url
stringlengths 13
2.41k
| date
timestamp[s] | file_path
stringlengths 109
155
| language_score
float64 0.65
1
| token_count
int64 32
140k
| dump
stringclasses 96
values | global_id
stringlengths 40
46
| lang
stringclasses 1
value | text
stringlengths 114
583k
| domain
stringclasses 1
value | round
int64 1
1
|
|---|---|---|---|---|---|---|---|---|---|---|
https://research.aalto.fi/fi/publications/the-optical-head-of-the-enviss-camera-for-the-comet-interceptor-e | 2021-05-07T14:13:09 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988793.99/warc/CC-MAIN-20210507120655-20210507150655-00629.warc.gz | 0.761672 | 436 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__3870393 | en | EnVisS (Entire Visible Sky) is an all-sky camera specifically designed to fly on the space mission Comet Interceptor. This mission has been selected in June 2019 as the first European Space Agency (ESA) Fast mission, a modest size mission with fast implementation. Comet Interceptor aims to study a dynamically new comet, or interstellar object, and its launch is scheduled in 2029 as a companion to the ARIEL mission. The mission study phase, called Phase 0, has been completed in December 2019, and then the Phase A study had started. Phase A will last for about two years until mission adoption expected in June 2022. The Comet Interceptor mission is conceived to be composed of three spacecraft: spacecraft A devoted to remote sensing science, and the other two, spacecraft B1 and B2, dedicated to a fly-by with the comet. EnVisS will be mounted on spacecraft B2, which is foreseen to be spin-stabilized. The camera is developed with the scientific task to image, in push-frame mode, the full comet coma in different colors. A set of ad-hoc selected broadband filters and polarizers in the visible range will be used to study the full scale distribution of the coma gas and dust species. The camera configuration is a fish-eye lens system with a FoV of about 180°x45°. This paper will describe the preliminary EnVisS optical head design and analysis carried out during the Phase 0 study of the mission.
|Julkaisu||Proceedings of SPIE - The International Society for Optical Engineering|
|DOI - pysyväislinkit|
|Tila||Julkaistu - 2020|
|OKM-julkaisutyyppi||A4 Artikkeli konferenssijulkaisuussa|
|Tapahtuma||Space Telescopes and Instrumentation: Optical, Infrared, and Millimeter Wave - Virtual, Online, Yhdysvallat|
Kesto: 14 joulukuuta 2020 → 22 joulukuuta 2020 | aerospace | 1 |
https://www.oneindia.com/2011/05/25/pak-returns-to-us-helicopter-damaged-in-laden-raid-aid0156.html | 2017-09-22T15:48:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818688997.70/warc/CC-MAIN-20170922145724-20170922165724-00342.warc.gz | 0.975643 | 169 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__240822496 | en | "The wreckage of the helicopter destroyed in the bin Laden operation was returned over the weekend and is now back in the United States," Colonel Dave Lapan said.
The operation, code-named as Operation "Neptune Spear", was ordered by US President Barack Obama. The raid on bin Laden's compound in Bilal Town, Abbottabad in Pakistan was launched from Afghanistan. The helicopter was damaged in a hard landing at bin Laden's compound and US special forces deliberately blew it up after gunning down Laden. But, the tail section of the helicopter remained behind and the US demanded it from Pakistan.
US had feared that parts of the advanced helicopter used in the raid could fall into Chinese hands. China has a close connection with Pakistan and relations between Pakistan and China have been rejuvenated with growing American distrust of its War on Terror ally. | aerospace | 1 |
https://www.austinflightcheck.com/products.php?cat=Flight+Planning+Tools | 2020-10-22T06:59:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107878921.41/warc/CC-MAIN-20201022053410-20201022083410-00661.warc.gz | 0.819106 | 125 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__104247284 | en | Login / Register optional
Jeppesen's well-organized flight planning log.
Standard E6B flight computer for easy use.
Great for every pilot certification and rating, student through ATP.
Sectional, WAC, TAC Scale with nautical and statue mile delineations
The most versatile and easy-to-use aviation flight computer for fast, accurate flight planning and calculations. Using the latest microchip and display technologies, the features and functions of the CX-3 make it the most useful aviation calculator available.
Heavy duty metal construction assures long life, high accuracy and enduring quality. | aerospace | 1 |
https://freemagazines.top/all-about-space-issue-109-2020/ | 2020-10-27T14:26:15 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107894203.73/warc/CC-MAIN-20201027140911-20201027170911-00180.warc.gz | 0.656011 | 100 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__72327262 | en | Overview: All About Space delivers fascinating articles and features on all aspects of space and space travel with mind-blowing photography and full-colour illustrations that bring the amazing universe around us to life.
Requirements: .PDF reader, 68 MB
Browser recommendations for the best experience: Google Chrome, Opera, Mozilla Firefox.
Best PDF Readers For Windows & MAC: Foxit Reader, Adobe Acrobat Reader DC.
Best PDF reader for Android: Xodo PDF Reader, Foxit PDF Reader. | aerospace | 1 |
https://www.behance.net/gallery/13858205/Star-Wars-Attack-Squadrons-TV-Spot-Concept | 2019-02-21T15:50:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247505838.65/warc/CC-MAIN-20190221152543-20190221174543-00602.warc.gz | 0.919026 | 146 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__82308262 | en | These are concept storyboards of a Teaser for Star Wars: Attack Squadrons an online Space Combat Game. This was my first real use of Cinema 4D combined with Photoshop. We start out by seeing a single X-wing fighter drop into frame. He seems to be flying alone in the vastness of space. Then 6 more X-wings fall into frame and begin to setup in an attack formation. As the camera starts to turn we begin to see a menacing object in the background. The Death Star. It dwarfs the X-wings with its massive size. Yet the X-wings expand their wings and thrust off into battle.
Skills Used: Conceptual Thinking // Design // 3D Animation // Storyboarding | aerospace | 1 |
https://www.callington.co.th/aerosafe | 2023-12-10T10:55:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101779.95/warc/CC-MAIN-20231210092457-20231210122457-00099.warc.gz | 0.889519 | 472 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__77531213 | en | Aviation Products // Aircraft Insecticides
Callington Aerosafe is a non-flammable aerosol insecticide for use inside the cabin of aircraft, just as it shifts from cruise phase to descent. The purpose of Callington Aerosafe (and aircraft disinsection procedures in general) is to help prevent the spread of mosquito borne diseases, such as Dengue Fever, Yellow Fever, Malaria, Chikungunya and Zika. It is also used to reduce the risk to agricultural industries and the environment against exotic pests.
Aircraft approved Callington Aerosafe effectively kills mosquitoes and other flying and crawling insects. It is to be carried out inside the cabin prior to the opening of doors prior to disembarkation in accordance with respective national Quarantine regulations.
Callington Aerosafe contains a non-flammable propellant and the World Health Organisation recommended active substance of 2% w/w d-Phenothrin.
Callington Aerosafe complies with the World Health Organisation specifications for aircraft insecticides and has the following approvals:
- Boeing D6-7127 and AMS 1450A
- Australian Department of Agriculture and Water Resources (DAWR)
- New Zealand Ministry of Agriculture & Fisheries (MPI)
- Callington is an ISO 9001:2015 quality accredited company
Aerosafe spraying method is to be carried out with passengers on board, just as the aircraft shifts from cruise phase to descent.
- Before commencing treatment, all overhead and sidewall lockers must be closed.
- Air recirculation system should be set at normal flow. Air conditioning systems should be switched off.
- Hold one can of Callington Aerosafe, start spraying from the back of the aircraft moving forward, keeping a steady walking pace.
- Can(s) should be directed away from passengers and towards the ceiling and closed overhead lockers.
- When one side of the aircraft is complete, switch aisles, spraying all the way until you reach the rear of the aircraft.
- Do NOT spray directly on exposed food, food preparation areas or food utensils.
- Spraying of cabins shall be carried out at a standard spray rate of 1g per second and based on a required coverage rate of 35g/100m3. | aerospace | 1 |
http://www.executivetravelmagazine.com/articles/how-english-improves-communication-in-the-cockpit | 2014-04-23T17:53:59 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1398223203235.2/warc/CC-MAIN-20140423032003-00270-ip-10-147-4-33.ec2.internal.warc.gz | 0.957954 | 1,135 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__162573050 | en | How English Improves Communication in the Cockpit
Frequent fliers understand just how interconnected the world has become, thanks to common interests and the increasing use of English as the universal language. The ability to communicate without the use of interpreters has revolutionized the business world-and the aviation industry. In fact, after the end of World War II, English became the official tongue used by everyone in the aviation realm. Of course, a Japanese pilot can still speak Japanese when flying in Japanese airspace, but when he flies internationally, he will have to use English.
The International Civil Aviation Organization (ICAO) made the requirement of English proficiency by pilots and controllers mandatory in 2008. The FAA followed by requiring all pilots operating internationally to have the "English proficiency" annotation on their licenses by March 2009.
Does this mean that English speakers can fly anywhere in the world and understand all air traffic controllers and other pilots? Well, sometimes. Keep in mind that most international flights originating in the U.S. will be long and will take place during the late evening. Landings are often made in the early morning, when pilots are undoubtedly tired. Due to this fatigue, any differences in accent will be magnified exponentially. It is quite common for the PNF (Pilot Not Flying), who talks on the radio, to misunderstand a transmittal to the aircraft when it's delivered with a strong accent. I have flown all over the world, but I still have occasional difficulty understanding controllers-even those from other English-speaking countries, such as Ireland, Scotland and England.
Flying in the Pacific and the Far East presents its own problems. For example, I have particular trouble understanding the controllers when flying from Japan to Bangkok, Thailand. The flight path is usually plotted down the Chinese coast, over Vietnam and Laos, then into Thailand. Some radio communication in these countries can be achieved only with HF (high-frequency) radios. Anyone who has used HF radio knows how distorted voices can become. Complicating matters further, aircraft and controllers often use a common frequency, depending on the time of day. As a result, all aircraft flying within a 200-mile radius are probably using the same channel. Getting a call in may take several attempts and can be very frustrating. Combine a strong accent with an antiquated radio, and you'll have the recipe for errors and miscommunication.
There has been a coordinated effort to introduce English as the common tongue for all aviation entities worldwide. While adoption has been slow, concrete improvements in safety have already been realized through the use of a
On your mind
Readers pose their questions on air travel
Q. This spring, we returned from Europe on an Air France Airbus 330-200 and had a very nice flight. We were particularly impressed with how pleasant and efficient the cabin crew was. Less than a week after we returned, AF-447 went down. Partly because of our recent experience, I have done a lot of reading on the subject and came across the term "coffin corner." For a loaded A-320 at, say, 37,000 feet, how narrow is the airspeed between the top and the bottom of the flight envelope? I thought I heard on TV that it was 8 mph, which sounds rather narrow to an outsider like me. I would appreciate any light you could shed on the matter.
Irv Usner, Beverly Hills, Michigan
A. This term refers to the peak or corner in the stall speed/critical mach number chart. Operating outside of the published altitude and weight limits for a specific aircraft puts you in the coffin corner, so to speak. The critical mach number is the airspeed at which the airflow over a specific portion of an aerodynamic shape becomes supersonic and creates a shock wave. When this occurs, the drag coefficient increases suddenly and dramatically increases drag on the airframe. Airliners are not designed to fly at supersonic airspeeds, so when shock waves occur in the airflow over the wing or tailplane, the plane can stall or lose control.
I have looked at the A-320's 1.3G Initial Buffet Speeds Chart. For a fully loaded (165,000 pounds) A-320 at 37,000 feet, the spread between the stall speed and the critical mach number is only three knots (3.45 mph). The 1.3G refers to the extra three-tenths G over the 1G that all aircraft experience in level flight. The extra .3G is added for maneuvering and/or turbulence. Needless to say, most pilots would avoid operating their aircraft with such a thin margin of safety.
If you were to decrease either the weight or the altitude of the cruising aircraft, the spread between a stall and the critical mach number would widen. For example, an A-320 at flight level 330, weighing only 130,000 pounds, would have an 81-knot spread between stalling and exceeding critical mach.
There are just two situations in which any aircraft could find itself in this predicament, and both of them are weather-related. One could happen if a pilot were attempting to climb over a thunderstorm, misjudged the height of the cell and tried a last-ditch effort to climb higher. The other might happen if the pilot were stuck in heavy turbulence and attempted a climb to circumvent it. This is why we always carry charts to determine the safe operating envelope for our specific aircraft.
Have a question you'd like Chris Cooke to answer in a future issue? Send it to [email protected]. | aerospace | 1 |
https://www.silicon.co.uk/e-innovation/research/blue-origin-completes-flight-after-bezos-mission-413574/amp | 2021-10-25T13:01:23 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587711.69/warc/CC-MAIN-20211025123123-20211025153123-00156.warc.gz | 0.941392 | 773 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__49817871 | en | Blue Origin has reused the New Shepard rocket that carried former Amazon CEO Jeff Bezos to space last month, in another successful test mission.
Bezos’s space venture announced on Thursday it had successfully completed the 17th New Shepard mission to space and back, in a time of 10 minutes and fifteen seconds.
What is perhaps more remarkable is that this was the 8th consecutive flight for this particular vehicle, demonstrating the re-usability and reliability of this rocket model.
Blue Origin said the flight, which had no crew, carried “payloads supported by NASA’s Flight Opportunities program and included a second flight of the Deorbit, Descent, and Landing (DDL) Sensor Demonstration under a NASA Tipping Point partnership.”
The DDL demonstration, which flew for the second time mounted on the exterior of New Shepard’s booster, tested technology designed to achieve high-accuracy landing for future Moon missions.
This aims to enable long-term lunar exploration.
“After flying more than 100 payloads to space on New Shepard, today’s 8th flight of this vehicle carried NASA-sponsored and commercial experiments, including the second flight of NASA’s lunar landing technology that will one day allow us to further explore the Moon’s surface,” said Bob Smith, CEO, Blue Origin.
“We are grateful to NASA for partnering with us once again on this experiment, and we are proud of the Blue Origin team for executing a great flight in support of all our customers,” said Smith.
Blue Origin of course is locked in a bitter dispute with NASA at the moment, after the US space agency in April awarded Elon Musk’s SpaceX a $2.9 billion contract to build the Artemis lunar lander to carry humans to the moon, as early as 2024.
NASA’s decision to award the contract to SpaceX triggered a formal protest from Jeff Bezos and Blue Origin, filed with the Government Accountability Office (GAO).
Jeff Bezos in July offered to personally cover up to $2bn in NASA costs if the agency also offered it a lunar lander contract.
But on 2 August 2020, the GAO rejected Blue Origin’s challenge of NASA’s $2.9 billion (£2bn) lunar lander contract deal with Space X.
Last week Blue Origin filed a lawsuit in federal court against the government, as part of its ongoing allegation that the US space agency wrongly awarded a lucrative contract solely to SpaceX earlier this year.
A decision of that is expected in November.
Blue Origin is currently competing directly in the emerging space tourism industry with Sir Richard Branson and Virgin Galactic.
Sir Richard won the billionaire spacerace, when he beat Amazon’s Jeff Bezos into outer space – a race widely expected to kick-start the space tourism industry.
Virgin Galactic have priced a ticket to space at $450,000, but Blue Origin have yet to reveal its price for a seat aboard its vehicle.
That said, one of its tickets sold for an eye watering $28 million in an auction.
Earlier this week it was reported that Blue Origin has lost more than a dozen key leaders and top engineers since Bezos’s flight on 20 July.
There are reports of frustration with management and a slow, bureaucratic structure.
Blue Origin is hoping to develop the tech it has used for New Shepard into a spacecraft capable of landing on the moon.
Tencent fixes 'loophole' that allowed Bing and Google to temporarily display WeChat results, as China…
Law enforcement and intelligence agencies in the US and partner countries hack REvil's infrastructure and…
Ai-Da, a robot that uses artificial intelligence to create art, was detained by Egyptian customs… | aerospace | 1 |
http://www.airberlin.com/da-DK/destinations/routes/flight/lpa-pmo | 2015-03-04T13:50:49 | s3://commoncrawl/crawl-data/CC-MAIN-2015-11/segments/1424936463485.78/warc/CC-MAIN-20150226074103-00237-ip-10-28-5-156.ec2.internal.warc.gz | 0.861248 | 215 | CC-MAIN-2015-11 | webtext-fineweb__CC-MAIN-2015-11__0__1467078 | en | Found: Flight from Gran Canaria to Palermo – let’s go
We put an end to your search for flights from Gran Canaria to Palermo. With airberlin you start your flight in Spanien from Gran Canaria airport. Enjoying our good service, it seems like in no time at all, you leave behind the 2.877 km distance to Palermo.
airberlin has it: Flight Gran Canaria – Palermo
To arrive feeling reinvigorated in Italien at Palermo airport, you may order one of our reasonable and freshly prepared Sansibar Gourmet meals on board our aircrafts, on all flights with a flight time of 60minutes or more. And if you find it tasty and want to try another one, just order one more Gourmet meal on your flight back to Gran Canaria in Spanien. Nevertheless, we supply you with snacks and drinks on all of our flights with no exception.
Check out the flight schedule for Gran Canaria - Palermo. | aerospace | 1 |
https://daytonregion.com/ddc/staff/ryan-blackburn | 2024-03-01T14:48:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475311.93/warc/CC-MAIN-20240301125520-20240301155520-00629.warc.gz | 0.970112 | 316 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__135598905 | en | Ryan Blackburn is a native of central Ohio and an Air Force veteran. While serving on active duty from 2004-2010 as an Operations Intelligence Analyst, Ryan deployed to Iraq twice and once to Afghanistan. His first permanent duty assignment took him to Spangdahlem, Germany where he lived for two years supporting the Air Force European Command. The latter part of his military career was spent at Hill Air Force Base outside of Salt Lake City, Utah where he supported tactical level F-16 operations. He also had numerous temporary assignments including ones in Italy and Alaska.
After completing his service to the Air Force in 2010, Ryan worked in the finance and real estate industries. Ryan utilized his post-military education benefits to pursue a bachelor’s degree at The Ohio State University in Business Administration and then a graduate leadership certificate in Public and Non-profit Leadership from the John Glenn College of Public Affairs. He worked as a Veteran Peer Sponsor while at Ohio State, helping new veteran students acclimate to the collegiate atmosphere and providing guidance and resources to the student veteran population on campus.
That veteran interaction and assistance led to Ryan joining the State of Ohio Department of Veterans Services. Ryan worked as the Workforce Manager with the Ohio Department of Veterans Services from 2016-2022, where he directed a team of consultants across the state that assisted employers with hiring veterans. Ryan also worked strategically with national organizations to help Ohio become the premier destination for military veterans and their families.
Ryan currently resides in Lewis Center, Ohio with his wife, Allison, and their two sons, Parker and Evan. | aerospace | 1 |
https://www.loveair.co.uk/2021/02/18/ntsb-prelim-piper-pa46/ | 2021-03-08T13:17:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178375439.77/warc/CC-MAIN-20210308112849-20210308142849-00114.warc.gz | 0.898072 | 636 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__49729951 | en | Fri, Feb 19, 2021
The Elevator Then Began To Shake And Become Ineffective
Location: Leicester, MA Accident Number: ERA21LA122
Date & Time: February 2, 2021, 16:45 Local Registration: N221ST
Aircraft: Piper PA46 Injuries: 3 Minor
Flight Conducted Under: Part 91: General aviation – Personal
On February 2, 2021, about 1645 eastern daylight time, a Piper PA-46-350P, N221ST, was substantially damaged when it was involved in an accident near Leicester, Massachusetts. The commercial pilot and two passengers received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot reported that the airplane was on approach to runway 11 at Worcester Regional Airport (ORH), Worcester, Massachusetts. During that time, “a little ice” began to build up on the wings and he activated the deicing system (boots) twice upon entering clouds.
The elevator then began to shake and become ineffective. In an effort to avoid a stall, the pilot applied forward yoke control and the airplane contacted a tree and came to rest upright in the front yard of a residence about 3 miles from the runway 11 threshold.
More News Airborne 02.16.21: F-15EX Progress, French MoD Buys TBMs, Coulson FireLiners Also: Lunar Outpost Launch Assignments, SWA Pilot’s Union, NATA Schools Washington, Embraer 2020 Deliveries The first F-15EX completed its initial flight in St. Louis Feb. 2. It wa>[…]Airborne 02.16.21: F-15EX Progress, French MoD Buys TBMs, Coulson FireLiners Also: Lunar Outpost Launch Assignments, SWA Pilot’s Union, NATA Schools Washington, Embraer 2020 Deliveries The first F-15EX completed its initial flight in St. Louis Feb. 2. It wa>[…]Airborne 02.12.21: SnF Digital News!, LearJet DOA, NTSB On S-76B Crash Also: Hawaii Weather Cam, SecTrans Chats w/NBAA, A300 Facelift, LuxStream The Aero-News Network and Sun ‘n Fun have teamed up to add something timely, mobile-centric and vital to t>[…]Aero-News: Quote of the Day (02.16.21) “Both these cases highlight how even a beautiful day can turn into a bad situation. It’s very important that individuals pay close attention to the weather and sea state cond>[…]ANN’s Daily Aero-Linx (02.16.21) Aero Linx: RodMachado.com Let me help you learn to fly or learn more about flying. I’ve been in the flying business since 1970 and teaching flying since late 1973. I’ve helped hund>[…]
This post was originally published by Aero News GA on . Please visit the original post to read the complete article. | aerospace | 1 |
https://defence.capital/2019/11/16/india-navy-mig-combat-jet-crashes-after-engine-flame-out/ | 2023-09-28T00:49:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510334.9/warc/CC-MAIN-20230927235044-20230928025044-00752.warc.gz | 0.964703 | 356 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__293124694 | en | INS Hansa (Goa): An Indian Navy combat jet today crashed following its engines going up in flames after a bird hit soon after take-off from the air base here. The two pilots ejected to safety after directing the aircraft away from populated areas of Goa.
The accident occurred around noon, when the Russian-origin MiG-29KUB, a twin-seater variant, was on a routine training sortie, an Indian Navy statement said in New Delhi.
The MiG-29KUB jet encountered a flock of birds after take off from the naval air base at Dabolim. The pilots observed that the left engine had flamed out and the right engine had caught fire.
“Attempts to recover the aircraft following the standard operating procedures were unsuccessful due to nature of emergency. The pilot, showing huge presence of mind, pointed the aircraft away from populated areas and both pilots ejected safely,” the statement said.
An inquiry to investigate the cause of the accident has been instituted by the navy. The pilots — Captain M. Sheokhand and Lieutenant Commander Deepak Yadav — are safe and have been recovered. There has been no loss of life or damage to property on ground.
In January 2018, another MiG-29K had caught fire after veering off the runway in the same air base while attempting a take off. The trainee pilot of that aircraft managed to eject to safety.
The Indian Navy had inducted the MiG-29K/KUB into service in 2016. The aircraft is integrated on board the INS Vikramaditya, the lone aircraft carrier of the Indian Navy, bought from Russian for a $2.34 billion price in 2010. | aerospace | 1 |
https://in.news.yahoo.com/pm-cut-clutter-ensured-timely-arrival-rafales-india-140338343.html | 2020-08-13T06:32:14 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738960.69/warc/CC-MAIN-20200813043927-20200813073927-00412.warc.gz | 0.980699 | 579 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__45725294 | en | Gurugram (Haryana) [India], July 27 (ANI): Prime Minister Narendra Modi 'cut the clutter' around the earlier Rafale deal and took a bold step to ensure its timely arrival in the country, said Air Marshal (Retired) Raghunath Nambiar on Monday after five Rafale jets took off for India from France.
"The Prime Minister, to put it in simple words, cut the clutter. We were engrossed in the procurement of these 126 aircraft and we were going nowhere. There was no way forward other than for the government to step in and take a very bold and correct step," Nambiar told ANI here.
"We must consider it very fortunate that this step was taken by the Prime Minister, otherwise, today we wouldn't have had the Rafale," he added.
He further praised the aircraft and said it will dominate the sky after it starts operating from Ambala and other bases, and gave India an edge over Pakistan and China.
"Rafale is the best aircraft in the sky at this time. To compare it with what Pakistan has, like F-16 and JF-17, wouldn't be anything serious. If you had to compare Rafale against Chengdu J-20, I think Rafale stands head and shoulders above them," Nambiar said.
He, however, added that India needed 114 more aircraft to keep the Air Force strong, apart from Light Combat Aircraft (LCA) Mach-1A, Sukhoi-30, or MiG-29 which will be arriving soon.
In a long-awaited development, five Rafale fighter aircraft today took off for India from an airbase in France to join the Indian Air Force fleet in Ambala on Wednesday.
The fighter aircraft were flagged off by the Indian Ambassador to France from an airbase in Merignac in France where the Ambassador interacted with the India crew flying it back to India.
The five aircraft flying to India today include seven Indian pilots including the commanding officer of the 17 Golden Arrows squadron.
All the pilots have been trained on the aircraft by the French Dassault Aviation company as per the agreement signed for the biggest ever defence deal signed by India in 2016 for acquiring 36 Rafale jets for over Rs 60,000 crores.
The aircraft would make their first stopover at a French base in the United Arab Emirates on their way to India and would be refuelled by French Air Force tanker aircraft somewhere around Greece or Israel over sea before landing there.
After a stopover, they will then proceed towards Ambala from there and reach by July 29 morning. The delivery of the aircraft was earlier supposed to have been done by May end but this was postponed by two months in view of the COVID-19 situation in both India and France. (ANI) | aerospace | 1 |
http://www.seeker.com/could-ancient-pottery-improve-spacecraft-tiles-1765573579.html | 2016-09-25T20:54:26 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738660350.13/warc/CC-MAIN-20160924173740-00276-ip-10-143-35-109.ec2.internal.warc.gz | 0.939386 | 719 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__45424204 | en | Could Ancient Pottery Improve Spacecraft Tiles?
You might not think that a collaboration to study the chemical and physical properties of ancient Attic pottery would have anything to do with space missions, but, well, you’d be mistaken.
Earlier this year, the National Science Foundation (NSF) awarded nearly $500,000 to scientists from the Getty Conservation Institute, Stanford’s National Accelerator Laboratory (SLAC) and the Aerospace Corporation to do just that.
Among other objectives, it is hoped that the project will improve our understanding of iron-spinel chemistry, which is critical to the advanced ceramics used for thermal protection in aerospace applications, such as protective tiles on the Mars Rover Sojourner, or the fleet of space shuttles, for example.
“Ceramic components are used all through space technology and space vehicles,” materials scientist Mark Zurbuchen told Physorg.com. “We need to continue to learn about interactions of components within these materials to help us better understand any real-world issues that may arise in actual space components.”
Attic pottery features red and black figures (see image, right) and was a fixture in ancient Greece from the sixth to fourth centuries B.C. The precision required to produce the impressive detail seen in such pieces is very high, and our understanding of the methods and techniques used by various artists — and how those evolved over time — is incomplete.
Attic pottery was created by artisans working with their hands with clay and pigment. Space mission ceramic tiles, in contrast, are made with high-tech laser beams controlled by a computerized machine tooling system.
However, “Something doesn’t need to be complex to be sophisticated. If we can understand the technology with which these works of art were made, we can use the knowledge for a surprisingly wide variety of applications,” Karen Trentalman, a Getty conservation scientist who is leading the collaboration, explained.
The tiles used in space missions must be able to withstand a wide range of extreme temperatures, from as low as -250 degrees F (the chill of deep space) to as high as 3000 degrees F (during re-entry).
The iron-spinel ceramic pigments found in Attic pottery are able to remain chemically stable at very high temperatures. It’s the degree of iron oxidation that provides the red and black coloring associating with Attic pottery. (Modern versions of such pigments are typically synthesized from mixtures of iron oxide and chromium oxide.)
WATCH VIDEO: Find out what it is like to be launch director at NASA.
The researchers involved in the Getty project are using a technique called x-ray absorption near edge structure (XANES) — a type of spectroscopy — to determine the states of iron oxidation in pottery fragments, combined with x-ray absorption fine structure (EXAFS) to glean more information about the molecular structure of the iron minerals used.
From this, it is hoped they can identify telltale material “signatures” of the specific artists who created certain pottery fragments. This can shed light on how the techniques used might have changed and evolved over time, and help with classifying unsigned works. It could, in turn, also lead to improved conservation methods and better ceramic tiles for the aerospace industry — including NASA.
Image (top): The underside of space shuttle Discovery before docking with the space station (NASA) | aerospace | 1 |
https://link.springer.com/article/10.1007%2Fs10853-006-0109-5 | 2019-03-20T19:39:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202450.86/warc/CC-MAIN-20190320190324-20190320212324-00167.warc.gz | 0.728232 | 559 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__149185271 | en | Phosphazene-based polymers as atomic oxygen resistant materials
- 196 Downloads
Spacecraft materials in low earth orbit environment (LEO; 200–700 km) are subjected to the combined effects of thermal cycling, far ultraviolet radiation, hard vacuum, micrometeoroid and debris impact, charged particle bombardment, spacecraft charging and atomic oxygen (AO). Of these the dominant chemical constituent of LEO environment is AO formed by the photodissociation of molecular oxygen [1, 2]. AO causes erosion of polyimide films, advanced composites and engineering thermoplastic materials which are extensively used for the construction of satellites and space stations placed in LEO and hence, these materials need protection. Metal oxides, which have negligible erosion rates, can be used as AO resistant protective coatings for materials that are susceptible to AO attack. However, these coatings lack flexibility and are susceptible to pin hole defects and easily crack on thermal cycling due to thermal expansion mismatch of the coating and the substrate [1, 2]. To overcome the...
KeywordsAtomic Oxygen Phosphazene Bismaleimide Vinylic Polymer High Phosphorus Content
The authors thank the authorities of VSSC for granting permission to publish this work. One of the authors (D.D.) is thankful to CSIR, New Delhi for a senior research fellowship. The authors acknowledge Professor V. Chandrasekhar, IIT, Kanpur for supplying the vinylic polymer, VCP-1.
- 1.Purvis CK (1988) NASA/SDIO space environmental effects on materials workshop. Hampton, VA, USA, June–July 1988. NASA Conference Publication 3035, Part I, p 179Google Scholar
- 2.Mcclure D (1988) NASA contractors report 4158, p 28Google Scholar
- 5.Kulig J, Schwam D, Litt MH (1990) In: Sheats J (ed) Inorganic and metal containing polymeric materials. Plenum Press, New York, p 225Google Scholar
- 10.Connell JW, Smith JG Jr, Kalil CG, siochi EJ (1996) In: Proc 41st int SAMPE symp, p 1747Google Scholar
- 12.Nair CPR, Sunitha M, Ninan KN (2002) Polym Polym Comp 10:457Google Scholar
- 13.Nair CPR, Ninan KN (2004) Polym Polym Comp12:55Google Scholar
- 16.Dever JA (1994) In: Noor AK, Venneri SL (eds) Adv metal metal-matrix and poly matrix comp, vol 2. p 422Google Scholar | aerospace | 1 |
https://www.stratnavapp.com/Projects/d4fa73d3-05e7-4f9c-8ac0-8b7a530b15e5/HTMLReport | 2024-02-25T22:57:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474643.29/warc/CC-MAIN-20240225203035-20240225233035-00169.warc.gz | 0.878797 | 3,301 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__45805717 | en | U.S. National Aeronautics and Space Administration 2018 Strategic Plan
National Aeronautics and Space Administration (NASA)
Plan period: from 02/02/2018 to 30/09/2022
NASA inspires the world with our exploration of new frontiers, our discovery of new knowledge, and our development of new technology. Our work benefits Americans and all humanity. Since NASA's inception in 1958 to present day, the Agency’s history is written with each unique scientific and technological achievement. We have landed people on the Moon, visited every planet in the solar system, touched the Sun, and solved some of the core mysteries of our home planet. Today, our Nation’s economic prosperity, National security, and cultural identity depend on our leadership in aeronautics, space exploration, and science. NASA accepts the challenge to continue our legacy of achievement and greatly expand the benefits we provide to mankind. Our success will be determined largely by the planning and investments we undertake today. This commitment is what drives our Vision, Mission, and overarching approach that form the core of our 2018 Strategic Plan.
Plan submitted by:
We strive to accomplish our Vision and Mission with the utmost care -- recognizing that we are stewards of taxpayer dollars, critical human capital, and one-of-a-kind facilities. With guidance from the White House, NASA will lead a new era of space exploration and advancements for our Nation. This plan outlines the strategic direction, goals, and priorities we will pursue to make this Vision of the future a reality. We have identified four strategic goals that will strengthen NASA's ability to accomplish its Mission and contribute to U.S. pre-eminence in space exploration, science, technology development, and aeronautics -- all to the benefit of the American economy. Each strategic goal, as well as their corresponding strategic objectives, is outlined below and discussed in detail in the following section of this plan.
TO DISCOVER AND EXPAND KNOWLEDGE FOR THE BENEFIT OF HUMANITY.
LEAD AN INNOVATIVE AND SUSTAINABLE PROGRAM OF EXPLORATION WITH COMMERCIAL AND INTERNATIONAL PARTNERS TO ENABLE HUMAN EXPANSION ACROSS THE SOLAR SYSTEM AND BRING NEW KNOWLEDGE AND OPPORTUNITIES BACK TO EARTH. SUPPORT GROWTH OF THE NATION’S ECONOMY IN SPACE AND AERONAUTICS, INCREASE UNDERSTANDING OF THE UNIVERSE AND OUR PLACE IN IT, WORK WITH INDUSTRY TO IMPROVE AMERICA’S AEROSPACE TECHNOLOGIES, AND ADVANCE AMERICAN LEADERSHIP.
Goal Statement: EXPAND HUMAN KNOWLEDGE THROUGH NEW SCIENTIFIC DISCOVERIES.
NASA's enduring purpose is scientific discovery and exploration for the benefit of the United States and humanity. For almost 60 years, NASA's discoveries have been inspiring the world, rewriting textbooks, and transforming knowledge of humanity, the planet, the solar system, and the universe. NASA's missions have not only changed what we know, but also how we think as a society -- truly civilization-scale science. NASA’s missions and sponsored research provide access to the farthest reaches of space and time and deliver essential information about our home planet, directly improving life here on Earth. Together, scientific discovery and human exploration improve and safeguard life on Earth. For example, Earth science research improves our weather forecasts and predictions of catastrophic events. Medical treatments have resulted from NASA studies on the effects of flight and low-gravity on the human body. Furthermore, NASA’s technology developments contribute to economic stability and growth. Scientific research is also opening the pathway for exploration and robotic-human partnerships. NASA's James Webb Space Telescope (Webb) is poised to be the premier observatory of the next decade -- unlocking the mysteries of the universe for humankind. The International Space Station (ISS) is an orbital outpost for humanity. It is a blueprint for global cooperation and scientific advancement, a catalyst for growing new commercial marketplaces in space, and a test bed for demonstrating new technologies. It extends where humankind lives and is the springboard for NASA's next great leaps in human space exploration, including future missions to the Moon and beyond. Finally, NASA acts as a champion of free and open access to scientific data. The Agency's work incorporates and builds upon the work of others in a spirit of global engagement and diplomacy. As more nations seek to use space for scientific investigation, the body of knowledge grows for the benefit of all.
- Competition & Review
- Sun, Earth, Solar System & Universe
Goal Statement: EXTEND HUMAN PRESENCE DEEPER INTO SPACE AND TO THE MOON FOR SUSTAINABLE LONG-TERM EXPLORATION AND UTILIZATION.
America is a Nation of explorers. In everything we do -- science, technology, commerce, the arts, sports -- we strive to reach higher, farther, deeper, or faster than ever before in order to create a better future for the generations to come. NASA is pushing the same boundaries in space. Orbiting Earth aboard the International Space Station (ISS) right now, astronauts are preparing for space missions that will push the frontiers of human experience outward into the solar system. NASA is also laying the foundation for America to sustain a constant commercial, human presence in low Earth orbit. From there, we will turn our attention back toward our celestial neighbors. We will return American astronauts to cis-lunar space and the Moon to build the foundation we need to send Americans to Mars and beyond. Cislunar space will be a stepping-stone, a training ground, a venue to strengthen our commercial and international partnerships as we refocus America’s space program. NASA is testing technologies and techniques needed to keep humans safe, healthy, and productive on these future deep space missions. Ranging from environmental control and life support, to advanced propulsion and automated rendezvous and docking, these capabilities will be robust, affordable, sustainable, and adaptable to a variety of destinations. NASA will pursue a sustainable cadence of compelling missions in preparation for the first crewed missions to deep space. These include the first test flight of the Space Launch System (SLS) and Orion crew vehicle near the Moon and the first crewed flight of this transportation system, designed for missions beyond low Earth orbit. At the same time, to support a broader strategy to explore and utilize the Moon and its surface, NASA is establishing a Lunar Orbital Platform - Gateway in cis-lunar space, to include a power and propulsion element by 2022, and habitation, airlock, and the required logistics capabilities soon after. In addition, to help pave the way for human exploration, NASA is planning to develop a series of robotic lunar missions to the surface of the Moon. The United States will seek international partnership on a shared exploration agenda and spearhead the next phase of human space exploration. NASA will promote permanent human presence in space in a way that enables the 21st century space economy to thrive. It will take the best of NASA, the U.S. private sector, academic talent, and the capabilities of international partners to accomplish these bold missions.
- Low Earth Orbit
- Earth-Orbit Economy
- Testing & Maturation
- Openness & Resilience
- Strategic Focus
- Collaboration & Leadership
- Human Presence
- Commercial Activities
- On-Orbit Research
- Safety, Reliability & Affordability
- Fiscal Realism
- Economic Opportunity
- Operations & Staging
- Markets & Demand
- Deep Space
- Commercial Suppliers
Goal Statement: ADDRESS NATIONAL CHALLENGES AND CATALYZE ECONOMIC GROWTH.
Originally tied to keeping the Nation secure and advancing U.S. leadership in aeronautics, communications satellites, and Earth remote sensing, NASA's mandate is broader today. The challenges NASA addresses relate to gathering climate change data; supplying technological solutions for terrestrial problems; advancing the state of Research and Development (R&D) in aeronautics and other fields; developing commercial and human space launch and transportation capabilities; understanding cosmic phenomena as wide-ranging as space weather, asteroids, and exoplanets; and improving the Nation's innovation capacity. NASA drives economic development and growth; the National Aeronautics and Space Act of 1958 calls out this important theme, and the Agency generally invests more than 80 percent of its funds in U.S. industry and academia to carry out its missions of scientific discovery and exploration. In doing so, NASA engages and inspires young people to become scientists, technologists, engineers, and mathematicians. This ensures that the Nation's vast intellectual and industrial base -- shared by many other Government agencies, including the departments of Defense, Commerce, Transportation, and Interior -- has a continuous supply of bright minds and skilled hands. NASA enhances a core strategic advantage of the United States: the ability to attract partners and work with talent globally. Because of NASA's role in the international community, the Agency can help National security leaders manage global risks. Technology drives NASA's future human and robotic exploration missions. As its technology efforts mature, NASA transfers appropriate technologies to industry and commercializes them to benefit a wide range of users. This ensures that the American people realize the full economic value and societal benefit of NASA's work. NASA also provides funding for fundamental technology research with broader benefit to the U.S. innovation system. The aerospace sector is considered to be a rough gauge of a Nation's competitiveness, and the United States leads the world in this arena. NASA aeronautics research encompasses an ever-broadening array of technologies to make airplanes safer, quieter, and friendlier to the environment, and air travel more efficient. Today, NASA technology is found aboard every U.S. aircraft and inside every air traffic control facility in the country. This infusion can be attributed to one of the most productive public-private partnerships in U.S. history, as NASA continues to team with industry, academia, and other Government agencies. Transformational demonstrations NASA plans in the next eight years will advance U.S. leadership for the next century of flight, and could bring about the return of overland supersonic flight; new airliners that consume half the fuel of today's models; safe, expanded use of unmanned aircraft systems, or drones, for economic and societal benefit; and safe, semi-autonomous small aircraft for personal "on-demand" transportation. Attracting students to enter science, technology, engineering, and mathematics (STEM) fields is vitally important, and NASA's missions help to inspire the next generation. In 2015, public interest in NASA's mission to Pluto created an internet sensation, with more than 10 million views on the mission page, and 42 percent of all U.S. Government website traffic going to NASA during the historic flyby. NASA similarly inspired millions during Scott Kelly's year-long stay aboard the International Space Station (ISS), the first flight test of the Orion spacecraft for human exploration, the Mars rover landings, and many other significant missions. One of NASA’s core missions is to ensure that our scientific and technological advances reach the widest possible audience to inspire the current and next generation of explorers.
- Propulsion & Energy
- International Partnerships
- Exploration Capabilities
- Research & Technology Development
- Transformational Technologies
- Global Operations
- Commercial Vehicles
- Inspiration & Engagement
- Supersonic Aircraft
- Progress Evaluation
- Reviews & Outcomes
Goal Statement: OPTIMIZE CAPABILITIES AND OPERATIONS.
NASA is proud to be the U.S. agency charged with exploring the unknown in space and driving new advances in aerospace science and technology on behalf of the American public. Reaching for the stars requires dedicated, knowledgeable people and cutting-edge facilities and capabilities to provide the tools and support necessary to carry out our ambitious tasks. NASA strives to accomplish our mission with the utmost care -- recognizing that we are stewards of taxpayer dollars, critical human capital, and one-of-a-kind facilities. NASA maintains a large and diverse set of technical capabilities and assets to support our missions, other Federal agencies’ work, and the private sector to test, validate, and optimize innovations. The Agency understands that a skilled, valued, and diverse workforce is central to creating and maintaining the capabilities to explore the solar system and beyond and for understanding our home planet. NASA will continue to maintain and ensure the availability and safety of critical capabilities and facilities necessary for advancing our space-, air-, and Earth-based activities. This hybrid goal includes both strategic objectives and management focused objectives. NASA has a renewed focus on its essential and distinctive technical capabilities. As a result, the Agency has adopted a new operating model that strengthens its management of the engineering and systems capabilities that are fundamental to every mission and strategic goal. This model provides for proactive, strategic management of these capabilities and allows NASA to optimize the allocation of technical specialties to its Centers, to select key areas for future investments, and to identify and transition those capabilities that are no longer needed or are better obtained from emerging National commercial sources. Recognizing the growth of technologies and innovations increasing outside the Agency, NASA is instituting a robust partnership and acquisition strategy focused on leveraging and collaborating with the private sector and academia in order to benefit from their innovations. NASA's role in global engagement extends directly from the Space Act in areas such as data-sharing agreements and joint science and technology flight projects. More than two-thirds of NASA's science missions have foreign partners. NASA’s domestic and international collaborations are often pathfinders for other forms of cooperation, in part by demonstrating standards of best practices for civil and commercial space activities such as orbital debris mitigation, data sharing, openness, operational coordination, and flight safety. NASA plays a key role in setting global polices for aviation safety and access and specific standards and norms for space operations. NASA is most successful when it leads through example and practice, attracting partners who realize the benefits of shared values. Such principles include a shared understanding of the responsible use of space, free and open data policies, and the broad benefits of fundamental public Research and Development (R&D). U.S. leadership in space is due in part to NASA's ability to inspire and create access to complex challenges. The Agency continues to retain and serve as a unique National resource of engineers, scientists, business and international specialists, and technologies. NASA provides the Nation with tools for leadership and inspiration in aerospace science and technology. This goal enables all of NASA's space-, air-, and Earth-based research and innovation activities, producing the best return on the Nation's investment.
- Data & IT Assets
- Risk Acceptability
- Vulnerability, Susceptibility & Mitigation
- Human Exploration & Robotic Missions
- Human Capital
- Capabilities, Capacities & Quality
- Space Access & Services
- Career Opportunities
- Trilateral Summit
- Investments & Divestments
- Domestic Agreements
- Enterprise Protection
- International Agreements
- Leadership & Inspiration
- Capital Investments & Repairs
- Internships, Fellowships & Hiring
- Employee Viewpoints
- Evidence & Evaluation
- Evidence & Evaluation
- Additional Decisions
- Verification & Validation
- Key Indicators
- Master Plan
- Economic Development & Growth
- Access to Space
- Risk Mitigation
- Capability Leadership
- Satellite & Robotic Planetary Missions
- Needs, Requirements & Priorities
- Value & Alignment
- Effectiveness & Efficiency
- Missions & Programs
- International & Interagency Partnerships
- Advice & Alignment
- Laws & Policies
- Discoveries & Knowledge
- In-Grant Investment
- Safety & Success
- External Factors
- Facility Capability Leadership
- Communication & Tracking Services
- Global engagement & Diplomacy
- Technical Guidance Plans
- Interagency Agreements
- Opportunity, Diversity & Inclusion
- External Factors
- Employment Opportunity & Discrimination
- Standards & Specifications
- Business Services | aerospace | 1 |
http://www.avitrader.com/2015/04/20/ametec-ameron-wins-contract-for-fire-suppressant-systems-aboard-bell-relentless-525-helicopters/ | 2017-11-20T23:10:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806258.88/warc/CC-MAIN-20171120223020-20171121003020-00776.warc.gz | 0.910755 | 243 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__149747041 | en | April 20, 2015
AMETEK Ameron wins contract for Fire Suppressant Systems aboard Bell Relentless 525 helicopters
Ameron Mass Systems, a unit of AMETEK Aerospace & Defense and a pioneer in the development of high-performance aerospace and defense components, has been selected by Bell Helicopter to provide the cargo and engine bay fire suppressant systems for the new Bell 525 Relentless commercial super-medium helicopter. Mass Systems, the OEM division of AMETEK Ameron, developed a specialized solution to meet the superior safety requirements of the Bell 525 Relentless. “The Cargo Bay Fire Suppressant System we developed for the Bell 525 Relentless is a patent-pending system that is the first of its kind installed on any aircraft. The system features uniquely operating fire bottles that are manufactured and assembled at our California facility,” comments Keith Marsicola, Divisional Vice President at AMETEK Ameron. The Bell 525 Relentless allows for up to 20 passengers and can cruise distances up to 500 nautical miles, making it well suited for various offshore deep water missions, as well as firefighting, law enforcement and VIP operations. | aerospace | 1 |
https://apps.dtic.mil/sti/citations/ADA125183 | 2021-04-13T03:34:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038072082.26/warc/CC-MAIN-20210413031741-20210413061741-00021.warc.gz | 0.891895 | 144 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__173931047 | en | CEDA User's Manual.
MITRE CORP BEDFORD MA
Pagination or Media Count:
The Air Force is involved in research in the area of human performance and training specifically, the interaction of human factors with the effectiveness of command and control systems. A software system which is a Capability for Evaluating Decision Aids CEDA was developed using the ESD CONCAP capability at MITRE. CEDA will be used by the Human Resources Laboratory for testing human performance on a tactical operations problem as the amount of information and form of presentation are varied. This document contains the specific instructions for operating CEDA. Author
- Humanities and History
- Computer Programming and Software | aerospace | 1 |
http://www.ainonline.com/aviation-news/accidents?page=200 | 2017-02-23T05:20:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501171078.90/warc/CC-MAIN-20170219104611-00294-ip-10-171-10-108.ec2.internal.warc.gz | 0.905064 | 410 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__135817365 | en | News about significant aircraft accidents and information from accident reports.
The NTSB said it confirmed throttle and flight control continuity, as well as fuel type and quantity, in the 1977 Bell 206L that crashed into the East Rive
The Schleicher sailplane that collided with a NetJets Hawker 800XP at about 16,000 feet near Smith, Nev., on August 28 was equipped with a transponder but
<b>Gulfstream American Twin Commander 690C, Indianapolis, Feb.
<b>Bell 206L-1 LongRanger, Galliano, La., March 13, 2005</b>–Parked on a platform in the Gulf of Mexico for approximately 10 minutes with the main rotor rp
<b>Mitsubishi MU-2B-60, Ferndale, Md., May 14, 2004</b>–The MU-2 pilot was finishing his third round-trip IFR Part 135 cargo flight from Baltimore Washingt
<b>Hawker Siddeley HS.125-600B, Québec, Feb.
<b>Sikorsky S-76C, New York, June 17, 2005</b>– Corporate Aviation Services’ S-76 was substantially damaged when it crashed into the East River after takin
<b>Cessna 208B Caravan, Clarendon, Texas, June 7, 2005</b>–An “unusual whining/hissing noise” alerted the pilot of Caravan N9505B to problems with the flig
<b>Bombardier CL-600-2B19, Los Angeles, June 12, 2005</b>–The Skywest Airlines airplane, operating as United Express Flight 6543, touched down at Los Angel
<b>Bell 206L, New York, June 14, 2005</b>–Bell 206L N78TD was substantially damaged when it crashed in the East River during takeoff from the Port Authorit | aerospace | 1 |
https://forums.theregister.co.uk/post/reply/3701755 | 2019-05-25T06:32:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257889.72/warc/CC-MAIN-20190525044705-20190525070705-00555.warc.gz | 0.968221 | 442 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__169944653 | en | Re: floating back to terra firma using three parachutes
Musk's landing by rocket is not about the position as much about wanting to reuse as much of the rocket and engines as possible. It makes great TV, not so sure about the science and economics given the extra weight and complexity.
It has everything to do with position. As his attempts to catch fairings demonstrate, the accuracy available with parachutes is relatively poor.
If you want to reuse your rocket then it needs to not go for a dip in the ocean, which requires that you be able to land it on a feasibly-sized barge (or in case of Return-to-Landing-Site, with a level of confidence that NASA/FAA will accept - they don't want a booster plopping down in Orlando or even the KSC Visitor Centre because that's where the wind carried the chutes).
Reuse hinges entirely upon the ability to accurately land on a pad - much the same as a 747 wouldn't get reused if you just cut the engines in the general vicinity of it's destination and parachuted it down.
As for economics? They speak for themselves. Musk has the cheapest orbital launch system on the market, and he's turning a profit on his launch business (SpaceX as a whole makes a loss, but that's down to R&D expense. The commercial launch business unit is structurally profitable - bankrolling R&D).
This doesn't apply to the capsule because it's a much simpler component and you can afford to replace a few salt-water damaged exterior components - but the expensive bit of the booster is the engines - there's no point in trying to reuse a F9 if you're going to have to replace salt-damaged Merlins. You'd be better off saving them and bolting them to a new booster body - which is what ULA have spitballed for Vulcan - jettison the engines, parachute them down, catch them in midair with a helicopter and use them on another rocket. You lose the rest of the booster which is really just a big (relatively cheap) empty fuel tank at that stage. | aerospace | 1 |
https://www.iass-univ-blida.com/spt/spatial-telecommunications | 2023-11-30T03:36:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00429.warc.gz | 0.857915 | 285 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__170182712 | en | SPATIAL TELECOMMUNICATIONS is the science of designing, constructing and installing service telecommunications equipment and systems.
SPATIAL TELECOMMUNICATIONS engineers work with a variety of communication networks and equipment including, copper-wire
networks, fiber optics, satellites, and wireless communication technologies
SPATIAL TELECOMMUNICATIONS engineers may work in telecommunication areas such as satellite communications and
teleports mobile, telephone, and internet networks industry, radio and television broadcasting. They determine appropriate
configurations of telecommunications hardware and software, circuitry, transformers, transmission lines, and equipment.
MISSION OF IMPLEMENTATION:
The goal of SPATIAL TELECOMMUNICATIONS systems are:
Designing satellites and wireless communication technologies;
Designing of equipment and the planning of new networks;
Installing new equipment or repairing faults;
Monitor networks and broadcasting equipment remotely.
This course is designed to train specialists who can take on functions such as satellites design offices, research and development as well as aeronautical design engineers in the air transport companies and maintenance centers.
This course brings together, the scientific and technical bases necessary for the integration of graduates in the industries of the aeronautics and space sector both in Algeria and abroad.
The architecture and orbits of Satellites
Data base programning
Communication chaine techniques | aerospace | 1 |
http://theflyingengineer.com/tag/service/ | 2019-02-23T11:44:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249500704.80/warc/CC-MAIN-20190223102155-20190223124155-00333.warc.gz | 0.96983 | 2,507 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__231015372 | en | The Airbus A320 is the first aircraft to be certified with the Pratt and Whitney (PW) Geared Turbofan (GTF) Engines. The GTF engines are revolutionary, moving somewhat closer to a turboprop with the presence of the reduction gear-drive. The A320neo (new engine option) variant with the PW 1127G-JM engines, the A320-271N, has run into a spot of bother, which has made Qatar and IndiGo refuse the aircraft with its present restrictions. Lufthansa is now the launch customer of the neo.
According to Air Transport World (ATW), “…operational restrictions are still in place for the Pratt & Whitney PW1100G engine, pending some hardware and software changes”. This restriction requires the engines to idle for three minutes before the aircraft can commence taxi. Qatar will not accept a part-baked product, and IndiGo will not operate an airplane that will mess with its strict turn-around schedule.
The 5th production Airbus A320neo (-271), MSN 6801, is slated for Lufthansa, to be registered D-AINA. The 11th production A320-271N, MSN 6864, to be registered D-AINB, is the second A320neo slated for Lufthansa. The remaining A320neos upto the 11th are slated for Indigo (5), Qatar (2), and Spirit Airlines (1). Both are assembled at the line at Hamburg (Germany). The first A320neo is planned by Lufthansa to be introduced into commercial service in January first week, according to ATW.
With Lufthansa stepping up as the launch customer, Qatar will become the second operator to induct the A320neo, and IndiGo the third. Go air is slated to receive the 23rd production A320neo (-271N). IndiGo will then receive its neos only in early 2016, as had originally been widely speculated, based on other issues the engine had earlier faced.
The Pratt and Whitney GTF engine, by virtue of its new technology, will have its share of issues till the engine matures, as is the case with almost every new engine. While the GTF optimises propulsive efficiency through the use of a reduction gearbox to drive the three stages of the engine at optimal speeds, the alternate engine to power the A320neo, CFM’s LEAP-1A, optimises thermal efficiency by running the combustion chamber much hotter, relying heavily on material technology to withstand such temperatures. According to Aspire Aviation, the CFM engines have underperformed on fuel consumption, and is facing issues related to both component heating, and cooling mechanisms.
While IndiGo and Go Air will bear the brunt of the bound-to-happen hiccups as the engine matures, Vistara, which is yet to make a decision on its engines in the first half of 2016, will receive its leased neos only in the second half of 2017. The airline will have good time to keep a close watch on the PW1127G-JM engine performance and reliability to make a better informed decision. While the aircraft and engine certification programme put the aircraft through extreme tests, it is also a known fact that Indian operating conditions are harsh for engines. Prolonged operations in Indian conditions will truly test the A320-271N.
Air India has apparently not yet decided on leasing neos in the short-medium term.
A paying passenger’s experience of a mix of the good and bad of Air India, and thoughts on what gives passengers enough to talk so much about the airline, and how the airline makes things difficult for itself.
4th November saw me flying Bangalore to Bhopal via Delhi, with confirmed tickets for my return on the 8th of November.
On the 3rd, I had web-checked in, and changed my assigned 20J to 17J. The nine abreast cabin promised me the Boeing 787 Dreamliner, and although I have been on board, I hadn’t got airborne on one. I was excited with the thought of experiencing the cabin’s low noise levels and comfort.
The next day, at the check in counter, the check-in staff cleared my e-ticket with seat 17J. Upon a friend’s insistence, I asked the staff if we had a Boeing 787 operating as Air India 505 to Delhi. “Yes sir, it’s a Boeing 320". “Excuse me?”. “Wait sir….it’s a…sorry…Airbus”. “How did you issue me seat 17J, then?” “Sorry sir (taking my boarding pass and scratching out my seat)…it’s 12F for you!”.
VT-EDD, a 3 year 8 month young Airbus A320 flew us from Bangalore to Delhi. The in flight meal was not palatable, and that left the tray untouched and me hungry. The cabin was tidy, but some of the in-flight entertainment screens weren’t working. Most of the seats were empty: the loads were very low, and that allowed me a “54" inch wide seat in economy: 3 X 18" seats all for myself. Upon landing at Delhi, I quickly grabbed a sandwich at Costa Coffee, and proceeded to board AI634 to Bhopal.
AI634 was operated by VT-SCI, a 6 year old Airbus A319 that was kept in a very bad state. The cabin was dirty, the wings had paint chipped off at places, and fluid stains running across the wing. The male cabin crew wasn’t very pleasant, and the “snacks" served on board wasn’t great, either.
Both flights operated on time, but the food, aircraft cleanliness (or the lack of it), and the attitude of the cabin crew left a bad taste.
On the 8th, I was at Bhopal airport, and a scheduled 18:00 local departure on AI633 to Delhi was revised to 18:35. The Bhopal-Delhi flight has a planned block time of 01:15hr. All passengers had boarded VT-PPX, a 3year 6 month old Airbus A321 part of the “Praful Patel" series of Airbus airplanes. At 18:52, cargo was still being loaded. My connecting flight to Bangalore from Delhi was scheduled to depart at 20:10: earlier than we could reach Delhi, and I was braced for some chaos at the airport.
The in-flight “snacks" consisted of two butter cookies (very good, I must say), and tea/coffee. The staff was very, very courteous. The Cabin Crew in charge managed the show very well, coordinating between the pilot and anxious passengers who had connecting flights that were scheduled to depart before we could land at Delhi. Extreme patience was shown, and nobody: neither the passengers nor the cabin crew had an opportunity to lose their cool.
Upon landing at Delhi, ground staff very clearly called out for those who were headed to Bangalore. Three ground personnel coordinated very well, taking care of 10 of us who had to make it to the Bangalore flight that was waiting just for us to board. Over the radios, the baggage’s were discussed, and although tension prevailed in their voice, they got us through service stairs out of the terminal, onto the apron and into an apron shuttle, and back up via service stairs to the airbridge that led us to VT-EDC, aged the same as VT-EDD, operating as AI504 to Bangalore.
We got in, the doors closed, the cargo was loaded, erasing all apprehensions of leaving my bags behind, and at around 20:40, we pushed out of the gate, picking up 30 minutes of delay.
On board, the staff was very patient and courteous. My IFE was working, but my earphones were missing, so I called them once. I had a terrible ear block, so I troubled the crew many a time thereafter for water that allowed me to gulp fluids and help equalize the pressure in my eustachian tube.
And oh, the meal. I was hungry like crazy, and the paneer-rice-dal combination seemed fresh and was at the right temperature. This was accompanied with vegetable salad, and an Indian sweet dish: kheer. The bun was soft, and the butter softer, making the spread easy. It was a classic AI spread, but the spread was good.
The IFE worked well. There were about 4 channels: News, A retro-Hindi film playing, the 2013 “Kai Po Che", and the 2010 “Wall Street: Money Never Sleeps".
I was woken by a cabin announcement. My seat, 15A, gave me a good view. Visibility at Bangalore was excellent, and I could see the airfield (identified by the white / green beacon) flashing in the distance. A Boeing 737 could be seen on short finals, as we were somewhat on the downwind leg. There was something magical about the combination of engine noise, great visibility, and clear skies.
We landed at 23:04, with a 20 minute delay. The flight crew had enroute made up for about 10 minutes of the delay.
This time, I walked out of the airline feeling real good about the aircraft cleanliness, service, and on-board meal.
Giving food for talk.
This got me wondering: The reason my client put me on an Air India flight was because of its fares: it was the lowest, and the airline still offers some of the lowest fares. While that should be a reason to smile and not bother about anything else, the very fact that one is “entitled" to a complimentary meal / snack on board results in expectations, and if it turns out to be bad, it leaves a bad impression. When a passenger sees an in-flight entertainment screen in front of his seat, his expectation is that it must work and entertain him. The same passenger wouldn’t mind staring at a blank seat on a low-cost carrier, but when his IFE isn’t working while his co-passenger enjoys a nice movie, it leaves a bad impression. When the aircraft is dirty, the windows greasy and the seats in a bad shape, it leaves a bad impression.
Making it difficult for itself.
Air India offers some of the lowest airfares, provides in-flight meals to all at no extra cost, usually has a very courteous cabin crew (many others find them to be the best in the country, in terms of approachability and service attitude), and has a good safety record. Yet, when the freebies fail to met expectations, anti-airline sentiments set in. These freebies cost the airline money, and the passenger nothing; yet expectations are very, very human. India is a cost-conscious market: Almost all domestic passengers do not buy an airline ticket for the in-flight entertainment, cabin service, the on-board meal, or the aircraft cleanliness. What matters most, to most, is something simple: on time performance.
Probably another way in which the airline can turnaround, make money and improve passenger satisfaction? Give them lesser to expect. Knock off the IFE, and the in-flight free meals. Passengers will soon get accustomed to paying for a meal and having nothing but sleep to engage themselves with. And they will continue to fly for the low fares. If the airline competes with low cost carriers and offers low fares, it may as well change its operations to low cost.
Like IndiGo, which has nothing to offer on board, yet has absolutely clean aircraft and flies with one eye on the watch. And nobody complains.
After all, when there is nothing to expect, there is nothing to disappoint. | aerospace | 1 |
http://www.oilfinity.com/rope-and-access-jobs | 2017-01-24T11:20:54 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560284405.58/warc/CC-MAIN-20170116095124-00005-ip-10-171-10-70.ec2.internal.warc.gz | 0.858573 | 433 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__85216385 | en | Browse and apply for the latest Rope Access jobs to find the next step in your career. We have a wide range of rope access positions within the offshore oil and gas industry. Apply online today.read the full job profile
Scotland, Northumberland, England
£0 - £0 Per year
My Client is urgently looking for Wind Turbine Technicians for contract work over different projects in Scotland. The Candidates MUST have the below requirements to be considered for this role. * Preferably Siemens trained Competent technicians to Level 4 TSWA * Palfinger, HMF / Hiab training certs * Skyman, Avanti and Power climber lift user training * All GWO's (working at height ...
7 days ago, Employer: Vivid Resourcing View all jobs
The Wind Energy EMEA P&S - Special Blades Technician - will be a EU Wind Travel Technician who will be responsible for the internal and external inspections and repair of fiberglass and composite blades, spinners, and nacelles from Category 1 through Category 5. Essential Responsibilities As the Wind Energy Field Specialist - Travel Technician - Blades, you will:• Preform composite repairs on internal and external blade surfaces, leading and trailing edge repair while following gu ...
18 hours ago, Energy Jobline View all jobs
Jacobs Technology provides overall management and implementation of ground systems capabilities, flight hardware processing and launch operations at NASA's Kennedy Space Center in Florida. These tasks will support the International Space Station, Ground Systems Development and Operations, and the Space Launch System, Orion Multi-Purpose Crew Vehicle and Launch Services programs. Apply required technical knowledge ...
10 days ago, Energy Jobline View all jobs
Would you like to work in a Dynamic environment? Is safety high priority for you when solving complex problems? Would you like to further develop your knowledge on technical skills on composite materials? Do you want to be part of the change and help out to develop a world where green power is reducing CO2 emissions? This could be your opportunity Department The Blade Technician p ...
24 days ago, Energy Jobline View all jobs | aerospace | 1 |
https://gizmodo.com/these-are-the-last-four-humans-ever-to-ride-the-space-s-5802686 | 2021-12-05T03:19:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363134.25/warc/CC-MAIN-20211205005314-20211205035314-00529.warc.gz | 0.961683 | 348 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__166679632 | en | This is the crew for the last shuttle mission, STS-135, next to their ride: The mighty Atlantis. They are about to launch in the last mission of the Space Shuttle program.
They are Commander Christopher Ferguson, Pilot Douglas Hurley, Mission Specialist 1 Sandra Magnus and Mission Specialist 2 Rex Walheim. The four were—in fact, they still are—the crew of the STS-335 rescue mission, which would be launched in the case there is a major malfunction on Endeavour.
The four are the smallest crew in a space shuttle since STS-6, launched on April 1983. Yes, there were space shuttles flying even before there were Macs. Think about that twice and marvel at the amazing technological feat that these machines represent.
Endeavour's STS-134 was supposed to be the last mission of the space shuttle program. It was the last one to get funding from the government. However, and here comes the trick, every shuttle mission since the Columbia disaster calls for a rescue mission. They are called Launch On Need missions and they are designated STS-3xx. Chances are that there will not be any need for such a mission, but the money is already allocated for it.
As a result, NASA decided to launch Atlantis anyway and make good use of all those resources. It will carry the Multi-Purpose Logistics Module Raffaello and a Lightweight Multi-Purpose Carrier. Wouldn't they need a rescue mission too, you ask? No, not really. The ISS has enough space now to support a full shuttle crew for 80 days, and the astronauts could return to Earth on board a couple of Soyuz spacecraft anyway. | aerospace | 1 |
https://leehamnews.com/2017/08/09/cseries-starts-operations-london-city-airport/ | 2023-11-29T02:33:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100047.66/warc/CC-MAIN-20231129010302-20231129040302-00770.warc.gz | 0.924577 | 589 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__59934150 | en | By Bjorn Fehrm
August 09, 2017, © Leeham Co.: Bombardier (BBD) CSeries has done its first revenue flight to London City Airport. It was a scheduled Swiss International Airlines (SWISS) flight from Zurich that landed on the airport yesterday.
With the CSeries operational from London City, the route network that can be flown from the downtown airport changes significantly. Europe out to Moscow or Las Palmas is accessible and an all business class CS100 could fly direct to New York.
“The inaugural commercial flight of the Bombardier C Series by SWISS is a landmark moment for London City Airport, and the culmination of five years preparation to bring this next generation aircraft into operation,” says Richard Hill, Chief Commercial Officer at London City Airport.
“The introduction of the CSeries is an important part of London City’s growth plans. As one of the quietest and most fuel efficient commercial jets in its class, and thanks to its longer range, we can also unlock opportunities for new routes, including the possibility of non-stop services to the east coast of USA, Russia, the Gulf and Middle East,” says Hill.
The CS100 more than doubles the range of the airliners presently flying from London City airport, Figure 1.
The figure shows the range for the CS100 compared with the aircraft it replaces at SWISS, the BAe 146. Embraer’s E-190 is also certified for London City operations. It has about the same range as the BAe 146 when taking off from the short runway.
The CS100 has a range of over 2,000nm, when operating with a filled 125 seat cabin like the SWISS CS100 that just landed on the airport. This opens routes to Moscow, Athens and Las Palmas from downtown London.
With an all business class aircraft with 44 seats, New York can be reached with a direct flight by the CS100. The flight back from New York will go direct as well.
Figure 2 gives some traffic data for London City airport and describes the special approach needed to avoid the high buildings in the airport’s vicinity.
The airport offers a very convenient commute compared to London’s Heathrow, Gatwick, Stansted or Luton airports. Instead of an hour commute or more, the Docklands Light Railway will take passengers from London City underground stations to the airport in 10 minutes.
The CSeries is the first aircraft flying to/from London City with very high bypass engines (the Pratt & Whitney PW1500G). The result is a noise footprint which is one half of the present airliners flying on the airport, Figure 3.
With a lower noise load on the surroundings, the operations from London City can increase, taking advantage of the increases route networks possible with a modern long-range aircraft like the CS100. | aerospace | 1 |
https://www.mdpi.com/2226-4310/6/5/51 | 2023-09-29T13:47:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510516.56/warc/CC-MAIN-20230929122500-20230929152500-00736.warc.gz | 0.884312 | 9,421 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__173183803 | en | All articles published by MDPI are made immediately available worldwide under an open access license. No special
permission is required to reuse all or part of the article published by MDPI, including figures and tables. For
articles published under an open access Creative Common CC BY license, any part of the article may be reused without
permission provided that the original article is clearly cited. For more information, please refer to
Feature papers represent the most advanced research with significant potential for high impact in the field. A Feature
Paper should be a substantial original Article that involves several techniques or approaches, provides an outlook for
future research directions and describes possible research applications.
Feature papers are submitted upon individual invitation or recommendation by the scientific editors and must receive
positive feedback from the reviewers.
Editor’s Choice articles are based on recommendations by the scientific editors of MDPI journals from around the world.
Editors select a small number of articles recently published in the journal that they believe will be particularly
interesting to readers, or important in the respective research area. The aim is to provide a snapshot of some of the
most exciting work published in the various research areas of the journal.
Planning and executing missions in terms of trajectory generation are challenging problems in the operational phase of unmanned aerial vehicles (UAVs) lifecycle. The growing adoption of UAVs in several civil applications requires the definition of precise procedures and tools to safely manage UAV missions that may involve flight over populated areas. The paper aims at providing a contribution toward the definition of a reliable environment, called FLIP (flight planner) for route planning and risk evaluation in the framework of mini- and micro-UAV missions over populated areas. The environment represents a decision support system (DSS) for UAV operators and other decision makers, like airports authorities and aviation agencies. A new ICT tool integrating an innovative procedure for evaluating the risk related to the use of UAV over populated areas is proposed.
The paper presents an IT environment for managing unmanned aerial vehicles (UAVs) operations in civil applications. The environment features functionalities, which encompass the entire operation cycle, from mission planning down to all relevant lifecycle data, and ensure the respect of appropriate safety levels.
Planning missions in terms of trajectory generation and executing them with adequate accuracy and safety levels are challenging problems in the operational phase of UAVs lifecycle that require careful consideration. Studies were devoted to the life cycle of UAVs from the point of view of product development and in particular structure design , design optimization , modeling and simulation . To the best of the authors’ knowledge, the operational phase, including mission planning, has not been considered yet in the available literature. Filling this gap provides a relevant field of research for the community and the most relevant contribution of the present paper.
UAVs has been employed in various military tasks for a long time, such as surveillance and reconnaissance, penetration of enemy lines and weapon delivery . A great deal of experience has thus been achieved in the last decades in operating this unconventional class of flying vehicle in restricted or inaccessible areas, such as military ranges or battlefields, with limited (if any) concern for public safety, in a scenario where mission effectiveness is more crucial than vehicle reliability.
At the same time, an ever-increasing range of potential civil applications for drones is being envisaged , where safety concerns represent a bottleneck to the actual development of a potentially huge market. Drones are already employed in those applications where the possibility of causing harm to third parties in case of failure is negligible, such as disaster monitoring and relief or precision farming. Other applications, such as parcel delivery or surveillance, require careful consideration of the risk related to the use of drones over populated areas. Moreover, strict procedures need to be enforced, in order to avoid interference with conventional air traffic, before drones are allowed to be flown in the civil airspace .
Risk assessment, hence, represents one of the most crucial issues in developing procedures for allowing safe UAV operations in civil application over populated areas, from both the regulatory , and the mission planning points of view. In this latter framework, several studies have been devoted in the last 20 years to evaluating the risk for the population due to ground impact of UAVs after failure [9,10,11,12,13,14,15,16]. The concept of a lethal area was introduced with the objective of sizing the portion of ground surface where a drone can cause fatal injuries to a person who stays inside the area at the time of drone crash . Most of the techniques discussed in the literature combined the size of the lethal area with density population for evaluating risk.
Assuming fatal injuries for all people inside the lethal area [9,10,11] may result in an unnecessarily over-conservative risk estimate, which in turn may produce unrealistic requirements on vehicle reliability. For this reason, a penetration factor [12,13] or a sheltering factor were introduced, which account for the possibility of reducing risk if a portion of the population is inside buildings or somehow sheltered by features of the surrounding environment. The possibility of being sheltered obviously depends on the drone size and velocity at impact and the factor may be strongly time dependent on both daily, weekly or seasonal time-scales. Lum et al. combined all the above-mentioned concepts, including statistical analysis of potential impact points.
All these works emphasize what happens around the impact point, thus providing a risk analysis when a failure occurs at a given point along the mission flight path. In a recent paper a global risk analysis for the entire mission was proposed, by adopting both a deterministic approach, where the position of the vehicle along the nominal trajectory at the time of failure is assumed known, and a statistical approach, where the effect of navigation errors is included in the analysis and a distribution of possible impact point is dealt with.
Mission trajectory is discretized by means of motion primitives, that is, segments or arcs that the vehicle can fly in a steady state condition. This allows to describe the whole trajectory by means of a limited number of parameters, namely four NP, if NP is the number of primitives used. For a given trajectory, the corridor swept on the ground by either the lethal area (for the deterministic approach) or the statistical impact footprint (for the statistical approach) is identified and a measure of risk is obtained, which depends on vehicle reliability and population density inside the corridor, which may vary along the trajectory. Given the limited number of variables necessary for describing the whole trajectory, this approach lends itself to be used within an optimization procedure, for the design of mission trajectories with an acceptable risk level .
The present paper aims at providing a further step toward the definition of a reliable environment, called FLIP (flight planner) for path planning and risk evaluation in the framework of mini- and micro-UAS missions over populated areas. The environment represents a modular decision support system (DSS) for UAV operators and other decision makers, like airports authorities and aviation agencies.
DSSs are information systems that support decision-making . The main characteristics are as follows: DSSs incorporate both data and mathematical models. DSSs objective is to improve the effectiveness of the decisions, providing support for decision makers mainly in semi-structured and unstructured situations by bringing together human judgment and computerized information. DSSs must be designed to interact directly with the decision maker in such a way that the user has a flexible choice and a sequence of knowledge management activities . The major components of a DSS architecture are the database (or knowledge base) storing the input and output data, the models and analytical tools, and the user interface [20,21]. Some scholars consider the users themselves as components of the architecture .
There is an extensive literature on DSSs, developed for almost every knowledge domain. An interesting category is one of the spatial DSSs, which help decision-makers to solve complex problems related to geographic or spatial data . In current literature, few DSS for UAV operations exist. They have been developed for disaster monitoring [22,23,24,25,26], agricultural and forest applications [27,28], air traffic management , multi UAVs operations planning and monitoring . To the best of the authors’ knowledge, none of the existing systems supports decision makers to define flight routes using risk minimization as the path optimization main criteria.
In the next paragraph, the FLIP environment is described in terms of activities and input data needed for mission planning. The risk assessment methodology and details about routes calculation and optimization are provided in Section 3. In Section 4, functional architecture and graphical interface of the FLIP environment are described. The achieved results in an applicative scenario and possible implications for the framework of product lifecycle management are discussed in Section 5. Finally, conclusions section ends the paper.
2. UAV Flight Planning Scenario
The UAV flight planning process starts with the request, by an operator, of planning a new mission. Depending on the operational scenario, this request can be performed to the manager of a flight test center, to an airport authority or to an aviation agency. The process presented here is independent of the specific operational context (e.g., test mission, surveillance mission, payload test) and of the business context and therefore of the actor who initiates the flight planning request (e.g., UAV manufacturer, UAV operator). The input data required for planning a UAV mission, by means of the FLIP environment, can be grouped into three main categories (Table 1):
Data of the vehicle(s) involved;
Data of the operation(s) to be performed;
Data of the environment where the operation(s) will be performed.
The first dataset contains all the data that are necessary to define vehicles performance limitations. Among these data, there are, for instance, the aerodynamic drag polar and the maximum lift coefficients, the maximum structural load factor, and the maximum engine power or thrust. These data, that are usually known from the aircraft manufacturer or estimated early in the design process, are used to verify the feasibility of a given trajectory. Overall UAV reliability is another fundamental data that has a direct impact on mission risk level.
The second dataset contains data representing operational constraints, such as mission start and end points (most often coinciding for small UAVs), intermediate waypoints through which the trajectory must necessarily pass (e.g., points where the UAV has to carry out a photographic survey) and mission schedule (different areas can be more or less densely populated depending on the time of the day, day of the week and even season).
The third dataset contains data about the orographic characteristics, buildings, and obstacles of the operational area and expected population density (possibly in a dynamic fashion). By sampling the planned trajectory with a sufficiently fine spatial resolution, it is possible to guarantee that the altitude of the vehicle never falls below a safety margin above ground level. At the same time, minimum distance from obstacles can be evaluated and maintained above a prescribed safety threshold. All these aspects are nowadays common practice in trajectory planning algorithms. Their implementation is not discussed here, being out of the scopes of the paper. Finally, population density represents another fundamental ingredient for risk analysis in UAVs mission planning, by means of the FLIP environment. The distribution of the population is assumed known (although not at a dynamic level). In the present application, this information is made available on a discrete square grid, where the population is assumed uniformly distributed inside each grid element.
Figure 1 illustrates the FLIP activities workflow.
The first step consists in verifying, on the basis of the mission data provided (i.e., start point, end point, waypoints) if the flight area has been already analyzed and if the available data are up to date. If the data are unavailable or are not up to date, it is necessary to (re)analyze the area and (re)create the relevant maps, updating the presence of obstacles, new buildings, streets and the distribution of population density. Once done, the UAV operator is expected to provide the data on vehicle and operation schedule. Once all input data are available, the optimization algorithm boundary conditions can be set, and the simulation launched.
If only one route is found, with an associated risk below the acceptable risk threshold, it can be directly represented in the visualization module, otherwise, the operator can be offered a set of viable alternatives. When more routes are available, it is possible to display only one or two of them (e.g., the minimum risk trajectory, and/or the minimum flight time among acceptable routes, according to the selected optimization criteria) or let the operator free to choose among the available options, on the basis of his/her own operational considerations.
3. Routes Calculation and Optimization: The Risk Assessment Methodology
The tool developed for risk analysis within the FLIP environment implements the approach and methods presented in . Its most relevant features are briefly recalled here in a rigorous, yet mostly qualitative, fashion. The reader is referred to the original paper, for more mathematical details and a complete description of the method.
3.1. Motion Primitives and Trajectory Discretization
In order to design the whole trajectory by means of a limited number of parameters, an approach originally proposed for robotic applications is developed , based on the notion of motion primitive. A motion primitive is the trajectory that a vehicle can follow in a steady state condition. It is possible to prove that flying vehicles at trim (that is, when forces and moments are balanced) follow either a straight (possibly climbing or descending) flight path or a steady turn . When the turn is at a constant altitude, the resulting trajectory is a circular arc, whereas for climbing or descending turns the trajectory becomes a helix. This property holds for fixed-wing aircraft as well as for rotorcraft.
A total of three kinematic variables, all constant at steady state, namely airspeed V, climb rate dh/dt (or equivalently climb angle, γ), and turn rate Ω fully describe the steady state condition. If the mission trajectory is discretized by means of NP motion primitive elements (arcs or segments), each element is univocally defined by the three kinematic variables plus a fourth parameter, either a time interval Δt or arc-length Δs counted along the trajectory, which determines its size. A total of four NP + four parameters is thus sufficient for identifying the whole trajectory, where the four additional parameters are represented by three coordinates of the starting point and an initial value for the course angle.
3.2. Trajectory Feasibility
A trajectory is:
geometrically feasible if it does not interfere with obstacles and terrain;
dynamically feasible if every motion primitive can be flown by the vehicle without violating aerodynamic, structural or propulsion performance limits.
In order to assess feasibility with respect to geometric features of the environment, a map is required, with sufficient details on buildings and other obstacles. The trajectory is discretized, with sufficient spatial resolution, in order to evaluate the minimum distance from obstacles and from waypoints (if required by the particular mission) . A trajectory is geometrically acceptable if
minimum altitude above the ground is greater than a prescribed clearance, which accounts for most of the obstacles (such as buildings, trees);
distance from high obstacles (communication towers, power lines, isolated trees) is greater than a prescribed safety threshold;
minimum distance from waypoints that need to be flown over during the mission is below a prescribed accuracy threshold.
Safety and accuracy threshold may depend on the particular vehicle and/or sensor used. As an example, the safety threshold from obstacles needs to account for vehicle size (wingspan or rotor diameter, plus a safety margin). Similarly, the accuracy threshold for navigating the vehicle over waypoints may depend on the width of the field of view of the sensor used for the mission. Apart from these aspects, geometric feasibility does not depend on the particular vehicle used.
Conversely, dynamic feasibility of all motion primitives clearly depends on performance capabilities of the vehicle, hence on its aerodynamic, structural and propulsion characteristics and configuration.
For fixed-wing propeller driven UAVs, a motion primitive is feasible if
power required for flying the trajectory arc, Pr, is smaller than the maximum available power, Pr ≤ ηP × Pmax, where ηP is propeller efficiency and Pmax is the maximum power delivered by the engine;
the wing lift coefficient CL is sufficiently far from stall, CL ≤ CLmax;
the normal load factor nz required in turning motion primitives is smaller than the maximum structural design maximum load factor, nz ≤ nz,max.
The load factor only depends on the three kinematic parameters which describe the trajectory arc, V, γ, and Ω, being
nz = cosγ ≈ 1 in straight flight;
nz = 1 + (Ω × V/g)2 in turning flight.
where g is gravity acceleration. Once nz is known, lift coefficient and required power are equal to
CL = nz × W/(½ρ × V3 × S)
Pr = ½ρ × V3 × S × CD + W × V × sinγ
where W and S are vehicle weight, and wing planform area, respectively, and a parabolic drag polar is adopted for estimating the drag coefficient, CD = CD0 + KCL2, far from stall. All the inequality constraints at points (a), (b) and (c) can thus be easily evaluated from the three parameters of each trajectory arc (namely V, γ, and Ω) and vehicle characteristics (engine, aerodynamic and structural load limits, Pmax, CLmax, and nz,max, vehicle weight W, and wing area S, aerodynamic drag coefficients CD0 and K, propeller efficiency, ηP). A trajectory is dynamically feasible if all the inequality constraints are satisfied for all primitive arcs along the considered trajectory. The transition from one primitive to the following one is not considered in the analysis.
For rotary wing aircraft, dynamic feasibility is mainly related to available engine power, which is required to remain greater than the sum of power required by the rotor(s), fuselage parasite power and climb power . As far as vehicle parameters are concerned, required power depends on vehicle weight, fuselage parasite area, f, rotor geometric (number of blades, radius, and solidity) and aerodynamic (blade airfoil drag coefficient and lift gradient) characteristics. The resulting calculations are less trivial than that required for the fixed wing case, recalled above, and include an iterative process for the determination of rotor induced velocity. The procedure is outlined in sufficient detail in .
3.3. Risk Evaluation
In order to evaluate the total risk, the distribution of the population within the area of operations needs to be known. This relevant piece of information can be obtained by means of a combined approach based on satellite pictures, information from local authorities and in-situ inspections. Real-time estimate can be obtained if one has access to information such as mobile phone traffic . This information is provided to the FLIP environment, as discussed above, in Section 2.
The risk evaluation procedure proposed in hinges on the notions of risk corridor and exposed time. The extension AL of the lethal area depends on vehicle size (e.g., wing span b), kinetic energy (T = ½ × (W/g) × Vi2) and glide angle (γi) at impact. Its position with respect to that of the vehicle at the time of catastrophic failure tcf depends on vehicle velocity V, course angle χ and altitude h at time tcf. The impact point is assumed to lie at the end of a parabolic fall trajectory. When population density ρP is uniform in the area of operations, the risk R is given by
R = pF × pI × AL × ρP
where pF is the probability of a failure during vehicle operations and pI is the probability that vehicle impact inside the lethal area results into casualties and/or serious injuries.
If one follows the nominal mission trajectory, the lethal area sweeps a corridor on the ground, which is referred to as the risk corridor. It is possible to prove that Equation (1) can be rearranged in such a way that the risk of hitting somebody is proportional to the time spent by a point on the surface inside the risk corridor (referred to as exposed time te) multiplied by the population density in that point and the total area spanned by the lethal area, that is, the area inside the risk corridor. Exposed time is evaluated for various shapes of the feasible motion primitives, but it mainly depends on vehicle airspeed, being roughly inversely proportional to V. Exposed time is constant along a rectilinear motion primitive. Although some variations of exposed time are present across the corridor width, for curved trajectory elements, it is possible to assume an approximately constant value of te also in the transverse direction, with minor errors, which barely affect the results when evaluating the total risk.
In order to obtain a numerically efficient risk evaluation algorithm, valid also for missions taking place over a wide zone where population density is not uniform, the area of operations is discretized by means of a regular grid. Inside each grid, element density is assumed constant. Grid elements which do not cross the risk corridor do not contribute to the total risk. If the risk corridor intersects one element, the contribution of the element to the total risk is proportional to the product of population density within the grid element times the exposed time times the size of the intersection of the grid element with the risk corridor. Assuming for the sake of simplicity that all impacts inside AL are lethal (that is, pI = 1), the total risk along the whole trajectory can be estimated as
where M is the number of grid elements crossed by the risk corridor, Sk and ρk are the surface of the risk corridor and population density inside the k-th grid element, respectively, te,k is the exposed time for points inside Sk, and tM is the total mission time.
Probability of vehicle failure, pF, multiplies the whole expression of risk. Vehicle reliability thus plays a decisive role: risk being proportional to the probability of a catastrophic failure that results in a total loss of control of the vehicle. A conservative risk estimate is derived assuming that failure occurs during the mission. If the total risk of providing damage to third parties is below an acceptable threshold, the actual risk is much lower. At the same time, if the risk is above the acceptable limit, whichever the trajectory, the factor required to bring risk below the threshold is inversely proportional to the number of missions that need to be flown without failure. This provides a requirement for vehicle reliability in terms of time-between-failures.
If navigation errors are included in the analysis, that is, failure occurs at a point which is not on the nominal trajectory, a statistical approach needs to be envisaged, which includes the effect of navigation errors on the impact point on the ground. The effect of navigation errors on the risk analysis is taken into consideration by determining a statistical impact footprint (SIF), that is, a 2-D distribution of impact points on the ground, starting from a nominal failure point (in terms of initial altitude and airspeed), and adding Gaussian distributions for vertical and lateral deviations from the prescribed flight path and velocity components with respect to the nominal value.
Monte Carlo simulation is used for determining the distribution of impact points. The statistical distribution is discretized by means of three ellipses, with semi-major axes proportional to the standard deviation σx and σy of the distance of impact points with respect to the nominal one in the along- and cross-track directions, respectively. The σ, 2-σ, and 3-σ ellipses respectively encompass 39.4%, 86.5% and 99% of total impact points. Three risk corridors are determined in a way similar to that derived for the lethal area, where an additional factor weights the total risk inside each corridor, which becomes proportional to the fraction of impact points inside the considered ellipse, but outside the inner one(s).
The two risk analysis approaches provide the same figure for total risk if population density is uniform. Some differences emerge if large density gradients are present, in which case the (usually narrower) lethal area risk corridor may underestimate risk. The SIF approach can be extended also to different fall scenarios, such as gliding descent of a fixed wing vehicle after an engine failure, in which case the width of the risk corridor may become large, thus making the identification of a safe trajectory difficult, over densely populated areas. A convenient evaluation of the sheltering factor may at least partially mitigate this problem, but this is out of the scopes of the present paper.
4. The FLIP Environment
From a functional point of view, the FLIP modules follow a user-centric approach, providing an environment accessible to users (e.g., UAV operators) through front-end and back-end components of the system. Referring to Figure 2, Module A allows the management and analysis of input data characterizing the flight area in terms of orographic characteristics, buildings, obstacles, and population density. Module B implemented the algorithms, presented in Section 3, for the analysis (and possibly optimization) of flight routes minimizing the risk of the mission. Finally, Module C represents the single front-end component for the visualization and analysis, through a web interface, of the output data of the FLIP process, i.e., the results of the numerical elaboration for the calculation of the risk, the trajectories that minimizes it, as well as all the main input data used for the simulation. The data are extracted and exchanged through the different modules by means of APIs and web-services. An explanatory screenshot of the developed web application is provided in Figure 3.
Five different views are available: (1) map view, (2) orthophoto view, (3) obstacle map, (4) population density grid and (5) level curves view. Each view can be turned on/off by means of switches in the red area of the graphical user interface (GUI). The switches in the blue area of the GUI are used to turn on/off the display of one or more routes calculated using the risk analysis algorithm. Different visualization view can be combined, in different layers, as desired, as shown in Figure 4, where Route 1, orthophoto view and population density map are simultaneously turned on. The green area of graphical interface reports some data about the vehicle under consideration that has been used for the trajectory definition and related risk calculation.
Another section of the FLIP application is dedicated to the visualization of detail data in numerical format (Figure 5). Height, longitude and latitude of the input points used for the design of the trajectory (i.e., start point, end point, and intermediate waypoints) and global performance indexes for the proposed routes (i.e., flight time, energy consumption, risk index, and maximum distance from waypoints) are reported respectively in the red and the blue sections.
Finally, in the green area the single points of the selected trajectory, sampled at 1 Hz, are reported. The points visualized on the screen can be filtered according to risk index, longitude, latitude, time, velocity, height. These data can be used in the visualization tool to analyze in depth the properties of the proposed route(s), also representing the second output of the FLIP process. These points, appropriately resampled (e.g., with a frequency different from that used in the visualization tool, or with completely different sampling criteria), can be used for programming the autonomous flight of the UAV.
5. Test and Discussion
The FLIP environment was demonstrated in an applicative scenario for a small-scale UAV in the framework of a research program. The characteristics of the vehicle are summarized in Table 2. A mission with X waypoints in the area surrounding Grottaglie airport (near Taranto, in Southern Italy) was envisaged as a representative operational scenario for testing the tools in a realistic situation. Population density data were supplied by one of the project partners, whereas a general purpose multi-objective search algorithm, developed by another partner, was used for enforcing mission constraints and minimize risk .
Managing mission planning input data and resulting trajectory in the FLIP environment covers the management of lifecycle data that are not managed in other systems currently adopted in the aerospace and defence industry. In this sense, the FLIP environment becomes part of the PLM strategy of a UAV producer, tester and user.
Aerospace and defence industry is the traditional sector in which PLM methodologies and technologies have been developed and adopted. The increasing product complexity and the growth of the design time required methods, process, and tools that let the engineers shorten development timeframes . Product lifecycle management (PLM) is the business activity of managing, in the most effective way, company’s products all the way across their lifecycle. It is a strategic business approach and enables organizations to collaborate within and across the extended enterprise, integrating people, processes, and technologies [38,39]. Providing a unique and timed product data source PLM assures information consistency, traceability, and long-term archiving . Product Lifecycle Management Systems (PLMS) are tools that implement the PLM concept. PLMS have long been focused on the area of planning, design and engineering functions . Nowadays they try to cover more and more of the whole product lifecycle “from cradle to grave” starting from operations and test activities. These are crucial phases in UAV lifecycle and include both testing activities and real mission execution.
Testing activities consist of flight to test the vehicle (or a specific payload), its performance and capabilities and to test its effectiveness in performing specific missions (e.g., surveillance, product deliveries, aerial photograph). Typical test activities include: vehicle performance assessment, in-flight vehicle checkout, testing payload or instruments, collecting and analyzing mission data, operators, and maintenance training.
The management of these data allows UAV designers, producers and users to exploit them even for scope other than mission planning. For instance, the trajectory data can be used, during the UAV testing phase, to store the testing conditions (e.g., climb rate) and to later compare them with data acquired by sensors used during the flight.
The introduction of UAVs in the civil airspace requires the definition of precise procedures and tools to safely manage UAV missions that may involve flight over populated areas. The paper presented an IT environment, called Flight Planner (FLIP), for planning unmanned aerial vehicles (UAVs) operations and managing relevant lifecycle data in respect of appropriate safety levels. The environment represents a decision support system (DSS) for UAV operators and other decision makers, like airports authorities and aviation agencies.
Data about the vehicle involved, the mission to be performed (i.e., operational constraints and mission schedule) and the environment where the mission will be performed represents the set of required inputs for calculating the routes. In particular, the distribution of the population within the area of operations is used for risk assessment. The proposed risk assessment methodology uses motion primitives for trajectory discretization, evaluates trajectory feasibility and assesses the associated risk.
The output data of the FLIP process are twofold: on the one hand, there are dashboards and data (visualized in the graphical interface) that supports UAV operator in-flight mission planning and, on the other hand, there are the optimal trajectory data that can be integrated into the autopilot of the UAV for its autonomous flight. In this sense, with further development, the FLIP environment could be used to monitor, in real time, the flight of a UAV, and to compare the trajectory actually performed with the planned one. The FLIP technological architecture, being modular and service-oriented, is already suitable for such an improvement.
Supervision, A.C.; validation, G.A.; writing—original draft, C.P., M.M. and G.A.; writing—review and editing, C.P., M.M., G.A. and A.C.
This research was funded by the European Union and the Regione Puglia Local Government through call FSC Cluster 2014, project Test and Knowledge-based Environment for Operations, Flight and Facility (TAKE OFF).
The authors would like to thank all the TAKE-OFF project partners, for their valuable contributions to the study. In particular, the authors acknowledge EnginSoft Spa for the development of the multi-objective search algorithm, and Planetek Italia Srl for providing population density data.
Conflicts of Interest
The authors declare no conflict of interest.
Valavanis, K.P.; Vachtsevanos, G.J. Uav mission and path planning: Introduction. In Handbook of Unmanned Aerial Vehicles; Springer: Berlin, Germany, 2015; pp. 1443–1446. [Google Scholar]
Idries, A.; Mohamed, N.; Jawhar, I.; Mohamed, F.; Al-Jaroodi, J. Challenges of developing UAV applications: A project management view. In Proceedings of the the 2015 International Conference on Industrial Engineering and Operations Management (IEOM), Dubai, UAE, 3–5 March 2015; pp. 1–10. [Google Scholar]
Gusev, M.P.; Nikolaev, S.M.; Uzhinsky, I.K.; Padalitsa, D.I.; Mozhenkov, E.R. Application of Optimization in the Early Stages of Product Development, Using a Small UAV Case Study. In IFIP International Conference on Product Lifecycle Management; Springer: Berlin, Germany, 2018; pp. 294–303. [Google Scholar]
Bernabei, G.; Sassanelli, C.; Corallo, A.; Lazoi, M. A PLM-Based Approach for Un-manned Air System Design: A Proposal. In International Workshop on Modelling and Simulation for Autonomous Systems; Springer: Berlin, Germany, 2014; pp. 1–11. [Google Scholar]
Holland Michel, A.; Gettinger, D. Drone Year in Review: 2017; Center for the Study of the Drone at Bard College: Washington, DC, USA, 2018. [Google Scholar]
Guglieri, G.; Quagliotti, F.; Ristorto, G. Operational issues and assessment of risk for light UAVs. J. Unmanned Vehicle Syst.2014, 2, 119–129. [Google Scholar] [CrossRef]
Federal Aviation Authority. Flight safety Analysis Handbook; version 1.0; United States Department of Transportation: Washington, DC, USA, 2011.
McGeer, T.; Newcome, L.R.; Vagners, J. Quantitative risk management as a regulatory approach to civil UAVs. In Proceedings of the International Workshop on UAV Certification, Paris, France, 4 June 1999; pp. 1–11. [Google Scholar]
Clothier, R.; Walker, R.; Fulton, N.; Campbell, D. A casualty risk analysis for unmanned aerial system (UAS) operations over inhabited areas. In Proceedings of the Second Australasian Unmanned Air Vehicle Conference, Melbourne, Australia, 19–22 March 2007; pp. 1–15. [Google Scholar]
Clothier, R.A.; Walker, R.A. Determination and evaluation of UAV safety objectives. In Proceedings of the 21st International Unmanned Air Vehicle Systems Conference, Bristol, UK, 3–5 April 2006; pp. 18.1–18.16. [Google Scholar]
Weibel, R.; Hansman, R.J. Safety considerations for operation of different classes of UAVs in the NAS. In Proceedings of the AIAA 3rd ‘‘Unmanned Unlimited’’ Technical Conference, Workshop and Exhibit, Chicago, IL, USA, 20–23 September 2004; pp. 1–11. [Google Scholar]
Weibel, R.; Hansman, R.J. An integrated approach to evaluating risk mitigation measures for UAV operational concepts in the NAS. In Proceedings of the 4th Infotech@Aerospace Conference, Arlington, VA, USA, 26–29 September 2005; pp. 509–519. [Google Scholar]
Dalamagkidis, K.; Valavanis, K.P.; Piegl, L.A. Evaluating the risk of unmanned aircraft ground impacts. In Proceedings of the 2008 Mediterranean Conference on Control and Automation MED’08, Ajaccio (Corsica), France, 25–27 June 2008; pp. 709–716. [Google Scholar]
Lum, C.; Gauksheim, K.; Deseure, C.; Vagners, J.; McGeer, T. Assessing and estimating risk of operating unmanned aerial systems in populated areas. In Proceedings of the 11th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference, Virginia Beach, VA, USA, 20–22 September 2011; pp. 1–13. [Google Scholar]
Avanzini, G.; Martinez, D.S. Risk assessment in mission planning of uninhabited aerial vehicles. Proc. Inst. Mech. Eng. G2019. [Google Scholar] [CrossRef]
Martinez, D.S.; Avanzini, G.; Primavera, V.; Micchetti, F.; Pagone, S.; Di Martino, A.; Marra, M.; Pascarelli, C. Risk Mitigation for Unmanned Air Vehicles Mission Planning. In Proceedings of the CAE Conference, Vicenza, Italy, 6–7 November 2017. [Google Scholar]
Sprague, R.H., Jr. A framework for the development of decision support systems. MIS Q.1980, 4, 1–26. [Google Scholar] [CrossRef]
Nižetić, I.; Fertalj, K.; Milašinović, B. An overview of decision support system concepts. In 18th International Conference on Information and Intelligent Systems; Faculty of Organization and Informatics: Varazdin, Croatia, 2007; pp. 251–256. [Google Scholar]
Power, D.J. Decision Support Systems: Concepts and Resources for Managers; Greenwood Publishing Group: Westport, CT, USA, 2002. [Google Scholar]
Asemi, A.; Safari, A.; Zavareh, A.A. The role of management information system (MIS) and Decision support system (DSS) for manager’s decision making process. Int. J. Bus. Manage.2011, 6, 164–173. [Google Scholar] [CrossRef]
Sherstjuk, V.; Zharikova, M.; Sokol, I. Forest Fire Monitoring System Based on UAV Team, Remote Sensing, and Image Processing. In Proceedings of the 2018 IEEE Second International Conference on Data Stream Mining & Processing (DSMP), Lviv, Ukraine, 21–25 August 2018; pp. 590–594. [Google Scholar]
Fikar, C.; Gronalt, M.; Hirsch, P. A decision support system for coordinated disaster relief distribution. Expert Syst. Appl.2016, 57, 104–116. [Google Scholar] [CrossRef]
Cho, K.; Baltsavias, E.; Remondino, F.; Soergel, U.; Wakabayashi, H. Resilience against disasters using remote sensing and geoinformation technologies for rapid mapping and information dissemination (RAPIDMAP). In Proceedings of the 34th Asian Conference on Remote Sensing, Bali, Indonesia, 20–24 October 2013; pp. 3826–3833. [Google Scholar]
Cho, K.; Wakabayashi, H.; Yang, C.H.; Soergel, U.; Lanaras, C.; Baltsavias, E.; Rupnik, E.; Nex, F.; Remondino, F. Rapidmap project for disaster monitoring. In Proceedings of the 35th Asian Conference on Remote Sensing (ACRS), Nay Pyi Taw, Myanmar, 27–31 October 2014. [Google Scholar]
Baltsavias, E.; Cho, K.; Remondino, F.; Sörgel, U.; Wakabayashi, H. Rapidmap-Rapid mapping and information dissemination for disasters using remote sensing and geoinformation. Int. Arch. Photogramm. Remote Sens. Spat. Inform. Sci.2013, 40, 31–35. [Google Scholar] [CrossRef]
Katsigiannis, P.; Galanis, G.; Dimitrakos, A.; Tsakiridis, N.; Kalopesas, C.; Alexandridis, T.; Zalidis, G. Fusion of spatio-temporal UAV and proximal sensing data for an agricultural decision support system. In Fourth International Conference on Remote Sensing and Geoinformation of the Environment (RSCy2016); International Society for Optics and Photonics: Bellingham, WA, USA, 2016; Volume 9688, p. 96881R. [Google Scholar]
Sterenczak, K.; Mroczek, P.; Jastrzebowski, S.; Krok, G.; Lisanczuk, M.; Klisz, M.; Kantorowicz, W. UAV and GIS Based Tool for Collection and Propagation of Seeds Material-First Results. ISPRS Int. Arch. Photogram. Remote Sens. Spat. Inform. Sci.2016, 41, 663–667. [Google Scholar] [CrossRef]
Insaurralde, C.C.; Blasch, E. Ontological knowledge representation for avionics decision-making support. In Proceedings of the 2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC), Sacramento, CA, USA, 25–30 September 2016; pp. 1–8. [Google Scholar]
Ramirez-Atencia, C.; Camacho, D. Extending QGroundControl for Automated Mission Planning of UAVs. Sensors2018, 18, 2339. [Google Scholar] [CrossRef] [PubMed]
Porat, T.; Oron-Gilad, T.; Rottem-Hovev, M.; Silbiger, J. Supervising and controlling unmanned systems: A multi-phase study with subject matter experts. Front. Psychol.2016, 7, 568. [Google Scholar] [CrossRef] [PubMed]
Frazzoli, E.; Dahleh, M.A.; Eric, F. Maneuver-based motion planning for nonlinear systems with symmetries. IEEE Trans. Robot.2005, 21, 1077–1091. [Google Scholar] [CrossRef]
Etkin, B. Dynamics of Atmospheric Flight; Wiley: New York, NY, USA, 1972. [Google Scholar]
McCormick, B.W. Aerodynamics, Aeronautics, and Flight Mechanics; Wiley: New York, NY, USA, 1995. [Google Scholar]
Avanzini, G.; Carlà, A.; Donateo, T. Parametric analysis of a hybrid power system for rotorcraft emergency landing sequence. Proc. Inst. Mech. Eng. G2017, 231, 2282–2294. [Google Scholar] [CrossRef]
Khodabandelou, G.; Gauthier, V.; El-Yacoubi, M.; Fiore, M. Population estimation from mobile network traffic metadata. In Proceedings of the IEEE 17th International Symposium on a World of Wireless, Mobile and Multimedia Networks (WoWMoM), Coimbra, Portugal, 21–24 June 2016. [Google Scholar]
Mas, F.; Arista, R.; Oliva, M.; Hiebert, B.; Gilkerson, I.; Rios, J. A review of PLM impact on US and EU aerospace industry. Proc. Eng.2015, 132, 1053–1060. [Google Scholar] [CrossRef]
Disclaimer/Publisher’s Note: The statements, opinions and data contained in all publications are solely
those of the individual author(s) and contributor(s) and not of MDPI and/or the editor(s). MDPI and/or
the editor(s) disclaim responsibility for any injury to people or property resulting from any ideas,
methods, instructions or products referred to in the content. | aerospace | 1 |
http://www.flightglobal.com/news/articles/american-and-ilfc-enter-latest-737-slb-376876/ | 2014-03-08T20:34:23 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999662994/warc/CC-MAIN-20140305060742-00032-ip-10-183-142-35.ec2.internal.warc.gz | 0.944853 | 138 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__128767148 | en | American Airlines and International Lease Finance Corporation (ILFC) received approval from the bankruptcy court to enter into a sale-leaseback for a Boeing 737-800 today.
The aircraft, which is registered N903NN (MSN 31153), will be delivered on or around 25 September, according to a filing by the US Bankruptcy Court for the Southern District of New York.
ILFC is likely to finance the aircraft on balance sheet with existing funds.
Wilmington Trust is trustee.
The sale-leaseback is part of a deal for 15 737-800s that American and ILFC signed in November 2011, before the airline filed for chapter 11 bankruptcy protection. | aerospace | 1 |
https://ppmag.com/news/13-things-to-know-before-youre-drone-ready | 2020-09-24T17:52:58 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400219691.59/warc/CC-MAIN-20200924163714-20200924193714-00149.warc.gz | 0.907888 | 214 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__228468823 | en | 13 things to know before you’re drone-ready
The FAA’s newly released rules for the operation of small drones will blow open the doors for working photographers who’ve wanted to use unmanned aircraft systems (UAS) commercially.
The long-awaited regulations are set to take effect in August. Here are 13 things you need to know before operating a small drone as a part of your photography business.
1. Be at least 16 years old
2. Pass a test of aeronautical knowledge
3. Be vetted by the Transportation Safety Administration
4. Less than 55 pounds
5. Must be registered
Operating rules (subject to waiver by the FAA):
6. Class G airspace
7. Keep the aircraft in sight
8. Fly under 400 feet
9. Fly during the day
10. Fly at or below 100 mph
11. Yield right of way to manned aircraft
12. Must not fly over people
13. Must not fly from a moving vehicle
More from the FAA here. | aerospace | 1 |
http://reason.com/archives/1991/05/01/beyond-tomorrowland | 2014-03-09T06:15:08 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999674095/warc/CC-MAIN-20140305060754-00086-ip-10-183-142-35.ec2.internal.warc.gz | 0.967989 | 1,636 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__176512290 | en | The old TV program “Disneyland,” through which both Davy Crockett and rocket scientist Wernher Von Braun gained widespread attention, once presented an episode called “Man in Space.” In it, Disney’s artists vividly and dramatically depicted Von Braun’s vision of the future. The show featured rockets larger than the Saturn V that would eventually send astronauts to the moon. These behemoths launched winged space shuttles, which built an enormous space station in the shape of a wheel, permanently crewed and orbiting high above the earth. It was never clear what exactly the station itself would be used for, but one purpose was plain: It would serve as the jumping-off point for an expedition to the moon.
All this was very much in keeping with the grand ideas of astronautics. These had developed largely during the 1920s and 30s, in an era when aviation was rapidly advancing and electronics was primitive. The vision of spaceships was a straightforward projection of experience with aircraft, which for decades remained inexpensive even as their speeds and altitudes increased with no limits in sight. The expectation that spacecraft would carry astronauts as pilots was also quite reasonable, since the technology necessary for computer guidance still lay decades in the future.
Cut now to 1991. The United States for several years has been pursuing a vision astonishingly similar to Von Braun’s. Here, too, the goal has been a space station, hundreds of feet in dimensions and permanently crewed. Here, too, the space shuttle has been the intended means of construction. And to top things off, in 1989 President Bush announced a “Space Exploration Initiative” in which that orbiting station is to serve as a base for a return to the moon and for flights to Mars.
But this project is rapidly evolving into something that is all too common in Washington: a program that promises to consume funds without limit, while never reaching completion or delivering useful services to the taxpayer. Between 1984 and 1990, its cost estimate (merely for construction and not for operations) went from $8 billion to $37 billion. That is a sum exceeding the total of the endowments of Harvard, Yale, Berkeley, Princeton, MIT, and Caltech.
But whereas these great research universities have been in operation for generations, there is good reason to doubt that a functioning space station could be built at all under NASA’s current plans. It is past time to consider alternatives to the space station, projects driven by consumer demand rather than grandiose ambitions disconnected from the real needs of science and business. While the goals suggested by a dispassionate analysis may seem uninspiring when compared with NASA’s vision, they have the distinct advantages of feasibility and cost-effectiveness.
After six years of studies and the expenditure of $4 billion, NASA still has no space-station design worthy of the name. The magazine Science quotes a program insider: “The work that’s been done to date is crap. It’s not even good engineering.”
Reliance on the shuttle has constrained design possibilities. Under NASA’s plans, the space station would be built from payloads carried in a succession of shuttle flights and then assembled in orbit. But the shuttle cannot transport components wider than 15 feet. Nor can it lift the station to its ideal orbit of about 400 miles, where erosion caused by monatomic oxygen is minimized and solar-energy potential is maximized. NASA’s latest plans call for 23 shuttle flights just for construction of the station; at the same time, the shuttle would continue to carry payloads for other projects. This compares with a total of 38 flights, for all purposes, since 1981.
Astronauts would have to do a lot of work to assemble the station and maintain it prior to completion. The most extensive instance of such work so far occurred in 1973, when a crew of three astronauts unfurled an umbrella-like sunshade over the Skylab space facility. No one has ever performed so basic an exercise as joining two shuttle payloads to build a functioning spacecraft.
The work would involve thousands of hours of spacewalks. Yet America’s total experience to date in this area amounts to about 200 hours of extravehicular activity, spread over the past quarter century. NASA tried to duck this issue until the New York Times publicized it last year. In March 1990, the Times reported that NASA had estimated it would take 2,200 extravehicular hours a year to maintain the space station.
As shocking as that figure was, NASA later raised it by 75 percent, to 3,800 hours. This would be in addition to the estimated 7,000 extravehicular hours needed to assemble the station. “You can’t do it as currently designed,” an anonymous NASA engineer told the Times. “You have to build a different station.” NASA is looking for ways to reduce the need for spacewalks to a realistic level.
NASA cannot be trusted to recognize and fix such problems on its own. In the course of developing the space shuttle, it adopted a peculiar sort of intellectual dishonesty called “success-oriented management.” A layman would call it blind optimism. It has amounted to a belief that NASA’s designs are bound to succeed, so why worry? This attitude resulted in the loss of the Challenger: Knowledgeable managers were ignored when they tried to warn that it was unsafe to launch in cold weather. More recently, overconfidence led to the nearsightedness of the Hubble telescope. Again, there were managers who knew the telescope’s main mirror had problems, but they could find no one who would listen.
“They have always oversold and overpromised,” says John Pike, an analyst at the Federation of American Scientists, “Their management clearly expected that the shuttle was going to be wildly more capable than it turned out to be. They’ve had an attitude like Winston Churchill’s, back in about 1943, when his generals were telling him why something wasn’t going to work. Churchill said, ‘Gentlemen, just tell me how you are going to do it. The problems will suggest themselves.’ ”
Indeed, NASA’s main response to criticism of the space station has been to trot out clichés about Man the Explorer, while running to Congress for more money. But members of Congress have begun to balk. In its 1991 appropriation, Congress cut $550 million from NASA’s request of $2.45 billion. It also sliced out President Bush’s request for start-up funds for his Space Exploration Initiative. And criticism of the station has come from no less a figure than Thomas Paine, NASA administrator at the time of the lunar landings. In September 1990 he wrote that “the current space station program is no longer endorsed by most scientists and is delaying, not advancing, the President’s goals.”
In answer to such criticism, NASA has begun to budge, but only slightly. Responding to a direct order from Congress, the agency in March released the latest in a continuing series of designs. It shrinks the length of the space station from 508 feet to about 300, cuts out two of eight solar panels, eliminates two crew modules while shrinking two others, and reduces the crew from eight to four. But the station’s intended purposes still place heavy emphasis on long-term studies of astronauts in weightlessness, which only make sense as a prelude to a manned Mars mission.
Hardly had the new design been released when critics began to gather anew. Robert M. Walker, a space scientist at Washington University in St. Louis, questioned whether NASA will ever get its space-station act together. “It’s the most totally mismanaged program I’ve ever been associated with,” he told the New York Times. | aerospace | 1 |
https://www.hydrocarbonengineering.com/refining/06092019/drones-taking-on-important-roles-in-oil-and-gas-operations/ | 2024-02-29T04:11:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474784.33/warc/CC-MAIN-20240229035411-20240229065411-00628.warc.gz | 0.93663 | 563 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__206849339 | en | Unmanned aerial vehicles (UAVs), or drones, are becoming integral to the oil and gas industry due to their increasing usability across the value chain to drive operational efficiency, reports GlobalData.
The company’s latest thematic report, ‘Drones in Oil & Gas – Thematic Research’, states that drone adoption in the oil and gas industry was initially used for strategic deployments such as remote monitoring and surveillance of assets during regular operations, as well as emergency situations.
The report highlights that recent advancements in sensing and imaging technologies are enabling drones to be deployed in a wide range of settings to carry out predictive maintenance of critical infrastructure. Drone manufacturers are also collaborating with oil and gas companies to develop custom drone platforms that can be equipped with different types of data collection technologies for obtaining real-time insights. The industry’s steady transition towards digital transformation using sensors, cloud computing and the Internet of Things (IoT) is providing an added impetus to drone usage. This is bolstered further by falling hardware costs and easing government regulations.
Ravindra Puranik, Oil & Gas Analyst at GlobalData, comments: “Drone technologies are easy to deploy, giving them an edge over conventional aircraft as their rotors are configured for operating in compact geometries and hovering at fixed spots to collect data. Their design allows them to survey a variety of installations, including oil and gas platforms, processing plants, pipelines and refining units. Naturally, drones are becoming essential for oil and gas operations.”
As drone use is increasing in the oil and gas industry, it heightens the possibility of drone-related accidents either due to technical malfunctions or bad judgment from drone operators. However, to avoid such incidents, a new set of expertise is emerging within the oilfield services space, dedicated specifically to pilot drones, which will enable service providers to make optimum usage of drones to gather relevant data for their customers.
GlobalData’s thematic research identifies oil and gas companies, such as BP, Chevron, ConocoPhillips, Equinor, ExxonMobil, Gazprom, and Shell as the leading players in the adoption of drone theme in their oil and gas operations. DJI, PrecisionHawk, and AeroVironment are among the drone technology and service providers contributing to the oil and gas industry.
Read the article online at: https://www.hydrocarbonengineering.com/refining/06092019/drones-taking-on-important-roles-in-oil-and-gas-operations/
You might also like
Rayonier Advanced Materials Inc. (RYAM) and Verso Energy have entered into a Memorandum of Understanding (MoU) to explore e-SAF. | aerospace | 1 |
http://wrecksiteuk.blogspot.com/2011/08/ | 2019-10-18T13:27:16 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986682998.59/warc/CC-MAIN-20191018131050-20191018154550-00366.warc.gz | 0.977402 | 406 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__156317660 | en | The crew were
Lt Georg Leins [pilot]
Unteroffizier Alwin Tepe
Unteroffizier Gerhard Fischer
Gefreiter Rudolf Terstegen
All were lost in the crash and sadly due to the total destruction of the plane the pilots body was never found ,the others now rest in the Cannock chase German military cemetery !
Saturday, 20 August 2011
The crew were
Tuesday, 2 August 2011
This shot is of Treddolphin farm near Gwalchmai on Anglesey and was the crash site of Vulcan XA909 on the 16/7/64
The plane had been on a training flight when at 43.000ft a bearing loss in n04 engine also damaged n03 and and caused control issues ,with the assistance of a pair of Gnats from Valley the Vulcan crew hoped to get to R.A.F. Valley ,but the pilot realised he had marginal control and also that it would be not enough to land safely, knowing as he did that the design of the rear crew escape system was totally useless except under the most favourable of circumstances and with the undercarriage down there was no escape for the 3 crew in the rear as only the pilot and co-pilot had ejection seats the rear crew had to manually jump ! in nearly every Vulcan crash this was impossible due to the G forces !. So he aimed to put the rear crew out first then send XA909 to a watery end but after the crew left , the Bomber turned inland and fell in the fields in the foreground lucky no one was harmed on the ground !
The farm is currently up for rent so there was no one around to ask for info but there will be remains in the fields as Xa909 hit with a lot of force a large amount of remains are also have believed to have been put on the dump at Valley and can still be seen if you are lucky enough to have permission to enter the base !. | aerospace | 1 |
https://iworkcommunity.com/content/travel-itinerary-with-flight-tracking/ | 2022-10-01T08:05:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335573.50/warc/CC-MAIN-20221001070422-20221001100422-00768.warc.gz | 0.844934 | 87 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__289018134 | en | Click to rate this package![Total: 10 Average: 5]
- Download 8301
Travel itinerary for flights on blue airplane background. This set includes columns for dates of travel, airlines and flight numbers, destination, and departure/arrival times for single-sheet tracking at a glance.
Keep track of your flights and times. First of a series of travel based templates for iWork. | aerospace | 1 |
https://arffwg.org/news/united-airlines-passengers-recall-scary-boeing-777-engine-explosion/ | 2024-02-21T19:00:51 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473524.88/warc/CC-MAIN-20240221170215-20240221200215-00191.warc.gz | 0.979406 | 389 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__14884760 | en | Passengers left terrified after engine failure on Hawaii-bound flight
Passengers onboard United Airlines flight 328 are recalling the frightening moment when the Boeing 777 made an emergency landing at Denver International Airport after an engine failed and erupted in flames only moments after takeoff.
“I was sitting in the middle of the plane and there was a loud explosion,” Mike Vena, who was traveling Saturday from Baltimore to Hawaii with his wife told CBS Denver.
“The plane just started shuddering and it was that way for about a half an hour until the plane landed,” he said.
The United Airlines flight departing from Denver to Honolulu on Saturday was traveling with 231 passengers and 10 crew members. Authorities said no one on board was hurt. Still, passengers say they were “terrified” the moment they heard the engine fail.
Ed and Barbara Underwood, of Kailua, Hawaii, told KHON2 they were frightened and even sent a text message to their children, since they were unsure if they would survive the flight.
“I just said the plane engine blew, that I don’t know what’s going to happen and that we love them. That’s all you can say,” Barbara told KHON2.
“It was really scary,” she said, adding that the pilot calmly announced they were going to make a landing. “It was the longest 20 minutes coming back into Denver,” she told KHON2.
The flight landed back at the Denver International Airport at 1:30 p.m. Saturday.
The Federal Aviation Administration later confirmed the plane safely landed in Denver following “a right-engine failure after takeoff.”
“There are reports of debris landing along the plane’s flight path. The FAA and National Transportation Safety Board will investigate,” the FAA said. | aerospace | 1 |
https://www.africair.com/africair-group/ | 2019-10-17T21:33:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986676227.57/warc/CC-MAIN-20191017200101-20191017223601-00088.warc.gz | 0.856474 | 616 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__200608368 | en | Flagship Citation cleared to revolutionize the super-midsize business jet category WICHITA, Kan. (Sept. 23, 2019) – Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, today announced it has achieved Type Certification by the Federal Aviation Administration (FAA) for its innovative super-midsize jet, the Cessna
Africair Group of Companies
The Africair Group features companies that provide an expansive number of products and services in the Aviation and Hospitality Industries.
Tropical Aviation Distributors (TAD) has served the aviation community in the Caribbean and portions of South America continuously since 1984. Our business efforts are devoted to the distribution of new and used aircraft and other aviation related products.
TROPICARS is a major distributor of golf cars, utility vehicles and other products used in the golf, resort, hospitality, and power sports industries. We also distribute personal vehicles, recreational vehicles and vehicles used in industrial settings.
Propel Aviation offers outstanding, professional customer support to Cessna & Beechcraft Aircraft owners, whether their aircraft are new or used, piston or turboprop. As the only Textron Aviation Service Station in Florida authorized to maintain single engine, multi-engine and propjet products, Propel is dedicated to providing first class maintenance, technical support and warranty service.
WICHITA, Kan. (Sept. 16, 2019) – Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, this month celebrates 50 years since the inaugural flight of the first Citation jet, the Cessna
GENEVA (May 21, 2019) – Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, is showcasing its first air ambulance configuration of the popular Citation Latitude at its static display at the
WICHITA, Kan. (May 16, 2019) –Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, heads to next week’s European Business Aviation Convention and Exhibition (EBACE) with eight of its industry-leading aircraft.
WICHITA, Kan. (Dec. 13, 2018) – Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, is bringing enhanced flight deck capabilities to new production Cessna Caravan and Grand Caravan EX turboprop platforms.
WICHITA, Kan. (Dec. 20, 2018) – Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, today announced its Cessna Citation Longitude super-midsize jet has achieved provisional type certification (PTC) from the
ORLANDO, Fla. (Oct. 16, 2018) Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company, today unveiled the new full-scale Cessna SkyCourier mockup at the 2018 National Business Aviation Association’s Business Aviation | aerospace | 1 |
https://www.designworldonline.com/mscsoftware-signs-deal-with-boeing/ | 2023-03-27T20:50:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948684.19/warc/CC-MAIN-20230327185741-20230327215741-00451.warc.gz | 0.840109 | 210 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__90572035 | en | SANTA ANA, Calif. – MSC.Software (NASDAQ: MSCS) announced that The Boeing Company has entered into a new multiyear agreement under which they will leverage MSC.Software’s new Enterprise Advantage system for flexible access to next generation simulation technology and solutions across the Boeing enterprise. Boeing has been a pioneer in recognizing the tremendous opportunities of enterprise simulation and was the first company to sign a Strategic Alliance Partnership, an MSC.Software sponsored initiative. This new agreement builds upon the existing environment, guarantees continued access to the solutions already in place, and adds new technology from MSC.Software’s SimEnterprise solutions including the company’s new multi-discipline solver technology, SimXpert for advanced simulation templating and SimManager for process management.
The Boeing Company
Filed Under: Aerospace + defense, Software
Tell Us What You Think! | aerospace | 1 |
https://www.barrios.com/single-post/2017/10/12/barrios-technology-selected-by-orbital-atk-to-support-mission-operations-for-cygnus-fligh | 2023-03-20T21:44:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943562.70/warc/CC-MAIN-20230320211022-20230321001022-00207.warc.gz | 0.919854 | 563 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__92424652 | en | Barrios Technology Selected by Orbital ATK to Support Mission Operations for Cygnus Flights
JOHNSON SPACE CENTER (Houston, TX): Barrios Technology was recently awarded a contract by Orbital ATK [NYSE: OA], a global leader in aerospace and defense technologies, to provide real time mission operations and flight controller training and simulations for its Cygnus spacecraft as part of Orbital ATK’s Commercial Resupply Services (CRS) contract with NASA.
“Barrios supports Orbital ATK’s Cygnus real time console operations with the vehicle after it is berthed to the International Space Station (ISS). We are excited to have this opportunity to partner with Orbital ATK in support of NASA’s Space Station CRS contracts," said Robert McAfoos, Barrios Technology President.
Barrios brings technical expertise in mission operations support, including flight control, training, and Cygnus cargo support at Dulles and Houston’s Johnson Space Center. Trained flight controllers provide monitoring of the vehicle during all operational activities while it is attached to the space station.
“Orbital ATK is very pleased to have Barrios on our mission operations team for our upcoming missions to deliver cargo to the ISS,” said Frank DeMauro, Vice President and General Manager of Orbital ATK’s Advanced Programs Division. “We have been extremely impressed with the quality of personnel they have provided, who have all shown a level of professionalism and expertise along with their eagerness to be part of the Cygnus team.”
About Orbital ATK
Orbital ATK is a global leader in aerospace and defense technologies. The company designs, builds and delivers space, defense and aviation systems for customers around the world, both as a prime contractor and merchant supplier. Its main products include launch vehicles and related propulsion systems; missile products, subsystems and defense electronics; precision weapons, armament systems and ammunition; satellites and associated space components and services; and advanced aerospace structures. Headquartered in Dulles, Virginia, Orbital ATK employs approximately 13,000 people across the U.S. and in several international locations. For more information, visit www.orbitalatk.com
About Barrios Technology
Headquartered in Houston, Barrios Technology is a woman-owned AS9100 certified engineering services company specializing in aerospace engineering & science, program planning & control, mission integration & operations, and software engineering & integration. Since 1980, Barrios has demonstrated their corporate mission to be the foremost small aerospace engineering services company providing extraordinary value to our customers, employees and communities. For more information on Barrios Technology, please call 281-280-1900 or visit www.barrios.com | aerospace | 1 |
https://caainternational.com/media/news/ | 2023-02-01T06:15:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499911.86/warc/CC-MAIN-20230201045500-20230201075500-00384.warc.gz | 0.920886 | 363 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__214030274 | en | The Ministry of Transport and Communications of the Kyrgyz Republic has entered into an agreement with CAA International to review and update the country’s State Safety Programme per ICAO Standards and Recommended Practices. The project commenced this week with an on-site visit to Bishkek by a team of CAAi Technical Advisors.
Following a call for tender, the European Union Aviation Safety Agency (EASA) has awarded a new contract for a research project to a consortium formed by CAA International (CAAi), APAVE Aeroservices and CASRA. The three-year project will examine the impact of aviation security measures on aviation safety and vice versa to ensure continued regulatory improvements to civilian air transportation.
The Civil Aviation Authority of Thailand (CAAT) has appointed CAAi for technical assistance to implement new civil regulations into Thailand’s aviation system. The contract was signed on the first day of the ICAO 41st Assembly in Montreal.
CAAi has joined a consortium led by Spanish artificial intelligence specialists, Innaxis, to evaluate the human factors and safety considerations in the transition to digital assistants and AI-run aviation operations.
Following a call for tender, the European Union Aviation Safety Agency (EASA) has awarded a contract to CAA International (CAAi) for a research project to investigate underwater evacuations of offshore helicopters and occupant survivability. | aerospace | 1 |
http://ansperformance.eu/news/rn/2016/09/15/rn.html | 2019-02-18T18:38:58 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247487624.32/warc/CC-MAIN-20190218175932-20190218201932-00527.warc.gz | 0.916431 | 246 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__230963878 | en | Data updates up to Aug 2016.
The following changes have been delivered in this release:
- Update: Data download files updated up to Aug 2016 (when applicable)
- Noteworthy: Published 2015 Comparison of Air Traffic Management-Related Operational Performance: U.S./Europe (EUROCONTROL and FAA 2016)
- EUROCONTROL, and FAA. 2016. “2015 Comparison of Air Traffic Management-Related Operational Performance: U.S./Europe.” Performance Review Unit. PDF.
Abstract: This report is the 5th in a series of joint ATM operational performance comparisons between the US and Europe. It represents the 2nd edition under the Memorandum of Cooperation between the United States and the European Union. Building on established operational key performance indicators, the goal of the joint study conducted by the Federal Aviation Administration (FAA) and EUROCONTROL on behalf of the European Union is to understand differences between the two ATM systems in order to further optimise ATM performance and to identify best practices for the benefit of the overall air transport system. The analysis is based on a comparable set of data and harmonised assessment techniques for developing reference conditions for assessing ATM performance. | aerospace | 1 |
https://www.presstv.ir/Detail/2020/09/30/635346/Japan-military-asks-new-government-for-budget-hike | 2022-05-26T17:42:09 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662619221.81/warc/CC-MAIN-20220526162749-20220526192749-00069.warc.gz | 0.958812 | 539 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__278778523 | en | Japan’s military has asked the government of new Prime Minister Yoshihide Suga for a ninth successive annual budget hike, including funds to develop advanced warplanes to counter China.
Japan’s Ministry of Defense submitted a budget proposal on Wednesday requesting a further 3.3-percent spending rise to a record 5.49 trillion yen (52 billion dollars) for the next fiscal year, which begins on April 1.
Japan’s new proposed stealth jet fighter project is expected to cost nearly 40 billion dollars and to be completed sometime in the 2030s. The development of the warplane is intended to contest new aircraft being deployed by China, which is also considered as the biggest challenge to US interests and military presence in the Pacific region.
Japan’s leading weapons maker Mitsubishi Heavy Industries is expected to be named as the lead contractor for the military project next month. But a number of American and British arms makers are also vying to join the project as suppliers and partners, including the US-based Lockheed Martin Corp, Boeing Co, and Northrop Grumman Corp, as well as the UK-based BAE Systems Plc and Rolls Royce Holdings Plc.
The latest budget request further asks for 731 million dollars for development and research.
Other proposed military expenditures include 66.6 billion yen for six American F-35 stealth fighters, two of which are short take-off and vertical landing (STOVL) B variants that will operate off a converted helicopter carrier.
Japan’s military planners further seek 99 billion yen to build two new compact warships that can operate with fewer sailors than conventional destroyers in their bid to ease the pressure on its struggling navy, which is having trouble recruiting new service members from the country’s aging population.
Tokyo also plans to upgrade its early warning radars and ballistic missile defenses, and is requesting reserve funds for a yet-undecided replacement for two planned Aegis Ashore radar stations that were canceled in June due to high costs and concerns over the impact on local residents.
Japan’s Finance Ministry officials will reportedly review and possibly revise the proposal before passing it on to the cabinet.
If the budget proposal is approved, it would help further an arms build-up pursued by Suga’s predecessor, Shinzo Abe, that has seen Tokyo purchasing warplanes, missiles, and aircraft carriers as China expands naval and air forces in the face of US attempts to further strengthen its military presence in the strategic region.
Meanwhile, Japanese policymakers are debating whether to arm and train the military to strike distant land targets in China, North Korea, and other regions across Asia. | aerospace | 1 |
https://heiscomingblog.wordpress.com/2015/03/30/eu-resumes-galileo-satellite-launch-program/ | 2018-06-20T07:10:56 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863489.85/warc/CC-MAIN-20180620065936-20180620085936-00541.warc.gz | 0.948821 | 489 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__241254475 | en | The Galileo project to set up an EU alternative to the U.S. Global Positioning System (GPS) is obliged to use the Russian Soyuz system until a development of Arianespace’s European Ariane 5 rocket is ready around the end of the year, despite strained relations with Moscow over the conflict in Ukraine.
Fault for the last two satellites being set in the incorrect orbit after their launch from the European space center in French Guyana was placed on a defect in a Russian-built module.
An official at the European Commission, which oversees the program, said the EU executive was tendering for insurance cover for future satellites and had set up an insurance scheme for the launches.
Hitherto, satellites and launches have been uninsured to keep down costs on a project dogged by delays, money problems and questions over the need for a European alternative to GPS. China and Russia are also working on systems.
Friday’s launch from Kourou is scheduled for 1746 EDT. If successful, it will bring to eight the number of Galileo satellites deployed out of a planned total of 30. The two launched in August have since been nudged into viable orbits and are fit for use, a spokesman for the European Space Agency said.
That cost several million euros and the Commission is expected to decide next month whether to make use of those two — a decision that would require further spending to adapt equipment on the ground to cope with their new orbit routes.
Two further two-satellite launches are planned this year, making it possible to put the Galileo system into partial service next year. Full service is planned for 2020.
Join us at: He Is Coming -Are You Ready?
And many shall follow their pernicious ways; by reason of whom the way of truth shall be evil spoken of. And through covetousness shall they with feigned words make merchandise of you: whose judgment now of a long time lingereth not, and their damnation slumbereth not- 2 Peter 2:2-3 (KJV).
While they promise them liberty, they themselves are the servants of corruption: for of whom a man is overcome, of the same is he brought in bondage – 2 Peter 2:19 (KJV).
“…many shall run to and fro, and knowledge shall be increased” – Daniel 12:4 (KJV). | aerospace | 1 |
https://wonderfulengineering.com/watch-the-dramatic-cockpit-footage-of-a-boeing-737-crashing-into-a-lagoon/ | 2023-06-03T05:04:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649105.40/warc/CC-MAIN-20230603032950-20230603062950-00422.warc.gz | 0.985358 | 384 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__289363724 | en | Footage from the inside the cockpit of a Boeing 737 that crashed into a lagoon located in the Federated States of Micronesia has emerged. The footage shows the plane as it heads to the ground and moment it makes an impact. The crash caused the casualty of one person.
The video was captured by an engineer who was on the plane’s jump seat with a mobile phone. The video shows the pilots operating the controls in the cockpit just before the warning system kicks in and a pilot says ‘we are too low!’. The video and the description of the crash have been presented as part of the final report on the plane crash.
The Boeing 737 was owned by Air Niugini – the national airline in the country. The plane was flying from Pohnpei to Chuuk in the Federated States of Micronesia. A total of thirty-four passengers and twelve crew members were rescued from the lagoon. One passenger, unfortunately, passed away and six sustained serious injuries during the crash. According to the crash report, a passenger was not wearing a seat belt and died because of the blunt force trauma. The report has blamed the pilots for the crash.
The report states, ‘The investigation determined that the co-pilot was unaware of the quickly developing unsafe situation; tracking for the water. However, there were sufficient indications of the unsafe situation that were disregarded, which as the co-pilot, or the pilot monitoring, should have been verified and confirmed. The CVR showed that he did not question or suggest any of the actions or inactions of the pilot flying. Due to his lack of situational awareness and vigilance, he was unable to recognize the need to correct the ever-increasing dangerous rate of descent below the glideslope.’
The crash took place in late September last year. What do you think of this report? | aerospace | 1 |
https://www.roboticstomorrow.com/tag/farming | 2020-04-04T03:15:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370519111.47/warc/CC-MAIN-20200404011558-20200404041558-00422.warc.gz | 0.888119 | 419 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__86862077 | en | In France's Bordeaux region, robots ensure that the wine is organically good. They autonomously eliminate grass and weeds between the vines, making pesticides unnecessary. To enable the robots to navigate the hilly terrain, the developers took some cues from Mars rovers.
Billion-dollar drone company DJI is expanding from consumer and camera drones into the agriculture industry.
The Chinese firm's latest model is a crop-spraying drone, which it claims is "40 times more efficient" than manual spraying, despite having just 12 minutes of flight time.
It will be released in China and Korea where hand-spraying is more common.
DJI made $500m (£332m) in drone sales in 2014 and some analysts predict the firm will hit $1bn in sales this year.
The Agras MG-1 has eight rotors and can carry up to 10kg of crop-spraying fluids per flight.
The foldable device is also dustproof, water-resistant and made of anti-corrosive materials, the firm says on its website (in Chinese).
From The Independent:
A drone start-up is going to counter industrial scale deforestation using industrial scale reforestation.
BioCarbon Engineering wants to use drones for good, using the technology to seed up to one billion trees a year, all without having to set foot on the ground... ( cont'd ) ( projects website )
Tested to perform 100 billion cycles by NASA for the Mars mission, piezo actuators efficiently convert electrical energy into mechanical energy. If your application requires any combination of these parameters, you should be using piezo motion:
• Fast response
• High precision
• High force
• Long life
• Maintenance and lubricants free
• Compact dimensions
• Non-magnetic, UHV compatible
Piezo drives provide the best combination of stability, accuracy, responsiveness, and resolution. Brush up on piezo basics for precision motion, force generation, and nanopositioning applications.
Learn more in the piezo tutorial | aerospace | 1 |
https://blogs.mentor.com/jvandomelen/blog/2010/07/31/stifling-space-travel/ | 2017-07-21T22:38:44 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549423812.87/warc/CC-MAIN-20170721222447-20170722002447-00215.warc.gz | 0.952513 | 550 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__56944486 | en | Stifling Space Travel?
When President Obama unveiled his budget in February, it included an increase in NASA funding. Despite tough economic times, more than $100 billion over the next five years is earmarked for NASA. Nonetheless, the proposed budget still caused upset for those involved in the U.S. space program, including the wealth of aerospace contractors, subcontractors, systems integrators, and technology companies delivering systems and components.
The proposed space budget through 2015 outlined the Obama Administration’s plans for the money allotted to NASA–and it included blazing “a new trail” and largely grounding U.S. astronauts. The aerospace industry and the country—which was then celebrating the 40th anniversary of the moon landing and which had long known the nation to be in what is considered a neck-and-neck space race—were, at the very least, concerned (many were outraged).
Members of Congress reacted quickly, especially those representing states that have the most to lose (jobs, income, etc.) in an already challenging economy. This month, President Obama countered criticisms that he was ending the U.S. human spaceflight program, saying in a White House conference that “nobody is more committed to manned spaceflight, to human exploration of space” than he. He does insist, however, that NASA try a different approach
I had the benefit of sitting down with various aerospace organizations—from prime contractors to the electronics component and system manufacturers that serve them, to academia and industry organizations—last week. Many experienced some recoiling after February’s budget announcement, as well as some slow down from the challenging economy; however, most were doing well, growing profits, and enthusiastic and optimistic about the future. The general consensus? Demand for radiation-hardened electronics components and equipment is growing. Commercial and military aerospace endeavors and applications, especially in the realm of satellites, are keeping industry players busy and the market thriving. Technology firms continue to roll out aerospace innovations…including Mentor Graphics, with its new Precision Rad-Tolerant FPGA design solution.
This geek is glad to hear we will continue to boldly go…
Posted July 31st, 2010, by J VanDomelen
- Military and aerospace exports, particularly commercial aircraft, jumped up in 2015
- NASA to ignite fire in space.
- The human body in the environment of space
- A year in space, a harsh, high-radiation environment
- Non-stop: The battle begins
- Helicopters on the rise
- Unmanned Aircraft Upswing
- Future Firefights
- Waging War on Wildfires
- Unmanned Aircraft Take Aim at Wildfires | aerospace | 1 |
https://www.shieldedinsurance.com.au/hangarkeepers.php | 2023-12-03T10:57:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100499.43/warc/CC-MAIN-20231203094028-20231203124028-00337.warc.gz | 0.925127 | 255 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__273078847 | en | Hangar Keeper’s Liability Insurance is designed to protect you from liability for damage to aircraft on your premises and/or under your care; and liability arising from the sale of aircraft products or the provision of aviation service.
There are a range of industries involved in the aerospace industry. Examples of industries we can cover include:-
- Repair and Service
- Aircraft Storage
- Aircraft Dealerships
- Aerospace Product Manufacturing
- Ground Handlers
If you own or manage a facility where aircraft are stored/kept, hangars liability insurance should be very important to you.
A fire could break out, malicious damage could occur, items could damage an aircraft in your custody and control. You could be held liable for damages so it's important to make sure you're protected.
We have access to a large variety of insurance companies which enables us to source affordable premiums whilst maintaining a high level of cover.
Because we are part of Australia's largest network of brokers (Steadfast), you can rest assured you are recieving the appropriate product.
Want Hangar Keepers Liability Insurance? Call us on 1800 97 98 99 or
Start a quote
Fill out the form below to begin a quote for Hangar Keepers Liability insurance | aerospace | 1 |
http://www.abovetopsecret.com/forum/thread1174801/pg1 | 2020-11-26T21:41:31 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141188947.19/warc/CC-MAIN-20201126200910-20201126230910-00323.warc.gz | 0.921948 | 345 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__165556963 | en | It looks like you're using an Ad Blocker.
Please white-list or disable AboveTopSecret.com in your ad-blocking tool.
Some features of ATS will be disabled while you continue to use an ad-blocker.
USS Dwight D. Eisenhower (CVN-69) and USS George H.W. Bush (CVN-77) will be the first two carriers to field the Navy’s MQ-25A Stingray unmanned aerial refueling tanker, a spokesperson told USNI News.
The two carriers will receive upgrades to include the control stations and data links needed to control the tanker, Naval Air Systems Command spokeswoman Jamie Cosgrove told USNI News.
Bush was the first carrier to have an unmanned aerial vehicle to perform an arrested landing on its flight deck in 2013 in a test of the Northrop Grumman X-47B UAV.
It’s unclear when the Norfolk-based carriers will be upgraded, but several sources have told USNI News that Chief of Naval Operations Adm. John Richardson intends to accelerate the deployment of the Stingray and get it on carrier decks as early as 2019.
The aircraft is in high-demand because it would help alleviate the burden on the carrier air wing’s current refueling aircraft: the Boeing F/A-18E/F Super Hornet. Anywhere from 25 to 30 percent of Super Hornet sorties are used for refueling missions, USNI News has previously reported.
A Navy spokesperson told USNI News on Monday the program was “too pre-decisional” to comment on the operational introduction of the MQ-25A tanker. | aerospace | 1 |
https://reason.com/2015/02/17/who-will-be-screwed-over-by-the-faas-new/ | 2023-03-31T08:37:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949598.87/warc/CC-MAIN-20230331082653-20230331112653-00765.warc.gz | 0.955155 | 733 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__158921265 | en | Who Will Be Screwed Over by the FAA's New Drone Rules?
The precautionary principle strikes again.
What's a holiday weekend without a load of proposed federal regulations being dumped on an unwitting populace? On Sunday the Federal Aviation Administration (FAA) released its proposal on how exactly it will allow small drones—or Unmanned Aircraft Systems (UAS)—to be used for private and business purposes in American airspace.
The summary of proposed rules can be viewed here (pdf). Some of the highlights:
- Drones must weigh less than 55 pounds.
- The operator must remain within visual line of sight of the drone. No, binoculars don't count.
- They can only operate in the daylight.
- Drones must stay below 500 feet.
- Drone operators would have to pass an aeronautical exam and retake the test every two years.
- Background checks of some sort would be required for drone operators
- Aircraft markings mandated for identification purposes.
The immediate, obvious analysis of the new rules is that it completely quashes any proposal to use drones for deliveries. Amazon had announced efforts to turn to drones to facilitate shipments. It would not be able to do so under these proposed rules. USA Today contacted Amazon, and the company reaffirmed its commitment to drone deliveries, but perhaps not here in the United States:
Paul Misener, Amazon vice president for global policy, said the FAA's proposed new rules "wouldn't allow Prime Air to operate in the United States." Prime Air is the name of Amazon's developmental program for drone delivery.
Amazon's Misner called for rules that would address Amazon's plan for using drones to deliver packages.
"The FAA needs to begin and expeditiously complete the formal process to address the needs of our business, and ultimately our customers," he said. "We are committed to realizing our vision for Prime Air and are prepared to deploy where we have the regulatory support we need."
It looks like the precautionary principle in action, which should come as no surprise when dealing with federal regulators. Rather than seeing whether drone deliveries cause actual public safety hazards before instituting restrictions, the FAA is regulating out of fear of what harms may (or may not) come. Adam Thierer of the Technology Liberation Front blog notes, "You can't read through these 200 pages of regulations without getting sense that the FAA still wishes that private drones would just go away," and worries about the regulations' impact not on Amazon so much as smaller, innovative companies that would need drones as part of its central business model:
But what I worry about more are all the small 'Mom-and-Pop' drone entrepreneur, who want to use airspace as a platform for open, creative innovation. These folks are out there but they don't have the name or the resources to weather these restrictions the way that Amazon can. After all, if Amazon has to abandon same-day drone delivery because of the FAA rules, the company will still have a thriving commercial operation to fall back on. But all those small, nameless drone innovators currently experimenting with new, unforeseeable innovations may not be so lucky.
At the same time that the FAA released these new proposed rules, the White House released a memo to also set up some data retention and privacy guidelines for the federal government's own use of drones. Those rules can be read here, but to summarize, they would require the feds to comply with applicable laws and authorizations, as well as the Privacy Act of 1974.
Below, Reason TV on the many potential useful private uses for drones: | aerospace | 1 |
http://www.pearltrees.com/u/46742971-mcdonnell-encyclopedia | 2019-07-21T09:10:43 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195526940.0/warc/CC-MAIN-20190721082354-20190721104354-00087.warc.gz | 0.944842 | 2,733 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__208082643 | en | Joint Strike Fighter program Joint Strike Fighter (JSF) is a development and acquisition program intended to replace a wide range of existing fighter, strike, and ground attack aircraft for the United States, the United Kingdom, Canada, Australia, The Netherlands and their allies. After a competition between the Boeing X-32 and the Lockheed Martin X-35, a final design was chosen based on the X-35. This is the F-35 Lightning II, which will replace various tactical aircraft, including the US F-16, A-10, F/A-18, AV-8B and British Harrier GR7 & GR9s, and the Canadian CF-18. Project formation The JSF program was the result of the merger of the Common Affordable Lightweight Fighter (CALF) and Joint Advanced Strike Technology (JAST) projects. The merged project continued under the JAST name until the engineering, manufacturing and development (EMD) phase, during which the project became the Joint Strike Fighter. JSF competition Outcome Program issues Alleged Chinese espionage
AN/SLQ-25 Nixie TB-14A towed decoy, from the AN/SLQ-25A "Nixie" system The AN/SLQ-25 Nixie and its variants are towed torpedo decoys used on US and allied warships. It consists of a towed decoy device (TB-14A) and a shipboard signal generator. The decoy emits signals to draw a torpedo away from its intended target. The Nixie attempts to defeat a torpedo's passive sonar by emitting simulated ship noise, such as propeller and engine noise, which is more attractive than the ship to the torpedo's sensors. The AN/SLQ-25A Nixie is a clean-sheet design when compared to the AN/SLQ-25 Nixie. The AN/SLQ-25B includes equipment of the AN/SLQ-25A and incorporates a towed array sensor to detect submarines and incoming torpedoes. The AN/SLQ-25C System is an upgrade to the AN/SLQ-25A system. Typically, larger ships may have two Nixie systems mounted on the rear of the ship to allow operation singularly or in pairs while smaller ships may have only one system.
Contra-rotating propellers Operation When airspeed is low, the mass of the air flowing through the propeller disk (thrust) causes a significant amount of tangential or rotational air flow to be created by the spinning blades. The energy of this tangential air flow is wasted in a single-propeller design. To use this wasted effort the placement of a second propeller behind the first takes advantage of the disturbed airflow. The tangential air flow also causes handling problems at low speed as the air strikes the vertical stabilizer, causing the aircraft to yaw left or right, depending of the direction of propeller rotation. If it is well designed, a contra-rotating propeller will have no rotational air flow, pushing a maximum amount of air uniformly through the propeller disk, resulting in high performance and low induced energy loss. Advantages and disadvantages Contra-rotating propellers have been found to be between 6% and 16% more efficient than normal propellers. Use in aircraft See also
British Aerospace Harrier II The British Aerospace Harrier II is a second-generation vertical/short takeoff and landing (V/STOL) jet aircraft used previously by the Royal Air Force (RAF) and, between 2006 and 2010, the Royal Navy (RN). The aircraft was derived from the McDonnell Douglas AV-8B Harrier II, which itself was a development of the Hawker Siddeley Harrier. Initial deliveries of the Harrier II were designated in service as Harrier GR5; subsequently upgraded airframes were redesignated accordingly as GR7 and GR9. Under the Joint Force Harrier organisation, both the RAF and RN operated the Harrier II, including routine operational deployments onboard the navy's Invincible class aircraft carriers. In December 2010, budgetary pressures led to the early retirement of all Harrier IIs from service, at which point it was the last of the Harrier derivatives remaining in British service. Design and development Origins Description and role RAF Harrier GR9 in flight, 2010 Further developments
Fridtjof Nansen-class frigate Design The frigates were originally intended as a replacement for the aging Oslo-class frigates, with a primary focus on antisubmarine warfare (ASW). Eventually, the need for a robust anti-aircraft defense as well as the possibility of incorporating the Naval Strike Missile SSM produced by Norwegian company Kongsberg Defence & Aerospace led to a more multi-role design. The selection of Navantia as prime contractor led to the design being very similar to the Spanish Navy's Alvaro de Bazan-class frigates, including the incorporation of Lockheed Martin's AEGIS combat system. Improvements The new frigates will prove a great improvement over their predecessors, the Oslo-class frigates, not only in size, but also in personnel, capabilities and equipment. Current activities In November 2009 she became involved in a firefight with suspected pirates after being attacked while inspecting a fishing vessel. Availability List of ships Images References
Hawker Siddeley P.1127 Improvements to future development aircraft, such as swept wings and more powerful Pegasus engines, led to the development of the Kestrel. The Kestrel was evaluated by the Tri-partite Evaluation Squadron, made up of military pilots from Britain, the United States, and West Germany. Later flights were conducted by the U.S. military and NASA. Related work on a supersonic aircraft, the Hawker Siddeley P.1154, was cancelled in 1965. As a result, the P.1127 (RAF), a variant more closely based on the Kestrel, was ordered into production that year, and named Harrier in 1967. Design and development Background P.1127 Third prototype P.1127 XP972 at Farnborough 1962, showing the unswept trailing edges The first prototype P.1127, serial XP831, was delivered in July 1960 for static engine testing, and in October the Pegasus flight engine was made available. The first three P.1127s crashed, the second and third during development. Kestrel FGA.1 P.1127 (RAF) Variants
Lockheed Martin F-35 Lightning II The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, fifth-generation multirole fighters under development to perform ground attack, reconnaissance, and air defense missions with stealth capability. The F-35 has three main models; the F-35A is a conventional takeoff and landing variant, the F-35B is a short take-off and vertical-landing variant, and the F-35C is a carrier-based variant. The F-35 is descended from the X-35, the product of the Joint Strike Fighter (JSF) program. It is being designed and built by an aerospace industry team led by Lockheed Martin. F-35 JSF development is being principally funded by the United States with additional funding from partners. Development JSF program requirements and selection The JSF program was designed to replace the United States military F-16, A-10, F/A-18 (excluding newer E/F "Super Hornet" variants) and AV-8B tactical fighter aircraft. Design phase On 7 July 2006, the U.S.
Lockheed AC-130 The Lockheed AC-130 gunship is a heavily armed ground-attack aircraft variant of the C-130 Hercules transport plane. The basic airframe is manufactured by Lockheed, while Boeing is responsible for the conversion into a gunship and for aircraft support. The AC-130A Gunship II superseded the AC-47 Gunship I during the Vietnam War. All of the weaponry aboard is mounted to fire from the left (port) side of the non-pressurised aircraft. During an attack the gunship performs a pylon turn, flying in a large circle around the target, allowing it to fire at it far longer than a conventional attack aircraft. The AC-130H Spectre was armed with two 20 mm M61 Vulcan cannons, two Bofors 40mm autocannon, and one 105 mm M102 cannon, although on most missions after 1994 the 20 mm cannons were removed due to their incompatibility with precision targeting and to carry more 40 mm and 105 mm ammunition. Development Origins AC-130H Spectre near Hurlburt Field, Florida in 1988
Ryan XV-5 Vertifan The Ryan XV-5 Vertifan was a jet-powered V/STOL experimental aircraft in the 1960s. The U.S. Army commissioned the Ryan VZ-11RY (which was redesignated as the XV-5 in 1962) in 1961, along with the Lockheed VZ-10 Hummingbird (redesignated as the XV-4). Design XV-5A Models. The XV-5 drove three fans. A set of louvered vanes underneath each of the large wing fans could vector the thrust in any direction and provided yaw control. The project performance was moderately subsonic, with delta wings somewhat like an A-4 Skyhawk. The XV-5A was finished in Army green, while the XV-5B was painted in white NASA colors. The XV-5 was one of many dozens of aircraft which attempted to produce a successful vertical takeoff aircraft, but the lift fan system was heavy and occupied considerable internal volume. Operational history Two 12,500 lb (maximum gross weight) XV-5A were evaluated in late 1966 by fifteen test pilots (the "XV-5A Fan Club"). Specifications (XV-5) (performance estimated)
British Aerospace Sea Harrier The British Aerospace Sea Harrier is a naval short take-off and vertical-landing/vertical take-off and landing jet fighter, reconnaissance and attack aircraft, a development of the Hawker Siddeley Harrier. It first entered service with the Royal Navy in April 1980 as the Sea Harrier FRS1 and became informally known as the "Shar". Unusual in an era in which most naval and land-based air superiority fighters were large and supersonic, the principal role of the subsonic Sea Harrier was to provide air defence of the fleet from Royal Navy aircraft carriers. The Sea Harrier served in the Falklands War, both of the Gulf Wars, and the Balkans conflicts; on all occasions it mainly operated from aircraft carriers positioned within the conflict zone. Its usage in the Falklands War was its most high profile and important success, where it was the only fixed-wing fighter available to protect the British Task Force. Development Design Locations of the four nozzles on the aircraft.
GAU-12 Equalizer The General Dynamics GAU-12/U Equalizer is a five-barrel 25 mm Gatling-type rotary cannon. The GAU-12/U is used by the United States, Italy and Spain, which mount the weapon in their fighter jets such as the AV-8B Harrier II, airborne gunships such as the Lockheed AC-130, and land-based fighting vehicles. Development The five-barrel 'Equalizer' cannon was developed in the late 1970s, based on the mechanism of the GAU-8/A Avenger cannon, but firing a new NATO series of 25 mm ammunition. The GAU-12/U cannon is operated by a 15 hp (11 kW) electric motor, in external mounts supplied by a bleed air driven pneumatic system. Uses An AV-8 Harrier II; the two pods on the underside of the fuselage hold the cannon (left-hand side of the aircraft, visible hole) and ammunition (right-hand side of the aircraft). RAF and Fleet Air Arm Harriers have not adopted the Equalizer for their Harrier GR7 and GR9s. The Equalizer was also used as the basis for the Sea Vulcan 25. GAU-22/A
STOVL See also: V/STOL A short take-off and vertical landing aircraft (STOVL aircraft) is a fixed-wing aircraft that is able to take off from a short runway (or take off vertically if it does not have a heavy payload) and land vertically (i.e. with no runway). The formal NATO definition (since 1991) is: A Short Take-Off and Vertical Landing aircraft is a fixed-wing aircraft capable of clearing a 15 m (50 ft) obstacle within 450 m (1,500 ft) of commencing take-off run, and capable of landing vertically. On aircraft carriers, non-catapult-assisted, fixed-wing short takeoffs are accomplished with the use of thrust vectoring, which may also be used in conjunction with a runway "ski-jump". History Comparison of lift and thrust for various aircraft In 1951, the Lockheed XFV-1 and the Convair XFY tailsitters were both designed around the Allison YT40 turboprop engine driving contra-rotating propellers. In 1962, Lockheed built the XV-4 Hummingbird for the U.S. References | aerospace | 1 |
http://www.space-airbusds.com/en/locations/stevenage-6ag.html | 2016-12-08T00:15:35 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698542288.7/warc/CC-MAIN-20161202170902-00085-ip-10-31-129-80.ec2.internal.warc.gz | 0.843595 | 173 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__248328820 | en | Airbus Defence and Space Ltd
Gunnels Wood Road
Hertfordshire, SG1 2AS
Tel: +44 (0) 1438 773000
Airbus Defence and Space and Paradigm Secure Communications. 50 km north of London, the site assembled Blue Streak missiles in the 1950s and now houses Airbus Defence and Space’s spacecraft design and build facility and the headquarters of Paradigm Secure Communications. Responsibilities for its 1,200 workforce include:
Take the A1M towards Peterborough. Take Exit 7 Stevenage/A602. Follow Stevenage, then at the roundabout take the first exit to the Industrial Area.
Take the A1M towards London. Take Exit 8 Hitchin/Stevenage North. Follow Stevenage, then at the second roundabout take the second exit. Continue to Industrial Area. | aerospace | 1 |
http://thegreatcanadianmodelbuilderswebpage.blogspot.com/2013/09/junkers-ju-88-a1-2.html | 2018-07-20T06:49:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591543.63/warc/CC-MAIN-20180720061052-20180720081052-00375.warc.gz | 0.975532 | 1,379 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__103522236 | en | Here are some more images of Revell's 1/32 scale Junkers JU 88 A1.
The Junkers Ju 88 was a World War II German Luftwaffe twin-engine, multi-role aircraft. Designed by Hugo Junkers' company in the mid-1930s, it suffered from a number of technical problems during the later stages of its development and early operational roles, but became one of the most versatile combat aircraft of the war. Affectionately known as "The Maid of all Work" (a feminine version of "jack of all trades"), the Ju 88 proved to be suited to almost any role. Like a number of other Luftwaffe bombers, it was used successfully as a bomber, dive bomber, night fighter, torpedo bomber, reconnaissance aircraft, heavy fighter, and even as a flying bomb during the closing stages of conflict.
Despite its protracted development, the aircraft became one of the Luftwaffe's most important assets. The assembly line ran constantly from 1936 to 1945, and more than 16,000 Ju 88s were built in dozens of variants, more than any other twin-engine German aircraft of the period. Throughout the production, the basic structure of the aircraft remained unchanged, proof of the outstanding quality of the original design.
n August 1935, the Reichsluftfahrtministerium submitted its requirements for an unarmed, three-seat, high-speed bomber, with a payload of 800-1,000 kg (1,760-2,200 lb). Junkers presented their initial design in June 1936, and were given clearance to build two prototypes (Werknummer 4941 and 4942). The first two aircraft were to have a range of 2,000 km (1,240 mi) and were to be powered by two DB 600s. Three further aircraft, (Werknummer 4943, 4944 and 4945), were to be powered by Jumo 211 engines. The first two prototypes, Ju 88 V1 and V2, were different from the V3, V4 and V5 in that the latter three models were equipped with three defensive armament positions to the rear of the cockpit, and were able to carry two 1,000 kg (2,200 lb) bombs under the inner wing.
The first five prototypes had conventionally-operating dual-strut leg rearwards-retracting main gear, but starting with the V6 prototype, a main gear design that twisted the new, single-leg main gear strut through 90° during the retraction sequence debuted, much like the American Curtiss P-40 fighter design used. This feature allowed the main wheels to end up above the lower end of the strut when fully retracted and was adopted as standard for all future production Ju 88s, and only minimally modified for the later Ju 188 and 388 developments of it. These single-leg landing gear struts also made use of stacks of conical Belleville washers inside them, as their main form of suspension for takeoffs and landings.
By 1938 radical modifications from the first prototype began to produce a "heavy" dive bomber. The wings were strengthened, dive brakes were added, the fuselage was extended and the number of crewmembers was increased to four. Due to these advances, the Ju 88 was to enter the war as a medium bomber.
The choice of annular radiators for engine cooling on the Ju 88, which placed these radiators immediately forward of each engine, and directly behind each propeller, allowed the cooling lines for the engine coolant and oil-cooling radiators (integrated within the annular design) to be just about as short as possible. The concept may have led to a number of other German military aircraft designs adopting the same solution, such as the Arado Ar 240, Heinkel He 177, Heinkel He 219, the inline powered developments of the Focke-Wulf Fw 190 and the twin engined Focke-Wulf Ta 154.
The aircraft's first flight was made by the prototype Ju 88 V1, which bore the civil registration D-AQEN, on 21 December 1936. When it first flew, it managed about 580 km/h (360 mph) and Hermann Göring, head of the Luftwaffe was ecstatic. It was an aircraft that could finally fulfill the promise of the Schnellbomber, a high-speed bomber. The streamlined fuselage was modeled after its contemporary, the Dornier Do 17, but with fewer defensive guns because the belief still held that it could outrun late 1930s-era fighters. The fifth prototype set a 1,000 km (620 mi) closed-circuit record in March 1939, carrying a 2,000 kg (4,410 lb) payload at a speed of 517 km/h (320 mph). However, by the time Luftwaffe planners had had their own "pet" features added (including dive-bombing), the Ju 88's top speed had dropped to around 450 km/h (280 mph). The Ju 88 V7 was fitted with cable-cutting equipment to combat the potential threat of British barrage balloons, and was successfully tested in this role. The V7 then had the Ju 88 A-1 "beetle's eye" faceted nose glazing installed, complete with the Bola under nose ventral defensive machine gun emplacement, and was put through a series of dive-bombing tests with 250 kg (550 lb) and 500 kg (1,100 lb) bombs, and in early 1940, with 1,000 kg (2,200 lb) bombs. The Ju 88 V8 (DG+BF, Wrk Nr 4948) flew on the 3 October 1938. The A-0 series was developed through the V9 and V10 prototypes. The A-1 series prototypes were Wrk Nrs 0003, 0004 and 0005. The A-1s were given the Jumo 211B-1 or G power plants.
Dr. Heinrich Koppenberg (managing director of Jumo) assured Göring in the autumn of 1938 that 300 Ju 88s per month was definitely possible. Göring was in favour of the A-1 variant for mass production.
Production was delayed drastically with developmental problems. Although planned for a service introduction in 1938, the Ju 88 finally entered squadron service (with only 12 aircraft) on the first day of the attack on Poland in 1939. Production was painfully slow with only one Ju 88 manufactured per week, as problems continually kept cropping up. The Ju 88C series of heavy fighter was also designed very early in 1940, but kept secret from Göring, as he only wanted bombers. | aerospace | 1 |
http://www.menewsline.com/articles-with-missile.aspx?pc=4 | 2015-07-04T05:01:42 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375096504.12/warc/CC-MAIN-20150627031816-00137-ip-10-179-60-89.ec2.internal.warc.gz | 0.884962 | 140 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__62463595 | en | Jun 17, 2015
PARIS [MENL] -- Egypt has selected a French-origin air-to-ground missile forits new fleet of Rafale fighter-jets.
ABU DHABI [MENL] -- Saudi Arabia, struck by daily rocket and artillery, hassought to enhance security along its 1,600-kilometer border with Yemen.
WASHINGTON [MENL] -- Additional U.S. aid has been endorsed in Congress forIsrael's ballistic missile defense program.
Jun 16, 2015
WASHINGTON [MENL] -- The U.S. military has overseen the enhancement of anadvanced air-to-air missile exported to the Middle East. | aerospace | 1 |
https://gudlearn.com/drone/what-is-a-gimbal-in-drones-explained-for-beginners-droneblog/ | 2023-11-29T16:17:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100112.41/warc/CC-MAIN-20231129141108-20231129171108-00110.warc.gz | 0.906599 | 2,552 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__178635387 | en | If you in some cases question how a drone video is so supported, or how the pictures are completely clear even in windy conditions, it’s due to a drone’s gimbal.
What is a gimbal in drones?
A gimbal is an advanced support group for a drone electronic camera with one to 3 brushless motors and electrical internal parts and sensing units such as IMU. These assist the drone electronic camera stay steady at a particular angle and tilt on the roll, yaw, and pitch axes, as seen in 3-axis mechanical gimbals.
However, there are more kinds of gimbal video cameras for drones. We will cover them in this short article and discuss how they work.
Drone gimbals, in information
When a video camera is installed on a drone, it’s located as a load on a specifically-engineered gimbal.
Knowing DJI, nearly all their basic drones featured three-axis mechanical gimbals.
A three-axis mechanical gimbal will support the drone electronic camera on all these axes: roll, yaw, and pitch.
- The yaw of the electronic camera gimbal will turn the whole gimbal electronic camera to the left or right as you alter instructions, however the drone will not alter any instructions. It’s like the drone glances in one instructions prior to turning.
- The roll connects to tilting the electronic camera drone on one side whenever you turn the drone, or the gimbal supports such rely on keep the horizon line directly.
- The pitch describes the drone electronic camera tilt up and down. The cogwheel modification on a drone remote controller will change the tilt of the drone electronic camera. A 90-degree down-tilt essentially sets the drone electronic camera dealing with directly down.
The drone electronic camera and gimbal parts, consisting of the brushless motors, are completely stabilized on the exact same structure to provide the gimbal motors as little work as possible.
” MORE: Best Drones Under $1,000
How lots of kinds of gimbals exist for drones?
To summarize this, there are drone video cameras without any gimbal, one-axis gimbals, two-axis, and three-axis, as is the most typical.
However, there are likewise drones with four-axis gimbals, such as the Autel EVO Lite.
We can likewise take a look at pricey business drones with unique electronic camera gimbals for a DSLR or RED electronic camera, however these are rarer still.
Let’s examine the most typical gimbal key ins information.
The electronic camera drones without any gimbal are, in truth, what we see on customized FPV drones (not DJI FPV or Avata) or repaired wings.
These video cameras are repaired into the FPV drone frame and can just be by hand adapted to the electronic camera angle to fly forward.
With FPV drones, we do not truly require gimbals. We do not photo, and as the drone will just fly forward and at particular speeds, the video gotten is rather good.
Moreover, FPV drone video gotten through the video transmission electronic camera is frequently supported and post-processed in video modifying software application.
But most FPV pilots care little to movie with such video cameras, as they frequently include an action electronic camera such as a GoPro to the FPV drone.
Therefore, there’s very little interest in having a gimbal on an FPV drone electronic camera.
One-axis electronic camera drone gimbal
However, the DJI FPV and Avata are another story. DJI made these FPV drones for simpleness, so they needed to include a gimbal to the drone’s electronic camera.
Not a three-axis, as this would be not practical, however a one-axis mechanical gimbal.
The gimbal discovered in the DJI FPV and Avata just tilts the electronic camera angle up and down.
Therefore, when you movie with these drones in Normal Mode, particularly with the DJI FPV, and turn ideal or left, the whole horizon and image will tilt to one side.
The absence of a multi-axis gimbal was fixed with DJI Avata’s HorizonSteady function that will assist the image support on the roll axis through software application.
A one-axis gimbal might have the exact same IMU and parts similar to other kinds of gimbals however will host just a brushless motor for from another location changing the electronic camera tilt angle.
The function of this one-axis gimbal on DJI FPV and Avata is to alter the electronic camera angle when in flight, whereas, with a custom-made FPV drone, you will need to by hand change it with a hex secret.
Two-axis electronic camera drone gimbal
An example of a drone with a two-axis gimbal is the Holy Stone HS720E.
This drone electronic camera gimbal has 2 motors to aid with the pitch and the roll, keeping the horizon line directly and tilting a particular electronic camera angle up and down.
Two-axis electronic camera gimbal drones frequently include electronic image stabilization to more support the video.
Three-axis gimbal stabilization
Next, we have the most typical drone gimbal stabilization and nearly the most innovative.
A three-axis mechanical gimbal will have 3 brushless motors, as discussed, and assists the drone support with the pitch, yaw, and roll.
What is various about a three-axis mechanical gimbal is that it’s not just utilized to adjust the tilt and electronic camera angle by hand however has technological developments to keep the electronic camera steady in location, even in high winds.
The three-axis gimbal can likewise get rid of vibrations and abrupt motions, assisting you produce distinct, smooth drone video. When the drone is hovering and flying,
An outstanding three-axis electronic camera gimbal can even assist the drone capture long-exposure pictures at night.
This is an unbelievable improvement from what we utilized to have a number of years back in regards to drone stabilization and gimbals.
Therefore, if you’re searching for a novice drone, make certain it has a three-axis mechanical gimbal. You can’t fail.” MORE: Best Budget Drones with 3-Axis Gimbal
How does a four-axis gimbal work?
This is a brand-new kind of gimbal that will work precisely like a three-axis mechanical gimbal however has something brand-new.
The style and an additional motor enable the electronic camera gimbal to turn the electronic camera 90 degrees from landscape to picture mode.vertical shooting With this kind of electronic camera gimbal, we can take a look at a real mode of
for social networks without cropping or digital modifications while keeping the complete resolution.
It’s possible we will see regularly drones with four-axis mechanical gimbals in the future considering that using drones for social networks material continues to increase greatly.
Can drone gimbals be altered or updated?
If you crashed your drone and the only thing broken is the electronic camera gimbal, regretfully, you might need to alter the whole gimbal or the electronic camera itself.
The electronic camera will likely not be detachable from the gimbal, however it depends. Lots of DJI drones have an easy disassembly procedure of the electronic camera from the gimbal.
What we advise if you do not understand what you’re doing is to call a drone service or send it back to the maker, as they can exchange the gimbal or electronic camera for you.
Upgrading a drone electronic camera gimbal is another story.
For circumstances, if your drone has a one or two-axis electronic camera gimbal and you wish to alter it to a three-axis one, you’ll unlikely have the ability to do that unless it’s a custom-made drone.
The electronic camera drone gimbals are determined to operate in the drone frame specifically as produced.
Changing to a various or three-axis gimbal might produce healthy problems with the brand-new gimbal. There’s a whole IMU processor and firmware that you can not alter to present compatibility in between the brand-new gimbal and the drone.” MORE: Best Drones for Night Time Use (Photography & Video)
Drone gimbal parts Gimbal real estate:
This is the whole gimbal frame, which will house the motors, the electrical wiring to the electronic camera, the IMU, and the electrical wiring from the IMU to the drone.
If a gimbal is harmed and needs to be altered, however the electronic camera is fine, there’s a whole disassembly procedure where you need to get rid of the gimbal system from the drone.
Further, the electronic camera will be linked to the IMU, which is linked to the gimbal real estate by wires. These likewise need to be thoroughly gotten rid of.
Moreover, the IMU will have a thermal substance on it. If you alter the gimbal, you will require to include a brand-new thermal substance to the IMU prior to setting up the electronic camera, or the gimbal will get too hot. IMU (Inertial Measurement Unit):
It has a three-axis accelerometer and three-axis gyroscope, magnetometers, barometers, and other sensing units to notice rotation on all axes in a three-dimensional area. This is constantly put on the gimbal real estate. Camera:
The electronic camera can likely separate from the gimbal, similar to lots of DJI drones, however not constantly.
A video camera will have a lens, CMOS, and an electronic element to send the images or information gotten by the drone to the VTX module. Wiring:
The electrical wiring of the electronic camera drone and the gimbal is simple. You will not have to understand how to solder due to the fact that it’s most likely a plug-in procedure if you alter the electronic camera on a gimbal or the gimbal itself.” MORE: Why is My Drone Tilting to One Side (And How to Fix It)
Can a drone gimbal hold more than a video camera?
; these drones have a gimbal with 3 and respectively 2 video cameras.
But the video cameras are installed in the exact same real estate system on the gimbal, and not independently.extreme weather conditions Therefore, makers produce gimbals to host their video cameras with sufficient supporting power to deal with even
Do drone gimbals need calibration?
Occasionally, a drone gimbal and IMU will need calibration to work properly.
This can take place arbitrarily, after crashes or transport, or after being positioned near a strong electromagnetic field.
Usually, the gimbal calibration is done through the software application utilized by the drone to fly, like the DJI Fly App.
When altering the whole gimbal, extra software application might be required to adjust the brand-new gimbal.
We advise inspecting the following short article to identify how to adjust a drone, consisting of the gimbal and IMU.” MORE: How to Calibrate a Drone (Ultimate Guide)
Do drone gimbals break?
A drone gimbal is the simplest part that can break. It’s a practical mechanical gadget that can stop working throughout transport without a correct cover.
Moreover, if you link your drone to the computer system for information transfer and you need to power it on, guarantee you get rid of the gimbal cover.
Otherwise, the motors will require the gimbal into its case and can rapidly break.
This is a typical error seen throughout lots of drone online forums where gimbals stop working completely after the drone has actually been powered on while the gimbal cover is still connected.(*) | aerospace | 1 |
https://www.raygunsite.com/blogs/news/from-little-rocket-man-to-big-rocket-plan | 2024-03-03T09:06:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476211.69/warc/CC-MAIN-20240303075134-20240303105134-00225.warc.gz | 0.916244 | 59 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__95587002 | en | Oh boy. First, Ronald Reagan announces the Star Wars Program then 35 years passed. Now Donald Trump is pushing for a Space Force.
The White House is asking for help on a Space Force logo. Knowing that this is kind of a bigly deal, we've thought up some options: | aerospace | 1 |
http://cedarposts.blogspot.com/2015/02/helicopter-man-redux.html | 2022-01-22T12:09:53 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303845.33/warc/CC-MAIN-20220122103819-20220122133819-00163.warc.gz | 0.939467 | 532 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__216166989 | en | Well Thompson has earned my appreciation...... not really but I thought about his mental breakdown and how some of you would comment about an aircraft buzzing my house at midnight.
I noticed the first pass over my South Charlotte home around midnight. Single engine low, slow and westbound. Loud enough to overcome the din of late night television.
On the second pass, in the opposite direction, again a single engine airplane. I hit the mute button. The distinctive sound of a six cylinder Continental engine humming away though the damp night air, an aircraft flying less than 3000 feet off the ground at midnight is hard to miss.
A quick check of FlightAware, and sure enough there is one lone aircraft over Charlotte heading East at 3400 feet.
|Amateur Photo of Cessna N994RA|
My first thought is an aircraft emergency, maybe someone out of Monroe (KEQY) in some sort of trouble. But a click on the flight log shows this disconcerting track.
|Cessna N994RA Flight Track Over Charlotte on 2/11/2015|
It doesn't take long for my spy novel government conspiracy overloaded mind to start digging.
Turns out the N994RA is jammed full of equipment, sensors and listening devices. Packed with computer equipment and data collection devices that are a little known dirty secret of the FCC and federal government agencies.
The single engine aircraft is owned by Mar-Tech Engineering, LLC. Sadly it is not linked to any "black ops" shell company across the Potomac from CIA headquarters. But a cable industry support business head quartered in Jacksonville Florida.
Seems that major cable providers have a little know problem called "leakage". With millions of miles of cable, some of it pretty old, there is considerable RF signal leakage and it just happens to be in the same radio spectrum as cellphone LTE signals.
And then there is this, the leakage can in some cases over power emergency services hand held units. Nothing more distressing than to be a cop on a foot chase in the dark, and when you key your radio and no one can hear you.
So Mar-Tech has a fleet of 10 aircraft that patrol the skies looking for "hot spots" that on the ground are hard to locate.
The cable industry is subject to huge fines for this leakage and so Mar-Tech takes to the skies at night to track down these rouge signals, collecting data and helping sort out the mess of old leaky TWC equipment and cables.
For techo geeks there is this document which details the Mar-Tech operation. | aerospace | 1 |
https://loveapk.xyz/download-latest-version-space-shuttle-landing-sim-3d-1-0-apk/ | 2020-07-07T22:56:19 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655895944.36/warc/CC-MAIN-20200707204918-20200707234918-00281.warc.gz | 0.799985 | 251 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__214199735 | en | Try this space shuttle simulator, become an astronaut and gain unbelievable experience of driving realistic spaceship! Explore the infinity space flying shuttle with this simulator! Enjoy Space Shuttle Landing Sim 3D – great game for those who is interested in cosmos and solar system.
Feel like an astronaut landing the spaceship! Explore the illimitable solar system, control huge space shuttle with this simulator! It’s not a kind of easy job to be an astronaut! Use real technologies such as photos and videos or spaceship physics system! Try Space Shuttle Landing Sim 3D and explore cosmos today!
Space Shuttle Landing Sim 3D features:
Detailed solar system
Challenging space shuttle landing missions
Realistic space technologies
Amazing space simulator game in 3D
Highly detailed spaceship to fly and land
Explore the space as an astronaut, complete challenging space shuttle landing missions, use technologies and have fun! Space Shuttle Landing Sim 3D gives you a chance to upgrade flying and landing skills! Control a huge spaceship and feel like a real astronaut with our space simulator in 3D! Download Space Shuttle Landing Sim 3D today!
Waiting for your reviews on facebook – https://www.facebook.com/pages/Trigger-Team/837901436324976 | aerospace | 1 |
https://www.islamicinvitationturkey.com/syria-repels-militant-drone-attack-on-army-air-base-in-hama/ | 2021-10-23T13:54:11 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585696.21/warc/CC-MAIN-20211023130922-20211023160922-00561.warc.gz | 0.963016 | 273 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__55184397 | en | Sham FM radio station reported that the country’s anti-aircraft defense systems intercepted unmanned aerial vehicles attacking Hama Military Airport, located more than 210 km (130 miles) north of the capital Damascus, late on Friday.
The development took place less than a week after Syrian government forces captured and dismantled an unmanned aerial vehicle rigged with explosives in the same Syrian province.
Syrian air defense forces shoot down terrorists’ explosives-laden drone in HamaSyrian air defense forces have shot down a terrorists
Syria’s official news agency SANA reported that air defense units managed to intercept and shoot down the drone as it was flying in the skies over the city of al-Suqaylabiyah on Tuesday morning.
The report added that the aircraft had been launched by foreign-sponsored Takfiri militants operating in the area, and was armed with six missiles.
The projectiles were recovered by Syrian government forces and later defused.
Unknown aircraft bombs Turkish-backed militants’ prison in Aleppo
Meanwhile, an unidentified unmanned aerial aircraft on Saturday bombarded a prison run by Turkish-backed Takfiri militants in northwestern Syria.
Local sources said the unknown aircraft conducted an airstrike against the jail in the village of Sajou, which lies near the city of A’zaz and 43 kilometers (26 miles) north of Aleppo. | aerospace | 1 |
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20100322X44107&key=1 | 2014-11-22T00:09:37 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416400374040.48/warc/CC-MAIN-20141119123254-00164-ip-10-235-23-156.ec2.internal.warc.gz | 0.944046 | 245 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__122389082 | en | NTSB Identification: CEN10LA168
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 18, 2010 in Mount Vernon, MO
Probable Cause Approval Date: 07/22/2010
Aircraft: CESSNA 182G, registration: N2381R
Injuries: 1 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
During flight at 10,000 feet above ground level, the engine began to vibrate and run rough. Shortly thereafter, a loud bang occurred and oil was present on the windscreen. The pilot attempted a forced landing, and during the forced landing, the airplane landed short of the runway and impacted a ditch. Examination of the engine revealed the number four connecting rod had failed for undetermined reasons. The pilot had not completed a flight review within the preceding 24 calendar months.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: A loss of engine power due to the failure of the number four connecting rod for undetermined reasons. Full narrative available
Index for Mar2010 | Index of months | aerospace | 1 |
https://www.aerobaticsmoke.com/2678 | 2023-09-29T00:35:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510462.75/warc/CC-MAIN-20230928230810-20230929020810-00261.warc.gz | 0.939997 | 310 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__44809972 | en | When an airplane performs aerobatic maneuvers, its wings are typically turned outward. This allows the plane to fly in an incredibly low-flying manner.
However, this can cause structural damage to the plane. That is why the FAA only permits certain aerobatic maneuvers to certified aircraft.
In addition, aircraft in the experimental category must have successfully completed phase I flight testing to be eligible to perform such maneuvers.
In addition, an aircraft can only perform these maneuvers if they meet the maximum load requirements. Any excess load will cause the plane to stall, damage the airframe, and even result in a fatal accident.
Pilots of tailwheel airplanes must be more sensitive to roll and yaw effects. They must be very aware of the yaw/roll effect of their aircraft’s attitude during takeoff and landing.
It is important to note that tailwheel aircraft will roll readily upon application of the rudder, and this may cause a swerve if the tail is too low. As a result, the pilot must have close coordination between the stick and the rudder to avoid a swerve.
Another important factor in aerobatic plane design is the ability to perform precise maneuvers.
Many basic maneuvers are impossible in aircraft with V-, T-, or H-shaped tails. Because of this, aerobatic planes are usually designed with conventional tab-shaped tails.
This allows the pilot to perform many advanced maneuvers with extreme precision.
They often fly upside-down and may spend some time in the air. | aerospace | 1 |
https://droners.io/pilots/boating-water-sports/florida/city/gainesville/ | 2017-11-17T23:14:14 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934804019.50/warc/CC-MAIN-20171117223659-20171118003659-00221.warc.gz | 0.902521 | 396 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__214315519 | en | Find the Perfect Pilot
There are 179 pilots that match your search criteria.Request Quotes From Pilots
Or Request Quotes From Specific Pilots
I have over 27 years of aviation experience and possess a Private Pilot, Remote Pilot and Ground Instructor Certifcates. I teach aviation science at a community college and fly commercial operations
Exceptional 4K aerial photos and video from an experienced operator who demands the best.
Licensed 107 and 333 exempt drone operator with more than 10 years experience.
My name is Daniel Wieselberg and I currently live in Orlando, Florida. I have a passion for photography, videography and editing.
Bringing dynamic views from above to the Tampa Bay area. Aerial and ground-based high resolution video, photos, and mapping.
Vibrant Media Productions is an award winning full-service video and photo company based in the Orlando, Florida. We are insured and fully FAA 333 Certified and Exempt company .
Aspect Aerial Fl is utilizing the most cutting edge technology to immerse customers into real estate listing or businesses environment. We use drones to capture the birds eye view.
My name is Jeremiah Johnson, I've been a professional photographer for over 10 years and I'm a FAA licensed & insured Drone pilot. I specialize in events, real estate, inspections & marine marketing.
We are FAA licensed commercial drone pilots serving throughout the state of Florida.
Florida Drone LLC is a full fledged film production company and professional drone operators! "We bring Full Video Production to our clients. Yes, we film on the ground also!
We aim to capture, document and archive images and video using aerial photographic & video technology, providing its clients low cost, high quality imaging and views from different perspectives.
Insperion specializes in aerial drone photo/videography for a multitude of services including: -Inspections/Surveying -Construction -Cellphone towers -Advertising commercials -Real Estate | aerospace | 1 |
https://mainenginecutoff.com/blog/2020/12/virgin-galactic-aborts-flight | 2023-12-11T02:45:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103464.86/warc/CC-MAIN-20231211013452-20231211043452-00787.warc.gz | 0.934725 | 272 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__106537078 | en | Virgin Galactic on Twitter:
After being released from its mothership, SpaceShipTwo Unity’s onboard computer that monitors the rocket motor lost connection. As designed, this triggered a fail-safe scenario that intentionally halted ignition of the rocket motor.
Glad that everyone made it to the ground safely, but this is rough timing for Virgin Galactic. All the pomp around them having relocated VSS Unity to Spaceport America, talking up the fact that they’ll be starting commercial flights next year, and then this kind of thing comes up.
It’s been 22 months since the last powered flight of VSS Unity, and I have no idea how long we’ll wait until the next one. Their competitor Blue Origin is not pushing a much faster cadence, either, but I have a little bit of hope that the New Shepard cadence will change in 2021.
Another thing that really annoys me about Virgin Galactic is the lack of a stream or any coverage other than some live tweeting. Couple that with the seeming unwillingness to post a full, end-to-end video of any flight of SpaceShipTwo, and…well, that’s a weird feeling I can’t shake. Are they purely overly cautious given the history here? Do they lack confidence in the flight and vehicle? Both? | aerospace | 1 |
https://www.casa.gov.au/standard-page/broad-findings-aamp-stage-1-report | 2021-06-25T04:15:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488567696.99/warc/CC-MAIN-20210625023840-20210625053840-00065.warc.gz | 0.963649 | 1,075 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__90421299 | en | - Publications and resources
- Rules and regulations
- Safety management
- Licences and certification
- About us
Go to top of page
Broad findings - AAMP stage 1 report
On this page
- CASA fully supports the ongoing operation of ageing aircraft in Australia - provided it can continue to be done safely.
- Registered operators (owners) may not be able to operate the existing fleet of ageing aircraft indefinitely, with only a minimal amount of maintenance, and expect the inherent risks to remain at an acceptable level.
- The identified ageing issues are impacting on the continuing airworthiness of aircraft.
Australia has an ageing aircraft problem
The airworthiness of an ageing aircraft is influenced by many factors, including chronological age and how it is flown, maintained, modified, repainted, repaired, overhauled and stored.
A large percentage of aircraft on the Australian register were designed and manufactured in the 1950s, 60s and 70s. In many cases, these aircraft were designed with a notional life of 20 years.
Other factors, such as certification standards, methods of manufacture and assembly, quality of surface protections etc. all have a significant impact on the airworthiness status of ageing aircraft.
Ageing aircraft are here to stay
As the rate of renewal of the Australian aircraft fleet is relatively low, ageing aircraft will continue to form a large part of it.
Many business models revolve around the use of older aircraft, which are cheaper to buy but can have significantly higher maintenance costs. This is opposed to the use of more recently manufactured aircraft, with higher purchase prices, but with generally lower maintenance costs, and also the added benefit of higher levels of inherent safety and crashworthiness.
CASA’s initial concerns are for general aviation (GA) aircraft
The following statistics for GA aircraft (aircraft less than 5,700kg) were obtained from the Australian transport safety bureau's How old is too old? report:
- single and multi-engined fixed wing aircraft – average age was 30 years in 2005
- multi-engined piston aircraft category – over 97% are older than the typical 20-year design life.
Aircraft that are mainly used for high-capacity regular public transport (RPT) - aircraft greater than 5700kg - are of considerably lower average age by comparison. In addition, these RPT aircraft tend to have:
- ongoing manufacturer’s support for ageing issues
- comprehensive systems of maintenance
- higher levels of resources to support them.
As a result of this study, CASA’s initial focus is on ageing GA aircraft, particularly those involved in any form of fare-paying passenger operation.
No 'one size fits all' solution
There is no blanket solution to ensure the continued airworthiness of Australia’s ageing aircraft fleet. Every aircraft is unique in the way it ages as a result of many independent factors.
As with cars, boats and any other machine, each aircraft ages from the moment it leaves the factory. Some ageing mechanisms are already determined at this stage. Examples include:
- existence of any manufacturing flaws
- application of insufficient protective coatings
- existence of swarf in wiring bundles, misaligned drill holes, etc.
These are only some of the processes that can initiate premature ageing in a new aircraft.
The certification basis of the aircraft also significantly impacts the ageing process. The later the design of the aircraft, the more comprehensive its certification basis (also known as the standard to which the aircraft has been built). For example, some aircraft designed and built in the 1950s and 60s had little or no fatigue considerations incorporated in their design.
As the aircraft progresses through its operational life, other factors also contribute to the ageing process. For example:
- the number of flight hours, cycles, and pressurisation cycles (where applicable)
- the standard of maintenance applied to the aircraft over its life
- where the aircraft is operated over its life (gravel, dirt, grass etc)
- accident damage and modifications
- whether the aircraft is hangared, cleaned regularly and/or kept near the ocean.
All these factors influence and can accelerate the ageing process in different ways. Each aircraft needs to be considered individually.
Minimal awareness of the science of ageing
The AAMP Stage 1 industry consultation process revealed that many owners, operators and maintenance personnel would benefit from an awareness campaign and industry feedback on the science behind the ageing process in aircraft.
As a result, a comprehensive education and awareness campaign has been conducted involving:
- issuing all registered operators with a copy of the CASA ageing aircraft publication take a closer look, outlining basic ageing aircraft concepts, as well as the registered operators responsibilities with respect to owning an ageing aircraft
- undertaking a comprehensive ageing aircraft awareness and industry feedback program in Australia’s capital cities and at flying clubs around the country
- the development of an ageing aircraft discussion paper to increase awareness of education in relation to ageing aircraft issues
- the release of an ageing aircraft awareness eLearning course aimed at registered operators/owners
- the trialing of a web-based prototype 'matrix tool' to provide educational feedback to individual registered operators as to the likelihood that their aircraft might be affected by ageing aircraft-related issues. | aerospace | 1 |
https://saintpetersblog.com/one-dead-in-small-plane-crash-at-st-pete-clearwater-airport/ | 2021-06-18T23:37:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487643354.47/warc/CC-MAIN-20210618230338-20210619020338-00087.warc.gz | 0.967183 | 138 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__112056011 | en | One person is dead following a small plane crash at St. Pete-Clearwater International Airport.
The crash happened just before noon Wednesday. Authorities said the pilot was the only person onboard. He was conducting a training exercise where the plane lands on the runway and takes off again without coming to a full stop. An airport spokesman said the unidentified pilot lost control of the twin engine Cessna as he was about to take off.
Local authorities and the National Transportation Safety Board are investigating.
The Tampa Bay Times reports the plane was registered to Jet Aircraft Management in Sarasota.
No other flights were delayed or diverted by the crash.
Republished with permission of the Associated Press. | aerospace | 1 |
https://books.google.co.uk/books?id=hLHoAAAAMAAJ | 2022-07-02T05:39:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103984681.57/warc/CC-MAIN-20220702040603-20220702070603-00317.warc.gz | 0.706742 | 289 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__283845415 | en | Flying Clothing: The Story of Its Development
Airlife Publications [Shrewsbury] Limited, 1979 - Air pilots - 176 pages
Flyveudrustning- især i England, USA og Tyskland - som den er udviklet som følge af de krav til beskyttelse af besætningerne, som flyvningens udvikling har medført.
What people are saying - Write a review
We haven't found any reviews in the usual places.
A Dream Comes True Pre1914 I
Higher Faster and Further 1918 1939
11orld Ilar Il Fighter Pilots
9 other sections not shown
able Air Force aircraft aircrew altitude American attached aviation balloon Battle became become body bomber bombing boots Britain British cabin carried coat cockpit cold comfortable Command crew developed dressed early effects ejection electrically heated enemy engine equipment extremely face field fighter fire fitted flight flying clothing flying suit France front frostbite gauntlets German gloves goggles ground hand harness head height helmet increase inflated introduced issued Italy jacket keep known later leather legs lined machine material military night observer officers operating overalls oxygen mask pack pair parachute passengers pattern pilot position pressure pressurised prevent problems produced protection result Royal rubber seat Sidcot sizes speed Squadron standard straps supply trousers tubes Type uniform waistcoat warm wearing World worn | aerospace | 1 |
https://www.operationmilitarykids.org/air-force-tactical-aircraft-maintenance-2a3x7/ | 2023-09-26T01:35:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510130.53/warc/CC-MAIN-20230926011608-20230926041608-00535.warc.gz | 0.892473 | 1,411 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__235813140 | en | Air Force Tactical Aircraft Maintenance (2A3X7) are the first and last points of contact before and after a flight.
These individuals are in charge of inspecting every component of an aircraft to ensure it is ready for flight.
Tactical Aircraft Maintenance work on specialized aircraft including fighters, strike-fighters and attack planes.
Education, Qualifications and Training
This is a mechanical position that can sometimes require high-security clearance, depending on assigned duty.
Individuals must have at minimum a High School Diploma or GED.
They must take and pass the Air Force Mechanical ASVAB test.
It is preferred that individuals have knowledge relating to the principles of aircraft systems.
Individuals must be at least 17 years old with parental consent, 18 without and no older than 39.
Recruits in this position, like a lot of other Air Force positions, must have normal color vision.
The Air Force will require completion of a current National Agency, Local Agency and Credit check for this position.
Related Article – Air Force Grooming Standards: Haircuts, Mustaches, Beards, And More
All recruits will attend Basic Military Training for 8.5 weeks.
After Basic Training enlistees will attend Airmen’s week.
Airmen’s week is a, you guessed it, one week long course that covers core values of the Air Force prior to going into Technical training.
Technical school for this position is located at Sheppard AFB in Texas.
The length of time for technical training will depend on the aircraft.
What does Air Force Tactical Aircraft Maintenance do?
Tactical Aircraft Maintenance inspect and ensure every component of an aircraft are at the highest performance standard it can be.
Individual tasks may vary based on location or the type of aircraft the person specializes in.
These specialist will prepare pre- and post-flight inspections.
When they receive the aircraft back from a pilot they will look at landing gear, engine, clean the canopy and check all parts of the aircraft.
Any maintenance that needs to be performed will be completed by Tactical Aircraft Maintenance.
The maintenance information will be logged and tracked.
The data will be routinely monitored to identify any potential trends.
In addition to manual and vision inspections, electronic maintenance data and logs will also be used to diagnose and resolve any issues.
After an engine has been repaired the Tactical Aircraft Maintenance specialist will perform functional testing to ensure it is safe for flight.
Any adjustments that are needed after the functional testing will be made and logged appropriately.
Specialist will create maintenance schedules and ensure that the schedules are being adhered to.
These specialist will supervise and often assist in any recovery of aircraft.
This could be at a crash site or launch site.
You can view the video below for a job description for a Crew Chief.
What does Tactical Aircraft Maintenance get paid?
When individuals enter the Air Force in the enlisted 2A3X7 career path, they can expect to be paid based on the pay table below.
|Insignia||Pay Grade||Rank||Abbreviation||2023 Minimum Monthly Pay|
|E-1 +4 months||Airman Basic||AB||$1,917.60|
|E-3||Airman First Class||A1C||$2,259.90|
|E-8||Senior Master Sergeant||SMSgt||$4,957.20|
|E-9||Chief Master Sergeant||CMSgt||$6,055.50|
|E-9||Command Chief Master Sergeant||CCM||$6,055.50|
|E-9||Chief Master Sergeant Of The Air Force||CMSAF||$6,055.50|
Individuals will be on the low end of the base pay table through Basic Training.
The career path for this position is Basic Training, Apprentice Technical School (3-skill level), Journeyman (5-skill level), Craftsman (7-skill level), Noncommissioned Officer Academy, USAF Senior NCO Academy and Superintendent.
As you increase through the career path and in rank, so does your pay.
Related Article – Air Force Operations Intelligence (1N0X1): Career Profile
In addition to pay, all airmen receive benefits.
The benefits are offered for free or for low cost depending on factors such as location, family status and rank.
Benefits include: insurance, vacation, retirement, housing and food allowance, education and recreation.
See a full list of pros and cons of joining the Air Force here.
And you can find more details on Air Force pay and rank structure here.
The job reviews for this position are mixed.
Most individuals really like the position or really dislike the position.
This position requires long hours and manual labor.
But, the work that you perform can be very rewarding.
A few reviews from previous Tactical Aircraft Maintenance can be found below.
Civilian Job Opportunities
This position will allow individuals to gain maintenance experience.
It is hard to gauge the exact job functions of this position considering they change based on location and aircraft, but possible civilian positions relating to the basic job functions include:
- Aviation Technician and Inspector
- Aircraft Test Technician
- Flight Readiness Technician
- Aircraft Mechanic
- Safety Inspector
- Aircraft Cleaner
The pay for these positions will start around $40-50,000 and increase depending on location, business type, related experience and title.
Air Force Tactical Aircraft Maintenance (2A3X7) are responsible for inspecting and ensuring the aircraft is safe to fly.
The Tactical Aircraft Maintenance will perform any maintenance and document all maintenance activities.
This position requires the Mechanical ASVAB test and is an entry-level position with potential high-security clearance needed.
There are opportunities in aviation mechanics that relate to this position in the civilian sector.
Related Article – Air Force Cyber Warfare (1B4X1): Career Details
- Air Force Ranks and Basic Pay for 2023 - March 20, 2022
- Air Force Age Limit For 2023 - March 20, 2022
- Air Force Jobs List:A List Of All 136 AFSCs In The Air Force (2023) - March 20, 2022 | aerospace | 1 |
https://www.flightglobal.com/news/articles/eads-offers-to-solve-uk-helicopter-crisis-190728/ | 2019-11-19T15:54:16 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670156.86/warc/CC-MAIN-20191119144618-20191119172618-00051.warc.gz | 0.952668 | 388 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__192580628 | en | EADS-owned Eurocopter has made early advances to the UK Ministry of Defence promoting "notional solutions" to a growing crisis in its battlefield helicopter capabilities. A document recently submitted outlines a range of options centred on the potential delivery of NH Industries' NH90 and Eurocopter's EC635, it says.
EADS also earlier this year launched an effort to raise awareness of its products within the UK armed forces' user community, during which British pilots flew the NH90 and EC435. The company has also given assurances to establish full manufacturing and support services for the aircraft within the UK given a selection of its products. "We have given the UK government information on possible options, while also securing its indigenous manufacturing capability," it says.
Early suggestions include the possible manufacture of the NH90 at AgustaWestland's Yeovil site, plus the establishment of a UK centre of excellence within Eurocopter "along the lines of the Airbus model". AgustaWestland is fully focused on selling its Future Lynx and additional EH101 helicopters to the UK, but with Italian parent company Finmeccanica holding a 31.6% stake in NH Industries, the NH90 could prove an acceptable second option.
However, EADS says it could also produce the aircraft in the UK under separate arrangements with other companies. A further potential incentive for the UK could be linked to it assuming a leading role during the future development of a civil version of the NH90, EADS sources suggest.
EADS says it could meet much of the UK's maritime rotorcraft needs with the naval variant of the NH90, while its EC635 could be developed for a light reconnaissance role in support of the British Army's Boeing-Westland Apache AH1 attack helicopters. The latter requirement could also be met by the EC135/145, it says.
CRAIG HOYLE / LONDON | aerospace | 1 |
https://ticketing.starlightcinemas.com/Browsing/Movies/Details/h-HO00000895 | 2020-08-07T21:42:56 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737225.57/warc/CC-MAIN-20200807202502-20200807232502-00543.warc.gz | 0.910438 | 77 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__128343259 | en | Lucy in the Sky
In LUCY IN THE SKY, Natalie Portman plays astronaut Lucy Cola, who returns to Earth after a transcendent experience during a mission to space - and begins to lose touch with reality in a world that now seems too small.
Lucy in the Sky Show Times
There are currently no sessions scheduled. Please check back again later. | aerospace | 1 |
http://staugustine.com/stories/111007/state_050.shtml | 2018-01-20T13:50:34 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889617.56/warc/CC-MAIN-20180120122736-20180120142736-00657.warc.gz | 0.968639 | 1,003 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__95560958 | en | PENSACOLA NAVAL AIR STATION -- For 20 years, elite Navy Blue Angel pilots have performed their high-speed spirals, barrel rolls and impossibly tight formations in F/A-18 Hornets, the aircraft used the most in the team's 61-year history.
Aviators and fans are paying tribute to two decades of the Blue Angels flying the reliable Hornet as the 2007 touring season ends Friday and Saturday at Pensacola Naval Air Station.
Lt. Cmdr. John Allison, the team's lead solo pilot, landed his F/A-18 following a practice for Friday's show. Allison said the Hornet's longevity with the team is a testament to an aircraft that it appears will stay with the Blue Angels for the foreseeable future.
He grew up watching the Blue Angels fly the A-4 Skyhawk at air shows and recalled his first time seeing the team fly Hornets.
"It wasn't until I was 14 or 15 that they made the switch. I saw them in the Hornets in 1991, the year I graduated from high school. It was an entirely different show," said Allison, who ends his three-year Blue Angels tour after Saturday's annual homecoming show.
Longtime Blue Angels fan Richard Holk of Magnolia Springs, Ala., showed up to watch the team Friday afternoon. Holk has seen the team in the A-4, F-4 Phantom and the F-8 Bearcat over the years.
"(The show) was a lot different when they switched to the F-18 because the F-18 had so much power. Most of the maneuverability comes from the engine and the wings are there for stabilization," he said.
Allison predicted the Blue Angels will continue to perform with different versions of the Hornet for years to come. The next-generation F-35 Joint Strike Fighter could be the future of Blue Angels aviation, many years down the line, he said.
All about the pilots
But Blue Angels flying is much more about the pilots than the aircraft, Allison said.
"We don't need all that fancy equipment," he said. "If you look inside the cockpit, I use an old-fashioned stop watch."
The stop watch, mounted inside the cockpit, is used to time his turns and other maneuvers.
The six Blue Angel jets routinely streak as low as 50 feet above the ground, perform turns of seven Gs and fly within 18 inches of one another, from wing tip to canopy.
Blue Angels pilot Lt. Cmdr. Kevin Davis died in April when his jet went down during a performance in Beaufort, S.C. The Navy has yet to release an investigative report about the cause of the fatal crash.
The crash was team's first since 1999 and the 26th fatality in the team's 61-year history.
Blue Angels fly without the traditional G-suits, which most jet pilots wear to avoid blacking out during maneuvers that exert strong gravitational forces. The suits inflate and deflate air bladders around the lower body to keep blood in the brain and heart.
The air bladders can cause a pilot to bump the control stick, so the Blue Angels learn to manage the G-forces by tensing their abdominal muscles.
Retired Capt. Gil Rud commanded the team from 1986 to 1988 and saw it through the transition from flying the A-4 Skyhawk to the F/A-18 Hornet. Regardless of the aircraft, Blue Angels pilots most important tools are their situational awareness and reflexes, he said.
"For flying air shows the skill set remains a physical one, you have to be able to physically handle the airplane," he said.
The biggest difference for Blue Angels pilots in transition from the A-4 to the F/A-18 was that it was easier to fly from air show to air show because the navigation systems in the F/A-18 were more advanced. And Rud said the team's maintenance crew was eventually cut in half because the Hornet was a more reliable aircraft.
The A-4, Rud said, was more like a small sports car or a motorcycle, while the F/A-18 was a larger plane with more power.
Pensacola Mayor and former Blue Angel John Fogg flew the F-4, the predecessor of the A-4, with the team in 1973 and 1974. With the switch to the F/A-18, pilots stopped having to shift focus inside the cockpit to manage controls, allowing them to keep their attention almost entirely on the outside of the aircraft for the first time, he said.
"But in terms of the pilot technique and the skills required, I don't believe it was any more difficult or any less difficult with newer aircraft. It is the most intense kind of flying that human beings can do," Fogg said.
© 2018. All Rights Reserved. Contact Us | aerospace | 1 |
https://www.linksystems-uk.com/tag/dod/ | 2023-12-02T17:26:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100448.65/warc/CC-MAIN-20231202172159-20231202202159-00531.warc.gz | 0.937959 | 904 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__279984890 | en | The Space Development Agency (SDA) is planning to launch 72 data-transport satellites in 2026, which will be part of the Tranche 2 Transport Layer Beta portion of a United States military mesh network. According to Frank Turner, SDA’s technical director, these satellites will have new and advanced capabilities, including direct-to-weapon communications. This represents a significant step forward in the development of military satellite technology.
The Tranche 2 Beta satellite order worth $1.5 billion was split between Lockheed Martin and Northrop Grumman, both of which had previously been awarded contracts for Tranche 1 Transport Layer satellites. SDA, an organization under the U.S. Space Force, is working on creating a mesh network of military satellites in low Earth orbit known as the Proliferated Warfighter Space Architecture. This network includes both a data transport layer and a missile-tracking sensor layer.
During the contract award process for Tranche 2 Beta, SDA received six bids. Turner mentioned that the agency would have preferred to involve more vendors, but the complexity of the mission and the specialized requirements, such as the need for advanced radios and waveforms for military tactical communications, limited their options. As a result, the selection of experienced Department of Defense (DoD) contractors was necessary.
SDA has expressed a desire to collaborate with a broader base of prime contractors and avoid favoring incumbents. However, due to the unique and complex nature of the payloads in Tranche 2 Beta, only a few companies in the industry possess the capabilities to meet these specific mission requirements.
The Tranche 2 Transport Layer Beta satellites are designed to integrate with radios using Ultra High Frequency (UHF) and S-band frequencies, which are essential for military and intelligence operations in the field. Additionally, each satellite is equipped with an Integrated Broadcast Service (IBS) payload. IBS is a legacy Department of Defense (DoD) network used to transmit tactical and strategic intelligence as well as targeting data from various sources. Typically, IBS payloads operate from geosynchronous satellites like the Mobile User Objective System (MUOS), which was developed by Lockheed Martin.
However, the challenge for the Transport Layer, according to Frank Turner of SDA, is to provide the same IBS service from low Earth orbit, which has never been attempted before. This is a complex task that involves developing the necessary technology and infrastructure to facilitate these communications from satellites in low Earth orbit, rather than the traditional geosynchronous orbit. Turner emphasized that this is a significant and challenging endeavor.
The primary goal of these capabilities is to fulfill the requirements and requests of the warfighter. They are looking for direct-to-weapon connectivity that can enable real-time engagements and communication with various assets in the field.
Furthermore, the Beta satellites will be tasked with establishing what Turner described as “extremely difficult” contacts with aircraft and missiles in flight. This indicates that the mission involves not only providing data connectivity but also facilitating real-time, dynamic communication and coordination with moving targets in the sky, adding an additional layer of complexity to the mission.
The Space Development Agency (SDA) is taking a commercial-like approach to build the Department of Defense’s (DoD) mesh network. This approach involves collaborating with a broad array of suppliers specializing in small satellites and laser communications terminals. SDA aims to create a flexible and diverse ecosystem of partners to meet its evolving satellite communication needs.
Frank Turner explained that the decision to choose two incumbent providers for Tranche 2 Beta was not taken lightly and was the result of extensive deliberation. SDA’s preference is to expand its supplier base and work with a wider range of contractors in the future.
SDA is actively engaging in discussions with military leaders to determine the necessary capabilities for Tranche 3 of the Transport Layer. This indicates the agency’s commitment to continually adapting and enhancing its satellite network to meet evolving defense requirements.
Currently, SDA is preparing for the launch of its second batch of Tranche 0 satellites and plans to commence launching 126 Tranche 1 satellites in September 2024. These Tranche 1 satellites will be equipped with inter-satellite optical links and are considered the infrastructure of the network. Tranche 2, which follows, will enable the network to support advanced communications capabilities, marking a significant milestone in SDA’s mission to create a robust and effective satellite communication system for the DoD. | aerospace | 1 |
https://airport-fort-lauderdale.com/flight-pd7615-porter-airlines-fll-to-yqb/ | 2024-02-22T12:03:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473738.92/warc/CC-MAIN-20240222093910-20240222123910-00337.warc.gz | 0.866531 | 112 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__60617545 | en | What is the status of Flight PD7615 from FLL to YQB?
Flight PD7615 from Fort Lauderdale – Hollywood International Airport (FLL) to Quebec Jean Lesage International Airport (YQB) is currently landed.
How long is the PD 7615 flight from Fort Lauderdale to Quebec?
The average flight duration from Fort Lauderdale to Quebec is 4 hours and 35 minutes.
Are there any delays or cancellations for Porter Airlines Flight PD7615?
Porter Airlines Flight PD7615 is delayed by 1 hours and 9 minutes. | aerospace | 1 |
https://www.avsim.com/blogs/entry/55-fixed-wing-and-rotor-wing/ | 2020-10-22T07:19:53 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107878921.41/warc/CC-MAIN-20201022053410-20201022083410-00387.warc.gz | 0.962275 | 1,867 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__26930150 | en | So today I decided not to wait for good weather to fly and just go out in whatever conditions presented. Turned out that things were a bit crummy around where I was flying, but not horribly so. I began at Martha's Vinyard (KMVY), where I last flew this past weekend. Such a beautiful place - will definitely be back someday. I always meant for KMVY to be a stop-over in the flight to Boston, so I decided to continue on to Logan International (KBOS). Ultimately, I wanted to fly a Jet Ranger around the city. Upon researching though, I found here are no helicopter operations out of KBOS, so I then hunted down a regional airport in the area and found Norwood Memorial (KOWD), which is about 13nm south west of Boston.
<object width="500" height="375" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=6,0,40,0"><param name="flashvars" value="offsite=true&lang=en-us&page_show_url=%2Fphotos%2Fgaiiden%2Fsets%2F72157624831674315%2Fshow%2F&page_show_back_url=%2Fphotos%2Fgaiiden%2Fsets%2F72157624831674315%2F&set_id=72157624831674315&jump_to=" /><param name="allowFullScreen" value="true" /><param name="src" value="http://www.flickr.com/apps/slideshow/show.swf?v=104087" /><param name="allowfullscreen" value="true" /><embed width="500" height="375" type="application/x-shockwave-flash" src="http://www.flickr.com/apps/slideshow/show.swf?v=104087" flashvars="offsite=true&lang=en-us&page_show_url=%2Fphotos%2Fgaiiden%2Fsets%2F72157624831674315%2Fshow%2F&page_show_back_url=%2Fphotos%2Fgaiiden%2Fsets%2F72157624831674315%2F&set_id=72157624831674315&jump_to=" allowFullScreen="true" allowfullscreen="true" /></object>
I filed an IFR flight plan with Providence Departure so I wouldn't have to worry about conditions when I got there. Departure instructed me to climb out at runway heading and make for 4,000 feet. According to the weather report I was reading from the airport weather station, that would put me right in the clouds. Sweet! I've always been under the puffy whiteness, and now I get to go through it. Getting clearance from Vinyard tower, I took off on Runway 24 and Departure guided me out then handed me over to Providence Approach, which then handed me to Cape Approach which then handed me to Boston Approach. Along the way I was up and through the clouds, relying more on instruments than I have so far, but I never neglected my instrument study while flying VFR all this time so I had no troubles staying on course. Descending through the clouds to approach Norwood the ride got bumpy, and I came out under the clouds to rainy overcast, but things managed to clear up several miles later when I hit the airport and I was able to make a visual approach to Runway 10.
I immediately hopped into the Bell Jet Ranger after I had parked and secured the Cessna, marveling at the wonderful view I had from the cockpit. Seriously, the floor viewports made a huge difference even when taking off. After flying the nimble Robinson around, the heavier Jet Ranger felt relatively slow, but it was still a very responsive craft. I could twitch the joystick and see it lean or dip. Also, it required more of a hand on the stick to maintain forward flight. With the Robinson I could tilt it over to start moving forward, and then centering the stick it would stay like that - with the Jet Ranger though centering the stick immediately causes the nose to come back up - and even over if you're not careful. Everything else about flying the Jet Ranger was the same as the Robinson though, so it didn't take me long to get into stable flight maintaining an altitude.
Looking at the Boston Heli Chart, I decided to loop around Boston using Route Quarry (QUARE) and then returning along Route Fenway (FENWA). Traveling up Quarry was no trouble at all, as Interstate 93 was a prominent road feature on the ground. Approaching the city I buzzed downtown and then turned west to look for Fenway, which was a rail road line heading south. I found what I thought was the railroad and banked over hard left to follow... and didn't realize something very important - I can't fly this craft exactly like a Robinson. The key difference between the two is that the Robinson's engine is located low and to the rear of the craft, whereas the Jet Ranger has a huge turbine engine high up amidship. The top-heavyness means if you bank too far you can flip the chopper easily. And that's what I did - right into the Charles River.
I restarted the flight back at Norwood and this time completed the loop as I originally planned, following the railroad tracks after passing Fenway Park to get back to the airport. Landing, I put her down on the first try. Seriously, I love the floor windows soooo much. I hopped right back into the Cessna and after checking conditions along the route home decided to stay VFR, although I plotted my course VOR to VOR so I would be navigating by instruments. As I was completing my pre flight and setting all my radios, I heard an engine noise. Since my engine was still off I figured a plane was taxiing by. Turning to look, I see a Piper Cub come trundling past... right into the tail of my plane. *sigh* So I had to reset and tune my radios all over again, then when I moved to taxi out I realized I had forgotten to ask for clearance from Ground. So I stopped, radioed Ground to get taxi clearance, but when I started up again I crashed into another plane that the AI traffic had injected into my vacant parking spot! ARRRGH!!
I finally made it in the air on the third try, although I set the sim to Slew mode while I prepped so that any aircraft passing by me would also pass through me and thus leave me in peace. To mix things up a bit I decided to climb to 10,000 feet to be above the clouds again. It took about an hour for me to reach 10,000 feet, mainly because I had to zig and zag a bit to avoid the clouds and climb through the clear patches. I finally leveled off at 10,000 feet (brrrrr it was like 27 degrees Fahrenheit up there!!) and realized I was at full throttle going about 80 knots. #####? Then I realized I needed to alter the pitch of my propeller blades to bite more air because it was thinner up here. So I reached for the prop pitch control and... wait... where is it?
I didn't have one
So, with a fixed propeller it was pretty useless cruising at an altitude that kept me at 80 knots, so I descended down, going all the way to 2,500 to stay under some scattered clouds at 3,000 feet. There I was able to cruise around 115 knots. Much better! Besides getting knocked around a bit by some pretty hefty wind gusts along the way from Massachusetts to New Jersey, the trip was largely uneventful, although it was good practice for my radio navigation skills, which I hadn't used in a while. The weather stayed great all the way into KBLM, where I landed on Runway 32 and taxied to the ramp to shut down for the day.
I must say flying the Cessna 172 has been fun, but I'm ready for something new. Not too new or too fast, I still like poking along slow so I can have extra time to do things - until I get used to procedures a lot more I will continue to fly things that don't go very fast. So to upgrade I'm sticking with the Cessna but going with a newer model - a C182 Skylane II RG. Unless something better comes along between now and tomorrow. | aerospace | 1 |
https://spacegeneration.org/tag/sgac/page/2 | 2020-07-14T13:09:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655880665.3/warc/CC-MAIN-20200714114524-20200714144524-00427.warc.gz | 0.958735 | 663 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__169551673 | en | The German Aerospace Center (DLR) and the Space Generation Advisory Council (SGAC) have signed a Memorandum of Understanding (MoU) on October 19, 2019, with the aim of increasing the scope and breadth of the collaboration between the two organizations.
SGAC Announces the winners of the SGAC – LSA NewSpace Europe 2019 – Pitch Competition Grant in collaboration with the Luxembourg Space Agency SGAC is proud to announce the winners of the SGAC – LSA NewSpace Europe 2019 – Pitch Competition Grant, sponsored by the Luxembourg Space Agency (LSA). The 5 grant winners will [...]
The SGAC Deputy Director will support leading the development and execution of the strategy behind the SGAC, driving workforce development by inspiring students and young professionals, and offering them a platform to discuss key issues of the space industry, interact with current space leaders and share their views about the future of space.
Antonio Fowl Stark (KangSan Kim) is a South Korean international business developer and space policy analyst. He has worked for startup accelerators and venture capital firms such as 500 Startups and Softbank Ventures, focusing on implementing UN Sustainable Development Goals for corporations.
Back in 2002, I joined a trip to Houston, to attend the World Space Congress (WSC) and visit some tech sites including NASA JSC. During this trip I heard that an organization called Space Generation Advisory Council (SGAC) was celebrating its first Space Generation Summit in conjunction with the WSC. The name stuck in my mind. I was still very young to join, but this picture of students and young professionals actively contributing to something I was also passionate about inspired me.
SGAC Announces the Winner of the 2019 Alumni Fund Scholarship SGAC is pleased to announce Uthpala Perera as the winner of the 2019 Alumni Fund Scholarship. Following the launch of the SGAC Alumni Fund, SGAC started a scholarship program to support SGAC members to attend SGAC regional events or events not covered by other SGAC [...]
SGAC is proud to announce the winners of the South American Space Leader Award 2019 who will be sponsored to attend the 5th SA-SGW 2019 event to be held in La Paz, Bolivia.
SGAC Announces the Winner of the Spanish Space Congress 2019 Essay Competition SGAC in cooperation with TEDAE we are pleased to announce Mario Ortega Pérez is the winner of the Spanish Space Congress Competition who will attend the Congreso del Espacio on 9-10th of October 2019 in Madrid. SGAC would like to thank TEDAE for their support to [...]
As a former refugee who had the privilege of getting educated all the way to a Masters degree and specialising in space, Ahmed Abdi could firsthand appreciate the benefits of space has had for humanity and how it could mitigate if not prevent some of the crises that have happened in places like Somalia including the civil war, deforestation, food insecurity, famine/droughts, etc.
The European Association of Aerospace Students (EUROAVIA) and the Space Generation Advisory Council (SGAC) have signed a Memorandum of Understanding (MoU) on August 25, 2019, with the aim of increasing the scope and breadth of the collaboration between the two organizations. | aerospace | 1 |
http://news.xinhuanet.com/english/2007-07/06/content_6338669.htm | 2017-04-23T12:14:59 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118552.28/warc/CC-MAIN-20170423031158-00194-ip-10-145-167-34.ec2.internal.warc.gz | 0.952263 | 348 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__206356722 | en | BEIJING, July 6 (Xinhuanet) -- Paying 19 million U.S.dollars for a Russian-built international space station toilet system is a bargain compared to building one from scratch, a NASA spokewoman said Thursday.
"It's akin to building a municipal treatment center on Earth," said Lynnette Madison.
Another plus is astronauts are familiar with how it works because it's similar to one already in place at the space station. The new system will be able to transfer urine to a device that can produce drinking water.
The new "loo" is scheduled to arrive at the space station in 2008. It will also offer more privacy for a crew expected to double from three to six by 2009.
The system will be installed on the American side, and the current toilet system on the Russian side will remain in place.
The space station toilet physically resembles those used on Earth, except it has leg restraints and thigh bars to keep astronauts and cosmonauts from floating away. Fans suck waste into the commode. Crew members also have individual urine funnels which are attached to hoses, and the urine is deposited into a wastewater tank.
Crew members using the current toilet system on the Russian side must transfer tanks of their urine to a cargo ship, which burns up in Earth's atmosphere once undocked from the station.
The 19 million dollar toilet system was part of a larger contract valued at 46 million dollars that NASA signed this week with RSC Energia, a Russian aerospace company. The extra equipment includes software updates for the station's inventory management system, a spare air pump and engineering support for a mechanism which allows space shuttles to dock with the space station. | aerospace | 1 |
https://www.planetary.org/blogs/index.jsp?startDate=01%2F01%2F2011&keywords=sun&endDate=12%2F31%2F2011&page=10 | 2020-07-16T13:42:29 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657169226.65/warc/CC-MAIN-20200716122414-20200716152414-00160.warc.gz | 0.970463 | 249 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__97622161 | en | The European Space Agency (ESA) seems to have gotten tired of waiting for NASA to commit to its share of the joint 2016/2018 Mars missions that were planned to lay the groundwork for an eventual delivery of samples of Mars to Earth.
It looks like we rattled a few cages in Washington, D.C. this week. White House staffers in the Office of Science and Technology Policy returned from their holiday weekend to find more than 1500 messages from Planetary Society Members waiting for them.
With little fanfare, the Dawn mission continues releasing a new picture from Vesta every day. This one is definitely my favorite among their recent releases, a closeup on one of Vesta's strange streaky bright craters.
It's been a week of very heavy science on this blog, so I thought it'd be nice to go into the weekend with a post in which a breathtaking picture speaks for itself, without needing my thousands of words.
The road to Mars just seems to get longer and harder every day. The Planetary Society has just asked its Members to contact the White House and ask John Holdren, the President's Science Advisor, to make sure that NASA and ESA are allowed to work together on the 2016 and 2018 missions to Mars. | aerospace | 1 |
http://www.airliners.net/forum/viewtopic.php?f=3&t=348077 | 2017-06-29T06:25:27 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128323870.46/warc/CC-MAIN-20170629051817-20170629071817-00462.warc.gz | 0.863731 | 288 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__49345355 | en | Photo © Mark Tang - HKAEC
|Quoting Qantas744ER (Reply 2):|
What is the reason for it being removed???
|Quoting N754PR (Reply 4):|
Think I saw it today...
Have you heard CX and Disney are teaming up for the opening of Disneyland Hong Kong. They will fly two 744's of reporters to Hong Kong for the opening and do CX/Disney holidays.
So.... a Disney / CX scheme???
Military Aircraft Every type from fighters to helicopters from air forces around the globe
Classic Airliners Props and jets from the good old days
Flight Decks Views from inside the cockpit
Aircraft Cabins Passenger cabin shots showing seat arrangements as well as cargo aircraft interior
Cargo Aircraft Pictures of great freighter aircraft
Government Aircraft Aircraft flying government officials
Helicopters Our large helicopter section. Both military and civil versions
Blimps / Airships Everything from the Goodyear blimp to the Zeppelin
Night Photos Beautiful shots taken while the sun is below the horizon
Accidents Accident, incident and crash related photos
Air to Air Photos taken by airborne photographers of airborne aircraft
Special Paint Schemes Aircraft painted in beautiful and original liveries
Airport Overviews Airport overviews from the air or ground
Tails and Winglets Tail and Winglet closeups with beautiful airline logos | aerospace | 1 |
https://www.hacking.finance/contributor/jessica-holland/ | 2024-04-13T03:28:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00897.warc.gz | 0.826793 | 80 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__55888619 | en | A project from Anthemis
©2018 Hacking Finance.All rights reserved
Contributor : Jessica Holland
With the cosmos open for business, space lawyer Jill Stuart asks: Who makes the rules?
From satellite constellations to asteroid mining, trillions of dollars are up for grabs in the new space race. | aerospace | 1 |
http://www.sun-sentinel.com/business/consumer-talk-blog/sfl-american-new--mia-san-diego-route-20130305,-2010,6856238.story | 2014-09-17T06:24:55 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657121288.75/warc/CC-MAIN-20140914011201-00244-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.905279 | 207 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__174502519 | en | American Boeing 737 aircraft in flight.
South Floridians will soon have more options for flying to San Diego.
American Airlines plans to start new daily nonstop service between Miami International Airport and San Diego International on June 12, the airline announced recently.
The flight is expected to depart Miami at 6:50 p.m. for arrival in San Diego at 8:55 p.m. local time. Returning it’ll leave San Diego 9:45 p.m. for arrival in Miami 5:40 a.m. the next day.
American will operate the route with 150-seat Boeing 737-800 aircraft.
We've upgraded our reader commenting system. Learn more
about the new features.
The Sun Sentinel welcomes civil dialogue about our stories; you must register with the site to participate. We filter comments for language and adherence to our Terms of Service
, but not for factual accuracy. By commenting, you agree to these legal terms. Please flag inappropriate comments. Having technical problems? Check here | aerospace | 1 |
http://rubberjournalasia.com/dunlop-clinches-chinese-aircraft-tyre-deal/ | 2019-08-26T04:29:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027330968.54/warc/CC-MAIN-20190826042816-20190826064816-00010.warc.gz | 0.93745 | 257 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__185026728 | en | UK-based Dunlop Aircraft Tyres’ joint venture facility in China has clinched a three-year deal to support China Eastern Airlines’ fleet of ten Embraer 145LI regional jets with new and retreaded tyres. The deal will see the Shanghai-based airline receive new tyres made at Dunlop Aircraft Tyres’ factory in Birmingham that will be distributed from and retreaded at manufacturer’s joint venture company, Dunlop Taikoo (Jinjiang) Aircraft Tyres, in Jinjiang of southeast China’s Fujian Province.
The firm says this is its first deal with a significant Chinese airline and it further strengthens its position in the regional aircraft market. Airlines from countries including Australia, China, India, Indonesia, Japan, South Korea and Philippines are among those being served by Dunlop Taikoo (Jinjiang) Aircraft Tyres.
Dunlop Aircraft Tyres Ltd specialises in the supply of aircraft tyres and tubes from design through to delivery, using the most sophisticated precision and manufacturing and retreading techniques available today. In its 102-year history, Dunlop Aircraft Tyres has achieved worldwide recognition and today is the only dedicated aircraft tyre manufacturer and retreader. (RJA) | aerospace | 1 |
https://airandspace.si.edu/exhibitions/wright-brothers/online/fly/1900/testflying.cfm | 2021-04-14T16:27:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038077843.17/warc/CC-MAIN-20210414155517-20210414185517-00119.warc.gz | 0.914035 | 354 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__138707286 | en | Only three photos of the 1900 Wright glider survive. This one shows the glider in flight.
The Wright brothers’ flight-testing
program was a key to their success. Extensive trials of their
gliders not only provided valuable performance data, which
was folded back into the evolving design, but also helped
Wilbur and Orville develop piloting skills.
Kiting the Glider
Before making free glides, the Wrights always
tested their gliders by flying them as kites. Kiting provided
valuable information on lift and drag, and enabled them to
get a feel for the controls. The first year they built a tower
with a rope-and-pulley suspension device to test the glider,
but it didn’t prove useful and they soon returned to
Flying the glider
The pilot lay prone on the lower wing to limit
drag. The foot-operated crossbar mounted behind him warped
the wings for lateral balance, turning the glider. The horizontal
hand levers in front of him flexed the forward elevator up
and down, controlling pitch.
William Tate's nephew Tom. Note the glider in the background.
These are two of the three surviving photos
of the 1900 Wright Glider. In one the glider appears behind
William Tate’s nephew Tom, who proudly displays his
catch. The other shows the glider after a gust of wind had
picked up the unattended craft and smashed it into the sand.
The brothers repaired it and continued their flight testing.
...a gust of wind had picked up the unattended craft and smashed it into the sand..
Go to Back to the Drawing Board >> | aerospace | 1 |
http://www.criticalpast.com/video/65675048897_United-States-carrier-Antietam_Royal-Navy-aircraft_Sea-hawk-aircraft_cockpit | 2017-04-29T21:31:26 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123590.89/warc/CC-MAIN-20170423031203-00021-ip-10-145-167-34.ec2.internal.warc.gz | 0.874533 | 169 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__94222677 | en | Royal Navy aircraft take off on board United States aircraft carrier Antietam in the Atlantic Ocean.
Atlantic Ocean Date:1953, June 29 Duration:1 min 16 sec Sound:NO SOUND
Royal Navy operation aboard United States aircraft carrier Antietam in the Atlantic Ocean. A Royal Navy aircraft immediately after take off from Antietam. Plane makes a deck launch from the aircraft carrier. Tail section of the Seahawk with a sign that reads 'Royal Navy'. Seahawk at the catapult. Nose of an aircraft with the pilot in the cockpit. A plane takes off from the carrier and in flight.
This historic stock footage available in HD and SD video. View pricing below video player.
Have a correction or more info about this clip? Edit Now
Be the first to correct or edit this clip's info! Edit Now | aerospace | 1 |
https://www.showcasetoys.com/hobby-master-ha2622-av-8b.html | 2019-06-25T15:55:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627999853.94/warc/CC-MAIN-20190625152739-20190625174739-00154.warc.gz | 0.920965 | 435 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__128277593 | en | Hobby Master 1:72 Air Power Series Diecast Model
AV-8B Harrier II Plus – VMA-311 “Tomcats”, USMC, USS Peleliu, February 2012
1:72 Scale. Length: 7.75". Wingspan: 5"
Limited production of approximately 600 models worldwide
USMC VMF-311 was established on December 1, 1942 and redesignated VMA-311 in 1957. On November 22, 1988, AV-8B Harrier 163664 was delivered to VMA-311 ‘Tomcats’. The squadron later took part in Operation Desert Storm and Desert Shield. In 2002 the wings, tail, and various other parts were added to a new fuselage that would become an AV-8B Harrier II+ and assigned new BuNo.165584, MSN B321. VMA-311’s home base is MCAS Yuma, Arizona and in February 2012 operated from USS Peleliu conducting deck landing qualifications during Iron Fist 2012.Opening canopy
Detailed cockpit with removable pilot figure
Realistic panel lines
Historically accurate printed markings
Detachable weapons and external fuel tanks
Optional extended landing gear
Box with AV-8 Harrier artwork
The AV-8B Harrier II Plus is the second-generation Vertical and/or Short Take-Off and Landing (V/STOL) ground-attack aircraft operated by the U.S. Marine Corps. It is primarily used for light attack or multi-role tasks, typically operated from smaller carriers and large amphibious assault ships. The British Harrier GR7/GR9 are operated by the Royal Air Force and Royal Navy.
Hobby Master offers a wide selection of quality, pre-assembled, diecast model airplanes. Each model is crafted to a high level of accuracy using specifications of the original aircraft. They are constructed with precision-made diecast metal and some plastic components.
This model of an AV-8 Harrier II Plus features:
Category: Hobby Master 1:72 Military Aircraft Models
Not suitable for children under the age of 14 | aerospace | 1 |
https://www.theengineer.co.uk/fighter-stress-test/ | 2021-09-19T00:09:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056578.5/warc/CC-MAIN-20210918214805-20210919004805-00080.warc.gz | 0.916866 | 475 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__208758575 | en | The first structural test airframe for the Lockheed Martin F-35 Lightning II has arrived in the UK, in preparation for testing at BAE System’s Brough site in East Yorkshire.
Lockheed’s F-35 Lightning II aircraft, also known as the Joint Strike Fighter, will benefit from six static test airframes constructed for the system development and demonstration phase of the F-35 Lightning II programme.
Mick Ord, BAE Systems’ managing director of the F-35 Lightning II business, said: ‘This is another major milestone in the F-35 programme, and we’re delighted to take delivery of the full-scale static testing airframe.
‘BAE Systems is a principal sub-contractor to Lockheed Martin on the F-35 programme, and brings military aircraft expertise that is critical to the F-35 Lightning II airframe and systems.
‘We lead on several work share areas, of which structural testing is one.’
Testing of the airframe, dubbed AG-1, will be carried out via 165 hydraulic actuators to simulate the loads the aircraft would experience in flight.
Data will be captured using 4,000 sensors attached to the airframe.
According to BAE Systems, the test rig itself weighs around 365 tonnes and has approximately 85km of wiring spread around it to connect all the systems and sensors.
Tom Burbage, Lockheed Martin’s executive vice-president and general manager of F-35 programme integration, said: ‘The work BAE Systems is performing on AG-1 highlights just one of the UK’s many indigenous industrial capabilities that this programme relies upon.
‘We are conducting the largest-ever test programme for a fighter, and the BAE Systems structural test facilities expand our bandwidth and help us maintain our schedule.’
Ord added: ‘BAE Systems is responsible for carrying out a large percentage of the structural and fatigue testing required to qualify all three of the F-35 variants.
‘Some testing has been carried out on smaller components, but this will be among the first of the full airframe tests to be carried out.’
Trials are scheduled to begin in late July and will run for approximately 15 months before the airframes are shipped back to the US. | aerospace | 1 |
https://magellanjets.com/tag/gulfstream/ | 2022-09-30T22:36:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335504.37/warc/CC-MAIN-20220930212504-20221001002504-00703.warc.gz | 0.915411 | 279 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__98574769 | en | Although succeeding the Gulfstream G200 in 2012, the G280 is not a replacement but an entirely new jet that delivers results beyond previous expectations. As a super midsize aircraft, the G280 can help accomplish business or personal goals with greater speed and range. At a maximum range of 3,600nm, the Gulfstream G280 is faster and more powerful than any other jet in its class.
Gulfstream Announces Arrival of Two New Business Jets
Gulfstream will be adding two new business jets to its growing fleet. This month at its Savannah, GA headquarter, Gulfstream unmasked the new G500 and G600. Both jets boast 100% fresh air, room for up to 19 passengers in an extra wide cabin and touch screen flight decks. The new aircraft also feature fly-by-wire flight control and they will be the first Gulfstreams to feature active side stick controls. The new jets are expected to enter service in 2018.
If you thought the G650 was top of the line, wait until you meet the newest addition to the Gulfstream fleet, the G650ER. Having the capability to travel up to 7,500 nautical miles, the new jet takes the prize for world’s longest-range business jet. An impressive 500 nautical miles farther than the G650, which entered … Continued | aerospace | 1 |
http://greatbay.edu/courses/commercial-pilot-ground | 2017-08-19T22:31:43 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886105927.27/warc/CC-MAIN-20170819220657-20170820000657-00511.warc.gz | 0.894784 | 102 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__37150324 | en | AVTN250G - Commercial Pilot Ground
This course provides the student pilot with the ground instruction necessary to perform helicopter operations and maneuvers at the commercial level. The Student will receive instruction in systems, instruments, aerodynamics, performance and limitations, weight and balance, FARs, ADM and CRM. Upon successful completion of this course, the student will have successfully passed the FAA written knowledge exam for the Rotorcraft Commercial Rating.
Co-requisites: AVTN251G and PHYS135G. | aerospace | 1 |
https://www.fieldhouseassociates.com/2020/05/14/xona-space-systems-raises-1m-pre-seed-round-from-1517-seraphim-capital-trucks-venture-capital-and-stellar-solutions/ | 2024-04-17T21:25:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817181.55/warc/CC-MAIN-20240417204934-20240417234934-00440.warc.gz | 0.936902 | 628 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__166972724 | en | In the U.S. alone, over $300 billion of economic impact per year relies on Global Navigation Satellite Systems (GNSS), yet the only signals available to the public are unprotected, imprecise, and susceptible to disruption from easily obtainable jammers and spoofers. The reliability and performance of satellite navigation needs to drastically increase to support modern industries such as autonomous vehicles, aerial mobility, maritime automation, and many more.
Xona Space Systems is developing the secure and precise PNT service that will enable modern intelligent systems to operate safely at scale. The Pulsar™ service by Xona Space Systems offers ten times better accuracy than standard GNSS through its patent-pending powerful and encrypted signal with rapid convergence times.
“What we are developing will enable modern technology, such as autonomous vehicles, to become readily accessible,” said Brian Manning, Xona’s CEO. “To reach their full potential, localization systems need to work safely and consistently in any weather conditions, in any environment, and in any region. The infrastructure that we are developing will provide this.”
In the United States, over 70% of roads and nearly 70% of the population live in snowy regions according to the U.S. Department of Transportation. In adverse weather the effectiveness of LiDAR and vision systems for autonomous cars can be severely degraded. GNSS is too imprecise and vulnerable to interference to serve as a reliable alternative. The Pulsar™ service, which is unaffected by weather or road visibility, will deliver robust and accurate positioning to ensure safe operation even in the harshest conditions.
“We are very excited to be working with the Xona team,” says Nick Arnett, Principal at 1517, “we can’t wait to see what the future holds for Xona Space Systems.” Arnett continued, “The US Department of Homeland Security has identified over a dozen sectors of infrastructure that they deem to be critical and each of these sectors relies on GPS data in one way or another. So, having a system that’s resilient, that’s reliable, that’s secure is really imperative.”
In 2019, Xona Space Systems was identified by Seraphim Capital as part of the top one per-cent of seed-stage space-tech startups and invited to the team to participate in its third Space Camp accelerator program.
Rob Desborough, Partner at Seraphim Capital and CEO at Seraphim Space Camp, commented: “Part of the role of Space Camp is to uncover and support early-stage space-tech companies that will enable entirely new industries and business models. What the team at Xona Space Systems is doing, is going to be critical to so many existing services, like providing centimetre accuracy for autonomous transport, and the technology will pave the way for many more that haven’t been thought of yet.”
Throughout this year, Xona Space Systems will conduct ground-based testing of the system that will lead to the development of the initial flight units. | aerospace | 1 |
https://bhojpurinama.com/air/eagle-wings-air-force.html | 2021-05-19T00:31:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989874.84/warc/CC-MAIN-20210518222121-20210519012121-00364.warc.gz | 0.899675 | 611 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__198561542 | en | Eagle Wings Air Force
With the united states still neutral, many americans simply crossed the border and joined the royal canadian air force (rcaf) to learn to fly and fight.
Eagle wings air force. Enjoy this mosaic to fully perceive your patriotic potential! Doodle style military insignia for us air force including eagle wings and star. Before committing to the legacy of a slick air force design, just make sure that your coat of arms is in compliance with the military’s tattoo policy.
Air force has been superimposed on the shield (see cut above). The fleet air arm wings badges also feature a crown and fouled anchor, reflecting the naval aspect of the flying undertaken. Lemay in a pentagon ceremony on july 19 of last year.
The eagle chapter of the air force security forces association consists of air force security forces association members who work or live in washington d.c., delaware, maryland, virginia or west virginia. Without further ado, fulfill your duty to this country with astonishing air force ink. 'eagle wings', a nollywood and the nigerian airforce film collaboration, is currently being shot at several locations in the country.
See air force logo stock video clips. Starring nollywood stars eyinna nwigwe and femi jacobs as. A large sailing ship, seen from the side, under full sail.
Astronaut wings have gone to three other air force men: Aviation wings and badges of the world wars. The eagle squadrons were three fighter squadrons of the royal air force (raf) formed with volunteer pilots from the united states during the early days of world war ii (circa 1940), prior to america's entry into the war in december 1941.
White’s wings were presented to him by air force chief of staff gen. White's wings were presented to him by air force chief of staff Air force aeronautical ratings are military aviation skill standards established and awarded by the united states air force for commissioned officers participating in regular and frequent flight, either aerially or in space, in performance of their duties.
- Nike Air Max Koko Reviews
- Nike Air Force Custom Butterfly
- Nike Air Streak Lite 1995
- Nike Drip Air Forces
- Norwegian Air Business Class 787
- No Vent Air Conditioner Uk
- Nuwave Oxypure Smart Air Purifier Promo Code
- Nike Air Zoom Structure 22 Mens
- Nike Air Force Custom Uk
- Oil Free Air Compressor Motor
- Niner Air 9 Frame
- Niner Air 9 Rdo Size Chart
- Nike Air Streak Lite Running Review
- Nike Air Force 1 Custom Drip
- Nike Air Streak Lite Aloe Verde
- Oil Free Air Compressor India
- Norwegian Air Business Class Lax To Paris
- Nike Air Max Koko Sandal Black
- Norwegian Air Contact Email
- Nomo Bathroom Air Purifier | aerospace | 1 |
https://usmilitary.com/go-further-in-navy-aerospace-experimental-physiology/ | 2024-04-21T12:03:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817765.59/warc/CC-MAIN-20240421101951-20240421131951-00605.warc.gz | 0.97431 | 265 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__143183175 | en | When you fly in the United States Navy, you will fly the most advanced aircraft in the world. They are designed to be able to have the advantage over any other aircraft in the world. This means that they will have better turning capacity as well as the ability to go faster and fly higher. This means that the pilots inside of the aircraft will also need to be able to handle these conditions which comes with the right training.
Learning Your Career
The great part about working in experimental physiology in the United States Navy is that you will have no equal in any other field of science. This is because you will understand more about how to train the human body to withstand environments which would cause most people to get sick or not be able to function properly. Through constant education while on the job, you will be able to advance far beyond anyone else in your field.
You will help to train not just the pilots which will fly missions but the rest of the crew which will be in the aircraft with them. This is because they will all need to be able to withstand the conditions that they are facing on a daily basis. The more prepared you can make them, the better they will be able to perform. Click on the link above so that you can get started in this rewarding career in the US Navy. | aerospace | 1 |
https://ecss.nl/standard/ecss-q-60-01a-european-preferred-parts-list-eppl-and-its-management-4-october-1999/ | 2024-02-27T02:50:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474670.19/warc/CC-MAIN-20240227021813-20240227051813-00330.warc.gz | 0.929623 | 224 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__59929335 | en | This standard has been withdrawn and replaced by the EPPL list of the ESCC system.
The EPPL is now part of the ESCIES website (www.escies.org).
This Standard contains theEuropean preferred parts list (EPPL) and provides the rules for establishing the list of preferred and suitable components to be used by European manufacturers of spacecraft hardware and associated equipment.
The operating rules for management, administration and maintenance of the EPPL are defined in annex A of this Standard.
This Standard applies to all parties involved at all levels in the realization of space segment hardware and its interfaces.
The objective is to direct the user towards a limited number of component types, covering all design applications. The aim is to avoid duplication and achieve cost reduction and procurement effectiveness.
The EPPL is made up of two parts:
- Part I components:
components which are fully qualified or evaluated to recognized space standards giving full confidence for space usage.
- Part II components:
components which have potential capability to satisfy space application requirements,but have not yet reached the level of full confidence. | aerospace | 1 |
https://supersoldiertalk.com/astronaut-filmed-3-ufos-while-on-board-of-international-space-station-video/ | 2024-03-02T16:09:17 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475833.51/warc/CC-MAIN-20240302152131-20240302182131-00477.warc.gz | 0.981131 | 150 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__200096814 | en | During an expedition on the International Space Station, the astronaut managed to get footage of three triangular-shaped UFOs that seemingly flew past their station.
According to the video and the astronaut’s statements, the UFOs actually managed to pass him and the station by in less than a couple of seconds, which means that these alien lifeforms have access to technology we could only dream of.
More and more videos have been captured in the ISS vicinity as of late. Could this be a message from them? Are they warning us of what is to come in the near future?
What could this mean for humanity as a whole? For the moment all that we have is a short clip, but we will eventually get our answers. We always do. | aerospace | 1 |
https://www.key.aero/flight-adventure?page=2 | 2022-10-05T12:52:18 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337625.5/warc/CC-MAIN-20221005105356-20221005135356-00088.warc.gz | 0.931235 | 225 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__273481642 | en | 25th November 2019
Peter Stark explores three classic routes used by the 727
17th October 2019
This Flight Adventure takes a close look at an aircraft that, despite being a relative newcomer to commercial aviation, continues to set records for innovation and longhaul flying – the Boeing 787 Dreamliner.
15th August 2019
The Flight Adventure this issue continues to examine classic aircraft as well as fly routes and missions that reflect how they are typically used around the world.
20th June 2019
This issue Peter Stark flies a military classic.
21st February 2019
Peter Stark explores the islands of the Seychelles...
20th December 2018
Peter Stark explores the Piper PA-31 Navajo.
18th October 2018
Peter Stark demonstrates the versatility of B200 King Air as he flies it across several routes in the North Atlantic.
16th August 2018
Peter Stark explores the tropics of northern Australia ...
21st June 2018
Peter Stark explores the MilViz 310R Redux
19th April 2018
Flying the L-049 Super Constellation between Sydney, Australia... | aerospace | 1 |
https://www.aviationcv.com/en/ad/1170206-lame-b1-1ur | 2023-03-20T22:02:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943562.70/warc/CC-MAIN-20230320211022-20230321001022-00347.warc.gz | 0.909591 | 148 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__242591029 | en | ALG has an exciting opportunity for a B1.1 LAME UR (A320 / 787 type rated) to join our aviation client based in Brisbane or Coolangatta. The position will give the successful candidates valuable exposure to the aviation industry, as well as a wide range of future career prospects. This opportunity offers a highly desirable pay rate and ongoing employment to the successful candidates. The successful candidates possess the following attributes:
Eligible candidates with the above qualities are encouraged to apply now! For further information, please contact Bronte Wright at (07) 3860 4747 (Mon-Fri 08:30-17:00 AEST).
Please enter your email and we will send you a password reset link | aerospace | 1 |
https://6abc.com/archive/7064691/ | 2024-04-19T16:25:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817438.43/warc/CC-MAIN-20240419141145-20240419171145-00857.warc.gz | 0.912242 | 117 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__45060156 | en | For the first time ever, NASA is holding a liftoff Tweetup. The first 100 NASA Twitter followers who sign up will get a tour of Kennedy Space Center and a front-row seat for Atlantis' launch. Registration opens Friday.
NASA has had Tweetups before, but never for a shuttle launch. NASA says it wants to share the excitement of a shuttle launch with a new audience. Astronauts have been filing Twitter updates since spring, from both Earth and orbit.
On the Net: NASA: http://www.nasa.gov/tweetup | aerospace | 1 |
http://www.gizmodo.co.uk/tag/capsule/tag/design | 2018-06-22T08:24:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864364.38/warc/CC-MAIN-20180622065204-20180622085204-00466.warc.gz | 0.96569 | 105 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__63899335 | en | On June 2010, SpaceX launched into orbit a simplified version of their Dragon capsule. It was the first private spaceship in history, and it was a complete success. Now they are human testing it, getting it ready for its first manned flight.
There are no hospitals in space. The closest A&E is back on Earth, and astronauts can't exactly jump in a cab to get there. So what happens if the sun burps out a massive blast of radiation while an astronaut is space-amblin' by? | aerospace | 1 |
http://www.businessmediaguide.com/a-woman-was-dragged-off-a-delta-flight-by-police-dal/ | 2018-03-24T21:41:15 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257651007.67/warc/CC-MAIN-20180324210433-20180324230433-00133.warc.gz | 0.963097 | 148 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__141536154 | en | A woman was dragged off a Delta flight by police (DAL)
|12/15/2016||Posted by BusinessMediaguide.Com under General World News||
On Monday, a female passenger was forcibly removed from a Delta Air Lines flight at Detroit Wayne County Airport.
The incident, which took place onboard Flight 2083 around 8am local time, was filmed by a fellow passenger and posted to YouTube by travel blogger Rene DeLambert.
The passenger in question is shown, in the cellphone footage, being dragged down the aisle from the back of the plane by several members of law enforcement.
At the same time, fellow passengers can be heard laughing in the background while the pilot makes preflight announcements. | aerospace | 1 |
https://iadnews.in/all-you-wanted-to-know-about-sonic-booms/ | 2023-09-23T13:53:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506481.17/warc/CC-MAIN-20230923130827-20230923160827-00517.warc.gz | 0.932848 | 1,014 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__132530133 | en | Article by Sgt. Jiban Krishna Haldar (Retd.)
What is Sonic Boom?
Sonic boom is a loud sound caused by shock waves created by any object or moving aircrafts that travels through the air faster than the speed of sound (above 1 Mach). Sonic booms create huge amount of energy producing huge sound something similar to an explosion or a thunderclap to the human ears.
Causes of Sonic Boom
- When an aircraft travels at subsonic speed, the pressure disturbances so generated extend in all directions and this pressure disturbance is transmitted earthward continuously to every point along the path and so there is no sharp change of pressure causing any boom.
- However, at supersonic speeds, the pressure field is confined to a region extending mostly to the rear and extending from the aircraft in a restricted widening cone (called a Mach cone). As the aircraft proceeds, the trailing parabolic edge of that cone of disturbance intercepts the atmosphere producing a sound of a sharp bang or boom.
- When aircraft travels at supersonic speed, a rise in pressure occurs at the nose, and steadily decreases to a negative pressure at the tail, followed by sudden return to normal pressure after the object passes. This causes a “overpressure profile” known as an N-wave. The “boom” is experienced when there is a sudden change in pressure; therefore, an N-wave causes two booms – one when the initial pressure-rise reaches to the observer, and another when the pressure returns to normal. This leads to a distinctive “double boom” from a supersonic aircraft. If the aircraft is especially long, double sonic booms might be detected, one emanating from the leading edge of the plane and one from the trailing edge.
- For steady supersonic flight, the boom is described as a carpet boom since it moves with the aircraft as it maintains supersonic speed and altitude and the boom is continuous for the entire supersonic flight as pressure waves continuously move along the boom carpet.
Intensity of Sonic boom
Intensity of Sonic boom may be huge. A vehicle flying at greater altitude will generate lower pressures on the ground, because the shock wave reduces in intensity as it spreads out away from the vehicle, but the sonic booms are less affected by vehicle speed. When an aircraft flies at a low altitude with supersonic speed, the shock wave may be of sufficient intensity to cause breakage of window glasses of buildings and other damage. The ground also can influence the sound of a sonic boom. Hard surfaces such as concrete, pavement, and large buildings can cause reflections which may amplify the sound of a sonic boom. The intensity of the sonic boom is determined mostly by following factors:
- distance between the aircraft and the ground
- the size and shape of the aircraft
- the types of manoeuvres that it makes
- the atmospheric pressure and temperature
- Wind flow and direction
Yes: Pilots Cannot Hear Sonic Boom
One might be wondering how pilots handle sonic booms. Both pilots and passengers actually don’t hear them. They can only see the pressure waves (boom carpet) around the plane. But it affects only observers that are positioned at a point that intersects a region in the shape of a geometrical cone behind the object. As the object moves, this conical region also moves behind it and when the cone passes over the observer, they will briefly experience the boom. Depending on the aircraft’s altitude, sonic booms need some time to reach the ground after flyover. The speed of sound at any altitude is a function of air temperature. Under standard atmospheric conditions, air temperature decreases with increased altitude. This temperature gradient helps bend the sound waves upward. Therefore, for a boom to reach the ground, the aircraft speed relative to the ground must be greater than the speed of sound at the ground. So the man at ground can hear the boom sound but the pilot can’t as he has already crossed the range of sonic speed (speed of sound) which is needed to strike the ear drum to produce sound for listening.
How to control sonic boom?
Due to huge amount of sound intensity, sonic boom can cause huge noise pollution which may result in crack or damage of buildings, ability of hearing in humans and animals and other issues. Several research works are conducted which can help to contain the issue of sonic boom including design modification of flying vehicles, changing characteristics of altitudes etc. In 1964, NASA and the Federal Aviation Administration (FAA) began the Oklahoma City sonic boom tests, ultimately entangled the government in lawsuit, and lost on appeal in 1969. So far it is understood that the sonic booms cannot be completely prevented but research suggests that with careful shaping of the vehicle, the nuisance due to the sonic booms may be reduced to some extent.
- “Review of Sonic Boom Theory” by K.J. Plotkin | aerospace | 1 |
https://www.britannica.com/contributor/James-D-Burke/3916 | 2023-03-31T23:19:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949689.58/warc/CC-MAIN-20230331210803-20230401000803-00667.warc.gz | 0.844598 | 130 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__118476413 | en | James D. Burke
LOCATION: Sierra Madre, CA,
Member (retired on-call), Technical Staff, Spacecraft Systems Engineering, Jet Propulsion Laboratory, California Institute of Technology, Pasadena. Technical Editor The Planetary Report.
Primary Contributions (5)
Moon, Earth’s sole natural satellite and nearest large celestial body. Known since prehistoric times, it is the brightest object in the sky after the Sun. It is designated by the symbol ☽. Its name in English, like that of Earth, is of Germanic and Old English derivation. The Moon’s desolate beauty…READ MORE | aerospace | 1 |
http://defenselodging.com/navy-news/maritime-unmanned-air-systems-today-and-tomorrow/ | 2020-02-22T22:33:41 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145729.69/warc/CC-MAIN-20200222211056-20200223001056-00188.warc.gz | 0.918295 | 916 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__109317765 | en | By Rear Adm. Mat Winter
Program Executive Officer for Unmanned Aviation and Strike Weapons
Operations in the maritime domain are inherently dynamic and unique. The ability to employ systems over an extended period of time, with a capacity to confront irregular missions, in a multidimensional, vast area is a challenging and costly task.
For the past three decades, we have been operating our unmanned air systems in the maritime environment. In the 1980s, we fielded the small Pioneer UAV in a wide variety of reconnaissance, surveillance, target acquisition and battle damage assessment missions. While our mission set for unmanned air systems hasn’t really changed, the capability of our unmanned systems today is far greater than ever before, which gives our maritime commanders an unprecedented operational awareness and mission execution flexibility.
Our unmanned air systems are able to provide that unique degree of flexibility, versatility and persistence needed in the maritime environment. The ability to provide a 24/7 intelligence, surveillance and reconnaissance capability in this domain is a force multiplier for maritime commanders.
From intelligence, surveillance and reconnaissance support off the coast of West Africa, to ferrying cargo to Marines in Afghanistan, Navy unmanned air systems fly thousands of hours every month at affordable costs to protect our deployed forces, track down terrorists and deter piracy.
On smaller-class ships, Sailors are operating the Fire Scout unmanned system with the MQ-8B helicopter, and we will soon deploy an upgraded MQ-8 system with an MQ-8C helicopter that has greater range and endurance than its predecessor. MQ-8 has flown more than 10,000 hours in support of our warfighters and has proven to be a critical asset for counter-mine missions, over land warfare targeting and airborne relay.
Sailors and Marines will deploy with their first expeditionary unmanned air systems, known as the RQ-21A Small Tactical UAS, next year. The system, which is expected to account for nearly half of all unmanned shipboard operations, is ideally suited for humanitarian and combat operations where the transfer of real-time intelligence to the on-scene commander is critical.
Over the next decade, we will introduce our first operational, carrier-based unmanned system, known as UCLASS. This system will provide the carrier strike group with a cost effective, persistent 24/7 intelligence, surveillance and reconnaissance, and targeting capability, which will allow us the opportunity to shape a more efficient carrier air wing.
With the recent completion of X-47B Unmanned Combat Air System carrier demonstration tests aboard USS George H.W. Bush (CVN 77), we have proven the feasibility of operating large scale unmanned air systems capabilities in the harsh carrier environment. We will continue to operate our X-47B UCAS over the coming year to further refine aircraft carrier unmanned air systems concept of operations, reduce UCLASS system technical risk areas and continue to promote the true value of unmanned carrier aircraft capabilities as a realistic, future cornerstone of our Navy’s carrier strike groups.
Our Broad Area Maritime Surveillance Demonstrator, known as BAMS-D, is in its 55th month of service providing persistent, effective and operational maritime surveillance in the Fifth Fleet today. With more than 10,000 flight hours, BAMS-D has become a cornerstone of operational capability for the combatant commander while continuing to support the development of operating concepts for the MQ-4C Triton program of record, the Navy’s largest investment in unmanned systems to date.
The MQ-4C Triton will bring unparalleled awareness of the maritime environment with five continuous orbits around the globe. In operational harmony with the manned P-8A Poseidon, Triton will be a key component of the Navy’s family of systems to achieve maritime domain awareness and prosecuting surface targets.
It is an exciting time to be part of unmanned aviation domain. We are at the forefront of developing and fielding new unmanned aviation technologies that will revolutionize naval aviation. The use of Navy and Marine Corps unmanned systems will increase substantially as we integrate them with manned platforms to provide effective, persistent intelligence, surveillance and reconnaissance capabilities along with precision-strike assets today and in the future.
Editor’s note: Rear Adm. Winter will be a key note speaker at the Association for Unmanned Vehicles Systems International annual conference, Aug.14, in Washington, D.C.
Why do you think unmanned air systems are important? Let us know by commenting below.
Originally posted here: | aerospace | 1 |
http://www.profsurv.com/magazine/article.aspx?i=71108 | 2014-07-22T09:17:27 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997857714.64/warc/CC-MAIN-20140722025737-00200-ip-10-33-131-23.ec2.internal.warc.gz | 0.921721 | 1,364 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__9838344 | en | A3 System for NAIP Projects—Typical Scenarios
Today’s economic environment poses significant challenges for mapping companies. Numerous operational constraints, combined with growing competition, are squeezing companies’ profitability. In order to compete effectively, mapping companies must boost their operating efficiency and offer customers a truly superior value proposition.
VisionMap’s A3 system empowers mapping companies to collect and process premium digital mapping products in the most cost-effective way on the market. The A3 system is comprised of an aerial camera that can cover a given area approximately three times faster than conventional large-format frame cameras can at a given resolution and a processing system that quickly and accurately processes vast areas. This case study describes how the A3 system can enable an NAIP project in Colorado to be completed in 60% less time and at 50% of the operational cost of a typical project, without compromising image quality or resolution.
A typical statewide NAIP project requires 1m GSD imagery to be acquired in either three bands (RGB) or four bands (RGBN). Data turnaround may be up to 45 days after the end of the flying season. The project has stringent color and contrast requirements, and cloud cover in the area to be acquired may not exceed 10%.
The state of Colorado is 380-miles wide and 280-miles long. A typical digital large-format camera can cover the entire state in about 120 hours of flight, accounting for 30% of a camera’s average annual operating time of 400 hours. As such, acquisition alone can take almost four months, with data processing and turnaround adding another eight months or more. It is not unusual for a typical project to span more than a year before products are delivered to the customer.
The A3 Solution
The highly efficient VisionMap A3 camera can acquire the full area of Colorado in a mere 46 hours of flying, less than 40% of the time required by a typical camera. With 60,000 pixels across track, a flying altitude of 35,000 feet and acquisition velocity of 380 knots, the A3 system can cover the target area quickly and efficiently while delivering ground resolution of 35cm. With required resolution of only 1m, the raw data can be processed into high resolution products without re-flying the area of interest for further savings.
Using the VisionMap A3 LightSpeed system, all Colorado mapping data can be processed in just 23 days, representing just 2.5 processing days for every day of flying, the fastest rate in the industry. Using low-cost, off-the-shelf hardware, A3 LightSpeed can produce RGB or RGBN orthophotos in any required resolution between 35cm-1m as well as processing dense DSM and stereo models for mapping purposes. Processing is highly automated and typically requires just one operator. Outputs may be easily ingested into a variety of legacy photogrammetric suites.
Operational cost reduction. By cutting flying time from four months to ten days and using just one airplane and one camera, the cost of statewide projects can suddenly be made affordable. Fast data turnaround—less than a month rather than the year required by competitive solutions—provided by the automatic processing system further reduces the time to market and cost. A3 requires minimal staff, even for large projects.
Multiple products from a single flight. A3 imagery is processed by A3 LightSpeed into AT, mapping models, DSMs, and orthophotos. RGB/RGBN products are available as well. Producing a variety of products in a single flight reduces cost per product and boosts return on investment. For example, the Colorado flight yielded 1m DSM as well as 35cm GSD orthophotos and allows the client to up-sell additional photogrammetric products.
Independent of a priori data. A3 does not require a DGPS base station or ground control points in order to achieve ~2 pixel RMSE accuracy. The NAIP results can be processed without any survey for control points or deployment of DGPS station, since the 6m horizontal accuracy is easily obtained without any DGPS station or ground controls. Data independence further reduces operational costs and turnaround time.
Versatility. A3 can be deployed on a Learjet in order to cover a large area in 35cm GSD as quickly as possible. Its light weight (~90 pounds), small size, and low power consumption (<160W) also allow it to be deployed on a Cessna 172 or Diamond DA42. This very wide envelope of operation enables it to deliver resolutions ranging from 1inch to 3 ft without FMC constraints.
A3 systems that are operating worldwide have dramatically reduced their operators’ project costs. Processing and turnaround time were significantly reduced by A3 Lightspeed. The unique characteristics and capabilities of the VisionMap A3 system make it an ideal technology for NAIP and similar statewide projects.
VisionMap LLC is a U.S. subsidiary of VisionMap LTD., a leading provider of state-of-the-art mapping systems. The company’s A3 system is a coupled camera and ground processing system that covers extremely large-scale areas and provides accurate high resolution imagery in RGB and NIR bands.
A3’s coverage of 60,000 pixels across track is unmatched by any other camera, and it typically acquires thousands of square miles of images per day. The system’s design allows for flexible operation at altitudes between 3,000 and 30,000 feet (1.5 inch to 1 foot GSD). The A3 LightSpeed processing system turns around raw data quickly, processing thousands of square miles daily. A3’s output products include aerial triangulation, DSM, orthophoto mosaic, and stereo models.
VisionMap’s systems reduce operator costs, enable rapid completion of statewide projects, and increase mapping and surveying project efficiency. VisionMap’s systems are used by two leading U.S. mapping companies, and an additional 20 systems operate worldwide.
Typical applications include NAIP projects, visibility mapping, and high-resolution orthophotos. The flexible A3 camera may be installed on a very wide variety of platforms. A3 LightSpeed can process outputs without controls or DGPS stations for reduced cost and faster turnaround time for rapid response applications.
VisionMap LLC is proud to provide full service support and timely maintenance services to customers in the United States, Canada, and Latin America markets. For more information please contact [email protected]
20-B East Main Street, Suite 4
Berryville, VA 22611
Contact: Tim Leary, VP Business Development
» Back to our Aerial Mapping Spring '12 Issue | aerospace | 1 |
https://tohoku.pure.elsevier.com/en/publications/polarimetric-sar-obesrvation-of-environmnt-in-mongolia-by-alospal | 2022-05-18T01:28:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662520936.24/warc/CC-MAIN-20220517225809-20220518015809-00763.warc.gz | 0.946387 | 177 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__256716519 | en | The Japanese remote sensing satellite ALOS/PALSAR was launched successfully in January 2006. We are carrying out polarimetric calibration of the PALSAR sensor, which has the full-polarimetric function of L-band SAR. We set corner reflectors in Ulaanbaatar in May and August 2006, and the acquired data was used to confirm the polarimetric calibration coefficients, which will be used for the data sets to be delivered from October 2006. In addition, the acquired polarimetric SAR data will provide new possibility in remote sensing. Since this is the world first satellite borne full-polarimetric SAR system, we cannot show many example in this moment, but from airborne SAR data, which we have studied, we show some examples of polarimetric SAR, which include tree type classification, and estimation of the orientation angle of scattering targets. | aerospace | 1 |
https://airlinesreservations.org/air-canada-airlines.html | 2020-10-23T10:37:58 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107881369.4/warc/CC-MAIN-20201023102435-20201023132435-00389.warc.gz | 0.910696 | 750 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__22620800 | en | Basic Information About Air Canada Airlines:
The largest airline of a wonderful country Canada is Air Canada. Due to the wide size of fleet size and passenger carrier, this is the largest airline in Canada. Air Canada also has many subsidiaries. Air Canada Airlines Reservations for the travel of Canada and the US is ideal for the travelers to enhance the traveling experience due to the high-quality services of this airline. Founded around 83 Years ago on 10th April 1397, Air Canada is the major flag carrier of Air Canada and commenced operation on 1 September 1937. The old name of this airline is Trans-Canada Air Lines. On 1st January 1965, the name of the airline replaced with Air Canada. The AOC Code of the airline is Canada 5262.
Headquarter of Air Canada Airline:
Montreal, Quebec, Canada is the Main Headquarter Place of Air Canada Airlines. To perform various financial and fleet operations, Air Canada has the main headquarter in Montreal, Quebec, Canada. This is the place from where all fleet and financial operations or Air Canada Airlines are taking place.
Air Canada Airlines Hubs List:
Air Canada Airline has 4 Major Hubs. These hubs have the largest numbers of departures and boarding. Here we also mention the name of top hubs of the Air Canada Calgary, Montréal–Trudeau, Toronto–Pearson, and Vancouver. On the other hand, Air Canada also has two focus cities and these are Halifax and Ottawa.
Air Canada Airlines Frequent Flyer Program:
Now, we have come to the Frequent Flyer Program of Air Canada Airlines. Well, the frequent flyer program of this airline is known as the Aeroplan. With the different or Unique Name, Air Canada is offering quite amazing advantages to passengers who are the member of the Aeroplan of Air Canada. If you are a frequent flyer of Air Canada then you can save a big amount of money on the Air Canada Airlines Booking by joining the Aeroplan.
Air Canada Airlines Alliance:
One of the top airline alliances, “Star” is the airline alliance of Air Canada. Generally, passengers give too much attention to the alliance of any airline before booking because they want to cross-check the extra-ordinary advantages of the alliance with the airline booking. Star is offering various amazing advantages to passengers while flying with the Star Alliance AIrlines Members.
Air Canada Airlines Fleet Size and Destinations:
Air Canada Airlines is working with the massive fleet size network for domestic and international flights. The count or Fleet Size of Air Canada is 189 and Destinations served by the flag carrier is 222. You must have the basic information about the total destination for the Air Canada Airlines Flights when you are thinking to grab the best deals for the vacations.
Check-Out Cabin & Travel Class of Air Canada Airlines:
Air Canada Cabin Classes are also interesting and beautiful. For Your Air Canada Airlines Reservations, you must know the available cabin class of this airline. First of all, in the different Boeing of Air Canada have the facility of different classes. For example, in Boeing 787 passengers get the booking of Dreamliner Business Class Cabin. One of the most precious cabin class of this airline is Air Canada Signature Class. When you are thinking of traveling for North America & Caribbean then Business Class Cabin Booking is available. For the Affordable Booking Air Canada is Offering Premium Economy Class and International Economy Class.
To Check-Out the Fare Details and Cabin Class Features of each available cabin in Air Canada Flights, passengers can also take a glance at the Air Canada Airlines Official Site. With the examination of Official Site Information, you can cross-check and clear your doubts. | aerospace | 1 |
https://www.flightconnections.com/flights-from-victoria-ywh | 2019-11-14T14:12:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668525.62/warc/CC-MAIN-20191114131434-20191114155434-00407.warc.gz | 0.939532 | 180 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__197822332 | en | Non-stop flights from Victoria (YWH)Last updated on: 11-14-2019
Victoria Airport (IATA: YWH, ICAO: CYWH), also known as Victoria Inner Harbour Airport, is a small airport in Canada with domestic flights only. Victoria Airport has non-stop passenger flights scheduled to only one destination.
At present, there is one domestic flight from Victoria.
The only flight from Victoria YWH is a 61 mile (98 km) non-stop route to Vancouver CXH, which takes around 35 minutes.
Airlines flying from Victoria
Only one airline is flying from and to Victoria, which is Helijet.
Alternative airports to Victoria
Below you can find a list of alternative airports to Victoria (YWH). The nearest airports to Victoria (YWH) are Victoria (YYJ) and Friday Harbor (FRD). | aerospace | 1 |
http://www.dailyherald.com/article/20130208/news/702089661/ | 2013-05-19T14:44:40 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368697681504/warc/CC-MAIN-20130516094801-00073-ip-10-60-113-184.ec2.internal.warc.gz | 0.913096 | 650 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__67564533 | en | Earth-observing satellite to launch from California
- Photos (1)
This sketch shows the Landsat satellite in orbit around Earth.
Associated Press\Artist rendering released by NASA
LOS ANGELES — Carrying on a four-decade tradition, a new Earth-observing satellite is set to provide another watchful eye over our planet's glaciers, forests, water resources and urban sprawl.
If all goes as planned, the Landsat satellite will be launched into orbit Monday aboard a 200-foot-tall Atlas V rocket from the Vandenberg Air Force Base along California's central coast.
It would be the eighth such satellite in a series designed to continuously track natural changes and society's influence on Earth's resources.
Since the maiden launch in 1972, the satellites have been providing "uninterrupted observations," David Jarrett, program executive at NASA headquarters, said during a pre-launch news conference on Friday.
Although NASA aimed for a Monday liftoff, launch director Omar Baez said there were two remaining engineering issues to complete. It was too early to know whether that would affect the launch schedule, he said.
The newest Landsat will be the most powerful yet. Once in orbit, it will circle Earth 14 times a day from its 440-mile-high perch.
It was expected to beam back 400 images a day to ground stations in South Dakota, Alaska and Norway. As in previous missions, the images will be freely available on the Internet.
The $855 million project is managed by NASA and the U.S. Geological Survey. The space agency developed the satellite and its two sensors, which are more sensitive than previous ones. After a checkout period in orbit, day-to-day duties will be turned over to the USGS.
The latest Landsat will build on past missions. The USGS recently retired Landsat 5, which operated since 1984 and has returned 2 1/2 million images. Landsat 7, launched in 1999, continues to operate.
During the past 40 years, the Landsat satellites have been key in documenting changes to the Earth, pinpointing where droughts are occurring, how crops across the globe are faring and how erosion is affecting coastlines.
The satellites also have recorded retreating glaciers in Greenland, captured the 1980 Mount St. Helens eruption and recovery aftermath, tracked population growth in Phoenix and deforestation in the Amazon.
- Share Facebook Twitter
Article sent to (required)E-mail
Article sent from (required)E-mail Name
Subject Line (article title)
Message (optional)Success - Article sent Click to close
Interested in reusing this article?
Custom reprints are a powerful and strategic way to share your article with customers, employees and prospects.
The YGS Group provides digital and printed reprint services for Daily Herald. Complete the form to the right and a reprint consultant will contact you to discuss how you can reuse this article.Need more information about reprints? Visit our Reprints Section for more details.
Contact information ( * required )Name * Company Telephone * E-mail *
Article InformationTitle URL
Message (optional)Success - Reprint request sent Click to close | aerospace | 1 |
Subsets and Splits
No community queries yet
The top public SQL queries from the community will appear here once available.