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https://visitcentralflorida.org/featured/bartow-airbase-history-museum/
2023-12-03T10:25:01
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Located at Bartow’s Executive Airport, Bartow Airbase History Museum displays the rich history of this airport from it’s time as a US Army Fighter Replacement Training Station and US Air Force Air Training Command. The Museum owns and displays copies of many yearbooks published by the 70 pilot training classes between 1952 and 1961. Visitors will also see issues of The Eaglet, the Air Base monthly newspaper, and artifacts recovered from P-51 aircraft that crashed into Lake Hancock. WWII pilot uniforms are on display as well. History of Bartow Airbase The Airbase was originally constructed during WWII as a training field for the US Army Air Corps. Bartow Army Airfield was operated as a Fighter Replacement Training Station providing facilities for a fighter group and two fighter squadrons flying P-51 aircraft. Pilots were trained in aerial combat maneuvers, gunnery and dive bombing. In 1945, the base was deactivated and turned over to the City of Bartow where a fixed base operator (FBO) ran the airfield and flight line until 1950. At that time, U.S. Government exercised its reversal clause for the facility and again took control. Air Training Command School US Air Force contracted with a private company, Garner Aviation, in 1950 and in 1955 with Truman Miller, to make Bartow Air Base a flight training center for military pilots. The civilian run center hired World War II veterans as flight instructors, and was one of 9 such training around the country. The airfield was renamed Bartow Airbase, and was a primary flight training facility for the Air Training Command from 1951 to 1960. More than 8,000 men graduated from the school, including astronauts Buzz Aldrin, Ed White, and Karol Bobko. Aldrin came to Bartow in 1951 to receive his first flight training after graduating from West Point. Bartow Executive Airport Today, the 20,000 sq. ft. General Aviation Terminal houses the Bartow Airport Authority and Bartow Flying Service. Plan to have lunch at Runways at Bartow, the onsite restaurant, before or after visiting Bartow Airbase History Museum.
aerospace
1
http://www.thefullwiki.org/Saturn_I_(rocket)
2017-04-25T00:46:31
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The first Saturn I was launched October 27, 1961 |Function||Manned LEO launch vehicle| Convair (S-V) - Unflown |Country of origin||United States| |Height||55 m (180 ft)| |Diameter||6.52 m (21.39 ft)| |Mass||509,660 kg (1,123,600 lb)| |Stages||2 or 3 (3rd stage never flown) |Payload to LEO||9,000 kg (2 stage)| |2,200 kg (2 stage)| |Launch sites||LC-37 & LC-34, Cape Canaveral| |Maiden flight||October 27, 1961| |Last flight||July 30, 1965| |Notable payloads||Apollo CSM (boilerplate) |First stage - S-I| |Thrust||6.7 MN (1,500,000 lbf)| |Burn time||~150 seconds| |Second stage - S-IV| |Thrust||400 kN (90,000 lbf)| |Burn time||~482 seconds| |Third stage - S-V (Centaur-C) - unflown| |Thrust||133 kN (30,000 lbf)| |Burn time||~430 seconds| The Saturn I was the United States' first dedicated "space launcher," a rocket designed specifically to launch loads into Earth's orbit. Most of the rocket's power came from a "clustered" lower stage consisting of tanks taken from older rocket designs and strapped together to make a single larger booster. Critics joked that it was "Cluster's Last Stand", but the Saturn design proved sound and very flexible. Originally intended to be an almost universal military booster during the 1960s, it served only for a brief period and only with NASA; ten Saturn I's were flown before it was replaced by the Saturn IB, which featured a more powerful upper stage. The Saturn project was started as one of a number of proposals to meet a new Department of Defense (DoD) requirement for a heavy-lift vehicle to orbit a new class of communications and "other" satellites. The requirements, drawn up by the then-unofficial Advanced Research Projects Agency (ARPA), called for a vehicle capable of putting 9,000 to 18,000 kilograms into orbit, or accelerating 2,700 to 5,400 kg to escape velocity. Existing launchers could place a maximum of about 1,400 kg in orbit, but might be expanded to as much as 4,500 kg with new high-energy upper stages. In any event, these upper stages would not be available until 1961 or 62 at the earliest, and would still not meet the DoD requirements for heavy loads. Wernher von Braun's team at the U.S. Army Ballistic Missile Agency (ABMA) started studying the problem in April 1957. They calculated that a rocket with the required performance would require a lower stage booster with a thrust of about 1.5 million pound-force (6.7 MN) thrust at takeoff. As it happened, the Air Force had recently started work on just such an engine, eventually emerging as the F-1, but this would not be available in the time frame that the DoD was demanding and would be limited to about 1 million lbf in the short term anyway. Another possibility was a Rocketdyne engine, then known as the E-1, which provided about 360,000 to 380,000 lbf, four of which would reach the required thrust levels. This approach became the favorite, and in order to quickly provide fuel tankage to supply the engines, a new stage consisting of the tank from a Jupiter wrapped with eight taken from the Redstone would be used along with a thrust plate on the bottom where the engines would be attached. Von Braun returned the design to ARPA in December, 1957 as A National Integrated Missile and Space Vehicle Development Program, outlining the new design, then known simply as "Super-Jupiter". Several variations were proposed, using a common clustered first stage, and upper stages based on either the Atlas or Titan I. ABMA favored the Titan as the Atlas production was extremely high-priority and there was little or no excess capacity to spare. They proposed using the existing Titan tooling at 120" diameter, but lengthening it to produce a new 200-foot-long stage. A Centaur would be used as a third stage, which was expected to be ready for operational use in 1963, right when the lower two stages would have completed their testing. The resulting three-stage design was much taller and skinnier than the Saturn design that was eventually built. ARPA, which became official in February 1958, asked for only one change to the design; concerned that the E-1 was still in early development, in July they suggested looking at alternatives in order to ensure the rocket would enter production as soon as possible. ABMA quickly responded with a slightly modified design replacing the four E-1's with eight H-1 engines, a minor upgrade to the S-3D engine used on Thor and Jupiter missiles. They estimated that changing the engines would save about $60 million and as much as two years research and development time. Von Braun had earlier referred to Redstone and Jupiter rockets being used as space launchers as the Juno I and Juno II, respectively, and made proposals for multi-stage versions as the Juno III and IV, and so he changed the name of the new design to Juno V. The total development cost of $850 million ($5.6 billion in year-2007 dollars) between 1958-1963 also covered 30 research and development flights, some carrying manned and unmanned space payloads. Satisfied with the outcome, ARPA Order Number 14-59, dated 15 August 1958, ordered the program into existence: This was followed on 11 September 1958 with another contract with Rocketdyne to start work on the H-1. On 23 September 1958, ARPA and the Army Ordnance Missile Command (AOMC) drew up an additional agreement enlarging the scope of the program, stating "In addition to the captive dynamic firing..., it is hereby agreed that this program should now be extended to provide for a propulsion flight test of this booster by approximately September 1960." Further, they wanted ABMA to produce three additional boosters, the last two of which would be "capable of placing limited payloads in orbit." Von Braun had high hopes for the design, feeling it would make an excellent test-bed for other propulsion systems, notably the F-1 if it matured. He outlined uses for the Juno V as a general carrier vehicle for research and development of "offensive and defensive space weapons." Specific uses were forecast for each of the military services, including navigation satellites for the Navy; reconnaissance, communications, and meteorological satellites for the Army and Air Force; support for Air Force manned missions; and surface-to-surface logistics supply for the Army at distances up to 6400 kilometers. Von Braun also proposed using the Juno V as the basis of a manned lunar mission as part of Project Horizon. Juno could lift up to 20,000 pounds (9,000 kg) into low earth orbit, and he proposed launching 15 of them to build a 200,000-lb lunar spacecraft in Earth orbit. Even by this point the name "Saturn", as "the one after Jupiter" was being used. One early ARPA report noted "The SATURN is considered to be the first real space vehicle as the Douglas DC-3 was the first real airliner and durable work-horse in aeronautics." The name change became official in February 1959. The formation of NASA on July 29, 1958 led to an effort to collect the existing heavy-launch rocket programs and select a single set of designs for future work. At the time, both the Air Force and US Army had teams developing such vehicles, the Army's Saturn and the Air Force's Space Launching System (SLS). The SLS used a set of common modular components with solid fuel boosters and hydrogen/oxygen upper stages to allow a wide variety of launch configurations and payload weights. Both groups had also developed plans for manned lunar bases, ABMA's Horizon with its Earth Orbit Rendezvous method of building a large lunar rocket in Earth orbit, and the Air Force's Lunex Project which planned on launching a single huge lander using the largest of the SLS configurations. As if this were not enough, NASA's own engineers had started the design of their own Nova design series, planning to use it in the direct ascent profile similar to the Air Force's approach. Von Braun was asked to chair a committee to study the existing efforts and write up recommendations. They presented their report on 18 July, starting with a criticism of how the US program had been mishandled to date and pointing out that the Soviet program was definitely ahead. It went on to describe five "generations" of rockets, starting with the early Vanguard, through the Junos, ICBMs like Atlas and Titan, clustered designs like the Saturn, and finally the ultimate development, a cluster using the F-1 with 6 million pounds of thrust. The report went on to outline a manned exploration program using these rockets as they became available; using existing ICBM's a small four-man space station could be operational 1961, the clusters would support a manned lunar landing in 1965-1966 and a larger 50-man space station by 1967, while the largest of the rockets would support large moon expeditions in 1972, set up a permanent moon base in 1973-1974, and launch manned interplanetary trips in 1977. In December all of the teams gathered to present their designs. NASA selected von Braun's proposal on January 6th, giving it a vital boost. At the end of January NASA outlined their complete development program. This included the Vega and Centaur upper stages, as well as the Juno V and their own Nova boosters. Vega was later cancelled when information on the formerly secret Agena upper stage was released (then known as "Hustler"), and it had performance roughly comparable to NASA's design. Progress on the Saturn design seemed to go smoothly. In April the first H-1 engines started arriving at ABMA, and test firings started in May. Construction of the Complex 34 launch sites started at Cape Canaveral in June. Then, quite unexpectedly, on 9 June 1959, Herbert York, Director of Department of Defense Research and Engineering, announced that he had decided to terminate the Saturn program. He later stated that he was concerned that the project was taking ARPA money from more pressing projects, and that as it seemed upgrades to existing ICBMs would provide the needed heavy-lift capability in the short term. As ABMA commander John B. Medaris put it: Looking to head off the cancellation, Saturn supporters from the DoD and ARPA drafted their own memo arguing against the cancellation. Working against them was the fact that neither the Army nor NASA had any in-writing requirement for the booster at that time. A three-day meeting between 16 and 18 September 1959 followed, where York and Dryden reviewed Saturn's future and discussed the roles of the Titan C and Nova. The outcome was equally unexpected; York agreed to defer the cancellation and continue short-term funding, but only if NASA agreed to take over the ABMA team and continue development without the help of the DoD. NASA was equally concerned that by relying on 3rd parties for their boosters they were putting their entire program in jeopardy. As the parties continued discussions over the next week and agreement was hammered out; von Braun's team at ABMA would be kept together and continue working as the lead developers of Saturn, but the entire organization would be transferred to NASA's management. By a presidential executive order on 15 March 1960, ABMA became NASA's George C. Marshall Space Flight Center (MSFC). In July 1959 a change request was received from ARPA to upgrade the upper stage to a much more powerful design using four new 20,000-lbf liquid hydrogen/liquid oxygen powered engines in a larger-diameter 160" second stage, with an upgraded Centaur using two engines of the same design for the third stage. On this change Medaris noted: In order to reach some sort of accommodation, a group pulled from NASA, Air Force, ARPA, ABMA, and the Office of the Department of Defense Research and Engineering formed under the Silverstein Committee in December. Originally skeptical, the Committee convinced von Braun that liquid hydrogen was the way to go on upper stage development. Once these changes had been made, NASA's booster project was now entirely free of any dependence on military developments. At that point any sort of upper stage was fair game, and "If these propellants are to be accepted for the difficult top-stage applications," the committee concluded, "there seem to be no valid engineering reasons for not accepting the use of high-energy propellants for the less difficult application to intermediate stages." The Committee outlined a number of different potential launch configurations, grouped into three broad categories. The "A" group were low-risk versions similar to the Saturn designs proposed prior to the meeting; the original design using Titan and Centaur upper stages became the A-1, while another model replacing the Titan with cluster of IRBMs became A-2. The B-1 design proposed a new second stage replacing the A-2s cluster with a new four-engine design using the H-1 like the lower stage. Finally there were three C-series models that replaced all of the upper stages with liquid hydrogen ones. The C-1 used the existing S-I clustered lower, adding the new S-IV stage with four new 15,000 to 20,000 lbf engines, and keeping the two-engine Centaur on top, now to be known as the S-V stage. The C-II model added a new S-III stage with two new 150,000 to 200,000 lbf engines, keeping the S-IV and S-V on top. Finally, the C-3 configuration added the S-II stage with four of these same engines, keeping only the S-III and S-IV on top. The C models easily outperformed the A's and B's, with the added advantage that they were interchangeable and could be built up in order to fit any needed payload requirement. Ironically, of these new stage designs only the S-IV would ever be delivered, and not in the form that was drawn up in the Committee report. In order to meet development schedules a cluster of six Centaur engines were placed in the new 220" stage to produce the "new" S-IV of roughly the same performance as the original four upgraded engines. A large number of small engines is less efficient and more problematic than a smaller number of large engines, and this made it a target for an early upgrade to a single J-2. The resulting stage, the S-IVB, improved performance so much that the Saturn was able to launch the Apollo CSM, proving invaluable during the Apollo Project. In the end the Titan C was never delivered, and the Air Force instead turned to "thrust augmented" Titan II's using clustered solid fuel rockets. These new designs, the Titan III's, became the workhorse of the Department of Defense's launch needs. A Titan III has about the same lift capability as a Saturn IB but costs less to manufacture and launch. Likewise, the development of the Titan III eliminated the need for the "flexible" staging concepts of the Saturn, which was now only intended to be used for manned launches in the Apollo program. With the need for flexibility in launch configuration removed, most of these designs were subsequently dropped. Only the S-V survived in its original form, while the S-IV would appear in modified form and the Saturn V would feature an entirely different S-II stage. The main payload of the Saturn I was the boilerplate version of the Apollo spacecraft. It was also considered at one time for launch of the X-20 Dyna-Soar spaceplane and later, for launching a Gemini capsule on a proposed lunar mission. The final three were used to launch the three Pegasus satellites. |Parameter||S-I - 1st Stage||S-IV - 2nd Stage||S-V - 3rd Stage| |Gross mass (kg)||432,681||50,576||15,600| |Empty mass (kg)||45,267||5,217||1,996| |Engines||Eight - H-1||Six - RL10||Two - RL10| |Burn duration (s)||150||482||430| The S-I was an eight-engine first-stage rocket booster. Each S-I was composed of nine propellant containers, eight fins, a thrust structure assembly, eight H-1 rocket engines, and many other components. The propellant containers consisted of eight Redstone tanks, four holding LOX, painted white, and four holding RP-1, painted black. They were clustered around a central Jupiter rocket tank, which contained LOX. The four outboard engines could gimbal, meaning they could be steered to properly guide the rocket. This required a few more engine components. Height: 24.48 m Diameter: 6.52 m Engines: 8 H-1 Thrust: 1,600,000 lbf (7.1 MN) Fuel: RP-1 (Refined kerosene) 41,000 US gal (155 m³) Oxidizer: liquid oxygen (LOX) 66,000 US gal (250 m³) Burn time: 2.5 min Burnout altitude: 42 miles (68 km) The S-IV stage is a large Lox/LH2-fueled rocket stage. It is powered by six RL10 engines, which can gimbal. This stage has a "common bulkhead," meaning that one propellant tank is directly connected to the other. This saves about ten tons of weight. Saturn I Block I vehicles (SA-1 to SA-4) were guided by instruments carried in canisters on top of the S-I first stage, and included the ST-90 stabilized platform, made by Ford Instrument Company and used in the Redstone missile. These first four vehicles followed ballistic, non-orbital trajectories, and the dummy upper stages did not separate from the single powered stage. The Block II vehicles (SA-5 to -10) included two powered stages, and went into orbits. Beginning with SA-5, the guidance instruments were carried on a separate stage, the instrument unit (IU), just ahead of the S-IV stage. The first version of the IU was 154 inches (3,900 mm) in diameter and 58 inches (1,500 mm) high, and was both designed and built by Marshall Space Flight Center. Guidance, telemetry, tracking and power components were contained in four pressurized, cylindrical containers attached like spokes to a central hub. This version flew on SA-5, 6, and 7. MSFC flew version 2 of the IU on SA-8, 9 and 10. Version 2 was the same diameter as version 1, but only 34 inches (860 mm) high. Instead of pressurized containers, the components were hung on the inside of the cylindrical wall, achieving a reduction in weight. The guidance computer for Block II was the IBM ASC-15. Other instruments carried by the IU included active components, that guided the vehicle; and passenger components, that telemetered data to the ground for test and evaluation for use in later flights. The ST-90 stabilized platform was the active IMU for SA-5 and the first stage of SA-6. The ST-124 was the passenger on SA-5 and active for the second stage of SA-6 and subsequent missions. The IU had an optical window to allow alignment of the inertial platform before launch. |Serial number||Mission||Launch date||Notes| |SA-1||SA-1||October 27, 1961||First test flight. Block I. Suborbital. Range 398 km, Apogee 136.5 km. Apogee Mass 115,700 lb (52,500 kg).| |SA-2||SA-2||April 25, 1962||Second test flight. Block I. Suborbital. 86,000 kg water released at apogee of 145 km.| |SA-3||SA-3||November 16, 1962||Third test flight. Block I. Suborbital. 86,000 kg water released at apogee of 167 km.| |SA-4||SA-4||March 28, 1963||Fourth test flight. Block I. Suborbital. Dummy SIV 2nd stage. Apogee 129 km, range 400 km.| |SA-5||SA-5||January 29, 1964||First live S-IV 2nd stage. Block II. Orbit 760 by 264 km. Mass 38,700 lb (17,550 kg). Decayed 30 April 1966.| |SA-6||A-101||May 28, 1964||First Apollo boilerplate launch. Block II. Orbit 204 by 179 km. Mass 38,900 lb (17,650 kg). Apollo BP-13 Decayed 1 June 1964.| |SA-7||A-102||September 18, 1964||Second Apollo boilerplate launch. Block II. Orbit 203 by 178 km. Mass 36,800 lb (16,700 kg). Apollo BP-15 Decayed 22 September 1964.| |SA-9||A-103||February 16, 1965||First Pegasus Micrometeoroid Satellite. Orbit 523 by 430 km. Mass 3,200 lb (1,450 kg). Pegasus 1 Decayed 17 September 1978. Apollo BP-26 Decayed 10 July 1985.| |SA-8||A-104||May 25, 1965||Second Pegasus Micrometeoroid Satellite. Orbit 594 by 467 km. Mass 3,200 lb (1,450 kg). Pegasus 2 Decayed 3 November 1979. Apollo BP-16 Decayed 8 July 1989.| |SA-10||A-105||July 30, 1965||Third Pegasus Micrometeoroid Satellite. Orbit 567 by 535 km. Mass 3,200 lb (1,450 kg). Pegasus 3 Decayed 4 August 1969. Apollo BP-9A Decayed 22 November 1975.|
aerospace
1
http://cfidarren.com/r-flightprofsafety.htm
2021-11-29T02:14:24
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|Home | Login | Schedule | Pilot Store | 7-Day IFR | IFR Adventure | Trip Reports | Blog | Fun | Reviews | Weather | Articles | Links | Helicopter | Download | Bio| Learn to Fly 7 day IFR Rating In the previous article in this series we learned the definitions of Flight Profile flying, what triggers or begins each phase, and what ends each phase. We also had some graphic examples of typical pilot tasks during each phase. This was presented as checklist items for each phase. In the next two articles, we'll cover two typical flight training exercises: the long instrument X/C and the 2 commercial X/C flights. How can analyzing flight profiles improve safety? Flight profiles are used to give us information on accident risks, including risk factors in our flying. Each phase of flight provides its own unique challenges so knowing the risk factors improves our situational awareness. This information clearly gives us information about what mistakes pilots make and so we'll spend our time thinking about those accidents and doing our best to avoid them. In the following graph provided by Boeing, you see the typical phases as they were presented in the previous article, Introduction to Flight Profiles. The numbers across the top refer to accidents and fatalities and what percentage of those events occur by phase. At the bottom, it indicates the percentage of flight time you might spend in a given phase. Phase 1 (Preflight & Engine Start) and Phase 8 (Taxi & Secure the Aircraft) are not presented in this graph. I'll point out that 17% of the accidents happen in Phase 2: (Departure/Climb) yet it accounts for only 2% of the entire flight. Notice that 51% of the accidents occur during Phase 7 (Landing) yet only accounts for 4% of the flight. Are you catching on? The most dangerous parts of a 1.5 hour flight are Phase 2 and Phase 7 which combined account for a stunning two-thirds (68%) of accidents but only accounts for 6% of the flight time. is that? As the demands of the flight wear on, pilot capabilities decrease over the length of a flight. We know that pilot capabilities give us a margin of safety above the demands of a given flight. If the pilot capabilities are not up to the task of a given flight, an accident results. The margin of safety concept was created by the FAA in AC60-22 Aeronautical Decision Making. It gives us the following flight profile considering pilot capabilities and operational demands. Notice that as the total flight time increases, pilot capabilities during the flight decrease. Notice the green line? That represents increased workload of a pilot at the end of the flight. Just consider the risks associated with the final approach to landing (Phase 7): The AOPA picked up on this about 7 years ago and started reporting accidents based upon phase of flight. This is extremely valuable analysis because it feeds the training process because we obviously want to avoid accidents. The problem is we have not evolved from simply reporting the data. We haven't figured out how to use this data to truly feed a training process which puts likely accident scenarios into a syllabus and it gets tested by a Flight Instructor prior to an Instrument or Commercial checkride. What a shame and disservice... Next: Using Flight Profiles for the Instrument X/C >> "Airplanes are near perfect, all they lack is the ability to forgive." -- Dick Collins, Author
aerospace
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Mars Express integration at Intespace facilities January 17, 2005 Mars Express will leave Earth for Mars on 2 June 2003 when the positions of the two planets make for the shortest possible route, a condition that occurs once every twenty-six months. The intrepid spacecraft will start its six-month journey from the Baikonur launch pad in Kazakhstan onboard a Russian Soyuz/Fregat launcher. Topics: Environment, Soviet rockets, R-7, Soyuz programme, Kazakhstan, Fregat, Soyuz-FG, Baikonur Cosmodrome, Mars Express, Soyuz, Mars, Spaceflight
aerospace
1
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The Indian Space Agency ISRO successfully launched the amateur radio satellite Nayif-1 along with 103 other satellites, a record for a single launch. The PSLV-C37 lifted off from the Satish Dhawan Space Centre, Sriharikota, Andhra Pradesh at 03:58 UT on Wednesday, February 15, 2017. Nayif-1 started transmitting about an hour after launch and radio amateurs in the west of the USA reported the first signals. The first frame of data received at the Data Warehouse was from Christy Hunter KB6LTY. Telemetry data was also received by WA6FWF, KA7FVV, WC7V, NC7V, K6FW, KE7QPV, WA9ONY, W5PFG, KK6AYK. Ken Eaton GW1FKY reports he received his first frames of data when the satellite came in range of the UK at 10:07 UT. The satellite looks to be in perfect health and it was placed in autonomous mode before the end of the first day in orbit. Just like FUNcube-1, this mode has the spacecraft sending high power telemetry when in sunlight and with the SSB/CW transponder active when in eclipse. Already many contacts have been made through the transponder. As expected, the frequency stability of this spacecraft is much better than its predecessors. The launch provider has published a video of the deployment of the 104 satellites A new post-launch set of TLE’s has been issued by the launch authority and it can be downloaded from http://amsat-nl.org/download/NAYIF_TLE.txt Please note that these numbers are not based on JSpOC observations so we do not yet have a valid catalog number. On February 24, Nico Janssen PA0DLO reported that detailed Doppler measurements show that Nayif-1 is object 42017, 2017-008BX During the Launch and Early Operation phase (LEOP) of the mission, the Nayif-1 command team have been headquartered at the American University of Sharjah Ground station in the United Arab Emirates. They have been very grateful for all the telemetry received from around the world. It has proven to be immensely useful to the team in checking that the spacecraft is functioning correctly. Our world-wide network has greatly impressed the many professionals that have been watching our activities. Already more than 100 ground stations are submitting data to the Nayif Data Warehouse. Please continue uploading the data as this will further enhance our knowledge about the spacecraft and the space environment through which it is traveling at 7.6 km/s. The Nayif-1 Data Warehouse has been updated and now includes the Whole Orbit, High Resolution graphs and the upload ranking. It also includes telemetry details from the ADCS sub-system – this is called the iMTQ and is capable of actively magnetorquing. Over the coming days, we will be further tweaking the warehouse, so bear with us if it is unavailable for short periods of time. Nayif-1 has been developed by the Mohammed bin Rashid Space Centre (MBRSC) and American University of Sharjah (AUS). The UAE’s first Nanosatellite was developed by Emirati engineering students from AUS under the supervision of a team of engineers and specialists from MBRSC within the framework of a partnership between the two entities, aiming to provide hands-on experience to engineering students on satellite manufacturing. The operating frequencies for the spacecraft are: 145.940 MHz using 1k2 BPSK to the FUNcube standard. Uplink on 435.045 – 435.015 MHz Downlink on 145.960 – 145.990 MHz The Nayif-1 Telemetry Dashboard can be downloaded from A file to test that the Dashboard and Warehouse configuration are working correctly Nayif-1 Data Warehouse http://data.amsat-uk.org/nayif1/ Pre-launch TLEs (use those from link above) http://download.funcube.org.uk/nayif_tle.txt Keplerian Two Line Elements (TLEs) ‘Keps’ for satellites launched in past 30 days, Nico PA0DLO suggests using object 42017, 2017-008BX http://celestrak.com/NORAD/elements/tle-new.txt Adding new satellites to SatPC32, Gpredict and Nova ISIS gets 101 CubeSats launched during record breaking PSLV launch
aerospace
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US Airways Express F/As In Tentative Pact Published: May 26, 2012 Flight attendants for Air Wisconsin, a US Airways Express carrier that is the largest privately held US regional airline, on Friday announced a tentative pact with the company. Details were not disclosed. The Association of Flight Attendants union, which represents the carrier’s more than 300 flight attendants, said the tentative deal had been reached with the help of the National Mediation Board. The flight attendants on Tuesday had authorised a strike if talks failed. The union said details of the agreement were being withheld until they are submitted to the union’s leadership and, if approved, presented to the membership for ratification. Air Wisconsin operates nearly 500 daily regional flights as US Airways Express, serving 70 cities in the United States and Canada with hubs in Philadelphia, Washington, New York, Raleigh and Norfolk.
aerospace
1
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20001211X11132&key=1
2014-11-22T21:33:32
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NTSB Identification: MIA98LA247. The docket is stored in the Docket Management System (DMS). Please contact Records Management Division Accident occurred Wednesday, September 16, 1998 in CENTRE, AL Probable Cause Approval Date: 03/30/2000 Aircraft: Piper PA-24, registration: N7003P Injuries: 3 Uninjured. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. The pilot reported that he entered the traffic pattern but did not see the wind sock. He entered the traffic pattern to land on runway 27, and while on final approach, the airplane was high and fast. At the point he decided to go-around, he thought the airplane would be unable to clear trees ahead. He continued the approach and the airplane was landed about two-thirds down the 3,401 foot long runway. Unable to stop the airplane, it rolled off the end of the runway and collided with a ditch during which the left main landing gear collapsed. A weather observation taken about 25 minutes after the accident from an airport located 25 nautical miles and 240 degrees from the accident airport revealed in part that the wind was from 150 degrees at 4 knots. The pilot further reported that post accident he observed the wind sock and it was operational. The National Transportation Safety Board determines the probable cause(s) of this accident to be: The failure of the pilot to attain the proper touchdown point and his delay in initiating a go-around during a high and fast approach. A factor was the ditch. Full narrative available Index for Sep1998 | Index of months
aerospace
1
https://www.sandiegocan.org/2016/03/19/so-you-want-to-be-a-commercial-drone-pilot/
2023-09-22T17:42:22
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You’ve read about how the next big business will be drone piloting and you want to get in on it now…..fast! Slow down. While drone services are projected to be a growing business, (FAA predicts it’ll be a $90 billion industry within 10 years) this is still an industry in its infancy. Drones used for film, video and photography will likely lead the way. Already, these projects account for nearly half of all FAA approvals so far. But higher margins in engineering, surveying and agriculture could lead these industries to slowly come to the forefront, experts say. Another probably application: policy surveillance. Piloting schools are lining up to offer courses to wanna-be drone pilots….at a cost. However, before you plunk down your dollars to get a license, as few words of caution. There are a lot of unanswered questions about who can pilot commercial drones and the rules are evolving as we write this blog. Remotely piloted vehicles and unmanned drones, collectively known as Unmanned Aircraft Systems, have revolutionized the way the military performs certain tasks and this revolution is very likely to occur in commercial markets. The FAA is facing mounting pressure from civilian and law enforcement agencies to further expand UAS use into the national airspace system. There are presently three methods of gaining FAA approval for flying civil (non-governmental) UAS: - Special Airworthiness Certificates – Experimental Category (SAC-EC) for civil aircraft to perform research and development, crew training, and market surveys. However, carrying persons or property for compensation or hire is prohibited. For more information, please contact the Airworthiness Certification Service, AIR-113, at 202-267-1575. 1,3 - Obtain a UAS type and airworthiness certificate in the Restricted Category (14 CFR § 21.25(a)(2) and § 21.185) for a special purpose or a type certificate for production of the UAS under 14 CFR § 21.25(a)(1) or § 21.17. 7,8; or - Petition for Exemption with a civil Certificate of Waiver or Authorization (COA) for civil aircraft to perform commercial operations in low-risk, controlled environments. For more information, please visit our Section 333 page. Instructions for petitioning for exemption are available here. The FAA has been slow moving on civilian UAVs. Granted,UAV pilot training takes less time than traditional flight training. However, the training is still difficult and time consuming….and expensive. A huge component of current civilian training is conventional flight training and knowledge of basic engineering tests. The FAA rules will develop slowly, as the agency grapples with a large number of safety, privacy and technological challenges. There are currently hundreds of models of UAS in production, and like all aircraft they range in size and mission. Additionally, they come in two major varieties: drones and remotely piloted vehicles. Lost communication is a major concern to the FAA, which fears that a rogue UAS could cause serious problems without proper separation from other aircraft. In reality, the FAA doesn’t have a license for commercial drone pilots at the present time. To receive a certificate of authorization for commercial operations under Section 333 FAA Modernization & Reform Act of 2012, commercial drones must be operated by an individual holding a private pilot certificate and current third-class medical.Currently, UAV pilots typically hold some or all of the following licenses, ratings, and certificates: Federal Aviation Administration (FAA) Medical Third Class – Certificate Private Pilot – License Commercial Pilot – License Airline Transport Pilot – License Instrument Pilot – Rating With the commercial drone industry in its infancy, pilots should not quit their day jobs to operate drones and you shouldn’t jump into a “drone pilot training course” without understanding the number of uncertainties about this growing industry.
aerospace
1
https://www.funnewyork.com/link/detail/sky-sailors-glider-school-ny
2021-09-16T10:38:08
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Skydive over Long Island Climb to 13,000 feet, jump from the plane with your instructor and feel the excitement of free-falling. When your parachute is opened, gently float to the earth while enjoying the breathtaking view. You can try flying in the hot air balloon too. Fly over the crowded beach with an advertisement attached to the plane and let the world know what you have to say. Sky Sailors Glider School has two facilities located in Long Island - Gabreski Airport and Islip MacArthur Airport. Come and embark on a new adventure.
aerospace
1
https://simpleflying.com/are-cabin-crews-scared-of-turbulence/
2020-03-30T22:41:13
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As a flight attendant, it’s our job to ensure the cabin is safe and secure. Just as one worker may be used to sitting in a cubicle for 40 hours a week, pilots and flight attendants are used to having their offices in the air and have dealt with all sorts of situations as well as various turbulence levels. Cabin Crews are never scared of turbulence and are highly trained to react and deal with turbulence and other on-board situations that may arise. What causes Turbulence A few bumps is an inevitable aspect of any plane ride whether it be a short distance or long haul flight. Pilots are trained in coping with turbulence and will attempt to make the flight as smooth as possible. Weather is typically a common cause of turbulence and pilots will typically fly a route that goes around any storm. The direction of travel, winds, mountains, oceans, jet streams, and heat can all cause various levels of turbulence. As a Florida and New York based flight attendant, I have flown through rain storms as well as snow storms. Each flight the pilots have found safe routes with minimal turbulence. Typically, the pilots are able to inform the crew and or cabin of the exact times turbulence may occur. At times, pilots have asked my crew and I to take a jump seat or any seat to avoid injury during turbulence. I have also taken a regular passenger seat while mid cabin and actually sat on a passenger’s lap to avoid falling during more severe turbulence. It’s important to understand that safety is always first and that we all should work together to ensure all passengers and crew remain safe in the air. One of the most common questions amongst fearful flyers is about turbulence. Nervous flyers may also be anxious since they feel as if they have no control over the “vehicle”, they may feel stuck inside the tube, they may get claustrophobic, or the passenger may have a fear of falling. When passengers inquire about turbulence, I find it important to not only ensure them that they are safe, but also take the time to help them understand what turbulence really is. Turbulence is normal while flying and is the same thing as driving a car and hitting a few bumps in the road. Also, flight attendants go about their lives flying so why would it really be that treacherous since most flight attendants and pilots absolutely love their jobs. Cope with Turbulence The best ways to cope with turbulence is to simply fasten your seatbelt. A passenger should always have their seatbelt fastened while seated even If the seatbelt sign is off. It is also best to sit in the front of the aircraft since its usually less bumpy than the rear. If you are fearful, try and keep yourself busy by sleeping, reading a book, or watching a movie. Keep yourself hydrated and make sure to eat a meal or snacks. Once again, ensure that your seatbelt is fastened and enjoy the ride. After all, flying still remains as the safest mode of transportation today. Get on a plane and explore this big and beautiful world!
aerospace
1
http://www.planetary.org/multimedia/space-images/spacecraft/beam-loading-into-dragon.html
2017-09-23T16:26:23
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The Bruce Murray Space Image Library Click to view full image This image is in the public domain. Explore related images: International Space Station Five Jovian days: The Voyager 2 Jupiter rotation movie Artist's impression of the surface of planet Proxima Centauri b OSIRIS view of Comet Churyumov-Gerasimenko on December 11, 2015 Philae's passenger-side view of comet Churuymov-Gerasimenko Animation of the Deep Impact into Tempel 1 Mars from Mars Observer Become a member of The Planetary Society and together we will create the future of space exploration. Support the Bruce Murray Space Image Library and help us share the wonders of other worlds.
aerospace
1
https://universemagazine.com/en/guardiansat-startup-gets-a-grant-to-implement-protection-of-satellites-from-space-debris/
2023-12-09T02:24:27
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The GuardianSat startup has received a grant from the American Science Foundation for the implementation of technology that will allow satellites to protect themselves from space debris. The equipment allows scanning the environment offline and performing evasive maneuvers. Space startup gets funding The GuardianSat startup announced on October 12 that it had received a grant from the National Science Foundation’s America’s Seed Fund for the implementation of technology to protect satellites from collisions with space debris. Its total amount is 273, 000 US dollars. In addition, the company is expected to receive technical support from Aerospace Corp. In general, the Seed Fund invests up to USD 200 million a year in various promising scientific projects. GuardianSat obviously interested them in the fact that it already has a ready-made technical solution. The company was founded in 2020 in Delaware. One of the “fathers” of the company, Robert Briskman, has even already received a patent for collision avoidance devices. “Our patented solution is for high Earth-orbiting satellites,” said Huey Wyche, head of research at GuardianSat. “It will include a subsystem to detect orbital debris, track potential collision threats, and autonomously adjust the satellite’s course to prevent accidents.” How to avoid debris in space The idea offered by GuardianSat is not as complicated as it seems. Its key element is the means of early threat detection, which will be placed directly on the satellite. GuardianSat suggests using multispectral sensors for this purpose. Cameras operating in a wide range of waves will allow to determine in advance not only a dangerous object, but also its characteristics. In addition, the technology contains a system of interaction with the propulsion system of the spacecraft. It will automatically give the command to perform an evasion maneuver, and after the danger passes, it will send a second signal. It will initiate a maneuver that will return the satellite to the target orbit. In addition, according to GuardianSat, this technology is only an auxiliary in the satellite protection system that they are developing. The main one will be based on the use of laser radar and radio waves to more accurately prevent unwanted collisions. According to spacenews.com Follow us on Twitter to get the most interesting space news in time
aerospace
1
http://tass.com/science/820647
2017-02-28T17:39:36
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Russia, China veto UN Security Council resolution on sanctions against SyriaWorld February 28, 19:54 Gazprom to invest $1.7 bln in development of Kyrgyzstan’s gas supply system — PutinBusiness & Economy February 28, 19:29 Russian Foreign Ministry urges UN to influence Kiev to implement Minsk dealRussian Politics & Diplomacy February 28, 18:50 Russian, Turkish presidents to discuss purchase of S-400 systems — Erdogan’s adviserMilitary & Defense February 28, 18:43 Russian drone can reconnoiter targets at 500-meter altitude during 20 minutesMilitary & Defense February 28, 18:31 Expert warns US may quit arms reduction treaties, resume nuclear tests under TrumpWorld February 28, 17:45 Ex-Finance Minister Kudrin says oil price may slide below $55 per barrel in year’s timeBusiness & Economy February 28, 17:31 Russian Bandy Federation penalizes two clubs for bizarre own-goals matchSport February 28, 17:31 Two lion cubs discovered in Moscow’s industrial districtSociety & Culture February 28, 16:55 ASTANA, September 12. /TASS/. Kazakhstan will develop cooperation with Russia in the space sector, Kazakhstan’s President Nursultan Nazarbayev said during a meeting with crew of Soyuz TMA-16M on Saturday. "Any state expenses on space are paying back. The entire word is competing, and Russia is a leader. As a counterpart, an ally, a close neighbour, jointly with Russia we shall develop the space authority and the work in space," he told a news conference devoted to landing of the space crew. "Among the 200 countries in the world only a few a lucky to send their cosmonauts to the space," the president said. "Our first cosmonaut is Tokhtar Aubakirov, the second - Talgat Musabayev and now the third one is Aidyn Aimbetov." While commenting on the Kazakh cosmonaut’s flight as a member of the 45th mission to the International Space Station (ISS), the president said he "not only made a flight, but fulfilled certain scientific orders." Earlier, the republic’s space authority, Kazkosmos, said the country’s cosmonaut was to carry out ten experiments in the space. Besides, at the order from the national food institute the Kazakh cosmonaut made testing of eight national dishes to study their influence on the state of a human being under the extreme conditions. The Soyuz TMA-16M spacecraft blasted off from the Baikonur space site in Kazakhstan at 22:43 on March 27 and docked with the ISS six hours later. It brought to the ISS Padalka, Korniyenko and Kelly. The latter two will stay in orbit till the spring of 2016 as members of the main mission. Their seats inside the Soyuz have been taken by Aimbetov and Mogensen, who had arrived a week earlier on board the Soyuz TMA-18M. The ISS now has a crew of six: Russia’s Mikhail Korniyenko, Oleg Kononenko and Sergey Volkov, the United States’ Scott Kelly and Kjell Lindgren and Japan’s Kimiya Yui.
aerospace
1
https://www.roboticsbusinessreview.com/unmanned/implications-of-aais-uas-fee-for-service-announcement/
2019-01-22T20:33:10
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AAI Corp., an operating unit of Textron Systems, a Textron Inc. (NYSE: TXT) company, announced in February that it was expanding its unmanned aircraft systems fee-for-service efforts to included civil, commercial, and scientific entities, as well as military customers. This announcement acknowledges a growing worldwide trend in the unmanned aerial systems (UAS) market-the leasing of drones and operators by governments for military use. What differentiates AAI’s particular announcement is the inclusion of, and emphasis on, civil, commercial, and scientific groups. This is also an acknowledgment of sorts; namely, the use of unmanned aerial systems for nonmilitary applications is expected to increase, and the unmanned aerial systems fee-for-service business model can be applied. Boeing Shows the Way Boeing was one of the earliest, and currently the foremost, unmanned aerial systems fee-for-service providers. Boeing’s (NYSE: BA) fee-for-service UAS business began with the company’s partnership with Insitu, the developer of the popular ScanEagle platform. Boeing’s Advanced Boeing Military Aircraft unit and Insitu had been partners in the development of the ScanEagle since 2002. In 2008, Boeing purchased Insitu, picking up ScanEagle and other technologies, along with a good deal of intellectual property in the form of personnel and a large number of UAS-related patents. Insitu continues to function as a wholly owned subsidiary of Boeing. Even before the Boeing/Insitu purchase closed, and as early as 2004, Boeing’s Global Services & Support (GS&S) organization won a number of fee-for-service contracts for intelligence, surveillance, and reconnaissance (ISR) services using the ScanEagle. During 2007 and 2008 alone, the company won contracts for more than $312 million from the U.S. Navy and Marine Corps for ISR services. This was followed in May 2009 with a contract potentially valued at $250 million from the U.S. Special Operations Command (SOCOM) for ScanEagle ISR services. Even for a company the size of Boeing, the UAS market is seen as a major area for growth. According to its 2010 UAS market study, industry analyst firm the Teal Group expects worldwide UAS expenditures to increase from $4.9 billion annually to $11.5 billion over the next 10 years, for a total of $80 billion. Boeing expects the unmanned aerial service market to make up a significant portion of the overall UAS market, and to approach $10 billion in 10 years. In response to the scale of the opportunity, in June 2009 Boeing formed a new Unmanned Systems Division, in which a fee-for-service business is expected to play a major role. Boeing’s head of military aircraft, Chris Chadwick, has been quoted as saying “pixels-by-the-hour is a new business model that we want to expand.” What Others Companies Are Doing Boeing and AAI are not the only companies providing fee-for-service UAS. Governments throughout the world are leasing unmanned aerial systems, largely for ISR operations in Afghanistan. For example, defense contractor Thales has provided Elbit Systems’ (NASDAQ: ESLT) Hermes 450 UAVs for British and French forces. Australia has leased Israel Aerospace Industries’ Heron unmanned systems under a new lease agreement through MacDonald, Dettwiler, and Associates Ltd. (TSX: MDA). Canadian, German, and French armed forces are also employing leased Heron systems for operations in Afghanistan. And the Netherlands and Canada have contracted for leasing Aeronautics Defense Systems’ Aerostar UAVs. Not all aeronautics and defense contractors are considering fee-for-service unmanned aerial systems operations, including some major defense contractors. Companies with limited (university leases) or nonexistent leasing initiatives include Northrop Grumman (NYSE: NOC), Lockheed Martin (NYSE: LMT), and General Dynamics (NYSE: GD). The analyst group Frost & Sullivan expects the worldwide civil and commercial UAV market to be worth approximately $2 billion between 2010 and 2014. According to Frost & Sullivan, the most common civilian and commercial UAS applications include boarder security, maritime patrol, highway and traffic management, emergency response, and forest fire control. The consultancy expects Europe and the United States to account for the bulk of the market. Moire Inc., a consulting firm specializing in unmanned aerial systems, provides similar figures, estimating that the civil UAS market will be worth $2.6 billion between 2008 and 2017. While the Frost & Sullivan and Moire civil and commercial UAS figures are dwarfed by the total worldwide revenue for the unmanned aerial systems market, they are still substantial. The leasing model would appeal to civil, commercial, and scientific groups for many of the same reasons the world’s militaries have embraced the concept: risk reduction, application flexibility, and rapid implementation. Unlike the military, however, the other groups lack the finances and manpower to acquire, maintain, and operate their own systems. This further increases the appeal of the leasing model. One major gating factor for the operations of leased UAS over civilian airspace in Europe and the United States is the development and approval of standards for operation. At this time, research and other efforts are under way, but the international UAS community decries the efforts as too little and too slow. |The Bottom Line The use of unmanned aerial systems for military ISR operations is expanding rapidly. Boeing, AAI Corp., and a number of other UAS providers are supporting a UAS fee-for-service business model, which militaries worldwide have embraced. Civil, commercial, and scientific use of UAS is expected to increase, as is UAS leasing for such applications. The primary reasons for the rise in leasing of UAS for military use—namely, risk reduction, operations flexibility, and rapid implementation—also apply for commercial, civil, and scientific applications. The military also has a strong requirement for expanding UAS units without increasing manpower requirements, while civilian entities lack the finances and technical expertise to purchase UAS and perform the operations themselves.
aerospace
1
https://spaceagecontrol.com/Main/HeatedMultiFunctionalProbes
2023-09-25T19:28:27
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Miniature, Multi-Functional Air Data Probes for UAVs and Light Aircraft Now Shipping Full Air Data Sensing in Miniature Packaging. PALMDALE, CALIFORNIA USA -- The 4383-, 4418-, and 4512-type multi-functional air data probes offering complete air data sensing capability for unmanned aerial vehicles (UAVs) and light aircraft are now shipping. The products give users combinations of pitot pressure, static pressure, angle of attack, angle of sideslip, and air temperature. The comprehensive offerings reduce system integration efforts, reduce mass, and reduce power requirements. The products are suited for use with production, flight test, and development aircraft and are distinguished from each other as follows: - 4383 type - heated pitot-static (P-S) pressure with angle of attack (AOS) and angle of sideslip (AOS) outputs - 4418 type - unheated P-S pressure with AOA and AOS outputs - 4512 type - heated P-S pressure with AOA and AOS and air temperature outputs The products weight about 9 ounces (249 g) with full-length electro-pneumatic harnesses. In the case of the 4512-type air data probe, full air data sensing outputs are provided in a 16-inch long package. "SpaceAge Control's 20-year history with unmanned aircraft combined with our focus on listening to the customer have allowed us to design, test, and manufacture this family of products ideally suited for aircraft needing low mass and comprehensive air data sensing," said Pat Birmingham, Operations, SpaceAge Control. "These products allow avionics, test, and design engineers to focus more on the data and less on the data source." The air data probes can be modified for: - different angle of attack and angle of sideslip sensor ranges - custom mechanical interfaces to include pressure fittings and electrical connectors - pitot-static probes provided with or without drain holes - longer lengths for easier aircraft integration About Spaceage Control Established in 1968, SpaceAge Control is an ISO9001:2000/AS9100B-compliant company leading the air data and displacement sensing industries with stock and engineered-to-order products. Typical air data products provided include pitot probes, pitot-static probes, air temperature sensors, angle-of-attack sensors, static pressure ports, and air data booms. Located in Palmdale, California USA near NASA Dryden, Edwards AFB, Lockheed Martin Skunk Works, and Scaled Composites, SpaceAge Control's high-precision and durable products are used by over 300 companies spanning the globe including aircraft manufacturers, R&D facilities, racing teams, vehicle manufacturers, and motion control OEMs. # # # - Tom Anderson, Operations - SpaceAge Control, Inc. - 38850 20th Street East - Palmdale, CA 93550 USA - +1-661-206-6666 Ext. 102, +1-661-273-4240 (fax)
aerospace
1
https://www.sujatawde.com/2023/07/india-could-have-usd-100-billion-space.html
2024-04-24T10:09:22
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• Analysts estimate that the global space industry to reach USD 1 trillion by 2040, driven by increased government, private sector involvement and new satellite technologies, marking the dawn of Space 4.0. • The Arthur D. Little report pegs India's space market to reach USD 40 billion by 2040 and armed with the right strategies, it could tap into a USD 100 billion market opportunity. • ADL believes India should encourage satellite internet services adoption, leverage its strengths in satellite and launch vehicle manufacturing, and develop capabilities in high-potential sectors while exploring space tourism and ‘green space.’ • The report outlines challenges including nascent local manufacturing capabilities for key components, inadequate funding, unclear regulatory framework, and foreign competition. Mumbai, July 26, 2023: Arthur D. Little, the renowned international strategy and management consulting firm, today announced the release of its comprehensive industry report titled "India in Space: A USD 100 Billion Industry by 2040". The report provides an in-depth analysis of the Indian space industry and identifies opportunities that could help the sector reach its maximum potential. The potential for growth in the global space industry is immense, with the addressable market projected to reach a staggering USD 1 trillion by 2040 as per various analysts. India's space market is around USD 8 billion today and has been growing at an annual growth rate of 4% in recent years. The Indian government aspires for the country's space sector to account for 9% of the global industry by 2030. With its current trajectory, India's space economy could reach USD 40 billion by 2040. However, India has the potential to claim a much larger share of the global space economy, amounting to a staggering USD 100 billion addressable opportunity by 2040. India's journey in space began with the establishment of the Indian Space Research Organisation (ISRO) in 1969. Over the past two decades, India has made significant strides in the Space 4.0 era, launching a total of 381 international satellites for 34 different countries. The Indian government's commitment to encouraging private participation has yielded remarkable results, with new-age space startups in India securing an impressive USD 112 million in funding in 2022 alone. Commenting on the report, Barnik Chitran Maitra, Managing Partner, Arthur D. Little, India & South Asia says “The Indian space industry is on the cusp of a major transformation with increasing government expenditure on space, rapidly growing investment in the country's private space sector, and government’s policies encouraging commercial space ventures. India presents a very lucrative market with many opportunities for private players, and the Indian Space Research Organisation is a great ambassador for India in Space.” The report highlighted the key challenges that lay ahead. These include the lack of local manufacturing capabilities for certain components, funding inadequacies, the need for a clear and comprehensive regulatory framework, and increasing competition from foreign players. To enable India's space sector to unlock its full potential, ten key imperatives have been identified. These include establishing clear and comprehensive regulations, attracting foreign investments, strengthening manufacturing capabilities, implementing formal support programs for start-ups, capitalizing on near-term opportunities, establishing accelerator and incubation centres, leveraging foreign expertise through collaborations, pursuing joint missions with other space agencies, establishing dedicated research and development centres for emerging space themes, and accelerating skill development. By embracing these imperatives, India can position itself as a global powerhouse in the space industry, driving innovation, economic growth, and international collaborations. Four major trends mentioned in the report emerged as strategic turning points within the industry comprising the mass adoption of commercial satellite services, the development of commercial space stations, the in-space extraction and exploitation of resources, and the weaponization of space. The journey to reach the stars is challenging, but with determination, strategic planning, and concerted efforts, India can carve its path towards an extraordinary space future. Barnik Chitran Maitra concludes: “India needs to encourage widespread adoption of satellite internet services and capitalize on its existing strengths in satellite and launch vehicle manufacturing. India should develop capabilities in high-potential sectors such as space mining and in-space manufacturing, venture into new space activities like space tourism and space entertainment and innovate in the realm of 'green space'. We are confident that this report will encourage relevant stakeholders to tap into opportunities in the Indian space market and present them with meaningful avenues of growth and collaboration while helping India realize its vision of becoming a global space powerhouse". About Arthur D. Little Arthur D. Little has been at the forefront of innovation since 1886. We are an acknowledged thought leader in linking strategy, innovation, and transformation in technology-intensive and converging industries. We navigate our clients through changing business ecosystems to uncover new growth opportunities. We enable our clients to build innovation capabilities and transform their organizations. Our consultants have strong practical industry experience combined with excellent knowledge of key trends and dynamics. ADL is present in the most important business centres around the world. We are proud to serve most of the Fortune 1000 companies, in addition to other leading firms and public sector organizations. For further information, please visit: www.adlittle.com
aerospace
1
https://www.jtf-spacedefense.mil/News/Article/3031628/space-delta-9-builds-orbital-warfare-tradecraft-from-the-ground-up/
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SCHRIEVER AIR FORCE BASE, Colo. – Space Delta 9 is the orbital warfare component of the U.S. Space Force. Its mission is to prepare, present and project assigned and attached forces for the purpose of conducting protect and defend operations and providing national decision authorities with response options to deter and, when necessary, defeat orbital threats. Additionally, Space Delta 9 supports Space Domain Awareness by conducting space-based battlespace characterization operations and also conducts on-orbit experimentation and technology demonstrations for the USSF. “At the heart of it, Delta 9 exists to protect, and when necessary, defend U.S. and allied interests in space,” said Chief Master Sgt. Frederick Jaehnig, Space Delta 9 Senior Enlisted Leader. Space Delta 9 was established and activated on July 24, 2020, as a powerful, afternoon thunderstorm raged outside. Founded after the birth of the USSF, it is an entirely new organization comprised of the 1st Space Operations Squadron, 3rd Space Operations Squadron, 750th Operations Support Squadron and Space Delta 9 Detachment 1. The men and women of Space Delta 9 are known as Stormbringers because not only were they born in a storm – the unit activation ceremony took place during a sudden and vicious thunderstorm – they also “bring the storm” with their protect and defend mission. Each organization within Space Delta 9 brings unique abilities to complete the mission. 1st SOPS is the USSF’s premier organization for space-based SDA assuring access to space by commanding satellites to collect and disseminate decision-quality information throughout the spectrum of conflict. “1st SOPS provides a critical function of [orbital warfare] in that it executes characterization of threats ops to protect and defend our space capabilities. My role as a cyber-professional in a space world is to maintain all of the connections and equipment that goes between the computers that the operators use to command and control the spacecraft and the communication networks and antennas that transmit commands to the spacecraft on orbit,” said Tech Sgt. Tyler Copeland, Cyber Transport NCOIC, 1st SOPS. Copeland and the other Space Delta 9 cyber professionals hold a unique position as cyberspace subject matter experts embedded in a space operations unit. Cyberspace is a critical component to executing Delta 9’s mission. Space operations holistically includes the space, terrestrial and link segments. Having embedded cyberspace experts is critical to ensuring 1st SOPS operators are able to command and control their spacecraft. Copeland and the 1 SOPS Mission Assurance team ensure that the 1st SOPS ground systems and communications infrastructure that make up the terrestrial segment of space operations are properly maintained and operational to enable 1st SOPS space mission. This integration of efforts extends beyond 1st SOPS and Space Delta 9. “All of the space deltas are linked through combat operations. In order for these combat operations to be effective we have to work together utilizing each other’s strengths in specific mission areas to accomplish the mission,” said Jaehnig. “These missions require coordination and synchronization of efforts from our embedded intel professionals in Delta 7, our communications experts in Delta 6 and the ground-based space domain awareness teammates from Delta 2, among others.” The importance of teamwork reaches beyond the world of space warfighters. The work of Space Delta 9 and the other deltas affects the everyday life of people across the country and the globe, according to Staff Sgt. Alex Miller, Staff Instructor 3rd SOPS staff instructor. 3rd SOPS is the other operational unit in Space Delta 9. This unit is not to be confused with the 3rd SOPS of old that once operated the Wideband Global SATCOM constellation before merging with Delta 8’s 4th SOPS a few years ago. Space Delta 9’s 3rd SOPS is the nation’s premier space defense unit that conducts on-orbit operations in support of U.S. Space Command. “Spacecraft are critical to our economy and way of life. People would lose a lot if those were to go down. Delta 9 exists to ensure that the other Delta’s spacecraft are protected and defended so they can focus on their core mission,” said Miller. Jaehnig knows the Space Delta 9 Guardians and Airmen fully comprehend the scope of their responsibilities. “Now that space is a warfighting domain, we are set to protect and defend all of our assets in space, the most exciting thing for the public to know is that they have men and women here at Schriever Air Force Base ensuring that the U.S. and our allies can freely operate in the space domain,” said Jaehnig. The members of Space Delta 9 expressed great pride in their work. “Whenever you’re talking about supporting a unit that has such a cool mission, it’s hard not to get excited,” said Copeland. “It makes me feel really good when I go on the ops floor and watch the operators fly the space vehicles and reflect on the role my team plays in that mission’s success.” Space Delta 9 is also looking forward to exciting organizational growth in the near future. “The orbital warfare tradecraft did not exist before the founding of Space Delta 9 and the Delta 9 Stormbringers will shape the methods of this new kind of warfighting,” said Jaehnig. “Delta 9 members are building out the tradecraft, the organization and the U.S. Space Force service at the same time, so our trajectory is definitely on the rise.” Miller agrees that Space Delta 9 is on track to expand. “I think we’re going to be the front line for protecting America’s space assets. We’re going to be the guys making sure the warfighters down range stay safe. I imagine that job is only going to grow in the next decade or so,” said Miller.
aerospace
1
https://staging.taktikz.com/x-44-manta-could-this-be-what-the-air-forces-new-stealth-fighter-looks-like/
2022-10-07T02:31:07
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X-44 Manta: Could This Be What the Air Force’s New Stealth Fighter Looks Like? The X-44 Manta: The Future of the US Air Force – The Lockheed Martin X-44 Manta—an acronym for Multi-Axis No Tail Aircraft—was an American conceptual aircraft design that had the potential to be even stealthier than the famed F-22 Raptor. “Today, more than two decades later, that same concept appears to be found consistently across nearly all official renderings of the Air Force’s next air superiority fighter being developed under the NGAD, or Next Generation Air Dominance, program,” Marine veteran Alex Hollings recently wrote on Sandboxx. Ashish Menkudale, who worked at Cummins for several years, told Quora that the “X-44 Manta is a design derivative of F-22 Raptor (by Lockheed Martin) with symbolic delta wingspan. But the major difference is elimination of tailplanes and some of primary controls (rudder, elevators, ailerons, flaps). Delta wingspan is continued till the end.” X-44: Stealth Characteristics He continued: “Considering its design, it turned out to be a structurally simple, light airframe, with increased fuel volume and better ‘stealth’ characteristics since there would be no movable aerodynamic control surfaces. As a replacement for these eliminated controls, to maneuver plane (yaw, steer and pith), advanced thrust vectoring (multi-axis vectorable exhaust nozzles) is used; somewhat similar to harrier. So, considering its design, its purpose was to be the best stealth aircraft till the date.” Hollings shared similar sentiments. “If the X-44 Manta could have offered similar performance to the F-22 while also being even harder to detect, it may have been enough to push this aircraft concept off of Lockheed’s notebook pages and into their production facilities. But it wasn’t just stealth the X-44 did better. It also carried a whole lot more hate,” he said. X-44 Payload Capacity “While the tailless wedge shape of the X-44 Manta would benefit its stealth profile, it also came with some other significant advantages over America’s existing stealth fighters, like payload capacity and range,” he added. However, what wasn’t exactly clear was “just what a sort of boost to payload or range the X-44 MANTA may have offered over the F-22, but it would have benefitted not only from the increased internal payload space, but also the increased lift provided by the broader lifting body. That lift could help support more weight while also offering greater efficiency in fuel use.” However, as Hollings noted, the Manta concept wasn’t necessarily being pursued as a clean sheet fighter development program—but rather as a pure technology-driven demonstrator. Due to this line of thought, starting production on the aircraft from scratch didn’t seem practical at the time. Ethen Kim Lieser is a Washington state-based Science and Tech Editor who has held posts at Google, The Korea Herald, Lincoln Journal Star, AsianWeek, and Arirang TV. Follow or contact him on LinkedIn.
aerospace
1
https://www.aeroinside.com/9001/travel-service-b738-at-katowice-on-jan-23rd-2017-flaps-problem
2024-04-22T09:36:46
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Travel Service B738 at Katowice on Jan 23rd 2017, flaps problem Last Update: April 28, 2017 / 15:33:17 GMT/Zulu time The occurrence aircraft returned to service about 33 hours on the ground. On Apr 28th 2017 Czech Republic's UZPLN reported in their quarterly bulletin that the right hand flaps position transmitter was identified damaged as result of corrosion and pollution. This article is published under license from Avherald.com. © of text by Avherald.com. Read unlimited articles and receive our daily update briefing. Gain better insights into what is happening in commercial aviation safety. Support AeroInside by sending a small tip amount. A Smartwings Boeing 737-800, registration OK-TVW performing flight QS-1240 from Prague (Czech Republic) to Hurghada (Egypt), was climbing out of… An Smartwings Boeing 737-800 on behalf of Air Transat, registration OK-TVW performing local flight TS-16 from Hamilton,ON to Hamilton,ON (Canada),… A Travel Service Boeing 737-900 on behalf of Smartwings, registration OK-TSM performing flight QS-1003 from Moscow Sheremetyevo (Russia) to Prague… A Travel Service Boeing 737-800 on behalf of Smartwings, registration OK-TVX performing flight QS-3179 from Tel Aviv (Israel) to Prague (Czech… A Travel Service Boeing 737-800 on behalf of Smartwings, registration TC-TJP performing flight QS-1580 from Bratislava (Slovakia) to Bourgas… A Travel Service Boeing 737-800, registration OK-TSH performing flight QS-2446 from Marseille (France) to Fuerteventura,CI (Spain), landed on… A Travel Service Boeing 737-800, registration OK-TVE performing flight QS-1201 from Dubai (United Arab Emirates) to Prague (Czech Republic), was… A LATAM Brasil Airbus A320-200, registration PR-MHU performing flight LA-3629 from Salvador,BA to Sao Paulo Congonhas,SP (Brazil), was on approach to… A Safair Boeing 737-800, registration ZS-FGE performing flight FA-212 from Johannesburg to Cape Town (South Africa), was departing from… Are you researching aviation incidents? Get access to AeroInside Insights, unlimited read access and receive the daily newsletter.Pick your plan and subscribe A new way to document and demonstrate airworthiness compliance and aircraft value. Find out more. ELITE Simulation Solutions is a leading global provider of Flight Simulation Training Devices, IFR training software as well as flight controls and related services. Find out more. Your regulation partner, specialists in aviation safety and compliance; providing training, auditing, and consultancy services. Find out more. Popular aircraftAirbus A320 Boeing 737-800 MAX Popular airlinesAmerican Airlines
aerospace
1
https://www.malmstrom.af.mil/News/Photos/igphoto/2003074906/
2023-12-02T09:29:20
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Kirk Clark, center, 341st Operational Medical Readiness Squadron health promotion coordinator, throws colored powder on Capt. Dominic Smyth, 341st Missile Wing chaplain, while Capt. Raquel Lewis, 341st OMRS public health flight commander, crosses the finish line during a Suicide Awareness Color Run Sept. 9, 2022, at Malmstrom Air Force Base, Mont. The run was part of the base’s Suicide Prevention Month schedule of events. (U.S. Air Force photo by Heather Heiney) NIKON Z 6 NIKKOR Z 70-200mm f/2.8 VR S No camera details available. This photograph is considered public domain and has been cleared for release. If you would like to republish please give the photographer appropriate credit. Further, any commercial or non-commercial use of this photograph or any other DoD image must be made in compliance with guidance found at which pertains to intellectual property restrictions (e.g., copyright and trademark, including the use of official emblems, insignia, names and slogans), warnings regarding use of images of identifiable personnel, appearance of endorsement, and related matters.
aerospace
1
http://www.australianflying.com.au/news/cessna-introduces-jet-a-182-skylane
2013-05-25T05:02:47
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Cessna has made a move into the alternative fuel market by releasing a Jet A version of their turbo 182 Skylane. Known as the 182 NXT, the new plane is equipped with a Safran-made SMA engine, which Cessna says is the first engine designed for the single-engine piston market to run on jet fuel. According to Jeff Umscheid, Cessna Business Leader for the C172, 182 and 206, the NXT was developed in response to customer demand. "Cessna's Turbo 182 NXT delivers a solution that the marketplace has been asking for,” he said. “The 230 horsepower Jet A engine offers customers increased range and greater payload capacity and does not sacrifice performance. This plane offers significantly lower direct operating costs due to the fact that Jet A fuel is typically more affordable and much more widely available. "Operators can now take advantage of the wider availability of Jet A with the potential to fly farther on one gallon of gas than you can with traditional avgas aircraft. This is a game-changer that opens up new markets and new regions of the world due to its versatility and performance." The engine drinks only 11 US gallons (41 litres) per hour at the max cruise of 155 kts, compared with the typical turbo 182’s 66 litres per hour. According to Cessna, the engine is quieter and produces no lead or carbon monoxide emissions. The Turbo 182 NXT has an estimated range at max cruise speed of 1,160 nautical miles and a certified ceiling of 20,000 feet. Fuel capacity is 87 gallons (329 litres), with an estimated useful load of 1,030 pounds (467 kilograms). Jet A fuel is the standard turbine fuel used in the USA and is similar to Jet A-1, but it has a higher freezing point. Jet A-1, which is the standard for the rest of the world, also contains a mandatory anti-static additive.
aerospace
1
http://www.aiaa.org/HonorsAndAwardsRecipientDetails.aspx?recipientId=46dc7ef0-1438-4d90-b349-159342f6a4bf
2017-04-29T17:32:28
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The Aerodynamics Award, approved by the Board of Directors in 1983, is presented for meritorious achievement in the field of applied aerodynamics, recognizing notable contributions in the development, application, and evaluation of aerodynamic concepts and methods. This annual award is generally prsented at the AIAA Aviation and Aeronautics (AVIATION) Forum. Nomination deadline: October 1 - Full Name: Dr Thomas C Corke - Category: Technical Excellence - AIAA Citation: For his strong commitment to academic and research achievement, consistent record of superior technical accomplishment, and numerous experimental and computational contributions to aerodynamics.
aerospace
1
http://proof.spacecalendar.com/june-13-19-2016-vol-35-no-24-hawaii-island-usa/
2018-02-20T03:13:20
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India PSLV to Launch ISRO Cartosat-2C and 21 International Satellites Jun 13 — ISS, LEO: Expedition 47 to facilitate release of Cygnus CRS-6 on Tuesday, Exp. 47/48 Change of Command set for Friday, Jeff Williams to become Commander, Malenchenko, Kopra & Peake to return to Earth, 16-cubic meter volume BEAM closed off for few weeks until next inspection by astronauts. Jun 13 — Nuclear Spectroscopic Telescope Array (NuSTAR), LEO: NASA satellite enters 5th year of operations in space today, launched 2012; investigating black holes a billion times more massive than Sun, how particles are accelerated to very high energy in active galaxies & elements in supernova remnants. Jun 13 — Hayabusa 2, Asteroid 162173 Ryugu Trajectory: JAXA 590-kg, sample-return spacecraft now ~86 million km from Ryugu & 38 million from Earth with just over 2 minute communication delays, is traveling at 6.5 km/s and set to arrive at asteroid July 2018, return to Earth Dec 2020. Jun 13 — Juno, Jupiter Trajectory: More than 2.822 billion km traveled, team preparing for July 4 orbit insertion maneuver / 35-minute burn of Juno main engine, slowing craft by 542 meters per second, media events & news briefings to be held Jun 16, Jun 30, Jul 4, Jul 5 with live coverage available. Jun 13 — Planetary Resources Inc., Redmond WA: NewSpace company, along with Deep Space Industries, is working on an agreement with Luxembourg government to co-fund asteroid survey missions and space-mining technology R&D; plans to have a constellation of 10 ‘Arkyd 100’ microsatellites in LEO by 2019; founders Eric Anderson, Peter Diamandis. Jun 13 — ALE Company Ltd., Tokyo, Japan: Startup looking to produce Sky Canvas Project – the first human-made meteor shower / shooting stars on demand (perhaps for Tokyo Summer Olympics 2020) by launching satellite filled with ~500 to 1,000 “source particles” and releasing over Earth atmosphere; CEO Dr. Lena Okajima. = All times for terrestrial events in local time unless noted. = All times for international terrestrial events in local time unless noted. = All times for space events, and… = All times for international space / astro events in Hawaii Standard Time unless noted. Add 10 hours to obtain UT (‘Universal Time;’ Greenwich, England). Weekly Planet Watch – Evening Planets: Mars (SE), Jupiter (SW), Saturn (SE); Morning Planets: Mercury (ENE), Uranus (E), Neptune (SE). IPPW-13 Emphasizes Exploring the Solar System via In-Situ Missions | Jun 13 — Front Range Airport / Colorado Spaceport, Watkins CO: Hoping for approval from FAA as soon as this summer for horizontal launches allowing for space tourism, satellite launches, easier access to Space for CO; Spaceport Director David Ruppel; currently 10 FAA-licensed commercial spaceports in USA, 6 in planning or licensing stage. Jun 13 — Lunar and Planetary Institute, Johnson Space Center, NASA, Barringer Meteor Crater AZ: Applications Due: Field Training and Research Program at Barringer Meteor Crater; to be held Sep 3-11. Jun 13-15 — US Geological Survey, Astrogeology Science Center, Universities Space Research Association, Flagstaff AZ: Planetary Geologic Mappers Annual Meeting; chaired by David Williams of Arizona State University. Jun 13-15 — NExSS, NASA Astrobiology Institute (NAI), Exoplanet Exploration Program (ExEP), Online: Preworkshop: Exoplanet Biosignatures Workshop Without Walls; workshop to be held Jul 27-29. Jun 13-16 — Laboratory Astrophysics Division of American Astronomical Society, San Diego CA: 2016 Annual Laboratory Astrophysics Division of the AAS Meeting. Jun 13-17 — Johns Hopkins Applied Physics Laboratory (JHU/APL), Goddard Space Flight Center, NASA, Laurel MD: International Planetary Probe Workshop (IPPW-13). Jun 13-17 — AIAA, Washington DC: AIAA Aviation and Aeronautics Forum and Exposition (AIAA AVIATION 2016); 8th AIAA Atmospheric and Space Environments Conference; at Washington Hilton. Jun 13-17 — Yukawa Institute for Theoretical Physics, Kyoto, Japan: Yukawa International Seminar 2016: Quantum Matter, Spacetime and Information (YKIS2016). Jun 13 — Moon: 6.7° SSE of Pleiades, 06:00. Jun 13 — Apollo Asteroid 2015 XZ378: Near-Earth flyby (0.025 AU). May 29 – Jun 24 — Vatican Observatory, Castel Gandolfo, Italy: 2016 Summer School in Astrophysics: Water in the Solar System and Beyond. Jun 5-18 — Science Center Pedro Pascual, Benasque, Spain: Astro-GR@Benasque: Dense Stellar Environments as a Probe of Astrophysics and General Relativity. Jun 7-17 — Goddard Space Flight Center, NASA, Greenbelt MD: 4th Space Weather Bootcamp – REDI. Jun 8-17 — United Nations Office for Outer Space Affairs, Vienna, Austria: 59th Session of Committee on the Peaceful Uses of Outer Space; at United Nations Office at Vienna. Jun 12-15 — ESA, Cobham Gaisler Facility, Airbus, TESAT, Atmel, et al, Gothenburg, Sweden: 6th International Workshop on Analogue and Mixed-Signal Integrated Circuits for Space Applications. Jun 12-16 — American Astronomical Society, San Diego CA: 228th Meeting of the AAS; at Hilton San Diego Bayfront. Jun 12 – Jul 3 — Aspen Center for Physics, Aspen CO: Workshop: Testing the Laws of Gravity with Cosmological Surveys. Jun 14 — ISS, Cygnus OA-6 Release & Undocking, LEO: Orbital ATK resupply craft to be released from ISS, 13:30 UT live coverage available, and burn up in Earth atmosphere with waste from ISS. Jun 14 — SpaceX, Launch Falcon 9 / Eutelsat 117 West B & ABS 2A, Cape Canaveral AFS FL: SpaceX to launch Eutelsat 117 West B & ABS 2A communications satellite, launch window 10:32-11:17. Jun 14 — ESA, Noordwijk, The Netherlands: Failure Test and Operations Data Workshop (FADAT): Joint Design, Verification, and Operations Expertise to Improve Spacecraft Reliability and Performance. Jun 14 — American Astronomical Society, National Radio Astronomy Observatory, European Southern Observatory, National Astronomical Observatory of Japan, San Diego CA: AAS Splinter Session: North American ALMA Development Program. Jun 14-15 — Royal Society, London, United Kingdom: Meeting: Cometary Science after Rosetta. Jun 14-17 — Keck Institute from Space Studies, Pasadena CA: Workshop: Methane on Mars – Part II. Jun 14-17 — CU-Boulder, Goddard Spaceflight Center, NASA, Boston MA: MAVEN science-team meeting; at Boston University. Jun 14 — Moon: 5.1° NNE of Spica, 15:00. NET Jun 15 — Blue Origin, Kent WA: Preparing New Shepard vehicle for 4th flight before end of this month to increase vehicle accuracy and test capsule safety / landing with deliberately failed parachute. Jun 15 — British Interplanetary Society, London, United Kingdom: Lecture: Reusable Launch Vehicles? Dr. Bob Parkinson of BIS. Jun 15 — Moon: At apogee (distance 404,558 km), 02:00. Jun 15 — Apollo Asteroid 382758 (2003 GY): Near-Earth flyby (0.079 AU). Jun 16 — Arianespace, Launch Ariane 5 / EchoStar 18 & BRIsat, Kourou, French Guiana: Arianespace to launch Ariane 5 ECA rocket, designated VA230, to deploy EchoStar 18 and BRIsat communications satellites. Jun 16 — 1st Woman in Space 53rd Observation, Global: Public events and commemorations occur to honor the first woman to fly in Space, Valentina Tereshkova of the former Soviet Union; in 1963 Tereshkova orbited Earth 49 times in Vostok 6. Jun 16, 17 — Jet Propulsion Laboratory, Caltech/NASA, Pasadena CA: von Kármán Lecture Series 2016: 2015-2016 El Niño Winter and California Water: What did we see from space? with Tom Painter, Tom Farr, Jay Famiglietti, Duane Waliser. Jun 16-17 — University College London Department of Space & Climate Physics, Mullard Space Science Laboratory, London, United Kingdom: Conference: Cometary Science After Rosetta – Future Directions. Jun 16 — Aten Asteroid 2002 LT38: Near-Earth flyby (0.070 AU). Jun 17 — ISS, Undocking of Soyuz TMA-19M / ISS 45S, LEO: Expedition 46/47 members Timothy Peake, Yuri Malenchenko, Timothy Kopra scheduled to return to Earth, undock at 05:51 UT live coverage available, will land near Dzhezkazgan, Kazakhstan after ~3.5-hour journey. Jun 17 — AIAA San Francisco Section, San Carlos CA: 2016 AIAA-SF Annual Banquet; networking, local aerospace business tabling, dinner, guest speaker, at Hiller Aviation Museum. Jun 17 — British Interplanetary Society, Online / London, United Kingdom: Abstracts Due: 14th Reinventing Space Conference (RIspace); held Oct 24-27 at Royal Society. Jun 17 — Moon: 6.9° NNE of Mars, 03:00. Jun 18 — 1st American Woman in Space 33rd Observation, Nationwide USA / Global: Celebrating the first American woman to fly in Space, Sally Ride of USA on Space Shuttle Challenger STS-7 mission. Jun 18 — Moon: 9.6° N of Antares, 11:00; 3.2° N of Saturn, 15:00. Jun 18 — Mercury: 3.8° NNW of Aldebaran, 21:00. Jun 19 — ESA, Paris, France: European Interparliamentary Space Conference / European Space Agency: Space for Sustainability Award; European students and young professionals present innovative ideas on sustainable development of space for society. Jun 19 — NSS Chicago Society for Space Studies (CSSS), Schaumburg IL: Prospects for Interstellar Travel – Chicago Meeting; featuring David Raske formerly of Argonne National Laboratory & a veteran of the Apollo program, at Schaumburg Township District Library. Jun 19 – Jul 10 — Aspen Center for Physics, Aspen CO: Workshop: Emergence, Evolution and Effects of Black Holes in the Universe – The Next 50 Years of Black Hole Physics. Jun 19 — Venus: 0.41° S of M35, 05:00.
aerospace
1
http://www.newsr.in/topic/astronauts.htm
2017-02-22T12:55:20
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A SpaceX cargo ship Dragon is on its way to the International Space Station after a historic launch in Cape Canaveral, Florida. Crowds cheered as the company's Falcon 9 rocket blasted off Sunday from.. Source: CBS News - SpaceX launched their Falcon 9 cargo rocket from the Kennedy Space Center's Launch Complex in Cape Canaveral, Florida. The cargo rocket took off from the historic launch pad that once sent NASA.. Source: Wibbitz Studio - A SpaceX Falcon rocket blasted off on Sunday from a Florida launch pad once used to send NASA astronauts to the moon. The 70-metre Falcon 9 went on a resupply mission to the International Space.. Source: Euronews English - We've all been faced with that moment when a job interviewer asks that curveball question - and you only have a few seconds to come up with the perfect answer. Now job site Glassdoor has listed.. City A.M. A SpaceX Falcon rocket blasted off on Sunday from a Florida launch pad once used to send NASA astronauts to the moon, a step forward for billionaire entrepreneur Elon Musk and his company's goal of.. DNA Also reported by •India Today Ever since a devastating mishap in September last year, that saw a rocket explode on the launch pad, SpaceX has been completing launch missions with finesse and steadily gaining back their mojo. So it.. DNA CAPE CANAVERAL, Fla. (Reuters) - The seaside Florida launchpad from which astronauts once blasted off for the moon comes back to life this weekend thanks to the commercial space venture founded by tech.. Reuters India Also reported by •DNA A SpaceX Dragon spacecraft carrying about 2,500 kgs of experiments and supplies is scheduled for launch to the International Space Station from Kennedy Space Center in Florida on Saturday, NASA said... BGR India After Kalpana Chawla and Sunita Williams, it's time for another Indian-origin woman to fly to space. Shawna Pandya, 32-year-old, is all set to fly who will fly to space with eight other astronauts in.. Oneindia Thanks to all the astronauts, who are aboard the International Space Station (ISS) that we get to witnessed many enchanting images of different places, lakes, mountains, deserts etc from the space.. Zee News NASA astronaut Andrew Feustel, along with two Russian astronauts, have undergone a three-day winter training session in a forest at the Russian Space Training Center in Star City, Moscow. MailOnline India Berlin, Feb 8: The European Space Agency said it will contribute key components for a future NASA mission to take humans around the moon within the next few years. Astronauts haven't gone beyond a low.. Oneindia As part of an international educational program of NASA, nearly 800 students from across 65 schools in New Delhi and Punjab will get a chance of imaging the Earth from a unique perspective of space. In.. BGR India *Los Angeles:* Richard Hatch, star of the original "Battlestar Galactica" and the Syfy remake, has died after a battle with pancreatic cancer. He was 71. Hatch died at his home in Santa Clarita,.. Mid-Day
aerospace
1
https://www.reportglobalnews.com/2019/07/indias-chandrayaan-2-moon-launch-when-and-how-to-watch/
2022-10-05T21:08:44
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Only three nations have successfully landed spacecraft on the moon — the United States and the Soviet Union during the space race of the 1960s and 1970s, and more recently, China. (An Israeli nonprofit attempted to send a lander named Beresheet to the moon earlier this year, but it crashed.) If all goes well on Monday, and in the weeks ahead, India will become No. 4 with Chandrayaan-2, a homegrown mission to the moon that aims to demonstrate the technological achievements of one of the largest countries on Earth. When is the launch and how can I watch it? Liftoff is scheduled for Monday at 2:51 a.m. local time from the Satish Dhawan Space Center along the southeastern coast of India. In the United States, it will still be Sunday — 5:21 p.m. Eastern time. The spacecraft is on top of India’s most powerful rocket, a Geosynchronous Satellite Launch Vehicle — Mark III. The Press Information Bureau, a communications agency of the Indian government, will present a lives tream of the launch on YouTube. Doordarshan, a public broadcasting network in India, is also provide live video of the launch. When will Chandrayaan-2 land on the moon? Not until Sept. 6 under the current timetable. Chandrayaan-2 will take a slow, fuel-efficient path to the moon, similar to the trajectory that the Israeli Beresheet spacecraft followed. Through repeated firings of its thrusters, it will stretch out its elliptical orbit until it is captured by the moon’s gravity. Additional thruster firings will then make the orbit around the moon more circular, a prelude to the landing. What are the components of the Chandrayaan-2 mission? The spacecraft consists of multiple pieces: a lander named Vikram, after Vikram A. Sarabhai, the father of the Indian space program; and, a six-wheeled rover named Pragyan, which means “wisdom” in Sanskrit. In September, the lander (which will be carrying the rover) will detach from the orbiter and head to a landing site near the South Pole of the moon. The rover carries a couple of instruments to measure the composition of moon rocks and soil. The lander carries instruments to measure moonquakes, temperatures a couple of inches into the soil and charged particles from the sun in the extremely tenuous lunar atmosphere. The lander and rover are expected to operate just a couple of weeks. The orbiter carries a suite of instruments, including cameras and spectrometers, and is designed to operate at least a year. Why does India want to put a lander on the moon? For people in India, the space program is a demonstration of their country’s emerging technological capabilities. The Chandrayaan-2 lander and rover will explore a spot near the lunar South Pole, which is an intriguing region that no one has seen up close yet. Water ice exists deep within eternally shadowed craters near the poles. Chandrayaan-2 will be heading not into a crater but instead to a high plain between two craters. What does Chandrayaan mean? It is Hindi for “moon vehicle.” What else has India done in space? As the 2 in Chandrayaan-2 indicates, India has already sent one spacecraft to the moon. The orbiter Chandrayaan-1, launched in 2008, operated for 10 months and helped confirm the presence of water ice in the lunar craters. India also launched an orbiter to Mars in 2013 that continues to orbit the red planet, and in 2017, an Indian rocket deployed 104 satellites, a record for a single launch. India’s space missions have cost a fraction of those from bigger space agencies like NASA and the European Space Agency, but they have also generally carried simpler payloads. That is also true of Chandrayaan-2, which cost less than $150 million. In March, India also demonstrated a less friendly space capability, an antisatellite test that scattered hundreds of pieces of debris. China, the United States and Russia have developed similar weapons. What are India’s other planned missions? ISRO’s plans include additional robotic missions to Venus, Mars, the moon and the sun. India is also working on flying its astronauts to Earth orbit on Gaganyaan, or “orbital vehicle.” A crewless test is scheduled for December of next year; the first flight with people aboard is scheduled for 2022. What other visitors has the moon had recently? China landed Chang’e-4, a robotic lander, on the far side of the moon in January. The unsuccessful landing attempt by Israel’s Beresheet occurred in April. The Trump administration is aiming for the United States to return astronauts to the moon in 2024, and NASA is also paying private companies to carry scientific payloads to the lunar surface, potentially as soon as next year. Get more stuff like this Subscribe to our mailing list and get interesting stuff and updates to your email inbox.
aerospace
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https://www.polytechforum.com/air/flair-extra-300-spare-needed-36842-.htm
2022-05-16T05:04:36
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Long shot but worth a try ! Son managed to lose the aileron from the left wing of his Extra 300 140 today and it landed somewhere in the middle of a field full of crops. Extensive search (4 hours!) didn't manage to find it. Anyone know where I might get one from? Either side would do as it's just the colour that's different. Flair Direct only seem to sell the entire wing and that's a bit much for just an aileron! Alternatively would it be safe to make/carve one out of solid balsa as I have the other one to get the sizes etc? And he managed to land the plane fine with just one aileron! - posted 16 years ago
aerospace
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https://english.newsnationtv.com/science/news/chandrayaan-2-moon-landing-live-countdown-begins-for-historic-moment-in-indias-space-programme-236810.html
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India's second lunar mission Chandrayaan-2, launched on July 22, will attempt a touchdown on unchartered lunar south pole between 1:30 am and 2:30 am on Saturday. Dubbed as the most complex and prestigious mission ever undertaken by the Indian Space Research Organisation (ISRO), Chandrayaan-2 has three elements including the Rover, the Lander and the Orbiter. Prime Minister Narendra Modi along with 60 students from across India will be at the ISRO Centre in Bengaluru to witness the "extraordinary moment in the history of India's space programme". Meanwhile, ISRO is aiming for a soft landing of lander 'Vikram' in the South Pole region of the Moon where no country has gone so far. If successful, the Rs 978 crore mission will make India the fourth country after Russia, the US and China to pull off a soft landing on the Moon. Here are the LIVE updates: "We are proud of our scientists. They have created history. No need to lose heart. Our scientists have done a great job," said Arvind Kejriwal "The nation stands by the entire team of @isro as we wait in these tense times. Your hard work and commitment has made our nation proud. Jai Hind," tweets Congress. "We are with you @isro. You have brought the nation, it's young minds and all, together in sensing your achievements in Space. You will succeed," tweeted Nirmala Sitharaman. India is proud of our scientists! They’ve given their best & have always made India proud. These are moments to be courageous, & courageous we will be! Chairman ISRO gave updates on Chandrayaan-2. We remain hopeful&will continue working hard on our space programme, tweets PM Modi. There are ups and downs in life. This is not a small achievement. The nation in proud of you. Hope for the best. I congratulate you. You all have done a big service to nation, science and mankind. I am with you all the way, move forward bravely: PM Modi ‘Nation is proud of you, be courageous’: PM Modi tells ISRO scientists as contact with Vikram lander lost Vikram lander descent was normal upto an altitude of 2.1 km, subsequently, the connection was lost: ISRO Landing delayed as ISRO awaits signal from Vikram Lander. K Sivan briefs Prime Minister as ISRO control room awaits signal from Vikram. — ANI (@ANI) September 6, 2019 Rough braking over, fine braking of Vikram begins: ISRO Vikram Lander minutes away from touching the lunar surface. Vikram Lander begins its descent to the South Pole region of the moon. 60 students from across the country, who were selected through ISRO's 'Space Quiz' competition will watch the landing along with PM PM Modi at the ISRO Centre in Bengaluru to watch the soft landing of Vikram lander on South Pole region of moon. Karnataka: PM Modi at the #ISRO Centre in Bengaluru to watch the soft landing of Vikram lander on South Pole region of moon. 60 students from across the country, who were selected through ISRO's 'Space Quiz' competition will watch the landing along with PM. #Chandrayaan2 pic.twitter.com/e166MErF9X — ANI (@ANI) September 6, 2019 Prime Minister Narendra Modi reaches ISRO headquarters to watch Chandrayaan-2 landing live. Scientists gear up at Indian Space Research Organisation as Vikram Lander begins it descent. ISRO begins live streaming of Chandrayaan-2 landing on Moon. Vikram will start journey at around 1.37 am, landing at 1.52 am. We are 26 minutes away from initiating the process of landing, says ISRO. According to ISRO, 'Pragyan' can only communicate with the lander, while 'Vikram' has the capability to communicate with IDSN (Indian Deep Space Network) at Byalalu near Bengaluru, as well as with the orbiter and rover. The mission objective is to locate presence of water and other important minerals on the lunar surface. World's richest man and Amazon chief Jeff Bezos has wished luck to India. Vikram's mission period is of 14 earth days during which time, various tests will be conducted. Hours after the touchdown, Vikrams door will open creating a slope for the matchbox shaped rover with six-wheels to slide and move around the lunar surface to carry out various investigations. Two navigation cameras, which could be called as its left and right eye, are mounted on top of it besides an Alpha particle X-ray spectrometer, receive and transmit antenna and rocker bogie assembly. The cubical vehicle, exclusively designed for travelling on the moon, is fitted with a solar panel. The touchdown of ‘Vikram’ is scheduled between 1.30 am and 2.30 am. The second de-orbiting manoeuvre executed in nine seconds on September 4. The first de-orbiting manoeuvre on September 3 performed successfully in four seconds. The fifth and lunar manoeuvre of Chandrayaan-2 executed successfully on September 1. The second Moon image captured by Chandrayaan-2 was released on August 26. On August 22, ISRO released first moon image captured by Chandrayaan-2's LI4 Camera. Chandrayaan-2 successfully inserted into lunar orbit on August 20. After revolving around the earth's orbit for nearly 23 days, Chandrayaan-2 on August 14 entered the Lunar Transfer Trajectory. Fifth and the last orbit-raising manoeuvre of Chandrayaan-2 performed on August 6. On August 3, ISRO released the first set of earth pictures captured by Chandrayaan-2. — ISRO (@isro) August 4, 2019 Ahead of the final descent of Chandrayaan-2 on the Lunar South Pole, here are the visuals from ISRO Monitoring Centre in Bengaluru. — ANI (@ANI) September 6, 2019 Watch behind the scene images of India's much-anticipated Chandrayaan-2 mission. Chandrayaan-2's payloads consists of Terrain Mapping Camera-2, Large Area Soft X-ray Spectrometer, Solar X-Ray Monitor, Imaging IR Spectrometer among others. Pragyan - Chandrayaan-2's rover is a 6-wheeled robotic vehicle, which translates to 'wisdom' in Sanskrit. It can travel up to 500 m (0.5 km) at a speed of 1 cm per second and leverages solar energy for its functioning. 'Vikram' - Chandrayaan-2's lander, is named after Dr Vikram A Sarabhai, the Father of the Indian Space Programme. It is designed to function for one lunar day, which is equivalent to about 14 Earth days. At the time of launch, Chandrayaan-2 Orbiter will be capable of communicating with Indian Deep Space Network at Byalalu, as well as with Vikram lander. Chandrayaan-2 will be aided in achieving its mission by some of India’s most advanced engineering marvels. Its composite module, comprising technology and software developed across India, includes a wholly indigenous rover and India's 1st lander capable of executing a 'soft landing'. Hours before Chandrayaan-2 landing on Moon, Prime Minister Narendra Modi arrives at Bengaluru Airport. He will reach ISRO centre in the state. PM @narendramodi landed in Bengaluru. He was welcomed by Governor of Karnataka Shri Vajubhai Vala, CM @BSYBJP, Union Ministers @DVSadanandGowda, @JoshiPralhad, Ministers of the Karnataka Cabinet and officials. pic.twitter.com/2kEwDX4N26 — PMO India (@PMOIndia) September 6, 2019 The GSLV Mk-III will carry Chandrayaan-2 to its designated orbit. This three-stage vehicle is India’s most powerful launcher to date, and is capable of launching 4-tonne class of satellites to the Geosynchronous Transfer Orbit (GTO). Here are the details of flight sequence of Chandrayaan-2. The second earthbound orbit-raising manoeuvre for Chandryaan-2 spacecraft performed on July 26 while the third one took place on July 28. The first earthbound orbit-raising manoeuvre for Chandryaan-2 spacecraft was performed successfully on July 24. On July 22, ISRO successfully launched Chandrayaan-2 from Satish Dhawan Space Centre in Sriharikota, Andhra Pradesh. Chandrayaan-2 Gives Out 'Message' To Lander Vikram:Read Here National Geographic will broadcast live the historic landing of Chandrayaan-2 on the surface of the Moon. Ganesha Pandal inspired by Chandrayaan-2 installed in Telangana, Hyderabad. A 5 feet tall Ganesha idol is placed inside miniature satellite of 23.5 feet length. Hyderabad, Telangana: Ganesha Pandal inspired by #Chandrayaan2 installed in the city. A 5 feet tall Ganesha idol is placed inside miniature satellite of 23.5 feet length. #GaneshaChaturthi pic.twitter.com/SMZyBpx26C — ANI (@ANI) September 6, 2019 Hours before landing on Moon, ISRO reveals how Chandrayaan-2 rover Pragyan works. — ISRO (@isro) September 6, 2019 Click selfies, I will retweet, says an excited PM Modi. I urge you all to watch the special moments of Chandrayaan - 2 descending on to the Lunar South Pole! Do share your photos on social media. I will re-tweet some of them too. — Narendra Modi (@narendramodi) September 6, 2019 ISRO to become first ever space agency to explore south polar region of Moon. Chandrayaan-2's 'Most Terrifying' 15 Minutes Tonight - Read 10 Things To Know About Moon Mission Here Former NASA astronaut Jerry M Linenger, who is in the country to promote a special program on India's space mission Chandrayaan-2, featuring him as space analyst, said that the landing Chandrayaan-2 on the south pole of the moon is a milestone for the entire world and not just India. The crucial landing of 'Vikram', Chandrayaan-2's moon lander, will be carried out by at least eight onboard equipment in a coordinated manner. Around 70 students are busy packing their bags for Bengaluru to watch Chandrayaan-2's scheduled soft-landing on the moon with Prime Minister Narendra Modi at the Indian Space Research Organization headquarters on Saturday.
aerospace
1
https://www.flightglobal.com/news/articles/boeing-and-afi-klm-em-renew-777-component-agreement-398066/
2016-07-25T20:08:54
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Boeing and Air France Industries KLM Engineering and Maintenance have renewed their Boeing 777 component services programme for several years. In-depth analysis and reports on key industry themes and developments Insight and opinion from our global team of consultants and journalists Webinars and special networking events Free email updates based on your sector preference Exclusive air show coverage
aerospace
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http://www.ntsb.gov/aviationquery/brief2.aspx?ev_id=20001208X07626&ntsbno=SEA97FA076&akey=1
2014-11-23T17:15:10
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HISTORY OF FLIGHT Use your browsers 'back' function to return to synopsisReturn to Query Page On March 26, 1997, approximately 1010 mountain standard time, a Cessna 172P, N97527, registered to and being operated by Brentco Aerial Patrol, Inc., and being flown by a commercial pilot, was destroyed during impact with terrain following a loss of control in flight approximately 11 nautical miles (nm) south-southwest of Burlington, Wyoming. The pilot was fatally injured. Visual meteorological conditions existed and no flight plan had been filed. The flight, which was an aerial pipeline patrol, was to have been operated under 14CFR91, and originated from Worland, Wyoming, approximately 0950. According to personnel stations at the operator's base at Durango, Colorado, the pilot departed Bridger, Montana, where he based the aircraft, and commenced an aerial pipeline patrol flight sometime early on the morning of Wednesday, March 26, 1997. Several credit card receipts were found showing fuel purchased at the fixed base operator at the Worland, Wyoming airport. These receipts provided the following information: Monday (03/24/97) 07:48AM 28.6 gallons 100LL avgas Tuesday (03/25/97) 10:18AM 39.0 gallons 100LL avgas Wednesday (03/26/97) 09:48AM 34.7 gallons 100LL avgas The fueler at the Worland airport reported that he was accustomed to seeing N97527 stop for fuel. He also reported that on the morning of Wednesday, March 26, he topped off the wing fuel tanks after which the aircraft immediately departed (note the time of the credit card transaction shown at 0948). The operator reported that the pilot was contractually required to patrol each of the designated pipeline routes a minimum of once per week. The pilot was given flexibility as to when to conduct the various patrol flights and in what order. The aircraft's emergency locator transmitter (ELT) operated subsequent to the accident and signals were reported to Seattle Air Route Traffic Control Center at 1135. The aircraft was subsequently visually located at 1544. The aircraft was found at a point 32 nm west-northwest of the Worland airport, and on a direct line toward the Cody airport (refer to CHART I). Documentation found at the crash site showed a series of patrol routes, of which one was observed to begin at a point named Silver Tip (arrow A on CHART I) and continue southeast past the Worland airport and thence southwest and west to a point named Gooseberry (refer to CHART I). An intermediate point on this route named Slick Creek was observed to lie just east of the Worland airport (refer to arrow B on CHART I, and CHART II). Additionally, a separate portion of this route was observed to begin just east of the Cody airport at Cody Booster (refer to arrow C on CHART I, and CHART II) and terminate approximately 10 nm southeast of the airport at Oregon Basin (refer to CHART II). This termination point was approximately 25 nm north of Gooseberry (refer to ATTTACHMENT I which names the patrol route points for the entire route). No pilot logbooks were located and the flight time entered into the core report were provided by the Operator. The pilot was hired by the Operator on February 6, 1996, and began flying pipeline patrol flights in the Southwest (Texas-New Mexico) shortly thereafter. He was transferred to pipeline routes in Wyoming on January 29, 1997, and moved to Bridger, Montana (refer to CHART I). N97527 was, according to the Operator, assigned to the pilot after he was hired. According to the airframe log, the aircraft accrued approximately 1,109 hours for flight time between February 18, 1996, and the date of the accident. N97527, a Cessna 172P, was equipped with two 27 gallon metal fuel tanks, one located in each wing root area. Or the 27 gallons available in each tank, all but 2 gallons were usable. The fuel is fed by gravity from the wing tanks through a four position selector valve and on to the carburetor. The selector valve positions are (from the 6 o'clock position clockwise) OFF, LEFT, BOTH, and RIGHT. Additionally, the aircraft had been modified per Supplemental Type Certificate SA615NE, dated 10/18/88, to include an 18 gallon aft baggage compartment fuel tank. The aluminum tank was serviced through a filler port on the right side of the fuselage (refer to photograph 4). Fuel within the tank was transferred via an electric pump into the right wing tank. The tank was equipped with both a sump drain and vent line. The transfer pump was operated via a control panel located immediately aft of the fuel selector valve on the floor of the cockpit and between the front seats. The control panel was equipped with a round, analog fuel gauge located in the center with marked positions showing "E" (empty), "1/2" and "F" (full). A three position switch controlling the electric pump was located to the left of the gauge and a single, small incandescent light was located to the right of the gauge. The axis of the toggle switch, which in its mid position, was normally parallel to the aircraft's vertical axis, could be moved aft to the OFF position, or forward to the START position. THE START (forward) position was spring loaded such that the switch, when released, would return to the mid position, marked RUN. The OFF (aft) position was not spring loaded (refer to photograph 19). Operating procedures for the fuel transfer system were to: 1. "Operate on main tanks until right fuel gauge reads 2/3 full." 2. "Move transfer switch to momentary position and hold for 10 seconds. Light should illuminate and remain illuminated when switch is released." 3. "If light does not stay illuminated, repeat step 2." 4. "Transfer while operating on right main tank in straight and level flight only." 5. "Transfer is in progress when transfer light is illuminated." (refer to ATTACHMENT M pages 1-4) The aviation surface weather observation taken at Cody, Wyoming at 0855 on the morning of the accident reported winds from 220 degrees magnetic at 13 knots with gusts to 17 knots. One hour later (0955) the station reported winds from 260 degrees magnetic at 13 knots with gusts of unreported intensity. The aviation surface weather observation taken at Worland, Wyoming, at 0855 on the morning of the accident reported winds from 310 degrees magnetic at 3 knots. One hour later (0958) the station reported winds from 300 degrees magnetic at 3 knots. Winds remained light throughout the day with no gusts reported. WRECKAGE AND IMPACT INFORMATION The ground impact site was established at 44 degrees 17.078 minutes north and 108 degrees 33.262 minutes west latitude and longitude respectively using a hand held global positioning unit. The elevation of the site was approximately 5,850 feet above mean sea level. The terrain at the site was characterized by uneven, sage covered terrain with numerous moderate slope changes (refer to CHART III). According to personnel responding from the Big Horn County Sheriff's office, the aircraft was observed by search and rescue personnel at the accident site in a nose low, nearly vertical attitude with respect to the terrain. During the night following the accident strong winds reportedly blew the aircraft over onto its back. The investigative team observed the aircraft in an inverted attitude with the longitudinal axis oriented along a 091/271 degree magnetic bearing line (tail east). The slope at the initial impact site was measured at -35 degrees towards the east-northeast. The crush along the underside of the aircraft's engine/forward fuselage was measured to be approximately 27 degrees. The left wing was observed to be displaced aft somewhat of the aircraft's lateral axis, whereas the right wing was displaced forward to the same approximate degree. The left main landing gear displayed greater aftward deformation compared to the right main landing gear. The auxiliary fuel tank cap was observed hanging loose by its attach cable. No paint abrasions, scarring, or fuel stains were observed in the vicinity of the auxiliary fuel filler port (refer to photographs 1 through 5 and CHART III). All of the aircraft (control surfaces, powerplant and airframe) was located at the crash site. Additionally, there was no evidence of any discontinuity within any of the three flight control systems, nor between the throttle and mixture control cables and the carburetor. The initial ground impact site was observed several feet west of the final resting place of the aircraft's engine (refer to photograph 5). A faint ground impact impression was observed oriented along a 166 degree magnetic bearing line. This impression extended from an area approximately 20 feet from the center of the initial ground impact site north, and small fragments of red wingtip navigation lens and plastic wingtip fragments were noted at its terminus (refer to photograph 6). The initial ground impact site was also characterized by three prominent impact depressions, the largest of which was a crater containing small engine and plastic nose cowl fragments. Upslope to the west and roughly equidistant from this crater were two smaller impact craters containing fragments associated with the left and right wheel fairings. Numerous large pieces of forward cockpit windscreen were observed lying on the ground at this site (refer to photograph 7). The left wind strut was buckled somewhat near the fuselage. The wing was observed to be twisted approximately 30 degrees (leading edge up) at the tip, and the wing was deformed upwards approximately 36 inches progressing from root to tip. The flap was observed to be partially extended. Additionally, the tip cap was absent, there was noticeable aftward accordion like deformation at the leading edge, and a distinctive "bulge" deformation was noted on the underside in the vicinity of the fuel tank consistent with a hydraulic impact effect from an impact of a fuel tank containing substantial fuel (refer to photograph 8). The right wing strut was buckled near its midpoint. The wing was observed to be deformed upwards from mid-span towards the tip. The flap was observed to be partially extended. Additionally, the tip cap was in place, there was little aftward accordion like deformation at the leading edge, and the distinctive "bulge" deformation was noted on the underside in the vicinity of the fuel tank consistent with a hydraulic impact effect from an impact of a fuel tank continuing substantial fuel (refer to photograph 9). The engine was observed to have been displaced aftward into the forward cockpit area. The propeller remained attached and one blade displayed aftward bending deformation of approximately 80 degrees. This blade also displayed light leading edge abrasion of paint, minimal chordwise scratching and multiple abrasions of the white tip paint along a line perpendicular to the chord line (refer to photograph 10). The opposing blade displayed only a few degrees of aftward bending deformation along with light leading edge abrasion of paint and minimal chordwise scratching (refer to photograph 11). A blue stain characteristic of 100 low lead aviation fuel was observed at the leading edge of the right wing (low point) emanating from the wing strut attach point outboard towards the tip (refer to photograph 12). The empennage, vertical and horizontal stabilizers, and their associated control surfaces, sustained minimal damage. The plastic cap at the top of the vertical stabilizer was observed to be broken. The left horizontal stabilizer displayed light upwards bending deformation mid span (refer to photograph 13). The right horizontal stabilizer was undamaged and the elevator trim tab was observed to be positioned approximately 15 degrees tab up (refer to photograph 14). Additionally, the aircraft's mechanical clock was observed to have stopped at 10:09:30. The fuel selector within the cockpit was observed midway between "BOTH" and "RIGHT" tanks, and the auxiliary transfer pump switch was observed in the "RUN" position with the associated fuel gauge reading just under one-half tank. Approximately 1-2 ounces of blue aviation fuel were drained from the line connecting the gascolator to the carburetor with trace amounts of fuel within the carburetor. The aircraft's electrically driven flap jackscrew unit was examined and fount to be extended to a position corresponding to 8 degrees of flap extension. The magneto switch was observed in the "LEFT" position. The tachometer hour meter was observed to read 84.81 hours. A spiral bound notebook clipped open to a specific page was found at the accident site. The notebook contained a series of hand written notes consisting of alpha numeric characters with numbers beneath them. The first and last of the three references were annotated "WRL" which is the three letter identifier for the Worland, Wyoming airport. The intermediate reference was annotated "7V6" which is the identifier for the Guernsey, Wyoming airport, where the aircraft had fueled on March 25, 1997. The number beneath 7V6 was 79.9 and the number beneath the WRL entry was 84.4. MEDICAL AND PATHOLOGICAL INFORMATION Post mortem examination of the pilot was conducted at the Michelotti Sawyer's Nordquist mortuary, Billings, Montana, on the afternoon of March 27, 1997. Toxicological evaluation of samples taken from the pilot was conducted by the FAA's Toxicology and Accident Research Laboratory. All findings were negative (refer to attached Toxicology report). TEST AND RESEARCH The aircraft was re-examined at the facilities of Arlin's Aircraft Services, Bozeman, Montana, on April 16 and 17, 1997. The following areas and associated results were as follows: The aircraft's ignition switch was checked and found free of any electrical discontinuity. Likewise, both magnetos were checked and found to be capable of producing a spark at each of their four leads. The timing was found to be 26-27 degrees before top dead center for the left magneto and 25 degrees before top dead center for the right magneto. All eight spark plugs were examined. The top plugs for numbers two and four cylinders displayed an oil coating. The remaining six plugs displayed a gray coloration with no evidence of excessive wear or improper gapping. The airframe fuel vent system was examined and no discrepancies were found. Additionally, the vent check valve was tested and found to be unblocked. The Lycoming O-302-D2J was examined and then disassembled. Continuity of both the crank and cam shafts, as well as appropriate rocker arm movement, was verified as was compression on each cylinder. A small amount of metal contamination was found within the oil suction screen. The oil filter, which had several small magnets affixed to its external canister, was cut open and examined and found to contain very small slivers of metal. The engine case was split and the pistons, pins crankshaft, cam shaft, bearings and connecting rods and valve tappets were examined. The only discrepancy noted was a wear down of approximately 7/32 of an inch on two of the cam shaft lobes, and spalling of the tappet face on the four associated tappets (refer to photographs 15 and 16). The carburetor, which had broken free of the engine, was examined. The throttle and mixture control cables remained attached and the throttle setting was observed to be approximately 3/4 open, while the mixture arm was observed in the mid-range position. Examination of the gascolator bowl revealed less that one-half ounce of water and a small amount of corrosion and sediment at the bottom of the bowl. The carburetor heat valve was observed in the closed (cold) position. The carburetor housing was free of crushing deformation (refer to photograph 17). The housing was opened and the internal mechanics of the carburetor were examined. There was no evidence of any mechanical malfunction within the carburetor, however, one of the floats was observed to have implosive type "hydraulic" deformation (refer to photograph 18). The auxiliary fuel transfer system was removed from the aircraft, examined and tested. The spring loaded switch was found to function normally as did the transfer light when a replacement bulb was inserted in place of the shattered bulb (refer to photograph 19). A container of cleaning solvent was used as a fluid source and the pump system was tested using an aircraft battery. After several seconds of priming with the switch in the START position, the transfer light burned steady and fluid flowed at a rate of 0.321 gallons per minute at 1 pound per square inch pressure (psi). When the outflow line from the pump was blocked fluid flow ceased and the pressure rose to 4.4 psi. A telephone conversation with an engineer on the staff of Textron Lycoming revealed that the acceptable flow rate of fuel to the Facet MA-4 SPA carburetor for the O-320-D2J engine ranged from a minimum of 0.5 to a maximum of 8.0 psi. The test run of one of the Operator's Cessna 172 aircraft equipped with a Lycoming O-320-H2AD engine and 18 gallon auxiliary fuel system was conducted on February 20, 1998. The test was conducted at approximately 3,000 feet above sea level with the engine operating at 2400-2450 RPM. The left and right wing fuel tanks had been filled and, subsequent to engine start, and with the engine drawing fuel from the left tank, the auxiliary fuel transfer pump was activated. The aircraft was operated for a period of approximately 45 minutes with the intent of transferring fuel from the auxiliary tank into the right tank and with the left tank selected for the duration. When the right tank was unable to accept any additional fuel, and with a head pressure from the auxiliary transfer pump, fuel was expected to begin transferring into the left tank via the tank vent interconnect line (refer to DIAGRAM I). When the left tank was unable to accept any additional fuel, the fuel was then expected to pressurize the spring loaded vent line value to the closed position. The test was to determine, if at this point, the fuel within the pressurized fuel system would then transfer entirely to the carburetor at such a rate as to flood the engine. The test resulted in a continuously running engine with no degradation or loss of power. The auxiliary transfer pump light was observed "ON" for the duration of the flight and approximately 11 gallons of fuel was transferred out of the tank by the end of the flight. The left and right wing tanks remained full upon landing. The pilot reported that he was accustomed to seeing the auxiliary transfer system move all 18 gallons of fuel out of the tank in approximately one hour's time (0.30 gallons per minute flow rate). Subsequent to the flight test, the aircraft was inspected with no evidence of any fuel leaks. On site examination of the wreckage was conducted on the afternoon of March 27th and the wreckage, which remained at the site, was verbally released on a conditional basis for removal only to Mr. Chuck Carstensen, representative of AVEMCO. Itemized aircraft logs and records as well as associated paperwork found at the site by the Big Horn County Sheriff's Department in a brown leather navigation bag were retained by the IIC. Original pipeline route maps (red binder, manila folder, and stapled topographic charts were copied and the originals were sent via US Overnight Mail to Mr. Rick Vincent, in care of Marathon Pipeline, Powell, Wyoming, on Saturday afternoon, March 29th. The wreckage was released to Mr. Carstensen subsequent to the engine and airframe examination, and written wreckage release was documented on NTSB form 6120.15 (attached). All retained records, logs and paperwork were returned to Brentco Aerial patrol via Federal Express on August 25, 1997, and some incidental paperwork was returned on February 18, 1998.
aerospace
1
http://washingtonwreckchasing.blogspot.com/2008/09/i-love-b-36.html
2018-10-19T02:24:41
s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512268.20/warc/CC-MAIN-20181019020142-20181019041642-00277.warc.gz
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How can you not love an aircraft that is larger than most houses in square footage and interior space? Oh, and it can fly! Six turning and four burning! It could stay in the air for 48 hours! It could lift outrageous bomb laods! It had 8 dual 20mm turrets, plus tail guns! This is from the movie Strategic Air Command. Something I need to add to my DVD library. This is the B-36J from Fort Worth...she now resides at PIMA Air and Space Museum.
aerospace
1
http://www.milavia.net/news/2004/tu-22m-bomber-crash.html
2019-02-16T04:13:06
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Tu-22M bomber crash 15 Jul 2004 On the 8th of July the Tupolev Tu-22M3 crashed in Novgorod Region, North Russia, while landing after a training flight. The crew of four died in the crash having failed to eject for unknown reason. Russian Defense Minister Sergei Ivanov declared on 13 July that the crash of the Tu-22M3 bomber was the result of “a technical malfunction” -- not an error of the flight crew. All Tu-22M3 bombers remain grounded pending the result of the investigation of the flight recorders, which should find the cause of the technical malfunction.
aerospace
1
https://www.gjopen.com/questions/2065-before-1-september-2021-who-will-be-the-first-to-fly-successfully-to-space-jeff-bezos-or-richard-branson
2022-08-17T20:09:16
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573104.24/warc/CC-MAIN-20220817183340-20220817213340-00577.warc.gz
0.939314
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Adam Grant asks: Before 1 September 2021, who will be the first to fly successfully to space, Jeff Bezos or Richard Branson? Virgin Galactic has announced that founder Richard Branson will try to beat Blue Origin founder Jeff Bezos to space in July 2021 (CNN, Axios, NY Post). For the purposes of this question, "space" is an altitude of at least 50 miles (80.47 km) (BBC, Space News). To be successful, a flight must safely return to Earth. The question closed "Richard Branson" with a closing date of 11 July 2021.
aerospace
1
https://www.historiaphil.com/boutique/gb/-a380-air-france/8186-a380-306t2-2020-ffc-on-board-farewell-flight-af380-withdrawal-a380-air-france.html
2023-09-21T17:59:35
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A380-306T2 : 2020 FFC on board Withdrawal Flight A380 Air France -Official Stamp N ° A380-306T2 : FFC FRANCE 2020 (Type 2) - carried on board Airbus A380 F-HPJH “Farewell flight AF 380 Paris CDG - Paris CDG, June 26, 2020 - Withdrawal of Air France Airbus A380” Mailed from the Council of Europe in Strasbourg, via Roissy CDG Postage France TYPE 2 Official Stamps Council of Europe € 0.89 "55 years European Social Charter 1961-2016" + 0.30 "Flag of Europe" Postmarked Strasbourg “Council of Europe” 26.06.2020 + Hexagonal BLOCK of 4 perforated labels “1st flight A380 MSN 001, 2005", "Delivery 1st A380 to Air France, 2009", "Paris - New York inaugural flight, 2009", "Air France A380 farewell flight, 2020" + Transit cancellation “Paris Charles de Gaulle Airport - JUNE 26, 2020" + Flight authentication stamp "VOL D'ADIEU A380 AIR FRANCE - AF 380 PARIS CDG-PARIS CDG -Carried on board F-HPJF June 26, 2020" Limited edition: 80 numbered copies - Rare FFC (First Flight Cover) Air France stops flying its Airbus A380s and makes a "farewell flight" with 516 of its employees A page turns. Air France is writing the last lines of its history with the Airbus A380, started on November 20, 2009 with the inaugural flight Paris - New York of the super jumbo registered F-HPJA. This extraordinary aircraft quickly won over its passengers with its qualities of comfort and silence. The French company finally decided in 2020 to withdraw all Airbus A380s from its fleet. Originally scheduled for the end of 2022, the nine planes are virtually no longer flying, as the global health crisis precipitated their retirement. This Friday, June 26, a "farewell flight" took on 516 Air France employees - pilots, hostesses, stewards, mechanics - who had worked for years with and for the A380. The two-hour flight over France will take off from Roissy Charles de Gaulle around 3:50 pm, to its storage location, from where it will not move. This "farewell flight AF 380" is carried out by the Airbus A380 registered F-HPJH (MSN99). The aircraft was leased by the company in May 2012. Air France-KLM group CEO Benjamin Smith and Anne Rigail, CEO of Air France, will be on board. Next-generation aircraft will replace Air France’s Super Jumbo aircraft, including the Airbus A350 and Boeing 787, which are currently being delivered. A collection of aerophilatelic envelopes, carried on board, commemorates the "farewell flight" of June 26, 2020 It is with the kind participation of members of Air France's cabin crew, that Historiaphil editions produced in record time a tribute collection of aerophilatelic envelopes with limited editions, carried aboard the "Flight farewell AF 380 "from June 26, 2020. Our collection of envelopes dedicated to the history of the European Super Jumbo Airbus A380 started in December 2000 with the "Signature of the industrial launch contract for the Airbus A3XX" (ref. N ° A380-1). Then from 2005 to 2007, the A380 test and certification flights (ref. N ° A380-2 / A380-84). In 2007 began the first commercial flights of Singapore Airlines (ref. N ° A380-50), then in 2009 the first flight Paris - New York of the Air France A380 (ref. N ° A380-87 / A380-90 ) and other airlines. 2019 is coming to an end with the announcement by Airbus of the end of production of the A380 (Ref. N ° A380-301 / A380-304). In the same category:
aerospace
1
http://topics.bloomberg.com/marc-birtel/
2013-05-23T02:39:04
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368702749808/warc/CC-MAIN-20130516111229-00073-ip-10-60-113-184.ec2.internal.warc.gz
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Boeing Co. won U.S. approval for the 787 Dreamliner’s redesigned battery, setting the stage for ANA Holdings Inc. and Japan Airlines Co., the jet’s two biggest operators, to seek domestic clearance to restart flights. Indonesia started investigations into at least its fourth aircraft accident in 16 months after a Boeing Co. 737-800 passenger jet operated by PT Lion Mentari Airlines, which is banned from flying in Europe, crashed into the sea off Bali’s international airport. Indonesia started investigations into at least its fourth aircraft accident in 16 months after a Boeing 737-800 passenger jet operated by PT Lion Mentari Airlines, which is banned from flying in Europe, crashed into the sea at Bali’s international airport. Boeing Co. has sent several teams of engineers to Japan, home to the biggest operators of the grounded 787 Dreamliner, to get ready for battery upgrades as the planemaker escalates efforts to return the jets to service. Boeing Co.’s effort to get its troubled 787 Dreamliner back in the air is headed for a challenging final hurdle: It needs approval from the U.S. agency that’s already been burned by signing off on the plane’s safety. Boeing Co. plans a final 787 test flight in “coming days” after taking the grounded Dreamliner aloft yesterday to evaluate fixes to lithium-ion batteries that overheated on two aircraft earlier this year. Boeing Co.’s completion of a final test flight for its 787 Dreamliner sets the stage for a regulatory review of battery upgrades that will determine whether the grounded jet can re-enter commercial service.
aerospace
1
https://news.aviation-safety.net/2008/03/10/sas-receives-compensation-after-dhc-8-q400-incidents/
2017-04-27T01:23:59
s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121778.66/warc/CC-MAIN-20170423031201-00031-ip-10-145-167-34.ec2.internal.warc.gz
0.930343
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SAS has agreed a settlement with Bombardier and Goodrich regarding the incidents involving the Dash 8-Q400 aircraft in the autumn of 2007. The details of the agreement are confidential but SAS Group confirms the total financial compensation is slightly more than USD164 million in the form of a cash payment and credits for future firm and optional aircraft orders. As part of the agreement, the Board of Directors of SAS AB has approved an order for 27 aircraft, with an option for a further 24 aircraft. The new aircraft to be delivered by Bombardier will be jet aircraft of the type CRJ900 NextGen and turboprop aircraft of the type DHC-8-Q400 NextGen. (SAS)
aerospace
1
https://edvonthefly.com/2017/01/13/technical-services/
2023-05-28T06:34:42
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Even before the first of 14 new CRJ-200s arrives on property this month, Endeavor’s Technical Services team got to work. Over the last several weeks, the group has worked diligently, preparing the plane to fly the line: Maintenance records are being analyzed, work procedures written, manuals updated. Working largely behind the scenes, Technical Services takes charge of configuring the new aircraft to meet Endeavor’s standards of safety and reliability. “Almost every Technical Services department is involved in some way,” said Greg Budinger, Director, Technical Services. “We aren’t out there working on the planes, we aren’t out there flying them—but we are managing them to make sure we have safe and reliable aircraft and that those on the front lines have all they need to do their jobs.” With six different departments and 42 employees, the team’s leadership brings more than 150 collective years of aviation experience to the table. Whether training technicians, managing and optimizing maintenance programs, analyzing aircraft write-ups to improve performance metrics, or engineering solutions to mitigate issues, the departments work cross-functionally to ensure each of our aircraft is ready to fly. As 2017 gears up to be a year focused on growth and operational performance, Budinger says that Technical Services will play a key role in achieving this year’s goals. In addition to their work integrating the new CRJ-200 aircraft, Technical Services will remain focused on reliability improvement. This is especially key for the Fleet Management and Reliability department, which gathers and analyzes on-time performance data to help determine and mitigate the drivers of delays and cancellations. “We work closely with Flight Ops, Inflight and Ground Ops to determine what can be changed to solve the issues,” said Roger Lien, Manager, Fleet Management and Reliability, who then works with Engineering and Maintenance to implement these changes. “We look at what we can do to modify the aircraft, programs, or procedures in order to resolve problems and make sure everyone has what they need to do their job better and improve the operation.” “Our priority is the safety and profitability of the aircraft, and there are a lot of reliability drivers that we are leading within Delta Connection,” added Heinz Ahlers, Manager, Engineering. “Delta often leans on us to test and set the standard, and there are many projects that we implement and get approved that are then pushed out to the other DC carriers.” With safety and reliability at the center of all they do, Technical Services is proud to continue to drive optimization, standardization, and efficiency at Endeavor in 2017 – and beyond. “Endeavor has tough goals to meet this year in terms of operational performance, but we have a strong, experienced team in place,” said Budinger. “We are ready for the challenge.”
aerospace
1
http://www.faa.gov/airports/resources/publications/reports/visual_aid/index.cfm?sect=exec
2014-07-30T13:12:25
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The purpose of this project was to develop a prototype visual aid to advise pilots that a runway is temporarily closed during visual meteorological conditions for both day and night operations, as recommended by Task Group 3-1.6 of the National Airspace Review. Several prototype systems were constructed and subjected to preliminary evaluation. An array of nine spotlights in the shape of the letter "X" was selected for final evaluation. Subject pilots were asked to provide comments as to the effectiveness of the system. Results of the evaluation indicated that the device provides an intuitive indication of a closed runway in adequate time for a pilot to execute a safe missed approach. The signal is effective during both straight-in and circling approaches.
aerospace
1
https://boeing.mediaroom.com/2001-02-14-Boeing-Apache-Longbow-to-Demonstrate-Aerobatics-in-Australia
2024-04-22T06:01:05
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The multi-role AH-64D Apache Longbow combat helicopter will be in the spotlight this week at Australian International Airshow 2001, performing a series of loops and rolls designed to demonstrate the aircraft's aerobatic prowess. The Apache Longbow, produced by The Boeing Company in Mesa, Ariz., is competing for the Australian Army's Armed Reconnaissance Helicopter program, an effort known as Air 87, which will enhance Australian Army and Australian Defence Force capabilities. Apache Longbow offers Australia a low-risk, cost-effective and off-the-shelf solution to its defense needs. The AH-64D Apache Longbow is the newest version of the combat-proven AH-64A Apache. It is a candidate to fulfill the attack helicopter and reconnaissance requirements of numerous armed forces. Defense forces worldwide have selected the Apache Longbow because of its multi-mission effectiveness and its peacetime cost of ownership. Boeing is producing the world's most advanced combat helicopter for the U.S. Army and defense forces in The Netherlands and the United Kingdom at a rate of more than five helicopters a month. Production will increase to six a month in late 2001 for the U.S. Army and, with international deliveries in progress, exceed six a month overall in 2001. While Apache Longbow is fully aerobatic, it doesn't need to be. The radar is capable of picking up all ground and airborne targets within an area of more than 50 square kilometers - all with a single scan. And the weapons can be aimed and fired by the crew's simply looking at the target. Key to the Apache Longbow's world dominance continues to be its technical superiority, which translates to technical overmatch when compared to threat systems that it might encounter. The Apache Longbow is designed to be the most capable, survivable, maintainable and available attack helicopter in the world. Boeing and the U.S. Army continue to integrate new technology to maintain that technical edge and to keep the aircraft relevant well into the future. "Apache is a proven performer," said Martin Stieglitz, Apache program manager. "And the next-generation Apache Longbow " currently in production - features fully integrated avionics and systems and provides a force-multiplier effect, enabling operators to pit fewer Apaches against larger numbers of opponents than would be possible with lesser aircraft." Stieglitz added, "Apache has continued to evolve over the years and represents a cost-effective, proven way to meet program objectives. With its planned upgrades, no one will ever view Apache as 'old technology.' It's on the leading edge now and will be there for decades to come." U.S. Army Apache Longbow aircraft will further demonstrate the aircraft's advanced capabilities in early 2001 during the Army's Division Capstone Exercise at Fort Irwin, Calif. During the field test, 16 Apache Longbows will participate in the exercise. Boeing recently signed a second five-year, multi-year contract with the U.S. Army for 269 Apache Longbow aircraft. Combined with the first multi-year agreement, Boeing is under contract to produce 501 Apache Longbows for the Army through 2006.
aerospace
1
https://www.raillynews.com/2021/10/t129-attack-phase-2-helicopter-delivery-to-gendarmerie/
2023-02-03T16:26:09
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0.954829
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With the delivery of a T129 ATAK Phase-2 helicopter to the Gendarmerie General Command, the T129 ATAK telegram reached 66. President of Defense Industry Prof. Dr. Ismail Demir; In his post on his Twitter account on October 1, 2021, he announced that a T129 ATAK Phase-2 helicopter was delivered to the Gendarmerie General Command. President Demir shared, “We continue our efforts to meet the helicopter needs of our security forces. Finally, we delivered the T129 ATAK FAZ-2 Helicopter to the Gendarmerie.” Thus, the T129 ATAK Phase-2 helicopter equipped with a laser warning receiver and other electronic warfare systems entered the Gendarmerie General Command inventory, bringing the total number of ATAKs to 8. The 1922th Atak Helicopter with the tail number J-7 Sakarya was delivered to the Gendarmerie General Command by TAI in August 2021. On the other hand, Turkish Aerospace Industries (TUSAŞ) shared on Twitter about the T129 ATAK helicopter delivered, “Our ATAK delivery number has reached 66. We are proud to serve our country.” made statements. We continue our efforts to meet the helicopter needs of our security forces. - Ismail Demir (@IsmailDemirSSB) October 1, 2021 The first T129 ATAK Phase-2 helicopter equipped with laser warning receiver and other electronic warfare systems was delivered to the Land Forces Command by Turkish Aerospace Industries (TUSAŞ) on February 17, 2021. The development was announced by İsmail, President of the Turkish Defense Industry. In the statement made by SSB İsmail Demir on his social media account Twitter, it was stated that the T129 Atak helicopter was delivered to the General Directorate of Security for the first time. Iron statement, “We made the first deliveries of the FAZ-2 version of the ATAK helicopter, equipped with a laser warning receiver and other electronic warfare systems, to the General Directorate of Security and the KKK. #ATAK was made available to EGM for the first time. Best wishes!" made statements. Qualification tests of ATAK FAZ-2 helicopter were successfully completed in December 2020 The first flight of the ATAK FAZ-2 helicopter was successfully carried out at TAI facilities in November 2019. The FAZ-129 version of the T2 ATAK, equipped with laser warning receiver and electronic warfare systems, successfully performed its first flight in November 2019 and qualification tests were initiated. Within the scope of the T129 ATAK project carried out by the Presidency of Defense Industries, at least 59 ATAK helicopters produced by Turkish Aerospace Industries-TUSAŞ have been delivered to the security forces. At least 52 ATAK helicopters were delivered to the Land Forces Command, 6 to the Gendarmerie General Command, and 1 ATAK helicopter to the General Directorate of Security by TAI. 2 of the ATAK FAZ-21 configuration, for which the first deliveries have been made, will be delivered in the first stage. A total of 59 T32 ATAK Helicopters will be delivered to the Turkish Land Forces, 91 of which are definite, 24 of which are optional, and a total of 3 T27 ATAK helicopters, 129 of which are optional, to the Ministry of Interior. Günceleme: 03/10/2021 12:28
aerospace
1
http://www.nasa.gov/directorates/spacetech/news_media/media_collection_archive_1.html
2013-05-21T16:49:55
s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368700212265/warc/CC-MAIN-20130516103012-00043-ip-10-60-113-184.ec2.internal.warc.gz
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From a NASA perspective, manufacturing is key - always has been - to what we do in space. NASA is showing off a new generation of satellites that are capable of all sorts of extra-terrestrial work - and they are powered by something you probably already own. NASA is developing other types of miniaturized satellites, including these PhoneSats. Nasa plans to launch an enormous, ultra-thin sail into space to see whether it is possible to use the pressure of the sunlight to provide propellant-free transport capabilities. Wie says he can adapt already-existing technologies developed for space travel and military uses to make his plan work. Technology developed at the Jet Propulsion Laboratory led to the creation of a vital tool for physicians. NASA Space Technology’s Game Changing Development Program has selected eight proposals to develop advanced thermal control system technologies for future spacecraft. Inside a laboratory in California, space engineers are designing a new generation of rover... and they look like nothing you have seen before. Using photons from the sun to push a craft through space. Towed aloft by NASA's Droid UAV, the twin fuselage glider tests will include sub-scale rocket launches.
aerospace
1
https://nescacademy.nasa.gov/category/3/sub/16
2019-04-23T22:56:11
s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578613888.70/warc/CC-MAIN-20190423214818-20190423235857-00060.warc.gz
0.884323
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This catalog contains training modules developed by the NESC Structures Technical Discipline Team (TDT). Aerospace structures are lightweight, they house all flight systems and payloads, and they must withstand all mission loads and environments. The structures discipline strives to meet often contradictory mission requirements by performing trade and sensitivity studies using various sub-disciplines - structural mechanics, structural design and sizing, structural testing, computational mechanics, damage and failure prediction, and interdisciplinary analyses. The modules in this catalog capture lessons learned, perspectives, advice, and experiences of the various members of the structures TDT. Some content on this page might be saved in an alternative format. To view these files, download the following free software. - PDF Documents: Get Adobe® Reader®
aerospace
1
https://phoenixfiles.olin.edu/do/ff77de00-a6b9-425d-900b-9535a53d6d3f
2023-02-02T22:17:00
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0.875543
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Spring 2011 ENGR 3399: Mechanical and Aerospace Systems II: Course Materials: Assignment 2 A student team will work in the manner of a small engineering research and development company to develop a mechanical or aerospace system to address a current market need. A comprehensive system design will be developed based upon quantitative analysis using commercial simulation software. Prototypes systems will be fabricated, evaluated and refined to meet performance objectives. This semester will focus on the design and fabrication of a 'perching' landing gear system for a small autonomous or remotely controlled air vehicle. The landing gear will enable the air vehicle to grab a hold of and land upon tree branches. Mechanical aspects dominate but there is a need for hardware and software development of sensors and instrumentation.
aerospace
1
http://nasawatch.com/archives/transition/2010/05/
2013-05-25T10:37:50
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The Cape Canaveral and Kennedy Space Center (KSC) area was a hive of activity this week. The space shuttle Atlantis roared off the launch pad on its final mission, STS-132. Over at the Kennedy Space Center Visitor Complex it was announced that the final frontier will beam down in the form of a live stage show. It was also revealed this week that come this September, Brevard County in general and KSC in particular will be playing host to robots in disguise! Transition: May 2010 Archives This past week at Cape Canaveral saw the passing of a space legend, the build up to one of the final shuttle launches and efforts to stem the flow of highly-technical space jobs away from the area. It also saw private space company SpaceX striving to meet the launch criteria for its Falcon 9 rocket. "Overall, most agencies scored at 70 percent of total points or higher. Fewer than half of all agencies received 80 percent or higher. The top three agencies, which scored above 100 percent, were the National Aeronautic and Space Administration (NASA), the Department of Housing and Urban Development (HUD), and the U.S. Environmental Protection Agency (EPA). It should be noted that no agency achieved 100 percent compliance with the OGD criteria, as can be seen in the agencies' basic scores (scores that did not include any bonus points). Those agencies that scored over 100 percent overcame minor point deductions by earning bonus points." Open Government Plans Evaluations Available -- Find Wide Variations in Plans, OpenThe Government "No plan fulfilled all of the requirements of the OGD, but eight agencies created plans that stand out for their overall strength: NASA, the Department of Housing and Urban Development (HUD), the Environmental Protection Agency (EPA), the Office of Personnel Management (OPM), the Department of Transportation (DOT), the Nuclear Regulatory Commission (NRC), and the Department of Labor(DOL). Of the top tier plans, NASA, HUD and EPA stand out for presenting model plans."
aerospace
1
https://helihub.com/2018/10/26/astronics-max-viz-enhanced-vision-system-certified-by-sikorsky/
2019-01-16T22:23:37
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Astronics Corporation (Nasdaq: ATRO), a leading provider of advanced technologies for the global aerospace, defense and semiconductor industries, has worked with Sikorsky, a Lockheed Martin company, to install and certify the Max-Viz 2300 Enhanced Vision System (EVS) on a new Sikorsky S-76D™ helicopter. Offered by Astronics’ wholly-owned subsidiary Astronics Max-Viz, the 2300 can now present images on multi-function displays (MFDs), primary flight displays (PFDs), and on standalone displays. The Max-Viz 2300 is available on Sikorsky aircraft at time of purchase or as an upgrade later. “Astronics Max-Viz is pleased to be flying on Sikorsky’s S-76® platform and to be a part of its four-decade legacy of safety and reliability,” said Tom Geiger, Business Unit Manager for Astronics Max-Viz. “We are excited to be part of upgrading the capabilities of the proven S-76® fleet,” he added. Astronics Max-Viz EVS provides pilots with an unprecedented level of situational awareness and safety by enabling them to see more precisely during day or night in adverse weather conditions, such as haze, smoke, smog, and light fog, even on the darkest night. At night, pilots can also see and avoid clouds for a smoother ride. While landing, pilots using the Max-Viz EVS can identify the helipad and view the terrain clearly to avoid wildlife and unlit obstructions. Of the over 3,000 installed Astronics Max-Vis EVS systems, approximately 60 percent are on fixed-wing general aviation aircraft and 40 percent are on helicopters. With Supplemental and Type Certificates in both fixed-wing and rotor-wing aircraft, Astronics Max-Viz offers products built on more than 15 years of success in enhanced vision systems. - Triumph Awarded DLA Contract Extension - Sikorsky grants Make-A-Wish® Foundation with a S-76 ride - 7 trainee paramedics start at HIOW Air Ambulance - Bristow FY2019 Q3 earnings release and concall scheduled - Donate Items to the HFI Silent Auction - USMC receives last UH-1Y Venom - NEMSPA/USHST Joint IFR Helicopter Pilot Survey - NHRMC Stations AirLink Aircraft at Medical Center - CHC wins planning approval for Aberdeen facility upgrade - Profile – Kathryn Purwin of Helinet - DRF Luftrettung opens 10th night flight station - Austin Peay introduces first helicopter in its rotor-wing fleet - East Anglian Air Ambulance flies 25,000th mission - EASA certifies Bell 206 TT straps from Lord Corporation - NHV awarded new contract with Ørsted - RUAG to upgrade eight Swiss Cougars - JetNet to exhibit at NBAA Schedulers & Dispatchers Conference - Lobo Leasing appoints Chief Technical Officer - Indonesian Air Force places order for eight additional H225Ms - 14-Jan-19 PP-ECF Airbus AS350BA Rio de Janeiro, Brazil (1F)
aerospace
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https://behindtheblack.com/behind-the-black/points-of-information/esa-discovers-the-wonders-of-capitalism/
2021-09-21T22:47:15
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Three stories today illustrate how competition is revolutionizing and energizing the European aerospace industry: The first two stories are clearly examples of the new competition within the launch industry. The first describes the effort by ESA and Airbus-Safran, a partnership now dubbed ArianeGroup, to get the Ariane 6 rocket built fast and cheaply, under pressure as they are by SpaceX’s lower prices. The manufacturing consortium is looking for a 40% cost reduction, at least, in the Ariane 6, compared with the Ariane 5. In part that is coming from exploiting new materials and new manufacturing techniques (3D printing, friction stir welding, augmented reality design, etc) and in part by maximising the common use of elements in both the 62 and 64 variants. Avio’s solid-fuelled booster is also the same as the first stage on the company’s Vega rocket, which launches much smaller satellites. But a big cost saving will come from simply employing fewer people. “There is a transition from Ariane 5 to Ariane 6 (from 2020 to 2023), but from 2024, 2025 onwards – our workforce will be 30% less than today,” explained Hans Steininger, the boss of MT Aerospace, which is making the rocket’s huge metallic propellant tanks. The second article describes how ESA is suddenly changing its reusable mini-shuttle program from a typical, staid, dead-end research project (where they do a series of test flights with no thought towards using what they learned) to a private mini-shuttle available for lease by researchers of all stripes. By 2025, ESA officials said, Space Rider could be operating commercially, flying science payloads and bringing them back to Earth for roughly $9,200 per kilogram. Arianespace, the Evry, France-based launch services provider, would likely serve as Space Rider’s operator, offering industry and government customers the opportunity to fill the spaceplane 800-kilogram payload capacity with microgravity science, materials testing, telecommunications and robotics demonstrations. Previously, the plan had been to test fly this spaceplane without selling its cargo capacity. Now they want to make money on it, right from the beginning. The third article meanwhile illustrates that the old way of doing things is still a factor in Europe’s space effort. Europe’s Galileo GPS satellite network has been delayed badly by faulty atomic clocks. They are replacing them, and are preparing to resume launches. However, in ordering 8 new satellites they have also decided to keep OHB, the same contractor who provided the faulty atomic clocks, rather than give the contract to a competitor or at least split it between two contractors. The contract, expected in late 2016, was delayed as the commission and the 22-nation European Space Agency (ESA) debated whether to maintain OHB as Galileo’s sole supplier or to award all or part of the contract to competitor Thales Alenia Space Italia. In the event, the commission and ESA agreed that the savings realized from ordering recurrent-model spacecraft from OHB, and the schedule assurance this provided, outweighed arguments on behalf of dual sourcing. “Dual sourcing is always important but it needs to be weighed against other program requirements” including cost, said Paul Verhoef, ESA’s director of navigation. Verhoef said ESA and the commission may pursue dual sourcing for the next round of Galileo orders, when a new design will be used for the system’s second generation. I suspect that as competition continues to prove its worth ESA will move to accept the idea of competition in the building of future GPS satellites. For right now, however, this change was more than this large government bureaucracy could handle. My July fund-raising campaign for 2021 has now ended. Thank you all for your donations and subscriptions. While this year’s campaign was not as spectacular as last year’s, it was the second best July campaign since I began this website. And if you have not yet donated or subscribed, and you think what I write here is worth your support, you can still do so. I depend on this support to remain independent and free to write what I believe, without any pressure from others. Nor do I accept advertisements, or use oppressive social media companies like Google, Twitter, and Facebook. I depend wholly on the direct support of my readers. If you choose to help, you can contribute via Patreon or PayPal. To use Patreon, go to my website there and pick one of five monthly subscription amounts, or by making a one-time donation. For PayPal click one of the following buttons: If Patreon or Paypal don't work for you, you can support Behind The Black directly by sending your donation by check, payable to Robert Zimmerman, to Behind The Black c/o Robert Zimmerman Cortaro, AZ 85652
aerospace
1
https://washingtontechnology.com/articles/2008/06/02/fidelity-to-support-navy-flight-training.aspx
2020-01-22T05:18:46
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Fidelity to support Navy flight training - By Doug Beizer - Jun 02, 2008 Fidelity Technologies Corp. will provide classroom and simulation training for naval aviators and flight officers under a new five-year, $68 million contract with the NAVAIR Training Systems Division. Fidelity of Reading, Pa., will provide flight instructors for the Navy's Chief of Naval Air Training in Corpus Christi, Texas. The training is coordinated through five training wings: Naval Air Station Meridian, Miss.; NAS Pensacola, Fla.; NAS Whiting Field, Fla.; NAS Corpus Christi and NAS Kingsville, Texas. The company already provides flight training to the Navy's Pacific Fleet through a separate, five-year contract. The new contract is the largest of its type in Fidelity's 20-year history, said J. David Gulati, Fidelity's president. Instructors with Fidelity's Field Services Division will work with trainees in the first phase of aviator schooling, when they are taught basics such as wing dynamics and how to approach a runway. The instructors will run the curriculum in classrooms and flight simulators. The Chief of Naval Air Training program trains about 1,000 pilots and 300 Naval flight officers each year. The pilot training program for college graduates takes about 18 months to complete, and the naval flight officer syllabus takes about 12 months. Fidelity provides services and products to government clients in the areas of simulation and training, field support services, military and aerospace manufacturing, and meteorological products and systems. Doug Beizer is a staff writer for Washington Technology.
aerospace
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https://neverseenbefore.co.uk/nasas-kepler-space-telescope-is-dead-long-live-kepler/
2021-01-26T22:29:20
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NASA’s Kepler Space Telescope is dead. Long live Kepler. All good things must come to an end, on Earth and even in space. NASA announced on Tuesday that the Kepler mission — which has transformed how we understand planets outside of our solar system — is officially over. According to the space agency, Kepler has run out of fuel in space, ending its 9.5-year planet hunting mission. “Before we launched Kepler, we didn’t know if planets were common or rare in our galaxy,” Paul Hertz, NASA’s Astrophysics Division director, said in a press call Tuesday. Thanks to Kepler’s data, which was all safely beamed back to Earth before the end of the mission, we now know that planets are, in fact, exceedingly common. Read more…
aerospace
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http://perfscience.com/content/2145448-nasa-working-laser-based-high-speed-space-internet
2017-04-28T00:35:16
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Diet soda and artificial sweeteners have been under scrutiny and many research projects have tried to check the impact of long term consumption of NASA working on LASER-based high speed space internet As existing communication systems suffer from a number of drawbacks like slower speeds and overloading of the bandwidth, NASA is working on a new technology that would enable high-speed movement of internet data in space. The U.S. space agency’s Laser Communications Relay Demonstration communication satellite encodes data onto a beam of light and transmits it anywhere from 10 to 100 times faster than currently-used radio-based space communications. Don Cornwell of NASA’s Space Communications & Navigation program, said, “LCRD will allow NASA to learn how to optimally use this disruptive new technology. We are also designing a laser terminal for the International Space Station that will use LCRD to relay data from the station to the ground at gigabit-per-second data rates.” LCRD project leader Steve Jurczyk described the new technology as the next step in implementing the agency’s vision of using optical communications for near-Earth as well as deep space missions. Experts believe that the new technology has the potential to revolutionize space communications.
aerospace
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https://www.flyingmag.com/aircraft/helicopters/bell-525-relentless-redefines-heli-market/
2020-04-04T00:28:16
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The new twin is powered by a pair of GE CT7-2F1 full authority digital engine control (fadec) turbines, each producing around 2,000 shaft horsepower. The engines will feature state-of-the-art turbine sections, which Bell says will employ new materials and design innovations. We can't wait to hear the details on that. (For more, see Stephen Pope's story on new jet engine technology.) The 525 also features the brand new Garmin G5000H avionics suite, which will set a high bar in helicopter electronics capability, including extensive graphical systems management, voice control, data logging, synthetic vision and cutting edge communications capabilities. The G5000H is the helicopter version of Garmin's G5000 flat-panel avionics system, launched on another Textron product, the Citation Ten, in 2010. The new helicopter one-ups previous Bell products in terms of blade count, according to Bell and as far as we know: as it employs five blades instead of the traditional two or four.
aerospace
1
https://spacenews.com/tag/orbital-debris/
2022-05-28T10:57:21
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Indian authorities are examining several pieces of suspected space debris that fell into rural western India on May 12, with the timing of the incident suggesting they could be parts of a Chinese rocket that reentered the atmosphere that day. SpaceWERX selected 125 industry teams for the initial phase of the Orbital Prime program, an effort to develop technologies for orbital debris removal and other space services. India’s space agency is examining a large metal ring and a cylinder-like object that fell into rural western India April 2, with a preliminary investigation suggesting they could be parts of a Chinese space rocket’s upper stage that reentered the atmosphere that day. Vice President Kamala Harris announced April 18 that the United States will ban direct-ascent anti-satellite (ASAT) missile tests that create orbital debris. In light of Russia’s reckless behavior, which even endangered its cosmonauts aboard the International Space Station, the U.S. and European roles in space governance become more imperative. Millions of pieces of orbital debris big enough to harm satellites but too tiny to track threaten "permanent stability and safety in orbit." The Intelligence Advanced Research Projects Activity in a request for information asks for 'innovative approaches to detect and track currently undetectable orbital space debris' The Space Force wants to partner with private companies on debris removal initiatives, said vice chief of space operations Gen. David “DT” Thompson. The United States is a space superpower but is not doing as much as other nations to solve the problem of orbital debris, an industry expert said Jan. 6. Vice Chief of Space Operations Gen. David Thompson in a video released Jan. 5 called on the private sector to help clean up space junk. Japan and Australia have joined international condemnation of Russia for testing an anti-satellite weapon Nov. 15 that created over 1,500 pieces of debris in low Earth orbit. South Korea’s foreign ministry expressed concern over the “numerous pieces of debris” created in low Earth orbit when Russia destroyed a Soviet-era satellite with a missile strike earlier this week but stopped short of criticizing Russia. Policy issues regarding active debris removal are not as difficult to overcome as many believe, industry officials say, but acknowledge that those challenges may hinder efforts to remove the most dangerous pieces of debris in orbit. A group of nearly 40 parliamentarians from 15 nations call on companies and countries to support a new initiative to address the growing space debris problem. The Biden administration plans to update an existing research-and-development plan aimed at combatting orbital debris. SpaceWERX plans to select at least one team to conduct an on-orbit demonstration of active debris removal within the next two years The U.S. government’s indecision about how to manage the space debris problem is delaying private investments and efforts to develop space cleanup businesses, says a new white paper from the consulting firm Avascent. LaunchSpace Technologies Corp., a company developing technology to capture orbital debris, is the latest space startup to seek funding on an equity crowdfunding platform. NASA advisor Bhavya Lal said the debris challenge is similar to the debate over how to addresss climate change.
aerospace
1
https://mydronehome.com/ama-drone-report-04-13-17-faa-military-base-restrictions-new-dji-yuneec-breeze/
2021-07-26T22:27:42
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Also: Drone Racing League, Drones And Agricultural Aircraft, San Diego Drone Regs OK, drone pilots, the FAA has just issued some new airspace limitations we ALL need to be aware of… Using existing authority under (14 CFR) § 99.7 – “Special Security Instructions” – to address national security concerns about unauthorized drone operations over a current total of 133 military facilities. This is the first time the agency has published airspace restrictions that specifically apply only to drones. The FAA and DoD have agreed to restrict drone flights up to 400 feet within the lateral boundaries of these 133 facilities. The restrictions take effect on April 14, 2017, with limited exceptions. Chinese drone giant DJI is reportedly planning an entry into the drone selfie market, but it is not yet known what the aircraft will be called. Media reports suggest that DJI has filed a trademark application for the name “DJI Spark”, but it has also been rumored to be dubbed the “Mavic Mini”. One of our favorite drones from CES 2017, the Yuneec Breeze, will now allow users to stream live video to YouTube, Facebook and other popular social media platforms through the Yuneec app. All this — and MORE in today’s episode of the AMA Drone Report!!! AMA Drone Report 04.13.17 is chock full of info in this Weekly News Episode, Thursday, April 13th, 2017… Presented by Aero-TV veteran videographer and Airborne Hosts Brianne Cross, Christopher Odom, and Laura Hutson, and is supported by ANN CEO/Editor-In-Chief Jim Campbell, Chief Videographer Nathan Cremisino, and Aero-Journalist Tom Patton, this episode covers: FAA Restricts Drone Operations Over Certain Military Bases DJI Looks At Drone Selfie Market Yuneec Breeze Adds Social Media Video Streaming Drone Racing League Introduces Next Generation Of Racing Drones NAAA: Drones And Agricultural Aircraft Don’t Mix San Diego Adopts Drone Regulations Get Comprehensive, Real-Time, 24/7 coverage of the latest aviation and aerospace stories anytime, at aero-news.net. And be sure to join us again next week for the next edition of “AMA Drone Report” here on Aero-TV. Thanks for watching. See you, again, next week! © 2017, Aero-News Network, Inc., ALL Rights Reserved. FMI: www.amadronereport.com, www.airborne-unmanned.net, www.airbornetv.net, www.aero-news.net, www.aero-tv.net, www.youtube.com/aerotvnetwork,
aerospace
1
http://errymath.blogspot.com/2016/11/cloud-shadow-uav-emerges.html
2018-05-22T21:39:46
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Cloud Shadow is powered by an 'indigenous' WP11C turbojet engine. Source: IHS/Kelvin Wong Developed by AVIC's Chengdu Aircraft Corporation (CAC) subsidiary, the export-oriented Cloud Shadow is available in two configurations: the armed reconnaissance model, which has a maximum speed of 550 km/h but a payload capacity of 400 kg, and six underwing hardpoints for external stores; and a dedicated intelligence, surveillance, and reconnaissance (ISR) platform, which features a higher maximum speed of 620 km/h but can only carry a 200 kg payload comprising communication, and radar surveillance equipment, or high-definition photo-reconnaissance systems. The ISR and armed reconnaissance variants are similarly equipped with a synthetic aperture radar (SAR) for improved moving target tracking performance, although only the latter carries a belly-mounted electro-optical/infrared (EO/IR) sensor turret for target designation and post-strike battle-damage assessment (BDA). 9 m long and 3.66 m tall airframe with a mid-mounted wing design that spans 17.8 m and features a forward-swept trailing edge on the inboard section tapering to a constant chord outer section, the Cloud Shadow's wings are swept back about 10°. The Cloud Shadow is also equipped with V tail surfaces and a dorsally mounted pod for its propulsion system. This was revealed by AVIC to be the WP11C turbojet engine, a "modernised and refined" version of the original WP11 system developed by the Beijing University of Aeronautics and Astronautics (BUAA) for unmanned aircraft applications. The Cloud Shadow UAV. (IHS/Kelvin Wong) Zhuhai air show seals US$40b worth of deals. Xinhua A total of 402 deals worth over 40 billion U.S. dollars were struck at the 11th China International Aviation & Aerospace Exhibition in Zhuhai, south China's Guangdong Province, the organizer said Sunday. The six-day exhibition closed Sunday, attracting more than 700 exhibitors from 42 countries and regions and 400,000 professional and general audience. A total of 151 aircraft attended the air show, including China's most-advanced J-20 stealth fighter. Customers ordered 187 aircraft at the fair. Commercial Aircraft Corporation of China (COMAC) was the winner, with one leasing firm ordering 40 regional jets ARJ21-700 and two others ordering 56 large passenger aircraft C919.
aerospace
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http://news.sys-con.com/node/2992758
2016-08-28T07:00:34
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|By PR Newswire|| |February 28, 2014 08:25 PM EST|| WASHINGTON, Feb. 28, 2014 /PRNewswire-USNewswire/ -- NASA astronaut Steve Swanson, who is making final preparations for a March launch to the International Space Station, is available for live satellite interviews from 8 -9 a.m. EST Friday, March 7. Swanson, who hails from Steamboat Springs, Colo., will participate in the interviews live from the Gagarin Cosmonaut Training Center in Star City, Russia. The interviews will be preceded at 7:30 a.m. by a video highlighting of his mission training and previous spaceflight highlights. To participate, reporters should contact Karen Svetaka at 281-483-8684 or Seth Marcantel at 281-792-7515 no later than 3 p.m., Thursday, March 6. Swanson holds degrees from the University of Colorado, Florida Atlantic University and Texas A&M University. He worked as a NASA systems engineer and flight engineer for Shuttle Training Aircraft before his selection in 1998 for the astronaut corps. Since then, he has flown to the space station on two space shuttle missions -- STS-117 in 2007 and STS-119 in 2009 -- during which he conducted four spacewalks. His mission team includes cosmonauts Alexander Skvortsov and Oleg Artemyev of the Russian Federal Space Agency (Roscosmos). The three will launch to the station aboard a Soyuz spacecraft March 25 from the Baikonur Cosmodrome in Kazakhstan. At the space station, they will join Expedition 39 members NASA astronaut Rick Mastracchio, Japan Aerospace Exploration Agency astronaut Koichi Wakata and Roscosmos cosmonaut Mikhail Tyurin, who launched to the station in November 2013. Together, the six crew members will continue the several hundred experiments in biology, biotechnology, physical science and Earth science currently underway and scheduled to take place aboard mankind's only orbiting lab. Swanson will assume command of Expedition 40 in May after Expedition 39 returns home. He is scheduled to return to Earth with crew members Skvortsov and Artemyev in September. For more information on NASA TV coverage, see: Swanson's biography is available at: Follow Expedition 39 and 40 crew members on Instagram: Follow other NASA astronauts via Twitter at: For information about the International Space Station, visit: Aug. 28, 2016 02:00 AM EDT Reads: 1,760 Aug. 28, 2016 01:45 AM EDT Reads: 2,134 Aug. 28, 2016 01:30 AM EDT Reads: 2,066 Aug. 28, 2016 01:00 AM EDT Reads: 2,959 Aug. 28, 2016 12:15 AM EDT Reads: 1,817 Aug. 27, 2016 11:00 PM EDT Reads: 3,993 Aug. 27, 2016 08:45 PM EDT Reads: 1,773 Aug. 27, 2016 08:45 PM EDT Reads: 2,339 Aug. 27, 2016 06:15 PM EDT Reads: 736 Aug. 27, 2016 06:00 PM EDT Reads: 3,093 Aug. 27, 2016 06:00 PM EDT Reads: 730 Aug. 27, 2016 05:15 PM EDT Reads: 1,576 Aug. 27, 2016 05:00 PM EDT Reads: 1,883 Aug. 27, 2016 04:45 PM EDT Reads: 1,633 Aug. 27, 2016 04:00 PM EDT Reads: 582
aerospace
1
https://www.jta.org/1994/11/01/archive/russia-and-israels-technion-agree-to-launch-satellite-in-joint-venture
2019-05-23T23:33:35
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Russia and the Technion-Israel Institute of Technology in Haifa have agreed to a joint venture that will launch a satellite into space in 1995. After a five-member delegation arrived here to finalize details of the venture, the agreement was signed Monday between the Technion and the Russian STC Complex. The Russian firm was established in 1991 to convert Soviet military technology into Russian civilian enterprises. The Gurwinl-TechSat communications satellite was designed and built over a period of three years at a cost of $3.5 million. The satellite is scheduled to be launched into space in March, along with two other satellites from a site about 560 miles from Moscow. Putting the satellite into an orbit some 430 miles above the Earth is expected to cost an additional $250,000, a sum being financed by New York businessman Joseph Gurwin, through the auspices of the American Technion Society. The satellite project was the brainchild of astrophysicist Giora Shaviv, head of aerospace engineering at the Technion. Hundreds of students have been involved in the project, together with experts from 12 leading Israeli high-tech companies. The communications satellite will be used as a relay station for amateur radio operators throughout the world. The satellite will also be used for scientific experiments, including measuring ozone levels on Earth and tracking cloud formations. The Archive of the Jewish Telegraphic Agency includes articles published from 1923 to 2008. Archive stories reflect the journalistic standards and practices of the time they were published.
aerospace
1
https://en.wps.ru/archive/military-2007-08-24/
2017-07-27T16:38:59
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A series of international military exercises continues in the territory of Russia. As soon as military exercises of member states of the Shanghai Cooperation Organization (SCO) Peace Mission-2007 ended in the Urals area, the exercises of united air defense system of the CIS member states Combat Community-2007 entered the decisive phase at Ashuluk training range. Before the exercises, a meeting of the coordinating council for air defense issues of the council of defense ministers of the CIS countries was held at Privolzhsky airfield in the Astrakhan Region with the participation of commanders of air force and air defense forces of Armenia, Belarus, Kazakhstan, Russia and Tajikistan. Between August 14 and 18, flight and combat skills were demonstrated by more than 30 Russian bombers Tu-22M3 and Tu-95MS. With the support of aerial tankers IL-78 the bombers worked out issues of interaction, command and orientation in polar latitudes and performed launches of cruise missiles and aerial refueling. Meanwhile, the activeness of Russian aviation is registered not only in the trans-polar region. On August 22, the actions of pilots and crews of air defense systems were watched by defense ministers of Russia, Belarus, Kazakhstan, Kyrgyzstan, Armenia, Tajikistan and Uzbekistan at exercises Combat Community-2007. Interestingly, almost all these countries were participants or observers of the SCO exercises in Chebarkul. In Ashuluk, combat skills were demonstrated by air defense units of Russia, Belarus and Kyrgyzstan. Armenia, Uzbekistan, Tajikistan and Kazakhstan were present there as observers. Colonel Alexander Drobyshevsky, aide to the Air Force Commander for information support, told WPS that “about 3,000 servicemen and more than 30 airplanes and helicopters are attracted to participation in the second stage of the exercises.” Along with this, airplanes Su-24, Su-35, Su-27, MiG-29 and helicopters Mi-8 and Mi-24 of the air force of Russia and Belarus will perform more than 100 flights and crews of air defense missile systems S-300, S-125 and Buk will fire at dynamic and ballistic missiles. Meanwhile, not all CIS countries participate in work of the united air defense system now. Georgia and Turkmenistan have abstained from participation in any programs of the united system since 1997. However, even in the framework of the Collective Security Treaty Organization (ODKB), the united air defense system of the CIS represents an impressive force. The united air defense system of the CIS established more than 12 years ago unites 19 fighter aviation regiments, 29 air defense missile regiments, 22 radio technical units, two electronic countermeasures units, as well as four air defense brigades. The air defense missile units are armed with Osa, Buk, S-75, S-125, S-200 and S-300 systems of several modifications. Fighter aviation uses MiG-23, MiG-29, MiG-31 and Su-27 airplanes. Joint exercises Combat Community have been conducted since 1995. Since that time, 70 air defense missile battalions of various modifications, 60 crews of fighter, attack and bomber aviation and 14 units of radio technical forces were attracted for firing practice. Member states of the united air defense system of the CIS are going to get integrated further. More efficient uniting of the air defense forces of the CIS countries will be done on the basis of the Russian-Belarusian system, implying the establishment of a united regional command and mutual use of the detection means and system for airspace control of the member states. Besides the West European zone to be covered by the air defense forces of Russia and Belarus, it is also planned to create the Caucasian and the Central Asian air defense zones of the CIS countries. Military experts say that the preservation and maintenance of the infrastructure necessary for the fulfillment of the tasks, provision of military assistance to the armed forces of Armenia, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Tajikistan and Uzbekistan in buildup of the national air defense forces, organization of joint combat duty with them and the conduction of joint command staff exercises with real indication of air situation. Thus, the united air defense system of the CIS exists in reality and defends the member states from threats from the air and outer space. So far, the united air defense system of the CIS is the most efficient component of ODKB that is practically implemented in the protection of airspace of the ODKB member states.
aerospace
1
https://theflyingcloud.aero/ukraine-forces-shoot-down-russian-combat-aircraft-near-bakhmut/
2023-03-24T09:42:00
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Ukrainian forces reportedly shoot down a Russian combat aircraft near the eastern Ukrainian city of Bakhmut. According to the military, Ukrainian Soldiers have shot down a Russian Su-24 Fencer two-seat strike jet. The footage shows a Russian aircraft crashing down to the ground in flames and one of the pilots was seen just after ejecting. […] The post Ukraine forces shoot down Russian combat aircraft near Bakhmut first appeared on Defence Blog.
aerospace
1
https://internethobbies.com/products/italeri-model-cars-1-72-ef-2000-typhoon-with-sprue-cutter-and-video-set
2020-10-27T00:47:33
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Italeri Aircraft 1/72 EF-2000 Typhoon with Sprue Cutter and Video Set The Eurofighter project aimed to produce an advanced multi-role combat aircraft with strong interception capabilities. The resulting "Typhoon" is one of the best air superiority fighters in the world. Its aerodynamic canard-delta wing and twin Eurojet EJ200 turbofan engines enable it to reach a maximum speed of Mach 2. Onboard technology and fly-by-wire control delivers supreme maneuverability. Its combination of missiles, bombs, internal cannon, and external fuel tanks makes it lethal to air and ground targets in a wide combat radius. Special edition starter set includes a sprue cutter and downloadable instruction video.
aerospace
1
https://www.theladders.com/job/testing-technical-writer-plano-tx_36293539
2018-11-12T23:20:25
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We are looking for Testing Technical Writer for our client in ?Plano, TX Job Title: Testing Technical Writer Job Location: ?Plano, TX Job Type: Contract ? 12 Months / Contract to Hire / Direct Hire ?US citizens and those authorized to work in the US are encouraged to apply. We are unable to sponsor H1b candidates at this time.? - Min year of exp - 3+ years - Aerospace Lab Technical Writer supporting developmental, sustaining and emergent test requirements on all airplane model engineering test benches. - Supports the coordination and creation of test report documentation and a understanding of general-purpose test equipment (GPTE) to support test configuration requirements. Duties typically include: - Plan, develop, organize, write and edit operational procedures, manual, and test reports. - Research, develop and document technical test results, specifications and analze data. - Produce electronic documentation illustrating the testing outcome, along with presenting data and results in a team setting. - Maintain a comprehensive library of technical terminology and documentation. - Analyze documents to maintain continuity of style and format amongst team. - Ability to manage updates and revisions to technical literature. - Support lab initiatives and regulatory policies on safety, configuration control, electro-static discharge, and asset management. - Identify and correct lab safety issues. - Assist with overall lab cleanliness and floor space conservation. - Works under general supervision. - Experience with technical writing with regards to testing and troubleshooting of commercial aircraft avionics, flight controls and electrical systems - Excellent communication/partnering skills - Ability to work within team environment **Basic computing skills - Experience with Oscilloscopes, volt meters, signal analyzers, and/or logic analyzers, other general purpose test equipment. - BS or Associates Degree/diploma/certificate from an accredited vocational/technical institute in Electrical or Mechanical Engineering field with Technical Writing experience a plus.
aerospace
1
http://www.redorbit.com/topics/unmanned-spacecraft/?page=3
2014-12-22T10:37:49
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Latest Unmanned spacecraft Stories Kimberly Lichtenberg, an instrument engineer for the Mars Curiosity rover, will speak about “Two Years on Mars: The Good, the Bad and the Ugly” during the University of Utah’s Frontiers of Science Lecture on Wednesday, Sept. 24. The Dawn spacecraft has resumed normal ion thrusting after the thrusting unexpectedly stopped and the spacecraft entered safe mode on September 11. Technology used in NASA Mars missions will provide insights into microbial testing related to tissue processing CENTENNIAL, Colo., Sept. NASA's Mars Curiosity rover has reached the Red Planet's Mount Sharp, a Mount-Rainier-size mountain at the center of the vast Gale Crater and the rover mission's long-term prime destination. NASA will host a teleconference at 1 p.m. EDT Thursday, Sept. 11, to discuss mission status and the future science campaign for the Mars rover Curiosity mission. WASHINGTON, Sept. 9, 2014 /PRNewswire-USNewswire/ -- NASA will host a teleconference at 1 p.m. EDT Thursday, Sept. A2100 satellite family now offers side-by-side dual launch and a reprogrammable mission processor PARIS, Sept. GREENBELT, Md., Aug. 28, 2014 /PRNewswire-USNewswire/ -- NASA's Goddard Space Flight Center Visitor Center in Greenbelt, Maryland, will host a public event on Sept. 6 from 6 p.m. to 9 p.m. They are the darkest and coldest places on the surface of the moon, but deep in the craters of the polar regions, electrical activity may be creating a kind of “sparking” that has driven changes in lunar soil evolution. Cassini-Huygens Mission -- The Cassini unmanned space probe is intended to study Saturn and its moons. It was launched on October 15, 1997 and is estimated to enter Saturn's orbit on July 1, 2004. The mission is a joined NASA/ESA project. Cassini's principal objectives are to: -- determine the three-dimensional structure and dynamical behavior of the rings -- determine the composition of the satellite surfaces and the geological history of each object -- determine the nature and... - a meat pie that is usually eaten at Christmas in Quebec
aerospace
1
https://parisair.com/5-things-to-look-for-flight-school/
2024-04-22T07:26:20
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Finding the right flight school can be challenging, so it’s important to evaluate schools on what matters most. After you decide that you want to be a pilot, you will need to find a flight school that matches your learning style, scheduling needs, and overall goals. An investment in the right flight school is an investment in your future–and a key component to your success as a pilot. Finding the right flight school forms the foundation of your aviation journey and blazes a path towards a fulfilling career. Here are the top five factors to look for when choosing the best flight school for you. (1) Scheduling Flexibility As with any educational program, flexibility is key. At Paris Air Inc there are a multitude of instructors and over 50 aircraft, giving students the flexibility to decide which schedules work best for them. This means that the stress of inconvenient schedules is eliminated, allowing students to focus on what matters most–learning to fly. When we asked Paris Air flight instructor Filippo Romelli why he loves Paris Air so much, he cited our flexibility for instructors and students when making their schedules. This can really be a game changer by eliminating headaches associated with rigid schedules. (2) Diversity of Instructors As a flight school with plentiful resources, we have a wide-range of instructors to choose from. This means that you can choose the instructor that you work best with and who aligns with your unique learning style. Everyone has a distinct personality and collaborates best with someone who meets their communication style. Having the option to choose who to collaborate with can really make the difference between a good flight training experience and an outstanding one. (3) Curriculum Options within the Flight School Because everyone has different needs and preferences when it comes to the structure of curriculum, it’s beneficial to have different options to choose from. Paris Air offers both FAA-approved Part 141 and Part 61 flight school options. These categories refer to the FAA regulations that oversee the training programs. The main difference between the two styles is that Part 141 offers a more structured and fast-paced curriculum with complementary ground school and flight training. As a result, you often can get your license in fewer hours. With this track, students begin with ground school. After the ground school is completed, students take flight by flying with instructors. This allows students to apply the knowledge they learn in the classroom. When we spoke with Paris Air student Simon Baudry, he shared that his favorite part of learning to fly at Paris Air was having the opportunity to apply what he learned in ground school with his instructor in the air. Alternatively, Part 61 offers greater flexibility for student pilots, and training can occur at a slower pace. At the end of the day, deciding on whether to pursue Part 141 instruction or Part 61 depends on your learning style and scheduling needs. If structure is what you desire, Part 141 is probably the best choice. But if a slower paced, more flexible option is what you prefer, Part 61 is the better choice. (4) Availability and Safety of Aircraft Having a large aircraft fleet means having more options for scheduling flights and more options when choosing the type of aircraft to fly. Paris Air’s large fleet consists of over 50 single-engine and multi-engine aircraft. We have several Piper and Cessna single-engine aircraft and Piper Senecas for multi-engine training. We also have Piper Chieftains for high performance endorsement. In addition to having many airplanes at the ready, the safety and quality of our aircraft fleet is of the utmost importance to us. Our Part 145 FAA-approved Repair Station ensures that our planes are kept in the safest conditions possible. The Part 145 certification means that our maintenance operations are held to a higher standard of excellence. As a result, our students and flight instructors can have confidence that the planes they are flying on a daily basis are safe and high-performing. (5) Comprehensive Offerings Obtaining your pilot’s license has many challenges that will put you to the test and stretch you, but things like scheduling testing and check rides shouldn’t be one of them. At Paris Air, we provide all of the resources you need to complete your flight training successfully. We offer the following services: - FAA-approved courses; - Hands-on flight training; - On-site FAA Airman Knowledge Testing; - Designated Pilot Examiners for check rides; and - Professional pilot shop. In addition, for our international students with English being their second language, we partner with OHLA English school to offer English courses. We also offer resources to help international students with Visa applications and completing our application. In addition, our comfortable and convenient housing for our students makes their time at Paris Air seamless and comfortable. At the end of the day, all of these resources eliminate stress and barriers for students, allowing them to focus on flying instead of worrying about logistics. Launch Your Aviation Journey with Paris Air Flight School Paris Air has it all–flexibility, plentiful options, and a culture of safety. With a 100 percent graduation rate, the success and satisfaction of our students is our top priority. Our instructors and team all share this goal, cultivating a culture of excellence and passion for aviation. The different licenses we offer include: - Career Pilot Airplane Program (Multi-Engine) - Commercial Pilot Certification with Multi-Engine Instrument Rating - Career Pilot Airplane Program (Single-Engine) - Commercial Pilot Certification with Single-Engine Instrument Rating - Private Pilot Airplane Program - Instrument Rating Airplane Program - Certified Flight Instructor Instrument Airplane Program: Initial Rating - Certified Flight Instructor Airplane Program: Additional Rating - Certified Flight Instructor Multi-Engine Airplane Program: Additional Rating - Airline Transport Pilot Certification Course We also offer helicopter training courses for helicopter pilots: - Private Pilot Helicopter Program - Instrument Rating Helicopter Program - Certified Flight Instructor Helicopter Program: Initial Rating - Certified Flight Instructor Instrument Helicopter Program: Add-On Rating - Airline Transport Pilot Helicopter Certification Course If you’re interested in learning more about Paris Air Flight Academy, contact us here.
aerospace
1
https://www.inverse.com/article/60140-spacex-elon-musk-explains-starship-s-moon-base
2023-04-02T11:29:27
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SpaceX: Elon Musk explains a "big challenge" facing Starship's moon base It won't be plain sailing. SpaceX wants to go to the moon, but finding the resources to power a fuel depot could prove difficult. One of the major problems could be that, unlike Mars, the moon may not hold as many resources. Elon Musk explained via Twitter Monday that the moon may lack carbon. That would mean that, unlike in Mars where the Starship could refuel by using atmosphere resources, lunar visitors would have to consider their options. “Big challenge for Starship refueling on the moon is finding sources of carbon,” Musk explained on Twitter. “Probably some pretty big deposits in craters from meteorites. Same goes for hydrogen & oxygen, also in (shadowed) craters.” SpaceX and Musk have regularly touted their long-term ambition to build a city on Mars by 2050. But solving the issues around a moon base could provide astronauts with a base that takes a matter of days to reach from Earth, as opposed to the matter of months it would take to reach Mars. As the company continues its quest to develop humanity into a multi-planetary species, solving the moon issue could provide vital experience for future expansion. SpaceX lunar base: Why carbon is so important SpaceX is currently developing the Starship, a fully reusable stainless steel rocket capable of transporting 100 people at a time to Mars and beyond. It’s powered by the Raptor engine that uses liquid oxygen and methane to fly, unlike the Merlin engines that use harder-to-find rocket propellant. This is crucial to SpaceX’s ambitions because it means the company could build a propellant depot in space to refuel and return home, or even venture out further. The idea is that, by supplying carbon dioxide and water, the astronauts can use chemical processes to create more fuel. This makes sense for Mars, where carbon dioxide is in abundance in the atmosphere and water is stored in ice. But what about the moon? Unlike Mars, the moon has no atmosphere. That makes it harder for water to remain on the surface, as it can disappear as it evaporates. However, NASA announced in August 2018 that the moon has some water ice at the poles, where temperatures never move past -250 degrees Fahrenheit. Water has also been detected below the surface. With water present and Musk floating the idea of carbon hidden below the surface, a propellant depot should be a lot more straightforward, right? Perhaps not. Experts have questioned whether a mine on the moon could work, and how long it would take to establish. “Here on the Earth, to set up a mine, it can take 20 years — and that’s on the Earth,” Phil Metzger, a planetary physicist at the University of Central Florida, told The Verge earlier this month. “So when you talk about setting up a mine on the moon, it’s harder, especially because we have less understanding of the resource, and we have zero experience in doing mining operations in that environment.” SpaceX lunar base: When could it arrive? SpaceX has shown more interest in establishing a Mars colony instead of the moon. However, at the Boca Chica facility press event at the end of September, the company revealed an impressive rendering of what a moon base could look like. NASA, on the other hand, has expressed stronger interest. It hopes to send humans to the moon and establish a lunar base in five years’ time. That’s a deadline that has been described as “extremely tight” by Milt Windler, one of the Apollo 13 flight directors, in an interview with Inverse this July. When humans do reach the surface, they could live a relatively comfortable life. A Mars habitat concept produced this month showed how, in 150 years’ time, more permanent settlements could provide Earth-like amenities below the surface.
aerospace
1
http://brusbits.blogspot.com/2009/07/we-choose-moon-apollo-xi-40th.html
2017-04-25T22:21:31
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Friday, July 17, 2009 We Choose the Moon - Apollo XI 40th Anniversary The JFK Presidential Library has a very cool website that celebrates the 40th Anniversary of the Apollo XI lunar landing and the fulfillment of JFK's promise to land a man on the moon by the close of the 1960s. It is currently running a real-time interactive recreation of the mission and has great archival photos and videos. Very cool.
aerospace
1
https://www.tt-forums.net/viewtopic.php?f=49&t=70897&start=40
2021-01-25T12:43:24
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Nonsense, plane attitude was over 10 km, it is far easier to notice number of engines (777 - two, vs Il-96 - four) than thin stripe.YNM wrote:There're speculations (or truth ?) that peoples in Ukraine thought the plane is a Russian presidential plane... the striping is similar from what I know - thin bule and red. Putin's route was not over Ukraine, far beyond BUK range. Civilian air-plane is also easy to identify - you can see its code displayed on the radar screen. But if somebody is giving powerful toys to amateur incompetent boys, the results can be outrageous.
aerospace
1
http://www.esa.int/Science_Exploration/Space_Science/Mars_Express/Jorge_Vago
2020-10-26T16:56:24
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ExoMars Project Scientist, ESA-ESTEC, Netherlands Subjects: ExoMars mission and science overview, Martian space environment What makes ExoMars so special with respect to other past, current and even future missions to Mars? ExoMars will carry the most complete suite of instruments dedicated to organic and mineralogical studies ever planned for a Mars mission. With its powerful rover and drill, ExoMars will also be the first mission combining mobility and access to subsurface locations where organic molecules may be well-preserved; thus allowing, for the first time, to investigate Mars’s third dimension: depth. This alone is a guarantee that ExoMars will break new scientific ground. What are the major technological challenges the ExoMars mission has to overcome to achieve its objectives? The first and most important challenge is to land safely on Mars. To achieve this, ESA is developing a novel landing technology based on a double parachute system, liquid throttled engines and a new type of airbag design. Other key milestones will be the successful deployment of the rover onto the martian surface, and the utilisation of the subsurface drill and the sample preparation and distribution system (SPDS) in combination with the instruments. What major criteria do you need to follow to select the final landing site? The major scientific requirement for ExoMars candidate landing sites is that they show evidence of a past water-rich environment. This evidence must be both morphological (e.g. orbital images of deltas, lakes, or channel systems) and mineralogical (e.g. spectral signatures of minerals that form in water environment and that can preserve organic matter well, like clays, salts, etc.). The site must not contain a lot of dust, as dust is very poor for the preservation of biomarkers. The other major requirement is that candidate sites must be safe to land on. There is a large number of engineering requirements that must be satisfied. They include altitude, latitude, terrain slopes, rock size and distribution, etc. Finding a safe place to land that has a very high science interest will entail much work over a period spanning about four years. How is Mars Express helping in the preparation of ExoMars? Mars Express has helped immensely because it is a mission that has changed our understanding of many key processes on Mars. In particular, it has confirmed that Mars was a much more hospitable planet during the first of its 4.6 thousand million-year history. At that time, as life started on Earth, conditions on the red planet allowed water to exist on the surface. Mars Express will also help to identify suitable candidate landing sites. Its instruments, particularly the HRSC camera and the OMEGA spectrometer, will be used to study sites in detail. Besides Mars Express, NASA’s MRO will also contribute to the detailed search for top landing locations.
aerospace
1
https://www.aviationjobsearch.com/job/associate-test-engineer-16803/10238728
2019-07-19T14:15:20
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11 months ago When the global aerospace community looks for ideas and solutions to its biggest challenges, they turn to the people of UTC Aerospace Systems. We design, invent and deliver the most advanced and diverse range of aerospace systems on the market. We are inventors. We are manufacturers. We work in space exploration, commercial air travel, defense and rescue applications. Always learning and pushing the boundaries, we are an undisputed industry leader that continually sets the bar higher and higher. Come soar with us As part of the Sensors & Integrated Systems (SIS) team, you'll help develop the next generation of more intelligent, more integrated and more reliable solutions that enhance aircraft safety and performance in the most rigorous flight conditions. We have 100 years of experience, a phenomenal product portfolio, state-of-the-art test labs and the resources to make your ideas shine. Come soar with us. We are seeking an ASSOCIATE TEST ENGINEER to support Development, R&D and Qualification efforts for all aviation, military, and commercial ground vehicle programs. You will be responsible for generating test plans, procedures, reports, organizing, planning and executing testing. This is a hands-on position that requires you to work directly with technicians and technical staff to complete the required testing. Occasional weekend and shift work are required to support the test campaigns in the test facility. * Support test requirement generation * Generate a test plan, and procedures * Perform Test Readiness Reviews * Perform and support Qualification/Development testing * Interface with IPT lead regarding work schedule and required support * Assist technicians as required to install and prepare for a test * Verification of set-ups; oversee the performance of the unit under test and test hardware during a test. * Collect test data/generate test reports at test completion * Provide daily support to technicians as issues/concerns arise * Support maintenance of lab equipment * 1 – 3 years’ relevant work experience * Experience in the aerospace industry for this position prefer * Experienced generating technical test plans and procedures * Hands on experience in aerospace product testing is a plus * Microsoft Office products * MATLAB is a plus * Labview is a plus * Experience with the operation of Temperature chambers and Vibration equipment * Bachelor’s Degree in Aerospace Engineering, Mechanical Engineering or Electrical Engineering * Master’s Degree is a plus Nothing matters more to UTC Aerospace Systems than our strong ethical and safety commitments. As such, all U.S. positions require a background check, which may include a drug screen. United Technologies Corporation is An Equal Opportunity/Affirmative Action Employer. All qualified applicants will receive consideration for employment without regard to race, color, religion, sex, sexual orientation, gender identity, national origin, disability or veteran status, age or any other federally protected class.
aerospace
1
https://meikle-ley.com/products/5cw-6312-flamestat-fho-a-524-raf-vintage-aircraft-spare-part-steampunk
2021-05-15T10:40:30
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5CW/6312 Flamestat FHO/A/524 Manufactured by Teddington Aircraft Controls Ltd. Packed on 18th February 1959 New old stock. You will be sent the item in its original unopened packaging, therefore un-examined. Should the item not be to an acceptable standard please contact us immediately. Although unused and newly out of original packing this has been in storage for many years so may show some minor surface oxidation. Untested so working condition unknown. As such listed as parts to be safe. Sold untested for display only and "as is". Great item for display or as part of a steampunk / aviation themed project. Always willing to combine postage. International enquires welcomed, ask for postage quotes. Many more vintage aircraft spares available from our shop! If there is something in particular you need please get in touch.
aerospace
1
http://www.darwinaerospace.com/projects.php
2024-02-25T09:21:33
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We believe everyone deserves carne asada when they want it and so today, we make that dream a reality. We’re proud to introduce: Burrito Bomber -- truly the world's first airborne Mexican food delivery system. Project Check In Weather Balloon A weather balloon built to check in to Near Space (90,000 feet). The balloon was tracked using APRS while it traveled to Pyramid Lake Nevada at a top speed of 120 mph. It took the team two expeditions to find the balloon. Project Redeem Weather Balloon Our second weather balloon was launched to assess a new payload configuration and test a new electronics setup. We achieved a short and trouble free flight. Autonomous FPV Bixler Drone Autonomous First Person View Reconnaissance Bixler 1 and Bixler 2 Drones powered by UHF and ArduPilot.
aerospace
1
https://www.truthorfiction.com/aliens/
2024-04-12T10:45:47
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For years, conspiracy-minded social media users trying to sound smart by “just asking questions” have floated a conspiracy theory that is particularly moon-brained. Most iterations of the post ask: If the government has no knowledge of aliens, then why does Title 14, Section 1211 of the Code of Federal Regulations, implemented on July 16,1969, make it illegal for U.S. citizens to have any contact with extraterrestrials or their vehicles? As so often happens, the conspiracy is a distortion of something legitimate — in this case, Section 1211, also known as the Extra-Terrestrial Exposure Law. The measure was indeed taken up by the National Aeronautics and Space Administration (NASA) in 1969, in advance of the Apollo 11 mission to the Moon, which culminated in the American spacecraft landing there on July 20 of that year. But Section 1211 did not place restrictions on the potential interactions of astronauts Commander Neil Armstrong, Command Module Pilot Michael Collins, and Lunar Module Pilot Buzz Aldrin — or any American — with “little green men.” Instead it was established by NASA to govern the agency’s “policy, responsibility and authority to guard the Earth against any harmful contamination or adverse changes in its environment resulting from personnel, spacecraft and other property returning to the Earth after landing on or coming within the atmospheric envelope of a celestial body.” More specifically, the policy addressed protocols for the astronauts following their return to Earth on July 24 of that year. As Time magazine reported at the time: To guard against the remote possibility that they are harboring unknown lunar organisms that might endanger life on earth, the astronauts will be forced to exchange the isolation of space for a terrestrial variety nearly as lonely. For 21 days after Apollo leaves the moon, they will be in quarantine. Section 1211 was only enforced through 1977, meaning it was not in effect in 2023 when interest in “unidentified flying objects” and extraterrestrials escaped fringe chat forums and made its way into government proceedings both in the U.S. and Mexico. As NPR reported in September 2023: The Department of Defense now has a special office to look into mysterious sightings, and UFOs have gotten recent attention in Congress. Earlier this year, for example, a former government worker made headlines when he told lawmakers that officials had recovered alien “biologics” from crash sites, but a Pentagon spokesperson said such claims could not be substantiated. That same month NASA announced that, at the recommendation of an independent panel of experts, it had established the position of director of research into Unidentified Anomalous Phenomena (UAP), to be filled by the agency’s former liaison to the U.S. Defense Department Mark McInerney. “NASA’s new Director of UAP Research will develop and oversee the implementation of NASA’s scientific vision for UAP research, including using NASA’s expertise to work with other agencies to analyze UAP and applying artificial intelligence and machine learning to search the skies for anomalies,” the agency’s administrator Bill Nelson — a former U.S. Senator and crewmember of the space shuttle Columbia — said in a statement announcing McInerney’s new role. “NASA will do this work transparently for the benefit of humanity.” Update 9/29/2023, 3:34 a.m.: This article has been revamped and updated. You can review the original here. — ag
aerospace
1
http://imgur.com/a/SXttd
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While TWR throughout the launch is important, I've found that the initial launch TWR (and thus first stage TWR) is by far the most important. After lots (and lots) of testing, here are the pitching schedules I've come up with for different initial launch TWRs. Note that if your later stages have significantly lower TWRs than the first stage, you may need to follow a slightly slower schedule. Rule 2: Don't use thrust limiters, don't throttle engines With a properly controlled trajectory and a sufficiently aerodynamic design, higher TWRs yield less ΔV spent. This doesn't necessarily mean you should use bigger engines to increase launch TWR. Switching to higher thrust engines which typically have lower ISP and more mass will lose you ΔV in your design. That said, if your launch TWR is below ~1.2, you probably would benefit from adding some boosters. Note: Blue dots come from a very basic vertical stack two stage rocket with thrust limiters set to yield different TWRs. Green squares are for various other rocket designs, some more aerodynamic, some less. Rule 3: You don't have to be perfect to be good The pitching schedule from the first image is what I've come up with for the best launch efficiency, but you can do fairly well if you are off nominal. The code I used to launch uses the equation: PitchAngle = 90 * (1 - (CurrentAlt / TurnEnd) ^ TurnExponent) so an increasing Turn End or Turn Exponent value has a tendency to turn you slower. The one big thing to note is that it is better to be behind the schedule (slower to turn) than ahead of it. Being too far ahead risks too much drag and potentially not making it out of the atmosphere (i.e. where curves spike upwards).
aerospace
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https://www.sciencephoto.com/media/483047/view/solar-flare-sdo-ultraviolet-image
2018-11-20T00:31:23
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NASA / SDO / SCIENCE PHOTO LIBRARY NASA / SDO / SCIENCE PHOTO LIBRARY Solar activity. Extreme ultraviolet (UV) satellite image showing a solar flare and coronal mass ejection (CME) erupting from the surface of the Sun on 2nd January 2012. It appears that the force of the blast was unable, for some of the material, to overcome the pull of the Sun's magnetic fields and a portion of the strands fell back to the Sun. This blast was not directed at the Earth. Imaged by NASA's Solar Dynamics Observatory (SDO). Model release not required. Property release not available.
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https://www.mpmproducts.com/ndt-rinse-nozzle.html
2023-12-05T18:08:50
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NDT Rinse Nozzle Complete S-1/2HH-25-D This NDT rinse tip and spray nozzle handle combo is all you need for rinsing penetrant testing material off of any and all aircraft parts. Our NDT rinse products have all been approved to meet ASTME E 1417 requirements for penetrant rinsing for aircrafts and aircraft parts. Our parts are made here in the USA and meet our high standard of excellence so you can be assured your sprayers will last as long as you need them to. Features and Benefits: Minimum PSI: 5 Maximum PSI: 80 GPM with Trigger Handle Fully Engaged: Item #: S-1/2HH-25-N (WG1)
aerospace
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https://www.aeronantiques.com/en/oxygen-masks/1907-us-army-air-force-pilot-a-10-a-oxygen-mask-wwii.html
2023-12-01T09:21:59
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US Army Air Force Pilot A-10 A Oxygen Mask WWII A-10 A US Army Air Force regulation pilot and aircrew flying oxygen mask. Size MEDIUM. Rubber is soft and pliable. Dated April 1944. Made by ACUSHNET Stamped US ARMY AIR FORCE. Complete with both fasteners specific to this model. Excellent condition in original box with accessories. Flying helmet and goggles aren't included. PIÈCE VENDUE / NOW SOLD
aerospace
1
https://www.ksl.com/?nid=148&sid=28915288
2018-07-19T10:02:05
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LOGAN — One of NASA's most exciting space missions in the next few years will give Utah a starring role. Utahns are building vital parts of the spacecraft and will have a front-row seat when it comes home, carrying pieces of an asteroid. The robotic spacecraft will launch in 2016 for a roundtrip of almost a billion miles on mission OSIRIS-REx. Its destination is an asteroid called Bennu. "As the spacecraft approaches the asteroid, it will take pictures that scientists will use to study the geology of the asteroid,” said Jed Hancock, director of civil space at the USU Space Dynamics Laboratory. The eyes of OSIRIS-REx are taking shape now at Utah State University's Space Dynamics Laboratory. They're making electronic detector assemblies for cameras built by the University of Arizona to convert light into images scientists will be studying for years. "What they're looking for are clues to how the solar system began," Hancock said. Some of the electronic components are so sensitive to things like dust that they make workers wear smocks and caps to reduce the risk of contamination. On a high-frequency shake-table, they subject camera components to intense vibration to make sure they'll survive the launch on an Atlas 5 rocket. Once the spacecraft reaches asteroid Bennu, it will orbit for a year and a half, taking images and collecting data. Then an arm will reach out and scoop up some of the asteroid, using nitrogen gas to blow gravel and rocks into a capsule — a package marked for special delivery to Planet Earth. "Once the spacecraft returns to Earth, the capsule will be released from the spacecraft and it will re-enter the Earth's atmosphere,” Hancock said. “Then a parachute will be deployed and it will descend over Dugway, Utah." The Utah-bound package may provide geologic clues, not only about the origins of the solar system but, perhaps, the origins of life itself. The launch in Florida is targeted for September 2016. The return to Utah will be in September 2023. We're sorry, currently this live video stream is only available inside of Utah or an approved RSL broadcast territory. We base your location on your IP address. Some providers IP addresses may show your location outside of the state, even though you are physically within the state boundaries. For more information about RSL on KSL, please see our FAQ.
aerospace
1
https://webtopnews.com/california-freeway-landing-pilot-student-land-small-plane-on-i-8-10765-2018/
2023-09-25T06:00:19
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California freeway landing: Pilot, student land small plane on I-8. A flight instructor with a student on board a small plane made an emergency landing Friday on Interstate 8 in El Cajon, where motorists managed to avoid the aircraft and no one was injured. A California Highway Patrol officer radioed about 11:20 a.m. that an aircraft appeared to be in trouble. The student pilot, a 35-year-old San Diego man, was at the controls when he lost power to the engine on descent to Gillespie Field, CHP Officer Travis Garrow said. The 25-year-old instructor, identified as former San Diego State baseball player Ryan Muno, took over and lined up the single-engine plane over westbound lanes of I-8. He set the aircraft down near Second Street. Authorities said Muno was trying to contact a flight school, presumably at the nearby airport. The pilot’s mother, Kelly Muno, said her son dreamed of playing baseball professionally, but when injuries derailed his career, he turned to his second dream of being a pilot. “I’m so proud of him,” Kelly Muno told the Union-Tribune in a phone interview Friday night. “He’s on his way back home, and I just want to hold him and not let him go.” Muno’s mother said the former Aztec corner infielder has been flying since shortly after he graduated college in 2015. Kelly Muno found about her son’s ordeal Friday from her daughter. “She called and said, ‘mom, don’t panic, Ryan’s OK, but he just landed an airplane on the 8 freeway,’” Kelly Muno recalled. “I just thought, ‘oh my God.’” The SDSU baseball team’s twitter account identified Muno as the pilot early Friday afternoon, and the team’s media relations specialist later tweeted some of Muno’s statistics as an Aztec, saying that more importantly, he saved “multiple lives” with the successful emergency landing. Federal Aviation Administration records show the four-seat Piper PA-28-161, built in 1979, is registered to So Cal Leasing at Gillespie Field. The two left freeway lanes were blocked for a short time by the airplane before it was steered off the freeway to the Mollison Avenue off-ramp. Garrow said it would remain there until the wings were disassembled and the plane is towed away. The aircraft remained on the freeway until after dark. Traffic was slow past the plane for most of the day.
aerospace
1
https://theconversation.com/nasa-astronaut-greg-chamitoff-disneyland-rides-are-much-worse-than-the-shuttle-launch-2624
2023-10-04T01:21:16
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For the latest in our In Conversation series, Malcolm Walter, Professor of Astrobiology at the University of New South Wales interviewed NASA astronaut and adjunct professor at the University of Sydney, Dr Greg Chamitoff. In May, Dr Chamitoff was a Mission Specialist on the penultimate mission in the Space Shuttle program – the final flight of Endeavour. To date, he has spent nearly 200 days in space. He is in Australia as a guest of the University of Sydney’s Faculty of Engineering and Information Technologies. This candid, in-depth interview took place yesterday in the Mechanical Engineering building at the University of Sydney, and touches on several themes, including: - Becoming an astronaut - The end of NASA’s Shuttle Program, and resultant loss of jobs - Future manned and unmanned missions - The need for a commercial space sector - The scientific potential of the International Space Station - International collaboration in future space endeavours Malcolm Walter: How is it that you became an astronaut in the first place – is it something you always dreamed about doing? Greg Chamitoff: Yeah, it is. My kids right now are six and I now have a concept of what’s in the mind of a six-year-old. I was six years old when I decided I wanted to do this, and that was at the time of Apollo 11. My family took a summer vacation down to Florida, and it just so happened that the Apollo 11 launch happened while we were there, so I got to see that up-close. I grew up with a dad who was a space fanatic – we watched Star Trek together all the time and it was a funny thing because William Shatner – Captain Kirk – is from Montreal, as I am, and was from the same district, according to William Shatner, who I finally got to speak to at one point. So my dad knew of him, which was really strange because as I kid I was like “well, there’s this Star Trek thing and I know it’s a story but, hang on a second, my dad knows that guy!”. So there was something real about it. Dad was very fascinated by the whole space program. I remember seeing mission control, and thinking “how do people get those jobs, they would have to be the coolest jobs in the world”. So I grew up with my father’s enthusiasm for the space program and then I saw the launch of Apollo 11 and that was it: I had to do that. Walter: That would have been amazing to see. I saw the Apollo 11 launch on television – I stayed up all night to watch it, but I was a bit older than you … Chamitoff: The next leap from there was the first launch of the Shuttle [in 1981]. I was in college – a freshman, first year – and I saw the launch and thought to myself: “I’m at the beginning of college – now’s the time to figure out what to do, if I’m really serious about this”, and so I called NASA and asked them: “What do I have to do to do that?” It’s amazing because many years later the same person I spoke to that day was on the interview board for astronaut selection. Walter: You say you called NASA but NASA’s a vast organisation. You don’t just pick up the phone and call NASA … Chamitoff: Nowadays it would take you two seconds on the internet to work out who to call but back then you had to do a little bit of hunting to figure out who to speak to. Walter: It worked, obviously. Chamitoff: One more thing that was really neat and unexpected was at university graduation. The graduation speaker turned out to be Hoot Gibson, a Shuttle pilot, and I didn’t know that was coming. I got to walk up to the front to receive some award and, you know how they have the dignitaries sitting there? I walked from the podium in the wrong direction, toward those folks to shake Gibson’s hand and I got to remind him of that while being interviewed many years later. That was one of those inspirational points that got me on track. Walter: But then you went to graduate school at MIT, didn’t you? Chamitoff: Yeah, so I was an undergraduate at California Polytechnic, a state school, and then I did a year at CalTech for a masters and then I went to MIT for graduate work after that. Walter: … and that was Astronautics and Aeronautics? Chamitoff: Aeronautics and Astronautics, and that department had a history of people going from there to the astronaut program. I was just excited about space and in those days there were only a few places where you could study spacecraft systems, and just the list of courses alone was inspiring: spacecraft altitude dynamics and control … I saw that course and thought: “I’ve got to go to a place that teaches that”. There were a lot of great classes but now, of course, those courses are available in many more places. Walter: And you’ve continued that sort of work: robotics, automation of various systems – you’ve used that expertise since then. Chamitoff: Yeah. I came to Sydney for a couple years – 1993 to 1995 – and I taught flight mechanics and flight control. After that, I went to Houston and worked in mission control for three years, on the mission control system for the International Space Station (ISS). There were students I worked with on thesis projects, just as I did at Sydney Uni, but as a technical adviser rather than an academic advisor, and that was great. I was able to keep my head in the academic work. Walter: So you were at Sydney University full-time were you, for two years? Chamitoff: Yeah, that’s right. In this very building. Walter: There’s still a lot of work going on in the Robotics Centre here, which is a very big organisation and very highly regarded. Chamitoff: It is. One thing I was able to do on the Space Station, that I was actually a co-investigator for, was space robotics. There was some automatic path-finding optimisation with avoiding obstacles that we did here, in Sydney, when we were trying to work on autonomous aircraft, autonomous vehicles. We decided to apply that strategy and those algorithms to free-flying space robots, and so I got to do that while up in the Space Station, working with the people that built them. So that was pretty cool. Preparing for launch Walter: Tell us what it’s like sitting in the Shuttle, waiting for the launch. Most of us would find it impossible to imagine, and even harder to cope with. What’s the feeling like when you’re up there at the pointy end, ready to go? Chamitoff: It’s very emotional. It’s a dream come true – for most people there it’s a lifetime dream come true and it’s amazing because it comes true in a moment. There’s a moment that you’re not sure you’re going, and then there’s a moment where, yes you are. Walter: And it’s too late to do anything about it. Chamitoff: And that “too late” is several days before that. There’s this machinery there – and I hope we see a day with that kind of machinery again – but there’s this huge machinery where everything moves to the launch; and, as you can imagine, the details and the different things that all have to happen … You feel like you’re on a train and you’re not getting off at that point – it’s many weeks before the launch that you’re already on the train and you can’t get off. And you think to yourself: “OK, the decision was made a long time ago – there’s no turning back now”. But when you’re sitting there on that rocket it’s a very substantial kick when the rocket boosters go. I always joke around about it because there are Disneyland rides like that, and they’re much worse, because they’re trying to impress you with all the shaking and the rocking and rolling, whereas the Shuttle is trying to do it as smoothly as possible. There’s a certain amount of shaking but actually, it’s quite smooth compared to what I expected. Walter: Is it hard to breathe? Chamitoff: At some points you go up to three Gs but you’re on your back – the force is this direction, through your chest – and that’s not a problem. It’s only difficult because it’s for several minutes, so you have to work hard to breathe but we do training up to eight Gs in centrifuges, for Russian training anyway – compared to that, it’s nothing. When you’re up at eight Gs and they back it down to three, it’s like: “Thank God” – you feel great. Three Gs really isn’t that bad. Walter: It takes about eight minutes to get to orbit doesn’t it? It’s not long. Chamitoff: About eight and a half minutes. It doesn’t seem like it’s enough. You feel the acceleration and you know you’re speeding up but it doesn’t seem like that would be enough to get to that sort of speed. But obviously the maths works out. Just amazing to watch and very emotional even to watch, particularly if you know somebody who’s up there. Chamitoff: I knew somebody that was on that launch and that was a very emotional time for everybody involved. Walter: I can imagine. Many astronauts come into the program after some other career don’t they? I’m thinking of Andy Thomas for example: he came from Lockheed Martin, where he’d been working for years. Chamitoff: I would say that I’m midrange in that regard. There are pilots, there are medical specialists, scientists and engineers. I was in the engineering category and those who don’t already have a PhD would have to have had many years of work experience before they would be qualified. I had three years of work experience, one year after the PhD in Houston, working at Draper Laboratory – it’s a guidance and control company that’s an offshoot of MIT and we were working on the control system for the Space Station, actually, so before I came to Sydney to teach, that’s what I was doing. And I also worked earlier for them. They supported my graduate work so I was with them for seven years. So it’s not like I just finished my PhD because – it was a research position that went on for 30 hours a week for seven years, plus the two years here, so it was actually ten years in the field, and then I went to Houston. I had already applied and I had already been interviewed and I spent three years working in mission control as a flight controller. At that point the Space Station was brand new – it wasn’t flying yet, so we were developing the tools and the displays and the controls to work out: “How are we going to operate this thing?”; “What data do we need to see?”; “What commands do we need?”; and “How are we going to coordinate all of that?” So we were building all that when I got there so I had three years of mission operations experience before I got selected. Walter: A lot of astronauts have doctoral degrees, don’t they? Chamitoff: A lot of them do. It’s not the path for a pilot obviously – they were selected because they are amazing pilots and for their leadership skills and other things they are recognised for in the military. There are some who are flight engineer types who are also from the military, and then the doctors and scientists are MDs or PhDs typically, and most engineers are PhDs unless they were flight engineers. Walter: So you’ve flown four times? Chamitoff: It’s actually twice but it looks like four – Walter: – because of your long stay on the ISS? Chamitoff: Yeah. You know that movie, Shrek? We call ourselves SHRECs: Shuttle Rotating Expedition Crew Members. So if you got to fly up on one Shuttle and come back on another, and since you weren’t part of the normal Russian Soyuz rotation, that meant you were split across two expeditions. So it looks like I was on more missions than I was, but it’s the time that matters I think. On my first flight I had 183 days up there and that was a long time – plenty of time. Walter: So on the Shuttle what was your role, on your two flights? Chamitoff: On the first flight I was baggage. They were bringing me to the Station to stay as a station crew member so I joined the flight late – probably in the last three months before they flew – but I’m joking about being baggage. We were installing the Japanese Experimental Module Kibo and I was really the one fully trained on it because I was going to be the first caretaker of what the Japanese saw, and see, as their first human space vehicle. It’s very important to them culturally, as well as technically, and it’s unfortunate that it wasn’t a Japanese astronaut that was there first. I did my best to make up for the fact I wasn’t a Japanese astronaut taking care of their spaceship. Walter: But Japanese astronauts have flown … Chamitoff: Yep, after me there was one, but for the first six months of the Module’s existence I was its caretaker and I took it from an empty shell to installing all the scientific equipment, getting it up and running, testing it all, running some basic science through it initially to commission, so that it was ready for the full-blown science program. That was a big part of what I did up there. During the Shuttle mission, we installed the Module. I was trained on everything so that if something happened and the Shuttle had to leave, as long as the Module was attached and they could go, and it might take me longer but I could get everything done – I could finish it from there. That was a great experience and a great responsibility. I tried to learn a bit of Japanese so at the end of the day I could congratulate them on what we’d accomplished each day and that was one third of it because the European Research Module had come up with Columbus just a few months before – this was in May of 2008 – and the difference is Columbus, because it is smaller, came up fully equipped, ready to start the science right away. And so I came and worked on their science program immediately – I didn’t have to build the apparatus, unpack it, assemble it. And of course the US Laboratory already had its science program up and running so I was with two Russians, but I was running all of the American, Japanese and European science. I wasn’t the commander, but the commander left and they let me take care of the science and they helped when they were asked to. But for a long time there, whenever there was a conversation in English, for the first four and a half months until we had a change of crew, I felt a lot of responsibility for quite a lot that was going on. Four and half months into it there was a Soyuz that arrived and up came a private astronaut, Richard Garriott, who is an outstanding person in many ways, and he was there for a nine-day handover. But the two Russians I was with returned to Earth and one American and another Russian came up. The American was Mike Fincke, who became the commander, so for the last part of my stay there were two Americans and one Russian. Walter: What do you do to stay sane when you’re up there for that long, away from the family and all those home comforts? Chamitoff: The language thing is funny. The language goes with the majority: if there’s two Russians and one American, dinner conversation is in Russian, and so I did my best to hold my own. I had lots of training and practice, immersion training and whatever, but the commander at that time, his English was pretty good, so if I really needed to communicate something I knew it was going to be possible. But it was funny because I didn’t realise how much I missed speaking English to somebody in proximity, so when Mike [Fincke] came up I realised I was following him around and talking his ear off: “Mike, am I bothering you?” It was just nice to have another English-speaking person on board. Walter: But what about your down-time? You couldn’t have worked all the time? Chamitoff: We actually dedicate a lot of that down-time to trying to get science done, because at that time, it was part of the assembly stage at the Station and, with only three on board, it’s a lot of work – logistics work and assembly work, rearranging and installing systems and racks … That took a lot of time and there was plenty of science to do, but very little time in the schedule to do it. Saturdays were supposedly a day off – well, you’re there. You’re on the Space Station, you have nothing better to do. You might need a sleep-in once in a while to get a break, but you’re there and you want to make the most of that time. So we regularly gave our whole weekend to science and then Sunday there might be some medical or house-cleaning things we needed to do anyway, but the days were full because of that. But we still had movie night. Chamitoff: Yeah, on a Friday night the Russians would come on over and I’d introduce my Russian colleagues to a lot of our science-fiction movies. The first one we watched turned out to be 2001: A Space Odyssey, and they had never seen it. Walter: So there were a few light moments as well. Chamitoff: Yeah, they were great guys. We had a great time. Walter: And of course you played chess while you were on the Space Station, too … Chamitoff: Yeah, that hadn’t been done before. First I was going to play chess against the control centres and the handicap for them was that they had to take turns moving. So Houston, Huntsville, Moscow, Munich and Tsukuba, Japan, and also Toulouse, France, all had to take turns moving. That didn’t work out so well for them. The Russians were very upset because they thought the Japanese were screwing up their game. Walter: That sort of thing could get out of hand when you’re stuck up in space. Chamitoff: The follow up to that was on the Shuttle flight I just came back from. Even though the flight was so short, there was so much public outreach that was positive from the chess that they wanted to have an Earth vs. space match on the Shuttle flight. So one of my crewmates tried to keep up with a game, twice a day and played until we had to shut down the computers and land. At the point the deal was that Earth would vote on who the winner would have been. Chamitoff: Well they [Earth] voted that they won, but there’s dispute about that. Maybe the majority thought that but some of the masters thought they would have picked our side if they’d had to keep playing the game. Walter: The other thing that people wonder about is food. Does that get pretty boring? Chamitoff: There’s a cycle of food that repeats every two weeks or so but the variety within that cycle is really huge nowadays. Walter: Does it taste like what you’d eat on Earth? Chamitoff: It’s good, it’s really good. There’s a lot of variety. There are certain things the Russians have that are really good. If you want a really good piece of meat – it’s actually canned meat but it’s really good – the Russians have that. A lot of people eat the Russian fish too, but meat and potatoes – that’s the Russian meal. We have a much more balanced selection: vegetables and all that kind of thing. But there’s Italian, Mexican, Chinese, all kinds of dishes – it’s actually quite good. Walter: You’d be a bit short on salads though, wouldn’t you? Chamitoff: Yeah, that’s right. But there are a few things, such as the fruit cocktail – it goes a long way to making you feel like you’ve had fruit. But when a supply ship comes up and brings fresh fruit, that’s a great moment. There was one point I remember when Sergei Volkov, who was the commander, throwing me an apple through several hatches and that was a really nice thing to bite into after a while. Walter: So do you think you’ll be going back to the Space Station, aboard a Soyuz this time? Chamitoff: I don’t know. As far as I know I’m still eligible for a long-duration flight, but there’s a period after a flight where you sort of don’t worry about it. It’s a time to share our mission with the public, to travel around and talk about it, and I’m in that phase now. Also, now that all the flights will be long-duration, the time between them is greater – they’ve got flights signed up through almost 2014 now. The next one assignable will be in a six-month increment and they don’t need to assign that many people any more – it’s a few people every six months. Now that I have kids that are six years old the training is very difficult in that you spend half your time for three or four years travelling and training in other countries, so that’s definitely hard on a family. I’m hoping not to worry about it for a year, and then we’ll see. Walter: There’s a story going around at the moment that the Russians are talking about not servicing the Space Station after 2020. Any truth to that? Chamitoff: It’s kind of a misquote from something that was said. What they are planning to do is service it until 2020. We’ve kind of made that agreement that we’re going to maintain the station until at least 2020, but given it’s such a huge investment from all the countries involved – 15 countries – nobody wants to stop all of sudden in 2020 if we’re still able to use it do meaningful research. The thing we did in our flight – STS-134, the final flight of Endeavour – we put the last touches on and we’re now able to say: “The Space Station is now complete after 12 years of work.” It’s got a six-person crew, it’s science-programmed in full now. Instead of trying to run a bus schedule while you’re building the bus terminal – now it’s ready and it’s almost a factor of ten in hours we’re able to dedicate to research now, compared to what it was when I was there. So we want to see that science getting done for as long as we can, certainly until 2020 … but now they’re talking about 2028. Unless there are system problems and we get into some kind of situation where we can’t fix something, there’s no reason we have to stop in 2020. Walter: So the situation is that with continual servicing it could keep going for decades yet. Chamitoff: Absolutely. It’s one of the amazing things about those massive solar panels. Every orbit you can count on that solar energy, as long as the solar panels are working … and there’s plenty of redundancy – we have much more than we need to maintain the station. If we’re running a full science complement and there’s a problem with energy we might have to back off on something, but as long as the solar panels are working, in fact if half of them are working, the station will be fine. Walter: You mentioned the science program. Is there something that stands out as a highlight in terms of science achievements for the ISS and Shuttle Program? Chamitoff: There are a few things that stand out. There’s been a change in focus from the NASA perspective to do science on the station that’s going to enable us to go beyond low-earth orbit: the human physiology aspects, the zero-gravity, the radiation, the bone-loss. Some of those things have applications on Earth, the bone-loss in particular – the topic’s always been there, it’s obvious, and there’s been a lot of time now to look at different countermeasures and what works and what doesn’t, and there are certainly applications for osteoporosis here on Earth and there’s been some interesting results. One of them, around about the time I was there, was that there seems to be a sodium uptake that’s higher in zero-G and they don’t know exactly why. It turns out that it looks like the body’s trying to control the pH in the blood and demineralising the bone to do so. We do two hours of exercise a day up there, but even if you did ten hours of exercise every day, if the body’s fighting to control the pH in the blood, that’s a factor they suddenly realise is there. So now there are more studies to look at that in depth. Another one that’s somewhat recent is that they’ve been looking at organisms and their response to zero-G and it’s really surprising. Sometimes you think of bacteria in a fluid: “Why would they care which way the gravity vector is? They’re in a fluid anyway.” But defining the behaviours of bacteria and gene expression is very different without gravity. And things you just wouldn’t think zero-gravity would have an effect on. Salmonella was a good example. They found over 160 genes that express themselves differently in zero-G and the result was a much more virulent organism. I’m not a biologist so I don’t really understand the details but by recognising the genes that were causing the change, they were able to work on a vaccine against salmonella to attack those particular genes. Walter: One of the things I’m really interested in is the physical limits of life and life can stand and, in that context, it might include the transfer of bacteria from Mars to Earth or vice versa aboard meteorites. I’m not talking about contamination of spacecraft or anything like that, but it’s a respectable thing these days to think about the possibility that life might have started on Mars and transferred here on meteorites. We do have meteorites from Mars that we know about, here on Earth, and there will be Earth meteorites on Mars. You just can’t rule out that possibility now, so what you’re talking about would feed into that science as well. Chamitoff: Well there’s another example, and maybe it’s very recent, but there was a recent result from a study where some organisms were placed outside the ISS on platforms we have for that purpose – exposing everything from circuitry, solar panels, materials, paints, protective layers, all of these things; to expose them to the radiation of space, the vacuum of space, the thermal cycle, the micrometeorite environment, to see how well they perform. One of the European exposure facilities had some cells and they found they were still alive after being exposed to the total vacuum of space and to radiation for a prolonged time. So that’s a new result and it validates your theory. It was the first time that was ever seen. The cells were brought back down to Earth and were still alive. Walter: Those little bugs are hard to kill, and we know that from our hospitals – golden staph, and all that sort of thing. Do you think the pace of basic research and development will pick up now that the Station is physically complete? Chamitoff: Absolutely. There’s been success with muscular dystrophy and other things where they’ve been able to look at a protein and understand the 3D structure because of crystallography, and that’s an ongoing thing – looking and trying to understand the 3D chemistry of proteins and things like that. A worthwhile enterprise? Walter: As you’d know, there’s been a lot of scepticism about the Space Station and the Shuttle Program – has it been worth $40 billion? Chamitoff: You could say $100 billion from beginning to end split across 15 countries – that’s a good round number. Walter: That’s a lot of money. Chamitoff: It is. If you’re looking for a specific result, in a specific area applied to a specific problem on Earth, then that’s a certain lens to look through. I think the other way to look at it is this: the ISS is a unique facility in a unique environment and we now have laboratory facilities up there to look at materials science, fluid physics, biology, human physiology, exposure to space environment and Earth observations. There’s clearly a lot we can learn there. There have been more than 1,000 investigations, hundreds of publications, and now we’re going to crank up to a much higher percentage of our time dedicated to science. Undoubtedly there are going to be some very interesting and meaningful results. And whether it solves a particular problem on Earth or enables us to live on Mars and colonise Mars, it’s going to be significant. I want to mention the one experiment we brought up because on our flight we brought up the Alpha-magnetic Spectrometer. Now that’s a world-class observatory and it’s looking at cosmic rays instead of light, which is unique among the observatories. There are a lot of unknowns in Big Bang theory, how much matter and anti-matter there is, and where it is, and where’s all the matter in the universe – we see the motions of the galaxies but the matter doesn’t match up to the motion that we see. So it’s looking specifically for dark matter and for anti-matter, but at the same time it’s going to be characterising the spectrum of the radiation – we don’t have that characterisation yet, and that characterisation will help to protect crews and hardware on future missions. It’s a very fundamental science program but it’s going to have practical applications too. Walter: Well, let’s talk about future missions. The plan was to go back to the moon– Walter: Is “was” correct? Chamitoff: Officially, what we had going was cancelled for a new plan. Unfortunately, right now we’re waiting to find out what the new plan is still. But there were good reasons for cancelling the return to the moon. The recommendations made a lot of sense. We needed more money to accomplish what we were trying to accomplish and this vision for space exploration plan started in 2004. It was underfunded and we ran into some problems, so the idea that we either need more money or change the direction – there was nothing wrong with that conclusion. Unfortunately, the retirement of the Shuttle was supposed to be timed with the development of the next spacecraft, but those things got disconnected. So now the Shuttle has been retired and we weren’t ready to launch the new vehicle on the next day, and we should have been. So that’s where we are now. But are three prongs to where we are now. One is the Space Station: we’re still going to fly there, we’ll launch from Russia. We want to use that facility [the ISS] to the maximum and make it available to the academic and commercial industry. We also want to develop a heavy-lift vehicle because that’s what we need to get beyond low-earth orbit – that’s a major priority. Deciding on which vehicle we build, soon – before we lose all of our technical capability, because we’re laying people off by the thousands – that’s the major problem. Walter: A lot of that technical capability went with the end of the Saturn V, I suppose? Chamitoff: Exactly. And the other thing is the commercial space. I don’t think anybody would disagree with the idea that the real explosion of humanity into space, and off to Mars and colonising Mars and being able to do science on other planets – that’s all going to happen when it becomes commercially viable to operate in space. So the idea of feeding the commercial space industry to provide us with access to low-earth orbit and access to the Space Station, there’s nothing wrong with that – it’s a good idea. The only problem is stopping the Shuttle program while we wait for that. Now we’re grounded and waiting. Walter: Until when, do you think? Chamitoff: They’re saying three-to-five years. The one milestone in the short-term is the launch of SpaceX in November, taking cargo to the Space Station. That will be great if it happens – a great first step – but I think three years is very optimistic. I think it’s probably more like five-to-seven years. Walter: But it’d be the same vehicle but human-rated? Chamitoff: That’s the idea, and then there are other concepts out there. One perspective is that we had a very capable space ship [the Shuttle] for getting us to low-earth orbit, to the Space Station. It could do amazing work to upgrade, repair, fix, maintain, supply and bring stuff down from the Space Station, scientific down-mass as well as hardware. We’re not going to have a down-mass capability like that for a long time and we’re now waiting for the commercial sector to get us back to low-earth orbit. We were already going to low-earth orbit for 30 years and the commercial sector has to get there first, then we have to go beyond it. Walter: So there’s going to be a hold-up in ever getting back to the moon as a result? Chamitoff: That’s right – we’re really waiting for the commercial sector. In the meantime we’ll work on a heavy-lift vehicle. Walter: Is that happening now? Chamitoff: Yeah, and I think we’re just waiting for a decision as to which way that’s going to go – which design are we going to go with for the heavy-lift space launch system. If we get that decision made relatively soon, a lot of the workforce that was recently laid off, they will come back – they’re dying to come back and work on the next program. If it takes too long to materialise, we’re going to lose a lot of the talent, and that’s the problem: it’s such an amazingly skilled workforce. To see the Shuttle being processed before the launch, it’s just unbelievable. To stand there in the cargo bay you go: “This is an amazing spaceship”. And we know everything about how to do it. Walter: But you’re losing people, as of now? Chamitoff: We’ve lost thousands already. That doesn’t mean they’ve moved on, but soon they will. Walter: There’s a tension between robotic exploration of further space and human exploration of space, a tension between Johnson versus JPL [Jet Propulsion Lab] – that sort of thing that people talk about. I’ve always thought there’s an inspiration factor there in human space exploration that robotics, as brilliant as they are and as unquestionably amazing as they obviously are, just don’t quite create. For anyone that saw us first step onto the moon, its something they’ll never forget and I’ve heard it said that the Apollo program would never have been supported by the American people if it were a robotic program – wouldn’t have been supported for so long, anyway. Do you think that’s true? Chamitoff: I agree with you, but I think the tension is artificial. I don’t think there’s anyone in the human space exploration side of it that isn’t absolutely thrilled about everything that’s happening in unmanned exploration – they’re just as excited. But I think there’s always going to be a balance – I think you always want the robotics to go out first and go out further and we have a long way to go in robotics. For example, if we build a facility on Mars, it’s going to be a mixture of robotics and humans working together and we’re getting a lot of experience with that already. We do it all the time on the Space Station. We have a lot of robotics, we have humans in the loop, we also have automatic aspects to that. As a side-note, there are new surgery tools being built based on the operation experience we have on the Station – it’s a robot but it’s being controlled by a human in the loop. That’s all developing and I think it all goes hand-in-hand. Walter: If you look at it from a public point of view without knowing all of the inside workings, that’s where I think the inspiration comes into it and ultimately where the public support comes from. Chamitoff: Yeah. Well there’s no story to tell of a robot on the way to Mars. There’s a story to tell when it lands and when it discovers something, but if humans were on their way to Mars, there’d be a story every day. Walter: Is there a public perception in the US that your country might be overtaken by China or Japan or India or Europe if you don’t keep up the momentum? Chamitoff: Yeah, I think that threat is healthy – healthy to keep the focus. Walter: And to keep the dollars flowing? Chamitoff: I think so. The amount that NASA has been able to spend on the space program is very small compared to other programs. Recently I saw that the air conditioning in Afghanistan for troops was more than all of NASA. The percentages and priorities are maybe not what people think they are. But still, it’s more than other countries have been able to spend and I hope we can use those resources in a meaningful way, to keep leading the way. The International Space Station was a really good example because one of the things that came out the review that looked at the space program was that we can’t afford to do the whole thing we were planning to do on our own. And we didn’t build the Space Station on our own – it was very much an international, cooperative venture from beginning to end. Walter: But very clearly led by the US, particularly in the early days. Chamitoff: Yes, although the perspective from Russia would probably be different. We think we led, they think they led, and now there are three Russians on board and three others, two of which are American and one is often, or usually, from one of our other international partners. But there are always three Russians on board, so I don’t know who’s in charge. But it was very much an international effort and I think that’s a good model for peace, cooperation and for going further. I don’t think the US should be thinking of doing it on its own – I think collaboration is a really good model. Walter: I think it’s a really good model as well and it’s often non-diplomats – scientists, engineers and medical scientists – that keep channels of communication open internationally when times are tough. Chamitoff: Yeah, no matter what’s going on politically, the scientists and engineers are still meeting and they’re colleagues and friends. Walter: Do you foresee any Chinese involvement in collaborative exploration projects or Space Station projects? Chamitoff: I definitely think it’s possible. Unfortunately it’s not a decision that can be made at the NASA level – I think if it was, we’d already be talking to them more. It’s at the congressional level that it has to be allowed and then that will trickle down. Walter: The Chinese seem intent on ramping up their space program as fast as possible and it’s easy to imagine them going to the moon in a few years time. Chamitoff: Yeah, and the number of engineers they are graduating compared to the rest of the world is just staggering, and they’re hard-working, they’re goal-driven. Walter: Things have gone a little bit quiet in Japan perhaps, but the Indians are ploughing ahead. In a way, there’s a bit of a space race again isn’t there? Chamitoff: I hope so. I hope there’s a space race and I hope it’s cooperative and I hope industry gains a foothold, too. Walter: Going back to one of my key interests, Mars exploration, the great plan of geologists like me is to bring samples back from Mars. I think the joint ESA [European Space Agency] and NASA mission to do just that might be launched in 2018, all going well. That sort of collaboration would just be wonderful. It’s often said, and I don’t know if this is true, that it just couldn’t be done without that collaboration – it’s just too expensive to be supported by one nation at one moment. Chamitoff: Hopefully we’ll see that soon and not too long after that we’ll see someone like you, a geologist, on Mars, hammering on the rocks yourself. As you know, Mars is amazing in terms of sites of scientific interest and the ability to use resources there. We already have a reactor on the Space Station that utilises the carbon dioxide in Mars’s atmosphere and gets the oxygen back and makes methane which we could use for fuel on Mars but we waste on the Space Station. We already have these recycling processes that could utilise the atmosphere on Mars, in place, already working in space and of course there’s water everywhere on Mars – in some soil, definitely in ice at the poles. Walter: It’s a very exciting planet to explore from my point of view. We’ve learnt a lot about the formation of the solar system and I think there’s a very good chance that there is life on Mars, or at least was. Chamitoff: And that would be one of the most important finds in human history if we found life of any kind, or fossil evidence of life on another planet. Walter: That’s what I tell my students. I just hope I’ll live long enough to see it happen. Chamitoff: Me too, and it happens to be the closest planet too, at least away from the sun – the direction you want to, you don’t want to go the other way. Walter: It’s feasible to go there now isn’t it? It’s only a six-month trip. Chamitoff: It is feasible and that’s the thing: there are really no showstoppers technologically. We can start building ships to go to Mars now – we already know how to do that. There are some claims that radiation would be a problem but you can use water as your shield, using your water tanks in a way that protects the ship and crew. There’s really no technological hurdles that would stop us from starting to build the hardware now so it’s really just commitment and finances. Walter: Do you think you’re going to live long enough to see astronauts on Mars? Chamitoff: I hope so. I had hoped I was going to be one of them but the day I realised that wasn’t to happen was 9/11. When that happened I thought that the focus and resources in the US was going to shift too much to have Mars as a focus and keep it within my career-span. The only way for me to get to Mars now is to win the lottery and buy a ticket 20 years from now. Dr Greg Chamitoff is delivering a guest lecture at the University of Sydney this evening, Tuesday August 2. Minor edits have been made to this transcript in order to preserve fluency. Please leave your comments on this interview, and any of the issues it covers, below.
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Spectrum Comm Incorporated of Newport News, Virginia, has been awarded a $22,431,365 firm-fixed-price, cost-reimbursable, and indefinite-delivery/indefinite-quantity contract for the enterprise contracted logistics support and provides for an enterprise approach to total lifecycle logistics support and specialized global supply chain management for supported command and control intelligence, surveillance, and reconnaissance aircraft weapon systems. Work will be performed at Robins Air Force Base, Georgia, with an expected completion date of November 30, 2023. The contract was a competitive acquisition and 15 offers were received. Teletronics, a Curtiss Wright Company, in Newtown, Pennsylvania, is being awarded a $45,000,000 indefinite-delivery/indefinite-quantity contract for the procurement of airborne instrumentation data acquisition hardware and associated repair services to support the Naval Air Systems Command’s Air Vehicle Modification and Instrumentation Department (AIR 5.2). Hardware includes data acquisition units, solid state recorders, high speed sampling devices, signal conditioners, power supplies, and other items which come together to form complete airborne instrumentation data acquisition systems for use on F/A-18, P-8, V-22, F-35, C130, Triton, and fire scout aircraft, various helicopter platforms and a variety of other Navy aircraft and Central Rockwell Collins Incorporated, Cedar Rapids, Iowa, is being awarded $12,733,727 for modification P00068 to a previously awarded firm-fixed-price contract (N00019-13-C-0004) to exercise an option for the installation of Block I/Internet Protocol Bandwidth Expansion Phase 3/Block IA Very Low Transmit Terminal/Nuclear Planning and Execution System kit on one E-6B aircraft. This modification also provides for field support engineering, training, software licenses, technology refresh activities and travel funding in support of E-6B Block I full-rate production. Work will be performed in Oklahoma City, Oklahoma (85 percent); and Richardson, Texas (15 percent), and is expected to be completed in June 2019. Fiscal year 2018 aircraft procurement Raytheon Co., Keyport, Washington, is being awarded $9,600,000 for cost-plus-fixed-fee undefinitzed contract action under delivery order N0002418F6303 under a previously awarded indefinite-delivery/indefinite-quantity contract (N61331-17-D-0001) for design efforts and long lead material procurement for deploy and retrieve systems in support of the AN/AQS-20 Minehunting program. The highly specialized equipment will deploy, tow, and retrieve the AN/AQS-20 sonar in support of minehunting operations. This system is in support of the Littoral Combat Ship Mine Countermeasures Mission Package test schedule. Work will be performed in Portsmouth, Rhode Island (81 percent); and Keyport, Washington (19 percent), and is expected to be completed b Raytheon Company, El Segundo, California, is being awarded a $7,564,015 firm-fixed-price delivery order (N0001918F0590) against a previously issued basic ordering agreement (N00019-15-G-0003). This delivery order provides for the life-of-type-buy of 6,416 general purpose controllers (GPC) to mitigate GPC obsolescence issues associated with configuration D radar upgrades impacting F/A-18E-F and G radar retrofits. Work will be performed in El Segundo and is expected to be completed in February 2018. Fiscal year 2017 aircraft procurement (Navy) funds in the amount of $7,564,015 will be obligated at time of award, none of which will expire at the end of the current fiscal year. The Boeing Company, Oklahoma City, Oklahoma, has been awarded a $23,832,538 fixed-price-incentive-firm, cost-plus-fixed-fee modification (P00061) to a previously awarded contract (FA8628-15-C-2251) for 10 full-rate production combat network communication technology upgrade kits for the B-52 bombers. Work will be performed in Oklahoma City, Oklahoma, with an expected completion date of October 16, 2019. This contract was a sole-source acquisition. Fiscal year 2018 procurement funds in the amount of $23,832,538 are being obligated at time of award. Air Force Lifecycle Management Center, Wright-Patterson Air Force Base, Ohio, is the contracting activity. Lockheed Martin Space Systems Company, Sunnyvale, California, is being awarded a $92,900,000 modification to the previously awarded Mobile User Objective System (MUOS) cost-plus-award fee contract (N00039-04-C-2009) for engineering services, interim logistics services, spares and associated material. MUOS is a narrowband military satellite communications system that supports a worldwide, multiservice population of users, providing modern netcentric communications capabilities while supporting legacy terminals. Work will be performed in Scottsdale, Arizona (90 percent); and Sunnyvale, California (10 percent), and is expected to be completed by November 2020. No funds will be obligated at the time of award. Maranatha Industries Incorporated of Payne, Ohio, has been awarded a maximum $13,500,000 firm-fixed-price contract for handsets. It was under a competitive acquisition with one offer received. This is a five-year contract with no option periods. Location of performance is Ohio, with a November 14, 2022, performance completion date. Type of appropriation is Fiscal Year 2018 through 2023 Army working capital funds. The contracting activity is the Defense Logistics Agency Land and Maritime, Aberdeen Proving Ground, Maryland (SPRBL1-18-D-0001). DCS Corporation subsidiary Infoscitex Corporation was awarded a three-year research contract with the U.S. Army Aviation & Missile Research, Development & Engineering Center (AMRDEC) to support the Army's Synergistic Unmanned Intelligent Teaming (SUMIT) evaluations program. The SUMIT program will evaluate the impact of new and recent autonomy, decision aiding, and human-machine interface technologies in Army Aviation missions under AMRDEC's Aviation Development Directorate. The overall program goal is to inform the acquisition and user communities of emerging capabilities that can meet the demands of the Army's next generation Future Vertical Lift program. UltiSat, Incorporated of Gaithersburg, Maryland was awarded a 5-year master services agreement (MSA) to provide satellite communications products and services for a global humanitarian non-governmental organization (NGO) with operations in the Middle East. Under this MSA, UltiSat will provide very small aperture terminal (VSAT) equipment, training and managed network services to the organization’s field offices across the Middle East. “UltiSat is pleased to support the missions of this global NGO with important operations in the Middle East,” said Brum Cerzosimo, UltiSat’s Senior Director of Global Accounts. “UltiSat brings years of experience and expertise working in this region in support of humanitarian missions. The U.S. Navy has contracted with CSRA LLC, a subsidiary of CSRA Inc., to provide design, fabrication, assembly, and support for the rapid prototyping and system installation of engineering change-modifications to the H-60 Seahawk helicopters. The $38.5 million task order under the R2-3G contract will be performed at the company's New Bern, North Carolina facility, and primary government locations at the Naval Base in Coronado, California and Naval Station in Norfolk, Virginia. “Naval H-60 aircraft are undergoing critical modifications to meet the warfighters’ needs,” said Nick Trzcinski, CSRA vice president. “The U.S. Millennium Engineering and Integration Company,* Arlington, Virginia, has been awarded a $90,853,338 cost-plus-fixed-fee contract for research and development of system and component technologies utilizing modeling simulation software and analysis for advanced technology concepts. Bids were solicited via the Internet with 10 received. Work locations and funding will be determined with each order, with an estimated completion date of November 6, 2022. U.S. Army Contracting Command, Redstone Arsenal, Alabama, is the contracting activity (W31P4Q-18-D-0003). *Small Business Raytheon Company (Ktech), Albuquerque, New Mexico, is being awarded a $79,690,954 fixed-price-incentive-firm contract for the development and integration of the Commercial Aircraft Based Instrumentation Telemetry System and the Airborne Command Transmitter System on the G550 airborne early warning aircraft. Work will be performed in Albuquerque, New Mexico, and is expected to be completed in February 2022. Fiscal 2017 research, development, test and evaluation (Navy) funds in the amount of $6,566,000 will be obligated at time of award, all of which will expire at the end of the current fiscal year. This contract was competitively procured via an electronic request for proposals; one offer was received. Lockheed Martin Corporation, Rotary Mission Systems, Moorestown, New Jersey, is being awarded a $60,196,236 cost-plus-fixed-fee modification to a previously awarded contract (N00024-14-C-5104) to exercise options for ship integration and test of the AEGIS weapon system (AWS) for AWS baselines through Advanced Capability Build 12. Work will be performed in Camden, New Jersey (35 percent); Norfolk, Virginia (19 percent); Pascagoula, Mississippi (12 percent); Moorestown, New Jersey (10 percent); San Diego, California (9 percent); Bath, Maine (8 percent); Deveselu, Romania (3 percent); and various places below one percent (4 percent), and is expected to be completed by November 2018. The Air Force awarded Raytheon Company's Missile Systems Division in Tucson, Arizona, a $17,255,491 modification (P00009) to a previously awarded contract (FA8675-15-C-0004) for High-Speed Anti-Radiation Missile Targeting System (HTS) contractor logistics support (CLS) services. The contract modification provides for HTS pod CLS depot repairs and sustainment activities. Work will be performed in Tucson, Arizona, with an estimated completion date of November 30, 2018. Fiscal year 2018 operations and maintenance funds in the amount of $12,825,015 are being obligated at time of award. Air Force Life Cycle Management Center, Eglin Air Force Base, Florida, is the contracting activity. North Star Scientific Corporation,* Kapolei, Hawaii, is being awarded a $14,015,755 cost-plus-fixed-fee contract for the design, engineering development, fabrication, and prototype testing of a replacement 1,000-watt Joint Tactical Information Distribution System high power amplifier in support of the E-2D Advanced Hawkeye Link-16 datalink and associated capabilities. These efforts are in support of Small Business Innovation Research (SBIR) Phase III work that derives from, extends, or completes an effort performed under SBIR Topic N06-125, L-Band Sold State High Power Amplifier for Airborne Platforms. The U.S. Department of Veterans Affairs (VA) has awarded CSRA Incorporated a $158 million contract to digitize over 7 million health records of veterans. CSRA subsidiary, SRA International LLC, will perform the work at the VA’s Records Management Center in St. Louis under a 36-month period of performance. CSRA currently supports the digitization of veteran files through its Intake Conversion Mail Handling Services contract. By digitizing veterans’ files, CSRA is helping the VA transform from a paper-based process to an electronic claims system, saving physical space, money, and processing time, resulting in a more efficient way of processing veterans’ records, the company said. Ball Aerospace & Technologies Corporation, Boulder, Colorado, has been awarded a $93,713,423 firm-fixed-price contract for weather system follow-on microwave and will provide for system design and risk reduction of a low earth orbit satellite with a passive microwave imaging radiometer instrument and hosted government furnished energetic charged particles sensor. Work will be performed in Boulder, Colorado, with an expected completion date of November 15, 2019. Fiscal 2017 research, development, test, and evaluation funds in the amount of $45,843,000 will be obligated at time of award. Four LLC,* Herndon, Virginia (modification P00018 to W52P1J-15-D-0006); Immix Technology Incorporated, McLean, Virginia (modification P00017 to W52P1J-15-D-0007); and Carahsoft Technology Corporation, Reston, Virginia (modification P00017 to W52P1J-15-D-0008), will share in a $130,000,000 modification to provide commercially available-off-the-shelf software products and maintenance that have obtained a full Certificate of Networthiness through the Army's Network Command networthiness process in the following categories: IT Utility and Security; Modeling and Simulation; Multimedia and Design; and Program and Development. Work locations and funding will be determined with each order, with an estimated completion date of February 10, 2020. SiCore Technologies Incorporated, Farmingdale, New York, has been awarded a $47,900,000 modification (P00002) to a previously awarded contract (FA8650-16-D-1712) for research and development, to provide the investigation and development of methodologies, tools, techniques, and innovative solutions to identify susceptibilities and mitigate vulnerabilities in Air Force weapon systems, and protect those systems against cyber-attack. Work will be performed at Wright-Patterson Air Force Base, Ohio, with an expected completion date of March 29, 2023. This contract was a competitive acquisition and 23 offers were received. Air Force Research Laboratory, Wright-Patterson Air Force Base, Ohio, is the contracting activity.
aerospace
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COLOGNE- Lufthansa (LH) has announced a delay in the debut of its new Allegris cabin, now set for early 2024. The inaugural aircraft to showcase this upgraded cabin will be a Boeing 787-9. Unfortunately, the anticipated launch schedule has been affected due to delivery setbacks. The introduction of Lufthansa’s new Allegris cabin garnered significant attention when unveiled in Berlin in late February. The standout feature was the unveiling of the impressive new first-class suites. Before introducing these first-class suites, the rollout plan includes the launch of the economy, premium economy, and business class cabins on an aircraft without the premium first-class offering. Lufthansa New Cabin Launch Delay Addressing the audience during the presentation of Lufthansa’s recent quarterly results, Carsten Spohr, the CEO of Lufthansa Group, announced a setback in the launch of the airline’s fresh cabin design. This delay stems from the postponement of the delivery of its initial Boeing 787 aircraft. Spohr noted, “Many of our passengers and our flight crews have been eagerly anticipating the arrival of our inaugural long-haul aircraft featuring the new Allegris onboard experience. This introduction is contingent upon the receipt of our newly constructed 787-9, which regrettably faces a delay and is now projected for early 2024.”Carsten Spohr, the CEO of Lufthansa Group Lufthansa had initially anticipated the receipt of its inaugural Boeing 787 aircraft later this year. While the airline already operates Boeing’s newest clean sheet design, the aircraft currently in operation were originally constructed for other carriers but not ultimately delivered. This results in a cabin configuration that deviates from Lufthansa’s customary offering. Based on Boeing’s most recent order records, Lufthansa holds orders for 63 forthcoming aircraft from them. Among these, 34 are Boeing 787s, while the remainder is allocated for the Boeing 777X series. Out of these orders, 27 are specified to be equipped with Rolls-Royce engines. While the engine details for the remaining seven are unspecified. During the initial half of 2023, Boeing managed to deliver 31 Boeing 787 aircraft. This figure falls short of the 78 Boeing 787 aircraft dispatched in the corresponding period of 2019. In late July, Boeing unveiled potential ‘significant aircraft delays’ arising from certification setbacks across various aircraft programs. This includes the Boeing 737 MAX and 777X. First to Feature Allgeris Class When Lufthansa receives its initial Boeing 787, it will mark the debut of the new Allergis cabins for the economy, premium economy, and business class. The introduction of the new first-class cabin is planned for an Airbus A350 aircraft later in 2024. This innovative cabin design, featuring an extensive array of business-class seating choices, will eventually be implemented across over 100 aircraft, encompassing the Airbus A350, Boeing 787, and Boeing 777X series. Additionally, it is slated for retrofitting onto the Boeing 747-8. However, it’s improbable that these seats will find their way onto aircraft such as the Boeing 747-400, Airbus A340-600, and the large Airbus A380, all of which are scheduled for retirement in the upcoming years. Stay tuned with us. Further, follow us on social media for the latest updates.
aerospace
1
https://es.alternativeairlines.com/servicios-aereos-profesionales
2023-03-24T22:32:08
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945289.9/warc/CC-MAIN-20230324211121-20230325001121-00354.warc.gz
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Servicios Aereos Profesionales also known as SAP is an airline that operates scheduled and charter flights out of its hub base, La Isabela International Airport (JBQ) serving the Santo Domingo in the Dominican Republic. The airline was founded in 1981 and also has other hubs including Gregorio Luperón International Airport (POP) and Punta Cana International Airport (PUJ) as well as secondary hubs such as Las Américas International Airport (SDQ) and Juan Gualberto Gómez Airport (VRA). SAP currently has 31 regularly scheduled flights in and around the Caribbeans. The airline has flights ranging all from domestic, international, business, connecting (throughout the Dominican Republic and The Caribbean), Air Ambulance service (available e 24 Hours, 7 Days a week) and Air Execution flights. In total, the airline has a fleet of 6 turboprop aircraft ranging from all from Jetstreams and Saabs that can in total carry 125 passengers at one time. As of enero 2021, the airline has scheduled flights to the 31 destinations within the Caribbeans and Americas. These destinations include La Romana, Puerto Plata, Punta Cana, Cancún, Montego Bay and Varadero and among others. If you're looking to fly within the Caribbeans, our guide to domestic flights within the Caribbeans offers lots of helpful information. |Dominican Republic||La Romana||LRM||La Romana Casa De Campo International Airport| |Dominican Republic||Puerto Plata||POP||Puerto Plata International Airport| |Dominican Republic||Punta Cana||PUJ||Punta Cana International Airport| |Dominican Republic||Samaná Province||AZS||Samaná El Catey International Airport| |Dominican Republic||Santiago de los Caballeros||STI||Cibao International Airport| |Dominican Republic||Bridgetown||BGI||Bridgetown/Grantley Adams Airport| To learn more about domestic Dominican flights please visit our dedicated 'Domestic Flights in the Dominican Republic' page. |Florida||Fort Lauderdale||FLL||Fort Lauderdale–Hollywood International Airport| |Méjico||Cancún||CUN||Cancún International Airport| |Jamaica||Montego Bay||MBJ||Sangster International Airport| |Guadalupe||Pointe-à-Pitre||PTP||Pointe-à-Pitre International Airport| |Venezuela||Porlamar||PMV||Santiago Mariño Caribbean International Airport| |Santa Lucía||Santa Lucía||UVF||Hewanorra International Airport| The airline currently hasn't shown any information with regards to their baggage allowance for passengers, once these details have been released we'll add it to this page. SAP mainly has small flights and there is only one class that is offered on the aircraft and it's called the standard Economy class. The airline gives you amenities such as refreshment, drinks and the option of choosing your seat on all flights. Seats are positioned in a 1 x 2 seat map depending on the aircraft, ensuring that each passenger will sit by either a window, an aisle or both. You can check-in online before your flight. Online Check-in is available for both domestic and international flight and opens from 24 hours and closes 2 hours prior to scheduled flight departure time. As passengers arrive at the terminal of the airport, they will be required to hand in their boarding pass and the airline will take care of their baggage. It will only take a few minutes to get checked in. The airline recommends passengers to arrive at least 2 hours before their scheduled departure time. The airline crew from their will be ready to help in the check-in and boarding process. As of enero 2021, the airline operates a fleet of 6 aircraft: La Isabela International Airport (JBQ) is a public airport in La Isabela, within La Victoria, Dominican Republic. The airport serves over 50,000 passengers each year. The airport is located in the 5km northwest of Santo Domingo. The airport serves the Dominican Republic with domestic flights and some international flights to other Caribbean islands. The airport is the major hub for Dominican airlines that operate small aircraft. The 3 airlines that fly to and from La Isabela International Airport (JBQ) including SAP, Air Century and Sunrise Airways. SAP is part of an airlines alliance group called the SAP Group and they are currently owned by the Servicios Aéreos Profesionales, Inc. The airlines don't currently have a Frequent Flyer program.
aerospace
1
http://www.gearthhacks.com/downloads/related.php?file=459
2019-10-14T20:14:42
s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986655310.17/warc/CC-MAIN-20191014200522-20191014224022-00378.warc.gz
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An Aero Spacelines Super Guppy parked at the Airbus facility in Hamburg Finkenwerder. In the early 1970s, four Super Guppies were used by Airbus Industrie to transport aeroplane parts from decentralised production facilities to the final assembly plant in Toulouse. The running joke was "Every Airbus is delivered on the wings of a Boeing!" They have since been replaced by the Airbus Beluga. At Hawarden, you will find a personalised and efficient passenger and aircraft handling service, conveniently located near Chester, Manchester, Liverpool and North Wales. The airfield is owned and operated by Airbus UK, whose primary role is the manufacture of wings for the entire Airbus fleet.
aerospace
1
https://corporatesoldiers.in/customer-obsession-v-s-employee-integrity-the-indigo-airlines-case/
2024-04-17T19:51:23
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The Indigo airlines’ on-air fight is catching a lot of buzz! This brings up the downgraded customer mindset of squeezing and getting everything out of someone, for taking out a few pieces of paper with Gandhi’s image on it! What an Irony!!! On an international flight flying from Istanbul to Delhi on December 16th, a heated argument occurred between a flight attendant and a passenger over the choice of food. She remarks that she’s an employee to the allies not a servant to the passenger, as she stood by the side of her fellow crew member who was crying because of the ill-treatment of the passenger. While she maintains the integrity of the communication as she can be seen saying,” I am sorry but you cannot talk to the crew like that. I am peacefully listening to you with all due respect but you have to respect the crew as well,”. Every year, thousands of incidences of misbehavior with airline employees occur in the Indian aviation industry. On Twitter, Jet Airways CEO Sanjiv Kapoor expressed his support for IndiGo’s air hostess via Twitter saying: “Crews are human too. It must have taken a lot to get her to breaking point. Over the years I have seen crew slapped and abused on board flights, called “servant” and worse. Hope she is fine despite the pressure she must be under”. According to the revised Aircraft Rules, 1937, which are part of Indian aviation law, it is possible to classify a passenger as rowdy if they disregard airport or onboard conduct regulations or crew member instructions. It also covers, among other things, smoking inside an aircraft, using any threatening or abusive words toward a member of the crew or other passengers, and acting in a physically threatening, abusive, or disruptive manner toward a member of the crew or other passengers.
aerospace
1
https://airandspace.si.edu/collection-objects/sikorsky-s-42-brazilian-clipper-airlines-pan-american-airways-paa-photograph
2020-07-15T12:09:24
s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657167808.91/warc/CC-MAIN-20200715101742-20200715131742-00383.warc.gz
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This object is not on display at the National Air and Space Museum. It is either on loan or in storage. Collection Item Summary: Right side view from slightly above of Pan American Airways (PAA) Sikorsky S-42 "Brazilian Clipper" (r/n NC-822M) in flight over water; circa mid 1930s. Collection Item Long Description: - Aeronautics, Commercial
aerospace
1
https://uosdesign.org/designshow2020/project/nhs-drone-logistics/
2021-10-27T00:47:34
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Integrating drones into the NHS supply chain across Hampshire Group MembersTara Banahan, Shadi Hamou, Danail Ivanov, Raimundo Garcia-Figueras Mateos, Nelson Ng, Pablo Lahoz Powter SupervisorsProfessor Tom Cherrett, Professor James Scanlan SupportersNHS (National Health Service), T-motor, Meachers Global Logistics This project focused on the logistics of pathology sample transportation between General Practitioner (GP) surgeries and the pathology labs at Southampton General Hospital (SGH) for a specific area of Hampshire. The main aim of the project was to determine how the integration of drones within the existing van fleet could improve the main logistics criterion of reducing: i) transit time (bleed-time to receipt at the pathology lab); ii) overall fleet cost and iii) overall fleet CO2 emissions. The project required the design, test and build of a UAV that would fit into the existing supply chain. The basic design parameters were set by the logistics analysis: two kilogram payload, parking lot take-off capability, and a 73 km range to allow the drone to reach the furthest surgery (Twin Oaks surgery) and return back to SGH, with a safety buffer range of 25%. The UAV prototype is an electric powered fixed wing VTOL quad-rotor drone. The configuration was chosen after an extensive review of existing VTOL UAV designs and tailored for this specific application. The lifting body fuselage box provides torsional rigidity in VTOL flight whilst housing all the required electronics and control systems. A novel magnet system was developed for collecting and releasing the payload as well as a quick-release battery system to minimise human-drone interaction. The final proposed optimised logistics solution utilized 3 drones and 4 vans as opposed to the existing 12 van fleet supply chain. This reduces CO2 emissions by 147 kg per week and improves the flow of workload at the pathology labs.
aerospace
1
https://airlinegeeks.com/2021/02/18/de-havilland-halts-dash-8-production-plans-to-transition-facilities/
2024-03-02T02:48:53
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The Madrid-based International Airlines Group (IAG), a holding corporation controlling five airlines (British Airways, Iberia, Aer Lingus, Vueling, and LEVEL),… De Havilland Halts Dash 8 Production, Plans to Transition Facilities On Wednesday, De Havilland Canada announced in a press release its intention to pause production of new Dash 8-400 aircraft as the manufacturer prepares to leave the site where the aircraft is currently made. While outstanding firm orders will still be built at Downsview, the current site, any unconfirmed and future orders will not be built until a new site is found. Bombardier, which owned the De Havilland Canada brand until 2018, sold the Downsview site in 2018. De Havilland Canada had a lease at the facility to continue Dash 8 production there until the end of this year, and with that lease expiring, the company is looking for a new site to resume building aircraft. “The transition from Downsview is a step in the planned evolution of the Dash 8 platform away from its former owner, and is an important part of our vision for Longview Aviation Capital as a leading global aviation company,” said David Curtis, the Executive Chairman of Longview Aviation Capital, De Havilland Canada’s parent company, in the press release. “While this evolution is taking place against the backdrop of unprecedented industry circumstances, we see a bright future for De Havilland Canada and the Dash 8.” 500 Employees Affected by Halted Production Around 500 employees will be affected by the pause. However, De Havilland has hinted that it may be able to stay at Downsview for a couple more years past its initial 2021 lease expiration – at the time of writing, AirlineGeeks has not been able to confirm that the lease has in fact been renewed. “We are sensitive to the impact that a production pause will have on our employees, and are committed to treating everyone with transparency and respect. This decision is no reflection on the quality of our team, which has performed exceedingly well through the disruptions of the past year,” Curtis added. The move comes as De Havilland reaffirmed its commitment to the Dash 8 program. The manufacturer says it is “making future-oriented investments in its organization, systems and infrastructure to enhance the Dash 8 platform for current and future aircraft operators.” New Aircraft Investments and Modifications De Havilland has launched a number of investments in the Dash 8 in this vein. It is renewing its support in measures to cut costs associated with operating an aircraft, including funding a Customer Services and Support team, enhancing the aircraft’s distribution record and expanding information technology. The manufacturer is also introducing several modifications to the aircraft, including enhancing the cargo variant of the aircraft and offering expanded cabin refurbishment features. “The Dash 8 is a segment defining aircraft, and it has never been in better hands – strengthened by being part of a robust aviation portfolio with patient long-term ownership,” Curtis said. “We are fully committed to the Dash 8 and intend to further enhance its capabilities and performance, and remain a leader of the regional aircraft market of the future.” According to Cirium fleets data, De Havilland currently has 17 firm Dash 8-400 orders from operators including Biman Bangladesh Airlines, Canadian aerial firefighting company Conair, Nigeria’s Elin Group, Ethiopian Airlines, Philippine Airlines, the government of Tanzania and TAAG Angola Airlines. “We fully expect worldwide demand for the Dash 8 to return once the industry has recovered from the pandemic,” Curtis said. De Havilland delivered 11 Dash 8s in 2020. New Restrictions Further Dampen Demand Rumors have been spinning around the Dash 8’s potential pause for some weeks now. At the end of January, De Havilland Canada confirmed to FlightGlobal that it was considering pausing aircraft production. The company has maintained since that initial rumor that it has no plans to axe the Dash 8 program, saying in January that market demand will guide their future plans. De Havilland Canada is far from the only Canadian aviation company facing difficult times during the pandemic. Multiple Canadian airlines have scaled down operations after the country’s government introduced new travel restrictions from international leisure destinations. Air Canada Rouge was forced to suspend operations for the second time since the pandemic began, and Air Canada canceled orders for nearly two dozen aircraft last November in an effort to scale down operations. - Sun Country Announces New Routes - February 26, 2024 - The Large Air Carrier That Few Know Exists - February 19, 2024 - Bolts Missing from Alaska 737 MAX 9’s Door Plug: NTSB - February 6, 2024 Subscribe to AirlineGeeks' Daily Check-In Receive a daily dose of the airline industry's top stories along with market insights right in your inbox. Southwest on Wednesday announced the launch of Southwest Airlines Renewable Ventures (SARV), a wholly-owned subsidiary of the carrier focused on… British Airways has forged an interline partnership with CemAir, a South African regional airline, as announced in a press release…
aerospace
1
https://ww1aviationheritagetrust.co.uk/index.php/1914-1915/1916-1917/raf-be12/
2024-04-23T14:13:34
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The Royal Aircraft Factory’s BE12 was an attempt to provide a more powerful single seat fighter version of the BE2c by fitting the Farnborough-based factory’s own 12-cylinder air-cooled power plant that would enter production as the RAF 4a. Despite the obvious outline differences between the new design and the earlier 2c its wartime career was one of mixed fortunes. Two subsequent variants were produced: the BE12a which featured the wings and tail design of the BE2e/f and the BE12b powered by the 200-hp Hispano Suiza. These aeroplanes offered little major advantages over each other but they did useful service as trainers and the 12b was employed as a night-fighter in the UK. In mid-1915 the BE12 was considered a good idea but by the time it entered service it was something of a compromise.
aerospace
1
https://cameroonmagazine.com/actualite-internationale/world-news-au-check-out-a-new-spacex-dragon-dock-for-starships-with-the-iss-loaded-with-experiments/
2023-06-02T01:57:09
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A Dragon 2 capsule is scheduled to connect to the International Space Station on Monday after being launched into orbit by a Falcon 9 rocket. The crew of the International Space Station welcomes the latest version of the SpaceX Dragon spacecraft into orbit on Monday. The Dragon 2 is making its first cargo flight into orbit after launching on a Falcon 9 rocket on Sunday morning. The capsule filled with supplies rose on the way to the International Space Station as part of the 21st. Launches under a commercial resupply service contract between Elon Musk’s rocket company and NASA. His arrival will be broadcast on NASA television starting at 8:30 a.m.. m. PT, docking scheduled for 10:30 a.m.. m. PT. You can see below. The new, updated Dragon can carry 50% more scientific payloads than the previous version, according to SpaceX. This version has previously sent astronauts to the ISS during the Demo 2 and Crew 1 missions for NASA, but this is the first Dragon 2 cargo mission. In addition to supplying the astronauts and the station, CRS-21 is conducting several experiments on the ISS, including the first COVID-19 experiment on drug research in space. A series of biological studies will use technologies such as tissue-on-a-chip and brain organoids, which can be used to simulate human tissue and record how it reacts to weightlessness. Another experiment on board is bioasteroid, the aim of which is to determine whether organisms such as fungi can be used to extract valuable substances such as rare earth metals from asteroids in order to break them down or even to obtain bases on other worlds. « We’re going to investigate whether these microbes can get elements we’d really like to use in industry from the surface and inside of asteroids, » says Charles Cockell, lead researcher on bioasteroid, in the NASA video below. A new airlock module from Nanoracks is also flying on the kite, which is similar to a Japanese airlock on the ISS, but is significantly larger. The new infrastructure could make it possible to launch cubesats or other payloads from the space station into space. The Falcon 9 booster, with which the Dragon 2 was lifted from a launch pad in Florida at 8:17 a.m.. m. PT Sunday made its fourth flight and followed suit with its fourth landing on the drone ship. Of course I still love you in the Atlantic. The kite capsule is expected to detach from the ISS in about a month and splash in the Atlantic, bringing a lot of new scientific data back to Earth. Be respectful, keep it polite, and stay on topic. We delete comments that violate our guidelines. We encourage you to read this. Discussion threads can be closed at any time at your own discretion. International Space Station, NASA, SpaceX Dragon, Falcon 9 World News – AU – Check out a new SpaceX Dragon spaceship dock with the ISS loaded with experiments . . Related title : – Check out one new SpaceX Dragon at spaceship dock with the ISS full of experiments – SpaceX launches next generation dragon cargo ship to space station – SpaceX&s first improved cargo dragon capsule docks at the space station – NASA and SpaceX are launching a shiny new airlock and a Christmas party to the ISS – Athlone students contact the International Space Station – SpaceX Cargo Dragon started with Chri stmas presents for the ISS – Elon Musk&’s SpaceX introduced roast turkey, cranberry sauce and cornbread dressing for astronauts around the world . . . – Double kites: SpaceX starts space station requirements – SpaceX Dragon delivers Christmas gifts to astronauts – > Despite the pandemic, SpaceX breaks its annual launch record Donnez votre avis et abonnez-vous pour plus d’infos Vidéo du jour:
aerospace
1
https://via.ritzau.dk/pressemeddelelse/ses?publisherId=90456&releaseId=9015342
2018-05-25T10:58:46
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SES: NATO Ground Surveillance Contract Awarded to GovSat SES (Euronext Paris:SESG) (LuxX:SESG) announced today that its Luxembourgish 50% affiliate GovSat has secured a long term commercial satellite communications contract to support the operational phase of NATO Alliance Ground Surveillance (AGS). The contract is for an end-to-end service and includes the delivery of satellite capacity in commercial Ku-band - largely coming from the SES fleet - as well as associated capacity management services. These services support the command & control and sensor data communications required by NATO Global Hawk vehicles over the AGS operational area. This Smart News Release features multimedia. View the full release here: http://www.businesswire.com/news/home/20161108005729/en/ GovSat is a public-private partnership between the Luxembourg Government and SES. It offers capacity leases and related 24/7 secure operations from facilities with EU and NATO clearances to governments and institutions. Its first satellite, GovSat-1, is currently under construction and scheduled for launch in 2017. The AGS system consists of air, ground and support elements performing all-weather, persistent wide-area terrestrial and maritime surveillance in near real-time. AGS will be able to contribute to a range of missions such as protection of ground troops and civilian populations, border control and maritime safety, the fight against terrorism, crisis management and humanitarian assistance in areas affected by natural disasters. “The award of this contract confirms the unique capability of GovSat to address the secure communication requirements of a NATO defence program, including the handling of sensitive and classified material,” said Patrick Biewer, CEO of GovSat. “GovSat is now de-facto operational, well ahead of the GovSat-1 satellite launch which is foreseen for next year.” Follow us on: SES Pictures are available under http://www.ses.com/21472913/Our_Pictures SES White papers are available under http://www.ses.com/18681915/white-papers SES (Euronext Paris:SESG) (LuxX:SESG) is the world-leading satellite operator, with more than 50 geostationary satellites (GEO) and, through its subsidiary O3b Networks, 12 medium Earth orbit satellites (MEO). Focusing on value-added, end-to-end solutions in four key market verticals (Video, Enterprise, Mobility and Government), SES provides satellite communications services to broadcasters, content and internet service providers, and mobile and fixed network operators, as well as business and governmental organisations worldwide. SES's fleet includes the ASTRA satellite system, which has the largest Direct-to-Home (DTH) reach in Europe. Through its ownership of O3b Networks, SES significantly enhances existing data capabilities, and is the first satellite provider to deliver a differentiated and scalable GEO-MEO offering worldwide. Another SES subsidiary, MX1, is a leading media service provider and offers a full suite of innovative digital video and media services. Further information available at: www.ses.com GovSat is a brand operated by LuxGovSat S.A., a public-private joint venture company between the Luxembourg Government and SES, the world leading satellite operator. Our mission is to provide secure, reliable, and accessible governmental satellite communication services to address the demand resulting from defence and civilian security applications. The company’s first satellite GovSat-1 is scheduled to be operational in the 4th Quarter of 2017. GovSat-1 will be a multi-mission satellite which will use X-band and military Ka-band frequencies on high-power and fully steerable mission beams to support multiple operations. Further information under: www.govsat.lu . Tel. +352 710 725 500 Information om Business Wire 101 California Street, 20th Floor CA 94111 San Francisco Følg pressemeddelelser fra Business Wire Skriv dig op her og modtag pressemeddelelser på mail. Indtast din mail, klik på abonner og følg instruktionerne i den udsendte mail. Flere pressemeddelelser fra Business Wire THE-FRENCH-PAVILION25.5.2018 11:28 | pressemeddelelse Pavilion of France at the 16th International Architecture Exhibition – La Biennale di Venezia SIA25.5.2018 10:32 | pressemeddelelse SIA Acquires Card Processing Businesses in Central and Southeastern Europe from First Data PA-WESTINGHOUSE-ELECTRIC25.5.2018 08:02 | pressemeddelelse Westinghouse Accident Tolerant Fuel Development Moves Forward with Cooperation Agreement with ENUSA BRIC-HOLDING25.5.2018 08:02 | pressemeddelelse BRIC HOLDING Offers Aimedis – ICO: Germany’s Leading eHealth Platform Goes Public ALPS-ELECTRIC25.5.2018 04:35 | pressemeddelelse Alps Electric to Acquire Greina Technologies, Inc. as Part of Sensor Business Strengthening NY-IFF/AMKIRI24.5.2018 22:17 | pressemeddelelse IFF Strengthens Innovation Platform as Partner in Amkiri’s Visual Fragrance™ Technology I vores nyhedsrum kan du læse alle vores pressemeddelelser, tilgå materiale i form af billeder og dokumenter, og finde vores kontaktoplysninger.Besøg vores nyhedsrum
aerospace
1
https://whatsyourtech.ca/2022/09/30/drones-in-operation-over-canadian-cities-densely-populated-areas/
2024-02-23T13:06:45
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Products, packages and pizzas are delivered to doorsteps and backyards. News reports, movies and commercials are being filmed. Farmland and agricultural productivity is being monitored and enhanced. Buildings, civic infrastructure and construction sites are inspected; medical supplies – even donated organs – delivered; emergency, defence and police activities supported. We’ll see more drones in the sky as unmanned and autonomous flying becomes a part of our daily lives. The anticipated potential for drones in commercial, industrial and civil applications is, well, sky-high. The drone services market size is expected to pass $63 billion by 2025, and Insider Intelligence predicts consumer drone shipments will hit 29 million by 2021. Sales of US consumer drones to dealers surpassed $1.25 billion in 2020, according to Statista. And the drone mapping software business is expected to pass $20 billion in value by 2031. Several technical and regulatory challenges for flying drones over city streets and across crowded urban landscapes still exist. Regulatory and reporting requirements for drone operation licenses include the monitoring of where drones fly, how high they fly and the purpose of the flights. Often, one-year BVLOS permits (beyond visual line of sight) are issued by Transport Canada for public safety purposes like monitoring wildfire hotspots. Transport Canada had worked with four organizations for trials to develop potential BVLOS regulations back in 2019. Two of the trials were by Canada Post and Drone Delivery Canada, looking at the deployment of drones for delivery to Canada’s remote and rural regions — Drone Delivery Canada delivering food and medical services in Moosonee, ON, for example. Now, some leading Canadian tech companies have been taking on the challenges of urban flight navigation as they conduct licensed and permitted flights over major Canadian metropolises. Of course, the risk of drones crashing into crowded cities due to imprecise technical data, like GPS signals, spotty LTE/5G connections must be eliminated. And mapping the urban airspace precisely in three dimensions is also key to assessing and implementing how drones can deliver the goods – safely, securely and with privacy in mind. In-Flight Data, an Alberta-based tech company experienced in advanced drone operations, has been testing, training and preparing advanced aerial surveys in Calgary as part of its efforts. In July and August, its flight missions covered an operational area of about 9,000 hectares (or about 22,000 acres), all inside city boundaries and above the heads of its roughly 1.2 million citizens. Working with advanced operations certified drones and the latest in advanced radar and aerial surveillance technologies, including hardware and software, the highly-trained air flight crew was able to ‘see’ all Calgary air traffic users for more than 30 km in all directions. The company says the purpose of the aerial intelligence gathering was to assess the quality and performance of the entire communications network fabric above an urban centre, including geolocation, cellular, radio and many other comms signals. The testing is part of Calgary’s Living Labs program, and participating drone pilots will use air traffic management software from Canadian project partner AirMatrix, a Toronto-based tech start-up. The company builds millimetre-precise skyways in urban and suburban airspace so commercial drone operations can be scaled-up in cities worldwide. The Calgary deployment will ramp up over 18 months inside an allocated zone within city boundaries to begin logistics and public services drone operations; the goal is to build a live drone ecosystem in Calgary. Said to be the only platform of its kind, AirMatrix provides traffic management capabilities through its drone traffic manager dashboard. There’s a corresponding operator platform sending out accurate, 3-D flight route specifications in real-time to enterprise drones incorporating beyond visual line-of-sight operations. In collaboration with local drone operators, AirMatrix is also now deploying its operator platform in Waterloo, Ontario. The company says the data it gathers will be anonymized, then shared with Transport Canada to continue development of the standards required for complex drone operations in urban settings nation-wide. Based on experiences in Calgary and elsewhere, AirMatrix is accelerating its ability to map cities, with plans over the next year to terrestrially and aerially map 100 cities globally and build highways and skyways that enable advanced aerial mobility for drones and other such pilotless aircraft. # # # Another Canadian company, Canadian UAVs, secured a Canada-wide Special Flight Operations Certificate (SFOC) for the operation of its fleet of small Remotely Piloted Aircraft Systems (RPAS) beyond visual line of sight (BVLOS). Issued earlier this year by Transport Canada, the permit allows Canadian UAVs to perform BVLOS flight operations up to 400 feet above ground level anywhere in Canada. To do so safely, it needs the ability to ‘deconflict with other air traffic’, called “Detect and Avoid” (DAA). This is the automation of the human response, the application of technology as an onboard pilot. Canadian UAVs’ ground-based detection system, Sparrowhawk Radar, scans and detects conflicts in an operational area some 450 square kilometres in size (around a central point). Combined with a computer vision sensor system and advanced algorithmic processing, Sparrowhawk is said to be able to solve DAA issues in more than 90 per cent of Canadian airspace below 400 ft.
aerospace
1
https://www.spiedigitallibrary.org/conference-proceedings-of-spie/5783/0000/Verifying-aircraft-position-on-approach-with-infrared-imagery/10.1117/12.603653.short?SSO=1
2019-01-21T22:10:10
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We have investigated the use of forward looking infrared (FLIR) sensors to verify aircraft navigation information during approach and landing. Our research includes the development of an experimental primary flight display (PFD) integrated with a synthetic vision system (SVS). The effectiveness of a traditional SV display is limited by navigation equipment position and orientation errors, database limitations, and lack of knowledge of temporary obstacles. However, integrating information from the navigation system with an external FLIR sensor has the potential to increase information provided to the pilot, improving flight safety. In prior work, we developed software to correct aircraft orientation inaccuracies. Our algorithm locates the runway in a LWIR image and uses the extracted runway location to validate and correct the SV system's understanding of aircraft orientation. Evaluations demonstrated that this orientation correction worked well when there were no position errors. However, uncorrected position inaccuracies introduce errors into the pitch and heading correction estimates as the aircraft approaches the runway. To address this problem, we have developed a new algorithm to separate the image effects of orientation and position errors. This allows our system to correct for both orientation and position errors. We evaluated our system using LWIR video and navigation data recorded by test aircraft during runway approaches. Our results show significant improvements in correction accuracy using dual orientation and position estimation compared to orientation correction alone.
aerospace
1
https://www.popularmechanics.com/space/satellites/a41781688/international-space-station-dodges-russian-space-junk/
2023-03-29T17:08:20
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- On Monday, the International Space Station had to fire its thrusters for over five minutes to avoid space junk. - Russia used a missile to blow up a Soviet satellite as part of a test in 2021, creating a daunting cloud of debris. - Space junk is a growing threat to both life on Earth and space operations. Earlier this week, the International Space Station (ISS) had to fire up its thrusters for five minutes and five seconds to dodge a fragment of space junk left behind from a defunct Soviet satellite, Cosmos 1408. NASA called the move a “pre-determined debris avoidance maneuver.” “Without the maneuver, NASA predicted that the fragment could have passed within about three miles from the station,” the space agency says in an October 24 statement. 🚀 Science explains the world around us. We’ll help you make sense of it all—join Pop Mech Pro. But the ISS never should have had to swerve from the debris field in the first place. More From Popular Mechanics Cosmos 1408 was a Soviet Electronic and Signal Intelligence Tselina-D satellite originally designed to determine the precise location, activity, and other details of enemy radio emitters. This type of espionage was known as electronic intelligence, or ELINT. The satellite stored data onboard and Soviet ground stations downloaded it. It operated for about two years before it became inactive. In November 2021, Russia conducted a widely criticized anti-satellite test on Cosmos 1408 that left behind an estimated 1,500 pieces of space junk. According to the Carnegie Endowment for International Peace, this was the third such test—by any country—since 2007. In April, the U.S. government announced that it will not conduct destructive anti-satellite weapons tests, which spread dangerous “space junk” in low-Earth orbit. “This test underscores the pressing need to develop new international norms and rules of behavior in space,” Ankit Panda, the Stanton Senior Fellow in the Nuclear Policy Program at the Carnegie Endowment for International Peace, said in a blog post last November. “It should further galvanize international efforts to ban this sort of weapons testing, which has significant negative consequences for the space environment near Earth.” The U.S. Space Command immediately denounced the 2021 test, as well. At the time, U.S. Army General James Dickinson called the move a “deliberate disregard for the security, safety, stability, and long-term sustainability of the space domain for all nations.” Dickinson went on to add that the debris would continue to pose a threat to activities in outer space for years to come, putting satellites and space missions at risk, as well as forcing more collision-avoidance maneuvers. “Space activities underpin our way of life,” he says, “and this kind of behavior is simply irresponsible.” NASA’s October 24 debris-avoidance maneuver increased the station’s altitude by two-tenths of a mile at apogee (the farthest point in an orbit around Earth) and eight-tenths of a mile at perigee (the closest point in an orbit around Earth). The operation had no impact on station operations, NASA says in its statement. That’s not altogether surprising, given that the ISS typically moves at least once per year to avoid the path of debris—even if it was designed to take on impacts of junk up to 1 centimeter in diameter. Space junk is becoming a growing concern both in space and on Earth. A recent study published in Nature Astronomy pointed to a 10 percent rise in the risk of space debris killing someone on Earth due to the sheer amount of detritus in space. NASA reports that about 100 million pieces larger than a millimeter float in space: about 500,000 objects between 1 centimeter and 10 centimeters in diameter, and at least 25,000 pieces larger than 10 centimeters. That’s a lot of debris already in space without Russian missiles blowing up satellites for defense testing. The build-up of space junk has officials across the world concerned. While that hasn’t led to strict rules on reducing space junk, guidelines are emerging that are focused on updating design standards meant to reduce the addition of “shedding” material. They also call for moving unused satellites into a “graveyard orbit.” Additional reporting by Courtney Linder. Tim Newcomb is a journalist based in the Pacific Northwest. He covers stadiums, sneakers, gear, infrastructure, and more for a variety of publications, including Popular Mechanics. His favorite interviews have included sit-downs with Roger Federer in Switzerland, Kobe Bryant in Los Angeles, and Tinker Hatfield in Portland.
aerospace
1
http://ciclops.org/view/5564/Rev107
2021-07-26T00:43:42
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[For trouble viewing the images/movies on this page, go here] Cassini continues its extended tour of Saturn on March 27 with Rev107, the spacecraft's 108th orbit around the Ringed Planet. Rev107 completes a 180 degree transfer maneuver by the Cassini spacecraft, switching the spacecraft's periapse from the nightside of Saturn to the dayside. Cassini uses two Titan flybys in quick succession, the first shortly before the start of Rev107 (and discussed in the Rev106 Looking Ahead article) and the second shortly after the end of the orbit (to be discussed in the Rev108 article). This maneuver shortens the length of this particular rev to 8 days, but orbits over next few months will last 16 days. During this rev, Cassini only completes half a circuit around Saturn. Rev107 starts as Cassini reaches apoapse, the farthest point in its orbit around Saturn. At this point, Cassini is 1.129 million kilometers (702,000 miles) from the planet. Rev107 is a nearly circular orbit with the periapse distance very close to the apoapse distance. Periapse occurs on March 28. Following observations from the T51 Titan flyby that occurs eight minutes prior to the start of the Rev107, Cassini's camera system will focus primarily on Saturn's small satellites and ring system. On March 29, ISS will acquire the first of three astrometric observations during this orbit. Astrometric observations are used to refine our knowledge of the orbital motions of Saturn's various satellites, in this case of Pan, Atlas, Epimetheus, Prometheus, Janus, and Methone. Cassini also will take a time-lapse movie of Saturn's F ring, looking at clumps and gores in the narrow ring as well as the passing satellites Prometheus and Pandora. On March 30, Cassini ISS will observe the shadow of Mimas as it crosses Saturn's A ring. Such opportunities to observe moon shadows on the ring system will become more common as Saturn approaches equinox, when the Sun crosses the planet's equator and ring plane from the south to the north. ISS also will take another astrometric observation, this time of Daphnis, Pan, Janus, Pandora, and Epimetheus. The Composite Infrared Spectrometer will take several radial scans of the ring system, particularly in the area in Saturn's shadow, to observe the reflection of Saturn's infrared emission. On March 31, Cassini ISS will be turned to Titan to help improve the calibration of the polarized filters on the narrow angle camera. To do this, ISS will acquire images in these filters as Cassini rotates about the camera's bore sight. This will reveal the effect of the polarized filters have on our ability to view Titan's surface features through Titan's haze layers. With Kraken Mare near the field of view, scientists can also use this effort to see how using polarization filters effects the appearance of large bodies of liquid methane on Titan. Cassini also will acquire the last of its three astrometric observations on this rev, this time observing Epimetheus, Anthe, Daphnis, Pandora, and Pan. CIRS will also take several temperature scans of the ring system. The spectrometer will perform similar scans on April 1 and 2. Cassini finishes Rev107 as it approaches Titan for the T52 flyby. Stay tuned next time for details on this exciting flyby. Image products created in Celestia. All dates in Coordinated Universal Time (UTC).
aerospace
1
https://www.aerospacecrossing.com/job/id-223036e21c19b9adecf98b0c18170aa0
2018-03-24T17:28:35
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The Boeing Defense, Space & Security (BDS) organization is seeking an experienced Systems Engineering Engineer (Level 3) to join the H-47 Engineering team located in Ridley Park, PA. This position will perform systems safety engineering and analyses for the H-47. The selected candidate will have an exciting opportunity to work with an experienced team of system safety professionals and grow their knowledge of military rotorcraft systems. As a system safety engineer the candidate will experience the big picture when it comes to defense operations and witness the complexities of the defense industry life-cycle from conceptual development through design, as well as test and into sustainment. Duties will include (but are not limited to): * Apply an interdisciplinary, collaborative approach to plan, design, develop and verify a lifecycle balanced system of systems and system solutions * Evaluates customer/operational needs to define system performance requirements, integrate technical parameters and assure compatibility of all physical, functional and program interfaces * Performs analyses for system safety into a preferred configuration to ensure mission success * Develops and supports system safety risk assessments * With general direction, identifies, analyzes and controls hardware and software hazards * Prepares system safety documentation and technical reports * Develops and delivers oral and written system safety and risk presentations to peers, program management, customers and regulatory agencies * Contributes to the development of system safety processes, methods and tools Relocation Assistance Available No. Relocation assistance is not a negotiable benefit. Basic (Required) Qualifications: * Ability to obtain a U.S. Security Clearance * Bachelor's of Science degree or higher in an engineering classification * Experience working within a team environment with first-time quality * 2+ years experience with MS Office tools - Word, Excel & PowerPoint Desired / Preferred Qualifications: * Rotorcraft product and/or product support experience * Experience providing briefings to senior and/or executive level management * Experience with system design & integration, operational procedures, hazard identification and requirements, to prevent or control mishap risk throughout the life of the product * Experience with system safety analysis This position requires the ability to obtain a U.S. Security Clearance for which the U.S. Government requires U.S. Citizenship. Typical Education / Experience: Degree and typical experience in engineering classification: Bachelor's and 5 or more years' experience, Master's degree with 3 or more years' experience or PhD degree with experience. Bachelor, Master or Doctorate of Science degree from an accredited course of study, in engineering, computer science, mathematics, physics or chemistry. ABET is the preferred, although not required, accreditation standard. This position is based in Ridley Park, PA and does not offer relocation assistance. Applicants must reside in area or be willing to relocate at their own expense. Boeing is the world's largest aerospace company and leading manufacturer of commercial airplanes and defense, space and security systems. We are engineers and technicians. Skilled scientists and thinkers. Bold innovators and dreamers. Join us, and you can build something better for yourself, for our customers and for the world. Yes, 10 % of the Time Contingent Upon Program Award Website : http://www.boeing.com/ Boeing is the world's leading aerospace company and the largest manufacturer of commercial jetliners and military aircraft combined. Additionally, Boeing designs and manufactures rotorcraft, electronic and defense systems, missiles, satellites, launch vehicles and advanced information and communication systems. As a major service provider to NASA, Boeing is the prime contractor for the International Space Station. The company also provides numerous military and commercial airline support services. Boeing provides products and support services to customers in 150 countries and is one of the largest U.S. exporters in terms of sales.
aerospace
1
https://timesofindia.indiatimes.com/city/bengaluru/airasia-station-manager-who-didnt-wait-for-guv-suspended/articleshow/102257878.cms?from=mdr
2023-12-04T06:35:59
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BENGALURU: AirAsia India has suspended its station manager at Kempegowda International Airport (KIA), Bengaluru, for a month following Thursday's incident in which a Hyderabad-bound flight took off before Karnataka governor Thaawar Chand Gehlot could board the aircraft. Raj Bhavan maintained that the governor arrived on time, but lapses on the part of the airline's ground staff resulted in the governor missing the flight. Two more airline staffers are also likely to be suspended before AirAsia officials meet the governor's office on Monday to explain the mix-up. Sources said the punitive action follows a preliminary probe by the airline. The month-long suspension of Zico Soares, AirAsia's (now AIX Connect) station manager at KIA, takes effect from Saturday. The incident took place on Thursday when the governor was scheduled to fly out of KIA's Terminal 2 on AirAsia flight I5 972 at 2.05pm to Hyderabad. Airport sources confirmed that senior AirAsia officials are scheduled to meet governor Gehlot or his team on Monday to explain Thursday's lapses and the punitive action. A senior officer with AirAsia said: "The governor's arrival was awaited as two of his staff had already reached with his bags. But he reached at 2.07pm and was heading in his official car on the tarmac towards the flight. By then, the flight, packed with passengers and scheduled to take off at 2.05pm, had already pushed back after the doors were closed and the ladders removed." An AIX Connect spokesperson had earlier released a statement regretting Thursday's incident and cited an ongoing departmental probe. The governor's office had told TOI that a complaint had been lodged with the civil aviation ministry, and the airline has launched a probe into the incident.
aerospace
1
https://www.builtforthemission.com/a-29-super-tucano/a-29-networking-interoperability/
2021-08-05T09:17:16
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Assessing the interoperability and networking capabilities of new and potential U.S. Air Force (USAF) assets is an important objective to be met in order to achieve the goals set forth in the National Defense Strategy. As the USAF progresses toward achieving these goals, while also implementing a more rapid procurement process, it has utilized the light attack aircraft program as a source of information on how to most efficiently enable international collaboration between the USAF and partner nations. USAF Light Attack Aircraft (LAA) Program The LAA program, and preceding experiments that took place in 2017 and 2018 at Holloman Air Force Base, are part of a broader effort led by the Air Force Strategic Development Planning and Experimentation Office at Wright-Patterson AFB, Ohio. Its intent is to acquire “an affordable, non-developmental aircraft intended to operate globally in the types of Irregular Warfare environments that have characterized combat operations over the past 25 years.” Together, SNC and Embraer have put forth the A-29 Super Tucano as the proposed solution to the need for LAA. The A-29 is purpose-built for light attack,is combat proven with partner nations globally. It has more than 46,000 combat hours under its wings. Both aircraft in the competition are required to be equipped with the Aeronet, which is an “easily exportable means of exchanging data with coalition allies across the air, land and sea domains of operation.” The A-29 fulfills this requirement along with inclusion of Link-16 to enable additional data sharing. Partner Nation Interoperability The A-29 is mission-proven as having the interoperability and networking capability to gather, process, harness and disseminate data to U.S. and allied forces on the ground and in the air. It has achieved this objective in combat in Afghanistan and with 13 partner air forces around the world. With its combination of advanced sensors and its ability to network with joint forces and coalition partners, the A-29 acts as a force multiplier as part of a fully integrated air and ground combat team sharing data across the battlefield. The A-29 can enter inventory ready to plug into USAF Command & Control (C2) architecture. It’s unique in its design as an open architecture platform, capable of rapid integration of new sensors, radios and mission software, and in the aircraft’s ability to match the growing need for Multi-Domain Command & Control (MDC2) required for U.S. and allied forces. SNC TRAX ® The A-29 also features the operationally proven advanced networking and communications tool, Tactical Radio Application eXtension, known as SNC TRAX® software. SNC TRAX routes data from one datalink to another utilizing MIL-STDs and industry standards, effectively combining them and eliminating any proprietary interfaces and protocols. This allows users to work around incompatible waveforms and experience the full advantages of net-enabled combat. About the A-29 Built in Jacksonville, Florida, the A-29 is an established combat, reconnaissance and training aircraft that is already in use by air forces around the globe. It is currently in its third year conducting combat and reconnaissance operations in Afghanistan with more than 46,000 combat hours under its wings. The A-29 is known for its rugged and durable design, which allows it not only to perform routine operations from unimproved runways and at forward operating bases, but to leave a very low maintenance footprint while sustaining exceptionally high mission capable rates.
aerospace
1
https://teamglobal.com/job-details.php?jobid=137212
2022-08-20T02:22:40
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Lead A&P Mechanic Lead A&P Mechanic TeamGlobal has an exciting long-term opportunity for A&P Mechanics to be a Lead Mechanic in Ardmore, Oklahoma. Supervise and/or monitor the services, and repairs, and overhauls of airframe, engine, propeller, components and appliances, to ensure airworthiness. Inquire today... a recruiter will contact you with additional details on this position and our available benefits including $10K Free Life Insurance! - Essential Job Functions - As the Lead Aircraft Mechanic, acts as the Maintenance Manager for the shift or deployment assigned and ensures the following tasks are completed: - a) Serves as Shift and/or Deployment Lead position. Manages the specific maintenance effort to ensure priorities are met and safe aircraft are provided to the customer. - b) Ensures completion of tasking for scheduled and un-scheduled maintenance and inspection items concerning airframe, engine, propeller, components, and appliances. - c) Ensures contract maintenance performance standards are met and/or exceeded. - d) Responsible for proper documentation for aircraft; Army, FAA, MISA and other requires forms. - e) Lead, supervise and directs troubleshooting, repair, replacement, and rebuild of structures components and appliances, such as wings and fuselage, and functional components including rigging, surface controls, and plumbing and hydraulic units. - f) Ensures accurate timecard reporting daily for all personnel assigned. - g) Maintain trust in direct and basic interaction with customer aircrews regarding aircraft material condition. - h) Reads, writes (as directed) technical documents for the aircraft Program, and interprets OEM and DoD Technical Manuals, service bulletins, airworthiness directives, local directives and other specifications to determine maintenance method of repairing or replacing malfunctioning or damaged components. - Troubleshoots, repairs, replaces, and rebuilds aircraft structures componentsand appliances, such as wings and fuselage, and functional components including rigging, surface controls, and plumbing and hydraulic units. - Reads and interprets OEM and DoD Technical Manuals, service bulletins, Airworthiness Directives, local directives and other specifications to determine maintenance method and procedures. - Examines engines for component damage and security, heat damage and fluid leaks. - Inspects turbine blades to detect Foreign Object Damage or material wear or failure through visual and borescope. - Tests engine operations to locate source of malfunction or perform operational checks. - Replaces or repairs worn or damaged components such as fuel controller, starter/generators, etc. - Removes engine form aircraft, disassembles as required and inspects parts for wear, warping, or other defects. Repairs/replaces parts as required. Reassembles and reinstalls engine. - Performs miscellaneous duties to service aircraft, including change and/or inspect fuel, and oil filters, cleaning screens, aircraft lubrication, wheel and tire maintenance such as tire changes, clean and inspect wheels and bearings. Charge and service Nicad batteries, aircraft, and engine compressor wash, cleaning and servicing on-board sanitation facilities. - Assist in the training of A, B and C level mechanics for growth. - Mix paint and apply for touch-up of aircraft and components. - Prepare and submit required documents and forms as required for accurate reporting. - Highly recommended to be engine run and taxi certified to fully function in this position. - Designation as Red X Authority a must for this position. - Education and Experience Requirements - High school diploma or GED required - Minimum 5 years direct experience and/or training; or equivalent combination of education and experience - Airframe and Power Plant license required - Must have own Tools (etched and shadowed) Apply Now! Call Now: (817) 234-9527
aerospace
1
https://viespuranbas.web.app/1422.html
2021-10-20T04:19:24
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Airmobility, 19611971 army center of military history. Army aviation unit in vietnam founded 1 october 1965 awards. Gold cover award and distinguished book award from the military writers society of americaamerican authors association, 2004. A visceral vietnam helicopter pilots story, but from a rarer perspective. The vietnam war became a helicopter war for american forces, and a common way for an infantryman to go into action was by slick. Eastern time is open to anyone who wants to attend and will feature vietnam veterans along with gold star families. Wonder what happen to all the guys in your flight class. The story of a marine grunt in the first battle of khe sanh april 1967 duration. Helicopter oh6a 6916011 fly in a vietnam war helicopter. Not a slick pilot almost helplesslessy dropping soldiers in, or the more helpless dustoff crews whod liftout the wounded out of hotter areas, this book extolls the virtues of the hunter killer and straight scout teams in their dimunitive helicopters. This door position concept further implemented aboard ch21, uh34, and uh1 by enlisted men specially designated and trained, with the aircraft crew chief serving as. But what happened to nguyen after his mission impossible escape hasnt been. Vietnam helicopter pilots rebuffed on memorial mission. Putzels book focuses on army helicopter pilot major james t. Bell 204 uh1bc in us army aviation helicopter history site. Its painful to see him being rewired in real time, all the while knowing now the longterm impact of those experiences. Fuel sys, structure the armor protecting the personnel, fue was effective. Army helicopter oh6a tail number 6916011 the army purchased this helicopter 0470 total flight hours at this point. One of the things i loved so muchand that broke my heart so cleanlyabout the things they carried was that it reminded me of another beloved war book, slaughterhousefive, in that both books. A list of deceased vietnam war veterans in the us can be found on the vietnam veterans memorial. Oct 4, 2015 haunting images of uh1 helicopter pilots from the vietnam war. One of the most enduring and vivid images of vietnam is the helicopter. The attack helicopter embodied by the hueycobra, was also used for the first timein warfare. Please provide any additional information on this helicopter to the vhpa. A young soldier in vietnam faces a moral crisis when confronted with the horrors of war and the duality of man. The vietnam helicopter crew members association offers links to a large number of vietnam information resources. Vietnam war helicopter pilot is awarded medal of honor. Brad davis, keith carradine, michael okeefe, richard bradford. Navy aircraft carrier and the first africanamerican graduate of the naval academy to reach flag rank. List of united states military helicopters military wiki. Susan young, gallery of usaff weapons 2008 usaf almanac, air force magazine, may 2008. Army helicopter ah1g tail number 6715552 the army purchased this helicopter 0368 total flight hours at this point. Marines liked it enough to adopt it as the seacobra. The book chronicles his enlistment, flight training, deployment to and experiences in vietnam, and his experiences after returning from the war. Related web sites vietnam helicopter pilots association. Vietnam helicopter history cdrom by gary roush, database committee the vhpa has a renewed product that is the result of over 20 years of work by gary roush, mike law, mike sloniker and many others. Pi hat vm02 ball cap 100 cotton high profile snapback. Blue ridge push a helicopter into the sea off the coast of vietnam in order to make room for more evacuation flights from. There is little doubt that the helicopter revolutionized warfare and how the war in vietnam 19551975 was fought. Lawrence cleveland larry chambers born june 10, 1929 was the first african american to command a u. This helicopter was purchased by the us army in 0766. John stillmans account of his experience in vietnam is simultaneously brutal, heartbreaking, and tender. Bob hesselbein, of middleton, the memorial, which has been in the works for years, is close to becoming reality. The book chronicles his enlistment, flight training, deployment to and experiences in vietnam. There was a time when all i knew of vietnam war books was tim obriens, the things they carried, a book that prompted the laconic entry in my book journal, this book destroyed me. Jumping from helicopters the official website of john. Newman, commanding officer of c troop, 2nd squadron, 17th air cavalry regiment, 101st airborne division, operating in northern south vietnam in 197071. Mission of honor mississippi gold star paddle home. The following is goldbook information on us army helicopter uh1b tail number 6600527 it is provided here as an estimate of the history of this helicopter and is not intended to be the final authority. Air force pararescue medic william pitsenbargers actions were credited with saving almost 60 men in one of the bloodiest battles of the vietnam war. Army 1972 129th assault helicopter year book part 2. The fall of saigon and the rescue mission of the uss kirk, also explores nguyens exploits. Helicopters lifted troops, supplies, material, equipment, and vehicles. Their small helicopters were vulnerable even to minor damage, and parachuting from a damaged bird was impossible. Initially cast as targetspotters for gunships and airassault forces, the scout pilots evolved into live bait as enemy weapons and tactics improved. Great combat helicopter and combat aviation in general book. The memories of a us marine lieutenant in vietnam who slowly gets disillusioned as the war progresses. I will once again be honoring vietnam gold star families at the vietnam helicopter pilots association convention in kansas city next week. Rattler oneseven puts you in the helicopter seat, to see the war in vietnam through the eyes of an inexperienced pilot as he transforms himself into a seasoned combat veteran when chuck gross left for vietnam in 1970, he was a nineteenyearold army helicopter pilot fresh out of flight school. Get a list of helicopters by unit and month to month gold book details on each helicopter. A plan by the vietnam helicopter pilots association to place a monument in arlington national cemetery received critical support recently. There are a total of 24 vietnam war helicopters 1955 1975 entries in the military factory. I have proudly served with mike talton and know him to be a great. The following is goldbook information on us army helicopter uh1h tail number 6815753 it is provided here as an estimate of the history of this helicopter and is. Dedication ceremony set for monument honoring vietnam. The vietnam helicopter pilots association is a national organization whose membership is made up of rotary wing pilots who served in the vietnam war. Flying scout helicopters in vietnam was the aerial counterpart of walking point. Almost everything you thought about the famed fall of saigon photo. Topics range from listings of tail numbers belonging to helicopters assigned to the unit during its time in vietnam. It contains history not available anywhere else including the very popular helicopter incident and accident reports on nearly all. Camp holloway dispensary comprised of four medical units from three helicopter companies, 94th med det 119th ahc, 519th 189th ahc, 755th med det 170th ahc and hdd med det, from 52nd battalion kate smith introduces for the first time the song god bless america. While in command of uss midway during operation frequent wind, chambers gave the controversial order to push overboard millions of dollars worth of uh1 huey helicopters. The personal naming of military aircraft in the vietnam war is not unique in american history. Gun launched nonexplosive ballistic projectiles less than 20 mm in size. The american bell uh1 huey is the most famous of the vietnam helicopter types and proved a workhorse for air cavalry units throughout the war. This helicopter was repaired in theater this was a recon mission for unarmed recon. Ussf patch mercenary, montagnard command khe sanh ccn vietnam war 974. Those who volunteered to man the primary aircraft of the war, the helicopter. Having completed recent studies focused on the era of the vietnam war, dr mrozek plans a booklength essay on us defense policy after world war ii. The last full measure tells story of hero in vietnam war. I strongly recommend this book to any reader interested in vietnam helicopter combat. Also in honor of memorial day i am once again lowering the price of my book mission of honor to. Almost everything you thought about the famed fall of. You can also find this type of list by contacting the va in your area. Viet nam 1971 photos from frank jones the vietnam center. Crandall, who flew his unarmed helicopter into heavy combat in the ia drang valley to drop supplies and evacuate wounded troops, was presented the medal of honor on monday at a white house ceremony. Ready to read the most celebrated and best vietnam war books. Arvn 11th armored tank battalion original silk patch vietnam war 80. Army helicopter uh1c tail number 6615125 the army purchased this helicopter 0567 total flight hours at this point. The surprising tale of that photo, along with a complete story of the last days of the vietnam war, is told in clarkes new book, honorable exit. Army 1972 129th assault helicopter year book part 1. Coordinator, gold star family, vietnam helicopter pilots association. The vietnam helicopter pilots association vhpa is a nonprofit war veterans organization filed under section 501c19 of the internal revenue service. Slick was the term used to refer to an assault helicopter used to place troops into combat during airmobile operations. Tm 1152024010, army model ch47d helicopter, 22 february 2011 itm 1152025210, army model mh47e helicopter, 28 june 1995 w changes 22, dated 31 october 2008. United states army freedom team fts salute program. Chickenhawk is robert mason s narrative of his experiences as a huey uh1 iroquois helicopter pilot during the vietnam war. Lockheed ah56 cheyenne attack helicopter prototype 1967, 26 february 2014. What rank would a helicopter pilot during the vietnam war. The helicopter war and its effect on crews who fought it. The book tells the tale of robert masons time in vietnam as a pilot of a huey helicopter. I would further recommend two other scoutoriented books.1462 33 1234 819 321 264 1177 232 357 236 1624 51 567 1212 1571 781 308 1632 1406 1411 1609 1184 959 480 352 11 1518 1361 441 1608 1027 1298 1356 1374 414 736 713 1355 18 1444 653 151 244 177 33
aerospace
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https://www.flir.eu/discover/iis/flir-machine-vision-cameras-capture-high-definition-footage-of-nasas-perseverance-rover-landing-on-mars/
2024-04-15T05:20:55
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Image credit: NASA/JPL-Caltech On February 18th, NASA successfully landed the Perseverance Rover on Mars. This isn’t the first Mars mission, but it was the first time that the entry, descent, and landing of a spacecraft was filmed and broadcasted live for the public to watch and virtually participate in. 6 FLIR machine vision cameras captured the event from multiple angles, documenting all stages of the thrilling touchdown. While only a few minutes long, the footage has already helped engineers evaluate how well their work performed in space, and inspired millions of viewers around the world. Watch the official video released by NASA of the descent and touchdown: The Entry, Descent, and Landing (EDL) of the rover may only be a few minutes long, but there’s a lot going on in those few minutes. Here’s a breakdown of what you’re seeing and from what angle. After entering the Martian atmosphere, the parachute deploys about 7 miles (11 kilometers) from the surface. Just before this point, three up-looking cameras began recording, capturing footage of the supersonic deployment of the most massive parachute ever sent to space: Five miles off the ground, the heat shield (used to protect the rover during entry into the Martian atmosphere) drops off and exposes the rover down-look camera, showing some of the rover’s intense ride to Mars’ Jezero Crater: Then the rover drops away from the back shell (and parachute). From there its descent is managed by a rocket-powered descent stage called the “SkyCrane.” Here’s a view of the rover captured by a down-looking camera on the SkyCrane: Then it’s touchdown! Here’s a view (from a camera on the rover) of the SkyCrane being swept away as the rover touches down on the surface of Mars to begin its mission: The cameras that captured this footage are FLIR RGB machine vision cameras, and include five 1.3-megapixel cameras and one 3.1-megapixel USB camera. “Our cameras are designed for operation on Earth, and not built to operate in outer space,” said Sadiq Panjwani, VP of the Integrated Imaging Solutions (IIS) division at FLIR. “So we were quite thrilled that NASA put them to the test.” NASA began contacting FLIR in 2015 to investigate suitable cameras for the EDL (Entry, Descent Landing) system. Engineers were looking for commercial off the shelf (COTS) hardware with an emphasis on low cost and ease of system integration. This is the first time that FLIR machine vision cameras have been subjected to the extreme temperatures or high gravity forces experienced during the Mars landing. Everyone involved in engineering and manufacture of cameras at FLIR is thrilled about this testament to their durability and performance. And of course, ecstatic to say that their work has made it to Mars! Congratulations to the team at NASA and everyone involved in making this historic milestone a reality.
aerospace
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https://www.scmp.com/article/703986/third-beidou-satellite-launched
2022-08-19T18:38:17
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State media yesterday hailed the successful launch of a space rocket that takes China a step closer to completing its own satellite navigational system. The satellite is the third link in the Beidou system, a multibillion-yuan project to produce a home-grown rival to the United States' Global Positioning System and Europe's Galileo. The blast-off took place shortly after midnight on Saturday night, from the main satellite launch station in Xichang, Sichuan province . The satellite was delivered to geostationary orbit aboard a Long March 3111 carrier rocket. The chief engineer on the Beidou project, Sun Jiadong, told Xinhua that the latest addition to the network showed the system was well on the way to completion. 'The successful launch of the third Beidou navigational satellite demonstrates the construction of the Beidou satellite navigational system has taken another important step forward.' He said the network was being put together along a three-stage plan and progress was 'on schedule'. Beidou - Chinese for the Big Dipper - will require at least 10 satellites to be in orbit before it can begin functioning in the Asia-Pacific region, scheduled for 2012. It will take a total of 30 to 35 satellites for the system to effect worldwide coverage, which China plans to complete by 2020. Five of those satellites will be in geostationary positions like the one launched yesterday, while the remainder will be in lower, non- stationary orbits. In addition to positioning, the satellite network will also be used to carry short-message services and broadcast time signals. The system, also known as the Compass in English, is of enormous commercial value but is hugely important from a military perspective. Beidou aims to perform in much the same way as the GPS. It is scheduled to be operational ahead of the European Union's Galileo system, in which China is a partner. Having its own network of satellites means China will be self-reliant in terms of running hi-tech weapons guidance systems. Military experts have previously expressed concerns about the possible impact of the US cutting access to its GPS system. Andrei Chang, editor-in-chief of the Canada-based Kanwa Defence Review, says China's expansion into an independent satellite navigation system is anticipated. 'Currently, Beijing has to rely on the US military-owned GPS system. Its own version of the GPS system will provide China with more reliable and effective navigation and positioning of force deployment. The Chinese military, especially its precision-guided weapons, will benefit.' An official at China Electronics Technology Group Corp, which is involved in the project, previously told the South China Morning Post that he estimated the system would cost 'several billion yuan' to complete. Work on the Beidou system began in earnest in 2000, with an experimental system using just two satellites. The first satellite for the second-generation Beidou was put into space in 2007, followed by another last year. China has pledged to give access to its 'open service' free of charge within the service area, which would provide positioning accurate to within 10 metres. A more accurate service will also be available for 'authorised users'. Xinhua said Beidou's management office had released a statement saying that China would make its own global navigation system compatible and inter-operable with other international competitors.
aerospace
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http://libn.com/2009/04/03/nonprofit-birefs-of-the-week/
2014-03-10T12:27:19
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Long Island’s famous flyers The Long Island Cradle of Aviation Museum in Garden City has created the Long Island Air & Space Hall of Fame, in commemoration of the centennial of flight on Long Island. In its first annual induction ceremony, held on Monday, the Hall of Fame welcomed Glenn Curtiss, Leroy Randall Grumman and Karol ... Already a paid subscriber but not registered for online access yet? For instructions on how to get premium web access, click here.
aerospace
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https://loreto.vic.edu.au/loreto-education/co-curricular-activities/cocurricular-camps-and-excursions/
2022-05-25T19:43:34
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NASA SPACE CAMP The inaugural Loreto College NASA Space Camp took place in September 2016 and our students and staff loved it! The trip is now offered biannually to Year 9 & 10 students. The trip is held in the two-week term break between third and fourth terms and visits Washington, Florida and Alabama. The trip is designed to promote an understanding and love of the study of STEM (Science, technology, engineering and maths) subjects in the students; showing girls the possibilities open to students who pursue study in these areas at a senior and tertiary level. Huntsville, Alabama – NASA space camp A five day live in program where the students undertake training in: - The history of the exploration of space including the Mercury, Gemini and Apollo programs - Astronaut training - Mission training - Specialist mission training as a pilot or extravehicular activities (EVA) such as space walks. At the end of the program the trainees carry out a simulated mission followed by a graduation ceremony. The students spend four days in Orlando visiting a number of local attractions with the highlight being the visit to the Kennedy Space Centre. At the Kennedy Space Centre the students will tour the facilities, possibly witness a shuttle launch (dependent upon launch dates), have lunch with a current astronaut and tour the shuttle facility. Finally the students spend two days in Washington DC where they visit the Smithsonian Air and Space Museum, the Washington Monument, Arlington, the Lincoln Memorial and the National Mall. -> download NASA Camp details (pdf) Students in Years 11 and 12 have the opportunity to travel to England and Ireland on the biannual Loreto Pilgrimage during the Term 1 and 2 break. Over the course of almost three weeks, students visit Loreto schools in Ireland and sites of significance to our Loreto story in England, as well as many amazing tourist attractions and historical landmarks. The highlights of past trips are numerous and varied. The girls were able to build significant links with some of their fellow Loreto students in Ireland when they experienced a two-night homestay with a family from Loreto Secondary School in Balbriggan. They met some of the Loreto sisters at the Bar Convent in York and learned more about the story of Mary Ward when visiting her grave at Osbaldwick. Whilst travelling the English countryside, the pilgrims visited Shakespeare’s grave in Stratford upon Avon, danced around the massive rocks at Stonehenge in a bitterly cold wind and experienced the opulence of the state apartments at Windsor Castle. This Pilgrimage experience has proved to be the experience of a lifetime! Students look forward to experiencing friendly guides and hosts, wonderful learning experiences, and thoroughly enjoyable things to do and sites to see along the way.
aerospace
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https://apps.dtic.mil/sti/citations/ADA034758
2021-10-23T14:11:17
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Maximum Payload, Four-Impulse, Non-Coplanar, Orbital Transfers for an Upper Stage Vehicle of the Space transportation System. AIR FORCE INST OF TECH WRIGHT-PATTERSON AFB OHIO SCHOOL OF ENGINEERING Pagination or Media Count: Payload capabilities were calculated for an expendable upper stage vehicle compatible with the Space Shuttle Vehicle. Analysis was performed for a four-stage vehicle that was modeled with impulsive thrust and transfer trajectories which obey restricted two-body equations of motion. The magnitude of the maximum payload deployed into one of two specified orbits when the other payload is known is solved by breaking the four-impulse transfer into two dual-impulse transfer trajectories. The maximum payload solution for one transfer depends upon the specified payload of the other transfer. Each of the dual-impulse transfer trajectories is determined by solving a quartic equation in the square root of the semi-latus rectum of the transfer orbit. Maximum payload capability was dependent upon the available impulse, the angle between orbit planes, the difference in the radii of the terminal orbits, the plane changes at departure and arrival points, and the transfer angle. Transfer solutions were programmed on a CDC 6600 digital computer. Computed results indicate that the model vehicle is capable of many non-coplanar orbit-to-orbit transfers that still yield practical payloads. As the transfer angle deviates from the neighborhood around 180 deg and the other geometrical parameters increase, the payload decreases. Author - Spacecraft Trajectories and Reentry
aerospace
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