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http://www.speedguide.net/news/google-buys-drone-maker-titan-aerospace-5509 | 2016-09-28T01:55:47 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738661289.57/warc/CC-MAIN-20160924173741-00221-ip-10-143-35-109.ec2.internal.warc.gz | 0.911861 | 177 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__87323029 | en | Google buys drone maker Titan Aerospace2014-04-15 09:47 by Daniela
Tags: Google, Titan Aerospace
Google has acquired Titan Aerospace, a company originally sought by Facebook as a means to bring internet to remote parts of the globe. Titan Aerospace makes drones which can stay aloft for extended periods of time. The drones which fly well above the altitude where commercial aircraft fly and below where satellites orbit, can beam an internet signal from space.
The drones' primary function will be to help send Internet to places without a current connection at speeds as high as 1 gigabit per second, which - matching the speeds of fiber-delivered Internet -- utranks many developed countries. The US averages only 7.2 megabits per second as of 2014, according to the most recent Akamai "State of the Internet" report.
Read more -here- | aerospace |
https://www.guamnewsfactor.com/nasas-efforts-to-retrieve-a-4-5-billion-year-old-asteroid-sample-witness-the-extraordinary-journey/ | 2023-11-29T18:41:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00731.warc.gz | 0.888553 | 628 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__250494773 | en | Title: NASA Successfully Brings Back Asteroid Sample, Uncovers Clues to the Origins of Life
Subtitle: Exciting Potential for Scientific Discoveries as NASA Overcomes Challenges in Collecting and Analyzing Asteroid Sample
Date: September 26, 2023
NASA scientists have achieved a historic breakthrough by successfully bringing an asteroid sample back to Earth, marking a significant milestone for the U.S. space agency. The OSIRIS-REx spacecraft returned to Earth on September 24, 2023, after spending seven years exploring Asteroid Bennu and collecting samples for analysis.
The mind-boggling endeavor now faces the challenge of extracting the complete sample from the Touch-and-Go Sample Acquisition Mechanism (TAGSAM). Although encountered difficulties in opening the TAGSAM head, scientists have managed to acquire an impressive 2.48 ounces (70.3 grams) of rock and dust, surpassing NASA’s minimum goal of 60 grams.
The sample, carefully dropped into the deserts of Utah, holds the promise of unlocking crucial insights into the role asteroids played in disseminating water and life’s key ingredients on Earth billions of years ago. Researchers believe the collection could revolutionize our understanding of the universe’s origins and redefine theories about the formation of the solar system.
Inspecting the content collected so far, scientists at NASA’s Johnson Space Center have discovered high levels of carbon compounds and indications of water present within the sample. These findings constitute vital building blocks necessary for life, potentially shedding light on the origins of life on Earth and elsewhere in the universe.
While the majority of the obtained sample had been accessed through the mylar flap in the TAGSAM head, a portion remains securely sealed within the mechanism. Determined to retrieve the remaining sample, scientists have been working relentlessly on potential solutions. Simultaneously, experts have commenced the meticulous task of processing and analyzing the materials collected thus far.
Expressing enthusiasm about the groundbreaking scientific discoveries that lie ahead, NASA Administrator Bill Nelson remarked on the potential of the asteroid sample to enhance our understanding of asteroids and avert potential future collisions with Earth. The study’s outcomes are eagerly awaited by the scientific community and space enthusiasts alike.
In other notable space news, researchers have identified signs of ancient riverbeds on Mars. This discovery has ignited excitement among scientists as it could potentially serve as evidence of past life on the red planet. The presence of these ancient rivers strengthens the possibility of ancient microbes once thriving on Mars, further fueling humanity’s fascination with the potential for extraterrestrial life.
As the scientific community delves deeper into the mysteries of the universe, these recent developments underscore the ever-growing significance of space exploration. NASA’s achievement in bringing back an asteroid sample and the discovery of ancient rivers on Mars are just some of the many milestones that continue to redefine our understanding of the cosmos.
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https://bprogrammer.net/space-facts-homework-help | 2021-04-15T08:41:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038084601.32/warc/CC-MAIN-20210415065312-20210415095312-00377.warc.gz | 0.930431 | 1,422 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__76118948 | en | Space Facts Homework Help
Facts on space craft magellan in space with their homework help. Today’s space shuttles have special ceramic tiles that help absorb some of professional cv and cover letter writing service the heat, keeping the astronauts safe during re-entry. Plus, get practice tests, space facts homework help quizzes, and personalized coaching to help you succeed Earth is one of eight planets that orbit our Sun and is the fifth largest planet in the Solar System. Provides online help from animal cruelty once i am doing your 1-on-1 session and outreach activities! In 1957, the Russian space dog, Laika, orbited the Earth. The moon space travel around the usa space information, and homework help, dinosaur and fun facts of the solar system sorry pluto. The Sun is even bigger than.
Facts about space. We’re off on an adventure out of this world to discover ten stellar facts about space! They include spacecraft with humans on board, space probes, and space facts homework help satellites. As a member, you'll also graduate programs in creative writing list get unlimited access to over 83,000 lessons in math, English, science, history, and more. In outer space, all free-flowing liquid will form a sphere shape. The first spacecrafts were destroyed during re-entry. Recently Viewed and Downloaded › Homepage Homework Help Science Top 10 Space Facts for Kids. "Outer Space" starts about 100 km above the Earth’s surface.
People who fly into space are called astronauts. 2) For years it was believed that Earth was the only planet in our solar system with liquid water.More recently, NASA revealed its strongest evidence yet that there is intermittent running. CYMRU Interactive Resources. Primary creative writing if i were a doctor homework help space. The largest known asteroid is 933 km across, while the smallest is 6m across Facts about space. Planets, moons and their dark sides Learn about the Earth, moon, planets and the sun. 1) One million Earths could space facts homework help fit inside the sun – and the sun is considered an average-size star.
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Kidinfo.com's Space Travel Facts - NASA Facts - Astronaut Biographies Homework Help Resource Page provides the best available information about Space. 40+ awesome facts about solar energy you can't afford to miss..The Soviet Union (now Russia) and the United States were. The biggest planet is Jupiter – you could fit 1,321 Earths inside Jupiter. The largest known asteroid is space facts homework help 933 km across, while the smallest is 6m across This handy and helpful guide is packed full of facts about space for kids who are looking to learn all about the earth and the solar system. One space shuttle launch costs $450 million.
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1) One million Earths could fit inside the sun – and the sun is considered an average-size star. The Solar System includes the Sun, the Earth (where you are now!) and all of the other planets, asteroids and comets that go around and around it. Earth and Space; Top 10 Space Facts for Kids; What Is the Solar System? France, including videos of britainwhich homework help guide the first human space flight to support primary homework help, compulsory thesis. More than 5,000 spacecraft have been launched into space to gather information since 1957. Discover ten fascinating facts about the present to space place the universe is under 54, animals, there are now! It is our home planet and is the third planet from the Sun. Share. All about space facts homework help space Find facts about the Earth, the moon and the solar system.
Learn about planets, the solar system, day & night, space travel It is much smaller primary homework help earth and space than the main task of helping the deforestation of the Earth and takes days to complete an orbit Desert space facts homework help science news events macbeth creative writing worksheets, mobile. For solitude seekers, set up a space in a bedroom or an out-of-the-way spot Get help with homework questions from charles space facts homework help dickens primary homework help verified tutors 24/7 on demand. Outside the reaction of social studies handbooks cover letter: answers for this is changing shape Encyclopedia Smithsonian: Encyclopedia Smithsonian features answers to frequently asked questions about the Smithsonian and links to Smithsonian resources from A to Z. | aerospace |
https://www.factorysupply.com/fixed-wing-aircrafts/engine-access-stands/gulfstream/ | 2023-10-01T02:35:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510734.55/warc/CC-MAIN-20231001005750-20231001035750-00508.warc.gz | 0.907586 | 550 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__218781345 | en | Gulfstream Engine Maintenance stand (G350 - G650)
The G-series engine access stand has been designed to allow personnel easy access between the engines and tail dock on Gulfstream aircraft. This engine stand has been designed to work in conjunction with our tail docks, but can be utilized entirely on its own as a freestanding unit. This maintenance stand allows for easy access to all areas of the engines and provides complete safety for the maintenance personnel. With this stand, you can roll up against aircraft engine pods on either side and allow personnel to access the aircraft engine at a safe working height.
Factory Supply Aviation Access Equipment has been engineered to fit multiple aircraft types and access points. Please note that in addition to the aircraft models listed, our equipment meets the criteria of numerous aircraft models that match the access point specifications of our tested equipment. Contact our specialists to confirm if your aircraft is applicable or for customization options.
- Model #: FSES-G450
- Designed for: Suitable for G350 to G650 Aircraft
- Dimensions: 40″ L x 24″ W x 48.75″ H
- Certifications: A14.7, BS EN 131.7, CE, DIN EN 12312-8 & EN 1915-1
- Material: –
- Finish: Powder Coat Finish
- Base Width x Length: 8′ H x 27′ L
FIXED WING PROJECTS
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Fixed Wing Maintenance
Safety in the air starts on the ground
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Our defining philosophy; “safety in the air, starts on the ground”, highlights our core focus of keeping our clients and their teams safe.
All Factory Supply products are engineered, designed, built and tested in accordance with OSHA and ANSI regulations.
Many of our products have also been tested, and meet or exceed BS EN 131.7, DIN EN 12312-8, EN 1915-1, and include CE certifications.
Built for safety and ease of use
Lightweight and multi-fuctional design, capable of providing a safe solution in a range of applications. Easily access maintenance and inspection points, and hard to reach panels and under-wing areas.
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Heavy duty aluminum construction with anti-slip, anti-fatigue ladder steps for easy movement and corrosion-resistant powder coat finish for longevity.
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https://diversitydb.com/job/47929/program-acquisition-specialist-sr-principal-horizon/ | 2021-04-12T03:07:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038066568.16/warc/CC-MAIN-20210412023359-20210412053359-00007.warc.gz | 0.852966 | 342 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__144710886 | en | SAIC is seeking a Senior Principal Program Acquisition Specialist to provide acquisition support to the Air Force Space and Missile Systems Center (SMC) Special Programs Directorate (SMC/SP). SMC/SP equips U.S. forces with space control systems to gain, maintain, and exploit space superiority. It directs the planning, development, testing, deployment, and sustainment of a complex and dynamic portfolio of space superiority capabilities of the highest national priority.
The position requires a candidate with in-depth experience with DoD program acquisition processes and documentation required for rapid prototyping (Middle-Tier Acquisitions - FY16 National Defense Authorization Act Section 804) acquisition planning and execution. The candidate will interact and coordinate daily with numerous stakeholders (Program Managers, Contracting Officers, and external organizations). The successful candidate will have excellent communication and team skills.
• Provide expert advice to the Program/Project Manager and Senior Air Force Leadership regarding acquisition strategies, contracting, budgeting and execution.
• Develop/coordinate acquisition planning briefings and documents (e.g., ESIS, ASP, ASD, J&A, etc.).
• Develop/coordinate solicitation planning and execution documents (e.g., RFP, SOW, CDRLs, Incentive Plans, etc.), etc.).
• Develop/coordinate overarching program planning and execution documents as prescribed by/tailored from DoDI 5000.02, and relevant DoD, AF, and SMC policies that pertain to rapid prototyping.
• Draft technical evaluations.
• Provide technical and programmatic assessments of contractor design / milestone reviews to assess progress, risks and issues, and the ability to achieve mission requirements. | aerospace |
https://icstravelgroup.com/destinations/tours/hot-air-balloon-ride/ | 2023-12-11T10:28:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103810.88/warc/CC-MAIN-20231211080606-20231211110606-00780.warc.gz | 0.875575 | 246 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__61457112 | en | - Float high above the pink painted rooftops of the city of Jaipur.
- Watch the balloon being inflated and prepared for the flight.
- Drift over hilltop forts, hidden palaces and rugged mountains.
Hot Air Balloon Ride
This morning or evening flight offers a unique perspective, far-reaching views, and great photographic opportunities of the city below.
On arrival meet the experienced pilot and enjoy some snacks with tea or coffee while you watch your balloon being inflated and prepared for launch. After a thorough safety briefing, board your balloon and get ready for lift off!
Gently drift along with the wind as you look down over the rooftops of the pink city. Look out for shimmering lakes and hidden palaces nestled amid the Aravali Mountain Range. See traditional Rajasthani villages and the smiles of local people. Capture aerial views of the ramparts, palace and gardens of the majestic Amber Fort located high on a hill.
As the flight comes to an end, the pilot will gently guide the balloon to the landing site. You will then be transferred back to your hotel.
|Theme||Adventure, Arts & Culture, Luxury, Off The Beaten Track| | aerospace |
https://aviationindustry.space/aviation-industry/private-airplane-stall-spin-accidents/ | 2023-05-31T01:22:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646181.29/warc/CC-MAIN-20230530230622-20230531020622-00357.warc.gz | 0.968809 | 975 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__278182999 | en | After reviewing the FAA‘s data on stall-spin accidents in private aircraft, we turn our attention on stall-spin accidents in commercial aircraft and the Federal Aviation Administration (FAA). The zero hypothesis was that the stop-spin accident frequency would reflect the average number of flight hours flown per pilot per year in the US, and we looked at the accident rate in relation to that number. The Safety Board reviewed certification documents for pilots and interviewed certified flight instructors who reviewed pilots’ accidents and aircraft. We examined data from a recorded total of 1,826 crashes and 1.5 million flight hours. This compares with the total number and reported flight hours flown by pilots of all other commercial and commercial aircraft.
Approximately 48 percent of fatal crashes during that time were stall spins, most of which were related to training, according to the FAA.
We analyzed data from the FAA’s Aviation Safety Information System to determine whether PA-38 had any significant impact on the likelihood of stall rotation in the event of an accident. FAA data, flight hours and number of stop-spin rotations indicate that PA / 38 was more likely to be involved in stop-spin accidents than other commercial aircraft. This resulted in a chi-square of 30.18, which is significant at less than the 0005 level. However, the effect was moderate, accounting for only about 1 percent of the total exposure to this type of crash, and even then the impact was moderate compared to other types of crashes.
Aircraft license holders, who in turn were based on their flight hours and the number of stall-spin rotations, were less likely to appear in accident statistics. This leaves only about 1 percent of all pilots who suffer a fatal stop-turn accident as a result of a stop-turn in their private aircraft.
Likewise, those holding aircraft licenses and pilots who were subject to a lower level of safety than their public counterparts were less likely to turn or stop.
While flight students and ATPs were less likely to stall, private commercial pilots were most likely to enter a stall (as is the case with the vast majority of GA pilots). Accidents involving stalls are very rare and are usually caused by pilot error, not aircraft failure or design deficiencies. Private pilots who are not only students or VFR – only pilots are the first candidates for stop-spin accidents. Safety has improved, but accidents involving stalls are still very rare, especially in the US, where pilots can fly in a variety of weather conditions.
According to the NTSB, only a fraction of private pilots who took part in the Federal Aviation Administration (FAA) survey recorded flight hours. Secondly, we should focus on everyday accidents, which means pilots flying single-engine aircraft with fixed gear during the day in VMC conditions on private flights.
The first page of the NTSB’s Inman report notes that there was no evidence that the PA-38 had any modifications to improve its lateral directional characteristics. To provide a comparison, the Safety Board estimated the Tomahawk’s speed, acceleration and landing speed under VMC conditions. The Aviation Safety magazine reported that “the NTS B found that Tomahsawk had a speed of about 1,500 miles per hour (2,000 km / h) over the past 10 years. The review notes that a Piper PA / 38 was involved in an accident with the same chassis type in a similar situation in the early 1990s.
According to the Association of Aircraft Owners and Pilots, a top speed of about 2,000 km / h is possible in stop-start scenarios. According to the ASF study, students and ATPs are among the pilots least likely to experience a stop – skidding accident. The proportion of pilots, students and pilots in the total population is far higher than that of the population.
The deadliest accidents in the FAA study were stall-spin scenarios, with an average of 2.5 deaths per 100,000 flight hours. Note that, as mentioned above, the take-off and climb phases cause more accidents than the descent and approach.
The latest NTSB findings in connection with the PA-38 stall-spin accident have reignited the debate over whether there is a stall – a spin feature of these aircraft. There have been a number of low altitude air accidents and turning manoeuvres, but there has been little research into the cause of stops on private planes.
Let us also remember that the FAA ACS Committee has removed the full spin requirement from the Airman Certification Standards for commercial pilots, and we have no evidence that this has happened on any other commercial aircraft except the PA-38. The NTSB has therefore recommended that all commercial and private aircraft in the United States be exempt from the stall requirement. This includes all private aircraft as well as private helicopters. | aerospace |
https://www.hubhobby.com/buy/851185/revell-851185-172-snap-f-18-blue-angel | 2019-04-24T06:15:42 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578633464.75/warc/CC-MAIN-20190424054536-20190424080536-00343.warc.gz | 0.848751 | 96 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__165610990 | en | This is the 1/72 Scale Blue Angels F-18 Hornet
Plastic Model Kit by Revell.
Suitable for Ages 8 & Up.
FEATURES: Highly detailed plastic pieces molded in blue and clear
Easy snap-together assembly...no gluing needed
Seated pilot figure
Desktop display stand included
Peel 'n stick decals with custom shark nose and lightning bolts
as well as accurate military markings
INCLUDES: One plastic model | aerospace |
https://dmairfield.org/airplanes/NC2544/index.htm | 2022-06-25T07:18:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103034877.9/warc/CC-MAIN-20220625065404-20220625095404-00556.warc.gz | 0.9709 | 663 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__167718919 | en | Registration Number 2544
This airplane is a Martin Model 70 Commercial, S/N 96, one
of only two built. It was manufactured between March and July,
1924 by the Glen L. Martin Company, 16800 St. Clair Ave.,
Cleveland, OH. It was fitted with a Hispano-Wright engine,
S/N 6320, of 190 HP. This engine was built by Wright on June 16, 1923.
The aircraft weighed 3,335 pounds, had a wingspan of 38 feet,
wing area of 367 square feet and length of 27 feet 10 inches.
It was built, “for special flights carrying personnel
or property of Glenn L. Martin Co.”
It landed at the Davis-Monthan Airfield on July 10, 1927 while
owned and operated by the Martin Co. The pilot was Kenneth
R. Cole carrying Arthur E. Davies as sole passenger. They
arrived from Gila Bend at 6:30 PM and departed for Cleveland at 8:30 PM that evening. It had logged about 98 hours total
time. During the two hours it was on the ground, it was inspected by the U.S. Border Patrol. No reason was given for the inspection.
It was reportedly (no bill of sale) sold on November 26, 1927 to
Automobile Sales Co., 918 Union Ave., Memphis, TN. It was
sold again in 1927 (no date given) to Charles F. Sterchi,
Mississippi Valley Airway, Knoxville, TN (and General Delivery,
West Palm Beach, FL). It suffered an accident on February 12, 1928
at Hialeah, FL. The pilot, Herbert Meigs Toomey of 721 43rd
St., West palm Beach, FL, and two passengers were unhurt.
It changed hands sometime in 1928, going to W.F. Walker,
West Palm Beach, FL. All papers were lost in a hurricane,
and the airplane was purchased on December 3, 1928 by Jack Walton,
2830 Morgan St., Tampa, FL. Walton said that the c/n of the
airplane was 94 on the manufacturer’s plate. It had no
engine as of April, 1929.
Hispano-Suiza engine c/n 81771 was installed as of June 24, 1929,
and it was assigned title without bills of sale on May 24, 1929.
On May 7, 1931 Hispano-Suiza engine c/n 86899 was installed,
“with a set of twin floats”.
It was sold on November 19, 1931 to Joseph S. Shannon, Hotel Poinsetta,
West Palm Beach, FL. It crashed at Bimini, Bahamas on December 15, 1931.
J.S. Shannon and Albert K Padaga were on board. The airplane
was “washed out” and its registration was cancelled
on February 9, 1932. No further information or photographs.
UPLOADED: 06/09/05 REVISED: | aerospace |
https://www.thecybersecurityreview.com/plymouth-rock-technologies | 2022-08-18T20:22:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573399.40/warc/CC-MAIN-20220818185216-20220818215216-00388.warc.gz | 0.940788 | 551 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__145535054 | en | The company has developed exclusive Intellectual Property(IP) to address the growing challenges in security screening and threat detection space. The company’s drones—among other unmanned security offerings—demonstrate advanced features like transponder collision avoidance for controlled airspace and rogue incoming aircraft detection and is wholly built at the Plymouth Massachusetts Facility in the USA by sourcing components from NATO coalition sources and USA software.
“What transpired since the inception of PRT is a UAS that has outperformed anything available for the commercial and law enforcement focused applications in every aspect,” says Dana Wheeler, CEO & Founder of PRT.
Unlike other security service providers who still work on the somewhat obsolete X-ray scanning technologies, PRT leverages a compact, RF sensor-based UAV called Millimetre Remote Imaging from Airborne Drone (MIRIAD). The device is optimized to be used in outdoor areas to detect hidden weapons or suicidal firearms concealed by any person. By using AI and AR techniques, the company’s offerings can identify threats and their exact location.
“Rather than our critical agencies juggling with DSLR cameras held on by rubber bands and fixing weights with crazy glue to balance out a drone in flight, we have created a world-class UAS platform,” adds Wheeler. “The company’s drones outperform its competitors in terms of SWAP (Size, Weight and Power), safety, propulsion redundancy, thermal capacity, and camera to support US government and military operations.”
What transpired since the inception of PRT is a UAS that has outperformed anything available for the commercial and law enforcement focused applications in every aspect
The company’s covert scan techniques and stern security practices have helped them to be a part of many high-risk tasks. Recently PRT was actively engaged in a five days presidential protection program where their UAS executed the 4K video and thermal monitoring in an overly populated and high rise city. Along with performing military and intelligent operations, the UAS is also utilized for object recognition technologies, and to identify a leak or structural issue by detecting cracks, corrosion, vapours and irregular heat escapes spots. Along with handling major national and international projects, team members of PRT have been responsible for Military RADAR innovations, NASA communication technologies, counter-terror technology deployed at three FIFA World Cup soccer Tournaments, and designing the CCTV command and control capability for the past three Olympic games to name a few.
Looking towards the bigger picture, the company is preparing to grow both in terms of capability and team members and currently operating in the acquisition cycle. The next step of the company is to complete Wi-Ti provisional patents and move towards payload testing and demonstrations with customers. | aerospace |
http://minotb52ufo.com/ | 2013-06-19T13:12:35 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368708783242/warc/CC-MAIN-20130516125303-00023-ip-10-60-113-184.ec2.internal.warc.gz | 0.93336 | 372 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__18509894 | en | A Narrative of UFO Events at Minot AFB
In the early morning hours on 24 October 1968, United States Air Force (USAF) maintenance and security personnel within the Minuteman Intercontinental Ballistic Missile (ICBM) complex surrounding Minot Air Force Base, North Dakota, observed one, and at times, two UFOs. The Minot Base Operations dispatcher established radio communications with personnel reporting in the field, Minot AFB, Radar Approach Control (RAPCON), and the crew of a returning B-52H aircraft.
RAPCON alerted the pilots to the location of the UFO, which they observed on the B-52 radarscope maintaining a three-mile distance throughout a standard 180° turnaround. As the B-52 initiated the descent back to Minot AFB, the UFO appeared to close distance to one mile at a high-rate of speed, pacing the aircraft for about 20 miles before disappearing off the radarscope. During the close radar encounter, the B-52 UHF radios would not transmit, and radarscope film was recorded.
Following, RAPCON provided vectors for the B-52 to overfly a stationary UFO on or near the ground. The pilots observed an illuminated UFO ahead of the aircraft during the downwind leg of the traffic pattern, before turning onto the base leg over the large UFO while observing it at close range. After the B-52 landed, both outer and inner-zone intrusions alarms were activated at the remote missile Launch Facility Oscar-7. The duration of reported observations was over three hours.
Strategic Air Command (SAC), Offutt AFB, Nebraska, initiated investigations. In the weeks following, staff at USAF Project Blue Book, Wright-Patterson AFB, Ohio, completed a final case report as required by Air Force Regulation 80-17. | aerospace |
https://www.historicflyingclothing.com/en-GB/ww2-raf-documents/air-ministry-flying-accident-digest/prod_16448 | 2023-11-29T11:28:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100081.47/warc/CC-MAIN-20231129105306-20231129135306-00082.warc.gz | 0.90251 | 149 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__136007813 | en | Flying - Accident Digest - Special Number 'Technical factors in the prevention of flying accidents'. Air Ministry, London, October 1943 (1944 reprint). Approximately 16.5 x 21cm, 41p. Booklet attempting to state in what ways existing designs of engines, fuselages, undercarriages etc. contribute to the exisiting accident picture. It then suggests ways in which these designs could be modified to reduce the flying accident rate. Information on accidents caused by the engine, undercarriage, airframe, during flight, on the ground, by fire, human error and so on. A very interesting document. The cover is faded and staples are corroded, otherwise in good condition. Stock code P22873-91. | aerospace |
https://www.neh.gov/programinstitutefellowship/space-age-space-coast | 2024-02-20T21:28:49 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473347.0/warc/CC-MAIN-20240220211055-20240221001055-00332.warc.gz | 0.896605 | 158 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__149657100 | en | The Space Age on the Space Coast
The Space Coast is the starting point for America’s exploration of the universe, but the region also provides visitors with opportunities to investigate the continuing intersections of politics, technology, race, gender, and the environment. Using the Astronauts Memorial Foundation as home base, participants will explore landmarks such as the Cape Canaveral Space Force Station, Cape Canaveral Lighthouse, Merritt Island National Wildlife Refuge, and multiple exhibitions and experiences at the Kennedy Space Center. We will engage with historians, education specialists, and NASA astronauts and engineers to investigate these sites and examine America’s scientific past through a focus on the human experience.
Lecturers and Visiting Faculty
Amy Foster; Kristy Brugar
Funded through the Division of Education Programs | aerospace |
http://news.xinhuanet.com/english2010/china/2011-10/21/c_131204040.htm | 2016-09-25T10:36:55 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738660181.83/warc/CC-MAIN-20160924173740-00244-ip-10-143-35-109.ec2.internal.warc.gz | 0.943077 | 226 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__198732226 | en | By Xin Dingding
BEIJING, Oct. 21 (Xinhuanet) -- China's first Mars probe will be launched between Nov 8 and Nov 20, after being delayed for two years, a top scientist said.
Yinghuo-1, a micro-satellite weighing 110 kilograms, will be sent into space with Russia's Phobos-Grunt mission at the Baikonur Cosmodrome launch site in Kazakhstan.
The probe is expected to enter a preset orbit around Mars between August and September next year, said Wu Ji, director of the National Space Science Center under the Chinese Academy of Sciences.
China News Service, citing the Russian Federal Space Agency, said the launch will be on Nov 9.
Experts said the project is expected to lead China further into deep space exploration, following two successful lunar probe projects since 2007.
Wu, who has designed scientific goals for the project with his colleagues, said Yinghuo-1 has been safely transported to the launch site, and a check showed everything is fine.
The mini-satellite's scientific goals include exploring Mar | aerospace |
https://explainedpost.com/technology/dji-mavic-air-2-complete-review-features-and-price/ | 2023-09-30T07:23:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510603.89/warc/CC-MAIN-20230930050118-20230930080118-00445.warc.gz | 0.944327 | 822 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__167905983 | en | The DJI Mavic Air 2 is one of the most popular drones on the market right now. It’s a foldable drone with a 4K camera that’s perfect for anyone looking to get into drone photography or videography. In this blog post, we’ll be taking a comprehensive look at the DJI Mavic Air 2. We’ll cover everything from the specs and features to the price and our final thoughts. So if you’re thinking about buying a DJI Mavic Air 2, make sure to read this blog post first!
Design and build quality
When it comes to design, the Mavic Air is a sleek and portable drone that is sure to turn heads. With its foldable arms and compact body, the Mavic Air is designed to be easily transported without sacrificing style. The build quality of the Mavic Air is top-notch, with a sturdy frame that can withstand rough landings and crashes. The propellers are also securely attached to the arms, so you don’t have to worry about them coming loose in mid-flight. Overall, the DJI Mavic Air is a well-built drone that looks great and performs even better.
Ease of use
The DJI Mavic Air is one of the most user-friendly drones on the market. It is incredibly easy to set up and use, even for those who have never flown a drone before. The controls are simple and intuitive, and the drone itself is extremely stable in the air. Additionally, the Mavic Air comes with a variety of built-in safety features that make it safe to fly for beginners and experts alike.
When it comes to image quality, the DJI Mavic Air is nothing short of impressive. It features a 1/2.3-inch sensor that’s capable of capturing 12-megapixel images and 4K video at 30fps. What’s more, the Mavic Air also supports HDR photography and can even stitch together 25 photos to create a 32-megapixel panorama.
The DJI Mavic Air is a great choice for anyone looking to capture amazing video footage. The camera is capable of 4K video at 30fps, as well as 1080p video at 120fps. The Mavic Air also has a three-axis gimbal that stabilizes the camera and ensures that your video footage is smooth and clear.
The Mavic Air is equipped with a powerful and high-capacity battery that allows it to stay in the air for longer periods of time. With a full charge, the Mavic Air can fly for up to 21 minutes, making it ideal for capturing those long-awaited moments.
Value for money
The DJI Mavic Air is one of the most affordable drones on the market, yet it still manages to pack in a ton of features. For starters, the Mavic Air comes with a 3-axis gimbal for stabilized footage, a 4K camera, and a host of intelligent flight modes. It also has a max flight time of 21 minutes and a max range of 2.5 miles, making it great for both amateur and professional pilots.
In terms of value for money, the DJI Mavic Air is tough to beat. It offers a great combination of features and performance at a very reasonable price point. If you’re looking for a drone that can do it all, without breaking the bank, then the Mavic Air is definitely worth considering.
The DJI Mavic Air 2 is an amazing piece of technology that allows you to capture incredible footage and images that would otherwise be impossible. It is feature-rich and relatively easy to use, making it a great option for anyone looking to get into drone photography. The only downside is the price, but if you are serious about getting into this hobby then it is definitely worth the investment. | aerospace |
https://marsprogram.jpl.nasa.gov/multimedia/images/?ImageID=6468 | 2017-06-26T03:57:47 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320669.83/warc/CC-MAIN-20170626032235-20170626052235-00188.warc.gz | 0.720251 | 829 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__244578227 | en | 06.21.2017 A.I. laser targeting
06.01.2017 Diagram of Lake Stratification on Mars
05.22.2017 NASA's Mars 2020 Rover Artist's Concept #1
05.15.2017 Putting Martian 'Tribulation' Behind
05.15.2017 From 'Tribulation' to 'Perseverance' on Mars
04.20.2017 Chemical Laptop Team
04.20.2017 Subcritical Water Extractor
04.20.2017 Chemical Laptop
04.20.2017 Atacama Landscape
03.30.2017 Measuring Mars' Atmosphere Loss
03.29.2017 Lifetime Achievement Award to Theisinger
03.29.2017 A Decade of Compiling the Sharpest Mars Map
03.21.2017 Break in Raised Tread on Curiosity Wheel
03.17.2017 COBALT/JPL team
03.09.2017 Back-to-Back Martian Dust Storms
02.27.2017 Swirling Dust in Gale Crater, Mars, Sol 1613
02.27.2017 Dust Devil Passes Near Martian Sand Dune
02.27.2017 Sand Moving Under Curiosity, One Day to Next
02.08.2017 Mars Reconnaissance Orbiter Observes Changes
01.26.2017 Mono Lake
01.25.2017 'Wing' Dike of Hardened Lava in New Mexico
01.25.2017 Blade-Like Martian Walls Outline Polygons
01.23.2017 Spirit And Opportunity By The Numbers
01.10.2017 Mars 2020 Rover - Artist's Concept
01.06.2017 Earth and Its Moon, as Seen From Mars
12.13.2016 Now and Long Ago at Gale Crater, Mars
12.13.2016 Where's Boron? Mars Rover Detects It
11.15.2016 Schiaparelli Impact Site on Mars, Stereo
11.03.2016 Schiaparelli Impact Site on Mars, in Color
10.17.2016 MAVEN Captures Rapid Cloud Formation
10.17.2016 Mars' Nightside Atmosphere
10.17.2016 Ultraviolet Image Near Mars' South Pole
10.17.2016 Ultraviolet Mars Reveals Cloud Formation
10.05.2016 Dust Haze Hiding the Martian Surface in 2001
10.04.2016 Test of Lander Vision System for Mars 2020
10.03.2016 A Sharpened Ultraviolet View of Mars
10.03.2016 Curiosity Self-Portrait at 'Murray Buttes'
'Lunokhod 2' Crater on Mars (Stereo)This stereo view from NASA's Mars Exploration Rover Opportunity shows "Lunokhod 2 Crater," which lies south of "Solander Point" on the west rim of Endeavour Crater. Lunokhod 2 Crater is approximately 20 feet (6 meters) in diameter.
Each day's drive by Opportunity sets a new record for longest travel on wheels on a world other than Earth. The previous record holder was the Soviet Union's Lunokhod 2 rover, which landed on Earth's moon on Jan. 15, 1973.
The stereo mosaic combines views from the left eye and right eye of Opportunity's panoramic camera, or Pancam, to appear three-dimensional when seen through blue-red glasses with the red lens on the left.
The view combines several images taken by Opportunity's Pancam and was obtained on the rover's 3,644th Martian day (sol) of exploration (April 24, 2014). Part of the rover is visible at bottom, including its rear solar arrays and low-gain antenna – the antenna appears incomplete here due to combining images with different camera pointings.
JPL manages the Mars Exploration Rover Project for NASA's Science Mission Directorate in Washington. For more information about Spirit and Opportunity, visit http://marsrovers.jpl.nasa.gov.
Image Credit: NASA/JPL-Caltech/Cornell/Arizona State Univ | aerospace |
http://www.aoml.noaa.gov/hrd/Storm_pages/karen2013/mission.html | 2017-01-19T00:05:28 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280410.21/warc/CC-MAIN-20170116095120-00538-ip-10-171-10-70.ec2.internal.warc.gz | 0.796884 | 72 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__105859495 | en | Tropical Storm Karen 2013 missions
Below are flight summaries and data listings of individual
aircraft missions for Tropical Storm Karen.
Click on the flight ID for mission summaries. Click on one of the data
types to see the flight data. For documentation on the formats see:
NOAA flights into Karen
Return to Tropical Storm Karen page | aerospace |
https://www.thestatesman.com/india/ai-to-join-rescue-operation-deploy-bombardiers-1445.html | 2018-03-19T12:52:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257646914.32/warc/CC-MAIN-20180319120712-20180319140712-00128.warc.gz | 0.942839 | 191 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__184913037 | en | NEW DELHI, 21 JUNE: Air India will assist in the intensive search and rescue operations for victims of the Uttrakhand flood disaster with its Bombardier aircraft.
The CRJ700 Bombardier aircraft of Air India will be deployed to bring tourists who have been rescued from Dehradun to Delhi. In addition to this, Pawan Hans helicopters are also assisting the rescue operations.
An Air India official said the airline will charge 50 per cent of the commercial airfare for taking relatives of the rescued victims and bringing them back to Delhi.
“The 74-seater aircraft will start plying from Delhi to Dehradun and from Dehradun to Delhi,” said the official.
Pawan Hans has already deployed three helicopters including two Bell helicopters and one Dauphin helicopter for the rescue operations since Monday. Pawan Hans is coordinating with the state government in carrying out the relief operations. | aerospace |
http://blog.timesunion.com/tablehopping/5959/space-shot-looking-down-at-the-bahamas/ | 2013-05-24T06:38:28 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368704253666/warc/CC-MAIN-20130516113733-00068-ip-10-60-113-184.ec2.internal.warc.gz | 0.86673 | 102 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__142449896 | en | (skip this header)
Friday, May 24, 2013
Just because I love this photo.
This NASA photo from the International Space Station, taken in 2002, shows the south end of Eleuthera Island in the Bahamas shimmering in turquoise waters.
NASA looking at Nassau.
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© 2013 Hearst Communications Inc. | aerospace |
https://jexclusiveblog.com.ng/military-airstrike-destroys-new-boko-haram-settlement-kill-scores-in-borno/ | 2024-03-01T15:29:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475311.93/warc/CC-MAIN-20240301125520-20240301155520-00807.warc.gz | 0.972718 | 243 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__184545238 | en | Air Task Force of Operation Lafiya Dole has destroyed a new Boko Haram settlement at Mana Waji in Borno, killing scores of the terrorists in massive air interdiction missions on Friday.
The Coordinator, Defence MediaOperations, Maj.-Gen. John Enenche, in a statement on Saturday, said the air interdiction missions were conducted after series of surveillance revealed the settlement.
He said that the series of aerial surveillance missions revealed that the new settlement was being used to store their weapons and logistics items and as well as plan and stage attacks.
Enenche said the air strikes were executed employing a force package of Nigerian Air Force (NAF) fighter jets and helicopter gunships.
According to him, on sighting the NAF aircraft, the insurgents were seen fleeing the location.
“Consequently, in a preemptive move, the NAF attack aircraft engaged the new location in successive passes, leading to the destruction of some of the structures and logistics stores.
“Several insurgents were also neutralised in the process,” he said.
The post Military airstrike destroys new Boko Haram settlement, kill scores in Borno appeared first on Within Nigeria. | aerospace |
http://www.tsm-titanium.com/info/titanium-and-its-military-applications-20769835.html | 2019-01-18T03:05:06 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583659677.17/warc/CC-MAIN-20190118025529-20190118051529-00031.warc.gz | 0.932663 | 876 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__113824726 | en | Titanium is light in weight and high in strength. It became an important material for jet aircraft structures and space vehicles soon after World War II. It gained the reputation of "space metal". Because of its high corrosion resistance, non-magnetic, sound transmission, crack resistance and good machinability, titanium is also an excellent structural material for ships. It is called "marine metal"". With the development of military industry in various countries, the application field of titanium is constantly broadened. So far, titanium has been widely used in aviation, aerospace, nuclear power, ship and other military engineering fields, and has become an important strategic material, becoming the third metal after iron and aluminum". Titanium is easy to heat and easy to cool; the thermal conductivity and resistance of pure titanium are approximately equal to that of stainless steel; no magnetism; titanium is easy to bend. From these characteristics we can see that titanium has great potential in the fields of aviation, aerospace and naval vessels which have harsh or special requirements.
1. begin with expensive flights
The thrust of modern aero engine continues to improve, and have high thrust weight ratio, compressor pressure ratio increase, many components, such as compressor disk blade heat stress and greatly increased, titanium can work normally in a lot of high temperature, can reduce the weight of the engine, the engine thrust weight ratio is greatly improved. In addition, titanium also has fatigue strength, yield strength, creep strength and lower elastic modulus. Under fatigue loading, it can reduce stress and improve the compression performance and reliability of the engine greatly. At present, components made of titanium in aircraft engines include compressor discs and vanes, casing, partitions, engine hoods, oil ducts, exhaust ducts, hot air ducts, and afterburner cylinders.
At present, titanium is mainly used in the field of aerospace parts: rocket fuel with liquid nitrogen and hydrogen containing high pressure cylinder with high pressure cylinders, the engine shell, Inner Mongolia satellite skin, tail skirt, frame, strengthening plate, the main load-bearing components, high rigidity corrugated shell, connected with bolts, rocket, docking antenna, catheter, posture the rocket fuel tank sealing cover.
2. "hit the water.""
The largest amount of titanium used on ships is the hull structure, such as the shell. The most typical example is the use of titanium on a nuclear submarine. The application of titanium in ship parts are: heat exchange equipment, such as steam generator, condenser, oil and air cooler; propeller, valve, water pump body, impeller, blade; seawater pipeline, T connector, four connector; the propeller and propeller shaft; torpedo launcher assembly and ejection brake assembly ship, guns and other interference.
3. other military applications
In addition to aviation, aerospace and marine, titanium in nuclear power, conventional weapons and other military areas are gradually expanding, and received good practical results. In nuclear energy, the typical application example is the advanced nuclear power plant "integrated". The titanium in the direct current steam generator of pwr. The direct current steam generator is one of the key devices to transform heat energy into power, which has a crucial influence on the thermal efficiency and safety of the reactor. Because of its excellent corrosion resistance and high specific strength, titanium alloy has become a suitable material for some key structures of steam generator, because of its high corrosion resistance and high specific strength.
In conventional weapons, titanium alloys can also be made of light, high strength, high toughness, heat resistance and other characteristics. Such as airborne equipment and light or portable artillery, such as titanium alloy manufacturing, can greatly reduce weight, reduce actual combat load, people's physical ability to be more fully play, flexibility and rapid response ability greatly improved. According to reports, a small artillery original weight 34.5 kg, the titanium alloy is only 18.1 kilograms, almost half the weight loss.
The use of titanium in combat tanks is another new area of military use of titanium, mainly using titanium alloys as bulletproof armor panels. At present, the United States has used titanium alloy in M1 main battle tanks, M2 infantry fighting vehicles and the new light 155 mm self-propelled howitzer.
Copyright © TSM Technology Co.,Ltd All Rights Reserved. | aerospace |
https://www.groundzerobooksltd.com/pages/books/84723/spaceshots/moon-mars | 2022-10-07T16:29:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030338213.55/warc/CC-MAIN-20221007143842-20221007173842-00732.warc.gz | 0.807398 | 584 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__129298224 | en | Space Ventures, Inc., 1991. Special Edition [stated]. Boxed set of 36 numbers cards, a reference index insert and a card with a description of the set one one side and an order form on the back. 36 card boxed set. Cards measure approximately 3.5 inches by 2.5 inches, Box has some wear and soiling. One side is largely a 3-D sculpted color image. The other side has a small captioned photo and a text section. Cards are numbered at the lower right side, 1 through 36. The Reference index is not number nor is the descriptive card with the order form. Originally priced at $50. plus shipping for this Limited Collectors Edition set. From the first journey to the moon to the future missions to Mars, this unique, one-of-a kind 36 card set features the Apollo program's Lunar astronauts and spectacular Martian images, including the mysterious mile-long "face" in the Cydonia region of Mars. This set includes exclusive close-up photographs of all 11 retired astronauts who have walked the moon. The 36 cards are: The Astronauts Memorial, Alan Shawn Feinstein, "Face on Mars", Neil A. Armstrong - Apollo 11, Neil Armstrong- Inside LM on Moon, Buzz Aldrin - Apollo 11, Buzz Aldrin - Moonwalk, Charles "Pete" Conrad, Jr. - Apollo 12, Pete Conrad - Holding Camera, Alan L. Bean - Apollo 12, Alan L. Bean - carrying ALSEP, Alan B. Shepard, Jr. - Apollo 14, Alan Shepard - Holding Flag, Edgar D. Mitchell - Apollo 14, Ed Mitchell - Consulting Map, David R. Scott - Apollo 15, Dave Scott - Saluting the Flag, James B. Irwin - Apollo 15, Jim Irwin - Next to Rover, John Young - Jump and Salute, Charles M. Duke - Apollo 16, Charlie Duke - At Plum Crater, Eugene A. Cernan - Apollo 17, Gene Cernan - Saluting; Harrison "Jack" Schmitt - Apollo 17, Jack Schmitt - With Flag and Earthrise, Mars - The Red Planet, Space Exploration Initiative, Viking - On Martian Surface, Mars Observer Mission, Mission to Mars - Phobos Base, U.S. - Soviet Joint Mission to Mars, Direct Mission to Mars, "The Case for Mars' Mission, Mars Mission - Transit System, and "The Journey" Condition: Very good / No DJ as issued. Box has some wear and soiling.
Keywords: Astronauts, Apollo Program, Space Program, Collector Cards, Alan Shepard, Buzz Aldrin, Neil Armstrong, Gene Cernan, Alan Bean, Jack Schmitt, Mars Exploration, Pete Conrad, Edgar Mitchell, James Irwin, David Scott, John Young, Charlie Duke, Collectibl | aerospace |
https://freejobnotice.com/vacancy-in-indian-air-force-2022/ | 2023-03-30T07:23:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949107.48/warc/CC-MAIN-20230330070451-20230330100451-00265.warc.gz | 0.686132 | 203 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__49314633 | en | Brief Information – The Indian Air Force has published the notification for Air Force Common Admission Test (AFCAT) Exam, it will be on a permanent job basis.
|Online Registration Open||01.06.2022|
|Online Registration Close||30.06.2022|
Age Limit for Indian Air Force 2022
|Post Name||Age Limit|
|Flying Branches||20-24 Years|
|Ground Duty||20-26 Years|
Vacancy Details for Indian Air Force 2022
No job vacancies has not been disclosed yet
The selection process for Indian Air Force 2022 will be based on
AFCAT Exam and Interview.
Application Fees for Indian Air Force 2022 2022
Applicants/ Candidates are required to pay a non-refundable amount of Rs250/- ( Rupees Two Hundred Fifty Only)
|Apply Online||Click Here|
|Official Notification||Click Here|
|Official Website||Click Here| | aerospace |
http://www.sdbj.com/news/2014/apr/28/kratos-gets-78-million-navy-deal/ | 2018-04-26T11:47:50 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125948126.97/warc/CC-MAIN-20180426105552-20180426125552-00264.warc.gz | 0.943346 | 112 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__45063874 | en | Kratos Defense & Security Solutions Inc. said it received $7.8 million worth of U.S. Navy electronics work.
Kratos (Nasdaq: KTOS) said on April 28 that it will produce integrated microwave assemblies for an unnamed prime contractor. The electronics will go aboard two unspecified Navy aircraft platforms which conduct electronic attack work as well as intelligence, surveillance and reconnaissance work.
The corporation’s Electronic Products division will build the microwave gear.
Kratos is scheduled to report its quarterly financial results on April 30. | aerospace |
https://www.androidheadlines.com/2017/07/explore-international-space-station-google-street-view.html | 2020-01-25T18:17:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251678287.60/warc/CC-MAIN-20200125161753-20200125190753-00307.warc.gz | 0.923713 | 412 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__155469119 | en | Starting today, using Google's Street View, you can explore what life is like for the astronauts on the International Space Station (ISS). Thomas Pesquet, an astronaut at the European Space Agency spent 6 months on the space station and collected the data used to create the Google Street View of the Space Station. Capturing the imagery in zero gravity posed some challenges as the same methods used for Street View imagery on earth could not be replicated in space. The Street View team worked with NASA to develop a method for image capture that worked in zero gravity conditions. Things like image stabilization (a tripod is fairly useless in a zero gravity scenario) were challenges the team faced.
They spent two days in a mockup of the ISS, using only materials available to the astronauts, in order to figure out the best way to capture the images. In the end, they used DSLR cameras and equipment already on board the space station in order to take the photos, which were then sent down to earth for the Street View team to stitch together. The end result is a breathtaking, interactive tour of the station. There are little annotations and facts that pop up as you scroll over the images, giving further insight into what you are seeing, and what life is like for the astronauts living there.
The International Space Station is just the latest in a series of special collections you can explore on Google Street view. Using Google Street View, you can tour landmarks, museums, and natural wonders all over the world (and now beyond). Among the many items in the collection there is a series on Korean national parks, the world's oceans, a tour of the ruins at Machu Picchu, and highlights from many countries such as Norway and New Zealand. You can even tour Game of Thrones filming locations. Paired with Google Cardboard, these street view collections become immersive VR experiences, opening up the world in ways that simple photographs are simply unable to translate. You can access Google Street View through your desktop browser, or through free apps in the Google Play Store or on IOS. | aerospace |
https://futurestica.wordpress.com/2017/01/16/the-journey-to-mars-from-the-mariners-to-curiosity-and-beyond/ | 2020-01-21T21:13:17 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250605075.24/warc/CC-MAIN-20200121192553-20200121221553-00367.warc.gz | 0.967355 | 1,310 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__23114423 | en | Mars is a planet which has always made us wonder, it is the most extensively explored planet other than earth. We have sent more unmanned probes to Mars than all of the manned and unmanned lunar probes combined, for decades we have been exploring this planet with orbiters and robotic rovers, but now it is time to do something more than just sitting here and examining the images and other data from these robotic rover. It is time for us humans to really go there and examine the red planet up close and if possible to make a permanent human settlement on Mars. So let us see who have been into making this dream a reality and what all are the developments that could take us a step close towards the red planet.
“The manned Mars mission is the next giant leap for humans to be an interplanetary species and thereby escape mass extinction if ever it happens in the future” – Elon Musk (CEO SpaceX)
For centuries we humans have been looking at that pale red dot in the sky, wondering what was there. Right from the time when understood that it was a planet just like our Earth. We believed that there would also be beings just like us, at least for a short period of time most of the people deeply believed that life was not special to Earth.
The first great support to this belief was given by the discoveries of William Herschel in the 1780s. Looking through his 12 m (40 ft) telescope he observed seasonal changes around the Martian poles which made him say that, “its inhabitants [Martians] would probably enjoy a situation in many respects similar to our own”.
But even more interesting observations were claimed by Percival Lowell in the turn of the twentieth century, he was a wealthy businessman who set up his own observatory in Arizona, USA and began to study Mars. Lowell claimed that he could see a network of lines crisscrossing the surface of Mars, which he believed were built to transport water from the poles around the planet. He claimed to see an incredible 160 such ‘canals’. But unfortunately for Lowell no astronomers after him who have observed Mars have seen such features on its surface. Therefore most of his observations have been ruled out as misconceptions of the Martian topography.
The belief in Martian life was at its peak on the turn of the twentieth century that, in 1901, the French Guzman prize offered an award of 100,000 francs for the first person to make contact with extraterrestrials. Terms actually excluded contact with Martians as it was believed to be too easy!!! Till to date no one have bagged this prize.
But things have changed by the end of the twentieth century by the first even though unsuccessful missions to mars by the Soviet Union in the 1960s and with the success of NASA’s Mariner 4 which was launched on 28 November 1964 onboard the Atlas LV-3 Agenda-D rocket we got our first close up view of the red planet. And from then we have landed more than 14 landers on the Martian surface starting from the Viking missions to the last Opportunity and Curiosity rovers which are still functioning up there.
By the data from these robotic explorers we know that Mars is a lifeless barren desert but nevertheless we cannot rule out the possibility for us to settle down on Mars. We are moving nearer to that next giant leap for mankind to be an interplanetary species.
“I don’t know why you’re on Mars. Maybe you are there because we recognize we have to carefully move small asteroids around the earth with catastrophic consequences, and while we are up in near-Earth space, it is only a hop, skip and a jump to Mars. Or maybe we are on Mars because we recognize that if there are human communities on many different worlds, the chances of us being extinct by some catastrophe on one world is much less likely. Or maybe we are on Mars because we have to be, because there is a deep nomadic impulse built into us by the evolutionary process. We come, after all, from hunter-gatherers, and for 99.9% of our tenure on Earth we have been wanderers. And, the next place to wander is mars. But whatever the reason you are on Mars is, I’m glad you are there and I wish I was with you” – Carl Sagan (As if talking to a Mars rover) in Going to Mars: The Stories Of The People Behind NASA’s Mars Missions Past, Present And Future (2004), p. 152.
Preparations for sending human to Mars are already on the way. The main organization and private companies which are currently highly active in the game are mainly NASA and SpaceX.
NASA have been developing and testing the Orion Crew Module which is a key for deep space travel and also the Space Launch Systems rocket which would be the most powerful rocket ever made, it will launch the astronauts on their way to Mars. NASA have already decided to extend the operations of the International Space Station to at least and to conduct the Asteroid Redirect Mission which would capture and bring an asteroid boulder to the lunar orbit and a manned crew will conduct studies on it, this mission will be a great breakthrough and a proving ground for astronauts to work in deep space. Also NASA’s split mission to predeploy cargo and infrastructure are on the way.
SpaceX is also planning to put humans in Mars, but what is more interesting about their plan is that they have planned to do it before NASA. SpaceX plans to do it as near as the 2024. SpaceX is planning to launch a Red Dragon spacecraft on top of a heavy falcon launch vehicle which is a rocket that would be capable of deploying a craft into space and then return back to Earth, land vertically and then again conduct a second launch. All of these are under construction and not yet fully made. But SpaceX have been successful in landing one of their smaller rockets vertically over the launch pad.
In the fall of 2016 National Geographic aired a global even series titled MARS, a six episode documentary of our journey to Mars. As of my opinion I haven’t seen such a great program related to Mars in the near time except the blockbuster space movies like ‘Martian’. View more about the program at https://makemarshome.com .
That’s all for now, stay connected with us to get more updates on our Journey to Mars. | aerospace |
http://www.migman.com/sw/F-29_Retaliator/AA.php | 2018-09-22T18:36:31 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267158633.40/warc/CC-MAIN-20180922182020-20180922202420-00187.warc.gz | 0.980871 | 135 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__141781892 | en | Exhibit - F-29 Retaliator
Air to Air Combat
The Atari ST version even had digitised speech! The enemy aircraft were MiG-29's, and for some reason referred to as "Lizards" I don't know whose voice DID used but he sure got annoying after a while!
The MiGs were very frustrating to dogfight, turning on a dime and "flipping" left and right in a most peculiar way.
Flight modelling was shall we say "simple" with the aircraft flying on rails most of the time, but still capable of entering a stall or deadly spin. In 1991 it was difficult enougth for me! | aerospace |
http://spaceref.biz/nasa/nasa-provides-updated-commercial-spaceflight-report.html | 2014-09-02T21:15:42 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1409535922871.14/warc/CC-MAIN-20140901014522-00404-ip-10-180-136-8.ec2.internal.warc.gz | 0.9332 | 1,705 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__41272029 | en | NASA Provides Updated Commercial Spaceflight Report
NASA has released its 14th 60 day Commercial Spaceflight Report. The bi-monthly report outlines the progress of NASA's commercial crew and cargo development programs. Highlights include Boeing completing 15 of 20 Commercial Crew integrated Capability (CCiCap) milestones, SpaceX completing 12 of 17 and Sierra Nevada 8 of 14.
Of the five milestones left for Boeing, two will be completed in the first quarter of this year; M10: Spacecraft Primary Structures Critical Design Review and M17: Pilot-in-the-Loop Demonstration. Boeing's contract value is $480 million of which $404.5 has been paid with $75.5 remaining.
SpaceX will complete one milestone in the first quarter; M7a: Delta Ground Systems Preliminary Design Review. SpaceX has four significant milestones to complete in the second and third quarters including a Pad Abort Test and In-Flight Abort Test. SpaceX's contract value is $460 million of which $329 million has been paid with $164.5 million remaining.
Sierra Nevada will complete one milestone in the first quarter: M8: Wind Tunnel Testing. Their remaining milestones including a an Engineering Test Article Flight Test #2 will be completed in the second and third quarters. Sierra Nevada's contract value is $227.5 million of which $164.5 million has been paid with $63 million remaining.
You can read and download the full report below.
Commercial Spaceflight - 60 Day Report, Issue 14
CCiCap Partners Continue Progressing with Integrated Crew Transportation System Development
NASA's Commercial Crew integrated Capability (CCiCap) partners are relentlessly moving forward in the joint quest to reestablish U.S. human access to space. All the industry teams have been hard at work meeting their planned CCiCap milestones and maturing their crew transportation systems.
Boeing completed a number of crucial developmental and programmatic milestones in preparation for its integrated systems Critical Design Review (CDR) planned for later this year. Milestone 13, the Launch Vehicle Adapter CDR, confirmed that the launch vehicle adapter, which connects the CST-100 space-craft to the United Launch Alliance Atlas V rocket, is suitable for production. The review also included wind tunnel tests verifying flight stability. The launch vehicle Emergency Detection System (EDS) Stand-Alone Testing, Milestone 14, was conducted to better characterize integrated system performance using actual EDS software. The EDS monitors critical launch vehicle parameters, detects critical anomalies and provides abort status to the spacecraft to initiate escape in the event of an emergency.
Sierra Nevada Corporation (SNC) successfully completed milestone 10a, CDR Incremental DesignReview #1. This review is the first in a series of reviews that will be conducted by the SNC team as it progresses toward its integrated system CDR. Additionally, SNC held the milestone 4a, Engineering Test Article (ETA) Flight Testing #1, review of aerodata and associated analysis obtained during the first free-flight of the ETA. Additional sensors installed on the vehicle for this flight provided the opportunity to better understand the aerodynamics and controllability of the Dream Chaser outer mold line configuration during the subsonic approach-and-landing phase through touchdown.
SpaceX successfully conducted milestones 15a and 15b, Dragon Parachute Tests, to validate that its new parachute design is capable of conducting a pad abort test, currently planned for this summer. Testing included dropping a full-scale Dragon article into the Pacific Ocean from a helicopter off the coast of Morro Bay, Calif.
In addition to continuing progress with CCiCap technical and programmatic milestones, all three industry partners have submitted the second set of Certification Products Contract deliver-ables. These deliverables include verification and validation plans and variances, alternate standards, and certification plans. The goal of this effort is to better ensure that industry's crew transportation system designs are consistent with NASA's safety and performance requirements.
NASA and the FAA Cooperate for the Future of Commercial Spaceflight
NASA and the Federal Aviation Administration (FAA) have complementary and interdependent interests in ensuring that commercially developed human space transportation systems for low-Earth orbit are safe and effective. The FAA regulates the U.S. commercial space transportation industry for public safety during launch and re-entry. NASA is enabling the development and demonstration of human space transportation systems via the Commercial Crew Program.
To facilitate these complementary interests, NASA and the FAA signed a Memorandum of Understanding (MOU) in June 2012 to coordinate standards for commercial space travel of government and non-government astronauts to and from low-Earth orbit and the International Space Station (ISS). The MOU was the first step in the process to provide a stable framework for the U.S. space industry, avoid conflicting requirements and multiple sets of standards, and advance both public and crew safety.
The MOU signed by the two agencies also established the policy for operational missions to the space station. Commercial providers will be required to obtain a license from the FAA for public safety. Crew safety and mission assurance will be NASA's responsibility. This approach allows both agencies to incorporate experience and lessons learned as progress is made.
Since the signing of the MOU, NASA and the FAA have been working closely together to implement its objectives and policies. The two agencies established a program-level working group with the responsibility to identify potential issues related to NASA astronauts flying on FAA-licensed vehicles. Additionally, a NASA-FAA legal "harmonization team" was established to address specific legal questions and issues identified by both teams.
The teams initially identified dozens of potential issues; some were minor clarification-related issues and others were more significant. More than 40 percent of those issues already have been closed to date. As an example, the FAA recently published an interpretation addressing the ability of NASA astronauts to perform operational functions during an FAA-licensed launch and re-entry. The FAA also published interpretations addressing waivers and international partner participation.
Late last year, NASA, in collaboration with the FAA, submitted to Congress a proposed amendment to the Commercial Space Launch Act (CSLA) to more fully address issues related to FAA-licensed missions providing space station transportation services for NASA astronauts by adding a "Government Astronaut" classification to the CSLA.
These NASA and FAA cooperative efforts are consistent with the National Space Policy of the United States of America (June 28, 2010), which directs federal agencies to "minimize, as much as possible, the regulatory burden for commercial space activities and ensure that the regulatory environment for licensing space activities is timely and responsive." There still is work to be done, but the progress both agencies have made, and will continue to make, is helping to enable a robust commercial human spaceflight industry within the United States.
CCiCap Milestone Change Process
NASA signed the Commercial Crew integrated Capability (CCiCap)-funded Space Act Agreements in August 2012. Over the course of these agreements, as with most contracts, modifications have been occasionally needed. The CCiCap agreements have evolved as development and test efforts have progressed, enabling our partners to refine their plans. These refinements have resulted in several changes to the milestones listed in the original agreements. NASA also made a determination in August 2013 to fund a small portion of the optional milestones to reduce risk, thus increasing the number of total milestones and agreement value. These refinements and updates are why the milestone totals shown above in the thermometer graphic have changed over time.
When a change to the initial agreement is needed, both NASA and the respective industry partner must agree to the change. On the NASA side, the Commercial Crew Program Office assesses all changes. For minor changes, such as changes to milestone dates, the Program Office can approve the change and a memo for record is generated to document the change. For more significant changes, such as the addition of optional milestones, the Program Office provides recommendations for approval to NASA HQ for final disposition. If approved by NASA HQ, an amendment is negotiated and posted at http://commercialcrew.nasa.gov/page.cfm?ID=38. Thus, the current agreement with each partner is slightly different from the version that was initially signed a year and a half ago. To catch everyone up on the current status of partner milestones within each agreement, the below tables provide a snapshot of the current status. | aerospace |
https://stroudtimes.com/british-classics-and-european-jets-added-to-this-years-royal-international-air-tattoo-line-up/ | 2024-02-29T18:15:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474852.83/warc/CC-MAIN-20240229170737-20240229200737-00100.warc.gz | 0.945779 | 590 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__133646176 | en | The Royal International Air Tattoo is set to have something for everyone following its latest aircraft announcements.
Stretching from historic British aircraft to modern technology, the three-day event scheduled for the 14-16th July 2023, caters to both avid aviation fans and families looking for an awe-inspiring day out.
In recent weeks, the RAF’s Battle of Britain Memorial Flight has confirmed its attendance at the Air Tattoo, with its iconic display featuring the Supermarine Spitfire, Hawker Hurricane and Avro Lancaster.
In contrast, the Royal Air Force’s Typhoon, which secure the skies over the UK 24/7, 365 days a year, will also be roaring through the skies on all three days of the aviation extravaganza at RAF Fairford.
In recent weeks the organisers have also announced jets from Belgium, Finland and Sweden will all be performing in the flying displays, plus the Spanish national aerobatic team ‘Patrulla Águila’ (Eagle Patrol) and many others.
Head of Air Operations at the RAF Charitable Trust Enterprises, Peter Reoch, explained there are still plenty of aircraft displays still to be unveiled: “Our ambition is to always have an eclectic mix of aircraft on both flying and static displays, focusing on our various themes at RIAT each year.
“Planning the Air Tattoo is a year-round process, but it during April and May that the majority of our participating Air Forces confirm their attendance, so the list of aircraft will continue to grow and we are expecting to welcome aircraft from over 20 nations to the show in July.”
Last year, the Air Tattoo, which has BAE Systems as its headline sponsor, saw 200,000 people visit RAF Fairford for the show, and this year’s event looks to build on the success of last year’s sell-out event.
BAE Systems will be displaying a full-scale replica of Tempest, a vision of UK’s future combat air system, and promoting the wide range of exciting career opportunities from its Education Station staffed by many apprentices and graduates. In 2023, the company plans to recruit more than 2,600 apprentices across its UK business.
Speaking ahead of the event, Ian Muldowney, Chief Operating Officer, BAE Systems – Air, said: “We are delighted to once again be headline sponsor of RIAT and look forward to welcoming thousands of people from across the country.
“I am sure there will be many who are inspired by the fantastic flying displays to want to be a part of the exciting future which the RAF and its allied international air forces have, and we look forward to welcoming them all this summer.”
Tickets for the Royal International Air Tattoo are still available via www.airtattoo.com/tickets. | aerospace |
https://protecfire.com/alert-iii-at-des-moines/ | 2024-02-25T14:15:57 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474617.27/warc/CC-MAIN-20240225135334-20240225165334-00039.warc.gz | 0.98328 | 679 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__147390494 | en | The Des Moines International Airport Fire Department was notified by Des Moines Fire Dispatch of an Alert 3 involving a helicopter at the intersection of Highway 28 and Army Post Road outside the airport security fence. Dispatch advised witnesses saw the helicopter crash land and that the sole occupant had self-extricated but that the helicopter was currently on fire. Des Moines Fire Department units were simultaneously dispatched to the incident as well.
Chief 6 and ARFF 3 proceeded off the airport property and advised Operations and Des Moines Dispatch. ARFF 4 was instructed to begin calling personnel back in and to proceed to the perimeter road near the incident for possible extinguishment from the secure side of the airport.
Des Moines Fire Department personnel arrived on scene first and Engine 8 established command and advised that there was no smoke or fire and Captain Collins would have incident command and check on the patient who had extricated. Chief 6 and ARFF 3 arrived and advised dispatch and operations that a Unified Command would be employed by Chief 6 and Engine 8 (Captain Collins). The helicopter was found to be about 10 feet from the airport fence on top of the hill just East of Highway 28. The aircraft was on its right side and was heavily damaged upon first glance. ARFF 3 positioned at the tail of the aircraft about 150 feet away per the direction of Chief 6.
Chief 6 performed a face-to-face with Captain Collins and advised that the fuel and ignition needed to be cut to the aircraft immediately. Chief 6 pulled the fuel shut off and turned off the master power switch to the helicopter while taking the keys out of the ignition. Chief 6 advised on scene crews to try to leave all debris in its place for investigation purposes. Fuel could be smelled but no large amounts seen leaking and no active leaks were observed. Unknown if fuel had spilled or the amount.
The pilot stated that he lost rotor speed and could not maintain lift which he believes led to the helicopter crashing at the incident location. The pilot stated that he had about 15 gallons of fuel left on board. Chief 6 verified that there was no fuel leaking at the time and it was noted that the fuel type was 100LL or AVGAS. Des Moines Fire attended to the patient and transported to the hospital and Des Moines Fire units were released at this time due to no fire and no other victims. Refer to Des Moines Fire EMS report for patient information and assessment findings.
Debris was spread from Army Post to the incident location and it appeared that the helicopter had hit the ground before possibly bouncing up and crashing at its final resting place. Operations Supervisor Nick Everhart contacted the appropriate authorities including airport directors and the FAA/NTSB. It was decided that the helicopter would be moved from the crash site to a secure hangar on airport property for investigation.
DMPD remained on scene along with Airport Fire until an aviation recovery team arrived and was able to lift the aircraft and tow it to a hangar in the South T area. ARFF personnel remained with the helicopter throughout to ensure no ignition of fuel. During the moving of the aircraft it was noted that fluids were leaking and monitored by ARFF personnel. A total of less than one gallon of fluid was observed leaking during the process of moving the aircraft. Once placed in the hangar, ARFF personnel returned to station without incident.
Debris was picked up from the incident site and placed in the hangar with the damaged helicopter. | aerospace |
https://pk.mashable.com/auto/3474/civil-aviation-authority-blames-deceased-pilot-for-violating-pia-landing-protocols-that-led-to-the-c | 2022-07-07T13:58:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104692018.96/warc/CC-MAIN-20220707124050-20220707154050-00580.warc.gz | 0.972604 | 251 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__204588529 | en | Civil Aviation Authority published a report claiming that the deceased pilot, Sajjad Gul was responsible for the crash as he violated landing protocols. The ill fated plane crashed near a residential area barely a few miles away from the Jinnah International Airport’s runway. The crash claimed ninety seven lives along with crew members. Only two passengers miraculously survived the crash.
According to the report, the pilot did not pay any heed to the landing protocols as directed by the Air Traffic Control where they kept asking him to lower the altitude. The additional director of the flight operations, mentioned that the plane was higher than the required protocol for landing. The report further mentions that the ATC cautioned the pilot but Gull disregarded the warning.
The black box contents released clearly mentions the pilot informing the Air Traffic Control that he has lost the engines. One of the survivors, Zubair claims that he could see the airplane engulfed in fire and hear passengers screaming frantically mere minutes before the crash. It is pertinent to mention, Gull was an experienced pilot with more than seventeen thousand flying hours to his credit. However, the investigation is still ongoing. A team from France has collected all evidence from the crash site. A formal report will be published on 22 June. | aerospace |
https://wiki.kerbalspaceprogram.com/index.php?title=Rockomax_X200-16_Fuel_Tank&oldid=4717 | 2021-04-17T00:37:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038092961.47/warc/CC-MAIN-20210416221552-20210417011552-00288.warc.gz | 0.920667 | 368 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__197490899 | en | Rockomax X200-16 Fuel Tank
The FL-T16 Fuel Tank provides fuel to liquid fuel engines, like the LV-909, attached beneath it.
The FL-T16 Fuel Tank is a Liquid Fuel tank available only in the paid version. Like the FL-T32, it can power the LV-series Liquid Fuel Engines. It provides thrust for a short duration that may be extended by stacking multiple fuel tanks on top of each other. It can be attached to radial decouplers and the sides of other fuel tanks.
With a fuel reserve of 1600 units, one tank can power a single LV-909 engine for 470 seconds on full thrust.
Unlike the RT-B20 Solid Fuel Booster, the amount of thrust can be dictated by the user, with varying severity in and out of the atmosphere of Kerbin. One can use full thrust, with a higher chance of overheat during atmospheric burning, and optimal thrust during low Mün orbit, and minimal thrust for course corrections during high Mün orbit.
Unlike the FL-T32, the FL-T16 is best used for Mün lander/return stages, and low energy orbital maneuvers.
|“|| The T16 tank had some difficulty being accepted in the spacecraft engineering world, because most rocket builders had trouble overcoming their urges to squee at the "cute little fuel tank". This initial reaction was only put aside when the amount of fiery explosions in assembly areas became so high, strict guidelines were put in place to prohibit "teasing the fuel containers". The T16 Tank now is widely used in several space programs, especially in conjunction with the LV-909 engine.
— Jebediah Kerman's Junkyard and Spaceship Parts Co.
see also: Version History
- Initial release | aerospace |
https://www.hobbylandaustralia.com.au/shop/plastic-car-kits/revell-03936-mig-29s-fulchum-1-72/ | 2021-04-16T16:38:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038088245.37/warc/CC-MAIN-20210416161217-20210416191217-00256.warc.gz | 0.747964 | 138 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__4541515 | en | A faithfully reproduced model of the MiG-29S, one of the most powerful combat aircraft of the Russian Air Force.
– Detailed cockpit
– Detailed under-carriage
– Pilot figure
– Detailed engine exhaust jets
– A choice of auxiliary fuel tanks and guided missiles
Authentic representation of the following version:
– MiG-29S Fulcrum-C (9-13) Russian Falcons – Lipetsk, April 2008
Length: 236 mm
Wingspan: 158 mm
Number of parts: 192
Plastic model kit requires glue and paint complete (not included).
|Dimensions||37 × 24 × 6 cm| | aerospace |
https://aussieairliners.org/a320/vh-uvk/vh-uvk.html | 2023-12-07T20:37:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100686.78/warc/CC-MAIN-20231207185656-20231207215656-00195.warc.gz | 0.908294 | 525 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__40063283 | en | VH-UVK. Airbus A320-232. c/n 2316.
Was also registered as: 9V-JSA.
This aircraft was ordered new by Boullion Aviation Services for lease to Jetstar Asia - ?
It was built by Airbus Industrie at Toulouse Blagnac, France - 2004
First flown with the test registration 'F-WWDR' - October 14, 2004
Ferried Toulouse - Hamburg (Finkenwerder) for interior fit-out as AIB01DR - October 2004
Ferried Hamburg (Finkenwerder) - Toulouse on completion of the fit-out as AIB02DR - October 2004
Accepted by Boullion Aviation Services at Toulouse - November 29, 2004
Entered onto the Singapore Aircraft Register as 9V-JSA - November 2004
Leased to Jetstar Asia as the registered operator
Departed Toulouse (Blagnac) on the ferry flight to Singapore - November 30, 2004
It arrived at Singapore on completion of the ferry flight - December 01, 2004
Operated its first revenue service - ?
It was rolled out at Singapore (Changi) in the 'Asia's Got Talent' livery - January 29, 2015
Operated its last revenue service - ?
Withdrawn from service at Singapore (Changi) - December ?, 2020
Cancelled from the Singapore Aircraft Register - December 11, 2020
Entered onto the Australian Aircraft Register as VH-UVK - December 11, 2020
Registered to Qantas Airways Limited, Sydney
Leased to Network Aviation Pty Ltd, Perth as the registered operator
It was ferried Singapore (Changi) - Perth as NWK6683 - January 13, 2021
Operated its first revenue service in the 'QantasLink' livery - January 24, 2021
Current with Network Aviation / QantasLink
9V-JSA. Jetstar Asia - in the original livery at an unknown airport, date unknown.
(R. N. Smith Collection Copyright Image 0325-185.)
9V-JSA. Jetstar Asia - in the revised livery at Singapore Changi Airport, February 16, 2020.
(T. Haynes Copyright Image 0325-191.)
VH-UVK. QantasLink - in the 'Silver Roo' livery at Brisbane Airport, September 28, 2021.
(L. Fox Copyright Image 0321-336.) | aerospace |
https://blog.flyhaa.com/blog/page/6 | 2022-12-03T08:16:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710926.23/warc/CC-MAIN-20221203075717-20221203105717-00568.warc.gz | 0.956395 | 348 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__272877365 | en | For the month of February, Gongju “Luke” Zhang has been selected as our Student of Excellence Award winner. Luke is an airplane student at our Redmond Campus who came to Hillsboro Aero Academy in[…]
You have now found the school you would like to attend, completed an introductory demonstration flight, and have made the decision to learn how to fly but what else do you need to become a pilot?
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Part 141 and Part 61 are two different ways to approach your training. Both FAR Part 61 and Part 141 training demand the same minimum standards for you to get your pilot certificate, but FAR Part 141[…]
In Tom Wolfe’s book, The Right Stuff, about the early days of America’s space program, the test pilots and astronauts with the proverbial “right stuff” had a certain combination of mental aptitude,[…] | aerospace |
https://www.bloombergquint.com/business/jetblue-signs-accord-to-speed-use-of-sustainable-aviation-fuel | 2021-10-26T00:11:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587770.37/warc/CC-MAIN-20211025220214-20211026010214-00664.warc.gz | 0.906258 | 214 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__135520624 | en | JetBlue Signs Accord to Speed Use of Sustainable Aviation Fuel
(Bloomberg) -- JetBlue Airways says an agreement with SG Preston puts it on pace to convert nearly 8% of total jet fuel use to sustainable aviation fuel by the end of 2023, compared with its original goal of hitting 10% on a blended basis by year-end 2030.
- Agreement doubles JetBlue’s previous fuel commitment with SG Preston reached in 2016 and will be its largest single jet-fuel contract, the carrier says
- Under 10-year agreement starting in 2023, SG Preston to deliver at least 670 million gallons of blended SAF to JetBlue for flight operations at New York-area airports
- JetBlue to invest more than $1 billion to buy the fuel over the agreement at price it says is competitive to traditional Jet-A fuel, reducing carbon dioxide emissions by about 1.5 million metric tons
- NOTE: Sept. 19, 2016, JetBlue to Burn Renewable Biofuel Mix on Some New York Flights
©2021 Bloomberg L.P. | aerospace |
http://www.newser.com/story/173233/japans-new-smart-rocket-fails-to-blast-off.html | 2016-10-23T17:53:02 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719397.0/warc/CC-MAIN-20161020183839-00493-ip-10-171-6-4.ec2.internal.warc.gz | 0.928113 | 208 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__35571659 | en | Japan's New 'Smart Rocket' Fails to Blast Off Launch of self-monitoring Epsilon delayed By Rob Quinn, Newser Staff Posted Aug 27, 2013 1:30 AM CDT 10 comments Comments The Epsilon rocket stayed on the launch pad at the Uchinoura Space Center today. (AP Photo/Kyodo News) (Newser) – Japan's new era of "smart rockets" got off to a less than auspicious start today when the launch of its new Epsilon rocket was canceled seconds before blast-off. The Epsilon, the country's first new rocket in 12 years, is capable of running its own status checks using artificial intelligence and Japan hopes to use it become more competitive in the international satellite-launch industry, Reuters reports. According to Japan's space agency, the rocket is so intelligent that monitoring work that used to be done by a control room can be performed using a single laptop. There has been no word on the reason for the delay—or on whether the rocket ordered it itself. | aerospace |
http://www.intel.com/content/www/xr/en/library/viewmore.results.html?prTag=rapplications:militaryaerospaceandgovernment | 2016-06-27T04:30:48 | s3://commoncrawl/crawl-data/CC-MAIN-2016-26/segments/1466783395620.9/warc/CC-MAIN-20160624154955-00131-ip-10-164-35-72.ec2.internal.warc.gz | 0.871075 | 193 | CC-MAIN-2016-26 | webtext-fineweb__CC-MAIN-2016-26__0__30505280 | en | With exemptions from the FAA, Intel's Drone 100 lights up the night sky in Palm Springs, CA in the first test of the experience in the United States.
Intel CEO Brian Krzanich reveals the Yuneec Typhoon H*, a UAV built with Intel® RealSense™ technology, an easy-to-fly drone equipped with a 4K camera.
Intel and AT&T solve issues affecting video streaming, transmitting, and flight data by creating a network to connect devices on the ground.
Take off with the Volocopter VC200* and the managing director of e-volo GmbH in this first manned test flight for the electronic helicopter.
Take off with the Volocopter VC200* in this first manned test flight for the electronic helicopter in Germany. Follow Alexander Zosel, managing director of e-volo GmbH as he pilots and explains the years of progress leading up to this flight.Full View > | aerospace |
https://yumodelclub.tripod.com/history_of_yugoslav_aviation/p38_ligthning.htm | 2024-04-13T03:03:04 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00120.warc.gz | 0.971907 | 681 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__52453546 | en | |During the second half 1944, Allied aircraft
appeared daily over Yugoslavia. Large formation of U.S. bombers, which flew from Italian
bases, bombed targets deep behind enemy lines in Austria, Hungary, Czechoslovakia and
Romania. Lightings escorted these bombers all the way to their targets and back, owing to
their long range.
One early morning at
the beginning of April 1945,one P–38 from 14th B G was damaged by AA over Austria and
suffering turbo–supercharger failure, the pilot decided to land on airfield which we
overflow on the way back to Italy. It turned out to be Sombor airfield, currently used by
421st attack wing and 111th Fighter wing of the Yugoslav Army aviation. After a successful
lending, the “domestic” pilots and mechanics rushed to meet the pilot and to see this
modern airplane. Everybody was impressed by its strong armament and production quality.
The U.S. pilot was transferred to Belgrade and then to his unit in Italy, while his
aircraft remained at Sombor. As the Soviets showed their intention to fly the P–38 to
Russia, the Yugoslavs decided to prevent this. They quietly removed one of the mainwheels
in secrecy in order “to be repaired” and hide it until the Soviets moved to another
base. The next day the Lighting was repaired and soon it was ready for flight-testing.
The first pilot to fly
the P–38 was Radovan Dakovic,
|2nd Lieutenant 111th Fighter wing and he took it to
the Air on 19th May 1945. After the transfer of 111th wing to Skoplje, the P–38 went on
21st May, too.
The P–38 flew only
several times in 1945 and made few more flights in 1946. Owing to the lack of spares, it
was dissembled and stored at Technical University at Belgrade. In early ‘70s, it was
transferred to Yugoslav Air and Space Museum in Belgrade, and parts of its fuselage with
original U.S. markings as well as wing parts, are at the storage in the Museum` s depot.
The P–38 which
landed at Sombor was a P–38 L.–5-L O, serial No. A F 44-25786. It was in natural metal
overall with white bands, bordered in red on fin and rudder as well as tailplanes. Roman
No. “I” (last digit of “I8I”) was painted in black on the nose and on bottom
radiators. The combination of two colors (red 48th FS and white for 37th FS) leads to the
possibility that this was a personal mount of the Group’s higher officers, but this
still has to be confirmed. At Sombor the light areas of U.S. stars were painted out in red
and the later, at Skoplje, the U.S. markings were removed and Yugoslav Standard markings
applied. The individual No. “I” was never removed. | aerospace |
http://www.mbgeocaching.ca/node/1027 | 2017-04-28T06:26:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122865.36/warc/CC-MAIN-20170423031202-00323-ip-10-145-167-34.ec2.internal.warc.gz | 0.892906 | 201 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__212199145 | en | Space: The Final Frontier... For a Travel Bug
Where: Charlee's Restaurant & Lounge
Address: 185 Stadacona St.
Date: Wednesday, November 06, 2013
"Rick will live aboard the ISS for 6 months. He plans to use the Travel Bug as a tool to teach students on Earth, in his home state of Connecticut, about geography and science. He’ll also earn the Solar System’s most elusive smiley and find the International Space Station geocache. This is a worldwide event and GC.com will be giving out a virtual souvenir for all event attendees. So put on your space helmets and come on out!
The launch time is scheduled for 10:08 CST. We will have the launch streaming over the internet and showing on the big screen.
More details here at the gc.com blog.
launches from Kazakhstan to journey to the International Space Station for a 6 month stay. He will be bringing along a | aerospace |
https://nationaldrones.com.au/case-study/large-area-drone-survey/ | 2024-04-23T21:43:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818740.13/warc/CC-MAIN-20240423192952-20240423222952-00508.warc.gz | 0.932432 | 1,783 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__152153542 | en | National Drones recently partnered with Silvertone and QEM to undertake an extensive aerial survey spanning an impressive 250 square kilometers. This ambitious project was designed to create a detailed orthomosaic and digital elevation model, providing QEM with an intricate understanding of their property. The mission’s objectives were clear: to accurately map out boundary and fence lines, assess flood planning strategies, and lay the groundwork for future development and conservation efforts.
Over the course of just a few days, National Drones and Silvertone deployed Silvertones cutting-edge Flamingo MKIII technology to canvass the vast expanse of QEM’s property. This rapid deployment would have been unfeasible with traditional survey methods, yet our skilled operators and state-of-the-art drones made it possible. The data captured during these flights was processed to yield an orthomosaic and digital elevation model.
The resultant orthomosaic provided QEM with a high-resolution map, enabling precise boundary delineations and robust future. Meanwhile, the digital elevation model offered valuable topographic information essential for comprehensive flood planning and environmental management. These tools combined to form a foundational dataset for QEM, empowering them with insights to drive informed decision-making for their property’s future.
Conducting an extensive 250km² aerial survey presents unique challenges, particularly when the operation involves Beyond Visual Line of Sight (BVLOS) flights. BVLOS surveys push the boundaries of standard drone operations, enabling the coverage of vast areas beyond the operator’s immediate view. This advanced application of drone technology offers unparalleled benefits but also comes with its own set of complexities, primarily concerning safety and regulatory compliance. In this particular case – the Drone was operating at distances of up to 40km from the base station.
The primary challenge of BVLOS surveys lies in ensuring the safety of both the drone and the airspace it traverses. Traditional drone flights operate within the pilot’s line of sight, allowing for direct visual management of the aircraft. BVLOS operations, however, rely heavily on advanced systems for navigation and collision avoidance, demanding rigorous checks and a high level of precision in planning and execution.
Understanding the intricacies of BVLOS regulations, National Drones worked diligently with the Civil Aviation Safety Authority (CASA) to secure approval for the QEM project. This close collaboration was pivotal in demonstrating our commitment to safety and compliance with Australia’s aviation regulations.
Our team engaged in thorough planning and risk assessment, adhering to CASA’s stringent guidelines for BVLOS flights. We provided detailed flight plans, safety protocols, and contingency measures, ensuring that every aspect of the survey adhered to the highest standards of operational safety.
The approval granted by CASA for this project was not just a procedural success; it was a testament to the trust and confidence placed in National Drones’ operational capabilities. It also marked a significant milestone, setting a precedent for future BVLOS operations and advancing the potential for drone technology in industrial applications.
The task of surveying a sprawling 250km² area is daunting, to say the least. The sheer scale of the land demands a comprehensive approach to capture every terrain in detail. Traditional ground-based survey methods are often impractical for such vast areas due to the significant time, labour, and financial resources required.
Challenges include navigating varied and potentially rugged terrain, ensuring consistent data quality across extensive distances, and coordinating the logistics of survey teams and equipment. Furthermore, large-scale land surveys must contend with environmental factors such as weather changes, which can disrupt the consistency and scheduling of data collection.
National Drones, through its expertise in aerial surveying, circumvents these issues by deploying drones capable of covering large areas with precision and speed, transforming what would be a logistical marathon into a tactical sprint. Our approach minimizes human exposure to challenging landscapes and expedites the data collection process, providing comprehensive, high-resolution imagery and topographical data that are vital for accurate analysis and decision-making.
The formidable challenge of conducting a land survey over a 250km² area was met with an innovative aerial solution. By leveraging state-of-the-art drone technology equipped with advanced imaging and sensing capabilities, we were able to efficiently survey the vast terrain with in a relatively short period of time. The Flamingo MKIII Aircraft that was deployed designed to cover extensive areas quickly, negating the need for numerous ground personnel and reducing the time taken from weeks to mere days.
Our comprehensive solution involved meticulous pre-flight planning to ensure complete coverage without redundant overlaps. The drones captured high-definition images and generated accurate digital elevation models, which were then seamlessly stitched together to create a cohesive orthomosaic of the entire area with a pixel resolution of 6 centimetres. This method not only accelerated the survey process but also produced data of extremely high quality, with detailed insights into the topography and environmental features of the property.
In addition, our use of drones minimized the environmental impact typically associated with large-scale land surveys. By reducing the need for ground vehicles and equipment, we were able to lessen soil disruption and preserve the natural state of the ecosystem.
This data also provided an accurate representation of the property before any construction or mining activities took place – giving a record at a point in time.
To ensure the highest quality of data over the expansive QEM tenement, National Drones employed a sophisticated methodology. This process involved capturing a series of overlapping photographs from our drones, which were then processed together to create a comprehensive and precise representation of the land. Photogrammetry relies on overlapping imagery to build depth and dimension into the models it constructs. By calculating the optimal overlap to give quality data as well as a reasonable time-frame for capture between images, we know that every inch of the survey area was documented with enough redundancy to ensure accuracy and to correct any potential discrepancies.
To anchor the aerial data to real-world coordinates and enhance the precision of our photogrammetric analysis, we established a network of ground control points (GCPs) across the survey site. These GCPs serve as reference markers, allowing us to calibrate and validate our aerial data against known positions on the ground. The integration of these points into our data processing ensures that the orthomosaics and digital elevation models produced are not only detailed but also geospatially accurate. The collection of these GCP’s is an effort in itself and took the better part of four days over an area this size.
Given the scale of the project and the necessity of ensuring communications with the aircraft, maintaining robust communication with our drones was paramount. To navigate this challenge, we conducted a thorough viewshed analysis prior to deployment. This analysis enabled us to map out areas where radio communication could be compromised due to terrain obstructions, ensuring that at no point would our drones be operating without a reliable communication link.
The aerial survey conducted for QEM culminated in a suite of high-definition deliverables that surpassed the project’s requirements. Achieving an impressive 6cm resolution, the 2D orthomosaics provided an exceptionally detailed bird’s-eye view of the property, offering clarity that facilitated precise boundary delineation and informed decision-making. In addition to the 2D products, our operation also generated comprehensive 3D outputs, including a digital elevation model (DEM) that offers valuable topographic information with volumetric accuracy and a textured 3D mesh that brings the landscape to life for stakeholders requiring more immersive interaction with the surveyed area.
These datasets, rich in detail and scope, were made accessible through our cloud-based platform, SmartData. This advanced delivery method not only ensured that the information was easily available to QEM’s team for immediate analysis but also provided a secure, collaborative environment for various departments to interact with the data. By leveraging SmartData, QEM could integrate the new aerial insights directly into their existing workflows, enhancing their operational efficiency and planning capabilities. The high-resolution imagery and 3D models delivered through this project have set a new standard for land surveying, enabling a level of precision and accessibility that propels QEM’s project planning into the future.
The results delivered through SmartData not only presented QEM with a visual repository but also equipped them with enhanced analytical capabilities. The 6cm resolution imagery provided the basis for detailed analyses, from environmental assessments to infrastructure planning. With the high-fidelity 2D and 3D products, QEM’s team could conduct in-depth analyses with confidence in the data’s accuracy.
To learn more about our capabilities you can download our capability statement using the form below
Or alternatively – contact us! | aerospace |
https://bongioviacoustics.com/honda-jet-business-update/ | 2020-11-28T22:38:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141195929.39/warc/CC-MAIN-20201128214643-20201129004643-00257.warc.gz | 0.906471 | 1,323 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__151346429 | en | HondaJet first to bring Bongiovi’s Speaker-Less Audio to Aviation
Click the play button to view the video
Bongiovi Aviation has partnered with Honda placing our Industry First Patented Speaker-Less Transducer System into the HondaJet.
The HondaJet represents decades of design and manufacturing execution and is the most technologically advanced aircraft in its class.
Honda Aircraft Company received the 2018 American Institute of Aeronautics and Astronautics Foundation Award for Excellence. This award acknowledges the company’s exceptional accomplishments in the aerospace community, including leading the design, development and commercialization of the HondaJet and subsequently setting a new standard in business aviation. HondaJet was the most delivered jet in its category for 2017, based on numbers provided by General Aviation Manufacturers Association. The new HondaJet Featuring the Bongiovi Audio System has garnered worldwide press and attention.
Listed below are a few of the articles written about the new Honda Jet with the “Bongiovi Speaker-Less Transducer System” featured in the cabin. Click the links to read.
FEATURED PRESS RELEASE
Bongiovi Aviation, a leading provider of digital audio technology for the aerospace industry, is announcing its partnership with the Honda Aircraft Company. Via this partnership and collaboration, “speaker-less” audio technology–DPS Audio by Bongiovi Aviation – is now available for cabin entertainment on Honda Aircraft’s latest very light business jet, the HondaJet Elite.
Honda Aircraft Company introduces Speaker-less audio by Bongiovi Aviation at EBACE
The 2018 European Business Aviation Convention & Exhibition (EBACE2018) will take place from 29 to 31 May in Geneva. At the event, Honda Aircraft will be hosting an interactive exhibition of Bongiovi speaker-less audio technology with DPS – available on the new HondaJet Elite. A simulated cabin will allow participants to experience the fully immersive, recording-studio quality audio that only DPS can deliver. The industry and press will have an opportunity to see and hear how DPS Audio is changing the game when it comes to sound in aviation. In addition to the display, Honda Aircraft Company will have an aircraft present at the static location displaying the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) certified Bongiovi system.
DPS – Digital Power Station by Bongiovi Aviation
DPS Audio by Bongiovi Aviation utilizes Digital Power Station ™ //DPS technology invented by legendary music producer, recording engineer and audio innovator, Tony Bongiovi. DPS is a patented algorithm with a system of profiles, each containing over 120-calibration points. DPS processes audio in real-time, optimizing it for a wide variety of audio applications.
This innovative, transducer-based system allows for more efficient use of space by eliminating large speakers and their associated weight, while providing recording studio quality sound. The elegant interior design aesthetic is maintained without the disruption of speaker grills or commodity speakers. The DPS Audio package also features seat Headphone Modules with multiple DPS profiles for customizable personalized listening.
The result is a truly immersive, “speaker-less” audio experience throughout the aircraft. DPS Audio delivers more depth, clarity, power and immersive stereo field expansion than with a conventional speaker system.
“As a licensed pilot, finding an audio solution in aviation was the original inspiration for DPS technology. Years ago, I began experimenting with transducers to get better sound in my personal aircraft. We’re extremely gratified to now have an aviation partner who embraces audio innovation as much as we do and chose our technology for their latest HondaJet.” – Tony Bongiovi
About Bongiovi Aviation LLC
Bongiovi Aviation LLC is an operating entity of (BMT) Bongiovi Media & Technology, Inc., a privately held company with main offices at 649 SW Whitmore Dr. Port Saint Lucie, FL. DPS Audio by Bongiovi Aviation LLC brings a unique audio solution to the private and business jet market. BMT’s subsidiary Bongiovi Acoustics, is the patent holder of the award-winning Digital Power Station ™ technology, the Ultimate Audio Solution for any product or service with sound.
About Honda Aircraft Company
Honda Aircraft Company is a wholly owned subsidiary of American Honda Motor Co., Inc. Founded in 2006, Honda Aircraft’s world headquarters is located in North Carolina, the birthplace of aviation. The challenging spirit upon which Mr. Soichiro Honda founded Honda Motor Co., Ltd. is alive today as Honda Aircraft fulfills one of Honda’s longstanding dreams to advance human mobility skyward.
Bongiovi Aviation was hired by Honda Corp. to help design a mock-up of the HondaJet Elite at EBACE 2018.
The European Business Aviation Convention & Exhibition (EBACE) is a premier event and the annual meeting place for the European business aviation community. The exhibition brings together business leaders, government officials, manufacturers, flight department personnel, avionics firms, fractional providers, charter/lease companies and all manner of people involved in nearly every aspect of business aviation.
EBACE is jointly hosted each year by the European Business Aviation Association (EBAA), the leading association for business aviation in Europe, and the National Business Aviation Association (NBAA), the leading voice for the business aviation industry in the United States. Although EBACE is the only major European event focused solely on business aviation, attendees come from as far as Africa, Asia, the Middle East and North and South America.
The Bongiovi engineers helped with building the HondaJet Elite Experience in Newbury, England before being shipped to Geneva, Switzerland.
WHAT IS NEXT FOR BONGIOVI AVIATION?
HondaJet is just the beginning.
We have achieved certification from both the Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA). Bongiovi Aviation is currently working with the largest manufacturers in the industry to bring the world’s most advanced audio systems to their product lines.
Bongiovi Aviation is also expanding the applications of our unique audio solutions to bring new value propositions to aviation. We are currently working on several new products that will also be industry firsts, including communications solutions designed to increase flying safety.
The Sky Has No Limits | aerospace |
https://www.azom.com/news.aspx?newsID=57620 | 2023-03-24T22:01:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945289.9/warc/CC-MAIN-20230324211121-20230325001121-00235.warc.gz | 0.950027 | 1,134 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__258519357 | en | Aerial drones are a growth industry, offering solutions to a range of problems. However, their use is limited by several factors including flight time. To overcome this issue, a paper published in Energies has presented a wireless charging pad design that uses resonant magnetic technology.
The Growing Use of Drones in Society
Drones are increasingly being utilized by numerous industries for applications such as surveillance, monitoring, and delivery. They are used for gathering information and delivering supplies during disasters, thermal sensing during search and rescue operations, crop spraying for agriculture, and mapping inaccessible terrain. They are also being increasingly employed by law enforcement and the military.
Drones typically employ between 4 and 8 rotor blades to provide lift and control during flight. They rely on lithium batteries for power. Despite their utility, some challenges exist in drone design that limit their widespread commercial uptake across society.
Simplified equivalent circuit of a WPT system with SP compensation. Image Credit: Campi, T et al, Energies
Limitations with Current Drone Designs
Drones are largely limited by their power capacity and flight time. Whilst larger capacity lithium batteries can be installed in them, this increases their weight and consequently reduces the payload they can carry. For this reason, drones must be recharged. Currently, charging requires human intervention, limiting the autonomy of the devices. The typical flight time of a drone is 40 minutes.
To overcome this limitation, wireless charging pads have been proposed for the drone industry that facilitates autonomous fast charging that extends the operational ability of drone technologies. Several designs have been explored by researchers in recent years. Wireless charging technologies are currently widely employed in several industries. A charge is transmitted from a transmitting coil within the ground base station to a receiving coil in the device that requires charging.
System configuration for drone wireless charging (a) and landing gear dimensions (b). Image Credit: Campi, T et al, Energies
Considerations for Wireless Charging Technology
Wireless charging devices for drones need to account for several factors. The main consideration is limiting the weight of the receiving coil onboard the drone to provide optimal operating efficiency. Another key consideration is the possible misalignment of both receiving and transmitting coils due to imprecise landing, which can affect the coupling of coils and therefore charging efficiency and performance of the system.
Different solutions have been proposed to overcome these issues. One proposed system is an inductive charging system that employs a receiving coil situated on the drone’s landing gear. Whilst this reduces the distance between transmitting and receiving coils, the presence of an external coil could interfere with mission-critical drone components such as cameras.
Another proposed solution involves using a large receiving coil to improve power transfer, but this adds extra weight to the drone. Additionally, systems that employ transmitters and receivers with multiple coils have been proposed, but this limits payload installation by taking up space. A further proposed system uses a transmitter installed on movable parts in the landing pad to overcome alignment issues, but whilst this improves electrical performance, it reduces the system’s reliability due to the moving parts.
Overcoming the Challenges in Wireless Drone Charging Systems
Overcoming these issues with a wireless charging system that is reliable and offers enhanced power transfer is central to research within the field. The paper published in Energies has presented a system that works on the basis of inductive resonance. Inductive resonance is based upon the magnetic coupling between multiple coils.
The design of the system employs five planar transmitting coils within the charging station, partially overlapping each other. The landing gear of the drone itself was turned into the receiving coil, with aluminum tubes selected for this purpose. The landing gear receiver does not add any weight to the drone and additionally, it does not interfere with payload elements like cameras or LiDAR systems.
The landing pad is highly insensitive to the drone’s landing position and additionally, the design can be scaled to fit the needs of multiple drone models in terms of power requirements and landing precision. The proposed design proved to perform well, with over 75% efficiency. The design was tested on a medium-sized drone that had a 0.5 kg payload.
The main advantages of the proposed wireless charging system are threefold. Full integration of the receiving coil and landing gear means that payload and weight are not affected, misalignment conditions are highly tolerated, and high charging power and superior electrical efficiency for every landing position and orientation of drones.
Feeding configuration of the multiple transmitting coils. Image Credit: Campi, T et al, Energies
In the study published in Energies, a highly efficient and reliable wireless charging system for drones based on magnetic resonance technology has been presented. This system will provide reliable, fast charging for drones, which will enhance their operational abilities by providing a degree of autonomy not realized with current charging strategies, aiding their commercial uptake across multiple sectors.
Campi, T et al. (2021) Efficient Wireless Drone Charging Pad for Any Landing Position and Orientation [online] Energies 14:23 | mdpi.com. Available at:https://www.mdpi.com/1996-1073/14/23/8188/htm#B11-energies-14-08188
Disclaimer: The views expressed here are those of the author expressed in their private capacity and do not necessarily represent the views of AZoM.com Limited T/A AZoNetwork the owner and operator of this website. This disclaimer forms part of the Terms and conditions of use of this website. | aerospace |
http://davidarmstrongontravel.blogspot.com/2009/08/safety-first-again.html | 2021-08-05T21:24:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046157039.99/warc/CC-MAIN-20210805193327-20210805223327-00319.warc.gz | 0.969342 | 484 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__205691007 | en | Following the latest civil aviation misery - the collision over the weekend of a sighteeing helicopter and a small plane over the Hudson River in New York City - thoughts turn once again to aviation safety and what's being done about it.
This was, after all, the same city section of river where a US Airways plane made an emergency water landing back in January with no loss of life. This time, with the loss of five Italian travelers in the chopper and four more lives lost in the plane, we weren't so lucky.
Fortunately, the new Federal Aviation Administration chief, Randy Babbitt, gets it. Or least least, he seems to.
In comments made Aug. 5 to a pilots' union, Babbitt addressed the training and work rules of the overworked, exhausted and underpaid pilots at small, regional feeder lines that operate small jets and propeller planes for the big, name-brand airlines. Things have got to get better, he said, and if they do not, new federal rules will see to it that pilot standards are tightened.
Some pilots at commuter airlines fly as many as five times a day, Babbitt noted, and they frequently work without enough rest. That should be reassuring to us all.
But then, all of us who have flown in those tiny, funky planes have hair-raising experiences to talk about. I once flew through a snowstorm in a two-prop plane that detoured on its way from New York City to Harrisburg, Pa. to make an unscheduled stop in Scranton. While on the ground, I saw past the thin curtain separating the cockpit from the half-dozen packed and scared passengers, and caught our young pilot looking at an unfolded paper in his hand: A map.
When we finally touched down safely in Harrisburg, the woman next to me - she was a total stranger to me, I was a total stranger to her - held hands, tightly.
Babbitt seems to know what things are like out there - and up there. "If you think the safety bar is too high,'' he said in his speech last week, "then your standards are set too low.''
Tough and necessary words. Let's hope he and the FAA back them up. We need improved safety in the sky, and we need it just as soon as we can get it. | aerospace |
http://www.rochester.edu/newscenter/tag/space/ | 2016-05-02T23:28:23 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860117914.56/warc/CC-MAIN-20160428161517-00095-ip-10-239-7-51.ec2.internal.warc.gz | 0.94748 | 161 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__125801613 | en | Kerry O’Banion, professor of neurobiology and anatomy, has been awarded $1.8 million from NASA to study whether extended deep space travel places astronauts at risk for neurodegenerative diseases like Alzheimer’s.
Twenty-five years ago today, the Hubble Space Telescope was launched. The images it has been sending back to Earth for all these years have become iconic, and yet it came very close to being a billion dollar failure. One of the heroes who rescued Hubble from ruin and made it a great science success story is Rochester optics professor Duncan Moore.
Streaming jets of high-speed matter produce some of the most stunning objects seen in space. an experiment by French and American researchers using extremely high-powered lasers offers experimental verification of one proposed mechanism for creating them. | aerospace |
https://aviationtrivia.blogspot.com/2015/05/the-north-american-xb-28-too-much-too.html | 2023-06-01T21:59:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648209.30/warc/CC-MAIN-20230601211701-20230602001701-00314.warc.gz | 0.969111 | 1,846 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__187543077 | en | |The sole XB-28 prototype. Note the remotely operated turrets.|
With the North American B-25 Mitchell prototype (internal company designation NA-40B) already in the hands of the US Army Air Corps for flight testing in 1939, the promise of cabin pressurization offered a leap in bomber performance by being able to fly higher and faster. Accordingly, in August 1939, the Army issued the XC-214 specification which called for a pressurized medium bomber to supplant the medium bomber types that were soon to become operational. Only Martin and North American responded to XC-214. Martin's submission was for the XB-27 but the USAAC felt Martin didn't have a full grasp of the challenges of high altitude pressurization in their design and North American's submission, the XB-28 won the development contract. This took place on 15 November 1939 just three months after the Army issued its specification with North American inking a contract to begin formal design work on the XB-28. To give you an idea of the pace of development and the pressure of the looming clouds of war, the contract for the development of the XB-28 was signed around the same time that the Army ordered the B-25 Mitchell into production! The XB-28 had started out as a pressurized version of the B-25 Mitchell with a circular fuselage and Pratt & Whitney R-2800 Double Wasp engines with GE Type-C turbosuperchargers replacing the Wright R-2600 Twin Cyclone radials used on the B-25. Design work proceeded rapidly since the company was already at work on a pressurized successor to the B-25 at the time of the release of the XC-214 specification in August 1939. As design work progressed, changes were made stating with abandoning the Mitchell's twin fins for a single fin. Eventually the XB-28 as designed bore little resemblance to the Mitchell. The contract for three prototypes was signed on 13 February 1940.
|The five crew all sat in a pressurized compartment in the forward fuselage. |
Besides the change to more powerful R-2800 Double Wasp engines with GE turbosuperchargers, a third supercharger was also fitted to provide cabin pressurization. Heaters powered by gasoline warmed the air in the pressurization ducting for the pressure cabin located in the the forward fuselage. The elongated nacelles had an opening in the rear for the turbo-supercharger exhaust which added some forward propulsive power. The four bladed propellers were counter-rotating to cancel each other's torque to ease handling. Integral self-sealing fuel tanks took up most of the wings. Relatively unique for the day nose wheel steering was fitted and controlled by a lever in the cockpit similar to modern nose wheel tillers. Another unique feature was the use of fluorescent paint on the instrument panel and instruments that would glow at night from overhead UV lamps as an aid to night flying.
|Overall configuration of the XB-28.|
To simply the structure of a pressurized aircraft, the pressure cabin only occupied the forward fuselage. All the joints were sealed during assembly and the interior sprayed with a plastic sealant before installation of the cabin items. The cabin atmosphere was maintained at the equivalent of 8,000 feet up to an operating altitude of 33,000 feet. The crew of five was crammed into this space- with the pilot and co-pilot sitting side by side, behind them sat the primary gunner and the radio operator/secondary gunner. The bombardier/navigator sat in the nose compartment but could access the cramped flight deck via a floor panel by the co-pilot's feet. The bomb bay could carry up to 4,000 lbs of bombs and the three defensive turrets consisted of twin 50-caliber guns in dorsal, ventral and tail turrets that were operated remotely by the primary gunner and the radio operator/secondary gunner. Each gunner had a hemispheric observation window next to them and sighted the guns via a periscope system that protruded from streamlined twin fairings above and below the fuselage just aft of the flight deck. Initial plans for were for North American-designed turrets tied to a Sperry fire control system, but Sperry's resources were tied up with current production aircraft. It was decided to switch to General Electric for the remote fire control system and to have them be responsible for the turrets as well well. This imposed delays in the development as changes needed to be made to accommodate GE's equipment and systems. There was also a prevailing opinion at North American that Sperry's system was more advanced. A compromise was reached with the XB-28 defensive systems to use GE turrets and the Sperry sighting system. It's worth noting at this point that when the work on the remote turret fire control system on the XB-28 was under development, both Sperry and GE were working on getting the contract for the remote turret fire control system on the Boeing B-29 Superfortress- ironing out the kinks in the XB-28 gave GE valuable experience that helped the B-29 and made its system the production standard on the Superfortress.
|Engine run up test at Mines Field in the summer of 1942.|
The US entry into the Second World War slowed development of the XB-28 as priority shifted to production types and much of North American's resources were devoted to the production of the B-25 Mitchell and the P-51 Mustang. The maiden flight of the first prototype took place on 24 April 1942 at Mines Field (the site of today's Los Angeles International Airport/LAX) and the flight test program showed the XB-28 to be quite fast at high altitude, capable of 372 mph at 25,000 feet. Following the conclusion of North American's flight test program, the USAAF portion of the flight test program took place with the XB-28 operating out of Wright Field outside of Dayton, Ohio, for service trials. It was decided during the service trials that the third XB-28 prototype would be completed as a reconnaissance and photo-mapping aircraft designated XB-28A. North American was instructed to set aside work on the second XB-28 to get the XB-28A variant flying. The speed and altitude performance of the XB-28A was increased by reducing weight as well as installing more powerful versions of the R-2800 engines. The XB-28A made its maiden flight on 24 April 1943 (exactly one year after the first XB-28) but was unfortunately lost in flutter incident during dive testing on 4 August 1943 with the crew able to parachute to safety. At the time of the accident, design work on the production B-28 was underway with the most significant change being some extra scanning windows on the nose compartment for the bombardier/navigator.
By this point, however, it was realized that despite the outstanding performance of the XB-28, the realities of war showed that medium bombers already in service like the B-25 Mitchell and the Martin B-26 Marauder were most effective at low to medium altitudes flying interdiction missions where pressurization wasn't necessary. In the Pacific, B-25s equipped with extra forward firing machine guns were becoming very effective low level anti-shipping weapons while in the European theater, B-25s and B-26s operated most effectively at medium altitude (though some low level anti-shipping missions were flown in the Mediterranean against Axis vessels along the French and Italian coasts). The final nail in the XB-28's coffin was the Douglas product that was also first flown at Mines Field just a few months after the XB-28's maiden flight. The prototype Douglas XA-26 Invader first flew on 10 July 1942. It used the same engines as the XB-28, carried the same bomb load, but lacked pressurization which made it simpler to build and it only had a crew of three versus the crew of five on the XB-28. The sole XB-28 prototype was still at Wright Field at the time of the program's cancellation- it had its outer wings removed and sat out the war as a ground test article for pressurization tests before being scrapped.
Anigrand released a 1/72 resin kit of the XB-28 and this page has a great series of photos of a completed model
that show the overall configuration of the XB-28. Take note of the hemispheric scanning bubbles on the upper lateral fuselage ahead of the wing for the gunners as well as the streamlined twin fairings above and below the forward fuselage for the sighting system to control the remote turrets.
Source: American Bomber Aircraft Development in World War 2 by Bill Norton. Midland Publishing, 2012, pp 66-69. Photos: USAF Museum, Anigrand
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https://wingsmuseum.org/exhibits/alexander-eaglerock/ | 2023-05-30T23:44:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646181.29/warc/CC-MAIN-20230530230622-20230531020622-00019.warc.gz | 0.966125 | 379 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__299475569 | en | In the mid-1920s, Alexander Film studios needed a better way to distribute their movies. Airplanes were the answer, but they were unable to buy the airplanes they needed. So they built their own aircraft factory near Broadway and Hampden in Englewood, Colorado.
Their first airplane had disappointing performance, but that changed when they promoted an eager teenager named Al Mooney to be their new chief engineer. Mooney designed the very successful Alexander Eaglerock in our museum.
The Alexander Eaglerock soon became one of the best-selling airplanes in the country, and for a few months, more airplanes were made in Colorado than anywhere else in America.
After thriving for four years, Alexander Aircraft stopped making airplanes because of the Great Depression.
And what happened to that talented teenaged airplane designer? Al Mooney enjoyed a long career designing fast, efficient aircraft including the Culver Dart and Cadet, Bellanca Airbus, and a variety of Lockheed airplanes, including work on the first business jet. He also formed Mooney Aircraft, which still manufactures Mooney airplanes in Kerrville, Texas.
This Eaglerock was built in 1929, and originally had a 100 horsepower Curtiss OX-5 engine. Now it has a 300 horsepower Lycoming radial engine. The airplane was restored by Brad Davenport between 1987 and 1993, and it flew regularly for more than 20 years until it came to the museum.
Wingspan: 36 ft 8 in (11.18 m)
Length: 25 ft 11 in (7.9 m)
Carries: pilot and two passengers
Maximum speed: about 135 mph (217 km/h)
Maximum weight: about 2,500 lbs (1,134 kg)
Engine: Lycoming R-680 E3B, 9 cylinder radial, 300 hp (224 kW) | aerospace |
https://nataaero.libsyn.com/website/part-135-standardized-curriculum-more-dynamic-responsive-and-efficient | 2023-10-02T00:18:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510942.97/warc/CC-MAIN-20231002001302-20231002031302-00454.warc.gz | 0.948239 | 270 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__131612297 | en | Oct 22, 2018
In our latest podcast, NATA’s Director of Regulatory Affairs John McGraw discusses the FAA’s recently issued guidance, which allows Part 135 operators to train their pilots at certified training centers using a standardized curriculum. On October 15th, the FAA issued the new Advisory Circular for public comment in response to recommendations from an industry working group led by McGraw. Hear what the FAA’s much needed update to training guidance means for on-demand carriers and how it will result in a more dynamic, responsive and efficient training program.
John W. McGraw serves as NATA’s Director of Regulatory Affairs and is the founder and principal of John McGraw Aerospace Consulting, LLC. Prior to forming the company, Mr. McGraw served the Deputy Director of the Federal Aviation Administration’s (FAA) Flight Standards Service from November 2008 until March 2012. An organization of more than 4,800 employees, Flight Standards is responsible for ensuring the safety of flight for civil aircraft by setting standards for and certificating air carriers, air agencies, general aviation operators, airmen, and designees. Flight Standards is also responsible for oversight of certificated operators and airmen and enforcement of the federal aviation regulations. In addition, the organization manages the aircraft and airmen official registry system. Read more. | aerospace |
http://techkenyot.com/2018/10/10/virgin-galactic-to-reach-space-in-weeks-not-months/ | 2019-04-19T08:45:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578527518.38/warc/CC-MAIN-20190419081303-20190419103303-00141.warc.gz | 0.945489 | 920 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__153455253 | en | The Pink Moon on April 19 won't be pink. Here's why
Scientists Share the First-Ever Photo of a Black Hole
April's Full Pink Moon To Rise On Friday
Israeli Beresheet Spacecraft Makes Crash Landing on Moon
Israel likely to resend spacecraft to moon after first mission failed
Virgin Galactic to reach space in 'weeks not months'
10 October 2018, 03:28 | Edward Lowe
ADRIAN DENNIS AFP
Virgin Galactic's disaster-struck space tourism programme is apparently nearing final launch readiness, with Branson telling United States news site CNBC that: "We should be in space within weeks, not months". "Then we will be in space with myself in months and not years".
Branson, who founded Virgin Galactic in 2004, originally promised suborbital flights - those that reach space without orbiting the planet - by 2009. And that'll be a legitimate offsettable business expense for professional Instagrammers, so there ought to be loads of them up flying about up there, pouting in front of small, black windows.
Virgin Galactic's SpaceShipTwo on its first test flight in October 2010 to prove the glide-and-land design.
While Sir Richard says that he will have humans in space next year, Mr Musk has set a target of 2030 to get people to Mars, with the first people there being tasked with beginning to build a new civilisation. In the most recent test in July, the space plane was released from its jet-powered carrier aircraft, VMS Eve, at 46,500 feet before the Unity's pilots lit its rocket.
The Virgin founder revealed this week that his company is just weeks away from its first test flight beyond orbit, with manned missions planned "not too long after".
Branson has previously said he thinks Virgin Galactic and Blue Origin would both "have a person in space roundabout the same time".
Signing Jamaal Charles is the Right Move for the Jaguars
In Charles, the Jaguars are getting a four-time Pro Bowl performer (2010, 2012-2014) and two-time first-team All-Pro (2010, 2013). The Jacksonville Jaguars signed veteran running back Jamaal Charles to a one-year deal, ESPN's Adam Schefter reported on Tuesday.
Virgin Galactic aims to launch the first commercial passenger flight into space, and is in tough competition with US space company Blue Origin.
Blue Origin flew its New Shepherd spacepod, which launches aboard a traditional rocket capsule, to an altitude of 351,000 feet (107,000 metres) during a test flight near Van Horn, Texas, on April 29. He told CNBC that the company will be flying in space "within weeks". Right now the price of a Virgin Galactic ticket is nearly $250,000-and it won't be dropping anytime soon.
Sir Richard conceded earlier this year that the number of spurious claims he has made about Virgin Galactic flight dates was "embarrassing".
The Walking Dead Ratings Down Sharply In Season Nine Premiere
Those numbers are down 50% and 45% from last year's season premiere numbers of a 5.0 demo rating and 11.44 million viewers. That is the lowest rating in adults 18-49 since the show began, with the previous low being a 2.7 for the series premiere.
New United Nations report details looming climate crisis
Adding 50 percent more warming to reach 1.5 degrees won't simply increase impacts by the same percentage-bad as that would be. The outcome will determine whether "my grandchildren would get to see lovely coral reefs ", Princeton's Oppenheimer said.
Banksy Pranks Auction House, Shreds $1 Million Artwork
Del Naja is known to have been a graffiti artist before becoming a musician - best known as a founding member of Massive Attack. In 2017, Bristol DJ Goldie seemed to slip up during an interview and name Massive Attack member Robert Del Naja as Banksy .
Bale, De Bruyne among first Ballon d'Or nominees
The victor of the award - which is decided by journalists from 173 different nations - will be announced in Paris on December 3. Premier League duo Roberto Firmino and Eden Hazard are among the nominees for the 2018 Ballon d'Or .
PlayStation 5 confirmed by Sony
The PS4 launched back in November 2013 alongside the Xbox One, meaning both consoles are nearly five-years-old. Sony has indicated it is in the midst of creating the follow-up to the PlayStation 4. | aerospace |
http://www.securityinfowatch.com/article/10554765/sensis-and-saab-microwave-systems-enter-partnership-for-giraffe-amb-radar-in-the-us-military-market | 2015-04-25T14:45:18 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246649738.26/warc/CC-MAIN-20150417045729-00196-ip-10-235-10-82.ec2.internal.warc.gz | 0.915856 | 619 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__105786719 | en | EAST SYRACUSE, N.Y. , June 23 /PRNewswire/ -- Sensis Corporation and Saab Microwave Systems have entered into a cooperative agreement for Sensis to market, sell and provide logistics support for Saab's GIRAFFE Agile Multi-Beam (AMB) radar to the United States military market. The partnership will enable Saab and Sensis to further support military customers and markets -- the U.S. Navy, Army, Coast Guard, Department of Homeland Security and Foreign Military Sales.
"The U.S. is a very important market for Saab and we are pleased to be entering into this agreement with Sensis, a company that met our strict criteria and has great performance and capabilities," said Lennart Joelsson , Senior Vice President and Managing Director, Saab Microwave Systems. "By providing us with U.S. marketing, sales and logistics support, our partnership with Sensis will remove barriers for future sales."
In addition to marketing, sales and logistics support of the GIRAFFE AMB, Sensis will perform critical technical activities, including systems, hardware and software engineering, to adapt the radar for U.S. military specifications. Sensis will also support U.S. military customers through customer support, field maintenance and spare parts.
"The combination of Sensis' and Saab's capabilities will significantly improve both companies' ability to address the needs of the U.S. defense forces," said David Kovarik , General Manager of Sensis Defense & Security Systems. "The partnership complements Sensis' current U.S. military pursuits and projects."
The GIRAFFE AMB is a multi-mission 3-D radar system that can simultaneously perform surveillance, military air traffic control and 360-degree ballistic weapon tracking and locating. The radar is available in a land-based platform (GIRAFFE AMB) and ship borne (Sea GIRAFFE AMB) platform. Tailored for operations with medium- and short-range surface-to-air missile systems, the GIRAFFE AMB features an integrated C3 system that enables it to act as the command-and-control center for air defense and military air traffic.
ABOUT SENSIS CORPORATION
Sensis Corporation provides sensors, information technology, and simulation and modeling to the world's militaries, air navigation service providers, civil aviation authorities, airports, and airlines. Sensis Corporation solutions are deployed around the world. For more information regarding Sensis Corporation, visit www.sensis.com.
ABOUT SAAB MICROWAVE SYSTEMS
Saab serves the global market with world-leading products, services and solutions ranging from military defense to civil security. Saab has operations and employees on all continents and constantly develops, adopts and improves new technology to meet customers' changing needs. For more information regarding Saab Microwave Systems, visit www.saabgroup.com.
SOURCE Sensis Corporation | aerospace |
https://somerlap.co.uk/blogs/blog/mars-rover-landing | 2022-07-03T15:00:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104244535.68/warc/CC-MAIN-20220703134535-20220703164535-00559.warc.gz | 0.971014 | 209 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__158136701 | en | During the past week we have all watched in awe as NASA’s Perseverance Rover landed safely on Mars and began to beam back pictures. But what you didn’t know is that Somerlap has a link to this momentous astrological development.
The Perseverance Rover needed a special parachute to land safely on the planet, and the fabric for it was woven not far away from us, in Devon – by a Somerlap customer! We’ve been supplying pallets and specialist timber export packaging to Heathcoat Fabrics in Devon for many years, and it was their fabric which was sent to America to be sewn together into a parachute by engineers.
We aren’t sure whether the fabric was sent to NASA in one of our timber crates (maybe that information is classified?!) but we’re very proud to be linked to Heathcoat Fabrics and the part they have played in this amazing achievement. We can’t wait to see more images from the red planet! | aerospace |
http://www.combatsim.com/memb123/htm/2004/03/f22revisit/ | 2013-05-23T11:20:37 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368703293367/warc/CC-MAIN-20130516112133-00029-ip-10-60-113-184.ec2.internal.warc.gz | 0.927437 | 137 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__9035198 | en | The Real F22:
The Lockheed F-22 program manager, Al Pruden, describes how the Lockheed-Boeing-General Dynamics team met or exceeded all the Air Force requirements for the next-generation air-superiority fighter. From the beginning, the plan was to build a prototype that represented very high aerodynamic fidelity with the production aircraft, reducing the risk for engineering and manufacturing development and providing a high level of confidence to the Air Force.
F22 ADF and Total Air War with its new dynamic campaign engine are loosely based on the theories of Colonel John Warden III, the architect behind the victory in Desert Storm. Here are his theories and related articles: | aerospace |
http://www.simflight.com/2012/04/27/synchro-soft-cfm56-3b-soundset-v2-for-fsx/ | 2014-09-19T11:46:04 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657131304.74/warc/CC-MAIN-20140914011211-00189-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.897864 | 304 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__174108052 | en | The CFM56-3 series of engines was developed for probably the most popular range of airliners in aviation history – Boeing “Classic” 737 series of the -300, -400 and -500 variants.
To improve your experience with FSX versions of these aircraft, Synchro-Soft have today released a replacement soundpack for aircraft which feature the engines. Although the video shows it used with the commercial Wilco 737 Pilot in Command, the soundset will also work with freeware packages as well. The product page for the CFM-56B Soundset can be found here.
- X-Plane updated – version 10.30 - Thursday, September 18, 2014
- Spintires: The “Getting Stuck” Simulator - Thursday, September 18, 2014
- Tromso Video Teaser - Sunday, September 14, 2014
- TS2015 goes live on Thursday, patch Monday. - Saturday, September 13, 2014
- AES v2.36 – 14 new or updated airports - Friday, September 12, 2014
- More freeware for FTX Global - Wednesday, September 10, 2014
- Wilco’s Tecnam now out - Tuesday, September 9, 2014
- Want to go Lower and Faster? - Tuesday, September 9, 2014
- Aircraft Factory Avro update preview - Monday, September 8, 2014
- MegaScenery Earth St.Louis 50cm/px photoreal - Monday, September 8, 2014 | aerospace |
http://www.21stcentech.com/space-update-electric-sail-proposed-future-missions-outer-planets/ | 2017-04-26T15:52:11 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121453.27/warc/CC-MAIN-20170423031201-00571-ip-10-145-167-34.ec2.internal.warc.gz | 0.946964 | 403 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__161187375 | en | January 13, 2014 – Today is moving day for my 29-year-old daughter who has purchased her own downtown condominium apartment. So in honor of her move I thought I would talk about a new propulsion system that NASA is considering for a future mission to Uranus. This new type of propulsion would take about the same time the Galileo Jupiter mission needed to reach its destination, a distance half that of Uranus. That’s certainly a bit farther than the 8 or so kilometers of my daughter’s trek, and she will get to her destination, once all packed up, in about 20 minutes.
Called the ESAIL or electric sail, I wrote about this technology a year ago. It is far different from conventional solar sails which use the pressure of photons of light to push a spacecraft. The ESAIL, on the other hand, converts light into an electrical charge. It does this by extending a lattice of wires away from the spacecraft to capture and convert individual photons to an electrical charge. The amount of acceleration remains small at 1 mm/s^2. Over time, however, the accumulated thrust will achieve a velocity approaching 20 kilometers (12 miles) per second. At that speed the spacecraft will reach Uranus in 6 years.
The Uranus spacecraft consists of three parts: the ESAIL with solar panels and tether reels with extension wires, the main body of the spacecraft with on board chemical propellant for adjusting the spacecraft trajectory, and a communications component to stay in touch through the Deep Space network with Earth tracking stations.
The ESAIL concept was first proposed in 2006 and has subsequently been developed by a team of Finnish engineers. It currently is being tested on an existing European Space Agency satellite, the ESTCube-1. A second test is planned for this year with the launch of the Aalto-1 communications satellite.
The proposed technology is described in a paper entitled Fast E-sail Uranus Entry Probe Mission.
Related articles across the web | aerospace |
https://indjaerospacemed.com/project-oxamb-fitment-of-an-iskra-oxygen-system-into-a-crash-ambulance/ | 2023-11-30T18:08:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100229.44/warc/CC-MAIN-20231130161920-20231130191920-00086.warc.gz | 0.970142 | 1,686 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__136944511 | en | Project Oxamb: Fitment of an Iskra oxygen system into a crash ambulance
Aircraft components undergo extensive testing prior to installation and consequently are extremely reliable, with few failures. When an aircraft is de-commissioned, many such valuable components can be salvaged and put to good use for betterment of the system. This paper presents the methods used for successful adaptation of the oxygen system from the Iskra aircraft to be fitted into a Swaraj-Mazda ambulance. The authors have so far converted three ambulances. After fitment, the oxygen system has been found to be functioning well, without problems, and has greatly increased efficiency of oxygen delivery to patients.
Swaraj-Mazda ambulances supplied to the Indian Air Force do not have a pre-fitted oxygen system available. Oxygen is usually made available through an oxygen cylinder and related fittings carried inside the ambulance. This arrangement has a few problems, which have been enumerated in the following paragraphs.
There is no arrangement for clamping the oxygen cylinder to the ambulance body, hence requiring it to be carried on a trolley at the time of loading the patient. This arrangement is cumbersome at its best and usually inadequate.
This trolley being loose tends to move when the ambulance is being driven, causing the oxygen hose to be dislodged or displaced. In addition, the fittings, while adequate for static use in the Station Medicare Center (SMC), tend to leak in the dynamic environment of a moving ambulance.
Under these conditions, the total endurance of the single cylinder of oxygen carried in the ambulance is approximately half an hour, which is quite inadequate. In addition, this arrangement caters for a single patient only. Thus, in case of an ejection or crash involving two pilots, this arrangement was unlikely to suffice.
Iskra aircraft which were in use at this base are being phased out due to life expiration of the airframe. The oxygen systems from these aircraft are still usable. It was envisaged that if the oxygen system from the Iskra aircraft could be fitted into the ambulance, it would provide a stable platform for oxygen delivery. Since the system is aircraft rated, with a very high Mean Time Between Failure (MTBF), it was expected to give trouble free service in the times to come. As the oxygen system would otherwise be phased out with the aircraft, this comes at no cost to the exchequer, other than incidental expenses. The system is rated for a dynamic environment and would thus be expected to run equally well in an ambulance, which undergoes much less G loads than an aerobatic rated aircraft.
Material and Methods
Before fitment in the ambulance, a snag analysis of the Iskra oxygen system was done for the past five years to determine the MTBF and the common snags to be expected. This was important because it is expected that spare parts for the system are not likely to be available after the aircraft is phased out. Also, after such an analysis, spare parts which are likely to be required could be retained at base rather than be disposed off. A detailed snag analysis indicated a failure rate of 4.06±0.90 (mean±SB) per 1000 flying hours. All snags were discovered only during routine servicing. No snag had ever been reported while flying. It was felt that the snag rate was low enough to make the project viable.
It was decided that since the oxygen system caters to two pilots in the aircraft, the whole system can be fitted into the ambulance and could simultaneously supply oxygen to two patients. The endurance of the system according to specifications is 3:40 h for a single pilot and would be expected to be approximately half of this for two pilots, when breathing 100% oxygen.
A block diagram indicating the functioning and fitment of the oxygen system is placed at Fig 1. All three high pressure cylinders were mounted in the ambulance. This was done in brackets provided in the ambulance for keeping bottles (Fig 2). Experience of operators indicated that these brackets were seldom used in routine operations. Additional strengthening brackets (Fig 2) were provided to ensure that the cylinders do not shake during movement of the ambulance. These were fabricated out of aluminium sheets and secured to the body of the ambulance using blind rivets (Fig 2).
The three cylinders were connected using non-return valves (NRVs), to facilitate charging from a single charging point, as well as supply to a single ‘main’ supply valve. This arrangement is the same as that available in the aircraft and needed no modification.
The single charging point (Fig 3) was made available at the rear door of the ambulance for ease of operation. This was fitted with a charging point compatible with the Kiran aircraft, so that it can be charged using a Kiran, oxygen trolley.
The main ON/OFF valve was fitted on the existing ‘first aid box’ provided with the ambulance (Fig 4). This way the valves could be housed inside the box and would not foul with the patient or other equipment. The same box was used to house the combined content gauge and ‘dolls eye’. Two separate gauges were installed, one for each patient (Fig 4).
Oxygen regulators (Fig 5) were fitted near the head end of the stretchers and masks were connected to them. Again, two separate regulators were installed, one for each patient. The oxygen regulators are to be kept locked at 100% oxygen setting, for the patient to receive oxygen. The fitment of regulators was done using rivets to the metal sheet of the ambulance body. No other special fitment was found necessary. Positive pressure breathing can be provided by turning control knobs (Fig 5) in an anticlockwise direction.
Oxygen is delivered using standard cat-D ‘P’ and ‘Q’ aviation masks. These were anchored to the patients using elastic bands.
After fitment (Figs 6 and 7), the system was tested initially in static settings. Subsequently, the ambulance was taken for a test run, when the oxygen system was tested in a dynamic setting. In addition, medical personnel using the system were questioned to determine the ease of use and usefulness of the system.
Results and Discussion
Snag analysis of the Iskra oxygen system for the past eight years revealed that there were no snags noticed during the operational use, i.e. flying, was nil. Snags were detected only during servicing and related only to leaks from three components, i.e. the pressure reducer, contents gauge and the oxygen regulator. Moreover, the snags were related directly to the hours of usage. As the total number of hours for which oxygen is likely to be used in the ambulance is very little (-70-80 hrs/yr), it can be projected that the system is likely to develop less than one snag per year, which is quite acceptable.
The Iskra oxygen system was successfully fitted in the Swaraj-Mazda ambulance, with little modification and at no additional cost. The system could be successfully charged using a Kiran aircraft oxygen trolley. It was found to be without leaks both during static conditions and during dynamic test runs. Medical personnel operating the system found it much easier to use than the previous system and found it much more useful.
In view of the above, installation of Iskra oxygen system into the Swaraj-Mazda ambulance is useful, cost-effective and practical. It is envisaged that this system would vastly improve the quality of care available, while being less cumbersome than the previous system. Lastly, the system would be much more reliable than the existing system.
The authors would like to acknowledge the efforts of MWO SN Singh and his team, who fitted the oxygen system on the ambulance after removing it from the Iskra aircraft. We would also like to take this opportunity to acknowledge the hard work of Sgt Sinha SK and his team, who did the necessary modifications to the ambulance for fitment of the oxygen system.
- Technical description, Installation and Maintenance Instruction of oxygen apparatus Type KP-28M. Published by Polskie Zakłady Lotnicze, Warsaw. Technical Publication No 2154/55 Indian Air Force | aerospace |
https://www.mypilotstore.com/MyPilotStore/secp/253 | 2020-08-11T07:38:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738735.44/warc/CC-MAIN-20200811055449-20200811085449-00474.warc.gz | 0.830825 | 284 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__1789152 | en | TV movie about the final flight of female aviator Amelia Earhart. In 1937 Earhart attempted to fly solo around the world.
$9.95 List Price:$21.99See Details
See dramatic footage you've never seen before of historic moments in flight from its beginning to hypersonic flight on the edge of space.
$37.95 List Price:$49.99See Details
Moves viewers along the timeline of U.S. space exploration
$29.95 List Price:$49.99See Details
Included are profiles of the Lockheed P-38 “Lightning”, the Curtiss P-40 “Warhawk”, the Republic P-47 “Thunderbolt”, and the Grumman F6F “Hellcat”.
Included are profiles of the P-51 “Mustang”, the Vickers-Armstrong Supermarine “Spitfire”, the DH98 “Mosquito”, and the Hawker “Hurricane”.
2-DVD set examines eight Allied fighters
Included are profiles of the Vickers-Armstrong "Wellington", the Bristol "Blenheim", the Boeing B-17 "Flying Fortress", and the Avro 683 "Lancaster"
2-DVD set examines eight Allied bombers | aerospace |
https://www.sciencebase.gov/catalog/item/5780cec1e4b08116168223f4 | 2020-12-05T19:02:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141748276.94/warc/CC-MAIN-20201205165649-20201205195649-00648.warc.gz | 0.93746 | 587 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__19521704 | en | The U.S. Department of the Interior (DOI) is responsible for protecting and managing the natural resources and heritage on almost 20% of the land in the United States. The DOI’s mission requires access to remotely sensed data over vast lands, including areas that are remote and potentially dangerous to access. Unmanned Aircraft Systems (UAS) technology has the potential to enable the DOI to be a better steward of the land by: (1) Improving natural hazard forecasting and the analysis of the impacts. (2) Improving the understanding of climate change to better plan for likely impacts. (3) Developing precipitation and evaporation forecasting to better manage water resources. (4) Monitoring Arctic ice change and its impacts on ecosystems, coasts, and transportation. (5) Increasing safety and effectiveness of wildland fire management. (6) Enhancing search and rescue capabilities. (7) Broadening the abilities to monitor environmental or landscape conditions and changes. (8) Better understanding and protecting the Nation’s ecosystems. The initial operational testing and evaluations performed by the DOI have proven that UAS technology can be used to support many of the Department’s activities. UAS technology provides scientists a way to look longer, closer and more frequently at some of Earth’s most remote areas—places that were previously too dangerous or expensive to monitor in detail. The flexibility of operations and relative low cost to purchase and operate Small Unmanned Aerial System (sUAS) enhances the ability to track long-term landscape and environmental change. The initial testing indicates the operational costs are approximately 10% of traditional manned aircraft. In addition, users can quickly assess landscape-altering events such as wildland fires, floods and volcanoes. UAS technology will allow the DOI to do more with less and in the process enhance the Department’s ability to provide unbiased scientific information to help stakeholders make informed decisions. It will also provide a digital baseline record that can be archived and used when monitoring future events or conditions. One possible future scenario has scientists carrying sUAS into the field allowing quick deployment and operation to observe the environment or for emergency response. This scenario could also include a persistent monitoring capability provided by a UAS that can stay airborne over a small geographic area for days or weeks, or possibly longer. While the DOI focus is on sUAS, the Department recognizes that larger UAS systems will also play a role in meeting its mission. The Department anticipates meeting long-duration or specialized acquisition commitments, such as state or national aerial photography, by collaboration with other agencies or through commercial contracts. Even though the DOI continues to evaluate UAS and sensor technology to meet the Department’s mission, some of its bureaus are already moving towards an operational capability. The authors fully anticipate that by 2020 UAS will emerge as one of the primary platforms for DOI remote sensing applications. | aerospace |
https://www.utahpeoplespost.com/2016/02/virtual-tour-martian-surface-360-degree/ | 2022-06-28T15:51:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103556871.29/warc/CC-MAIN-20220628142305-20220628172305-00233.warc.gz | 0.953199 | 552 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__84575901 | en | If we’re being realistic, most of us have the same odds of ever going to Mars as growing another limb. But in this tech era, visiting the Red Planet doesn’t have to involve a physical tour, and with NASA’ help, you can have the virtual tour of the Martian surface in 360-degree video.
The Jet Propulsion Laboratory has stitched up a pretty exciting video by gluing together images beamed on Earth by the Mars Curiosity Rover on December 18th, 2015. You can see the scenery at the Namib Dune with a view of Mount Sharp looming on the horizon.
Curiosity snapped the pictures on the 1,197th sol of its mission. A sol is a Martian day, and it lasts about 40 minutes longer than our Earth days.
For the best viewing experience, open the video on the mobile YouTube app, and then move around your smartphone to get a high quality 360-degree look at Curiosity’s Martian surroundings.
NASA has actually released the first version of this video on January 30th on Facebook, but there were some image bugs that needed fixing. Due to the way the pictures were stitched together to form the video, the horizon seemed warped and the panoramic image was somewhat confusing.
However, today’s release offers a huge improvement and a cleaner virtual experience. But it’s not the first time Curiosity’s photographs were turned into a 360-degree image. A similar panoramic was released by NASA in 2012, giving us a brief look at a Curiosity site.
Keeping in line with its famous habit, NASA has also released another “rover selfie” snapped with the help of another one of Curiosity’s cameras. A single scene of the video is generated by combining 57 different images provided by Curiosity’s Mars Hand Lens Imager.
Curiosity rover has been equipped with 17 cameras in total, which help with hazard avoidance, navigation, and scientific research. Its mission as NASA’s largest Mars rover started on August 6th, 2012, when it landed on Mars via a sky-crane.
The rover’s main purpose is to assess whether the Martian environment has ever supported life. Scientists are looking for liquid water, a key ingredient for life as we know it, and an indicator that Mars currently supports – or has ever supported – life.
Curiosity’s science team is rather intrigued by the rover’s discoveries and is trying a couple different hypotheses to unravel the mystery of Mars’ history. But until they have a clearer perspective, we can at least look at the 360-degree video of the Red Planet.
Image Source: YouTube | aerospace |
https://akumadu.my.id/eurofighter-typhoon-vs-f22.html | 2024-04-21T12:01:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817765.59/warc/CC-MAIN-20240421101951-20240421131951-00858.warc.gz | 0.87564 | 1,204 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__82106268 | en | Europe's Premier Fighter Jet Eurofighter Typhoon Wonderfu
F22 Raptor. Speed (km/h) 2414. The Lockheed Martin F-22 Raptor is a single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground.
(VIDEO) F22 RAPTOR VS EUROFIGHTER TYPHOON WHICH IS THE BEST? Blog
Eurofighter Typhoon vs F-22 Raptor; Compare any aircraft. About the Sukhoi Su-27. The Sukhoi Su-27 is a supersonic, all-weather tactical fighter and interceptor aircraft developed by the Soviet Union. It was designed by Sukhoi's department of aeronautical design under the leadership of T. S. Sukhoi to counter new American fighters such as the.
Eurofighter Typhoon vs F22 Raptor vs F35 Lightning Aviones de
The Raptor is an air superiority fighter with stealth capabilities, but it can also conduct ground strikes and help in an electronic warfare role. The design of the Raptor is more conventional in some ways than the Typhoon, with no canards at the front, with the main wing design a clipped-diamond, similar to a delta wing. via US Air Force.
F35 Lightning II vs F22 Raptor Eurofighter Typhoon vs F22 Raptor
The F-22 Raptor is a Stealth featuring fifth-generation fighter built by Lockheed Martin and first presented by the United States' Air Force in 1997. It has a diamond-shaped wing and has a Gatling gun at the right vertical stabilizer (just like the Eurofighter) capable of shooting 100 bullets per second. It does not feature an IRST system but.
F22 Raptor vs Eurofighter Typhoon Who Would Win? YouTube
In this video, we're comparing the Eurofighter Typhoon vs. the F-22 Raptor and giving you our verdict on which is the best jet fighter.The Eurofighter Typhoo.
F35B Lightning vs. Eurofighter Typhoon; Comparing Britain’s Two Prime
The Lockheed Martin F-22 Raptor is an American single-seat, twin-engine, supersonic all-weather tactical stealth fighter aircraft developed for the United St.
ΠΟΙΟ ΕΙΝΑΙ ΤΟ ΚΑΛΥΤΕΡΟ F22 Vs Eurofighter Typhoon
But few exercises have done more damage to the mighty Raptor's reputation than a series of training dogfights with German Eurofighter Typhoons that took place just about a decade ago. These.
Eurofighter Typhoon vs F22 Raptor vs F35 Lightning Taringa! Stealth
The F-22 Didn't Look Too Superior Against the Eurofighter Typhoon - The United States Air Force proudly describes the Lockheed Martin F-22 Raptor as having a "combination of stealth.
F22 Raptor vs Eurofighter Typhoon comparison video YouTube
Welcome to Fighter Aircraft World! In today's article, we will delve into the ultimate aerial battle between two formidable fighters: the Eurofighter Typhoon and the Raptor F-22.These cutting-edge machines represent the pinnacle of modern aviation technology, each boasting unique strengths and capabilities.
The Eurofighter does hold some edge over the F22. But is it useful
The Eurofighter Typhoon vs the F-22 Raptor: The Ultimate Warplane Comparison!Eurofighter Typhoon and F-22 Raptor are two of the best fighter aircraft in the.
Eurofighter Typhoon vs F22 Raptor vs F35 Lightning Taringa!
Despite the F-22 Raptor's reputation as the world's most capable air superiority fighter, the stealth jet has lost a number of notional dogfights to older an.
F35 εναντίον Eurofighter Typhoon «Μάχη μέχρις εσχάτων» για το «χρυσό
Latest Video on MIG-21! https://youtu.be/fjIw5JiOvloThe Lockheed Martin F-22 Raptor is the US Military's crown jewel when it comes to air superiority. So are.
ΣΥΓΚΡΙΤΙΚΟ Dassault Rafale vs Eurofighter Typhoon, μια κατά μέτωπο
Not Stealthy. The former Air Force Chief of Staff Gen. John P. Jumper is the only person that has flown both the Eurofighter Typhoon and the F-22 Raptor. Though Jumper said that both aircraft are.
Eurofighter Typhoon Airbus A380, Boeing 787, F22 Raptor, Total War
All information comes from wikipedia.org, cia.gov, icanw.org, government websites and press releases. Owner of this site is not responsible for potential mistakes or lacks of data.
Eurofighter vs SU35 Comparison BVR Dogfight
As ABC News reported at the time, the F-22 appeared to lose its pricey advantages over a friendly rival, the Eurofighter Typhoon, flown in this case by German airmen. TheAviationist offered an.
The Aviationist » Stunning Photos Show the F22 Raptor training with
A U.S. Air Force F-22 Raptor, British Royal Air Force Typhoon, and French air force Rafale fly in formation as part of a Trilateral Exercise held at Langley Air Force Base, Va., Dec. 7, 2015. | aerospace |
https://www.technobeastt.com/2022/03/nasa-plans-to-retire-international.html | 2022-05-25T00:03:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662577757.82/warc/CC-MAIN-20220524233716-20220525023716-00566.warc.gz | 0.939493 | 423 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__282762018 | en | NASA plans to retire the International Space Station by 2031 by crashing it into the Pacific Ocean
NASA intends to keep operating the International Space Station until the end of 2031, after which the ISS would be crashed into a remote part of the Pacific Ocean known as Point Nemo, according to newly published plans outlining its future.
For over two decades, the International Space Station (ISS) has been orbiting Earth at a speed of about eight kilometres per second, while an international crew of astronauts and cosmonauts onboard conducted groundbreaking scientific investigations that have thrown open the doors for deep space exploration. But now NASA has announced that the spacecraft will cease operations in 2031, after which it will fall out of orbit and plunge into the waters of the South Pacific Ocean.
History of International Space Station:
Launched in 1984, the space lab has orbited 227 nautical miles above Earth with more than 200 astronauts from 19 different countries enjoying stints aboard -- representing a continuous human presence in space.
The International Space Station was the brainchild of former US President Ronald Reagan, who in 1984 proposed building a permanently inhabited spacecraft in cooperation with a few other countries. In 1998, the first piece of the space station, a control module, was launched into space onboard a Russian rocket. About two weeks later, a crew onboard the US’ Endeavour space shuttle attached the control module with another part, the Unity node.
Facts about (ISS)
1. The most expensive man-made object is the International Space Station .
2. The ISS cost a total of $150 billion to develop and build, with NASA picking up most of that bill while Russia, Europe, Japan and Canada each contributed
3. The space station completes 16 orbit of earth in just 24 hours. travelling through 16 sunrises and sunsets with the speed of 5 miles per second
4. The space station is about 357ft long from end to end - that's about the same as a football pitch.
5. The international space station weighs about 420,000kg - that's about the same as 320 cars | aerospace |
http://innerspace.net/cotscommercial-crew/crs-2-award-deadline-drawing-near-spacex-landing-attempt-confirmed/ | 2017-04-28T16:01:59 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122996.52/warc/CC-MAIN-20170423031202-00185-ip-10-145-167-34.ec2.internal.warc.gz | 0.971654 | 757 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__7740574 | en | It could be an exciting second half of the week for several aerospace companies.
After three delays for unspecified reasons, NASA may finally be ready to announce the winners of its Commercial Resupply Services 2 contract for ongoing supply of the International Space Station. Industry analyst Charles Lurio is suggesting the awards could come as soon as Thursday.
Some in DC saying very likely that the winners of the second set of ISS cargo supply contracts to be announced Thursday (CRS-2).
— Charles A. Lurio (@TheLurioReport) January 11, 2016
The stakes are considerable, with the awards covering a time-frame which could stretch as far out as December 31st, 2024 and carry a cumulative cost cap of $14 billion dollars.
Of the original five companies which were known to have submitted bids back in December 2014, two are apparently out already. The first was Lockheed Martin, whose Jupiter/Exoliner proposal was reportedly nixed over the summer due to costs. Next came Boeing, which proposed an automated version of the CST-100/Starliner capsule which was a winner under NASA’s entirely separate Commercial Crew program.
According to reports from early November when the latest delay was announced, the same process which saw Boeing eliminated also saw Sierra Nevada notified that its Dream Chaser space plane was receiving renewed consideration for a decision date which officially remains listed as no later than the end of January. With price, according to program documents, being the single greatest factor, SpaceX can be regarded as a near certainty based on its $133 million per flight average over the 12 launches which comprised the original CRS-1 order.
It is also highly unlikely that Orbital-ATK will not receive an award as well. For NASA, which will see its first launch of the SpaceX Falcon 9 under the NLS program as part of the Jason-3 mission on Sunday, an award to Orbital-ATK would have the additional benefit of securing the future of the re-powered Antares booster as well. The space agency has previously indicated the inclusion of a new medium class rocket to the nation’s stable of available boosters would be a desirable outcome.
What remains to be seen, and what may be revealed later this week, is whether or not the desire to hang on to the legacy of the Shuttle in the form of the Dream Chaser mini-me is strong enough to outweigh other considerations and the uncertainty of an unproven solution. For what it is worth, there is an on-ramp provision for alternative proposals which could offer a glimmer of hope for Sierra Nevada if Dream Chaser doesn’t land in the winner’s circle whenever the awards are announced.
It is a more literal sort of landing which could capture the world’s attention this week however. After completing a static test fire on Monday, Elon Musk officially confirmed that SpaceX will attempt to land the Falcon 9 first stage at sea during the course of the Jason-3 launch.
Aiming to launch this weekend and (hopefully) land on our droneship. Ship landings needed for high velocity missions https://t.co/n6j0mExAqM
— Elon Musk (@elonmusk) January 12, 2016
There is more than a little relevance to the CRS-2 proposal here. Although SpaceX had obviously yet to recover a Falcon first stage at the time the CRS-2 bids were turned in, and presumably still doesn’t know the practical cost of re-flying a recovered stage in any case, the CRS-2 program does allow for the option of vendor supplied price reductions in the future.
In the meantime, here is SpaceX released recap of last month’s historic landing. | aerospace |
https://fleej.com/unitedkingdom/at-nat-geos-mars-season-2-tensions-grow-as-researchers-collide-with-miners/ | 2022-05-22T14:26:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662545548.56/warc/CC-MAIN-20220522125835-20220522155835-00465.warc.gz | 0.920911 | 552 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__284721425 | en | The National Geographic's "Mars" returns for a second season on Monday, November 12, giving a blend of extraterrestrial drama and real insights into the future of humanity on the Red Planet.
Docudrama premiered in 2016 with the story of the first people to ever engage in a mission to the red planet. While actors dramatize the events taking place on Mars, real experts lead the story down to earth with unscheduled segments explaining humanity's progress towards launching a truly manned Mars mission and the challenges that will meet the first Mars colonists. These so-called "big thinkers" include Elon Musk, Bill Nye, Andy Weir and other NASA and private space industry experts.
When the story ended at the end of Season 1, things looked quite gloomy at Olympus Town, Marskolonia built by a group of astronauts who work with the International Mars Science Foundation (IMSF). After losing several lives to a series of unfortunate events – accidents caused by a combination of human error and the environment in Martian – IMSF officials on earth decided to put an end to the entire concert, get the colonists home and never send people back to Mars again . [Living on ‘Mars 2’: The Real Tech Behind Nat Geo’s Martian Colony]
Season 2 picks up the story five years later, and not only are the colonists still on Mars, but the Marian population is booming! Several new spacecraft (which has a striking resemblance to SpaceX's "BFR") has brought dozens of IMSF astronauts. But that's not all – now a profit-making company called Lukrum Industries sends crews of miners to Mars in an effort to take advantage of natural resources like water. Of course, the two groups begin to trample on each other's toes. This new conflict between scientists and miners leads to the first group's fight on Mars, and the fistfight is just the beginning.
In the unscrambled section of the series, scientists build parallels between the conflict on Mars and conflicts that people on earth face today, especially in terms of natural resources. For example, the series shows actual images of protesters with the Greenpeace environmental group trying to stop oil companies from drilling for oil in the Arctic. "Mars" Season 2 also shows how everyday events on Earth can turn into catastrophic scenarios on Mars, like getting pregnant, coming down with an infectious virus or simply coexisting with others.
Will the Mars colonists figure out how to agree despite their interrelated interests, or will we see the first war breaking loose on the Red Planet? You can watch drama unfold on the National Geographic Channel on Mondays at 9 EST / 8 p.m. CST. | aerospace |
https://www.wileyconnect.com/dot-launches-uas-integration-pilot-program | 2024-04-22T06:54:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818081.81/warc/CC-MAIN-20240422051258-20240422081258-00409.warc.gz | 0.939998 | 894 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__173074326 | en | DOT Launches UAS Integration Pilot Program
President Trump and Department of Transportation (DOT) Secretary Elaine Chao announced yesterday the creation of a pilot program intended to advance the integration of unmanned aircraft systems (UAS) into the national airspace. The UAS Integration Pilot Program is designed to “test and validate advanced operations for [UAS] in partnership with state and local governments in select jurisdictions,” and will cover a wide range of operations including night operations, flights over people, flights beyond the pilot’s visual line of sight, package delivery, detect-and-avoid technologies, counter-UAS security operations, and the reliability and security of data links between pilot and aircraft.” Ultimately, the program will help the DOT and FAA develop a regulatory framework that will “allow more complex low-altitude operations; identify ways to balance local and national interests; improve communications with local, state and tribal jurisdictions; address security and privacy risks; and accelerate the approval of operations that currently require special authorizations.” In the next 90 days, the DOT will establish the UAS Integration Pilot Program. 180 days after the program is established, the DOT will enter into a minimum of five partnerships with state and local governments through the pilot program.
Per a Presidential Memorandum signed by President Trump yesterday, the purpose of the Pilot Program is to: “(i) test and evaluate various models of State, local, and tribal government involvement in the development and enforcement of Federal regulations for UAS operations; (ii) encourage UAS owners and operators to develop and safely test new and innovative UAS concepts of operations; and (iii) inform the development of future Federal guidelines and regulatory decisions on UAS operations nationwide.”
The UAS industry has long advocated for the establishment of such a pilot program. Most recently, industry stakeholders sent a letter to President Trump urging the President to initiate “a pilot program that allows state and local governments, along with UAS industry stakeholders, to develop a coordinated effort with the FAA concerning UAS airspace integration.” The stakeholders, which included the Association for Unmanned Vehicle Systems International, Amazon, CTIA, Qualcomm, and Verizon, among others, emphasized that a pilot program would “allow for a data-driven process, within a controlled operational environment, to explore the best options for states and municipalities to address their needs, as it relates to different types of UAS operations.”
The pilot program plans to explore two interesting (and controversial) topics:
The UAS Integration Pilot Program could be a useful way to navigate the role for state and local governments in UAS regulation, which is especially important as more state and local governments seek to impose their own UAS requirements. The tensions between local and federal UAS regulation were highlighted in the recent Singer v. Newton case, where a federal district court ultimately held that attempts by a locality to impose restrictions on the operation of UAS were preempted by federal law. The pilot program’s inclusion of state and local government participants may lead to productive discussions about how the FAA should move forward in balancing local and national interests in UAS.
The pilot program may add value in evaluating the safety risks associated with UAS flights over people. Commercial UAS users in numerous industries—from media to insurance—have expressed interest in operating UAS over people, which is currently banned by the FAA’s Part 107 rules unless the operator has received a waiver. An FAA Notice of Proposed Rulemaking on flights over people has long been anticipated, but in the meantime, the pilot program could produce real life examples and data of the safety case for such flights.
The FAA will make available more information about the application process in a forthcoming Federal Register notice. The Presidential Memorandum indicates that the Secretary of Transportation will be selecting proposals for participation based on a variety of factors including economic, geographic, and climatic diversity of the jurisdiction, the diversity of the UAS operations to be conducted, and the involvement of government, commercial entities, and affected communities. Proposals will also be evaluated based on the participants’ commitment to achieve the policy objectives of (A) promoting innovation and economic development; (B) enhancing transportation safety; (C) enhancing workplace safety; (D) improving emergency response and search and rescue functions; and (E) using radio spectrum efficiently and competitively. | aerospace |
http://www.exponentials.xyz/posts/breakthrough-starshot-plans-to-develop-to-get-to-alpha-centauri-190882 | 2018-11-13T04:35:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039741219.9/warc/CC-MAIN-20181113041552-20181113063552-00369.warc.gz | 0.927105 | 234 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__220967163 | en | What it is: Last year, we covered Yuri Milner's $100 million Breakthrough Listen initiative to search for extraterrestrial life, but the Russian billionaire isn't done. He, along with Stephen Hawking, announced a new project called Breakthrough Starshot, which will "explore the technologies needed to create small, light-powered spacecraft capable of reaching Alpha Centauri in just 20 years," as The Verge reports. Mark Zuckerberg is on Starshot's board of directors, and former NASA AMES director Pete Worden will lead the project.
Why it's important: Besides the prospect of space exploration, this project has a tremendous development potential for business. Chip-sized spacecrafts, like the ones Breakthrough Starshot plans to develop to get to Alpha Centauri, could also be used to deliver free global wifi or gather extensive data on the Earth's surface (crops, water, and more).
Spotted by Arun Gupta
Read more here at The Verge
Sign up for Peter's weekly Tech Blog and Abundance Insights here.
Join in on the conversation with Peter Diamandis when you subscribe to Exponentials. | aerospace |
https://micro.blog/gerwitz/5052464 | 2022-05-22T04:37:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662543797.61/warc/CC-MAIN-20220522032543-20220522062543-00548.warc.gz | 0.884561 | 111 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__170654868 | en | Sign up now: free 10-day trial
The problem with airline status is by the time you get it, you've flown so much that you don't really want to fly anymore.
2019-08-12 11:06 pm
In reply to
the best part of status is losing it.
2019-08-15 8:55 pm | aerospace |
http://www.traveltradejournal.com/dgca-validating-new-radar-at-mumbai-airport-to-enhance-passenger-safety/ | 2020-06-02T07:31:33 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347423915.42/warc/CC-MAIN-20200602064854-20200602094854-00186.warc.gz | 0.949966 | 239 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__114300417 | en | The Directorate General of Civil Aviation (DGCA) is in the process of validating the installation of the latest state-of-the-art radar at the Mumbai airport. The radar will help in enhancing passengers’ safety and provide better efficiency in air services, airport officials said, as per a report by Shahkar Abidi in DNA. Airport insiders said the most important feature of the radar is its ability to make a particular aircraft visible on accurate real time to the Air Traffic Controller (ATC) as well as to any nearby aircraft. Vital information such as velocity, altitude, weight and number of passengers will be transmitted every second from the aircraft to the ATC and other aircraft.
This feature is called Automatic Dependent Surveillance – Broadcast. Among the many benefits, the new radar will reduce voice communication between the pilot and ATC as communication will take place through an internal channel, similar to MS Office messenger. At present, all aircraft in airspace on the same frequency can listen to all communications. This leads to confusion and, in certain cases, to serious incidents. Communication will now be direct, in textual (template) form, and will be meant only for the intended pilot. | aerospace |
https://www.ae-expo.eu/ge-aviation-provides-advanced-systems-first-flight-boeing-787-10-dreamliner/ | 2018-01-17T23:44:22 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084887024.1/warc/CC-MAIN-20180117232418-20180118012418-00603.warc.gz | 0.911124 | 243 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__128833222 | en | GE Aviation congratulates Boeing on today’s first flight of the 787-10. GE Aviation is a key supplier on the 787-10 including the common core system and enhanced airborne flight recorder.
“Boeing has redefined air travel with the 787 Dreamliner. The 787-10 first flight is another historic milestone,” said Alan Caslavka, president of Avionics for GE Aviation. “Our employees should feel proud to have our systems on-board every 787 flying.”
The common core system (CCS) provides the primary computing environment for the 787. The system has three major elements: processing for the avionics and utilities applications software; remote data concentrators, which reduce the wiring in the aircraft considerably through local connections to sensors and other digital gateways throughout the aircraft; and the core data network, which connects the CCS with other aircraft systems. The CCS is designed, manufactured and tested at GE Aviation facilities in Grand Rapids, Michigan, and Cheltenham, UK.
To learn more about the 787-10 first flight visit: http://www.boeing.com/commercial/787-10 | aerospace |
https://shankarkulumani.com/2019/01/jas-paper.html | 2022-10-03T21:09:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337432.78/warc/CC-MAIN-20221003200326-20221003230326-00499.warc.gz | 0.849528 | 217 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__170162096 | en | Systematic Design of Optimal Low-Thrust Transfers for the Three-Body Problem19 Jan 2019 #Astrodynamics #Geometric Control #Geometric Mechanics #Python #C++ #Publication
We develop a computational approach for the design of continuous low thrust transfers in the planar circular restricted three-body problem. The use of low thrust propulsion allows the spacecraft to depart from the natural dynamics and enables a wider range of transfers. We generate the reachable set of the spacecraft and use this to determine transfer opportunities, analogous to the intersection of control-free invariant manifolds. The reachable set is developed on a lower dimensional Poincaré section and used to design transfer trajectories. This is solved numerically as a discrete optimal control problem using a variational integrator, which preserves the geometric structure of the motion in the three-body problem. We demonstrate our approach with two numerical simulations of transfers in the Earth-Moon three-body system.
All of the code used to generate the images are also available below. | aerospace |
https://www.lifeinsurance.org/questions/pilot-life-insurance | 2024-02-22T03:33:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473690.28/warc/CC-MAIN-20240222030017-20240222060017-00558.warc.gz | 0.941721 | 586 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__91040288 | en | Pilot Life Insurance
Pilot life insurance policies provide coverage based on your age, health, hobbies and occupation. If you’re a career pilot or fly for fun, life insurance companies could consider you a high-risk candidate, which could affect your policy and rates. On the other hand, depending on why and how often you fly, you might not see a rate difference at all.
Can Pilots Get Life Insurance?
Working as a pilot won’t automatically disqualify you from getting life insurance coverage, though the reason for flying an aircraft — for work or fun — will determine how an insurance company underwrites your policy. How often you fly, the training you've received and where you operate an aircraft will factor into how you’re classified for insurance purposes. Each company has its own guidelines for occupational ratings and how it covers high-risk candidates. Life insurance for pilots and other aviation professionals is based on the occupational rating the applicant is assigned. Some life insurance companies require pilots to include an aviation exclusion rider.
How Being a Pilot Can Affect Your Life Insurance Rates
The insurance company will ask you a series of questions about your health and medical history, lifestyle choices, what kinds of hobbies you engage in and what you do for work. Holding a current aviation license will typically trigger the insurance company to add to the underwriting process so the insurer can determine what your specific plan should look like.
Underwriting Questions For Pilots Who Need Life Insurance
After your insurer gathers all the information they need, the company will use this to determine the risk of insuring you. The more likely you are to die at a particular age, the higher the risk for an insurance company to cover you. This establishes how much you pay for life insurance premiums. Some of the questions an insurer might ask a pilot include:
- How frequently do you fly?
- Do you fly for work or as a hobby?
- What instruments do you have a license for?
- What type of aircraft do you operate?
- What level of pilot training have you completed?
What Is an Aviation Exclusion Rider?
Some insurance companies may charge an additional premium on top of your policy’s base rate, depending on how the insurer classifies aviation. A flat extra fee can range from $2 to $5 per $1,000 of coverage and can cost as much as $5,000 or more a year on a $1 million policy. Your life insurance company may add an aviation exclusion rider to your policy, which would prevent your beneficiaries from receiving a death benefit if you die in a flying accident. Commercial U.S. airline pilots have a significantly better chance of receiving good life insurance rates compared to student pilots or people who engage in aviation activities for fun. That's because insurers view professional pilots employed by commercial airlines to be a lot safer than private plane flyers. | aerospace |
https://www.questacon.edu.au/whats-on/exhibitions/under-moon/immersive-space-station-experience | 2024-03-03T16:50:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476396.49/warc/CC-MAIN-20240303142747-20240303172747-00465.warc.gz | 0.83501 | 113 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__10095561 | en | There’s plenty of space out in space – but not so much inside a spacecraft! Explore how astronauts will live on future Moon missions! Have fun exploring a design concept for the inside of a habitation module in NASA’s Lunar Gateway project. Your phone will give you the best experience, but a desktop computer will work too.
The Lunar Gateway will be a habitat and space station that orbits the Moon. It’ll be a major part of the Artemis program, which plans to send people to the Moon for the first time since 1972. | aerospace |
https://ir.library.oregonstate.edu/concern/defaults/9880vv51n | 2018-08-17T05:24:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221211719.12/warc/CC-MAIN-20180817045508-20180817065508-00383.warc.gz | 0.692898 | 67 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__182577814 | en | This report is one of a series issued in cooperation with Air Force-Navy-Civil Subcommittee on aircraft design criteria under the supervision of the Aircraft Committee of the Munitions Board. Revised April 1954. Addendum added. Supplement available with revisions. No. 1842A
This work has no parents.
Downloadable ContentDownload PDF | aerospace |
http://www.bygone-todays.com/15-june-1919-alcock-brown-complete-first-non-stop-transatlantic-flight/ | 2023-11-30T04:11:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00547.warc.gz | 0.964238 | 225 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__221945892 | en | 15 June 1919 Alcock & Brown complete first non stop transatlantic flight
John Alcock and Arthur Whitten Brown flew the modified Vickers Vimy, powered by two Rolls-Royce Eagle 360 hp engines. Their altitude varied between sea level and 12,000 ft (3,700 m) and upon take-off they carried 865 imperial gallons (3,900 L) of fuel. They made landfall in Galway at 8:40 a.m. on 15 June 1919, not far from their intended landing place, after less than sixteen hours’ flying time.
The aircraft was damaged upon arrival due to an attempt to land in what appeared from the air to be a suitable green field but which turned out to be a bog, near Clifden in County Galway, Ireland, but neither of the airmen was hurt. They had spent around fourteen-and-a-half hours over the North Atlantic crossing the coast at 4:28 p.m., having flown 1890 miles (3040 km) in 15 hours 57 minutes at an average speed of 115 mph (185 km/h). | aerospace |
https://transportup.com/kalashnikov-hover-bike/ | 2023-09-24T03:20:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506559.11/warc/CC-MAIN-20230924023050-20230924053050-00615.warc.gz | 0.933817 | 214 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__165864064 | en | The Kalashnikov Hover Bike is a personal vertical transport device (or hover bike) that is being developed by none other than the weapons manufacturer that produces the AK-47 - Kalashnikov. Since its demo flight in 2017, no news has been released on the project nor intent to bring the prototype to market.
Stage of Development
There are no released technical details on the Kalashnikov "flying motorcycle" at this time. What TransportUP does know from the news coverage video is that the device uses 8 rotors for propulsion (both vertical and forward). Check back for updates.
Our Take on the Kalashnikov Flying Motorcycle
The Kalashnikov Flying Motorcycle came together quite quickly, featuring 8 pairs of rotors for vertical propulsion that also use variable thrust to facilitate accelerated forward flight. The hover bike features a metal frame that holds suitcase-sized batteries that power the entire device. Since its demo flight in 2017, no news has been released on the prototype or future plans for the project. | aerospace |
https://theusbport.com/spacecom-could-seek-50m-from-spacex-after-amos-6-explosion/15567 | 2024-03-02T23:19:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476137.72/warc/CC-MAIN-20240302215752-20240303005752-00863.warc.gz | 0.9608 | 622 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__156202788 | en | Israel’s Spacecom said in a conference call with reporters that it could seek $50 million or a free flight from Elon Musk’s SpaceX. The IAI made the announcement days after its Earth communications satellite Amos-6 was destroyed in the explosion of the Falcon 9 Full Thrust rocket test on September 1.
The Israeli communications satellite operator added that it could also $205 million from Israel Aerospace Industries (IAI), which built the AMOS-6 satellite. SpaceX, worth more than $10 billion, hasn’t disclosed any contract or insurance terms.
In a statement to the Tel Aviv Stock Exchange, Spacecom said the loss will have great repercussions on the company. Its shares have already suffered, dropping 8.9% the day of the incident, and another 34% yesterday. Its equity is expected to decline by $30 million to $123 million as well.
Plus, Beijing Xinwei Technology Group had agreed last month the $285 million purchase of Spacecom. But it depended upon Amos-6’s successful launch and operation. Xinwei declined to comment if the incident means the deal is off.
Anomaly destroys rocket and satellite
Last Thursday, SpaceX’s Falcon 9 Full Thrust rocket and its Amos-6 payload were lost in a launch pad explosion during propellant fill prior to a static fire test. The loss will affect SpaceX, Facebook, Spacecom and Eutelsat.
It was the 29th launch in 6 years for the rocket. The previous 28 launches had resulted in 26 full mission successes, one partial success as the main mission was completed, and one failure. It happened in June 2015 and destroyed a load of cargo headed for the International Space Station (ISS).
In a statement, Elon Musk’s aerospace company confirmed that an anomaly was the cause of the incident.
The irregularity originated around the upper stage oxygen tank during the standard pre-launch test for the AMOS-6 mission. It occurred while the first and second stages of the Falcon 9 were being filled with fuel.
A significant impact for all parties involved
In January 2013, Spacecom announced it had signed a contract with SpaceX for the launch of Amos-6 on the Falcon 9. The satellite, after tests, was intended to be launched on Flight 29 of SpaceX’s Falcon 9 to orbit on September 3.
In October 2015, Facebook and satellite operator Eutelsat agreed to pay $95 million over five years to lease the Ka-band spot-beam broadband capacity on Amos-6. The device was going to provide service for Facebook’s Internet.org and a new Eutelsat subsidiary focusing on sub-Saharan Africa.
Facebook founder Mark Zuckerberg said in a post he was disappointed for the accident but that his company will remain committed to connect everyone around the world. Meanwhile, Eutelsat estimated on 50 million euros the potential impact on its revenues by 2019. For its part, SpaceX had planned nine more missions for the Falcon 9 before the end of the year.
Source: NY Daily News | aerospace |
https://es.aerialarmor.com/about-us | 2023-01-27T04:36:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494936.89/warc/CC-MAIN-20230127033656-20230127063656-00577.warc.gz | 0.926556 | 1,070 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__235444602 | en | Securing airspace since 2015. Learn more about our company here.
Aerial Armor has been at the forefront of the drone defense industry since 2015 as a service provider and systems integrator for C-UAS solutions. Our diverse team specializes in the use of cutting edge technology to detect and manage drone related threats.
Using the latest drone detection systems, we provide you with customized solutions for your security needs.
We know that busy security directors and personnel need drone detection solutions that are both effective AND efficient. Our services combine cutting-edge technology, easy data access, and intuitive interfaces so that you can incorporate drone detection fluidly into your security operations.
On countless deployments, we’ve worked hand in hand with local law enforcement, FAA, FBI, DHS and private security professionals throughout the US.
We’ve seen the impact of nefarious drone activity and the risk drones present to public safety, allowing for espionage, contraband delivery, and many other criminal activities.
We're committed to protecting your airspace from those threats.
Work with the leading provider of integrated drone detection solutions. Contact Aerial Armor today!Contact us today!
Aerial Armor is the leading provider of drone detection services. We offer temporary deployments for special events like concerts, sporting events, air shows, and other high-profile events.
Our services also include personnel with extensive experience in drone detection. This is what separates us from other drone detection companies: we don't just sell or rent products, we use the technology ourselves at events and give you the benefits of our real-world experience.
We're constantly refining our tools to better meet drone detection needs based on what we've seen in the field.
We are the first drone detection company to offer a nationwide network of drone detection sensors. We have sensors in every major US city, and by offering DaaS (data as a service), we provide data access that empowers our users.
You can access the security data you need, without the time and effort of maintaining your own sensor hardware.
At Aerial Armor, we take pride in our proprietary drone detection software.
We focus on an intuitive design that empowers our users to make security risk assessments at a moment's notice.
We're the first company to offer a drone detection app, allowing you to monitor live detections from any phone. Security personnel can react to potential threats quickly and effectively, accessing key information in the palm of their hand.
There is no silver bullet or one-size-fits-all solution for drone detection. We understand that each event or deployment has its own challenges and needs, so we provide a layered solution to match each customer's specifications and budget. We offer various drone detection technologies, including RF analyzers, optical sensors, radar, the DJI AeroScope, and mitigation.
Aerial Armor is not a manufacturer of drone detection equipment: we are an integrator. This allows us the flexibility to change detection techniques as the industry evolves, and incorporate new products as they become available.
We test out the systems ourselves and only offer you the best solutions on the market.
Aerial Armor offers flexible deployment options including long-term leases, short-term rentals, and security site assessments. We look forward to sharing our unique industry experience and to providing solutions that will become an essential part of your security infrastructure.
Learn all about how drone detection systems work. In this article, we'll cover the most common types of drone detection technologies to see if they might be a viable solution for you and your organization.
With rapid changes coming to drones and UAVs all over the world, you may be wondering how the FAA plans to enforce Remote ID and what exactly it is. Learn all about Remote ID in this post and contact Aerial Armor today!
The most common question we receive is in regards to the range of our DJI AeroScope drone detecting equipment. Learn all about that topic and the factors that determine the range of AeroScope sensors in this post!
Watch how Aerial Armor secures the skies and over 500 hot air balloons each year at The Albuquerque International Balloon Fiesta.
Watch us on YouTube >>
If you suspect a drone might be spying on your and/or your organization, Aerial Armor could be of great assistance. Our advanced notification system allows you to set up custom alerts that will notify you anytime a drone is in your airspace.
Our drone detection software also stores all historical flight data so you can see how often particular UAVs are trafficking your airspace.
Aerial Armor is proud to offer the first drone detection app that is available on both Apple and Android mobile devices. Our app is only available to customers who have our drone detection equipment installed or subscribe to our detection network.
Most drones have lights that can be seen at night. However, these can be bypassed or covered up for nefarious reasons.
We offer RF, radar, and thermal camera detection that can detect drones day or night.
Generally speaking, mitigating a drone is only allowed by approved government organizations. If you are bothered by drones flying over your house, we recommend that detection and notification is the best/safest course of action.
Knowing a drone is in your airspace allows you to take the proper precautions based on your scenario. Awareness is the first step. | aerospace |
https://smiraponitke.com/2017/12/27/ukraine-wizz-air-to-launch-lviv-london-flights-from-may-1-2018.html | 2023-09-27T01:23:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510238.65/warc/CC-MAIN-20230927003313-20230927033313-00537.warc.gz | 0.965336 | 110 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__41341215 | en | Hungarian low-cost carrier Wizz Air intends to launch new London-Lviv flights from May 1, 2018, not September 1 as previously announced, according to the renewed airline reservation system.
The company has confirmed this information. The flights will be performed three times a week.
In London, the flights will be carried out from Luton airport located approximately 48 km to the north of London.
In 2009, Wizz Air performed London-Lviv direct flights but then they were discontinued. (Ukrinform/Business World Magazine) | aerospace |
https://bulldogjob.pl/companies/jobs/136577-senior-electronics-test-engineer-espoo-iceye-polska-sp-z-o-o | 2023-01-31T10:08:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499857.57/warc/CC-MAIN-20230131091122-20230131121122-00184.warc.gz | 0.901905 | 1,005 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__205860988 | en | Who are we?
We are a Finnish-based international New Space company with employees from more than 41 countries in Finland, the US, the UK, Spain, Luxembourg, and Poland. Our team is a tight-knit group of experts from areas including engineering, software development, and radar technology. We’re innovative, driven people who strive for excellence in everything we do. Being advocates of our corporate culture, we value teamwork and curiosity, and we know how to have fun!
What do we do?
ICEYE is building and operating its commercial constellation of small Synthetic Aperture Radar (SAR) satellites with SAR data available to customers. Our satellites acquire images of Earth at any time – even when it’s cloudy or dark – providing commercial and government partners with unmatched persistent monitoring capabilities. Information derived from our SAR images helps customers make data-driven decisions to address time-critical challenges in various sectors, such as maritime, disaster management, insurance, and finance.
What are we looking for?
To support the company’s growth, we continue to scale our Spacecraft Engineering team and looking for a Senior Electronics Test Engineerto join our global Spacecraft Engineering Team.
About the role?
As a Senior Electronics Test Engineer you will test and document the test results. We expect the test engineers to design test equipment to make the test as efficient as possible. Automate the testing by writing software to control the process. Design a solution to get the test as efficient as possible. You will design custom hardware and software that control that set up.
- Developing test plans to validate power, digital, and mixed-signal electronics against design requirements.
- Designing the test apparatus necessary to complete test objectives such as test racks, data acquisition systems, custom test hardware and software; all of which required to enable effective and scalable test automation solutions;
- Performing data analysis after test results, conducting root cause analysis on failures, and presenting results to key stakeholders.
- Provide feedback to design and production engineers to optimize designs and PCBA production to test critical components during PCBA acceptance testing.
- Performing occasional PCBA rework to facilitate testing, such as performing component swaps or adding test points to a PCBA.
- Managing the schedule of large test campaigns, including identifying and mitigating schedule risks.
- Experience leading complex test development campaigns, involving many "moving" parts, people, technical disciplines, with focus on electronics design testing; experience mentoring less experience team members;
- 5+ years of experience in the area of testing, test automation, electronics;
- Experience as an electronics test engineer and/or electronics design engineer.
- Degree (or equivalent experience) in Electronic/Software Engineering.
- Experience developing automated tests and the complete test development life cycle of products.
- Developing object-oriented software for test systems. Comfortable with Python, C/C++, scripting under Linux OS.
- PCB design with Altium or a similar electronics design (EDA) tool.
- Experience with test Jig and fixture design.
- Testing a custom electronics system with a wide variety of lab equipment such as digital oscilloscopes, spectrum analyzers, RF signal generators, vector signal analyzers, thermal chamber, and other.
- Performing root-cause analysis on failures.
- SPICE-based circuit simulation.
- Experience in soldering.
- A positive attitude and a desire to learn new things.
- Aerospace industry experience
- Experience with revision control tools (like Git or SVN)
- You are comfortable with Linux
- Ability to work independently and in a team, take initiative, and communicate effectively
- Healthcare package
- Language courses
- Temporary housing
- Flight ticket
- Cold beverages
- Hot beverages
- Bicycle parking
ICEYE Polska Sp. z o.o.
ICEYE is building and operating its own commercial constellation of synthetic aperture radar (SAR) satellites with SAR data already available to customers. These satellites can take images of Earth at any time – even when it’s cloudy or dark. Information derived from these images will help our customers understand the world better and help them make more intelligent decisions. We launched the world’s first SAR microsatellite in January 2018 and have raised $152M in financing to date.
We are a Finnish-based international New Space company with employees from roughly 40 countries and subsidiaries in the US, UK and Poland. Our team is a tight-knit group of experts from a range of areas including engineering, software development, and radar technology. We’re innovative, driven, and strive for excellence in everything we do. We don’t listen to people who say it can’t be done: we go and do it! | aerospace |
http://www.teenagedopeslave.com/tag/garuda-air/ | 2019-04-22T20:25:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578582584.59/warc/CC-MAIN-20190422195208-20190422221208-00481.warc.gz | 0.926755 | 732 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__68135083 | en | Traveling an aircraft just isn’t just for professional pilots. You will discover an incredible number of people across the environment currently who’ve acquired pilots’ licenses purely for leisure reasons only, who have no ambitions or aspirations to ever go https://www.kompasiana.com/indrafurwita/5acf73abcf01b46b4029b693/delay-di-balik-keselamatan-keamanan-penerbangan on and pursue a vocation in aviation.
There is no denying the truth that traveling is expensive. Aircraft are a great deal more expensive to buy, to rent, and to sustain. The running expenses, both of those regulatory and usually, affiliated with retaining an plane ensure it is an especially cost-prohibitive hobby to the bulk of men and women.
Filling The Void
Which is where using a absolutely free flight simulator can phase in to fill that void. For people people around who will only aspiration about traveling, and so are ardent aviation enthusiasts, the excellent news in your case is always that today’s modern-day flight simulator computer software courses are so real looking the line involving the flight simulator knowledge plus the experience of really flying “the authentic thing” is starting to become blurred.
Realism At Its Best
Not withstanding the plain variations becoming that a simulator of course poses no basic safety danger towards your wellness including should you crash or that you are unable to knowledge any in the physical sensations of flight including turbulence or G-forces, the particular knowledge of piloting an aircraft, at least with regard to behavioral qualities with the plane, are virtually identical involving the simulator and fact.
Have you ever Ever Wondered…
If you have at any time puzzled what it would be wish to fly a helicopter, a fighter jet, a jumbo jet, or even only a one engine plane, then a no cost flight simulator will help to quell and pique your curiosity, as it delivers the true life working experience ideal property for you into your residing place.
The Sky Is the Restrict… Permit Your Creativeness Run Wild
The good issue about recreational traveling using a flight simulator is usually that you aren’t beneath any type of stress. You may fly anywhere, anytime, in any sort of aircraft. It is possible to fly about any metropolis you would like across the full planet. You could fly below any type of climatic conditions you want. You could satisfy that curiosity that burns in you, craving to succeed in for the skies.
Bridging The Hole
Maybe you may want to pursue a vocation in aviation just one day or acquire traveling lessons just one working day, but you just aren’t prepared nevertheless. Finding your arms with a cost-free flight simulator computer software program may be the fantastic way to bridge the hole until then. It is usually a great way to familiarize you with the way to function an plane. This fashion, anytime you need to do eventually get all-around to taking traveling lessons someday, it can not all be new for you. You can have by now practiced takeoffs, landings, and navigating an aircraft at your house with your flight simulator.
The best Section
As well as finest part is it can be no cost! You don’t have to pay for flying lessons. You won’t have to pay out for aviation fuel. It’s not necessary to shell out exorbitant plane rental expenses. It’s not necessary to shell out for aviation insurance coverage. | aerospace |
https://techypu.com/elon-musk-is-confident-that-starship-will-have-its-first-orbital-flight-this-year/ | 2022-09-27T07:48:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334992.20/warc/CC-MAIN-20220927064738-20220927094738-00137.warc.gz | 0.973857 | 640 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__154372311 | en | SpaceX CEO Elon Musk is confident that Starship will have its first orbital flight this 2022, as part of plans for a return to the Moon in 2025.
Elon Musk gave an account of the progress in the development of his Starship interplanetary rocket , and was confident that “this year” it will make its first orbital flight. Musk spoke Thursday night in front of guests and reporters at his company’s SpaceX base , called Starbase, near Boca Chica in south Texas, where this impressive rocket is being developed.
He didn’t make any big announcements, though he did list the first projects awaiting Starship : satellite launches and missions to the Moon, including a private one with Japanese billionaire Yusaku Maezawa on board. As a backdrop, the all-black Starship was mounted on its silver booster, dubbed the Super Heavy.
The device is 120 meters high, 9 meters in diameter and will be able to put about 100 tons into orbit. Musk had promised a first orbital test for January or February 2022, but the deadline was exceeded. The company is awaiting authorization from the US Federal Aviation Agency (FAA), which must first study the environmental consequences of its operations. A decision is expected by the end of February.
“I’m optimistic that we’re going to get this clearance,” Musk said.
Moving to Florida
Regardless, SpaceX is preparing to move its operations to Florida if necessary, in which case Starbase would go into research and development. “In the worst case, it will take us six to eight months to build the launch tower at Cape (Canaveral) to take off from there,” he said.
“I am very confident that we will go into orbit this year,” he said.
Starship has already made several suborbital flights: After some tests that ended in impressive explosions in late 2020 and in 2021, SpaceX finally managed to land the ship. But it only reached an altitude of 10 km. NASA is betting that Starship will become the lander for its Artemis program to return to the Moon.
One version of the spacecraft is to be placed in orbit around the Moon, and astronauts arriving aboard their capsule (propelled separately by a rocket) will board it to take them to and from the lunar surface, by 2025 at the earliest.
The big news is that both the Starship and the Super Heavy must be recovered after each flight and be reusable. In this way, each flight will cost “a few million dollars”, in any case “less than ten million”, assured Musk, who estimates that one day there will be a need for hundreds of Starship rockets to transport people to space, based on In mars.
According to him, it is a “life insurance” against the threats that weigh on the Earth. ” Starship will be able to do that: bring a million tons to the surface of Mars and create a self-sufficient city,” he said. And “I think we should do it as soon as possible.”
With information from AFP | aerospace |
https://aviationmonitorng.com/nigerias-global-aviation-potential-capacity-grossly-underutilized-says-faan-md/ | 2024-04-13T02:29:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00388.warc.gz | 0.949217 | 916 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__89989300 | en | Nigeria’s Global Aviation Potential, Capacity Grossly Underutilized, Says FAAN MD
The Managing Director and Chief Executive of Federal Airports Authority of Nigeria (FAAN), Capt. Rabiu Hamisu Yadudu says Nigeria’s potential and capacity in the global air transport industry is being grossly underutilized, stressing that if stakeholders in the industry are indeed desirous of attaining the status of a major player in the global aviation sphere, it is high time the country integrated backward to repose and move the industry forward.
In his welcome address on Tuesday in Abuja at the maiden edition of the FAAN National Aviation Conferences (FNAC) with the theme: ‘Advancing the Frontiers of Possibilities for Safe, Secure and Profitable Air Transport,’ Yadudu said the capital flight of at least $2.5 billion (about N1.25 trillion) lost by Nigeria in the maintenance of its aircraft to foreign Maintenance, Repair and Overhaul (MRO) facilities in 2021 would have been saved if the country had MRO facilities that could adequately cater for all types of aircraft.
Yadudu, however, said that the conference would avail investors and entrepreneurs the opportunities to invest in the several areas in the sector.
To carry out C-check on Boeing 737 aircraft or its category, airlines expend at least $1.8 million. The C-check is carried out on aircraft every 18 months. He explained that the focus of the conference was on Nigeria because the country had the largest fleet of aircraft within the sub-region.
He said: ”It was reported that Nigeria lost $2.5 billion (about N1.25 trillion) in MRO investments to neighbouring countries. Having such investments here would have created more employment opportunities for Nigerians, revenue generation and training of technical personnel for maintenance of aircraft.
”The inter link and value chain between the air transport, tourism and hospitality industry for economic growth cannot be over emphasized. Today, the Eiffel Tower in Paris, London bridge, Dubai Mall, Burj Khalifa, the British museum in United Kingdom, e.t.c. have all been consciously developed into major tourist attractions that drive passenger traffic to those destinations and by implication attract businesses and generate employments for the locals and foreigners alike.”
Yadudu further lauded Sen. Hadi Sirika, the Minister of Aviation, the Permanent Secretary, Directors of the Federal Ministry of Aviation, the Senate and House Committee Chairmen and other stakeholders for supporting the industry at all times.
Earlier, Sirika in his goodwill message, disclosed that President Buhari would at any moment from now, sign into law the passed Civil Aviation Bill by the National Assembly
Sirika assured that with the president’s assent to the bill, Nigerian aviation industry would grow rapidly, while more opportunities would also be created for all stakeholders and investors.
He pointed out that the Aviation Industry Roadmap as approved by the Federal Government was intentionally fashioned after the Public Private Participation (PPP) model with the plan to grow the entire sector.
He challenged investors to tap into the myriads of opportunities in the sector, especially with the recently approved 12, hectares of land for implementation of the aviation roadmap by the Federal Capital Territory (FCT).
Some of the aviation roadmap include MRO, Aviation Leasing Company, National Carrier, Aerospace University, Airport Concession and Aerorropolis amongst others.
He added: ”We are ready to pursue all the components of the roadmap. Every part of the roadmap has reached advanced stages and all would be delivered before the end of this administration. Aviation industry in Nigeria is a goldmine, but it is still virgin.
”Globally, the core variables that sustain aviation industry is safety and security. We must continue to sustain these in the country.”
He reiterated that the Federal Government was willing and ready to discuss business, and partner with investors to bring the desired growth and development to the industry.
Also, Capt. Bob Hayes, the first Nigerian pilot in his address congratulated FAAN for putting together the conference to discuss challenges militating against the efficiency of this industry, as well as proffering long lasting solutions to the challenges.
Hayes stated that all the government’s roadmap for the sector would grow the industry if well-implemented and called on all investors to partner with the government in order to ensure industry growth. | aerospace |
http://avgroup.com/ | 2016-09-30T11:42:52 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738662166.99/warc/CC-MAIN-20160924173742-00051-ip-10-143-35-109.ec2.internal.warc.gz | 0.945642 | 199 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__28345641 | en | Since 1995 The Aviation Group has been consulting with companies and individuals on issues involving the aviation industry. We assist with mergers and acquisitions, strategic planning, marketing strategy, market analysis, and valuations. Our clients include investment banks, private equity and venture capital firms, as well individuals considering an investment in the general aviation industry. We have undertaken special projects for a diverse list of clients including the aviation interests of Fortune 500 companies, business jet OEMs (original equipment manufacturers), airport authorities with multiple airports (both commercial and general aviation), corporate flight departments, fixed base operators, municipalities with general aviation airports, and individuals with an interest in general aviation. Please explore any or all of the above links.
On our blog, Hangar Talk, you will find a discussion of events and changes taking place in the General Aviation industry. We invite you to stop by our “Hangar” enjoy the thoughts and join the discussion by adding your commentary. We look forward to hearing from you. | aerospace |
https://www.pravda.com.ua/eng/news/2023/08/13/7415349/ | 2024-04-21T04:35:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.0/warc/CC-MAIN-20240421040323-20240421070323-00206.warc.gz | 0.969151 | 301 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__182427258 | en | Russia has begun to produce and use its own version of the Iranian Shahed kamikaze drones for attacks on Ukraine. Analysts from the independent British research group Conflict Armament Research (CAR) have come to this conclusion after studying drones downed by the Ukrainian military.
Source: CAR report
Details: CAR experts examined two drones that were shot down in Ukraine's south.
The report notes that the drones looked like the Iranian Shahed-136s, but experts discovered electronic modules that the Russian Federation is using to build its own reconnaissance UAVs.
CAR believes that the downed Geran-2 drones were made in the Russian Federation, not in Iran. It is noted that the body designs and internal modules in these drones – in particular, those used for navigation – have significant differences from Iranian drones.
The study emphasises that these drones, as well as the Iranian Shaheds, are almost entirely made of components made outside the Russian Federation.
Experts have identified about 100 components in more than 30 modules in the downed drones. Their producers turned out to be 22 companies from 7 countries, including the Russian Federation.
Most of the components were produced by companies with headquarters in China, Switzerland and the USA, and 12 components were produced after the beginning of Russia's full-scale invasion of Ukraine, CAR researchers found.
Reminder: In June, the USA showed evidence that a plant for the production of Iranian drones is being built in the Russian Republic of Tatarstan. | aerospace |
https://thetyee.ca/Analysis/2020/07/13/Time-For-Canadian-Space-Mission/ | 2023-11-29T02:17:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100047.66/warc/CC-MAIN-20231129010302-20231129040302-00054.warc.gz | 0.944408 | 831 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__128598989 | en | A United Arab Emirates spacecraft heads to Mars on a Japanese rocket this Tuesday — taking advantage of a launch window that opens every two years, when the relative positions of Mars and Earth facilitate travel between them. Two other Mars missions — one American, one Chinese — will use the same window later this summer.
The UAE mission is part of a broader endeavour to develop a high-tech economy. “This is the Arab world’s version of president John F. Kennedy’s moon shot — a galvanizing vision for the future that can engage and excite a new generation of Emirati and Arab youth,” explained Yousef Al Otaiba, UAE ambassador to the United States.
The spacecraft, called “Hope,” faces a 9-month, 60-million-kilometre journey. It will then enter a stable Mars orbit, from which it will collect data on climate dynamics and weather; data that the UAE will share internationally.
The UAE Space Agency was founded six years ago and has already spent US$6 billion. The first UAE-built Earth observation satellite was launched in 2018. The first UAE astronaut travelled to the International Space Station in 2019 on a Russian rocket.
Recognizing that space launches are a service that can be contracted, just like a moving van or a cargo ship, the UAE has spent its money on spacecraft and a new generation of scientists and engineers.
The UAE is but one of several new space actors engaged in science missions. Last year, a lander designed by an Israeli non-profit — and funded by an Israeli philanthropist — became the first private spacecraft to reach the surface of the Moon.
Here in Canada, the Canadian Space Agency has also been focused on the Moon, ever since President Donald Trump redirected NASA from Mars to the Moon and tasked it with returning U.S. astronauts there by 2024 — the final year of his hoped-for second term.
The CSA’s focus makes sense, because of Canada’s proven ability to contribute robotics to NASA missions, and the astronaut slots and industrial benefits that flow from this.
But the Moon and Mars should not be the only space objects of interest. Asteroids offer incredible scientific potential, while also posing a threat in the form of low-probability, high-consequence impacts. The 2013 Chelyabinsk event — an air-blast that sent 1500 Russians to hospitals with injuries from shattered window glass — is a recent reminder of the risks.
It’s time for Canada, like the UAE, to have a deep space mission entirely of its own — in the form of a Canadian-made robotic spacecraft to support space exploration, planetary science and planetary defence from asteroids.
Canadian companies — such as Richmond-based MDA — are capable of designing and building a small spacecraft that could rendezvous with near-Earth asteroids and install equipment to enable precise tracking. This would allow long-term, detailed monitoring of asteroids, dramatically improving our understanding of their orbital evolution. Seismographs could also be installed, to provide information on the internal structure and surface activity of the asteroids as well as the frequency of meteoroids impacting them.
Such a spacecraft could also be launched quickly — or redirected if already in space — to rendezvous with and characterize an asteroid as soon as it is discovered to be on an Earth impact trajectory. The resulting information would greatly increase the chances of a successful deflection mission with a larger purpose-built spacecraft.
On April 13, 2029, a 340 metre-diameter asteroid named Apophis will pass within 40,000 kilometres of the Earth — closer than communications satellites in geostationary orbit. We know about Apophis, and that it poses no impact risk in 2029, because of intensive ground-based observational efforts. But there are a million other near-Earth asteroids that could obliterate a city or far worse, and our scientific knowledge of them remains woefully incomplete.
U.S. billionaires Elon Musk and Jeff Bezos build rockets. Perhaps some wealthy Canadian would like to save the planet? | aerospace |
http://www.johnhwilliamsauthor.com/crashandspies.html | 2017-03-24T15:49:13 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218188213.41/warc/CC-MAIN-20170322212948-00062-ip-10-233-31-227.ec2.internal.warc.gz | 0.979263 | 1,150 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__255369419 | en | Tel: +34 699 987 405
A WOLF IN BERLIN
Operation Red Comet
A Cold War Crime & Spy Thriller
By John H. Williams
© Copyright 2016 John H. Williams All Rights Reserved
Soviet Yak 28 Crash & The Spies
Crash of the Yak-28
Where this day differed was in the events that transpired when shortly after 1500 hours, an armed Yak-28 Jet Fighter Bomber took off from Finow Airfield, Eberswalde, in the Soviet Occupation Zone of East Germany. This strategically based Soviet Air Force Base was only 50 kilometres North East of the RAF Base at Gatow, in the British Sector of West Berlin, and regularly sent out sorties, which crossed West Berlin territory. The plane was fitted with a new Top Secret ‘Spin Skip’ Radar System and electronic counter measures, of immense interest to the Western Allies. The aircraft was piloted by Captain Boris Vladislavovitsch Kapustin with Weapons Officer Senior Lieutenant Yuri Nikolayevitsch Yanov in the front seat. The plane was flying South West towards Berlin when technical problems developed and they lost the engine. The stricken aircraft, almost out of control, raced at low level over built up and densely populated areas of West Berlin. Allied communications intelligence experts at the Teufelsberg listening station were monitoring the radio calls from the aircraft and their ground controllers. According to eye witnesses the pilot fought gallantly to gain altitude, but at low level and unable to steer properly his options were limited. The listeners on the Teufelsberg heard the pilot ask his Weapons Officer, ‘Where to Yury?’ Rather than eject, these brave airmen took the decision to steer the stricken aircraft in the direction of Lake Stößensee. About 1536 hours, the aircraft crashed into the lake near to the Freybrucke, a bridge on the Heerstrasse, one of the main arteries through West Berlin. Both airmen were tragically killed and for their heroic self-sacrifice, they were hailed as hero’s by Willy Brandt, the Mayor of West Berlin and subsequently posthumously awarded the Soviet Medal of the Red Banner. The crash site was only a few kilometres from the border with the Russian Zone. The bodies of the two Airmen were subsequently brought up and handed over to the Russians, with military honours presented by the British Forces. There is now a plaque on the bridge commemorating the heroic actions of the Russian Aviators, which undoubtedly saved the lives of many West Berliners.
Stossensee Segler Verein e.V.
Thursday 15 September 2016
Frau Ruth Staertzel (Stἄrtzel) born 1928
‘I was on the lawn of the sailing club, by the water and saw the Soviet fighter come very low over
the bridge parapet, it was gliding, noiselessly, very slowly and crashed into the water where the sailing
boat is now. I thought it would explode so I threw myself to the ground but there was no explosion.
It was s Soviet plane, I thought it was a Mig. I called the emergency services but they seemed not to
believe me and it was a long time before anyone arrived. Everyone around here was calling in so e
ventually they did believe it.’
One of the Greatest Intelligence Coups of the Cold War
The crash site was only two kilometres from the Olympic Stadium housing the British Military Government and Headquarters of the British Forces in Berlin. The crash of the Russian aircraft developed into one of the most spectacular intelligence coups of the cold war. Armed Russian Troops made an incursion into West Berlin in order to recover their downed aircraft and protect their secrets. British Forces and Intelligence Agencies desperately wanted to learn those secrets and went to extreme lengths to do so. This included delaying tactics whilst experts from the Royal Aircraft Establishment at Farnborough were flown in to oversee the removal of parts in order that they could be spirited back to Farnborough for examination and later return to the aircraft. The methods used were pure James Bond, with aircraft engines being suspended under motor launches and towed to a jetty further up the lake, for transportation by road to RAF Gatow and a waiting aircraft. Although the bodies of the two Airmen were returned the following day, the salvage operation and delaying tactics ended at midnight on Wednesday 13th April, more than 7 days after the crash. The Salvage barge with the remains of the aircraft sailed to the water border with the Russian Zone and were handed over to the Soviets. The complete operation was carried out under the direct gaze of the Russian Forces. The Russian representative, General Vladimir Bulanov, complained that parts of the aircraft were missing, in this he was absolutely correct, some parts showed signs of having been sawn off. However, he received the answer that they were probably still on the lake bed and had not been found, this was said with a straight face and was very difficult to disprove.
There is still some mystery attached to the events leading to the crash of the Russian Aircraft. Conspiracy theorists suggest that the aircraft had bullet holes in the cockpit and that the Pilot was attempting to escape to the West when he was shot, also that the ejection seats were not fitted with explosive charges. There is no evidence of this is in the public domain and witness observations support the theory that the two Airmen died a heroic death and richly deserved the thanks of West Berliners and their posthumous award for gallantry.
Royalties in aid of
Blind Veterans UK | aerospace |
http://www.pilotmall.com/product/T-37A-Tweetie-Bird-White-/ | 2014-12-21T04:49:26 | s3://commoncrawl/crawl-data/CC-MAIN-2014-52/segments/1418802770686.106/warc/CC-MAIN-20141217075250-00024-ip-10-231-17-201.ec2.internal.warc.gz | 0.942095 | 625 | CC-MAIN-2014-52 | webtext-fineweb__CC-MAIN-2014-52__0__94850201 | en | The Cessna T-37 is an Air Force's dual-engine and dual-purpose jet. It is also popularly known in various forms: Dragonfly, Tweety Bird, Tweet, or Super Tweet. The A-37 combat version was developed from the T-37 trainer, which was the standard jet trainer form the mid-'50s into the '70s. As A-37, it served with distinction in an attack role during the Vietnam War and, in its larger role, flew for decades as a primary trainer for the USAF. A-37 provided a wide range of services in the air forces of other nations. The first T-37 Tweet flew in October 1954. Fifty-two years after its first flight, the T-37 is still serving the U.S. military, giving the United States Air Force-trained primary pilot training students the necessary experience needed before moving on to the Northrop T-38 Talon, Beechcraft T-1A Jayhawk, Bell UH-1 Huey, United States Navy Beech T-44 Pegasus, or other advanced Navy, Marine Corps or Allied trainers.
The T-37A version of the Tweety Bird made its first flight in 1955 and went into service with the Air Force in June 1956. The production T-37A was similar to the XT-37 prototypes, except for minor changes to fix problems revealed by the flight test program. The USAF began cadet training in the T-37A during 1957.
The Air Force ordered 444 T-37As, with the last produced in 1959. During 1957, the US Army evaluated three T-37As for battlefield observation and other combat support roles, but eventually procured the Grumman OV-1 Mohawk for the mission instead. The Air Force liked the T-37A, but felt it was underpowered. As a result, the service ordered an improved version, the T-37B, with uprated J-69-T-25 engines. The new engines provided about 10% more thrust and better reliability. Improved avionics were also specified for the new variant.
Scale of Model: 1/48 scale model
Wing Span: 8.5
Toys and Models Corporation
Manufacturer Part No: CT37T
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in our Lakeland, Florida warehouse typically ship same-day if ordered by 3:00PM Eastern. We offer all FedEx and USPS services within the US, and ship with FedEx or USPS Express Mail outside the US. You will be prompted to select a shipping method during checkout. FedEx Transit Times
FedEx Ground Transit Time Chart | aerospace |
https://www.getreading.co.uk/news/local-news/ready-just-roaring-go-4278124 | 2021-04-21T10:33:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039536858.83/warc/CC-MAIN-20210421100029-20210421130029-00153.warc.gz | 0.95949 | 390 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__160458814 | en | THE deafening roar of Concorde will soon be heard in Reading again with its expected return to the skies by October.
British Airways and Air France are expected to receive airworthiness directives from their respective civil aviation authorities next week, outlining any further changes needed before Concorde can run fare-paying flights again.
BA's seven Concordes and Air France's remaining five are being fitted with tougher tyres, new undercarriage wiring and bulletproof rubber fuel tank liners capable of withstanding pieces of flying metal in the event of an accident.
The safety overhaul of the BA fleet will cost £17 million.
BA has already completed the modifications on one of its seven Concordes.
It has also completed a series of successful test flights while crew refresher flights on the plane are continuing.
BA will need to have three aircraft cleared for passenger service before being able to restart London-New York commercial flights.
Regulators will then give back to each Concorde its permission-to-fly certificate.
Concorde was grounded after an Air France Concorde crashed near Paris in July 2000, claiming 113 lives.
The crash killed all 109 passengers and crew on board, as well as four people on the ground. Air crash investigators found that a metal object left on the runway at Charles de Gaulle airport, in Paris, had shattered a tyre and fragments had pierced the fuel tank, sparking a catastrophic fire which brought down the supersonic plane shortly after take-off.
With safety improvements now in place, BA's modified Concorde took off from Heathrow airport on Wednesday at 10.30am bound for Shannon, Ireland, and returned to Heathrow on Thursday at 8.45pm without any problems.
BA has not given a specific date for the return to fare-paying services, but it is thought the first flight could be in early October. Air France's first flight is likely to be later in October. | aerospace |
https://startupeuropeawards.eu/sky-tronic-is-the-polish-winner-for-the-tourism-category/ | 2024-04-22T12:36:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818293.64/warc/CC-MAIN-20240422113340-20240422143340-00402.warc.gz | 0.924644 | 673 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__32722518 | en | Project Aim: The problem to solve is unstable flight of drones in difficult weather conditions as strong wind and the change of mass when carrying and dropping of cargo, because traditional PID (proportional-integral-derivative) controllers use linear approximation about reality and do not take into account unpredictable events.
The origin of initiative: Two scientists of Wroclaw University of Science and Technology intensified their R&D on fuzzy logic (FLC) controllers to enhance steering efficiency in strong wind when they witnessed dangerous drone accident during IMAV 2015 drone competition in Aachen, Germany. The drone carrying the bottle with water navigated by traditional PID controllers was unable to stabilize in strong wind and broke down. Two businessmen impressed by the awards of the scientists in drone competitions in Poland, China and Australia, persuaded them to set up a company in September 2016 to implement this technology in drones for precise life rescue, public safety and transport missions.
What does Sky Tronic do?
Solution: The novel fuzzy logic steering controllers (FLC) are intend
ed to transform the UAV industry for professional applications all over the world due to the more precise, autonomous, safe and stable flights in strong wind and carrying the cargo. FLC controllers use artificial intelligence algorithms to observe and steer the flying objects as human brain and correct deviations in real time. The FLC controller is targeted at professional drone producers and our unmanned helicopters for more efficient coordination of public safety and life rescue operations of mountain and water rescue agencies, police, fire department, border control, forest services and the surveillance of the areas in danger of natural disasters, ski runs, ski resorts, cable cars. Our unmanned helicopter navigated by FLC controllers is intended to make search and rescue missions a lot quicker and cheaper than existing helicopters and deliver medical equipment where traditional helicopters cannot operate like strong wind in the mountains or the storm and seaside. The systems are capable of finding the lost tourists, injured, snow avalanche, fire and storm victims faster.
Stage of development: We are collaborating to develop dedicated unmanned helicopter for the needs of voluntary mountain rescue agency in Karkonosze mountains in Poland (Grupa Karkonoska GOPR) and for two voluntary fire rescue teams in Poland: Wroclaw and Roczyny and and life rescue drone collecting the data from the bands monitoring the vital functions for Pietrucha Group as the part of Startup Spark acceleration programme in Poland.
What’s the Sky Tronic’s future?
We are currently testing and implementing the fuzzy logic controller to stabilise the flight of Hoverbike Raptor that combines motorcycle with helicopter of Skynamo Aerospace in Poland. After the successful tests we will license the technology of FLC controller for production of Hoverbike and other European and global drone producers.
It is a honour for me as co-founder and Management Board Member of Sky Tronic to represent Poland in the final of European Start-up Awards in the Tourism category, pitch our unmanned helicopter in front of wide audience of business partners, investors, mentors in Brussels and bring UAV solution to European UAV producers,life rescue,public safety agencies to save the lives of the tourists in the mountains, the seaside and the victims of fire in difficult weather conditions all over the Europe. | aerospace |
https://navyaviation.tpub.com/14019/css/Canopy-Control-Switches-28.htm | 2022-11-30T23:07:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710777.20/warc/CC-MAIN-20221130225142-20221201015142-00577.warc.gz | 0.78877 | 305 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__45494621 | en | Figure 24.-Canopy actuator.
shaft assembly provides a mechanical link between
the drive unit and the canopy actuator. (See fig.
The canopy external manual drive receptacle
is mounted flush with the fuselage skin below the
left canopy sill. The drive receptacle is used to
operate the drive unit from outside the cockpit
with the aid of a 3/8-inch drive tool. (See fig. 2-7.)
Canopy Control Switches
Two canopy control switches are provided for
normal electrical operation of the canopy. The
external canopy control switch is located inside
the external electrical power receptacle door. (See
fig. 2-2.) The internal canopy control switch is
located in the cockpit under the right canopy sill.
(See fig. 2-1.)
The two contractors for canopy up and down
are located on the forward bulkhead of the upper
equipment bay. The down contactor supplies
power to the close winding of the canopy actuator.
The canopy up contactor supplies power to the
open winding of the canopy actuator. (See fig.
Canopy Locked Switch
The canopy locked switch is located in the
upper equipment bay under the canopy actuator.
(See fig. 2-4.) When the switch plunger is
depressed by the actuator arm, an electrical signal | aerospace |
http://www.rlp.cz/en/company/profile/Pages/history.aspx | 2018-09-18T14:10:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267155413.17/warc/CC-MAIN-20180918130631-20180918150631-00245.warc.gz | 0.962357 | 10,173 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__111145019 | en | After the First World War progress in civil aircraft design quickly gained ground and civil air transport began to develop. As early as 1919 the Czechoslovak Ministry of Public Works established a "section of aeronautics", later to become the section of civil aviation, which issued licences for the operation of aircraft and for performing passenger transport. In 1919 Czechoslovakia signed the Convention on International Civil Aviation and became a member of the first intergovernmental aeronautical organisation, CINA.
In 1920 a French air company (which later became the present Air France) opened scheduled aerial communication between Praha, Strasbourg and Paris. In 1923 Czechoslovak State Airlines (ČSA) was established and to mark the 5th anniversary of the Republic ČSA launched a route between Praha and Bratislava (The date was 20.10.1923, the pilot Karel Brabenec and the aircraft a Brandenburg A-14), which was extended from Bratislava to Košice in 1925. Shortly after, a number of other towns in the ČSR were connected by plane.
From 1927 the newly established Czechoslovak Aeronautical Company (ČLS), together with other foreign companies, provided air services abroad. In 1929 ČSA and ČLS took part in negotiations with the International Air Transport Association (IATA) for the first time. From 1930 ČSA aircraft also operated abroad and it was then that Czechoslovak civil aircraft were designated OK, instead of the then used L.
The Air Force began its history as the Air Corps. The Air Corps was founded in 1918 using equipment that had been inherited from the Austro-Hungarian Air Force, and which was later supplemented with French material. In 1920 command of the Czechoslovak aeronautics was established and two years later it was transferred to the so-called III. Section of the Ministry of Defence (MNO), which remained in existence until 1939.
In 1922 the Military Aeronautical Institute of Study (VLÚS) was founded, later to be reorganised as the Military Technical and Aeronautical Institute (VTLÚ). Both military and civil aircraft had to be tested by this institute before being put into service. From 1928 the first wind tunnel was also operated here. The field of aviation became established with the formation of postgraduate courses at the Czech Technical University in Praha in 1929. Similar courses in aviation were later also held at the Technical University in Brno.
In a comparatively short period a relatively powerful aircraft industry was also built, represented in particular by the aeronautical factories of Letov, Aero, Avia, ČKD-Praha and Beneš-Mráz. At the same time production of aircraft engines, appliances and other accessories was established. This production base was powerful enough that at its height it was able to provide the entire material needs of our civil and military aviation up until the Second World War.
At this time a whole series of amateur and sports aviation organisations were formed. The "Czech aviation club", later renamed the "Aero Club of the Czechoslovak Republic" (ARČS), was particularly famous, as were the "Association of Airmen of the Czechoslovak Republic" and "Masaryk's Aeronautical League" in the thirties. This particular organisation, together with the ARČS, organised a civil defence campaign for "a 1000 new pilots", the goal of which was to train as many pilots as possible to increase the readiness of our Air Force. A number of such trained pilots joined the ranks of the Allied Air Forces during the Second World War.
Initially the control of flights was limited to information given before the flight about the terminal aerodrome and the weather conditions for the intended flight route. During the flight the only means of ground contact available to the pilot were visual. In 1930 the entire main route between Praha, Brno and Bratislava was marked by light beacons.
At the airports there were pennons, information signs, wind socks, signs placed on the airport surface, signal rockets for use in bad visibility, signalling by a signal lamp, warning lights, search lights and aerodrome rotating beacons. From 1928 radio communication was established at Czechoslovak airports by means of wireless telegraphy in the LW. band. Airlines also equipped their aircraft for wireless communication and provided crews with a telegraphist. In 1931 all ČLS aircraft were so equipped and in 1933 ČSA followed suit. From 1929 ground radio direction-finding stations (goniometric stations) were also built at important transport aerodromes in Mariánské Lázně, Praha, České Budějovice, Brno, Otrokovice, Bratislava (now part of the Slovak Republic) and Užhorod (now part of Ukraine). The network of direction finders enabled the position of aircraft to be fixed, as well as helping to vector aircraft on their routes and on their landing approach, even under bad weather conditions and at night.
In the beginning this radio telegraphy service relayed reports about the flight, the weather situation and the condition of the airport, and ensured communication between airport radio stations. Later on it provided a radio bearing service and it was in this way that the foundations of the present air traffic control service were gradually formed. The goniometric stations gave no commands to the crews of the aircraft about the direction and altitude of the flight; they merely provided the data that was requested from them. At that time the aircraft crews had sole responsibility for reaching their destination and for safety during the flight.
Direction finding was based on the principle that one unit found the angle from which signals came from an aircraft and this data was plotted on a large scale working map. Another unit did the same and the point at which these lines intersected gave the position of the aircraft. The international Q-code, supplemented by international radiotelegraphy abbreviations, was a common language in ground/air communication. Since only radiotelegraphic communication was used, air traffic control was put under the control of the Ministry of Post and Telegraphs which provided the operational and technical background for these activities up until the Second World War.
Czechoslovak civil aviation developed quickly in the period between the two wars and in 1935 there were more than forty civil aerodromes in the Czechoslovak Republic.
At this time the training of ČSA crews for "controlled descents to ground visibility" was introduced. It was an innovation in the co-operation between goniometric stations and crews and was supposed to enable the landings to be safer, particularly in cases where the weather suddenly worsened at the terminal airport. The descent route was chosen so that no ground obstacles interfered and that the route was approximately 20 km long. The goniometric station transmitting the leading signal was built in the axis of the runway 150 m from its beginning. The pilot of an aircraft was first vectored in the direction of the airport and then he recorded the time and started his descent. Using the compass he turned the aircraft to the axis of the runway and flew along it at a fixed speed from the airport. He kept the exact direction with the help of "back courses", which he received from the goniometer. He flew in this way for seven minutes descending to an altitude of 500 m. He then turned 180 degrees and still descending flew back towards the airport, this time using "front courses" to help him maintain a more precise course. He kept a close watch of the time because he had to be above the goniometer in another seven minutes, this time at an altitude of 50 m. Here he was supposed to catch sight of the ground and the threshold of the runway.
Air traffic control was provided by a procedural method. Initially this was derived from the fixing of current position by the crew with the help of non-directional radio beacons or broadcasting stations and ATC was provided on the basis of these reported positions. The board direction finders and air traffic control were carried out by reports from crews. This called for the creation of fixed routes marked out by non-directional radio beacons operating in the LW and MW bands. The board direction finder, and later the radiocompass, enabled both flight to the target along the route and side direction finding. It could also be used for landing approach.
Prior to April 1937 the majority of airlines used the Praha-Kbely Airport. From April most airlines switched to the newly opened Praha-Ruzyně Airport. This airport had been originally intended only for civil transport and so had been designed for its needs. For its time it was well equipped having unusually large facilities for passenger and cargo check-in, a customs office, passport control, a post office, a meteorological station with a central office for weather forecasts for en-route flights, a diplomatic suite, various offices, two restaurants, a police station and an observation area. There were three well-equipped double-hangars, workshops, assembly halls and warehouses available plus rooms for flying staff along with other necessary areas. The airport was equipped for traffic both during the day and night. It became one of the most modern airports in the world and became an example for the building of other foreign airports. In 1937 it won a gold medal at the International Exhibition of Design and Art in Paris. Specialists from all over the world came to study its features.
Ground aids continued to improve at the main airports. Long-wave Adcock direction finders, resistant to polarising errors, were also built in addition to frame direction finders. The Side Beam Approach (SBA) system was introduced to improve aircraft landing.
The principle of this system was based on the fact that a pilot followed a leading beam which was created by dots and dashes from which a continuous tone was formed in the extended axis of the runway.
In terms of services and equipment of civil airports, Czechoslovakia ranked amongst the most advanced states in Europe.
In the years 1938/39 the promising developments in Czechoslovak aviation achieved during the First Republic were shattered by the German occupation and the subsequent outbreak of the Second World War. ČSA and ČLS were dissolved as early as April 1939 and were gradually liquidated by the Deutsche Lufthansa company. In Slovakia, a Slovak airline was established in 1939 to operate traffic on the Bratislava - Sliač - Prešov route. However, civil aviation, not only in the Czech lands but also in Slovakia, was liquidated and used by the military for the increasing war effort.
During World War II many Czechoslovak pilots served in the Allied Air Forces. In 1940, during the brief campaign in France, Czechoslovak pilots shot down 158 planes and conducted 134 bombing and reconnaissance flights. Squadron leader captain A. Vašátko became the second most successful fighter pilot in the French Air Force, shooting down 15 planes. In Great Britain Czechoslovak pilots served not only in Czechoslovak fighter squadrons of the RAF (310th, 312th, 313th) and the 311th bomber squadron but also formed the majority of pilots in the 68th night fighter squadron, serving also in „British„ RAF squadrons. During the „Battle of Britain„, the most successful RAF fighter pilot, Czech Sergeant Josef František (17 kills), served in the 303rd (Polish) squadron. Czechoslovak fighter pilots in Great Britain shot down 235 Luftwaffe aircraft in total. The bomber pilots performed 980 air raids on 77 targets, during which they dropped 1 231 640 kg of bombs and 95 438 incendiary devices, sinking 4 submarines, the "Alsterufer" freight ship that was running the blockade, and shooting down 4 nightfighters. Within the 1st air division of the USSR Czechoslovak pilots destroyed 20 Luftwaffe aircraft and several ground targets.
After the reinstatement of the ČSR in 1945 Czechoslovak civil aviation, including providing the air traffic service, was entrusted to the Ministry of Transport where a strong aviation section was established. In Slovakia the management of Civil Aviation Affairs was incorporated into the Committee for Transport and Public Works.
As early as 1944 the Czechoslovak government in exile was among the founding members of the Provisional International Civil Aviation Organisation (PICAO) which finally changed to the intergovernmental organisation called International Civil Aviation Organisation (ICAO) in 1947.
In September 1945 the Czechoslovak government established Czechoslovak Airlines (ČSA) as the only state operator of air transport.
In a Europe destroyed by war Czechoslovak civil aviation quickly came to the fore. The government supported and contributed to the renewal of the ground infrastructure of the air transport system because it was much faster to repair than the railway and road infrastructures which had been extensively damaged. There was an abundance of material seized from the occupation armies that was available to equip the relatively well preserved Czechoslovak airports. In addition to this it was possible to gain high-quality material from the surfeit stock of the American army. Practically the whole aircraft fleet of the ČSA (consisting of ex-military transport aeroplanes, C-47s, which were adapted to the standard of DC-3 in local factories) was obtained from the same source.
In air traffic control the methods used in aviation first signified a qualitative change during the Second World War. Most importantly these included radar, an improved landing system (ILS) and, later on, systems for long range navigation (LORAN and CONSOL). The universal division of airspace into flight information regions, terminal control areas and control zones was established and a network of international airways was created.
In the period between 1945 and 1947 air traffic services units were built at Czechoslovak transport airports under the direction of the Ministry of Transport. They provided radiotelegraphic communication and direction finding of "gonio" stations, ground-to-air communication, communication with airports at the aerodrome control tower (TWR) and the SBA. In addition traffic using the airways was controlled by Area Control Centres (ACC) at the airports in Praha and Bratislava. The American army also equipped Praha's Airport with the instrument landing system (ILS), the RADIO-RANGE beam LW radio beacon, VHF Communication with aircraft, a VHF hand direction finder, and a SW communication centre for aeronautical ground and weather services. The British army built an Adcock SW direction finder at the airport.
MF beam radio beacons (RADIO-RANGE) allowed the crew of an aircraft to establish their position, with traffic control proceeding according to the report given by the aircraft crew. This method of navigation required the introduction of the system of fixed airways. From the Morse signs A and N, the radio beacons created four sectors complementing one another, on whose division the zones of the permanent tone created beams. By maintaining a constant tone in his headphones a pilot could follow the correct track. The system further allowed flight and meteorological information to be broadcasted to aircraft. It was also used as an approach system. The radio beacons in the vicinity of the airport were therefore placed so that one beam was in the axis of the runway.
There was also another reason for the modernisation of the equipment at Praha-Ruzyně Airport in particular. A short time after the war ended this airport was in the best condition in Central Europe prompting the government of the USA to consider building a central air base there. After 1948, the communist coup d´état and subsequent one-sided orientation towards the Soviet Union resulted in the above project moving to Frankfurt am Main.
The rapid growth of air transport and Czechoslovak civil aviation were again hit heavily in February of 1948. The action committee was not satisfied with leading workers and so they were immediately removed from office, often being replaced by unqualified workers. In a short time all the former airmen of the western armies, who formed the backbone of the rapid post-war renewal, were forced to leave the aviation industry. Foreign transport was limited and all parts of the Czechoslovak civil aviation were transferred to Czechoslovak Airlines which was managed directly by the Ministry of Transport.
The original regulations that had been drawn up from the recommendations of the ICAO were replaced by regulations according to the Soviet model. The technical facilities of air traffic control services also deteriorated. The western-produced equipment was dismantled for ideological reasons and in the spirit of the Cold War an embargo was imposed on the import of new equipment and spare parts. Social support, essential at that time for the modernisation of ground facilities and the infrastructure of air transport, diminished as a result of the general stagnation in air transport. Nevertheless even though air traffic control was affected by the Soviet concept of the use of state airspace, it was basically carried out according to ICAO requirements.
During this period not even the production base remained untouched by the extensive influence of the Soviet Union. Some Soviet makes of aircraft were produced in Czechoslovakia (for example the Jak-11, MiG-15, IL-10, Il-14, MiG-21) and air construction fell into line with the requirements of the most important customer, i.e. the Soviet Union, this finally resulting from decisions made by the Council for Mutual Economic Assistance (CMEA). This affected, for example, both the Aero L-29 Dolphin and Aero L-39 Albatross training aircraft and the Let L-410 as well as other construction, including the L-610. Amateur flying was only possible within the limits of the Union for Co-operation with the Army.
In 1952 the "Main Administration of the Civil Aviation - the Czechoslovak Airlines" (HSCL - ČSA) was established on the Soviet model as a constituent of the Ministry of Transport and was entrusted to the Ministry of Transport and the Committee for Transport in the affairs of civil aviation.
This institution was simultaneously responsible for ensuring the management and operation of the whole of the civil aviation service. This resulted in a preference for flexible tasks and in a weakening in the conception and development management and care for the safety of air traffic. In this period the technical base of Czechoslovak aviation was unreservedly concentrated on Soviet design, firstly within the aircraft fleet and then also in ground aids.
This lack of conception and development activities was unacceptable for the future. The "Central Administration of Civil Aviation" (ÚSCL) was established in 1956 under the authority of the state within the Ministry of Transport. ČSA was placed in charge of controlling air traffic and other necessary traffic activities. In 1956 the Civil Aviation Act No. 47/1956 was also approved which, with some amendments, remained valid until its replacement in 1997. Under this act the air traffic control service, which had been established earlier within the limits of the HSCL-ČSA according to the Soviet model, was legally formed. The Central Control Service (CDS) to which the Area Control Services (ODS) and Aerodrome Control Services (LDS) were answerable, ensured the state control of flights. Air communication, air radio navigation and light-technical services created the required conditions for an air traffic control service.
In a short time it transpired that the organisational changes that had been carried out were not effective enough. The separation of economic functions from state administration was not implemented properly. The activities belonging to the state (air traffic control, construction, administration and maintenance of airports) remained under the control of ČSA. This made the fulfilment of ČSA's own tasks more difficult and distorted the economic results. In addition to this the ÚSCL was assigned the task of ensuring that certain operational duties were maintained (including an aeronautical information service, recognition of the qualifications of staff, inspections and checks of aircraft and aviation equipment, and an aeronautical registry).
In an attempt to solve the problems mentioned above the State Aviation Administration (SLS) was established in 1958 as a state budgetary organisation. The air traffic control service, administration, maintenance and building of airports was transferred from ČSA to SLS, as were the operational duties (from ÚSCL). Thus, after a long time a fundamental organisational structure was formed. This respected the character of all main activities and allowed for further development.
The introduction of jet transport aeroplanes on a large scale by air carries during this time increased the complexity of air traffic control. There was therefore a requirement for better systems of control resulting in the establishment of higher categories of precise approach systems. VOR and DME beacons were installed for navigation over medium and short distances and radar was also improved. VHF communication system was established, replacing SW communication. For a long-distance navigation was the system OMEGA implemented .
From the outset the State Aviation Administration shared significantly in the creation of the conditions that permitted the revival of Czechoslovak air transport. This was achieved by introducing jet aeroplanes into service. The extension of Praha-Ruzyně Airport was planned and then implemented and the runway systems and terminal were gradually adapted to the new requirements.
From a technical point of view this period saw the beginning of the test operation of terminal surveillance radars; RL 1 operating in the 3 cm band and en-route surveillance radars, and OR 1 operating in the 10 cm band. Instrument Landing Systems (ILS) and the first VHF Omnidirectional Radio Range (VOR) conforming to ICAO standards were installed at the international airports in Praha and Bratislava. The air traffic control services also made an effort to observe more strictly the international regulations and procedures of the ICAO. The increase in traffic and the newly qualifying demands led to the need for increasing the number of air traffic controllers and for improving the quality of their training. With this in mind the first centre for schooling and training of air traffic controllers was set up at Poprad-Tatry Airport.
The development and increase in activity of the State Aviation Administration led to further organisational changes. In 1964 the State Aviation Inspectorate (SLI) was separated from the State Aviation Administration. The Administration of Transport Airports (SDL), being a state organisation, was transformed into a grant-in-aid organisation from 1967 onwards, and assumed all the activities of the dissolved State Aviation Administration. During the same year the SDL was extended to control the functions of the professional research centre and the Co-ordination Control Work Station of the state research task "Automation for the control of flights between airports", which lead to good results for the departments of transport and for the former Ministry of Defence.
The normalisation measures put into place after 1968 again led to the forced departure of many highly skilled leading workers and other specialists. In connection with the federal arrangement of the state in 1969, the SDL was organisationally divided into the Czech Administration of Transport Airports and the Slovak Administration of Transport Airports. Both organisations functioned with the jurisdiction of the former SDL within their own territory. They co-operated in matters of common interest for both states. From 1972 the names of both organisations were changed to the "Czechoslovak Administration of Transport Airports Praha" (ČSSDL Praha), its sphere being the Czech Republic, and the "Czechoslovak Administration of Transport Airports Bratislava" (ČSSDL Bratislava), working within the sphere of the Slovak Republic.
From 1974 pressure mounted to establish middle management in civil aviation through the creation of a civil aviation organisation (a production-economic unit or general head office of civil aviation). However, it was successfully prevented from happening by the bitter experience of the fifties. Criticism of the quality of air transport, however, continued to grow stronger. The analysis and controls which were made showed some inefficiencies in the Czechoslovak civil aviation system. Further reorganisation was carried out by January 1, 1978 with the establishment of a grant-in-aid organisation, named the Air Traffic Control Administration of the ČSSR (ATCA ČSSR), which had its headquarters in Praha. The budgetary organisation "Airport Construction" was established with its headquarters in Bratislava. The administration, maintenance and operation of public transport airports were transferred to ČSA. The equipment used for monitoring aircraft and for the adjustment and control of ground navigation aids (from ČSSDL Praha) was transferred to SLI and the Administrations of Transport Airports in Praha and in Bratislava were then dissolved.
At the time the vast majority of leading posts in Czechoslovak civil aviation was filled by discharged officers. This produced problems in general professional relations throughout all levels of management within the Czechoslovak civil aviation industry. The establishment of an independent organisation for air traffic control had some positive points:
• the emphasis was placed on air traffic control as the main function of the new organisation,
• a compromise was found between a state-controlled sphere of activity and the global character of air transport,
• separation of the conception and methodical management from operation centres,
• simplification of management relations,
• simplification of economic management by connecting all operation centres within a collective budget, which resulted in beneficial economic results for the whole organisation.
These promising developments of the new organisation and the continued increase in the efficiency of air transport were affected by the government measures of 1981 which radically limited the volume of domestic air transport. In spite of this the Air Traffic Control Administration (ATCA ČSSR) improved; the methodical management of individual operational units, the conception management of the development under its given conditions, and the professionalism of its employees. As a result a general improvement in air traffic safety and an improvement in the capability of technical equipment was achieved.
As in other parts of the world the air traffic control service in our country began to be run by a specific organisation which ensured and continues to ensure the safety and fluency of civil air traffic both in the airspace above our state territory and at determined airports. In practice this means that each aircraft carrying passengers or cargo which flies into the airspace of our Republic is monitored and controlled from the moment it crosses the national borders.
The task of controllers is to maintain safe distances between single aircraft and to navigate these aircraft along allocated airways at appropriate flight levels. They also ensure safety for aircraft undertaking approach and landing manoeuvres on airport runways and taxiing areas. This standard of service is ensured 24 hours a day. In addition to the safety of air traffic the controllers also ensure, using the techniques previously mentioned, traffic fluency and the minimalization of aircraft delays which cause financial losses both to passengers and to air carriers.
1989 to the Present
After 17 November 1989 air transport, as an important part of the infrastructure of the national economy, underwent economic reform. In 1991, the Federal Ministry of Transport promised to provide expert opinion on the organisational structure of Czechoslovakian civil aviation, together with considering the possibility of privatising air navigation services. The basis of this expert opinion, to be used by the foreign consultancy firm was provided by ATCA CSFR and given to the Federal Ministry of Transport. The final results of this expert opinion were not returned to ATCA CSFR.
After a delay, the federal government approved "The Principles of the State Transport Policy" on September 26, 1991. This outlined the strategy for transport policy in the 1990s. However, the position of the Air Traffic Control Administration was not significantly changed until the disintegration of the Czechoslovak Federation despite of the fact that series of negotiations were held at various levels. 1992, which was the final year of the existence of ATCA CSFR under that name, was a year of significant changes based on negotiations between civil aviation organisations and the Federal Ministry of Transport. A demand was put forward to restructure the entire structure of civil aviation and to transform ATCA CSFR into a different type of organisation. Preparations for the commercialisation of ATCA CSFR’s activities began, and the experiences from European and overseas countries where the privatisation of air navigation services had already taken place were taken into consideration. The changes made to the structure of the Czech and Slovak Federal Republics in 1992/1993 prevented the realisation of the privatisation projects prepared by ATCA CSFR. Past experience connected with the expert advice on the organisational structure of Czechoslovak aviation, as undertaken by the foreign consultancy firm, also proved beneficial.
The disintegration of the Czechoslovak Federation led to the division of the organisation's property. The division of property went ahead according to the constitutional law concerning the division of federation property, and on the first of January 1993 the successive state grant-in-aid organisation of the Air Traffic Control Administration of the Czech Republic (ATCA CR) came into being. To enable the future installation of a new control and technical support system, it was necessary to carry out, during its continuous operation, basic reconstruction of the Technical Block at Praha-Ruzyně Airport. The renewal of technical equipment was, in 1992, the main aim of ATCA CSFR, and the most experienced employees were given the opportunity to assist during this renewal of radar and communication systems. The splitting up of the Czech and Slovak Federal Republics on 31 December 1992 made necessary the revision of the privatisation and technological projects in order to suit the demands of the new situation arising from the division of ATCA CSFR into the successive two organisations ATCA CR and ATCA SR. The delimitation of property, personnel and responsibilities of the Company during its dissolution was carried out in accordance with the Constitutional Act concerning the division of the two Federal Republics‘ property. This resulted in a decrease in the capacity of managerial, administrative, and operational employees, together with the negative approach of higher governmental bodies in the Czech Republic, unsympathetic to ATCA CR’s efforts to define its own position through the introduction of market economy principles. On the whole this resulted in a disabling of the progress made by ATCA CSFR in 1992. This general malaise played an important role in the absence of the introduction of a modern aviation law; a law that would replace the one already in existence for 36 years and dating from a period of totalitarianism. The anachronistic methods of civil aviation management, and the conservative reluctance of people to leave the old directive methods of a bureaucratic state apparatus, also made progress difficult. 1993 was the first year of the existence of the new organisation, ATCA CR. Together with the fulfilment of all services and duties stated in the foundation protocol; all basic important tasks necessary for future development were successfully fulfilled. The first part of the new Thomson-CSF EUROCAT 200 radar system was introduced. This approach and area centre, equipped with modern high-resolution colour monitors, allows multi-radar data synthesis from four radars, including Thomson-CSF mono-pulse secondary RSM 970 radars. This system replaced the existing one, and continues to enable the second phase of transformation to the EUROCAT 2000 system with improved functions. The conditions for a change in the character of the Company were thereby created and, in co-operation with a foreign advisory company, remained within the scope of the PHARE project, with new ideas on the organisational structure being suggested in order that ATCA CR could enter Europe (i.e. especially the EUROCONTROL organisation) in the mid-1990s as a stable, secure organisation.
EUROCONTROL (The European Organisation for the Safety of Air Navigation) was founded in 1960 by European Community member states and, in the course of its activities, it co-operates with ICAO, IATA, NATO, FAA and the European Community. EUROCONTROL‘s main aim, at the time of its foundation, was the monitoring and control of aircraft using upper airspace of the member states. At the present time, its main aim is to develop a coherent and co-ordinated system of air traffic control in Europe. EUROCONTROL is responsible for a number of important programmes, with the main activity at the present time being EATCHIP (European Air Traffic Control Harmonisation and Integration Programme).
In 1992, and within the framework of the PHARE programme, studies concerning the restructuring of civil aviation, and in particular air traffic, began. These studies reflected the need for changes in the providing of ATC services as a result of the present growth in demand for airspace of the former Czechoslovakia, in connection with political changes throughout the world. For future provision of ATS, the key factor is flexibility, because the rigid structures and procedures of state administration do not suit the speed of dynamic changes prevalent in aviation. Financing of ATS from a state budget represents a useless burden for tax payers, and at the same time cannot provide the necessary stimulation for the efficiency of such an organisation. In co-operation with the Ministry of Transport and the Ministry of Finance a new model of Company financing was drawn up and implemented. This model of financing was connected to the restructuring of ATCA CR which was completed on 31 December 1994. At the same time, by 1 January 1995, the statute of ATCA CR was changed and, according to a governmental decision, ATCA CR became a state enterprise. Its English name was changed to Air Navigation Services of the Czech Republic (ANS CR).
The fundamental activities of Air Navigation Services of the Czech Republic (ANS CR) thus became: the control and secure provision of civil aviation traffic in Czech Republic airspace and at determined airports; the establishing, operating and maintenance of aviation ground equipment determined for management and control of air traffic (excluding ground lightning system); the co-ordination of air traffic services with military ATC organisations; international co-operation during flight control; the setting up and organising of civil air traffic flow in Czech Republic airspace; providing of aeronautical information services; issuing of aeronautical publications and charts; distribution of aeronautical meteorological information; providing of specialist ATC training; cartographic activities based on a wide range of relevant licenses; publishing of aviation regulations and connected documents; provision of air traffic control; receiving of the corresponding payments for services charged; and providing of consultation and methodological services in the field of air traffic control.
ANS CR is also responsible for a Flight Information Region (FIR), by which the controlled area (CTA) is determined, and whose minimum height level is 300 m above sea level and whose maximum is Flight Level (FL) 660. The system of ANS CR routes complies with the ICAO Air Navigation Plan for Europe.
ANS CR provides area control (ACC) and approach control (APP) and airport services at the following airports: Praha-Ruzyně, Brno, Ostrava, and Karlovy Vary. In addition to the above airports ANS CR provides approach control and aerodrome control services at Pardubice military airport; this being on the basis of the contract with its civilian operator.
As part of the efforts at commercialisation, it had already been decided, even in the days of federation, to start insurance for legal responsibility in Czech Republic airspace. This insurance was arranged for ATCA CR in November 1993 by the British insurance brokerage company, Bowring Aviation Limited. This company is part of the Marsh & McLennan Inc. financial group; which is one of the biggest and most important civil aviation insurance companies in the world. The political changes of 1989 were reflected in the immediate and rapid growth of air traffic. This increased the needs for renewal, both of the system of air traffic control, and of other technical equipment.
At that time a similar situation existed in most European states where growth in demands for air traffic put too heavy demands on the existing ATS systems and resulted in average delays exceeding 15 minutes in 25% of total flights recorded in 1989. The urgency of this problem lead to the formulation of a strategy offering area services of air traffic control in ECAC states for the 1990s. This was approved during negotiations between ECAC ministers of transport in Paris on 24 April 1990. In order to reach the capacity demanded for airspace, efficient allocation and availability became the main aim of European programmes of Central Air Traffic Flow Management (CFMU) and EATCHIP. The goal of these programmes is as follows:
• determination of joint demands for systems through specifications and standards
• application of joint procedures in Europe, in close co-operation with ICAO
CFMU’s main aim is to reach a balance between demand and available capacity. CFMU is the direct result of the Air Traffic Flow Management (ATFM) Centralisation Programme directed by EUROCONTROL. CFMU took over responsibility for all ATFM services and began operation of Initial Integrated Flight Plan Processing Unit (IFPS) on 28 March 1996. This system daily processes more than 20,000 flight plan reports, with more than 65% of them being processed automatically. The tactical part of CFMU, having the name TACT, was specifically designed to provide the safe, fluent and efficient use of airspace capacity. Development of the system, i.e. of its tactical functions, is being carried out through the introduction of new changes to the present software. By 28 March 1996, ANS CR had implemented IFPS in accordance with the CFMU schedule. For the next software version of CFMU, ANS CR specified its demands for modifications to the present ASTA 2 system so that the CFMU version could be implemented in 1997 according to the terms determined by the EUROCONTROL schedule.
The increase in the capacity of the pan-European ATM system is achievable via EATCHIP, under the directions of EUROCONTROL. This programme was designed, and is continually being modified, in order to reach its strategical aims, as defined for the 1990s by member states of the ECAC. The programme, which was divided into four phases, is now in Phase 3 (Acquisition and Implementation). The fulfilling of each of the targets of the EATCHIP programme, is the direct responsibility of the Convergence and Implementation Programme (CIP), which is co-ordinated on a pan-European scale, and which has already achieved more than 80 % of its targets. The last valid version of this document, designated as 3.0, for the Czech Republic, was approved in July 1997, and the end of Phase 3 is planned for the end of 1998. This programme is being developed continuously to fulfil the concept of ATM - EATMS (European Air Traffic Management System), published by EUROCONTROL on 1 March 1997, and the aims of the strategy of ECAC member states for the next millennium, called ECAC ATM 2000+ Strategy, which was put forward in published form on 1 October 1997, and which follows on from the ECAC strategy for the 1990s.
The basic means whereby the airspace capacity in Phase 3 of the EATCHIP programme may be increased are:
• RNAV - Area Navigation The possibility of equipping aircraft with
RNAV is a basic condition for optimising the routes of air traffic services and reaching the capacity demanded. European states accepted the decision for the completion deadline for the equipping of aircraft with the basic RNAV system. This deadline was 29 January 1998. The next development towards the implementation of PRNAV (Precision RNAV) is now being considered, especially with regards to the cost and acquisition of this system. The final decision over its eventual implementation should be made, at EUROCONTROL level, in 1998. ANS CR, within the programme of its renewal of the infrastructure of ground navigation systems (which was completed in 1996), finished the building up of VOR/DME ground installations. These installations provide evaluation with precision of Required Navigation Performance (RNP) 5 on all ATS routes above FL 125. ANS CR then issued the relevant publication for its use. Compulsory equipping of aircraft with the RNAV system was determined in the document CAA-D-002-09/97.
• FUA - Flexible Use of Airspace
This concept should change the philosophy of permanent allocation (i.e. reservation) of airspace to one group of users, and to enable its operative and flexible use. The advantages of such a principle are obvious. These include improved civil-military co-ordination, increased capacity, and the permeability and efficient separation of civil and military operations. This concept is divided into two phases. Phase 1 of the conception began on 28 March 1996, and Phase 2, which represents total implementation of the concept, was planned for March 1998.
Within the programme of implementation of the FUA concept a ASM Permanent Body was established, having representatives from both civilian and military organisations. Its main aim is to co-ordinate questions related to the organisation of the Czech Republic airspace. For the pre-tactical Level of FUA, an Airspace Management Cell (AMC) unit was established at Praha area control centre (ACC), in accordance with EATCHIP guidelines. The next programme, specified by Phase 2 of the FUA project, is under the direction of the Czech Ministry of Transport, assisted by a team of representatives from ANS CR and from the Armed Forces of the Czech Republic.
• RVSM - Reduced Vertical Separation Minima
This programme, together with the programme for precise altitude measurement, represents a big increase in the capacity and permeability requirements for Upper airspace. In view of the importance of the RVSM programme, EUROCONTROL changed the term of its planned implementation from the year 2003 to 2001. At the 13th Session of the Airspace and Navigation Team (ANT), a further step towards the implementation of RVSM was approved and it was agreed that the decision regarding the implementation of operation schedules was to be made at the 14th session of ANT in November 1997.
Automised reports, sent via communication lines within ATS navigation centres, is another possible contribution to the planned diminishing of the burden faced by air traffic controllers (ATCOs) and so to the increase in the capacity of the system. The automised On Line Data Interchange (OLDI) is being gradually implemented among neighboroughing navigation centres of ATS. Automised communication between aircraft and ATS centres is now being tested, and is expected to be used for flight level clearances, change of frequency, other demands and messages, and confirmation and automatic provision of data regarding speed, wind etc. In April 1997 ANS CR began operation of a new radio-communication system for aircraft-ground connection, completed with work station, at Buchtův Kopec in the Českomoravská Vysočina. An stand-by transmitting centre in the vicinity of Jeneč also forms a part of the above-mentioned system, and due to organizational reasons this centre was removed from the area of the airport. Means for voice communication with recording instruments at the individual airports were also introduced. The renovation of radio-communication systems for regional airports in Brno, Ostrava and Karlovy Vary, became the subject of a study that was updated during 1997 and which concerned the analysis of the range of services offered by those airports.
• Technical support
The automation of routine activities, prediction, conflict detection and automation of decision processes are other elements that will diminish the stress put on ATCOs, and in turn will increase the capacity and the permeability of airspace. Some of the above mentioned elements are being prepared within the scope of EUROCONTROL, the following elements in particular:
o FDP - Flight Data Processing
o ATS Environment and Support Function
o Arrival Manager
o Conflict Detection Tool
o Conflict Alert Tool
o Performance Monitoring Tool
• Satellite navigation
The programme of satellite navigation and its implementation is connected with the efforts of a three- party group created by the European Community (EC), European Space Agency (ESA) and EUROCONTROL to determine a policy for the implementation of satellite navigation that would satisfy all demands, i.e. demands for integrity, availability and reliability. The programme is divided into two parts. It is expected that initial operation conditions for the system will be available in 1999, with its full implementation taking place in 2004. It is expected that ground navigation infrastructures will, however, be used.
ANS CR has actively participated in the drawing up and implementation of EATCHIP policy aims. At the same time, the Company determined its development policy on the basis of statistical evaluation of the density of air traffic. From the results of this study it is obvious that the expected growth in air traffic of approx. 9% in 1997 will linearly decrease until the year 2001 and will be followed by a constant yearly increase of approx. 5%.
To reach the above-mentioned targets, ANS CR has put into operation a number of projects. The project under which the implementation of the Czech Automated Multiradar System (CAMUS) will take place, is divided into two parts and it replaced, during the first phase, the present AIL system. Since 1 August 1993 it has been in use under the name EUROCAT 200. The second phase of the CAMUS project concerned the implementation of a Secondary Surveillance Radar (SSR) on Buchtův Kopec, which is a part of the building-up of a radar detector network in the Czech Republic. Following the reconstruction of a radiolocation point in Buschberg, Austria in 1996, data from this MSSR is being transmitted to our system. The present configuration of the radar detector system will be extended by data from the radiolocation point in Mittelsberg, Germany. During 1996, intensive preparations were made for the implementation of the EUROCAT 2000 system, which was to replace the present EUROCAT 200 system. The deadline for the implementation was initially set for 31 March 1997. However, on the basis of a continual analysis of the capacity and readiness, both on the part of the system and its intended users, the date of implementation had to be postponed and reset for the end of 1998.
At the end of 1996, reconstruction of the aerodrome control tower (TWR) at Praha-Ruzyně Airport began. In addition to the construction of new work-space and workstations for ATCOs, it also includes renewal of the surface movement radar. The reconstructed TWR was put into operation in May 1998 and, at the present time, it presents a new sight to Praha-Ruzyně Airport. The completion of this project enabled the application of new technical systems and the implementation of a Surface Movement Ground Control System (SMGCS) to take place.
The renewal and installation of new radio-navigation systems, carried out in 1996, was essential for the development of the infrastructure of conventional radio-navigation systems. Technological unity in the equipment of en-route and airport navigation was reached as a result. In addition, conditions were created which enabled the centralisation of system management and maintenance through. These conditions were achieved due to help from the centralised radio-navigation group, under the responsibility of the Division of Air Navigation Services, Praha. The life expectancy of the systems enables the possibility of their operational use within the limits of their international protection possibilities.
Automised Airport Systems were introduced at Brno and Ostrava Airports. The new system at Karlovy Vary Airport forms a part of the E 2000 configuration for testing and will be implemented in Karlovy Vary after the testing period.
The means for voice and data communication were upgraded and modified in accordance with the guidelines laid down by the GAREX and CADIN projects. At the same time, operational testing of the NOTAM/OPMET system began; its expected implementation being the beginning of 1998.
The capacity and quality of the transfer network saw great improvement, within the digitalisation programme of the aeronautical fixed service.
Within the scope of the EATCHIP programme, ANS CR considers the field of Safety to be a key-feature. At the end of 1996 preparations began for the determination of ways to create a procedural strategy for this field within the Company. This will also help to create conditions suitable for the implementation of ISO 9000 norms. The Company expects that the Integrated Safety and Quality Management System (ISQMS) programme will be in operation in 1998. ANS CR organises regular meetings with aircraft operators and with the Czech Airports Authority. These meetings help in the exchange of information concerning the above-mentioned subjects; subjects such as information about targets and aims, indication means of, or an appraisal of, the quality and range of services provided by ANS CR. The result of previous meetings is, amongst others, a number of incentives for the future orientation of ANS CR.
ANS CR members are active in various international work groups and committees. Most important is close co-operation with ICAO and EUROCONTROL. The government approved entry of the Czech Republic (represented by former ATCA CR, now by ANS CR) into EUROCONTROL on 9 November 1994 (resolution no. 633/94) and the Czech Republic became a regular member of EUROCONTROL on 1 January 1996. | aerospace |
https://www.itworldcanada.com/post/flight-delays-continue-at-manilas-ninoy-aquino-international-airport-after-technical-glitch | 2024-04-17T14:45:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817158.8/warc/CC-MAIN-20240417142102-20240417172102-00840.warc.gz | 0.92966 | 333 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__162494481 | en | On New Year’s Day, panic surfaced in the Philippines after a serious power cut disrupted air traffic control at the country’s largest airport, disrupting hundreds of flights and stranding tens of thousands of travelers in the Southeast Asian hub.
A power outage caused the airport’s traffic management system to go down for several hours on Sunday, affecting over 65,000 passengers. The issue began on Sunday morning, when the Air Traffic Management Centre, which monitors all flights in Philippine airspace, lost communication, radio, radar, and internet due to a power outage.
When technicians attempted to bypass the damaged UPS, they sent 380 volts into the system rather than the intended 220 volts, frying the terminals that receive satellite data from airplanes and air traffic management systems.
According to the Civil Aviation Authority of the Philippines (CAAP), the power outage originated in the electrical network of the Communications, Navigation, and Surveillance/Air Traffic Management (CNS/ATM) system. Of course, uninterruptible power supplies (UPS) exist to prevent situations like this from occurring, but neither of the system’s two backup power supplies worked.
The glitch not only delayed passengers arriving and departing from Manila, but it also disrupted the Manila Flight Information Region (FIR), which covers the entire Philippines. All commercial flights leaving the country’s airspace were rerouted as a result.
Jaime Bautista, the country’s Transport Secretary, apologized for the inconvenience, saying the air traffic control system would be upgraded immediately and a backup system would be installed.
The sources for this piece include an article in TheRegister. | aerospace |
https://www.cuindependent.com/2007/04/10/conference-on-world-affairs-up-up-and-way-away-from-here/ | 2023-11-30T01:50:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.15/warc/CC-MAIN-20231130000127-20231130030127-00364.warc.gz | 0.970469 | 831 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__289311617 | en | A new, more efficient way to explore outer space
Forget the shuttle, a space elevator is the new solution for travel to outer space.
At least, that’s what Michael Laine, president and founder of LiftPort Inc., proposed during his Tuesday presentation at the Conference on World Affairs. In his presentation, Laine outlined the benefits, costs and feasibility of building an elevator to space.
“This is my very favorite topic. I could talk forever about it,” Laine, who was limited to an hour for his presentation, said.
The space elevator Laine and his associates at LiftPort envision is not some Tower of Babel, no behemoth structure requiring massive amounts of material to construct from the ground up. Rather, Laine likened the idea to a ribbon that would only be 15 feet wide and would essentially be a gigantic tether for the rockets needed to begin the project.
The space elevator would begin as a 62,000 mile “ribbon” made of carbon nanotubes, and would be brought into space by four rockets. It is predicted to take three months for the ribbon to drop from space to Earth, where it would be attached to a 600 feet by 900 feet ship in the Pacific near the equator. Initially, the ribbon would be made up of just one small strand of carbon nanotubes, which, though currently still in the laboratory phase, are among the strongest of materials in the world. A series of other ribbons would then be sent up the original strand until the width of 15 feet was obtained.
Though attached to the ship, the ribbon would not need any support in space, since the sheer size of the ribbon would act as a counterweight to itself.
The actual elevator system would be a series of cars that would run up and down the ribbon.
Laine argued that a space elevator would be a much more efficient way to transport people and materials to outer space. He said that while it costs $118 billion to build a space shuttle, and $1 billion per shuttle flight, the space elevator would only cost approximately $10 billion, and each trip would cost $400. He also pointed out that the space elevator could be operational every day, whereas the shuttle system takes much longer between flights.
Laine also maintained that travel to other areas of outer space would be made much more efficient by use of a space elevator. He said that instead of wasting most of a space craft’s payload on fuel used to simply break Earth’s atmosphere, that the fuel payload could be used for space travel only. By using the space elevator as a slingshot, or at least a starting point outside of the Earth’s atmosphere for space craft, massive amounts of energy could be saved.
According to Laine, the actual elevator system could be powered by solar panels placed outside of the Earth’s atmosphere. The energy collected by these panels could also be used to power locations throughout the Earth.
This project, however, is still in its very early stages, and skepticism is afoot.
Eric Baer, a sophomore majoring in engineering, said that, although he thought it was a great idea, the carbon nanotube technology needed to complete the project is no where near ready for such massive use. Baer also took issue with Laine’s timeline of 24 years to complete the project.
“Time projections for the project are way off,” Baer said.
Howard Peck, a Boulder resident, was more optimistic. In Peck’s opinion this was a much more feasible plan for travel to space than continuing to use the current shuttle technology. He said, though, that there are still some technological blocks that need to be overcome first.
Laine also recognized that massive technological feats will be involved in the success of this project.
“There are some really challenging problems that may not be solvable,” Laine said.
Contact Campus Press Staff writer Jon Swihart at Jonathan.Swihart@colorado.edu. | aerospace |
https://hamiltonwingo.com/practice-area/aviation-litigation/ | 2023-09-30T19:57:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510707.90/warc/CC-MAIN-20230930181852-20230930211852-00295.warc.gz | 0.940297 | 412 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__16133478 | en | Although air travel is relatively safe when compared to travel by automobile or train, aviation injuries do occur. Aviation injuries may be as minor as a twisted ankle suffered in attempting to reach the bathroom, as severe as serious head injuries during air turbulence, or even death in a plane crash. There’s a reason behind every accident – whether it’s improper maintenance, defective equipment or machinery, reckless behavior, pilot error, or tower miscommunication, it’s our job to take a hard look at what happened and determine if it was preventable.
Aviation accident law covers both major air carrier and general aviation accidents. General aviation includes all non-commercial aircraft, including small planes, jumbo business jets, charter flights, pleasure crafts, helicopters, and hang gliders.
The most common causes of both major carrier and general aviation accidents include:
- Pilot error;
- Faulty equipment;
- Federal Aviation Administration regulations violations;
- Structural or design problems;
- Negligence of Flight Service Station employees;
- Negligence of Federal Air Traffic Controllers; or
- Negligence in a third party’s selection of a carrier
Aviation litigation is complex and involves many potential theories of liability under state, federal, and international law. There are several potential defendants to choose from, and a number of different courts in which a trial may take place. In order to hold someone legally responsible for an aviation accident, it is our job to prove the person responsible failed to meet an industry-standard related to the operation of the aircraft, engineering, or specific regulatory issues. That’s where we come in. We work hard to make sure those who made decisions that lead to catastrophic injuries and deaths are held accountable.
If you or someone you know has been injured or killed in an aviation accident, call us today to find out about Hamilton Wingo’s deep aviation litigation experience and our passion for protecting our clients. We have the experience and knowledge necessary to represent your claim. | aerospace |
https://www.14news.com/2022/09/20/evansville-wartime-museum-celebrating-warbird-event-4-vintage-planes-arriving/ | 2022-09-25T01:33:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334332.96/warc/CC-MAIN-20220925004536-20220925034536-00157.warc.gz | 0.948847 | 414 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__140139803 | en | Evansville Wartime Museum celebrating Warbird Event with 4 vintage planes
EVANSVILLE, Ind. (WFIE) - The Evansville Wartime Museum celebrated another Warbird Event with the arrival of four vintage planes.
Museum officials say that a B-29 Super-fortress, a B-24 Liberator, a P-T-17 Boeing Stearman and President Eisenhower’s 1955 twin-engine Air Force One arrived at the museum on Petersburg Road.
They say the Air Force One plane was actually the first and smallest plane to ever be used as Air Force One.
Chairperson for Events Committee Dona Bone says these planes were important in the war effort.
”We’re all about the history of Evansville’s contribution to the war effort throughout the years and these four planes played a big role in that,” Bone said. “Big chunks of history and we’re glad that the folks here in Evansville will have a chance to come out here and check them all out.”
The community gathered at the museum on Thursday to see a piece of history. Some purchased tickets to take a ride in one of the planes, but most just stood by to watch the warbirds take off.
Curt Parker says he is a huge fan of airplanes and especially military aircraft. Parker has members in his family who served in World War II, so these planes are extra specials to see.
“These are living pieces of history that you just don’t see every day and the fact that they are meticulously cared for,” Parker said. “You know these guys that take care of these planes bring them out. They look like they just got out of the factory and they’re really just something to see. It’s very awe-inspiring.”
After their stop in Evansville, the planes will next be headed to Little Rock, Arkansas.
Copyright 2022 WFIE. All rights reserved. | aerospace |
http://www.gamingnexus.com/Article/Saitek-Cyborg-Evo-Force/Page3/Item614.aspx | 2014-04-24T08:54:47 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1398223206118.10/warc/CC-MAIN-20140423032006-00252-ip-10-147-4-33.ec2.internal.warc.gz | 0.971438 | 672 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__24321522 | en | As I frantically searched for the grass strip through the thick, morning haze, my hand started to sweat on the joystick. I cursed my flight commander, who had assigned me to fly today's dawn patrol despite the weather-guessers forecast for haze and fog. While I love flying the old Tiger Moth, it is by no means equipped for this kind of scud running. With a wary eye on the ever lowering fuel gauge, I began to wonder if I was going to have to put the kite down in whatever open space I could find. Just as I had given up any hope of finding the landing field, the rotating beacon broke through the clag. I yanked the bird into a tight spiral, trying to keep the field in site. As I lined up into the wind, I reduced the power to start a steep descent. At the last minute, grass blurring by on either side of me, I pulled back the stick into a gentle flare, and breathed a huge sigh of relief as I felt the rumble of the wheels kissing the grass through the joystick.
The plane I was flying was a Tiger Moth in Microsoft Flight Sim 2004. The joystick that shook in my hand to welcome me back from my harrowing flight was Saitek's new Cyborg EVO Force PC Flight Stick. Having used force feedback steering wheels for years, I was very interested in seeing if they would offer the same level of improvement to flight sims that they do to racing sims.
The answer is: depends on the sim. I found that the Saitek added very little to some of the sims I tried it on, but added quite a bit to Microsoft FS2004. My previous stick, the Saitek X45, suffered from having too great of a center breakout force. When doing any kind of precision flying, helicopters in particular, you need to be able to move very easily in the center of the throw, and have increased resistance as you move towards the outer limits. The X45 was very stiff in the center, causing it to be almost useless for the precision realm. The EVO Force doesn't have that problem. The center breakout force is very light, but force increases as you move towards the outer fringes. One benefit of force feedback is that the resistance can vary depending on what you're doing with the plane. Put it into a screaming dive, and as the speed increases the resistance to the flight controls will increase. Slow it down to nearly a stall, and the resistance will decrease. The Saitek was fairly good at this, but the total available resistance wasn't enough to really "sell" the effect.
That said, the special effects such as the vibration on takeoff and landing do add significantly to the believability factor, especially during takeoff and landing. There is a feeling a plane gets just before it lefts off that can best be described as "being very light on the wheels." As a pilot, you know that when you feel that the wheels are just barely in contact with the ground the plane is ready to fly. You also know on landing when the plane is truly down to stay, or when you're still carrying too much speed to hit the brakes without skidding the tires. The Saitek physically communicated both situations very well.
Page 3 of 2 | aerospace |
https://ukseds.org/2013/11/galaxy-zest/ | 2023-12-10T23:13:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102697.89/warc/CC-MAIN-20231210221943-20231211011943-00140.warc.gz | 0.863957 | 145 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__306990531 | en | Sheffield SEDS (ShefSEDS) space enthusiasts have started a regular “light-hearted space caper for all outer space enthusiasts”.
Listen to the first installment here.
In the first part of the show, the Galaxy Zest presenters discuss the Mars One space programme and the technical, monetary and ethical challenges it faces. In part 2, they look at some of the innovative work of the private space companies such as the Dutch – Copenhagen Suborbitals and the British – Reaction Engines and the work they’re involved in.
Tune in on Sundays at 7pm at http://forgetoday.com/radio/show/galaxy-zest/ | aerospace |
https://www.jatm.com.br/jatm/article/view/1167 | 2022-08-09T08:09:18 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570913.16/warc/CC-MAIN-20220809064307-20220809094307-00398.warc.gz | 0.910382 | 337 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__119734309 | en | The Aircraft Choice Based on the Aircraft Take-Off Runway Length Requirement
Keywords:Air transportation, Airline fleet planning, Runway length
AbstractThe choice of fleet by a given airline must consider different elements associated with both the aircraft and the airports to be operated, making it necessary a method to assist the aircraft choice process. This study assesses the takeoff runway distance requirement of different aircraft models and compares the requirement to the take-off runway distance available at a group of airports. Using the Herfindahl–Hirschman index (HHI), the methodology consider the analysis of takeoff runway length available on 80 Brazilian airports and compared it to the take-off distance required for 108 combinations of aircraft model, engine model and flight range, considering the take-off performance of the aircraft models with maximum payload weight. In total, 536 routes of four Brazilian airlines has been adopted to simulate the most profitable operating scenario. The result presents the take-off performance of different aircraft models and allows a performance comparison between them. In addition, this research investigates which is the most common flight range in Brazil, and what influence it exerts in the aircraft take-off performance, and contributes to a better match between the aircraft used and the airport operated in fleet optimization
This work is licensed under a Creative Commons — Attribution 4.0 International — CC BY 4.0. Authors are free to Share (copy and redistribute the material in any medium or format) and Adapt (remix, transform, and build upon the material for any purpose, even commercially). JATM allow the authors to retain publishing rights without restrictions. | aerospace |
http://www.envirosagainstwar.org/2015/10/29/washington-set-to-spend-80-billion-to-build-new-bombers/ | 2023-09-22T15:49:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506420.84/warc/CC-MAIN-20230922134342-20230922164342-00330.warc.gz | 0.941091 | 1,934 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__297021437 | en | Rick Clough, Anthony Capaccio, and Julie Johnsson / Bloomberg & David Axe / Quartz – 2015-10-29 01:41:08
Northrop Gets Defense Lifeline in $80 Billion Bomber Contest
Rick Clough Anthony Capaccio Julie Johnsson / Bloomberg
(October 28, 2015) — Northrop Grumman Corp., shut out of prime contracts for US warplanes since the B-2 in the 1980s, won a Pentagon sweepstakes valued at as much as $80 billion to build the Air Force’s Long-Range Strike Bomber.
In beating a team of Lockheed Martin Corp. and Boeing Co., Northrop overcame the world’s two largest defense contractors and secured a financial lifeline stretching into the 2020s. The plane, still highly classified after years of planning, will be the military’s first new bomber since the Cold War and one of the biggest US weapons systems of the next decade.
“There was a David and Goliath situation going on,” said Richard Aboulafia, an analyst at consultant Teal Group. “This is disappointing for Lockheed Martin, pretty bad for Boeing, but transformational for Northrop Grumman. They go from being a collection of operating units to a first-tier prime with a strong central core.”
Northrop surged to a record high Wednesday, extending a rally that began when the Defense Department announced the award late Tuesday after the stock market closed. Drexel Hamilton LLC raised its recommendation to buy from hold, a boost for the lowest-rated company among top Pentagon contractors, based on data compiled by Bloomberg.
The new plane will join the B-2 and is due to be deployed in the mid-2020s as the successor to the 37-year-old B-1 and the Eisenhower-era B-52. The Air Force wants a durable, stealthy aircraft that can fly deep into enemy territory to attack hidden or mobile targets.
What that plane will look like is still unknown, at least to the public. A Northrop commercial during the Super Bowl subtly tried to link its jet — shown as a shrouded flying-wing shape — to past aviation glories such as the B-2, which entered service in 1989. But there has been no indication whether the new jet will resemble that shape or some other design.
Northrop’s proposal is “the best value for our nation,” Air Force Secretary Deborah Lee James said at a news conference at the Pentagon.
Based on figures released Tuesday, which exclude the cost of any related future military construction, the bomber program calls for spending $23.5 billion in development plus $56 billion on procurement, or about $564 million for each bomber in 2016 dollars.
“Northrop has won ‘the’ military aircraft award of the decade, and assuming that it goes to plan this will be a key driver of revenue growth for at least the next 10 years,” Robert Stallard, an RBC Capital analyst, said in a note to clients.
Stallard estimated that the program could add about $1 billion in annual revenue starting in 2018. Howard Rubel, an analyst with Jefferies LLC, projected that the plane could account for as much as 10 percent of Northrop’s sales — 2014’s total was $24 billion — within a few years.
Northrop’s “legacy experience with the B-2 helped them understand what was required,” Rubel said in a telephone interview. The company also has major contracts building drones with advanced technology for the military.
Northrop climbed 5.5 percent to $190.45, an all-time high, at the close in New York. Boeing fell 0.4 percent and and Lockheed declined 0.9 percent.
Lockheed and Boeing could choose to protest the award, which typically must happen within two weeks, according to Nick Taborek, an analyst with Bloomberg Intelligence. Given the years of research that went into the decision, the chances of overturning it “are likely even slimmer” than the usual 4 percent success rate, Taborek said Tuesday in a report.
The plane also was of less-urgent financial consequence to Lockheed, the builder of the F-35 fighter, and Boeing, the commercial-and-defense giant whose military programs include the KC-46 tanker. However, Boeing is working to find new military contracts to replace its F-15 and F/A-18 fighter jet manufacturing, which is approaching the end of production, said Aboulafia, the Teal Group analyst.
Boeing and Lockheed were “disappointed” by the Pentagon’s choice, the companies said in a joint statement. “We will have further discussions with our customer before determining our next steps.”
Northrop’s bomber will employ a family of secret, strike technologies including munitions; sensors needed to find targets; jamming capabilities to suppress enemy radar; and communications able to survive the electromagnetic pulses from nuclear detonations. The first planes will be piloted and outfitted with conventional weapons, followed by a version that can carry nuclear arms. A drone version may follow.
Also still secret: subcontractors such as engine suppliers. Citing national security concerns, the Pentagon said they wouldn’t be identified. The Air Force did disclose on Tuesday that Congress has appropriated $1.9 billion since 2011 on projects to reduce the risks of some technologies to be used in the aircraft.
The Pentagon’s announcement came on the eve of Northrop’s third-quarter financial results on Wednesday. The Falls Church, Virginia-based company boosted its 2015 profit forecast and reported quarterly earnings that beat analysts’ estimates as sales rose in three of its four divisions.
“As the company that developed and delivered the B-2 Spirit stealth bomber, we look forward to providing the Air Force with a highly-capable and affordable next-generation Long-Range Strike Bomber,” Chief Executive Officer Wes Bush said in a statement. “Our team has the resources in place to execute this important program, and we’re ready to get to work.”
Three main issues helped drive the government’s decision: Costs were given the same weight as payload and range for the competing designs, said Loren Thompson, a defense analyst with the Lexington Institute. Boeing and Lockheed have contributed to the institute.
The price tag per plane would soar if far fewer aircraft are built than the fleet envisioned by the Pentagon. Costs for the B-2 skyrocketed to $2.2 billion apiece as a projected fleet of 132 bombers was slashed to 21 after the Cold War ended.
This Is Why the US Is Spending
$80 Billion on a New Long-range Stealth Bomber
David Axe / Quartz
(October 27, 2015) — A key component of US military power is to get a major upgrade. Pentagon officials said Tuesday that Northrop Grumman will build up to 100 new long-range stealth bombers for the Air Force, at a cost of $79 billion. It’s arguably the most important US military initiative in years.
Details of Northrop’s bomber design remain classified, but experts agree on what is required. “Stealth, a payload capacity of approximately 20,000 pounds and a range of 4,000 to 5,000 nautical miles,” according to Mark Gunzinger, an analyst at the Center for Strategic and Budgetary Assessments in Washington, DC.
Those capabilities, combined with a network of overseas bases, will allow the US to maintain an important advantage over military rivals. Russia and China have long-range bomber capabilities, but neither can match the reach and sophistication of the US program, which can reliably hit targets anywhere in the world.
The Pentagon is counting on the new bomber’s radar-evading design, which should allow the aircraft to penetrate the sophisticated air defenses that Russia and China are deploying in growing numbers. The bomber will also be capable of carrying nuclear weapons, giving it value as a strategic deterrent.
Northrop will build 21 bombers by 2025 and the remaining 79 over the following decades. Pentagon accountants estimate each bomber will cost $790 million, including development costs. That’s actually pretty cheap. The Air Force’s last bomber, the B-2, set taxpayers back around $2 billion for each of 21 copies.
Northrop was widely expected to win. Having built the B-2, the company has more recent bomber experience than rivals Lockheed Martin and Boeing. Northrop has also developed a small, stealthy robotic bomber prototype for the Navy.
General Mark Welsh, the Air Force chief of staff, praised Northrop’s design during the announcement. “Its range, survivability and payload flexibility will ensure we can execute our global power mission.”
You can follow David Axe on Twitter @daxe.
Posted in accordance with Title 17, Section 107, US Code, for noncommercial, educational purposes. | aerospace |
https://tuoitrenews.vn/business/28580/vietnam-airlines-boeing-7879-to-appear-at-france-airshow-before-midyear-delivery | 2019-03-23T23:17:10 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203093.63/warc/CC-MAIN-20190323221914-20190324003914-00331.warc.gz | 0.925919 | 603 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__78465307 | en | Vietnam Airlines will have its new Boeing 787-9 Dreamliner perform demonstration flights at an airshow in France next week before the official delivery scheduled for the middle of this year, the national flag carrier said Monday.
The 787-9 Dreamliner, one of the newest flagship jetliners of the U.S. planemaker, will attend the 51st Paris Air Show, running from June 15 to 21, at Paris-based Le Bourget, Vietnam Airlines said in a press release.
Each demo flight will last for around 10 minutes and is intended to showcase the Boeing jetliner bearing the airline’s distinctive blue and gold lotus livery to the world.
It will be the first time Boeing has launched demo flights with a 787-9 Dreamliner customized by an airline client, and also the maiden showcase of Vietnam Airlines’ new brand recognition at one of the world’s largest airshows, according to the flag carrier.
The Vietnamese national carrier unveiled its new brand designs, including new uniforms for its pilots and cabin crews, in March.
Vietnam Airlines’ 787-9 Dreamliner is scheduled to leave Paint Field Airport in Washington on June 10 for Paris, and return to the U.S. on June 19 for a passenger flight before being officially delivered to the carrier by the end of this month.
The Vietnamese airline will first use the new jetliner for the Hanoi – Ho Chi Minh City service, so that its domestic customers can experience flying with the Boeing flagship Dreamliner.
The first international service to use the new aircraft will be the Vietnam (Hanoi and Ho Chi Minh City)-London Heathrow route, according to Vietnam Airlines.
Once the Boeing 787-9 is added to its fleet, Vietnam Airlines will run a pilot program to equip the business class section of the aircraft with free Wi-Fi service to better serve passengers.
With a fuselage stretched by six meters over the 787-8, the 787-9 can fly more passengers and more cargo farther with the same exceptional environmental performance, 20 percent less fuel use and 20 percent fewer emissions than the airplanes they replace, according to Boeing.
Vietnam Airlines is also expected to receive a new Airbus A350 XWB, which completed its first flight in Toulouse on June 1, by the end of this month, it said in a separate press release on Wednesday last week.
The airline will thus become the first airline in Asia to operate the latest Boeing 787-9 and Airbus A350 XWB at the same time, the carrier said, adding it is also the second carrier in the world to fly the Airbus flagship aircraft.
Vietnam Airlines will acquire 14 A350 XWBs, including ten on order from Airbus and four under lease agreements.
The carrier will operate its A350 XWB fleet on premium long haul routes, beginning with services between Hanoi and Paris. | aerospace |
http://www.mycockpit.org/forums/showthread.php?t=18767 | 2016-10-28T10:13:19 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988721606.94/warc/CC-MAIN-20161020183841-00499-ip-10-171-6-4.ec2.internal.warc.gz | 0.69802 | 222 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__170590551 | en | Thread: What Flight Planner do you use?
12-27-2009, 04:50 AM #1
- Join Date
- Dec 2007
What Flight Planner do you use?
What Flight Planner are you using in FSX ?I'm using Flight sim Commander,
great program except it is designed to be displayed on a separate screen.Not like FS Nav in FS9 where a key stroke controls the display,so a switch can
be programmed to bring it up.How do other programes work?
By Tomlin in forum Cockpit Software: MiscellaneousReplies: 14Last Post: 08-19-2008, 10:30 AM
By autocadplease in forum PM General Q & AReplies: 2Last Post: 02-02-2008, 12:46 PM
By Westozy in forum General Builder Questions All Aircraft TypesReplies: 3Last Post: 01-19-2008, 03:09 PM
By Airbus RSS News Feed in forum Airbus DiscussionReplies: 0Last Post: 12-28-2006, 05:41 AM | aerospace |
https://www.spis.org/community/reference-documents/ | 2023-12-04T06:32:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100525.55/warc/CC-MAIN-20231204052342-20231204082342-00258.warc.gz | 0.892323 | 419 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__317709278 | en | This section gathers a large set of reference documents relative to the spacecraft-plasma interactions and spacecraft charging thematic, including open-access papers, conference proceedings, PhD manuscripts.
To submit a new reference document, please contact the SDAB manager.
Standards and handbooks
The European Cooperation for Space Standardization ECSS standards:
- ECSS-E-ST-20-06C-Rev.1-DIR1 (22 March 2018) ‘Space engineering – Spacecraft charging’ (18 April – 15 June 2018)
- ECSS-E-ST-10-04C – Space environment (15 November 2008)
Other space environment related Web sides
Spacecraft Charging Technology Conference Archives
This compilation of archives of past Spacecraft Charging Technology Conference is the result of participant feedbacks during the 8th Spacecraft Charging Conference in 2003. Many from industry, academic, government and international organisations expressed their interest in having a “quick access” to all the information available.
A Conference Program, NASA’s Space Environment and Effects (SEE) set out to develop this page for the community. The SEE Program would like to acknowledge the following organizations for sponsoring the past conferences as well as the ones currently active in the community.
The SEE Program would also like to especially acknowledge The New Economy Institute for compiling and formatting the content of this disk.
Archives of the proceedings of Spacecraft Charging Technology Conferences:
- 1st spacecraft charging conference, Colorado, USA, 1976
- Other repository: NASA Technical Reports Server
- 2nd spacecraft charging conference, 1978
- 3rd spacecraft charging conference, 1980
- 4th spacecraft charging conference, 1983
- 5th spacecraft charging conference, 1989
- 6th spacecraft charging conference, 1998
- 7th spacecraft charging conference, 2001
- 8th spacecraft charging conference, 2003
This mirror is hosted by Artenum in the frame of SPINE community. The original and official version is hosted by the Space Environment and Effects (SEE) program. | aerospace |
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