 17 Might, excessive sufficient for the clouds to be illuminated by daylight despite the fact that the rover was in nighttime darkness on the floor. Picture: NASA/JPL-Caltech | aerospace | 1 |
https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/browse?advanced%5B0%5D%5Belement_id%5D=82&advanced%5B0%5D%5Btype%5D=is+exactly&advanced%5B0%5D%5Bterms%5D=1945-04&page=2 | 2021-05-07T21:59:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988828.76/warc/CC-MAIN-20210507211141-20210508001141-00356.warc.gz | 0.791423 | 219 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__211451274 | en | Browse Items (48 total)
- Temporal Coverage is exactly "1945-04"
Photograph 2 to 5 are of trailers in the woods, captioned '137 Wing, Photographic Units.'
Photograph 6 is a three quarters portrait of Reginald George…
Tags: 622 Squadron; air gunner; aircrew; Churchill, Winston (1874-1965); entertainment; ethnic or religious minorities; Gee; heavy conversion unit; Holocaust; Lancaster; Operation Manna (29 Apr – 8 May 1945); operational training unit; perception of bombing war; RAF Hixon; RAF Mildenhall; RAF Woolfox Lodge; Stalin, Joseph (1878-1953); training; Wellington
Tags: 460 Squadron; air gunner; aircrew; bombing; Halifax; heavy conversion unit; Ju 88; lack of moral fibre; Lancaster; Me 262; mid-air collision; military living conditions; military service conditions; operational training unit; RAF Binbrook; RAF Hixon; RAF Lindholme; RAF Manston; taxiway; training; Wellington | aerospace | 1 |
https://www.zenith.aero/profile/TedTaylor?xg_source=profiles_memberList | 2021-05-14T06:49:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991648.40/warc/CC-MAIN-20210514060536-20210514090536-00523.warc.gz | 0.922272 | 177 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__9931641 | en | Very good. Thanks. So far I do not have any smoking rivets, although some with more hours do on the underside of the wing at the main spar. At the root where the nose skin attaches the first 12 or so rivets closest to the fuselage. keep an eye on them. The smoking is showing up around 150 hours on airframe, but may vary in timing due to loads and abuse.
Custom instrument panels are now available directly from Zenith Aircraft Company exclusively for Zenith builders and owners. Pre-cut panel, power distribution panel, Approach Fast Stack harnesses, Dynon and Garmin avionics, and more.
Developed specifically for Zenith builders (by a builder) these videos on DVD are a great help in building your own kit plane by providing practical hands-on construction information. Visit HomebuiltHelp.com for the latest DVD titles. | aerospace | 1 |
http://www.unexplained-mysteries.com/forum/index.php?showtopic=253270 | 2016-05-05T14:29:45 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860127496.74/warc/CC-MAIN-20160428161527-00170-ip-10-239-7-51.ec2.internal.warc.gz | 0.819275 | 73 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__103614432 | en | Welcome to Unexplained Mysteries! Please sign in or create an account to start posting and to access a host of extra features.
Asteroid Redirect Mission Concept Animationorion space launch system asteroids asteroid redirect mission nasa
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https://www.thalesgroup.com/en/markets/aerospace/drone-solutions/scaleflyt-resellers | 2024-04-18T04:13:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817187.10/warc/CC-MAIN-20240418030928-20240418060928-00746.warc.gz | 0.926455 | 89 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__88878096 | en | ScaleFlyt resellers in Asia and USA
Avetics Global is a drone solutions company based in Singapore and Malaysia serving Southeast-Asia. They provide end-to-end drone services with a key focus in the industrial space using customised drones.
In Europe, for Geocaging only
As safety experts, Dronavia simplifies the preparation of flight missions for professional drone operators, so they can stay focused on their work. | aerospace | 1 |
http://solarsystem.nasa.gov/news/display.cfm?News_ID=14397 | 2015-07-03T15:55:34 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375096156.35/warc/CC-MAIN-20150627031816-00112-ip-10-179-60-89.ec2.internal.warc.gz | 0.923385 | 348 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__55989738 | en | NASA To Crash Impactor into Moon in Water Search
10 Apr 2006
(Source: NASA Headquarters)
NASA will send an impactor spacecraft to the moon with the launch of the Lunar Reconnaissance Orbiter, scheduled for October 2008. The Lunar Crater Observation and Sensing Satellite will travel independently of the orbiter and crash into the lunar surface to search for water ice.
First, the craft will direct the upper stage used to leave Earth orbit to crash into a permanently-shadowed crater at the lunar south pole, creating a plume visible to Earth-based observatories. Next, the satellite will observe the plume and fly through it using several instruments to look for water. At the end of its mission, the satellite will itself become an impactor, creating a second plume visible to lunar-orbiting spacecraft and Earth-based observatories.
The Lunar Reconnaissance Orbiter is the first of many robotic missions NASA will conduct between 2008 and 2016 to study, map, and learn about the lunar surface as we prepare to return astronauts to the moon. Early missions like this one will help determine potential lunar landing sites and explore whether resources, such as oxygen, hydrogen, and metals, are available.
Robotic missions like this will work in tandem with humans as we chart a new course into the cosmos, laid out in the Vision for Space Exploration announced by President Bush in January 2004. The Vision calls for landing humans on the moon before the end of the next decade, paving the way for eventual journeys to Mars and beyond.
We're well on the way to this goal, with development moving forward on the Crew Exploration Vehicle, the next generation spacecraft which builds on the best of shuttle and Apollo technology. | aerospace | 1 |
http://www.myeverest.com/ess-team-in-kathmandu | 2017-04-25T18:17:29 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120844.10/warc/CC-MAIN-20170423031200-00334-ip-10-145-167-34.ec2.internal.warc.gz | 0.98054 | 137 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__60343813 | en | Hi all, Fiona here again.
Just thought I'd write an update as some of you may have heard there was a minor crash involving a flight from Kathmandu to Lukla. This incident did not involve any of the ESS group and also no-one was injured. (My understanding is that a plane landing in Lukla overshot the landing and crashed into a wall.) This has resulted in the Lukla airport closing.
Except for Elisa, everyone from the ESS group caught helicopters back to Kathmandu yesterday and today. Elisa, being local, volunteered to wait for another flight so that the rest of the team could make their connecting flights home. | aerospace | 1 |
https://dronesgator.com/china-drone-laws/ | 2020-09-27T00:04:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400249545.55/warc/CC-MAIN-20200926231818-20200927021818-00265.warc.gz | 0.943945 | 990 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__25359410 | en | 120m max height
Resister over 250g
No fly zones
All Drone Laws in China for 2020 (Ultimate Guide)
This is a guide for the drone laws in China for 2020 (updated every year) where you'll get a clue about what you can or shouldn't do while flying and travelling through this country.
Can I fly my drone in China?
Unless China has secretly passed a new law that contradicts everything I’m about to say, the answer should be yes. I will also be answering some frequently asked questions on the use of drones in China.
Can I bring my drone to china?
Honestly speaking, there is no crystal clear answer. Occasional mismatches between published regulations and what happens on the ground are the norm in China. This article sheds light on what the latest Chinese regulations look like. I will try to cover, their classification, the registration process, helpful contact information, and much more.
Who do I contact?
The body responsible for drone regulations and policy around drone use including the regulations is CAAC (Civil Aviation Administration of China), which is equivalent to the FAA.
What are the drone rules in China
No flight zones
All drones must abide by China’s no-fly zones. Among the zones are military installations and airports. Sensitive administrative cities like Beijing are also off bounds. Areas riddled with civil strife such as Tibet or Xianjing are obviously problematic. If you plan on flying into a restricted area, seek permission from the CAAC.
Drones weighing over 250g ( 55 lbs) are to be registered. Alternatively, drones over 7 Kg (15 lbs) need special licenses from CAAC.
120 m (400 ft) is the maximum height to fly. Anything higher requires the pilot to have a license from the CAAC authorizing such flight. Most of the top drones in production (such as DJI) are capped so that the pilot gets a warning anytime they attempt to supersede the required height.
Any drone in use for commercial reasons needs to be licensed by the CAAC.
Valid third-party insurance that is valid in China preferably translated
How can I register my drone in China
As I previously mentioned, any drone weighing over 250 g needs to be registered by the CAAC. It is important that you register your drone as soon as you arrive in the country. The last thing you would want is to fly your drone illegally in China. The process is fairly simple, all you have to do is:
Having said this, unless you have a friend in China willing to help out with this, it is very hard registering your drone over here.
How do I register my drone online?
here seems to be good news for future China-bound drone users. A new English version language registration CAAC site is available. If this is hard to navigate you can try the Chinese language version by following the steps laid out.
How do I register for a commercial drone license in China?
For anyone looking to use their drone in China on commercial grounds, get a commercial drone license. Right now the process has been simplified significantly unlike before. However, as I said at the beginning, what is regulation might not be a reality. As a foreign company, getting a license is not in any way easy.
Regulations that kicked in as of 1 June 2018 require certain particulars before you are granted a drone license in china. The requirements are:
Frequently asked questions about flying a drone in China
Sometimes drone pilots get into trouble not because they have ignored the regulations, but due to ignorance of how things work in the host country. As wise men always say, “experience is the best teacher” so let us be guided by reviewers. I will try to help you avoid falling into the same trap. Here are some pointers on how to fly your drone when in China.
Can I board a plane with my drone in China?
It is okay to move about public transportation with your drone when in China. The only issue that arises is how you store your drone batteries.
Keep off the military/police
Just as with any other country globally, military installations are sensitive areas and off-limits. This extends to police posts or stops.
Do not go out attention-seeking
The Chinese have a wary eye for foreigners, particularly when outside major cities.
What are my top drones to fly safely in China?
My following two recommendations are 2 great compact drones that are quite silent and also small enough to travel with and not stand out as annoying.
1.Dji Mavic Mini - The best international travel drone (under 250g)
No follow me
2.Dji Mavic Air 2 - My favorite drone overall
Follow + obstacle avoidance
DJI lowered it's price since it was first released. | aerospace | 1 |
https://cms.megaphone.fm/channel/AOPA4032384286?selected=AOPA5698303924 | 2024-03-04T09:37:11 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476432.11/warc/CC-MAIN-20240304065639-20240304095639-00671.warc.gz | 0.869166 | 1,775 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__52598581 | en | Episode 195: Pilot and "Flying Boat" filmmaker ...
Cessna 182 pilot and "Flying Boat" filmmaker Dirk Braun shares details about a Grumman Albatross's transformation from a Tucson, Arizona, boneyard to a flying showpiece. Plus, commentary on the next AOPA Sweeps aircraft, Colorado lead studies, the hydrogen-powered Climate Impulse, runway safety, and the latest GAMA delivery numbers. Become a member of the world's largest aviation community at www.aopa.org/join . Listen on a podcast app or AOPA Online.
Episode 194: NORAD Lt. Gen. Nordhaus raises air...
NORAD Command officer and GA aircraft owner Lt. Gen. Steven S. Nordhaus explains intercept procedures in effect during the Super Bowl and other temporary flight restrictions; plus commentary on parking fees, Amelia Earhart, new Garmin radios, the DeltaHawk diesel engine, and the Piper M700 turboprop. Become a member of the world's largest aviation community at www.aopa.org/join .
Episode 193: Sarah Deener tests Pipistrel Velis...
Sarah Deener shares a pilot report on the Pipistrel Velis Electro while Ian and David break down the latest in unleaded fuel, Hartzell raises prices, AOPA takes a stand with MOSAIC and BVLOS ops, and the $200K single-seat Helix eVTOL takes flight as an ultralight. Become a member of the world's largest aviation community at www.aopa.org/join. Listen on a podcast app or AOPA Online.
Episode 192: 'Top Chef' finalist, pilot Bryan V...
'Top Chef' finalist and private pilot Bryan Voltaggio talks about food, flying, and his next challenge. Plus, find out about the new Cirrus G7, Garmin 430/530 trade-in incentives, and the latest on a hot air balloon case with national airspace implications. Become a member of the world's largest aviation community at www.aopa.org/join. Listen on a podcast app or AOPA Online.
Episode 191: 2023 top GA news stories include f...
The FAA’s Modernization of Special Airworthiness Certification (MOSAIC) performance-based rules; unleaded fuels including GAMI G100UL, Swift 94UL, and PAFI UL100E; and Van’s Aircraft’s bankruptcy top the general aviation news stories of 2023. Become a member of the world's largest aviation community at www.aopa.org/join.
Episode 190: Pilot, actor Edward Norton and Ang...
Pilot, actor Edward Norton and Angel Flight West's Josh Olson fly the 100,000th mission in Norton's 1976 Cessna U206F, the 1999 AOPA Sweeps aircraft, which he has owned since the early 2000s. And stick around for commentary on Trevor Jacobs, the Collings Foundation, mental health advocacy, the EcoPulse, and financial challenges for Van’s Aircraft. Become a member of the world's largest aviation community at www.aopa.org/join. Listen on a podcast app or AOPA Online.
Episode 189: Instagrammer Joe Costanza reveals ...
Popular Instagrammer Joe Costanza, known as @bananasssssssss, reveals his passion for aviation, photography, and the 1941 Piper J3 Cub he pilots when he's not flying a passenger airliner.
Episode 188: 'AvWeb' Editor Emeritus and 'Aviat...
'AvWeb' Editor Emeritus and 'Aviation Consumer' advocate Paul Bertorelli discusses the future of the aviation industry, retirement, his least favorite aircraft, and more. Become a member of the world's largest aviation community at www.aopa.org/join. Listen on a podcast app or AOPA Online.
David flies with AOPA's Mark Baker in a dual fuel Baron testing GAMI G100UL unleaded aviation gas, Ian explains the Robinson helicopter SFAR, pilot Whitaker is confirmed as new FAA leader, six southwestern venues consider Nat'l Air Races, and Flight Sim Coach Mike Catalfamo tells how simulator tutoring in your own home leads to efficiency in the air.
Ian and David talk about the EPA ruling on leaded avgas, Hartzell changing hands, a proposed rudder AD for rag-wing Pipers, and the latest bizjet news from the NBAA convention. We also visit Andros Island in the Bahamas and get to know HGTV personality and private pilot Bryan Baeumler.
Episode 185: Remembering Richard McSpadden
Ian and David remember ASI’s Richard McSpadden, talk about lightweight aircraft batteries, used aircraft price trends, and ATC saves.
Two-time engine-out-after-takeoff survivor and Virginia-based flight instructor Toto Marchand describes successful low altitude return to base maneuvers in two different aircraft, with tips and learning lessons for other pilots to keep handy. Plus, commentary on the latest GA news.
Garmin's director of aftermarket sales Jim Alpiser talks about avionics and new technology designed to make aircraft ownership easier and safer. Plus, commentary on the latest GA news.
Episode 182: Maui pilot organizes fire relief e...
Maui pilot and flight school owner Laurence Balter organizes fire relief efforts in Hawaii with a general aviation airlift bringing needed supplies to stricken residents. Plus, commentary on the latest GA news.
Episode 181: Aviation record holders Reynolds a...
Chicagoland flying buddies Bob Reynolds and John Skittone describe how they bested the 48-states-in-48-hours flying record. Plus, news commentary on the week’s headlines.
Episode 180: Oshkosh AirVenture special 2023
Ian and David begin Season 8 with a report from EAA AirVenture 2023 including the sights, sounds, and people; AOPA's 85th anniversary flyover announcement; light sport aircraft regulatory expansion; the latest from Boeing's Pilot and Technician Outlook, and more.
Episode 179: Ghostwriter Nate Hammond
Look up in the sky during EAA AirVenture and other airshows and you'll likely see the handiwork of Ghostwriter pilot Nathan Hammond, who travels across the country in a de Havilland Super Chipmunk to skywrite and perform in day and night airshows. Plus, news commentary with the week’s headlines.
Episode 178: Ford Tri-Motor pilot Bill Thacker
EAA Ford Tri-Motor pilot and aviation mechanic Bill Thacker describes flying the iconic 1928 radial-engine, cabin-class aircraft which requires a deft touch on the control yoke and a lot of rudder. Plus, news commentary with the week’s headlines.
Pilots and Freedom Aviation Network founders Stephanie Lamar and Jared Miller founded the organization to bridge a gap in logistics support for survivors of human trafficking and their advocates. Plus, get caught up on the latest aviation news.
Episode 176: Skyward Aviation founder, pilot Ge...
Jet pilot and Skyward Aviation founder Gene Pecar describes how aviation opportunities led to a career flying charters and establishing a network of aircraft that help save lives. Plus, news commentary with the week’s headlines
Episode 175: Reliable Robotics CEO Robert Rose
The optionally piloted future is here
Episode 174: Barnstormer Andrew King
Barnstormer, ferry pilot, and aviation mechanic Andrew King has logged more than 4,400 hours mostly flying low and slow pre-1950 aircraft to airshows across the US helping to celebrate the Golden Age of aviation. Plus stick around for the latest aviation news.
Episode 173: Jason Capra's Beach City Baby Skyt...
Pennsylvania pilot Jason Capra and a host of volunteers put their heart and soul into restoring 'Beach City Baby,' a troop-carrying version of the venerable Douglas DC-3. Plus, stick around for the news.
Episode 172: Mark Baker, AOPA leadership delive...
Mark Baker and AOPA leadership update members on efforts to protect the freedom to fly and build a stronger, safer general aviation community during the Sun 'n Fun Aerospace Expo. Plus, stick around for the news.
Episode 171: Aviation and aerospace professiona...
Aviation and aerospace professional Bob Kromer, who has held leadership positions at Blackhawk Modifications, Cessna, Piper, Mooney, and other aviation businesses, talks about the past, the present, and the future of aviation. Plus, stay tuned for the news. | aerospace | 1 |
https://smallsatnews.com/2021/06/16/the-australian-space-agency-awards-fleet-space-a-moon-to-mars-improvement-grant/ | 2024-04-24T00:39:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818835.29/warc/CC-MAIN-20240423223805-20240424013805-00534.warc.gz | 0.93884 | 575 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__180061719 | en | The Australian Space Agency has announced Adelaide smallsat manufacturer for the Internet of Things (IoT) — Fleet Space Technologies — as one of two recipients in round two of the Federal government’s Moon to Mars Supply Chain Capability Improvement grant.
This will ensure Fleet Space can continue to be a growing contributor to Australia’s thriving space sector and play a key role in NASA’s Moon to Mars project, all the while cementing Australia’s ability to compete in the international space economy.
The $386,770 received through this grant will enable Fleet Space to improve the capabilities of their agnostic, hybrid, satellite, low-powered wide area network (LPWAN), as well as expanding on the firm’s already deployed solutions for partners SA Power Networks (SAPN) and OZ Minerals, including collaborating to miniaturize and ruggedize sensors in the network. Together, the partners will pursue commercial supply chain opportunities, illustrating a terrestrial application of space technology that can be extended to Moon and Mars activities.
According to the firm, the success of this grant establishes Fleet Space as a major player in the Australian space sector, significantly growing the company’s development of cutting-edge technologies and increasing international supply chain capabilities as well as creating new Australian jobs as part of the government’s $150 million Moon to Mars initiative.
Fleet Space, which already has five smallsats in LEO, with their sixth launching within the next couple of weeks, will be specifically channeling the grant into two of its customers using its device agnostic LPWAN network for the development of remote massive IoT applications, both on Earth and in space, and deployed throughout urban and regional South Australia.
The Minister for Industry, Science and Technology, Christian Porter, said “These grants will support the two local businesses to develop their work and tap into national and international space supply chains, helping grow skills and capabilities in the Australian space industry. We are helping Australian companies be part of NASA’s plan to return to the Moon and prepare for missions to Mars, at the same time as strengthening our own space manufacturing base.”
Fleet Space CEO Flavia Tata Nardini said, “Winning this grant means our team can expedite and improve our manufacturing processes on devices specifically designed for our partners, that will ultimately end up on the Moon and Mars. Making them smaller with the ability to function when exposed to extreme temperatures they would experience once deployed in space, is really cool. It is an exciting acknowledgement of the high quality of work we are producing right here in Australia, and a step towards scaling up our capacity for global space industry customers to access.”
The other recipient in this round of grants was Crystalaid Manufacture that supplies electronic components to the international space industry. | aerospace | 1 |
https://www.physicsforums.com/threads/angle-of-attack.288897/ | 2018-10-18T06:47:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511744.53/warc/CC-MAIN-20181018063902-20181018085402-00513.warc.gz | 0.94544 | 89 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__126347071 | en | 1. The problem statement, all variables and given/known data "When a jet plane is cruising at high altitude, the flight attendants have more of a hill to climb as they walk forward along the aisle when the plane is cruising at low altitude. Why does the pilot have to fly with a great angle of attack at high altitude than at low altitude?" 2. Relevant equations 3. The attempt at a solution Something to do with pressure? | aerospace | 1 |
http://www.hotairballooning.com/cities/Hot-air-balloon-trips-in-Fullerton.php | 2019-03-26T19:21:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912205600.75/warc/CC-MAIN-20190326180238-20190326202238-00235.warc.gz | 0.950538 | 643 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__211280895 | en | Searching for Hot air balloon trips in Fullerton? This is to the end of your search! Finding a company to provide Hot air balloon trips is easy. Additionally, you can visit our Balloon Ride Directory, or look in your yellow pages.
Enjoying Hot air balloon trips is something the entire family can $do, but it is also a very popular way to celebrate an anniversary! When you speak with the pilot you are thinking about riding with, always to ask how many other passengers will be aboard the balloon.
When it is time for your flight, your ride company will offer to let you help with the assembly and inflation of the balloon. Go ahead and do it - it adds to the experience!
Deal direct with the company you fly with:
Our guide is unique since it lists the actual ride companies in a particular area. This offers many advantages over the 'Prepaid' ride companies.
First, you can visit with the company and find out all you need to know, including their specific terms and practices. Secondly, when you book directly with the flight company, you know exactly where you'll fly, how long the flight will last, and what is included. Our directory also allows you to comparison shop when there are multiple operators in an area.
The companies that advertise 'hundreds of locations nationwide' usually contract with a single operator in an area and pay them only a fraction of what you paid for your flight. Passengers that come from these 'aggregators' are used to fill vacant spots on existing flights, and it may be more difficult to actually schedule your flight if all seats are full during the most desirable times of year. As with most things, you get what you pay for!
Famous Balloon Quote:
The winds have welcomed you with softness,
The sun has greeted you with it's warm hands,
You have flown so high and so well,
That God has joined you in laughter,
And set you back gently into
The loving arms of Mother Earth.
— Anon, known as 'The Baloonists Prayer', believed to have been adapted from an old Irish sailors' prayer.
Most balloons have a crew of between 3 to 6 people. Most balloon crews are volunteer, and do not get paid. For most of us, it is a hobby. It's how we work off the stresses of the week, and get together to have a good time with an ever-changing hobby.
Balloon flights in Sacramento
Balloon flights in Mobile
Air balloon flights in Modesto
Hot air balloon flights in Paterson
Air balloon flights in West Covina
Balloon excursions in Santa Rosa
Ballon rides in Chandler
Air balloon flights in Flint
Baloon flights in Thousand Oaks
Ballon rides in Baton Rouge
How do you steer a balloon?
Balloons simply float with the wind. The pilot can control the balloon's altitude to find a wind going in the desired direction, but you cannot fly upwind or crosswind. Preflight planning insures the pilot knows which way the balloon will be traveling, and the pilot makes sure there are plenty of suitable landing sites downwind. | aerospace | 1 |
https://www.liftaircraft.com/post/2022-year-end-update | 2024-02-24T22:16:17 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474569.64/warc/CC-MAIN-20240224212113-20240225002113-00443.warc.gz | 0.954126 | 658 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__22209226 | en | Global partnerships, R&D and flight test contracts with the DoD, ultralight qualification confirmation, and the issuance of our patent for HEXA were among the momentous accomplishments in the past year, not to mention to LIFT appearing on 60 Minutes with Anderson Cooper in the pilot's seat!
We're excited to share a few additional highlights from 2022 before heading into the new year, which brings the promise of even more groundbreaking achievements... including our operational launch!
Manned Public Flight.
In a historic return to SXSW, our Chief Pilot, Jace McCown, gave the crowds a thrill, soaring over Lake Austin by the 360 bridge near our headquarters in Austin, TX. This was HEXA's first public manned flight demonstration - and it was spectacular!
In addition to our recently announced partnership in NYC, we have newly signed LOIs with multiple partners in the Middle East and Asia, paving the way for the launch of operations across the globe.
In a primetime demonstration of our pilot training and beginner flight envelope, Anderson Cooper flew HEXA. His reaction was priceless, remarking after his flight, "That is cool. I can't stop laughing... Wow. I just wanna take off with it." Anderson's reaction has us all so excited for our customers to fly!
Over $20M in funding including oversubscribed Reg CF stock offering.
We raised the maximum amount allowed by law of $5M during our Reg CF stock offering, which ended with many on the waitlist - bringing our total amount of funding to $18M. Miss out on the Reg CF? Not to worry. We have launched a new, larger Reg A+ stock offering of up to $10M to fund our upcoming launch in multiple markets. Check it out on StartEngine!
Launched Alpha Flights.
We made tremendous progress toward our customer flight launch! In partnership with the US Air Force, we completed flight testing of our Service Level A, beginner flight envelope. LIFT Employees (outside of the Flight Ops team) were our first Alpha Flight test pilots, and like proud parents, we all grabbed our phones to record the moment!
Major Accomplishments with the United States Air Force
We're proud of our partnership with the USAF and their confidence in our aircraft. This year, LIFT trained the first-ever USAF Airmen to operate eVTOL aircraft. Pictured here flying HEXA at Eglin Air Force Base, Major Victoria Snow (413th FLTS Helicopter Pilot) commented, "Getting the chance to fly the HEXA gave me a deeper understanding of the system's inner workings and an understanding of how stable and responsive the HEXA aircraft is and of its possible future capabilities."
(US Air Force photo / Samuel King Jr.)
2022 brought great momentum and many milestones to celebrate - more than we were able to share here. Be sure to follow our blog to keep up to date on the latest news from LIFT. Your support - as investors, media, customers, and followers - is invaluable and we're grateful.
We wish you and yours happy holidays, and a healthy and safe year ahead. We can’t wait to fly with you! | aerospace | 1 |
https://thelibyanreport.com/point-of-view-not-another-continuing-resolution/ | 2019-11-19T15:35:50 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670156.86/warc/CC-MAIN-20191119144618-20191119172618-00195.warc.gz | 0.963996 | 353 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__77129569 | en | Published: November 10, 2019
It's happening again. Our government is functioning under a continuing resolution, which freezes funding for all elements of the government at last year’s appropriation levels.
Last year, Congress did something it had not done in several decades. It fully authorized and appropriated funding for the Department of Defense and Air Force on time by the beginning of the fiscal year on Oct. 1. This year, both houses of Congress decided to punt. For the Air Force and every appropriated function at Tinker Air Force Base, it's a problem that will only increase significantly unless resolved.
Our Air Force is working hard to recover from several years of sequester-impacted funding limitations. Meanwhile, it remained the principal instrument of combat power still engaged in Afghanistan, Iraq, Syria, Libya and other hot spots. This constant combat in wide-ranging areas of the Middle East and beyond has been damaging to equipment and personnel. The aircraft operated by the Air Force are largely operating beyond their expected designed and fielded lifespan. The personnel level dropped to numbers that had not existed since before World War II. Shortages in maintainers, pilots and other critical skills have been ever-present and difficult to overcome. This resulted in the smallest, oldest, and least ready Air Force in our history.
The past two years have seen a significant effort in Washington to provide adequate funding to modernize and rebuild the Air Force. This included procuring the new F-35 fighter and the KC-46 Tanker, both of which have sustainment and program management footprints at Tinker. Additionally the new B-21 Bomber probably at some point will be managed through Tinker. These three pieces are sorely needed to modernize our aging capabilities that are in demand across the globe. source | aerospace | 1 |
https://weaponews.com/fr/484-des-canons-et-des-munitions-des-chars-cherchent-am-liorer-leur-segment.html | 2023-03-27T14:25:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948632.20/warc/CC-MAIN-20230327123514-20230327153514-00677.warc.gz | 0.97431 | 2,337 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__46169963 | en | In 1929 the company "Pan american" by charles lindbergh, who from january 1929, it was technical advisor of the airline, referred to the aircraft designer igor sikorsky with a request to provide them with a larger flying boat, which would have surpassed range of existing commodore and s-38 sikorsky. The result was the creation of the flying boat s-40, which could carry up to 40 passengers at a distance of up to 800 kilometers. New flying boat s-40 was designed on the basis of the sikorski s-38, saving shell-and-two-spar construction, however, had a much larger size. New amphibious airplane could carry up to 40 passengers and 6 crew members.
It is worth noting that the previous development of a twin — engined flying boat sikorsky s-38 became the most numerous production aircraft of igor sikorsky. From 1928 to 1930 the company sikorsky aircraft has produced more than 100 such flying boats that could carry up to 10 people. Sikorski himself has returned to the idea of building a large airliner in 1928. At that time, the leadership of the company sikorsky aircraft were two possible ways of development: either to proceed with designing a new aircraft, not looking at what was done by the company previously, or to begin a project by extrapolating what we already have, focusing on solving the problems of overweight.
The first option was approved some equipment, but in the end, the second option won. Not wanting to rush things, aircraft designer and engineer aerodynamicist michael glukharev decided to first build a significantly enhanced version of its successful flying boat s-38, the new aircraft was designated the sikorsky s-40. Selecting a well-proven scheme of the flying boat s-38, the designers have made a number of changes. Overall dimensions of new items increased substantially, the small lower wing was removed and the structure strengthened.
As the power plant was to use 4 engines instead of two on the s-38. It was decided to focus on the engines pratt & whitney hornet b. So there was a forties model designed by igor sikorsky, hence the name flying boat sikorsky s-40. In addition, the number 40 is designated and the maximum number of passengers that the aircraft can lift into the air.
Preliminary work on the creation of new aircraft sikorsky began in 1928. In october, the new model flying boat was blowing in the wind tunnel. In april 1929 the case of new aircraft was in Washington a series of hydrodynamic tests. At the same time to a new development of great interest was shown by airline pan american airways, which was a major customer of the company sikorsky.
In the late 1920-ies, the airline quickly expanded the network of its South american and caribbean lines. Due to the growing demand on these routes, the airline needed an aircraft that could carry 40 to 45 passengers. Official order to develop such an aircraft came from pan american 20 dec 1929 when work on the creation of amphibious aircraft sikorsky s-40 was already in full swing. Total airline has ordered from the company three sikorsky flying boat.
The first flight of the flying boat s-40 made on 7 august 1931. And on october 10 the same year, the customer received the first aircraft at its disposal. On this day the aircraft was delivered to the base of the naval aviation anacostia near Washington, where the wife of the president of the United States mrs. Hoover officially called a flying boat "American clipper" (tail number nc80v).
At this time, states had prohibition, therefore, on board a flying boat instead of a champagne bottle broke the bottle with water from the caribbean sea. This gesture could be considered a joke, as wealthy americans will fly this aircraft in bars in the caribbean, which is not acted prohibition. November 19, 1931, the first aircraft came on line miami — havana — kingston (jamaica) — barranquilla (colombia) — panama canal zone. The track was laid by charles lindbergh.
In the same month, the airline pan american received a second flying boat "Caribbean clipper" (tail number nc81v), and in august 1932 the third plane "Southern clipper" (tail number nc752v). Although the aircraft could carry up to 40 passengers and 6 crew members, when working on lines on the board usually took no more than 28 passengers. Only when a load flying boat could non-stop to overcome the kingston barranquilla length of 965 km. However, the data planes used by pan american for shorter routes — from the USA to mexico and on caribbean islands, where restrictions on the payload was missing.
The aircraft can be seen in hawaii. Inquisitive mind of the reader may wonder why all the flying boat s-40 got the name "Clipper"? coincidence it was not. Clippers called large merchant ships that plied the oceans in the nineteenth century and provided the commercial relations of america with other continents. Juan trippe the founder of pan american airways the airline was fascinated by the previous era of "Legimately wind", which disappeared together with the decline of the era of sailing ships.
One of his goals was to build a fleet of transoceanic aircraft, which could bring to humanity the same benefits as the magnificent sailing ships of the last century. Flying boat by igor sikorsky s-40 was supposed to be the first step in the implementation of the grand plan tripp. And the word "Clipper" quickly and firmly established as a trademark owned by pan american airlines. In the initial amphibious aircraft sikorsky s-40 flying until the end of 1934.
In the winter of 1934-1935 their design is subjected to revision. First of all, the flying boats were removed chassis. It was only necessary to lift the aircraft from the water to the platform on which the passengers inside a flying boat. At the same time in the flight of the chassis only created significant aerodynamic drag.
After flying boat s-40 lost chassis of the amphibian began to raise out of the water with a special truck. Another change was the replacement of the engines. In a flying boat mounted more powerful engines hornet t2d1, develops a power of 660 hp with them were removed townend ring as rings the engine is overheating. The new version of the flying boat was designated the s-40a.
The aircraft has resumed its flights on the lines of airline pan american on march 4, 1935. In the development of amphibious aircraft s-40 high speed was not the main goal of the creators (unlike most of the other american projects in the same time period). Igor sikorsky put in the design of passenger flying boat is quite another task — to achieve maximum passenger comfort and safety. With the job the designers of the company sikorsky aircraft managed.
The convenience of the passenger s-40 in those years could be compared only with the comfort that has been in the cabins of ocean liners. The passenger cabin of a flying boat consisted of a series of cabins, which were overstuffed armchairs, the cabins have a smart finish. The absence of fuselage of the aircraft fuel tanks allowed passengers to smoke during flight. For its time, the aircraft was considered luxurious at the disposal of his passengers was even a special smoking room.
One of the advantages over other flying boats in the early 1930s had an opportunity overland passengers. This is allowed to facilitate the process mimoletnoe maintenance of the aircraft. If we return to the safety and reliability of the liner, it is confirmed dry statistics — the regularity of service was 99%. For more than 10-year history of aircraft s-40 with them hasn't been a single serious air accident.
This was the primary proof of the correctness of the selection of the maximum flight safety as one of the priority properties of the aircraft. The only serious drawback of flying boat s-40 was already obsolete design. It was one of the reasons the plane was not interested in other airlines, it was built very tiny edition — only 3 copies. Introduced in 1931 transport-passenger flying boat s-40 fairly quickly outdated.
This process was accelerated by the fact that in operation the mass was found more advanced aircraft, land-based, with higher performance characteristics. So on most passenger lines of the very successful douglas dc-3 quickly replaced all his predecessors. While flying boat s-40-a was left in the service, the seats in their passenger compartment was removed. In the twilight of his career, the aircraft was used exclusively as the transport or mail, in particular, they brought a variety of goods to cuba.
Photo: panam. Org after the blow that the Japanese navy struck the american naval base at pearl harbor, flying boat s-40 was requisitioned by the U.S. Navy. Until 1943, these aircraft were used in the navy as a transport and training machines. However, the days of service of the first "Clippers" were numbered.
Time had taken its toll, the first two flying boat "American clipper" and "Caribbean clipper" was sent for scrap in 1943, the third instance of the built "Southern clipper" in 1944. Till our days there is no single instance of this aircraft. The design of the flying boat s-40 sikorsky s-40 is a four-engine plane of mixed construction, having a high wing. The fuselage is a boat of rectangular cross section with keeled bottom.
The fuselage is drawn from duralumin parts, the covering of smooth clad aluminum. In the front part of the fuselage was located in the bow compartment, followed by the cabin crew. For cabin crew was watertight the passenger compartment, which was divided into several quarters. Along the sides were placed a long window of rectangular shape.
The wing is rectangular with rounded ends. It was due.
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Long promised to give a compilation of the rifles of the Mauser system, which are available in the collection of my long time good friend. Always nice to have good friends, but especially, haha – it's nice to have friends with int...
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https://raillynews.com/2021/01/Turksat-5a-satellite-tests-were-completed-without-any-problems/ | 2022-05-23T22:59:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662562106.58/warc/CC-MAIN-20220523224456-20220524014456-00687.warc.gz | 0.963719 | 548 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__265146625 | en | Minister of Transport and Infrastructure, Adil Karaismailoğlu, said, “Sub-system tests of Türksat-5A satellite were completed without any problems and orbit uplift operations of the satellite were initiated. "Orbit raising maneuvers, which will take about four months using the satellite's electric propulsion system, and all operations on the satellite continue as planned."
Making a statement about the Türksat-9A satellite, which was successfully sent into space with the Falcon-5 rocket, Minister of Transport and Infrastructure Adil Karaismailoğlu noted that all operations on the satellite were carried out smoothly as planned.
Turkey's 5th generation satellites, Turksat 5A, located in the State of Florida's Cape Canaveral Air Base SPACE belonging to the company X Falcon 9 rocket into space with a 8't Turkey time was launched on January 2021, 05.15.
"All ongoing subsystem opening and tests are carried out smoothly"
Stating that Türksat-5A satellite was launched into space without any problems, Minister Karaismailoğlu said that the first signal was received after 35 minutes; Turksat-5A satellite separated from the rocket Recalling that Turkey as of 5.48:XNUMX hours; he spoke as follows:
“After the separation, the first data were taken from the station in South Africa and transferred to the Türksat Gölbaşı ground station. After the satellite enters our coverage area, telemetry data from Türksat ground stations are directly received over the satellite. "
Minister Karaismailoğlu said, “The opening of solar panels, the opening of the arms with electric propulsion engines, and the completion of the preparations in the propulsion systems, which are among the critical steps required to be taken before our satellite begins to orbit elevation, have all been completed without any problems. As the subsystem tests were completed without any problems, the orbital uplift operations of the satellite were also initiated. Türksat 5A satellite continues its journey towards 31 degrees East orbit as planned, ”he said.
55 thousand kilometers high
Karaismailoğlu emphasized that the distance of Türksat 5A satellite to Earth changed during its journey to orbit; He explained that the distance it is closest to the world is 550 kilometers, and that it is 55 thousand kilometers in the farthest position. Underlining that the speed of the satellite is 3 thousand 350 m / s where it is close to the Earth, Karaismailoğlu stated that the speed of the satellite reaches up to 55 thousand 2 m / s at positions 300 thousand kilometers away from the Earth. | aerospace | 1 |
https://www.momondo.ie/flights/dublin/pamplona | 2023-02-08T16:08:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500837.65/warc/CC-MAIN-20230208155417-20230208185417-00122.warc.gz | 0.923107 | 426 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__14541261 | en | Fastest flight time
Airports in Pamplona
If you are looking to fly from Dublin to Pamplona, you are most likely going to fly from Dublin Airport to Pamplona Airport, the most popular airports on that route. When travelling from Dublin, it is helpful to have an alternative airport to fly into when you land in Pamplona. Good options for arrival airports in Pamplona, you can try Bilbao Airport (in Bilbao), San Sebastián Airport (in San Sebastian), or Zaragoza Airport (in Zaragoza). The least expensive flight option from Dublin to Pamplona will typically be DUB — ZAZ during the month of February with an average price of €70 RT.
Due to the global impact of COVID-19, some of our airline partners operating flights from Dublin to Pamplona, such as Iberia may have flexible change policies in place. Use our site to search for all of the airlines offering this flexibility to you.
The distance between Dublin and Pamplona is about 1218.3 km. A reasonable flight in good conditions will take 18h 05m.
momondo collates all your flight options in one place and lets you filter them to find the perfect flight from Dublin to Pamplona. momondo saves you time and could save you money on your trip.
Flights from Dublin to Pamplona with flexible booking policies can be found by using the search form above and then selecting our dedicated flexible booking filter, which will highlight only the flights where this policy is applied.
momondo offers useful filters to help you find the right flight. Choose specific flight times, airports or even what payment method you prefer. We have numerous options to help you book your ideal flight from Dublin to Pamplona.
If you are simply researching potential flights to Pamplona, momondo offers a useful price alert feature which will track prices for flights to Pamplona from Dublin and alert you when they change. | aerospace | 1 |
http://www.ntsb.gov/aviationquery/brief2.aspx?ev_id=20020712X01109&ntsbno=LAX02GA209&akey=1 | 2014-11-27T17:19:25 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416931008919.73/warc/CC-MAIN-20141125155648-00049-ip-10-235-23-156.ec2.internal.warc.gz | 0.969503 | 2,079 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__61118163 | en | HISTORY OF FLIGHT Use your browsers 'back' function to return to synopsisReturn to Query Page
On June 25, 2002, at 1410 Pacific daylight time, a McDonnell Douglas 369E, N40NT, experienced a total loss of engine power during initial climb from the Ontario International Airport, Ontario, California. The pilot initiated an autorotative descent during the forced landing. The helicopter touched down hard about 1/2 mile south of the airport, and it was destroyed by a post impact ground fire. The helicopter was operated by the City of Ontario Police Department. The pilot was employed as an Ontario police officer, and he possessed a Federal Aviation Administration (FAA) commercial pilot certificate. The on-board mechanic/passenger was also a City of Ontario employee. Both occupants were seriously injured during the public-use, post-maintenance evaluation flight. Visual meteorological conditions prevailed during the local area flight, which was performed under the provisions of 14 CFR Part 91. The flight originated from Ontario about 1409.
Ontario Police Department management personnel reported that the accident occurred during commencement of the flight, which was the first flight following the on-board mechanic's accomplishment of a 100-hour inspection. No anomalies had been reported during the pilot's preflight inspection or initially during takeoff.
FAA personnel in the Ontario Air Traffic Control Tower indicated that at 1408:45 the pilot initially contacted their facility. After the air traffic personnel issued the pilot his requested departure clearance, at 1409:06, the pilot indicated that he was commencing the flight. No subsequent communications were received from the helicopter pilot. The on-duty controller reported that, after the helicopter took off and initially climbed, she observed it descending until it disappeared from her view behind buildings to the south of the airport.
The pilot reported that seconds after becoming airborne, engine power suddenly decreased, the helicopter yawed left, and he entered a low altitude autorotation between 100 and 150 feet above ground level. At the time, the helicopter's airspeed was more than 40 knots. While descending toward the forced landing site, the pilot maneuvered to avoid wires and automobiles. With low main rotor rpm, the helicopter touched down hard on a city street. Responding fire department personnel reported their aggressive use of fire retardants was needed to suppress the fuel-fed fire, which consumed most of the helicopter's cabin.
The pilot held a commercial pilot certificate. His ratings were airplane single engine land, instrument airplane, and rotorcraft-helicopter. Also, the pilot held a certified flight instructor (CFI) certificate that was last issued on March 25, 2002. The CFI certificate listed the following ratings: airplane single engine and rotorcraft-helicopter.
The pilot's last flight review was accomplished in March 2002. His second-class aviation medical certificate was issued in February 2002.
The pilot reported that his total flying experience was about 5,056 hours, of which 3,918 hours were flown in the accident model of helicopter. During the 90- and 30-day periods preceding the accident, the pilot had flown the accident model of helicopter about 119 and 31 hours, respectively.
On March 27, 2002, the pilot completed 1.1 hours of emergency recurrency training in a helicopter model similar to that of the accident helicopter. In pertinent part, the training involved nighttime touchdown autorotations.
Since about 1990, the mechanic had been employed by the City of Ontario and worked as a mechanic for the police department. He held an FAA mechanic certificate, issued in 1974, with airframe and powerplant ratings. He also had inspection authorization.
The City of Ontario Police Department owned, operated, and maintained the helicopter using city personnel. According to police department management personnel, they operated the helicopter under the FAA program of annual inspections, which were supplemented with 100- and 300-hour inspections. The last annual inspection was completed on June 6, 2002. On that date, the airframe's total time was recorded at 6,762.9 hours.
The accident occurred during a maintenance test flight at the completion of a 100-hour inspection. The mechanic who had performed the maintenance and inspection was on board. The helicopter's time since last receiving a 100-hour inspection and its total time were 92.7 and 6,855.6 hours, respectively.
Based upon a review of the operator's records, at the inception of the accident flight, all pertinent airworthiness directives, service bulletins, and pilot write-ups (squawks) had been resolved and/or complied with.
Two days before the accident, on June 23, 2002, the helicopter had been flown without mishap for 4.5 hours. The flying pilot (not the accident pilot) indicated that he did not experience any airworthiness problems. Thereafter, the pilot wrote one note in the daily maintenance log regarding a malfunction. The pilot subsequently reported that his note was in reference (in part) to the white strobe light on top of the doghouse being inoperative. (The "doghouse" referred to an area on top of the helicopter in the vicinity of the plenum chamber, inside which air enters the turbine engine's compressor.)
On June 25, 2005, the aforementioned pilot indicated that he had observed the same mechanic perform part of a 100-hour inspection on the helicopter. The pilot observed that the mechanic was working on the helicopter around the plenum chamber area. Thereafter, the pilot assisted the mechanic by performing various maintenance tasks on the helicopter, which were supervised by the mechanic.
WRECKAGE AND IMPACT INFORMATION
Evidence of the helicopter's initial point of ground impact (IPI) was noted by the presence of fragmented components from the helicopter and gouges in the street's pavement. The IPI was located in the vicinity of the following global positioning satellite coordinates: 34 degrees 02.802 minutes north latitude by 117 degrees 36.108 minutes west longitude. The main wreckage was found approximately 217 feet east (091 degrees, magnetic) of this location.
Ontario City police personnel performed the initial documentation of the accident site. They photo-documented the locations of 134 pieces of debris on the street and adjacent areas. One type of article that was found and photographed in three different locations in the debris field was a black, plastic wire tie (see photograph showing the wreckage debris distribution including item numbers 12, 63, and 100).
The helicopter was recovered from the accident site and examined by the National Transportation Safety Board investigator with the designated participants from Boeing and Rolls-Royce. The participants reported that their inspection of the helicopter's structure and systems, including the fuselage, landing gear, flight controls, and drive train, did not identify any material issue. These components exhibited impact and/or fire damage signatures. No evidence was found of preimpact component separations. The integrity of the flight control and rotor drive/control system was confirmed.
The examination of the turboshaft engine revealed evidence of ingested debris and foreign objects (aka foreign object damage (FOD)). In summary, the Rolls-Royce participant reported following the on-site engine examination that "...the compressor sustained extensive damage. Splitting the case halves showed that all of blades on stages 1-6 were either damaged or missing. The first stage wheel had one blade missing and the remaining blades were present, but heavily damaged. There was a piece of what appeared to be a section of wire tie adhering to one of the case halves in the sixth stage area. Additionally, there was a significant amount of metallic debris collected from the compressor as well as the outer combustion case."
TESTS AND RESEARCH
Fuel Quality Examination.
The company that had supplied fuel to the helicopter collected samples of fuel from the fueling nozzle on its tank truck. The fuel quality was evaluated and, according to the company's operations manager, "the quality of the Jet-A fuel in truck 92 is not in question."
The Rolls-Royce (Allison) 250-C20B engine was removed from the wreckage and transported to the Rolls-Royce Corporation, Indianapolis, Indiana. Between August 1 and 2, 2002, a partial teardown examination was performed under the supervision of the Safety Board investigator.
In summary, Rolls-Royce reported that its "metallurgical investigation has determined the presence of foreign objects in both the compressor and the outer combustion case (OCC). The foreign object found in the compressor was a section of a wire [tie] wrap and the foreign material found in the OCC was made up of an aluminum-magnesium-silicon alloy, which was determined to be foreign to the engine. Also, it has been determined that the single blade liberated from the first stage compressor wheel occurred as a result of overload and was the initiator to all additional damage in the compressor."
The Safety Board investigator observed that the size, shape, and color of the wire tie found in the engine was consistent with the wire ties found at the accident site debris field. Also, bundles of similar wire ties were found in storage at the police department's maintenance facility.
No "shadow" boxes were used by the mechanic for tool storage at the maintenance facility. Utilization of shadow boxes for tool accountability was not required, according to the Ontario Police Department participant. The Safety Board investigator was unable to ascertain if any tools were missing from the facility.
The Safety Board investigator and Rolls-Royce personnel reviewed the helicopter's maintenance records. The Rolls-Royce participant reported that its review of the records "indicated that the engine 100- and 300-hour inspections were being performed on a regular and timely basis. The checklist used for the inspections was the current checklist taken from the Operations and Maintenance Manual...."
Plenum Chamber (Doghouse).
The Safety Board investigator noted that an anticollision light is attached to the helicopter in the vicinity of the plenum chamber. The plenum chamber cover can be opened for the performance of maintenance. When opened, items placed/dropped inside the area can enter the engine air intake.
The helicopter wreckage was released to the operator's insurance agent on September 18, 2002. No parts or records were retained. | aerospace | 1 |
https://www.aviatime.com/articles/31420-russia-asks-bermuda-to-de-register-russian-aircraft | 2022-08-10T23:24:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571222.74/warc/CC-MAIN-20220810222056-20220811012056-00406.warc.gz | 0.942156 | 654 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__32104233 | en | Russia asks Bermuda to de-register Russian aircraft following safety concerns
Russian airlines have asked the Bermuda aviation authorities to deregister aircraft that have since been re-registered in Russia, the Ministry of Transport of the Russian Federation said.
“Russian aviation companies sent Bermuda’s aviation authority a notice regarding the necessity of deregistering the aircraft. In order to avoid breaking Article 18 of Chicago convention by the Bermuda’s aviation authority, said authority has to remove the aircraft, that were registered and are being used in the Russian Federation, from its aviation registry,” a statement by the Russian Ministry of Transport reads.
The statement also says that Russia does not agree with the International Civil Aviation Organization’s (ICAO) concerns regarding safety issues posed by many Russian-owned aircraft being registered in two separate countries.
Prior to Russia’s full-scale invasion of Ukraine in February 2022, most aircraft operated by Russian airlines were leased from Western lessors and registered in Bermuda, reportedly for tax evasion purposes. Due to the sanctions invoked following the invasion, the lessors demanded that the aircraft be returned to which Russian authorities responded by re-registering the aircraft within Russia.
On June 15 the ICAO issued a closed bulletin saying that double registration poses a safety risk and demanded Russia solve the issue or face being declared a country with flight safety issues.
“Ensuring flight safety is the highest priority of Russian aviation authorities,” the Russian Ministry of Transport statement said.
“We want to remind that, since Bermuda’s aviation authorities revoked flight certificates for the Russian aircraft, Russian Federation stopped intergovernmental agreements that relegated Bermuda’s aviation authorities to oversee airworthiness of the aircraft,” the statement continued.
“Transferring the aircraft to the Russian registry gave Russian aviation authority the possibility to oversee the airworthiness of the aircraft and issue flight certificates in accordance to established norms and requirements.”
Article 18 of the Convention on International Civil Aviation (Chicago Convention) states that “An aircraft cannot be validly registered in more than one State, but its registration may be changed from one State to another.”
UPDATE 06-28-2022, 10:20 (UTC +3): Bermuda Civil Aviation Authority (BCAA) received a number of letters from Russian airlines requesting that the aircraft be deregistered, according to BCAA Director General Thomas Dunstan.
“Our response is consistent in that we will deregister aircraft on request from the owner, in accordance with the relevant BCAA legislation and procedures,” Dunstan explained to AeroTime.
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https://bestvaluetopproductcompare.com/product/sharper-image-thunderbolt-remote-control-stunt-drone-standard-edition-2-4-ghz-wireless-fighter-jet-rc-quadcopter-with-assisted-landing-small-plane-for-kids-and-beginners-rechargeable/ | 2022-11-28T08:14:53 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710488.2/warc/CC-MAIN-20221128070816-20221128100816-00825.warc.gz | 0.848116 | 509 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__124710695 | en | SHARPER IMAGE Thunderbolt Remote Control Stunt Drone, Standard Edition, 2.4 GHz Wireless Fighter Jet RC, Quadcopter with Assisted Landing, Small Plane for Kids and Beginners, Rechargeable
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✔ SHARPER IMAGE: Offers the latest in home electronics, high tech gadgets, grooming items, travel accessories and innovative lifestyle products, designed and built with the latest styles and technology. | aerospace | 1 |
https://thedroningcompany.com/blog/5-drone-industries-that-will-explode-in-2023 | 2023-03-30T11:34:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949181.44/warc/CC-MAIN-20230330101355-20230330131355-00028.warc.gz | 0.956683 | 127 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__99969034 | en | Featured NewsTrending NewsGeneral News5 Drone Industries That Will Explode in 2023
2 February 2023
Drone-industry journalist, pilot, and educator Dylan Gorman offers his predictions on five drone industries that will grow exponentially.
"With a current market size of about $34 billion globally and expectations to reach over $55 billion by 2026, the drone industry is only going to get bigger," says Gorman. "But with commercial applications being the biggest piece of the pie, what are the industries that are going to grow the fastest over the next few years and which ones should you be paying attention to?" | aerospace | 1 |
http://science.nasa.gov/science-news/science-at-nasa/?page=174 | 2016-08-27T20:29:41 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982925602.40/warc/CC-MAIN-20160823200845-00104-ip-10-153-172-175.ec2.internal.warc.gz | 0.890974 | 500 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__159761191 | en | Science@NASA Headline News
You may have noticed that the "look and feel" of Science@NASA stories has changed. There's no cause for alarm. Our core product, simply- and clearly-told stories about NASA science, remains the same. The changes are a sign of progress. Recently, the Science@NASA team joined forces with the Science Mission Directorate at NASA headquarters. Working together, we'll be able to cover a broader range of NASA discoveries and develop "citizen science" opportunities for our readers, while still producing old favorites such as Apollo Chronicles and "looking up" stories about backyard astronomy events. The sky's the limit.
April 8, 1999
Cracking the whip and unfurling gray sails are among new Space Transportationtechniques under discussion at the 1999 Advanced Propulsion Research Workshop.
April 7, 1999
Scientists discuss new ideas in high-performance, low-cost space transportation
April 7, 1999
NASA scientists plan to 'breed' better spacecraft using artificial intelligence. Such a strategy mimics nature, and may be one of the most efficient methods of future spacecraft design.
April 6, 1999
The concept of ion propulsion, currently being demonstrated on the Deep Space 1mission, goes back to the very beginning of NASA and beyond. The path from concept to reality has not been short or direct, but it has been interesting.
April 5, 1999
Eight years ago today NASA launched the Compton Gamma Ray Observatory. While the CGRO has revolutionized our understanding of cosmic gamma ray bursts, these distant explosions remain one of the biggest mysteries of modern astrophysics.
April 1, 1999
Scientists will describe initial results from a program to catch meteoroids in flight at the NASA/Ames Leonids Workshop April 12-15, 1999.
March 30, 1999
The second Blue Moon of 1999 takes place this Wednesday night. This article explains how to see it and explores the history of the expression "Blue Moon."
March 29, 1999
A dramatic new time-lapse movie from NASA's Hubble Space Telescope shows for the first time seasonal changes and raging storms on the planet Uranus.
March 26, 1999
Scientists may be closer to unravelling the mystery of Gamma-ray Burststhanks to one of the most powerful cosmic explosions ever recorded.
March 24, 1999
Specially made photographic emulsions, made by NASA scientists, assist in advanced studies of fusion research at Lawrence Livermore Laboratory. | aerospace | 1 |
https://www.latestly.com/india/news/alliance-air-delhi-jabalpur-flight-makes-emergency-landing-at-jaipur-airport-as-passenger-falls-sick-mid-air-5364321.html | 2024-04-20T11:17:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817576.41/warc/CC-MAIN-20240420091126-20240420121126-00641.warc.gz | 0.986886 | 156 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__53026102 | en | Jaipur, August 25: A Jabalpur-bound flight which took off from Delhi on Friday morning made an emergency landing at the Jaipur airport after a male passenger fell ill, officials said. After the flight operated by Alliance Air took off from Delhi airport, a 52-year-old passenger fell sick mid air and his blood pressure started dipping, officials at the Jaipur airport said. IndiGo Flight Passenger Falls Sick Mid-Air, Dies After Emergency Landing at Indore Airport.
In view of the man's health condition, the flight had to make an emergency landing here around 9.40 am, the officials said. The passenger was taken to a nearby hospital for check up after which the flight took off for its destination, they added. | aerospace | 1 |
https://othjournal.com/ | 2019-10-22T09:18:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987813307.73/warc/CC-MAIN-20191022081307-20191022104807-00552.warc.gz | 0.89277 | 107 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__55331402 | en | By: Tom Drohan Approximate Reading Time: 17 minutes Excerpt: Strategic leaders blend theoretical and applied thinking to realize goals. Competitive strategy is
In the latest installment of our Human Domain series, Louis L. Cook examines Information Operations effectiveness in multi-domain operations through a focused look at the offensive and defensive uses of Operations Security (OPSEC).
Interviews and Podcasts
OTH recently held a panel with two Air Force Space Officers; Maj Mathew “Broker” Beck, also a Space Weapons Officer, | aerospace | 1 |
https://www.aeroinside.com/959/mombasa-air-safari-l410-at-ngerenge-on-aug-22nd-2012-failed-to-climb-out | 2022-01-25T05:44:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304760.30/warc/CC-MAIN-20220125035839-20220125065839-00054.warc.gz | 0.976181 | 1,603 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__64812266 | en | Mombasa Air Safari L410 at Ngerenge on Aug 22nd 2012, failed to climb out
Last Update: April 28, 2015 / 14:17:42 GMT/Zulu time
The airstrip manager reported the Let L-410 5Y-UV7 failed to climb out due to "wrong wind direction", a small fire was quickly put out by hotel personnel and tourists and the occupants were recovered from the wreckage. The injured are being treated by the Flying Doctors arriving from Nairobi. The aircraft had arrived from Mombasa via Amboseli National Park and had dropped off 12 passengers.
The Flying Doctor Service reported 4 people had perished when the Flying Doctors reached the airstrip, 3 passengers were flown to Nairobi in critical condition, the remaining 6 passengers are being taken to Nairobi on a second ambulance aircraft. 5 Germans, 4 Americans and 2 Czech were on board of the aircraft. 2 Germans and the 2 Kenyan crew died in the accident.
Kenya Wildlife Service reported the aircraft had just taken off when it lost height and impacted ground.
Local police reported four occupants died on the spot, the injured have all been taken to Nairobi for treatment.
In November 2012 the German BFU reported in their August bulletin, that after takeoff the aircraft rolled around its longitudinal axis and crashed.
A passenger (witness), who had just disembarked 5Y-UVP at Ngerenge, told The Aviation Herald on Dec 12th 2012, that he was getting organised for his onward travel when the airport manager raised the alert. The aircraft had departed towards the west (approx heading 275 degrees), the witness however has no own observations of the actual departure and took notice only after the alert was raised. The aircraft had impacted trees at the west end of the strip and came to rest about 300 meters southwest of the end of the strip. After the alert everybody, including the witness, rushed to their jeeps and sped to the crash site in order to recover the survivors. There were no tracks on the ground leading towards the crash site suggesting that the aircraft had hit ground and slid towards its final position, the witness therefore believes the aircraft came to rest right at that point of impact. The captain was found trapped into the cockpit, the first officer had been thrown out of the cockpit. The front of the aircraft was covered with fuel and there were wild life issues which made the recovery of the captain urgent but difficult, he was recovered later the day. The survivors amongst the passengers were recovered, one of the survivors seated at the right hand side just aft of the wing said one of the engines had stopped prior to hitting the trees, the witness seems to recall the survivor also recalled the propeller had stopped. The witness recalls that the left hand engine was missing from the left hand side, the right hand engine came to rest next to the aircraft. The witness stated, that the aircraft had suffered a problem with one of the compasses at takeoff from Ukunda Airstrip, the aircraft was such flown to Mombasa Moi Airport, where it spent about an hour until a circuit breaker accessible only from the outside of the aircraft had been reset, then the aircraft set off for Amboseli and Ngerenge.
Mombasa Air Safari is known to recently operate three Let-410s, 5Y-UVP, 5Y-NIK and 5Y-BSM.
Ngerende Airstrip features a dirt runway of 3900 feet/1190 meters length in approximate east/west direction, approximate position S1.084 E35.186.
No weather data are available.
On Apr 28th 2015 Kenya's Ministry of Transport released a report marked as "preliminary report" but carrying all indications of a final report concluding the probable causes of the accident were:
- LH engine was most probably not developing power at the time of impact
- LH engine propeller was most probably in feather at the time of impact
- Both CVR and FDR were unserviceable at the time of the accident
- AAID was unable to determine origin of contaminant found in LH engine FCU
- Sufficient oversight was not exercised over the Operator
- High turnover of the Operator’s staff.
Kenya's AAID reported the captain (59, ATPL, about 9800 hours total) had 7,480 flying hours on type and was assisted by a first officer (24, CPL) with 312 hours on type. The aircraft had landed at Ngerende to drop off 6 of the 17 passengers on board, no passenger or cargo was picked up at Ngerende, no refueling took place at the unmanned airstrip featuring a murram (loose surface) runway 10/28 of 1250 meters length and a windsock.
Due to prevailing winds runway 28 was in use, the aircraft lined up runway 28 and commenced takeoff. Ground staff reported that departure roll as well as rotation were uneventful, during the initial climb the aircraft veered sharply to the left and disappeared behind terrain, shortly followed by a loud bang and dust rising into the air. Staff at the airport and the hotels rushed to the accident scene about 310 meters past the end of runway 28 at position S1.084189 E35.1781127, all wreckage was located within a radius of 10-20 meters, and reached the wreckage 7 minutes after the accident. They found the cockpit and forward passenger cabin completely destroyed with both flight crew and the passengers in the front row perished, the aft passenger cabin remained largely intact with seats and seatbelts remaining intact, the 6 passengers seated in this area survived and were taken to Nairobi with minor injuries. The report did not mention where the 3 passengers receiving serious injuries had been seated, but confirmed the two flight crew and two passengers died in the accident, 3 passengers received serious and 6 received minor injuries.
The AAID reported the aircraft was equipped with a flight data and cockpit voice recorder, both devices were inoperative however during the accident flight.
The AAID analysed that the fuel control unit (FCU) of the left hand engine showed indications of a contamination, the analysis of the contaminant to its origin and composition was inconclusive. According to strip analysis the left hand propeller most likely was in feathered position at impact rotating at low speed.
This article is published under license from Avherald.com. © of text by Avherald.com.
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An Endeavor Canadair CRJ-900 on behalf of Delta Airlines, registration N272PQ performing flight DL-5501 from Washington National,DC to…
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Popular aircraftAirbus A320
Boeing 737-800 MAX
Popular airlinesAmerican Airlines | aerospace | 1 |
http://archive.indianexpress.com/news/boeing-787-fire-at-boston-airport-renews-safety-concern/1056238/2 | 2014-04-16T13:08:20 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609523429.20/warc/CC-MAIN-20140416005203-00078-ip-10-147-4-33.ec2.internal.warc.gz | 0.963722 | 474 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__23998561 | en | Boeing 787 fire at Boston airport renews safety concern
- Rajnath Singh does a Sonia Gandhi, meets top Shia clerics in Lucknow
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The new jet also suffered an electrical fire during a test flight, prompting a redesign of electrical systems.
Boeing spokesman Marc Birtel said Monday, "We are aware of the event and are working with our customer." Other Boeing officials declined to comment. Japan Airlines did not respond to several requests for comment.
The Dreamliner is Boeing's first jet to be made of carbon composites rather than aluminum, a change that lowers the plane's weight and allows it to burn less fuel.
The jet was plagued by production problems that delayed initial delivery by 3-1/2 years. Boeing currently has nearly 800 unfilled orders for the plane and is ramping up production from five per month to 10 a month this year.
Yet since entering service in October 2011, the plane has repeatedly made headlines for mechanical problems. Last July, the FAA investigated an incident in which a 787 engine made by General Electric Co blew apart on the ground in South Carolina, prompting changes in how the engines are made, maintained and inspected. A similar engine failed on a Boeing 747 in Shanghai in September.
The Dreamliner's run of electrical mishaps began Dec. 4, when a United Airlines flight from Houston to Newark, New Jersey, made an emergency landing after it appeared that one of its power generators failed. United later said an electrical panel was at fault. On Dec. 13, Qatar Airways said it had grounded one of its three 787 jets because of the same problem United had experienced. On Dec. 17, United said that a second 787 in its fleet had developed electrical issues. Also in December, the FAA ordered inspections of 787s after fuel leaks were found on two aircraft operated by foreign airlines. The leaks stemmed from incorrectly assembled fuel line couplings, which could result in loss of power or engine fire, the FAA said. | aerospace | 1 |
http://ainonline.com/social-tags/public-safety | 2013-12-18T23:02:21 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1387345760007/warc/CC-MAIN-20131218054920-00092-ip-10-33-133-15.ec2.internal.warc.gz | 0.914689 | 775 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__190732935 | en | Aviation “safety’s in a rut,” Dr. Tony Kern told attendees at the Bombardier Safety Standdown in Wichita this fall. The key to getting out of that rut, he said, is to make pilots realize they can’t rest on today’s safety record. Kern is the CEO of Convergent Performance, a Colorado-based human-performance consulting company, and the author of seven books on human performance.
The Association of Air Medical Services (AAMS) hosted its air medical safety summit last month in Washington, D.C. Topics covered at the event included enhancing professionalism, data collection, coordinated communications, technology and developing a low-altitude infrastructure that supports the helicopter EMS community.
Bell Helicopter signed an agreement with Avincis Group for the sale of up to 20 helicopters today at Helitech International 2013 in London. The deal includes a mix of 429s, 412s and 412EPIs, largely for use in search-and-rescue operations. Avincis Group provides aerial services for mission-critical operations, such as medical emergency, civil protection, search-and-rescue, coastal and urban surveillance, firefighting and energy support services.
The FAA issued an airworthiness directive–2013-18-09–on September 18 affecting some Honeywell ASCa emergency locator transmitters (ELTs) installed on transport-category aircraft.
StandardAero has signed an exclusive engine maintenance contract with AJ Aeroservices to support the Malaysian Maritime Enforcement Agency’s (MMEA) fleet of Bombardier CL-415 amphibious turboprops. The CL-415 is used in a water bombing role. StandardAero first established its partnership with AJ Aeroservices in 2011 with field service support and has been supporting Bombardier CL-415 operators worldwide for more than a decade.
The UK’s Guild of Air Pilots and Air Navigators (Gapan) has awarded Bombardier Aerospace its Master’s North American Award for industry contributions to air and ground safety. The award recognizes Bombardier’s central safety management system themes, including active hazard identification, risk management and performance measurement.
ITT Exelis has been awarded a $42 million contract from the Aireon venture to provide automatic dependent surveillance-broadcast (ADS-B) data processing and distribution for its satellite-based air traffic surveillance system. Aireon, a joint venture of Iridium Communications and Nav Canada, will provide aircraft position reports to subscribing air navigation service providers (ANSPs) using hosted ADS-B payloads on the Iridium Next constellation of satellites.
The Columbus, Ohio police temporarily grounded its MD500 fleet and hired an independent maintenance company to inspect the helicopters in April after discovering “gaps” in maintenance records.
AOPA “vigorously opposes” the U.S. Federal Communication Commission’s plan to prohibit the future use of emergency locator transmitters (ELTs) that use a 121.5-MHz signal. The proposal will have a negative effect on aviation safety, according to AOPA, and the association told the FCC it should immediately abandon its proposed rule changes and defer to the FAA on matters of aviation safety. According to AOPA, there are more than 200,000 general aviation aircraft still carrying 121.5-MHz ELTs.
Portland, Ore.-based Simplex (Booth No. N2511), known for its unique, easily convertible aerial firefighting spray booms, announced that it is teaming with Advanced Helicopter + Rescue Techniques (AH+RT), also Portland-based, to provide rotary-wing aerial firefighting and technical rescue training, including turnkey solutions for customers.
- Page 1 | aerospace | 1 |
https://www.upi.com/Defense-News/2016/05/06/Navy-opens-Boeing-equipped-P-8-maintenance-center/2111462556496/?st_rec=5781462554908 | 2019-12-10T17:29:35 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540528457.66/warc/CC-MAIN-20191210152154-20191210180154-00378.warc.gz | 0.945195 | 242 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__78726014 | en | ST. LOUIS, May 6 (UPI) -- The U.S. Navy's P-8 Maintenance Training Facility has opened in Florida, equipped with a Boeing suite of interactive training systems.
The center at Naval Air Station Jacksonville enables the Navy to provide immersive training for those maintaining P-8A Poseidon aircraft around the world.
Its virtual maintenance training devices provide interactive, high-fidelity simulations based on mission systems software. The center also uses full-scale replicas of aircraft components for hardware instruction.
Boeing said more than 1,000 procedures using seven virtual maintenance trainers and 14 hardware-based devices are taught at the facility.
"Our new P-8A Maintenance Training Facility will provide the fleet with qualified technicians equipped with the skills and knowledge needed to keep the P-8A aircraft flying for many years to come," said Robert Powden, department head of the U.S. Navy's P-8A maintenance training unit.
Boeing in 2014 received a Navy contract to provide the facility's training equipment. It also designed and delivered P-8A aircrew training devices, electronic classrooms and courseware for the Navy's Integrated Training Center. | aerospace | 1 |
https://italyluxurycarhire.com/aston-martin-volante-vision-concept/ | 2023-03-23T18:05:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945182.12/warc/CC-MAIN-20230323163125-20230323193125-00510.warc.gz | 0.942079 | 330 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__183350513 | en | Aston Martin Volante Vision Concept
Luxury mobility even in the air: a three-seater cabin, hybrid engine and fine trimmings for urban travel.
We are talking about the Aston Martin Volante Vision Concept, a small plane taking off and landing vertically “that explores personal luxury air travel“, as stated in the official note. The medium has been developed in collaboration with Cranfield University, Cranfield Aerospace Solution and Rolls-Royce, companies that deal respectively with research and development in aerospace and aeronautical engines. As for the Neptune submarine, Aston Martin’s contribution to the realization of the aircraft passes through the exterior design – which incorporates that of Valkyrie – and the high construction quality of the interior (with leather and carbon finishes): the intent is to “Bring up” the same atmosphere that is found in the sports of the British manufacturer. The cabin of this prototype is designed to accommodate three passengers. Moreover, “Volante” is also the name by which Aston Martin identifies its convertible touring cars. Unfortunately, at the moment Aston Martin has not provided any further technical details – apart from the fact that the engine will be hybrid – or confirmation of the future production of the Volante Vision Concept. The aircraft is mainly designed for urban travel and uses technologies such as hybrid propulsion and autopilot, increasingly shared with four-wheel vehicles. What is certain is that Aston Martin is not the first car manufacturer to raise his nose to the sky to see new mobility solutions: Audi, for example, is collaborating with Airbus for the development of futuristic flying taxis.
Welcome to the future! | aerospace | 1 |
https://hrz.intelligencecareers.com/job/80265/space-systems-senior-level-eo-systems-engineer-116433br/ | 2018-07-21T13:15:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592579.77/warc/CC-MAIN-20180721125703-20180721145703-00501.warc.gz | 0.887562 | 1,123 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__123067840 | en | Location: El Segundo California
Security Clearance: None / Not Required
Excited about developing systems that take detailed satellite images of Earth? From systems that reveal Earth’s vegetation index, aerosol characteristics over continents, land and ice temperatures, and cloud formations for model predictions on the next hurricane, these capabilities are made possible by the products made by Raytheon in El Segundo, California. Consider joining us to develop the next generation of space-based imaging systems.
The Responsive Space Systems Department seeks Senior Principal Systems Engineering Managers to lead the design, development, and build of DoD/Civil Electro-Optical (EO) Space Systems. The prospective systems engineering candidate will be responsible for assessing system architectures, developing requirements for these systems, and supporting the design, build, test, and customer support efforts. This role involves being able to understand and assess EO system design characteristics and analyze impacts to overall performance requirements such as MTF, radiometric performance, line-of-sight, IFOV, etc. The role also involves understanding validation, verification, and test activities, to lead the systems engineering team in creating proper IV&V plans that meet the requirements of the programs. The candidate is expected to be a leader in pre-proposal and proposal activities, bounding overall architecture solutions for mission requirements, conducting trade-studies that optimize designs for SWaP, cost, and risk approaches, and help form the technical baseline for proposals in a Lead Systems Engineer / Chief Engineer capacity. Required Skills:
- Minimum 12 years applied engineering experience, with 8+ years working in Electro-Optical (EO) engineering and/or systems engineering roles.
- Extensive team/IPTL/cross-functional leadership experience with direct-reporting personnel for multiple programs, projects, or functions, with a demonstrated track record of successful execution.
- Extensive customer support and post-delivery support experience, for flight/deliverable hardware, including specialist technical support for all aspects of integration, test, and end use.
- Proposal generation experience for multiple programs.
- Experience in complex system-level modeling definition for developing lower level performance requirements.
- Hands-on flight hardware design, analysis, integration, and test experience in all program phases, from components to full systems, including offsite integration and test support on flight vehicles through launch.
- Experience in requirements management using Dynamic Object-Oriented Requirements System (DOORS).
- Excellent written, verbal, and interpersonal communication skills.
- Experience in creating a technical baseline in response to RFI/BAAs.
- U.S. Citizenship status is required as this position will need a U.S. Security Clearance within 1 year of start date.
- U.S. Citizenship and ability to access to US only data systems
- Experience with systems engineering in all development phases (Requirements, Architecture, Design, Build, Test, and Deployment).
- Experience with Mechanical and Electrical Subsystems, including deriving lower level requirements based on desired Sensor System performance
- Experience with full FRACAS regimen, Failure Review Board processes and Root-Cause and Corrective Action implementation on space flight hardware.
- Risk and Opportunity Board experience, including time progression burndown of risk and realization of opportunity plans.
- Understanding of mechanical and electrical schematics and components to contribute to troubleshooting, determination of root cause, definition of corrective action and implementation of solutions.
- Assembly, Integration, and Test leadership experience with a variety of Space Level Hardware.
- Ability to establish and maintain strong working relationships with all levels of the organization, and communicate effectively, directly, and succinctly both up and down the reporting chain.
- Active DoD Secret clearance.
- Previous Chief Engineer experience, with CCB Authority and technical responsibility for product line or program execution.
- Full EVMS certification and CAM experience on multiple program efforts.
Bachelor’s degree in Engineering, Science, and/or related STEM degreeDesired Education:
Multiple degrees including Master’s Degree in Engineering along with other degrees (e.g. MBA)
This position requires a U.S. person or the ability to obtain an Export Authorization from the appropriate government agency for non-U.S. persons 116433
Raytheon is an Equal Opportunity/Affirmative Action employer. All qualified applicants will receive consideration for employment without regard to race, color, religion, creed, sex, sexual orientation, gender identity, national origin, disability, or protected Veteran status.
Raytheon Space and Airborne Systems (SAS) builds radars and other sensors for aircraft, spacecraft and ships. The business also provides communications and electronic warfare solutions and performs research in areas ranging from linguistics to quantum computing. SAS is headquartered in McKinney, Texas USA. As a global business, our leaders must have the ability to understand, embrace and operate in a multicultural world -- in the marketplace and the workplace. We strive to hire people who reflect our communities and embrace diversity and inclusion to advance our culture, develop our employees, and grow our business.Raytheon
is headquartered in Waltham, Massachusetts. Follow us on Twitter
Aerospace Engineering, General Engineering, Integration and Test Engineering, Optical Engineering, Sensor Systems, Systems Engineering, Test Engineering, All, Engineering Aerospace/Aeronautical Engineering, General Engineering, Integration & Test Engineering, Optics/Optical Engineering, Sensor Systems, Systems Engineering, Test Engineering | aerospace | 1 |
https://www.ainonline.com/aviation-news/2014-07-17/malaysian-airliner-crashes-eastern-ukraine | 2022-05-27T13:24:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662647086.91/warc/CC-MAIN-20220527112418-20220527142418-00624.warc.gz | 0.970734 | 246 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__124402241 | en | Malaysian Airlines has confirmed that one of its Boeing 777s has crashed in eastern Ukraine, about 31 miles from the border with Russia. Flight MH17 was en route from Amsterdam to Kuala Lumpur with 280 passengers and 15 crew on board. According to Ukrainian air traffic controllers, they lost contact with the aircraft at around 14.15 UTC almost 20 miles from the waypoint at Tamak. The Ukrainian government has refuted accusations by militia opposed to the Ukrainian government that the country's military shot down the airliner, which was cruising at 33,000 feet. Military experts have said that it would have required a long-range surface-to-air missile or air-to-air weapons to shoot down an aircraft at that altitude. Boeing issued a statement expressing concern over the incident and saying that it is ready to assist authorities as required. Virgin Atlantic Airways, Air France-KLM, Lufthansa, Delta and Russian carrier Transaero issued statements saying that they will re-route flights to avoid over-flying Ukraine. UK transport officials said that several flights flying towards the region have been re-routed.
Malaysian Airliner Crashes in Eastern Ukraine
- July 17, 2014, 12:59 PM | aerospace | 1 |
http://www.thomasnet.com/nsearch.html?what=Industrial+Furnaces&heading=31740202&cov=NA&navsec=modify&cert=130 | 2014-08-21T18:01:58 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1408500820886.32/warc/CC-MAIN-20140820021340-00225-ip-10-180-136-8.ec2.internal.warc.gz | 0.893365 | 246 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__85233383 | en | Industrial Furnaces Suppliers
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Selected Supplier Qualifications
The Federal Aviation Administration (FAA) defines the rules governing all aviation activities in the United States; Federal Aviation Regulation (FAR) 145 deals with the rules a certified repair station must follow. An organization wishing to become certified as an FAA repair station must complete a pre-application, a formal application, document compliance, demonstration and inspection.
Byron Products - Fairfield, OH
Custom Manufacturer, Service Company
AS9100C GE approved Rolls- Royce approved FAA repair station YB5R630Y including brazing, heat treating, plasma coating and TIG, MIG and resistance welding services. Vacuum, continuous hydrogen belt, hydrogen retort furnace, induction and torch brazing services are available. Heat treating capabilities include vacuum and induction hardening, hydrogen cleaning, sintering, stress relieving, homogenizing, normalizing, annealing, tempering and solution and age heat treating. Services also include metallurgical analysis, tensile bond strength and macro-hardness testing and engineering. Industries served include government, medical, semiconductor and aerospace. | aerospace | 1 |
https://crewroom.net/bomb-threat-written-on-a-bathroom-mirror-made-flight-en-route-to-seattle-to-make-an-emergency-landing/ | 2023-06-11T00:23:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646652.16/warc/CC-MAIN-20230610233020-20230611023020-00092.warc.gz | 0.974828 | 722 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__260574387 | en | A filled terror response was launched in response to an onboard bomb threat written on a bathroom mirror of a Seattle-bound Airbus A330 that forced an emergency landing in Iceland with around 266 passengers and crew.
On Monday at around 1:20 pm, Condor Airways flight DE2032 departed Frankfurt for what was supposed to be a typical 10-day voyage to the American West Coast. Instead, while it was flying over Greenland, the plane suddenly turned around and headed for Keflavik, Iceland’s main international airport.
At first, passengers were informed that an unidentified “operational failure” was the reason the flight needed to divert to Iceland. The “distressed” flight attendants then sealed the restrooms and told the passengers that the aircraft had to land because the restrooms were broken.
Winnie The Jroo, a tattoo artist from Washington, captured what happened next on TikTok while he was on the aircraft. Police officers patted down passengers and examined personal possessions while checked baggage was taken off the plane and lined up for sniffing dogs.
@seattletimes @Condor @CondorCares
Wow. Still in Iceland after the diversion for a bomb threat last night. Not much from the airline (as in nothing from the airline) sent to a hotel for a 6 hour nap. Picking us up to go back to airport in 30… Wish I knew something.. 1/ pic.twitter.com/bXmZ893dx6
— God damn the pusher man (@BillSmi92852819) July 26, 2022
After being transported by bus to an airplane hangar to have their mug pictures taken, Jroo and the other passengers had to wait for a number of hours while the plane was being searched.
Another traveler claimed they were sent to nearby motels to relax after being delayed at the airport until after midnight. They were driven back to the airport after six hours, where a different plane brought them to Seattle.
A Condor spokeswoman claimed in a statement that the passengers were never in danger and that the emergency landing was only necessary as a safety measure.
what a crazy experience.. still here in iceland will update soon 🤞🏽 wish me luck
Commercial flights frequently get bomb threats, and most passengers are unaware that their flight has been singled out by pranksters. Internal airline security employees frequently permit the flight to continue without the involvement of law authorities.
In this case, however, the Condor spokesperson says the threat “was analyzed by internal and external experts and in close coordination with all relevant authorities.”
“Purely as a precaution, the aircraft was diverted to the nearest airport, Keflavik, where it was investigated in accordance with applicable protocols and processes,” the statement continued.
“Guests and crew were accommodated in hotels in Iceland. Condor sent a standby aircraft to Iceland to bring guests from there to Seattle. The flight arrived safely in Seattle at around 3:15 pm.”
No threat was discovered by Icelandic police.
A British Airways flight attendant was detained in 2012 after writing a bomb threat on the restroom door of a flight with Tokyo as its destination. On that case, the Captain determined that the threat was a hoax and made the decision to continue the flight to Japan.
Matthew Davis, a 22-year-old flight attendant, received a six-month prison sentence.
Photo cover via Twitter: @BillSmi92852819 | aerospace | 1 |
https://www.ausa.org/articles/joint-force-must-be-ready-counter-growing-ballistic-missile-threats | 2020-02-26T04:50:13 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146186.62/warc/CC-MAIN-20200226023658-20200226053658-00148.warc.gz | 0.947853 | 753 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__180115443 | en | Joint force must be ready to counter growing ballistic missile threats
As ballistic missile threats to the U.S. increase in quantity and quality, steps must be taken to ensure the Army and the joint force remain able to counter adversaries at home and abroad.
“The Army air and missile defense (AMD) force is a key strategic enabler for the Army, the joint force and the nation, and continues to be globally deployed and regionally engaged … but enemy air and missile defense threats continue to develop in complexity, quantity and capacity,” said Lt. Gen. James Dickinson, commanding general, U.S. Army Space and Missile Defense Command.
Dickinson was the opening speaker at the Association of the U.S. Army’s Hot Topic forum titled “Army Air and Missile Defense,” held in February at AUSA’s Conference and Event Center in Arlington, Va.
Potential adversaries are committed to evolving their missiles, unmanned aerial systems and long-range rocket and artillery force capabilities, Dickinson said, noting that these capabilities are often “the weapon of choice to exert their national aims and put our nation, our deployed forces and our partners and allies at risk.”
Today nearly 30 countries possess ballistic missile capabilities, with approximately 50 different variants of ballistic missiles.
Additionally, Dickinson said that there are 13 new intermediate range and eight intercontinental ballistic missile variants under development.
Specifically, he said, North Korea continues to improve their road-mobile ICBMs and has likely tested ICBM capabilities in recent space launches, while China has developed and tested a hypersonic maneuvering strike vehicle.
Iran is also expected to expand their ballistic missile development program. “Their resolve is demonstrated by Iran’s president saying that Iran will not accept any limits on their missile program, and calling for accelerating the production of various missiles,” Dickinson said.
Other key AMD threats in the near future include more complex advanced electronic and cyber attacks, and directed energy capabilities, he said.
As threat capabilities evolve and capacity grows, air and missile defense modernization efforts and initiatives must continue to avoid enemy overmatch of U.S. military forces.
“To counter these and future threats, we must sustain our efforts in a number of areas, from maintaining our systems, to training our AMD force, to leveraging new technologies and modernization efforts, all of which require resources,” said Dickinson.
There is some good news on the resource front, he said. Congressional support for air and missile defense is strong, and that support is reflect in the FY17 budget request.
However, he said, “Although we are on the right track and investing in the right areas, Army missile defense still faces a number of challenges in protecting the force and achieving strategic flexibility in a multi-domain environment.”
Even as the Army modernizes its AMD force, it must not lose sight of the present.
“A major factor in readiness is how we can balance modernization efforts with the operational demands,” Dickinson said.
The Army AMD force finds itself at a critical crossroads as it balances the competing requirements of supporting the current fight while modernizing.
He continued, “As we support the warfighter, modernize and develop the future AMD force, we must also maintain a ‘fight tonight’ focus – essentially, what trained and ready capabilities can the AMD enterprise provide to the warfighter now.”
Dickinson thanked AUSA for its “continued support to the warfighter,” adding, “It’s a great day to be an air and missile defender in the United States Army.” | aerospace | 1 |
https://newsotg.com/2022/09/16/latest-news/space-tech-firm-intuitive-machines-to-go-public-in-a-merger-in-u-s/ | 2023-01-30T11:11:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499816.79/warc/CC-MAIN-20230130101912-20230130131912-00762.warc.gz | 0.914664 | 311 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__132816671 | en | Space technologies provider Intuitive Machines LLC, a diverse space exploration, infrastructure, and services corporation with high-profile contracts supporting NASA’s $93 billion Artemis program through a merger with Inflection Point Acquisition Corp., to list on the Nasdaq. Intuitive Machines is a key player in NASA’s Commercial Lunar Payload Services project, having received contracts for three missions to date, the most of any contractor.
An Intuitive Machines lunar lander, launched on a SpaceX Falcon 9 rocket, is expected to transport government and commercial payloads to the Moon’s surface for its first mission, scheduled for no earlier than Q1 2023, marking the United States’ first return to the Moon since NASA’s last Apollo mission in 1972. Intuitive Machines now has a committed backlog of $188 million and expects to produce roughly $102 million in revenue in 2022.
The merged company’s pro forma indicated enterprise value is roughly $815 million, or a 2.8x EV / anticipated 2023 sales multiple. If no IPAX public investors redeem their shares, Intuitive Machines is estimated to have a pro forma equity value of more than $1 billion. In connection with the business combination with Inflection Point, $55 million in committed cash and a $50 million equity facility were arranged, which Intuitive Machines hope to support its business strategy to profitability over the next 2-3 years. Shareholders of Intuitive Machines will transfer 100% of their current equity interests to the amalgamated firm. | aerospace | 1 |
https://www.nbcsandiego.com/news/local/plane-makes-emergency-landing-at-brown-field/66570/ | 2020-08-10T12:14:15 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738674.42/warc/CC-MAIN-20200810102345-20200810132345-00104.warc.gz | 0.970686 | 126 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__58075424 | en | A private jet made an emergency landing at Brown Field Thursday night, according to officials.
The hard landing happened around 9:45 p.m. at the Otay Mesa airport.
According to officials, the plane was found about 100 feet from the runway. The plane blew a tire, but the body of the plane was not damaged.
None one was injured.
As of 10:30 p.m. Thursday, only emergency landings are permitted at Brown Field.
The Citation jet is registered to the Cannon gun safe company in San Bernardino. The plane was bound for the LA/Ontario International Airport. | aerospace | 1 |
https://modelplanes.de/imperial-navy-air-force/jagdbomber-imperial-navy-air-force/yokosuka-d3y2-k-myojo-kai-venus-modified-valom/ | 2024-02-29T14:49:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474843.87/warc/CC-MAIN-20240229134901-20240229164901-00555.warc.gz | 0.974862 | 585 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__122454015 | en | TYPE: Dive bomber, trainer, suicide aircraft
ACCOMMODATION: Pilot only
POWER PLANT: One Mitsubishi “Kinsai 62” radial engine, rated at 1,560 hp
PERFORMANCE: 292 mph
COMMENT: The Yokosuka D3Y “Myojo” (“Venus”) was a Japanese two-seat dive bomber/trainer designed and built by the Yokosuka Naval Air Technical Arsenal derived from the Aichi D3A. It was made nearly entirely of wood in an attempt to conserve valuable resources. Upon Japan’s surrender, the project came to a halt with only a few aircraft delivered.
The D3Y was a two-seat bomber trainer constructed of wood, so as not to use more valuable materials. It was based on the successful Aichi D3A, with design starting in late 1942. Like the D3A, it was a two-seat low-winged monoplane with a fixed tailwheel undercarriage. To allow construction by unskilled workers, the elliptical wing and rounded tail of the D3A were replaced by straight tapered alternatives, while the fuselage was lengthened to improve stability. Two prototypes were built during 1944, but these proved heavier than expected. Three production aircraft, which were redesigned to save weight, were completed for the Imperial Japanese Navy Air Force (IJNAF) before the end of the war, and officially designated the Navy Type 99 Bomber Trainer Myojo Model 22.
In Yokosuka’s design bureau two different variants of the basic design were on the drawing board.
The D3Y1-K “Myojo” (Navy Type 99 Bomber Trainer Myojo Model 22) was a two seat wooden dive-bomber trainer. Powered by a 1,300 hp Mitsubishi Kinsei 54 radial engine, based on the Aichi D3A2-K, the aircraft featured some significant changes to allow production in wood. Two prototypes and three production aircraft were completed before the final collaps.
The second design, a single-seat D3Y2-K Special Attacker Myojo Kai (“Venus Modified”) for suicide missions was initiated early in 1945. Powered by a 1,560 hp Mitsubishi Kinsei 62 and fitted with a jettisonable undercarriage on take-off since the aircraft was not expected to return. This version was to have been armed with two 20mm Type 99 MK1 cannon in the engine cowling was to carry a single bomb up to 800 kg. The prototype had not been completed when the war ended, and the planned monthly production of thirty D5Y-1s, as the aircraft had been redesignated, was never undertaken (Ref.: 1, 24). | aerospace | 1 |
https://kerbalx.com/RoversOfUnusualStyle/Ankerias | 2023-03-23T23:17:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945218.30/warc/CC-MAIN-20230323225049-20230324015049-00298.warc.gz | 0.712097 | 229 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__172105869 | en | Paste a url where
can be downloaded
(link to Spacedock where possible)
This hovercraft maintains an altitude of 5m and level flight relative to the local surface. 99.9% Stock+ by mass - only modded part is the kOS controller.
A mod aircraft called Ankerias. Built with 116 of the finest parts, its root part is probeCoreOcto2.v2.
Built in the SPH in KSP version 1.12.3.
- Type: SPH
- Class: rover
- Part Count: 116
- Mods: 3
- KSP: 1.12.3
- Breaking Ground DLC
- Squad (stock)
- kOS: Scriptable Autopilot System
Uploaded with Craft Manager | aerospace | 1 |
https://www.uawire.org/israel-does-not-rule-striking-s-300-in-syria | 2023-12-04T22:11:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100535.26/warc/CC-MAIN-20231204214708-20231205004708-00263.warc.gz | 0.956686 | 273 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__83226312 | en | The Israeli Minister of Jerusalem Affairs and Minister of Environmental and Cultural Heritage Protection Ze’ev Elkin’s stated that if the Russian S-300 anti-aircraft missile systems deployed in Syria open fire on the Israeli Air Force, Israel might strike at them, reports TASS. “By supplying such weapons to the Syrians, Russia bears partial responsibility for its use,” he stressed.
According to Elkin, Israel “has been doing everything in its power throughout all these years” so that the Russian soldiers in Syria would not suffer. He also recalled that the Iranians "more than once or twice" used Russian soldiers as a "human shield" for the weapons transfer to Syria.
Russia delivered the S-300 missiles systems to Syria after the Russian military aircraft IL-20 was shot down over the Mediterranean Sea, which led to the loss of fifteen Russian military men. According to the Russian Ministry of Defense, the Israeli Air Force used the IL-20 as a cover against Syrian air defenses, which eventually hit the Russian plane.
The Russian Defense Ministry accused Israel of downing the IL-20l. On November 5, the director of the First Eurasian Department of the Israeli Foreign Ministry, Yakov Livne, said that Tel Aviv would do everything in its power to avoid incidents similar to the Il-20 tragedy. | aerospace | 1 |
http://defensesystems.com/Articles/List/News.aspx?Page=12 | 2014-10-20T08:11:07 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507442288.9/warc/CC-MAIN-20141017005722-00246-ip-10-16-133-185.ec2.internal.warc.gz | 0.934396 | 167 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__134881856 | en | Northrop gets $240 million contract for Block 30 models of the ISR drone.
System administrators continue to rely on approaches that do not afford them cross-domain visibility or app-centric correlation between layers.
A $295 million DOD contract includes funding toward four maritime surveillance planes for Australia
Security analysts are increasingly concerned about camera-carrying drones that could also be used to breach wireless networks.
ARMDEC will independently double-check the F-35’s software systems for safety, airworthiness.
Cadets will be able to take new courses in computer forensics and reverse software engineering, as well as political science and strategy.
Distributed systems could act as a force multiplier, allowing naval forces to rapidly adapt to new challenges.
The company will compete to host Air Force communications on commercial satellites. | aerospace | 1 |
https://www.dhs.gov/science-and-technology/news/2021/05/21/news-release-dhs-partners-south-korea-aviation-security | 2024-03-04T01:21:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476409.38/warc/CC-MAIN-20240304002142-20240304032142-00440.warc.gz | 0.908911 | 602 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__72854453 | en | FOR IMMEDIATE RELEASE
S&T Public Affairs, 202-254-2385
WASHINGTON – The Department of Homeland Security (DHS) Science and Technology Directorate (S&T) has signed an agreement with the Ministry of Land, Infrastructure and Transport of the Republic of Korea (MOLIT), which authorizes the two countries to conduct a field demonstration of S&T-funded technology in civil aviation security.
This joint field demonstration will pilot the Common Viewer Air System, a cloud-based baggage pre-screening software system that will support the missions of U.S. Customs and Border Protection (CBP) and the Transportation Security Administration (TSA). The signed letter of intent results from ongoing collaboration among TSA, CBP, and their South Korean counterparts to share information, identify risks, and enhance safeguards to improve international aviation security.
“With this pilot, security officers will be able to remotely screen checked baggage before arriving in the U.S. and landing at ATL. The goal is to maintain strong security while enhancing the passenger experience and providing another means of contactless screening,” explained David Taylor, S&T’s CBP Portfolio Manager.
“CBP is appreciative of the partnerships that allow us to pilot the feasibility of screening images of every checked bag on an arriving flight before it lands in the U.S., all while enhancing the traveler’s experience by reducing the number of times they may need to collect and re-check baggage for connecting flights,” said Donald. F. Yando, CBP Director of Field Operations in Atlanta.
“Through partnerships like this, we’re able to introduce innovative touchless technology that not only provides an additional layer of security, but also provides a safer, healthier, and more convenient process for international passengers,” said Gary Renfrow, Assistant Administrator for TSA International Operations.
“Through training, mentorship, assessments, and information sharing, DHS S&T is pleased and honored to support DHS components and our international partners in strengthening global transportation security in the Asia-Pacific region and beyond,” said Robert Burns, Executive Director of S&T’s Office of Innovation and Collaboration.
The field demonstration—or pilot program—facilitates alternative methods of TSA screening to be implemented at Hartsfield–Jackson Atlanta International Airport (ATL) and Incheon International Airport (ICN) outside Seoul. Delta Air Lines, Inc. is participating in the program.
“Our objective is to continue to work toward recognizing each other’s countermeasures to improve efficiency and decrease redundancy. A mutual goal for TSA and MOLIT is to achieve our security missions while streamlining the passenger experience as much as possible,” said Mr. Jin-hwan Yoon, Acting Deputy Minister for Civil Aviation Office, MOLIT.
The joint pilot program will run in the summer of 2021. | aerospace | 1 |
https://wonderfulengineering.com/this-new-luxury-airship-will-carry-people-to-the-north-pole-without-needing-any-wings/ | 2023-06-03T08:19:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649177.24/warc/CC-MAIN-20230603064842-20230603094842-00740.warc.gz | 0.965686 | 424 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__296708533 | en | Sustainability and environmentally friendly operations are becoming an indispensable part of the automobile industry recently. There are electric vehicles that have become more accessible and facilitated than before. If the vehicles are not powered by a battery, then the engines are modified in a way to reduce hazardous emissions.
A new kind of airship has been unveiled by a Swedish company giving the option to travel with lesser emissions than the regular airplane flight. This definitely is the first of its kind in this modern era as the airplanes are all supposed to have wings but this one does the job better and that too without wings.
The aviation industry gave off around 2.5% of the total CO2 emissions in 2018 only. Aviation emissions have doubled since the mid-1980s. This is why airships are making a comeback.
Airships used to be popular but declined after the infamous Hindenburg disaster where the German passenger airship LZ 129 Hindenburg burnt down due to an electric spark, resulting in exploding the airship when it came in contact with hydrogen.
A Swedish aviation company, OceanSky Cruises announced that it’ll be starting cruises to the North Pole from 2024 through luxurious airships. The airship will be powered by Lighter-than-Air technology. It will use non-flammable gas helium as fuel. Light by their nature, airships float as boats do in the water. They need less energy as compared to airplanes by as much as 80%. This makes them efficient and sustainable.
The company’s first flight is scheduled for the North Pole. It will start from Svalbard; the trip will take 38 hours to the destination. The crew spend six hours in the North Pole.
The spacious airship features 8 double cabins at 100 sq ft (10 m2) that are fully equipped with large panoramic windows, a private bathroom, and a wardrobe. With large windows at the bottom of the airship that flies at low altitudes, the passengers will relish in the mesmerizing views. These airships can be used till we have commercial electric planes. | aerospace | 1 |
https://www.momondo.com/flights/oakland/milan | 2021-05-14T19:18:54 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991207.44/warc/CC-MAIN-20210514183414-20210514213414-00248.warc.gz | 0.866255 | 200 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__118904472 | en | |Best Price Found||$1,018||The best flight deal from Oakland, California to Milan found on momondo in the last 72 hours is $1,018|
|Fastest flight time||16h 45m||The fastest flight from Oakland, California to Milan takes 16h 45m|
|Direct flights||None||There are no direct flights from Oakland, California to Milan. Popular non-direct routes for this connection are Oakland - Milan Linate, Oakland - Bergamo Orio Al Serio and Oakland - Milan Malpensa.|
|Airports in Milan||2 airports||There are 2 airports near Milan: Milan Linate (LIN), Milan Malpensa (MXP)|
Due to the global impact of COVID-19, some of our airline partners operating flights from Oakland to Milan, such as American Airlines may have put in place flexible change policies. Use our site to search for all of the airlines offering this flexibility to you. | aerospace | 1 |
http://www.mhzkjz.tw/eng/about/news_articles.php?id=10328 | 2019-10-19T08:25:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986692126.27/warc/CC-MAIN-20191019063516-20191019091016-00393.warc.gz | 0.88086 | 89 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__71441914 | en | 1.The fuel surcharge will be adjusted in accordance with fuel price on a monthly basis.
2. The fuel surcharge will be applied per flight sector and collected base on the journey originating from .
3. The fuel surcharge will applied to Children and infant.
4. The fuel surcharge will be applied to flights operated by NX and Codeshare flights operated by other carriers.
Until 31 Dec 2018
From 01 Jan 2019 | aerospace | 1 |
http://wikien4.appspot.com/wiki/Le_Luc_-_Le_Cannet_Airport | 2020-10-27T09:46:39 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107893845.76/warc/CC-MAIN-20201027082056-20201027112056-00564.warc.gz | 0.779534 | 663 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__110456638 | en | Le Luc – Le Cannet Airport
Le Luc - Le Cannet Airport
Base écowe Généraw Lejay
|Airport type||Pubwic / Miwitary|
|Operator||Ministry of Defence|
|Serves||Le Luc, France|
|Ewevation AMSL||265 ft / 81 m|
Le Luc-Le Cannet Airport (ICAO: LFMC) is an airport wocated at Le Cannet-des-Maures, 6 km (4 mi) east of Le Luc, in de Var department of de Provence-Awpes-Côte d'Azur region in soudern France. The airport is open to pubwic air traffic, but has no commerciaw airwine service. It awso has miwitary use as part of Base écowe Généraw Lejay, a French Army (Armée de Terre) training faciwity for combat hewicopters and various ground eqwipment.
Le Luc airport was buiwt prior to Worwd War II and was seized by Awwied Forces during Operation Dragoon, de Invasion of Soudern France in August 1944. After minimaw repairs by de United States Army Air Forces Twewff Air Force XII Engineer Command, it was turned over for operations use by XII Fighter Command on 22 August. It was not given an Advanced Landing Ground designation, uh-hah-hah-hah. Known units assigned to de airfiewd were:
- 27f Fighter Group, August 1944, A-36 Apache
- 324f Fighter Group, 25 August-2 September 1944, P-47 Thunderbowt
Wif de combat units moving qwickwy up into Eastern France, de airport was returned to French civiw controw on 13 September.
The airport resides at an ewevation of 265 feet (81 m) above mean sea wevew. It has two paved runways: 13/31 measures 1,399 by 30 metres (4,590 ft × 98 ft) and 09/27 is 800 by 30 metres (2,625 ft × 98 ft).
- LFMC – LE LUC LE CANNET. AIP from French Service d'information aéronautiqwe, effective 8 October 2020.
- This articwe incorporates pubwic domain materiaw from de Air Force Historicaw Research Agency website http://www.afhra.af.miw/.
- Maurer, Maurer. Air Force Combat Units of Worwd War II. Maxweww AFB, Awabama: Office of Air Force History, 1983. ISBN 0-89201-092-4.
- Maurer, Maurer (1969), Combat Sqwadrons of de Air Force, Worwd War II, Air Force Historicaw Studies Office, Maxweww AFB, Awabama. ISBN 0-89201-097-5
- Johnson, David C. (1988), U.S. Army Air Forces Continentaw Airfiewds (ETO), D-Day to V-E Day; Research Division, USAF Historicaw Research Center, Maxweww AFB, Awabama. | aerospace | 1 |
https://db0nus869y26v.cloudfront.net/en/Boeing_707 | 2023-06-02T09:23:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648465.70/warc/CC-MAIN-20230602072202-20230602102202-00487.warc.gz | 0.954856 | 9,262 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__14407640 | en | |A low-wing, four-engined jet aircraft, the 707 was introduced by Pan Am in 1958.|
|National origin||United States|
|Manufacturer||Boeing Commercial Airplanes|
|First flight||December 20, 1957|
|Introduction||October 26, 1958Pan American World Airways, with|
|Status||In limited military service[a]|
|Primary users||Pan Am (historical)|
|Number built||865 (excludes Boeing 720s)|
|Developed from||Boeing 367-80|
The Boeing 707 is an American, long-range, narrow-body airliner, the first jetliner developed and produced by Boeing Commercial Airplanes. Developed from the Boeing 367-80 prototype first flown in 1954, the initial 707-120 first flew on December 20, 1957. Pan American World Airways began regular 707 service on October 26, 1958. With versions produced until 1979, the 707 was a swept wing, quadjet with podded engines. Its larger fuselage cross-section allowed six-abreast economy seating, retained in the later 720, 727, 737, and 757 models.
Although it was not the first commercial jetliner in service, the 707 was the first to be widespread and is often credited with beginning the Jet Age. It dominated passenger air transport in the 1960s, and remained common through the 1970s, on domestic, transcontinental, and transatlantic flights, as well as cargo and military applications. It established Boeing as a dominant airliner manufacturer with its 7x7 series. The initial, 145-foot-long (44 m) 707-120 was powered by Pratt & Whitney JT3C turbojet engines. The shortened long-range 707-138 and the more powerful 707-220 entered service in 1959. The longer range, heavier 707-300/400 series have a larger wing and are stretched slightly by 8 feet (2.4 m). Powered by Pratt & Whitney JT4A turbojets, the 707-320 entered service in 1959, and the 707-420 with Rolls-Royce Conway turbofans in 1960.
The 720, a lighter short-range variant, was also introduced in 1960. Powered by Pratt & Whitney JT3D turbofans, the 707-120B debuted in 1961 and the 707-320B in 1962. The 707-120B typically flew 137 passengers in two classes over 3,600 nmi (6,700 km), and could accommodate 174 in one class. With 141 passengers in two classes, the 707-320/420 could fly 3,750 nmi (6,940 km) and the 707-320B up to 5,000 nmi (9,300 km). The 707-320C convertible passenger-freighter model entered service in 1963, and passenger 707s have been converted to freighter configurations. Military derivatives include the E-3 Sentry airborne reconnaissance aircraft and the C-137 Stratoliner VIP transport. A total of 865 Boeing 707s were produced and delivered, not including 154 Boeing 720s.
Main article: Boeing 367-80
During and after World War II Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress, to the jet-powered B-47 Stratojet and B-52 Stratofortress, but its commercial aircraft were not as successful as those from Douglas Aircraft and other competitors. As Douglas and Lockheed dominated the postwar air transport boom, the demand for Boeing's offering, the 377 Stratocruiser, quickly faded with only 56 examples sold and no new orders as the 1940s drew to a close. That venture had netted the company a $15 million loss. During 1949 and 1950, Boeing embarked on studies for a new jet transport and saw advantages with a design aimed at both military and civilian markets. Aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. The KC-97 was not ideally suited for operations with the USAF's new fleets of jet-powered fighters and bombers; this was where Boeing's new design would win military orders.
As the first of a new generation of American passenger jets, Boeing wanted the aircraft's model number to emphasize the difference from its previous propeller-driven aircraft which bore 300-series numbers. The 400-, 500- and 600-series were already used by their missiles and other products, so Boeing decided that the jets would bear 700-series numbers, and the first would be the 707. The marketing department at Boeing chose 707 because they thought it was more appealing than 700.
The project was enabled by the Pratt & Whitney JT3C turbojet engine, the civilian version of the J57 that yielded much more power than the previous generation of jet engines and was proving itself with the B-52. Freed from the design constraints imposed by limitations of late-1940s jet engines, developing a robust, safe, and high capacity jet aircraft was within reach for Boeing. Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on the 367-80 quadjet prototype aircraft. The "Dash 80" took less than two years from project launch in 1952 to rollout on May 14, 1954, then first flew on July 15, 1954. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling and cargo aircraft.
Whether the passenger 707 would be profitable was far from certain. At the time, nearly all of Boeing's revenue came from military contracts. In a demonstration flight over Lake Washington outside Seattle, on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype. Although he justified his unauthorized action to Bill Allen, then president of Boeing, as selling the airplane with a 1 'g' maneuver he was told not to do it again.
The 132 in (3,400 mm) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like the Stratocruiser. Answering customers' demands and under Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to 144 in (3,660 mm) to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of 147 in (3,730 mm). The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to 148 in (3,760 mm).
The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C. Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into the production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and -320 models. This was in response to de Havilland Comet overrun accidents which occurred after over-rotating on take-off. Wing stall would also occur on the 707 with over-rotation so the leading-edge flaps were added to prevent stalling even with the tail dragging on the runway.
The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a -120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were set 20 in (510 mm) apart, so this resulted in a shortening of 10 ft (3.0 m) to a length of 134 ft 6 in (41.0 m). With the maximum takeoff weight the same as that of the -120 (247,000 lb (112 t)), the -138 was able to fly the longer routes that Qantas needed. Braniff International Airways ordered the higher-thrust version with Pratt & Whitney JT4A engines, the 707-220. The final major derivative was the 707-320, which featured an extended-span wing and JT4A engines, while the 707-420 was the same as the -320, but with Conway turbofan engines.
Though initially fitted with turbojet engines, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 707s and 720s were denoted with a "B" suffix. While many 707-120Bs and -720Bs were conversions of existing JT3C-powered machines, 707-320Bs were available only as newly built aircraft, as they had a stronger structure to support a maximum takeoff weight increased by 19,000 lb (8,600 kg), along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the West Coast of the United States and from the US to Japan.
The final 707 variant was the 707-320C, (C for "Convertible"), which had a large fuselage door for cargo. It had a revised wing with three-sectioned leading-edge flaps, improving takeoff and landing performance and allowing the ventral fin to be removed (although the taller fin was retained). The 707-320Bs built after 1963 used the same wing as the -320C and were known as 707-320B Advanced aircraft.
In total, 1,010 707s were built for civilian use between 1958 and 1978, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with the last new-build 707 airframes built as E-3 and E-6 aircraft.
Traces of the 707 are still found in the 737, which uses a modified version of the 707's fuselage, as well as the same external nose and cockpit configurations as those of the 707. These were also used on the previous 727, while the 757 also used the 707 fuselage cross-section.
The 707's wings are swept back at 35°, and like all swept-wing aircraft, display an undesirable "Dutch roll" flying characteristic that manifests itself as an alternating combined yawing and rolling motion. Boeing already had considerable experience with this on the B-47 and B-52, and had developed the yaw damper system on the B-47 that would be applied to later swept-wing configurations like the 707. However, many pilots new to the 707 had no experience with this instability, as they were mostly accustomed to flying straight-wing propeller-driven aircraft such as the Douglas DC-7 and Lockheed Constellation.
On one customer-acceptance flight, where the yaw damper was turned off to familiarize the new pilots with flying techniques, a trainee pilot's actions violently exacerbated the Dutch roll motion and caused three of the four engines to be torn from the wings. The plane, a brand new 707-227, N7071, destined for Braniff, crash-landed on a river bed north of Seattle at Arlington, Washington, killing four of the eight occupants.
In his autobiography, test pilot Tex Johnston describes a Dutch roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements did not cease and most of the passengers became ill, he suspected a misrigging of the directional autopilot (yaw damper). He went to the cockpit and found the crew unable to understand and resolve the situation. He introduced himself and relieved the ashen-faced captain, who immediately left the cockpit feeling ill. Johnston disconnected the faulty autopilot and manually stabilized the plane "with two slight control movements".
Tex Johnston recommended Boeing increase the height of the tail fin, add a boosted rudder, as well as add a ventral fin. These modifications were aimed at mitigating Dutch roll by providing more directional stability in yaw.
The 707 uses engine-driven turbocompressors to supply compressed air for cabin pressurization. On many commercial 707s, the outer port (number 1) engine mount is distinctly different from the other three, as this engine is not fitted with a turbocompressor. Later-model 707s typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed.
The JT3D-3B engines are readily identifiable by the large gray secondary-air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. The doors automatically close with increasing airspeed.
The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers.
Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, selected the JT8D-219 as a replacement powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman selected the -219 to re-engine the US Air Force's fleet of 19 E-8 Joint STARS aircraft, which would allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also planned to re-engine their fleet of E-3 Sentry AWACS aircraft. The -219 is publicized as being half the cost of the competing powerplant, the CFM International CFM56, and is 40 dB quieter than the original JT3D engines.
The first commercial orders for the 707 came on October 13, 1955, when Pan Am committed to 20 Boeing 707s, and 25 Douglas DC-8s, dramatically increasing their passenger capacity (in available revenue passenger seat-miles per hour/per day) over its existing fleet of propeller aircraft. The competition between the 707 and DC-8 was fierce. Pan American ordered these planes, when and as they did, so that they would be the operators of the "first-off" production line for each aircraft type. Until their initial batch of the aircraft had been delivered to them and put into operation, Pan American would have the distinction of being not only the "Launch Customer" for both transcontinental American jets, but the exclusive operator of American intercontinental jet transports for at least a year.
The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, this was never real competition for the American market as the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction, withdrawn from service, virtually redesigned from scratch, and reintroduced as version -4. It was also smaller and slower than the 707. Several major airlines committed only to the (second place in the production race) Douglas DC-8. Airlines and their passengers at the time preferred the more established Douglas Aircraft maker of passenger aircraft. Douglas had decided to wait for a larger and more fuel efficient engine (Pratt & Whitney JT4A) and to design a larger and longer range aircraft around this engine. To stay competitive, Boeing made a late and costly decision to redesign and enlarge the 707's wing to help increase range and payload. The new version was the 707-320.
Pan Am was the first airline to operate the 707; the carrier inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower, followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight was from Idlewild Airport, New York, to Le Bourget, Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland. In December, National Airlines operated the first US domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from Pan Am; American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only the DC-8, such as United, Delta, and Eastern, were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959.
The 707 quickly became the most popular jetliner of its time. Its popularity led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and other air transport infrastructure. The advent of the 707 also led to the upgrading of air traffic control systems to prevent interference with military jet operations.
As the 1960s drew to a close, the exponential growth in air travel led to the 707 being a victim of its own success. The 707 was now too small to handle the increased numbers of passengers on the routes for which it was designed. Stretching the fuselage was not a viable option because the installation of larger, more powerful engines would need a larger undercarriage, which was not feasible given the design's limited ground clearance at takeoff. Boeing's answer to the problem was the first wide-body airliner—the Boeing 747. The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy, especially after the 1973 oil crisis.
In 1982, during the Falklands War, the Argentine Air Force used 707s to track the approaching task force. They were escorted away by Royal Navy Sea Harriers without being able to approach closer than 80 miles.
Operations of the 707 were threatened by the enactment of international noise regulations in 1985. Shannon Engineering of Seattle developed a hush kit with funding from Tracor, Inc, of Austin, Texas. By the late 1980s, 172 Boeing 707s had been equipped with the Quiet 707 package. Boeing acknowledged that more 707s were in service than before the hush kit was available.
Trans World Airlines flew the last scheduled 707 flight for passengers by a US carrier on October 30, 1983, although 707s remained in scheduled service by airlines from other nations for much longer. Middle East Airlines of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s. Since LADE of Argentina removed its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last commercial operator of the Boeing 707. After suspending its scheduled passenger service in April 2013, Saha continued to operate a small fleet of 707s on behalf of the Iranian Air Force.
As of 2019, only a handful of 707s remain in operation, acting as military aircraft for aerial refueling, transport, and AWACS missions.
Although certified as Series 100s, 200s, 300s, etc., the different 707 variants are more commonly known as Series 120s, 220s, 320s, and so on, where the "20" part of the designation is Boeing's "customer number" for its development aircraft.
Main article: Boeing 720
Announced in July 1957 as a derivative for shorter flights from shorter runways, the 707-020 first flew on November 23, 1959. Its type certificate was issued on June 30, 1960, and it entered service with United Airlines on July 5, 1960. As a derivative, the 720 had low development costs, allowing profitability despite few sales.
Compared to the 707-120, it has a length reduced by 9 feet (2.7 m), a modified wing and a lightened airframe for a lower maximum takeoff weight. Powered by four Pratt & Whitney JT3C turbojets, the initial 720 could cover a 2,800 nmi (5,200 km) range with 131 passengers in two classes. Powered by JT3D turbofans, the 720B first flew on October 6, 1960, and entered service in March 1961. It could seat 156 passengers in one class over a 3,200 nmi (5,900 km) range. A total of 154 Boeing 720s and 720Bs were built until 1967. Some 720s were later converted to the 720B specification. The 720 was succeeded by the Boeing 727 trijet.
The 707-120 was the first production 707 variant, with a longer, wider fuselage, and greater wingspan than the Dash 80. The cabin had a full set of rectangular windows and could seat up to 189 passengers. It was designed for transcontinental routes, and often required a refueling stop when flying across the North Atlantic. It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing 13,000 lbf (57.8 kN) with water injection. Maximum takeoff weight was 247,000 lb (112,000 kg) and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied -138s; the last -120 was delivered to Western in May 1960.
The 707-138 was a -120 with a fuselage 10 ft (3.0 m) shorter than the others, with 5 ft (1.5 m) (three frames) removed ahead and behind the wing, giving increased range. Maximum takeoff weight was the same 247,000 lb (112,000 kg) as the standard version. It was a variant for Qantas, thus had its customer number 38. To allow for full-load takeoffs at the midflight refueling stop in Fiji, the wing's leading-edge slats were modified for increased lift, and the allowable temperature range for use of full takeoff power was increased by 10°F (5.5°C). Seven -138s were delivered to Qantas between June and September 1959, and they first carried passengers in July of that year.
The 707-120B had Pratt & Whitney JT3D-1 turbofan engines, which were quieter, more powerful, and more fuel-efficient, rated at 17,000 lbf (75.6 kN), with the later JT3D-3 version giving 18,000 lbf (80 kN). (This thrust did not require water injection, eliminating both the system and 5000–6000 lb of water.) The -120B had the wing modifications introduced on the 720 and a longer tailplane; a total of 72 were built, 31 for American and 41 for TWA, plus six short-bodied -138Bs for Qantas. American had its 23 surviving -123s converted to -123Bs, but TWA did not convert its 15 -131s. The only other conversions were Pan American's five surviving -121s and one surviving -139, the three aircraft delivered to the USAF as -153s and the seven short-bodied Qantas -138s (making 13 total 707s delivered to Qantas between 1959 and 1964). The first flight of the -120B was on June 22, 1960, and American carried the first passengers in March 1961; the last delivery was to American in April 1969. Maximum weight was 258,000 lb (117,000 kg) for both the long- and short-bodied versions.
The 707-220 was designed for hot and high operations with more powerful 15,800 lbf (70.3 kN) Pratt & Whitney JT4A-3 turbojets. Five of these were produced, but only four were ultimately delivered, with one being lost during a test flight. All were for Braniff International Airways and carried the model number 707-227; the first entered service in December 1959. This version was made obsolete by the arrival of the turbofan-powered 707-120B.
The 707-320 Intercontinental is a stretched version of the turbojet-powered 707-120, initially powered by JT4A-3 or JT4A-5 turbojets producing 15,800 lbf (70.3 kN) each (most eventually got 17,500 lbf (77.8 kN) JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of the wing (from 138 ft 10 in (42.32 m) to 145 ft 6 in (44.35 m) ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by 1,600 miles (2,600 km) and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard. Takeoff weight was increased to 302,000 lb (137,000 kg) initially and to 312,000 lb (142,000 kg) with the higher-rated JT4As and center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959.
The 707-420 was identical to the -320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lbf (80 kN) thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give the aircraft a certificate of airworthiness, citing insufficient yaw control, excessive rudder forces, and the ability to over-rotate on takeoff, stalling the wing on the ground (a fault of the de Havilland Comet 1). Boeing responded by adding 40 in (100 cm) to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to the fin under the tail became standard on all 707 variants and were retrofitted to all earlier 707s. The 37 -420s were delivered to BOAC, Lufthansa, Air-India, El Al, and Varig through November 1963; Lufthansa was the first to carry passengers, in March 1960.
The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from the -320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones. These wingtips increased overall wingspan by 3.0 ft. Takeoff gross weight was increased to 328,000 lb (149,000 kg). The 175 707-320B aircraft were all new-build; no original -320 models were converted to fan engines in civilian use. First service was June 1962, with Pan Am.
The 707-320B Advanced is an improved version of the -320B, adding the three-section leading-edge flaps already seen on the -320C. These reduced takeoff and landing speeds and altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be deleted. From 1965, -320Bs had the uprated -320C undercarriage allowing the same 335,000 lb (152,000 kg) MTOW. These were often identified as 707-320BA-H.
The 707-320C has a convertible passenger–freight configuration, which became the most widely produced variant of the 707. The 707-320C added a strengthened floor and a new cargo door to the -320B model. The wing was fitted with three-section leading-edge flaps which allowed the deletion of the underfin. A total of 335 of this variant were built, including some with JT3D-7 engines (19,000 lbf (85 kN) takeoff thrust) and a takeoff weight of 335,000 lb (152,000 kg). Most -320Cs were delivered as passenger aircraft with airlines hoping the cargo door would increase second-hand values. The addition of two additional emergency exits, one on either side aft of the wing raised the maximum passenger limit to 219. Only a few aircraft were delivered as pure freighters. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and in-flight refueling tasks.
The 707-700 was a test aircraft used to study the feasibility of using CFM International CFM56 engines on a 707 airframe and possibly retrofitting existing aircraft with the engine. After testing in 1979, N707QT, the last commercial 707 airframe, was restored to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft via a "civilian" order. Boeing abandoned the retrofit program, since it felt it would be a threat to the Boeing 757 and Boeing 767 programs. The information gathered from testing led to the eventual retrofitting of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the 707 also used the CFM56. The Douglas DC-8 "Super 70" series with CFM56 engines was developed and extended the DC-8's life in a stricter noise regulatory environment. As a result, significantly more DC-8s remained in service into the 21st century than 707s.
The 707-620 was a proposed domestic range-stretched variant of the 707-320B. The 707-620 was to carry around 200 passengers while retaining several aspects of the 707-320B. It would have been delivered around 1968 and would have also been Boeing's answer to the stretched Douglas DC-8 Series 60. Had the 707-620 been built, it would have cost around US$8,000,000. However, engineers discovered that a longer fuselage and wing meant a painstaking redesign of the wing and landing-gear structures. Rather than spend money on upgrading the 707, engineer Joe Sutter stated the company "decided spending money on the 707 wasn't worth it". The project was cancelled in 1966 in favor of the newer Boeing 747.
The 707-820 was a proposed intercontinental stretched variant of the 707-320B. This 412,000-pound MTOW (187,000 kg) variant was to be powered by four 22,500-pound-force thrust (100 kN) Pratt & Whitney JT3D-15 turbofan engines, and it would have had a nearly 10-foot (3.0 m) extension in wingspan, to 155.5 feet (47.4 m). Two variations were proposed, the 707-820(505) model and the 707-820(506) model. The 505 model would have had a fuselage 45 feet (14 m) longer than the 707-320B, for a total length of 198.6 feet (60.5 m). This model would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had a fuselage 55 feet (17 m) longer than the 707-320B, to 208.6 feet (63.6 m) in length. This second model would have carried 225 passengers in mixed-class configuration and 279 passengers in all-economy configuration. Like the 707-620, the 707-820 was also set to compete with the stretched DC-8-60 Super Series models. The design was being pitched to American, TWA, BOAC, and Pan Am at the time of its proposal in early 1965. The 707-820 would have cost US$10,000,000. Like the 707-620, the 707-820 would have required a massive structural redesign to the wing and gear structures. The 707-820 was also cancelled in 1966 in favor of the 747.
Main articles: C-137 Stratoliner, E-3 Sentry, E-6 Mercury, E-8 Joint STARS, and Air Force One
The militaries of the US and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (The 707 and US Air Force's KC-135 were developed in parallel from the Boeing 367–80 prototype.)
The Boeing E-3 Sentry is a US military airborne warning and control system (AWACS) aircraft based on the Boeing 707 that provides all-weather surveillance, command, control, and communications.
The Northrop Grumman E-8 Joint STARS is an aircraft modified from the Boeing 707-300 series commercial airliner. The E-8 carries specialized radar, communications, operations and control subsystems. The most prominent external feature is the 40 ft (12 m) canoe-shaped radome under the forward fuselage that houses the 24 ft (7.3 m) APY-7 active electronically scanned array side looking airborne radar antenna.
The VC-137 variant of the Stratoliner was a special-purpose design meant to serve as Air Force One, the secure transport for the President of the United States. These models were in operational use from 1962 to 1990. The first presidential jet aircraft, a VC-137B designated SAM 970, is on display at the Museum of Flight in Seattle. Two VC-137C aircraft are on display with SAM 26000 at the National Museum of the United States Air Force near Dayton, Ohio and SAM 27000 at the Ronald Reagan Presidential Library in Simi Valley, California.
The Canadian Forces also operated the Boeing 707 with the designation CC-137 Husky (707-347C) from 1971 to 1997.
Boeing 717 was the company designation for the C-135 Stratolifter and KC-135 Stratotanker derivatives of the 367-80. (The 717 designation was later reused in renaming the McDonnell Douglas MD-95 to Boeing 717 after the company merged with Boeing.)
See also: List of Boeing 707 operators
Boeing's customer codes used to identify specific options and livery specified by customers was started with the 707, and has been maintained through all Boeing's models. In essence the same system as used on the earlier Boeing 377, the code consisted of two digits affixed to the model number to identify the specific aircraft version. For example, Pan American World Airways was assigned code "21". Thus, a 707-320B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased; thus, when Pan American purchased the 747-100, it had the model number 747-121.
In the 1980s, the USAF acquired around 250 used 707s to provide replacement turbofan engines for the KC-135E Stratotanker program.
The 707 is no longer operated by major airlines. American actor John Travolta owned an ex-Qantas 707-138B, with the registration N707JT. In May 2017, he donated the plane to the Historical Aircraft Restoration Society near Wollongong, Australia. The plane will be flown to Illawarra Regional Airport, where HARS is based, once repairs to ensure safe flying condition have been completed.
Main article: List of accidents and incidents involving the Boeing 707
As of January 2019, the 707 has been in 261 aviation occurrences and 174 hull-loss accidents with a total of 3,039 fatalities. The deadliest incident involving the 707 was the Agadir air disaster which took place on August 3, 1975 with 188 fatalities.
On January 14, 2019, a Saha Airlines cargo flight crashed, killing 15 people and seriously injuring one more person. It was the last civil 707 in operation.
For military variants of the Boeing 707 on display, see Boeing C-137 Stratoliner, Boeing E-3 Sentry, Boeing E-6 Mercury, and Northrop Grumman E-8 Joint STARS.
|Cockpit crew||Three minimum: Pilot, Copilot, and Flight Engineer|
|1-Class/cargo: 16–18||174 @ 34 in||189 @ 34 in||194 @ 32 in|
|2-class/cargo: 16–18||137 (32J @ 38 in + 105Y @ 34 in)||141 (18J + 123Y)||13 88×125 in pallets|
|Length: 5||145 ft 1 in (44.22 m)||152 ft 11 in (46.61 m)|
|Fuselage width: 19||12 ft 4 in (3.76 m)|
|Wingspan: 5||130 ft 10 in (39.88 m)||142 ft 5 in (43.41 m)||145 ft 9 in (44.42 m)|
|Wing area||2,433 sq ft (226.0 m2)||3,050 sq ft (283 m2)|
|Tail height: 5||41 ft 8 in (12.70 m)||42 ft 2 in (12.85 m)||42 ft 1 in (12.83 m)||42 ft 0 in (12.80 m)|
|MTOW: 9||247,000 lb (112 t)||258,000 lb (117 t)||312,000 lb (142 t)||333,600 lb (151.3 t)|
|OEW: 9||122,533 lb (55.580 t)[c]||127,500 lb (57.8 t)[c]||142,600 lb (64.7 t)[d]||148,800 lb (67.5 t)[d]||148,300 lb (67.3 t)[e]|
|Fuel capacity: 9||17,330 US gal (65,600 L)||23,820 US gal (90,200 L)||23,855 US gal (90,300 L)|
|Engines (x4): 36||P&W JT3C-6||P&W JT3D-1||JT4A-11/12||Conway-12||Pratt & Whitney JT3D-3/7|
|Thrust per engine: 36–41||13,500 lbf (60 kN)||17,000 lbf (76 kN)||17,500 lbf (78 kN)||18,000 lbf (80 kN) - 19,000 lbf (85 kN)|
|Cruise speed||484–540 kn (896–1,000 km/h)||478–525 kn (885–972 km/h)|
|Range: 30–34||3,000 nmi (5,600 km)[f]||3,600 nmi (6,700 km)[f]||3,750 nmi (6,940 km)[g]||5,000 nmi (9,300 km)[g]||2,900 nmi (5,400 km)[h]|
|Takeoff distance||7,500 ft (2.3 km)||10,700 ft (3.25 km)||10,000 ft (3.0 km)|
|Landing[i]: 42–46||6,500 ft (2.0 km)||7,200 ft (2.2 km)||5,900 ft (1.8 km)||6,200 ft (1.9 km)|
Aircraft of comparable role, configuration, and era
The Boeing 707, the airliner which introduced jet travel on a large scaleand p. 48. Quote: "The USA's first jetliner, the 707 was at the forefront of jet travel revolution..."
Boeing built 1,010 707s for commercial airlines between 1958 and 1978, and a further 800 for the military up until 1991
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((cite news)): CS1 maint: bot: original URL status unknown (link) | aerospace | 1 |
https://www.inewsguyana.com/484m-supplementary-approved-to-buy-1970s-planes-for-gdf/ | 2021-05-12T23:41:14 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991413.30/warc/CC-MAIN-20210512224016-20210513014016-00146.warc.gz | 0.982797 | 591 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__128121149 | en | In the National Assembly on Friday, the Government revealed that $484.2 million in supplemental funding for the Guyana Defence Force (GDF) was under consideration for the purchase of four planes that are over four decades old.
While Government had readily admitted that the aircraft it is looking to procure through its supplemental paper are refurbished, what was not said was how long ago they were manufactured. But in the National Assembly on Friday, the Government revealed that the aircraft are over four decades old.
Harmon was asked by Opposition parliamentarian and former Home Affairs Minister Clement Rohee about the manufacturing date of the aircraft.
“These are not new aircraft. They are aircraft that have been in service and are being purchased by the company that owns them. The two (Skyvans) and the two Islanders. The Skyvans were manufactured in 1977 and the Islanders in 1976. The Islanders were (used to transport) passengers and cargo, the Skyvans were for paratrooping.”
Under further questioning from Opposition Chief Whip Gail Teixeira, Harmon assured that the planes were issued with air worthiness certificates from Brazilian and European Aviation officials.
According to the Minister, they will be further examined before Guyana even uses them.
Concerns were raised about whether the plane models were still being manufactured. Harmon noted that while they are no longer being manufactured, these models are still in use around the world and as such, sourcing spare parts will not be an issue.
During a recent post-Cabinet press briefing, Harmon had announced that Government was looking to purchase two Skyvans. In addition, the State is also looking to acquire two Islander aircraft.
When asked, Harmon noted they would serve a variety of functions. According to the Minister, these range from the aircraft performing search and rescue operations to delivering items to border troops.
It was revealed that the GDF had requested some $484.2 million for these aircraft when Government tabled supplementary estimates for Current and Capital Expenditures. Over $200 million from its 2018 capital programme was supposed to meet initial payments.
Additional sums are expected to be used to close the deals. Their request came under the Agency head of Defence and Security Support. Authorities have been frank that Guyana’s aviation capacity is in need of a boost.
At a press conference last year, Director General of the Guyana Civil Aviation Authority (GCAA), Egbert Field, had lamented the deterioration of the Defence Force’s helicopters, noting that the situation has not been rectified for years.
“An important element of search and rescue which is a helicopter in the event of a crash, I don’t know why the GDF equipment was allowed to deteriorate to the point where they do not have a serviceable helicopter for search and rescue, which is the Bell 412 helicopter,” he had said. | aerospace | 1 |
http://rfkn.info/chinese-private-jet-owners-how-much-private-jet-hire.html | 2019-03-20T23:16:32 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202474.26/warc/CC-MAIN-20190320230554-20190321012554-00056.warc.gz | 0.957268 | 628 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__116521660 | en | Extendible operating lease: Although an EOL resembles a finance lease, the lessee generally has the option to terminate the lease at specified points (e.g. every three years); thus, the lease can also be conceptualized as an operating lease. Whether EOLs qualify as operating leases depends on the timing of the termination right and the accounting rules applicable to the companies.
Lastly, don't be afraid to ask about safety: Any reputable operator should have safety information prominently featured on their website, and won't mind answering questions about their pilots, such as how many hours they have flown. (At least 250 hours, which is what it takes to get a commercial license; NetJets mandates at least 2,500 hours; Wheels Up, mandates 7,000 hours for a captain and 4,000 for a first officer.) Gollan suggests fliers ask if the pilot has any health issues, and feel free to ask if the operator (or plane itself) have any accidents or incidents in its history.
The very light jet (VLJ) is a classification initiated by the release of the Eclipse 500, on 31 December 2006, which was originally available at around US$1.5 million, cheaper than existing business jets and comparable with turboprop airplanes. It accompanied a bubble for air taxi services, exemplified by DayJet which ceased operations on September 2008, Eclipse Aviation failed to sustain its business model and filed for bankruptcy in February 2009.
With an experienced and courteous team, SC Aviation offers FAA Part 135 private jet charter services to/from Madison, Wisconsin for special events, business trips and vacations. In addition to our team of pilots and aircraft technicians, we also have charter flight coordinators who will ensure that your flight is hassle-free while prioritizing your safety. And, we offer complete concierge services, so you can avoid security lines, crowded terminals and lost luggage.
With its dedication to helping clients buy and sell aircraft, The Private Jet Company (TPJC) realizes that clients sometimes need financing in order to complete a timely transaction. To meet these customer needs, TPJC can assist and at times provide financing to help expedite a private aircraft purchase. Financing the purchases of private aircraft is similar to mortgage or automobile loans, though the details of the agreements are much more complex, and the aircraft purchase price usually much greater than a home or car. TPJC’s in-house financing specialists can assist with all aspects of transaction financing, but the basic transaction process of a private jet aircraft acquisition is often as follows:
The forward wing sweep, 20,280 pounds (9.20 t) MOTW Hamburger Flugzeugbau HFB 320 Hansa Jet first flew on 21 April 1964, powered by two General Electric CJ610, 47 were built between 1965 and 1973. The joint Piaggo-Douglas, 18,000 pounds (8.2 t) MOTW Piaggio PD.808 first flew on 29 August 1964, powered by two Armstrong Siddeley Vipers, 24 were built for the Italian Air Force. | aerospace | 1 |
http://www.fargojet.com/school/ | 2017-03-29T11:01:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190295.4/warc/CC-MAIN-20170322212950-00454-ip-10-233-31-227.ec2.internal.warc.gz | 0.901799 | 334 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__222567182 | en | Learning. Advancing. Flying.
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For more information or to find out about upcoming class dates, please contact Tajae Viaene at [email protected] or 701-388-3252. | aerospace | 1 |
https://ted.europa.eu/udl?uri=TED:NOTICE:293574-2017:TEXT:EN:HTML | 2020-02-24T14:33:08 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145960.92/warc/CC-MAIN-20200224132646-20200224162646-00268.warc.gz | 0.84023 | 258 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__27294464 | en | The Publications Office of the EU is in the process of updating some of the content on this website in the light of the withdrawal of the United Kingdom from the European Union. If the site contains content that does not yet reflect the withdrawal of the United Kingdom, it is unintentional and will be addressed.
Belgium-Brussels: Evolution of SBAS services for aviation safety
Prior information notice
This notice is for prior information only
Section I: Contracting authority
Main address: http://ec.europa.eu/growth/index_en.htm
Section II: Object
Evolution of SBAS services for aviation safety.
Objective: analyse how SBAS can further contribute to aviation CNS/ATM services, thanks to performance improvements that will be provided by DFMC.
analyse aviation needs and identify opportunities for EGNOS DFMC beyond Cat-I requirements;
identify user needs e.g. evolution towards Cat-II and integrated communication, navigation and surveillance (iCNS);
analysis of service improvement potential versus existing services;
assess safety requirements and associated impact both on the SBAS system and on aviation user receivers;
analyse service provision constraints.
Section IV: Procedure
Section VI: Complementary information | aerospace | 1 |
https://holykaw.alltop.com/smallest-space-telescope-will-look-for-starquakes | 2017-10-20T10:52:52 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187824068.35/warc/CC-MAIN-20171020101632-20171020121632-00678.warc.gz | 0.893251 | 188 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__149408653 | en | Smallest space telescope will look for ‘starquakes’astronomical satelliteBRITECordell Grantspace telescope
The smallest astronomical satellite ever built, weighing less than 7 kilograms (15.5 pounds), launched this week, along with its twin. The two are part of the BRITE mission to design, assemble, and deploy small satellites quickly and relatively cheaply. The satellites will observe stars and record changes in their brightness over time.
“BRITE is expected to demonstrate that nano-satellites are now capable of performance that was once thought impossible for such small spacecraft,” says Cordell Grant, manager of Satellite Systems for the Space Flight Laboratory at the University of Toronto Institute for Aerospace Studies.
Full story at Futurity.
More research news from top universities.
Photo credit: Johannes Hirn/Dunlap Institute for Astronomy & Astrophysics/University of TorontoPosted by Futurity | aerospace | 1 |
https://space.stackexchange.com/questions/237/why-decommission-the-iss | 2024-04-12T21:21:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00561.warc.gz | 0.971412 | 773 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__163149951 | en | What concerns, besides orbit decay and continued cost of operation (and potentially, a critical failure) are the motivations behind decommissioning the ISS by 2020? I mean, I'm fairly sure it would be cheaper to develop a weak-thrust motor that would move the station to a higher orbit, instead of just dumping it and building a new one, and it's probably quite some time before it begins failing as badly as MIR would while still operating.
There are some seals, on some of the modules that have a limited lifespan. The lifespans are in the 20 year range, but they are very hard to replace.
Some of them are on the Russian end of the station, (Oldest part of course, in terms of launch, but since also was built even earlier than launch for Mir II usage) and these are the ones exposed to the fuel/oxidizer for station reboost. Thus they are exposed to Hydrazine and MMH which is horribly corrosive, and even seals safe with those things, have a limited lifespan. I imagine these seals are buried fairly deep inside the module, and not greatly accessible for replacement.
Conversely, the Russians have talked about taking their modules and going home, if the US decides to end the ISS 'early' from their perspective which argues against my point.
The US side is much harder to support without Zvezda/Zarya for orbital control. US side does much of the power, and heat radiation, but not much of the orbital maintenance.
The orbital decay is not the reason for abandoning ISS at all. The orbit is constantly being corrected by the cargo ships, plus several modules have their own thrusters for orbit correction.
The last Mir expeditions tried to find and fix up small holes in the hull with an epoxide based glue. Not much luck. They found one, but could not find the others.
Salyut-7 station was left without a crew for several months. A power failure caused a loss of contact, so the ground control could not control its flight. And what's even worse, it had stopped the life support systems. The water froze. The pipelines were seriously damaged.
The failure to account for increased solar activity invalidated previous calculations and brought down Skylab from the parking orbit much earlier than anticipated.
That is, critical events are happening all the time. The plastics degrade, the metals corrode, micrometeorites cause damage from outside. And if left without attention a space station produced with the current level of technologies will quickly become a useless and dangerous piece of space garbage.
Another reason for deorbiting Mir was a need to spend resources on the newer ISS project. The Russians have had previous experience of using two stations at the same time. That was the brand new Mir and the old good Salyut-7. (They even flew in Soyuz there and back between the stations). Two stations are just too expensive to support together. So if the Russians or Americans or all together decide to spend money on something newer and better, the station will have to be abandoned.
I will use an analogy. As your car gets older it wears out. It gets more and more expensive to maintain as parts fail. At some point it is cheaper to get rid of it and buy a new car. This point may depend on how safe you feel in the car.
An old ramshackle rustbucket may be drivable slowly, despite having holes in the floor, broken suspension, no windscreen etc. , but the ISS is a much higher risk. If parts fail, there is a high likelihood that astronauts will die.
The ISS is old, and the amount of maintenance is getting quite high-the schedule for each astronaut includes essential maintenance tasks. | aerospace | 1 |
https://www.wearefinn.com/topics/posts/how-leonardo-helicopters-uk-is-leading-the-digital-transformation/ | 2023-03-27T20:24:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948684.19/warc/CC-MAIN-20230327185741-20230327215741-00450.warc.gz | 0.968716 | 292 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__40751488 | en | Leonardo Helicopters UK is helping lead the digital transformation of the aerospace industry from the design of the aircraft to the support that is provided to operators in the field, Mark Burnand, the company’s chief test pilot, said.
Speaking during the Farnborough International Airshow 2022, he said the focus on digital innovation was in evidence “across the Leonardo product line”.
Asked how Leonardo Helicopters UK had positioned itself at the forefront of this transformation, Burnand said it was by “building great aircraft that have open architecture on board them, and then supported or mentored by the Leonardo electronics division as well”.
He added: “Across the group we have that whole capability, and from a Leonardo Helicopters perspective, we have that end-to-end capability, so from design through testing, through production, through training, through live support.”
Commenting on his role as chief test pilot, Burnand said it was “probably not as exciting as a day in the life of a normal test pilot, in that I have a few more meetings, but it’s great job, one I’ve done for a while and what one I enjoy very much, an exciting mix of flying some great aircraft and a healthy dose of meetings as well”.
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https://dronelife.com/2014/07/11/amazon-requests-permission-test-drones-faa/ | 2020-10-20T00:18:52 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107867463.6/warc/CC-MAIN-20201019232613-20201020022613-00209.warc.gz | 0.959861 | 756 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__167273640 | en | Amazon.com Inc. formally requested permission from the Federal Aviation Administration to start testing drones, an important step toward the online retail giant’s goal to use the devices to deliver packages.
Amazon first unveiled the plans in December, dubbing the proposed service Amazon Prime Air and saying drones would eventually be able to deliver small packages to customers in less than 30 minutes. In its petition to the FAA, posted Thursday, Amazon said it is now on its eighth- and ninth-generation drone prototypes, including some that can travel more than 50 miles an hour and carry 5-pound packages, which would cover 86% of products it sells.
Amazon Prime Air “is one invention we are incredibly passionate about,” Paul Misener, Amazon’s vice president of global public policy, said in the request. “We believe customers will love it, and we are committed to making Prime Air available to customers world-wide as soon as we are permitted to do so.”
He added, “One day, seeing Amazon Prime Air will be as normal as seeing mail trucks on the road today.”
So far, Amazon said, its team of roboticists, scientists, aeronautical engineers and a former astronaut has been testing its drones indoors or in other countries because of the FAA’s rules.
“Amazon would prefer to keep the focus, jobs, and investment of this important research and development initiative in the United States,” Mr. Misener wrote.
The FAA allows the recreational use of drones but prohibits their commercial use without its approval. The agency has approved just two commercial drones, both in Alaska. The approval process is modeled on that for commercial manned aircraft, meaning it is lengthy, complex and expensive, and can include a requirement for an airworthiness certification of the aircraft.
However, in a 2012 law, Congress gave the FAA the authority to grant expedited exemptions for some unmanned aircraft. Earlier this year, the agency began accepting exemption applications for “specific limited, low-risk uses” of drones, Jim Williams, head of the FAA’s unmanned-aircraft office, said at a drone conference in May. Mr. Williams said then that the agency was only considering exemptions for drones used for filmmaking, agriculture and inspections of infrastructure and energy plants.
In its request, Amazon says that it would limit its use of drones to “a confined area over isolated Amazon private property,” away from airports, densely populated areas and military installations. The company argues that granting its request will allow it to “do nothing more than what thousands of hobbyists and manufacturers of model aircraft do every day,” a common argument of commercial-drone advocates.
There is other evidence that Amazon is serious about drone deliveries. The company has at least six jobs posted on its careers website that are focused on developing Prime Air, including a project manager, a spokesman, a software engineer and a patent lawyer. All the jobs are in Seattle, except the software engineer, which is in San Francisco. In some of the job descriptions, the company says, “You will work hard, have fun, and of course, make history!”
Alan is serial entrepreneur, active angel investor, and a drone enthusiast. He co-founded DRONELIFE.com to address the emerging commercial market for drones and drone technology. Prior to DRONELIFE.com, Alan co-founded Where.com, ThinkingScreen Media, and Nurse.com. Recently, Alan has co-founded Crowditz.com, a leader in Equity Crowdfunding Data, Analytics, and Insights. Alan can be reached at alan(at)dronelife.com | aerospace | 1 |
https://www.microwavejournal.com/articles/24782-mercury-systems-receives-41m-in-orders-for-digital-signal-and-image-processing-modules | 2022-07-03T23:55:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104277498.71/warc/CC-MAIN-20220703225409-20220704015409-00063.warc.gz | 0.910289 | 198 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__272379159 | en | Mercury Systems Inc., a leading high-tech commercial provider of more affordable secure and sensor processing subsystems powering today’s critical defense and intelligence applications, announced it received $4.1 million in orders from a leading defense prime contractor to provide digital signal and image processing modules for an unmanned airborne ISR application. The orders were booked in the Company’s fiscal 2015 fourth quarter and are expected to be shipped over the next several quarters.
“We are happy to be able to contribute to the continued success of our long-time customer,” said Ian Dunn, Vice President of Mercury’s Embedded Products group. "Our multiprocessor subsystems support multiple generations of these ISR applications, delivering the performance improvements needed for new capabilities while supporting software portability.”
For more information on Mercury Systems, visit www.mrcy.com or contact Mercury at (866) 627-6951 or [email protected]. | aerospace | 1 |
https://www.shephardmedia.com/news/air-warfare/bae-systems-to-enhance-f-16-maintenance-cybersecurity/ | 2023-03-27T19:02:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948684.19/warc/CC-MAIN-20230327185741-20230327215741-00062.warc.gz | 0.884732 | 479 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__163964691 | en | BAE Systems to enhance F-16 maintenance cybersecurity
BAE Systems has released the Viper Memory Loader Verifier II (MLV II) as a new version of its maintenance capability that reduces vulnerability to cyber-attacks for the F-16, the company announced on 12 October.
The Viper MLV II can load and verify software into the aircraft, it supports mission data file loads, flight and fault data downloading and third-party application software.
BAE Systems says the cybersecurity capability supports over 100 onboard systems for the F-16, which includes mission and flight critical systems such as radar, EW, mission and flight control computers, crash survival data recorders, engine control systems and navigation and communications systems.
Two undisclosed countries are fielding the Viper MLV II via US Foreign Military Sales for the F-16 Block 70/72, ordering six systems with the potential for a further 15 systems.
The Viper MLV II will be developed and manufactured at BAE Systems’ Fort Worth site in Texas.
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https://news.sky.com/story/spacex-falcon-9-launch-postponed-again-in-florida-10773201 | 2020-05-26T18:37:56 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347391277.13/warc/CC-MAIN-20200526160400-20200526190400-00214.warc.gz | 0.925624 | 404 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__117937536 | en | SpaceX postponed the launch of a Falcon 9 rocket from a historic launchpad in Florida seconds before lift-off.
A possible problem with the steering system in the upper stage of the booster caused the latest setback.
Saturday's flight, the first for the company from a launchpad at the Kennedy Space Center once used for NASA's space shuttle programme, has been rescheduled for Sunday.
The rocket will carry a cargo ship bound for the International Space Station.
SpaceX said the problem concerned an issue with the steering system of the rocket's upper stage.
Elon Musk, founder and chief executive of Space Exploration Technologies Corp wrote on Twitter: "Standing down to investigate."
SpaceX has not flown from Florida in six months.
Flights were suspended after a rocket exploded while being fuelled ahead of a routine, pre-launch test at Cape Canaveral Air Force Station, south of Kennedy Space Center.
The accident destroyed the rocket and its cargo and heavily damaged the launchpad, which is being repaired.
SpaceX resumed flying last month from a second launch site in California while it pushed ahead to finish work on the shuttle's old launchpad.
The rocket blasted off from the Vandenberg Air Force Base in January to put 10 satellites into orbit for the Iridium communications company.
But it landed vertically on a platform at sea shortly after sending its payload into orbit.
Originally built for the 1960s-era Apollo moon programme, the Florida launchpad was refurbished for the space shuttles, which flew from 1981 to 2011.
SpaceX signed a 20-year lease for the launchpad in 2014.
NASA hired SpaceX and Orbital ATK to resupply the station after it retired the shuttles.
The US space agency last year added a third company, privately-owned Sierra Nevada Corp, for making cargo runs to the station beginning in 2019.
By then, SpaceX aims to be launching NASA astronauts, breaking Russia's monopoly on flying crew to the space station. | aerospace | 1 |
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https://www.sbir.gov/sbirsearch/detail/385429 | 2016-09-01T07:21:33 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982982027.87/warc/CC-MAIN-20160823200942-00172-ip-10-153-172-175.ec2.internal.warc.gz | 0.900567 | 330 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__148605346 | en | Unmanned Aerial Vehicle (UAV) Engine Innovative and Durable Sealing Techniques for Increased Power and Efficiency
Department of Defense
Agency Tracking Number:
Solicitation Topic Code:
Small Business Information
Patrick Power Products, Inc
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Socially and Economically Disadvantaged:
AbstractAs UAV usage increases, so increases the need for more power and efficiency for the vehicle and its powerplant. Rotary engines, due to their inherently high power density, have become popular as Unmanned Arial Vehicle (UAV) propulsion systems. The rotary engines high specific power places very high loads on critical components, leading to wear which ultimately leads to loss of power and efficiency. The apex seal is a critical component of the rotary engine, used to seal the high combustion pressures. It is also vulnerable to accelerated wear at the high engine speeds typical of UAV applications. The design of apex seals has not changed much since the original designs dating back to the late 1950s. This one single component of the rotary engine has the potential for significant improvement which will result in greater efficiency, power-output and reliability of the engine. Patrick Power Products, Inc.(Patpower) has 12 years of rotary engine development experience, including development of heavy fuel variants of rotary engines. The PatPower engines use conventional apex seals but we are sensitive to the seals limitations and, as such, have developed potential improvement concepts. This proposal seeks funding to continue work accomplished under Phase 1.
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https://runcribobel.ml/casino/game-f18-carrier-landing-for-android.php | 2019-07-23T02:39:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195528687.63/warc/CC-MAIN-20190723022935-20190723044935-00378.warc.gz | 0.881417 | 245 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__125821125 | en | Main / Casino / Game f18 carrier landing for android
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https://simpleflying.com/air-france-boeing-747/ | 2020-10-20T00:22:31 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107867463.6/warc/CC-MAIN-20201019232613-20201020022613-00132.warc.gz | 0.973221 | 623 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__195124867 | en | With the news that Air France plans to retire its fleet of Airbus A380 aircraft in the next three years, one only needs to remember when they retired their other large aircraft fleet, the Boeing 747.
What role did the Boeing 747 have with Air France?
Air France operated their first Boeing 747-100 on the 3rd of June 1970, a few months after the debut of the aircraft with Pan Am. Air France deployed their first 747 on their lucrative New York to Paris route.
At the peak of their use, Air France deployed 52 different Boeing 747s, from the game-changer 747-100 to six converted 747 freighters (doubling the life of the passenger aircraft). Air France would go on to use all 747 types, the -100, -200, -300 and -400.
The aircraft was a dynamic change for the airline, that could now to direct flights to remote French holiday destinations well outside Europe as well as connect the city of lights with the rest of the world. It was a great equalizer; with such a large capacity, passengers could fly for cheaper than ever before opening up France to millions of people who only dreamed of seeing the Eiffel Tower and St Tropez coast with their own eyes.
The Air France flagship 747-400 could carry 432 passengers across two classes, with business in the lower deck nose of the plane and the rest economy. The upper deck was reserved for Flying Blue members and offered economy seats with two inches more legroom, however, they were rare seats to get and were nearly always sold out.
The Boeing 747 would be the world’s biggest commercial passenger aircraft for 37 years, until the launch of the Airbus A380 in the 2000s.
Why did they retire them?
In 2016, Air France decided that it was time to retire it’s remaining three Boeing 747s, admitting it was “abandoning its last three 747s because they are just too expensive to maintain“. It slowly replaced its aircraft with the new (at the time) A380 and Boeing 777-300ERs. The freighter versions of the Boeing 747 were swapped out for the Boeing 777Fs. When offered, Air France decided to not invest in the type and declined to meet with Boeing to discuss the 747-8.
Whilst many will blame the rise of the A380 with far less fuel burn per seat for spelling the end of the four-engine 747, it is actually the increase in more frequency rather than the capacity that led to Air France choosing to retire the type.
The final Air France 747 flight took place on the 11th of January, 2016, between Paris and Mexico City.
“More than 45 years after the first flight from Paris to New York on 3 June 1970 by the aircraft affectionately known as the Jumbo Jet, the Company salutes with emotion the last flight of this legendary and easily-recognizable aircraft.”
What do you think? Do you miss the Air France Boeing 747? Let us know in the comments below. | aerospace | 1 |
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Before this weekend's failure, Rocket Lab had enjoyed an excellent run of success. The company's first test flight, in May 2017, was lost at an altitude of 224km due to a ground software issue. But beginning with its next flight, in January 2018 through June 2020, the company had rattled off a string of 11 successful missions and emerged as a major player in the small satellite launch industry. It has built two additional launch pads, one in New Zealand and another in Virginia, US, and taken steps toward reusing its first-stage booster.
Peter Beck, the company's founder and chief executive said on Twitter: "We lost the flight late into the mission. I am incredibly sorry that we failed to deliver our customers satellites today. Rest assured we will find the issue, correct it and be back on the pad soon."
The mission, ironically dubbed "Pics Or It Didn't Happen," carried five SuperDove satellites for the imaging company Planet, as well as commercial payloads both for Canon Electronics and In-Space Missions.
"The In-Space team is absolutely gutted by this news," the company said after the loss. Its Faraday-1 spacecraft hosted multiple experiments within a 6U CubeSat. "Two years of hard work from an incredibly committed group of brilliant engineers up in smoke. It really was a very cool little spacecraft."
It seems likely that Rocket Lab will make good on Beck's promise to address this failure and return to flight soon. His was the first commercial company in a new generation of small satellite rocket developers to reach orbit and even now remains the only one to do so. Other competitors, including Virgin Orbit, Astra, and Firefly, may reach orbit later this year. But Rocket Lab has plenty of experience to draw upon as it works to identify the underlying problem with its second stage, and fix it. | aerospace | 1 |
https://www.dailymail.co.uk/indiahome/indianews/article-4394124/Three-female-fighter-pilots-learn-aerial-combat-tricks.html | 2021-11-30T19:22:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964359065.88/warc/CC-MAIN-20211130171559-20211130201559-00039.warc.gz | 0.973098 | 767 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__53051636 | en | Ladies with a 'need for speed': The first three female fighter pilots will learn aerial combat tricks
- The Indian Air Force is the first armed service to allow women to serve on the front line
- The three officers will complete 150 hours in Hawk jets before they graduate
- The Defence Ministry is still discussing issues relating to women being deployed on combat missions before allowing them in the Army or Navy
- Such issues being discussed include the support system for women on long deployments and potential affairs between them and jawans
- See more news from India at www.dailymail.co.uk/indiahome
The first three female officers commissioned to fly fighter aircrafts in the Indian Air Force have now entered their second phase of training where they are learning the tricks of aerial combat at the Kalaikunda airbase in West Bengal.
'The three lady officers have now entered their second phase of training and they are learning air to air combat and air-to-ground combat tricks on the Hawk advanced jet trainer aircraft at the air base,' IAF officials announced.
The trio of flying officers, Avani Chaturvedi, Bhawana Kanth and Mohana Singh, was commissioned into the air force last year after they had successfully completed their initial basic training at the air force academy in Telangana.
The trio of flying officers, Avani Chaturvedi, Bhawana Kanth and Mohana Singh, was commissioned into the air force last year after they had successfully completed their initial basic training
IAF officials said the officers will be trained to fire armament from their planes during the third stage of training which will again be held on the Hawk trainer aircraft.
They are part of an experiment to include women officers as fighter pilots by the government and the future of women as combatants would depend on the success of these ladies in the coming times.
The decision was taken by the Defence Ministry to allow women in the air force as part of the five year experiment in October 2015.
The Navy and the Army are yet to allow women in combat as they are dealing with a lot of operational, social and logistics issues in opening avenues in war fighting for them.
After the completion of their third stage training at the same air base, the three officers would be deployed in operational front line squadrons of planes such as the Su-30 and the Mirage 2000 where they would be involved in daily operations.
They will have to fly close to 150 hours on the Hawk trainers before they are allowed to graduate on the actual fighter planes.
The IAF is the first defence force to allow women to serve on the front line in India
In the batch after the three ladies opted for fighter flying, none of the female cadets in the next batch have opted for the fighter stream.
A few women cadets have opted for helicopters while one or two have chosen the transport aircraft.
The defence ministry is in the process of making a comprehensive policy for the induction of women in combat and opening more avenues for them in the forces and trying to look for answers for some of the legal and social issues it may face in the future regarding them.
The issues being discussed include the reaction of authorities in case of an affair between a female officer and a jawan along with the family support system for the women in case of a long deployment away from the place of posting.
Defence forces are of the view that the avenues for officers in Army and Navy should be opened only after these issues are sorted out and the services are given the answers on how to react in a particular situation.
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We are no longer accepting comments on this article. | aerospace | 1 |
https://spacewatch.global/2018/08/khrunichev-signed-contracts-for-12-angara-rockets/ | 2024-03-04T11:06:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476442.30/warc/CC-MAIN-20240304101406-20240304131406-00808.warc.gz | 0.918563 | 366 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__18715290 | en | The Khrunichev State Research and Production Space Center has signed contracts for the production of 12 Angara-A5 heavy-lift launch vehicles. They are to be produced at the Center’s Production Association Polyot enterprise in the city of Omsk.
According to Nikolai Sevastyanov, Khrunichev Space Center Chairman, Board of Directors, 12 launch vehicles have been confirmed so far, but about 27 Angara-A5 launches will be necessary to update the Russian orbit group until 2027.
According to Sevastyanov, the company needs to complete the establishment of the closed-loop serial production of the universal rocket modules for the Angara rocket at the Production Association Polyot by 2023. In this case, it will be possible to launch up to eight Angara-A5 rockets and up to two small-lift Angara-1.2 launch vehicles per year after 2024 from the Plesetsk and Vostochny cosmodromes. ‘In order to do it, the Omsk-based Production Association Polyot is developing closed-loop serial production, which will reduce the production cost of Angara by about 40%’, Sevastyanov specified.
He also added that Roscosmos enterprises had begun further modernization of the Angara-A5 rocket so that it could put up to 27 tons of cargo into low Earth orbit and up to 4 tons into the geostationary orbit.
The Angara rocket complex provides for the development of a rocket family with small-lift, medium-lift and heavy-lift launch vehicles. The Production Association Polyot is tasked with developing two main modules for Angara rockets: a universal rocket module, as well as a small-lift launch vehicle as part of this rocket family. | aerospace | 1 |
http://www.criticalpast.com/stock-footage-video/Turkey+1967 | 2017-03-30T06:09:40 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218191986.44/warc/CC-MAIN-20170322212951-00390-ip-10-233-31-227.ec2.internal.warc.gz | 0.922761 | 424 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__210133197 | en | Earthquake causes heavy toll in Western Turkey. Rubble seen on the streets due to earth quake in Western Turkey. Rescue workers probe wreckage for dead bodies. Hospital beds are fully occupied. Beds are laid outside the hospitals.
Pope Paul visits Turkey, meets with Eastern Orthodox Patriach Athenagoras, and urges church unity between Orthodox and Catholic faithful. His visit includes Ephesus, final .
Pope Paul VI visits Turkey. Officials gather at the Istanbul Airport. Pope Paul VI coming out of an aircraft. Officials greet Pope. The Pope meets Eastern Orthodox Patriarch Athenagoras. A man taking photographs. Soldiers standing in formation. The band playing music. Pope addresses the people.
Training of U.S. midshipmen aboard aircraft carrier USS America underway at sea in Istanbul, Turkey. A midshipman J. M. Longerbone observes signal operations as signalman J. Lawrence sends a message through a signal light. Midshipman Longerbone looks through binoculars. A mattress spring-type radar is in operation.
Training of U.S. midshipmen aboard aircraft carrier USS America underway at sea in Istanbul, Turkey. Several aircraft parked on the flight deck of the aircraft carrier. Midshipman F. B. Bayer and a catapult officer walk on the flight deck. Bayer puts on a crewman's yellow helmet while standing on the flight deck. The aircraft parked in the background. The catapult officer gives a rev-up signal for launching an aircraft. The midshipman observes the launch. The signal officer gives a launch signal. The aircraft moves on the flight deck in the background. The midshipman observes the launch.
Training of U.S. midshipmen aboard aircraft carrier USS America underway at sea in Istanbul, Turkey. A U.S. Navy A-4C Skyhawk aircraft parked at the flight deck. A catapult crew works on the aircraft. Men test the bridle. Flight deck crew on the side of the deck. A catapult officer gives a launch signal. The aircraft is launched. It taxis on the flight deck. | aerospace | 1 |
https://people.com/celebrity/space-tourist-delayed/ | 2018-07-21T18:50:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592654.99/warc/CC-MAIN-20180721184238-20180721204238-00600.warc.gz | 0.93595 | 118 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__200968315 | en | Space tourist Dennis Tito isn’t zooming off on Saturday, as was earlier expected. On Friday, reports Reuters, NASA turned off the autopilot on the International Space Station and ordered it into free drift. This will allow the space shuttle Endeavor to boost the station’s orbit more than two miles. But this does delay, for two days at least, the launch of California financier Tito and two Russian cosmonauts on a “taxi” mission to the station. Tito has paid the Russians $20 million for the trip. | aerospace | 1 |
https://www.nasa.gov/centers/dryden/aircraft/F-16XL/projects.html | 2017-04-23T20:02:27 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118743.41/warc/CC-MAIN-20170423031158-00214-ip-10-145-167-34.ec2.internal.warc.gz | 0.927234 | 648 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__139634588 | en | Cranked-Arrow Wing Aerodynamics Project (CAWAP)
NASA's single-seat F-16XL (ship #1), tail number 849, is stationed at Dryden Flight Research Center, Edwards, CA. It arrived at Dryden on March 10, 1989, from General Dynamics in Fort Worth, TX.
Previously, the aircraft was used in the Cranked-Arrow Wing Aerodynamics Project (CAWAP) to test boundary layer pressures and distribution. The modified airplane featured a delta "cranked-arrow" wing with strips of tubing along the leading edge to the trailing edge to sense static on the wing and obtain pressure distribution data. The right wing received data on pressure distribution and the left wing had three types of instrumentation - preston tubes to measure local skin friction, boundary layer rakes to measure boundary layer profiles (the layer where the air interacts with the surfaces of a moving aircraft), and hot films to determine boundary layer transition locations.
The XL-1 aircraft provided aerodynamic data for NASA's High Speed Civil Transport (HSCT) research program. The unique cranked-arrow wing shape provided better low-speed lift and handling characteristics than the modified "double-delta" wing used on the Concorde supersonic transport (SST).
The first flight of CAWAP occurred in November 1995, and the test program ended in April 1996.
Sonic Boom Studies
The F-16XL Ship #1 was used to investigate the characteristics of sonic booms for NASA's High Speed Research Program. During the series of sonic boom research flights, the F-16XL flew 200 feet behind a NASA SR-71 to probe the boundary of the SR-71's supersonic shock wave, recording their shape and intensity. Data from the program could be used in the development of a high-speed civilian transport (HSCT). The studies helped HSCT engineers to better understand supersonic shock waves to reduce sonic boom intensity near populated areas.
Supersonic Laminar Flow Studies
The F-16XL aircraft was flown in a NASA-wide program to improve laminar airflow on aircraft flying at sustained supersonic speeds. It was the first program to look at laminar flow on swept wings at speeds faster than sound. Technological data from the program could assist in the development of future high-speed aircraft, including commercial transports.
The XL-1 aircraft was upgraded with a new Digital Flight Control System (DFCS) in 1997. The DFCS upgrade allowed NASA's F-16XL-1 the flexibility needed to perform experiments which required major new flight control functions or capabilities. The initial flight test objectives for the modified aircraft verified that the DFCS functioned properly and that the performance and handling qualities were acceptable throughout the flight envelope.
The digital flight control system was compatible with a Research Flight Control System (RFCS) that could be installed when necessary. RFCS capability provided a flexible, reliable, and safe means to modify the aircraft control system. The RFCS computer significantly increased computational speed and computer memory.
News Archives | Fact Sheet | Technical Papers and Publications | Capabilities and Facilities | Dryden Facilities | aerospace | 1 |
https://thehipsterzombiejointexperience.com/2020/09/03/jet-pack-man-flies-around-lax-airport/ | 2020-09-19T03:27:19 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400189928.2/warc/CC-MAIN-20200919013135-20200919043135-00494.warc.gz | 0.965953 | 258 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__23107209 | en | The FAA and FBI are investigating a startling report of a man wearing a jetpack allegedly seen flying 3,000 feet in the air above Los Angeles International Airport. Two airline crews alerted authorities to the incident Sunday night.
Now, I’m a huge fan of movies like The Rocketeer and Iron Man but is it really possible for something or someone like this to exist? Well, two pilots definitely saw something. Whether it was an alien or a superhero, there was something flying high above LAX airport. FBI spokeswoman Laura Eimiller said Tuesday that agents at LAX were investigating after the pilot reported the incident to the control tower.
“The FBI is aware of the reports by pilots on Sunday and is working to determine what occurred,” the agency said in a statement.
The Federal Aviation Administration also confirmed receiving the report. “Two airline flight crews reported seeing what appeared to be someone in a jet pack as they were on their final approach to LAX around 6:35 p.m. Sunday,” spokesman Ian Gregor told City News Service. “The FAA alerted local law enforcement to the reports and is looking into these reports.”
In the meantime, be on the lookout for the guy above! Pun fully intended… | aerospace | 1 |
http://www.ainonline.com/aviation-news/business-aviation/2014-04-30/hai-helps-army-aviators-transition-civil-job-market?qt-most_popular=0 | 2017-09-26T12:59:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818695726.80/warc/CC-MAIN-20170926122822-20170926142822-00356.warc.gz | 0.93977 | 282 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__237046444 | en | The Helicopter Association International (HAI) and the Army Aviation Association of America (AAAA) will join forces at Quad-A’s 2014 Army Aviation Mission Solutions Summit in Nashville on May 5 and 6 to help Army pilots and technicians who want to prepare their careers for the future. Representatives from helicopter operators spanning all sectors of the civilian market will be available to discuss opportunities with pilots and technicians, and meet with qualified candidates. The job fair will be led by Stacy Sheard, a test pilot for Sikorsky Aircraft and 11-year active-duty U.S. Army helicopter pilot, and HAI deputy director of flight operations Brian Haggerty.
“As the Afghanistan and Iraq conflicts wind down, a lot of aviators are wrapping up their careers with the military and may not realize how many opportunities exist in the marketplace for pilots, mechanics and other aviation technicians. We have members we know who have missions they turn down for lack of experienced pilots to fly or mechanics to keep them on the line,” an HAI spokesman told AIN.
Job fair attendees must be registered for the Exhibit Hall. There is no charge for Quad-A members, and a nominal fee ($5 in advance; $10 at the door) for non-members. The job fair will be open from 11 a.m. to 5 p.m. each of the two days. | aerospace | 1 |
https://futprint50.eu/2nd-futprint-academy | 2024-02-26T11:41:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474659.73/warc/CC-MAIN-20240226094435-20240226124435-00104.warc.gz | 0.899577 | 1,359 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__161986558 | en | FUTPRINT50 Aircraft Design Challenge 2022 takes off!
Meet the winners and participants of the FᴜᴛPʀIɴᴛ50 Aircraft Design Challenge 2022 and learn more about their proposals for a hybrid-electric aircraft design!
TU Delft Aerospace Engineering team. Carlo Rotundo, Egon Beyne, Katarina Grubbe Hildebrandt, and Yi-Kai Peng.
Read more about their project Clean-Sheet Design of a Hybrid Electric Aircraft EGRET (Electric Green REgional Transport).
Università del Salento team. Andrea Fiorino, Francesco Marrocco, Vincenzo Donato, and Vincenzo Mazzone.
Read more about their project Conceptual design and optimization of the LEAF hybrid aircraft: a step towards the future.
In the FUTPRINT50 Design Challenge, students are asked to design a hybrid-electric aircraft according to CS-25 regulations where possible. This extensive task is designed for a group effort of up to five students at maximum. Main task of the design effort is to minimize aircraft emissions to mitigate the environmental impact of flying while aiming at an entry into service in the year 2040 (EIS 2040). A successful aircraft is not solely defined by the performance but by a good balance between market needs or requirements and the actual performance. In this case, you are asked to keep a good balance between energy efficiency, complexity and performance on multiple flight missions.
The following Top-Level Aircraft Requirements (TLAR) have to be met with regard to the market:
|Number of passengers
|106 kg per Passenger (incl. luggage)
= 5300 kg
|Design cruise speed
|≤ Ma 0.48
|Reserve fuel policy
|185 km + 30 min holding
|Rate of climb (MTOM, SL, ISA)
|≥ 1850 ft/min
|Time to climb to FL 170
|≤ 13 min
|Maximum operating altitude
|7620 m (25,000 ft)
|Take-off field length
|≤ 1000 m
|Landing field length
|≤ 1000 m
|Benchmark for DOCs
|Design payload with 400 km mission
More detailed information on the assignment is available here.
1st Place Prize
Mentorship by three leading EMBRAER top executives through dedicated meetings and a free open-access journal article!
All participants will receive a FUTPRINT50 Aircraft Design Challenge 2022 experience certificate.
What’s in it for me?
Winning Team Awards
Networking with renowned experts in academia & industry
Entry-level opportunities for your future career
Feedback on your work by key-researchers & decision-makers
Short Course Series by leading researchers
We invite you to register for the FUTPRINT50 Aircraft Design Challenge 2022 already now! We will keep you updated on the next steps that should be followed and send you reminder e-mails for all key dates to ensure you don’t miss anything.
All participants must be full-time MSc. students at a university, college or university of applied sciences. A group can be up to 5 people. Group registrations are strongly encouraged. An individual person with his/her supervisor could be registered too, and the FUTPRINT50 will assist them to extend their team with other persons who have been registered.
Registration is only possible by a supervisor supporting the student(s) at the local university. The registration through your supervisor is a formless email including the names, email addresses and affiliations of the participating students. Your entry must be submitted by midnight CET on 01 April 2022 to: [email protected] .
Technical Report: The report is limited to 25 pages and is intended to describe the technical implementation, fulfillment of the design requirements (TLARs) as well as the trade-offs leading to design decisions and additional requirements. A thorough literature research should be conducted which supports assumptions made during the design process. Dimensions, masses, and key performance parameters of the aircraft should be presented. All tools and methods used to design and analyze the concept should be briefly described. Results shall be validated by using plausibility checks, manual methods, historical data, or other appropriate means. The feasibility of the final concept, also with regard to the planned EIS, shall be shown by a systematic approach.
Presentation: The scenario of the presentation is an airline pitch. You should give an overview on the aircraft design, including performance and benefits of your concept over current aircraft in service. The heart of the presentation will be the business case and why it would be wise for the airline to select your design. Duration of the presentation is limited to 15 minutes, followed by 10 minutes of questions from the jury.
Scoring of the Design Challenge: A panel of independent reviewers with expertise in the area of the challenge will read and score each entry.
The results are divided/distributed in the evaluation as follows:
- Technical report 70 %
- Airline pitch 30 %
Entries will be scored based on the overall credibility of the approach. The submitted reports will be evaluated by an independent jury based on the following criteria:
- Creativity and innovation
- Use of scientific literature
- Method suitability and correctness, quality of design process
- Reasoning for the airplane configuration and design
- Comprehensibility of presentation
More detailed information on the evaluation process is available here.
Conditions of Participation
The final report is submitted via the supervisor. Participants and supervisor must agree that all submitted documents, illustrations and diagrams may be used for publication on the FUTPRINT50 web pages or for other types of public relations, with credit to the copyright holder. Prior knowledge in aircraft design is strongly recommended, the FUTPRINT50 team is not capable of providing substantial support while performing the challenge. As a result, a local supervisor from your institution is mandatory. The number of participating teams is limited, in case it is exceeded the order of application is considered.
More detailed information on the conditions of participation is available here.
04 Feb 2022
Open Call for Participation in the FUTPRINT50 Aircraft Design Challenge
01 Apr 2022
05 Apr 2022
Kick-Off-Meeting, Official Launch of the Academy
12 Apr 2022
Short Course Series (6 courses one per week)
02 Sep 2022
Due date for the submission of the technical report
Final Event during 12th EASN International Conference – 1st Prize Winning Team Announcement | aerospace | 1 |
http://wobko.net/2018/05/16/pilot-half-sucked-out-of-plane-at-32000ft-survives.html | 2018-05-21T15:10:30 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864405.39/warc/CC-MAIN-20180521142238-20180521162238-00146.warc.gz | 0.967983 | 470 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__196845361 | en | And then on Monday, the co-pilot of a Chinese Sichuan Airlines flight was also nearly sucked out of his plane after a part of the cockpit windshield broke.
After the captain heard a deafening sound, he looked over and noticed the right windshield was missing. However, according to the Civil Aviation Administration of China's (CAAC) Southwest Regional Administration, the co-pilot suffered scratches and a wrist sprain.
"All of the objects in the cockpit just dropped to the floor suddenly, and the operating equipment began to malfunction", Liu said.
The next day, a window panel "fell off" an Air India flight, injuring three passengers after the plane hit severe turbulence.
Liu Chuanjian is being hailed a hero on Chinese social media after landing the Sichuan Airlines flight manually after his colleague was pulled back into the cabin.
Workers inspect a Sichuan Airlines aircraft that made an emergency landing after a windshield on the cockpit broke off, at an airport in Chengdu, Sichuan province, China May 14, 2018.
Oil Prices Steady Amid US Sanctions Against Iran
OPEC expects non-OPEC supply to expand by 1.72 million bpd this year, which is higher than the growth in global demand. This estimated growth rate was revised higher by 25,000 barrels per day compared to last month's estimates.
But in mid-April, a female passenger died after being partially sucked out of a Southwest Airlines flight in the U.S. when one of the aircraft's engines exploded. "The noise was so loud that we could barely hear the radio".
"Then the oxygen masks dropped".
"The windshield cracked suddenly and gave a huge bang".
Still, the incident caused unrest among many onboard at the time. A quick-thinking flight attendant grabbed Lancaster's legs as he was flying out the window and held on. "The sudden decompression sucked part of my co-pilot's body out and left him hanging by his safety belts".
"The windshield has not recorded any failures, nor did it require any maintenance and replacement work" before the incident, Tang Weibin said.
An investigation into how the incident occurred has now been launched.
Mashable has reached out to Sichuan Airlines for comment. | aerospace | 1 |
https://www.airplane-pictures.net/photo/1390473/ly-mrn-klasjet-boeing-737-300f/ | 2021-05-14T23:05:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991829.45/warc/CC-MAIN-20210514214157-20210515004157-00550.warc.gz | 0.754228 | 171 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__57744260 | en | KlasJet Boeing 737-300F LY-MRN
Image ID: 1390473
Operator: KlasJet - LY-MRN
Aircraft: Boeing - 737-300F
Airport: Austria - Linz (LNZ / LOWL)
Category: Main database
Photo taken on 2021-4-22 by Simon Prechtl [Contact]
EXIF information is not available.
(4.5.2021, 23:24 CET)
Cargo flight KLJ 1722 to St. Petersburg-Pulkovo Intl. A few years ago this little freighter was a regular visitor at Linz Airport as its previous operator, Blue Bird Cargo operated the cargo schedule Linz-Leipzig using this aircraft (previous registration: TF-BBG) many times. | aerospace | 1 |
https://phys.org/news/2016-10-schiaparelli-readied-mars.html | 2023-01-28T01:00:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499468.22/warc/CC-MAIN-20230127231443-20230128021443-00218.warc.gz | 0.952044 | 621 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__300922225 | en | Schiaparelli readied for Mars landing
This week, the commands that will govern the Schiaparelli lander's descent and touchdown on Mars were uploaded to ESA's ExoMars spacecraft, enroute to the Red Planet.
The Trace Gas Orbiter has been carrying the Schiaparelli entry, descent and landing demonstrator since launch on 14 March. Upon arrival on 19 October, Schiaparelli will test the technology needed for Europe's 2020 rover to land, while its parent craft brakes into an elliptical orbit around Mars.
This week's uploading was conducted by the Orbiter team working at ESA's mission control in Darmstadt, Germany, and marked a significant milestone in readiness for arrival.
Schiaparelli's operations are governed by time-tagged stored commands, ensuring that the lander can conduct its mission even when out of contact with any of the Mars orbiters that will serve as data relays.
Automated operation also ensures that the lander will revive from its power-saving sleep periods on the surface in time for communication links.
Telling Schiaparelli what to do
The commands were uploaded in two batches. The first, containing the hibernation wake-up timers and the surface science instrument timeline, was uploaded on 3 October. The second, containing the rest of the mission command sequence, was uploaded to the module on 7 October.
"Uploading the command sequences is a milestone that was achieved following a great deal of intense cooperation between the mission control team and industry specialists," says Orbiter flight director Michel Denis.
One of the most crucial moments will be the moment of landing, set for 14:48:11 GMT (16:48:11 CEST) on 19 October. Now that this time has been fixed, the rest of the commands will play out in sequence counting down or up.
During landing, these commands include ejecting the front and back aeroshells, operating the descent sensors, deploying the braking parachute and activating three groups of hydrazine thrusters to control its touchdown speed.
A radar will measure Schiaparelli's height above the surface starting at about 7 km. At around 2 m, Schiaparelli will briefly hover before cutting its thrusters, leaving it to fall freely.
Once safely on the surface, the timeline will operate the science instruments for a planned two days – and possibly longer.
The science activities are designed to make the most of the limited energy available from the batteries, so they will be performed in set windows rather than continuously – typically, for six hours each day.
The timeline will also switch on the module's transmitter during a series of fixed slots to send recorded data up to ESA and NASA orbiters passing overhead, which will then transmit the data to Earth.
These relay slots include 32 by NASA craft: 18 by the Mars Reconnaissance Orbiter, eight by Odyssey and six by Maven. ESA's Mars Express will make 14 overflights.
Provided by European Space Agency | aerospace | 1 |
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20001212X19894&key=1 | 2014-10-22T14:07:22 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507447020.15/warc/CC-MAIN-20141017005727-00237-ip-10-16-133-185.ec2.internal.warc.gz | 0.927071 | 364 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__22908654 | en | NTSB Identification: ANC00LA001.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Sunday, October 03, 1999 in ANCHORAGE, AK
Probable Cause Approval Date: 05/17/2001
Aircraft: Bellanca 7GCBC, registration: N4156Y
Injuries: 2 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The certificated private pilot, with one passenger aboard, was departing from the Lake Hood Airstrip. As the airplane climbed to about 100 feet above the runway, all engine power was lost. The airplane landed in an area of tundra-covered marsh, just off the end of the departure runway. During the landing roll, the airplane's main wheels contacted the soft, boggy terrain, and the airplane nosed over. A postaccident inspection of the airplane's carburetor revealed about 10cc of rusty-colored fluid, along with clean fuel in the airplane's carburetor float bowl. The rusty-colored fluid tested positive for water, when tested with water detection paste. The fluid sample was released to the accident pilot at his request. The accident pilot reported that the fluid contained therapeutic levels of fluoride, commonly found in tap water. The pilot did not submit the test results report to the NTSB.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's inadequate preflight inspection to remove all contaminated fuel from the fuel system. A factor associated with the accident was an unsuitable terrain condition for landing. Full narrative available
Index for Oct1999 | Index of months | aerospace | 1 |
https://darkskydiary.wordpress.com/2015/07/03/2015-the-year-of-dwarf-planets-and-small-solar-system-bodies/ | 2017-04-23T15:53:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118713.1/warc/CC-MAIN-20170423031158-00554-ip-10-145-167-34.ec2.internal.warc.gz | 0.94184 | 678 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__282802116 | en | 2015: The Year of Dwarf Planets and Small Solar System Bodies
We’re currently living through a very exciting time in space exploration, with a small armada of robot space probes visiting previously unexplored corners of our solar system. Here’s just a few of the amazing discoveries we’ve made in the past few weeks.
This year sees us make close encounters with two of the largest dwarf planets, as New Horizons flies past Pluto for the first time, and Dawn continues to orbit the giant asteroid Ceres. All this as the Philae Lander continues to try to make contact with us from the surface of Comet 67P/Churyumov-Gerasimenko as its parent spacecraft Rosetta follows the comet around the Sun.
Each of these missions is very exciting in its own right, but to have all three happening at once is incredible.
Rosetta and Philae Latest
The Rosetta Orbiter arrived at Comet 67P/Churyumov-Gerasimenko in August last year, and the Philae lander descended onto the comet’s surface in November, carrying out its science mission for 60 hours before its batteries died. Rosetta has continued to produce great science since then; its latest scoop was the discovery of what appear to be sink-holes on the comet’s surface.
All this while Philae tries to make contact with us, and Comet 67P begins the outgassing that will eventually form its tail as the comet makes its closest approach to the Sun on 12 August 2015.
The Dawn spacecraft arrived at Ceres in March 2015, after having spent over a year orbiting the smaller asteroid Vesta. Ceres is the largest of the asteroids, so large in fact that it’s considered a dwarf planet, its gravity having pulled it into a spherical shape.
More and more mysteries are arising as a result of Dawn’s asteroid mission including: what are these bright patches inside craters on Ceres’ surface?
and: what’s a mountain doing on an asteroid?
New Horizons Latest
Stay tuned for even better images of Pluto as New Horizons speeds towards its 14 July flyby at close to 60000kph. For now the best images we have of Pluto and its moon Charon are from New Horizons’ Long-Range Reconnaissance Imager, which shows features on the surface of the distant Dwarf Planet, which we’ll see in better detail in the next couple of weeks.
This is on top of all of the other missions going on up in space right now: Cassini continues to send back breath-taking images and data from the ringed planet Saturn and its moons; no fewer than five spacecraft are currently in orbit around Mars – NASA’s 2001 Mars Odyssey, , Mars Reconnaissance Orbiter, and MAVEN, ESA’s Mars Express, and India’s Mangalyaan – while two intrepid rovers – Opportunity and Curiosity – explore Mars’ surface; and our own Moon is orbited by the Lunar Reconnaissance Orbiter.
We’ll add to this over the next few years, as the Juno probe reaches Jupiter in summer 2016, and as the Japanese mission Hayabusa 2 enters into orbit around an asteroid in 2018 and returns a sample to Earth on 2020. | aerospace | 1 |
https://luxereporter.com/2019/09/12/the-thrill-of-flying-in-a-ww2-spitfire/ | 2023-04-01T01:35:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949694.55/warc/CC-MAIN-20230401001704-20230401031704-00340.warc.gz | 0.964061 | 1,543 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__267670274 | en | “You didn’t get into a Spitfire, you strapped it on.”
That was a phrase coined by Battle of Britain pilot Geoffrey Wellum in his memoir First Light and I’m putting it to the test. Firmly secured in the rear cockpit of a rare, two-seat version of the legendary Second World War fighter plane, I can vouch for the fact there isn’t much space to spare.
Indeed, my shoulders are touching the sides of the aircraft and my knees are tucked up snugly behind the seat in front. Then I hear the note of the famous Rolls-Royce Merlin engine change as pilot Richard Grace opens the throttles.
The surge of power is instantaneous, the acceleration down the runway at Sywell Aerodrome swift. Within seconds we’re climbing away from the airfield through wisps of cloud, the Northamptonshire countryside falling away below us.
A family of flyers
Sitting in the seat in front of me, Grace is a man with historic aviation very much in his blood. At the tender age of 23 he became the youngest person to pilot a Spitfire since the Second World War and both his parents also flew the iconic British fighter plane on hundreds of occasions at airshows across the country.
Before take-off, in a hanger that resembles an Aladdin’s cave for anyone with an interest in classic aircraft, he explains the remarkable back-story behind the family business, Air Leasing.
“My father, Nick, was a pilot by trade and had always wanted to fly a Spitfire, partly because he remembered seeing them flying overhead when he was a small boy during the Second World War.”
By the 1970s and 1980s, however, there were very few airworthy specimens of the aircraft around and Grace senior realised the chances of anyone ever letting him fly their treasured Spitfire were slimmer than remote. Fortunately, he was also a gifted engineer so when he saw the remains of two of the aircraft for sale he bought them, promptly selling one to finance the six-year rebuilding of the second.
Once the aircraft was back flying, in 1985, the firm began offering flights, supplementing its income by providing maintenance services for other classic plane owners.
Choice of classic warbirds
Growing up in such an aviation-focused environment had some interesting benefits, including trying his first taste of aerobatics in a Spitfire, an experience which is quite possibly unique. Grace’s enthusiasm for the aircraft is palpable.
“It’s simply the best flying aeroplane ever made,” he says. “I can’t think how you could improve it. Compared to other aircraft of its era its speed range and handling are outstanding.”
Uniquely, Air Leasing offers customers the chance to put that statement to the test, because it also owns a number of other aircraft of the era. Inside the firm’s hangar alongside the legendary British fighter are an American P-51 Mustang and a German Messerschmidt ME109.
These three aircraft have been converted to two-seaters, giving customers a unique opportunity to experience not only vintage-style formation flying, but also to find out first-hand what it might have been like to take part in a Second World War dogfight.
The firm has a number of other aircraft from the conflict as well, both two seat and single seat, and including, for example, a Russian Yak-3 and a US Air Force P-47 Thunderbolt.
Grace adds: “Having access to such a range of vintage aircraft means we can offer some unique experiences. If you want to fly in a Spitfire in formation with another Spitfire and then take on your mate who’s in an ME109 in formation with another ME109, then that is something that we can provide.”
Loops and barrel-rolls
Today, though, it is the Mustang keeping us company. Leaving the trim grass of Sywell behind we climb above the clouds in formation, a white carpet temporarily masking the fields below while the muscular-looking American fighter tucks in on our left wing.
It’s hard to believe this is actually happening. Gleaming in an authentic Second World War silver colour-scheme, the Mustang exudes speed and power; less graceful than the Spitfire, perhaps, but an aircraft that is full of modernity and prowess. Seeing one flying so close that I feel I could reach out and touch its wingtip is an unforgettable experience, almost as memorable as being in the Spitfire itself.
We take up position behind and then my stomach falls away as we pull back into a rolling loop, a patchwork quilt of fields visible through the canopy above my head. I scan the sky for our companion. Then we are through the loop and diving away. I just have time to notice that a distant pine forest is getting a lot closer rather quickly before we are once more climbing into a loop, the silver shape of the Mustang now in the lead as we shoot upwards, before peeling away and straightening up.
For what must be 10 minutes we chase each other across the skies. Then it is my turn to fly the Spitfire. After a brief discussion I have control, looking out over the plane’s iconic elliptical wing towards the countryside below, the plane incredibly responsive to the most restrained of directions.
I am half expecting the strains of Elgar’s Enigma Variations to start filling my headphones. Later, safely back on the Northamptonshire grass, with the sound of skylarks now replacing the roar of aircraft engines, Grace tells me I’m not alone in finding the experience more than just a thrilling ride.
“The Spitfire makes people very emotional,” he says. “In fact, I’d say that 50 per cent of people come back with a tear in their eye. If anyone has a family history of a grandfather or father who flew in the Second World War then flying above the clouds, or looking down over the countryside from the aircraft, is something special. They’ll perhaps never feel more connected than at that moment.”
Into the blue
He adds that some customers also feel so inspired by the experience that they want to compare it straightaway with one of its stable-mates.
“The Mustang is awe-inspiring with its overall performance and the ME109 is a very different flying experience. People are blown away by having the opportunity to fly it. There’s only one original factory-built aircraft in existence and up until 2015 that had been sitting in a dusty barn in Texas since the 1960s.”
The company also benefits from a location that is clear of the airborne traffic focused on the capital’s airports.
“We like to show people the full performance envelope of the aeroplanes and we can do that almost from the off,” Grace explains. “We don’t have to fly for 20 miles to get away from the Heathrow zone, for example. It’s a great location.”
I can certainly agree with that. The experience of flying in formation through a clear blue sky, then looking down over the top of that elegantly curving wing to the yellow and green fields of England far below is not one that I am ever likely to forget.
Photos: Darren Harbar | aerospace | 1 |
https://people.com/travel/plane-skids-off-runway-florida-river/ | 2021-02-26T01:59:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178355944.41/warc/CC-MAIN-20210226001221-20210226031221-00200.warc.gz | 0.971082 | 565 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__153375507 | en | Plane Carrying 143 People Skids Off Runway Into Florida River Injuring 21
The Boeing 737 was flying into Jacksonville from Guantanamo Bay, Cuba when it skidded off the runway and into the body of water
More than 20 people were injured on Friday night after a Boeing 737 plane that had landed in Florida terrifyingly slid off the runway and into a nearby river.
The passenger plane from Guantanamo Bay had just arrived at the Jacksonville Naval Air Station when it skidded off the runway and into the St. Johns River at 9:40 p.m., the air station confirmed.
Despite the scary circumstances, the plane “was not submerged” due to the “shallow water,” the Jacksonville Sheriff’s Office tweeted.
Miraculously all 143 people on board survived after the plane’s rough landing.
The Mayor of Jacksonville, Lenny Curry, initially asked for prayers on Twitter, writing, “We have a commercial plane down on the river. I’ve been briefed by our Fire and Rescue. They are on the scene. While they work please pray.”
Curry then confirmed that all passengers were “alive and accounted for,” and that no fatalities were reported.
While everyone made it out alive, 21 people were taken to hospitals, the Jacksonville Fire and Rescue Department confirmed.
“We responded to NAS Jax to a plane incident tonight with a second alarm assignment of approximately 90 personnel,” the department tweeted. “21 people were transported to local hospitals.”
In addition to writing that an investigation was underway into how the incident happened, the Naval Air Station Jacksonville detailed a full account of the event.
RELATED VIDEO: Weather Complicating Recovery Efforts In Alaska Plane Crash
“At approximately 9:40 p.m. today, a Boeing 737 arriving from Naval Station Guantanamo Bay, Cuba into Naval Air Station Jacksonville slid off the runway into the St. Johns River,” the air station confirmed. “There were 136 passengers and seven aircrew on board and all have been accounted for. Minor injuries have been reported, treated at the scene, and those requiring additional treatment were transported to a local hospital. There were no fatalities.”
The air station also added that, just after midnight on Saturday morning, that Navy security and emergency response personnel were still “on the scene and monitoring the situation.”
“Families members who were expecting the arrival of passengers should stand by until they are released,” the air station advised.
The plane while a Boeing 737, is not believed to be a Boeing 737 Max. The 737 Max planes have been grounded in the wake of two fatal accidents in just five months. | aerospace | 1 |
https://www.groupon.com/deals/specialized-helicoptors-santa-cruz | 2017-01-20T16:06:21 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280835.60/warc/CC-MAIN-20170116095120-00118-ip-10-171-10-70.ec2.internal.warc.gz | 0.912602 | 285 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__92388343 | en | From catapulting flaming soldiers over castle walls to sitting on active geysers, humans have long been fixated on flying through the air. Absorb the wonderment of flight with today’s Groupon: for $64, you get an aerobatic airplane ride from Specialized Helicopters in Watsonville (a $129 value).
Specialized Helicopters' professional pilots guide thrill-seekers on roundabout tours of the skies located above Monterey Bay during the 15-minute aerobatic airplane rides. The copilot seat affords passengers 360-degree views during a high-power takeoff and a smooth progression of loops, turns, and twists that could transform knuckle pigmentation from normal to clown makeup in a matter of seconds. While airborne, the plane makes diving runs of 3,000 feet and completes a giant 1,000-foot loop before sticking the landing back on earth. Passengers should arrive at the Specialized Helicopters base at least five minutes prior to their appointed takeoff.
In addition to flight-training experiences and flight lessons, Specialized Aviation's professional pilots guide thrill-seekers on exhilarating scenic tours of the skies. The 20-minute helicopter whale-watching tour offers splendid views of marine life—including blue, humpback, and gray whales—from well above the water line in Monterey Bay.
150 Aviation Way
Watsonville, California 95076 | aerospace | 1 |
https://spaceflightnow.com/2019/05/29/cosmonauts-complete-tasks-outside-space-station-honor-spacewalk-pioneer/ | 2024-04-23T02:03:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818452.78/warc/CC-MAIN-20240423002028-20240423032028-00539.warc.gz | 0.945051 | 801 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__76658485 | en | STORY WRITTEN FOR CBS NEWS & USED WITH PERMISSION
Two Russian cosmonauts stepped outside the International Space Station Wednesday, sent birthday greetings to former cosmonaut Alexey Leonov, the first man to walk in space, and then carried out a full slate of maintenance work.
Expedition 59 commander Oleg Kononenko, making his fifth spacewalk, and crewmate Alexey Ovchinin, making his first, opened the hatch of the Pirs airlock compartment at 11:42 a.m. EDT to officially kick off what turned out to be a six-hour one-minute excursion, the year’s fourth spacewalk and the first by the Russians.
A few minutes after floating outside, the cosmonauts paused to send down birthday greetings to Leonov, who turns 85 on Thursday. The Russian space agency Roscosmos said on its web page the spacewalk was dedicated to Leonov, “the man who first took a step into the unknown and found himself one-on-one with unlimited outer space.”
Kononenko and Ovchinin wore placards on their spacesuit backpacks, one saying “Leonov No. 1” and the other “Happy Birthday, Alexey Arkhipovich.”
Leonov chalked up one of Russia’s major space triumphs on March 18, 1965, when he ventured outside his Voskhod 2 spacecraft to carry out history’s first spacewalk.
Connected to the Voskhod by an 18-foot-long tether, Leonov spent 12 minutes floating outside before struggling to get back inside his spacecraft. In the vacuum of space, his suit had ballooned to the point that it would not fit through the hatch. After opening a valve to bleed off pressure, Leonov finally managed to squeeze back inside.
NASA astronaut Ed White became the first American spacewalker three months later.
Now an iconic figure in the international space community, Leonov flew in space a second time in 1975 as Russian spacecraft commander of the Apollo-Soyuz Test Project, the historic orbital linkup of a NASA Apollo capsule and a Russian Soyuz in a mission that symbolized the era of detente.
“It just so happens we are performing a spacewalk the day before the birthday of Alexey Leonov, the first man to ever don a spacesuit and venture out of his spacecraft’s airlock, taking a step into the star-lit abyss, into the vastness of space,” Kononenko said, floating just outside the Pirs module.
Showing off a tethered portrait of Leonov they had carried outside, the cosmonauts took turns sending down birthday greetings.
“Mr. Leonov, please accept our heartfelt birthday wishes,” one said in translated remarks. “You’re with us here and now in outer space and for the entire duration of this spacewalk. Stay in great cosmonaut-worthy health, we hope you continue to be happy, inspired and truly capable of many great new accomplishments. Happy birthday.”
Kononenko and Ovchinin then began working through a checklist of maintenance work that called for installation of handrails, retrieval of materials science space exposure experiments, window cleaning and work to jettison no-longer-needed experiment hardware.
The work went smoothly and the cosmonauts returned to the Pirs airlock compartment a few minutes ahead of schedule, wrapping up the outing at 5:43 p.m. This was the 217th spacewalk devoted to station assembly and maintenance since construction began in 1998 and the 53rd carried out by Russian cosmonauts.
Total ISS spacewalk time now stands at 1,360 hours and 54 minutes, or 56.7 days. | aerospace | 1 |
https://orange-bleue.info/large-asteroid-touching-earth/large-asteroid-touching-earth-a-giant-asteroid-almost-struck-earth-and-we-had-no-idea-it-large-asteroid-earth-touching/ | 2020-05-29T19:30:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347406365.40/warc/CC-MAIN-20200529183529-20200529213529-00006.warc.gz | 0.860829 | 1,071 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__44677454 | en | Large Asteroid Touching Earth a giant asteroid almost struck earth and we had no idea it Large Asteroid Earth Touching
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The GRAIL mission was managed by NASA's Jet Propulsion Laboratory (JPL) in Pasadena, California, for NASA's Science Mission Directorate in Washington. The mission was part of the Discovery Program managed at NASA's Marshall Space Flight Center in Huntsville, Alabama.
This cycle has been appropriately named the 'dark moon'. The cycle from one dark moon to the next is called a lunation and an average lunation calculates at about 29 days, 12 hours, 44 minutes and 3 seconds (roughly) To be fair, it does deviate in relation to the moons erratic orbit patterns and is affected by the gravity conflict between the sun and the moon.
Moon in a Fire element (Aries, Leo or Sagittarius) will react directly and with enthusiasm to anything that they can pioneer or have a leading part in directing change or something new. Emotions driven by fire can be explosive, impatient and restless but will feel at home in having a mission and implementing action in getting things off the ground and aiming for a goal.
- Neptune Planet Beautiful
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- Under the Moons of Mars by Norman Bean
- Moonshine Still Wallpaper
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So, what exactly are those effects, you might ask? During the monthly new moon and full moon phases, all other factors being the same, you will catch more and bigger fish. This remains true for about 2 days on either side of the peak phases.
"There's an assumption we do have to make, which is that there's no changes in the material itself, and that all of the bumps we're seeing (in the gravity field) are from changes in the porosity and the amount of air between the rocks," Dr. Soderblom continued to explain in the September 10, 2015 MIT Press Release.
However, the models become somewhat more complicated when different forms of ice are taken into consideration. The ice floating around in a glass of water is termed Ice I. Ice I is the least dense form of ice, and it is lighter than water. However, at high pressures, like those that exist in crushingly deep subsurface oceans like Ganymede's, the ice crystal structures evolve into something considerably more compact. "It's like finding a better arrangement of shoes in your luggage--the ice molecules become packed together more tightly," Dr. Vance said in his May 1, 2014 statement. Indeed, the ice can become so extremely dense that it is actually heavier than water--and therefore somersaults down to the bottom of the sea. The heaviest, densiest ice of all is believed to exist within Ganymede, and it is called Ice VI. | aerospace | 1 |
http://www.multiplyleadership.com/nasas-lifting-bodies-airplanes-by-design/ | 2013-05-26T05:03:29 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706628306/warc/CC-MAIN-20130516121708-00064-ip-10-60-113-184.ec2.internal.warc.gz | 0.912574 | 119 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__101599515 | en | This week continues the NASA research planes theme with the “lifting body” aircraft. In my opinion, never did any A and B model differ by so much as the X-24A and X-24B.
Airplanes by Design features photographs of aircraft from a test pilot perspective, highlighting aeronautical engineering characteristics and flight test facts. To see all of the these pictures (and many more of this aircraft and it’s unique design characteristics), click here. You will always be able to access any of these pictures by selecting the Flickr icon in the top menu bar. | aerospace | 1 |
https://saemobilus.sae.org/content/2011-01-2752/ | 2022-12-07T21:13:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711218.21/warc/CC-MAIN-20221207185519-20221207215519-00596.warc.gz | 0.914072 | 659 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__123323411 | en | This content is not included in your SAE MOBILUS subscription, or you are not logged in.
A Robust Physical Layer for Aircraft Data Networks Based on MIL-STD-1553
ISSN: 1946-3855, e-ISSN: 1946-3901
Published October 18, 2011 by SAE International in United States
Citation: Hegarty, M., "A Robust Physical Layer for Aircraft Data Networks Based on MIL-STD-1553," SAE Int. J. Aerosp. 4(2):1394-1401, 2011, https://doi.org/10.4271/2011-01-2752.
One of the current trends in aircraft system design is a shift from federated/centralized architectures towards a more distributed approach. The increased use of distributed processing in critical real-time control systems, such as flight control, engine control and power management systems, is creating a demand for reliable data communication networks. There are many commercially available data communication standards but very few of them will satisfy the stringent environmental requirements of an aircraft, such as lightning immunity.
MIL-STD-1553, which is well established in military aircraft, is a leading candidate for use in new commercial aircraft systems. Airbus selected MIL-STD-1553 for use in the flight control system on the A-350XWB. MIL-STD-1553's physical layer was designed specifically for use in aircraft and as such it provides superior noise, EMI, and lightning immunity which are all essential elements of a reliable aircraft data network.
This paper discusses the architectural benefits of 1 Mbps MIL-STD-1553 as it relates to an aircraft environment as well as extensions to MIL-STD-1553 which include faster data rates and its use with alternate protocols. The viability of a MIL-STD-1553 physical layer with an alternate protocol will be illustrated by technology demonstration hardware consisting of a TTP (Time Triggered Protocol) controller running with a MIL-STD-1553 physical layer at 4 Mbps.
MIL-STD-1553's robust physical layer combined with emerging high speed derivatives serve as an ideal set of building blocks for a variety of aircraft applications. The superior isolation performance of MIL-STD-1553 makes it an extremely attractive solution for applications with severe EMI and lightning environments. Decades of in service flight history support the notion that MIL-STD-1553 is well suited for critical real-time systems such as flight controls. The use of MIL-STD-1553 on the A350 aircraft is a testament to 1553's effectiveness for use in real-time, high assurance systems. MIL-STD-1553 is a mature, field proven technology that provides an ideal solution for emerging commercial aerospace applications.
|Technical Paper||The Proposed New Standard for Location of Lightning Strike Zones on Aircraft|
|Aerospace Standard||PRIMARY FLIGHT CONTROLS BY ELECTRICAL SIGNALING SECTION I|
|Aerospace Standard||Aircraft Nosewheel Steering/Centering Systems| | aerospace | 1 |
https://seatmaps.com/airlines/jz-jubba-airways/ | 2021-10-23T23:50:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585828.15/warc/CC-MAIN-20211023224247-20211024014247-00283.warc.gz | 0.87613 | 254 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__51435649 | en | Jubba Airways (JZ) seat maps
Being founded 2000, Jubba Airways is one of the most famous airlines worldwide, especially seeing its profit and fleet size. It has JZ IATA code. If individuals want to discover a certain airport and its place, they can look for this information using the JUB ICAO code. Jubba Airways airlines seat map is wealthy and comfy. The company operates multiple hubs all over the Earth, with the primary being placed in Somali Republic/CITY. Jubba Airways arsenal incorporates 5 planes with different plural of Jubba Airways flight seat map. The Jubba Airways flies to a big quantity of destinations and 0 countries covering North America, South America, Europe, Asia, and Oceania, which insert 0 cities. Main hubs in the network include 0 airports all over the map. Jubba Airways plane seat map is quite diverse. Depending on the plural of the Jubba Airways plane seat map, the plane can employ First, Business, Economy Premium and Economy cabins. Its fleet consists of plural aircrafts with varied Jubba Airways seatmap.
We have compiled a complete list of seatmaps of aircraft that Jubba Airways operates. Choose an aircraft and click on it to see the seatmaps. | aerospace | 1 |
https://theaviationgeekclub.com/australia-buried-23-f-111-strike-aircraft-after-the-pigs-retirement-heres-why/ | 2023-12-09T19:16:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100942.92/warc/CC-MAIN-20231209170619-20231209200619-00710.warc.gz | 0.974669 | 629 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__231994077 | en | The decision to dispose of the F-111 aircraft in this manner incurred the displeasure of the nation’s aviation enthusiasts.
The General Dynamics F-111C was a variant of the F-111 Aardvark medium-range interdictor and tactical strike aircraft, developed by General Dynamics to meet Australian requirements. The design was based on the F-111A model but included longer wings and strengthened undercarriage.
The Australian government ordered 24 F-111Cs to equip the Royal Australian Air Force (RAAF) in 1963, but the aircraft were not delivered until 1973 because of long-running technical problems. During 1979 and 1980 four of these aircraft were converted to the RF-111C reconnaissance variant. Four ex–US Air Force (USAF) F-111As were purchased by Australia and converted to F-111C standard in 1982 to replace F-111Cs destroyed during accidents. Australia also operated 15 F-111Gs between 1993 and 2007, mainly for conversion training.
In Australian military and aviation circles, the F-111 Aardvark was affectionately known as the “Pig”, due to its long snout and terrain-following ability.
The operational career of the F-111 came to an end on Dec. 3, 2010 at RAAF Amberley, near Brisbane, Queensland, Australia, as a crew in an F-111C (serial number A8-125) of the RAAF touched down for the aircraft’s last landing.
Following the F-111s’ retirement, 13 of the surviving aircraft (12 F-111Cs and a single F-111G) were preserved in aviation museums and RAAF air bases. The remaining 23 aircraft were buried at the Swanbank landfill site outside of Ipswich, Queensland, between Nov. 21 and 23, 2011, as the footage and the pictures in this post show.
The decision to dispose of the aircraft in this manner incurred the displeasure of the nation’s aviation enthusiasts.
In fact while no one wanted to see the veterans of the RAAF come to such an end, it was a requirement of Australian military arrangement with the US that they be securely disposed of.
Gregg Gray, former Senior Noncommissioned Officer (SNCO), US Air Force, explains why the RAAF F-111s had to be buried on Quora. ‘Only the fuselage was buried. The wings and stabilizers as well the tail were removed for scrap. The fuselages were constructed out of bonded panels, and that bonding used asbestos, this is why it was deemed prudent to bury them. Trying to recover the materials was not cost effective, and it was full of hazards requiring a very comprehensive facility and PPE to even attempt. So, it was decided to bury them to take away the possibility of exposure to asbestos. They were barely recognizable by the time they were buried. There is even a diagram of their final resting place and date of interment.’
Photo credit: Queensland Times, ADF, F-111 Disposal Team | aerospace | 1 |
https://condensed-matter.blogs.auckland.ac.nz/category/fluidics/ | 2024-04-23T05:32:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818464.67/warc/CC-MAIN-20240423033153-20240423063153-00377.warc.gz | 0.95854 | 265 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__65258509 | en | Two of my favourite fluidics videos are made by Don Petit, a scientist and astronaut who performs experiments on the International Space Station (ISS). I first came across Don at the NZ Institute of Physics meeting in Christchurch (2009) where he wowed the audience with tales of trying to do science in space. Of course, there are many research groups around the world who compete to have experiments performed in orbit, and Don has to execute these, but the experiments in this video were actually carried out in his spare time. They involve waves, bubbles and a chemical reaction in a football-sized sphere of water.
In a more recent experiment, a droplet ‘orbits’ a charged teflon knitting needle. I’ve put ‘orbits’ in inverted commas because an astrophysics colleague reckons the orbit can’t be stable. Is that right? What if the needle was superhydrophobic, so that a drop rebounded elastically from the needle when it came into contact?
The thing about droplets in space is that because there is little gravity, surface tension becomes very important. It’s nice to be able to see surface tension in action so clearly, because it is also important in nanofluidics and microfluidics. | aerospace | 1 |
https://mysticon-va.com/2014/09/19/chris-kennedy/ | 2022-09-26T03:38:08 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334644.42/warc/CC-MAIN-20220926020051-20220926050051-00410.warc.gz | 0.934098 | 175 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__168962258 | en | An Amazon Top 30 Science Fiction author, Chris Kennedy is a former aviator with over 3,000 hours flying attack and reconnaissance aircraft for the United States Navy, including many missions supporting U.S. Special Forces. Chris is currently working as an Instructional Systems Designer for the Navy.
Chris’ full length novels on Amazon include the “Occupied Seattle” military fiction duology (“Red Tide: The Chinese Invasion of Seattle” and “Occupied Seattle”) and “The Theogony” science fiction trilogy (“Janissaries,” “When the Gods Aren’t Gods” and “Terra Stands Alone”). Chris is currently working on a new fantasy novel and a fourth book set in the Theogony universe.
Catch up with Chris at http:/ | aerospace | 1 |
https://www.4aviation.nl/tours/jetflight-mig-15-in-czechia/ | 2022-07-02T21:15:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104204514.62/warc/CC-MAIN-20220702192528-20220702222528-00558.warc.gz | 0.921763 | 375 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__4622676 | en | Fly the MiG-15 in Czechia
In Czechia we offer the opportunity to fly the beautiful MiG-15, a jet with a whole lot of power.
For only € 3,250.- you can enjoy this legendary jet aircraft for 15 minutes *. Aerobatics will be performed on request.
The Mikoyan-Gurevich MiG-15
With more than 18,000 units built, the MiG-15 (NATO code name “Fresco”) is one of the most built fighter jets in the world. The beautiful MiG-15 was developed in the 40s by the Russian Mikoyan Gurevich Design Bureau (MiG) in response to the German Messerschmitt Me-262.
The first one flew in 1947 but the Fresco was still used into the nineties as a trainer by several air forces.
For the flights we use a MiG-15UTI , the training variant of the MiG-15. This version can accommodate two people and can reach speeds up to 900 kilometres per hour!
Aircraft type: MiG-15UTI
Where: Hradec Králové (East of Prague)
How long: 15 minutes *
What: flight and aerobatics
Price: € 3,250.-
* = flight time (actual time in the air)
Interested in this fantastic opportunity? Please contact us then by filling in the form below.
We have only presented a limited amount of information on this page. We gladly tell you all details of the flight though. Think off what is included with the flights, how the process goes from the beginning, the medical check-up, etc. etc.
An extensive report of someone that took the flight can be found here; link | aerospace | 1 |
https://droneexpos.co.uk/flytbase-and-dronelogbook-partner-to-simplify-live-remote-drone-operations | 2023-12-06T23:16:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100626.1/warc/CC-MAIN-20231206230347-20231207020347-00897.warc.gz | 0.906495 | 801 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__250902886 | en | California, USA, – FlytBase, Inc. and DroneLogBook are excited to partner together to help drone operators, service providers and system integrators automate and scale their UAV operations.
The growth of the global commercial drone industry, led by US-based enterprises, federal agencies and tech startups, is expected to accelerate as hardware gets commoditized, regulators remain proactive, and intelligent software enables an increasing number of use-cases. Seamless integration of hardware, software and services will power this growth – the drone ecosystem is fast maturing to provide this to enterprises who are keen to adopt UAVs to create business value.
FlytBase, Inc. provides drone agnostic software solutions to automate and scale drone operations. The FlytBase technology platform allows easy deployment of intelligent drone fleets, connected with cloud-based business applications. FlytBase offerings are compatible with major drone hardware platforms (eg. DJI, Ardupilot, PX4) and come with SDKs, simulator and APIs for reliable testing and seamless integration. FlytBase customers range from sectors such as public safety and energy utilities to warehouses, distribution centers, and air cargo facilities.
DroneLogbook provides the commercial drone industry with compliance software (SaaS) to help commercial drone operators to plan and manage flights, import telemetry data, track documents and maintenance etc.. to better manage operations and maintain regulatory compliance. DroneLogbook helps drone operators easily generate compliance (FAA, CAA, CASA, CAD, EASA, DGAC, TBST) reports in seconds, on demand – and also provides custom reports available to allow operations managers to track pilots, flights, maintenance, etc.
FlytBase and DroneLogBook believe that live, remote drone operations – whether VLOS or beyond the visual line of sight (BVLOS) – will require full autonomy to truly scale. Such missions tend to start with low-latency, high-quality live video feeds that can be easily shared – over the cloud – with remote stakeholders and decision-makers. As the drones start to create value, the missions quickly mature to scheduled, repeatable ones where drones & payloads can be controlled remotely and/or automatically.
Given the central role of security & privacy in drone operations, regulatory compliance is at the core of commercial drone operations. This too is increasingly powered by software that logs each mission, reports violations, interfaces with third-party applications for real-time airspace information, helps manage drone fleets, and is scalable across large fleets, different use-cases and geographies.
Yves Jusot, DroneLogBook Founder, commented “We remain focused on simplifying drone
operations for our customers – whether pilots or large enterprises – via a
one-stop solution for flight log management. This allows our customers to rest
assured about compliance reports for all their missions. Our partnership with
FlytBase enables our users to leverage 4G/5G connectivity by accessing real-time
video feeds over the cloud, and even control their drones,
camera gimbals and payloads remotely.”
According to Nitin Gupta, FlytBase CEO, “Our recent partnership with DroneLogBook builds upon our experience in integrating access to their flight log management solutions in our enterprise solutions. Whether for public safety and security or for wind turbine and pipeline inspection, drone fleets – powered by autonomy – are being rapidly adopted not only by CTOs and innovation heads but also by operations, safety and maintenance executives. Such large-scale adoption will rely on robust software for airspace compliance, real-time HD video streams, enterprise-grade security and intelligence at the edge.”
To learn more about DroneLogBook, visit https://www.dronelogbook.com/.
To learn more about FlytBase’s solution for live video streams from drones, visit https://flytnow.com. | aerospace | 1 |
https://www.activitysuperstore.com/flying-experience-days/helicopter?filter=551 | 2023-05-27T22:44:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643388.45/warc/CC-MAIN-20230527223515-20230528013515-00001.warc.gz | 0.910929 | 161 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__202027745 | en | Serving numerous useful purposes, helicopters can do many things that traditional aircrafts cannot. For example, they can take off without a runway, move forwards and backwards, up and down and even side to side! These nifty rotorcrafts can be used for saving lives, transportation and offering unparalleled views for an unforgettable experience day.
Why not elevate someone’s day out to a new level with one of our helicopter gift experiences? Treat them to a thrilling, VIP helicopter ride over London or learn to fly with a helicopter lesson. Our tours and rides for two make the perfect gift so you can both take to the sky together.
Whatever you decide to choose from the exciting list of helicopter experiences, you are sure to have a truly memorable day and a whole new perspective of the beautiful British countryside. | aerospace | 1 |
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