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https://www.camaust.com.au/product/geminijets-1-200-ups-mcdonnell-douglas-md-11f-n281up-g2ups977/ | 2022-05-20T20:59:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662534669.47/warc/CC-MAIN-20220520191810-20220520221810-00681.warc.gz | 0.845044 | 263 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__118381386 | en | GEMINIJETS 1/200 UPS MCDONNELL DOUGLAS MD-11F N281UP (G2UPS977)
$269.00 (Ex Tax: $244.55)
- Additional information
Up for sale is a brand new 1/200 UPS MCDONNELL DOUGLAS MD-11F N281UP (G2UPS977) by GeminiJets
This aircraft was delivered to LTU as a passenger version in 1993. it was purchased by UPS and converted to a freighter in 2005.
This model aircraft is made from die-cast metal and includes extensive detailing. It is similar in quality to Inflight200, JC Wings, NG Models and Aviation200.
Display stand included.
|Dimensions||30 × 30 × 12 cm| | aerospace | 1 |
https://fixedwingaviation.com/category/engine-maintenance/ | 2024-04-22T19:26:54 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818337.62/warc/CC-MAIN-20240422175900-20240422205900-00086.warc.gz | 0.9261 | 622 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__11328133 | en | Category: Engine Maintenance
Springtime in Florida. The beautiful weather here in central Florida means we have very few days when we can’t fly, or work on your airplane. Take advantage of the great flying conditions at our location to have your aircraft serviced by us and make us your first call for aircraft service and maintenance, repairs and upgrades and inspections.
It’s almost here: Sun ‘n Fun 24. 9-14 April at KLAL, warbirds, light planes, and more on static display, as well as flight displays, merchandise and food.
Come by the Fixed Wing Aviation Maintenance booth. Steve will be available each day for questions, or just to chat.
SUN ‘n FUN details are available on https://flysnf.org/
Our Parts department has the oil you need, available “over the counter”. So if you need a couple of quarts
for a trip or you need more, call us at 863-606-5757.
Joseph performs a compression check as part of the annual inspection on this aircraft.
Call us to schedule your next service, repair, AOG or upgrades; 863-606-5757.
Interior. Exterior. Engine. One phone call to us at 863-606-5757 and you’ll experience the dedication to quality and commitment to superior customer service that is Fixed Wing Aviation Maintenance.
Ryder shows the attention to detail as he works on the interior of this Cessna TTx.
Ryder and Cole installing this Austro engine on the Diamond Aircraft Industries aircraft in the background.🛩 Their hard work and expertise are a big part of why we maintain such high quality standards and provide excellent customer experiences.
Let us be your headquarters in Central Florida for everything from Pre-Buy inspections to AOG or scheduled services and more. Call 863-606-5757 or write us through our website at
It’s great to be here at KLAL, in beautiful Lakeland, Florida at this time of year. Enjoying the weather with the hangar opened up, John works on the turbo of this Cirrus Aircraft.
The newest addition to our team is Ashleigh, our latest A&P. She has quickly fit in with our team, sharing our commitment to quality work and excellent customer service. Welcome aboard, Ashleigh.
Working together as a team to the highest standards is key to our top-quality aircraft maintenance and customer service. Attention to detail and coordinated effort are crucial to maintaining our excellent reputation.
Our reputation for providing high-quality services and excellent customer support is a direct outcome of the dedication, focus, and attention to detail displayed by all of our team members. This is exemplified by Daniel as he carries out a fuel system repair on this Cirrus.
To schedule a service or repair for your own aircraft please contact us at 863-606-5757 or https://fixedwingaviation.com/aircraft-service-appointment/ | aerospace | 1 |
https://kslnewsradio.com/1948395/dogecoin-to-the-actual-moon/ | 2022-11-28T01:23:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710462.59/warc/CC-MAIN-20221128002256-20221128032256-00686.warc.gz | 0.914106 | 864 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__12437022 | en | Dogecoin to the ACTUAL moon?
It could be the first meme in space. SpaceX founder Elon Musk said plans are underway for Doge-1 to become the first Dogecoin-funded space mission in history, with their eye on the moon.
On Sunday, Musk tweeted his company will now accept Dogecoin as payment and announced the “DOGE-1 Mission to the Moon” would launch in the first quarter of 2022.
This means the self titled ‘Dogefather’ will live up to his promise made on April Fools to send a literal dogecoin to the actual moon.
SpaceX is going to put a literal Dogecoin on the literal moon
— Elon Musk (@elonmusk) April 1, 2021
Dogecoin to the moon!
The mission is being funded by the Geometric Energy Corporation where they’ll be launching a 40kg “cubesat” as part of the payload of a scheduled Falcon 9 lunar payload mission.
Their satellite will, “Obtain lunar-spatial intelligence from sensors and cameras on-board with integrated communications and computational systems.”
SpaceX launching satellite Doge-1 to the moon next year
– Mission paid for in Doge
– 1st crypto in space
– 1st meme in space
To the mooooonnn!!https://t.co/xXfjGZVeUW
— Elon Musk (@elonmusk) May 9, 2021
“Having officially transacted with DOGE for a deal of this magnitude, Geometric Energy Corporation and SpaceX have solidified DOGE as a unit of account for lunar business in the space sector,” said Geometric Energy’s Chief Executive Officer Samuel Reid.
“This mission will demonstrate the application of cryptocurrency beyond Earth orbit and set the foundation for interplanetary commerce,” said SpaceX Vice President of Commercial Sales Tom Ochinero. “We’re excited to launch DOGE-1 to the Moon!”
So it looks like the meme currency will actually make it all the way to the moon!
Musk has been one of dogecoin’s biggest and most high-profile supporters in recent months.
Making an appearance on NBC’s Saturday Night Live, Musk started his monologue with a guest appearance from his mother Maye where she dropped the first joke about the meme coin.
“I’m excited for my Mother’s Day gift. I just hope it’s not dogecoin,” she joked.
“It is,” her son said.
— Elon Musk (@elonmusk) May 11, 2021
Supporters hoped that Musk’s appearance would bolster the coin’s value up towards their goal of $1, but it never reached that mark.
At the beginning of the show, the price of Dogecoin spiked to near 73 cents, but then quickly fell to around 43 cents. That sort of movement though isn’t unheard of in the volatile world of crypto trading though. Over the course of the last year, Dogecoin’s value has jumped a mind-blowing 20,339%.
Currently, it appears its value is hovering around 50 cents.
Today’s Top Stories
- Car drives into parade, hits horse and rider
- UDOT warns winter storm bringing roadway impacts
- Crash on I-15 in Draper leaves one dead
- American Red Cross of Utah seeks volunteers in central Utah
- Man crashes into Ogden Taco Bell drive-thru window
- Trash can on fire at home in the Cottonwoods, safely extinguished
- 12 Mason Jar Gift Ideas for the 12 Days of Christmas [with recipes!]
- Frontier Airlines no longer has a customer service phone line
- ‘Fame’ and ‘Flashdance’ singer-actor Irene Cara dies at 63
- Six new Latter-day Saint missions to launch in 2023 | aerospace | 1 |
http://brikwars.com/forums/viewtopic.php?f=7&t=10526 | 2013-05-20T12:21:32 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368698924319/warc/CC-MAIN-20130516100844-00001-ip-10-60-113-184.ec2.internal.warc.gz | 0.961339 | 246 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__108119966 | en | Natalya wrote:No luck at all with this one. First engine configuration as seen above didn't produce enough thrust to lift the rocket off the ground. I tried again with the exact opposite configuration... fuel in the cone but pointy end pointing out the back. It launched the rocket, but the engine flew out the back immediately and burned on the ground leaving the rocket to crash only 10 feet from the launch site. A crushing defeat. I need to go to a hobby store and buy an actual rocket engine. or solder one together or something. So far, the soup can was the best thing.
Natalya wrote:I don't intend to spend a bunch of money, I'm just going to look for some kind of nozzle assembly that won't fly off the back of the rocket and burn on the ground.
stubby wrote:Overwatch_Elite wrote:make an entire fucking rocket out of flammable material (me btw)
I don't know if you count as flammable material, but I bet it'd be fun to try.
Do not open mail from a woman who makes explosives in her kitchen!
Users browsing this forum: No registered users and 1 guest | aerospace | 1 |
https://spacewx.com/news/set-provides-technology-for-the-age-of-commercial-space-tourism/ | 2024-04-16T02:14:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00614.warc.gz | 0.90458 | 389 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__40928224 | en | SET Provides Technology for the Age of Commercial Space Tourism
LOS ANGELES, CALIFORNIA – Space Environment Technologies (SET) congratulates Sir Richard Branson on his achievement of building, demonstrating, and using the first commercial space tourism transportation system. Virgin Galactic’s Unity22 vehicle reached suborbital space on July 11, 2021.
SET’s Automated Radiation Measurements for Aerospace Safety (ARMAS) system for radiation monitoring is an integral part of the radiation hazard mitigation on the new generation of commercial space transportation vehicles. SET’s President W. Kent Tobiska noted that “we have finally crossed the threshold of commercial space tourism this week. SET is proud to contribute its role of environmental safety specification and prediction that is enabling human evolution into space.”
In the past year, the ARMAS program has provided radiation information on two dozen commercial and government research aircraft flights in the troposphere. In addition, ARMAS has flown on two high altitude balloons into the stratosphere and been aboard multiple Blue Origin and Virgin Galactic suborbital flights to the edge of space. An ARMS FM7 was on the historic Unity22 flight on July 11, 2021.
SpaceX’s Transporter-2 launched the ARMAS Flight Module 8 (FM8) into a 550 km, 7-year polar orbit on June 30, 2021. It captures the radiation environment above, and entering, the atmosphere. In addition, SET delivered the ARMAS FM9 system on July 6, 2021 for integration onto the International Space Station. FM9 will launch in December 2021. Dr. Justin Bailey, Director of SET’s Space Systems Division, hinted “2022 will be a high profile year for SET. We plan to unveil new technology in late 2021 that will change the way we do atmospheric monitoring.”
The SET ARMAS program can be explored at our radiation decision aid pages. | aerospace | 1 |
https://helihub.com/2016/06/22/sikorsky-extends-canadian-s92-training-contract-by-3-years/ | 2019-01-17T01:22:34 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583658662.31/warc/CC-MAIN-20190117000104-20190117022104-00621.warc.gz | 0.896978 | 707 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__162299340 | en | Bluedrop Training & Simulation Inc. has received a US$13 million contract from Sikorsky to provide instructors and training courseware for pilots and maintainers learning to operate Canada’s new fleet of 28 CH-148 Cyclone maritime helicopters. The agreement extends by three years the training that Bluedrop has provided to the programme — known as the Canadian Maritime Helicopter Project — since 2010.
“This training agreement will ensure that RCAF aircrew and maintenance personnel remain in complete readiness to fly and maintain the Cyclone helicopters as the Canadian Maritime Helicopter Project transitions from development to operational status,” said Jean-Claude Siew, Bluedrop Vice-President Technology & Simulation. “We thank Sikorsky for its continued trust in Bluedrop and our Halifax-based training team. This contract extension provides stability to our business.”
Bluedrop will provide over 30 highly-skilled technician and aircrew instructors, simulator operators and training program support personnel for the 406 Operational and Training Squadron located at 12 Wing Shearwater in Nova Scotia. The Cyclone training suite includes two flight simulators, two operational mission simulators, six mission procedures trainers and two aircraft maintenance trainers; supplemented by several maintenance part task trainers.
Designed for anti-submarine and anti-surface warfare, CH-148 Cyclone aircraft was developed as a sophisticated maritime helicopter for operation aboard Royal Canadian Navy Halifax-class frigates. The new aircraft are replacing Sikorsky Sea King helicopters, which have served Canada in the maritime role for the past 50 years.
Sikorsky (Stratford, Connecticut) leads the Canadian Maritime Helicopter Project industry team with principal subcontractor General Dynamics Mission Systems–Canada (Ottawa, Canada). The team is delivering 28 CH-148 Cyclone helicopters to the Royal Canadian Air Force over six years. Canada accepted the first six aircraft with a Block 1 configuration in mid-2015, and will accept six Block 2 aircraft with enhancements to the mission systems and airframe in 2018. All 28 aircraft with full operational capability will be fielded in 2021.
- HeliTSA starts S92 maintenance training in Australia, secures own Part 147 approval
- Babcock takes delivery of another new S92
- Sikorsky relocates and expands parts stock in Brazil
- Milestone grows S92 fleet to 95 Helicopters
- Canada Certifies Increased Gross Weight for S-92
- Thai Aviation Services begins S-92 helicopter training
- Bristow UK Secures Contract to Support TAQA’s UK Operations
- Sikorsky Advances iFly Sikorsky™
- Sikorsky delivers 300th S92
- CHC introduces AW189 in Australia
- Sonar problem stops Canadian S92 deck landings
- Science Channel to feature S92 in new Mega Machines series
- S92 Helicopters Certified to Operate in Mexico
- Bristow Norway wins five year contracts for two S92s
- Sikorsky complete first year of S92 spares centre in Norway
- Thai Aviation Services picks Skytrac for S76D and S92 fleet
- EASA approves Outerlink Flight Data Monitoring system for S92
- JSSI Enrolls Sikorsky S92 onto Tip-to-Tail Program
- HeliOffshore develops S92 tail rotor pitch guidance
- Bristow adds offshore AW189 in UK – impacts SAR fleet too | aerospace | 1 |
https://www.photonics.com/Article.aspx?AID=8558 | 2017-04-23T19:46:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118743.41/warc/CC-MAIN-20170423031158-00158-ip-10-145-167-34.ec2.internal.warc.gz | 0.941319 | 186 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__208349832 | en | NASA has had its share of failures in the past few years, and with any luck that won't change with its Space Radiation Electronics Testbed launched into orbit last November. The goal of the experiment, based at the agency's Marshall Space Flight Center in Huntsville, Ala., is to gauge how space radiation contributes to the failure of advanced off-the-shelf microelectronic components. The experiments onboard include a two-part study measuring the effects of enhanced proton displacement, single-event transients and total ionizing dose/displacement damage on commercial optocoupler devices used to bridge gaps between incompatible wire communications systems. Many of the components are identical to those on the Hubble Space Telescope. Results from the tests will contribute to the durability of components used in space applications, while helping to reduce their cost, weight, power requirements and production time. The researchers plan to publish the results in the spring of 2002. | aerospace | 1 |
https://fractalwonder.wordpress.com/2016/04/09/kepler-space-observatory-in-trouble/ | 2018-06-19T19:56:43 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863119.34/warc/CC-MAIN-20180619193031-20180619213031-00526.warc.gz | 0.960339 | 248 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__72742994 | en | The Kepler Space Telescope has had an amazing run, detecting an astounding number of exoplanets in its survey of the sky: 1,000 confirmed and 4,000 probable. Then, technical problems seemed certain to doom it; it lost too many of its gyros to maintain the exceptionally fine precision required to conduct the searches it was designed to do. But before it could be eaten by the budget monster, a team developed a proposal that saved it: the K2 mission, which would continue to use the Kepler with a lower degree of precision. They have continued to find planets and to study many other things, since although it now lacks the precision for the really extensive planet searches, it’s still a damned good telescope.
Alas, something is amiss with Kepler again. During a recent communications pass, mission controllers discovered that the spacecraft was in emergency mode, and burning hydrazine propellant to maintain that orientation. The commanded operation prior to this was a flip maneuver, to reorient the telescope to begin surveying a different part of the sky. Mission controllers’ priority right now is getting it back into normal operations, and at this time do not know how long that will take.
Keep your fingers crossed! | aerospace | 1 |
https://aero.engin.umich.edu/info/alumni/ | 2021-04-11T15:39:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038064520.8/warc/CC-MAIN-20210411144457-20210411174457-00297.warc.gz | 0.957385 | 521 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__140123371 | en | The University of Michigan started the first collegiate aeronautics program in the United States in 1914, just 11 years after the Wright Brothers’ first controlled, powered flights at Kitty Hawk.
Since then, the Department has graduated more than 4,000 aeronautical and aerospace engineers. Our alumni have gone on to distinguished careers in essentially all areas of the aerospace enterprise, in related fields, in government and in academia.
Five were astronauts who orbited Earth. Three went to the moon.
Ed White (MSE 1959) made the first spacewalk by an American.
Jack Lousma (BSE 1959, PhD 1973) commanded Skylab and piloted the third space shuttle flight.
Jim McDivitt (BSE 1959, PhD 1965) commanded Apollo 9 and was Manager of the Apollo Spacecraft Program for Apollo 12, 13, 14, 15 and 16.
Clarence “Kelly” Johnson (BSE 1932, MSE 1933) is widely considered one of America’s greatest aircraft designers. He went on to establish the legendary Lockheed Skunk Works, and led in the creation of aircraft such as the P-38, the F-104, the U-2 and the SR-71.
More than 20 alumni have been employed with SpaceX and were involved with the Dragon mission.
Learn more about our history: read Bicentennial website stories.
Our alumni span the globe, and their accomplishments and involvement are critical to helping us move the department forward. There are many ways for Aerospace Engineering alumni to stay connected.
If you are an alumnus or alumna and would like to get on our mailing list, set up a visit, give us some news for the newsletter or just say hi, please contact us.
Stay informed about the research and expertise of Michigan Engineering, and make connections with its faculty and students.
Follow us on your favorite social media channel, and get involved with our groups located around the world.
Discover our social media platforms.
Alumni are always welcome back to campus to visit former faculty and staff or get a tour of our new facilities. Prior to your arrival, please be sure to contact our front desk (734) 764-3310 or your faculty host (faculty member who extended the invitation) for assistance with your visit.
Michigan Engineering Homecoming Weekend is the perfect opportunity to come back to campus and reconnect with friends and former faculty. Interact with student teams, visit your department, attend the alumni board meeting and tailgate before the big game. | aerospace | 1 |
https://bryld.info/space-shuttle-atlantis-launch/space-shuttle-atlantis-launch-24-spectacular-space-shuttle-launch-images-atlantis-space-launch-shuttle/ | 2020-02-28T02:06:39 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146940.95/warc/CC-MAIN-20200228012313-20200228042313-00249.warc.gz | 0.905946 | 1,107 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__47048644 | en | Space Shuttle Atlantis Launch 24 spectacular space shuttle launch images Atlantis Space Launch Shuttle
We found 21++ Images in Space Shuttle Atlantis Launch:
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About this page - Space Shuttle Atlantis Launch
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It is important to know at any age!
Earlier infrared data did not have sufficient resolution to separate MK 2 from Makemake's veiling glare. The astronomers' reanalysis, however, based on the more recent HST observations, indicates that much of the warmer surface spotted earlier in infrared light may simply be the dark surface of the companion MK 2.
and here is another
When President John F. Kennedy stated in 1960's that the US will go to the moon in less than a decade, most people were extremely skeptical. The reason for this stemmed from the fact that USSR had shown more accomplishments in the space race after the launch of Sputnik, which was the world's first satellite. Naturally, the skepticism was unfounded, since the US put all of its efforts in to the Moon program as billions of dollars were put in to it. The development of the Saturn rocket as well as the development of the Apollo lunar module took less than a decade, since the whole heart and soul of the American public was put into the Lunar program. Even the various tragedies such as the loss of Astronauts in the Apollo fire tragedy didn't deter the public. As a result, 1969 was an important year in the human history as mankind stepped into Lunar soil for the first time. Sadly, the program was discontinued and since the 1970's, no man has even stepped into the Lunar soil ever again.
The discovery of a moon for Makemake may have solved one perplexing puzzle concerning this distant, icy object. Earlier infrared studies of the dwarf planet showed that while Makemake's surface is almost entirely frozen and bright, some areas seem to be warmer than other areas. Astronomers had suggested that this discrepancy may be the result of our Sun warming certain dark patches on Makemake's surface. However, unless Makemake is in a special orientation, these mysterious dark patches should cause the ice dwarf's brightness to vary substantially as it rotates. But this amount of variability has not been observed.
- IC 1805 Nebula
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On July 20, 1969, astronaut Neil Armstrong radioed back from the surface of the Moon, "... the Eagle has landed". Most of us believe that the landing occurred as broadcast. Not all, however. More than 30 years after the fact, Fox TV aired "Conspiracy Theory: Did We Really Go to the Moon?". In doing so, the Fox entertainers unleashed a lively cabal of kooks and NASA-bashers on a scientifically naive audience without benefit of editorial balance. Polls suggest that perhaps 6% of Americans believe in the authenticity of these claims.
When the American astronomer James Christy discovered Pluto's largest moon Charon back in 1978, astronomers were quick to calculate the mass of the system. Pluto's mass was hundreds of times smaller than the mass originally estimated for it when it was first discovered in 1930. With Charon's discovery, astronomers suddenly acquired a new understanding that something was fundamentally different about Pluto.
Pulling it all together. The good news is, even if you and your partner do not seem connected on a deep psychic level, it's possible to strengthen this aspect of your relationship by studying and understanding your Moon chemistry. Books, astrologers, and most professional psychics can offer key insights into the magic and mystery of the Moon, and how it relates to your love life. Simply being aware of the Moon's phase, and gazing up at the Moon whenever possible, further helps to strengthen your awareness and understanding of its incredible influence. | aerospace | 1 |
http://www.tenerifenews.com/2017/08/plane-gets-stuck-at-end-of-runway-before-take-off/ | 2018-07-22T16:35:19 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593378.85/warc/CC-MAIN-20180722155052-20180722175052-00134.warc.gz | 0.976359 | 380 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__52009177 | en | Plane “gets stuck” at end of runway before take-off
Passengers waiting to take off on a holiday flight from Spain were stunned when their plane was unable to take off because it got stuck on the runway.
The unusual reason for the delay happened at Barcelona airport where the temperature was hitting 35 degrees during a Spanish heatwave.
The Vueling Airbus A320-200 was preparing to fly to Malaga and was already on the runway waiting for clearance for take-off.
When the go-ahead was given, the plane was apparently unable to move and is reported to have got stuck in a pothole.
According to Aviation Herald which quotes sources: “The aphalt covering the runway melted under the tyres causing the aircraft to sink into the runway surface.”
This theory was backed up by several postings on the social network, including from an air traffic controllers site Controladores Aéreos (@controladores) which reports airport incidents.
The site reported: “In Barcelona, traffic remains blocking track 25L, apparently after sinking in the asphalt when it was going to take off. Major delays.”
It also posted: “Traffic blocking 25L leaves track. The pothole is to be resurfaced. Forecast of operational track in one hour. #SafetyFirst.”
The incident closed the 25L runway for some time until the repairs were done and an alternative runway had to be used.
Barcelona airport is the main airport of Catalonia with more than 44 million passengers in 2016.
Although confirming there had been an incident, the Spanish airport authority did not clarify the details. In the past, there have been some grumbles about the state of the runways at such a busy airport so the emergence of potholes might not necessarily be connected to the heatwave. | aerospace | 1 |
https://spacenews.com/45th-space-wing-forecasts-more-than-50-launches-in-2021/ | 2023-09-28T13:19:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510412.43/warc/CC-MAIN-20230928130936-20230928160936-00563.warc.gz | 0.945715 | 285 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__207297321 | en | WASHINGTON — As many as 53 space missions are projected to lift off in 2021 from Florida’s Space Coast, the vice commander of the 45th Space Wing said Jan. 12.
“We have 53 launches in our forecast with one already on the books,” Col. Brande Walton told the National Space Club of Florida during an online event.
The first space launch of the year was a SpaceX Falcon 9 launch of a Turkish communications satellite Jan. 7.
The U.S. Space Force’s 45th Space Wing — headquartered at Patrick Space Force Base, Florida — oversees space launch operations from the East Coast, including commercial, civil and military launches.
A total of 31 space launches were carried out in Florida in 2020, Walton said. The 2021 forecast is just a projection as launch schedules shift from month to month.
Walton said she expects three of the 2021 launches to be NASA human spaceflight missions — two by SpaceX and one by Boeing. SpaceX is expected to continue to launch batches of Starlink internet satellites on a regular basis over the coming year. The 45th Space Wing also is preparing for the introduction of new vehicle, United Launch Alliance’s Vulcan Centaur that is projected to fly for the first time in late 2021.
The 45th Space Wing has a new commander, Brig. Gen. Stephen Purdy, who was sworn in Jan. 5. | aerospace | 1 |
https://sputniknews.com/us/201510211028849394-Drone-Alarms-Airliner-Passengers-at-NewYork/ | 2020-04-07T01:28:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371662966.69/warc/CC-MAIN-20200406231617-20200407022117-00372.warc.gz | 0.962062 | 175 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__149385381 | en | NEW YORK (Sputnik) — A drone was spotted by a passenger aboard an American Airlines flight just minutes from landing at New York City’s LaGuardia Airport, the US Federal Aviation Administration (FAA) said in a statement.
"The crew of American Airlines Flight 4125 reported that a passenger saw an unmanned aircraft as the Embraer E145 aircraft was approaching to land on Runway 22 at LaGuardia Airport," an FAA spokesperson said on Tuesday evening.
The flight landed safely and an investigation into the incident is underway, the FAA added.
The drone sighting occurred one day after the US Department of Transportation announced it is developing new requirements for private drone operators to register their aircrafts.
The FAA recently reported pilot sightings of unmanned aircraft have increased over the past year from 238 in 2014 to more than 650 by August 9, 2015. | aerospace | 1 |
https://www.takeoffjunkie.com/flying-around-the-alps-pre-flight-prep/ | 2024-04-13T08:43:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816587.89/warc/CC-MAIN-20240413083102-20240413113102-00017.warc.gz | 0.977983 | 1,527 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__126985445 | en | I just recently checked something off my bucket list that I had honestly thought would take me a lot more time to get around to doing, namely acting as Pilot In Command for an aircraft flying around the Alps during the winter. This was an amazing experience, and something that every pilot should try to do at least once in their life, in my opinion. In my last post we talked about the legalities, now let’s talk about the planning.
As I discussed in the first article, after doing the research I decided that the best option was to try and find a flight school
My goal for this flight was to fly around the Alps. I wanted the experience of flying around gigantic mountain peaks and into bucolic valleys, and preferably with the least amount of wasted time and effort to get there. I also would prefer to survive the experience, if possible.
That set of criteria narrowed down the airports I would target to towered airports with published approach procedures within the Alps mountain range. That should give me another set of eyes on the ground watching the flight to ensure there was no conflicting traffic, and a published approach would give me some wiggle room to make my way down to the runway if the weather deteriorated. Given the cheap tickets of the moment were to Munich, that narrowed the set of reachable airports within my budget and a comfortable train ride to Salzburg and Innsbruck.
Looking at the two, Innsbruck was my immediate choice. And yes, the reason is 100% because of the mission in Microsoft Flight Simulator. I’ve done the approach to Innsbruck in that program so many times I can almost do it without a chart, and as a result I saw the opportunity to do it in real life and went for it.
Finding a Flight School
This was actually the easiest part of the whole process.
Now that I had a location and a proposed time frame, all I needed was an aircraft and a willing flight instructor to come with me. Thankfully the Innsbruck airport has a listing on their website of all the flight schools that operate on the field. From there it was simply a matter of emailing each of them until one agreed to perform the flight, which FlyUp did. To be fair, none of them rejected the idea, it’s just that they were the most responsive.
Choosing the Flight Path
Once I found the flight school and instructor we spent some time on the phone talking about what exactly the flight plan would look like.
On their website a number of “typical” flights were posted, and the majority seemed to be going between one or two other airports in the region. The most attractive was Zell Am See, which was an airport nestled in a beautiful valley about 45 minutes away that also offered a restaurant on the field. It sounded like an ideal plan: fly over the Alps, land (and get some cross country time applied), have some lunch, and then head back.
My biggest concern was the time. My wife would be joining me, and while I wouldn’t mind spending the entire day bumming around airfields in Austria she had some other plans for the day. She was very excited to go and join my flying adventure but there were limits to that excitement that I wanted to respect. So in the weeks before the trip we settled on a point to point excursion with no landing, just out and back, with a possible approach using the IFR approach into Innsbruck on return.
Study, Study, Study
There was one remaining wrinkle in the plan: the aircraft we had available was a Diamond DA-40, something I had never flown before. I’ve flown many different kinds of aircraft in my short 300 hours of PIC experience, from the tiny Symphony to a Boeing 737 (simulator) so I was confident that I could learn the new systems, but that just meant I needed to devote more time to study than if we had been taking a Piper Cherokee.
Once the instructor and I had decided on the outline of the plan (picked dates, route, and parameters for the flight) he sent me a copy of the POH for the aircraft and some materials on the standard procedures for the airfield. I made sure to study them thoroughly before the flight, reading over each multiple times and taking notes.
Setting My Limits
I knew going in that I had a two day window for this flight based on the other activities and plans that we had scheduled. Even with that window, the weather in the Alps is not always predictable and can change rapidly. To keep myself safe and out of trouble I decided to set some weather limits to take some of the decision making out of my hands and try to avoid some of the “get-there-itis” that a flight like this can create.
The biggest drawback with Innsbruck is that while it is beautiful, Innsbruck is probably the most dangerous commercial airport in the world right now. The weather, the surrounding mountains, and the complicated approach make it difficult for even the most experienced pilots.
While the Innsbruck IFR approach was something I wanted to do, I didn’t want to do it in actual instrument conditions. Instrument flying is dangerous enough, no need to add the possibility of getting your heading wrong and crashing into a mountain. As such the instructor and I agreed that we would conduct the entire flight VFR, and if there was a section of the flight that wasn’t able to be conducted in those conditions we would abandon it and re-evaluate.
As for a larger “go / no-go” decision, the bare minimum requirements for this flight were to be able to takeoff and land in VFR conditions and have at least 30 minutes of flying around visible mountain tops. Therefore anything more than scattered clouds around the cruising altitude and a ceiling lower than 5,000 feet would be an instant no-go decision. Everything else we left pretty negotiable.
What to Pack?
Back when I owned my own airplane I could keep the majority of my flight gear in the baggage compartment. Things like a fuel tester, spare headset, that sort of thing. But when I’m renting an aircraft I tend to bring a lot of gear with me to make sure that I can handle any situation that might happen.
Sure, I could bring the whole thing with me theoretically. But not only would that be awkward to bring on an international flight and lug through airports, the majority of that gear would be redundant and unlikely to be used.
Instead I decided to bring only the bare essentials that I was certain would be useful.
- Pilot’s license and current medical
- QT Halo Headset
- Clarity Aloft Headset (for my wife)
- MyGoFlight iPad Knee Mount
- GoPro Camera and Backup
Thankfully all of that fit nicely into my carry on, and since I usually bring my iPad with some movies on it anyway for entertainment it’s not like I was going to be carrying a lot of excess weight.
And Now We Wait
With all of the prep complete there was nothing left to do but wait for the appointed day to arrive. And watch the weather. In the next article I’ll talk about how the flight went and what I learned from the experience. | aerospace | 1 |
https://www.hive.co.uk/Product/iSolar-System--An-Augmented-Reality-Book/14745448 | 2018-10-17T12:52:11 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511173.7/warc/CC-MAIN-20181017111301-20181017132801-00005.warc.gz | 0.797093 | 151 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__213971785 | en | iSolar System : An Augmented Reality Book Hardback
"The Solar System" takes the reader on a journey from the Moon, to Mars, to the outer planets and finally beyond, using stunning AR images based on the American Natural History Museum's Beyond Planet Earth Exhibition.
Readers will learn about the history of Moon exploration, the possibilities of asteroid mining, the problems that will face future colonies on Mars and dozens of other exciting challenges that face the space scientists of today and tomorrow.
- Format: Hardback
- Pages: 32 pages, approximately 60 photographs
- Publisher: Carlton Books Ltd
- Publication Date: 09/05/2013
- Category: Interactive & activity books & packs
- ISBN: 9781780973036 | aerospace | 1 |
https://know.creditsights.com/webinars/2022-global-outlooks-aircraft-lessors/ | 2023-12-06T08:32:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.31/warc/CC-MAIN-20231206063543-20231206093543-00311.warc.gz | 0.905039 | 128 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__109914723 | en | Aircraft Lessors: 2022 Outlook
Date: January 31, 2022
Presenter: Roger King
Guest Speakers: Michael Gangemi & Al Nigro (WNG Capital)
CreditSights’ Senior Transportation Presenter, Roger King, hosts a discussion on the aircraft situation in Russia. He is joined by Michael Gangemi and Al Nigro of aircraft lessor WNG Capital to talk about the issue of aircraft lessors having airplanes stuck in Russia and all the issues with repossession, insurance, record keeping.
Know More. Risk Better.®
Sign up to receive our latest credit insights direct to your inbox. | aerospace | 1 |
https://smiraponitke.com/2017/09/21/ukraine-kyiv-410-civil-aviation-plant-overhauling-an-32-planes-on-request-of-bangladesh.html | 2021-06-16T06:59:02 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487622234.42/warc/CC-MAIN-20210616063154-20210616093154-00524.warc.gz | 0.954526 | 253 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__10522306 | en | The Kyiv-based 410 Civil Aviation Plant is overhauling light transport An-32 planes under a request of Bangladesh, the press service of the enterprise has reported.
According to a posting on the company’s website, recently the plant has received an An-32 plane from the Bangladeshi customer. The plant did not disclose the details of the contract, adding that this was the second An-32 from Bangladesh, which arrived to Ukraine for repair in 2017.
“The plane’s crew soon will return to their aviation base on board of the restored An-32, which arrived at the 410 Civil Aviation Plant in March,” the company said.
The first plane was tested before handing it to the customer, the press service said.
The press service said that the 410 Civil Aviation Plant had customers from Bangladesh, Kazakhstan, India, Hungary and Sudan.
The 410 Civil Aviation Plant is the sole enterprise in Ukraine that repairs Antonov aircraft and D-36 engines. Since June 2015, the enterprise has been a part of the Ukroboronprom State Concern. In July 2015, the enterprise was certified its compliance with NATO standards. (Interfax-Ukraine/Business World Magazine)
YOUR ADV. here FREE | aerospace | 1 |
https://stateaviationjournal.com/index.php/national-news/five-alpha-releases-new-diy-heliport-database-accountability-training-video | 2021-05-09T04:57:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988955.89/warc/CC-MAIN-20210509032519-20210509062519-00384.warc.gz | 0.903725 | 262 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__90726336 | en | Five-Alpha has announced the release of its first online training video on helicopter infrastructure development, entitled “Making Your Infrastructure Relevant.”
This video is a do-it-yourself training program designed to provide the viewer with the knowledge to check, validate, and if necessary, correct infrastructure information in the FAA airport master record database. With the ever-increasing volume of air traffic occurring across the country, be it airplanes, helicopters, UAS and soon eVTOL, making sure your infrastructure is properly accounted for in the national database has become a particularly important safety topic.
This video can be viewed for free on YouTube: https://www.youtube.com/watch?v=UuKB3SMK-4I
“This video is our first in what we expect to be a long line of educational programs on infrastructure development, accountability and safety.” Says Rex Alexander, president of Five-Alpha. “While it may be a little on the long side, 43-minutes, we cover a tremendous amount of information designed to provide individuals with the information they need to check, validate and fix their infrastructure information in the FAA system. As our moto says, ‘Knowledge is Power’, and this knowledge can save lives.” | aerospace | 1 |
http://myhangarchat.com/group/good-attorneys-at-law | 2023-06-03T05:47:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649105.40/warc/CC-MAIN-20230603032950-20230603062950-00220.warc.gz | 0.938122 | 794 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__241246325 | en | Good Attorneys At Law, P.A. - based out of Naples, FL - represents clients in aviation tax structuring and transactions, taxpayer representation before the IRS and state taxing authorities, and tax negotiation.
I would like to help you purchase the right plane at the right price, capture the tax benefits of aircraft ownership and enjoy the personal convenience of private aviation.
Please watch my video intro below:
Location: FL, USA
Latest Activity: Jan 21, 2016
Weather has the potential to do some serious damage to your aircraft, costing you serious money and time in the long run. Find out how to keep your plane out of danger, and keep your plane safe from the elements in this recent blog.
Weather Weary: How to keep outside conditions from damaging your ai...
Owning an aircraft is a major investment. Even before you buy one, you need to spend countless hours preparing, training, financial planning, and making proper space arrangements in anticipation of becoming an owner...more
Learn more about promoting business aviation from one of our most recent blog entries.
In Promoting Business Aviation, Every Little Bit Helps
In an industry still digging its way out of a disastrous recession, even bad news can be good news...more
When parking your aircraft, do you choose to tie it down, or park it in a hangar? We take a look at your best options and why in my latest blog entry.
Hangar vs. Tie-Down: Where to park your Aircraft
Although overlooked at times, where you store your aircraft is a very important part of being a responsible owner...read more
Hangar rash can be a real pain, and cost you lots of money. But who's liable when it happens? Find out more on my blog.
Hangar Rash: Who's Liable, and Why.
The term “hangar rash” is commonly used in the aviation industry to refer to accidents or damage to an aircraft while hangared...read more
Is the government's use of business aircraft really tax efficient? Find out more on one of my latest blog posts.
Government Use of Business Aircraft: Tax efficient, or not?
We all have to pay taxes. It’s an inescapable fact of life. But how are our taxes used, and by whom?...read more
Nice blog article Mr. Good. This couldn't have hit my news feed at a better time!! I will probably give you a shout in a few months to chat about this more.
Please check out the latest article on my blog on Leasing vs. Buying:
Is buying always better? When leasing is a better option
Have you been considering buying an aircraft recently? Are you unsure about taking on that type of financial commitment? Consider... read more
Check out my latest blog post:
The Sur What? County and use taxes on general aviation aircraft
When buying aircraft in Florida, you may subject to a county-based tax known as a “discretionary sales.... read more
Check out my latest blog post:
Florida extends aircraft maintenance tax exemptions
Florida legislators wisely passed a law that expanded the pre-existing tax exemption for aircraft maintenance costs, including equipment used in... Read More
Aviation Tax Tip
A Florida aircraft "dealer", may make use of their aircraft for purposes other than purely as "inventory". If the dealer wants to use the aircraft in part for flight
instruction, it is better (though not absolutely required) that it lease the aircraft other than for for flight instruction first. Leasing and flight instruction both constitute permissible uses of aircraft held "exclusively for resale"...
You need to be a member of Good Attorneys At Law, P.A. to add comments! | aerospace | 1 |
https://interestingengineering.com/innovation/ai-goes-head-to-head-with-top-pilot-in-drone-showdown | 2023-03-31T08:44:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949598.87/warc/CC-MAIN-20230331082653-20230331112653-00261.warc.gz | 0.971767 | 651 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__280906094 | en | AI Goes Head to Head with Top Pilot in Drone Showdown
In yet another display of "anything you can do, robots can do better," an artificial intelligence program almost defeated one of NASA's top drone pilots in a head-to-head drone race.
Researchers with NASA's Jet Propulsion Laboratory in Pasadena, California tested a drone flown by an artificial intelligence system against one of NASA's professional pilots. The race was funded by Google, and the entire event was two years in the making. Google partnered with JPL to explore further into the challenges and benefits of autonomous flying. One day, JPL wants to use the programming and AI navigation to assist with spaceflight.
"We pitted our algorithms against a human, who flies a lot more by feel," said Rob Reid of JPL, the project's task manager. "You can actually see that the A.I. flies the drone smoothly around the course, whereas human pilots tend to accelerate aggressively, so their path is jerkier."
The human pilot in question? World-famous drone pilot Ken Loo. NASA brought in the champion pilot and gave him one of three custom-built drones. All three drones had names inspired by the Dark Knight himself: Batman, Joker, and Nightwing. Each drone was built to racing specs. They could all fly up to 80 mph in a straight line at max speed. However, the Jet Propulsion Laboratory wasn't going to set up just any easy obstacle; they wanted to put the AI (and Loo) to the ultimate test. In the JPL warehouse, the drones only ever topped at 30 to 40 mph before needing to brake and go into yet another turn.
Loo said the course certainly pushed his skills.
"This is definitely the densest track I've ever flown," Loo said. "One of my faults as a pilot is I get tired easily. When I get mentally fatigued, I start to get lost, even if I've flown the course 10 times."
Compared to Loo, the AI pilot was considerably more cautious and consistent in its trajectory. The autonomous drones used a unique algorithm integrated with Google's Tango technology, and the AI constantly took in information about its environment to learn and readjust in real time. However, the AI at several points lost touch with the drone because it was moving so fast. NASA noted in its statement that the AI-driven drones are still a work in progress.
So who came out on top, man or machine?
As NASA reported, "while the A.I. and human pilot started out with similar lap times, after dozens of laps, Loo learned the course and became more creative and nimble. For the official laps, Loo averaged 11.1 seconds, compared to the autonomous drones, which averaged 13.9 seconds."
The human might've come out on top this time, but the Jet Propulsion Lab team hinted that we shouldn't expect this outcome for much longer. As AI improves, the team noted that using AI for drone flying could become a normal occurrence.
"Our autonomous drones can fly much faster," Reid said. "One day you might see them racing professionally!" | aerospace | 1 |
https://www.aviationconsumer.com/industry-news/commentary/letters-october-2013/ | 2024-02-29T21:35:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474853.43/warc/CC-MAIN-20240229202522-20240229232522-00295.warc.gz | 0.946836 | 967 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__12226910 | en | I received your 2013 Aviation Consumer Buyer’s Guide and was very interested in your article covering engine overhauls. One important fact I did not see is: Customers who are thinking about ordering a Lycoming factory overhauled engine need to know about Lycoming’s 36-year policy. If the customer’s engine left the Lycoming factory more than 36 years before the order date, Lycoming will not accept that engine for a factory overhaul.
It can only be used for core credit for a new or rebuilt engine.
Right now, 1977 is 36 years out, and 1977 through the early 1980s was one of the busiest times in history for aircraft production.
I believe that many owners do not know about Lycoming’s 36-year policy on factory overhauls. If an owner is
planning to get a factory overhaul on a Lycoming engine, he or she may need to do it based on the calendar rather than the condition or TBO if up against the 36-year number.
Please note, having the engine field overhauled after it left the factory does not extend or restart the 36-year clock under Lycoming’s policy.
Air Power, Inc.
Remote Heater Controls
I’d like to add some information to your September 2013 article on remote control units for preheaters. For those who buy a preheater from Reiff Preheat Systems, we offer a remote control switching unit that can be operated via a telephone call for the price of $89. Because we feel that a remote switching unit is of value to our preheater customers, we offer one at our cost—no markup.
Reiff Preheat Systems
A Little Respect
I very much appreciated the piece by Rick Durden, “A Little Respect,” in the October issue. The first paragraph says it all; there really should not be a place for aviation snobbery. Any aircraft that leaves the ground and returns in controlled flight deserves respect, no matter how the landing gear is configured. There is no place for looking down on airplanes just because they have a nosewheel.
I have an RV-6A, fly formation with the West Coast Ravens, including a number of large formations such as the 40 ship over Oshkosh. It’s a great plane and a blast to fly, nosewheel and all. What is even more important are the RV and formation communities as positive forces for general aviation. What a great group of aviators. They don’t care whether an airplane has a nosewheel or tailwheel—they just want it to fly.
I previously owned a 1947 Ercoupe, which I flew for 11 years and 1500 hours. I loved every minute of it. The Ercoupe has been one of those airplanes that lacks the cool factor in certain segments of the aviation community, particularly among those who prefer tailwheel airplanes—the ‘coupe is probably dead last in cool for that group. Yet it deserves respect. It allowed me a number of years of flying that I might not otherwise have been able to afford.
Before I owned my RV, I flew my Ercoupe with the SoCal RV group to and at events. They were always encouraging and supportive. They never put down the Ercoupe—they referred to it as an RV-0.5A.
The Ercoupe was what my budget could afford—I have no regrets or apologies about admitting it. Thank you for the gentle reminder about respecting the airplanes we can afford to fly.
I believe the important thing is to keep all of our airplanes and aviators safely flying—especially the more modest planes that make aviation more accessible to those of us with limited budgets.
Larry Anglisano’s October article about lighting options in the cockpit was good, but I’ve taken a different approach, a temporary system that I hold in place in my Tiger with Velcro, just as some pilots do with a flashlight.
It is an eyebrow LED light bar built by Fresh Aero (www.freshaero.com), with an integral off/on and dimmer switch. It can be removed from the airplane in two minutes. It plugs into an ELT battery pack that is secured under the pilot’s seat. The battery easily powers the LED bar all night, as I’ve inadvertently proven. It’s perfect for the fairly low amount of time I fly at night.
The poor-quality OEM lighting system is unaffected. I have absolute redundancy of lighting for little more weight than a powerful handheld flashlight. Because it is not installed in the airplane, the FAA is not involved at all. | aerospace | 1 |
http://www.dpaonthenet.net/article/140339/Stratospheric-balloons-deliver-internet-to-Puerto-Rico.aspx | 2019-03-26T04:29:32 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912204790.78/warc/CC-MAIN-20190326034712-20190326060712-00308.warc.gz | 0.927287 | 352 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__127554802 | en | Stratospheric balloons deliver internet to Puerto Rico
23 October 2017
The Project Loon has been working to restore the islands connectivity after Hurricane Maria caused significant damage last month.
Project Loon is a network of stratospheric balloons, provided by Google’s parent company Alphabet, designed to deliver internet connectivity to rural and remote areas. The balloons sail on wind in the stratosphere, extending beyond the reach of telecommunication partner’s networks into areas that are currently unconnected.
In the weeks following Hurricane Maria, Project Loon has been working with the Puerto Rica Government, international aviation authorities plus others to deliver emergency internet service to the worst hit areas. Working with AT&T, Project Loon is now supporting basic communication and internet activities, like sending text messages and accessing information online for some people with LTE enabled phones.
Alistair Westgarth, Head of Project Loon, comments: “this is the first time we have used our new machine learning powered algorithms to keep balloons clustered over Puerto Rico, so we’re still learning how best to do this. As we get more familiar with the constantly shifting winds in this region, we hope to keep the balloons over areas where connectivity is needed for as long as possible.”
“We plan to continue to offer emergency internet connectivity in areas where it’s needed for as long as it is useful and we’re able to do so. Project Loon is still an experimental technology and we’re not quite sure how well it will work, but we hope it helps get people the information and communication they need to get through this unimaginably difficult time.”
Watch this video to see how Project Loon works. | aerospace | 1 |
https://groupcow.com/int/en/products/coolest-r-c-helicopter-101196 | 2018-05-22T13:51:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864790.28/warc/CC-MAIN-20180522131652-20180522151652-00568.warc.gz | 0.819897 | 349 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__17586293 | en | - Control your helicopter with the easy-to-use remote control
- Both helicopter and transmitter recharge with the use of USB cable
- Helicopter with 3.7V 160mAh rechargeable battery
- Up to 5 minutes typical flight time per charging
- Remote control working time about 2 hours per charging
- Multi-directional helicopter movements ascending, descending, left, right, forward, backward, hover and lands
- About 8 meters of control range
- Perfect gift idea for the ultimate R/C model enthusiasts
Controlled this helicopter with this easy-to-use remote control. All you need to do is to charge the remote control and the Helicopter and you are ready to fly.
Each package comes with a USB cable to charge the remote control and the Helicopter, making it convenient to charge and play whenever you feel like it.
Treat yourself to the coolest R/C helicopter just because you deserve it!
A great gift idea for the ultimate R/C model enthusiast.
Selling fast! Grab one while stocks last! Order as early as possible to ensure gifts arrive in time for Christmas!
1X FY8008 Helicopter
1X USB Charging Cable
1X Remote Control
4X Rotor Blades ( FREE )
1X Screwdriver ( FREE )
Helicopter size: 180 x 37 x 495 mm
Gross Weight: 40.2g
Battery: 3.7V 160mAh
Movement: Left/Right Rotation, Forward/Back, Hover and Land
Control Range: 8 m
- Transmitter: 60 minutes
- Helicopter: 20 minutes
- Transmitter: 120 minutes
- Helicopter: 5 minutes | aerospace | 1 |
http://patioandhomefurniture.com/2002%20Nt7%20Asteroid%20Nasa | 2021-06-15T21:46:41 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487621627.41/warc/CC-MAIN-20210615211046-20210616001046-00604.warc.gz | 0.659223 | 2,260 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__113495777 | en | 28/01/2019 · Am 1. Februar 2019 soll der Asteroid "2002 NT7" unsere schöne Erde zerstören. Zumindest wenn es nach diversen Verschwörungstheoretikern geht. Warum sie von der Katastrophe überzeugt sind, erfahren Sie hier. Nehmen Sie sich für den 1. Februar 2019 nicht zu viel vor. Der Asteroid "2002 NT7. I have a giant list of end-of-the-world scenarios. Not a one of them have come true. This is just another piece of click bait for those who enjoy living fearfully. You’d have to enjoy fear to embrace it so many times. Since we will be reading this. But something is worrying the official scientific community, which is still silent. NASA declared that a 2.5-km-wide space rock, the 2002 NT7 asteroid, is heading towards Earth, although with a “low probability of impact” on Earth. first months of this 2019. NASA declared an expansive 2.5 km-wide rock was barrelling towards Earth with a “low probability of impact” in early 2019. The space agency calculated the space debris – dubbed 2002 NT7 – was speeding toward us at 60,000mph. And NASA scientists even supplied estimations for the potential impact, announcing an unlikely collision could. 2002 NT7: NASA believe the asteroid will whizz past Earth even further away than Mars Image: JPL Numerous blogs and conspiracy websites have accused the world’s most renowned space agency of “changing its story” on the asteroid. And all this is despite the asteroid not being considered a danger by NASA since August 1, 2002.
89959 2002 NT 7 ist ein Asteroid des Apollo-Typs, der am 9. Juli 2002 im Rahmen des LINEAR-Suchprogramms in New Mexico entdeckt wurde. Er war der zweite Asteroid in der Geschichte, für den ein positiver Wert auf der Palermo-Skala, einer Skala zur Beurteilung des Risikos eines Einschlags auf der Erde, ermittelt wurde. While NASA astronomers said the chances of the 1.2-mile-wide 2 km asteroid called "2002 NT7" actually hitting the Earth on Feb. 1, 2019, are slim, they are still watching it and other orbiting "doomsday rocks" very closely.
IMPORTANT: The SSD Announcement email list is now available. Major changes are coming in the near future, including possible hostname and/or URL changes. 2002 NT7 live position and data. This page shows Asteroid 2002 NT7 location and other relevant astronomical data in real time. The celestial coordinates, magnitude, distances and speed are updated in real time and are computed using high quality data sets provided by the JPL Horizons ephemeris service see acknowledgements for details.
02/01/2019 · Yes, the 2002 NT7 asteroid does exist. The 2km-wide 2002 NT7 asteroid was first discovered by MIT astronomers on July 9, 2002. They noted that unlike most asteroids, which circle the Sun on the same plane of the planets, the 2002 NT7 asteroid has a. 01/02/2019 · Salut, tu peux lire la discussion associee a cet article redige il y a maintenant plus de 16 ans fin juillet 2002. Lors de sa decouverte en juillet 2002, 2002NT7 avait une probabilite non negligeable de croiser l'orbite de la Terre au mauvais moment. 2002 NT7 Flyby Offers Clear Evidence of NASA's Warped NEO Suppression Policy. YOWUSA.COM, 26-August-02 Jacco van der Worp. On July 24th and 25th most major media across the globe headed with the story that a possible Earth-impacting asteroid 2002 NT7 had been discovered.
|Asteroid 89959 2002 NT7. 89959 2002 NT7 asteroid magnitude is 16.4 H and asteroid diameter is between 1,395 and 3,119 meters. Asteroid 89959 2002 NT7 closest near miss earth distance is 55,935,876 kilometers on 15 January 2099.||When used to update the asteroid's orbit, the new Camarillo observations, combined with those from NASA's Near Earth Asteroid Tracking program, suggested that the possibility of an impact in 2019 was in fact getting smaller. For the next several days, 2002 NT7 was too close to the full Moon for anyone to obtain observations.||La NASA declaró que una roca espacial de 2.5 km de ancho, el asteroide 2002 NT7, se dirige hacia la Tierra aunque con una “baja probabilidad de impacto” en los primeros meses de éste 2019.|
02/01/2003 · Asteroid 2002 AA29's Orbit Heliocentric View Fast Version 1.4 MB Asteroid 2002 AA29's Orbit Heliocentric View Slow Version 1.4 MB This animation shows the location of asteroid 2002 AA29 during the years 2000 through 2005, as it orbits the Sun just ahead of the Earth and matches our planet’s speed almost precisely. Estaria a NASA escondendo uma grande catástrofe com data marcada? Qual é a verdade sobre o asteroide de 2 km? O asteroide 2002 NT7 89959 2002 NT7, é um NEO objeto próximo da Terra, com 2 km de diâmetro, descoberto no dia 9 de julho de 2002. 10/04/2017 · Sentry is a highly automated collision monitoring system that continually scans the most current asteroid catalog for possibilities of future impact with Earth over the next 100 years. Whenever a potential impact is detected it will be analyzed and the results immediately published here, except in unusual cases where we seek independent. Asteroidul 2002 NT 7 este primul obiect astronomic din apropierea Pământului care a fost cotat cu o valoare pozitivă atât pe Scara Torino cât și pe Scara Palermo a riscului de impact: 0,06. În săptămânile care au urmat după descoperirea sa la 9 iulie 2002 presa a publicat articole alarmante despre posibilitatea și urmările unui. Conspiracy theorists have accused the space agency of “covering up” asteroid 2002 NT7 after they retracted their prediction after just four days. Of course, in fact NASA experts backed down after simply recalculating their figures and doing some good science. The world’s leading space scientists realised the asteroid was going to.
20/01/2018 · Image credit: NASA/JPL-Caltech Nonetheless, with no context, asteroid 2002 AJ129's close flyby might seem remarkable. But what many outlets failed to mention is that rocks of this size fly close to Earth somewhat regularly; in fact, two space rocks. 30/07/2002 · 2002 NT7 trifft die Erde 2019 nicht von Stefan Deiters30. Juli 2002. Der Asteroid 2002 NT7 wird die Erde am 1. Februar 2019 nicht treffen. Das ergab die Auswertung von einigen weiteren Beobachtungen des Asteroiden durch die NASA. brings you the latest images, videos and news from America's space agency. Get the latest updates on NASA missions, watch NASA TV live, and learn about our quest to reveal the unknown and benefit all humankind.
2002 NT7 was a historic asteroid as it was one of the first space rocks ever to be rated “impact risk positive”. Chances of it crashing into Earth was rated to be 28 times more likely than winning the jackpot on the lottery. NASA’s announcement sparked a frenzy back then, with the story making headline worldwide. Initial calculations. NASA declared an enormous 2.5 km-wide space rock was barrelling towards Earth with a "low probability of impact" in early 2019. The space agency calculated the space debris – dubbed 2002 NT7 – was speeding toward us at 60,000mph. And NASA scientists even supplied estimations for the potential impact, announcing an unlikely collision could.
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10 Strade Più Belle Del Mondo | aerospace | 1 |
https://www.sociallykeeda.com/uaes-hope-probe-captures-mysterious-auroras-in-the-martian-atmosphere-on-mars/ | 2023-03-25T21:05:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945372.38/warc/CC-MAIN-20230325191930-20230325221930-00063.warc.gz | 0.938274 | 337 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__57591271 | en | July 2020 launched the United Arab Emirates Space Agency’s first interplanetary mission, the Hope Probe mission aimed toward learning the Martian atmospheric layers intimately has emerged as some of the profitable interplanetary missions of the previous 10 years.
Recently, the spacecraft has taken some unbelievable footage of auroras (pure gentle shows) in Mars’ environment, that are similar to these seen on Earth.
Although there are some dissimilarities between the 2 auroras, the auroras captured within the Martian environment have been so large that they unfold midway across the Red Planet.
The by no means earlier than seen phenomenon has been named “Sinuous Discrete Aurora” by Hope workforce.
According to scientists, the aurora consists of lengthy worm-like stripes of energized electron emission within the higher surroundings.
“When we first mirrored Mars’ discrete aurora shortly after the Hope probe’s appearance at Mars in 2021, we knew we had disclosed a new possibility to make observations never before possible on this scale, and we took the decision to increase our focus on these auroras,” Emirates Mars Mission Science Lead, Hessa Al Matroushi stated in a press release.
Also Read: Geomagnetic Solar Storm to hit Earth at this time: NASA issued a Warning; Know how horrible it may be
In the assertion, Emirates Mars Mission added that the probe noticed these auroras that lengthen for a number of 1000’s of kilometers, extending from the dayside into the nightside of the Red Planet.
Stay Tuned with Sociallykeeda.com for more Entertainment information. | aerospace | 1 |
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20110504X40153&key=1 | 2014-11-25T00:36:35 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416405325961.18/warc/CC-MAIN-20141119135525-00106-ip-10-235-23-156.ec2.internal.warc.gz | 0.932167 | 388 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__100569008 | en | NTSB Identification: CEN11FA319
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 04, 2011 in Shreveport, LA
Probable Cause Approval Date: 11/17/2011
Aircraft: THOMAS EUROPA, registration: N914KM
Injuries: 1 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
Radar data provided by the Federal Aviation Administration depicted the accident airplane for about five minutes. According to a summary of the flight, the pilot requested taxi instructions at 1134, a takeoff clearance at 1137, and the controller issued a frequency change at 1142 to which there was no response from the pilot.
The airplane initially climbed from 700 feet mean sea level (msl), to 1,200 feet msl on a north-northeasterly heading shortly after departing the local airport. Three minutes later, the airplane began to descend. The last two minutes of radar data depicted the airplane in a gradual descent from 1,200 feet mean sea level (msl) to 200 feet msl. Ground scars and damage to the airplane were consistent with a low airspeed and nose down attitude at the time of impact. The airplane sustained substantial damage to both wings, the fuselage, and empennage. A postaccident examination of the airframe, airplane systems, and engine revealed no mechanical anomalies that would have precluded normal operation. There were no witnesses to the accident. The reason for the loss of control was not determined.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The loss of aircraft control and subsequent impact with terrain for undetermined reasons. Full narrative available
Index for May2011 | Index of months | aerospace | 1 |
https://www.altairspaceacademy.com/post/isc-2023-the-biggest-virtual-space-industry-conference-in-2023 | 2023-09-30T19:55:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510707.90/warc/CC-MAIN-20230930181852-20230930211852-00877.warc.gz | 0.916598 | 2,571 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__143820182 | en | Updated: Aug 3
International Space Convention 2023, taking during March 16-19, will be the biggest virtual conference in the industry to date, presenting over 150 top speakers covering the technological advances, critical issues and opportunities, and bringing business leaders, experts and organizations and 15,000 attendees from over 65 different countries together in one place over the four days.
ISC 2023 Objectives
''Reaching The Unconnected''
Working towards connecting the world by enabling persistent high data rate communications for customers across the globe through satellite constellation operations.
Number of satellites has increased over the last years. Resulting in more space debris orbiting Earth, hindering the ability of nations to operate in the space environment and putting the future space missions at risk.
''International Cooperation Initiatives''
Focus on strengthening relationships through cooperative initiatives to achieve international partnerships, integration and innovation, and to jointly shape the future of space activities.
The Big Ideas of the ISC 2023
By attending ISC 2023 you will get access to 64 virtual keynote sessions and 16 dynamic round-table discussions, and engage with the industry’s 150 biggest names from government space agencies, research institutions, private company representatives, and science communicators discussing:
Applying AI Capabilities for Managing Big Data from Space-Based Assets;
Satellite Constellation Operators: Reaching the Unconnected; • From Payloads to Commercial Spaceflight: Supporting the Increasing Launch Rates;
Space Law & Regulations: Keeping up with the Ever-Increasing Launch Rates and Spacecraft Production;
Space Stations and On-Board Manufacturing;
The Role of Public Communication in NewSpace Development;
Catalyzing Space Industry Growth in Developing Regions;
Supporting Early Stage Space Start-ups to Ensure Steady Growth of Space Economy;
Doing Business with the Government;
Enabling Commercial Opportunities in Lunar Exploration;
Commercial LEO Destinations;
Reinventing SmallSat Infrastructure & Ground Systems;
Space Workforce Development;
Space Junk: Creating a Sustainable Space Ecosystem;
Future of Space Exploration: Where Government Meets Private;
Space Infrastructure: From Launch to Connectivity;
And 64 other keynote topics.
Access the Industry's Leading Experts in Space
At the four-day International Space Conference in 2023, more than 150 company executives, industry professionals, and organizations will gather to discuss challenges and possibilities in the space industry. They will discuss more than 80 different topics, each of which will provide a distinctive point of view.
Andrew Williams - European Southern Observatory
Andrew is responsible for external relations at the European Southern Observatory (ESO) - an intergovernmental organization of 16 Member States that constructs and operates world-leading astronomical facilities and fosters international cooperation. Andrew supports strategic relationships with current and future Member States, the EU, UN, and international organizations such as the ESA and CERN. He represents ESO at the UN Committee on the Peaceful Uses of Outer Space, and recently has been dealing with the policy aspects of the impact of satellite constellations on astronomy.
Simone Pirrotta – Italian Space Agency
Simone has a MD in Mechanical Engineering; PhD in Materials Engineering. He is working at the Italian Space Agency – ASI since 2007, he is currently the Head of the Robotic Exploration Missions Office at ASI. He acts as Project Manager for the ASI missions: “Italian-Kenyan University NanoSatellite – IKUNS”, “ArgoMoon” (Deputy PM), “Light Italian Cubesat for Imaging of Asteroid - LICIACube” with DART, “Laser Relativity Satellite LARES2”, “Astrobio” and “High Energy Rapid Modular Ensemble of Satellites – Scientific Pathfinder – HERMES SP Payload”. He also was in charge of the technical management of the Italian instruments on board of the ExoMars ESA mission, and is the Deputy Italian Delegate at the ESA Rover Instrument Steering Committee. He is Italian Delegate at the ESA Exploration and Utilization Board – EUB and at the International Space Exploration Coordination Group ISECG, he also is the PoC for the NASA SSERVI – ASI cooperation.
The Ital-GovSatCom satellite was the first mirror project of the Italian Space Agency. (Image credit: CNES)
Andrea Vena - European Space Agency
Andrea Vena is the Chief Climate and Sustainability Officer of the ESA. He has over than thirty years of experience in the space sector both in industrial and institutional areas. Graduated in Electronic Engineering, with a Master in Telecommunication Systems, he started his career in Alenia Spazio, the space branch of Finmeccanica (today Leonardo). In 2000, Andrea started his career at ESA by joining the Strategy Directorate. In 2006 he was appointed head of the Corporate Strategic Planning Office and, in 2016, head of the Corporate Development Office, in charge of establishing a corporate strategy for the development of the organisation. On June 1st, 2021, Andrea has been appointed Chief Climate and Sustainability Officer to ensure that ESA and its programmes contribute to the Paris Agreements on Climate Change and the European Green Deal.
Model representing the space debris environment. (Image credit: ESA)
Scott Asbury - Sierra Space
At Sierra Space, Scott is the Senior Director of Programs for Space Destinations. In 2001, he became a program manager at Ball Aerospace. There, he oversaw the development of satellites and payloads for Earth observation missions, such as NOAA's JPSS-1 polar-orbiting weather satellite and SAGE-III on the International Space Station. In 2022, he started working for Sierra Space, where he runs the Orbital Reef program.
A rendering on a Dream Chaser spaceplane in orbit. (Image credit: Sierra Space)
Carlos Garcia-Galan - NASA
Carlos is the Manager of the Integration Office for the European Service Module (ESM). He is in charge of putting the ESM, which was made by ESA, into Orion as a whole. Carlos has worked for the Orion Program since 2010 in a number of key technical and management roles. He has been in charge of integrated spacecraft design and performance, mission analysis, cross-program integration, and launch and flight operations support, among other things.
NASA sends Orion spacecraft to go around the Moon with first SLS launch. (Image credit: NASA)
Brent Barbee – NASA/Dart Mission
Brent's current work includes serving as a member of the Investigation Team for NASA's Double Asteroid Redirection Test (DART) spacecraft mission, leading interagency spacecraft mission design research for planetary defense against hazardous asteroids and comets, serving as the technical lead for NASA's Near-Earth Object Human Space Flight Accessible Targets Study (NHATS), and serving as a chair of the International Academy of Astronautics Planetary Defense Conference series. His prior work includes serving on the Flight Dynamics Team for NASA's OSIRIS-REx asteroid sample return mission, serving on the 2017 NASA Near-Earth Object Science Definition Team, and being an author of the U.S. National Near-Earth Object Preparedness Strategy and Action Plan. Main-belt asteroid 120208 was renamed "Brentbarbee" in honor of his contributions to asteroid missions and planetary defense.
Artist's concept of the Double Asteroid Redirection Test (DART) mission. (Image credit: NASA)
Taryn Tomlinson – Canadian Space Agency
Taryn Tomlinson has spent her career committed to exploring and discovering space, from roles in academics to industry and now in government. Taryn worked as an engineer in a number of California and German firms, co-founded a high-tech space startup in 2003, and subsequently joined the Canadian Space Agency (CSA) in 2008 to work on the robot “Dextre” for the International Space Station. Over the past 12 years, Taryn has served as a senior project manager and systems engineer at the CSA, has served as the Chief of Staff to the President. She is now a Director in the branch that uses Earth Observation (EO) data in an effort to help solve the greatest challenges of our planet today, including climate change.
Canadian Space Agency will provide the Canadarm3 robotic arm for the lunar Gateway. (Image credit: NASA/CSA)
Barbara Belvisi - Interstellar Lab
Barbara is an entrepreneur passionate about space, biology, and AI. She started her career in finance at 22 investing in tech companies worldwide and launched several global initiatives to foster scientific innovation and entrepreneurship. Youngest woman founder of a venture capital fund at 26 and is in the top 10 women in Tech in France and Forbes Top 100 in Europe in 2018. Self-taught in engineering and architecture, she spent a year with NASA engineers before launching Interstellar Lab to develop food production and habitation modules for sustainable living on Earth and space.
Interstellar Lab will develop living systems on Earth and in space. (Image credit: Interstellar Lab)
Vasu Dubey – ISRO
Vasu is an Electrical Integration Engineer at Gaganyaan mission. Gaganyaan mission is aimed at the maiden human spaceflight from India. He has worked previously on the initial technology demonstration mission for the same like atmospheric re-entry and pad abort tests. Apart from the Crew Module electrical design, Vasu worked on electrical integration of Geo Synchronous Launch Vehicle upper stages. Academics wise, he has completed his Bachelor's in Avionics and Masters in Space Engineering from University of Surrey, UK as a Chevening scholar-2018/19.
The LVM3-M2 mission was launched on October 22. (Image credit: ISRO)
Naeem Altaf – IBM
Naeem is IBM's CTO for Space Tech Industry-leading work for IBM in collaboration with NASA and SETI for the Frontier Development Lab (FDL) program. Leads innovation group to design and build a first-of-a-kind proof of concepts and technical prototypes using Edge Computing, Data Services, and Blockchain technologies, augmenting spaceflight, satellite launches, and space exploration. Partnering with various Space Tech companies to bring IBM technologies to Space Tech Industry. Naeem also leads technical client engagements in building Public, Private and Hybrid Solutions for IBM enterprise customers and strategic ISVs for migration & transformation on IBM Cloud.
This AI-powered assistant was on a mission to join astronauts on the ISS. (Image credit: IBM)
Glenn King - NASTAR Center
Mr. King is COO and Director of Advanced Pilot and Commercial Space Flight Training. He also serves as Chief Instructor, company test pilot and Director of Military Physiology and Space Training. Mr. King has directed the NASTAR Center for 15 of his 32 years at ETC (the parent company of NASTAR Center). He is a Certified High Performance Human Centrifuge Test Pilot. 4,200+ hours in 18 different centrifuges around the world. Training Program Developer – Military & Civil Aviation and Commercial Space. Chief Instructor for SpaceX, Axiom Space and Virgin Galactic. Trained 450+ Commercial Space Pilots, Astronauts and Space Enthusiasts. He has achieved the very first FAA AST Safety Certifications for; o High Performance Human Centrifuge (SA 10-001) o High Altitude Chamber (SA 12-004) FAA Private Pilot, SEL, MEL Instrument 3,800+ hours + 250+ hours fast jet. Active HALO jumper. 12,500+ jumps, 280 jumps above 25,000 ft.
Inspiration4 crew completed centrifuge training at NASTAR Center. (Image credit: John Kraus)
By providing the ideal platform for the virtual exchange of experiences and sharing insights on the critical issues, the international Space Convention 2023 is keen to catalyze growth in the developing regions and drive international cooperation hence pushing the industry on to an even more advanced level. ISC 2023 also aims to spread the message to the youth that they can make a difference, and accomplish great things in the soon-to-be one trillion-dollar space industry.
Watch online sessions from 160+ of biggest names of the space industry, speakers from: NASA, European Space Agency, ISRO, UK Space Agency, Sierra Space, Canadian Space Agency, Northrop Grumman, ESO, and many others. | aerospace | 1 |
https://faujiindia.in/tejas-gets-final-operational-clearance-for-induction-into-iaf-lockheed-pitches-new-fighter-for-india/ | 2024-04-22T22:24:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818374.84/warc/CC-MAIN-20240422211055-20240423001055-00653.warc.gz | 0.91784 | 413 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__3515308 | en | Military aviation regulator, the Center for Military Airworthiness and Certification (CEMILAC) granted the Final Operational Clearance to the (LCA) Tejas on the sidelines of the Aero India 2019 in Bengaluru on Wednesday.
The CEMILAC handed over the “release-to-service” documents to the IAF chief, Air Chief Marshal BS Dhanoa.
“It is a major milestone. The aircraft could fly in many sorties and demonstrated the precision with which it can deliver weapons. It flew several sorties in exercises Gaganshakti, Vayusuakti and performed well in both air-to-air and air-to-ground profiles,” Dhanoa told the media.
Hindustan Aeronautics Ltd Chairman and Managing Director R. Madhavan said HAL has responded to the request for proposal (RFP) floated by the IAF for 83 LCA Mk-1 with weaponisation.
“The grant of final operational clearance is the best moment in the life of every aeronautical engineer,” said DRDO chief Dr G. Satheesh Reddy.
Locheed Martin offers new F-21 jet to be made in India
US aerospace major Lockheed Martin on Wednesday meanwhile pitched its F-21 multirole fighter that it says is configured for the IAF. While it clarified that India has not yet floated a Request for Information (RFI) for the aircraft, the firm said it will manufacture the plane with Tata Advanced Systems in the event it does.
“Our F-21 addresses the IAF’s requirements and integrates India into the world’s fighter aircraft ecosystem,” a Lockheed Martin spokesperson told IANS on the margins of Aero India.
“The F-21 is different, inside and out. It highlights our commitment to deliver an advanced, scalable fighter for IAF,” Lockheed Martin’s Vice President for business and strategy development Vivek Lall said. | aerospace | 1 |
https://atmospheres.research.ltu.se/pages/blog/planetary_protection.php | 2020-07-07T11:42:17 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655892516.24/warc/CC-MAIN-20200707111607-20200707141607-00334.warc.gz | 0.959529 | 1,372 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__156078399 | en | The discovery on Mars of environmental conditions that could be considered as “habitable” with relation to the requirements of certain terrestrial organisms, as well as the increasing interest of different space agencies to search for signs of life in the planet (three rovers and as many landers are scheduled to be sent within the next years), have triggered concern about the risk of biological contamination. This possibility, whose occurrence would mean not only an intolerable aggression to a pristine environment, but a severe compromise for the further and proper study of the planet, has impose the establishment of planetary protection policies that have the status of international legal obligation, whose prescriptions must be implemented during the design and execution of any exploration mission.
The worry is not new; the first measures to avoid a possible contamination of celestial bodies by spacecrafts were discussed in the Committee on Contamination by Extraterrestrial Exploration (CETEX) created in 1958 in the frame of the International Council of Scientific Union, with the aim of assessing the risk of compromising the future exploration of the Moon and other bodies of the Solar System in the case of becoming contaminated. Afterwards, the competency regarding this matter was transferred to the Committee on Space Research (COSPAR), integrated the International Council of Science, which established a first Planetary Protection Policy (PPP) in 1964 as a standard set of requirements to prevent biological contamination during the planetary exploration missions. This regulation was taken into account by the United Nations to enact its 1967 Space Treaty, for whose accomplishment the Planetary Protection Policy serves in turns as a main reference.
The search for signs of extraterrestrial life is nowadays a remarkable endeavour that strongly determines scientific activity within the planetary exploration field. Indeed, it is an express aim to be faced in a direct way for a number of the foreseen missions to Mars, starting with ESA’s ExoMars Programme whose first phase, ExoMars 2016, is already underway. Therefore, at first, the worries about biological contamination are focused mainly on Mars, since it is the planet on which the search for signs of life is going to be performed imminently. Furthermore, conditions have been found that configure habitable environments in which some known organisms could thrive according to the ultimate concept of “habitability” (of course formulation of this policy has been changed through the years according to the advance in the knowledge of the limits of life and extraterrestrial environments).
Curiosity rover’s investigations have unveiled that Martian ground contains organic compounds, fixed nitrogen and, importantly, liquid water (though in a transient way), offering the full set of requirements that some organisms need to survive. A few centimeters under the surface, protected from the harsh radiation that hits the planet, they could find the suitable habitability conditions for them to develop metabolic activity and to reproduce. These discoveries have led to the redefinition and accurate delimitation of the so-called Special Regions on Mars; zones in which the cautions must be maximised since they could offer suitable circumstances for life to prosper. At the same time, these areas are the most favourable to host indigenous life if it exists at all, which poses an obvious problem when trying to get access to it for its study. This would imply a direct contact of a robot (or eventually an astronaut) with the local population to get samples, a scenario in which the risk of contamination is extreme since the total sterilization of the latter cannot be granted even after having applied the most thorough cleaning procedures. The other way round, when eventually the samples can be returned to Earth for their analysis, the risk of bringing potentially dangerous organisms for terrestrial life would exist, a possibility also considered by the PPP in advance.
Regarding the scientific objectives of the missions, COSPAR has established five different categories, from those that are sent to hardly habitable locations in which no specific biological investigation is scheduled, to those designed to return samples. Mars and its Special Regions are expressly treated with the correspondent subcategories. In this case, even orbiters must accomplish some requirements, for a contamination issue could supervene in case of a crash. As an example of the validity of PPP, the ExoMars 2016 mission, which is right now travelling to Mars, could be mentioned. It is composed of an orbiter, the Trace Gas Orbiter (TGO), and an Entry, Descent and Landing module (Schiaparelli EDM), which will reach the surface of the planet. The requirements for the former have consisted basically of an accurate calculation of the possibilities of a crash in several periods after its entrance in the operational orbit, which have been found to be acceptable. As for the landing module, its assembly was carried out in a new cleanroom built to reach the PPP prescriptions, and then subjected to numerous cleaning cycles, both chemical and thermal, as well as to some three thousand microbiological tests.
Atmospheric Science Group, as part of the ExoMars programme, has entirely made the worry about the dramatic consequences of a possible biological contamination of the Martian environment their own. Given that HABIT instrument (the main project the Group is working on, and which will be part of ExoMars 2018 Surface Platform scientific payload) is designed among other things to investigate the formation of aqueous liquid solutions on the ground, it necessarily will operate in an environment in which, because of the expected presence of liquid water, the possibilities for organisms to survive are high, so a special care must be applied. This is the reason why Dr. Petra Rettberg, an expert in habitability and the limits of known life, has joined the HABIT science team. She will give advice about the best options and the measures to be taken into account in order to avoid any contamination risk during the design phase of the instrument, as well as the cautions to be applied during the operations once on Mars. The MarsLab facilities at Rymdcampus, Kiruna, which are under construction, have been designed to pay careful attention to this matter. They include a Chemical Chamber, a Microbiology Section and a Biosafety Cabinet in which, apart from performing experiments implemented for the calibration and development of the HABIT instrument (as well in the phase of making), valuable information to assess the risk of contamination can be obtained.
Furthermore, one of the work lines that have been posed within the Group is the development of models to assess the habitability potential of certain locations from data gathered by drones equipped with remote sensing instruments a few meters above the surface. At first, the utility of this strategy is to get access to points that cannot be reached by robotic vehicles, but it could be very useful to study areas in which a certain possibility to be habitable or, as the case might be, to be inhabited, is appreciated, avoiding a direct contact. | aerospace | 1 |
https://infiniteunknown.net/2011/06/24/austrian-company-debuts-revolutionary-wingless-aircraft/ | 2024-04-19T02:15:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817253.5/warc/CC-MAIN-20240419013002-20240419043002-00059.warc.gz | 0.968328 | 498 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__86896994 | en | – Austrian company debuts revolutionary wingless aircraft (PhysOrg, June 24, 2011):
A firm from Austria, Austrian Innovative Aeronautical Technology (IAT21) has unveiled a new type of aircraft that flies without wings or rotors, at the Paris Air Show. Though not actually flown at the show, spokesmen for the new aircraft, named D-Dalus (no doubt after the tragic Greek figure Daedalus, who lost his son Icarus when his wings melted as he flew too close to the sun) claim the aircraft is capable of both hovering and flying forward as fast as a jet, all with very little noise.
The new technology is actually based on old technology; it flies by means of rotating discs surrounded by blades whose angle of attack can be altered in flight. The discs are spun by means of a conventional airplane engine. What’s new is the computer and software that controls the blades, allowing for very precise flying. The company says D-Dalus can hover next to a wall, maneuver though buildings or even lay still atop a moving bobbing ship in bad weather by pushing itself down against the deck.
The power comes from its four 2200-rpm turbines and can be thrust in any of 360 degrees, allowing the D-Dalus to launch vertically, hover, dart around and to remain stable even in turbulent conditions. The company also says the craft requires very little maintenance and would be cheaper than current vertical takeoff aircraft and because of its new “friction free bearing at the points of high G force” the craft should be, according to the company, as quiet as a whisper.
So far, the D-Dalus is still just a prototype, and has been flown only in a laboratory near Salzburg as a pilotless drone. In its current configuration, it has five foot (about a meter and a half) long turbines and is capable of carrying 150 pounds (70kg) of cargo. Information on the company website indicates that the initial primary use for such a vehicle would be to assist in search and rescue operations at sea or after disasters, or possibly for surveillance; though it leaves open the door to the possibility of scaling the aircraft up enough in size to accommodate passengers.
IAT21 has formed a partnership with Cranfield University in the UK to work through flight certification. If all goes according to plan, the D-Dalus should be ready for viewing by others very soon. | aerospace | 1 |
http://www.redorbit.com/news/business/1166795/oliver_wymans_aviation_aerospace__defense_practice_adds_specialized_expertise/ | 2018-04-21T23:47:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125945459.17/warc/CC-MAIN-20180421223015-20180422003015-00169.warc.gz | 0.92719 | 754 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__128108876 | en | December 3, 2007
Oliver Wyman’s Aviation, Aerospace & Defense Practice Adds Specialized Expertise in Business Transformation
An expert in aerospace industry transformation, William (Bill) Belgard, has joined the Aviation, Aerospace & Defense consulting practice of Oliver Wyman, one of the world's leading strategy and operations consulting firms. As the former head of The Belgard Group, based in Beaverton, Oregon, Mr. Belgard has an extensive background in the aviation, aerospace, and defense industry and specializes in helping clients successfully implement business transformations. The Belgard Group has worked collaboratively with Oliver Wyman's Aviation, Aerospace & Defense practice for several years prior to Mr. Belgard's recent decision to join the firm.
As a Director at Oliver Wyman, Mr. Belgard will enhance the firm's global aviation, aerospace, and defense industry offerings, providing consulting services, tools, and methodologies for client organizations seeking to improve quality, speed, flexibility, teamwork, and responsiveness in the work environment. His expertise includes development of implementation tools, assessments, simulations, backgrounders, and exercises that support the implementation of technical and process improvement solutions.Peter Walsh, a Managing Director of Oliver Wyman, said: "We are very excited to welcome Bill and his proven tools and techniques. The Belgard Group's leading-edge work in implementing business transformation is highly complementary to the strategy and operations work we do with industry leaders in the aviation, aerospace, and defense sectors. We also welcome the opportunity this addition presents to deepen our client relationships and more completely meet the business needs of our global aviation, aerospace, and defense industry client base. Bill's joining us will also create opportunities to bring an expanded Oliver Wyman value proposition to our clients, including a more active collaboration with Oliver Wyman's Delta Organization & Leadership business unit."
The New Oliver Wyman Aviation, Aerospace & Defense Partner and Staff
Bill Belgard is the former CEO of The Belgard Group. Mr. Belgard is an expert at helping aviation, aerospace, and defense firms clarify strategy and implement redesigned business processes. His work focuses on the need for a large-scale transformation of the aviation, aerospace, and defense sector and the government agencies that surround it. Mr. Belgard serves as a trusted advisor to senior leadership in various corporations and agencies in the aviation, aerospace, and defense sector.
Robyn Schlabach of The Belgard Group is also joining Oliver Wyman's Aviation, Aerospace & Defense practice. Ms. Schlabach is the former VP Implementation Support for The Belgard Group. She has broad experience preparing internal client resources to implement and support business process improvements.
Melodie Eckland of The Belgard Group is also joining Oliver Wyman's Aviation, Aerospace & Defense practice. Ms. Eckland has been the Materials Manager for The Belgard Group. She manages vendor, supplier, and key customer relationships and is responsible for inventory control, receiving, and shipping of materials. Ms. Eckland is also responsible for InSkill.com, the firm's web store of implementation support materials.
About Oliver Wyman's Aviation, Aerospace & Defense Practice
Oliver Wyman helps passenger and cargo carriers, OEM and parts manufacturers, aerospace and defense companies, airports, and MRO and other service providers develop value growth strategies, improve operations, and maximize organizational effectiveness. Our deep industry expertise and our specialized capabilities in the areas of Lean Six Sigma Enterprise Transformation and Transaction Services & Litigation Support make Oliver Wyman a leader in serving the needs of the Aviation, Aerospace & Defense industry. Oliver Wyman has more than 35 years of experience serving Global 1000 clients. Our staff of 2,500 operates from offices in more than 40 cities in 16 countries. | aerospace | 1 |
https://ladailypost.com/new-mexico-delegation-encourages-boeing-to-conduct-phantom-express-development-contract-at-spa-wsmr/ | 2023-12-04T13:40:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100529.8/warc/CC-MAIN-20231204115419-20231204145419-00738.warc.gz | 0.934436 | 805 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__264790909 | en | WASHINGTON, D.C. ― U.S. Senators Tom Udall and Martin Heinrich and U.S. Representatives Steve Pearce, Ben Ray Luján and Michelle Lujan Grisham have encouraged Boeing to conduct the Phantom Express development contract at Spaceport America (SPA) with support of White Sands Missile Range (WSMR).
“New Mexico offers a number of strategic advantages for Boeing’s spaceplane contract, and I’m confident that a partnership with Spaceport America and White Sands Missile Range will lead to the successful completion of this program. These sites have the necessary infrastructure in place, including access to essential technologies, an able and ready workforce, incomparable access to airspace, and other testing capabilities to support operations and our nation’s security interests,” Pearce said. “New Mexico has unique geographic benefits that will allow it to continue to grow as an exemplary location for training and testing projects going forward. In addition, New Mexico has a long history in the space sector, including NASA’s White Sands division which has supported every U.S. manned space mission to date. As Boeing moves forward in their scoping phase, it is my hope that they will seriously consider New Mexico to home their new spaceplane project. I look forward to working with my colleagues in the New Mexico delegation, local governments, and necessary agencies to advance the commercial space sector.”
“As we noted in our letter, there are a number of advantages that New Mexico offers as Boeing looks for the optimal site for this project – ideal flying weather, unhindered airspace, and proven long-term relationships with national labs and other national security initiatives in our state,” Luján said.
“Boeing already has a significant presence and investment in New Mexico with its directed energy and space research,” Lujan Grisham said. “I encourage Boeing to build on those investments and make New Mexico a central part of its aerospace strategy. This is exactly the type of investment we need to help jump-start and create a sustainable economy.”
“New Mexico’s restricted airspace, technical workforce, decades of experience working with NASA, and the inland location of the Spaceport make it the ideal location for Boeing to conduct the Phantom Express development contract,” Udall said. “Boeing’s XS-1 is well prepared to take advantage of the first mile above sea level with a reusable launch proposal well suited for New Mexico’s spaceport. Our nation has a need to continue to develop strategic inland space launch capabilities, and a partnership between Boeing, White Sands Missile Range and Spaceport America would support both our national security and the growth and development of commercial space. I look forward to continuing to collaborate with the delegation, our federal agencies, the state and local governments on this project and other efforts to strengthen our national security and New Mexico’s vital federal installations.”
“Our state has long been the frontier of space exploration. With assets such as Spaceport America, our national laboratories, and innovative research universities, New Mexico is uniquely positioned to help propel the commercial space industry forward,” Heinrich said. “As Boeing continues the scoping process, I hope they will consider New Mexico as a partner and destination for its Phantom Express development contract. I will continue to support efforts that strengthen commercial spaceflight industry in New Mexico, and create jobs and bolster our economy.”
Boeing was awarded the Defense Advanced Research Projects Agency’s (DARPA) XS-1 Spaceplane Contract that has been named the “Phantom Express.” This is a joint P3 with DARPA and Boeing with the purpose of developing a reusable space aircraft that can deploy medium payload for a cheaper cost. Currently, Boeing is in the scoping phase for deciding a primary site for the XS-1 program. | aerospace | 1 |
http://onlinelibrary.wiley.com/doi/10.1029/EO068i006p00074-04/abstract | 2017-07-21T16:03:11 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549423785.29/warc/CC-MAIN-20170721142410-20170721162410-00674.warc.gz | 0.936381 | 221 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__54621530 | en | The importance of space to the Department of Defense (DOD) mission is evidenced by the recent formation of the U.S. Space Command and the growing number of space DOD systems. Research and development in solar-terrestrial physics conducted and supported by DOD agencies is directed toward the short- and long-term requirements of each agency. However, the understanding, specification, modeling, and prediction of the space environment and of space system/environment interactions is of interest to all of the DOD organizations that are responsible for operating or communicating in space. Research in solar, interplanetary, magneto-sphere, ionosphere, thermosphere, and middle atmosphere physics is thus supported by several DOD agencies. Studies of geomagnetic fluctuations, atmospheric radio noise, and radio wave generation and propagation are also funded. The variability and disturbances of the space environment have the greatest impact on space systems operations; research and development thus tends to focus on the dynamical behavior of the solar-terrestrial regions. Laboratory, ground-based, and space-based experiments are conducted, along with associated analytical and theoretical efforts. | aerospace | 1 |
https://www.920rqw.afrc.af.mil/News/Art/igphoto/2001934608/ | 2023-03-26T03:25:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945381.91/warc/CC-MAIN-20230326013652-20230326043652-00063.warc.gz | 0.924275 | 442 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__243397299 | en | MSgt Posch laid to rest
Loved ones and fellow Reserve Citizen Airmen paid respects as Master Sgt. William Posch was laid to rest with full military honors at Florida Memorial Gardens Thursday, June 21. Air Force Reserve Master Sgt. William Posch, 36, Indialantic, Florida, was a pararescuemen assigned to the 308th Rescue Squadron providing combat rescue support for Inherent Resolve when he and seven Airmen were killed in an HH-60G Pave Hawk helicopter crash in Anbar Province, Iraq, March 15, 2018. Also in attendance were Maj. Gen. Derek P. Rydholm, Deputy to the Chief of Air Force Reserve, Headquarters U.S. Air Force Washington, D.C.; Maj. Gen. Ronald "Bruce" Miller, 10th Air Force commander; and Chief Master Sgt. James W. Loper, Command Chief both with the 10th Air Force, Naval Air Station Fort Worth Joint Reserve Base, Texas; as well as the 920th Rescue Wing commander, Col. Kurt A. Matthews and wing leadership. (U.S. Air Force photo by Maj. Cathleen Snow)
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If you would like to republish please give the photographer appropriate credit.
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regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace | 1 |
https://defense-update.com/20110617_israel_at_paris_air_show_2011.html | 2023-05-28T07:09:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643585.23/warc/CC-MAIN-20230528051321-20230528081321-00462.warc.gz | 0.898376 | 603 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__13451227 | en | Following successful battle experience Iron Dome counter-rocket missile system, along the Stunner interceptor, part of the future David’s Sling, Arrow II and III and Barak 8 are demonstrating Israel’s future multilayer missile defense systems at the Paris Airshow.
Air and missile defense systems are at the center stage of Israel’s aerospace and defense display at the 49th Paris Airshow. Following the operational success of the Iron Dome counter-rocket system, an emphasis is given to active defense missile and air defense capabilities, including a new, mobile version of Iron Dome, and the Stunner interceptor under development of the next generation David’s Sling air and missile defense system.
According to Maj. General (ret.) Udi Shani, Director General of the MOD, “despite the slowdown of the global economy, in 2010 Israel’s defnse export growth continued, as the industries demonstrated stability, growth and substantial contribution to the national economy, proving once again that our investment in defense provides substantial value for The country’s economy”. Shani added that “The display of Iron Dome, David’s Sling and Arrow, following the successful operational debut of Iron Dome provides a substantial opportunity for such systems becoming a growth engine for Israel’s defense export.”
According to annual records published by Israel’s Ministry of Defense (MOD), the country’s defense exports in 2010 grew to $7.2 billion, up from $6.9 billion in 2009. The total orders backlog off the leading industries increased from $17.3 to $18.8 billion.
Avi Hefetz, General Manager Israel Export and International Cooperation Institute (IEICI) added that the Israel’s aerospace and defense industries sold about one billion US$ in commercial and civil export, representing about 14 percent of the total annual aerospace and defense export. IEICI aims to more than double the share of civil aviation segment in Israel’s A&D export, by increasing the number of exporters, reaching 30 percent over the next three years. Hefetz acknowledged that the total volume of civil aerospace export is increasing year over year, as defense industries expand their portfolio to increase commercial and civil offerings.
15 of Israel’s leading Aerospace and Defense (&D) industries are back at the Paris Airshow. This year marks the 25th time at the world’s premier aerospace event opening in Paris Le Bourget on June 20th. The Paris Airshow Provides the primary showcase for the world’s leading aerospace companies, manufacturers, subcontractors and service providers. As such, it also offers Israel’s aerospace and defense industries an attractive venue for business development. Organized by IEICI in cooperation with the Ministry of Defense, the Israel Pavilion is located at a special building alongside the outdoor static display and in an additional, new location in Hall 3. | aerospace | 1 |
https://glimpsesofcanadianhistory.ca/de-havillands-beaver-bush-plane/ | 2023-12-02T08:55:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100381.14/warc/CC-MAIN-20231202073445-20231202103445-00272.warc.gz | 0.962279 | 1,174 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__138869318 | en | De Havilland’s “Beaver” Bush Plane
The DHC2-Beaver: A Canadian Aviation Engineering Success
Nicknamed “Workhorse of the North”, the versatile and ruggedly functional DHC2-Beaver made history as an essential part of aircraft fleets in Canada and the world.
Whether flying deep into the wilds of mountainous Alaska, across stretches of the Canadian Territories, or hauling American cargo and soldiers into the Korean war theatre, de Havilland’s Beaver was capable of the mission. A small aircraft that held six passengers plus the pilot, the Beaver had maximum flexibility, able to carry people, military supplies or quantities of freight as needed. For its exceptional capabilities, it was nicknamed “Workhorse of the North.”
The de Havilland Canada company engineers found that a bush plane would be a great option to offer in their aircraft line, something useful for Canada’s north. They concluded that the design needed to be tough, something like a “half-ton truck,” said Fred Hotson in his book, The De Havilland Canada Story. Being wise businessmen, the head of sales, A. MacDonald, sent out a letter with a questionnaire to prospective customers, asking what their specialized needs would be for a higher-payload, single-engine bush plane, specifically for northern regions.
First Beaver Delivered 1948
The early design crew of Fred Buller, Dick Hiscocks, Jim Houston and W. Jakimiuk, lead by Phil Garratt, was in place by September 17, 1946. They chose a strong airframe construction: “steel from the engine to the firewall, heavy aluminum truss frames with panels and doors throughout the front seat area, lighter trusses toward the rear and all monocoque construction aft”. After much testing, and with adjustments and improvements, the innovative airplane was ready for the sales circuit. It just needed a proper name. Since de Havilland Canada airplanes were all named after animals, it was decided that the new bush plane was much like the hard-working beaver. The DHC2-Beaver went into limited production. The first plane was delivered to the government department of Lands and Forests on April 26, 1948.
A success in northern areas, the Beaver was able to fly to remote villages and desolate, secluded vicinities, over thick, snowy forests and following rushing river canyons, something other transporters could not easily manage. A year later, the United States Air Force was looking for a bush plane. At that time using Cessnas, the USAF needed something that could carry a thousand pounds and still have unique flexibilities. The military was won over during a fishing expedition in which a full load of people and fishing gear managed to land and take off on a river in Alaska without so much as a blink.
Beaver: “the Flying Jeep”
Prepared to order almost two dozen Beavers, the American sale was held off due to the aircraft’s manufacture in a foreign country – Canada. After participating in, and winning, several competitions with other aircraft, the Beaver became part of the United States military fleet. Its new nickname was “the flying jeep”, and it was able to handle the “thousands of medical evacuations, hauled supplies of all kinds, “ and it “transported ammunition to the troops in action” plus much more.
The original Beaver had a wingspan of 48 feet and an overall length of 30 feet. Its basic operational weight was 3000 pounds with a maximum takeoff and landing weight of 5100 pounds. With a two-bladed propeller, the engine was a P&W R985 Wasp Junior SB-3 with 450-horsepower. The upgraded Turbo Beaver contained a 550-horsepower engine with a 3-blade propeller. It had a slightly larger cabin, at 11 ½ feet versus 9 feet for the original plane, and was almost five feet longer in overall length.
Superior Performance in Small Airplane
A trusted, reliable airplane, the Beaver was and still is loved by pilots, whether with wheels, floats or skis. One Beaver pilot, Frank Roberts from Campbell River, BC, said in The Immortal Beaver by author Sean Rossiter, “With a Beaver you can get into tighter spots, smaller bays, higher lakes because of the performance. It’s a great old pickup truck.” Beavers have hauled almost everything, from military troops and supplies to food, medicine, lumber, and almost anything else one could imagine.
While de Havilland’s later owners stopped manufacture of the Beaver in the mid-1960s, the small plane is still sought-after around the world. Refitted with new parts and updated systems, Beavers still command top resale dollar. Initially selling for $30,000 brand new, the plane now commands up to $400,000 on the market.
From 1947 to 1967, de Havilland Canada built nearly 1,700 of the extraordinary Beaver aircraft, according to EXN’s FlightDeck. The bush planes were purchased by countries as far away as New Zealand, the Philipines and Finland, just to name a few. In November 1999, the Royal Canadian Mint commemorated the Beaver’s place in Canadian history with a coin entitled, “The Airplane Opens the North.”
The De Havilland Canada Story, Fred W. Hotson, CANAV Books, Toronto 1983.
The Immortal Beaver: The World’s Greatest Bush Plane, Sean Rossiter, Douglas and McIntyre, Vancouver 1996. | aerospace | 1 |
https://magazineabout.com/aviation/our-rotating-wing-world | 2024-03-03T04:46:46 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476205.65/warc/CC-MAIN-20240303043351-20240303073351-00161.warc.gz | 0.952695 | 1,093 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__12129576 | en | Our rotating wing world
Avio Aero has been offering helicopters’ engines, transmissions and service for more than 50 years and today is looking ahead with real ambition to expand in this market segment.
Avio Aero's history in the helicopter world began in the 1960s, when what then was Fiat Aviazione started the design and production of main transmissions for the then Aerospatiale helicopters.
Starting from the 1970s, the company's interest in the helicopter market shifted towards the engines, thanks to collaboration with GE Aviation on the T700/CT7 family of engines, universally recognized for their power and reliability, attested to by over 100 million hours in service, as well as by their use on such legendary aircraft as the Black Hawk and Apache.
Since that time, participation in the T700 program has grown to bearing currently approximately 60% responsibility for the design and production of the latest models of this turbo-shaft engine family, as well as the addition of a wide range of service and maintenance offerings.
Thanks to the role and experience gained by Avio Aero on the T700/CT7 family, use of these engines has been extended to numerous other helicopter programs: from the EH101 to the NH-90, the AW101 and the very recent AW249 attack helicopter.
"Our offer covers the entire engine life-cycle," explains Claudio Stefanelli, Military Technical Support Manager at Avio Aero, "in fact, after assembly and testing in our Brindisi plant, our Military Customer Support team also monitors customers after delivery. In addition, our experts also support test and acceptance flights for helicopters and carry out so-called 'on field' operations at airports or bases, and even offer training courses to Armed Forces specialists”.
In addition to technical and logistical support, MRO (Maintenance, Repair and Overhaul) is carried out at the Brindisi center of excellence, meaning all the repair and maintenance activities for engines returning from service to undergo scheduled or extraordinary operations, as well as implementing configuration updates.
"Many years working alongside our clients enable us to offer a comprehensive service in support of operational needs. Thanks to the experience and knowledge of our technicians, we have the ability to resolve any problems in a timely manner, ensuring the continued operation of engines and helicopters," ends Stefanelli.
By motorizing the AW249, which will be equipped with the CT7-8E6, the backbone of the Italian Armed Forces rotary-wing component will be equipped with engines from the same family. "The choice of the CT7-8E6 to propel the AW249 is key in completing the standardization of engines used on in-service fleets. Using the same engine family increases logistical commonality between fleets and enables increased operational effectiveness and optimization of maintenance costs to benefit helicopter efficiency," explains Francesco Manciagli, Military & Helicopters Sales Director at Avio Aero.
Starting in the mid-10s of the new millennium, Avio Aero decided to add transmission systems to its engine offerings for military or civilian applications, resuming and thus renewing the activity started in the 1960s and becoming the protagonist of successful programs such as AS365, AS330 and CH53E.
"The company has set itself the challenge of achieving the role of supplier and maintainer of helicopter dynamic systems in the marketplace, due to the expertise it has gained so far in power transmission and generation. The advent of hybrid and innovative architectures will increasingly blur the line between engine and aircraft expertise, and strategic partnerships with major and emerging helicopter OEMs are key in this regard," Manciagli concludes.
Within this framework, we should consider the participation in RACER, the hybrid architecture helicopter that Airbus Helicopter is developing as part of the Clean Sky2 initiative; and the more recent collaboration contract with Korea Aerospace Industries on the Surion program (the multi-role helicopter for which Avio Aero is developing an entire new drive system, by integrating it with the existing T700 engine).
"Being a key player in the development of the new transmission system of the Korean Utility Helicopter Surion offers two main benefits: the opportunity to relate with a high-level Industrial Partner such as KAI and the experience of engaging - for the first time as the system’s Design Authority - in the development and production of an entire system”, says Maurizio Faucitano, Helicopters Sales & Proposal Director at Avio Aero.
Benefits that thus evolve into professional and human advantages: "working alongside KAI engineers means activating a fruitful path, both in terms of culture and engineering, of discussion, exchange, that involves our people. A process," Faucitano continues, "that can only enrich our expertise and further enhance the international vocation that distinguishes our company and represents the common thread of all the successes achieved by Avio Aero in over 100 years of industrial history”.
"The successes achieved in recent years with programs such as VRT500, AW249 and Surion demonstrates a growth that we need to acknowledge and which translates into mastering new technologies while also remaining efficient, with the end result that our offerings become more competitive. Helicopter companies will be ready to engage us on the basis of our competitiveness, flexibility, skills and innovative capacity, whether they are established or emerging market players," Faucitano concludes. | aerospace | 1 |
https://www.thecaterer.com/news/foodservice/fred-sirieix-and-chris-galvin-in-french-commercial-space-flight | 2023-11-29T19:31:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00805.warc.gz | 0.964664 | 337 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__68238333 | en | by Mona Peckeys
Fred Sirieix and Chris Galvin are to be the first dedicated hospitality staff to take part in a commercial space flight, it was announced today.
The move comes after Sirieix, the general manager of Galvin at Windows, and Galvin, chef patron of Galvin Restaurants, were chosen by the French space agency, the ASF for the mission.
The pair are to fly together on 14 February 2015 and are already taking part in a rigorous training programme, which has included weightlessness training with the French Air Force over France.
Galvin will undertake the cooking and Sirieix will provide the service during the flight for several high-net worth individuals. One of the dishes Galvin is expected to create is his version of the French classic - pan-fried Poisson d'Avril, although little else is known about their plans.
Meanwhile, the challenges posed by table cloths floating away in low gravity mean that the offering is likely to be relatively casual, and at more than 400km above the Earth's surface, produce is not expected to be locally sourced.
"We're absolutely thrilled to be the first - the experience is going to be second to none, certainly culinary wise," said Galvin, speaking in a press conference filmed earlier this morning when he and Sirieix announced their involvement in the mission.
To receive updates of the pair's progress in preparing for the mission, follow @GalvinatWindows, and to ask further questions, include the hashtag: #GalacticGalvin.
Watch Galvin and Sirieix talk about their planned space mission in their video press conference: | aerospace | 1 |
http://www.migman.com/sw/AirPowerColdWar/WarsawPactmissions.php | 2018-12-15T04:54:34 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826715.45/warc/CC-MAIN-20181215035757-20181215061757-00544.warc.gz | 0.925255 | 198 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__56680772 | en | Chuck Yeager's Air Combat is remembered as a classic sim from the early 1990's. Would it cut the mustard today? Well... no! The graphics are primitive, the cockpits basic, scripted missions limited in number and scope. The attraction was in playing the same missions over and over, a quick air combat fix and never exactly the same twice.
So, 10 years on - what are we to do? Track down a copy of Chuck Yeager's Air Combat or do we move on?
Let's move on - at least to 1998, to Microsoft Combat Flight Simulator (1998). In that sim, straightforward, scripted missions provided hours of fun in the WW2 European theatre but unfortunately stopped short of the jet era - the 1950's. This is where Air Power: The Cold War (2000) fits the bill with it's 20 missions and 30 flyable aircraft! The missions are minimalistic, straight to the point and guaranteed fun in a 5 minute time slot. | aerospace | 1 |
https://www.industrialheating.com/articles/96029-doe-announces-projects-for-ultrahigh-temperature-materials-program | 2023-02-04T16:06:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500140.36/warc/CC-MAIN-20230204142302-20230204172302-00037.warc.gz | 0.867343 | 172 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__292477267 | en | The U.S. Department of Energy announced $16 million in funding for 17 projects as part of Phase 1 of the Advanced Research Projects Agency-Energy’s (ARPA-E) Ultrahigh Temperature Impervious Materials Advancing Turbine Efficiency (ULTIMATE) program. ULTIMATE teams will develop ultrahigh-temperature materials for gas turbine use in the aviation and power-generation industries.
ULTIMATE projects address two target temperature levels and seek to develop ultrahigh-temperature materials for continuous operation at 2372°F (1300°C) in a stand-alone material test environment or at 3272°F (1800°C) with coatings and cooling. Teams will also develop new manufacturing processes that ensure turbine blades can operate at these ultrahigh temperatures.
Click here for a list of the projects. | aerospace | 1 |
https://www.aviationnews-online.com/technology/faa-awards-air-carrier-certification-to-drone-delivery-firm-ups-flight-forward/ | 2024-04-22T22:15:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818374.84/warc/CC-MAIN-20240422211055-20240423001055-00224.warc.gz | 0.914071 | 163 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__784238 | en | The Federal Aviation Administration (FAA) has awarded air carrier and operator certification to an unmanned aircraft system (UAS) delivery company, UPS Flight Forward. Through the U.S. Department of Transportation’s UAS Integration Pilot Program (IPP), the FAA has now approved a Part 135 operating certificate for UPS Flight Forward. This allows the company to perform revenue-generating package delivery activities within federal regulations. UPS Flight Forward may now operate multiple drones under one certificate. Under Part 135, the company can deliver vital healthcare supplies including by flying beyond visual line of sight. U.S. Department of Transportation Secretary Elaine L. Chao said: “This is a big
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http://www.aviationpros.com/press_release/11396119/easa-certifies-raisbeck-swept-blade-propellers-for-king-air-c90-e90 | 2015-04-27T13:43:37 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246658376.88/warc/CC-MAIN-20150417045738-00264-ip-10-235-10-82.ec2.internal.warc.gz | 0.950894 | 364 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__50029909 | en | April 11, 2014 — Seattle, Wash. — Raisbeck Engineering's Swept Blade Propellers for the King Air C90 series have been certified by the European Aviation Safety Agency (EASA). The request for the STC was submitted to the FAA on January 9th, 2014 and official approval was received on March 21st, 2014.
“Our new Swept Blade Propellers were designed to the current standards of the FAA. This allowed for a quick and very smooth process when requesting the STC from EASA,” said Bill Lally, Vice President of customer Support. Lally leads all of Raisbeck’s certification coordination globally.
When included in the EPIC Performance Package for the C90 and E90 series, the STC for Raisbeck's Swept Blade Propellers allows full operational use of increased takeoff (10,500 lbs) and landing (9,700 lbs) weights, improved FAA-Certified takeoff and landing field-length performance, better climb and cruise performance, and overall quieter operations through reduced climb and cruise rpm.
James Raisbeck, CEO and Founder of Raisbeck Engineering, said, “Receiving the STC from EASA on the new Swept Blade Propellers is simply another step in Raisbeck’s goal to stay certified in every corner of the globe."
Raisbeck Engineering continues in the tradition of its founder, dedicated to the improvement in performance and productivity of business and commercial aircraft through the infusion of advanced technology into in-service and new production aircraft. For more information about Raisbeck Engineering and our products, please visit www.raisbeck.com. Stay connected with Raisbeck online through our Facebook, Twitter, and LinkedIn accounts. | aerospace | 1 |
http://esdcdoi.esac.esa.int/doi/html/data/astronomy/xmm-newton/080462.html | 2023-11-29T18:11:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00278.warc.gz | 0.801518 | 432 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__17078171 | en | |Title||Uncovering the CV majority population|
|Author||Dr Axel Schwope|
|Description||Period bouncing faint cataclysmic Variables (CVs) with degenerate donor stars are predicted to represent the majority population among the CV class. Yet only a handful have been securely identified via IR-photometry and eclipse modeling and only one was observed at X-ray wavelengths and found to be underluminous by a large factor. We propose to observe further two of the remaining four objects, all being eclipsers with well-determined binary parameters and distances, to measure their accretion rates and thus test the current binary evolution paradigm.|
|Publication||No observations found associated with the current proposal|
|Instrument||EMOS1, EMOS2, EPN, OM, RGS1, RGS2|
|Mission Description||The European Space Agency's (ESA) X-ray Multi-Mirror Mission (XMM-Newton) was launched by an Ariane 504 on December 10th 1999. XMM-Newton is ESA's second cornerstone of the Horizon 2000 Science Programme. It carries 3 high throughput X-ray telescopes with an unprecedented effective area, and an optical monitor, the first flown on a X-ray observatory. The large collecting area and ability to make long uninterrupted exposures provide highly sensitive observations.
Since Earth's atmosphere blocks out all X-rays, only a telescope in space can detect and study celestial X-ray sources. The XMM-Newton mission is helping scientists to solve a number of cosmic mysteries, ranging from the enigmatic black holes to the origins of the Universe itself. Observing time on XMM-Newton is being made available to the scientific community, applying for observational periods on a competitive basis.
|Publisher And Registrant||European Space Agency|
|Credit Guidelines||European Space Agency, 2018-08-24T22:00:00Z, 080462, 17.56_20190403_1200. https://doi.org/10.5270/esa-945lxxs| | aerospace | 1 |
https://www.cnet.com/tech/computing/amazon-asks-fcc-to-greenlight-its-internet-satellite-plan/ | 2024-04-19T04:14:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817253.5/warc/CC-MAIN-20240419013002-20240419043002-00623.warc.gz | 0.947273 | 448 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__62992644 | en | Amazon has taken another step toward providing global broadband internet from space through its Project Kuiper. The company filed paperwork with the US government to launch the thousands of satellites needed for the plan.
Amazon submitted its application with the FCC for Project Kuiper on July 4. The internet heavyweight asked the commission for permission to "launch and operate a non-geostationary satellite orbit system using Ka−band frequencies." Satellites will orbit 366 to 391 miles above Earth.
"Submitting to the FCC is the first step – next, the FCC will thoroughly review our application and we look forward to working with them throughout this process," an Amazon spokesperson said in an email Monday.
Project Kuiper will use 3,236 low Earth orbit satellites to provide broadband internet globally. "The Kuiper System will deliver satellite broadband communications services to tens of millions of unserved and underserved consumers and businesses in the United States and around the globe," the company said in the filing.
Meanwhile, Starlink is the
plan to provide broadband access across the world from space, and the company launched its first batch of satellites back in May. Billionaire Richard Branson started this race when his company OneWeb launched satellites for his own high-speed internet space project back in February.
On Tuesday, FCC Chairman Ajit Pai addressed the private sector push for small satellites and his enthusiasm for it.
"We now have in our sights new competition in the broadband marketplace and new opportunities for rural Americans who lack access to high-speed Internet access," Pai said in remarks prepared for a talk at the US Chamber of Commerce. "That's why the FCC under my leadership has moved quickly to give a green light to satellite entrepreneurs like OneWeb, SpaceX, and O3b and is considering other applications from entrants like Amazon and Boeing."
Pai also noted that on Tuesday he presented his FCC colleagues a draft order to make it easier and cheaper to license small satellites.
Originally published July 8. Updated on July 9: Adds comments from FCC chief Ajit Pai.
Watch this: Jeff Bezos reveals plans for the moon and beyond
Prime Day 2020 preview: The 50 weirdest deals we've ever seen | aerospace | 1 |
https://midwestflyer.com/?p=10450 | 2021-12-04T01:26:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362923.11/warc/CC-MAIN-20211204003045-20211204033045-00391.warc.gz | 0.915495 | 255 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__133496077 | en | Published in Midwest Flyer – February/March 2017 issue
FREDERICK, MD – The Aircraft Owners and Pilots Association (AOPA) issued the following statement after the FAA’s release of the final Part 23 rule that reforms small aircraft certification standards with groundbreaking new provisions that allow manufacturers to use performance-based, industry-consensus standards in place of the “prescriptive” manufacturing methods that have long hindered development of new designs and technologies, and caused aircraft certification costs to soar.
“We acknowledge the FAA’s achievements with Part 23 reform and anticipate a much improved certification process for new aircraft with new innovations, exciting designs and technologies incorporated, but we must also focus on ways to modernize the existing fleet,” said AOPA President & CEO Mark Baker.
Under the final rule’s provisions, categories such as utility, aerobatic and commuter will be eliminated for future Part 23 airplane certifications. Instead, four levels of performance and risk will be used, based on the aircraft’s maximum seating capacity.
AOPA will continue to press for reforms allowing the existing type-certificated aircraft fleet to be retrofitted with modern, low-cost equipment (www.aopa.org). | aerospace | 1 |
https://www.thereporterethiopia.com/7751/ | 2024-02-23T01:06:21 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473871.23/warc/CC-MAIN-20240222225655-20240223015655-00495.warc.gz | 0.960563 | 828 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__132187052 | en | The world’s largest aircraft manufacturer and Ethiopian Airlines long-term partner, Boeing, which has been facing backlash and a hit on its reputation and business throughout the world, has finally conceded and took responsibility for the most recent accident of B737 Max jet in Ethiopia that killed 157 people last month.
This came after a damming preliminary report from 18 Ethiopian and international investigators found the pilots followed all protocols and recommendations of the manufacturer before it nosedived mere minutes after takeoff from Bole International Airport, according to flight data and cockpit voice recorders, mirroring a similar incident with Lion Air crash that crashed in the Java Sea, 12 minutes after takeoff and killing 189 people late last year.
The report was released on Thursday by Ethiopia’s Minister of Transport, Dagmawit Moges.
“The crew preformed all procedures repeatedly provided by the manufacturer but was not able to control the plane,” she told a well-attended press conference, which was held on the properties of the Ethiopian Roads Authority (ERA).
According to the report, the pilots followed all rules after experiencing difficulties within two minutes after takeoff as one of the two sensors began to fluctuate, indicating wrongly that the plane was stalling, while the other sensor gave conflicting information. This came about as the plane began to increase speed, becoming uncontrollable and went downward soon.
The report continued, by showing how the pilots countered that by pushing electrical switches on their control wheels that adjusted the angle of stabilizers on the tail of the plane, which had been moved by Maneuvering Characteristics Augmentation System (MCAS), “moving the stabilizers to a dangerous angle in another nose-down action” and tried to disable the entire stabilizer electrical system using the stabilizer trim cutout.
The report recommended that Boeing review its flight control system.
The head of the manufacturer, Boeing CEO, Dennis Muilenburg, was quick to react, after the preliminary report was released on Thursday, releasing a belated reaction of the accident, as the company faces a slew of lawsuits and a number of reputable airlines begin to cancel orders.
“The full details of what happened in the two accidents will be issued by the government authorities in the final reports, but, with the release of the preliminary report of the Ethiopian Airlines Flight 302 accident investigation, it’s apparent that in both flights the Maneuvering Characteristics Augmentation System, known as MCAS, activated in response to erroneous angle of attack information,” he via a video release via the company’s website.
“It’s our responsibility to eliminate this risk. We own it and we know how to do it,” he pleaded as he promised to install a new software fix for its anti-stall system and give pilots the authority to override the system, should it be activated by faulty sensor data.
The Reporter repeatedly attempted to speak to the CEO of Boeing, but the request was denied. Instead, via its public relations company based in South Africa, Meropa Communications, facilitated by Prologue Ethiopia, the sister company of Cactus Advertising and Marketing, and sent The Reporter the following statement on the value of the partnership between the airline and the Seattle based manufacturer.
“Ethiopian Airlines has a proud history that stretches more than seven decades. In that time, Ethiopian has been a pioneer and a leader in our industry, launching Africa into the jet age, connecting the continent with all corners of the globe with its extensive network, and with its extensive network, and earning a reputation for service and safety. More than just an airline, Ethiopian represents the pride and progress of a great people and a symbol of The New Spirit of Africa”, the statement said.
In the meantime, the father of Captain Yared Getachew, the pilot of the doomed flight 302, told The BBC Africa’s Emmanuel Igunza, the belated action of Boeing is “too little too late” and that his son was a “hero”. | aerospace | 1 |
https://virtualpilot3d.net/first-space-shuttle-flight-sts-1-full-mission/ | 2021-09-28T19:30:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060882.17/warc/CC-MAIN-20210928184203-20210928214203-00231.warc.gz | 0.952839 | 1,856 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__200235413 | en | First Space Shuttle Flight
I remember the First Space Shuttle Flight as if it were yesterday! I was just a 13 year old kid at the time and watched in awe as the Space Shuttle Columbia lifted off from Launch Pad 39A on April 12, 1981 at 7:00:03 a.m. EST. It was a spectacle for all to see and a flight for the ages!
This was the very first time that a reusable spacecraft would be launched into orbit so there was a lot of anticipation in the air. The Space Shuttle Program brought enthusiasm back to NASA and the United States NOT seen since the days of the “LEGENDARY” Apollo Program. All eyes were on Columbia on this very special day.
First Space Shuttle Flight – The Greatest Test Flight – STS-1 (Full Mission 03)
You can relive this incredible moment in NASA history by watching the AWESOME documentary video above. STS-1 was the very first orbital spaceflight of NASA’s Space Shuttle Program. John Young and Robert Crippen were hand picked to fly the first Shuttle mission in March 1978 and what a flight it was. One for the record books for sure!
The Space Shuttle Columbia launched into history on April 12, 1981 from the Kennedy Space Center on Florida’s Space Coast and safely landed back on Earth at Edwards Air Force Base in Southern California on April 14, 1981. The flight duration was 54.5 hours and the Columbia orbited the Earth 36 times.
The Space Shuttle Program
The Space Shuttle Program also known by it’s official name, the Space Transportation System (STS) was the fourth human spaceflight program carried out by the National Aeronautics and Space Administration (NASA). NASA’s Space Shuttle Program flew low Earth orbit (LEO) missions from 1981 to 2011.
There were a total of 133 successful missions with 2 missions ending in catastrophic failure. The first disaster happened on January 28, 1986 which was STS-51-L. The Space Shuttle Columbia exploded just 73 seconds after lift-off killing all 7 astronauts on board including what would’ve been the first civilian in space teacher Christa McAuliffe.
This tragedy shook the confidence of an entire nation and shocked the World as we all looked on the fateful day. NASA immediately started investigating what went wrong. They determined that the O rings which are placed in between the each section of the solid rocket booster failed due to cold weather conditions.
It wasn’t long after the Rogers Commission Report that NASA’s Space Shuttle Program was up and running again. Sadly, there would be another tragedy that would rock the Space Shuttle Program again just 17 years later. The Space Shuttle Columbia was lost during re-entry approximately 16 minutes before its expected landing at Kennedy Space Center, STS-107, February 1, 2003. The 7 person crew was lost.
May these 14 brave souls rest in peace forever. Here’s a quote from President Reagan’s speech on January 28, 1986. I think it’s fitting for all those lost in our never ending quest to reach for the stars!
“The crew of the space shuttle Challenger honored us by the manner in which they lived their lives. We will never forget them, nor the last time we saw them, this morning, as they prepared for their journey and waved good-bye and ‘slipped the surly bonds of earth’ to ‘touch the face of God.”
President Ronald Reagan, February 1, 1986
Names Of Space Shuttles
There were a total of six Space Shuttles but five actually flew in space. The first Space Shuttle was the Enterprise which was named after the USS Enterprise (NCC-1701) (Star Trek starship) and flew only one time on August 12, 1977. She was launched from the top of a specially modified Boeing 747. This was the “OFFICIAL” first flight and it went flawlessly as she glided back to Earth for a safe landing at Edwards Air Force Base in California.
The Names Of Space Shuttles that actually flew in space are the Columbia, Challenger, Discovery, Atlantis and Endeavour. These Space Shuttle’s were only launched from Kennedy Space Center and landed at Edwards Air Force Base during the early days of the Space Shuttle Program. They would eventually land at Kennedy Space Center depending on weather conditions at the space center.
The Space Shuttle Program flew from 1981 thru 2011 and cost an estimated $196 billion (2011). The Space Shuttle Fleet flew way longer than they were designed to fly. As the years went on the cost to maintain the Space Shuttle Fleet was astronomical and a determining factor when it came time to finally retire the Space Shuttle Program.
Even though there were two catastrophic missions that cost the lives of 14 brave souls. The Space Shuttle Program was a HUGE technological success. Up until the Challenger disaster in 1986. People around the World considered space flight routine. Unfortunately, space travel is extremely dangerous as we were all reminded of on that fateful day.
Space Shuttle Flight Controls
The Space Shuttle Flight Controls are still the most complicated system ever built by man. In fact, the Space Shuttle could not be flown without the help of it’s on board computer system which was responsible for monitoring all flight system and flew the Space Shuttle back to Earth during re-entry through the atmosphere.
The pilot in command would take control on final approach and gently land the Space Shuttle on the runway. The Space Shuttle is definitely man’s greatest accomplishment! Next to landing a man on the Moon of course but the Space Shuttle is by far the most complicated piece on machinery ever created.
As you can see in the Space Shuttle’s Cockpit above. There are hundreds of switches and knobs along with digital displays that make flying the Space Shuttle an absolute dream for Astronauts. Flying the Space Shuttle is nothing like flying an airplane. It’s NOT even close!
Astronauts spend countless hours inside flight simulators preparing for every kind of disaster conceivable and whatever else NASA can conjure up. As the Space Shuttle Program matured over the decades so did technology. The first all glass cockpit was fitted in the Space Shuttle Atlantis which was a huge leap in technology at the time.
All the magic happens inside the cockpit of the Space Shuttle and during re-entry and Landing the Commander begins the de-orbit burn by firing the orbiter’s engines to slow its speed and take it out of orbit. As soon as the Space Shuttle is about 4 minutes from touchdown the Commander will take over for the final approach.
NASA Space Shuttle’s Final Voyage of Atlantis – STS-135 (Full Final Mission)
Everything comes to an end sometime and that’s exactly what happened when the Space Shuttle Atlantic blasted off for the final time on July 8, 2011. Unfortunately, there was NOT a replacement vehicle ready and U.S. Astronauts would have to rely on Russia for a ride to the International Space Station and still do to this very day.
The Orion spacecraft was slated to replace the aging Space Shuttle Program but was abruptly cancelled for political reasons. The good news is that Orion is back in business and has already been test flown and has performed flawlessly so far and scheduled for man flight in the very near future.
As a tribute to the Space Shuttle Program. Watch the documentary above and relive every moment of the Space Shuttle Atlantis’s final flight into the history books as she closes another chapter in human space flight. It was a sad day indeed but a story that will not end with the final flight of the Space Shuttle.
Space Shuttle Flight Simulator
Even though the Space Shuttle is part of history. She still flies in all her glory inside Virtual Pilot 3D! “The World’s MOST REALISTIC Flight Simulator!” Climb aboard the Space Shuttle Atlantis and go where few have gone before! Experience the ULTIMATE flight by clicking on the orange button below NOW!
This Space Shuttle Flight Simulator is nothing like you’ve ever flown before! You will know what it’s like to be a real-life Astronaut! This is almost as good as the real thing. ALMOST! This is the BEST space simulation game you can get for a home PC. There has never been anything like it!
Get ready for a KICK-ASS ride pilot! If you have any comments or questions about the Space Shuttle. Please leave them below and I’ll answer your questions to the best of my knowledge. Thank you for stopping by today and I hope to see you on board the Space Shuttle Atlantis!
If you’re ready for YOUR First Space Shuttle Flight NOW! Click on the button below and I’ll see you on the next page. You are NOT going to believe the view from the Space Shuttle. The stunning 4K HD graphics will make you feel as if you’re really in orbit.
I’ll see you on board the Space Shuttle Atlantis pilot! | aerospace | 1 |
http://www.navyrecognition.com/index.php/news/naval-exhibitions/2017/sea-air-space-2017-show-daily-news/5074-sas-2017-nrl-presents-the-cicada-close-in-covert-autonomous-disposable-aircraft.html | 2017-04-26T23:33:38 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121752.57/warc/CC-MAIN-20170423031201-00451-ip-10-145-167-34.ec2.internal.warc.gz | 0.846577 | 457 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__93644574 | en | Sea Air Space 2017 Online Show Coverage - Naval Research Lab press release
SAS 2017: NRL presents the CICADA Close-in Covert Autonomous Disposable Aircraft
The US Naval Research Laboratory (NRL), displays one its latest technologies, the CICADA, at the Sea-Air-Space Exposition, April 3-5, 2017, at the Gaylord National Convention Center, near Washington, D.C.
The Close-In Covert autonomous Disposable Aircraft (CICADA) mk5 is the smallest, simplest, and lowest-cost air vehicle that can precision-emplace a sensor on the battlefield. The CICADA mk5 is primarily an autopilot and lifting surface printed circuit board (PCB), and a 3D component mounted printed fuselage. This multi-purpose airframe/avionics implementation allows robotic assembly and reduces human touch-time, leading to a reduction in per-vehicle cost. Novel construction methods enable rapid manufacture of high-quantity, low-cost, and rugged micro air vehicle.
NRL developed a custom autopilot and controller for the CICADA for low cost and high robustness. The autopilot recovers from tumbling maneuveurs after air-launch, proven through 200+ flights of the mk5, including in 40kt winds. Average landing accuracy is +-5m away from a 85m orbit radius. Each CICADA carries MEMS-based pressure, temperature, and humidity sensors, and estimates the vertical wind profile during its descent. Efforts to quantify the sensors quality are ongoing.
Two RF options have been developed for CICADA. A cell-phone modem and unique phone nuber provides data after landing via a stream of sms messages. Alternaly, a line-of-sight mesh network radio provides real-time telemetry up to about 5000ft slant-range using omni-directional antennas. A custom launch canister has been developed based on the Navy-standard Size-A and Size-G sonobuoy canister. The configuration design of the CICADA mk5 allows stacking of 32 aircraft in a single Size-A or 10 aircraft in a Size-G canister for mass-deployment. | aerospace | 1 |
http://www.ppccanopies.com/go/index.php | 2013-06-19T19:57:00 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709101476/warc/CC-MAIN-20130516125821-00084-ip-10-60-113-184.ec2.internal.warc.gz | 0.982308 | 584 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__58881745 | en | Holy smokes! It looks like the Rocket is still a contender for the records after all.
It was drop dead gorgeous weather here today for January. I took off at around 3:00 and the wind was light, it was sunny and about 60 degrees!
I remembered the variometer today, but I forgot to turn it on before I took off. So, I made a round at low level and made a touch down back on my runway and switched it on, let it come on and then I powered up and lifted off again. J
With the engine running at full power as soon as we were airborne, I let her go up like the elevator that it can be. The engine hit 6500 rpms like it is supposed to, and the EGTS and CHTs were perfect and mighty close to even.
The throttle stayed at full power all the way up to just above the 3,000 meter AGL level and never missed a beat. It sounded sweet. Then I backed off to 3,000 rpms and began the descent.
Not long after I started descending, a warning light went off on the EMS. It was the fuel pressure. It had dropped to a couple of pounds at the low rpm and high altitude. This was my first flight to altitude with the fuel pressure sensor. The fuel flow was still fine and I guess all engine would do this at the altitude. As I descended and stayed at the same rpm, the pressure slowly came back up the lower that we got.
It was cold up there today, and the temp dropped to 30 degrees before I hit the top. The Tour Master electric clothes did a sweet job though. I did not even wear the flight suit over it today, and I stayed toasty warm.
Below is a copy of today’s flight barograph, and below it is the one from when I went to 19,311’ with the 583 engine in 2009. The climb angles are real close. The rate of climb when corrected from the previous flight to the recalibrated instrument reflects that both saw a maximum climb rate of 1240 fpm. That means this 582 setup is doing as well as the 583 did at lower altitudes. However the climb rate seems to fall off a little quicker with the 582. That is probably due to the lack of RAVE valves.
Still, the Rocket 582 did pretty good today and still beats the official time to 3,000 meters record. The record is 16 minutes and 51 seconds. The Rocket did it today in 13 minutes and 25 seconds. In 2009 the 583 Rocket did it in 11 minutes and 28 seconds.
It was about 15 degrees warmer today than back in 2009 too, so things are still pretty close. J
Have a good one!
"Rocket", 582, TB E-310 N3098Y | aerospace | 1 |
https://www.naval-technology.com/news/newsgd-delivers-1500th-amc-and-1000th-type-3/ | 2023-02-05T23:52:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500294.64/warc/CC-MAIN-20230205224620-20230206014620-00434.warc.gz | 0.905044 | 372 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__62119382 | en | Produced under the Advanced Mission Computer and Displays programme (AMC&D), the new generation computing capability will replace the ageing AYK-14 mission computer systems and CRT displays with integrated AMCs, network switches and high resolution displays currently being used on US naval aircraft platforms.
Tracy Barkhimer, the Air Combat Electronics office (PMA-209) programme manager captain, said the mission computers have been and continue to be extremely versatile and highly reliable systems for fleet users.
"They provide mission computing capabilities for many major naval aircraft platforms. The AYK-14 mission computers in the F/A-18A-Ds, E-2Cs, and SH-60Bs are still in service and have been for more than 35 years, while AMC&D products are entering their 10th year of service." Barkhimer added.
The US naval platforms that use AMC&D system include the AV-8B Harrier, the F/A-18A-D Hornet, the E-2D Advanced Hawkeye, the F/A-18E/F Super Hornet and the EA-18G Growler.
Mike Tweed-Kent, GD Advanced Information Systems Mission Integration Systems division, vice president and general manager, said: "AMC is built on a well-defined open systems architecture, allowing for rapid insertion of mission-specific technologies at lower costs."
The AMC is the nerve centre of the Super Hornet and provides situational awareness and combat systems control to the flight crew.
AMC is a ruggedised, high-performance, reliable display-processing system, which can process high-speed data flows from the latest sensor technologies.
The system is designed to operate in extreme environmental conditions and perform general purpose, input / output, video, voice and graphics processing. | aerospace | 1 |
https://travelingadventuresofafarmgirl.com/2014/02/24/u-s-space-rocket-center/ | 2022-06-30T01:41:10 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103646990.40/warc/CC-MAIN-20220630001553-20220630031553-00109.warc.gz | 0.961351 | 322 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__23732494 | en | U.S. Space & Rocket Center
Seeing a space ship catapult on its way to the great beyond on television gives us this visual of fire and lift off. Seeing the rocket engines that provide the thrust to push a rocket into space is an amazing opportunity. We saw these engines along with rockets and rocket models and learned a little about the race to space during a tour of the U.S. Space & Rocket Center in Huntsville, Alabama.
Learning that it was former German rocket scientist that surrendered to the Americans was something I had missed in my space history. I admit to blanking out a bit as a kid when we discussed the race to the moon, but who wasn’t fascinated and transfixed by the pictures of the men in white space suits floating on the moon’s surface. History was made that day and we have been surging forward every day since then in a big part thanks to Wernher von Braun who eventually became a US citizen and created a big part of the Apollo technical aspects.
The center is a great place to go and get your space history fix. I know my husband wasn’t there near long enough to get all the details. He plans to go back and immerse himself in rocket 101!
A very cool place with real life space artifacts! To find out more about the U.S. Space & Rocket Center, log onto http://www.rocketcenter.com/groups. Located at One Tranquility Base, Huntsville, AL 358905-3399, call 800-637-7223 for more information | aerospace | 1 |
https://floridatrend.com/article/37076/space-florida-israel-innovation-authority-funded-20-million-into-research-and-development-projects-over-a-decade | 2024-04-24T03:23:01 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818999.68/warc/CC-MAIN-20240424014618-20240424044618-00111.warc.gz | 0.899064 | 1,084 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__110913949 | en | Space Florida, Israel Innovation Authority Funded $20 Million into Research and Development Projects over a Decade
EXPLORATION PARK, Fla.—June 19, 2023—Today Space Florida, the state’s aerospace finance and development authority, and the Israel Innovation Authority, an independent publicly funded agency dedicated to fostering innovation ecosystems, announced the award recipients of the tenth round of funding from the Space Florida-Israel Innovation Partnership Program. The program, with $2 million available in funding, has supported the research, development, and commercialization of aerospace and related technology projects for the benefit of Florida’s and Israel’s economy over the past 10 years.
“Congratulations to this year’s Florida-Israel Innovation Partnership Program recipients,” said Lieutenant Governor Jeanette Nuñez. “This collaboration between Florida and Israel holds significant value for our space industries. By working together, we ensure a prosperous future for aerospace and further strengthen the economic relationship between Florida and Israel.”
“Our decade-long partnership with Space Florida in space-related technologies has yielded incredible successes and propelled innovative projects forward that will truly revolutionize the aerospace sector,” said Dror Bin, CEO, Israel Innovation Authority. “With an annual joint investment of $2 million, we have leveraged disruptive innovations and projects all while further strengthening the ties between our economies.”
“From research and development to access to capital, Space Florida is truly where aerospace companies get everything they need to see their new ideas take off,” said Frank DiBello, president and CEO, Space Florida. “By combining the expertise and resources of both entities, this partnership has fostered an environment conducive to breakthrough advancements and entrepreneurial growth. We take great pride in the development of groundbreaking technologies that this partnership has enabled!”
This year’s award recipients are:
Sidus Space, Merritt Island Florida and Maris-Tech, Israel: Sidus Space, Merritt Island Florida and Maris-Tech, Israel propose to develop and test on orbit a 360-degree ultra-high definition (HD) video recording and downloading system for the purposes of conjunction avoidance, rendezvous, and proximity operations. This system will enable the safe deorbiting of satellites that meet the requirements for Low Earth Orbit (LEO) satellite operations, while providing a cost-effective approach to complex orbital environments.
Arralis Space Daytona Beach, Florida & Ayecka Communications Systems, Israel: The project involves the joint development by Arralis Space in Daytona Beach and Ayenka Communications, Israel, of a complete, integrated satellite communication system with a modem, transceiver, and antennas that can support DVB-SX2, multiple modulation schemes, and encryption.
Guident Autonomous Intelligence, Boca Raton, Florida and Novelsat Limited, Israel: In compliance with regulations for operating autonomous vehicles on public roads in numerous U.S. states, a Remote Monitor and Control Center (RMCC) solution is required and under this program, will be developed by Guident Autonomous Intelligence, Boca Raton, and Novelsat in Israel.
ETA Space, Rockledge, Florida and Helios Project, Israel: Eta Space LLC of Rockledge FL and Helios Project of Zur Yigal, Israel intend to leverage each companies’ specific technology expertise to develop and deploy a joint Lunar Oxygen Station that will be used to convert Lunar regolith into liquid oxygen for propulsion and life support applications.
Sidus Space, Merritt Island, Florida & Lulav Space, Israel: Sidus Space and Lulav Space propose to develop and demonstrate an Event Based Star Tracker for application to Low Earth Orbit (LEO) vehicles. They will innovatively engineer and test on orbit an event-based star tracker that meets the requirements for improved operations of orbiting spacecraft and rocket launch systems compared to current state-of-the-art star trackers widely in use.
Past recipients include Tampa-based StemRad and their radiation-shielding vest ‘AstroRad’, developed in partnership with Lockheed Martin. With initial funding from Space Florida, ‘AstroRad’ was researched and tested at Kennedy Space Center for the goal of protecting astronauts in low Earth orbit (LEO). The recent culmination of this vital research was the successful round the Moon flight of ‘AstroRad’, as it was scientifically tested aboard NASA’s Artemis I mission.
The joint funding program established in 2013 has provided crucial support for projects that have transformative implications for the aerospace industry. Through this collaboration, Florida-based companies have gained access to Israeli technological prowess and innovation, while Israeli companies have benefited from the state’s thriving aerospace ecosystem. Enterprise Florida’s Israel Office has been instrumental in this partnership and Call for Projects.
This partnership has not only strengthened ties between Florida and Israel but has also fueled the emergence of cutting-edge technologies, paving the way for a brighter future in the aerospace and technology sectors in the state of Florida. To date, Space Florida and the Israel Innovation Authority have facilitated the funding of $20 million in vital and innovative research awards.
More information can be found at www.spaceflorida.gov/israelpartnership. | aerospace | 1 |
https://www.airforce-technology.com/news/uk-chinook-nato-efp-estonia/ | 2024-02-24T11:46:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474533.12/warc/CC-MAIN-20240224112548-20240224142548-00793.warc.gz | 0.927522 | 437 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__188902832 | en | The UK Royal Air Force (RAF) has deployed its Chinook CH-47F helicopters to support Nato’s enhanced forward presence (EFP) in the Baltic region.
Based at RAF Odiham, the RAF’s Chinooks from 27 Squadron have already arrived at the Amari Air Base (AB) in Estonia.
As part of this UK-led Nato EFP, the deployed helicopters will support the British Army’s 2 Rifles and Royal Welsh battlegroups.
During the course of its deployment in Estonia, the RAF’s Chinooks will enhance the reach and agility of the Nato battlegroups by transporting equipment and personnel around for various exercises in Finland and the Baltic States.
The Chinook Force conducted a familiarisation event on 12 July to demonstrate the capabilities of the RAF’s helicopters for the allied forces.
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Aviation Task Force 3 officer commanding wing commander Butler said: “The Chinook Force relishes the opportunity to work alongside Nato and facilitate the essential training being conducted by the EFP battlegroup.
“The media day on the 12th was a great opportunity to showcase some of the Chinook’s capabilities and demonstrate our support for the Nato mission.”
The latest deployment aims to provide an opportunity for the RAF’s helicopters to train with the forces of various allied and partner nations.
Furthermore, the deployment will allow the Chinook crew to learn how to operate effectively in the Baltic Region.
The Chinook helicopters are capable of transporting 10t of equipment and up to 40 troops. It can travel at a maximum speed of 300kph. | aerospace | 1 |
https://www.texasufosightings.com/new-sightings/large-oval-craft-reported-nw-of-fort-worth-reported-by-member-of-us-air-force | 2018-08-14T17:32:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221209216.31/warc/CC-MAIN-20180814170309-20180814190309-00587.warc.gz | 0.975746 | 79 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__14391246 | en | A report of a large craft flying silently over a neighborhood was submitted by a former member of the US Air Force to NUFORC:
Strange craft and flight pattern seen in Springtown Texas night sky.
Could this be part of the recent wave of sightings of large crafts, typically triangle-shaped? Have you seen this craft as well? Do you think you can explain this UFO? | aerospace | 1 |
https://geolab.larc.nasa.gov/GEOLAB/Location/ | 2018-11-18T01:43:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039743960.44/warc/CC-MAIN-20181118011216-20181118032457-00015.warc.gz | 0.920117 | 149 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__138870546 | en | Visiting the NASA Geometry Lab
If you are planning a trip to the NASA Geometry Lab and need assistance in
coordinating your visit, please refer to our
Access by non-LaRC personnel must be obtained from the Badge and Pass
office located at the NASA LaRC main gate. It is preferable that
contact be made with NASA Geometry Lab personnel, Norma Farr or Bill Jones, prior to
your visit so that appropriate access procedures may be followed.
Be prepared to state your reason for visit, citizenship, and the
company which you represent with this initial contact. More specific
day-of directions can be obtained at the Badge and Pass office during
the pick up of your visitor's pass. | aerospace | 1 |
http://bleriotxi.com/2017/03/21/more-rpms/ | 2017-12-14T18:49:30 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948550199.46/warc/CC-MAIN-20171214183234-20171214203234-00093.warc.gz | 0.922038 | 116 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__59624824 | en | Today I had a lot of help from Wayne, setting up the mixture with my SU carburetor. He knows engines !!! 😊
And guess what, with the slightly higher compression, I get about 2100 rpm, that’s 100 higher.
But I do notice that the engine is getting hotter quicker. Can’t be running full power for 5 min on the ground but that’s ok. When flying it will get enough cooling 😊
So now it’s s matter of editing for a good day and try it out !!!!! | aerospace | 1 |
http://txlz.info/private-jet-charter-london-to-ibiza-jet-charter-reviews.html | 2019-07-22T18:07:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195528208.76/warc/CC-MAIN-20190722180254-20190722202254-00557.warc.gz | 0.971547 | 2,007 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__102966732 | en | Joel was a delight to work with arranging our flight from IRMA. Very professional and accommodating. I would definitely use him and your company again and refer others to you. The flight was fantastic with very nice pilots, James Briggs and Thomas Sommers. We were not the typical passengers as my husband has Alzheimer's and is wheelchair bound. Thanks for everything!!!
If there are no empty leg flights for your exact itinerary and timing, LunaJets will search its proprietorial database to reroute an empty leg. This would be a private jet that would make an additional stop to pick you up at your departure airport, drop you off at your destination airport, or both. These stops incur an additional cost (landing fees, extra fuel) that LunaJets will negotiate with operators for the best possible deal. Although greater than an empty leg price, a rerouted empty leg will always be much less expensive than a full fare on-demand private jet price.
I have worked with quite a few different charter companies over the years and Stratos Jets has been the easiest to work with. I always work with Kerry Hill because she very professional, friendly, and is just down right awesome at her job. I often need last minute trips for my boss and she always gets back to me quickly regardless of what time of day it is. I truely feel she goes above and beyond to make sure every aspect of the trip runs smoothly and everyone is happy. I can't say enough about how much stress is taken out of booking these flights because I know Stratos and Kerry have everything I need covered.
We decided at the last minute to escape from Florida as hurricane Irma was bearing down on us, and Stratos came through for us. Despite our first choice airport running out of fuel, they managed to get some at another and we got out with about 1 hour to spare. It was a hectic time, with everyone else scrambling to escape, but Stratos made the whole experience simple and efficient for us.We will definitely fly with them another time, preferable when we're not all stressed about a hurricane aimed right at us!
Private jet charter involves paying to use someone else’s aircraft when they are not using it. This is normally a one off adhoc charter agreement with no long term financial commitment. Fractional ownership involves sharing the full cost of purchasing and operating an aircraft. As such chartering a private jet can is often described as subsidised flying as the fixed costs (such as aircraft purchasing and depreciation, pilot salaries, aircraft maintenance and insurances) are paid for by the owner. When you charter someone else’s aircraft you are only paying for the fuel, airport fees and a small amount of extra cost to allow the aircraft owner to offset some of his annual tax bill.
The flying speed of a private jet varies dramatically depending on the type of aircraft. For example the fastest civilian aircraft in the world is the Citation X (ten), however many smaller jets including the range of aircraft called VLJs (Very Light Jets) are relatively slow compared to airlines. The time saving of flying privately is made on the ground. With minimal check in times and no delays waiting for luggage and clearing customs, flying by private jet is much faster than using a scheduled airline. Also on longer flights Air Traffic Control (ATC) will be able to offer private jet many more short cuts than a scheduled airline. This is because most private jets have a higher rate of climb and can fly higher than a normal air scheduled airline.
The cost of flying by private jet depends on many factors including; flight time, aircraft hourly rate, positioning sectors (where the aircraft is flown empty before or after the passenger sector) and airport fees. To find out how much it costs to fly by private jet, use the private jet cost calculator, which gives all-inclusive price estimates for any global trip. All prices that you receive from our network are fully inclusive, there are no hidden costs.
I have worked with Joel and Stratos Jets for several years and it has always been a pleasure. Most recently they booked a flight from St Petersburg, FL to Sanford, FL to Niagara Falls, NY with us on our Citation CJ1. The experience, as always was flawless and realtime feedback and communication meant the ASAP flight went without a hitch. Thank you Joel and team, I look forward to many more years of business with you.
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.
I met Joel, years ago, when he first introduced me to Stratos Jet Charters during its start-up phase. I was always very impressed on their marketing and honesty, as a broker. Joel is very genuine and caring when it comes to his customers or the operators that he works with. I know that Stratos Jets will not sacrifice safety for anything. I know that he likes to treat everyone like they are part of the Stratos Jet family. The trip planning process, from quote request to trip planning to invoice, is seamless – they’ve thought of everything and continue to be ahead of the trend in our industry with the way they do things. They think of everything! In my opinion, Stratos Jet Charters set the bar for aircraft brokerage and I will always continue to look forward to working with them.
For most private jet journeys it is normally easy to add extra passengers onto the flight at the last minute. However to save any embarrassment with or delays for your guests, it is advisable to check with PrivateFly first. Some destinations (such as Russia) require pre-clearance of customers. Also for shorter runways, there may be a limitation on the maximum number of passengers due to the aircraft landing and take off weight limits.
VIP catering suitable for the time of day will be provided on-board. For small cabin aircraft this will normally be pre-prepared buffet style options. All flights will also include a fully licensed bar and soft drinks. For larger cabin aircraft which have galley facilities, catering can be prepared on-board and hot meals served. Special catering requests will always be accommodated when possible.
Charter Jet Airline is equipped with thousands of executive jet charter, business jet charter and various other international private jet charter. Our private jets fly over various airports and countries of USA and Europe with dynamic fleet and largest private charter flights. The jets are operational all throughout the week and month and 24/7 customer services. We have reasonable private jet hire cost depending upon the needs and also provide easy payment options for private aircraft rental. Our jets are available according to the empty leg charge, round trip, multi-city journey and also a convenient private jet cost per hour. The jets are the finest and most powerful in their class with powerful speeds to save your time over travelling.
Monarch Air Group provides private jet charter flights in and out of Evansville, Indiana, USA. Often called “River City”, Evansville is the third-largest city in southwestern Indiana, on the Ohio River. It is also the commercial, cultural and medical hub of its state. The city’s economy is known for its diversity, stability, and vitality. There are many things to see and to do. The most popular tourist attractions include Casino Aztar, Victory Theatre, University of Evansville, Reitz Home Museum, Angel Mounds State Historic Site, Evansville Museum of Arts, History and Science, Children’s Museum of Evansville, Mesker Park Zoo, Burdette Park, and much more. The city is served by Evansville Regional Airport (EVV / KEVV), which is located 5 miles from the center of Evansville, and Owensboro-Daviess County Regional Airport (OWB / KOWB), which is situated 39 miles from Evansville.
The key words here are prop planes, turboplanes, and light jets. Prop planes like the Cessna Caravan are popular because they're roomy (the seats are like business class, and often configured face to face). More popular these days are planes like the six- to eight-seater Pilatus PC-12, and KingAirs, which fly faster and feel more like jets. And then you get into light jets like Learjets, Embraer Phenom 300s, and Citation CJ3s, and Hawkers, all of which are sleeker and more streamlined, and can fly for four to five hours, for slightly longer trips.
As always, your staff is a pleasure to work with, and are very good with their communication, etc. I (of course) wish we didn't have the snafu with your client cutting the trip short, only to change his mind - costing us an additional 3 hours of flight time (approx. $10,000) - since we cancelled a trip with another operator to accommodate his request to leave early. I think there should have been a consideration for a 2 hour cancellation fee or something there. We understand that this wasn't Stratos Jets' doing - but I believe your client should have been penalized in some way as he was informed we had another trip and he told us to cancel it to accommodate him. This was very disappointing (and financially detrimental) for us, especially as we had lowered the cost of the trip (in addition to removing all minimums) prior to booking. The only way it made sense for us to do that was to fly while sitting transient. | aerospace | 1 |
https://www.xyrec.com/industries/aerospace-oem/roadmap-to-automated-assembly/ | 2023-05-31T01:05:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646181.29/warc/CC-MAIN-20230530230622-20230531020622-00490.warc.gz | 0.947107 | 307 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__18630602 | en | Roadmap to automated assembly
XYREC Leads the Way
Current manufacturing uses dedicated automated solutions for assembling large vehicles, such as aircraft. The investment cases for these solutions can be difficult to make, as development of dedicated machines for a single task does not guarantee high utilization, and upfront development costs and risks are high.
XYREC’s robotic architecture overcomes these concerns, by being employable in a broad spectrum of scenarios. The beam, which is up to 15 meters long, can support an application tool of 600 kg and is able to reach deep inside aircraft. When used as an automatic guided vehicle, the omnidirectional base can handle up to 55 tons of weight, to transport aircraft parts, for example. The open software architecture facilitates integration with manufacturing planning solutions and current tooling.
To the Future
Together with Aerospace OEM’s we structurally rethink the assembly process of aircraft, using flexible, large and powerful robots that optimize building steps and logistics. Key in our analysis, is the recognition that aircraft are very particular shaped machines for which car-industry robots, that can only reach up to three meters, are no solution. The flexibility of our robot design combined with the use of metrological data, offers the potential for full automation and it drastically increases the possible applications of the robots. They are large and powerful enough to carry heavy end-effectors and perform tasks such as lifting, providing force, drilling or using other mechanical tools, even in parallel, while covering the whole aircraft. | aerospace | 1 |
https://www.popsci.com/tags/air-traffic/ | 2021-12-01T05:48:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964359093.97/warc/CC-MAIN-20211201052655-20211201082655-00158.warc.gz | 0.904218 | 180 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__1502123 | en | Featured in air traffic
Air traffic controller training makes emergencies seem ordinary
Preparation, organization, and team work help navigate a crisis.
To shorten flights and lower emissions, scientists are discussing the birds and the bees
The behavior of cuckoos and swarming bees could help us fly more efficiently.
The Future Of Flight: A Congestion-Killing Aircraft
Meet the 100-passenger plane that'll keep your flight running on time.
A Drone Flew Within 200 Feet Of A Commercial Jet. How Legal Was It? [Updated]
An airline pilot spotted an unmanned flying object dangerously close to his plane in Brooklyn yesterday. What can we learn from this?
FYI: Could A Layperson Land A Jumbo Jet?
Possibly, but only with a lot of luck and some autopilot assistance. Amateurs have landed smaller private planes after the... | aerospace | 1 |
https://usmilitary.com/coveted-technology-contract-for-the-air-force-is-awarded-to-powerhouse-general-dynamics/ | 2022-09-28T00:38:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335059.31/warc/CC-MAIN-20220927225413-20220928015413-00311.warc.gz | 0.948197 | 456 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__281498464 | en | After years of neglect and numerous military budget cuts, the U.S air force is slowly roaring back to life. The Trump administration has made good its promise to reverse the course of reduced spending in the military.
The military was granted a total budget of $684 billion dollars for the fiscal year 2019. Although the Air force is the youngest of the military branches, it received about $161 million dollars budget allocation.
The Air Force is already putting their share of the military budget to good use. In the last 3 months alone, the Airforce has awarded more than 200 contracts for various projects. The coveted Air Force Intelligence System support is the latest, no doubt many more are expected before the year ends.
Particulars of the Contract
This award sealed General Dynamic’s legacy as the sole network provider for the U.S Air Force’s Distributed Common Ground System(DCGS). The announcement was made by the company’s Vice President, Leigh Palmer who is also in charge of GDIT defense division.
The decision was a no brainer considering that GDIT developed the initial design for the global intelligence system network. This huge investment is part of modernizing the Air Force in order to support the 480th Intelligence, Surveillance and Reconnaissance Wing. The entire contract is estimated to worth around $217 million.
The news came just months after General Dynamics Information Technology was awarded the F-35 joint strike contract worth $155 million. The Air Force Intelligence System contract is to be undertaken in a nine-month base period and includes seven one-year options. Together with the possible six-month extension, the project will take a total of 8 years to complete. Assuming works begins without delay at Joint Base Langley-Eustis in Virginia and Beale Air Force Base in California, the project will be concluded by end of January 2027.
DCGS still remains the Air Force’s primary ISR collecting, analyzing, processing and dissemination weapon system. The technology is referred to as AN/SQ-272 SENTINEL within the force. The system is a robust global communication technology that seamlessly connects multiple intelligence platforms, DoD sensors, and networks. Acting as a high-speed intelligence superhighway for all | aerospace | 1 |
https://exhibitor.mroasia.aviationweek.com/as19/Public/eBooth.aspx?IndexInList=118&FromPage=Exhibitors.aspx&ParentBoothID=&ListByBooth=true&BoothID=1380303&Nav=False | 2020-10-30T04:44:49 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107907213.64/warc/CC-MAIN-20201030033658-20201030063658-00632.warc.gz | 0.890047 | 192 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__10370999 | en | For over thirty seven years Med-Craft, Inc. has been providing the aviation industry with repairs and overhauls of commercial and regional aircraft components. We are an FAA, EASA, ANAC, and DGCA Indonesian unlimited accessory Class I, II, and III certified repair station located in Miami, Florida. In our 44,000 square foot state of the art facility, we offer unsurpassed quality and reliability in all types of repairs /overhauls for aircraft components. Med-Craft's capabilities include flight controls, hydraulic, pneumatic, electrical, electronic, horizontal stabilizers, and ATA 38 components for Boeing 737 new gen, Boeing 747-400, -800, B757, B767, B777, B787 Airbus A319, A320, A321, A330, A340, and Embraer 135, 145, 170, 190.
Profile Status My profile has been updated. All changes are complete. | aerospace | 1 |
https://stocknewswires.com/amzn-spce-tsla-ba-lmt-blue-origin-hopes-to-carry-people-to-space-sometime-next-year-but-tickets-wont-be-cheap/ | 2020-01-19T01:25:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250594101.10/warc/CC-MAIN-20200119010920-20200119034920-00401.warc.gz | 0.849886 | 104 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__175662021 | en | Date: Saturday, December 14th, 2019
Source: Barron’s (https://www.barrons.com)
Summary: Jeff Bezos’ Blue Origin and Richard Branson’s Virgin Galactic have plans to send tourists into space next year. Elon Musk’s SpaceX is in the hunt too, and a Boeing and Lockheed JV. It won’t be cheap.
Full article address: https://on.barrons.com/36BcqoQ | aerospace | 1 |
https://jetandturboprop.blogspot.com/2016/09/true-airspeed.html | 2022-10-04T00:21:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337446.8/warc/CC-MAIN-20221003231906-20221004021906-00660.warc.gz | 0.912022 | 432 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__185913329 | en | This is just a little piece of information I had in mind, and wanted to share, As we know, there are different types of Air Speed we use when flying an Aircraft; There is Indicated Airspeed, Calibrated Airspeed, Groundspeed, and True Airspeed.
-Indicated Airspeed: Is the speed Pilots use as a reference to operate the Aircraft, this is the piece of
information we observe when we rotate during takeoff, rise and lower Landing
gear, raise and lower flaps, expect a stall to occur at, etc.
-Calibrated Airspeed: Is the Airspeed corrected for installation and position error.
-Ground-Speed: Is simply put, the speed at which an aircraft flies in relation to the ground.
-True Airspeed: Is an aircraft's speed relative to the air mass it is flying in.
True Airspeed and Indicated airspeed will only be equal when flying at sea level in standard temperature and pressure.(We do not see this very often.)
True Airspeed of an Aircraft increases at a rate of 2% per 1,000 feet.
Which means, that at an altitude of 5,000', flying at 100 Knots Indicated Airspeed, our True Airspeed will be 110 Knots. So we might be crossing a runway threshold during landing at 100KIAS, thinking we have are speed nailed, when in reality our airplane is flying at a higher speed, which will result in longer landing roll distances. And who knows, maybe we are carrying a little extra speed for gusty winds, and maybe our runway isn't that long after all. we might find ourselves in a situation where safety might be compromised by a high speed approach during landing.
Once again, Thank you all for stopping by, and as you know I appreciate any kind of feedback.
Necesitas tramitar un permiso de Overflight o LOA de RVSM? haz click aquí y deja que RVSM Approved Consultants se encargue. Hablamos español! | aerospace | 1 |
https://aviationinsider.com/bridget-donaldson/ | 2024-04-13T12:44:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816734.69/warc/CC-MAIN-20240413114018-20240413144018-00296.warc.gz | 0.952708 | 244 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__124120069 | en | I am a qualified private pilot, engineer, cabin crew member, and researcher. I have spent over a decade in the aviation sector and have experience of both commercial and military aviation. Currently, I am working for TUl Airways in a dual role as the Airline’s Sustainability Research Specialist overseeing Future Fuels and Propulsion research across the 5-airline group whilst also working as cabin crew for the UK airline, a role I find crucial to understanding the operational element of the business.
I was recently successful in gaining a place on TUI’s fully funded commercial pilot cadet programme and am also completing a Ph.D. in Sustainable Aerospace Engineering at the University of Oxford. I volunteer as Pro Bono Sustainability Lead for the Air League Trust, a non-profit organisation with over 100 years of history which heavily impacted and shaped my path within the sector from a young age. I am is passionate about paving the way to a fully sustainable aviation and travel sector as well as encouraging young people to pursue careers within both fields. I think young people are the next generation of leaders and will help guide the way to a sustainable future in aviation and travel. | aerospace | 1 |
https://www.bangaloreaviation.com/2010/09/uae-gcaa-releases-preliminary.html | 2023-11-30T11:18:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100184.3/warc/CC-MAIN-20231130094531-20231130124531-00218.warc.gz | 0.954173 | 1,147 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__177576883 | en | GCAA Announces the Preliminary Report on the ACCIDENT INVOLVING UPS6 Boeing 747 – 400 on 3rd September, 2010
Category : GCAA, Date : Sep, 05 2010
The UAE General Civil Aviation Authority (GCAA), announced today the preliminary report on the fatal accident of Boeing 747 – 400 Cargo airplane on 3rd September 2010.
The UPS6 B744 had departed from Dubai International Airport at 14:53 UTC (6:53pm local time) headed to Koln-Bonn (Cologne) – Germany. At 15:15 UTC (7:15pm local time) information was received from Bahrain that the aircraft was returning to Dubai Airport with a smoke in the cockpit, unable to maintain altitude and requested the airport for landing.
The UAE ATC Centre issued a clearance when aircraft was approximately 40 kilometer from touchdown. The aircraft was high on the approach and was at 8500ft at 24 kilometer from touchdown. It passed the overhead the airfield very high and made a right turn. Position reports were passed the tower as well as advising that all runways were available for the aircraft to land on. The aircraft tracked south west and rapidly lost altitude. At approximately 15:42 UTC (7:42pm local time), radar contact was lost. The B744 crashed in in an unpopulated area between the Emirates Road and Al Ain Highway after 50 minutes from departure and after returning back from Bahrain FIR (Flight Information Region).
The GCAA responded by launching an immediate investigation team who are currently on site collecting evidence, analyzing the initial onsite evidence, coordinating with all of the emergency services to secure the accident site, liaising with the aircraft manufacturer technical specialists and international accident investigation bodies who have invited to assist the GCAA onsite in the UAE under the provisions of ICAO Annex 13.
The investigation team recovered the Cockpit Voice Recorder (CVR) approximately 6 hours after the accident; the onsite GCAA investigation team is continuing the recovery effort to locate the Digital Flight Data Recorder (DFDR), while investigating the aircraft structure, systems, engines and flight controls as part of the forensic evidence collecting and data capturing activities associated with major air accident investigation.
A team from the National Transportation Safety Board (NTSB) will arrive to UAE today to assist the GCAA team in the crash investigation.
Coordination activities with the regional (ANS) is also continuing in the retrieval of important communications and flight planning material crucial to the successful conclusion of this investigation.
The UPS statement identifies the two dead crew members and provides technical details on the airframe.
Atlanta, September 04, 2010
A UPS cargo plane has been involved in an accident in Dubai.
Updated 4:15 PM EDT (20:15 UTC)
At the request of the families, UPS can now confirm that two of our crewmembers, Captain Doug Lampe of Louisville, Kentucky, and First Officer Matthew Bell of Sanford, Florida, lost their lives in the crash of Flight 6 yesterday, Sept. 3, in Dubai, United Arab Emirates.
The two pilots were flying a 747-400 en route to Cologne, Germany, when it crashed near Dubai International Airport shortly after takeoff.
“This is a terrible tragedy, and all of us at UPS extend our deepest sympathies to the families and friends of both of these crewmembers,” said UPS CEO Scott Davis. “Our thoughts and prayers will continue to be with them during this difficult time.”
The UPS Family Assistance Team is working with the victims’ families to help them in their time of need.
Captain Lampe, 48, has been with UPS since 1995. First Officer Bell, 38, has been with UPS since 2006. Both crewmembers flew out of UPS’s Anchorage, Alaska domicile, or pilot base.
The aircraft, tail number N571UP, was just three years old, entering UPS service off the Boeing production line in September 2007. The airframe had flown 9977 hours, completing 1764 takeoffs and landings. It was up to date on all maintenance, having just completed a major inspection in June 2010.
UPS owns 12 747-400s, eight of which are new, and four of which have been purchased from other carriers and adapted for UPS use. The aircraft, which has a payload capacity of nearly 258,600 pounds, is used on long-range international routes, such as the regular Dubai-Cologne routing.
The National Transportation Safety Board (NTSB) is dispatching an aviation investigation team to assist the General Civil Aviation Authority (GCAA) of the United Arab Emirates in the crash investigation. The GCAA will take the lead on the investigation and release all information on the progress of the investigation.
NTSB Chairman Deborah Hersman has designated senior air safety investigator Bill English as the U.S. accredited representative. His team will include NTSB specialists in the areas of human performance, fire, operations and systems. The team will also include technical advisors from the FAA, Boeing, UPS, GE and the Independent Pilots Association.
A UPS team has arrived in Dubai at this time and will cooperate with authorities in the investigation.
“We established an internal command center within minutes of learning of this tragedy. It will be staffed around the clock with experts from every part of our operation,” said UPS Airlines President Bob Lekites. “Safe, secure operations are our top priorities for our employees, our customers, and our public stakeholders.”
Blue skies forever Captain Lampe and First Officer Bell, 38. RIP. | aerospace | 1 |
https://www.sciencefocus.com/space/insight-what-nasas-mission-to-mars-could-find-inside-the-red-planet/ | 2023-06-05T04:20:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650620.66/warc/CC-MAIN-20230605021141-20230605051141-00554.warc.gz | 0.940756 | 2,558 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__226280137 | en | InSight: what NASA's mission to Mars could find inside the Red Planet
Mars has been an object of intrigue for centuries, yet for all our exploration efforts there remains a perplexing mystery: just what is going on underneath the surface?
Previous missions to Mars have been biased towards what’s happening on the surface. That’s no surprise given the menu of marvels on offer, such as sweeping sand dunes, soaring volcanoes and scintillating blue sunsets. We now know Mars’s outer facade so well that we have a better map of the Martian surface than we do of the ocean floor here on Earth. Yet it’s the deepest layers of a planet that really make it tick, and relatively little is known about the Red Planet’s interior.
Now, that’s all about to change thanks to a mission that has been long in the planning. “It was first proposed 25 years ago,” says Dr Suzanne Smrekar from NASA’s Jet Propulsion Laboratory in California. “We’re excited to finally be doing this.” Smrekar is the deputy principal investigator for the InSight mission. It was launched in May aboard an Atlas V-401 rocket from Vandenberg Air Force Base in California and is currently en route to the Red Planet. Due to touchdown on Mars on 26 November, close to NASA’s existing Curiosity rover, it will spend a minimum of one Martian year (nearly two Earth years) surveying deep beneath the famously ruddy dirt.
The goal of InSight is to give Mars’s interior the planetary equivalent of a full body health check. It will take its ‘pulse’ by carefully monitoring seismic activity (otherwise known as ‘Marsquakes’) and record its temperature by keeping track of the heat flow under the planet’s surface. That will help us understand how rocky planets, such as Earth and Mars, formed in the first place.
On Earth, most of these clues have been erased due to the action of our tectonic plates over billions of years. While seismic activity has been measured on the Moon, thanks to instruments left by the Apollo astronauts, it’s a much smaller world and it formed in a different way to the Solar System’s four rocky planets. Mars could hold secrets about how we came to be here in the first place, and InSight hopes to find them. “Mars is the perfect place for us to learn about terrestrial planet formation and evolution,” says Smrekar.
Touchdown on Mars
The lander itself is based on NASA’s Phoenix probe that touched down close to the Martian north pole in May 2008. By closely following a previous design, mission scientists have kept costs down. Since InSight will initially strike the Martian atmosphere at over 10,000 kilometres per hour, the craft has an outer shell that will shield the sensitive equipment from the heat generated by friction with Mars’s thin atmosphere. A parachute will then deploy to lower InSight down through the bottom half of the Martian atmosphere, then rockets will fire when it is 100 metres above the surface to gently deposit it onto the Red Planet.
While Phoenix’s landing went smoothly, that’s no guarantee of a hiccup-free ride this time around – landing anything on Mars is a notoriously tricky business. “A third of previous Mars missions have been unsuccessful,” says Smrekar. Still, she’s confident that their well-tested system has a 99 per cent chance of sticking the landing within the 130km-wide designated touchdown zone in a flat plain known as the Elysium Planitia. Sixteen minutes after landing, the Martian dust will have settled back down, after which InSight’s solar arrays will whirr into action to unfurl and charge its solar panels. Then the mission begins in earnest.
More like this
Elysium Planitia was chosen due to it ticking so many boxes. “First there were the engineering constraints,” says Smrekar. The landing site had to be less than two kilometres above Martian ‘sea level’ so that the probe travelled through enough atmosphere to slow it down. Equally they wanted a wide, open space free of large rocks and other potential obstacles. It also had to be close to the Martian equator so that the probe can bathe in enough sunlight to stay powered for at least a Martian year (687 Earth days) – the minimum intended duration of the mission, Smrekar says.
She does, however, caution against expecting the stunning pictures of sweeping Martian landscapes that we’ve become accustomed to with missions like Spirit, Opportunity and Curiosity because InSight’s mission scientists care about what’s under the surface of the planet, not what’s on it. “It’s a flat, boring site,” Smrekar says. “There were only a couple of sites that met all these constraints.”
One of the key instruments on board is a seismometer (known as SEIS) for measuring tremors from deep within the bowels of Mars. For Dr Neil Bowles, from the University of Oxford, it’s the most exciting part of the mission. The thing he’s looking forward to most, he says, is “the first unequivocal detection of a Marsquake”. One of the Viking landers of the 1970s did carry a seismometer, but, crucially, it wasn’t put in direct contact with the Martian surface. According to Bowles, that meant any tremors were felt through the legs of the lander and were therefore hard to measure accurately. It was better suited for sensing the fearsome Martian winds, but not for picking up underground vibrations.
This time InSight’s seismometer will be placed in direct contact with the ground and covered with a thermal shield to protect it both from the wind and wildly swinging Martian temperatures. It is so sensitive that it can pick up vibrations smaller in size than the width of a hydrogen atom. That’s more than enough to also detect the telltale thump of meteorite impacts on the Martian terrain.
SEIS has already been fired up on the journey to Mars to test its sensitive instruments in the harsh environment of space, but the first full seismic data will start to trickle back to Earth in early 2019, a couple of months after the probe touches down. “Whatever we find will be interesting and exciting straight away, as so little is known about what’s going on down there,” says Bowles.
It’s been over 130 years since similar measurements were made of earthquakes here on Earth, and our knowledge about our planet’s innards has been transforming ever since. “From the way vibrations are reflected and refracted inside the Earth, we’ve learned about its inner structure,” Bowles says. Without ever travelling down inside our planet, we know that it has a solid iron inner core encased in a liquid outer core, which in turns sits beneath the mantle and then finally the crust. InSight may bring the same level of knowledge about Mars, and in doing so shed light on one of Mars’s greatest mysteries: what happened to its magnetic field.
Earth’s magnetic field is generated by the movement of material in the liquid outer core as the planet spins. There’s weighty evidence that Mars once had a global magnetic field too, but now all that remains are scant patches of localised magnetism scattered here and there.
It could be that, as Mars is a smaller planet, there wasn’t enough material crushing down on the core to keep it liquid. If it solidified, there would no longer be movement, so the magnetic field would have switched off. Magnetic fields protect planets from the solar wind, which is a stream of charged particles blowing out from the Sun. Once Mars had no magnetic field, the solar wind was able to peck away at the planet’s atmosphere.
It is hoped that InSight can use the way vibrations travel through Mars to determine whether any of its core is still liquid. Understanding the link between the core and Mars’s magnetic field could prove crucial if we’re to regularly send astronauts to Mars and protect them from the harsh radiation generated by the Sun and the rest of the stars in the Milky Way.
InSight might also reveal sub-surface reservoirs of water, kept as a liquid by heat rising up from the core. It might be the only place on Mars where its ancient water has been able to survive in liquid form. If life got started on Mars in its more temperate past, it may just still be clinging on in these subterranean seas. The stakes are high.
If SEIS is the equivalent of a doctor’s stethoscope, listening for the planet’s beating heart, the Heat Flow and Physical Properties Probe (known as HP3) is like putting a thermometer under Mars’s tongue. Smrekar describes it as “a self-hammering nail”. The whole experiment weighs only three kilograms and will send back just over 40 megabytes of data over the duration of the mission – around the same as a low-quality YouTube video.
Like a mole, it will burrow down into the Martian soil to a depth of five metres – far deeper than any Mars probe before it. According to Smrekar, that’s deep enough to get away from any surface temperature variations due to day and night or Mars’s swinging seasons. Every 50 centimetres, the probe will let out a heat pulse and measure how that pulse dissipates through the Martian sub-surface. The quicker it fades, the better the surrounding material is at conducting heat – a surefire way to know what it is made of.
HP3 is also on the hunt for evidence of heat generated by radioactive decay. Elements such as uranium, thorium and potassium spontaneously break down over long periods into lighter elements, releasing energy along the way. It is thought Mars and Earth formed in a similar fashion from “planetary building blocks crashing together and melting,” says Smrekar. If the two planets formed from the same material, then we should expect a similar heat signature as those materials undergo radioactive decay. “InSight will tell us if the heat coming out of Mars is consistent with that picture,” says Smrekar.
That leaves the Rotation and Interior Structure Experiment (RISE), which measures the medical equivalent of the planet’s reflexes. As Mars orbits the Sun, it wobbles on its axis much like the Earth. Exactly how it wobbles depends on what’s going on in the centre of Mars. You can test this for yourself by comparing how a raw egg spins compared to a hard-boiled one. A partially liquid Martian core would lead to a different wobble compared with a solid core.
So measurements from RISE will complement those from SEIS in order to shed light on the enigma of why Mars’s magnetic field shut off. The instrument will accurately track InSight’s position in space every day of the mission by sending a signal from Earth and having it reflected back home by RISE. Changes in Mars’s position and speed will leave telltale shifts in the frequency of the signal, just as the pitch of an ambulance siren changes as it hurtles past you.
If all goes to plan, and these experiments all work as intended, we’ll finally get crucial information about the most unexplored part of the most explored planet in the Solar System.
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https://www.killerrobots.org/2021/03/05/air-force-runs-second-swarming-air-munitions-test-over-new-mexico/ | 2021-04-22T14:18:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039610090.97/warc/CC-MAIN-20210422130245-20210422160245-00067.warc.gz | 0.925196 | 564 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__129043054 | en | The Air Force has put Golden Horde, its new swarming air-launched munitions program, to the test a second time.
The Department of Defense this week released several images of an F-16D Viper fighter jet circling the target after “successfully dropping four [collaborative small diameter bombs] for the second Golden Horde test mission” near New Mexico’s Holloman Air Force Base Feb. 19.
The pictures followed Brigadier General Heather Pringle, commander of the Air Force Research Laboratory, discussing the weapons test at a late-February press conference.
The test involved a jet from the 40th Flight Test Squadron based at Florida’s Eglin Air Force Base.
CSDBs are small diameter bombs that have been modified with a collaborative network system that allows them to work together to identify targets, and the Golden Horde tests ” provide proof of concept for collaborative autonomous weapons,” according to the Air Force.
Aside from the images and their captions, the military has released little information about the tests.
In early January, the Air Force announced the completion of the first test in the Golden Horde program, where the CSDBs failed to impact the targets due to “improper weapon software load.”
At the time Pringle characterized the test as a “great learning opportunity.”
The AFRL has identified the Golden Horde program as one of its top three priorities.
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Boeing inks $115M deal for 3 more Loyal Wingman drones for Australia
Washington DC (UPI) Mar 2, 2021
The Australian government announced a plan Tuesday to co-develop three more Loyal Wingman unmanned aircraft, which recently completed its first test flight.
The three-year, $115 million-dollar deal will support the maturation of the aircraft design, evolution of current and future payloads and create the sustainment system for the Loyal Wingman.
The drone is the first military aircraft to be designed and manufactured in Australia in more than 50 years.
It’s also the first military … read more | aerospace | 1 |
https://www.indiatvnews.com/news/india/indigo-engine-snag-6e-5384-emergency-landing-pratt-whitney-582569 | 2020-03-30T10:20:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370496901.28/warc/CC-MAIN-20200330085157-20200330115157-00292.warc.gz | 0.974709 | 899 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__78820260 | en | IndiGo suffered yet another engine snag on Thursday after 6E-5384 took off from Mumbai. The Hyderabad-bound flight had to return to Mumbai soon after take off after one of its engines experienced high vibration, followed by a loud bang sound. The incident occurred at a height of 23,000 feet after which the engine had to be stalled and shut down. Carrying 100 passengers onboard, the IndiGo 6E-5384 flight landed safely on one engine. The incident has piled up to previous similar incidents and has made it 22nd such mishappening in a span of just 2 years.
The incident was acknowledged by a spokesperson of IndiGo 6E-5384 (A320), who said the pilot had observed an engine caution message and followed the laid-down standard operating procedures.
According to an official investigating the recent engine snag with IndiGo, low-pressure turbine of engine number 1 of the plane was found damaged. The engine had done 4,006 hours, he said, adding, the other engine was a modified one that had done only 1,198 hours and the plane had landed safely on that.
What is happening with IndiGo?
There has been a spike in the number of cases related to Pratt & Whitney (PW) engine snags on A320 Neos, and this has been reported for the past few days. Several reports have said such incidents are likely to continue until the snag-prone PW engines of the Neos are replaced. If the airlines and aviation regulators are to be believed, steps are being taken to ensure the safety of passengers, until the engines are replaced.
But, IndiGo needs to change about 137 unmodified PW engines on the A320/321 Neos in its fleet. This means of the 106 A320/321 Neos in IndiGo fleet currently, about 70 require an engine replacement.
According to a source, the Neos in India -- 106 with IndiGo and 41 with GoAir, have at least one modified engine each under their wings. So while the unmodified PW engine may stall inflight, the modified one will ensure the aircraft lands safely.
However, Pratt & Whitney’s (PW) snag-ridden engines for Airbus A320 have finally come under the scanner of the Directorate General of Civil Aviation, as IndiGo was on Friday asked to ensure that all the 98 Neos it currently has must get modified PW engines under both their wings. The deadline to change modify for having only modified PW engines was earlier fixed to January 31 has now been extended to May 31, 2020.
Comments from Pratt & Whitney’s (PW) on the same are yet awaited.
IndiGo engine snag: What the airline says
Since the IndiGo engine snag has now turned out to be a common phenomenon, the airliner has issued various statements on the problem.
On January 17, IndiGo said: “There are around 560 plus Neo operating with PW-1100G engines with 36 airlines. Globally these aircraft have logged over 20 lakh hours and over 10 lakh cycles (flights). New product and design are associated with issues that get manifested in-service. There have been issues with low-pressure turbine stage 3 of Pratt engines. Pratt has identified the root cause and developed a fix with modified low-pressure turbine blades made of Inconel. This fix has been implemented since May 2019. All new engines and spare engines currently being delivered are with modified LPT.”
“In order to ensure the continued safety of operation, Airbus and engines manufacturer and various regulatory authorities like DGCA in India, FAA in US and EASA of Europe have issued directives. Directives of DGCA are much more stringent than FAA and EASA. IndiGo Neo fleet is in full compliance with DGCA directives. At present, none of our Neo aircraft have both unmodified engines i.e. each aircraft either have both engines modified or at least one engine is modified. We have achieved that EASA guideline 2.5 months prior to the EASA deadline of March 31, 2020. Further IndiGo is working with original equipment manufacturer to ensure that 100% of IndiGo Neo fleet will have modified engines within the DGCA stipulated timelines which is much ahead of the FAA time line,” the IndiGo Jan 17 statement added. | aerospace | 1 |
https://vuabovdronerentals.com/drone-selection | 2019-09-23T02:29:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514575860.37/warc/CC-MAIN-20190923022706-20190923044706-00201.warc.gz | 0.922558 | 337 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__25633957 | en | Welcome to Vuabov Drone Rentals where access to high-end drones is only a few clicks away. With a wide variety of drones and packages, free delivery and pickup within Los Angeles County, shipping options, and instructional classes at your service, we are here to offer you the gear you need to get the shot you want.
IMPORTANT PLEASE READ
Please make reservations 48 hours in advance
Rental pick-ups and inquiries by appointment only
Minimum 3-day rentals
Do you want to rent a Phantom drone, maybe the latest Inspire, or try out a smaller drone, the Mavic Air? We’ve got those ready for you! As the premiere Los Angeles drone rental company, we stay on the technological pulse of the drone industry adding new drones and equipment every month. We pride ourselves in meticulously creating and maintaining all-encompassing drone packages that cover a wide range of uses from capturing stunning vacation videos to executing highly dynamic production drone shots. We want to make it easy for you to get what you need no matter how big or small your project is, or how experienced you are at flying.
With Vuabov, drone rentals in Los Angeles have never been easier with free pickup and delivery for all rentals over 2 days. If you are feeling hesitant about your ability to fly and control the drone, no need to worry; Vuabov offers complimentary basic training sessions or more advanced in-depth Master Classes so that you are prepared to fly. We also have a large bank of instructional videos in the “Tutorial” section of our website for your convenience.
Check out our wide variety of Premiere Drone Services. | aerospace | 1 |
https://windows2universe.org/headline_universe/space_missions/stories_2005/shuttle_launch_july_2005.html | 2024-02-24T02:23:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474482.98/warc/CC-MAIN-20240224012912-20240224042912-00088.warc.gz | 0.954576 | 656 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__36006639 | en | This is Space Shuttle Discovery being hauled to its launch pad at Kennedy Space Center in Florida. It is being carried by a gigantic Crawler-Transporter vehicle.
Click on image for full size
Image courtesy NASA.
First Space Shuttle Launch Since 2003
News story originally written on July 13, 2005
NASA is getting ready to launch a space shuttle for the first time in more
than two years. The shuttle Discovery is set to blast off on Wednesday, July
13, 2005. The space shuttle fleet has been grounded since February 2003, when
the shuttle Columbia was destroyed while re-entering Earth's atmosphere.
NASA has made many changes to the shuttle since Columbia was lost to make
the spacecraft safer. The seven astronauts on this new mission will test many
of the new safety equipment. The shuttle has a new robot arm with cameras that
will help astronauts inspect the shuttle while it is in space. If they find
any problems, there are new repair kits that NASA hopes the astronauts can
use to fix any damage they spot.
Discovery will also take food and other supplies to the International
Station (ISS). This mission is supposed to last 12 days. If the shuttle can't
be launched on Wednesday, NASA has until the end of July to try the launch
again. Hopefully Discovery will have a safe blast-off, mission, and landing!
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A memorial service in honor of Alan Shepard is scheduled for August 1st in Houston, Texas. Shepard died Tuesday, July 21, at the age of 74. "Alan Shepard is a true American hero, a pioneer, an original....more | aerospace | 1 |
https://www.key.aero/military-aviation?publication=All&subject_matter=All&type=All&category=All&author=All&page=8 | 2020-01-17T15:47:12 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250589861.0/warc/CC-MAIN-20200117152059-20200117180059-00435.warc.gz | 0.901194 | 262 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__95194545 | en | Key.Aero offers comprehensive and unparalleled coverage of the world’s air forces. Find out about the latest military and aerospace technology, view in-depth features on military conflicts, weaponry and exercises, read exclusive personnel interviews and enjoy superb colour photography by the world’s leading aviation photographers.
The Fuerza Aérea de Chile (FACh, Chilean Air Force) has reported that one of its Lockheed C-130 Hercules heavy-lift tactical transport aircraft has disappeared en route to Antarctica, with 38 people missing.Khalem Chapman
MD Helicopters Inc (MDHI) has announced a strategic teaming agreement with Elbit Systems to enhance the weapons and mission management systems for its MD 530G Block II light attack/scout helicopterKhalem Chapman
The Australian government has announced selection of the General Atomics Aeronautical Systems Inc (GA-ASI) MQ-9B SkyGuardian to provide the next-generation unmanned combat air vehicle (UCAV) for the Australian Defence Forces (ADF) under Project Air 7003.Khalem Chapman
In the second half of a two-part feature, Combat Aircraft looks at the most ambitious ‘Fulcrum’ derivative — the MiG-29M.Alexander Mladenov | aerospace | 1 |
https://www.lexingtoninstitute.org/directed-energy-is-logical-next-step-in-israels-layered-defense/ | 2023-12-04T09:19:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100527.35/warc/CC-MAIN-20231204083733-20231204113733-00033.warc.gz | 0.963183 | 1,031 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__184711590 | en | Defense experts and military historians like to talk about the interaction of offensive and defensive technologies and the impact of this dynamic on warfare. Improvements in offensive capabilities engenders a search for better defensive systems as does the opposite. As swords, spears and arrows improved, becoming deadlier, armorers sought enhanced defensive technologies, moving from leather to chain mail to plate armor. The invention of gunpowder weapons led to wholesale changes in defensive capabilities from the way forts were constructed to the introduction of heavily armored warships. Each time the armor was added to a warship, the caliber of naval guns was increased in order to achieve penetration. Firearms also ended the utility of body armor for more than a century until advances in material science allowed the creation of ceramic plates. The advent of aerial bombardment led to development of radar, anti-aircraft artillery and surface-to-air missiles along with airborne interceptors. The offensive-defensive interaction has been going on since Man first used tools.
An important current example of the struggle of offense against defense is that between ballistic missiles and missile defenses. Because ballistic missiles pose extremely high speed and relatively short flight times they have proven difficult to defeat except with another missile. The ability to hit a bullet with a bullet was, until relatively recently, difficult to achieve. Several decades of investments, beginning in 1983 with Ronald Reagan’s Strategic Defense Initiative, has significantly improved the ability of defensive systems to track and intercept ballistic missiles and rockets. The U.S. Aegis Ballistic Missile Defense System using several versions of the Standard Missile has successfully intercepted ballistic missile targets in 28 out of 34 tests. Some reports claim that in 2012 the Israel Iron Dome system, designed to engage short-range rockets, achieved a 90 percent success rate against rockets that had a flight time of just a few minutes.
The introduction of missile defenses did not mean that ballistic missiles and rockets were rendered impotent. Offensive responses to initial missile defenses ranged from simply increasing the number of missiles fired so as to overwhelm the defense to very sophisticated maneuvering warheads and decoys. Missile defense designers, in turn, focused on engaging ballistic missiles earlier in their trajectory and layering the defense, thereby allowing multiple “shots” at each incoming missile or warhead. Because it faces threats from missiles and rockets of all ranges, some of which could in the near future be armed with nuclear weapons, Israel is building a layered missile defense system that includes several versions of its Arrow long-range interceptor, the U.S. Patriot PAC-3, the Iron Dome and soon a system called David’s Sling.
Even as Israel has deployed ever more sophisticated defensive technologies, its enemies have not given up on the use of missiles and rockets. Their offensive counter to Israeli missile defenses has taken two forms. The first is to massively increase their holdings of ballistic missiles and rockets hoping simply to inundate Israeli defenses or run them out of interceptors. The second is to improve the guidance on their larger and longer-range rockets and missiles making them more likely to find their target and thereby forcing the defense to engage each and every incoming weapon.
In the latest cycle of the offense-defense dynamic, there are reports that Israel is planning to add directed energy weapons to its array of missile defense capabilities. A system called the “Iron Beam” will be deployed to better counter the very short-range/short flight time rockets being fired from the Gaza Strip. Although details about the Iron Beam system are lacking, it probably is a relatively low-power solid state laser weapon.
The U.S. and Israel have been working on laser-based defenses for more than a decade. As far back as 2004, the chemically-powered Tactical High Energy Laser system successfully engaged and destroyed missiles, rockets, artillery projectiles and even very small mortar shells fired singly and in salvoes. Recently both the U.S. Navy and Army demonstrated the ability of low-power solid state lasers to engage rockets, artillery shells, unmanned aerial vehicles and even small boats. The Navy will demonstrate a much more powerful prototype solid state laser aboard a ship in the Persian Gulf. It is not surprising that Israel would be as far along in developing directed energy weapons as is the United States, perhaps farther.
A solid state laser weapon offers the potential to radically alter the offense-defense dynamic in favor of the latter. Such a weapon has three features that makes it highly desirable as part of a defensive architecture: instantaneous time of flight, low cost per shot and, depending on the power source, a virtually infinite magazine. It is particularly well suited for countering short-time-of-flight and high speed threats. Because of its extremely low cost per shot and near-infinite magazine, a solid state laser system could bend if not break the historically unfavorable cost-exchange ratio between missile offense and a missile-only defense.
Israel is showing the United States the way. We have directed energy technology every bit as good as Israel’s. We both face similar threats. What we lack and they have is the commitment to deploy directed energy weapons.
Find Archived Articles: | aerospace | 1 |
http://reviews.firetrench.com/heroes-of-coastal-command-the-rafs-maritime-war-1939-1945/ | 2022-08-16T06:45:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572221.38/warc/CC-MAIN-20220816060335-20220816090335-00289.warc.gz | 0.975813 | 1,069 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__8497020 | en | The RAF record in maritime warfare is mixed but its crews served with distinction, courage and determination, making an important contribution to survival and ultimate victory. The politicians decided in 1918 to summarily dispense with the RFC and the RNAS, drafting their personnel into the new RAF which was given a monopoly of military aircraft ownership with some disastrous consequences – Highly Recommended.
NAME: Heroes of Coastal Command, The RAF's Maritime War 1939-1945 FILE: R3025 AUTHOR: Andrew D Bird PUBLISHER: Pen & Sword BINDING: hard back PRICE: £25.00 GENRE: Non Fiction SUBJECT: WWII, World War II, World War 2, Second World War, maritime reconnaissance, maritime attack aircraft, anti-submarine patrols, convoy escort, flying boats, float planes, SAR, airdropped lifeboats, long range patrol, flying artillery, rocket armed attack aircraft, torpedo bombers
IMAGE: B3025.jpg BUYNOW: tinyurl.com/y3qp2u96 LINKS: DESCRIPTION: The RAF record in maritime warfare is mixed but its crews served with distinction, courage and determination, making an important contribution to survival and ultimate victory. The politicians decided in 1918 to summarily dispense with the RFC and the RNAS, drafting their personnel into the new RAF which was given a monopoly of military aircraft ownership with some disastrous consequences – Highly Recommended. The birth of the RAF in 1918 had one immediate effect in that it ended the Royal Navy plans to launch a concentrated air attack from a carrier task force against the German High Seas Fleet in its ports. In the longer term it had an almost catastrophic effect on British military aviation. It delayed the development of advanced aircraft and concentrated on strategic bombing, with home defence interceptors and little else. The Royal Navy battled on and was rewarded in 1938 when it secured control of naval aviation once more and started a program of expansion and upgrading with a number of monoplane specifications circulated and upgrades to its aircraft carriers and carrier building program. Unfortunately, the RAF had been allowed to set up Coastal Command in 1936 and managed to retain control of flying boats and long range maritime patrol aircraft. There will always be controversy about the relative merits of who controlled what maritime aviation assets and responsibilities with the RAF was so heavily focused on strategic bombing that it almost dropped the ball on fighter development and made its Coastal Command a Cinderella organization depending on hand-me-downs from Bomber Command. That in itself was a major weakness that cost many lives at sea, but it was initially compounded by a lack of co-operation at senior level with the RN that increased losses of shipping and people. Against that, the flying personnel of Coastal Command performed beyond all reasonable expectations and their courage and skill went a long way to covering up defects in political management and senior command. Initially they had to depend largely on poorly suited aircraft. Obsolete and obsolescent bombers did offer range and did have a capacity to carry bombs and aiming equipment, but they were in most other respects very unsuited to the type of long range patrol that Britain needed to protect warships and merchant convoys. It almost cost Britain the war. With the exception of the Short Sunderland flying boat, which was a brilliant conversion of a civil airliner and so effective that its defensive reputation saw the crew of one unarmed Sunderland driving off German fighters with a single Tommy gun, the aircraft as initial war time maritime patrol resources were sadly lacking. The situation took time to improve and it was not until mid-war that enough production, and supplies of US aircraft, allowed the Coastal Command to receive the kit they desperately needed. Once adequately equipped, they were able to develop air superiority in protection of convoys and warships, taking the war to the enemy with considerable success. Co-operation with the RN had also developed and its initial lack was more to do with Service separation and lack of training together before the war. By mid war there was mutual respect and understanding between Coastal Command, the Royal Navy and its Fleet Air Arm. The level of co-operation and skills were rewarded with great success. Coastal command was to receive B-24 Liberator bombers that were produced by a company with strong experience of building flying boats, which might explain the depth of the fuselage. The B-24 had very good range and was ideal, as was the PBY Catalina in its flying boat and amphibian forms. The Beaufighter and Mosquito proved a further enhancement of Coastal Command capabilities, the Mosquito including a version with the 57mm Mollins guns that was quickly replaced by Mosquitoes with under wing rockets for attacking surface submarines and surface warships. With bomber production more than keeping up with the heavy losses of Bomber Command, Coastal Command began receiving Lancasters and Boeing B-17s with excellent range and bomb bays that could be modified to carry air-dropped lifeboats for survivors far out into the Atlantic. There were also several modified aircraft, including the Lockheed Hudson which was a modified passenger aircraft and noted in Coastal Command service for forcing a U-Boat to the surface and then accepting its surrender. The author has combined careful research and explanation of equipment and tactics with first hand experiences of those who flew for Coastal Command with such distinction. | aerospace | 1 |
http://archivesgamma.fr/2022/01/12/huron-king/ | 2022-08-16T13:10:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572304.13/warc/CC-MAIN-20220816120802-20220816150802-00792.warc.gz | 0.962234 | 591 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__155739378 | en | Huron King Test Chamber, located to the right of 3-08 Road in Area 3, 600 meters from its original location. The Huron King test chamber contained a communications satellite and other space-related experiments, and simulated a space environment. It was used for a rare type of Vertical Line of Sight underground test conducted by the Defense Nuclear Agency, forerunner of the Defense Threat Reduction Agency. The device, which was less than 20 kilotons in yield, was detonated on June 24, 1980.
The Huron King test was intended to address concerns about how atmospheric nuclear detonation might affect military communication satellites in orbit. A nuclear explosion produces a large electromagnetic pulse, or EMP in short, that can be used by an enemy to inflict secondary damage upon electrical and electronic systems by generating high levels of current and voltage surges to burn out sensitive components such as semi-conductors. An electromagnetic bomb, can devastate and render functionless any modern society that rely on electricity by knocking out their power grid and disrupting communication equipment.
The Huron King test was conducted on 24 June 1980 as part of ‘Operation Tinderbox’. The objective was to measure and quantify the damage an EMP blast can inflict on a military satellite, and whether the shielding techniques used were adequate to deflect such an attack. Because atmospheric nuclear testing was prohibited, the engineers devised a novel solution—the test itself would take place underground, with a military communications satellite suspended directly over the exploding device. The satellite will be housed inside a giant 50-ton vacuum chamber built in order to simulate the vacuum of space. This vacuum chamber was nicknamed Tinderbox.
A 1,000-foot deep shaft was drilled and a 20-kiloton device was placed at the bottom of it. The Tinderbox, which was mounted on traction tread to make it movable, was parked at the top of the shaft and connected to the shaft by a vertical section. When the bomb detonated, radiation from the explosion shot up through the vertical shaft exposing the satellite to the electromagnetic pulse. A fraction of a second later, before the blast wave from the explosion could hit the Tinderbox and damage the target, mechanical closures sealed the shaft shut. The test chamber was immediately disconnected by remote control from the shaft and quickly winched to safety before the ground could subside to form a crater.
An inspection of the satellite after the test showed that the EMP shielding had worked as intended, and the satellite suffered no severe loss of functionality. The Huron King test cost USD 10.3 million in 1980 (equivalent to $35 million in 2020). The test chamber was never used again. You can still see it in satellite images (the site is off-limits to visitors) standing among the craters, 600 meters from its original location. It stands isolated in the middle of the Nevada desert, about 25 miles north of Mercury, a closed village and the gateway to the Nevada Test Site. | aerospace | 1 |
https://knowyourworthquotes.com/space-mission-analysis-and-design/ | 2023-03-25T01:08:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945292.83/warc/CC-MAIN-20230325002113-20230325032113-00055.warc.gz | 0.970852 | 697 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__47413687 | en | I have a lot of questions about this one.
I want to know how we get the rockets that deliver the payload to the space station.
The rocket itself is actually a spacecraft called The Asteroid. It looks like it has a smaller version of The Falcon (which is sort of like a larger Falcon) on the nose. That’s because the Falcon has a different payload to space station payload ratio than The Asteroid. The Asteroid is designed for more space, while the Falcon is designed for more speed. The Asteroid is also meant for a trip to the Moon, while the Falcon is meant for a trip to low earth orbit.
The Falcon is also very light. It weighs about 25,000 pounds, while the Asteroid is designed for about 200,000. The Asteroid is also a bit more powerful, because it has a bigger rocket engine, but the Falcon is a bit heavier, because it has a smaller rocket engine.
The Falcon is meant for a trip to low earth orbit, while the Asteroid is meant for a trip to the moon. The Asteroid is also designed for a trip to the moon, but it only has one trip to the moon, so we’re not actually going to the moon. It was designed to be deployed on the surface of an Earth-like planet, so it’s also a bit more powerful, since it has a bigger rocket engine.
For those of us who are still in the dark about the Asteroid’s purpose, we have some context for the Falcon. It’s part of a larger project called ‘Explorer’. It’s a space exploration program that has been in development for the past three years. The idea is that the Asteroid will be used to send a probe to explore the moon, but will be used for transportation to the surface of Mars.
Although the Falcon rocket is still a ways away from being ready, there are already some cool things we can see in the images we’ve been able to piece together. One cool thing of note that I’ve seen in the images is that the Falcon has some kind of engine that fires the rocket before it launches into space. This is a first for the Falcon, but it could be an interesting design feature if the Falcon does indeed become a transportation system.
The Falcon engine is probably one of the coolest things about the Falcon rocket. The engine is a two stage rocket that uses the same design as the first Falcon. So we know its going to be pretty cool.
There are some interesting design elements in the Falcon’s engine, but most of them are of a conceptual nature. For example, the engine is designed to launch vertically, which means that it has a long barrel that is capable of launching the rocket into space. There are numerous other details that are still under design, but you can’t imagine a rocket that could have this sort of design and use it.
Well, that’s not to say that you can’t imagine a rocket with a long barrel and a vertical launch. It’s just that the rocket design is still being designed. As for the engine, it’s a bit of a challenge to design something a rocket like this that’s going to work for space. Its not necessarily a problem with the design, but its very much a challenge. | aerospace | 1 |
https://idstch.com/space/lunar-innovations-breakthrough-technologies-for-water-supply-on-the-moon/ | 2024-02-24T01:40:04 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474482.98/warc/CC-MAIN-20240224012912-20240224042912-00218.warc.gz | 0.943374 | 1,824 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__114231054 | en | The Moon’s mineral resources and potential for helium-3, a fuel for future nuclear fusion power plants, have sparked a global space race among countries to build Moon bases and harness these resources. This has resulted in increased investment in space exploration and the development of new technologies to support human missions to the Moon.
For deeper understanding of Lunar exploration and technologies please visit: Lunar Horizons: The New Era of Moon Exploration, Mining, Moon Colonization, and Sustainable Space Presence
China, Japan, Europe, Russia, Iran, Canada, and several private companies are all working towards sending people to the Moon by as early as 2025. These missions involve building bases, mining for natural resources, and studying the Moon in unprecedented detail. The competition for lunar resources has led to significant advances in space technology, which will have far-reaching economic and strategic benefits.
The economic benefits of lunar resource exploitation are significant. The estimated value of the Moon’s mineral resources, including water, helium-3, and rare earth metals, is in the trillions of dollars. The availability of these resources could lead to the establishment of a new space-based economy, providing opportunities for the development of new industries and job creation.
In addition to economic benefits, the strategic importance of the Moon cannot be overstated. The Moon provides a strategic vantage point for monitoring the Earth, and a lunar base could serve as a launching point for deep space missions. Countries that have a strong presence on the Moon will have a significant advantage in the race to dominate space and establish themselves as global leaders in space exploration and technology.
Water Requirements for Moon Missions
The moon is a harsh environment that presents numerous challenges for those seeking to establish a permanent human presence on its surface. One of the most pressing of these challenges is the need for a reliable and sustainable source of water. Water is essential for life, and it is also a valuable resource for space exploration.
Here are some of the benefits of having a water supply on the Moon:
- Water is essential for life. Humans need water to drink, to grow food, and to stay clean.
- Water can be used to produce rocket fuel. This would make it possible to send spacecraft to and from the Moon more easily.
- Water can be used to generate electricity. This would provide power for human settlements on the Moon.
- Water can be used to cool spacecraft and equipment. This would help to prevent overheating in the harsh lunar environment.
The Moon is a potential source of water, but it is not easy to access. Scientists and engineers are developing new technologies to extract water from the lunar surface and make it available for human use.
Water supply on Moon
One promising technology is to extract water from the lunar regolith, or soil. The regolith is made up of small particles of rock and dust that have been blasted off the lunar surface by meteorite impacts. Water ice is thought to be present in the regolith, but it is mixed with other materials and difficult to extract. Scientists are developing new methods to separate the water ice from the regolith and make it available for use.
One of the most promising technologies for extracting water on the moon is lunar water mining. This involves drilling into the lunar surface to extract water that is trapped in the form of ice in the soil. NASA’s Resource Prospector mission was set to develop this technology, but it was canceled in 2018. However, private companies such as Moon Express are still pursuing this approach, and it could prove to be a critical part of any future lunar water supply infrastructure.
Another approach to extracting water on the moon is to use solar-powered kilns to vaporize the ice in the soil, separating it into water and other volatile compounds. This technology has been tested in the lab, and initial results suggest that it could be an effective way to extract water on the moon. However, more testing and refinement will be necessary before this approach can be deployed on a larger scale.
Another promising technology is to extract water from the lunar atmosphere. The lunar atmosphere is very thin, but it does contain some water vapor. Scientists are developing new methods to collect water vapor from the atmosphere and condense it into liquid water.
Recycling and conservation will also be critical components of any lunar water supply system. One promising technology in this area is using regenerative life support systems, which recycle wastewater and other materials to produce clean water and other resources. NASA has already developed some of these systems for use on the International Space Station, and they could be adapted for use on the moon as well.
Finally, researchers are exploring the possibility of importing water to the moon from Earth or other sources. This could be done using rocket transport or by creating a lunar water depot to serve as a waystation for water shipments. While this approach would require significant resources and infrastructure, it could be a viable option for ensuring a steady supply of water for a lunar colony.
Recent studies of the Moon’s surface have revealed exciting news about its potential as a resource-rich environment. There is evidence that the Moon contains significant amounts of water ice beneath its surface. Additionally, the lunar regolith is rich in metals and minerals, with an estimated total value of USD sixteen quadrillion, as estimated by Moon Express.
These discoveries have significant implications for the establishment of a permanent human presence on the Moon. One of the most exciting prospects is the extraction of water, which can be processed into rocket fuel. This fuel can be used to power spacecraft traveling to other planets in our solar system, such as Mars. According to Jeff Bezos, founder of Blue Origin, the price of this lunar rocket fuel will be 25 times lower than fuel delivered from the Earth’s surface. This cost difference is due to the weak lunar gravity.
The weaker gravitational force on the Moon means that it will take fewer rocket launches to deliver rocket fuel to outer space. This reduced launch requirement will significantly reduce the cost of fueling up in space, making lunar-sourced rocket fuel an attractive option for space exploration missions.
The extraction of water from beneath the lunar surface can also contribute to the establishment of a sustainable lunar colony. Water is a crucial resource for human survival, and the availability of water on the Moon could enable the creation of habitable environments for lunar explorers. Furthermore, water can be used for growing crops, generating electricity, and supporting industrial processes.
Chinese scientists may have finally analyzed how water is stored on the moon. A new study claims water is stored in hair-sized glass beads
The recent discovery of a massive amount of water stored in hair-sized glass beads on the Moon is an exciting development with significant implications for the future of space exploration and human colonization beyond Earth.
According to a Chinese study, these glass beads are formed from volcanic eruptions on the Moon and contain significant amounts of water, which is trapped within the beads. The study suggests that the water content of these beads is much higher than previously thought, and estimates that there could be up to 20 times more water on the Moon than previous estimates had suggested.
The discovery of this water is significant because it could be a valuable resource for future human missions to the Moon. Water is essential for human survival, and the availability of water on the Moon would reduce the cost and complexity of transporting water from Earth for use on the Moon.
Additionally, water is a critical resource for rocket fuel, which could be produced on the Moon using this water. The ability to produce rocket fuel on the Moon would reduce the cost and complexity of launching missions into deep space, including crewed missions to Mars and beyond.
The discovery of this water also has implications for the scientific study of the Moon’s geology and history. The presence of water in these glass beads suggests that the Moon’s volcanic activity was much more active and widespread than previously thought, providing new insights into the Moon’s formation and evolution.
In conclusion, the discovery of significant water and mineral resources on the Moon represents a massive step forward in the pursuit of a permanent human presence beyond Earth. The recent discovery of a massive amount of water stored in hair-sized glass beads on the Moon is an exciting development that could have significant implications for the future of space exploration and human colonization beyond Earth.
The availability of lunar rocket fuel and other resources will reduce the cost of space exploration and contribute to the establishment of a sustainable lunar colony. As we continue to explore the Moon and develop new technologies, the potential for the Moon as a resource-rich environment will only increase, opening up new possibilities for scientific discovery and human exploration.
In conclusion, developing a sustainable water supply system is essential for any future human presence on the moon. While there are numerous challenges to overcome, there are also many promising technologies being developed that could make this a reality. By continuing to invest in research and development in this area, we can ensure that future lunar explorers have access to the water they need to live and work on the moon. | aerospace | 1 |
http://www.flyhighwi.com/flight-instruction | 2023-03-23T18:21:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945182.12/warc/CC-MAIN-20230323163125-20230323193125-00046.warc.gz | 0.885837 | 94 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__264282876 | en | Try your hand at flying a helicopter! After a short ground instruction on flight controls and the helicopter you will go up with an instructor and actually fly the helicopter yourself. $180.00
R44 Flight Instruction Rated helicopter pilots get your SFAR 73 Robinson R44 PIC endorsement.
Any of your instruction needs for $475/HR with fuel and instructor.
Call Eric at 608-712-7796 for all your flight instruction needs. | aerospace | 1 |
http://economictimes.indiatimes.com/topic/Arun-Bhatia | 2014-07-28T11:42:33 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510258086.28/warc/CC-MAIN-20140728011738-00295-ip-10-146-231-18.ec2.internal.warc.gz | 0.96404 | 250 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__174158455 | en | AirAsia India, owned by Arun Bhatia, is inching closer to beginning operations after the DGCA completed the aircraft inspections a while ago.
The Chennai based airline say its its maiden flight from Bangalore to Goa was fully booked in less than 10 minutes.
"Vested interests, inimical to free and fair competition that can benefit air travellers, are spreading canards to jeopardise the operations of AirAsia India."
AirAsia will invest an additional $20 million (Rs 119 crore) in its Indian airline venture this year, a senior executive said on Monday.
AirAsia India will accelerate its fleet induction plans on high passenger demand and its founders will put in excess of $200 mn into the airline every year.
IndiGo the only airline to have cracked the code to profits while AirAsia has made a global habit of taking on carriers twice its size on their home turfs.
AirAsia India today said it would launch new flights connecting Jaipur and Chandigarh to Bengaluru from September, marking its entry into North India.
AirAsia India, the domestic arm of Malaysian airline AirAsia, today added Kochi to its network with the launch of a daily flight from Bangalore. | aerospace | 1 |
https://teslanorth.com/2020/08/02/spacex-crew-dragon-nasa-safely-return-earth/ | 2021-11-27T08:19:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358153.33/warc/CC-MAIN-20211127073536-20211127103536-00269.warc.gz | 0.838035 | 294 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__53109806 | en | Image credit: NASA
NASA astronauts Doug Hurley and Bob Behnken have safely returned to Earth, with Crew Dragon splashing down in the Gulf of Mexico south of Pensacola, Florida.
— SpaceX (@SpaceX) August 2, 2020
SpaceX CEO Elon Musk reacted to the safe landing by saying, “Congratulations @SpaceX & @NASA on completing first crewed Dragon flight!! ?? returned.”
— Elon Musk (@elonmusk) August 2, 2020
“On behalf of the SpaceX and Nasa teams, welcome back to Planet Earth. Thanks for flying SpaceX,” said SpaceX mission control right after splashdown.
— NASA (@NASA) August 2, 2020
When Crew Dragon hit reentry into the Earth’s atmosphere, the exterior surface of the capsule hit over 3,000 F (1,648 C), but the spacecraft’s heat shield protected the NASA astronauts, maintaining temperatures of 85F or lower.
“Today a new era in human spaceflight begins as we once again launched American astronauts on American rockets from American soil on their way to the International Space Station, our national lab orbiting Earth,” said NASA Administrator Jim Bridenstine, back on May 30, when Crew Dragon made its way into space.
Senior Editor at TeslaNorth.com. Can’t stop thinking about the EV revolution. Email: [email protected] | aerospace | 1 |
https://news.kulwantvision.com/indian-air-force-squadron-bids-adieu-to-mig-21-bison-fighter-jets-in-rajasthan-watch/ | 2023-11-29T05:06:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100056.38/warc/CC-MAIN-20231129041834-20231129071834-00654.warc.gz | 0.956835 | 674 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__62799549 | en | In a pivotal moment in the history of the Indian Air Force (IAF), the Number 4 Squadron on Tuesday bid farewell to MiG-21 Bison fighter jets as they flew over Uttarlai at Barmer, Rajasthan for the final time in a show of the force’s bid for indigenisation.
The MiG-21 jets were replaced by the Su-30 MKI aircraft as the IAF sought to modernise its defence capability, marking the end of an era. According to the Ministry of Defence, the MiG-21 was the first supersonic fighter in service of the IAF and was inducted in 1963 and has participated in all major conflicts for six decades.
The farewell ceremony saw a combined flypast by the MiG-21 and the Su-30 MKI, marking the last time the Bison fighter jets will fly in the airspace. The ceremony was witnessed by the various military and civilian dignitaries in attendance.
The Number 4 Squadron known as “Oorials” of the IAF based at Air Force Station Uttarlai, formally inducted the state-of-the-art Su-30 MKI. The conversion of this squadron to Su-30 MKI implies that the IAF now operates only two squadrons of the MiG-21. The IAF remains committed to phasing out the MiG-21 aircraft by the year 2025.
The contribution of MiG-21 jets
The MiG-21 entered service in 1965 on a trial basis. It has formed the backbone of India’s fighter fleet from 1970 to the mid-2000s and participated in major conflicts, including between India and Pakistan.
The MiG-21 Bison was the final variant to serve with IAF, equipped with upgraded electronics and better navigation and communication systems. The MiG-21, had met with several accidents in the recent past.
The 51 squadron that operated the MiG-21 fighters during Balakot operations, is famous for thwarting Pakistan’s aerial attack on India on February 27, 2019, and taking out an F-16 in an aircraft piloted by Wing Commander (now Group Captain) Abhinandan Varthaman.
“We will stop flying the MiG-21 fighter aircraft by 2025 and we will replace the MiG-21 squadron with the LCA Mark-1A. The same proposal is in place. In another month or so, the second squadron will get number-plated and we will follow with the third one sometime next year. The induction of the LCA Mark-1A will fill the gap of these outgoing MiG-21s,” said Air Chief Marshal VR Chaudhari earlier this month.
The Air Force is now set to replace the MiG-21 with the indigenous LCA Mark-1A fighter jets. The Su-30 fighter jets are the mainstay of the IAF with 260 of them already in service. The jets form around 50% of the fighter fleet.
The Su-30 MKI fleet upgrade plan is also seen by the IAF as an opportunity for exports as many countries in Southeast Asia and Africa operate the plane and can use these solutions to provide advanced capabilities to their fleets.
(with ANI inputs) | aerospace | 1 |
https://www.defencexp.com/in-depth-analysis-mig-29-aka-baaz/ | 2023-09-30T03:58:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510575.93/warc/CC-MAIN-20230930014147-20230930044147-00799.warc.gz | 0.959498 | 3,460 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__179393416 | en | The Mikoyan-Gurevich MiG-29, also called the “Fulcrum” is a fourth-generation jet fighter aircraft developed by the Soviet Union for air supremacy operations. It was developed by the MiG design league during the 1970s, to counter new U.S. fighters such as the Douglas F15 and the General Dynamics F16 Fighting Falcon. The MiG-29 entered service with the Soviets in 1983.
Development Of Fighter
The Vietnam War highlighted the importance of having superior air fighters and providing fighter pilots with better air-to-air training. In response, the US Light Weight Fighter program in the early 1970s developed a new generation of lightweight, high-performance fighter aircraft. Colonel John Boyd of the US Air Force recognized the need for smaller, lightweight aircraft with superior maneuverability and a high thrust-to-weight ratio. He collaborated with a group of innovators known as the Fighter Mafia to secure funding for General Dynamics and Northrop to explore design concepts based on this theory.
General Dynamics came up with its YF16 and Northrop with its YF17. In the end, General Dynamics’ proposal for the YF-16 was selected as the winner, and the aircraft went on to become one of the most successful and widely-used fighters in the world. The YF-16 was later developed into the F-16, which has been used by the US Air Force and numerous other countries for air-to-air combat, ground attack, and other missions. Northrop YF17 was later developed into F18 Hornet(Later super Hornet) and is still operational with the US Navy and many other countries Air forces.
With this development happening in the US, the Soviet Union faced an urgent need to build a superior jet fighter to match the new American F-16 Fighting Falcon. The MiG29 was created as a response to the newly developed American F16 fighter in the 1970s. As the F16 showcased superior performance over other contemporary aircraft, the Soviets set their site on creating a fighter plane that would, undoubtedly, outperform the F16. The MiG-29 was also designed to replace the older MiG-23 and Su-15 fighters in the Soviet Air Force.
The whole aircraft was designed around the central fuel tank and did not have a traditional fuselage. The central section of the aircraft generated around 40% of lift and leading edge extensions were added for efficiency at a high angle of attack. At first, the project was known as object nine-dash Twelve. MiG is designed to handle up to 12G’s. Mikhail Vandenberg who was one of the chief designers of the aircraft said “There is no way for the pilot to break the airframe of the aircraft, instead, the pilot will break first.” Unlike its rival F16, MiG 29 has two engines as the Soviets always emphasized on safety.
MiG29 boasted several advantageous features in terms of design. Most notable on the MiG-29 are the swept wing design and its unique air intake, which allowed for near-instantaneous acceleration and maneuverability. This, coupled with its advanced skin technology, ensures the aircraft can move at higher speeds without compromising its overall stability and structure.
One of the key features of the MiG-29 was its use of a fly-by-wire control system, which allowed the aircraft to be flown with much greater precision and accuracy than older aircraft. This system also allowed the pilot to make rapid adjustments to the aircraft’s flight path, which was particularly useful in air combat situations.
Another important feature of the MiG-29 was its powerful radar system. The aircraft was equipped with a Phazotron N019 radar, which was capable of detecting and tracking multiple targets at once. This radar system could also track ground targets, which gave the MiG-29 a secondary ground-attack capability.
These included a helmet-mounted sight, which allowed the pilot to track targets simply by looking at them
The first MiG-29 prototypes were extensively tested, and it was discovered that the MiG-29 had superior maneuverability to the F-16. This was a major factor in the USSR’s decision to continue the development of the fighter, as the Soviets had already realized the F-16’s superior acceleration and climb rates, and this maneuverability edge would potentially make up for it. The MiG-29 also featured a Vulcan cannon, which no other aircraft during that era possessed.
The aircraft was designed to be a highly maneuverable air superiority fighter, capable of engaging multiple targets at once. The MiG-29 was designed for two primary tasks: air superiority and ground attack. To that end, it was designed to be a lightweight yet agile aircraft, allowing it greater maneuverability over longer-distance aircraft.
Its lightweight construction also allowed its pilots to fly farther and faster than other fighters of its time.
The intangible value of its exceptional maneuverability and superior thrust-to-weight ratio made it ideal for air-to-air combat, whilst its state-of-the-art avionics, weapons, and electronic warfare systems gave it a doctrinal advantage over other systems. Its weapons included the formidable R-27R and R-27T, and the Soviet R-77 active radar-guided missile, capable of ‘locking on and launching’ at opponents without the intervention of ground support, including a NATO fighter. The MiG-29 also featured what was termed a ‘look-down beater’ system, allowing weapons to be launched in a lower, steeper trajectory and achieve greater speed. The present MiG29s are multi-role aircraft with significant avionics and weapon upgrades.
- Radar: The MiG-29’s radar is the N019 Topaz, a pulse-Doppler radar with a range of up to 150 km. It operates in X-band and has a look-down/shoot-down capability, meaning it can detect and track targets flying low to the ground. The radar can also track multiple targets simultaneously and has a high resistance to jamming.
- Weapons control system: The MiG-29’s weapons control system includes a helmet-mounted sight (HMS) that allows the pilot to aim and fire missiles simply by looking at the target. The aircraft is also equipped with an infrared search and track (IRST) system that can detect and track targets based on their heat signature.
- Cockpit displays and controls: The MiG-29’s cockpit features a head-up display (HUD), multi-function displays (MFDs), and a HOTAS (hands-on throttle and stick) system that allows the pilot to control the aircraft and weapons without taking their hands off the controls. The aircraft also has a digital fly-by-wire system that enhances maneuverability and reduces pilot workload.
- Electronic warfare suite: The electronic warfare suite of the MiG-29 is called the SAP-518 (also known as L-203BE). It includes a radar warning receiver (RWR) system, an electronic countermeasures (ECM) system, a chaff and flare dispenser, and an active jammer. The RWR can detect and identify enemy radar signals, while the ECM can jam or deceive enemy radar and communication systems. The chaff and flare dispenser is used to distract enemy radar and IR-guided missiles, while the active jammer is used to jam enemy radar and communication systems.
The MiG-29 is powered by two Klimov RD-33 after-burning turbofan engines. Each producing Dry thrust of approximately 50 kilonewtons (kN) and a Wet thrust (with afterburner) of approximately 84 kilonewtons (kN) and have a service life of approximately 4,000 hours. The engine has a thrust-to-weight ratio of about 0.98:1, which provides the aircraft with an excellent acceleration and climb rate.
Weapons Carried By The Aircraft
- Air-to-air missiles:
- R-73 (AA-11 Archer) is a short-range infrared homing missile that can engage targets at ranges up to 30 km.
- R-27 (AA-10 Alamo) is a medium-range semi-active radar-homing missile that can engage targets at ranges up to 80 km.
- R-77 (AA-12 Adder) is a beyond-visual-range active radar-homing missile that can engage targets at ranges up to 100 km.
- Air-to-ground missiles:
- Kh-29 (AS-14 Kedge) is an air-to-surface missile with a range of up to 30 km. It can be guided by laser, or infrared homing and is capable of penetrating up to 1.5 m of reinforced concrete.
- Kh-25 (AS-10 Karen) is an air-to-surface missile with a range of up to 10 km. It can be guided by a laser and is used for precision strikes against small and stationary targets.
- Kh-31 (AS-17 Krypton) is an anti-ship missile with a range of up to 110 km. It has a high speed and low altitude flight profile to evade enemy defenses and can carry a 110 kg high-explosive warhead.
- Kh-59 (AS-18 Kazoo) is a guided air-to-surface missile with a range of up to 115 km. It can be used against various types of ground targets, including hardened and heavily defended ones.
- Unguided bombs:
- FAB-250 is a high-explosive bomb with a weight of 250 kg. It can be used against a wide range of ground targets and has a blast radius of up to 100 m.
- RBK-250 is a cluster bomb that dispenses bomblets over a large area. It can be used to attack enemy armor, personnel, and other soft targets.
- OFAB-250 is a fragmentation bomb that releases metal fragments upon explosion. It can be used against personnel, light vehicles, and other soft targets.
- GSh-30-1 is a 30mm cannon with a rate of fire of 1,500 rounds per minute. It can be used for air-to-air and air-to-ground attacks and is effective against both soft and hard targets.
With its induction in 1983 into Soviet Airforce, it saw little or less action in Afghanistan. The major conflict in which MiG29 was in action was the gulf war in 1991 when the US-led allied forces declared war against Iraq. On January 17th, during the Gulf War, three F-15 jets belonging to the 33rd Fighter Wing of the US Air Force successfully engaged and destroyed three Iraqi MiG-29 aircraft. The following day, on January 18th, the same unit of the US Air Force shot down two more Iraqi MiG-29s. Additionally, during the war, an Iraqi pilot named Jamil Sayhud carried out a solo attack on a group of Tornado aircraft while flying a MiG-29.
During the Gulf War in January 1991, private researchers citing Iraqi data reported that three MiG-29 aircraft attacked a B-52G, an F-111F, and an Italian Tornado IDS with R-27R and R-60MK missiles, but were unsuccessful. On the other hand, according to the Iraqi Air Force, the MiG-29 pilots claimed to have scored one aerial victory on January 18, shooting down a British Tornado from the 29th squadron with an R-60MK missile.
After Russia annexed Crimea in 2014, a Ukrainian Air Force MiG-29MU1, bort number 02 Blue, was shot down by an antiaircraft missile fired by pro-Russian rebels near the town of Yenakiieve, and in another incident, another Ukrainian Air Force MiG-29, bort number 53 White, tasked with air to ground duties against separatists’ positions was shot down by pro-Russian rebels in the Luhansk region. In the recent war between Russia and Ukraine MiG29s both seen action in war but the exact number of aircraft lost is not clear, since there are claims and counterclaims by both sides. There have been many videos were circulating online where Ukrainian MiG29s have seen firing American AGM 88 HARM Missile(Anti Radiation Missile).
MiG 29’s In IAF
The Indian Air Force (IAF) acquired the MiG-29 aircraft in the 1980s. The decision to purchase the MiG-29 was primarily driven by the need to counter the capabilities of Pakistan’s Air Force and to enhance the IAF’s air defense capabilities. During this time US sold its F16 aircraft to Pakistan for aid to America in the war in Afghanistan against the Soviet Union. The conflict in Afghanistan was considered a proxy war between the United States and the Soviet Union. The US viewed Pakistan as a key ally in supporting the Afghan mujahideen fighters, who were resisting the Soviet occupation. Supplying F-16s to Pakistan was part of the US strategy to assist the mujahideen in their fight against the Soviets jets which were bombing the mujahideen training camps located in Pakistan.
In response to these acquisitions by Pakistan, IAF went on to purchase Mirage 2000 and MiG29 to balance out the capability difference between PAF and IAF.
Also Read, Does IAF Really Need A Bomber? Pros & Cons
Operational History In IAF
The MiG-29 has had a significant operational history in the Indian Air Force (IAF)
- Kargil Conflict (1999): During the Kargil conflict between India and Pakistan, the MiG-29 played a crucial role in air superiority operations. MiG29s escorted the Mirages carrying laser-guided bombs and MiG25 which were carrying out the reconnaissance missions.
- Various Bilateral exercises: The IAF’s MiG-29s participated in many bilateral exercises like Cope India with the United States Air Force and exercise Garuda, a joint exercise conducted between the IAF and the French Air Force.
- Well, there will be many occasions where aircraft will be used and of course, those things will be confidential and will not be disclosed for obvious reasons.
MiG29 UPG upgrade by IAF: The program was initiated by Indian Air Force to upgrade its MiG29s, the program cost was about 900 Million dollars, and the upgrade included
- Radar: A new radar Zhuk-ME, a pulse Doppler multi-mode radar that has a maximum tracking range of 120km for a 5m2 RCS target was installed, by replacing the old N-019E”Rubin” Radar which had a maximum tracking range of 60-80 for 5m2 RCS target.
- A new DASH helmet with a helmet-mounted sight.
- Engine: A new Engine was added, Klimov RD-33(series3) which can produce 84KN of wet thrust.
- An ELT-568 self-protection jammer was added to improve its defense against jamming attacks and D29 electronic warfare suite for better electronic warfare capability.
- A humped Spine was added to enhance its range, with the addition of this hump the internal fuel storage of aircraft has been increased by 1 ton increasing its range from 1500 km to 2100km.
With delays in the Tejas MK2 program the service life of these MiG29 might be increased to another 10 years that is MiG29 will be in service with IAF till 2035, if that’s the case then it might see another upgrade. So the possible upgrade might be done in India itself with a new Indian mission computer which paves for the addition of indigenous weapons to the aircraft. The new upgrade might have
• Weapons: With Indian mission computer aircraft can be equipped with Astra Series missiles and Rudram anti-radiation missiles.
• Radar: Uttam AESA radar can be added that is being developed for Tejas Mk2.
• Various other upgrades like software-defined radios, missile approach warning receivers, laser warning receivers, etc.
The MiG29 is a very potent fighter that can take on its rivals and can dominate the fight if it is upgraded with modern avionics and weapons. IAF has plans to operate its Mig29s till 2035s, which eventually will be replaced the Tejas MK2, but till then it must be upgraded with indigenous avionics and weapons to keep it relevant in modern combat scenarios. | aerospace | 1 |
http://www.alternativenation.net/dave-grohl-literally-doing-learn-to-fly-krist-novoselic-is-adorable/ | 2022-01-17T00:54:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300253.51/warc/CC-MAIN-20220117000754-20220117030754-00547.warc.gz | 0.962996 | 578 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__105980736 | en | Nirvana bandmates Dave Grohl and Krist Novoselic recently reunited to perform “Molly’s Lips” at Safeco Field in Seattle, and the pair had some fun in Novoselic’s plane before the show. One of Foo Fighters’ biggest hits is “Learn to Fly,” and it looks like Grohl was doing that with Novoselic! View the photo below. Novoselic has been a pilot for several years, and even wrote about flying on his blog in 2012.
“I have been a pilot for ten years now. I learned to fly on the old fashioned “steam gauges”. Those were the analog days, but unlike the debate in music between the merits of analog v. digital, the issue is settled with the benefits of digital and avionics. I love my Garmin G1000 in my Cessna 182T. The craft practically will fly itself and all the pilot has to do most of the time is manage the information system. I recently splurged and upgraded the avionics to include the SVT system. (Here’s a video of me flying with the upgrade.)
Perhaps it was a good experience to learn to fly Instrument Flight Rules (IFR) with the old gauges. This made me develop a good sense of situational awareness without a GPS practically holding your hand. The SVT uses GPS information to look like a video game that gives you precise information about terrain in Instrument Meteorological Conditions (IMC). In other words, when you’re flying in a cloud, you know what the ground looks like. However, I can’t image flying with the SVT alone. Why would you deviate from controller vectors or the published airways and altitude minimums on a chart? These old fashioned paper tools were created to make your IFR trip safe. Furthermore, determining which safe altitude to fly is central to pre-flight planing – you decide how high to fly over the mountains well before the plane wheels leave the ground.
One of my checklist items on final approach, when I have the field in actual sight, is to turn off the SVT. It shows the runway on short final, and it tends to pop up on the panel. Watching airspeed just before the flare / landing is crucial and it helps not to have a busy panel image flashing in your face.
I think the SVT would be priceless in a forced landing situation at night or in IMC. It could steer you away from hills and other obstacles.
At times the IFR environment can get busy, and anything that lightens the load can help safe flying. That said, nothing beats flying by the rules, along published procedures, or if the weather is so bad – don’t fly at all.” | aerospace | 1 |
https://api.parliament.uk/historic-hansard/written-answers/1997/mar/04/air-traffic-control-north-sea | 2020-01-28T22:30:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251783342.96/warc/CC-MAIN-20200128215526-20200129005526-00043.warc.gz | 0.916817 | 106 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__123719079 | en | § Mr. Foulkes
To ask the Secretary of State for Transport what plans he has to develop satellite communication-based positive air traffic control arrangements for offshore industry helicopter operations in the North sea beyond radar coverage.
§ Mr. Bowis
The Civil Aviation Authority's National Air Traffic Services Ltd. already provides air traffic services to helicopters over the North sea using satellite communications. Radar coverage in the UK sector of the North sea is adequate and currently there are no plans to develop satellite-based surveillance systems in this area. | aerospace | 1 |
https://avitrader.com/2010/06/30/sr-technics-to-expand-capabilities-and-services-for-engine-piece-part-repairs/ | 2023-03-22T02:14:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943749.68/warc/CC-MAIN-20230322020215-20230322050215-00367.warc.gz | 0.976041 | 158 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__144637144 | en | SR Technics is expanding its Piece Part Repair business. As part of its international growth strategy the company will build up its locations in Zurich (Switzerland) and Cork (Ireland) to become leading Centers of Excellence for engine part repairs within the
MRO industry. SR Technics offers Piece Part Repair services to airline customers as well as to repair companies looking for shorter repair times for their engine parts. In the context of this expansion SR Technics has started to make major investments in capabilities, capacities and processes to further develop and extend its existing repair capabilities. These additional services include a transfer of repair capabilities from existing to new engine types and will be provided to third-party customers as well. Ultimately, all efforts of SR Technics aim at offering more attractive repair cycle times to the customers. | aerospace | 1 |
https://missiledefenseadvocacy.org/missile-defense-news/south-korea-seeks-to-develop-missile-defense-against-n-koreas-artillery-barrage/ | 2021-12-07T15:46:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363400.19/warc/CC-MAIN-20211207140255-20211207170255-00567.warc.gz | 0.8887 | 138 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__53781763 | en | LIG Nex1, a South Korean precision missile developer, displayed this week a mock-up of a low-altitude missile defense system.
The LAMD concept model was displayed at the Seoul International Aerospace and Defense Exhibition 2021 at an air base in Seongnam, south of Seoul. The LAMD consists of a missile launcher, a command post and a multifunctional radar.
LIG Nex1 displayed a missile that is expected to be modified from the company’s Korean Surface-to-Air Anti-Missile, or K-SAAM, co-developed by the Agency for Defense Development…
Click here to read the full article. | aerospace | 1 |
http://www.google.com/patents/US7710317?ie=ISO-8859-1&dq=5,838,906 | 2016-02-09T11:22:40 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701157012.30/warc/CC-MAIN-20160205193917-00025-ip-10-236-182-209.ec2.internal.warc.gz | 0.867932 | 5,430 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__159400830 | en | |Publication number||US7710317 B2|
|Application number||US 11/347,498|
|Publication date||May 4, 2010|
|Filing date||Feb 3, 2006|
|Priority date||Feb 3, 2006|
|Also published as||US20070183486|
|Publication number||11347498, 347498, US 7710317 B2, US 7710317B2, US-B2-7710317, US7710317 B2, US7710317B2|
|Inventors||MingQiang Cheng, Cheng Li, Bo Yu, Shijie Li, Xiquan Yang, Yi Zeng|
|Original Assignee||O2Micro International Ltd.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (5), Referenced by (20), Classifications (7), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
The present invention relates to radio signal processing, and more particularly to radio signal processing in a weak signal environment.
A Global Positioning System (GPS) is a satellite-based navigation system. There are two carrier frequencies commonly used by satellites, one is at 1575.42 MHz, the L1 channel, and other is at 1227.6 MHz, the L2 channel. Most commercial receivers only use the L1 channel. There are also two pseudorandom noise (PRN) codes used, the precise or protected (P) code and the course acquisition (C/A) code. The P code is classified and only used by military receivers. The C/A code is a sequence of zeros and ones and is unique for each satellite. Each zero or one is known as a “chip”. The C/A code is 1023 chips long, and it is broadcasted at 1.023 Mega-chips per second, i.e., the duration of the C/A code lasts one millisecond. Thus, it should be appreciated by those skilled in the art that the word “chip” may be regarded as a measurement unit of a data length or a time length. The property of C/A codes is that they have the best cross-correlation characteristic. The cross-correlation between any two C/A codes is much lower than auto-correlation of each C/A code individually. The C/A code is public and used by all receivers. Navigation data are also a sequence of zeros and ones at a rate of 50 bits per second, which carry satellite orbital position information. The navigation data and the C/A code are modulated by the carrier signal to form a GPS signal.
A GPS receiver can generate position coordinates by extracting and decoding the navigation data in GPS signals. A set of data collected by the GPS receiver usually contain GPS signals from several satellites. GPS signals from different satellites travel through different channels and are shifted in frequency due to the relative receiver-satellite motion. This is the so-called Doppler shift. Usually, each GPS signal has a different C/A code with a different code phase and a different Doppler shift, and the GPS receiver simultaneously processes the GPS signals from several channels. The code phase as used herein indicates a beginning point of the C/A code. Since the exact Doppler shift is unknown, a possible range of the Doppler frequencies should be searched. Also, to identify visible satellites, all possible C/A codes which are unique to each satellite should be searched. Therefore, to acquire the GPS signals from the visible satellites, the GPS receiver traditionally conducts a two dimensional search process for each received GPS signal, checking each C/A code with every possible code phase on every possible Doppler frequency. The acquired GPS signals may then be used to generate the position coordinates.
The base-band signal processing module 103 extracts navigation data from the IF signal and then calculates the location of the GPS receiver 100 based on the navigation data. In order to extract the navigation data, it is necessary to remove the carrier signal and the C/A code through an acquisition module 110 and a tracking module 112. The GPS signal is acquired by correlation in the acquisition module 110. The correlation is implemented by multiplying the IF signal with a local C/A code and a local carrier signal to obtain a product and then integrating the product over the GPS signal duration to obtain a correlation result. To acquire the GPS signal, the acquisition module 110 repeats the correlation on a two dimensional space by changing a code phase of the local C/A code and a Doppler frequency of the local carrier signal until the correlation result reaches a peak value. Once the GPS signal is acquired, the C/A code phase and the Doppler frequency are coarsely estimated and passed to the tracking module 112 for the tracking initialization. The tracking module 112 then removes the carrier signal and the C/A code in the GPS signal by adjusting itself to match the carrier signal and the C/A code. Information such as the navigation data is obtained at the tracking module 112. The GPS receiver 100 then decodes the navigation data to obtain satellite orbital position information through a post processing module 114, and the satellite orbital position information is then passed to a position calculation module 116 for calculation of the GPS receiver's position.
Ideal scenario for applications of such conventional GPS receivers is a clear view of sky so that line-of-sight GPS signals can reach the GPS antenna. However, due to the widespread interest in GPS technology, many applications require the GPS receivers to realize fast and precise positioning in some environments such as indoors and downtown, where GPS signals are greatly weakened and attenuated. In this situation, an assisted-GPS (AGPS) approach is implemented to improve the ability of GPS receivers in such environments.
Despite the advantages offered by the assistance data, use of conventional approaches for GPS signal acquisition in a conventional GPS receiver does not adequately address the indoors and downtown challenge. Conventionally, due to the navigation data bits, which have a phase transition in 20 ms, the GPS signal acquisition module coherently correlates blocks of GPS signal spanning anywhere from 1 to 20 millisecond in duration. The results are then combined non-coherently, that is, the squares or magnitudes of block correlation functions are summed. This non-coherent combination results in “squaring loss,” reducing sensitivity. Therefore, the GPS receiver requires substantial improvements in sensitivity in the indoors and downtown environments. Thus, it is desirous to have an apparatus and method that significantly enhances the sensitivity of the GPS receiver and it is to such apparatus and method the present invention is primarily directed.
In one embodiment, there is provided a method for processing a global positioning system (GPS) signal at a GPS receiver. The method includes the steps of: a) converting the GPS signal to an intermediate frequency (IF) signal, wherein the GPS signal being modulated by a carrier signal, a pseudorandom code and navigation data; b) obtaining predicted navigation data for the GPS signal; c) generating a local carrier signal and a local pseudorandom code; and d) correlating the IF signal with the predicted navigation data, the local carrier signal and the local pseudorandom code.
In another embodiment, there is provided a method for synchronizing a GPS receiver with a satellite. The method includes the steps of: a) obtaining assistance data for a GPS signal received from the satellite at a predetermined time, wherein the assistance data including predicted navigation data, Doppler shift and Doppler shift rate and the GPS signal being modulated by a carrier signal, a pseudorandom code and navigation data; b) estimating a predicted receiving time for the GPS signal reaching the GPS receiver; c) capturing the GPS signal through channels of the GPS receiver; d) acquiring the GPS signal at each channel by using the assistance data to obtain a local receiving time for the GPS signal, wherein the GPS signal at each channel has a starting point and a predetermined search period; and e) correcting a real-time clock of the GPS receiver based on the local receiving time and the predicted receiving time.
In yet another embodiment, there is provided a method for positioning of a GPS receiver in a weak signal environment. The method includes the steps of: a) obtaining assistance data for a GPS signal from a satellite at a predetermined time, wherein the assistance data including predicted navigation data, Doppler shift and Doppler shift rate and the GPS signal being modulated by a carrier signal, a pseudorandom code and navigation data; b) estimating a predicted receiving time for the GPS signal reaching the GPS receiver; c) capturing the GPS signal; d) converting the GPS signal to an intermediate frequency signal; e) acquiring a code phase of the pseudorandom code from the intermediate frequency signal by using the assistance data and the predicted receiving time; and f) obtaining a position for the GPS receiver based on the predicted navigation data and the code phase of the pseudorandom code.
In yet another embodiment, there is provided a method for controlling a GPS receiver. The method includes the steps of: a) initiating the GPS receiver to a stand-alone mode; b) determining whether the GPS receiver succeeded to acquire GPS signals from at least four satellites; c) shifting the GPS receiver to a self-assisted mode if the GPS receiver failed to acquire the GPS signals from the at least four satellites; d) determining whether valid assistance data are stored in memory of the GPS receiver; and f) shifting the GPS receiver to an assisted-GPS mode if no valid assistance data are stored in the memory of the GPS receiver.
Features and advantages of embodiments of the claimed subject matter will become apparent as the following detailed description proceeds, and upon reference to the drawings, wherein like numerals depict like parts, and in which:
Reference will now be made in detail to embodiments of the present invention. While the invention will be described in conjunction with the preferred embodiments, it will be understood that they are not intended to limit the invention to these embodiments.
Furthermore, in the following detailed description of the present invention, numerous specific details are set forth in order to provide a thorough understanding of the present invention. However, it will be recognized by one of ordinary skilled in the art that the present invention may be practiced without these specific details. In other instances, well known methods, procedures, components, and circuits have not been described in detail as not to unnecessarily obscure inventive aspects of the present invention.
Since many components of the GPS receiver 310 are similar to those in
A clock synchronization unit 313 and a real-time clock (RTC) 315 are used to achieve a timing reference with 1 ms accuracy. According to different environments, there may be different synchronization methods. For example, in a certain condition, no visible satellite can be identified at the GPS receiver 310 with a conventional acquisition method. In such condition, a new synchronization method is designed in the present invention. Assuming that the RTC 315 can provide the timing reference with one second accuracy against a GPS time of the satellite, the synchronization is implemented by using the assistance data following the steps below:
Among the above steps, the predicted receiving time in step 1 is equal to a starting time of transmission of the GPS signal plus an estimated transmission time for the GPS signal. The starting time of transmission can be decoded from the predicted navigation data, and the estimated transmission time is approximately equal to the time taken by the GPS signal transmitting from the satellite to the AGPS base station 320. The GPS signal is acquired at each channel by following the steps below:
For the correlation operation in step 4, coherent correlation of one second in time domain requires a frequency resolution of 1 Hz in frequency domain, so the Doppler frequency of the local carrier signal should be adjusted momentarily according to a equation 1):
f n+1 f n +k*t 1)
where fn is the Doppler shift, k is the Doppler shift rate, and fn+1 is a next Doppler shift and t is a time interval between the Doppler shift and the next Doppler shift.
In the embodiment, specific numbers such as eight channels, one millisecond time interval and coherent correlation of one second, are described herein by way of illustration and not of limitation.
In another embodiment, if the GPS receiver operates in an ideal environment within last 2 hours before the predetermined time, it may generate the assistance data for the GPS signal at the predetermined time as the reference receiver 207 does in
In another condition, there are one to three satellites visible. Another new synchronization method is designed in the present invention. The new synchronization method includes the following steps:
In other conditions such as clear views of sky, at least four satellites are visible. Then no synchronization is needed prior to GPS positioning. With the stated synchronization methods, the GPS receiver 310 can provide the timing reference with one millisecond accuracy against the GPS time.
When completing the synchronization, the GPS receiver 310 may conduct positioning operation even in a weak signal environment by using the assistance data. A RF front end 301 captures the GPS signal from the satellite at the predetermined time and converts it to an IF signal. The IF signal is then sent to an acquisition module 305 of a base band signal processing module 303. Prior to the capture of the GPS signal, the assistance data have been obtained by the GPS receiver 310. As previously stated, the GPS receiver 310 can estimate a predicted receiving time for the GPS signal reaching the GPS receiver 310. So the RTC 315 starts a GPS signal acquisition process at a starting time Tstart by sending a Tstart signal to the acquisition module 305. The starting time Tstart is equal to a quotient of the predicted receiving time divided by 1 ms. A remainder of the predicted receiving time divided by 1 ms enhances timing accuracy to within 1 ms, which can be obtained by acquiring a code phase of the C/A code in the GPS signal through the acquisition module 305. Therefore, the main purpose of the acquisition module 305 is to find the code phase of the C/A code. Based on the starting time Tstart and the acquired C/A code phase, the GPS receiver 310 can determine an accurate receiving time for the GPS signal reaching the GPS receiver 310.
With the Doppler shift, the acquisition module 305 can search for the GPS signal over a predicted Doppler frequency range instead of over the possible range of the Doppler frequencies. Reducing the number of frequencies which should be searched to acquire the GPS signal reduces a time spent on the GPS signal acquisition process. The predicted navigation data provides another enhancement to detection of GPS signals. With the predicted navigation data, the navigation data in the GPS signal may be wiped off prior to the integration during the correlation operation and so the acquisition module 305 can coherently correlate the GPS signal for one second, which greatly improves the sensibility of the GPS receiver 310. To be wiped off, the navigation data should be aligned with the predicted navigation data when starting the coherent correlation. A starting time of the coherent correlation is controlled by the corrected RTC 325 which can send the Tstart signal to trigger the correlation operation timely. As previously stated, for coherent correlation of 1 s, the local carrier signal should be adjusted momentarily by using the Doppler shift and the Doppler shift rate due to the requirement for frequency resolution of 1 Hz.
The tracking module 307 is initiated when the GPS signal is acquired. Different from a conventional tracking module which includes a phase lock loop (PLL) and a delay lock loop (DLL), the tracking module 307 starts only the DLL to track the C/A code phase and the PLL is replaced by a software solution using the Doppler shift and the Doppler shift rate. The accurate receiving time for the GPS signal is obtained from the tracking module 307, and the navigation data has been wiped off during the coherent correlation in the acquisition module 305.
Since no navigation data is obtained from the tracking module 307, the predicted navigation data is sent to a post processing module 309 to obtain satellite orbital position parameters. The post processing module 309 can also be omitted if these satellite orbital position parameters are available in the assistance data.
A position calculation module 311 utilizes the satellite orbital position parameters from the post processing module 309 and the accurate receiving time to calculate the user's position according to the following equation group 2):
where (x0, y0, z0), (x1, y1, z1), (x2, y2, z2) and (x3, y3, z3) are position coordinates respectively for four satellites, c is the velocity of light, ΔT0, ΔT1 and ΔT2 are time differences in the accurate receiving time for the GPS signals from the four satellites to the GPS receiver 310, and (x, y, z) and X are unknown values.
In the design, it is unnecessary to start the conventional PLL, since a convenient and effective solution can be adopted to track the Doppler frequency by using the Doppler shift and the Doppler shift rate. In the beginning, the controller 501 initiates a frequency of the carrier NCO 503 according to the Doppler frequency estimation. After a short period of time, the Doppler shift and Doppler shift rate are provided to the controller 501 through the software interface 515. The controller 501 controls the carrier NCO 503 to adjust the frequency momentously according to the equation 1) until the local frequency matches the Doppler frequency of the carrier signal in the IF signal.
If the acquisition process fails in step 605 or the tracking fails in step 625, the GPS receiver will shift to search for valid assistance data in memory in step 607. These valid assistance data include predicted navigation data, Doppler shift and Doppler shift rate which are estimated based on ephemeris, almanac and other satellite information coded in GPS signals acquired within last 2 hours. If the valid assistance data are found in the memory, the GPS receiver shifts from the stand-alone mode to the self-assisted mode in step 611. In the self-assisted mode, the GPS signal is acquired in step 613 by using the assistance data. If the acquisition process succeeds in step 617, the tracking in step 621 starts only the DLL since the Doppler shift and the Doppler shift rate may assist frequency tracking. If the tracking fails in step 623, the GPS receiver restarts the acquisition process in step 613 until the C/A code phase and the Doppler frequency are obtained from the tracking process. Then the GPS receiver checks whether the ephemeris is available, step 631. If the assistance data also contain ephemeris, the GPS receiver will conduct the position calculation in step 633 directly. Otherwise, the GPS receiver will extract the ephemeris from the predicted navigation data in step 629 and then calculate the position of the GPS receiver in step 633.
If no valid assistance data is found in step 607 or the acquisition process fails in step 617, the GPS receiver shifts to the AGPS mode in step 609. In the AGPS mode, the GPS receiver has to resort to an AGPS base station for the most updated assistance data in step 615. When the GPS receiver obtains the most updated assistance data, it will start the acquisition process in step 613 by using these updated assistance data. Then, the GPS receiver checks whether the acquisition process is successful, step 617. If the acquisition process fails, the GPS receiver will shift to step 609 and repeat the aforementioned operation, otherwise the GPS receiver initiates the DLL tracking in step 621. Similarly, after the GPS receiver checks whether the DLL tracking is successful, step 623, if the DLL tracking fails, the GPS receiver will restart the acquisition process in step 613, otherwise the GPS receiver will follow the remaining steps as previously stated in the self-assisted mode to obtain the position of the GPS receiver.
The terms and expressions which have been employed herein are used as terms of description and not of limitation, and there is no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described (or portions thereof, and it is recognized that various modifications are possible within the scope of the claims. Other modifications, variations, and alternatives are also possible. Accordingly, the claims are intended to cover all such equivalents.
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|Citing Patent||Filing date||Publication date||Applicant||Title|
|US7898409||Apr 9, 2008||Mar 1, 2011||Trimble Navigation Limited||Circuit for exclusion zone compliance|
|US7911379||Aug 18, 2008||Mar 22, 2011||Trimble Navigation Limited||Construction equipment component location tracking|
|US8054181||Oct 14, 2010||Nov 8, 2011||Trimble Navigation Limited||Terrestial-signal based exclusion zone compliance|
|US8081108 *||Jan 7, 2008||Dec 20, 2011||Trimble Navigation Limited||Autonomous projection of global navigation satellite orbits|
|US8103438||Jun 9, 2008||Jan 24, 2012||Trimble Navigation Limited||Method and system for automatically directing traffic on a site|
|US8144000||Sep 26, 2007||Mar 27, 2012||Trimble Navigation Limited||Collision avoidance|
|US8224518||Mar 25, 2009||Jul 17, 2012||Trimble Navigation Limited||Automated recordation of crane inspection activity|
|US8239125||Aug 10, 2011||Aug 7, 2012||Trimble Navigation Limited||Method and system for automatically directing traffic on a site|
|US8264404||May 5, 2010||Sep 11, 2012||Trimble Navigation Limited||Double-nudged broadcast orbit drift correction|
|US8446315 *||Jun 15, 2009||May 21, 2013||Seiko Epson Corporation||Method for providing satellite orbit ephemeris, server, and positioning system|
|US8514058||Aug 18, 2008||Aug 20, 2013||Trimble Navigation Limited||Construction equipment component location tracking|
|US9156167||May 15, 2007||Oct 13, 2015||Trimble Navigation Limited||Determining an autonomous position of a point of interest on a lifting device|
|US20080288125 *||May 15, 2007||Nov 20, 2008||Cameron John F||Determining an autonomous position of a point of interest on a lifting device|
|US20090256744 *||Apr 9, 2008||Oct 15, 2009||Peter Van Wyck Loomis||circuit for exclusion zone compliance|
|US20090315773 *||Jun 15, 2009||Dec 24, 2009||Seiko Epson Corporation||Method for providing satellite orbit ephemeris, server, and positioning system|
|US20100039262 *||Feb 18, 2010||Cameron John F||Construction equipment component location tracking|
|US20100039319 *||Mar 25, 2009||Feb 18, 2010||Cameron John F||Automated recordation of crane inspection activity|
|US20100214166 *||May 5, 2010||Aug 26, 2010||Remondi Benjamin||Double-nudged broadcast orbit drift correction|
|US20100283681 *||Nov 11, 2010||Benjamin William Remondi||Autonomous projection of global navigation satellite orbits|
|US20110081020 *||Apr 7, 2011||Peter Van Wyck Loomis||Terrestial-signal based exclusion zone compliance|
|International Classification||G01S1/02, G01S1/00|
|Cooperative Classification||G01S19/25, G01S19/258, G01S19/254|
|Apr 13, 2006||AS||Assignment|
Owner name: 02MICRO, INC.,CALIFORNIA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:CHENG, MINGQIANG;LI, CHENG;YU, BO;AND OTHERS;REEL/FRAME:017462/0903
Effective date: 20051228
|Dec 7, 2009||AS||Assignment|
Owner name: O2MICRO INTERNATIONAL LTD.,CAYMAN ISLANDS
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:O2MICRO, INC.;REEL/FRAME:023612/0470
Effective date: 20091204
|Nov 12, 2012||AS||Assignment|
Owner name: MAISHI ELECTRONIC (SHANGHAI) LTD., CHINA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:O2MICRO INTERNATIONAL, LTD.;REEL/FRAME:029281/0948
Effective date: 20121106
|Nov 4, 2013||FPAY||Fee payment|
Year of fee payment: 4 | aerospace | 1 |
https://www.spaceflightinsider.com/organizations/space-exploration-technologies/starship-sn5-takes-flight-as-spacex-marches-forward/ | 2023-10-02T15:05:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511000.99/warc/CC-MAIN-20231002132844-20231002162844-00708.warc.gz | 0.965984 | 836 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__241118572 | en | Starship ‘SN5’ takes flight as SpaceX marches forward
For the second time in just three days, SpaceX has succeeded in showcasing their team’s capabilities and readiness to redefine the future of commercial space travel. Earlier today, August 4, 2020, the company completed a test flight of its Starship prototype vehicle, dubbed SN5, ‘hopping’ to an altitude of 150 meters above its rocket development facility in Boca Chica, Texas. The flight attempt was initially scheduled for August 3, however a last minute technical issue encroached on the company’s ability to fly within the allotted temporary flight restriction, forcing a second attempt the next day.
For those who may not be following SpaceX’s recent developments, Starship is the company’s latest concept for an interplanetary launch and landing vehicle. Conceptually designed to fly up to 100 people, Starship aims to accomplish Elon Musk’s ultimate goal of allowing humans to become a multi-planetary species. SpaceX is working from a build-and-test facility on South Padre Island in Boca Chica, Texas, where engineers work around the clock to design, fabricate, and test different components of Starship. The first proof of concept vehicle known affectionately as “Starhopper” was tested in 2019, allowing the company to hone in on conceptual designs as well as seeing how they would, quite literally, fly. In addition to testing the conceptual Starship design, Starhopper was also used to test the new engine SpaceX will use to power the behemoth vehicle, known as the Raptor.
As the designs for the vehicle adapted and improved over the following year, SpaceX began building test articles resembling stainless steel grain silos that were used to test vehicle pressurization and structural integrity as they were filled with cryogenic rocket propellant. A key difference in the SpaceX approach to engineering, relative to other aerospace companies, is that they will typically build quickly and test their early concept pieces to failure, incorporating lessons learned and data during the next-version redesign, rather than spending years on a design before building. With this approach in mind, the company has experienced its fair share of failures while designing their advanced launch vehicles. SN5, or the Starship test concept vehicle Serial Number 5, is the first flight worthy test article for Starship with the updated Starship design.
Today’s flight of SN5 not only proved that the vehicle is flight worthy, but that the new Raptor engine is capable of thrust-vector control, a requirement for the future operational version of Starship. This test also tested the gravity-operated landing legs of the Starship vehicle as it gently touched down on a target separate from the launch site.
To give an idea of how today’s flight has the potential to lead Starship from being conceptual to operational, the first flight tests of SpaceX’s “Grasshopper” test vehicles were a proof of concept of thrust vectoring in order to guide a first stage booster back to a launch or landing site. The flight tests of those vehicles, begun in 2012, showcased the technology which would lead SpaceX to begin regularly recovering their Falcon 9 boosters; they have performed almost 60 successful booster returns so far. With the degree of apparent success in today’s flight, SpaceX has proven key elements of their design, and are sure to only improve on that over the next few years. Starship is leading the way toward making life multiplanetary.
Having a life-long interest in crewed space flight, Desforges’ passion materialized on a family vacation in 1999 when he was able see the launch of Space Shuttle Discovery on STS-96. Since then, Desforges has been an enthusiast of space exploration efforts. He lived in Orlando, Florida for a year, during which time he had the opportunity to witness the flights of the historic CRS-4 and EFT-1 missions in person at Cape Canaveral. He earned his Private Pilot Certificate in 2017, holds a degree in Aviation Management, and currently works as an Operations Analyst in the aviation industry in Georgia. | aerospace | 1 |
https://www.nwmicareers.org/career.asp?ait=av&aid=79 | 2022-09-25T10:54:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334528.24/warc/CC-MAIN-20220925101046-20220925131046-00258.warc.gz | 0.897973 | 412 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__109459535 | en | Perform maintenance and repairs to many types of aviation equipment. Work in both civilian and military settings to diagnose, adjust, and repair aircraft engines and assemblies. These professionals get the opportunity to become familiar with how we get around in the sky.
Make a Difference
A Typical Day
- Examine and inspect aircraft components including landing gear and hydraulic systems, to locate cracks, breaks, leaks, or other problems.
- Conduct routine and special inspections as required by regulations.
- Inspect completed work to certify that maintenance meets standards, and that aircraft are ready for operation.
- Read and interpret maintenance manuals, service bulletins, and other specifications
- Maintain repair logs, documenting all preventive and corrective aircraft maintenance.
- Modify aircraft structures, space vehicles, systems, or components, following drawings, schematics, engineering orders, and technical publications.
- Inspect airframes for wear or other defects
- Measure parts for wear, using precision instruments.
Associate degree or post-secondary certificate
Education & Training
Regional employers often hire graduates of these programs.
Explore This Career
Try it before you buy it!
Spend time with your local flying club, and if you’re over 16, you can take flying lessons, and see if you enjoy being around planes.
The Local Advantage Learning Pathway
You can take automotive classes at Northwest Education Service’s Career Tech Center. Some of the skills will be transferable, and you can get the experience of working with mechanics.
NMC offers an Aviation program to get you acquainted with Avionics. Consider joining it or a similar program elsewhere!
Pursue a professional certification that can help you land the next job and grow in your career.
Sample Job Titles...
- Aircraft Maintenance Technician
- Aircraft Mechanic
- Aircraft Restorer
- Aircraft Technician
- Airframe and Powerplant Mechanic (A & P Mechanic) | aerospace | 1 |
https://db0nus869y26v.cloudfront.net/en/Pamela_Melroy | 2023-06-09T12:48:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656675.90/warc/CC-MAIN-20230609100535-20230609130535-00267.warc.gz | 0.967149 | 1,229 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__21037241 | en | |15th Deputy Administrator of the National Aeronautics and Space Administration|
|Assumed office |
June 21, 2021
|Preceded by||James Morhard|
Pamela Ann Melroy
September 17, 1961
Palo Alto, California, U.S.
|Education||Wellesley College (BA)|
Massachusetts Institute of Technology (MS)
Time in space
|38d 20h 06m|
|Selection||1994 NASA Group|
|Missions||STS-92, STS-112, STS-120|
Pamela Ann Melroy (born September 17, 1961) is an American retired United States Air Force officer and NASA astronaut serving as the deputy administrator of NASA. She served as pilot on Space Shuttle missions STS-92 and STS-112 and commanded mission STS-120 before leaving the agency in August 2009. After serving as deputy program manager of Space Exploration Initiatives with Lockheed Martin, Melroy joined the Federal Aviation Administration in 2011, where she was a senior technical advisor and director of field operations for the FAA's Office of Commercial Space Transportation.
In 2013, she left the FAA and joined DARPA as deputy director of the Tactical Technology Office. She left the agency in February 2017.
In November 2021, Melroy was inducted into the United States Astronaut Hall of Fame at the Kennedy Space Center Visitor Complex. The ceremony, planned for May 2020, has been delayed due to the COVID-19 pandemic.
Melroy was born in Palo Alto, California, and graduated from Bishop Kearney High School in Rochester in 1979. She received a Bachelor of Arts in Physics and Astronomy from Wellesley College in 1983. She then earned her Master of Science in Earth and Planetary Science from the Massachusetts Institute of Technology in 1984. On May 18, 2008, Melroy received an honorary degree from Iona College in New Rochelle, New York.
Melroy was commissioned through Air Force ROTC, Detachment 365, in 1984. After completing a master's degree, she attended Undergraduate Pilot Training at Reese Air Force Base in Lubbock, Texas and was graduated in 1985. She flew the KC-10 for six years at Barksdale Air Force Base in Bossier City, Louisiana, as a copilot, aircraft commander and instructor pilot. Melroy is a veteran of the United States invasion of Panama and Operation Desert Shield/Desert Storm, with over 200 combat and combat support hours. In June 1991, she attended the Air Force Test Pilot School at Edwards Air Force Base, California. Upon her graduation, she was assigned to the C-17 Combined Test Force, where she served as a test pilot until her selection for the astronaut program. She has logged over 5,000 hours of flight time in over 50 different aircraft. Melroy retired from the Air Force in February 2007.
Selected as an astronaut candidate by NASA in December 1994, Melroy reported to the Johnson Space Center in March 1995. She completed a year of training and evaluation and was qualified for flight assignment as a shuttle pilot. Initially assigned to astronaut support duties for launch and landing, she also worked Advanced Projects for the Astronaut Office. She also performed CAPCOM duties in mission control. Melroy served on the Columbia Reconstruction Team as the lead for the crew module and served as deputy project manager for the Columbia crew survival investigation team. In her final position, she served as branch chief for the Orion branch of the Astronaut Office.
Melroy served as pilot on two flights (STS-92 in 2000 and STS-112 in 2002), and was the mission commander on STS-120 in 2007, making her the second woman to command a Space Shuttle mission (after Eileen Collins). The STS-120 crew visited the station during Expedition 16, commanded by Peggy Whitson. Whitson was the first female ISS commander, making the STS-120 mission the first time that two female mission commanders were in orbit at the same time.
She has logged over 924 hours (over 38 days) in space.
In November 2020, Melroy was announced as a member of President-elect Joe Biden's presidential transition Agency Review Team, where her role was to support transition efforts related to NASA. This fueled speculation that Melroy was under consideration for the role of NASA Administrator in the Biden administration (then-Administrator James Bridenstine had indicated that he did not intend to stay in the role under Biden, even if asked).
On April 16, 2021, The White House announced their intent to nominate Melroy to be NASA's deputy administrator, under former Democratic Senator Bill Nelson, who was nominated by the White House on March 19, 2021, to be the agency's administrator. On April 22, 2021, her nomination was sent to the Senate. The Senate Committee on Commerce, Science, and Transportation held a hearing on May 20, 2021, in which Melroy won strong bipartisan support to be deputy administrator. During her hearing, Melroy expressed support for extending the lifetime of the International Space Station, and said she would work closely with Administrator Bill Nelson in running the agency.
On June 16, 2021, her nomination was reported out of the Senate Commerce Committee by voice vote, and the following day, her nomination was confirmed by the full Senate by unanimous consent. On June 21, 2021, she was sworn into office by administrator Bill Nelson.
Melroy is married to Douglas Hollett, a geologist, who was previously acting assistant secretary for fossil energy in the United States Department of Energy and vice president for Southeast Asia exploration at Marathon Oil. | aerospace | 1 |
http://www.aviationschoolsonline.com/school-info/Embry-Riddle-Aeronautical-University/1124/2795/F/3.php | 2018-12-12T09:20:39 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823817.62/warc/CC-MAIN-20181212091014-20181212112514-00529.warc.gz | 0.921646 | 296 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__200397629 | en | Aeronautical Science - Helicopter Pilot - Rotary-Wing
About two-thirds of airline pilots will retire in the coming years and other areas of the aviation industry, such as helicopter and airline dispatch, are under-supplied with qualified applicants. Through agreement with Universal Helicopters Inc. (UHI), students in the Aeronautical Science program receive flight training at the UHI Center of Excellence facility at Prescott's Love Field Airport.
The Bachelor of Science Degree in Aeronautical Science Rotary-Wing combines flight training with academic preparation in the technical and managerial aspects of aviation - the skills and knowledge demanded by today's aviation industry. The program emphasizes the following skill sets in the education of its pilots:
The program also offers options to enhance specific skills and customize your program through advanced flight training, flight instructor and instrument flight instructor certificates; and familiarization training as a flight crew member. You can also tailor your degree program to specific career goals by adding a related minor:
The advantage is clear: entering the helicopter aviation job market with a degree from Embry-Riddle Prescott will ensure you are considered for the top jobs in the industry. Other advantages:
An Embry-Riddle Aeronautical University education is nontraditional, un-restrictive and never ordinary. If that's the kind of thrilling collegiate experience you want for yourself, it all starts here.
Please use the form on this page to contact us today! | aerospace | 1 |
http://www.bookingpoint.net/en/airline-tickets/jakarta-accra-17815LK4.html | 2017-04-28T16:34:25 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122996.52/warc/CC-MAIN-20170423031202-00423-ip-10-145-167-34.ec2.internal.warc.gz | 0.923952 | 123 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__200488677 | en | Did you know?
- The smallest aircraft operated by KLM flying between Jakarta and Accra is a 777 with 282 seats.
- Dubai, AE is the most popular connection for one stop flights between Jakarta and Accra.
- 5 airlines operate between Jakarta and Accra.
- The shortest connecting flight from Jakarta to Accra is 43 hours, 15 minutes on Delta.
- 11322 seats are available per day to fly out of Jakarta connecting to Accra.
Hotels in Accra
Traveling on the route and need hotel in Ghana? Choose from more than 45,000 hotels. | aerospace | 1 |
http://thetartanterror.blogspot.com/2005/09/colonel-william-j-pete-knight-usaf.html | 2017-04-24T05:29:11 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119080.24/warc/CC-MAIN-20170423031159-00371-ip-10-145-167-34.ec2.internal.warc.gz | 0.960158 | 297 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__141663693 | en | Col William J. "Pete" Knight, USAF 1929-2004
Knight flew or tested 85 different kinds of fighter, trainer, bomber and transport aircraft. He has more than 6,000 flying hours including 4,500 hours in jet aircraft.
During his 32-year Air Force career, Knight flew the X-15 ten times. In 1967, he set the X-15 world absolute speed record at Mach 6.76 (4,534 mph) at Edwards AFB.
Knight served as Vice Commander of the Edwards Air Force Base Air Force Flight Test Center--Air Force Systems Command. After serving in Vietnam, he was assigned as Test Director for the F-15 System Program office at Wright Patterson AFB. He later was named Director of the Fighter Attach System Program office. He was the first elected Mayor of Palmdale, California in 1988.
Born in Indiana in 1929, Knight attended Butler and Purdur Universities and received his degree in Aeronautical Engineering from the Air Force institute of Technology at Wright Patterson AFB, Ohio. He received his commission through the Aviation Cadet Program and was trained at the Test Pilot School and the Aerospace Research Pilot School.
Knight has been honored by: National Aviation Hall of Fame (1988), USAF Test Pilot School Distinguished Alumni Award (1983), October Chanute Award (968), Citation of Honor--Air Force Association, Distinguished Flying Cross, Legion of Merit Award and Aerospace Walk of Honor (1990). | aerospace | 1 |
http://www.jantakareporter.com/world/indonesia-says-it-has-lost-contact-with-boeing-737-500-sriwijaya-air-flight-182-shortly-after-take-off/328063/ | 2021-01-25T11:00:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703565541.79/warc/CC-MAIN-20210125092143-20210125122143-00535.warc.gz | 0.963181 | 317 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__26283706 | en | Authorities in Indonesia say that they have lost contact with Boeing 737-500 Sriwijaya Air Flight 182 immediately after it took off from Jakarta.
According to FlightRadar24, Sriwijaya Air flight #SJ182 lost more than 10.000 feet of altitude in less than one minute, about 4 minutes after departure from Jakarta. It said that Flight #SJ182 ‘was operated by a Boeing 737-500 “classic” with registration number PK-CLC (MSN 27323). The first flight for this aircraft was in May 1994 (26 years old).’
— Flightradar24 (@flightradar24) January 9, 2021
The ADS-B signal from flight #SJ182 was lost at 07:40:27 UTC time. The flight was en route from Jakarta to Pontianak in Indonesia, said FlightRadar24 on Twitter.
The flight was carrying 59 passengers, including five children and a baby, reported Indonesian newspaper Republika. A search and rescue operation has been launched.
In 2018, a Lion Air flight JT 610 had taken off from Jakarta and was expected to arrive at its destination at Depati Amir airport in Pangkal Pinang an hour later before it crashed into the sea. There were 189 people on board and all were feared dead.
LIVE UPDATES will appear below:
16:51 PM: First debris found by rescue team in Jakarta bay, still not confirmed to belong to the Boeing 737-500, reports aviation news portal AIR Live | aerospace | 1 |
http://twiar.net/tag/eshailsat/ | 2019-02-19T01:16:26 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247489282.7/warc/CC-MAIN-20190219000551-20190219022551-00546.warc.gz | 0.675305 | 213 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__46188377 | en | Es’hailSat, the Qatar Satellite Company, has tweeted that it’s anticipating that SpaceX will launch its geostationary Es’hail-2 satellite sometime in the 4th quarter of 2018. The commercial Qatari satellite will provide the first Amateur Radio geostationary communication and will be capable of linking amateurs from Brazil to Thailand. Es’hail-2 will carry two AMSAT-DL-designed Phase 4 Amateur Radio […]
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Licensed under a Creative Commons Attribution-NonCommercial 4.0 International License.
Most Common Tags
Amateur Radio AMSAT ARES ARISS ARRL Australia Bruce Paige communications DX dxpedition Facebook FCC Foundations Google Hackaday Ham Radio hamvention HF history IFTTT ISS Leo Laporte LF makerspace Microwave NASA news North America OfCom Onno Benschop podcast propagation RAC regulatory RSGB shortwave Space TuneIn TWIAR TWiT Twitter UHF VHF VK6FLAB WIA | aerospace | 1 |
https://erenow.net/ww/hitlers-jet-plane-me-262-story/ | 2021-06-14T21:18:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487613453.9/warc/CC-MAIN-20210614201339-20210614231339-00620.warc.gz | 0.975437 | 479 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__118166063 | en | The first operational military jet in the world, towards the end of the Second World War the ME 262 was to be the German "miracle weapon". Mano Ziegler was involved from its inception and contributed to the design, testing, training and even served in it operationally. Could the ME 262 have broken the Allied supremacy in the air? Why did it take so long to come into service and why were hundreds of German pilots sacrificed in developing it? Why did the ME 262 prove not to be the unparalleled success claimed by Goering and why were German cities left dangerously exposed against Allied bombing campaigns? These are only some the important questions this new book answers. Mano Ziegler, born 7 June 1908, had a lifetime fascination with flight. At the age of eight, he wrote to Manfred Freiherr von Richthofen, the famous "Red Baron", asking to be allowed to fly with him. Richthofen even replied, telling him, "Yes, we'll fly together!". At the age of 21, he took up glider flying. He also pursued his sport of diving and was a core member of Germany's Olympic high-diving team. In 1932 and 1934 he was student world high-diving champion at the world championships in Darmstadt and Turin. When war broke out in 1939 he became a pilot in the Luftwaffe, and from 1943 until the war's end he flew the Me 163 with Erprobungskommando 16 (Operational Test Unit 16) and Jagdgeschwader 400 (Fighter Group 400). After the war he escaped from Russian captivity and - having returned to Berlin - continued to fly and write newspaper articles. In Berlin he guested as a high-wire walker with the Camilla Mayer circus troupe, walking the 24-metre high wire - without any prior training - for a newspaper article. He eventually became editor-in-chief of the Flug-Revue aviation monthly in Stuttgart and, as such, made his first supersonic flight in an English fighter aircraft in the spring of 1960. Hitler's Jet Plane fills an important gap in the history of the Luftwaffe and of aviation in general with new research which dicloses how the first ever military jet plane failed to make its mark on World War II. | aerospace | 1 |
https://milavnarc.com/airplane/how-much-does-a-new-boeing-777-cost.html | 2022-06-30T06:48:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103669266.42/warc/CC-MAIN-20220630062154-20220630092154-00503.warc.gz | 0.912926 | 898 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__270367130 | en | According to ch-aviation, its current market value is US$99.5 million. Therefore, we can say that the value of the B777-300ER ranges from US$30 million to US$100 million. Aeroflot will receive one of the last B777-300ER ever built.
How much does a Boeing 777 cost?
Cost $ 279 million U.S.
Why is Boeing 777 so expensive?
The Boeing 777-9 starts at $442.2 million. The two biggest factors that influence cost are design and testing. Before manufacturing the plane, airplane manufacturers need to design it. This involves a team of engineers who may spend years refining their designs.
How much does a Boeing 747 cost today?
In 2019, a single 747-8 Intercontinental cost $418.4 million. Meanwhile, the freighter variant was for sale for $419.2 million per unit. Comparing the cost of the initial 747-100, the price of the 747-8 is lower after taking inflation into account.
How much does a private Boeing 777 cost?
Boeing BBJ 777-8 – $410m
Known for also being the longest-range private jet available on the market, the twin-engine Boeing Business Jet 777-8 is arguably the most expensive private jet in the world, costing upwards of $410m depending on your choice of customization.
How much does a 777 200 cost?
The roll-out of the prototype 777X, a 777-9 model, occurred on March 13, 2019. In 2019, the -200ER unit cost was US$306.6 million, the -200LR: US$346.9 million, the -300ER: US$375.5 million and the 777F US$352.3 million The -200ER is the only Classic variant listed.
How old are 777 planes?
The 777 series is a two-engine American wide-body commercial airliner manufactured by Boeing Commercial Airplanes. It’s the world’s largest twin-jet and began flying in 1994. It was officially introduced in 1995.
What is the most expensive plane?
The $446 million Airbus A380 superjumbo is the largest and most expensive airliner in the world. Take a look inside. The Airbus A380 superjumbo, the largest commercial airliner in history, will end its production run in 2021.
How much does it cost to fly a 777 per hour?
The average hourly rental rate of the Boeing 777-300 is around 28,500 USD per hour.
How much does a 777 pilot make?
The top pay for a Delta Airlines Captain is approximately $205,000, but those flying a Boeing 777 can potentially earn $298,500 per year plus bonuses, or as much as $350,000 in one year.
How much did Drake’s plane cost?
A Tour Of Drake’s $242 Million Private Jet While It’s In The Air.
Who owns Boeing?
The top shareholders of Boeing are Timothy J. Keating, Leanne G. Caret, Theodore Colbert, Vanguard Group Inc., BlackRock Inc. (BLK), and Newport Trust Co.
What does a 787 cost?
Exclusive of discounts, the fly away list price of a Boeing 787-8 is US$248.3 million, a significant financial impost for many airlines.
How much is the Gulfstream G700?
$75 million G700 brings the future of aviation to a new level. The G700 is the newest aircraft of Gulfstream that brags the most spacious, flexible, and inventive cabin in the aviation industry, with high-thrust Rolls-Royce engines and the innovative Symmetry Flight Deck.
How much does 737 cost?
Average prices for Boeing aircraft as of March 2021, by type (in million U.S. dollars)
|Aircraft type||Price in million U.S. dollars|
|737 MAX 8||121.6|
|737 MAX 200||124.8|
How much is a 767?
And rightfully so – new 767-300F planes cost about $185 million – before customization, according to Airways magazine. | aerospace | 1 |
http://articles.sae.org/6856/ | 2018-11-17T22:00:25 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039743854.48/warc/CC-MAIN-20181117205946-20181117231946-00074.warc.gz | 0.956509 | 149 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__185291164 | en | BAE Systems has established a new aircraft maintenance center in North Queensland to better support the Australian Defence Force’s current and future aviation needs. The facility, built at a cost of $10 million, is the home of BAE Systems’ support program for the Australian Army’s Black Hawk and Chinook helicopter fleets and provides employment for 140 people. It replaces former hangars used by BAE Systems that dated back to World War II and lacked space, amenities, and air-conditioning. The two hangars, which are joined by a central atrium, occupy a total space of approximately 5500 m². Each can accommodate an aircraft up to the size of a Boeing 737 and offer direct access to the taxiway. | aerospace | 1 |
https://www.seradata.com/congress-to-direct-common-dock/ | 2022-12-09T06:59:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711390.55/warc/CC-MAIN-20221209043931-20221209073931-00599.warc.gz | 0.917531 | 255 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__83454029 | en | Thanks to Jeff Foust’s link to the fiscal year 2009 authorisation bill for NASA, I found this interesting tidbit;
SEC. 406. EXPLORATION CREW RESCUE.
In order to maximize the ability to rescue astronauts whose space vehicles have become disabled, the Administrator shall enter into discussions with the appropriate representatives of spacefaring nations who have or plan to have crew transportation systems capable of orbital flight or flight beyond low Earth orbit for the purpose of agreeing on a common docking system standard.
Do you think that includes China?
The above picture is a Flight artist recreation of a NASA CAD file image that shows the International Space Station and NASA’s Orion crew exploration vehicle using the “APAS [Androgynous Peripheral Attach System] To Low Impact Docking System [LIDS] Adaptor System” or ATLAS; which I wrote about in January this year
While ATLAS solves the problem of Orion docking with ISS could it also solve the problem of docking with Soyuz in an emergency situation or even the proposed Crew Space Transportation System?
But for me the interesting part is the direction to talk to all spacefaring nations and that will include the Chinese. Ni hao Dr Griffin? | aerospace | 1 |
http://multisite.keypublishing.com/2016/05/05/a-new-chopper-for-dcs/ | 2024-04-17T08:37:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817146.37/warc/CC-MAIN-20240417075330-20240417105330-00193.warc.gz | 0.915513 | 464 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__170666583 | en | New SA342 Gazelle helicopter released for DCS
The makers of the ever-popular DCS franchise have sent us the following communique.
Polychop Simulations in cooperation with The Fighter Collection and Eagle Dynamics, are pleased to announce that DCS: SA342 Gazelle is now available for early access in the DCS E-Shop:www.digitalcombatsimulator.com/en/shop/modules/gazelle/
The SA342 Gazelle is a light scout/attack and transport helicopter. It was introduced in 1968 as a result of cooperation between Aérospatiale and Westland Aircraft. Operated by 23 countries, the Gazelle has served in combat operations across the world including the 1991 Gulf War, 1982 Lebanon War, Syria, and other conflicts.
The Gazelle is powered by a single turbine engine that is connected to three glass-fibre reinforced plastic main rotor blades, with a bearingless main rotor developed by Bölkow GmbH. It is also the first helicopter which features the famous Fenestron tail rotor.
The version featured in DCS is the anti-tank version that is armed with four HOT 3 anti-tank guided missiles. Later, free upgrades to this module will feature Gazelle versions armed with a GIAT machine gun, rocket pods, Mistral anti-aircraft missile, and sniper team in rear compartment.
Key Features of DCS: SA342 Gazelle:
• Accurate and highly detailed six-degrees-freedom (6DOF) cockpit and external model
• Mouse interactive cockpit with authentic systems modeling
• Fully modeled weapon system including weapons sight and HOT 3
• Exciting and challenging campaign
• Interactive training missions
• AFM (Advanced Flight Model) that simulates all flight phases and characteristics of the Gazelle
• Inclusive flight manual
• Gazelle skins covering many countries
Note: This current release is only compatible with DCS World 2.0.2. Support for version 1.5.3 will be coming soon.
A promotional trailer has also been released to accompany this announcement. | aerospace | 1 |
https://www.thecamx.org/2018/10/camx-awards/thermoplastic-cfrp-rear-pressure-bulkhead-world-premiere-in-the-aeronautics/ | 2024-04-13T20:12:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816832.57/warc/CC-MAIN-20240413180040-20240413210040-00373.warc.gz | 0.923351 | 341 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__57184649 | en | (Premium Aerotec GmbH)
Premium AEROTEC is one of the leading suppliers in the aerospace industry. The company’s core business is the development and production of metal and composite aircraft structures. With 6 sites across Europe and sale offices in US we deliver our products to the world’s biggest aircraft manufacturers. Over 10000 employees and a revenue of more than 2.4 billion Dollars confirms our strong ambitions in aeronautics. The company’s expertise with thermoplastic materials is gained from designing and building structural complex parts in the A350XWB for many years. Here, thermoplastic materials are used to connect CFRP frames with CFRP skin sections. Over 4000 parts per aircraft are produced in our highly automated volume production process. The know-how we gained over years is our key to new innovations. At CAMX we will present the world’s first thermoplastic rear pressure bulkhead. The full scale demonstrator part we designed and manufactured, in just 4 months, is made for a Single Aisle aircraft and has a diameter of about 120 inches. It consists of eight segments of equal size which are connected by a cutting edge welding technology. In comparison to the state of the art aluminum riveted pressure bulkheads the pioneering thermoplastic CFRP version weights less while offering better mechanical performance. Moreover shorter production times and more economic manufacturing make the thermoplastic design a best fit for the Single Aisle airframes.
By using advanced materials and innovative welding technologies the rear pressure bulkhead is a further step to the next generation of aircraft fuselage and we are very excited to present our product to composites community at CAMX. | aerospace | 1 |
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