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https://mjwmodels.co.uk/hbb81752-148-saab-j-32be-lansen-5044-p.asp | 2019-07-19T14:27:53 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195526254.26/warc/CC-MAIN-20190719140355-20190719162355-00173.warc.gz | 0.981943 | 184 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__40256757 | en | The Saab J-32 Lansen was a multi role fighter built for the Swedish Air Force, that was operational from 1957 until 1997. The Lansen proved to be very good in the ground attack role and a capable aircraft in air combat, however a third of Lansens were destroyed in accidents. The fighter and ground attack Lansens were eventually supplanted and then totally replaced by Drakens and Viggens during the 1970's, however the Electronic Warfare variant carried on until 1997. The B model is the radar equipped all weather fighter version and the E is the electronic warfare variant.
Hobby Boss are a relatively new company to us in Western Europe. They are from China and are connected with Trumpeter. Hobby Boss are known for producing well engineered kits with a good level of detail. This particular kit looks very well detailed and comes with decals for 2 different Swedish aircraft and some photo etch metal parts. | aerospace | 1 |
https://www.349amw.afrc.af.mil/News/Photos/igphoto/2001752190/ | 2022-05-25T02:46:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662578939.73/warc/CC-MAIN-20220525023952-20220525053952-00619.warc.gz | 0.881383 | 284 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__205231653 | en | Senior Airman Savannah Johnson, 349th Aeromedical Squadron medical technicians, treats moulaged patients Staff Sgts. Rickey Popplewell and Veronia Knight, 129th Medical Group medical technicians, during a mass casualty exercise at Travis Air Force Base, Calif., on May 19, 2017. The 349th MDG conducted a week-long training session for medical Airmen that culminated in a mass casulaty training scenario. (U.S. Air Force photo/Staff Sgt. Daniel Phelps)
No camera details available.
IMAGE IS PUBLIC DOMAIN
This photograph is considered public domain and has been cleared for release.
If you would like to republish please give the photographer appropriate credit.
Further, any commercial or non-commercial use of this photograph or any other
DoD image must be made in compliance with guidance found at
which pertains to intellectual property restrictions (e.g., copyright and
trademark, including the use of official emblems, insignia, names and slogans), warnings
regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace | 1 |
https://svs.gsfc.nasa.gov/11313 | 2024-03-04T17:10:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476464.74/warc/CC-MAIN-20240304165127-20240304195127-00842.warc.gz | 0.879626 | 245 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__128065781 | en | NASA's Interface Region Imaging Spectrograph (IRIS) solar observatory separated from its Pegasus rocket and is in the proper orbit. This followed a successful launch by the Orbital Sciences Pegasus XL rocket from Vandenberg Air Force Base, Calif. It was the final Pegasus launch currently manifested by NASA. NASA's Launch Services Program at the agency's Kennedy Space Center in Florida managed the countdown and launch.
IRIS is a NASA Small Explorer Mission to observe how solar material moves, gathers energy and heats up as it travels through a little-understood region in the sun's lower atmosphere. This interface region between the sun's photosphere and corona powers its dynamic million-degree atmosphere and drives the solar wind.NASA's Interface Region Imaging Spectrograph (IRIS) spacecraft launched Wednesday at 7:27 p.m. PDT (10:27 p.m. EDT) from Vandenberg Air Force Base, Calif. The mission to study the solar atmosphere was placed in orbit by an Orbital Sciences Corporation Pegasus XL rocket.
B-roll of the Pegasus rocket that sent NASA's IRIS spacecraft into orbit.
Credit: NASA TV.
Please give credit for this item to:
NASA's Goddard Space Flight Center | aerospace | 1 |
https://plus.google.com/+PeterLombardi/posts | 2014-03-16T22:48:33 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394678703964/warc/CC-MAIN-20140313024503-00018-ip-10-183-142-35.ec2.internal.warc.gz | 0.887047 | 1,113 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__144265785 | en | I share gladly this astonishing image of a recent Solar Flare.
Image Credit: NASA/SDO.
On Feb. 24, 2014, the sun emitted a significant solar flare, peaking at 7:49 p.m. EST. NASA's Solar Dynamics Observatory (SDO), which keeps a constant watch on the sun, captured images of the event. These SDO images from 7:25 p.m. EST on Feb. 24 show the first moments of this X-class flare in different wavelengths of light -- seen as the bright spot that appears on the left limb of the sun. Hot solar material can be seen hovering above the active region in the sun's atmosphere, the corona.
Solar flares are powerful bursts of radiation, appearing as giant flashes of light in the SDO images. Harmful radiation from a flare cannot pass through Earth's atmosphere to physically affect humans on the ground, however -- when intense enough -- they can disturb the atmosphere in the layer where GPS and communications signals travel.
#solar_flare #SDO #NASA #space #astronomy #science #ScienceSunday
Cool and icy Dione floats in front of giant Saturn bedecked in a dazzling array of colors.
The surface of Dione, which exhibits contrasting bright and dark areas when viewed up close, appears pale in this image. It is Saturn's multi-hued cloud bands that boldly steal the show. Discrete clouds and eddies in Saturn's northern hemisphere can be seen within the faint shadows of the rings on the planet. Dione is 1,118 kilometers (695 miles) across.
This view was obtained from about one-third of a degree out of the ring plane.
Images taken with red, green and blue filters were used to create this natural-color view. The images were obtained with the wide-angle camera on Sept. 22, 2005, from a distance of approximately 803,000 kilometers (499,000 miles) from Dione and at a sun-Dione-spacecraft, or phase, angle of about 43 degrees. The image scale is about 48 kilometers (30 miles) per pixel.
The Cassini-Huygens mission is a cooperative project of NASA, the European Space Agency and the Italian Space Agency. The Jet Propulsion Laboratory, a division of the California Institute of Technology in Pasadena, manages the mission for NASA's Science Mission Directorate, Washington, D.C. The Cassini orbiter and its two onboard cameras were designed, developed and assembled at JPL. The imaging operations center is based at the Space Science Institute in Boulder, Colorado.
Credit: NASA/JPL/Space Science Institute
#NASA #Saturn #Dione #Moon #Rings #Cassini #ESA
When you take a look at Mars, you probably wouldn't think that it looks like a nice place to live. It's dry, it's dusty, and there's practically no atmosphere. But some scientists think that Mars may have once looked like a much nicer place to live, with a thicker atmosphere, cloudy skies, and possibly even liquid water flowing over the surface. So how did Mars transform from a warm, wet world to a cold, barren desert? NASA's MAVEN spacecraft will give us a clearer idea of how Mars lost its atmosphere (and thus its water), and scientists think that several processes have had an impact.
Scientists think that the collision of neutral hydrogen molecules may have helped to drive the Martian atmosphere into space over billions of years.
Credit: NASA, NASA Goddard, JPL
#NASA #Mars #Atmosphere #MAVEN #Science
Image Credit: NASA/Solar Dynamics Observatory
#sdo #sun #solar #solarsystem #nasa #science #coronal
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At-Home Bitters: A Do-It-Yourself Project for Cocktail Enthusiasts
"Bitters: A Spirited History of a Classic Cure-All," a new book from Brad Thomas Parsons, will make your kitchen look like an alchemist's la | aerospace | 1 |
https://blog.tristar500.net/2017/12/northrop-grumman-orbital-atk-merger.html | 2020-09-20T17:05:18 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400198287.23/warc/CC-MAIN-20200920161009-20200920191009-00076.warc.gz | 0.885927 | 219 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__85520152 | en | Last November, Orbital ATK's stockholders approved the acquisition of their company by Northrop Grumman. The transaction is expected to be completed in the first half of 2018, after regulatory approvals.
Meanwhile, according to Spaceflight Now, the launch of the Pegasus XL rocket carrying the ICON satellite has been postponed to a date yet to be defined, in early 2018:
Launch time: TBD
Launch site: L-1011, Kwajalein, Marshall Islands
An air-launched Orbital ATK Pegasus XL rocket will deploy NASA’s Ionospheric Connection Explorer (ICON) satellite into orbit. ICON will study the ionosphere, a region of Earth’s upper atmosphere where terrestrial weather meets space weather. Disturbances in the ionosphere triggered by solar storms or weather activity in the lower atmosphere can cause disturbances in GPS navigation and radio transmissions. Delayed from June 15, Nov. 14 and Dec. 8. [Nov. 13]
TriStar500.net takes this opportunity to wish you all a Merry Christmas and a Happy New Year. | aerospace | 1 |
http://www.ainonline.com/aviation-news/aviation-international-news/2008-05-05/operators-fume-over-steep-costs-drvsm | 2017-08-21T15:12:14 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886108709.89/warc/CC-MAIN-20170821133645-20170821153645-00175.warc.gz | 0.956668 | 2,436 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__236501083 | en | August 8 marked the official close of the rulemaking comment period
on the contentious FAA proposal calling for implementation of domestic reduced vertical separation minimums (DRVSM) in U.S. airspace starting in December 2004. A large number of business aircraft operators, particularly smaller flight departments and charter providers, are fuming over the proposed rules, which will require sophisticated–and inevitably expensive–height-keeping equipment in airplanes that operate in DRVSM airspace, spanning from a floor of FL 290 to FL 410, inclusive.
Estimates put the cost of DRVSM compliance in the $175,000 to $300,000 range per airplane, in addition to a month of downtime to install new flight instruments and sensors. While many GA groups have already made their positions on the proposal public, official comments submitted to the FAA by NBAA, AOPA, the National Air Transportation Association and the General Aviation Manufacturers Association serve to underscore the deep concerns about the expected economic effect of DRVSM on business and general aviation.
In all, the FAA received more than 70 comments on the DRVSM proposal, many of them from individual business aircraft operators who wrote to say that the costs associated with equipment upgrades would be prohibitively expensive. Learjet 25 operators in particular voiced objections, arguing that because no compliance solution exists for these older business jets they are essentially being regulated out of existence.
The president of an Indianapolis-based charter operator, for example, pointed out that there currently does not exist an RVSM-compliance solution for the company’s 1979 Learjet 25D–nor is one actively in development–and said the cost to upgrade its Learjet 35 and two Hawker 800As will run from $175,000 to $250,000 apiece, with downtime of five weeks per airplane.
Many shared the opinion of the charter company executive that FAA regulations are conspiring against operators of older business airplanes. The financial burden, they say, will be difficult to bear.
“How can the government arbitrarily tell our industry that you are going to have to pay on average $175,000 per aircraft to comply with this rule, or sell your aircraft at a substantial loss because no RVSM package is available, and assume all will accept it?” wrote the charter firm’s president in the company’s official comment. “Reducing or eliminating the economic impact of this proposed rule on the general aviation industry is critical to the survival of smaller operators.”
As one solution, the Part 135 operator suggested that money from the Aviation Trust Fund might be used to subsidize equipment costs for small businesses. And as an alternative to DRVSM he also proposed that ATC equipment be upgraded to monitor aircraft altitude more precisely, thereby putting the cost burden on the FAA instead of individual operators. Both are options that the FAA is unlikely to accept as tenable.
DRVSM, as proposed, will reduce separation between airplanes flying in the higher flight levels from the current 2,000-ft minimum to 1,000 ft. The FAA estimates DRVSM will save the airlines about $5.8 billion in fuel costs between 2004 and 2018, a compelling argument in support of the proposal. Smaller companies that operate light to midsize business jets, however, argue that the FAA ignored the full ramifications of the rule on their segment of aviation, and contend that the economic model supporting DRVSM is incomplete.
Scott Tweed, chief pilot for Fort Lauderdale, Fla.-based charter operator Air Voyager, a Learjet 25 operator, told AIN he is worried that if the FAA does not provide a certain amount of leniency to operators of aircraft for which RVSM-compliance packages do not exist, his business will be in trouble. He agreed with others that the Learjet 20-series is on the verge of being regulated to the point of extinction.
“If they don’t have a provision for non-RVSM-compatible aircraft, it essentially renders a whole set of airplanes useless,” he said. “I don’t know if anyone is working on an RVSM conversion for the 20-series Lears, but even if they are it would probably be cheaper to get a new airplane.”
Spirit Wing, a Guthrie, Okla.-based warbird restorer, is in the midst of an ambitious Learjet 20-series re-engining program that the company said hinges on the ability of the airplanes being able to gain RVSM approval. New noise restrictions at many airports around the country prohibit operations by Learjet 20-series aircraft, creating a market for the re-engining program–but operators are unlikely to spend the money for new engines if they can’t fly at optimum altitudes.
Spirit Wing is developing an STC to fit quieter, more fuel-efficient Williams FJ44-2C turbofans on the series, and plans to seek group RVSM approval on its own. A company spokesman, however, admitted the program right now is on the “back burner” and that an application to the FAA has yet to be submitted. He also said Spirit Wing’s plan is to use the aircraft’s original Jet FC-110 autopilot with new pitot-static probes and an air-data system from an unnamed supplier, a configuration that may not be viable if the out-of-production autopilot cannot hold altitude to strict RVSM specifications.
NBAA, a leading voice of opposition against what association president Jack Olcott calls “regulatory obsolescence of perfectly good airplanes,” reiterated in comments to the FAA its concerns about DRVSM, expressed a year ago to Administrator Jane Garvey in a joint NBAA/ GAMA letter. NBAA’s central argument is that it will be difficult for operators to equip and certify airplanes on time. As such, the association has led the call for a phased-in DRVSM implementation schedule–so far to no avail.
NBAA was disappointed when the FAA rejected an earlier proposal that called for DRVSM to be implemented in stages over a number of years, a plan that would have given corporate operators more time to gain needed avionics upgrades. The FAA decided to scrap the plan after the National Air Traffic Controllers Association (Natca), the labor union that represents about 15,000 of the nation’s ATC personnel, said phased implementation would wreak havoc on the ATC system by forcing controllers to switch back and forth between 2,000- and 1,000-ft separation standards.
NBAA has generally supported the broader DRVSM concept, but it is worried that too little time remains to modify and gain approvals for the entire business aviation fleet. Olcott’s message to members is that they should start planning for DRVSM earlier rather than later.
“DRVSM is something that’s going to be reality,” warned Olcott. “It’s a reality in Europe, it’s a reality over the North Atlantic.” December 2004, he said, appears to be the firm date the FAA will adhere to, in spite of business aviation’s objections. “We have argued that there needs to be a phase in, we’ve argued that there needs to be a way of helping the community adjust to this, but so far the FAA has said, ‘We hear your community, we hear you NBAA, but there’s a time schedule here and we’re going to stick to it.’”
NBAA hasn’t quite given up the fight to delay DRVSM’s introduction, but it is clear that the association’s concerns now lie mainly in helping to ensure that operators can gain DRVSM approvals, including required pilot training, well in advance of the rule’s effective date.
“The big challenge with RVSM is for the operators to realize it is a reality, and that they had best make their arrangements to get their airplanes modified as soon as possible so that we don’t end up with a huge backlog of work just as we’re approaching the deadline,” said Olcott.
The FAA will hold DRVSM seminars on September 8 and 9 in Orlando, Fla., in conjunction with this month’s NBAA Convention. The association has voiced concern about the FSDO approval process, arguing that some of its members have encountered difficulty when dealing with local FAA officials, and that rules seem to vary from place to place. Such concerns are expected to be discussed during the seminars.
DRVSM Analysis ‘Flawed’
NATA, meanwhile, called the FAA’s DRVSM analysis “flawed,” arguing that the agency didn’t review the economic effect of the rule on “small businesses operating aircraft within the general aviation fleet.” The association also said that current cost estimates of $200,000 to $300,000 for DRVSM compliance represent “half the total value” of many older business jets. NATA asked for an additional 90-day comment period to allow for a “thorough review of the FAA’s economic and small business conclusions,” while also calling for an independent economic analysis in that time period.
AOPA, whose members generally will be less affected by DRVSM, argued that while the restricted airspace is supposed to increase capacity at altitude, major chokepoints remain in terminal areas. Until more runways are built, wrote the pilots’ group, DRVSM will have “little impact on improving total system capacity.”
Not all the comments submitted for FAA review were negative, however. In fact, several praised the agency for moving forward on DRVSM in spite of opposition from GA groups. For instance, one small corporate operator who reported having just gone through the RVSM-approval process with the company’s Cessna Citation said the experience was “entirely positive,” adding that the firm expects the savings associated with flying at optimum flight levels will, over time, “provide good financial returns.”
A surprising number of comments were from the general public, people who were perhaps moved to offer observations based on reports they had seen on TV or read in newspapers. While many of these appeared to be casual remarks that supported DRVSM implementation as a way to save the airlines money, a number dealt with safety and the potential for collisions in the higher flight levels that could result from reduced separation between aircraft. Such worries are perhaps to be expected considering that the DRVSM comment period closed just weeks after the highly publicized collision of a DHL Boeing 757-200 cargo plane and passenger-laden Tupolev Tu-154M over Germany. Sixty-nine people died in the accident, most of them Russian schoolchildren.
The flying public isn’t the only group worried about the potential for collisions in DRVSM airspace, however. Pilots for some time have hotly debated the question of whether DRVSM-compliant aircraft should be required to carry TCAS. In its formal comments to the FAA, the Air Line Pilots Association said TCAS mandates are not needed, writing that its members are of the opinion that an adequate level of safety can be maintained if non-TCAS equipped aircraft are equip-ped with altitude-reporting mode-C transponders, as is already required.
Also weighing in on the proposal was the NTSB, whose recommendations dealt not with the danger of collisions, but instead with wake turbulence, a frequent complaint of crews flying in RVSM airspace behind heavy jets over Europe and the North Atlantic. The Board suggested that the FAA “aggressively solicit and track reports” of such incidents to help identify any safety issues. | aerospace | 1 |
http://www.redorbit.com/images/pic/2892/lunar-surface-from-inside-lunar-module/ | 2014-07-11T11:53:16 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1404776426922.10/warc/CC-MAIN-20140707234026-00036-ip-10-180-212-248.ec2.internal.warc.gz | 0.808834 | 153 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__30118078 | en | Lunar Surface from Inside Lunar Module
May 5, 2003
A view from inside the Lunar Module following the second Apollo 14 extravehicular activity (EVA-2). At the left foreground is the Modularized Equipment Transporter (MET). Tracks made by the two-wheeled Rickshaw-type cart can be seen in the left background. The Apollo 35mm stereo close-up camera lies next to the MET, near a shadow of the erectable S-band Antenna. The area is covered with footprints made by Astronauts Alan B. Shepard JR., comander; and Edgar D. Mitchell, lunar module pilot.
Topics: Apollo Lunar Module, Apollo 14, Apollo program, Extra-vehicular activity, Alan Shepard, Apollo spacecraft | aerospace | 1 |
http://www.thestar.com.my/news/nation/2014/04/21/mh192-transport-ministry-orders-probe/ | 2016-05-24T21:33:53 | s3://commoncrawl/crawl-data/CC-MAIN-2016-22/segments/1464049273667.68/warc/CC-MAIN-20160524002113-00103-ip-10-185-217-139.ec2.internal.warc.gz | 0.963422 | 204 | CC-MAIN-2016-22 | webtext-fineweb__CC-MAIN-2016-22__0__53488521 | en | KUALA LUMPUR: The Transport Ministry will review the standard safety procedures before take-off for all flights following the incident involving the Malaysia Airlines flight bound for Bengalaru (Bangalore), India, which was forced to turn back when its landing gears malfunctioned.
Deputy Transport Minister Datuk Abdul Aziz Kaprawi said that the standard operating procedures before taking-off must be fine-tuned in order to ensure that all flights can fly safely to their destination.
"We have ordered a probe on why there are a series of technical problems involving Malaysian Airlines planes.
"We are happy that the pilot had safely landed the flight and had followed the SOPs," he told reporters at the Parliament lobby on Monday.
MAS flight MH192 was forced to make a turn back and landed safely in KLIA.
The airline tweeted earlier that the Boeing 737-800 aircraft landed safely at 1.56am.
The flight was carrying 166 people, including 159 passengers and seven crew members. | aerospace | 1 |
http://hanna-barbera.info/how-to-play-rummy/bt-13 | 2017-04-28T04:28:14 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122739.53/warc/CC-MAIN-20170423031202-00008-ip-10-145-167-34.ec2.internal.warc.gz | 0.860527 | 224 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__318827436 | en | Known to its student pilots as the “Vultee Vibrator,” thousands of Army Air Corps, Navy, and Marine Corps aviation cadets flew the BT - 13 series aircraft during.
The first order for 300 new BT - 13 Valiants was placed in September of and it would become the most widely-used American training aircraft of World War.
BT - 13 Vultee owned and flown by James E. Smith. Vultee BT 13. seekbowhunter.
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https://www.endurosat.com/ | 2017-10-22T01:05:45 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187824931.84/warc/CC-MAIN-20171022003552-20171022023552-00172.warc.gz | 0.912402 | 597 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__134754602 | en | IMMEDIATE DELIVERY! EnduroSat guarantees 5 DAYS LEAD TIME after purchase confirmation. Our clients can track automatically their shipments and SAVE significant amount of MONEY and TIME.
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EnduroSat team has designed, engineered and built next-gen CubeSat platforms that provide the user with the automation and intuitive experience of a high-performance satellite at a significantly lower cost. Our platforms were created with the mission to accelerate space research and applications and enable easy access to Earth orbit and beyond to new players.
We are advancing the next-gen infrastructure in space. Our CubeSats are designed and engineered to endure space environment for very long time in a completely autonomous mode. EnduroSat mission is to provide simpler access to space for the innovative business customers, scientists and technologists. Our team is developing a completely integrated space infrastructure for a diverse set of missions.
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EnduroSat is proud to announce it has initiated “InnoSpaceComm” Project for engineering and development of innovative space communication systems and services for the nano/microsatellite market. The specific objectives of the project are to develop and deploy a novel communication infrastructure – both on-board the satellites and on the ground, to provide unique capability for space to Earth communication at significantly lower cost to European industry, research and education sectors. The successful implementation of the InnoSpaceComm project will open vast opportunities for innovative services and data-driven applications to European entrepreneurs and SME companies. It will provide them access to the market much faster. By securing the new communication infrastructure space- ground-space at a significantly lower cost and educational program supporting it, all new companies will leverage it by focusing directly on Earth-based applications and services and data analysis (examples: more advanced Smart city solutions, space education with hands-on experience, logistics through higher data transfers, Earth observation, disaster management).
InnoSpaceComm project has received funding from the European Union’s Horizon 2020 research and innovation programme, SME Instrument Phase 2 under grant agreement No 768049. | aerospace | 1 |
http://www.popsci.com/technology/article/2010-03/cubesail-spacecraft-uses-sail-orbital-brake-end-it-all | 2013-12-10T16:49:39 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164022208/warc/CC-MAIN-20131204133342-00046-ip-10-33-133-15.ec2.internal.warc.gz | 0.958728 | 816 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__111758491 | en | A tiny spacecraft measuring less than a foot in length is the first designed to end its own life by using a solar sail as an orbital brake. Putting itself through the fiery atmospheric plunge would let it avoid becoming part of the growing cloud of space debris surrounding Earth, New Scientist. You seeing this, DARPA?
The CubeSail craft would use the 16-by-16-foot sail to harness the pressure of sunlight and test the power of solar sail propulsion, before deploying it to de-orbit at the end of its mission life. Launch is scheduled for sometime late next year.
This preventive approach to tackling space junk could prove invaluable to keep the debris cloud from growing, but only if many more future space missions adopt this. Just keeping track of all the tiny bits of debris has proven a challenge, but represents a necessary task for human space missions to get out of harm's way.
CubeSail's design comes from the University of Surrey in Guildford, UK. Funding for the project came from EADS Astrium, the biggest European aerospace company that has previously investigated similar death shrouds for satellites.
On a more life-affirming satellite note, the company also recently announced plans to put a solar-power-harvesting satellite into orbit before the decade is out.
[via New Scientist]
When is this?
@javor jav Good question -- sometime next year
Why destroy itself? I'm sure on board that satellite are very expensive components and parts that can be recycled or reused. Why not tell it to rendezvous with a space craft returning from its own mission and get packed up in the cargo hold and brought back to Earth?
Maybe some of them are too big to fit in the space craft? Well, take whatever isn't too big and not bolted to the floor and save yourself some money.
People wonder why NASA costs billions of dollars a year to operate. Well, you wouldn't be so amazed if you knew that they're literally burning up multi-million dollar satellites with expensive components when they're done with them.
To me, that's FWA, or Fraud Waste Abuse.
Would what NASA does make sense if DoD departments practiced the same thing? Does the Navy sink it's carriers once they've finished with a mission? No. They get stripped for parts and mothballed until they need it again. The USAF doesn't just throw away entire working airplanes that are decommissioned. Those planes also get stripped for parts, and the fuselage hangs out to dry in a desert climate somewhere until it's needed for something else or melted into raw materials again.
it should take out the trash with itself. everytime one commits suicide, it can take down a decommissioned satellite or something. couldnt we put a satellite up higher than the rest of them, which shoots a BB gun at things that need to crash back to earth? except a BB in space would take out the ISS and anything else we got up there. but thats why it needs to be so accurate that it can shoot a BB at a stray BB and send them both to earth. or i could go up there on a suicide mission where i go collect space junk and if i get hit by space junk then i die but i have at least put some of the space junk into my giant space recycling bin.. even safer idea: launch ice cubes at the target with springs/compressed air. then you dont have to worry about stray BB's it could even be dry ice so you are not wasting water.
the reason why we dont try to recover this stuff and would rather have it disintegrate in the atmosphere because it cost way to much money to recover it. It is much more economical to send it up, have it do its mission and then forget about it. (or in this case have it destroy itself)
Watch it be the first "emo" satellite and plan and plot its own suicide but, due to some kind of glitch, never execute its plan to execute itself. | aerospace | 1 |
https://spaceref.com/press-release/65fr8209a-national-environmental-policy-act-sounding-rocket-program/ | 2023-03-31T15:57:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949644.27/warc/CC-MAIN-20230331144941-20230331174941-00129.warc.gz | 0.843188 | 1,860 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__279542869 | en | - Press Release
- Mar 31, 2023
65FR8209A National Environmental Policy Act; Sounding Rocket Program
Archive-Name: gov/us/fed/nara/fed-register/2000/feb/17/65FR8209A Posting-number: Volume 65, Issue 33, Page 8209A
[Federal Register: February 17, 2000 (Volume 65, Number 33)]
From the Federal Register Online via GPO Access [wais.access.gpo.gov] [DOCID:fr17fe00-125]
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
National Environmental Policy Act; Sounding Rocket Program
AGENCY: National Aeronautics and Space Administration (NASA).
ACTION: Notice of availability of the final supplemental environmental impact statement (FSEIS) for the Sounding Rocket Program (SRP).
SUMMARY: Pursuant to the National Environmental Policy Act of 1969 (NEPA), as amended (42 U.S.C. 4321 et seq.), the Council on
Environmental Quality Regulations for Implementing the Procedural Provisions of NEPA (40 CFR parts 1500-1508), and NASA policy and procedures (14 CFR part 1216 subpart 1216.3), NASA has prepared and issued a FSEIS for continuation of its SRP, which offers approximately 30 flight opportunities per year to space scientists. The FSEIS addresses environmental issues associated with the launch and recovery of the sounding rockets and/or associated scientific payloads. The purpose of the launches is to support space and earth science research. This FSEIS addresses the programmatic changes to the SRP that have occurred since the issuance of the 1973 final environmental impact statement (FEIS) for the NASA SRP and analyzes the site-specific environmental impacts at the three principal U.S. launch sites located at: Wallops Flight Facility, Wallops Island, Virginia; Poker Flat Research Range near Fairbanks, Alaska; and White Sands Missile Range, New Mexico.
DATES: NASA will take no final action or reach a final decision on continuation of the SRP program and use of Wallops Flight Facility, Wallops Island, Virginia, White Sands Missile Range, New Mexico, and Poker Flat Research Range, Alaska before March 20, 2000 or 30 days from the date of publication in the Federal Register of the U.S.
Environmental Protection Agency’s notice of availability of the SRP FSEIS, whichever is later.
ADDRESSES: The FSEIS may be reviewed at the following locations: (a) NASA Headquarters, Library, Room 1J20, 300 E Street SW., Washington, DC 20546 (202-358-0167).
(b) NASA, Goddard Space Flight Center/Wallops Flight Facility, Public Affairs Office, Wallops Island, VA 23337 (757-824-1579).
(c) Eastern Shore Public Library, Accomac, VA (757-787-3400).
(d) University of Alaska-Fairbanks Library, Fairbanks, AK (907-474- 7224).
(e) Alamogordo Library, Alamogordo, NM (505-439-4140).
(f) Jet Propulsion Laboratory, Visitors Lobby, Building 249, 4800 Oak Grove Drive, Pasadena, CA 91109 (818-354-5179).
(g) NASA, Spaceport USA, Room 2001, John F. Kennedy Space Center, FL 32899. Please call Lisa Fowler beforehand at 407-867-2497 so that arrangements can be made.
In addition, the FSEIS may be examined at the following NASA locations by contacting the pertinent Freedom of Information Act Office:
(a) NASA, Ames Research Center, Moffett Field, CA 94035 (650-604- 4191).
(b) NASA, Dryden Flight Research Center, P.O. Box 273, Edwards Air Force Base, CA 93523 (661-258-3449).
(c) NASA, Glenn Research Center at Lewis Field, 21000 Brookpark Road, Cleveland, OH 44135 (216-433-2755).
(d) NASA, Goddard Space Flight Center, Greenbelt, MD 20771 (301- 286-0730).
(e) NASA, Johnson Space Center, Houston, TX 77058 (281-483-8612). (f) NASA, Langley Research Center, Hampton, VA 23665 (757-864- 2497).
(g) NASA, Marshall Space Flight Center, Huntsville, AL 35812 (256- 544-2030).
(h) NASA, Stennis Space Center, MS 39529 (228-688-2164).
Limited copies of the FSEIS are available, on a first request basis, by contacting William B. Johnson at the address, telephone number, or electronic mail address provided below.
FOR FURTHER INFORMATION CONTACT: William B. Johnson, Code 810, NASA, Goddard Space Flight Center, Wallops Flight Facility, Wallops Island, Virginia, 23337; telephone 757-824-1099; electronic mail
SUPPLEMENTARY INFORMATION: The NASA SRP is a suborbital spaceflight program primarily in support of space and earth sciences research activities sponsored by NASA. This program also provides applicable support to other government agencies as well as international sounding rocket groups and scientists. The program is a relatively low-cost, quick response effort. These experiments provide a variety of
information, including high-altitude wind shear and velocity, density and temperature or particles in the upper atmosphere, and changes in the ionosphere. Sounding rocket payloads also yield valuable data on the natural conditions surrounding the Earth, Sun, stars, galaxies, nebulas, planets, and other phenomena.
NASA uses sounding rockets to allow scientists to conduct
investigations at specified times and altitudes. Sounding rockets fly vertical flight trajectories from 48 kilometers (30 miles) to over 1,290 kilometers (800 miles) in altitude. Sounding rockets provide the only means for in situ measurements at altitudes between the maximum altitude of balloons (about 48 kilometers (30 miles)) and the minimum altitude for satellites (about 160 kilometers (100 miles)). The flight normally lasts less than 30 minutes. All of the motors used in the program use solid fuel and are relatively small.
The proposed action and NASA’s preferred alternative is the continued operation of the NASA SRP, as presently managed. The FSEIS focuses on programmatic changes in the NASA SRP that have taken place since the original FEIS was issued in 1973 by deleting launch vehicles that are no longer used, adding new launch vehicles and systems currently being used, and reflecting changes in Federal and State environmental statutes and regulations. The FSEIS addresses both the overall environmental impacts of the SRP and the site-specific
environmental impacts at and in the area of the three principal domestic sounding rocket sites: Wallops Flight Facility, Wallops Island, Virginia; White Sands Missile Range, White Sands, New Mexico; and Poker Flat Research Range near Fairbanks, Alaska. NASA investigated alternatives to sounding rockets; alternatives to current propellants; and alternatives to the launch sites at Wallops Island, Virginia, White Sands, New Mexico, and Poker Flat, Alaska. No alternative to the sounding rocket could provide the same quality of scientific data. Alternative propellants are impractical since they would result in decreased performance, generate other pollutants, or present other physical dangers. Launching at other than the established U.S. ranges on a continual basis is not practical since it would increase adverse environmental impacts due to construction activities without realizing any operational or environmental advantages.
Some sounding rocket campaigns are conducted at other U.S. sites and at foreign locations. Prior to deciding whether to conduct sounding rocket campaigns at sites other than the three specifically addressed in the FSEIS, NASA will undertake additional site-specific
environmental review and documentation, as appropriate.
Comments on the draft supplemental environmental impact statement were solicited from Federal, State and local agencies, organizations, and the general public through: (a) Notices published in the Federal Register–NASA notice on June 12, 1995 (60 FR 30901), and U.S.
Environmental Protection Agency notice on June 16, 1995 (60 FR 31716); and (b) notices in newspapers of general circulation in areas
potentially subject to environmental impacts. Comments received have been addressed in the FSEIS.
Jeffrey E. Sutton,
Associate Administrator for Management Systems.
[FR Doc. 00-3808 Filed 2-16-00; 8:45 am]
BILLING CODE 7510-01-P | aerospace | 1 |
http://www.aero-news.net/EmailArticle.cfm?do=main.textpost&id=47917870-14b2-4162-aab3-3a7ccf8ddf37 | 2013-12-08T14:38:59 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163065934/warc/CC-MAIN-20131204131745-00061-ip-10-33-133-15.ec2.internal.warc.gz | 0.935539 | 484 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__168760341 | en | Score One For NASA Ingenuity
Discovery astronauts repaired a damaged solar panel on a
potentially dangerous venture outside the space station on
Saturday, accomplishing the task in a little more than seven
As ANN reported, a section of
the panel snagged and ripped earlier this week when the
accordion-like sheet was unfurled.
NASA astronaut Scott Parazynski used needle-nose pliers, wire
cutters and a spatula-like device to free a stuck solar panel,
according to a Bloomberg report.
Parazynski, 46, made the repairs while standing at the end of a
boom attached to the station's robotic arm, measuring almost
60-feet long. He had to avoid touching the panels with his suit or
the metal tools during the 7-hour, 19-minute spacewalk, as they
could transmit electricity from the solar array.
The panel, which helps supply power to the orbiting outpost, was
worked on by astronauts aboard the International Space Station.
Prior to the repair, it couldn't be unfurled completely though it
was generating electricity at 97 percent capacity, according to
Spacewalker Doug Wheelock, who made his third spacewalk, was on
the truss near the solar array, assisting Parazynski and talking to
crew inside the station who steered the robotic arm. Both are
members of the STS-120 crew onboard the shuttle Discovery.
Parazynski installed five hinge stabilizers, or "cufflinks" made
by the station's crew, to the damaged solar wing.
The spacewalk is the fourth since the shuttle arrived October
25. Three days after their arrival, spacewalker Daniel Tani found
metal shavings inside a joint that rotates wings on the opposite
side of the station during a spacewalk, as reported by ANN.
NASA determined repair to that joint was less urgent than the
solar wing repair.
Now that the solar wing is repaired the shuttle’s crew
will prepare to leave the station. They will close the hatch
between the shuttle and the station at 1343 EST on Sunday,
after interviews with European media, off-duty time, and
Discovery is scheduled to undock from the station Monday
(Images courtesy of NASA TV) | aerospace | 1 |
https://egnos-user-support.essp-sas.eu/news-events/news/webinar-available-lpv-solutions-aircraft-free-online-tool-explained | 2023-03-29T22:22:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949035.66/warc/CC-MAIN-20230329213541-20230330003541-00708.warc.gz | 0.93049 | 813 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__3961477 | en | The ESSP has published in the EGNOS User Support Website a tool to support aviation users identifying available LPV solutions. We know that equipping an aircraft with an LPV solution is not a simple task, not just because of the logistic and monetary implications, but also because it is key to understand the solutions available in the market. This free online tool allows to identify which Supplemental Type Certificate -STC- and Service Bulletins -SB- solutions are available in the market to implement SBAS and LPV capabilities on eligible aircraft. If you are interested in aircraft solutions to have LPV capability, you cannot miss this webinar.
This webinar is organised by European Satellite Services Provider (ESSP) in collaboration with European Union Agency for the Space Programme (EUSPA), and will take place on the 6th of October. It aims at EGNOS users in civil aviation: ANSPs, Aircraft Operators, DOAs, avionics manufacturers… In general, all those actors interested in identifying aircraft that have the LPV capability on board as sorted from the manufacturing line, either as a Service Bulletin or by means of a Supplemental Type Certificate, can count today with a tool to assist them in such search process.
This online tool hosted in the EGNOS User Support Website also provides the information assigned to each specific aircraft model and is fed regularly on a best-effort basis with information gathered from a number of sources, including conversations with OEMs, DOAs, operators and avionics manufacturers among others. Also, since SBAS-based ADS-B solutions are also a possibility, users may look for this option at the same time they look for LPV solutions.
MAIN INFORMATION YOU CAN GET IN THIS WEBINAR:
- How to find which aircraft already have the LPV capability by Line fit or SB
- Which are the aircraft with LPV capability “Line fit or SB”
- How to find examples of aircraft that already have the LPV capability, as standard
- Which are the STCs solutions available
In summary, this tool allows users to find the solutions available in the market.
LPV capability on board aircraft is already a reality, as a standard capability like in the A220 family, as line-fit or Service Bulletin possibility or as a Supplemental Type Certificate.
If you want to register to this webinar, please click here.
Event date: 6 October 2021
Hours: 15:30 – 16:30 CET
The European Geostationary Navigation Overlay Service (EGNOS) is Europe's regional satellite-based augmentation system (SBAS). It is used to improve the performance of global navigation satellite systems (GNSS), such as GPS and Galileo in the near future. It has been deployed to provide navigation services to aviation users over Europe, and it is also available for other transport and market segments such as maritime, rail, agriculture, geomatics and road.
EGNOS uses GNSS measurements taken by accurately located reference stations deployed across Europe. All measured GNSS errors are transferred to a central computing centre, where differential corrections and integrity messages are calculated. These calculations are then broadcast over the covered area using geostationary satellites.
As a result, EGNOS improves the accuracy and reliability of GNSS positioning information, while also providing an integrity message critical for Safety of life applications, as is the case in aviation.
About EGNOS Service Provider (ESSP)
ESSP SAS (European Satellite Services Provider) core activities are the operations and service provision of EGNOS.
ESSP is founded by 7 key European Air Navigation Service Providers: Skyguide, DFS IBS, DSNA, AENA, NATS, ENAV, and NAV.
There will be more webinars during this year, please visit the NEWS page at the EGNOS User Support Website to stay tuned. | aerospace | 1 |
https://www.businessclass.com/archive/article/gb/small-news-singapore-airlines-great-news-passengers | 2022-01-16T19:09:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300010.26/warc/CC-MAIN-20220116180715-20220116210715-00613.warc.gz | 0.950996 | 824 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__193669517 | en | The reintroduction of narrowbody aircraft is rarely anything to get excited about, but this week's news from Singapore Airlines is of note. As the carrier finally folds its regional subsidiary SilkAir into the main brand, Singapore Airlines will restart flying narrowbody aircraft, something it has not done since the late 1980s.
The assimilation of SilkAir into Singapore Airlines has been on the drawing board for several years. However SilkAir aircraft are currently being reliveried, crew changing uniforms and the passenger experience is being aligned to match the superior offering of the parent carrier.
While narrowbody aircraft will always struggle to match the comfort delivered by a widebody aircraft, Singapore Airlines is taking several steps to converge that experience. SilkAir was a full service airline, but never quite to the same level as its parent. Initial improvements include newly upholstered seats, food & beverage matching that passengers already receive on the larger aircraft and cabin crew dressed in the iconic Singapore Airlines sarong kabaya. Singapore Airlines had originally planned to coordinate the integration of SilkAir with the introduction of brand new seats in both Business and Economy Class.This process was delayed due to the grounding of the new Boeing 737-8 MAX, followed by the COVID-19 pandemic. The first nine narrowbody aircraft joining Singapore Airlines will now be Boeing 737-800s, featuring the same seats as offered by SilkAir, although newly upholstered. Business Class features 12 seats with an 8” recline in a 2-2 configuration across three rows.
Although the first narrowbody aircraft to join the Singapore Airlines fleet will not offer new seats, they are still planned to arrive later when new aircraft are delivered, and existing aircraft may still be reconfigured to offer a consistent product. Once introduced, Business Class passengers will enjoy flat beds, and all passengers will have access to the carrier's renowned KrisWorld inflight entertainment system - accessed from individual screens in every seat. On the first aircraft with the older seats, KrisWorld will be available by connecting personal devices such as mobile phones or tablets to the onboard wi-fi network. Perhaps somewhat surprisingly, the first aircraft are not wi-fi enabled, so the network is only used for streaming entertainment from onboard servers.
From a food & beverage perspective, passengers will enjoy the same experience as on larger aircraft in the fleet. Business Class passengers can pre-order their main courses from the popular «Book the Cook» menu and expect it to be served on fine Narumi porcelain. Fresh fruits and cheeses will be offered at the end of the meal on flights over 3.5 hours. The signature satay canapé will be offered before lunch and dinner on flights lasting more than 5 hours, such as from Singapore to Cairns or Kathmandu.
One of the positive but less obvious consequences of the SilkAir integration into Singapore Airlines, is that many more regional flights will now be Star Alliance flights. Singapore Airlines has for many years offered through-fares and seamless connectivity with SilkAir, but Star Alliance loyalty program members have been missing out on points and benefits. Gold Card holders can now look forward to enjoying benefits such as priority check-in, lounge access and additional baggage to destinations previously served by SilkAir. A range of new and exciting destinations will also become available for passengers eager to earn or burn loyalty points.
The first Singapore Airlines Boeing 737-800 will be taking off from Changi Airport to Phuket, Thailand on March 4th, 2021 with Bandar Seri Bagewan following on March 15th. Additional destinations will be introduced as the integration proceeds over a 12-month period.
New Zealand is not exactly a central place to visit, and the national carrier - Air New Zealand - serves as a lifeline for the nation to the...
For those craving an authentic Robinson Crusoe experience with an endless azure blue horizon and a white sandy beach fringed with palm...
Until the 25 January 2022, Finnair is offering attractive Business Class fares on short, medium and long haul routes from London, Oslo... | aerospace | 1 |
https://blackchristiannews.com/2020/08/spacex-successfully-flies-starship-prototype-to-500-feet/ | 2020-09-23T03:43:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400209665.4/warc/CC-MAIN-20200923015227-20200923045227-00231.warc.gz | 0.954155 | 195 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__211883735 | en | A prototype of SpaceX’s next-generation Starship vehicle has successfully flown to an altitude of 150m (500ft).
The uncrewed test vehicle rose up on a plume of exhaust before deploying its landing legs and touching down softly.
The flight was carried out at SpaceX’s test site near the village of Boca Chica in south Texas on Tuesday evening.
It’s the first flight test in almost a year for the Raptor engine, which will be used to power Starship.
The stainless steel test vehicle, called SN5, has been compared variously to a grain silo and water tank.
But it could pave the way for a spacecraft capable of carrying humans to the Moon and Mars.
Shortly after the test flight, which lasted just under a minute, SpaceX founder Elon Musk tweeted: “Mars is looking real.”
Click here to read more.
SOURCE: BBC News, Paul Rincon | aerospace | 1 |
https://www.europeanwomenintech.com/blog/industry-aerospace | 2021-09-18T22:40:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056578.5/warc/CC-MAIN-20210918214805-20210919004805-00522.warc.gz | 0.916261 | 497 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__145385219 | en | The Aviation Industry is set to be well represented at European Women in Technology this November, with speakers from top aviation companies, including Boeing and SESAR.
As air travel has become an accessible and essential form of transport across the business world, ensuring the safety, high performance and efficiency of vehicles as well as managing airspace and airports is critical to the industry.
The International Air Transport Association (IATA) predicts that global passenger numbers will almost double in the period to 2036, rising to 7.8 billion annually. The aviation industry is already taking steps to meet this demand, as Airbus announced in July 2018 that nearly 37,400 new aircraft are required over the next 20 years. A knock-on effect of this demand is a rising demand in the maintenance sector; Airbus has estimated that the maintenance, repair and operations sector will be worth $120 billion annually by 2036.
Drones will soon be used as maintenance tools to detect surface damage on its fleet. Companies such as EasyJet are already trialling this, and have found that the use of drones reduced the time taken to inspect each aircraft, allowing technicians more time to complete other tasks. Lufthansa Technik announced last year that they were testing numerous technological innovations, including mobile 3D scanners and drone inspections at their Malta facility.
By bringing together technologists from across platform manufacturers and aviation operators, explore what is on the horizon for the aviation sector at this year's conference. See below our top five speakers in the aviation industry and the topics they will be covering at this year's European Women in Technology conference.
Top 5 Speakers:
Mariagrazia La Piscopia
Chief Strategy and Programme Management @ SESAR
Session: Single European Sky - Towards Defragmentation Through Digital Transformation
CEO @ A Drone of Her Own
Sessions: Female Founder Spotlight - Why I Drone Like a Woman But Drone in a Man's World & Why a Female Perspective is Critically Needed to Drone Over Refugee Camps
Senior Learning Program Manager @ Boeing
Session: Personal Branding - Owning Your First Impression
Head of Data and AI @ BAE Systems
Session: Workshop - Cracking the Code on Interview Technique
Digital Transformation- Cybersecurity Director @ Thales
Session: Chair Intro
Join 4,000+ industry professionals for two days of career-boosting workshops, inspiring keynotes and networking opportunities at European Women in Tech on November 26-27. | aerospace | 1 |
http://eaa701.org/turbine-experimental-aircraft-dragonfly/ | 2021-06-15T00:54:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487614006.8/warc/CC-MAIN-20210614232115-20210615022115-00596.warc.gz | 0.949688 | 311 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__40596922 | en | Turbine experimental aircraft dragonfly
Flight dynamics is the science of air vehicle orientation and control in three dimensions. The three critical flight dynamics parameters are the angles of rotation around three axes about the vehicle’s center of mass, known as pitch, roll, and yaw .
You are lucky! You found what you wanted! You have found images – turbine experimental aircraft dragonfly
An experimental aircraft is an aircraft that has not yet been fully proven in flight. Often, this implies that new aerospace technologies are being tested on the aircraft, though the label is more broad.
You also be interested in turbine experimental aircraft directory
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What is turbine experimental aircraft dragonfly?
Aerodynamic lift involving wings is the most common, with fixed-wing aircraft being kept in the air by the forward movement of wings, and rotorcraft by spinning wing-shaped rotors sometimes called rotary wings. A wing is a flat, horizontal surface, usually shaped in cross-section as an aerofoil. To fly, air must flow over the wing and generate lift. A flexible wing is a wing made of fabric or thin sheet material, often stretched over a rigid frame. A kite is tethered to the ground and relies on the speed of the wind over its wings, which may be flexible or rigid, fixed, or rotary. | aerospace | 1 |
https://www.flightconnections.com/flights-to-enfidha-nbe | 2022-09-29T08:26:40 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335326.48/warc/CC-MAIN-20220929065206-20220929095206-00267.warc.gz | 0.912758 | 1,258 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__11732576 | en | Non-stop flights to Enfidha (NBE)
Enfidha Airport is a small airport in Tunisia. It is an international airport. In total there are 8 airports around the world that have direct flights to Enfidha, spread around 7 cities in 4 countries. Currently, there is one domestic flight to Enfidha.
Enfidha is mainly known for sightseeing & culture.
On this pageAll direct flights to Enfidha Airlines flying to Enfidha Intercontinental flights International flights Domestic flights Alternative airports FAQ
This month, there are 37 flights arriving at Enfidha Airport, which are 7 flights per week or 1 flights per day.
The most frequently departed flights to Enfidha are routes from London Gatwick (LGW) in United Kingdom and Brussels (BRU) in Belgium. These two routes together are operated 14 times this month, and make up for 38% of all monthly arrivals at Enfidha Airport.
The longest flight to Enfidha NBE is departing from Manchester (MAN). This non-stop flight takes around 3 hours and 30 minutes and covers a distance of 833 miles (1,341 km).
List of all direct flights to Enfidha
Below you can find a list of all cities and countries that have direct flights to Enfidha, ordered by popularity.
Airlines flying to Enfidha
Currently, there are 3 airlines that fly to Enfidha. Most flights to Enfidha are operated by TUI Fly, as they connect 4 airports to NBE. Below you can find the list of airlines that operate all NBE flights:
Intercontinental flights to Enfidha
The only intercontinental flights to Enfidha Airport (NBE) are from Europe, as of September 2022.
* Please note that there are no direct services from the United States, Canada, Southern America, Central America, the Caribbean, the Middle-East, Southern Asia, China, Japan, Eastern Asia, South-Eastern Asia, Central Asia or Oceania.
Non-stop flights from Europe to Enfidha
easyJet: year-round flights from Geneva (GVA), London Gatwick (LGW) and Manchester (MAN).
TUI Fly: year-round flights from Brussels (BRU), Brussels Charleroi (CRL) and Liege (LGG).
TUI Fly: year-round flights from Amsterdam (AMS).
International flights to Enfidha
Flights from Belgium to Enfidha
There are 3 airports in Belgium that have non-stop flights to Enfidha.
From Brussels, Brussels Charleroi and Liege, all direct flights to Enfidha are operated by TUI Fly.
Flights from Netherlands to Enfidha
Amsterdam is the only city in Netherlands with direct flights to Enfidha. From Amsterdam, direct flights are offered by TUI Fly.
Flights from Switzerland to Enfidha
In Switzerland, the only airport that has a direct connection to Enfidha is Geneva. From Geneva, direct flights are offered by easyJet.
Flights from United Kingdom to Enfidha
If you are looking for a direct flight from United Kingdom to Enfidha, there are 2 airports to choose from.
From London Gatwick and Manchester, you can fly with easyJet.
Domestic flights to Enfidha
Flights from Tunisia to Enfidha
There is just one domestic flight to Enfidha, which is between Enfidha and Djerba. From Djerba, you can fly non-stop with TUI Fly or TUI Fly.
Alternative airports near Enfidha
Flying to an alternative airport near Enfidha could give you other options to reach your destination. For example, the possibility to fly with a different airline or alliance, or finding a cheaper airfare. For this reason, alternative airports near to Enfidha (NBE) are listed below. The closest alternative airports are Monastir (MIR) and Tunis (TUN).
Frequently asked questions - FAQ
How many airports are there in Enfidha?
There are 2 airports in Enfidha: Enfidha Airport (NBE) and Monastir Habib Bourguiba International Airport (MIR).
What is the best airport to fly into Enfidha?
You have multiple options when flying into Enfidha. Although Enfidha (NBE) is a convenient airport to reach the city, the biggest airport near to Enfidha is Monastir (MIR), Monastir Habib Bourguiba International Airport, which offers you additional options.
How many airlines fly to Enfidha?
There are 3 airlines flying to Enfidha from 8 airports around the world, as of September 2022.
Which airlines fly to Enfidha?
TUI Fly, easyJet and TUI Fly operate most flights to Enfidha. To get a full overview of all operating airlines, please use the airline filter.
Which alliances are flying to Enfidha?
There are no alliances flying to Enfidha at the moment.
How many nonstop flights are there to Enfidha?
There are roughly 37 flights arriving at Enfidha every month (or 7 flights each week), from a total of 8 airports worldwide.
What is the official name of Enfidha Airport?
The official name of Enfidha Airport is Enfidha Airport.
What is the airport code of Enfidha Airport?
The airport code of Enfidha Airport is NBE.
What are the most popular flights to Enfidha?
London Gatwick, Brussels and Geneva are the 3 most popular routes to Enfidha. For a complete overview of all flight routes to Enfidha, please use our flight map. | aerospace | 1 |
https://www.pressreader.com/usa/times-herald-vallejo/20230303/281672554149934 | 2023-10-01T12:56:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510888.64/warc/CC-MAIN-20231001105617-20231001135617-00773.warc.gz | 0.930476 | 449 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__211467074 | en | Garamendi reintroduces cabin air bill
On Thursday, U.S. Representative John Garamendi (D-Walnut Grove) and U.S. Senator Richard Blumenthal (D-Connecticut) reintroduced the bipartisan, bicameral Cabin Air Safety Act to protect airline pilots, flight attendants and passengers from toxic cabin air.
While planes pressurize and ventilate the cabin with outside air that flows through the engines, faulty seals and other malfunctions can lead to the circulation of engine oil, deicing fluids, insecticides and other harmful fumes around the cabin.
According to reports, exposures to these toxins have led to respiratory and neurological conditions such as breathing difficulties, headaches and fatigue and have nearly incapacitated pilots while flying.
The legislation would establish air quality standards and assist with the monitoring, reporting and investigating of these “toxic fume” events.
“All Americans have the right to expect safe, clean air when they fly. I am deeply concerned by the documented cases where pilots, flight attendants, and passengers have become sick and even hospitalized from toxic cabin air,” said Garamendi in a news release.
“The Cabin Air Safety Act takes commonsense steps to protect airline passengers and crew, including installing carbon monoxide detectors in commercial aircraft. I look forward to working with Senator Blumenthal to advance this critically important legislation.”
Blumenthal also weighed in on the issue.
“Passengers and crew deserve to know the air they're breathing is safe and toxin-free,” said Blumenthal. “Protecting fliers from harmful fumes that leak into the cabin is essential to safeguarding their health. Our legislation takes action where the FAA and airline industry haven't — requiring air detector and monitoring equipment, incident reporting, and investigations of these events to ensure a safer travel experience for all Americans.”
The bill is cosponsored by U.S. Representative Brian Fitzpatrick, RPenn., in the House. In the Senate, the bill is cosponsored by U.S. Senators Edward J. Markey, D-Mass., and Dianne Feinstein, DCalif. | aerospace | 1 |
https://www.rt.com/russia/473629-drone-crash-ryazan-town/ | 2023-11-30T18:43:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100229.44/warc/CC-MAIN-20231130161920-20231130191920-00699.warc.gz | 0.970238 | 424 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__125551118 | en | Flying way under the radar: MILITARY DRONE crashes in a backyard in a tiny Russian town (PHOTO, VIDEO)
Residents of a tiny town in central Russia were shaken up on Saturday afternoon when a military-grade drone crash-landed a few dozen meters away from their homes. Luckily, no-one was injured on the ground.
The 'Orion' Unmanned Aerial Vehicle (UAV) went down in the town of Listvyanka near the central Russian city of Ryazan. Video filmed by a baffled local resident from his window shoes the hefty drone, about the size of a light airplane, splayed out a stone’s throw away from apartment blocks at the edge of town.
“A drone fell right into the garden. I went on a walk with my daughter there yesterday,” the man comments.
The vehicle was performing a test flight, according to the regional transport investigative committee. The local governor’s spokesman told TASS the drone was supposed to land at the nearby airport, where “special service members” were expecting its arrival. The drone doesn’t belong to the Russian Defense Ministry, however – the military is only scheduled to receive its first ‘Orion’ UAV (hopefully better tested than this one) sometime later this year.
The crash was likely caused by a “systems failure", according to the investigators’ earliest assessment. The UAV development company, Kronshtadt Group, has promised its help in the investigation, and unnamed sources cited by Russian media say the Listvyanka incident won’t hamper the scheduled delivery of the drone to the army.The 'Orion' is classified as a medim-long-duration UAV, capable of flying autonomously for 24 hours at a time. It weighs about a ton with a 200kg payload capacity. Reports from earlier this year indicate the drone was being tested as an attack craft, armed with bombs of an unspecified type.
If you like this story, share it with a friend! | aerospace | 1 |
http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.list/parentTopicID/11/display/cancelled/changeNumber/0/sortResults/1/currentPage/2/sortColumn/officeNumber/sortOrder/DESC | 2015-05-22T08:35:42 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207924799.9/warc/CC-MAIN-20150521113204-00031-ip-10-180-206-219.ec2.internal.warc.gz | 0.816009 | 1,373 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__99010139 | en | |150/5190-2A||AAS-300||Exclusive Rights at Airports (Cancelled)||04-04-1972|
Fire Department Responsibility in Protecting Evidence at the Scene of an Aircraft Accident
Furnishes general guidance for airport, employees, airport management, and other personnel responsible for firefighting and rescue operations, at the scene of an aircraft accident, and on the proper presentation of evidence.
Date Cancelled: 09-28-2009
Airport Safety Self-Inspection
Date Cancelled: 04-23-2004
Notices to Airmen (NOTAMS) for Airport Operators
Provides guidance on using the NOTAM system for airport condition reporting.
Date Cancelled: 01-28-2008
Cancelled By: 150/5200-28D
Announcement of Availability: Airport Self Inspection Videotape
Announces the availability of Airport Self Inspection Videotape and tells how it can be obtained.
Date Cancelled: 06-05-2007
Cancelled By: 150/5200-29A
Airport Emergency Plan
Provides guidance for the preparation and implementation of emergency plans at civil airports.
Date Cancelled: 06-19-2009
Reporting Wildlife Aircraft Strikes
Explains the importance of reporting collisions between aircraft and wildlife, more commonly referred to as wildlife strikes. Also examines recent improvements in the FAA's Bird/Other Wildlife Strike Reporting system, how to report a wildlife strike, what happens to the wildlife strike report data, how to access the FAA National Wildlife Aircraft Strike Database, and the FAA’s Feather Identification program.
Date Cancelled: 05-31-2013
Announcement of Availability-Bird Strike Incident/Ingestion Report
Explains the nature of the revision of FAA Form 5200-7, Bird Strike Incident/Ingestion Report and how it can be obtained.
Date Cancelled: 12-22-2004
Hazardous Wildlife Attractants on or Near Airports
Provides guidance on locating certain land uses having the potential to attract hazardous wildlife to or in the vicinity of public-use airports.
Date Cancelled: 08-28-2007
Submitting the Airport Master Record in Order to Activate a New Airport
Provides guidance to airport owners and inspectors on using FAA Forms 5010-3 and 5010-5.
Date Cancelled: 09-23-2010
Qualifications for Wildlife Biologist Conducting Wildlife Hazard Assessments and Training Curriculums for Airport Personnel Involved in Controlling Wildlife Hazards on Airports
Describes the qualifications for wildlife biologists who conduct Wildlife Hazard Assessments for airports certificated under Title 14, Code of Federal Regulations, Part 139. Addresses the minimum wildlife hazard management curriculum for the initial and recurrent training of airport personnel involved in implementing an FAA-approved Wildlife Hazard Management Plan.
Date Cancelled: 01-31-2012
Aircraft Rescue and Firefighting Communications
Provides guidance for planning and implementing the airport Aircraft Rescue and Firefighting (ARFF) Communications systems.
Date Cancelled: 04-14-2008
Cancelled By: 150/5210-7D
Water Rescue Plans, Facilities, and Equipment
Provides guidance on preparing for water rescue operations.
Date Cancelled: 09-29-2010
Airport Fire and Rescue Personnel Protective Clothing
Assists airport management in the development of local procurement specifications for an acceptable, cost-effective proximity suit for use in aircraft rescue and firefighting operations.
Date Cancelled: 09-30-2008
Cancelled By: 150/5210-14B
Programs for Training of Aircraft Rescue and Firefighting Personnel
Provides information on course and reference materials for training of aircraft and firefighting (ARFF) personnel.
Date Cancelled: 09-23-2009
Aircraft Arresting System for Joint Civil/Military Airports
Updates existing policy and describes and illustrates the various types of military aircraft emergency arresting systems that are now installed at various joint civil/military airports. It also informs users of criteria concerning installations of such systems at joint civil/military airports.
Date Cancelled: 12-20-2006
Aircraft Fuel Storage, Handling, and Dispensing on Airports
Identifies standards and procedures for storage, handling, and dispensing of aviation fuel on airports.
Date Cancelled: 09-28-2012
Aircraft Fuel Storage, Handling, and Dispensing on Airports (Consolidated reprint includes Changes 1 and 2)
(Consolidated reprint includes changes 1 and 2). Provides information on aviation fuel deliveries to airport storage and the handling, cleaning, and dispensing of fuel into aircraft.
Date Cancelled: 06-18-2004
Standards for Airport Markings
Describes the standards for markings used on airport runways, taxiways, and aprons.
Date Cancelled: 04-29-2005
Cancelled By: 150/5340-1J
Standards for Airport Sign Systems
Incorporates new mandatory hold signs that reflect changed standards for the Precision Obstacle Free Zone (POFZ) and Category (CAT II/III ) operations. These changes correspond to revisions to AC 150/5300-13, Airport Design, that change the Precision Object Free Area (POFA) to the POFZ and incorporate new separation standards for taxiways that parallel runways used for certain low visibility operations. This AC cancels AC 150/5340-18C, Standards for Airport Sign Systems, dated July 31, 1991.
Date Cancelled: 09-12-1974
Cancelled By: 150/5340-18E
Operational Safety on Airports During Construction
Date Cancelled: 01-17-2003
Operational Safety on Airports During Construction
Provides guidance on operational safety on airports---with special emphasis on safety during periods of construction activity---to assist airport operators in complying with Part 139, Certification of Airports.
Date Cancelled: 09-29-2011
Debris Hazards at Civil Airports
Discusses problems of debris at airports, gives information on foreign objects, and tells how to eliminate such objects from operational areas.
AC 150/5210-24, Airport Foreign Object Debris (FOD) Management, cancelled this AC.
Date Cancelled: 09-30-2010
Architectural, Engineering, and Planning Consultant Services for Airport Grant Projects
Date Cancelled: 09-30-2005
Provides guidance for engineers, airport managers, and the public in the design and maintenance of airport drainage systems.
Date Cancelled: 09-29-2006 | aerospace | 1 |
https://www.oreilly.com/library/view/sense-and-avoid/9781119967842/OEBPS/9781119967842_epub_ch_04.htm | 2021-07-28T21:49:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153791.41/warc/CC-MAIN-20210728185528-20210728215528-00304.warc.gz | 0.934759 | 254 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__293004603 | en | Regulations and Requirements
In civil aviation, several mechanisms are present to minimize the probability of collision with other aircraft, objects or terrain. Generally speaking, they are categorized as separation assurance and collision avoidance.
The first category aims to keep aircraft separated according to minimum separation distances both in the lateral and vertical planes. These minimum values depend on several factors, such as the airspace class, the flight rules, the flight phase, the air traffic control (ATC) surveillance means (if any), the performance of the onboard navigation systems, etc. Roughly speaking, lateral minimum separation between aircraft can range from 3 nautical miles in terminal areas with ATC radar separation service to up to 60 nautical miles for two aircraft at the same altitude in a North Atlantic track. Yet, in non-controlled airspaces minimum separation does not involve precise separation minima and aircraft must remain well clear from each other. Well clear is a qualitative rather than a quantitative term used in current regulations when referring to the minimum miss distance between two aircraft that are avoiding a collision.
On the other hand, collision avoidance is considered as a last resort manoeuvre to prevent a collision in case of a loss of separation. In some cases, collision avoidance between aircraft is performed cooperatively, meaning ... | aerospace | 1 |
http://www.seapower-digital.com/seapower/january_2015/?pg=102 | 2020-08-04T20:32:05 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735882.86/warc/CC-MAIN-20200804191142-20200804221142-00226.warc.gz | 0.816857 | 1,116 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__130943204 | en | NAVY C4ISR AND UNMANNED SYSTEMS
AIRBORNE ELECTRO-OPTICAL AND INFRARED SYSTEMS
ALQ- 99 TACTICAL JAMMING SYSTEM
BRIEFING: The ALQ- 99 is an electronic warfare system designed
to jam adversary radar, communications and data-link signals.
The system, deployed on EA-6B and EA-18G electronic attack
aircraft, automatically intercepts, processes and jams adversary
signals. Major components include pod-mounted jamming transmitters powered by ram-air turbines. The ALQ- 99 is coupled with
the ALQ-218 wideband receiver system and ALQ-227 communications receiver or USQ- 113 communications countermeasures
set. The ALQ- 99 replacement, the Next-Generation Jammer, is
being developed and is expected to reach IOC in 2021.
NEXT-GENERATION JAMMER (NGJ)
BRIEFING: The NGJ program will begin to replace the ALQ- 99
Tactical Jamming system in 2021. Used on the EA-18G aircraft, the
system is envisioned as a three-increment program with each adding
to the frequency range covered. Only Increment 1 (Mid-Band) currently is funded and in development. This increment is designed as
a two-pod system, one for each wing, and addresses capacity, capability and supportability limitations of the current system. The NGJ
uses the latest in digital and array technologies to provide the fleet
with a robust and rapidly updateable jamming system. When combined with the EA-18G’s comprehensive suite of radar and communications receivers, Electronic Warfare Officers can detect, analyze
and react to current and future threat systems that are increasing in
capabilities and numbers. The result is increased survivability for
supported aircraft and weapons for all services.
CONTRACTOR: ...........Raytheon Space and Airborne Systems
ALR-66B(V) 3 AND ALR-66C(V) 3 ESM
BRIEFING: The ALR-66B(V) 3 ESM is installed in the P-3C as its
primary electronic intelligence and targeting system to detect and
classify radar emitters for tactical or intelligence purposes. It features improved sensitivity over the ALR-66A(V) 3, and replaced
the older ALQ- 78 ESM system in many P-3Cs. The ALR-66C(V) 3
— installed in the P-3C Anti-Surface Improvement Program (AIP)
version — is interfaced with an AS- 105 spinning direction-finding
antenna. Both versions send intercepted signals to the EP-2060
pulse analyzer that analyzes parameters of an intercepted signal.
CONTRACTOR: ...........Northrop Grumman Corp.
ALR- 95(V) SPECIAL EMITTER
IDENTIFICATION (SEI) PULSE
BRIEFING: The ALR- 95(V) 1 provides P- 3 AIP aircraft with
integrated conventional pulse processing and SEI capability.
The ALR- 95(V) 1 signal processor combines a video pulse
processor and an SEI capability into a single component. The
SEI capability provides SEI functionality, pulse train analysis
and RF distribution via the ALR-66C(V) 3 system.
The ALR- 95(V) 2 upgrade, completed in 2008, replaced most
ALR- 66 components and improved processing capability. The latest ALR- 95 upgrade, which began in 2008, will replace the analog
TN613 tuner with a digital TN-500 tuner and add AIS capability.
CONTRACTORS:.........Exelis Corp., Lockheed Martin Mission
Systems & Training
BRIEFING: The ALQ-210 ESM system installed on the MH-60R
helicopter is designed to detect, classify and locate radar emitters on land, surface vessels, submarines and aircraft.
CONTRACTOR: ...........Lockheed Martin Corp.
ASQ-239 EW SYSTEM
BRIEFING: The ASQ-239 is designed to provide the F- 35 aircraft with warning and electronic support measures to increase
situational awareness and survivability versus radar-guided
weapons. The ASQ-239 is likely to feature some electronic jamming capability through the AESA radar.
CON TRACTOR: ...........BAE Systems
ALQ-240(V) 1 ESM SYSTEM
BRIEFING: The ALQ-240 (V) 1 is the ESM system installed on
the P-8A Poseidon maritime patrol aircraft. It features adaptive
tuning, precise direction finding and geo-location capabilities.
IOC was achieved in 2013.
CONTRACTOR: ...........Northrop Grumman Electronic Systems
ZLQ- 1 ESM SYSTEM
BRIEFING: The ZLQ- 1 is the ESM system designed for the MQ-
4C Triton UAV. The digital system features specific emitter identification.
CONTRACTOR: ...........Sierra Nevada Corp.
AIRBORNE LASER MINE-DETECTION SYSTEM ABOARD AN | aerospace | 1 |
https://tennysonjacobs.live/singapore-to-auckland-flight/ | 2023-03-27T19:07:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948684.19/warc/CC-MAIN-20230327185741-20230327215741-00735.warc.gz | 0.940713 | 2,196 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__144750995 | en | Singapore To Auckland Flight – #9 of 71 Airlines A minimum of 10 seconds in the last two years is required to appear in the ranking. 647 reviews
December 10th was the day I left my home country of New Zealand and moved to Canada to start a new life. Instead of using the fastest way possible, the routing stops in Asia, because I decided to go around there a bit before finally arriving in Calgary. This flight report covers SQ’s evening flight to Singapore. Normally, SQ286 is flown by a B777-300ER, but during the summer it switches to an A380-800.
Singapore To Auckland Flight
The flight was scheduled to depart at 1:30pm, so I arrived at the airport 3 hours before the flight to check-in. The line was long and it seemed like almost a full flight.
World’s Longest Flights. Top 21 World’s Longest Commercial Flights By Distance Flown
The aircraft used for the flight to Singapore. Registration # 9V-SKE and as of August 2018, this aircraft is no longer in service with Singapore Airlines.
Boarding was by row number, and I was seated in 79A which was located on the upper deck.
Economy Class on the upper deck has a smaller cabin, but it is configured in a 2-4-2 configuration compared to the 10-abreast on the main deck, making it feel slightly more spacious.
Pushback was spot on, and the safety video played, but didn’t work about 3/4 of the way through. The crew did a manual demonstration for the bits not shown in the video.
Singapore Airlines To Launch World’s Longest Commercial Flight In October
Via Malaysia Airlines B777-200ER; MH has also fired them and is using A330s in their current AKL service.
After takeoff, the crew begins to begin in-flight services. A bag of nuts and a drink is served to everyone. I also asked for some chips.
Choices for lunch are sweet and sour fish or chicken and vegetables. As a seafood lover, I chose fish with rice. I chose 7UP again for drinks.
The food was very good, although I felt that SQ had reduced the portion of their main meal compared to my flight from Singapore to Auckland in 2013.
Air New Zealand To Boost Auckland Singapore Services In 2018
After the lunch plates were cleared, I explored the IFE. There are many options for the 10-hour flight to Singapore.
I decided to walk around the cabin mid-flight. I went down to the main floor and stayed there for a while just to stand up and stretch my legs.
At some point during the flight, the crew distributed some snacks to the passengers as well as drinks. I got fudge brownies and cookies, and apple juice.
The lights were turned on about 2 hours before landing, and the crew came and handed out hot towels to cool down.
Singapore Airlines And Air New Zealand Alliance Code Share Flights On Sale Now
When the crew got to my line, there was only one choice. I took the chicken with potato wedges and chose another 7UP as a drink.
As all the other passengers disembarked, I asked the lead flight attendant serving my row if I could visit the suite. He happily agreed and told me to wait until the other passengers got off.
This ends my flight on SQ286. It was time for an overnight stop at the Crowne Plaza before flying SQ118 to Kuala Lumpur.
Contributors have published 8 reviews of 3 airlines on the Auckland (AKL) → Singapore (SIN) route.
The World Of Singapore Airlines On Behance
Is a free website that houses over 500,000 photos and 17,000 reviews, without ads, this site could not exist.
We understand that ads can be annoying, which is why we only display a maximum of 2 non-invasive ads per page. The longest flight in the world is from New York-Newark, NJ (EWR) to Singapore (SIN) flown by Singapore Airlines ( SQ).
I was very lucky to be able to fly at the drop of a hat. I love really long flights (my friends think I’m weird, you might too) and I’ve taken some of the longest flights in the world including the longest flight, Newark, NJ (EWR) to Singapore (SIN) relaunched on Singapore Airlines (SQ ) with the Airbus A350-900ULR. I also fly San Francisco, CA (SFO) to Singapore (SIN) and Los Angeles, CA (LAX) to Singapore (SIN).
The longest commercial flight in the world is made possible by advances in aviation and mainly five aircraft: Boeing 777-200LR (LR is for Long Range), Boeing 777-300ER (ER is for Extended Range), Boeing 787, Airbus A380 and Airbus A350-900 . The manufacturer continues to push the envelope with the Airbus A350-900 ULR (Ultra Long Range) and the Airbus A350-1000.
Tracking The Cost Per Mile Of The World’s Longest Flights
I’ve put together what are today’s (January 20, 2020) top 21 longest commercial flights by distance flown along with the airlines that fly them and some more details. There is one previously flown route that has not yet been flown which is Bangkok, Thailand (BKK) to New York JFK which is flown by Thai Airways (TG) on an Airbus A340-500.
Enjoy and add your comments below. I would love to hear if you have flown any of these routes, airlines and/or aircraft. I flew *1, #6, #11, #12, but used South African Airways and #18 when it was a 77LR. How about you?
AKL – Auckland, New Zealand | AUH – Abu Dhabi, UAE | DFW – Dallas/Ft. Worth, TX USA | DOH – Doha, Qatar | DXB – Dubai, UAE | HKG – Hong Kong | IAD – Washington-Dulles, VA USA | IAH – Houston-Intercontinental, TX USA | JED – Jeddah, Saudi Arabia | JNB- Johannesburg, South Africa | LAX – Los Angeles, CA USA | LHR – London-Heathrow, United Kingdom | MNL – Manila, Philippines | FOR – Perth, Australia | SFO – San Francisco, CA USA | SIN – Singapore | SYD – Sydney, Australia | YYZ – Toronto, ON Canada
380 – Airbus A380 | 359 – Airbus A350-900 ULR / Airbus A350-900 | 351 – Airbus A350-1000 | 77L – Boeing 777-200LR | 77W – Boeing 777-300ER | 789 – Boeing 787-9
Review: Singapore Airlines Suites Class Auckland To Singapore
For comparison, this is what the graph looked like when I first wrote this blogpost on October 14, 2009 :-).
My Notes: #8 continues to elude me from all directions. I did route #3, but stopped at Sal Island with a South African Airways (SA) Boeing 747-400. Flight #2, but stops at Tokyo-Narita on a Singapore Airlines (SQ) Boeing 747-400.
World Airline Awards 2022 – Qatar Airways wins Airline of the Year. How are other airlines doing?
Air New Zealand has added a new non-stop night flight from Changi Airport to Auckland departing Singapore at 6.40pm and arriving in Auckland at 9.30am on 28 October 2018. This flight will be the airline’s only service between Singapore and New Zealand Zealand. The flight time between Singapore and Auckland is 9 hours 50 minutes.
Full List Of Singapore Airlines Flights Still Operating In April 2020
NZ 283 departs Singapore at 6.40pm and arrives in Auckland at 9.30am the next day. NZ 284 departs Auckland at 11am and arrives at Singapore Changi Airport Terminal 3 at 4.25pm.
Air New Zealand operates Boeing B787-900 aircraft in a three-cabin configuration with 18 Business Main Seats, 21 Premium Economy Seats and 253 Economy Class seats for this route.
Prior to 28 October 2018, Air New Zealand operated NZ281, a morning flight that departed Singapore in the morning around 9.15am and arrived in Auckland at 11.30pm. NZ281 and NZ282, the return flights from Auckland to Singapore, have been replaced by new night flights while Singapore Airlines will operate two of the three flights between Singapore and Auckland. In March 2019, Air New Zealand will operate two of the three daily flights until October 2019. Air New Zealand will reduce flights to five times a week during the Northern summer from 31 March 2019 to 26 October 2019.
Singapore Airlines A380 parked at Changi Airport. The view from the Premier Runway View room at Crowne Plaza Changi Airport
Which International Airlines Still Fly To, And From, Australia?
This flight complements two other flights operated by Singapore Airlines. SQ281, operated by Boeing B777-300ER departs Singapore daily at 8.55am and lands in Auckland at 11.25pm. SQ285 departs Singapore daily at 10.20pm and arrives in New Zealand at 1.20pm. The aircraft used to operate SQ285 was upgraded from a B777-300ER to an Airbus A380-800 on 28 October 2018.
In October this year, Singapore Airlines and Air New Zealand renewed their alliance for another five years until March 2024. The two Star Alliance member airlines launched their partnership in January 2015 and increased the frequency of flights between Singapore and New Zealand. This also includes a new Wellington-Singapore service via Australia in 2016, with increased peak season service to Christchurch. Seat capacity has also increased by more than 25% between the two countries. The addition of a new night flight on 28 October increases capacity by 40% on the route with more than 165,000 extra seats a year. In the peak months, the airlines together operate a total of 35 weekly return services between Singapore and New Zealand, including services from Wellington.
Cheap flight to auckland, flight to auckland, auckland to christchurch flight, flight auckland to vancouver, auckland to sydney flight, cheapest flight to auckland, singapore to auckland, direct flight to auckland, auckland singapore flight, flight time auckland to singapore, houston to auckland flight, flight deals to auckland | aerospace | 1 |
https://www.businessairnews.com/mag_story.html?ident=15783 | 2023-09-29T16:27:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510520.98/warc/CC-MAIN-20230929154432-20230929184432-00128.warc.gz | 0.951204 | 397 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__98218057 | en | Dassault Falcon Service's (DFS) FBO at Paris Le Bourget airport has been awarded an IS-BAH Stage I certificate, a key milestone in its commitment to guarantee the safest and most reliable handling services in the industry.
“Ground safety is becoming increasingly important for regulators, airlines, business operators and insurers alike,” says DFS general manager Pierre-Etienne Aubin. “The IS-BAH standard is a pledge of reliability that allows operators to mitigate risk and avoid costly compliance audits. We are extremely proud to be among the very few FBOs in this leading European business aviation airport to receive IS-BAH certification.”
IS-BAH is an industry code of best practice for business and general aviation aircraft ground handling operations. Developed by the International Business Aviation Council (IBAC), the code is intended to promote the highest levels of safety, quality and reliability in ground operations and associated training, human resources, maintenance and security activities. It centers on a safety management system (SMS), designed to develop and sustain a performance-based, risk-averse culture for FBOs.
The Le Bourget FBO can accommodate aircraft of all types, from small business jets to BBJ and Airbus A320 corporate shuttles. It was voted in top position at Paris Le Bourget airport in 2018 by Aviation International News and recently underwent a thorough renovation, including the full redesign of the crew area, that substantially improves the comfort and quality of services offered to passengers and crew members.
The Dassault Falcon Service FBO is a member of the Air Elite network, which offers clients access to 71 FBOs worldwide. In addition to its FBO activity, DFS operates a Falcon maintenance centre at Paris Le Bourget and in Mérignac, near Bordeaux, as part of the Dassault Aviation worldwide network. It also provides aircraft management, CAMO and executive charter flight services. | aerospace | 1 |
https://www.amacaerospace.com/two-accomplished-maintenance-projects-on-airbus-acj320/ | 2024-02-24T07:11:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474523.8/warc/CC-MAIN-20240224044749-20240224074749-00014.warc.gz | 0.951345 | 147 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__94501603 | en | AMAC Aerospace completed two maintenance projects on Airbus ACJ320 in Basel, Switzerland. On the first privately-owned aircraft, AMAC’s experts successfully performed a 3C-Check, which included a cabin interior enhancement. AMAC’s staff worked in shifts to meet the customer’s final target date. The aircraft was released on time to the long-term customer.
The second Airbus ACJ320 came to AMAC Aerospace for a 6C-Check. AMAC’s Airbus technicians carried out a structure inspection and removed the whole cabin of the Head of State aircraft. Due to a special shift system, the aircraft was re-delivered even within a reduced ground-time early January. | aerospace | 1 |
https://www.ruetir.com/2022/03/19/artemis-1-almost-everything-ready-for-its-upcoming-launch/ | 2022-07-01T09:02:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103922377.50/warc/CC-MAIN-20220701064920-20220701094920-00223.warc.gz | 0.917364 | 993 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__256953449 | en | The new NASA megarazzo that he will use for his mission to the moon Artemis 1, is for the first time on the launch pad ready to leave in what will be the return of humanity to our satellite.
On Thursday, March 17, at 5:47 pm EDT (9:47 pm GMT), with the world’s largest doors open at the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center (KSC) on Florida’s Space Coast, the rocket that will launch the next astronauts to the moon has started rolling on the launch pad.
It reached its destination more than 11 hours later, settling on top of its pad as dawn approaches at 4:15 am EDT (08:15 GMT) on Friday (March 18), according to an agency statement.
The rocket – NASA’s Space Launch System (SLS), the most powerful rocket ever built – rolled towards KSC Pad 39B with the Orion spacecraft on top, both aboard the agency’s massive crawler. The transport vehicle, officially named Tracked-Transporter 2 (CT-2), carried the 5.5 million pound (2.5 million kilogram) SLS capsule and 50,000 pound (23,000 kg) Orion capsule at approximately 0 , 8 mph (1.3 km / h) towards the pad.
“On these launch pads, extraordinary individuals achieve unthinkable things,” NASA administrator Bill Nelson said during a live webcast of the launch. “Today a new generation – not the Apollo generation, but the Artemis generation – is preparing to reach new frontiers. This generation will bring astronauts back to the moon and this time we will land the first woman and the first black person on the surface to lead a revolutionary science ”.
“NASA’s Artemis program will pave the way for humanity’s great leap – future missions to Mars,” Nelson added. “There is no doubt that we are in a golden age of human space exploration, discovery and ingenuity in space. And it all starts with Artemis 1. “
The SLS and Orion will now undergo a few weeks of pad testing before their launch with Artemis 1, the first mission of NASA’s Artemis program, which aims to land the first humans on the moon since the last Apollo moon landing. by NASA in 1972. Artemis 1, which will send an unmanned Orion on a voyage around the moon, is currently slated for launch no earlier than May.
The next biggest step to the post-launch mission is a “costume rehearsal,” which will see the mission team stock up with SLS on the launch pad, conduct a practice countdown, and, essentially, perform all the procedures leading up to it. on throw (minus the actual throw).
The wet general tests are expected to take place in a few weeks, in early April. This test will be followed by eight to nine days of additional pad testing before the SLS and Orion are slowly returned to the VAB on the crawler. There, members of the mission team will evaluate how far the wet suit trials and additional tests went, and whether any modifications to the vehicles need to be made before launch. That information will also help the mission team determine the final timeline for the next steps and ultimately the launch.
Today’s launch is an exciting and critical step towards the launch of Artemis 1, which will test the space readiness and human spaceflight capabilities of both the SLS and Orion.
“The Space Launch System is the only rocket capable of sending humans into deep space. It’s the most powerful rocket in the world, ”Nelson said. “And Orion will venture farther than any spacecraft built for humans that has ever flown humans. It will stay in space longer than any spacecraft designed for astronauts… it ever did without docking at a space station. ”
“Artemis 1 will demonstrate NASA’s commitment and ability to extend humanity’s presence on the moon and beyond,” said Nelson. “But this mission isn’t just about seeing NASA’s leadership in space. It is strengthening American small businesses. It is supporting American universities. It is showing the power of American scientists, mathematicians and technicians ”.
The Artemis program “is an economic engine for America,” Nelson added, noting that it has generated $ 14 billion and sustained 70,000 jobs in the United States.
Artemis 1 will be followed by Artemis 2, a manned mission around the moon, in 2024. Artemis 3, the first planned moon landing by NASA since 1972, is expected no earlier than 2025.
If you are attracted to science or technology, keep following us, so you don’t miss the latest news and news from all over the world! | aerospace | 1 |
https://sunnysidenewyorkstyleeats.com/aircraft-associated-industries.html | 2022-05-24T11:50:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662572800.59/warc/CC-MAIN-20220524110236-20220524140236-00492.warc.gz | 0.921579 | 226 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__122993491 | en | End customers like the airline operators usually concentrate on their core tasks such because the passenger and cargo services, whereas outsourcing the maintenance services. MRO activities make up 40-50% of the aerospace industry’s revenues and promoting spare parts usually tends to generate extra income than selling the unique gear . The availability of the aircraft is crucial and maintaining minimum Aircraft on Ground instances will maximize the profits for airline operators. Consequently, turnaround time is a key efficiency indicator of the plane MRO items.
Placed on an auxiliary linear axis, the robotic could be used to paint business plane fuselages. Minch says the target is for very giant constructions that may usually require a quantity of standard robots. “We have an entire aerospace division in Japan that is solely liable for manufacturing parts for firms that construct airplanes. Boeing adopted robotic painters for the wings of its 777 industrial airliner. The robots introduced an extended guidelines of improvements to the aircraft manufacturer’s paint line, including faster paint software, improved end quality, and marked weight financial savings. The automotive business has perfected the artwork of robotic portray over generations. | aerospace | 1 |
https://myemail.constantcontact.com/Counties-Current-05-13-16-.html?soid=1120194366068&aid=leSfxaCmomc | 2021-09-25T07:21:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057598.98/warc/CC-MAIN-20210925052020-20210925082020-00214.warc.gz | 0.961002 | 603 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__167845193 | en | Licking County has been cleared for take-off. The county recently received FAA approval to use its drone, a DJI Phantom 2 Vision, for a variety of countywide projects, including document roadway problems, flood damage, village-owned drainage easement issues and general public improvements, proving that drones, often utilized for law enforcement, can be used for a number of purposes.
After receiving notification that FAA approval was required to fly, the county submitted the application in August 2015 and received authorization in March 2016.
"If trying to get the current authorizations in place, it will take at least six months and probably longer," said Jerry Newton, Licking County Planning & Development director.
Newton and two others in his office have gone through the training, certification, practical and FAA knowledge testing to fly a drone. The county has hired an intermittent, part-time private pilot, developed an operation manual and purchased a radio to communicate with any nearby airport or heliport. The county staff has also developed more files and paperwork after the approvals to ensure compliance with the conditions and limitations of the authorizations.
The FAA is still developing those requirements, which can cause confusion for counties entering the drone acquisition process.
"There are currently nearly 15,000 pending applications shown on the official FAA list. Just under 5,000 have been approved...The better option is to wait and stay involved in tracking the pending rules that are expected to provide reasonable [drone] provisions that are underway by the FAA," Newton said.
Counties looking to take flight with a drone must consider another key component: insurance. Licking County reached out to CORSA for liability coverage for the drone and pilot, which required a copy of the FAA authorization.
There have been new developments in the authorization process since Licking County acquired their authorization. It was recently announced that the FAA will now issue a Blanket Area Public Certificate of Authorization or Waiver (COA). This authorization, which may be granted in as little as 60 days, will allow small drones (under 55 pounds) to operate during the day nationwide, provided they remain in Class G airspace and specified distances from airports. Unlike a commercial use or 333 exemption blanket COA, operators will not necessarily be required to hold a pilot's certificate to fly public unmanned aircraft. Moreover, unlike past public use authorizations, the FAA will not require two separate applications for training and operations.
When asked for advice for other counties looking to procure a drone, Newton offered the following:
- Be very patient and wait. Getting FAA approval is a process.
- Know what you are getting into. The drone is not a toy. Think of a drone as a county vehicle.
- Get trained on the use of the drone and document it all.
- Involve CORSA early to know what will be expected for liability coverage.
Additionally, CORSA offers members sample policy/procedures for both law enforcement and non-law enforcement drone use | aerospace | 1 |
https://www.nasa.gov/audience/foreducators/sts-127-overview.html | 2018-01-22T08:34:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891196.79/warc/CC-MAIN-20180122073932-20180122093932-00618.warc.gz | 0.928317 | 825 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__69629863 | en | STS-127: Hope Fulfilled
Thanks to the STS-127 space shuttle mission, researchers soon will be exposed to new opportunities.
Specifically, they'll be exposed to opportunities presented by the newest addition to the International Space Station -- the Japanese laboratory module's Exposed Facility.
The Exposed Facility will complete the Japanese lab module Kibo (which means "Hope"). Components of Kibo were delivered previously on two other shuttle flights.
In March 2008, the STS-123 mission delivered the Experiment Logistics Module-Pressurized Section. The pressurized logistics module serves as a storage area that will allow the crew to fully use the laboratory module. Then, in June 2008, the STS-124 mission carried two more pieces of Kibo to the space station. The Kibo Pressurized Module is the laboratory in which astronauts will be able to conduct scientific research.
STS-127 will deliver the Exposed Facility, where research can be conducted remotely in the vacuum of space. This capability will allow scientists to study the effects to material samples of exposure to the space environment. The crew also will install the Japanese Remote Manipulator System, which will be the space station's third robotic arm and will operate experiments on Kibo's exterior platform.
Kibo is about the size of a large tour bus and will be the station's largest laboratory. It features 10 experiment racks where astronauts will conduct microgravity research focusing on space medicine, biology, Earth observations, material production, biotechnology and communications research. Kibo experiments and systems are operated from mission control in Japan just north of Tokyo.
The STS-127 crew will conduct a series of five spacewalks during the mission.
Mark Polansky will be Endeavour's commander for the STS-127 mission. He has visited the space station twice before, as pilot for the STS-98 mission in 2001 and as commander of STS-116 in 2006. The STS-127 pilot is Doug Hurley, who is making his first spaceflight.
Mission specialists for the flight are Christopher Cassidy, Tom Marshburn, Dave Wolf and Julie Payette. It also is the first spaceflight for Cassidy and Marshburn. Wolf previously visited the space station on STS-112 in 2002. On one of his two flights before STS-112, he lived on the Russian Mir space station for four months. Payette, of the Canadian Space Agency, previously flew in 1999 on STS-96, which delivered supplies to the International Space Station.
Joining the STS-127 crew for the flight into orbit will be astronaut Tim Kopra, who will remain on the space station as a member of its Expedition 20 crew. Kopra will be making his first spaceflight. Expedition 20 will be the first space station mission to double the size of the station's crew from three astronauts to six.
Space station flight engineer Koichi Wakata will return to Earth aboard Endeavour with the STS-127 crew. Wakata is the first astronaut from the Japan Aerospace Exploration Agency to make a long-duration stay on the International Space Station. He began his stay on the space station during the STS-119 space shuttle mission in March 2009.
The STS-127 mission is an important step in preparing for the future of spaceflight. NASA is working to carry out a long-term plan that will lead to humans' returning to the moon and traveling to other destinations beyond. Currently, NASA is working to complete the International Space Station by the time the shuttle fleet is retired in 2010. The space station is an important platform for learning how to live in space and will be vital to exploration as human space travel extends farther from Earth.
NASA is committed to building strategic partnerships and links between science, technology, engineering and mathematics formal and informal educators. Through hands-on, interactive educational activities, NASA is engaging students, educators, families, the public and all agency stakeholders to increase scientific and technological literacy in the United States.
International Space Station
David Hitt/NASA Educational Technology Services | aerospace | 1 |
https://www.aircargoweek.com/up-sleigh/ | 2021-11-30T22:18:08 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964359073.63/warc/CC-MAIN-20211130201935-20211130231935-00078.warc.gz | 0.963225 | 290 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__91845546 | en | In the days before Santa Claus undertook the world’s most extensive and widespread parcel delivery operation, he dropped into easyJet for more traditional airfreight activity.
The world’s most famous pilot prepared for his pre-Christmas flight check at easyJet HQ. Swapping sleigh and reindeer for an aircraft, Santa earned his wings as he took to the skies on an Airbus A320.
He crisscrossed Europe, surprising children and not a few parents, on over 100 selected flights during the Christmas season up to December 24, before he left to undertake his more traditional delivery work.
Claus, a pilot who has clocked up hundreds of thousands of air miles and has been flying for over 1,700 years, met some 20,000 passengers in advance of Christmas Day.
Air crew at the low-cost carrier were in on the surprise. easyJet cabin crew and staff rigged a plane with hidden cameras to capture the reactions of passengers as Captain Claus’ voice came over the tannoy and delivered presents to those on-board.
Tina Milton, head of cabin crew, easyJet says: “We fly millions of people home or on holiday over the Christmas period and we want to get the festive feeling started on board. We have hired the world’s most famous pilot to fly on over 100 selected flights and give over 20,000 passengers an incredible surprise.” | aerospace | 1 |
http://www.momondo.ie/flights/dub/ymq/flights-from-dublin-to-montreal.html | 2017-01-19T23:31:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280761.39/warc/CC-MAIN-20170116095120-00165-ip-10-171-10-70.ec2.internal.warc.gz | 0.6973 | 81 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__18291073 | en | Direct flights available:
1 PER WEEK
Popular non-direct routes for this connection are Dublin - Pearson Intl - P Trudeau Intl, Dublin - Charles De Gaulle - P Trudeau Intl and Dublin - Frankfurt Intl - P Trudeau Intl.
You can fly from Dublin to Montreal indirect via Pearson Intl, Charles De Gaulle or Frankfurt Intl.
Direct flights available on | aerospace | 1 |
http://carrasel.com/towards-silent-aircraft.php | 2021-10-20T07:44:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585302.91/warc/CC-MAIN-20211020055136-20211020085136-00131.warc.gz | 0.939403 | 557 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__76708765 | en | Towards the Silent Aircraft
Presented by Professor Dame Ann Dowling
The IMechEng, London, October 2014
Professor Dame Ann Dowling presented the work of her team of 40 University of Cambridge and MIT researchers, the focus of which was to produce various methods of reducing aircraft jet noise. She began by discussing the historical method of reducing jet noise by increasing jet area, before discussing the more up-to-date and innovative methods developed by her team.
Liners are currently used in aircraft jets to reduce rearward propagating noise caused by the fan pushing air throughout the whole engine. The new design developed by the team incorporates these in greater quantity, these being inserted behind the fan on the inner surface area of the entire engine.
3D Blade Design
The 3D blade design is a new innovation that reduces fan tones. One of the main sources of jet noise is the rotor wakes that scatter from the leading edge of the Outlet Guide Vanes (OGV), and the suggested sweep profile of the 3D blade design promotes cancellation of this. The fan blades are optimised to retain the aircraft performance within engine mechanical and structural constraints, and obtain a 7dB reduction in tone noise.
As a further innovation for noise reduction, chevrons have been introduced as a subtle method, however a current lack in modelling techniques means that chevron designs require a lot of empirical testing for optimisation. Experimental data was presented to show the benefits of chevrons in noise reduction.
Jet noise modelling
The team's improved modelling technique enhances ability to optimise chevron design. Professor Dowling presented the techniques, which are able to give quick predictions to aid design optimisation. Further benefits to the modelling technique are an enhanced understanding of the noise source mechanisms, their location, and how chevrons and microjets alter them.
Blended wing body design
In this design, the jets are mounted on top of the body so that the sound waves propagate upwards instead of downwards, therefore reducing exposure to civilisation below.
Other features of the design are the ultra high bypass ratio engines, an advanced airframe design which reduces drag and shields the extensive noise absorbing liners around the jets, a flared undercarriage, deployable drooped wing leading edge and variable area exhaust nozzle. As the slide shows, it was highlighted which of these features reduce fuel burn.
The presentation was concluded by outlining nearer-term methods for jet noise reduction such as careful design optimisation and effective modelling to capture the effects of noise reduction techniques. Those for longer-term implementation were also specified, including a novel efficient airframe design without flaps or slats and new aircraft configuration with engines placed above which provide not only noise reduction but also reduced fuel burn. | aerospace | 1 |
https://www.bobfm.co.uk/nasas-open-program-enables-the-discovery-of-two-new-planets/ | 2024-04-21T17:21:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817790.98/warc/CC-MAIN-20240421163736-20240421193736-00593.warc.gz | 0.936318 | 268 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__186925777 | en | Amateur scientists have been able to find two new gaseous planets, as part of a project called “Planet Hunters TESS,” broadcast by NASAWhich allows ordinary people to help astronomers and others researchers From space to learn about new celestial bodies.
The so far named “B” and “C” planets are much larger than the planets Tera The motion approaches a star about 352 light-years away.
The Planet Hunters TESS project uses public data provided by the satellite of the same name, which was launched by NASA in April 2018 and which has so far identified more than 100 exoplanets, with 2,600 other candidates still awaiting confirmation.
Since the data is public, anyone with some understanding of astronomical research or cosmology can search for information and data that will lead to the discovery of new celestial bodies. Essentially, the satellite analyzes its “light curves,” i.e. how much bright stars it can see.
Now, NASA hopes to discover more details about the new planets using release From the James Webb Space Telescope, scheduled for October this year.
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“Friendly zombie fanatic. Analyst. Coffee buff. Professional music specialist. Communicator.” | aerospace | 1 |
https://www.af.mil/About-Us/Biographies/Display/Article/106276/general-charles-c-mcdonald/ | 2019-04-23T00:30:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578583000.29/warc/CC-MAIN-20190422235159-20190423021159-00410.warc.gz | 0.972003 | 961 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__2374759 | en | Died November 22,2017
General Charles C. McDonald is commander of Air Force Logistics Command, with headquarters at Wright-Patterson Air Force Base, Ohio. AFLC provides logistics resources necessary to keep Air Force units and weapon systems in a state of readiness, and sustain their operations in peace, war and contingencies. The command carries out this mission through five air logistics centers and 12 specialized centers, and has approximately 96,000 airmen, officers and civilian employees throughout the world.
General McDonald was born in 1933, in Barron, Wis., where he graduated from Barron High School in 1951. He earned a bachelor of science degree in biology from the University of Wisconsin in 1956 and a master of arts degree in education from the Inter-American University of San German, Puerto Rico, in 1966. He is a distinguished graduate of both Squadron Officer School in 1963 and Air War College in 1973.
In August 1956 he was commissioned as a second lieutenant through the Air Force Reserve Officer Training Corps program. The general entered active service in June 1957 and completed pilot training in July 1958. From August 1958 until November 1961 he was a B-47 co-pilot at McConnell Air Force Base, Kan., and Mountain Home Air Force Base, Idaho.
General McDonald volunteered for the B-52 program and after completing combat crew training in March 1962, was assigned to the 319th Bombardment Wing at Grand Forks Air Force Base, N.D. There he was a B-52H co-pilot, aircraft commander and instructor pilot. In June 1965 he transferred to the 72nd Bombardment Wing, Ramey Air Force Base, Puerto Rico, as a wing standardization evaluator.
He served as a command briefer at Headquarters Strategic Air Command, Offutt Air Force Base, Neb., from June 1968 to May 1971. General McDonald then began OV-10 training as a forward air controller and was assigned to the 20th Tactical Air Support Squadron at Da Nang Air Base, Republic of Vietnam, as squadron operations officer.
Returning to the United States, he entered Air War College at Maxwell Air Force Base, Ala., graduating in May 1973. He next was assigned as a B-52 operations planner at Headquarters 7th Air Force, Nakhon Phanom Royal Thai Air Force Base, Thailand, where he was responsible for coordinating all B-52 air strikes in Southeast Asia. After the cease-fire he conducted a series of inspections for the Defense Attach Office in Saigon, Republic of Vietnam, and the Vietnamese air force.
In May 1974 the general was assigned to the Concepts Division, Office of the Deputy Chief of Staff for Plans and Operations, Headquarters U.S. Air Force, Washington, D.C. There he developed a number of future planning tools, including Air Force long-range capability objectives, use of simulation in battle-staff training, refinement of net assessment as an aid to decision-making and mission area analysis in budget planning.
Additionally, he helped direct an interagency airborne warning and control system task force, integrating it into U.S. forces and the North Atlantic Treaty Organization community. In March 1978 he returned to operational duties as assistant deputy commander for operations, 28th Bombardment Wing, Ellsworth Air Force Base, S.D. He subsequently was appointed deputy commander for operations, then vice commander.
From August 1979 to February 1981 General McDonald was commander of the 320th Bombardment Wing, Mather Air Force Base, Calif. Under his command the wing won the Fairchild Trophy, awarded to the top bomber wing in the Strategic Air Command for combined bombing and navigational excellence. The general then transferred to March Air Force Base, Calif., as commander of the 22nd Bombardment Wing. In July 1982 he became deputy chief of staff for operations, Headquarters 15th Air Force, also at March.
The general was vice commander of the Ogden Air Logistics Center, Hill Air Force Base, Utah, from July 1983 to October 1984. He then went to AFLC headquarters as deputy chief of staff for plans and programs, and in December 1985 became chief of staff. In August 1987 he became deputy chief of staff for logistics and engineering at Air Force headquarters. He assumed his present command in November 1989.
The general is a command pilot with more than 4,600 flying hours. His military awards and decorations include the Distinguished Service Medal, Legion of Merit with oak leaf cluster, Bronze Star Medal, Meritorious Service Medal, Air Medal with oak leaf cluster, Air Force Commendation Medal and Combat Readiness Medal.
He was promoted to general Nov. 1, 1989, with same date of rank.
(Current as of February 1990) | aerospace | 1 |
http://www.tc.gc.ca/eng/civilaviation/publications/tp185-3-08-accident-724.htm | 2018-01-18T12:03:12 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084887253.36/warc/CC-MAIN-20180118111417-20180118131417-00184.warc.gz | 0.968141 | 3,348 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__125807688 | en | - ISSUE 3/2008
- Copyright and Credits
- Guest Editorial
- To the Letter
- Flight Operations
- Maintenance and Certification
- Recently Released TSB Reports
- Accident Synopses
- Regulations and You
- The Civil Aviation Medical Examiner and You
- Debrief: The Luck Meter—Don't Leave Home Without It!
- Don't Let It Get This Far! Runway Incursions Are Real! (poster)
- Full HTML Version
- PDF Version
Note:All aviation accidents are investigated by the Transportation Safety Board of Canada (TSB). Each occurrence is assigned a level, from1 to5, which indicates the depth of investigation. Class5 investigations consist of data collection pertaining to occurrences that do not meet the criteria of classes1 through4, and will be recorded for possible safety analysis, statistical reporting, or archival purposes. The narratives below, which occurred between November 1, 2007, and January 31, 2008, are all "Class5," and are unlikely to be followed by a TSB Final Report.
On November 3, 2007, the pilot of a TurboLancair4P had departed Springbank, Alta., on a local flight. As the flight was returning to the airport, the engine began to lose power. The pilot attempted to switch tanks, but had problems with the fuel selector valve, and decided to attempt a forced landing in a farm field. Shortly after touchdown, the aircraft contacted a ravine and was substantially damaged. The pilot, the sole occupant, was not injured. TSB File A07W0191.
On November 4, 2007, an ultralightLincolnUltraSport took off from a field for a local recreational flight. The pilot was the only occupant on board. The aircraft lost power in level flight, approximately 200 ft above ground level (AGL). The pilot banked right and headed to the field where he had taken off. Shortly after the turn, at approximately 45ft AGL, the aircraft nosed over and crashed into a business parking lot. The pilot died after the accident. The site of the accident is approximately 800 ft from the field where he took off. Weather conditions were favourable for conducting a visual flight rules (VFR) flight. TSB File A07Q0225.
On November 6, 2007, an Agusta A119 helicopter was on a flight from Helena,Montana, to Riverton,Wyoming, with the pilot and three passengers on board. About 25NM southeast of Cody, Wyoming, the pilot decided to land on a mountaintop at an elevation of 11 900 ft to allow the passengers to stretch their legs. When descending through about 100 ft AGL, the pilot heard the low rotor rpm warning horn and lowered the collective. The helicopter impacted the ground hard, resulting in collapsed skid gear and a tail rotor strike. An emergency was called in and the pilot and passengers were rescued by a Montana Air National Guard Blackhawk helicopter. The pilot suffered a hairline fracture of a vertebrae, and the three passengers were uninjured. The engine was returned to the manufacturer for testing, and it revealed some free turbine rpm (Nf) and gas generator rpm (Ng) instability pointing to a possible issue with the fuel control unit (FCU). TSB File A07F0194.
On November 7, 2007, a Beechcraft200 was on approach to Toronto/City Centre Airport,Ont., when the landing gear was selected down. The right main and nose landing gears extended, but the left main landing gear remained retracted. After three fly-bys next to the tower, the left main landing gear was confirmed to have remained in the retracted position. The flight crew decided to return to Toronto/Lester B. Pearson Airport and Toronto ATC was advised of the emergency situation. Emergency vehicles were standing by for the landing. The aircraft landed on Runway15L and the flight crew minimized aircraft damage by maintaining aircraft weight on the nose and right main gear after touchdown. The aircraft came to a stop on the centerline of the runway, resting on the bottom of the right engine’s nacelle. There was no fire and both crew exited the aircraft with no reported injuries. TSBFileA07O0300.
On November 10, 2007, a DiamondDV20 departed Runway33 at the Fredericton,N.B., airport for a first solo circuit. The pilot reported downwind and final for Runway33. After touchdown, the aircraft bounced heavily then veered left and off the runway surface. It continued across the grass and into an irrigation ditch that runs parallel to the runway. The aircraft crossed the ditch and contacted a wall of turf on the opposite side. The impact was sufficient to activate the emergency locator transmitter (ELT) and compromise the aircraft fuselage and empennage. The flight service specialist activated the crash alarm; upon arrival at the scene, emergency personnel advised an ambulance was necessary. The pilot was seriously injured and transported to hospital by ambulance. TSB File A07A0133.
On November 14, 2007, a Cessna 172 took off from the Saint-Hubert,Que., airport for a local flight. While the aircraft was on approach for Runway24L, the controller informed the pilot that winds were from 200º at 15kt, gusting to 22 kt. The aircraft landed with its flaps at 40°. The aircraft bounced after the wheels touched down, then nosed over. The nose wheel broke off and the front landing gear bent backward. The front landing gear, propeller and engine sustained major damages. The pilot was not injured. TSB File A07Q0235.
On November 22, 2007, a EurocopterAS350B-2 helicopter departed the airstrip at Silver Spruce camp (80NM north of Goose Bay, N.L.) in day visual meteorological conditions (VMC) with the pilot on board, slinging four drums of fuel in a net on an 80-ft longline. At approximately 200yd northwest of the strip, and at 150 ft AGL and 40kt, the pilot recognized that he had reached the right lateral cyclic control stop without the expected disk response in roll attitude. The pilot attempted twice to physically achieve more right lateral cyclic input, but without success. The pilot turned back toward the strip in a slow right turn; however, at about 100yd back on short final at about 150 ft and 40kt, the nose suddenly dropped and the aircraft entered a rapid, right spiral and descended quickly. Despite full aft and left cyclic input, the pilot was unable to control the nosedown attitude or right turn. However, just before impact with the ground, the helicopter leveled somewhat and struck the ground on the right skid and fuselage, before coming to rest on its left side. Immediately after the nose dropped, the cockpit warning horn sounded and remained on until silenced by the pilot on the ground. After impact with the ground, the pilot shut down the still-running engine, turned off the battery master, and escaped the cockpit with minor injuries. There was no fire and the emergency locator transmitter (ELT) activated on impact. During the brief flight, the sling load was not erratic and flew normally beneath the helicopter with no oscillation. It was revealed that the longline had inadvertently wrapped around the rear of the left skid during the departure. TSB File A07A0137.
On November 22, 2007, an AmericanAviationAA-1B was en route from Marathon,Ont., to Thunder Bay,Ont. At an altitude of approximately 4 500 ft, the engine began to run rough. The pilot then successfully completed a precautionary landing on a dirt road near Hurkett,Ont. After completing an inspection of the aircraft, the pilot decided to take off. During the take-off roll, directional control of the aircraft was lost and the aircraft veered off the left side of the road and collided with the ditch. The pilot was not injured and the aircraft sustained substantial damage. It was reported that the dirt road was snow- and ice-packed. TSB File A07C0216.
On November 30, 2007, a PiperPA-24-260Comanche was landing on Runway 28 at Carp, Ont. During the approach and landing, the landing gear was inadvertently left in the retracted position, resulting in the aircraft landing wheels up. The aircraft came to rest approximately three-quarters of the way down and to the north of Runway 28. The aircraft was lifted and the landing gear was successfully pulled down and locked. There were no injuries. TSB File A07O0318.
On December 21, 2007, after landing long at Valcourt, Que., the pilot of a Beechcraft BE23 was unable to brake the aircraft, which became stuck in the snow at the end of the runway. The occupants were not injured. The left wing sustained major damage. The runway was 90 percent snow-covered. The same aircraft was involved in a runway excursion on October 26, 2007 (A07Q0217). This was the aircraft’s first flight since undergoing repairs. TSB File A07Q0252.
On December 22, 2007, the pilot of a ski-equipped Norman Aviation Nordic VI was executing touch-and-go manoeuvres. On the third landing, the aircraft slid on the soft snow as it reduced speed. The skis sunk into the snow and the aircraft overturned. The occupants were not injured, but the aircraft sustained damages to the propeller, engine cowl and left wing ribs. TSB File A07Q0253.
On December 26, 2007, a Cessna 177B was landing at night on Runway 09 at Corman Air Park, Sask. The aircraft landed on the left side of the runway and the left main gear entered the snow alongside of the runway. The aircraft veered to the left and the nose gear collapsed in the snow. The pilot, the sole occupant, was not injured. TSB File A07C0237.
On January 4, 2008, a Robinson 44 helicopter, with two passengers on board, was flying low over Lac des Deux Montagnes, Que. At approximately 16:00 EDT, the helicopter struck the frozen surface of the lake. The helicopter sustained major damages and the three occupants suffered serious injuries. Local weather observations included a visibility of 15 mi., scattered clouds at 2 500 ft, and a covered ceiling at 4 800 ft. TSB File A08Q0001.
On January 5, 2008, an ultralight Cumulus, approximately 4 mi. south of Dolbeau, Que., took off with only the pilot on board, to conduct a recreational flight. On the take-off roll, the aircraft abruptly nosed up, then took off. Then, during the initial climb, the ultralight aircraft veered and nosed over before crashing into the frozen surface of the river. The aircraft sustained major damages and the pilot suffered fatal injuries. TSB File A08Q0002.
On January 18, 2008, a Beech 95-B55 Baron was on the landing roll on Runway 26 at Red Lake, Ont., when the landing gear was unintentionally retracted. The pilot was not injured and the aircraft sustained substantial damage. The operator will investigate the occurrence by way of its safety management system (SMS). TSB File A08C0007.
On January 21, 2008, a DHC-2 MK.1 Beaver was landing at a private airstrip near Montney, B.C., following a local flight. The main landing gear struck a snow bank short of the runway, and the aircraft slid to a stop on the runway with substantial damage to the landing gear, propeller, and engine cowling. There were no injuries to the pilot, who was the only person on board. Flat light conditions existed at the time of the occurrence. TSB File A08W0017.
On January 24, 2008, a Van’s RV9 departed Delta Heritage Air Park, B.C., for a flight up the Fraser Valley and was returning to Delta Heritage Air Park. While on final, the pilot was unable to retard the throttle enough to complete the landing, and he overshot to attempt a second approach. While turning from base to final, the pilot needed more power but it was not available due to a stuck and unresponsive throttle. The pilot aborted the turn onto final, leveled the wings and went through a wire fence. The aircraft eventually settled enough that the main gear impacted the far side of a deep ditch and was torn back. The aircraft came to rest on its belly just past the ditch, and was substantially damaged. There were no injuries. TSB File A08P0024.
On January 25, 2008, an HS 748-2A aircraft was being prepared for a flight from Vancouver, B.C., to Smithers, B.C. As the captain was performing his preflight walk-around inspection, he found that the left elevator was substantially damaged. The aircraft had been parked overnight at Gate 18. A maintenance engineer had performed an inspection of the aircraft the previous day, and had determined that the left elevator was undamaged at that time. The damage is consistent with the aircraft being struck by a vehicle. TSB File A08P0028.
On January 26, 2008, a Cessna 152, with an instructor and student on board, was on its way back from the training area south of the Jean Lesage International Airport in Québec City, Que. While the aircraft was over the Québec City bridge, on final for Runway 30, the flight crew detected a loss of power. They tried several times, in vain, to regain power. The aircraft continued to lose altitude. Seeing that they could not reach the airport, the flight crew attempted an emergency landing on the Duplessis highway. As the pilot attempted to avoid an automobile while landing, the right main wheel became stuck in a snowbank and the aircraft came to rest on the side of a ditch, overturned. The instructor and student got out of the aircraft. The instructor was taken to the hospital as a precautionary measure. The aircraft did not catch on fire. TSB File A08Q0020.
On January 30, 2008, a Eurocopter AS350BA was conducting training at the Springbank, Alta., airport. The first training exercise was a simulated hydraulic failure. The exercise was being conducted in the circuit for Runway 16. The first two simulations were successful. On the third attempt, the forward speed decayed to 0 kt at approximately 10 ft AGL. During the attempt to regain forward speed, the trainee (flying from the right seat) lost control of the helicopter and the helicopter came to rest on its left side just east of the threshold for Runway 16. The training pilot and trainee exited the helicopter with no injuries and there was no post-impact fire. The simulated loss of hydraulics exercise was performed according to the aircraft flight manual (AFM). The console hydraulic test switch was depressed and the helicopter slowed to 60 kt. The console switch was selected off and the hydraulic cutoff switch on the right side collective was then activated. When control was lost, it was not feasible for the instructor to reach over and turn the hydraulics back on. Prior to departure, the hydraulic accumulators did not pass the pre-flight check. The helicopter was shutdown and maintenance recharged and balanced the accumulators in accordance with maintenance instructions based on the outside air temperature (OAT)of -19°C. The helicopter was released by maintenance and the hydraulic check was successfully completed on the subsequent pre-flight check. TSB File A08W0025.
On January 31, 2008, a Hughes 369D helicopter was conducting a wildlife survey approximately 20 NM south of Empress, Alta. During touchdown, the tail rotor struck the ground, resulting in a loss of rotational control. The pilot reduced the collective immediately and the helicopter landed heavily but remained upright. There was substantial damage to the tail rotor, tail rotor drive train, tail boom, and skid gear. The pilot and observer were uninjured. TSB File A08W0027.
- Date modified: | aerospace | 1 |
https://air-tycoon-online.fandom.com/f/p/4400000000000205342 | 2021-03-02T20:42:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178364764.57/warc/CC-MAIN-20210302190916-20210302220916-00006.warc.gz | 0.951162 | 125 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__159085089 | en | I currently have 30+ retired planes selling in the second-hand market, most of which have less than 100 months of life. However, it appears that no airlines are interested in buying them. More ironically, all aircraft selling in the second-hand market are from ME! I need a better way in getting rid of them.
List of aircraft:
- Boeing 747-200 (7)
- Boeing 747SP (2)
- McDonnell Douglas DC-10-10 (12)
- McDonnell Douglas DC-10-30 (11)
- McDonnell Douglas DC-10-30F (3) | aerospace | 1 |
https://www.maxwell.af.mil/News/Display/Article/755803/south-carolina-afjrotc-unit-receives-record-number-of-afrotc-scholarships/ | 2020-07-09T12:39:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655899931.31/warc/CC-MAIN-20200709100539-20200709130539-00036.warc.gz | 0.960499 | 535 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__91007594 | en | MAXWELL AIR FORCE BASE, Ala. --
Air Force ROTC recently awarded scholarships to seven Air Force JROTC cadets at Clover High School, South Carolina, a new record for the school.
“That’s nearly one-third of my senior class,” said retired Maj. Brian Batson during a recent interview with the local newspaper The Herald. “You could tell this class was special when they started with us four years ago. They were outstanding students from the very beginning.”
Batson is the senior aerospace science instructor at the unit, AFJROTC SC-951.
The cadets receiving the scholarships are Ray Beebe, John Dickey, Sam Gordon, Sahara Ivey, Ariel Lopez, Kristen Morrison and Emily Stefurak. The estimated amount of the scholarships is $1.1 million.
Although AFJROTC is a citizenship program by Title 10 charter, it also helps the Air Force get quality enlistees and cadets for the Air Force Academy and AFROTC.
“The depth of talent in this class is extremely special,” said retired Senior Master Sgt. Clarence Woodham, the unit’s assistant aerospace science instructor during an interview with The Herald. “In my 10 years of teaching JROTC, I’ve never encountered anything like it.”
The AFJROTC program is a “low-cost, high-impact” program that not only creates “good will” toward the Air Force in nearly 900 communities worldwide through an average of 1.6 million community service hours annually, but also gives the Air Force a persistent presence in places that are not near military bases, said the director of Headquarters AFJROTC, Col. Bobby Woods.
“We are incredibly proud of these seven cadets on receiving AFROTC scholarships and their desire to serve their nation,” said Woods. “We are confident they will make positive impacts in the future. They represent many more in JROTC who are inspired to aviation, the Air Force and service to our nation in a wide array of careers through this incredible program.”
AFJROTC is a citizen development program with a 58 percent minority and 38 percent female enrollment. With close to 121,000 cadets (greater than one-third the size of the Air Force), the program is a “fertile field that provides huge benefits” for not only cadets, schools and communities around the world, but also directly benefits the Air Force in many ways, he said. | aerospace | 1 |
https://www.wia-europe.org/2009/11/30/wia-us-and-wia-europe-sign-cooperation-agreement/ | 2024-02-29T21:44:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474853.43/warc/CC-MAIN-20240229202522-20240229232522-00132.warc.gz | 0.93033 | 651 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__85190901 | en | Since May this year, women working in Aerospace in Europe have their own association devoted to expand women’s opportunities for leadership and increase their visibility in the aerospace community, also through the creation of a network in Europe and across the globe.
WIA Europe was initiated by Simonetta Di Pippo (ESA Director of Human Spaceflight) who serves as President of the organisation and Claudia Kessler (CEO of HE Space Operations) who is Chair of the Board of Directors.
On 15 June 2009, Jacques Dordain, ESA’s Director General officially announced the creation of WIA Europe, at the Le Bourget Air Show in Paris, in the European Space Agency (ESA) Pavilion. Since then the association is growing steadily.
For more than 20 years in the USA, Women in Aerospace (WIA) has been dedicated exactly to the same scope. The goal the two associations have is to expand this network to a global organisation. With this in mind, the two sister associations signed a cooperation agreement with the aim of strengthening their relationship on the way to build up a global network. The initiative is the first of its kind in the world, and it embraces the expansion of values such as equality and diversity.
On the occasion, WIA President Europe Simonetta Di Pippo said: “The agreement recently signed between WIA and WIA Europe is a great milestone in our joint project for both sides of the ocean: to create a Global Women in Aerospace organisation, with no distinction of race, religion, gender, culture, origins”.
“That’s the main long-term goal of our associations, and our joint aim is to do it through our in depth participation in the decision-making process in the aerospace field, globally but first of all on a local scale. When diversity will be recognised as an asset, the objective is reached. Let’s work together for a future without discriminations”.
This will be done taking into account the main goals of WIA Europe, namely:
- Be a networking platform for women in leading positions in Aerospace or other technological areas.
- Foster and promote the interests of women working in aerospace.
- Promote and improve the access of females to technical areas and the space sector.
- Advance aerospace education in schools and universities
- Advocate the further investment in space projects in the political environment.
- Cooperate for the improvement and stabilisation of the position of women in the aerospace profession.
- Be an ambassador for Space in Society, Culture and Philosophy.
As Claudia Kessler, WIA Europe Chair of the Board of Directors, pointed out: “WIA-Europe has already gained the strong support of the European Space Agency, EADS Astrium, DLR, the German Space Agency and HE Space Operations. More and more companies are requesting to become corporate members. This high-level support, together with a daily increase in the number of individual new members, gives WIA-Europe a great start and demonstrates the credibility of WIA Europe’s mission, even more in a global context.”
Women in Aerospace Europe will be launching their brand new website as of 1 December 2009. | aerospace | 1 |
http://airforcemag.cloudapp.net/DRArchive/Pages/2009/March%202009/March%2017%202009/pix031709sac1.aspx | 2017-12-15T18:03:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948577018.52/warc/CC-MAIN-20171215172833-20171215194833-00435.warc.gz | 0.912516 | 146 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__197026113 | en | The wing assembly and forward, center, and aft fuselage sections of the first C-17 aircraft destined for NATO’s strategic airlift consortium were joined during a ceremony at Boeing’s final assembly facility in Long Beach, Calif., March 13, 2009. Here, Hungarian Defense Minister Imre Szekeres, whose country will host NATO’s three C-17s, drives a ceremonial rivet into the C-17.
Daily Report: The day's top news on the US Air Force, airpower, and national security issues.
Daily Report: Read the day's top news on the US Air Force, airpower, and national security issues.
Tweets by @AirForceMag | aerospace | 1 |
https://www.simply-amazing-stuff.com/the-biggest-space-discoveries-and-breakthroughs-of-2022-what-a-stunning-year/ | 2024-02-28T01:44:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474690.22/warc/CC-MAIN-20240228012542-20240228042542-00873.warc.gz | 0.948184 | 83 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__146924730 | en | 2022 has been a busy year for space exploration and discovery. Thanks to a variety of exciting missions, we have been able to see the cosmos like never before. From the James Webb Space Telescope viewing the first galaxies to the DART mission crashing into an asteroid! Above our heads, incredible things were being achieved. Join me as we check out 2022’s most significant space discoveries!
Credit V101 Science | aerospace | 1 |
http://www.x-aviation.com/catalog/product_reviews_info.php/beechcraft-sundowner-c23-pri-56?reviews_id=171&osCsid=62a30068a68bb34dd4376df122d247ec | 2019-10-20T16:55:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986717235.56/warc/CC-MAIN-20191020160500-20191020184000-00201.warc.gz | 0.989662 | 318 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__118317761 | en | by Rich Dahlen
Date Added: Saturday 17 August, 2013
The Beech Musketeer was my transition aircraft after getting my private license back in the mid 70s. I went from the Cessna 150 to Musketeer and enjoyed many hours flying this aircraft. I was always disappointed that no one had made a Musketeer for Flight Sim, and was excited to get this plane when I started using X-plane. The first 2 things I noticed were my RPM never got above 2100 and to get proper cruise I was set at 1800 RPM. Not right, but can certainly be worked around. Secondly was the lack of nose-up rudder trim. The TO setting is far aft and the remaining available is insufficient to get proper attitude and climb speed. Again, can be worked around. However, I do remember the Musketeer being somewhat "heavy" on the controls (remember I transitioned from the 150). Control forces were greater than the Cherokee 140 and 160s I flew later although not as great as, say, a 182. I have played a lot with my control settings and have not been able to get anything near the feel I remember. Also, I remember this as a very stable aircraft. This was early in my flying days and I do not remember and difficulty in flying this plane. Doesn't seem to be the case with this flight model. I have had the airplane for about 8 months and tried numerous things to get the flight characteristics I remember without luck. Flying it a lot less lately because of the issues. A bit disappointed with this craft. | aerospace | 1 |
https://generalaviationnews.com/2013/12/19/aspens-ea100-gets-faa-nod-for-century-autopilots/ | 2019-05-20T03:14:26 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255536.6/warc/CC-MAIN-20190520021654-20190520043654-00248.warc.gz | 0.896372 | 313 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__169914558 | en | ALBUQUERQUE, N.M. — Aspen Avionic’s EA100 autopilot adapter has received FAA and EASA approvals for Century IIB, III and IV autopilots.
The E100 is capable of emulating the Century 52D66, 52D67, 52D166, and 52D167 attitude indicators, according to company officials. This means it is now compatible with all attitude-based Century IIB, III, and IV autopilots, as well as the Piper Altimatic-branded autopilots.
This new certification is in addition to the Century 21, 31, 41, 2000 and 4000 certification announced in October.
The EA100 provides a digital-to-analog data conversion between the Evolution 1000 and an aircraft’s attitude-based autopilot system. The adapter enables the Evolution Flight Display’s Attitude Heading and Reference System (AHRS) to provide accurate and reliable attitude information directly to the autopilot, company officials explain.
Additionally, the EA100 has the capability to immediately disengage the autopilot if an AHRS fault is detected. This feature provides unprecedented levels of safety improvement over legacy systems where an autopilot would continue to respond to attitude commands from the gyro, even if that gyro’s performance had become degraded or otherwise inoperative.
The EA100 is available through Aspen Avionics’ authorized dealer network and is priced at $2,495.
For more information: AspenAvionics.com | aerospace | 1 |
http://www.ainonline.com/aviation-news/aviation-international-news/2010-07-08/final-reports-pilot-failed-deploy-landing-gear-manually | 2017-09-22T11:49:41 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818688940.72/warc/CC-MAIN-20170922112142-20170922132142-00390.warc.gz | 0.96888 | 218 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__42205806 | en | The pilot’s failure to follow the proper manual landing-gear extension procedure caused the gear-up landing, which resulted in substantial damage to the King Air, according to the NTSB. The ATP-rated pilot told investigators that he attempted
to lower the landing gear while on final approach to Lambert-St. Louis International Airport and received no response. The pilot said he made several unsuccessful attempts to cycle the gear, and also tried to deploy it manually. After executing a gear-up landing, the pilot and the six passengers were able to evacuate the twin turboprop safely.
During the post-accident investigation the emergency gear engagement handle was found in the down (disengaged) position. When the handle was pulled up, rotated and locked in the engaged position, pumping the extension lever produced movement in the landing gear torque shafts. Further examination showed the landing gear motor circuit breaker under the cabin floor had popped. Once the circuit breaker was reset and electrical power was restored to the King Air, the gear was able to function both normally and with the manual systems. | aerospace | 1 |
https://www.avm-mag.com/royal-brunei-airlines-selects-etechlog8 | 2024-03-05T10:44:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948234904.99/warc/CC-MAIN-20240305092259-20240305122259-00594.warc.gz | 0.935505 | 293 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__131567718 | en | Conduce announced that Royal Brunei Airlines (RB) have selected eTechLog8 to replace the airline paper technical log books for both their Boeing and Airbus fleets.
Conduce eTechLog8 is a Universal Windows Platform (UWP) application that is mostly used offline. The solution only requires an internet connection to transmit data when appropriate. eTechLog8 eliminates the line maintenance paper processes with regards to the aircraft technical log and deferred defect/cabin logs.
“Conduce are honoured and excited to have been selected by the Brunei Darussalam,” said Conduce CEO Steve Russell.
Conduce says they are committed to setting up an office in the Far East, as there is an enthusiastic local airline market for paperless operations.
eTechLog8 will work with RB to integrate with the in-house MIS system AMOS, utilizing the AIM SPEC 2000 compliant “TRANSFER_ATA_ELB” interface.
“The Conduce eTechLog8 solution has been selected as a result of a formal RFP process. eTechLog8 is both compliant and flexible, which facilitates the operational needs of our Airbus and Boeing fleet,” Rob Woods, head of Engineering, Royal Brunei Airlines commented. “The extensive EASA NAA approvals for eTechLog8 is a strong positive along with Conduce’s demonstrated experience of implementing ELB solutions.” | aerospace | 1 |
https://leehamnews.com/2009/02/02/keeping-or-ditching-the-747-8/ | 2024-04-15T18:21:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817014.15/warc/CC-MAIN-20240415174104-20240415204104-00134.warc.gz | 0.970806 | 479 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__98507312 | en | When Boeing CEO James McNerney gave a somewhat mixed assessment of the 747-8 program last week during the earnings call, this set off a couple of key stories about the future of the airplane.
As readers know, we’ve been closely following the 747-8 development for more than a year and were the first to report that delays were likely.
Last November, Boeing acknowledged delays of 9-12 months, something we had reported long before the Boeing announcement. One of the reasons for the delays was the diversion of engineering resources to the 787 program, something we reported even before the roll-out of the 787 on July 8, 2007, and acknowledged by Boeing in November and again last week.
As Flight’s story suggests, and as the Boeing CEO hinted, Boeing is reassessing the viability of the 747-8I. But we are told this reassessment is a full program analysis that includes whether to continue development of the freighter, with production at a slower rate than originally envisioned; to cancel the passenger version; or to cancel the program entirely.
The collapse of the cargo traffic is huge; it was off 23% in December alone, according to IATA statistics. Airlines are parking cargo aircraft–Cathay Pacific Airways, a 747-8F customer, is parking three 747-400BCFs, for example. Other 747 freighter operators, some -8F customers, some not, are likewise cutting capacity. This certainly argues for drawing out production rates.
The passenger version has stalled. Only Lufthansa Airlines has ordered the airliner version, joined by eight customers for VIPs and presumably the USAF order for three presidential aircraft now that Airbus/EADS decided not to compete.
Lufthansa told us it does not expect Boeing to cancel the passenger model. But we’re told that at least some Boeing engineers have been told to stop work on the passenger model. We don’t know how to interpret this report and caution against drawing any conclusions. This could mean something–or it could mean nothing, for there are any number of reasons for this.
A couple of cargo version customers we talked to are less certain about the future of the entire program.
McNerney is to get a presentation of the analyses soon, perhaps as early as this week, we are told. | aerospace | 1 |
http://airwingmedia.com/articles/2012/the-last-corsair/ | 2017-04-27T15:10:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122174.32/warc/CC-MAIN-20170423031202-00468-ip-10-145-167-34.ec2.internal.warc.gz | 0.976263 | 5,482 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__226650530 | en | A First Hand Account on the Restoration of an F4U Corsair That Will Endure For Centuries, by the Curator of Aircraft at the National Air & Space Museum.
By Robert C. Mikesh, September 1981 edition of Airpower
Expected to one day become the sole survivor of this breed of aircraft, a Vought F4U-1D Corsair has recently been restored and preserved by the National Air and Space Museum, in Washington, D.C. This might sound like an overly confident prediction to make at this early stage when nearly a squadron’s strength of Corsairs are still flying, and almost two dozen more, including postwar built models, reside in museums throughout the world. But time will take its toll and, one by one, the airworthy machines will be stricken. Internal corrosion will relentlessly eat away at those on the ground, and it is safe to assume that the greater portion of those that have survived to the present will no longer be around to be seen and enjoyed by the next generation.
At the National Air and Space Museum, the future is prepared for today. When a restoration is undertaken, it is done for the purpose of preserving aircraft indefinitely. Each component, every crevice and the entire surface of the machine is cleaned of corrosion and given a protective coating with the intent of preserving the aircraft for centuries.
We aviation enthusiasts are a fortunate group. It has been a mere eighty years since the development of man-carrying aircraft, yet some of these very early aircraft are still with us today. Nearly any form of aircraft structural material will last a century, but it must be given the proper care. Even World War II aircraft that have been abused by weather in outdoor exhibits or abandoned in junkyards can be saved, but the fact is just now beginning to be realized by the more professional museums that greater care must be given to the aircraft at hand while there is enough of their time-eroded structure still intact.
The Museum’s Corsair is one of these airplanes, and the story surrounding its restoration and special processing for preservation is a fascinating one. In some museum circles, this process is termed a “conversion.” That is: To take an airplane which was manufactured to only survive for its expected operational lifetime and give it special safeguards to retard its natural rate of deterioration so that its life can be extended indefinitely. In short, transform it from a functional machine to a static display. This does not necessarily mean that the airplane could not be made flyable again should that need arise, but to do so would initiate once again the process of progressive deterioration.
Our particular Corsair came to the museum collection, as did so many of the other World War II aircraft, after hostilities had ceased. When the war ended, General of the Army Air Forces, H.H. Arnold, directed that one of each military aircraft type, including foreign aircraft possessed by the Army, be set aside for future educational purposes and preserved in a museum. He encouraged the U.S. Navy to do likewise. In this regard, a Navy collection was gathered at NAS Norfolk, which included this Corsair along with many other Navy types. In 1960, most of the Navy’s aircraft were moved by barge to the Washington Navy Yard and then taken by road to the Museum’s storage facility at Silver Hill, Maryland, renamed in June 1980 as the Paul E. Garber Preservation, Restoration and Storage Facility. It was Garber, now Historian Emeritus, who for sixty years looked after the collection of aircraft and continually sought out and procured the many historical airplanes that now grace the Museum’s halls.
Taking a closer look at this Corsair, BuNo. 50375, its records reveal that it had a rather significant historical background. It was delivered to the Navy from its Stratford, Connecticut factory on April 26, 1944, to an unrecorded destination. By October, it was carried as being assigned to VF-1 0 and a month later to VF-89, both Navy fighter squadrons. This latter outfit was newly commissioned on October 2, 1944, and was being equipped at NAS Atlantic City. This Corsair remained with that unit until February 1945, through unit moves to NAS Oceana and NAS Norfolk. There it was assigned to await installation of an undescribed “beacon” system, according to its service record card. From Norfolk, it was moved to Quantico Marine Air Station on June 30, 1945, to join the surplus aircraft· pool there. By now, later models of the Corsair had been in production and were being sent to the Pacific fleet, while many of the earlier models, such as this airplane, soldiered on in the advanced pilot training role.
F4U Corsair “Whistling Death” Flight Demonstration
Postwar activities appeared routine with assignments at NAS Memphis and the Naval Air Technical Training Center at Pensacola, until 50375 was finally stricken from operational records on April 30, 1946. The airplane was then sent to the NATTC at Norman, Oklahoma, where it remained until it was selected for the Museum collection and routed through Norfolk with other Navy aircraft.
When it came time to take a closer look at this airplane with an eye given to its restoration, it was obvious it had undergone a hard service life. Instead of wounds being acquired in combat, its battle scars were the results of being assigned to aircraft mechanics schools. Dents, gouges, and chips abounded. The interchange of parts was extensive. For example, its fin carried BuNo. 571 01, while the right stabilizer and elevator were marked for BuNo. 50522. Presumably the BuNo. 50375 stenciled on the fuselage and wing panels is the original Bureau Number of this fighter, as records of its transfer from the Navy indicate, for it is very unlikely that these basic components are not original.
It is ironic that such a fearsome and bellicose machine as the F4U should be represented by one which never saw combat. Corsairs were credited for having destroyed 2,140 enemy planes with a loss of only 189 of these “bent-wing” fighters in aerial combat. Japanese pilots feared it more than any other enemy plane in the Southwest Pacific theater of operations. Distinctly marked by its inverted gull-wing, Corsairs were a familiar sight over Guadalcanal, Bougainville, Rabaul, Tarawa, lwo Jima, Peleliu, Okinawa, and Japan. Designed as a carrier based fighter, they served initially from shore based installations on a variety of Pacific islands where in a very short time they became synonymous with Marine Corps Aviation. More importantly, they were the first Navy fighters capable of carrying a bomb load commensurate with those hauled by heavier two-man dive-bombers, and because of this ability, they accelerated the passing of the old dive-bomber.
It is from the events surrounding the Corsair as a Marine fighter that the Museum’s F4U-1D restoration marking scheme was based. In all restorations of this nature, one photograph is selected and scrupulously adhered to, down through the fine degree of details for its paining and marking. In the case of this Corsair, the selection of Operational Marine photographs with clear details from which to choose was rather limited. Narrowing the selection even further, the Corsair had to be a F4U-1D, and one that did not depict an airplane identified with a specific well-known combat pilot. To have done so would be stretching the authenticity of this restoration beyond Museum policy. However, one photograph in particular filled all these requirements. This was ship number 54, carrying a name typical of the type that adorned the sides G>f many American combat planes. The Corsair pictured was assigned to Marine Fighter Squadron VMF-113, operating in the Pacific theater. After the history of the unit was reviewed, it became obvious that to depict an aircraft of this squadron was ideal, for it was representative of the many Marine Air combat units that served so well in World War II.
VMF-113 was first organized at El Toro Marine Base, California, on January 1, 1943, and formally commissioned the following September 15th. Thirteen days later, the fighter squadron departed the United States aboard the aircraft carrier USS Bunker Hill. They arrived at Ewa on the west side of Pearl Harbor, where they joined Marine Air Group 23. Early in January 1944, the squadron was detached to the 4th Marine Defense Air Wing in the South Pacific, where it was assigned to MAG-31 on January 14. By the end of February, all echelons were reunited and began operations at Engebi in the Marshall Islands. Despite this remoteness from the active battle line, eight of the twelve enemy planes shot down by Marine aviators in the Central Pacific in 1944 were scored by Corsairs of VMF-113. These occurred while escorting U.S. Army B-25 Mitchells on a bombing attack against Ponape Island of the Caroline Group, March 26, 1944.
During the following month, the squadron covered the Ujelang landings and made the longest sustained flight ever recorded by Corsairs under combat conditions up to that time, with three of the planes remaining airborne for nearly ten hours. The monotony of aerial surveillance over the seemingly limitless expanse of ocean, during the strangling operation of enemy supply routes to Wotje, Maloelap, Mille and Jaluit, continued almost unbroken until near the end of June when, on the 27th, during a dive-bombing attack on Wotje, three of the 113’s Corsairs were struck by anti-aircraft fire. Two of the Corsairs and the pilot of one were combat losses.
Marine 1st Lieutenant. Robert H Zehner, who sank with his plane, was hit about 50 feet off the water, did a wing–over, and crashed into the lagoon with the cockpit cover still closed. Capt. George H Franck was more fortunate, although he had some precarious moments in the sea before he was rescued by a destroyer. Before the destroyer arrived, however, a PBY Catalina attempted a landing while a Lockheed PV-1 Ventura silence 50 caliber shore batteries. A huge swell get the PBY, smashed its hull and ripped off its engines, necessitating the rescue of seven men instead of one. Meanwhile, orbiting fighters and the twin-engine Ventura control plane, piloted by Navy Lieut. George King of VB-144, we’re running low on fuel. The rescue destroyer was still 6 miles away but sent a whaleboat to the rescue. It too, was hampered by heavy seas. The Ventura pilot hung on, acting as liaison between the two life rafts and the whaleboat, despite the fact that his fuel tanks all registered in the red. He directed the whaleboat first to the PBY crew, who were rescued, and then to the Corsair pilot, Captain Franck, who was picked up. Lieutenant King then returned his Ventura to Roi Atoll on Kwajalein, landing there with only 11 to 16 gallons of fuel remaining. Had he not carried this mission off skill, daring, and resourcefulness, it is doubtful that any of the seven airmen would have been rescued, and had he cut get any finer, he and his crew would have been forced to ditch.
The “Whistling Devils,” VMF 113 pilots called themselves, were not so lucky in July. On the 18th, returning from an attack Taraoa, Maloelap Island in the Marshals, three pilots and planes were lost in severe weather. But for most, long periods of inaction continued until April 1945, when the ground echelon embarked on the USS Sea Flyer and set out for lLe Shima Island and the bloody Okinawa campaign. The ground echelon went ashore at Le Shima on May 6, and 18 days later the flight echelon arrived. Two days after the pilots landed their Corsairs on the newly carved coral airstrip, they achieved their squadrons first victory in the Ryukus Campaign. Marine Lieutenants Woodberry and Weathersbee shared a Japanese KI 60 “Tony” they caught while on CAP (Combat air patrol) between Izena Shima and Yanaha Shima.
On June 22, the day after Okinawa was secured, VMF-113 made its last scores and brought its tally to 21 enemy planes, 12 of which were shot down in June, and which cost the squadron three pilots. In addition to the loss of the pilots during June, seven were killed and 17 wounded on the night of June 10, when a twin-engined Kawasaki KI 45 “Nick” sneaked into the area, showing the correct identification lights and IFF with the proper code, and dropped a bomb in the 113’s bivouac area. A night fighter liquidated the marauding two–place “Nick” fighter but failed to return after he shot down the enemy plane.
In August, following the end of hostilities, the squadron moved from Le Shima to Okinawa and operated from Chimu Air Field until transferred to Omura Air Base on Kyushu, Japan’s southernmost island. They are they remained as part of the US occupation force until the unit was decommissioned on April 30, 1947.
F4U Corsair Training Film
This is but one unit with this type of history to which a corsair of the kind of that is now on exhibit at the National Air and Space Museum could have been assigned. The important thing is this Museum airplane will survive indefinitely, barring natural or man–made disasters. Why was this aircraft restoration any different from those of other museums, one might ask? After a review of some of the details encountered in the restoration of this Corsair, the reader and restorers of other aircraft should be able to answer this question.
At the museums restoration facility, there are normally four and sometimes five aircraft being restored and preserved at any one time. Two technicians are assigned to each aircraft to see the project through from start to finish. Other specialists are available for these projects is required, such as a machinist, metalsmith, welder, chemical/metallurgist and others. The shop is equipped primarily for this type of work which reduces the amount of time and others who might do restoration projects must spend in having to improvise special tools, jings, or to prepare facilities to handle certain jobs. Despite these conveniences at hand, 9,315 man-hours were spent on this restoration of the Corsair perhaps more time than was used to build this aircraft initially when mass production lines were functioning at their most efficient pace. The objectives of “making” and “restoring” are quite different, however. Preserving, along with restoring, makes for a very time-consuming and precise undertaking.
To begin the restoration, the aircraft was disassembled to as many subcomponents as possible. This not only facilitated ease in cleaning, but also allowed these components to be repositioned easily in order to give the technicians better access to the work area and therefore simplify repair. Special jigs or dollies were adopted to hold the larger parts such as the wings and engine. Due to the large size of this airplane, the landing gears were left in place in order to support the fuselage except for the short time they were individually removed for cleaning and preserving.
Many photographs were taken of the cockpit so that they could be used as reference while replacing the hundreds of parts that had to be removed from that comparatively small area for thorough cleaning. This also facilitated a good cleaning and a complete chemical treatment of the inside area of the cockpit and adjacent parts of the fuselage.
Each major component of the airplane, such as fuselage, wings, and control surfaces, were taken separately to the wash rack where the preservation bath process really begins. There are three major steps that are taken in the preservation of airplane components. They are cleaning, which also helps the technicians in restoring the structure, chemical treatment, to remove corrosion and inhibit future deterioration, and protection, which shields the structure for the future from outside elements. Protection is usually surface painting or coating, of both the inside and outside of the structure. Two of these major steps are the responsibility of two assigned technicians in the chemical processing section of the restoration shop.
The chemical treatment process makes the difference between truly preserving an aircraft for museum longevity and lesser restoration efforts that only remove the visible rust and corrosion before painting over this still active deterioration. Modern chemicals can penetrate and protectively coat areas of corrosion that cannot otherwise be reached. For instance, consider the inside wing surfaces at the trailing edge or the skin at the mating points of ribs and formers.Without arresting this hidden corrosion and applying an inhibitor to prevent future deterioration, in time, the airplane will be like so many vintage cars with a nice exterior finish, hiding the fact that their metal structure is being eaten away from the inside. To reach these hidden areas of aircraft structures, it is often necessary to remove some of the skin paneling by drilling out rivets and replacing them later with duplicates.
The cleaning phase included several methods for reaching the metal surfaces for preservation treatment. Oily surfaces were cleaned with solvents such as varsol and trichoroethane, and exhaust stains were removed with Magnusol 728.
Special care is always given in the use of paint and rust strippers, and aluminum brighteners. These chemicals, if left behind in crevices or allowed to act too long, can cause irreparable damage. Only careful study and painstaking experience can prevent this damage from occurring. After chemically cleaning both ferrous and nonferrous metals, heavily pitted areas were cleaned by hand brushing, using steel or aluminum wool, or blasting with glass beads or walnut shells. On this Corsair, none of the metal was deteriorated to the point that some of the sections had to be cut away to eliminate all traces of active corrosion buildup.
The chemical treatment process is perhaps the most important operation in the preservation of these aircraft. Surface coatings for metal that were produced by chemical action can be duplicated as nearly as possible to that of the original surface. This forms a protection against corrosion as well as serving as a base for organic finishes. Corrosion and rust, the latter being a form of corrosion in iron and steel, is a deadly, relentless enemy of metal aircraft. No matter how excellent the quality of paint that is used, corrosion ca:n form between the paint and the metal unless protected by a conversion coating. A smooth appearing metal surface is actually a series of microscopic peaks and valleys which are electrically anodic and cathodic in relation to each other. When moisture is present, these pair up to form electrolytic cells and, like any battery, this release of energy is a process of deterioration. This is why aircraft exhibited outdoors will not survive for long periods, no matter how frequently their exteriors are painted, for with some paints, alkalis form certain metallic soaps that effect the adhesion between paint and metal and create even further damage.
To prevent this deteriorating action, a layer of phosphate crystals was sprayed over the entire structure of the chemically cleaned aircraft, inside as well as out, which neutralized the electrical difference. This conversion coating also served as an excellent surface for holding the new paint to the metal.
The Museum is still experimenting and always learning in this field of extending aircraft life through chemical processes, and it appears that each newly restored aircraft is preserved better than the last. Dependency upon chemical treatment has become so important at the National Air and Space Museum that the processing of every metal part of an airplane is an absolute must, and not just merely to be rubbed clean of visible rust or corrosion.
F4U Corsair Restoration Project
The third step of our preservation process is protection, which is done in the painting phase by the two technicians assigned to the Corsair restoration. The painting on the outside of the airplane was an obvious requirement for camouflage colors. But the inside surfaces, not ordinarily painted by the manufacturer, were given a protective coating of Clear Coat, a product of Okite, which has been found to work well over the years. Like most Navy aircraft, the Corsair survived for as long as it did due to BuAir specified interior paint at the time of manufacture.
That takes care of the airframe, but what of the engine?
Cleaning, preserving and restoring the Pratt & Whitney R-2800 was no minor task. It was totally disassembled and each part preserved for lasting protection. In some of the Museum’s earlier restorations, especially those having World War II engines, the insides of cylinders would merely be checked with a baroscope,and if rust or corrosion were not apparent, their interior walls were sprayed with Soft Seal for protection, and their outside appropriately painted for the restoration. Since that time, this practice has been changed for good reason.
In one such engine, there was only one minor trace of rust that was detected on the inside wall of one of the cylinders. Everything else seemed in good condition. It was decided to open the engine just to make sure, and it was fortunate that this happened. Many magnesium parts were in a very corroded state on the inside and in a location where they could not be seen through the baroscope. Three cylinder bases were also rusted. While lubricating oils serve as a good preservative up to a point, stronger measures have to be taken for long-term preservation. Engines are now completely torn down for each aircraft being restored, regardless of their apparent condition. When reassembled, each part is coated with CRC Soft Seal, thinned with CRC 3-36 so that it can be sprayed. After drying, this material will not run, yet if the pistons are moved, for repositioning the propeller for instance, it will not be fully scraped away from the cylinder wall and will maintain a protective coating.
After the engine is reassembled, all openings are sealed to prevent moisture and foreign objects from entering. One example of this process is in the making of new exhaust gaskets, leaving their centers closed for a seal.
While the cleaning and preserving of the metal structures was taking place, a literal world-wide search was conducted for Corsair parts, for there were far more missing parts than first anticipated. This Corsair, for instance, had a carrier type hard rubber tail wheel for carrier deck landings, but no arresting hook. Either an air tire and wheel for runways, or a carrier arresting hook had to be obtained. A Marine Corps Major, who was gathering parts for his own Corsair, gave an extra tail hook to the Museum, along with several missing fuel control lines. Replacement main tires came from a warbird owner in Arkansas, and an ad in Trade-a-Plane for a new canopy to replace the broken one was answered by a man in North Carolina. Engine parts came from Canada and an air museum in Michigan. The throttle quadrant, interior and exterior lights, and many of the special cockpit switches were flown in from New Zealand aboard visiting R.N.Z.A.F. Lockheed C-130s. These parts were obtained from wrecked Corsairs that were retrieved from the Pacific war zone.
The list goes on of other parts received from other museums and private donors. For the most part, the Corsair is complete, but a list is maintained for the few parts unique to the F4U that are still needed, and the search continues. Among these items are: an oxygen bottle to be at the right of the pilot’s seat, plotting board and associated light which is to be attached to the instrument panel, APX-1 (IFF) and cockpit control head, fairing for left outboard flap hinge (inside face) and rear fairing for left side, center flap hinge (outboard face).
The Vought F4U-1 D is unusual for it is a mix of manufacturing techniques ranging from the very newest in the state of the art at the time of manufacture, to some of the oldest practices. The fuselage, for example, utilized the new technique at that time of spot welding large, uninterrupted skin plates instead of using the practice of flush-head rivets and smaller size skin panels. The wing, on the other hand, had the rear half covered with fabric. All other contemporary fighters at the time were fully metal covered except for flight controls. This did change with later models of the Corsair. The ailerons were constructed of wood and covered with plywood, while elevators and rudder remained fabric covered.
The question is often asked if restored aircraft of the National Air and Space Museum will fly. The fact of their airworthiness has already been established and, therefore, there is no Museum requirement for additional flying . However, the purpose of the collection is to document aviation technology by preserving actual specimens, therefore it is a policy of the Museum that its airplanes will not be flown.
Were these airplanes to be in flyable condition, their engines would not have the preservative coating that they now have on their interiors. Should it ever become necessary to run these engines, the preservative material can be removed and replaced with proper lubricants. Aircraft electrical components and hydraulic systems are kept original and preserved in a restored condition. If the airplane were to be safely flown, many of these aged components would have to be replaced with new hydraulic seals and flexible hoses, as example, and would therefore be made from modern technology materials and fabrication methods, and would no longer be preserving originality. Structures that may have been weakened through age or internal damage would have to be strengthened for flight which also would alter the original design. These are a few of the important reasons why ·these airplanes are not flown, but are as technologically complete as a flyable airplane should be.
When the long awaited day of the rollout of the finished Corsair arrived for outdoor photographs, it was a day marked by smiles upon the faces of all who had a part in this project. By coincidence, this occurred on the same day that Marine fighter ace “Pappy” Boyington was scheduled to speak at the Museum about his experiences as commander of the Black Sheep Squadron in the Pacific with Corsair fighters. More than the usual number of cameras were on hand for this roll-out, since “Pappy” was also on hand. With affection that could not be hidden as he laid his hand on the side of the gleaming fuselage, his first remark was: “The Corsairs that I flew never looked as good as this one!” | aerospace | 1 |
http://www.trekbbs.com/showpost.php?p=7021606&postcount=24 | 2015-11-26T16:18:58 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398447758.91/warc/CC-MAIN-20151124205407-00142-ip-10-71-132-137.ec2.internal.warc.gz | 0.793064 | 114 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__158753491 | en | Galaxy Class Upgrade...a work in progress
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September 27 2012, 07:28 PM
Re: Galaxy Class Upgrade...a work in progress
Is that a Voyager style sensor platform on the bow of the Venture?
A business man and engineer discuss how to launch a communications satellite in the 1960s:
Biz Dev Guy
: Your communications satellite has to be the size, shape, and weight of a hydrogen bomb.
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https://vaultexplore.com/the-importance-of-using-the-right-aircraft-surface-cleaner/ | 2023-06-07T01:56:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653501.53/warc/CC-MAIN-20230607010703-20230607040703-00182.warc.gz | 0.962103 | 769 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__193385412 | en | Apart from knowing how to fly an aircraft, the most important aspect of aviation safety is keeping an aircraft well maintained, and not just in terms of its mechanics. Although most plane crashes are the result of pilot error or mechanical failure, there are smaller aspects of aviation safety that also have a bearing on flight safety, such as whether an aircraft’s surface is free of accumulations that could disrupt airflow over its wingtips. surface cleaner Although it might sound incredible that small accumulations on an aircraft’s surface could jeopardize its flight, they can. For example, numerous plane crashes have occurred because a thin layer of ice accumulated along the length of an aircraft’s wing, disrupted the airflow over the wing, and produced a stall. The same thing can happen when other types of accumulations produce a change in airflow.
Maintaining the surface of an aircraft is easy compared to maintaining its mechanics. But there are still certain qualities to look for in an aircraft surface cleaner, particularly if you need an eco friendly cleaner. Traditionally, most general aviation cleaners contain chlorinated solvents, which are more than bad for the environment; they can also jeopardize workers’ health due their emission of Hazardous Air Pollutants (HAPs). If you work for an aviation company, keeping workspaces free of HAPs can also be crucial to your company’s reputation and finances. HAP related illnesses typically take years to develop. But when they do, a company can be hit with multiple lawsuits that devastate it finances, as well as its reputation.
A second characteristic to look for in an aircraft surface cleaner is a high flashpoint of 200 F or above. A solution’s flash point is the temperature at which it ignites, which may seem unimportant in industrial cleaners used for aircraft surfaces. However, most pilots and aviation companies use an aircraft surface cleaner on more than a plane’s surface; they also use it clean engine parts; a job for which a cleaner with a low flashpoint can be dangerous due to electrical engine parts remaining “energized” after the plane’s motor is disengaged. This is especially the case in operations where planes have a quick turn around between landing and takeoff, and need to be serviced immediately.
A third characteristic to look for in an aircraft surface cleaner is its ability to work safely on all metals. As aforementioned, a surface cleaner is often used to clean various surfaces, making it essential to ensure that one surface won’t be corroded while another is cleaned safely. Although determining whether an industrial cleaner will corrode a surface is a matter of chemistry, you don’t have to be a chemist to identify a solution that cleans all metals safely. Instead, you can determine a safe cleaner by looking for the following three characteristics: aerospace NESHAPS compliant, no hazardous ingredients as defined by the EPA, and no SARA or RCRA listed ingredients. Graffiti is particularly difficult to remove. Fortunately, these machines are very effective at removing graffiti, as well as gum and other substances that aren’t easily removed by alternative cleaning devices.
These substances can be removed from a variety of different surfaces, including tiles, grout and other hard surfaces.
The above Faqs cover many of the issues that people ask about when they are considering buying these machines. Surface cleaners are robust, effective and easy to use. They are a popular choice for many within the cleaning sector.
Steamaster has been supplying businesses with top-of-the-line cleaning products since 1959. They are also able to offer advice on all aspects of the buying process, in order to ensure that you find a surface cleaner that’s right for your needs. For further information and to view. | aerospace | 1 |
https://www.yoursurvivalguy.com/future-weapons/defiant-completes-successful-mission-profile-tests/ | 2024-04-20T10:15:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817576.41/warc/CC-MAIN-20240420091126-20240420121126-00852.warc.gz | 0.908214 | 941 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__1562785 | en | Lockheed Martin’s Sikorsky-Boeing DEFIANT has successfully completed the FLRAA mission profile flight test. The test included extremely confined area landings and low-level flight operations. The DEFIANT with its X2 technology provides precise low speed handling, level body acceleration, level body deceleration, and a high turn rate.
The Lockheed Martin Sikorsky-Boeing SB>1 DEFIANT® successfully completed FLRAA mission profile test flights, including confined area landings and low-level flight operations. These flights validate DEFIANT’s relevancy to the Army’s mission, providing agility at the objective (also known as the “X”), and increased survivability, all while reducing pilot workload.
“We fully demonstrated DEFIANT’s ability to execute the FLRAA mission profile by flying 236 knots in level flight, then reducing thrust on the propulsor to rapidly decelerate as we approached the confined, and unimproved, landing zone,” said Bill Fell, DEFIANT chief flight test pilot at Sikorsky and a retired U.S. Army Master aviator. “This type of level body deceleration allowed us to maintain situational awareness and view the landing zone throughout the approach and landing without the typical nose-up helicopter deceleration. This confined area was extremely tight, requiring us to delay descent until nearly over the landing spot, followed by a near-vertical drop. We landed DEFIANT precisely on the objective with little effort as we descended into this narrow hole while maintaining clearance on all sides.”
SB>1 DEFIANT is the technology demonstrator proving out transformational capabilities for the DEFIANT X weapon system, the Sikorsky-Boeing team offering for the U.S. Army’s Future Long-Range Assault Aircraft (FLRAA) competition as part of the Army’s Future Vertical Lift program. DEFIANT X will enable crews to fly low and fast through complex terrain, where Army aviators spend most of their time. It will extend capabilities of Army Aviation on the modern battlefield – and is designed to fit in the same footprint as a BLACK HAWK. With DEFIANT X, the U.S. Army will deliver troops and cargo in future combat at twice the range of the current fleet.
“It’s what we call building combat power rapidly, and aircraft like the DEFIANT X can do that,” said Tony Crutchfield, retired U.S. Army Lieutenant General and now vice president of Army Systems at Boeing. “In the Pacific, it’s even more important because your lines of operation are going to be dispersed over a wide area; you’re going to have these small bases and supply lines that’ll be positioned either on ships or on islands. You’re going to want to move more assets, maneuver in confined terrain and survive to build that combat power faster than your adversary can – so you can win.”
DEFIANT X incorporates Sikorsky X2™ Technology to operate at high speeds while maintaining low-speed handling qualities. This critical capability provides pilots with increased maneuverability and survivability in high-threat environments, allowing them to penetrate enemy defenses while reducing exposure to enemy fire. DEFIANT X’s X2 coaxial rotor system and pusher prop allows for a high degree of maneuverability in and around the objective which is also directly linked to survivability.
DEFIANT achievements include:
• Greater than 60-degree banked turns.
• Demonstrating mission-relevant cargo capacity by lifting a 5,300-pound Guided Multiple Launch Rocket System external load.
• Exceeding 245 knots in level flight.
• Demonstrated Level 1 low-speed agility with fly-by-wire controls.
• Integration of U.S. Army test pilots into the Defiant program.
• Based on the Collier Award-winning X2 Technology.
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http://aviation-training-guide.com/news-details/leading-edge-aviation-acquires-an-alsim-al42/320/ | 2020-09-30T18:42:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402127397.84/warc/CC-MAIN-20200930172714-20200930202714-00385.warc.gz | 0.916135 | 153 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__76156517 | en | The training device will be installed by ALSIM at Leading Edge Aviation, an aviation academy located in Oxford, United Kingdom.
The ALSIM AL42 is an exact replica of the Diamond DA42, built using genuine aircraft parts and equipped with the latest real-world Garmin G1000 avionics suite. It comes with latest generation visual system, GFC 700 autopilot and PBN/LPV capabilities.
FTE Jerez adds Alsim AL250 to its equipment for pilot training French manufacturer Alsim strengthens its presence in Spain with the sale of an AL250 flight sim...Read more
Alsim informs us about the consolidation of its partnership with the CAFUC (Civil Aviation Flight University of China). Alsim has been awarded the recent tender...Read more | aerospace | 1 |
https://i-m-magazine.com/space-station-earth/ | 2023-02-03T00:14:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500041.2/warc/CC-MAIN-20230202232251-20230203022251-00537.warc.gz | 0.922854 | 926 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__234973963 | en | A collaborator for everyone from Sir David Attenborough to Coldplay, the renowned and award-winning composer Ilan Eshkeri will release the new album Space Station Earth on May 13th via Sony Masterworks. The album will be accompanied by an immersive, out-of-this-earth tour created in collaboration with the European Space Agency (ESA), which will debut at London’s Royal Albert Hall on May 15th.
The video for the first single of the album, “Aurora”, sets his beautifully touching and expansive music to dazzling footage of the aurora borealis (Northern Lights). In Ilan’s own words, “Seeing the aurora borealis is an epic experience and I wanted to express the scale and majesty of it in music. The astronauts have also shot mind-blowing footage of the aurora borealis, which we use in the concert, so until space tourism becomes an everyday occurrence, ‘Space Station Earth’ is the closest you’ll get.”
Watch the video for “Aurora” here:
Space Station Earth uses Ilan’s evocative blend of modern electronic and vintage acoustic instrumentation to convey through music the extraordinary emotional voyage that astronauts experience in space. The project began when astronaut Tim Peake contacted Ilan to say that he was a fan of his work. That initial connection eventually resulted in the artist being granted unprecedented access by the ESA, which provided him with an invaluable source of inspiration for the album.
About the experience, Ilan says, “I got to see rocket launches, a zero-gravity flight, and a chance to get lost in their video archive, as well as the opportunity to get advice from ESA scientists and astronauts. I started creating the music with synthesisers and then I started to add strings, brass and choir to deliver the awe-inspiring, epic scale that only an orchestra can. I never imagined I’d have the privilege of collaborating with astronauts to try to impart the experience of space travel through music, of looking out into the darkness of space and back upon our beautiful and fragile planet.”
Ilan Eshkeri’s diverse portfolio includes having created music for British astronaut Tim Peake’s Principia mission to the International Space Station.
The Space Station Earth live show is a music-led, multimedia experience that allows the audience to see through the eyes of astronauts and to contemplate our planet, the stars and the exploration of the universe. For this unique show, Ilan’s music will be complemented by images he shot at various ESA locations, as well as rare footage filmed by astronauts aboard the International Space Station.
Tim Peake comments, “There aren’t many words that can truly describe the beauty of seeing Earth from space and Space Station Earth attempts to do this by using music and video to capture the emotion of human spaceflight and exploration. Featuring previously unreleased footage from ESA astronauts and accompanied by a live orchestra, the show creates a unique experience, one that celebrates space and unites the audience, just as exploration unites humankind.”
Tim Peake during his 4-hour 43-minute spacewalk
These stunning images will be projected across three massive screens together with a stunning light show to create an incredible audience experience. Without dialogue or narration, audiences can expect to lose themselves in the wonderful combination of emotionally charged music and extraordinary visuals, and leave filled with awe and wonder.
The Royal Albert Hall event will open with a pre-show Q&A featuring Ilan Eshkeri and special guest Tim Peake. Subsequent shows will feature different special guest astronauts: Andreas Mogensen in Denmark and Sweden, and Matthias Maurer at all three shows in Germany.
Tickets for the show are available here
Space Station Earth tour dates:
May 15th UK, London, Royal Albert Hall with special guest Tim Peake
August 17th Denmark, Copenhagen, Royal Hall with special guest Andreas Mogensen
August 19th Sweden, Rättvik, Dalhalla with special guest Andreas Mogensen
October 7th Germany, Stuttgart, Porsche Arena with special guest Matthias Maurer
October 8th Germany, Düsseldorf, Mitsubishi Electric Halle with special guest Matthias Maurer
October 9th Germany, Bremen, OVB Arena with special guest Matthias Maurer
Follow Space Station Earth
Follow Ilan Eshkeri: | aerospace | 1 |
https://pureportal.coventry.ac.uk/en/studentTheses/investigation-of-fatigue-crack-propagation-in-adhesively-bonded-j | 2023-09-24T23:36:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506669.96/warc/CC-MAIN-20230924223409-20230925013409-00050.warc.gz | 0.933977 | 457 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__252307948 | en | AbstractAdhesive Bonding is an attractive alternative to conventional joining methods, such as welding and mechanical fastening. In applications such as primary aircraft structures or automobiles elements adhesive bonding competes with traditional bolting, riveting or welding. The advantages of adhesive bonding includes high strength/weight ratio, possibility to join any combination of materials, high corrosion resistance and improved fatigue performance. Although, adhesives can be used alone, most of the volume manufacturers can't afford the level of quality control required and have opted to employ hybrid joining methods containing adhesives with spot welds or self piercing rivets because they do not have a reliable software method to analyze and predict the lifetime of bonded or riveted joints. In analysing adhesively bonded joints for design purposes, important properties to consider are strength, stiffness, weight and nature of stress distributions.
In this research, a new mathematical method based on stiffness drop of adhesively bonded joints has been investigated and presented to determine the fatigue crack propagation rates and obtain the crack growth curves for these joints. This method makes use of the raw laboratory fatigue test data and finite element based stiffness data of bonded joints. This concept has been tested and validated for T-peel and single lap shear bonded joint configurations. The bonded joint configurations were prepared using aluminium alloy AA5754 and the adhesive used was Betamate Epoxy adhesive 4601, which is high performance, heat curing, epoxy adhesive. The entire tests were conducted under constant amplitude loading using an R ratio of 0.1 and frequency of 10Hz. The damage models for this work were developed using computational fracture mechanics tools in abaqus.
Various curve fitting models were reviewed and employed in this method to combine the stiffness data obtained from FE damage models and fatigue test data of T peel and single lap shear bonded joints to calculate the fatigue crack propagation rates. The methodology investigated in this work provides a way to obtain the fatigue crack growth curves for adhesively bonded joints by combining the finite element modeling data with fatigue test data of bonded joints.
|Date of Award||2011|
|Sponsors||Jaguar Land Rover|
|Supervisor||Paul Briskham (Supervisor)| | aerospace | 1 |
http://e-booksdirectory.com/details.php?ebook=2696 | 2020-02-24T15:42:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145960.92/warc/CC-MAIN-20200224132646-20200224162646-00099.warc.gz | 0.847665 | 310 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__184129990 | en | Societal Impact of Spaceflight
Publisher: NASA 2007
The purpose of this volume is to examine the effects of spaceflight on society through scholarly research, making use especially of the tools of the historian and the broader social sciences and humanities. Has the Space Age indeed had a significant effect on society? If so, what are those influences?
Home page url
Download or read it online for free here:
Download link 1
Download link 2
(multiple PDF files)
by Rene Alderliesten - TU Delft Open
This book provides an introduction to the discipline of aerospace structures and materials: materials, manufacturing and processing techniques, structures, design principles and structural performance, including aspects like durability and safety.
by Steven J. Dick - NASA
Thought-provoking ideas, views, and speculative reasoning. The book itself is divided into three parts: National and Global Dimensions of the Space Age; Remembrance and Cultural Representation of the Space Age; and Reflections of the Space Age.
by Leonard Bairstow - Longmans, Green
The work aims at the extraction of principles of flight from, and the illustration of the use of, detailed information on aeronautics now available from many sources. The subject of aerodynamics is almost wholly based on experiment.
- Federal Aviation Administration
Weight and balance, two of the most important factors affecting flight safety, are thoroughly discussed in this handbook. Indispensable for those responsible for aircraft weight distribution - the engineers, designers, and pilots. | aerospace | 1 |
https://aviationacrossamerica.org/news/2022/10/17/polk-schools-to-offer-unique-air-traffic-control-academy-at-bartow-airport/ | 2023-12-07T09:16:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100651.34/warc/CC-MAIN-20231207090036-20231207120036-00259.warc.gz | 0.96888 | 462 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__127857805 | en | The Polk County Public School District will soon offer a one-of-a-kind air traffic control academy.
Adrian Gardeazabal, 18, just received his private pilot license. He is a graduate of Polk County Public School District’s Central Florida Aerospace Academy.
“I went to the SUN ‘n FUN Aerospace Expo. I would always go there and see all the planes. I would say since I was a really young age. I’ve always been interested in aviation,” said Gardeazabal.
Young aviation enthusiasts like Gardeazabal will soon be able to train to become air traffic controllers. The school district is teaming up with Bartow Executive Airport and Washington Consulting Group to develop the 10-month technical training program.
“We were having difficulty finding controllers when we do recruit for them. Through that we started doing a little research, and it came to our attention that nationally it seemed to be that there were fewer and fewer controllers and a high retirement rate,” said John Helms, executive director of Bartow Executive Airport.
“We saw it as an opportunity to look into potentially training controllers here,” he said.
Currently, to train to become an air traffic controller, you must go through the Federal Aviation Administration’s Academy or receive training through military service. WCG will provide the technical training for the new course.
“Our school is going to be the first of its kind, maybe even in the world, because what we’re doing is we’re going to be training traditional air traffic control as we know it. We’re also going to be training students to control from digital remote towers,” said Nicole Valentine, President of Washington Consulting Group.
Valentine said this involves opening the very first international remote tower center in the western hemisphere here in Polk County.
“Rather than import people to the area we wanted to be able to grow a labor force that wants to stay in the area because long term we plan to be controlling airplanes that are in other countries,” she said.
The air traffic control academy will train 64 students each year. Registration will open next month with classes set to begin early 2023. | aerospace | 1 |
https://gamenews.pl/en/the-drone-racing-league-simulator-for-free-at-the-epic-games-store/ | 2024-04-13T15:23:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816820.63/warc/CC-MAIN-20240413144933-20240413174933-00388.warc.gz | 0.925775 | 108 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__83189423 | en | Epic Games Store is giving away he Drone Racing League Simulator game for free this week. The game will be available to be assigned to your account until 5pm on October 6, 2022. Once the game is assigned to your account, you will be able to play it for free forever.
The Drone Racing League Simulator is a drone racing simulator. The game allows gameplay in single player and multiplayer modes. It is an official simulator released by The Drone Racing League to help drone pilots learn to fly drones without the risk of destroying the drone. | aerospace | 1 |
http://www.gulfstreamnow.com/article/gn-gulfstreamnow.com-g500-on-track-for-certification | 2017-12-13T13:04:53 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948523222.39/warc/CC-MAIN-20171213123757-20171213143757-00066.warc.gz | 0.928313 | 243 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__56268790 | en | G500 on Track for Certification
The Gulfstream G500 is steadily progressing through the flight-test program toward its anticipated 2017 certification by the Federal Aviation Administration. The five G500 test aircraft have now amassed more than 600 flights with flight time surpassing 2,600 hours.
“The maturity, discipline and rigor of our program give us great confidence as we look forward to our first delivery,” says Mark Burns, president, Gulfstream.
The G500 interior was designed after extensive customer feedback and that collaboration continues. Members of Gulfstream’s Advanced Technology Customer Advisory Team recently flew aboard the fully outfitted production aircraft, which itself has flown more than 180 hours since its first flight Aug. 5, 2016.
The other G500 flight-test aircraft have surpassed a combined 2,450 flight hours. The first, focused on flight performance and controls, has amassed more than 1,000 flight hours, climbed to 53,000 feet and achieved a maximum speed of Mach 0.995.
The G500 can fly 5,000 nautical miles/9,260 kilometers at Mach 0.85 or 3,800 nm/7,038 km at Mach 0.90. | aerospace | 1 |
https://uavdach.org/?p=1301325 | 2021-07-31T00:31:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154032.75/warc/CC-MAIN-20210730220317-20210731010317-00036.warc.gz | 0.892568 | 1,259 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__183348586 | en | Falcon 9 is a reusable, two-stage rocket designed and manufactured by SpaceX for the reliable and safe transport of people and payloads into Earth orbit and beyond. Falcon 9 is the world’s first orbital class reusable rocket. Reusability allows SpaceX to refly the most expensive parts of the rocket, which in turn drives down the cost of space access.
Landing Accuracy Explained
The booster contains high precision GPS, gyroscopes, and accelerometers at both top and bottom ends to precisely interpolate the booster orientation, position, and velocity. The booster also contains a huge number of strain gauges that monitor forces on the structure at crucial locations, especially engine thrust. (Strain gauges are exquisitely sensitive thin films that are bonded to surfaces to electrically measure the stretching and compression of structures.)
All of these data inputs are time-stamped so the three-way redundant computers can calculate where the booster was microseconds ago. By comparing the past position and vector to the desired course, the latest navigation error is calculated.
The computers run many physics equations on graphics cards. These are used to optimize the flight path, calculate errors, and control thrust vectoring, grid fin positions, and cold gas thruster durations.
The booster has three opportunities to correct course using the main engines. Each burn is typically done with the center engine alone or with 3 in-a-row engines.
The booster is much lighter after consuming propellant and detaching from the second stage, so the first burn is surprisingly short.
In a boost-back burn, the booster is first flipped end-for-end. The burn reverses horizontal velocity to return to land near the launch site or, for a drone-ship landing, the horizontal velocity is nearly zeroed or reduced as fuel allows. (All simulated in advance to select the landing position.)
In some rare cases, when fuel will be scarce, the first burn is just a minor course correction that may even briefly boost downrange before the flip maneuver occurs. This fuel-starved booster will reenter the atmosphere at a rather shallow angle.
The reentry burn is primarily used to reduce air velocity so that the booster is not damaged by reentry heat (the exhaust flame is actually much cooler than the hypersonic shock wave), but is also the second opportunity to correct any reentry path error.
In between the reentry burn and the landing burn, there is a relatively long time spent falling through increasingly thick air. The waffle-shaped grid-fins, around the top, can force the booster to be oriented rather broadside in the air stream, while conserving the maneuvering thruster gas. The broadside orientation primarily bleeds off velocity, but any tilt also changes horizontal velocity. During this period, the booster slows from hypersonic to trans-sonic. Up to 10% of the altitude drop can be exploited to make horizontal adjustments while falling.
The landing burn is the final opportunity to correct the horizontal error. Although the concrete landing zones have over 30 meters radius, the drone ship decks allow only 10 meters error. As the booster slows and approaches the landing pad, the top priority shifts to zeroing out the horizontal and vertical velocities as the landing legs touch down. At this time, any residual horizontal error under 10 meters is nominal, although Falcon9 usually lands within a couple meters.
To minimize fuel consumption, the landing burn is sequenced with 1, then 3, then 1 engine(s) running. The three-engine burn interval ends with a velocity & altitude that allows the single center engine to operate in the middle of its throttle-range. This throttling and center engine tilting (gimbal) are both part of “thrust vector control”, which can provide significant sideways force at the bottom of the booster. As the booster slows during this last burn, the grid-fins loose efficacy. The cold gas thrusters are used to compensate. Since these are also located at the top, they have little effect on the base.
Since the throttle range of one engine does not include a level where hovering is possible, the booster must decelerate all the way down to the landing surface, and shut-off with microsecond accuracy before the touch-down. Excess error will either lift the booster away again, or consume the landing leg crush material (or both).
The landing zone has stationary GPS receivers that provide continuous reference corrections for the booster’s onboard GPS. (The raw data from both receivers are combined, improving the GPS precision from three meters to about two centimeter, relative to the landing site. See “Differential GPS”) The air speed and direction at the landing site is also measured. Of course this implies a landing zone data channel transmitting such data to the booster.
The onboard landing radar provides precise data on altitude and doppler velocity. (During planning for the first Falcon Heavy dual-booster landing spectacle, there was concern about possible interference between the two landing radars, so the booster landings were intentionally staggered in time to minimize this possibility.)
When landing on a drone-ship, the landing is further complicated by the ocean waves moving the landing surface. Waves are not completely predictable from analysis of past events, so this tends to consume the crush material in the landing legs.
At some point, Lunar and Mars landings will need realtime lidar/radar/optical recognition of terrain, landmarks and landing hazards – such as excess ground slope and bolders. I expect the Tesla autopilot AI is being configured for this task.
UAV DACH: Beitrag im Original auf https://www.uasvision.com/2020/06/11/how-spacex-lands-rockets-with-astonishing-accuracy/, mit freundlicher Genehmigung von UAS Vision automatisch importiert. Der Beitrag gibt nicht unbedingt die Meinung oder Position des UAV DACH e.V. wieder. Das Original ist in englischer Sprache. | aerospace | 1 |
http://www.nycaviation.com/2010/09/alrosa-airlines-jet-makes-miraculous-emergency-landing-in-russian-forest/ | 2017-04-26T00:21:02 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121000.17/warc/CC-MAIN-20170423031201-00332-ip-10-145-167-34.ec2.internal.warc.gz | 0.937572 | 267 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__324368132 | en | Russian Jet Loses All Controls, Makes Miraculous Emergency Landing in Forest
Russian pilots successfully made an emergency landing in Taiga forest on Tuesday, saving the lives of 81 people, and causing minimum damage to the aircraft.
The Tu-154 aircraft belonging to Alrosa Mirny Air Enterprise was dealing with failed flight control and navigation and radio communication systems, as the aircraft’s electrical generating system crashed, forcing pilots Evgeny Novoselov and Andrey Lamonov to manage and land the plane manually.
On their third attempt with a failed maneuvering system, no aircraft-to-ground communication, and no air brakes, the pilots led the aircraft into the woods as a nearby grassy landing strip was too short for the plane. The plane descended, chopping tree tops and a 200-meter-long swath through the forest until making its final halt when the aircraft’s landing gear jammed in a marsh.
Local firefighters arrived at the scene, helping people out with inflatable escape chutes. The plane was carrying 72 passengers and 9 crew members, who all safely exited the aircraft.
An investigation is underway to determine what caused the accident. Alrosa Airlines, however, found the plane technically sound and is already seeking permission to place the plane back into operation if no failures are discovered. | aerospace | 1 |
http://www.onlinehelicoptertrader.com/en/7-hiller-helicopters | 2013-05-23T20:09:11 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368703748374/warc/CC-MAIN-20130516112908-00013-ip-10-60-113-184.ec2.internal.warc.gz | 0.715773 | 84 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__44231668 | en | Rare Hiller 12E in perfect flying condition.
Hiller 12B offered in good condition with all maintenance current.
Stunning Hiller UH12 A/C Helicopter For Sale
Home • About Us • Aircraft For Sale • Aircraft Wanted • Just Landed • Comparison Charts • Contact Us
Copyright © 2011 Online Helicopter Trader - All Rights ReservedDesigned and powered by AztecMedia.eu | aerospace | 1 |
https://in.mashable.com/science/15553/uaes-hope-mars-mission-launch-delayed-to-friday-due-to-bad-weather | 2023-10-03T03:36:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511053.67/warc/CC-MAIN-20231003024646-20231003054646-00776.warc.gz | 0.923112 | 453 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__293063027 | en | The Hope Mars Mission initially scheduled to launch on Tuesday has been delayed and is now scheduled to launch later this week on Friday, July 17.
Hope Mars Mission is the first interplanetary mission by the UAE with the goal of studying the Martian atmosphere. The mission was scheduled to launch on July 14th at 8:51 PM GMT (July 15th at 2:21 AM IST) from the Tanegashima Space Center in Japan. But due to weather conditions at the launch site on Tanegashima Island, the launch was delayed.
The UAE Space Agency and the Mohammed bin Rashid Space Center, in collaboration with Mitsubishi Heavy Industries, have announced a delay of the Emirates Mars Mission’s Hope Probe launch due to the weather conditions at the launch site of Tanegashima Island in Japan.— Hope Mars Mission (@HopeMarsMission) July 14, 2020
The Hope space probe will now launch on July 16th at 8:43 PM GMT (July 17th 2:13 AM IST). It will be launched aboard a Mitsubishi Heavy Industries’ H-IIA booster and put on a seven-month trajectory to Mars. You can watch the launch on the mission's official website here.
According to the Emirates Mars Mission website, the Hope space probe will study the global Martian atmosphere, its weather and climate and also try to find the reason behind loss of gases in Martian atmosphere like hydrogen and oxygen to space.
The Hope space probe has been augmented with three scientific instruments, The Emirates eXploration Imager (EXI), the Emirates Mars Ultraviolet Spectrometer (EMUS), and the Emirates Mars InfraRed Spectrometer (EMIRS).
The EXI is a high-resolution multiband camera that can capture images of Mars and study the lower atmosphere of the red planet in visible as well as ultraviolet bands. On the other hand, EMIRS will study the lower atmosphere on Mars in the infrared band.
The Hope Mars mission will be operational for one Martian year which is about 2 Earth years. NASA points out the mission can be potentially extended by two years operating till 2025.
Image Source: Mohammed Bin Rashid Space Centre (MBRSC) | aerospace | 1 |
https://forums.theregister.co.uk/post/reply/3630403 | 2020-01-19T20:05:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250594705.17/warc/CC-MAIN-20200119180644-20200119204644-00176.warc.gz | 0.986058 | 246 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__92809090 | en | Re: Performed as expected...
"The two lost Shuttles were destroyed by:"
A shitty design, necessitated by conflicting demands that made it big and ugly (a camel) and so dangerous that the USAF (whose demands drove the increase in size that forced it to be mounted to the tanks instead of riding on top of the stack) walked away from it very quickly.
Incident 1 wouldn't have been fatal if the orbiter was on top and incident 2 wouldn't have even happened.
The primary reason Buran only made one flight was because the Soviet space engineers refused point blank to allow humans to fly in it. They built it to prove they could and to understand its purposes (something capable of bringing large items down has immense military tactical value - it can be used to attack satellites) but having done that they wanted nothing further to do with it (The Buran designers wanted to put the thing on top of the stack, but were overruled because it would take too long to develop - after the first flight it was decided that the cost of redesigning to put it on top so it could safely carry humans was too high for any possible benefit inherent in having a "shuttleski") | aerospace | 1 |
http://www.ainonline.com/social-tags/air-tahiti | 2014-09-18T09:54:03 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657127222.34/warc/CC-MAIN-20140914011207-00297-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.955125 | 342 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__37883425 | en | The sole ATR 42-600 prototype flew for the first time on March 4 from Toulouse, France, marking the start of an abbreviated flight-test campaign expected to last just 75 hours. Powered by a pair of Pratt & Whitney Canada PW127M engines, the aircraft took off at 3 p.m. local time and flew for two hours.
ATR announced regional turboprop orders from two South Pacific operators here yesterday. Air Tahiti has bought an ATR 72-500, valued at about $18 million. The 66-seater will operate under ETOPS-120 rules. Air Tahiti CEO Mate Galenon said the airline is now able to serve more islands, such as Hiva Oa in the Marquesas, which the airline could until now reach only with its smaller ATR 42s.
Here at the Dubai 2005 show today, India’s Kingfisher Airlines is expected to order 20 ATR 72-500s, and to take options on an additional 15 of the 68-seat twin turboprop. The ATR 72s are to be delivered during a three-year period beginning next March and will be used to serve regional routes on the subcontinent.
Customers from the Asia/Pacific region played a big part in the banner year European airframer Avions de Transport Regional posted in 2005. They accounted for just over two thirds of the 90 firm orders and 26 options that ATR received for its 48-seat 42-500 and 68-seat 72-500 twin turboprop regional airliners–in what was the company’s best year for sales since 1989, when it logged 107 sales. | aerospace | 1 |
https://sofrep.com/fightersweep/the-pic-of-the-day-raptors-play-in-the-alaskan-snow/ | 2022-05-26T09:13:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662604495.84/warc/CC-MAIN-20220526065603-20220526095603-00578.warc.gz | 0.935956 | 131 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__282100446 | en | A U.S. Air Force F-22 Raptor assigned to the 95th Fighter Squadron from Tyndall Air Force Base, Florida, lands at Joint Base Elmendorf-Richardson, Alaska, Dec. 17, 2018. Following the damage from Hurricane Michael on Oct. 10, several Tyndall F-22s have been reassigned to JBER.
U.S. Air Force photo by Airman 1st Class Caitlin Russell
If you enjoyed this article, please consider supporting our Veteran Editorial by becoming a SOFREP subscriber. Click here to join SOFREP now for just $0.50/week. | aerospace | 1 |
https://www.mil-airfields.de/de/koenigsbrueck-en.htm | 2018-12-13T06:31:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824525.29/warc/CC-MAIN-20181213054204-20181213075704-00264.warc.gz | 0.730467 | 262 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__151099250 | en | Königsbrück: Agricultural Airfield, Helipad 3044
HSLP / HLP 3044
For historical information only, do not use for navigation or aviation purposes!
Operator: NVA LSK/LV
Former East Germany, District of Dresden;
today Federal State of Sachsen (Saxony).
Germany during the Cold War
Location of airfield
1 km southwest of Königsbrück center.
Use during the Cold War
Agricultural airfield and Helipad 3044 for Institute of Aviation Medicine (Institut für Luftfahrtmedizin, ILM) of former East German Air Force (NVA LSK/LV).
Runways, Taxiways, Aprons
Dimensions: 250 m x 500 m,
main takeoff and landing direction: 90°/270°,
surface: solid sod (agricultural airfield),
usable without crop damage,
capacity: 5..10 helicopters
Stabsnetz S1 ü 9453-88
Airspace and Procedures
Usable at day and night at good weather conditions.
Alert time: 60 minutes.
Smokestack: distance 500 m, height 30 m.
Airfields in the vicinity | aerospace | 1 |
http://rewreward.blogspot.com/2010/05/f-35-to-dominate-future-fighter-market.html | 2018-06-22T01:52:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864337.41/warc/CC-MAIN-20180622010629-20180622030629-00147.warc.gz | 0.952461 | 2,102 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__218941663 | en | Future of several fighter contenders linked to whether F-35 can meet its cost, schedule and performance targets,
During the past decade, world fighter production totaled only around 2,500 units, but over the next 10 years, annual deliveries are set to rise. Unlike the 1970s and 1980s, when large numbers of dedicated ground-attack aircraft were produced in addition to fighters, the modern market for combat aircraft is focused almost exclusively on multirole fighters that can handle both the air superiority and attack missions. The U.S. Air Force recently proposed building a new bomber, but this program is not expected to deliver an aircraft until the 2020s.
Enter the F-35 Joint Strike Fighter. With the Obama administration ending production of the F-22 Raptor at 187 aircraft, the Air Force is relying on the F-35 to give it the quantity of fighters needed to rejuvenate its aging fleet of F-16s, A-10s and even F-15s.
Lockheed Martin is now developing the F-35 under a $19-billion system development and demonstration (SDD) contract with the Pentagon. Three variants are being produced: The F-35A conventional-takeoff-and-landing (CTOL) version will replace the Air Force’s F-16s and A-10s. The F-35B—a short-takeoff/vertical-landing (Stovl) version—will replace the U.S. Marine Corps’ AV-8Bs and F/A-18s. And the F-35C is a carrier-capable version for the U.S. Navy.
The F-35 program also has an important international component. Unlike the F-22, which Congress has prohibited for export, the F-35 was designed with an eye to international customers. The program includes a partnership arrangement through which allies participate at one of three levels, depending on the amount of money each country contributes to the development phase.
The U.K. is the sole Level I partner in the SDD phase, having committed $2 billion under plans to replace its fleet of Harriers with F-35Bs to serve on two new aircraft carriers. Seven other nations are involved at lower levels of participation—Australia, Canada, Denmark, Italy, the Netherlands, Norway and Turkey. Despite their roles in the SDD phase, none of the eight partner nations is locked into ordering production F-35s. Firm commitments are not likely to be made until they are confident the aircraft can be delivered on time and within its projected unit costs.
If Lockheed Martin can bring the F-35 to market with a flyaway price below $60 million (at today’s prices), customers will be lining up for a relatively affordable, low-observable strike fighter that can replace F-16s, F-4s, F-5s and other 1970s and ‘80s vintage aircraft in their inventories. If unit costs end up significantly higher, the potential pool of customers will shrink.
Even the U.S. military would need to cut back on the number of F-35s it acquires if unit costs grow too high. However, as long as USAF sticks to its plan for an all-stealth fleet, the F-35 must be manufactured in large enough numbers to allow the retirement of a fighter fleet that is being worn out in active service. The Marine Corps is also firm in its need to have a Stovl aircraft to provide close air support to Marine expeditionary forces during operations.
Only the U.S. Navy has an alternative to the F-35. Unlike the Air Force, it has not focused exclusively on stealth aircraft and is acquiring a large fleet of Boeing F/A-18E/F Super Hornets as it waits for the F-35C to arrive. The total Navy program requirement for the Super Hornet has risen to 494 aircraft from 462 in recent years. Production for the Navy can be expected to run at least through 2014 and may be extended should the F-35C enter service later than expected.
The Eurofighter Typhoon managed to secure further orders in 2009 from the four partner nations that developed the aircraft—the U.K., Germany, Italy and Spain. They were slated to acquire 620 aircraft under an umbrella contract that involved orders in three separate tranches. The first two tranches totaled 384 firm orders. Tranche 1 is complete; Tranche 2 production began in 2008 and will run through 2013. Tranche 3 is being split into two parts. Instead of the 236-unit order initially envisioned, in mid-July the partners ordered only 112 aircraft. Whether the remaining 124 will be built later in the decade remains to be seen.
In Asia, the F-15 beat out the Eurofighter for orders in South Korea and Singapore several years ago, but these two countries are currently the only customers for Boeing’s large twin-engine fighter. The last delivery of an F-15 is forecast to occur in 2012 unless Boeing secures additional orders. In March 2009, Boeing announced a “Silent Eagle” configuration that adds new stealth features to the design, but the new version cannot be considered a true low-observable platform. Japan and Saudi Arabia, existing F-15 users, are considered potential customers, along with South Korea.
In the spring of 2009, Dassault announced that Rafale production will be cut sharply in 2010, dropping to an annual rate of 11 aircraft from 14. Company managers noted at the time that production will be slashed even if the Rafale is bought by an export customer because the French government will use the new order as an opportunity to slow its own procurement of the Rafale even further. The total number of Rafales to be acquired by the French military will reach only about 250 under current plans.
Lockheed Martin’s F-16 and the Saab Gripen have seen success with nations looking to buy new fighters at relatively low cost when compared with larger twin-engine competitors. Saab’s marketing efforts are complicated by the Swedish air force decision to consolidate its 150-plus fleet of Gripens to 100 upgraded aircraft. This will result in a number of early-model ex-Swedish JAS 39A/B models being offered for sale on the used-aircraft market. Saab is developing an upgraded “Next Generation” Gripen with a more powerful engine and active, electronically scanned array (AESA) radar, and has made generous offers of technology transfer and industrial offsets to Brazil and India. It is also one of three competitors for a Swiss order, but these sales efforts may not be enough to keep the line open over the long run.
Meanwhile, the Gripen’s best chance for survival is if F-35 costs skyrocket; the type has often been mentioned as a likely alternative for any European nation deciding that the F-35 is too costly.
One interesting aspect of the post-Cold War market is the frequency with which Russian-made fighters are going head-to-head against Western aircraft. Sukhoi’s Su-35, the latest iteration of the Su-27/30 series, faced five Western fighters in Brazil but did not make it past the initial cut. In India, the MiG-35 is facing off against the Eurofighter, Rafale, F-16, F/A-18E/F Super Hornet and Gripen. The MiG-35 is a derivative of the MiG-29, a fighter that was heavily exported in the 1980s by the Soviet Union but has since largely fallen out of favor among buyers. Sukhoi’s Su-27 family is now the pre-eminent Russian export fighter. India and China—both rapidly becoming the largest growth markets for fighters outside the U.S.—have invested heavily in the Sukhoi Su-27 family while working to build their own fighter development skills.
China’s investment in Sukhoi aircraft has already paid off. The Chinese developed their J-11B through knowledge gained from licensed production of the Su-27. The J-11B is essentially an Su-27 with new Chinese-made components and weapons, but it emerged outside the licensing deal with Russia. While Russian industry is unhappy about the development, it has done little to stop it. Although Russia has found it difficult to fund purchases of new aircraft for its own armed forces, in the summer of 2009 the air force ordered 48 new Su-27SM2/Su-35s to boost the new variant’s export potential.
China’s Chengdu Aircraft Industrial Group also has developed the single-engine J-10 to replace hundreds of J-7s (a MiG-21 clone) in its inventory. Chengdu is working on an export version and also developed the single-engine FC-1 in cooperation with the Pakistan Aeronautical Complex. The Pakistani air force is expected to become the major operator of the FC-1, which it calls the JF-17, after announcing plans to acquire 250 of the type. The aircraft is being marketed by an agency set up by China and Pakistan, which will handle after-sales support.
The missing ingredient in offerings for the Russian and Chinese aircraft market is a stealth fighter that can compete against the F-35 and F-22 Raptor. Russia is developing the T-50 PAK FA for this purpose. Russian officials had announced plans for a first flight in 2009, but this is likely to be only an early prototype. Service entry is penciled in for 2015, and funding will likely be an ongoing headache. China is also reported to be working on a stealthy fighter, but Chinese designers are far behind their Western and Russian counterparts. It is difficult to imagine a true stealth aircraft emerging from the nation’s aerospace industry over the next decade.
China’s J-10 fighter is set to break into the export market.
Manufacturer: Chengdu Aircraft Industry
Engine: Salyut AL-31F
Max. weight: 40,000 lb.
Max. speed: Mach 1.9
Max. range: 2,100 nm.
Weapons load: 9,900 lb. | aerospace | 1 |
http://www.topix.com/forum/ru/arkhangelskaya-oblast/TGB2CQ9SKEKTKBL3O | 2016-05-28T00:56:17 | s3://commoncrawl/crawl-data/CC-MAIN-2016-22/segments/1464049277286.54/warc/CC-MAIN-20160524002117-00213-ip-10-185-217-139.ec2.internal.warc.gz | 0.877173 | 370 | CC-MAIN-2016-22 | webtext-fineweb__CC-MAIN-2016-22__0__107878081 | en | Kazakhstan allows Russia to resume space launches
Kazakhstan has given Russia permission to carry out launches from the Baikonur space centre, Kazakh Prime Minister Karim Massimov said after talks with his Russian counterpart Dmitry Medvedev.
Join the discussion below, or Read more at The Japan News .Net.
Since: Feb 10
#1 Jun 16, 2012
Russia needs to launch its second satellite to complete its own GPS Navigation system following the failure of the last attempt.
A Dual launch might be in order the next time. one in China first...if it fails..then back to ready to launch a secondary system in Kazakhstan
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http://phys.org/tags/space+shuttle/sort/liverank/all/page13.html | 2015-08-04T06:32:58 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042990445.44/warc/CC-MAIN-20150728002310-00229-ip-10-236-191-2.ec2.internal.warc.gz | 0.893583 | 361 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__36372721 | en | NASA Kennedy Space Center's historic Launch Complex 39A, the site from which numerous Apollo and space shuttle missions began, is beginning a new mission as a commercial launch site.
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NASA on Friday will commemorate the loss of the space shuttle Columbia and its seven astronauts a decade ago, a landmark incident that triggered the end of the shuttle mission. | aerospace | 1 |
http://www.today.com/video/today/55409063 | 2015-03-30T07:12:23 | s3://commoncrawl/crawl-data/CC-MAIN-2015-14/segments/1427131299121.41/warc/CC-MAIN-20150323172139-00257-ip-10-168-14-71.ec2.internal.warc.gz | 0.952542 | 73 | CC-MAIN-2015-14 | webtext-fineweb__CC-MAIN-2015-14__0__8295405 | en | | June 14, 2014
Military plane shot down in Ukraine
A military transport plane carrying equipment and provisions was shot down by pro-Russian separatists according to the Ukrainian defense ministry, reportedly killing the 40 troops and nine crew members on board. NBC’s Annabel Roberts.
Sorry, we do not have a transcript available for this video at this time. | aerospace | 1 |
https://www.defenseindustrydaily.com/bae-wins-14b-order-for-aircraft-irdefense-systems-02422/ | 2023-05-31T05:04:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646257.46/warc/CC-MAIN-20230531022541-20230531052541-00173.warc.gz | 0.923664 | 476 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__222342624 | en | BAE Wins $1.4B Order for Aircraft IR-Defense Systems
On April 17, DID noted a $52 million contract to BAE for AN/AAR-57 Common Missile Warning Systems (CMWS) to protect Army fixed and rotary-wing aircraft against infrared guided missile threats. BAE Systems’ CMWS program director Dr. Conrad Struckman said the Army had asked BAE Electronic Integrated Systems to field this equipment as quickly as possible. In response, BAE accelerated CMWS deliveries to 40 systems a month and climbing, and sent employees to support the equipment in theater.
The U.S. Army appears to have appreciated that response…
It has awarded BAE Systems a sole-source contract for its CMWS, handing its Nashua, NH group a 5-year indefinite-delivery/ indefinite-quantity (IDIQ) award with a maximum ceiling of $1.4 billion on May 19, 2006 and ordering 80 CMWS systems for $23.2 million under the IDIQ. An IDIQ affords the Army the flexibility to order any number of systems at various times, up to the maximum number specified in the contract.
ATIRCM/CMWS is the US military’s next-generation directable, multi-band laser-based countermeasures system, designed to protect helicopters and attack aircraft against widely deployed heat-seeking missile threats. Together, the AN/AAR-57 CMWS, BAE Systems’ AN/ALQ-212 Advanced Threat Infrared Countermeasures (ATIRCM) system, and advanced IR countermeasures munitions flares comprise the primary components of the Army’s suite of integrated infrared countermeasures (SIIRCM).
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https://millercenter.org/the-presidency/presidential-speeches/april-15-2010-remarks-space-exploration-21st-century | 2024-04-16T01:37:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00120.warc.gz | 0.955432 | 4,428 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__128651923 | en | About this speech
April 15, 2010
Remarks by the president on NASA at the John F. Kennedy Space Center on Merritt Island, Florida.
April 15, 2010: Remarks on Space Exploration in the 21st Century
Thank you, everybody. Thank you. (Applause.) Thank you so much. Thank you, everybody. Please have a seat. Thank you.
I want to thank Senator Bill Nelson and NASA Administrator Charlie Bolden for their extraordinary leadership. I want to recognize Dr. Buzz Aldrin as well, who’s in the house. (Applause.) Four decades ago, Buzz became a legend. But in the four decades since he’s also been one of America’s leading visionaries and authorities on human space flight.
Few people -- present company excluded -- can claim the expertise of Buzz and Bill and Charlie when it comes to space exploration. I have to say that few people are as singularly unimpressed by Air Force One as those three. (Laughter.) Sure, it’s comfortable, but it can’t even reach low Earth orbit. And that obviously is in striking contrast to the Falcon 9 rocket we just saw on the launch pad, which will be tested for the very first time in the coming weeks.
A couple of other acknowledgments I want to make. We’ve got Congresswoman Sheila Jackson Lee from Texas visiting us, a big supporter of the space program. (Applause.) My director, Office of Science and Technology Policy -- in other words my chief science advisor -- John Holdren is here. (Applause.) And most of all I want to acknowledge your congresswoman Suzanne Kosmas, because every time I meet with her, including the flight down here, she reminds me of how important our NASA programs are and how important this facility is. And she is fighting for every single one of you and for her district and for the jobs in her district. And you should know that you’ve got a great champion in Congresswoman Kosmas. Please give her a big round of applause. (Applause.)
I also want to thank everybody for participating in today’s conference. And gathered here are scientists, engineers, business leaders, public servants, and a few more astronauts as well. Last but not least, I want to thank the men and women of NASA for welcoming me to the Kennedy Space Center, and for your contributions not only to America, but to the world.
Here at the Kennedy Space Center we are surrounded by monuments and milestones of those contributions. It was from here that NASA launched the missions of Mercury and Gemini and Apollo. It was from here that Space Shuttle Discovery, piloted by Charlie Bolden, carried the Hubble Telescope into orbit, allowing us to plumb the deepest recesses of our galaxy. And I should point out, by the way, that in my private office just off the Oval, I’ve got the picture of Jupiter from the Hubble. So thank you, Charlie, for helping to decorate my office. (Laughter.) It was from here that men and women, propelled by sheer nerve and talent, set about pushing the boundaries of humanity’s reach.
That’s the story of NASA. And it’s a story that started a little more than half a century ago, far from the Space Coast, in a remote and desolate region of what is now called Kazakhstan. Because it was from there that the Soviet Union launched Sputnik, the first artificial satellite to orbit the Earth, which was little more than a few pieces of metal with a transmitter and a battery strapped to the top of a missile. But the world was stunned. Americans were dumbfounded. The Soviets, it was perceived, had taken the lead in a race for which we were not yet fully prepared.
But we caught up very quick. President Eisenhower signed legislation to create NASA and to invest in science and math education, from grade school to graduate school. In 1961, President Kennedy boldly declared before a joint session of Congress that the United States would send a man to the Moon and return him safely to the Earth within the decade. And as a nation, we set about meeting that goal, reaping rewards that have in the decades since touched every facet of our lives. NASA was at the forefront. Many gave their careers to the effort. And some have given far more.
In the years that have followed, the space race inspired a generation of scientists and innovators, including, I’m sure, many of you. It’s contributed to immeasurable technological advances that have improved our health and well-being, from satellite navigation to water purification, from aerospace manufacturing to medical imaging. Although, I have to say, during a meeting right before I came out on stage somebody said, you know, it’s more than just Tang -- and I had to point out I actually really like Tang. (Laughter.) I thought that was very cool.
And leading the world to space helped America achieve new heights of prosperity here on Earth, while demonstrating the power of a free and open society to harness the ingenuity of its people.
And on a personal note, I have been part of that generation so inspired by the space program. 1961 was the year of my birth -- the year that Kennedy made his announcement. And one of my earliest memories is sitting on my grandfather’s shoulders, waving a flag as astronauts arrived in Hawaii. For me, the space program has always captured an essential part of what it means to be an American -- reaching for new heights, stretching beyond what previously did not seem possible. And so, as President, I believe that space exploration is not a luxury, it’s not an afterthought in America’s quest for a brighter future -- it is an essential part of that quest.
So today, I’d like to talk about the next chapter in this story. The challenges facing our space program are different, and our imperatives for this program are different, than in decades past. We’re no longer racing against an adversary. We’re no longer competing to achieve a singular goal like reaching the Moon. In fact, what was once a global competition has long since become a global collaboration. But while the measure of our achievements has changed a great deal over the past 50 years, what we do -- or fail to do -- in seeking new frontiers is no less consequential for our future in space and here on Earth.
So let me start by being extremely clear: I am 100 percent committed to the mission of NASA and its future. (Applause.) Because broadening our capabilities in space will continue to serve our society in ways that we can scarcely imagine. Because exploration will once more inspire wonder in a new generation -- sparking passions and launching careers. And because, ultimately, if we fail to press forward in the pursuit of discovery, we are ceding our future and we are ceding that essential element of the American character.
I know there have been a number of questions raised about my administration’s plan for space exploration, especially in this part of Florida where so many rely on NASA as a source of income as well as a source of pride and community. And these questions come at a time of transition, as the space shuttle nears its scheduled retirement after almost 30 years of service. And understandably, this adds to the worries of folks concerned not only about their own futures but about the future of the space program to which they’ve devoted their lives.
But I also know that underlying these concerns is a deeper worry, one that precedes not only this plan but this administration. It stems from the sense that people in Washington -- driven sometimes less by vision than by politics -- have for years neglected NASA’s mission and undermined the work of the professionals who fulfill it. We’ve seen that in the NASA budget, which has risen and fallen with the political winds.
But we can also see it in other ways: in the reluctance of those who hold office to set clear, achievable objectives; to provide the resources to meet those objectives; and to justify not just these plans but the larger purpose of space exploration in the 21st century.
All that has to change. And with the strategy I’m outlining today, it will. We start by increasing NASA’s budget by $6 billion over the next five years, even -- (applause) -- I want people to understand the context of this. This is happening even as we have instituted a freeze on discretionary spending and sought to make cuts elsewhere in the budget.
So NASA, from the start, several months ago when I issued my budget, was one of the areas where we didn’t just maintain a freeze but we actually increased funding by $6 billion. By doing that we will ramp up robotic exploration of the solar system, including a probe of the Sun’s atmosphere; new scouting missions to Mars and other destinations; and an advanced telescope to follow Hubble, allowing us to peer deeper into the universe than ever before.
We will increase Earth-based observation to improve our understanding of our climate and our world -- science that will garner tangible benefits, helping us to protect our environment for future generations.
And we will extend the life of the International Space Station likely by more than five years, while actually using it for its intended purpose: conducting advanced research that can help improve the daily lives of people here on Earth, as well as testing and improving upon our capabilities in space. This includes technologies like more efficient life support systems that will help reduce the cost of future missions. And in order to reach the space station, we will work with a growing array of private companies competing to make getting to space easier and more affordable. (Applause.)
Now, I recognize that some have said it is unfeasible or unwise to work with the private sector in this way. I disagree. The truth is, NASA has always relied on private industry to help design and build the vehicles that carry astronauts to space, from the Mercury capsule that carried John Glenn into orbit nearly 50 years ago, to the space shuttle Discovery currently orbiting overhead. By buying the services of space transportation -- rather than the vehicles themselves -- we can continue to ensure rigorous safety standards are met. But we will also accelerate the pace of innovations as companies -- from young startups to established leaders -- compete to design and build and launch new means of carrying people and materials out of our atmosphere.
In addition, as part of this effort, we will build on the good work already done on the Orion crew capsule. I’ve directed Charlie Bolden to immediately begin developing a rescue vehicle using this technology, so we are not forced to rely on foreign providers if it becomes necessary to quickly bring our people home from the International Space Station. And this Orion effort will be part of the technological foundation for advanced spacecraft to be used in future deep space missions. In fact, Orion will be readied for flight right here in this room. (Applause.)
Next, we will invest more than $3 billion to conduct research on an advanced “heavy lift rocket” -- a vehicle to efficiently send into orbit the crew capsules, propulsion systems, and large quantities of supplies needed to reach deep space. In developing this new vehicle, we will not only look at revising or modifying older models; we want to look at new designs, new materials, new technologies that will transform not just where we can go but what we can do when we get there. And we will finalize a rocket design no later than 2015 and then begin to build it. (Applause.) And I want everybody to understand: That’s at least two years earlier than previously planned -- and that’s conservative, given that the previous program was behind schedule and over budget.
At the same time, after decades of neglect, we will increase investment -- right away -- in other groundbreaking technologies that will allow astronauts to reach space sooner and more often, to travel farther and faster for less cost, and to live and work in space for longer periods of time more safely. That means tackling major scientific and technological challenges. How do we shield astronauts from radiation on longer missions? How do we harness resources on distant worlds? How do we supply spacecraft with energy needed for these far-reaching journeys? These are questions that we can answer and will answer. And these are the questions whose answers no doubt will reap untold benefits right here on Earth.
So the point is what we’re looking for is not just to continue on the same path -- we want to leap into the future; we want major breakthroughs; a transformative agenda for NASA. (Applause.)
Now, yes, pursuing this new strategy will require that we revise the old strategy. In part, this is because the old strategy -- including the Constellation program -- was not fulfilling its promise in many ways. That’s not just my assessment; that’s also the assessment of a panel of respected non-partisan experts charged with looking at these issues closely. Now, despite this, some have had harsh words for the decisions we’ve made, including some individuals who I’ve got enormous respect and admiration for.
But what I hope is, is that everybody will take a look at what we are planning, consider the details of what we’ve laid out, and see the merits as I’ve described them. The bottom line is nobody is more committed to manned space flight, to human exploration of space than I am. (Applause.) But we’ve got to do it in a smart way, and we can’t just keep on doing the same old things that we’ve been doing and thinking that somehow is going to get us to where we want to go.
Some have said, for instance, that this plan gives up our leadership in space by failing to produce plans within NASA to reach low Earth orbit, instead of relying on companies and other countries. But we will actually reach space faster and more often under this new plan, in ways that will help us improve our technological capacity and lower our costs, which are both essential for the long-term sustainability of space flight. In fact, through our plan, we’ll be sending many more astronauts to space over the next decade. (Applause.)
There are also those who criticized our decision to end parts of Constellation as one that will hinder space exploration below [sic] low Earth orbit. But it’s precisely by investing in groundbreaking research and innovative companies that we will have the potential to rapidly transform our capabilities -- even as we build on the important work already completed, through projects like Orion, for future missions. And unlike the previous program, we are setting a course with specific and achievable milestones.
Early in the next decade, a set of crewed flights will test and prove the systems required for exploration beyond low Earth orbit. (Applause.) And by 2025, we expect new spacecraft designed for long journeys to allow us to begin the first-ever crewed missions beyond the Moon into deep space. (Applause.) So we’ll start -- we’ll start by sending astronauts to an asteroid for the first time in history. (Applause.) By the mid-2030s, I believe we can send humans to orbit Mars and return them safely to Earth. And a landing on Mars will follow. And I expect to be around to see it. (Applause.)
But I want to repeat -- I want to repeat this: Critical to deep space exploration will be the development of breakthrough propulsion systems and other advanced technologies. So I’m challenging NASA to break through these barriers. And we’ll give you the resources to break through these barriers. And I know you will, with ingenuity and intensity, because that’s what you’ve always done. (Applause.)
Now, I understand that some believe that we should attempt a return to the surface of the Moon first, as previously planned. But I just have to say pretty bluntly here: We’ve been there before. Buzz has been there. There’s a lot more of space to explore, and a lot more to learn when we do. So I believe it’s more important to ramp up our capabilities to reach -- and operate at -- a series of increasingly demanding targets, while advancing our technological capabilities with each step forward. And that’s what this strategy does. And that’s how we will ensure that our leadership in space is even stronger in this new century than it was in the last. (Applause.)
Finally, I want to say a few words about jobs. Suzanne pointed out to me that the last time I was here, I made a very clear promise that I would help in the transition into a new program to make sure that people who are already going through a tough time here in this region were helped. And despite some reports to the contrary, my plan will add more than 2,500 jobs along the Space Coast in the next two years compared to the plan under the previous administration. So I want to make that point. (Applause.)
We’re going to modernize the Kennedy Space Center, creating jobs as we upgrade launch facilities. And there’s potential for even more jobs as companies in Florida and across America compete to be part of a new space transportation industry. And some of those industry leaders are here today. This holds the promise of generating more than 10,000 jobs nationwide over the next few years. And many of these jobs will be created right here in Florida because this is an area primed to lead in this competition.
Now, it’s true -- there are Floridians who will see their work on the shuttle end as the program winds down. This is based on a decision that was made six years ago, not six months ago, but that doesn’t make it any less painful for families and communities affected as this decision becomes reality.
So I’m proposing -- in part because of strong lobbying by Bill and by Suzanne, as well as Charlie -- I’m proposing a $40 million initiative led by a high-level team from the White House, NASA, and other agencies to develop a plan for regional economic growth and job creation. And I expect this plan to reach my desk by August 15th. (Applause.) It’s an effort that will help prepare this already skilled workforce for new opportunities in the space industry and beyond.
So this is the next chapter that we can write together here at NASA. We will partner with industry. We will invest in cutting-edge research and technology. We will set far-reaching milestones and provide the resources to reach those milestones. And step by step, we will push the boundaries not only of where we can go but what we can do.
Fifty years after the creation of NASA, our goal is no longer just a destination to reach. Our goal is the capacity for people to work and learn and operate and live safely beyond the Earth for extended periods of time, ultimately in ways that are more sustainable and even indefinite. And in fulfilling this task, we will not only extend humanity’s reach in space -- we will strengthen America’s leadership here on Earth.
Now, I’ll close by saying this. I know that some Americans have asked a question that’s particularly apt on Tax Day: Why spend money on NASA at all? Why spend money solving problems in space when we don’t lack for problems to solve here on the ground? And obviously our country is still reeling from the worst economic turmoil we’ve known in generations. We have massive structural deficits that have to be closed in the coming years.
But you and I know this is a false choice. We have to fix our economy. We need to close our deficits. But for pennies on the dollar, the space program has fueled jobs and entire industries. For pennies on the dollar, the space program has improved our lives, advanced our society, strengthened our economy, and inspired generations of Americans. And I have no doubt that NASA can continue to fulfill this role. (Applause.) But that is why -- but I want to say clearly to those of you who work for NASA, but to the entire community that has been so supportive of the space program in this area: That is exactly why it’s so essential that we pursue a new course and that we revitalize NASA and its mission -- not just with dollars, but with clear aims and a larger purpose.
Now, little more than 40 years ago, astronauts descended the nine-rung ladder of the lunar module called Eagle, and allowed their feet to touch the dusty surface of the Earth’s only Moon. This was the culmination of a daring and perilous gambit -- of an endeavor that pushed the boundaries of our knowledge, of our technological prowess, of our very capacity as human beings to solve problems. It wasn’t just the greatest achievement in NASA’s history -- it was one of the greatest achievements in human history.
And the question for us now is whether that was the beginning of something or the end of something. I choose to believe it was only the beginning.
So thank you. God bless you. And may God bless the United States of America. Thank you. (Applause.) | aerospace | 1 |
https://uav-reviews.bigplanetearth.com/drones-with-cameras-4k/4-Drone-Jet-Models-For-Your-Next-Drone-Mission-515840.html | 2024-02-23T19:34:46 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474445.77/warc/CC-MAIN-20240223185223-20240223215223-00871.warc.gz | 0.964912 | 985 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__166798957 | en | This article will talk about four drone-jet models you should consider for your next flight. These aircraft range from the XCalibur+ Jet Trainer to the MQ-20 Avenger and QF-16. Each model has its advantages and drawbacks. Getting one that suits your needs and budget is essential for a successful drone mission. There are so many choices. Read on to learn about the features of each model and where to buy it.
The Netherlands Aerospace Centre has been testing a large drone, known as the XCalibur+Jet Trainer, at Twente Airport. This jet-propelled helicopter has been approved by the Dutch Aerospace Centre for professional use. It was designed to give pilots an opportunity to fly jet powered aircraft. The fuselage is made of fibreglass and features an easy-to transport top hatch. You can choose from several colors for the XCalibur+.
The XQ-58A Valkyrie drone is a joint development of Kratos and Air Force Research Laboratory. Three of these planes have already flown. One of these jets crashed in October 2013. The XQ-58A can fly over 650 miles per hour and is configured to fire and drop bombs. It also has precision-guided JDAMs with small diameter bombs. This can be used to defeat enemy air defenses. The National Air Force Museum will display the Valkyrie later in the year, or in 2022.
The U.S. Air Force will purchase a MQ-20 Avenger drone plane. The Avenger is capable both of reconnaissance and combat missions. The mission for which the Avenger can serve will depend on what payload is carried aboard. The Air Force has not specified who may purchase the Avengers. The Avenger's operational date is unknown, but it is possible that it will be deployed to Afghanistan for field testing.
A new drone jet has been developed by the US Air Force. The QF-16 is a drone jet that can perform barrel rolls and simulated air combat. After a training exercise, the QF-16 can bank, turn, flare, and land. It is expected to replace the QF-4 drone jet, which crashed in July and closed a highway in the Florida Panhandle. The QF-4 was destroyed in July and a highway in Florida Panhandle was closed.
Nigeria's JF-17 Thunder Multi-Role Fighter Jet was credited with intercepting an unidentified UAV while it was flying. Aselpod is a powerful targeting pod that can locate and track any airborne or ground-based target. These pods were acquired by the Nigerian Air Force through a contract with Pakistan.
PAC has exported its Super Mushshak trainer aircraft to Nigeria and Qatar. It has also been awarded the largest export order. PAC received a contract from the Undersecretary of Defense Industries of Turkey to supply 52 Super Mushihak drone aircraft to the Turkish Armed Forces on September 7. The July 2016 competition saw the bidding process for the contract close.
Pakistani Air Force proposes to sell 20-30 K-8 drone aircraft to Iraq. These drone jets are designed to fight terrorism. The Pakistani Aeronautical Complex produces the Karakoram 8 drone jet. Super Mushshak is a next-generation training plane that the Pakistani Air Force is interested in.
Yes, you can fly your drone indoors. You just have to ensure no obstacles or hazards inside your home. You should not fly near windows, doors or heating vents.
Yes! These are called UAVs, or unmanned aerial vehicles. There are several types of drones available for sale today, from small quadcopters to large fixed-wing aircraft. The FAA recently published new rules on commercial UAV usage, which allows you to legally fly them for commercial purposes. However, be aware that flying a UAV near airports may cause interference with air traffic control systems, and you must obtain permission from local authorities before operating one.
Yes, anyone can use drones to spy on them. Protecting yourself from drones requires that you be alert to them and stay away from areas where they fly. You should immediately call 911 if you see a drone fly around.
To fly your drone, you don't have to be an expert in flight mechanics. A remote control unit is all you need. You also need to have some basic knowledge of flight mechanics.
A drone is a remotely-controlled aircraft that is used for aerial photography and surveillance. Drones are a technology that has been around since World War II. However, commercial use began in 2010 when DJI released their Phantom series of quadcopters. Since then, there have been many different types of drones available, from beginner-friendly models like the Parrot AR Drone 2.0 to professional-grade multi-rotor craft like the DJI Mavic Pro.
You can fly a drone in many different ways, including: | aerospace | 1 |
https://www.wtkr.com/2017/07/03/first-re-flown-commercial-spacecraft-returns-from-international-space-station | 2024-02-22T23:16:54 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473871.23/warc/CC-MAIN-20240222225655-20240223015655-00669.warc.gz | 0.962724 | 237 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__95647279 | en | CAPE CANAVERAL, Fla. – SpaceX’s Dragon spacecraft successfully returned to Earth Monday morning after completing a delivery to the International Space Station.
The spacecraft was launched to the ISS on June 3 and docked with the station on June 5.
It was the first time SpaceX had reused a spacecraft to ferry cargo to the ISS. The Dragon spacecraft used in this mission was previously flown in a September 2014 trip to the ISS.
SpaceX has completed 10 previous resupply missions to the ISS since 2012 and used a different Dragon each time.
The spacecraft delivered nearly 6,000 pounds of supplies to the ISS crew — everything from food for the crew to fruit flies and rodents to be used in various experiments.
The spacecraft stayed docked with the ISS for about a month. It was loaded with over 4,100 pounds of lab results and garbage before being released at 2:41 a.m. EST on Monday morning.
Dragon splashed down in the Pacific Ocean, southwest of Long Beach, at approximately 8:14 a.m. EST, marking the first successful re-flight of a commercial spacecraft to and from the International Space Station. | aerospace | 1 |
http://www.elizabethafrank.com/home | 2019-06-17T18:44:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998558.51/warc/CC-MAIN-20190617183209-20190617205209-00258.warc.gz | 0.949661 | 560 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__26630340 | en | Curiosity about the solar system has been the driving force behind my career as a planetary geochemist, NASA mission science team member, asteroid miner, and applied planetary scientist.
After earning a Ph.D. in planetary geochemistry at the University of Colorado at Boulder, I worked on NASA’s MESSENGER mission to Mercury. I leveraged that mission experience as Director of Data Products at Planetary Resources, Inc., the asteroid mining company. There I led a team in the science definition of an asteroid prospecting mission.
From this experience, I found my passion for working in NewSpace at the intersection of planetary science and space mission engineering. Now as an Applied Planetary Scientist at First Mode, I provide innovative commercial solutions to the engineering challenges faced by earth and planetary scientists who seek to robotically explore our solar system.
I also share my experiences as a planetary scientist worked at the intersections—the colliding worlds—of academia & commercial space and scientists & engineers in my blog, Colliding Worlds:
Every time a spaceflight failure occurs, the phrase “space is hard” will invariably be uttered in response. What is it that makes space so hard?
I organized a successful panel about non-academic careers at a planetary science conference. However, I had previously underestimated the level of toxicity regarding nontraditional career paths despite having experienced it firsthand.
The first step in effecting change is admitting that there is a problem. In order to disrupt the status quo, the planetary science community must first make changes in our culture and assumptions regarding missions.
All too often, Ph.D. students leave grad school with no idea of how to find jobs outside a traditional academic or research career track. If you’re in that boat, here are some resources to get started.
Interested in working in commercial space but not sure which companies to target in your job search? Check out this map of the NewSpace ecosystem.
With the advances in small satellite technology and the success of the MarCO CubeSats at Mars, it's time to revisit lessons from NASA's 1990s Faster, Better, Cheaper era.
One of the most critical elements of a successful space mission is effective communication between two species: scientists and engineers.
Here are some resources for figuring out what non-academic career options might be available to you.
I want to break this stigma of leaving academia by describing why I left. I didn’t have anyone to turn to who could validate my feelings, so I hope that I can do that for others.
I left academia because I didn’t feel like it was the right environment for me, despite my love of planetary science. Here I describe my journey going from academia into industry. | aerospace | 1 |
https://potomacofficersclub.com/news/air-force-secretary-nominee-commits-to-supporting-ongoing-space-force-plans/ | 2023-03-28T02:47:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948756.99/warc/CC-MAIN-20230328011555-20230328041555-00103.warc.gz | 0.945462 | 363 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__44593695 | en | US Air Force
Air Force Secretary Nominee Commits Support to Ongoing Space Force Plans
Frank Kendall, President Joe Biden’s pick for Air Force secretary, said at his confirmation hearing that he intends to support the Space Force’s ongoing efforts in standing up units and acquiring new systems.
Kendall, who is poised to become the highest ranked civilian leader of both the Air Force and the Space Force, testified before members of the Senate Armed Services Committee alongside other nominees for top spots at the Department of Defense.
He recognized the importance of the nascent service branch to national security and welcomed the opportunity to ensure its success, SpaceNews reported Tuesday.
Upon his confirmation, Kendall vowed to evaluate the plans that are being implemented to further the growth of the Space Force.
One of Kendall’s potential responsibilities is establishing a separate office for a civilian space acquisition executive.
Despite his doubts about the need for the position, he assured lawmakers that a qualified individual will be appointed to fulfill the role and be given the necessary resources to be successful.
Asked about the DOD’s space strategy, Kendall said he endorsed the current posture viewing Russia and China as the country’s adversaries in the space domain.
Kendall is the second cabinet nominee for the military services. He was announced as Biden’s Air Force secretary nominee in late April.
Previously, he served as the undersecretary of defense for acquisition, technology and logistics under the Obama administration. In that role, he was tasked with increasing the DOD’s buying power and improving the performance of the defense acquisition enterprise.
Tags: acquisition confirmation hearing Frank Kendall Senate Armed Services Committee space space strategy SpaceNews US Air Force US Space Force | aerospace | 1 |
https://www.marketplace.org/2013/02/14/american-airlines-and-us-airways-how-do-two-airlines-become-one/ | 2021-04-20T02:02:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038921860.72/warc/CC-MAIN-20210419235235-20210420025235-00105.warc.gz | 0.933441 | 421 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__200745734 | en | American Airlines and US Airways: How do two airlines become one?
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American Airlines and US Airways have officially announced their long-suspected merger. Together the companies will become the largest airline in the world, but the consolidation process won’t be without its challenges.
It’s similar to moving in with a new boyfriend or girlfriend — suddenly there are two couches, two beds, two lives that need to be combined.
Challenge number one will be merging the front-end of these two companies, including airport hubs and flight routes. It includes everything from repainting the outside of planes and standardizing their cabins, to pilots and flight attendants learning new equipment.
“They’ll have to familiarize the American Airlines pilots with US Airways Airbus airplanes, and they will have to familiarize US Airways pilots with the various planes American flies,” says Henry Harteveldt, a travel industry analyst with Hudson Crossing.
He says challenge number two will combining the back-end. In the past, airline mergers have had trouble combining reservation systems. And then there’s the issue of company culture.
“US Airways tends to have a thinner management structure and decisions tend to be made a little bit more quickly. American Airlines is more hierarchiacal and they will do analysis after analysis after analysis,” says Harteveldt, who adds it could be three or four years until these two airlines are truly one.
Marketplace is on a mission.
We believe Main Street matters as much as Wall Street, economic news is made relevant and real through human stories, and a touch of humor helps enliven topics you might typically find…well, dull.
Through the signature style that only Marketplace can deliver, we’re on a mission to raise the economic intelligence of the country—but we don’t do it alone. We count on listeners and readers like you to keep this public service free and accessible to all. Will you become a partner in our mission today? | aerospace | 1 |
https://www.sciencephoto.com/media/363173/view/wright-brothers-testing-a-glider-in-1901 | 2019-01-19T04:19:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583662124.0/warc/CC-MAIN-20190119034320-20190119060320-00214.warc.gz | 0.792211 | 123 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__219795777 | en | US LIBRARY OF CONGRESS / SCIENCE PHOTO LIBRARY US LIBRARY OF CONGRESS / SCIENCE PHOTO LIBRARY
Editorial use only.
Wright brothers testing a glider. Orville (foreground) & Wilbur (background) Wright, flying a test glider as a kite in 1901. These tests along with manned flights and wind tunnel experiments allowed the brothers to construct the first ever powered flight aircraft, which they flew at Kill Devil Hill, Kitty Hawk, North Carolina, USA, in 1903.
Model release not required. Property release not required. | aerospace | 1 |
http://theflashtoday.com/2018/06/28/shs-senior-to-earn-pilots-license-this-summer/ | 2019-03-18T16:43:23 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201455.20/warc/CC-MAIN-20190318152343-20190318174343-00253.warc.gz | 0.976654 | 987 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__152728240 | en | STEPHENVILLE (June 28, 2018)– During summer vacation, most students take a break and spend time relaxing. But, Stephenville High School senior Chase Wakefield is no normal student. He is studying for his private pilot’s license, which he will take the test for this summer.
“I’d go to the airport [as a kid], and I would just watch planes all day long,” Chase said. “So, then I started flying and realized it was something I wanted to do, and I kept working at it to this point.”
Chase decided at 13 that he wanted to learn how to fly. While his parents were supportive, they knew it would be expensive. Flying lessons can be above $200 per hour. Thankfully for Chase, a neighbor told them about the Civil Air Patrol, an auxiliary unit of the Air Force.
“I went to one of the meetings,” Chase said. “I loved what it taught me about leadership. I can’t get the individual investment in any other flight school. Through the CAP, I’ve been able to get it at about $40 an hour. It’s been really helpful and such a blessing. Without them it wouldn’t be possible.”
So, at 13 years old, Chase became a member of the Civil Air Patrol and began taking flying lessons in Granbury. He flies a Cessna 172 that he calls Julie Ann.
“My mom jokes around that I don’t need a girlfriend because I have an airplane,” Chase said.
Over the next three years, Chase learned to fly under volunteer Civil Air Patrol instructor Jim Zoeller.
“I love being able to be up in the sky and feel like you’re the only person on earth,” Chase said. “It’s super quiet and a great way to get away and just have you and God in the cockpit. It’s just beautiful.”
Even though Chase loves everything about flying, he used to be nervous about landings. His instructor would always help guide the landing until one day Zoeller told Chase, “Land the plane.”
“My legs are shaking and I can’t breathe because, when you think about it, you are impacting the earth,” Chase said. “I did everything I knew how to do and we bounced a little bit, but we landed. That really built my confidence.”
Chase got his license to fly solo on his 16 birthday.
“I took my driver’s test the next day, and I was more nervous for that than I was for the flying,” Chase said. “I was freaked out to take my driver’s test.”
Now that Chase has turned 17, he is ready to take his private pilot’s license and take his friends and family into the skies. But, first the plane has to come out of the shop in Oklahoma where its being repaired.
“It’s about an eight hour test,” Chase said. “Its about four and a half hours, maybe five, of an examiner from the Federal Aviation Administration that comes down and they can really ask you whatever question about airplanes that they want. I’m kind of nervous. It’s a long test, but I think it will be good.”
After getting his private pilot’s license, Chase plans to continue to volunteer with the Civil Air Patrol. Once he turns 18, he can fly missions as a mission pilot. But, Chase’s next immediate goal is to get his instrument rating.
“It’s extra training about flying in bad weather and in the clouds,” Chase said. “It’s a lot of work and a lot of hours, but I think it’ll be really cool.”
Outside of flying and running his airplane and car cleaning business called Sky Cleaners, Chase is a normal senior. He just got accepted to attend Hardin Simmons after graduation. But, Chase does not plan on becoming a commercial pilot.
“I don’t think I’d ever like to do it as a job,” Chase said. “I think if you love something, a job might take that love away.”
Chase wants to be a pastor one day and possibly fly missionaries around the world.
“That’s pretty challenging with all the places they have to fly into,” Chase said. “But, it would be really rewarding and really cool to do. That’s my goal.” | aerospace | 1 |
https://born4space.wordpress.com/2014/01/19/nuclear-propulsion-for-human-spaceflight/ | 2018-07-16T01:03:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589029.26/warc/CC-MAIN-20180716002413-20180716022413-00211.warc.gz | 0.944989 | 630 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__181577745 | en | We have sent spacecraft to other planets using traditional chemical rocketry (technique briefly explained in our article here), however this requires an amount of time which is not feasible for human space flight. In order to advance humans to other planets we need to reduce the travel time so that we minimize the exposure to radiation, bone density loss and other adverse effects of space flight. A number of solutions to chemical rocketry have been proposed including solar sails, warp drives, and matter-antimatter engines. Based on current technology it appears that nuclear is the most feasible for reducing spaceflight times within the solar system to allow humans to travel further faster.
Nuclear Thermal Rockets
Nuclear energy is not a new concept to the space industry and has been around longer than you may expect. The Viking missions to Mars in the 1970s used landers which were powered by Radioisotope Thermoelectric Generators (RTGs). Nuclear Thermal Rockets (NTRs) could be a solution to the transport of humans to other celestial bodies in reasonable time frames. Liquid hydrogen is a common type of NTR which has the potential to have two times the specific impulse (efficiency) of chemical rockets.
In NTRs usually liquid hydrogen is heated through a fission reaction to expand through a nozzle, producing thrust to propel the rocket, and the astronauts on board. Due to the thrust capability of NTRs they take up less space on the rocket and therefore are capable of carrying a large payload. There are three main types of NTRs; solid core, liquid core, and gas core. The solid core is the simplest of the three and is the only one that has ever been built. Testing of NTRs has only occurred on the ground and no tests in space have been conducted. Since some of the cryogenic hydrogen may not be used for days or weeks in a long mission they are subject to cryogenic boil-off in space which may reduce the restart capability of the rocket. Although a promising technology issues such as cryogenic storage may prevent us from seeing NTRs get off the ground for a couple of years.
Nuclear Fusion Rockets
Perhaps a more distant source of propulsion for spaceflight may be a nuclear fusion rocket. A nuclear fusion rocket would use the energy generated from nuclei of two or more atoms combining to generate thrust and propel the spacecraft. Nuclear fusion is the same thing that powers our sun and other stars. The sun converts the energy generated from fusion to produce light. Although the nuclear fusion rocket technology has not been completely demonstrated on the ground, scientists at the University of Washington (funded by NASA’s Innovative Advanced Concepts Program) have demonstrated fusion using plasma, compression and a magnetic field which seems to be a step in the right direction.
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Theoretically using nuclear fusion rockets you could make it to Saturn in a matter of months in comparison to the almost 7 years it took the Cassini spacecraft to enter Saturn’s orbit. If this technology succeeds the future of human spaceflight would look very different!
Because we are all Born For Space! | aerospace | 1 |
https://pitchbook.com/profiles/company/107976-34 | 2021-01-23T17:15:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703538226.66/warc/CC-MAIN-20210123160717-20210123190717-00186.warc.gz | 0.872061 | 113 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__253444237 | en | Provider of air transport services. The company owns two Cessna aircraft: an 182A Skylane seating four persons and a 206 Cessna seating six persons. The two aircraft are utilized for general transportation purposes.
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© 2021 PitchBook Data. All rights reserved. PitchBook is a financial technology company that provides data on the capital markets. | aerospace | 1 |
https://www.bibango.com/ads/global6000-commander/ | 2019-10-16T12:00:19 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986668569.22/warc/CC-MAIN-20191016113040-20191016140540-00197.warc.gz | 0.85084 | 182 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__121504693 | en | interested in a permanent contract with competitive benefits. Airplane and pilot’s homebase isDubai / Abu Dhabi UAE. Worldwide flying. Very attractive salary and benefits!
Commander Private Operation
Type rating and Experience on Type is required
Minimum of 4’000 hrs total time
EASA license only
Experience in Corporate flying essential
Multilingual / excellent skills in English a must!
Motivated team player
High flexibility paired with outstanding customer service orientation
If you are interested in a multicultural, challenging and innovative working environment and your profile matches our requirements, we are looking forward to receiving your online application (cover letter, CV).
Please note that only applications fulfilling all above requirements will be replied to and taken into consideration.
Jet Aviation Business Jets AG
Ms. Andrea Naef
Mention that you found this ad on Bibango.com when you Call or Message. | aerospace | 1 |
https://www.ainonline.com/aviation-news/2014-06-05/clay-lacy-donates-two-jets-van-nuys-ap-school | 2023-02-06T04:06:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500303.56/warc/CC-MAIN-20230206015710-20230206045710-00446.warc.gz | 0.918777 | 289 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__256461684 | en | In a ceremony held this morning at Van Nuys (Calif.) Airport, Clay Lacy Aviation owner Clay Lacy donated two “historic” jets to the local aviation maintenance school, North Valley Occupational Center-Aviation (NVOC-Aviation). NVOC-Aviation is operated by the Los Angeles Unified School District adult education program and offers one of the most inexpensive ways for aspiring aircraft mechanics to study for the FAA mechanic certificate with airframe and powerplant ratings, with the 2.5-year full-time program costing just $2,400.
The donated aircraft are a 1968 Learjet 24 (N664CL, S/N 167) that flew charters for Clay Lacy Aviation until 2008, and a Gulfstream II-SP equipped with Aviation Partners winglets that Clay Lacy flew on many city-pair speed record-breaking flights. The GII-SP has logged about 16,000 flight hours and was built in 1979 (N264CL, S/N 227).
“This donation is an example of Clay Lacy’s generous contributions to aviation and Van Nuys Airport spanning four decades,” said Carlynn Huddleston, principal of North Valley Service Area of Adult and Career Education Schools. She added that the A&P school will use the two jets “to expand the school’s current curriculum and hands-on shop assignments.” | aerospace | 1 |
https://spacenews.com/editorial-time-get-real/ | 2023-11-28T20:01:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099942.90/warc/CC-MAIN-20231128183116-20231128213116-00351.warc.gz | 0.940954 | 1,425 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__136950312 | en | U.S. President Barack Obama’s 2012 budget request for NASA, and the immediate reaction it drew from agency stakeholders, are a good indication that last year’s battle over the agency’s future, specifically in human spaceflight, is far from over.
Although the president in October signed legislation that reflects Congress’ human spaceflight priorities more so than the ones he laid out at the beginning of last year, the fiscal mood of the nation, as manifested in the 2010 elections that brought Republicans to power in the House on promises to rein in spending, has reopened the proceedings.
This, to put it mildly, is not a good thing.
Another year of uncertainty for NASA’s human spaceflight program means hundreds of millions if not billions of dollars will continue to be spent on development projects that may or may not have a future.
Industry, meanwhile, in the absence of clear direction from NASA, cannot size its infrastructure accordingly; companies are carrying excess capacity just in case it might be needed, thus incurring overhead costs that ultimately get passed onto NASA and other government customers, including the Pentagon, through existing programs. A good example is the U.S. Air Force’s Evolved Expendable Launch Vehicle program, which is absorbing overhead costs that previously were spread among several programs, particularly the soon-to-be retired space shuttle.
The situation would be untenable under any circumstances, let alone a fiscal environment in which spending money more wisely and efficiently is of paramount importance.
The 2010 NASA Authorization Act, which directs the agency to build a government-owned crew capsule and heavy-lift rocket — two items that were not in President Obama’s 2011 budget request — rests on funding assumptions that now have little basis in reality. The law authorizes $19 billion for NASA in 2011, $19.5 billion in 2012, and nearly $20 billion in 2013. President Obama’s budget proposal appears at best to freeze NASA funding at the 2010 level of $18.7 billion for the next five years. After accounting for inflation, NASA’s buying power will actually shrink.
But wait — it potentially gets worse. The flat outyear funding scenario is depicted in the charts distributed by NASA; the numbers released by the White House Office of Management and Budget (OMB) show NASA’s budget declining to the $18 billion level for 2013 and 2014 before finally climbing back above $18.7 billion in 2017.
Neither NASA nor the White House has clarified the discrepancy, but if the OMB numbers are correct, and NASA’s numbers merely notional, then the individual program budgets that add up to the top line will have to be adjusted accordingly, which raises questions about the analysis that went into preparing them in the first place.
On top of all that, the House is pushing a continuing resolution to fund the federal government for the remainder of 2011 that would cut NASA’s budget by $600 million from the 2010 level. Although that measure stands next to no chance of passage, NASA could well be in for a funding reduction in any compromise lawmakers might be able to reach.
The administration’s priorities are clear in the 2012 budget request: commercial human spaceflight, Earth science and exploration technology development would see big increases, with the funds coming largely from the $2.4 billion in savings NASA expects to reap from the space shuttle fleet’s retirement later this year. Funding for new NASA-owned human exploration capabilities would decline relative to 2010, although the programmatic content is a bit different in the latest request. In 2010 that account was dominated by the Ares 1 crew launch vehicle and the Orion crew capsule; in 2012, Ares 1 is essentially replaced by the heavy-lift Space Launch System, which per the NASA Authorization Act is to leverage investments in Ares 1 and space shuttle technology and infrastructure.
Sen. Bill Nelson (D-Fla.), who played a primary role in drafting the NASA authorizing legislation, signaled his displeasure with the latest White House budget plan, saying, “Congress will assert its priorities in the next six months.” There also likely will be stiff opposition from the House Science and Technology space and aeronautics subcommittee, where nearly half of the members come from Alabama, Florida, Mississippi and Texas, states that host major NASA human spaceflight facilities that are tied closely to the Space Launch System and Orion.
In short, it’s a recipe for another year of wasteful gridlock that could turn destructive if the stakeholders in NASA’s different enterprises — who got along nicely under fiscal scenarios that now look like pure fantasy — turn on one another as their pet projects bump up against the realities of a no-growth budget. An early and ominous sign of things to come was the letter from several House Republicans representing human spaceflight states asking the House Appropriations Committee leadership to shift funding from Earth science to exploration accounts. Such a move almost certainly would be fiercely resisted by Sen. Barbara Mikulski (D-Md.), chairwoman of the Senate Appropriations subcommittee with NASA oversight and a longtime supporter of human spaceflight. Sen. Mikulski’s home state hosts NASA’s Goddard Space Flight Center, the agency’s lead center for Earth observation.
When NASA in January provided Congress with so-called reference designs for a Space Launch System and Multi-Purpose Crew Vehicle — the latter being a deep-space version of Orion — that the agency said could not be built on the schedule and at the price spelled out in the NASA Authorization Act, lawmakers reacted with skepticism. Surely NASA knows a bit more than Congress about what it takes to build space vehicles, but even if that were not the case, lawmakers cannot ignore the new fiscal environment, which barring a miracle will not support all the things they have directed NASA to do.
It is time to quit pretending that NASA is going to send astronauts to an asteroid or carry out meaningful exploration of any other deep-space destination in the next two decades. The White House and Congress need to get serious about setting realistic — in other words, far more modest — human spaceflight goals and develop a fiscally sustainable plan for achieving them.
Throwing big money at flagship technology demonstrations is not the answer. These are bound to become dead-end flight projects that encounter the same kinds of delays and cost growth as missions with actual scientific objectives — to the extent they survive the congressional appropriations process or a change of administrations.
But a heavy-lift rocket built to congressional specifications, a vehicle that would cost billions of dollars yet have nothing to launch — there’s no money for landers or other equipment needed to visit an asteroid, for example — doesn’t make much sense either. Still worse would be gutting NASA’s science program, which nonetheless is going to have to be scaled back like everything else.
A space program locked in stalemate between multiple armed camps, each determined not to cede any ground, is a grounded space program. | aerospace | 1 |
https://www.dlr.de/en/images/2013/2/antares-dlr-h2-fuel-cell-powered-aircraft_9601 | 2024-04-20T23:46:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817688.24/warc/CC-MAIN-20240420214757-20240421004757-00437.warc.gz | 0.945966 | 171 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__190641119 | en | The Antares DLR-H2 research aircraft is the first crewed plane worldwide that is entirely powered by fuel cells. Because of its unique powertrain, it can take off, fly, and land without emitting any CO2. The fuel it uses is hydrogen that is converted into electric energy in a direct electro-chemical reaction with atmospheric oxygen. The process does not involve combustion. The end product of this particulate-free reaction is only water. The fuel-cell system and the hydrogen tank are installed in two external pods mounted below the wings, which have been reinforced for this purpose. In the spring of 2009, Antares DLR-H2 demonstrated its flight capability. Now it uses a new, more efficient generation of fuel cells. The additional option of hybrid operation using storage batteries installed in the wings maximizes the aircraft's peak power. | aerospace | 1 |
http://www.thatdroneshow.com/ultimate-drone-gift-guide-1/ | 2019-09-22T03:52:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514575076.30/warc/CC-MAIN-20190922032904-20190922054904-00017.warc.gz | 0.94428 | 1,074 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__85024118 | en | Ultimate drone gift guide!
Black Friday and Christmas are fast approaching. Whether you are buying for the drone lover in your life or you are treating yourself we have found the perfect gift.
We have tested many, many drones and we are often asked which ones we recommend. Here they are in part 1 of That Drone Show’s Ultimate Drone Gift Guide.
Read on and enjoy – and stay tuned for our Ultimate Drone Gift Guide Part 2!
A drone for someone that loves to take good quality pictures and videos
The DJI Phantom series is hard to beat. These drones work for both amateurs and professionals. They are a must have for the drone pilot that is serious about taking photographs and video.
The quality of still and moving image it is possible to capture with the Phantom is incredible.
The Phantom 4 Pro is the newest model.
Check out our exclusive interviews about the Phantom 4 Pro –
The camera on the Phantom 4 Pro has been designed to perform well in challenging light conditions.
Battery life is good at 31 minutes with full assisted functions turned on. That is a long flight time!
The Phantom 4 Pro includes advanced obstacle avoidance that works well even without GPS.
Another great drone for photography and video is the Typhoon H by Yuneec.
The Typhoon H comes in two versions – standard and with Intel® RealSense™. The key difference between the two is that the Typhoon H with Intel® RealSense™ comes with obstacle avoidance.
RealSense™ enables the drone to create intelligent routes around obstacles and remembers its environment. So if it avoids an obstacle once, it will remember the location of the obstacle and automatically know to avoid it. Pretty smart!
The Typhoon H has retractable landing gear. This means its legs fold and so will never be visible in a shot.
We get to know the Typhoon H in this video. Check it out! –
The Yuneec Typhoon H is available for $949.99
The Yuneec Typhoon H with Intel RealSense is currently reduced to $1,395.26
Drone technology moves so quickly that new models are being brought out all the time.
Jumping back to DJI, while the Phantom 4 Pro is the newest in the series, the Phantom 4 and Phantom 3 series’ are still great drones.
These have much of the same great technology as the Phantom 4 Pro but as older models are priced lower.
With the Phantom 4 the main feature you’ll miss from the Phantom 4 Pro is the quality of the camera. That said, the Phantom 4 camera is still great!
Take a look at our review of the Phantom 4 in which we take a look at some of its functions:
The DJI Phantom 4 is currently priced at $1,049
The Phantom 3 comes in three versions – Professional, Advanced, and Standard. The quality of camera varies between each iteration.
See our review of the Phantom 3 Professional – we put it to the test in extreme winds:
We also flew the Phantom 3 Standard. This is our take on it –
The DJI Phantom 3 Professional has been reduced to $899 which includes a free battery and case.
The DJI Phantom 3 Advanced is now priced at $699.
The DJI Phantom 3 Standard now retails at $461.
A drone for a selfie addict
Yuneec’s Breeze takes good quality photos and videos that are instantly shareable on social media. So rather than having to live stream or wait to upload, you can share your experiences instantly.
The Breeze is lightweight and small enough to carry around easily, making it perfect for capturing impromptu moments while out and about.
We get to know the Breeze here –
It is a great starter drone for new pilots as it is easy to fly and taking pictures with it is super simple.
It is also a fun addition to the kit of experienced drone pilots for times when they want to put something in the air quickly and easily.
The Yuneec Breeze is currently priced at $399
A drone for someone that travels light
The Mavic Pro is DJI’s smallest drone. When its arms and propellers are folded, the drone compresses to the size of a water bottle. That’s pretty incredible and is surely something those looking for a drone to take with them on the go or when space is limited will find hard to resist.
The propellers remain on when being transported so take off is super quick.
The Mavic Pro has a 4k camera number of automated features you will find in DJIs larger drones.
Take a look at the Mavic Pro here –
If you’ve narrowed it down to a DJI drone but can’t choose between a Phantom and a Mavic Pro this article will help you to decide. Basically, you’ll get better pictures and videos with the Phantom but the Mavic Pro is easier to transport.
The DJI Mavic Pro retails at $999.
We hope this has helped you work through some drone choices. There are many others to consider so stay tuned for Part 2 of That Drone Show’s Ultimate Drone Gift Guide! | aerospace | 1 |
https://www.penplace.com/products/fisher-shuttle-matte-black | 2024-04-14T21:06:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.9/warc/CC-MAIN-20240414192536-20240414222536-00155.warc.gz | 0.866222 | 91 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__52822597 | en | Fisher Shuttle Matte Black
The Fisher Shuttle Space pen comes in an attractive gift box with a small pamphlet that provides the interesting history of the Fisher Space Pen. The Fisher Shuttle Space Pen writes at any angle, upside down, underwater, and in harsh temperature conditions (hot and cold). They are all metal, .320 inches in diameter with side button mechanism. Each pen comes with a PR4 Black Ink, Medium Point Refill. | aerospace | 1 |
https://www.dtn.com/weather/helicopters/flight-route-alerting/ | 2019-07-22T21:36:05 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195528220.95/warc/CC-MAIN-20190722201122-20190722223122-00555.warc.gz | 0.894994 | 381 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__24690195 | en | Determine if thunderstorms, lightning, and wind will be a factor for your flight earlier and faster than ever before using Flight Route Alerting insights from DTN. We’ve moved beyond simply alerting you to risk, to providing you with insights and flight following technology.
- Plan routes to anywhere up to 36 hours in advance.
- Receive In-Flight Weather Alerts – Automate and customize so you receive in-flight alerts.
- Monitor Flight Plans – Aircraft-specific Eddy Dissipation Rate (EDR)-based turbulence, icing, and thunderstorms now can be monitored.
- Comprehensive Info On Flight – Get a complete picture of your flight with Sigmets, TAFs, METARs, TFRs, Convective Sigmets, Airmets, Forecast and Observed Ceiling and Visibility, Lightning, Storm Corridors, Radar, Volcanic Ash, and more
- FAA Compliant – All DTN aviation solutions are FAA-compliant and will help you meet FAA guidelines for Enhanced Weather Information Services (EWIS) certification.
Flight Route Alerting allows you to plan routes up to 36 hours in advance, allowing you to confidently schedule flights for helicopter operations earlier than ever before.
- Safer flights through better planning and in-flight alerts allowing pilots to make changes as needed while en route.
- Real-time monitoring for your flight routes up to 25 positions– including altitude, position and time components.
- Reduce labor by evaluating potential flight plans and help make safe, cost-effective decisions
- Gain greater awareness by identifying conditions that matter to you based on your preset thresholds and asset locations.
- Increase confidence in your flight decisions by relying on the expertise of 70 degreed meteorologists.
Avoid disruptions, lower costs, and have total confidence with Flight Route Alerting. | aerospace | 1 |
http://christianfighterpilot.com/blog/tag/goldwater-nichols/ | 2015-05-27T15:44:42 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207929012.53/warc/CC-MAIN-20150521113209-00022-ip-10-180-206-219.ec2.internal.warc.gz | 0.953004 | 129 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__88425172 | en | The Commandant of Cadets at the US Air Force Academy, BrigGen Richard Clark, reportedly distributed a memorandum to all USAFA cadets on Wednesday. He included the memorandum from the Air Force Chief of Staff, General Norton Schwartz, as an attachment.
Of course, Weinstein is claiming “victory” about something over which he had neither control nor influence. In fact, his demands were completely ignored. To wit, Weinstein said:
MRFF has twice demanded that Gould so [sic] distribute this directive…to all Academy personnel, staff, cadets and government contractors…
For the record, an assessment: Continue reading | aerospace | 1 |
https://spaceexplored.com/2021/12/15/spacex-and-drones-capturing-history-one-flight-at-a-time/ | 2023-03-21T00:34:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943589.10/warc/CC-MAIN-20230321002050-20230321032050-00308.warc.gz | 0.966874 | 943 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__144403950 | en | SpaceX has long utilized drones to capture the progress of its programs. From Grasshopper to Starship, we take a look through SpaceX’s history, as seen by its drones.
Drones can be an invaluable tool in evaluating a system’s performance, along with providing great views to share. SpaceX takes full advantage of drones in most of its work. We see drones regularly used during Starship test campaigns to check the status of equipment and provide additional camera angles for review. But let’s start at the beginning, Grasshopper.
Table of contents
Grasshopper – You have to hop before you can land
Grasshopper was the first Vertical Takeoff, Vertical Landing (VTVL) vehicle on the company’s road to reusable vehicles. The 10-story tall rocket featured just one Merlin engine and was fairly basic. The purpose of the vehicle was to test software and hardware before rolling them out to the production vehicles. For those more familiar with Starship, this is essentially Starhopper but for the Falcon rocket. Starhopper conducted multiple hop tests, each higher than the last.
Falcon 9R – Full Scale Test Bed
Following the completion of the Grasshopper program, SpaceX moved onto Falcon 9 Reusable (F9R). This vehicle was the same size as the Falcon 9 that was flying at the time and allowed continued testing. SpaceX had big ambitions with the F9R program, including tests in New Mexico that would allow for higher altitudes and unpowered descent to better simulate flight environments. This would never happen. Instead, the testing would be confined to their McGregor facility. Ultimately the F9R vehicle would reach a grim end, being destroyed during a test flight.
Falcon 9 and Fairing Recovery – Gotta get those sick views
SpaceX has used drones outside of its test programs, however. Drone views have been piped into the launch live streams on occasion and have provided some excellent views. While a drone didn’t capture the view of the first-ever Falcon 9 to land, we have had aerial views of other landings
SpaceX also spent some time trying to catch its payload fairings. Each fairing costs about $6 million so being able to reuse them could help cut costs. However, catching fairings out of the air turned out to be a tricky problem to solve. SpaceX had a few successful catches, but most fairings – that weren’t destroyed upon landing – were fished out of the water.
SpaceX has since abandoned the idea of catching fairings and now just picks them up out of the water.
Starship Development – One day they won’t explode, right?
SpaceX is currently developing its next-generation superheavy launch vehicle out of Boca Chica, Texas. The first vehicle of the program was called Starhopper. Very similar to Grasshopper, this vehicle was only meant to do short hops. Ultimately, this vehicle didn’t heavily impact the program. In my opinion, it was mostly for publicity. But SpaceX was quickly moving towards vehicles that mirrored the design of Starship. Starship SN5 and SN6 both conducted 150-meter hop tests.
Following these tests came the big flights. SpaceX would fly its prototype vehicles to an altitude of ~10km, reorient the vehicle to the “bellyflop” position to use fins for aerodynamic control, then relight engines to reorient the vehicle to vertical before softly touching down. The first flight following this profile was Starship SN8, but this stream and highlight video didn’t feature any drone video. However, the SN9 and 10 flights that followed did.
While both SN8 and 9 failed to land in one piece, SN10 did. Well… it did for a few minutes. The vehicle blew up shortly after landing due to a not-so-soft touchdown. SN11’s flight, which was heard versus seen due to thick fog, experienced a failure at engine ignition before landing. SN15 would be the first Starship to successfully complete the flight profile and stay intact following the touchdown.
Featured image by Derek Wise for Space Explored.
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Help others find us by following on Apple News and Google News. Be sure to check us out on YouTube, Twitter, Facebook, and Instagram, join our Discord! | aerospace | 1 |
http://www.phantompilots.com/threads/flying-on-corps-of-engineers-land-and-lakes.46345/ | 2017-01-20T08:23:29 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280801.0/warc/CC-MAIN-20170116095120-00326-ip-10-171-10-70.ec2.internal.warc.gz | 0.982542 | 209 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__253116590 | en | I just got kicked out of flying at a lake close to my house. The area I was flying is a public access area but nobody was there. Because of recent flooding there are a lot of COE people about. Anyway one saw me flying and told me I couldn't fly there. He was a little unsure so he went to get another ranger. The second one was definite on it and gave me a brochure. They quoted me Title 36, chapter 111, part 327.4, aircraft. When I read the brochure closely, paragraph b said flying was prohibited except in areas designated by the District Commander. Paragraph c, though, indicates you van fly but not in a reckless manner. My question is whether a COE lake is a no fly zone? I see planes and helicopters flying over them all the time at a higher altitude. I'll probably write them for clarification. If I stick to their rules, a lot of public access land in my area is now off limits. I'd appreciate any advice anybody could give. | aerospace | 1 |
https://www.dallasnews.com/business/airlines/2015/03/31/southwest-airlines-faces-328550-in-additional-fines-from-federal-aviation-administration | 2019-02-23T16:52:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249508792.98/warc/CC-MAIN-20190223162938-20190223184938-00405.warc.gz | 0.965209 | 803 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__2220649 | en | The Federal Aviation Administration announced Tuesday it has proposed $328,550 in penalties against Southwest Airlines covering two 2013 instances in which the FAA said the Dallas carrier violated federal aviation regulations.
The first case involved an airplane that lost cabin pressure during a flight. The FAA alleged that Southwest mechanics failed to do a mandatory inspection for damage and to make sure depleted oxygen bottles were replaced.
In the second case, Southwest’s AirTran Airways unit continued to operate a Boeing 717 that was leaking from an air conditioning unit. The FAA alleged that mechanics improperly deferred repairs on the leak and didn’t record the problem properly in the airplane’s logbook.
The agency proposed a $265,800 fine for the first issue and a $62,750 fine for the second.
“Southwest Airlines has requested to meet with the FAA to discuss each case,” the FAA said in its release.
Southwest spokesman Brad Hawkins noted that the alleged violations involved a single airplane each:
"The FAA Release describes two (2) distinct proposed penalties relating to separate 2013 events, with each event allegedly affecting a single, different aircraft. Upon discovery, each repair was appropriately addressed in accordance with applicable regulations and Southwest Airlines’ Maintenance Program. These items were fully resolved some time ago and are not currently an issue for aircraft being operated by Southwest Airlines. We are committed to continuous enhancements to our internal maintenance procedures, with a focus on Safety in all aspects of our operations. We make every effort to ensure that our fleet is maintained in accordance with applicable regulations and is aligned with best practices in the industry."
Here is the FAA's description of the first case:
"On May 13, 2013, a Southwest Boeing 737 lost cabin pressure during a flight from Boston Logan International Airport to Lambert-St. Louis International Airport. The cabin’s oxygen masks deployed and the aircraft made an emergency landing in Baltimore.
"The FAA alleges that after the event, Southwest mechanics failed to complete a mandatory inspection to check whether the change in cabin pressure damaged the aircraft and to ensure used oxygen bottles were replaced. The airline allegedly operated the plane on 123 flights before completing the inspection on June 3.
"Additionally, the airline allegedly operated the aircraft on May 14 and 15 flights with two of the four portable oxygen units unserviceable. A minimum of three were required under the conditions of Southwest’s Minimum Equipment List (MEL). The MEL specifies what equipment may be inoperable during a flight, and a carrier cannot fly an aircraft with inoperable equipment unless it complies with the MEL.
"Further, the agency alleges the airline operated the aircraft on approximately 120 additional flights with a portable oxygen unit that did not comply with the conditions of the MEL."
Here's what it said about the second case:
"On March 18, 2013, the pilot of a Boeing 717 operated by Southwest Airlines under the AirTran Airways livery reported seeing ice and water coming from the jetliner’s galley vent. Over the next few weeks, maintenance technicians replaced several components in an attempt to correct the problem, which was traced to a faulty component in one of the aircraft’s air-conditioning systems.
"The FAA alleges that the airline failed to fully comply with its FAA-approved maintenance procedures, which describe in detail how to make repairs and then accurately account for them in the aircraft’s logbooks.
"The FAA further alleges that during the troubleshooting process, mechanics deferred making the repairs by improperly applying an MEL exemption to this particular situation. The aircraft was flown on several passenger-carrying flights before the issue was resolved."
The carrier is already fighting a $12 million fine that the FAA levied last July for improper repairs on Boeing 737. The FAA sued Southwest in U.S. District Court in Seattle in November to enforce the penalty. That case is scheduled to go to trial in March 2016. | aerospace | 1 |
https://m.gamiss.com/rc-toys-11589/product1421736/ | 2018-03-23T09:21:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257648205.76/warc/CC-MAIN-20180323083246-20180323103246-00284.warc.gz | 0.734253 | 350 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__47310837 | en | RC Drone Aircraft CX-10SE Built-in 6-axis Gyro with Remote Control Helicopter - Black
RC Drone Aircraft CX-10SE Built-in 6-axis Gyro with Remote Control Helicopter
1 With high school low speed three files, indoor selection of low gear, outdoor optional high-speed gear,
2 according to environmental regulation;
3 Aircraft built-in 6-axis gyroscope, so that flight is more stable, easy to control, get started will play
4 4-channel flight function: to achieve the rise, fall, forward, back, hover, the left side of the fly, the right side of the fly, trick threw and other actions;
5 can be achieved before and after the four directions in the air 3D tumbling;Flying height:about 25m.
Remote control battery: 2 x AAA 1.5V battery (not included)
||Dimension and Weight||
No reviews yet!
RC Drone RTF with Dual GPS / Aerial Photography / Auto Hover - White$215.63
RC Drone RTF with Low-Voltage Protection / Stun Rotation - Black$150.29
WLtoys Q303 RC Drone RTF Wide Angle Camera / Headless Mode / LED Light - Natural Black$199.02
SYMA X56W Selfie Foldable RC Drone RTF with Flight Track / 360 Degree Flips - White - 1PC$65.47
Remote Control Warships 3319 Aircraft Carrier Military Exquisite Model - Multi$22.06
2.4G Mini RC Drone RTF with 6-axis Gyroscope / Altitude Hold / Video Recoding - Black$31.00 | aerospace | 1 |
https://neuvoo.lu/view/?id=cb5aa3a96390 | 2022-08-08T19:30:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570871.10/warc/CC-MAIN-20220808183040-20220808213040-00374.warc.gz | 0.889584 | 762 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__80493190 | en | Role Description Summary
You will be managing inside the Solution Engineering (SE) function, the Core Space and Ground Infrastructure (SE-CSGI) engineering, design and analysis for complex and global customer solutions and tenders.
The team supports such projects and regional pre-sales activities for the service offering and negotiations on technical side, until the deal being agreed with internal and external stakeholders, to then hands over for implementation and post sales operations.
Your role will be to ensure, within the apportioned budget, an efficient allocation and development of SES global space and ground infrastructures and value-added services, considering also new products, service evolutions and the peculiarities of the different markets.
Primary Responsibilities / Key Result Areas
Provides detailed satellite link performance analysis in coordination with Regional Solution Engineers, while ensuring the satellites and operating environment integrity and SES SLA standards being met.
You will manage, from a lead to order technical solutions point of view, strategic and complex technical opportunities supporting on a global scale, in order to apply synergies and increase efficiencies
Proactively and reactively proposes the allocation of space and ground resources, throughout the entire SES Space and Ground Infrastructure, from a technical perspective to respond to prospects’ demand :
Analyses and reviews the technical solution partnering with the SE teams
Reviews existing or planned space and ground resource allocations from a technical perspective, providing guidance for cross-regional and cross-product synergies
Assumes the role of technical bid-manager in complex RFP’s throughout assigned opportunities and global customer solutions.
Ensures duly documented handover of the customer to the post-sales team :
Coordinates the involved SES functions to ensure that the required technical resources are agreed and available
Identifies external partners and vendors for the delivery, installation and set-up of Customer Premises Equipment required to start the service off
Defines and provides the project budget for service implementation
Ensures that required tools for satellite and ground infrastructure technical analysis are always up to date
Defines an annual CapEx budget for the development of SES Ground Infrastructure in support of future Customers’ requirements or expected demand
Satellite RF communications engineering and analytical skills are essential to design and optimize SES’s core space and ground infrastructure solutions.
With customers and staff located in different regions, it is key to understand the variances between the region and as such the differences in market settings, customer’s expectations & requirements to be able to determine the different necessary strategies
Project Management skills in a multicultural and globally spread environment
Financial competency to analyse, maintain and manage the assigned CapEx and OpEx budgets
Communication & presentation skills, taking ownership and customer-oriented approach (internal & external) is considered an essential element of the candidate’s competency profile
Solid verbal and written communication skills in English with any additional languages being an important asset
Qualification & Experience
University or engineering degree (e.g FH, TH, IST, BSc, MSc) in telecommunications or related field
Minimum of 10 years of professional experience in the Satellite, Media and Telecommunication sector
Knowledge of the Satcom technology, standards and market trends for satellite communications, RF technology and equipment, communication protocols
Project Management and Vendor Management practice, certifications as a plus
Programming skills in Phyton, MS-VBA, JavaScrypt, Mathlab or similar to enhance analytical solution performance reviews is considered as an asset
Commercial, financial and market background in the satellite communication environment is considered as an asset
Excellent verbal and written communication skills in English
SES is an Equal Opportunity and Affirmative Action Employer. | aerospace | 1 |
http://dabio.net/2018/05/sites-named-for-test-program-for-unmanned-aircraft/ | 2019-01-20T07:45:26 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583700734.43/warc/CC-MAIN-20190120062400-20190120084400-00417.warc.gz | 0.930242 | 641 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__186793295 | en | A who's who of technology and aviation companies won US approval May 9 to push the edge of the envelope in drone flights, from testing people's tolerance for delivery devices hovering over their rooftops to ensuring farmers' drones won't hit crop dusters. But it's leaving Amazon out in the cold.
The U.S. Department of Transportation has chosen ten state, local, and tribal governments to participate in the FAA's Unmanned Aircraft Systems Integration Pilot Program (UAS IPP).
The initial awardees in the Unmanned Aircraft Systems Integration Pilot Program include towns in California, Nevada, Oklahoma, Virginia, Kansas, Florida, Tennessee, North Carolina, North Dakota and Alaska. They will get special permission to test drone applications that are now banned or require a hard to attain waiver, such as flying unmanned systems over people, beyond line of sight and at night.
Under current regulations, small drones must fly within 400 feet of the ground, operate during the day and stay within sight of their operators. Myers, Fla.; Memphis-Shelby County Airport Authority, Memphis, Tenn.; North Carolina Department of Transportation, Raleigh, N.C.; North Dakota Department of Transportation, Bismarck, N.D.; City of Reno, Nev.; University of Alaska-Fairbanks, Fairbanks, Alaska. In less than a decade, the potential economic benefit of integrating UAS in the nation's airspace is estimated at $82 billion and could create 100,000 jobs. As for the big names, FedEx is working with Intel and the Memphis airport to use drones for the delivery of aircraft parts and to perform safety inspections, and Alphabet's Project Wing drones will take flight in Virginia to test drone deliveries to consumers. This could be a precursor to the company's recently announced plan to develop flying taxis. It will also look at package delivery applications. It began limited drone deliveries in the United Kingdom in 2016. Studies have shown that drone response times are 16 minutes faster than ambulances, giving patients higher odds of survival. It seeks to leverage a statewide, unmanned traffic management system to facilitate precision agriculture operations. It supports efforts to accelerate the regulatory framework, determine the appropriate roles of federal, state, and local governments regarding drone operations, and foster technological innovation to ensure the global leadership of the U.S.in the emerging drone industry.
One major player that was excluded was Amazon. The program is scheduled to last for two and a half years and does not involve any federal funding.
New Report Provides 2011-2018 Overview of Global Fipronil Sales Market
It also includes the contact information of all local, regional and worldwide vendors for the composite materials market in the, . This research report also categorizes the global Hair Care Market into major companies, key region, type and end-use industry.
The online retail giant also patented a delivery drone that responds to human voices and movements, including pointing, waving arms and screaming.
President Trump has attacked Amazon and CEO Jeff Bezos, who owns the Washington Post. Neither assertion is true. "The development of our program has got everything from part delivery and plane inspections with FedEx", said Brockman.
Amazon likely feels differently. | aerospace | 1 |
https://militaryembedded.com/unmanned/test/manned-unmanned-teaming-demoed-in-virtual-environment | 2024-04-21T23:29:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818067.32/warc/CC-MAIN-20240421225303-20240422015303-00070.warc.gz | 0.897879 | 320 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__25976894 | en | Manned-unmanned teaming demoed in virtual environmentNews
August 04, 2021
CHICAGO, Ill. A Boeing-led team has demonstrated manned-unmanned teaming (MUM-T) capabilities in a virtual environment using the Navy’s MQ-25TM Stingray unmanned aerial refueler, the E-2D Advanced Hawkeye airborne command-and-control aircraft, and the F/A-18 Super Hornet.
The demonstration, sponsored by the Office of Naval Research, used Northrop Grumman’s portable E-2D simulator in conjunction with Boeing’s F/A-18 and MQ-25 simulations to establish a data link network that was used to supervise MQ-25 flight operations.
The simulated mission scenarios included the E-2D acting as the air wing “tanker king” while the MQ-25 refueled the F/A-18, in addition to supervising the MQ-25 during an intelligence, surveillance, and reconnaissance mission. Officials claim thatt the E-2D was able to conduct MUM-T operations with the MQ-25 using only existing operational flight program software.
The team also demonstrated how anticipated carrier air wing concepts were made routine and repeatable with the unmanned MQ-25. This required minimal changes to the F/A-18 cockpit display. Another simulation showed how an open behavioral software framework can be used to aggregate traditional unmanned system commands into an overall autonomous mission behavior, according to the company. | aerospace | 1 |
http://www.innovations-report.com/html/reports/physics-astronomy/twin-artemis-probes-study-moon-3-d-178629.html | 2017-06-28T14:29:24 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128323682.21/warc/CC-MAIN-20170628134734-20170628154734-00380.warc.gz | 0.926077 | 2,174 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__148617350 | en | The first of the two probes settled into a stable orbit around the moon's equator on June 27. If all goes well, the second probe will assume a similar lunar orbit, though in the opposite direction, sometime Sunday afternoon. The two spacecraft that comprise the ARTEMIS mission will immediately begin the first observations ever conducted by a pair of satellites of the lunar surface, its magnetic field and the surrounding magnetic environment.
"With two spacecraft orbiting in opposite directions, we can acquire a full 3-D view of the structure of the magnetic fields near the moon and on the lunar surface," said Vassilis Angelopoulos, principal investigator for the THEMIS and ARTEMIS missions and a professor of space physics at UCLA. "ARTEMIS will be doing totally new science, as well as reusing existing spacecraft to save a lot of taxpayer money."
"These are the most fully equipped spacecraft that have ever gone to the moon," added David Sibeck, THEMIS and ARTEMIS project scientist at the Goddard Space Flight Center (GSFC) in Maryland. "For the first time we're getting a unique, two-point perspective of the moon from two spacecraft, and that will be a major component of our overall lunar research program."
The transition into a lunar orbit will be handled by engineers at UC Berkeley's Space Sciences Laboratory (SSL), which serves as mission control both for THEMIS (Time History of Events and Macroscale Interactions during Substorms) and ARTEMIS (Acceleration, Reconnection, Turbulence, and Electrodynamics of the Moon's Interaction with the Sun).
"We are on our way," said Manfred Bester, SSL director of operations. "We're committed."
What makes the auroras dance?
The five THEMIS satellites (or probes) were launched by NASA on Feb. 17, 2007 to explore how the sun's magnetic field and million-mile-per-hour solar wind interact with Earth's magnetic field on Earth's leeward side, opposite the sun. Within a year and a half, they had answered the mission's primary question: Where and how do substorms in the Earth's magnetosphere – which make the auroras at the north and south poles dance – originate?
The answer: the storms originate deep in the planet's shadow, about a third of the way to the moon, where magnetic field lines snap, reconnect and unleash a storm of energy that funnels to the poles and makes the atmosphere glow in reds and greens. Large storms can wreak havoc on satellites, power grids and communications systems.
Mission accomplished, the THEMIS team was eager to divert two of the probes to the moon to extend their magnetic field studies farther into space. One key reason was that the two probes most distant from Earth would soon die because, with too much time spent in Earth's shadow, their solar-powered batteries would discharge.
To achieve this new mission, the UC Berkeley and Goddard teams, with the assistance of experts at the Jet Propulsion Laboratory in Pasadena, charted the 150 fuel-saving orbital maneuvers needed to boost the two THEMIS spacecraft from Earth's orbit into temporary orbits around the two Earth-moon Lagrange points, which are spots in space where the gravitational attraction from the moon and Earth are equal. That transfer took about 18 months, after which Goddard colleagues kept the two spacecraft in Lagrange-point orbits for several months before the first probe (P1) was transferred into lunar orbit last month.
"That was an engineering challenge; this is the first mission where we've piloted into a lunar orbit spacecraft not designed to go there," said Daniel Cosgrove, the UC Berkeley engineer who controls the spacecrafts' trajectories. The probes' small thrusters, for example, only push down and sideways. The probes are also spinning, which makes maneuvering even more difficult.
Also, last year probe P1 lost a spherical sensor from the end of one of four long wires that protrude from the spacecraft to measure electrical fields in space. The probable cause was a micrometeorite that cut a 10-foot section off of the 82-foot wire and caused it to retract into its original spherical housing, sending the "little black sphere flying through the solar system," Bester said.
"All five spacecraft have been built by a very talented team with enormous attention to detail," he said, predicting that the ARTEMIS probes could survive for another 10 years, longer than the three remaining THEMIS probes, which repeatedly fly in and out of Earth's dangerous Van Allen radiation belt.
Once the second probe, P2, is in orbit, the two ARTEMIS satellites will graze the lunar surface once per orbit – approaching within a few tens of kilometers – in a belt ranging 20 degrees above and below the equator while recording electric and magnetic fields and ion concentrations.
"When the moon traverses the solar wind, the magnetic field embedded in the rocks near the surface interacts with the solar wind magnetic field, while the surface itself absorbs the solar wind particles, creating a cavity behind the moon," Angelopoulos said. "We can study these complex interactions to learn much about the moon as well as the solar wind itself from a unique two-point vantage that reveals for the first time 3-D structures and dynamics."
Sibeck noted that NASA's twin STEREO spacecraft, launched in 2006, already provide a 3-D perspective on the sun's large-scale magnetic fields. "THEMIS and ARTEMIS study the microscale processes, which we now know run the system," he said.
One goal of the ARTEMIS mission is to look for plasmoids, which are hot blobs of ionized gas or plasma.
"THEMIS found evidence that magnetic reconnection propels hot blobs of plasma both towards and away from the Earth, and we want to find out how big they are and how much energy they carry," Angelopoulos said. "Plasmoids could be tens of thousands of kilometers across."
"THEMIS found the cause and now ARTEMIS will study the consequences, which are likely massive and global," Sibeck said.
The spacecraft also will study the surface composition of the moon by recording the solar wind particles reflected or scattered from the surface and the ions sputtered out of the surface by the wind.
"These measurements can tell us about the properties of the surface, from which we can infer the formation and evolution of the surface over billions of years," Angelopoulos said.
The two ARTEMIS probes will join NASA's Lunar Reconnaissance Orbiter, which has been orbiting the moon since 2009 taking high-resolution photographs and looking for signs of water ice. In September, NASA is scheduled to launch two GRAIL (Gravity Recovery and Interior Laboratory) spacecraft to map the moon's gravitational field, and in 2013, the agency plans to launch LADEE (Lunar Atmosphere and Dust Environment Explorer) to characterize the lunar atmosphere and dust environment.
"ARTEMIS will provide context for the LADEE mission," Sibeck said.
Three other non-functioning satellites remain in orbit around the moon: two subsatellites of Japan's lunar orbiter, Kaguya, which was guided to a crash on the surface in 2009; and India's Chandrayaan-1, which lost communication with Earth that same year. China's second lunar orbiter, Chang'e 2, left the moon for interplanetary space on June 8.
Robert Sanders | EurekAlert!
New photoacoustic technique detects gases at parts-per-quadrillion level
28.06.2017 | Brown University
Supersensitive through quantum entanglement
28.06.2017 | Universität Stuttgart
An international team of scientists has proposed a new multi-disciplinary approach in which an array of new technologies will allow us to map biodiversity and the risks that wildlife is facing at the scale of whole landscapes. The findings are published in Nature Ecology and Evolution. This international research is led by the Kunming Institute of Zoology from China, University of East Anglia, University of Leicester and the Leibniz Institute for Zoo and Wildlife Research.
Using a combination of satellite and ground data, the team proposes that it is now possible to map biodiversity with an accuracy that has not been previously...
Heatwaves in the Arctic, longer periods of vegetation in Europe, severe floods in West Africa – starting in 2021, scientists want to explore the emissions of the greenhouse gas methane with the German-French satellite MERLIN. This is made possible by a new robust laser system of the Fraunhofer Institute for Laser Technology ILT in Aachen, which achieves unprecedented measurement accuracy.
Methane is primarily the result of the decomposition of organic matter. The gas has a 25 times greater warming potential than carbon dioxide, but is not as...
Hydrogen is regarded as the energy source of the future: It is produced with solar power and can be used to generate heat and electricity in fuel cells. Empa researchers have now succeeded in decoding the movement of hydrogen ions in crystals – a key step towards more efficient energy conversion in the hydrogen industry of tomorrow.
As charge carriers, electrons and ions play the leading role in electrochemical energy storage devices and converters such as batteries and fuel cells. Proton...
Scientists from the Excellence Cluster Universe at the Ludwig-Maximilians-Universität Munich have establised "Cosmowebportal", a unique data centre for cosmological simulations located at the Leibniz Supercomputing Centre (LRZ) of the Bavarian Academy of Sciences. The complete results of a series of large hydrodynamical cosmological simulations are available, with data volumes typically exceeding several hundred terabytes. Scientists worldwide can interactively explore these complex simulations via a web interface and directly access the results.
With current telescopes, scientists can observe our Universe’s galaxies and galaxy clusters and their distribution along an invisible cosmic web. From the...
Temperature measurements possible even on the smallest scale / Molecular ruby for use in material sciences, biology, and medicine
Chemists at Johannes Gutenberg University Mainz (JGU) in cooperation with researchers of the German Federal Institute for Materials Research and Testing (BAM)...
19.06.2017 | Event News
13.06.2017 | Event News
13.06.2017 | Event News
28.06.2017 | Health and Medicine
28.06.2017 | Physics and Astronomy
28.06.2017 | Life Sciences | aerospace | 1 |
https://simviation.com/1/browse-Military-57-91 | 2022-12-05T18:58:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711042.33/warc/CC-MAIN-20221205164659-20221205194659-00535.warc.gz | 0.941361 | 1,092 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__180964230 | en | 2.59Mb (2705 downloads)
FSX VC upgrade with added views for the Sukhoi-27 and Sukhoi-30 from Braden Peters (SU-27FlankerforFSX). This addon provides a simple static VC for that FS9-model flying in FSX. The VC is matching the 2D-panel. There are also eight external- and three VC-camera views, including a rearseat view for the 2-seater. VC-conversion and camera configuration by Erwin Welker.
Posted Mar 13, 2014 04:16 by Erwin Welker
177.23Mb (16355 downloads)
The General Dynamics (now Lockheed Martin) F-16 Fighting Falcon is a single-engine multirole fighter aircraft originally developed by General Dynamics for the United States Air Force (USAF). Contains kirk Olssen's F-16 Falcon with various models and liveries from the air forces of - USAF (multiple), Belgian, Norwegian, Pakistand, Polish, Italian, Netherlands, Portuguese, Helenic, China, Israeli, Turkish, Korea, USAF Thunderbirds, United Arab Emirates. Includes updated VC and panel by Danny Garnier and canopy transparency fix for FSX Acceleration.
Posted Mar 12, 2014 20:18 by uploader
23.93Mb (7434 downloads)
The Aero L-39 Albatros is a high-performance jet trainer aircraft developed in Czechoslovakia to meet requirements for a "C-39" during the 1960s to replace the L-29 Delfin. Comes with VC.
Posted Mar 9, 2014 07:36 by Mohammad Faali
12.66Mb (4073 downloads)
The Yakovlev Yak-141 (NATO reporting name "Freestyle"), also known as the Yak-41, was a supersonic vertical takeoff/landing (VTOL) fighter aircraft designed by Yakovlev. It did not enter production. Updated panel and flight. Updated panel and flight dynamic. Original model by Hadi Tahir
Posted Mar 9, 2014 06:33 by Mohammad Faali
38.25Mb (6784 downloads)
The Saab 35 Draken Package. (English:"Dragon") was a Swedish fighter aircraft manufactured by Saab between 1955 and 1974. The Draken was built to replace the Saab J 29 Tunnan and, later, the fighter variant (J 32B) of the Saab 32 Lansen. The indigenous J 35 was an effective supersonic Cold War fighter that was also successfully exported to Austria, Denmark and Finland. By Bookmark. Includes VC and operations manual.
Posted Mar 8, 2014 11:16 by Mohammad Faali
70.43Mb (2786 downloads)
This is the J-015 Soldisplay livery of the demo season 2012-2013 With the Kirk Ollson model included. This craft flies airshows to demonstrate where the dutch airforce is good for. This pack contains two livery of the J-015. Both in the dutch lion scheme. Original texture was for the Aerosoft F-16 made by Raymond Rotmans. Edited for the Kirk ollson F-16 by: Mees Jansen (LRI team) This pack also contains cool effects like afterburner, Smoke, And flares Kirk Ollson model included! Also includes the updated panel and VC by Danny Garnier.
Posted Mar 8, 2014 07:31 by Mees Jansen
65.68Mb (7480 downloads)
The Hawker Siddeley Harrier, known colloquially as the "Harrier Jump Jet", was developed in the 1960s and formed the first generation of the Harrier series of aircraft. It was the first operational close-support and reconnaissance fighter aircraft with vertical/short takeoff and landing (V/STOL) capabilities and the only truly successful V/STOL design of the many that arose in that era. The Harrier was produced directly from the Hawker Siddeley Kestrel prototypes following the cancellation of a more advanced supersonic aircraft, the Hawker Siddeley P.1154. The British Royal Air Force (RAF) ordered the Harrier GR.1 and GR.3 variants in the late 1960s. It was exported to the United States as the AV-8A, for use by the US Marine Corps (USMC), in the 1970s. 2d panel only. No VC (press F10 to see 2d panel)
Posted Mar 7, 2014 18:20 by Mohammad Faali
38.94Mb (4198 downloads)
The A2D-1 was to be a turboprop replacement for the iconic AD Skyraider series. It performed well but reliability problems with the engine prevented it from going into full production. This is a native FSX Acceleration model. It has the usual FSX features and Dietmar Loleit's ARS4 radar system which tracks both aircraft and ships. I have installed it in the VC plus another window in which it is easier to see. The VC has back lighted instruments for night operations. There are two models, one clean and one with a typical weapons load. By Paul Clawson
Posted Mar 4, 2014 16:09 by Paul Clawson | aerospace | 1 |
https://book-it-easy.ch/en/features/crew-logbook-and-schedule | 2021-09-26T21:00:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057973.90/warc/CC-MAIN-20210926205414-20210926235414-00049.warc.gz | 0.964459 | 117 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__23150219 | en | Below you can find information about all the features included in Book-it-Easy
As with the pilot's logbook, you can also filter all balloon flights according
to various criteria:
- By crew name
- By status of the trip/flight (planned / completed / cancelled)
- By date (from to)
All journeys are listed with date, pilot, type of flight, aircraft identification,
take-off and landing location as well as times, travel time, distance covered
and number of passengers.
The report can of course also be printed. | aerospace | 1 |
http://navyflightmanuals.tpub.com/P-870/Verbal-Radio-Change-19.htm | 2018-09-20T05:56:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267156416.22/warc/CC-MAIN-20180920041337-20180920061337-00393.warc.gz | 0.89445 | 412 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__174215201 | en | When established on 386.0:
Lead: "(Tactical Call sign) (i.e., "Slinky")"
Lead: "Pensacola Approach, (Call sign) (i.e., "Buck 321"), flight of two, 3500"
Normally, your FORM 5001/5002 and 5101/5102 flights will use radios to change frequencies
with positive checkouts and check-ins as described in the examples above. No matter which
method is used, the Lead must ensure he is correctly "navigating" his Wingman through
frequency changes when desired.
YOU ARE ONLY AS GOOD AS YOU SOUND ON THE RADIO! The Formation stage
emphasizes proper communication procedures, communication brevity, and smooth
communication performance as a flight. While communications for a formation flight are
generally the same as in previous stages, there are a few minor differences. The Lead will inform
each controlling agency, on the first transmission to that controlling agency, that you are a flight.
After that, the Lead need only respond with the official Call sign of the flight. If there is any
doubt as to whether or not the controller knows you are a flight of two, you can use "flight of
two" on subsequent transmissions.
When going to a field other than Sherman on a VFR flight plan, you should be familiar with the
For example, when complete with the area work and ready to transit to Mobile downtown, you
would call Mobile Approach.
Lead Student: "Mobile Approach, (Call sign), flight of two, 15 DME south of Brookley,
4500, information Golf, request."
Mobile Approach: "(Call sign), squawk 0447, go ahead with your request."
Lead Student: "(Call sign), squawking 0447, request overhead at Mobile Downtown, full
You may also request radar following or radar vectors as the situation dictates.
INTRODUCTION TO FORMATION 1-7 | aerospace | 1 |
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