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https://www.wired-gov.net/wg/news.nsf/articles/Military+Aviation+Authority+MAA+transformation+of+the+design+and+airworthiness+requirements+for+service+aircraft+Defence+Standard+00970+14052019121500?open | 2019-11-19T02:02:09 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496669967.80/warc/CC-MAIN-20191119015704-20191119043704-00381.warc.gz | 0.942054 | 1,556 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__140474065 | en | Ministry of Defence
Military Aviation Authority (MAA) transformation of the design and airworthiness requirements for service aircraft (Defence Standard 00-970)
As the early pioneers of powered flight discovered, often to their peril, several fundamental aircraft design rules were key to a safe flight.
As the early pioneers of powered flight discovered, often to their peril, several fundamental aircraft design rules were key to a safe flight. These rules, derived from the successes and failures of different design philosophies, were crucial to improving both the safety and capability of subsequent designs, which was of particular importance during the period of the two World Wars. Whilst this evolving design knowledge was initially captured solely by the aircraft manufacturers, it was formalized for the first time in 1916 by the Royal Aircraft Factory’s ‘Design Requirements’ 6-page pamphlet. Only two years later, aircraft design knowledge had developed sufficiently enough for the Ministry of Munition’s Technical Department (Aircraft Production) to issue their ‘Handbook of Strength Calculations’ (Handbook 806), a set of aircraft design standards that formed the genesis of today’s ‘Design and Airworthiness Requirements for Service Aircraft’ (Defence Standard 00-970 (DS970)) and spawned aircraft certification standards across Europe, North America and Australia. This evolution continues with the single largest update to the design and airworthiness requirements for Service aircraft since the inception of DS970 in 1983.
Royal Navy Fairy Swordfish.
The need for change
The MAA maintains the position that DS970 is the benchmark design and airworthiness standard for UK military air systems and, through regulation, should be used as the primary certification code. DS970 has evolved via various standards over a period of 100 years and contains airworthiness and safety information developed from a range of sources, including accident investigations, research and development. As such, this important body of airworthiness and safety requirements should be considered during the certification of all UK military air systems. However, over time, the safety and airworthiness requirement elements of DS970 have become diluted by information and requirements that do not contribute directly to airworthiness. Additionally, while civilian certification standards continued to be updated to reflect evolving aviation technology, DS970 stagnated, resulting in the erosion of both its relevance and credibility.
Several alternative mechanisms to support certification were reviewed and concluded that the UK MOD should continue to own an aircraft certification standard, but that it should be redeveloped and transformed into a specification more suited to certification. To achieve this, DS970 would refer to civil European certification specifications where these could be shown to be suitable in the military context. Thus, the transformed DS970 would solely contain those airworthiness and safety requirements which were necessary for military purposes.
The redevelopment of DS970 is being undertaken through a transformation project that will deliver a document that is focussed on airworthiness outcomes and better suited for use in certification; it refers to internationally recognised airworthiness codes which have additional ‘military deltas’ applied where necessary. Feedback from both the regulated community and industry highlighted the need to retain the existing DS970 3-column format, clearly identifying Requirements, Compliance, and Guidance, as this was preferred over the approach adopted by the European Aviation Safety Agency (EASA) in their Certification Specification (CS).
Those requirements of DS970 identified as certification-related will be reviewed against comparable requirements in the appropriate EASA CS. Any requirements not considered to be adequately addressed by appropriate civil specifications will be retained as military deltas and, where necessary, re-written to focus on airworthiness and safety outcomes. An important contribution to the success of this project is the application of suitably qualified and experienced resources, as well as a high level of stakeholder involvement in the review and endorsement of these requirements. In particular, due to the complexity of the requirements and the need for specific skills and knowledge, the use of Design Organisation subject matter expertise will be crucial to the development and endorsement of the transformed DS970.
Joint Service Lockheed-Martin F35B Lightning II.
Despite commencing in 2017, the size and complexity of the DS970redevelopment project means that it will take approximately 3 years to complete. The incremental approach being adopted generates one transformed DS970 Part per year. Accordingly, the transformation of DS970Part 7 (Rotorcraft) was completed in June 2018 and has been quickly adopted by Defence Equipment & Support (DE&S) Delivery Teams (DT) for the certification of new helicopters in conjunction with EASA CS29. The transformed DS970 Part 1 (Fast Jet Air Systems) will follow later this year. This outcome will mark the completion of the major elements of the transformation activity. It should be noted that DS970 Part 5 (Large Type Aeroplanes) and Part 3 (Small and Medium Aeroplanes) were partially transformed and published in 2015 and 2016 respectively as a precursor element to the main project. However, these same DS970 Parts will be given a further update, alongside Parts 9 (RPAS) and 13 (Common Military Equipment), as the final element of the project, following the completion of DS970 Part 1.
The DS970 transformation project represents one of the largest single projects undertaken by the MAA. The project involves the MAA’s Certification Division, DE&S Airworthiness Teams and industry partners, all collaborating to deliver a suite of transformed design and airworthiness requirements that will remain relevant and credible for future generations of UK military air systems.
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https://www.custom-drones.com/what-does-drones-stand-for | 2024-02-28T05:35:11 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474697.2/warc/CC-MAIN-20240228044414-20240228074414-00747.warc.gz | 0.945266 | 136 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__36963927 | en | The verbs make a continuous, low humming sound. Expert in navigation aimed at defense and rescue.
Unmanned aerialvehicles (UAVs) are aircraft without crew or passengers on board. They can be automated “drones” or remotely piloted vehicles (RPV).
UAVs can fly for long periods of time at a controlled level of speed and height and play a role in many aspects of aviation. The future of aviation is here. The FAA works with industry and communities to promote drone operations and integrate them into national airspace. Whether you're flying for fun or for work, get the rules, resources and tools to help you fly safely. | aerospace |
http://www.advancedimagingpro.com/web/online/Industry-News/GeoEye-Selects-Lockheed-Martin-to-Build-Satellite-System/3$6516 | 2017-04-24T22:55:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119995.14/warc/CC-MAIN-20170423031159-00463-ip-10-145-167-34.ec2.internal.warc.gz | 0.925667 | 358 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__234415132 | en | How do you think the new GigE standards will influence the machine vision industry?
Respond or ask your question now!
Lockheed Martin Space Systems Company (Bethesda, Md), a core business area of the Lockheed Martin Corporation (NYSE: LMT), announces that it has been selected by GeoEye Inc. (Dulles, Va.) to build the company's next-generation, high-resolution Earth imaging satellite system known as GeoEye-2. Financial terms are not being disclosed at this time.
Lockheed Martin has begun start-up activities and procurement of long-lead components to support the earliest possible launch date for GeoEye-2. This effort will lead to a contract award for the design, engineering and manufacturing of the satellite and the associated command and control system.
Lockheed Martin Space Systems, a world leader in the most advanced space-based systems for government and commercial customers, designed and built the world's first commercial, high-resolution, Earth-imaging satellite, IKONOS, which has been providing 0.82-meter ground resolution imagery to GeoEye's customers around the globe for more than a decade.
These map-accurate images are used for applications in national security, environmental monitoring, state and local government, disaster assessment and relief, land management and for many other geospatial applications.
"GeoEye and Lockheed Martin have had a long and productive partnership since building and launching the first commercial remote sensing satellite," said Joanne Maguire, executive vice president, Lockheed Martin Space Systems. "Our GeoEye-2 solution will leverage our strong government and commercial satellite system expertise and focus on operational excellence and mission success to provide GeoEye with another world-class, high-performance spacecraft for its customers." | aerospace |
http://www.verycoldscience.com/will-the-42000-starlink-satellites-threaten-the-safety-of-the-space-station/ | 2024-04-14T14:17:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.72/warc/CC-MAIN-20240414130604-20240414160604-00311.warc.gz | 0.931257 | 1,452 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__150658010 | en | On April 29, 2021, the “Tianhe” core module was successfully launched into orbit, officially starting the construction of the Tiangong space station. On the same day, Musk’s SpaceX launched 60 satellites. So far, the number of satellites in the low-Earth orbit satellite chain has increased to 1,438; on May 4, the satellite chain plans to launch 26 batches of satellites, increasing the total number of satellites in orbit to 1,498. Pieces.
Since the first artificial satellite was launched in 1957, humans have launched a total of 9,000 satellites and spacecraft. So far, there are about 6,000 in orbit, and SpaceX’s star chain accounts for nearly a quarter. This is not over yet, because the total number of Musk plans to launch is 42,000, which is far beyond your imagination!
Starlink has a total of 42,000 satellites
The sky looks very open. When talking about the risk of satellite collisions, some friends always use this analogy: Disperse 42,000 people on the surface of the earth, can they see each other?
The surface area of the earth is about 510 million square kilometers. If 42,000 people are evenly distributed on the surface of the earth, each person can occupy 12,143 square kilometers, which means that one person can be divided into two Shanghai cities. So some people came to the conclusion: the sky is so big and the satellites are distributed in orbits of different altitudes, it is unreasonable to worry about satellite collisions.
Sounds reasonable, doesn’t it?
Man and earth
One thing these friends overlooked is that unlike people on the ground, all satellites in the sky are moving at high speeds. The speed of low-Earth orbit satellites is roughly above 7.66 km/s, and they will crash if they fall below this speed. People walking on the street can easily keep a distance from each other. Cars on highways need to keep a distance of more than 100 meters, and satellites fly at 23 times the speed of sound. Their range of influence also expands exponentially, and they will collide if they are not careful. on. The price of communication satellites can be hundreds of millions at every turn, and the cost of the space station starts at tens of billions. There are astronauts in it, so you can’t afford to hit it!
Space collision is devastating
A famous satellite collision event in history dates back to February 10, 2009, when the U.S. Iridium-33 collided with Russia’s scrapped communications satellite Kosmos-2251 sideways at an altitude of 789 kilometers, resulting in tens of thousands of collisions. There are still more than 1,500 fragments flying in the sky so far.
In March 2021, the disintegrated US meteorological satellite NOAA-17 and our Yunhai-1 02 satellite successively disintegrated. The reason is unknown. Some analysts believe that these two events may be caused by space junk.
Does Musk’s Starlink have collision problems? In August 2019, the European Aviation Agency discovered through telemetry that their “Aeolus” earth observation satellite and Starlink 44 satellite orbit and there is a possibility of collision, SpaceX refused to adjust the orbit of Starlink 44, and finally forced ESA to change the “Aeolus” Fly orbit to avoid American satellites.
“Aeolus” dodges the star chain-44 stars
Although the probability of two satellites in the sky colliding is not high, it is more likely that they will pass by each other, but no one is foolish enough to take their own satellites worth several hundred million to bet against millions of small satellites. Therefore, it is better to consume fuel to shorten the lifespan than to avoid the probability of one in 100,000.
So, under normal circumstances, is it possible for the Starlink satellite to meet the Tiangong space station?
According to public information, the orbital height of the Tiangong Space Station’s official operation is about 400 kilometers and the orbital inclination is 45.1°. The reason why most space stations choose this height is mainly because of its economy: the air resistance here is small enough, it is protected by the geomagnetic field, and it is convenient to transport people and materials, and it is easier to observe the earth.
Musk’s first batch of Starlink satellites were mainly deployed in a near circular orbit with an inclination of 550 kilometers from the ground and basically maintained a safe distance from the space station. Under normal circumstances, Starlink satellites will not pose a threat to the space station.
Starlink’s first “orbital shell”
In the past two years, as many as 67 Starlink satellites have departed from orbit. With the increase in the number of SpaceX launches, more satellites will fail and fall every year. These satellites will inevitably invade the space station orbit during their downward movement, which will cause damage. The operation of the space station poses a threat.
Compared with direct impacts, scientists are more worried about the emergence of a scenario called “Kessler syndrome”: Due to the high density of satellites in orbit, even the debris from an accidental collision will affect other satellites. This caused more impacts and more debris, and ultimately rendered the entire low-Earth orbit unusable.
The effect of “Kessler syndrome”
In order to protect the astronauts and avoid possible collision threats, the Tiangong Space Station was designed to place the astronauts’ living area in the small column area of the core module of the Tianhe. In the future, it will be located at the back of the center of the space station, which can be minimized. Risks from space junk.
But data from the American Academy of Sciences shows that when a 1-kg object collides with a spacecraft at a speed of 10 kilometers per second, its destructive force can crush a 1-ton spacecraft. Therefore, it is not a good way to carry it hard. Once the space station is hit by a big hole, the rapid loss of pressure will still kill all the astronauts.
The imaginary picture of the International Space Station being hit
Considering that satellite debris and other space junk have already posed a serious threat to spacecraft, we also need to increase investment in space observations while doing a good job of protection, so as to quickly identify, identify and track about 900,000 in low-Earth orbit. Space debris larger than 1 cm, if necessary, guide the space station to adjust its orbit to avoid possible impact.
Since its launch, the International Space Station has made nearly 30 orbital maneuvers to avoid collisions, and this maneuvering has been increasing year by year in recent years. It is estimated that the Tiangong Space Station will also need to raise the orbit to avoid collisions in the future, provided that we can judge at least 6 hours in advance. Danger. Regardless of whether Musk’s Starlink satellites pose a direct threat, we need to plan ahead and be foolproof. | aerospace |
https://www.seazheng.com/product/showproduct.php?id=4053 | 2021-01-21T04:29:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703522242.73/warc/CC-MAIN-20210121035242-20210121065242-00293.warc.gz | 0.820379 | 210 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__240496994 | en | Spectrum Microwave’s line of Master reference oscillators (MROs) is vibration hardened ultra low noise Crystal oscillators intended for an airboe military application. The Frequency Multiplier Oscillator (FMO) is a compact 21 channel synthesized signal generator that provides transmit and LO signals for L-band and S-Band airboe radar systems. This design incorporates a unique isolation system for exceptional phase noise performance during vibration.
● 21 Transmit channels
● 21 first LO channels
● 195 MHz fixed second LO.
● 5 MHz fixed third LO
● 5 MHz differential TTL processors clock
● All signals are coherent to an inteal reference
● Frequency accuracy +/- 0.3 PPM after an 8 minute warm-up
● Residual FM noise measured 100%
● Biphase modulation on transmit and first LO
● Output Power 27 dBm min
● Output Frequency “L” through “S” Band
● Frequency Switching Time <50 ms | aerospace |
https://exhibitor.mroasia.aviationweek.com/as19/Public/eBooth.aspx?IndexInList=118&FromPage=Exhibitors.aspx&ParentBoothID=&ListByBooth=true&BoothID=1380447&Nav=False | 2019-04-18T14:25:36 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578517682.16/warc/CC-MAIN-20190418141430-20190418163430-00169.warc.gz | 0.90455 | 122 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__152755049 | en | Contact This Exhibitor
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TurbineAero is the world’s leading independent aerospace component maintenance, repair, and overhaul service providers focused on APUs and related products. We provide military, commercial, and regional airline customers with a comprehensive maintenance solution for their legacy and new APU engine models. In addition, it is a provider of hot-section component manufacturing and repair services for original equipment manufacturers, aircraft operators, and repair and overhaul providers, offering extensive and unique capabilities, including complex machining, engineering, inspection, non-destructive testing, and thermal coatings. | aerospace |
https://jspcommunications.com/tag/emirates/ | 2023-03-22T09:40:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943809.22/warc/CC-MAIN-20230322082826-20230322112826-00160.warc.gz | 0.931087 | 470 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__233231965 | en | Emirates, one of the first global airlines to pilot the IATA Travel Pass in April, now offers the IATA Travel Pass solution to customers flying to 10 cities and plans to extend it to all routes across its network in the coming weeks
Emirates Increases Frequency on Lagos Route
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EMIRATES- Over The Moon
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Emirates offers flights for passengers to 29 cities and resumes transits through its Dubai hub
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http://www.aircraftguru.com/aircraft-videos/video.php?v_id=392 | 2018-05-27T01:12:00 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794867977.85/warc/CC-MAIN-20180527004958-20180527024958-00026.warc.gz | 0.732539 | 83 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__165565924 | en | Aircraft Landing Without Nose Gear Down
|Video 392 added on 2007-04-25:|
Video Type: Crash
Aircraft: Unknown Unknown
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An aircraft lands without nose gear and skids to a stop.
AIRCRAFT LANDING WITHOUT THE FRONT WHEEL - The funniest movie is here. Find it
Report Problem with Video | aerospace |
https://www.premierdroneproductions.com/single-post/beautiful-shot-this-morning-at-long-boat-key-fl | 2022-01-20T10:14:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301737.47/warc/CC-MAIN-20220120100127-20220120130127-00442.warc.gz | 0.718065 | 109 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__151159070 | en | Premier Drone Productions
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Use tab to navigate through the menu items.
Beautiful Shot this Morning at Long Boat Key, FL
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Premier Drone Productions now FAA Approved for Night Operations
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https://www.trendtimes.com/recoufohoco.html | 2020-01-21T07:04:09 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250601615.66/warc/CC-MAIN-20200121044233-20200121073233-00339.warc.gz | 0.891726 | 543 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__193026372 | en | Stop searching for Area 51. Looking for a cool RC toy to fly inside your house safely in all directions and upside down too? The remote control Quadcopter UFO is great for all ages and has flight time of about 10-15 minutes. This is what they were looking for at Area 51! This RC innovation features advanced flight stabilization with it's built in 6 axis gyro. This keeps the RC quadcopter level and stable and means less control needed from the pilot to maintain a hover. The stabilization system also aids flying in light winds. Easy to fly for all ages and comes assembled with upgraded 2.4ghz remote control. You can switch between flight modes by pushing a button on the remote. When you get comfortable with how the quad handles and feels, pushing one button on the transmitter switches the quad to high performance mode for high speed flight. Extremely durable and repairable as TrendTimes.com carries all spare parts just in case.
Measuring in at about 21 inches makes this toy perfect for all year round flying inside and outside too. Plus, it has lights! Order 2 or more of these RC UFO Quadcopters and get separate operating frequencies for the remote controls. Dual stick remote control lets you fly with ease. Comes assembled with remote control, rechargeable battery pack, and charger. Range is about 500-600 feet.
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http://travelandy.com/chandigarhs-international-airport-opens/ | 2019-03-25T09:38:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203865.15/warc/CC-MAIN-20190325092147-20190325114147-00279.warc.gz | 0.903047 | 107 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__52020661 | en | Chandigarh’s international airport opens
September 13 (TravelAndy): Indian Prime Minister Narendra Modi inaugurated the Chandigarh International Airport on Friday.
International flights will operate from here from October 19.
As of now, 26 domestic flights operate from the existing domestic terminal.
Initially, the international terminal will operate low-cost flights to short routes such as Dubai and Bangkok.
Once the international terminal is fully functional, it is expected to facilitate a large number of international travellers from the Punjab state. | aerospace |
http://www.autoconnect.co.in/uncategorized/edifly-teams-up-with-cargoflash-infotech-offer-digital-platform-for-logistics-aviation-sector/ | 2024-04-16T02:19:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00543.warc.gz | 0.903573 | 624 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__188175452 | en | Cargoflash Infotech has partnered with the Luxembourg-based EDIfly, providing innovative messaging software for the aviation and logistics sectors. Starting April 2021, Cargoflash has embedded the technology of EDIfly into its cloud-based, digital platform to enable free, encrypted messaging for its Air Cargo Management solutions.
With this partnership, Cargoflash can now enable all users of the advanced EDIfly technology to benefit from the free, web-based exchanges with stakeholders in ground handling and warehouse management, airline trucking, forwarding, logistics, cargo community systems and even governments, for that matter.
The implementation is completely seamless for Cargoflash’s clients as EDIfly relies on the same IATA addresses, already in use by the legacy aviation messaging providers, including SITA and ARINC. With this recent association, EDIfly shall add value to the exchanges of Cargoflash’s communication as there is an instant proof-of-delivery through a digital signature, allowing complete process control for its business partners. Conceptualised by a team of Air Cargo domain’s veterans and experts, having over 500 years of combined experience, the next-generation ‘nGen’ by Cargoflash is an end-to-end Air Cargo Management System delivering solutions to the global Aviation Cargo Industry.
Through the ‘nGen’, the company caters solutions to Airline Carriers, GHAs, GSSAs and Forwarders. ‘nGen’ provides instant, integrated and seamless solutions to the Air Cargo industry for reservation, revenue management and accounting, D2D and warehouse management.
“Some clients on the comprehensive nGen management platform by Cargoflash work without a connection to legacy Type B providers while relying on the global IATA messaging standards and end-to-end encryption instead of using unsecured email for mission-critical communication. With the quick implementation and seamless integration, we aim to rapidly spread the disruptive concept that EDIfly can bring to the global aviation industry,” says Ingo Roessler, Chief Commercial Officer, EDIfly.
“Our software handles current and future messaging standards (Type B, Type X, EDIFACT) and connects with the partners without legacy circuits or fixed links. With EDIfly, the affiliates will experience a lower cost-base and improved data security compared to that of the legacy providers,” he adds.
“As the aviation cargo moves towards cloud-based computing for mission-critical applications across all areas, Cargoflash is thrilled to have EDIfly come on board for an advanced messaging system. Many of our airline clients, including Garuda Indonesia and Raya Airways, already enjoy the free and encrypted messaging technology provided by EDIfly. With this association, we aim to reach out to all our existing as well as potential stakeholders, and effectively provide seamless solutions to the global Air Cargo market,” adds Gautam Mandal, Director-Products, Cargoflash. | aerospace |
https://pilotsupplier.com/products/gleim-amt-test-prep-software-download-powerplant | 2023-01-31T14:47:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499871.68/warc/CC-MAIN-20230131122916-20230131152916-00699.warc.gz | 0.884198 | 161 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__123912874 | en | Gleim AMT Test Prep Software Download - Powerplant
The Gleim AMT Test Prep – Powerplant contains the detailed study outlines and FAA figures you need to pass the Aviation Mechanic Powerplant FAA Knowledge Test in one unique, easy-to-use program. Create unlimited customized quizzes using questions selected from previously released FAA test banks as well as questions that have been developed from current FAA reference materials to enhance your learning process.
The Gleim AMT Test Prep also emulates the computerized formats of the major computer-testing vendors, thereby allowing you to simulate exam-type conditions and gain confidence. The Gleim Performance Analysis Browser allows you to track, analyze, and target areas that need additional focus so you can achieve higher test scores with less time and effort.
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https://www.thunder1320.com/news/ribbon-cutting-marks-first-milestone-for-new-mission-critical-capability-at-aedcs-large-military-engine-test-facility/ | 2022-01-27T20:55:32 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305288.57/warc/CC-MAIN-20220127193303-20220127223303-00196.warc.gz | 0.88377 | 351 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__205427936 | en | From left to right, Dr. Saeed Zadeh, AEDC Test Systems Sustainment Division’s chief of acquisitions; Kirk Rutland, technical director of the Test Systems Sustainment Division at AEDC; Britt Covington, AEDC executive director; Rosemary Matty, AEDC’s program manager for the Advanced Large Military Engine Capability (ALMEC) program; Dan Flanigan, ATA project manager; Col. Patrick Tom, AEDC Test Division director; and Lt. Col. Brent Peavy, AEDC’s Turbine Engine Ground Test Complex director, take part in a ribbon-cutting event marking the completion of the ASTF C1/C2 Temperature-controlled Cell Cooling project. (Photo by Rick Goodfriend)
On Nov. 19, Rosemary Matty led a ribbon-cutting celebrating the success of a $3.6 million investment project to modernize and expand the capabilities of the nation’s largest military aircraft engine ground test facility, located at the Arnold Engineering Development Complex.
This is the first of the Advanced Large Military Engine Capability (ALMEC) program projects to be completed. The success of this project required many organizations across the base to pull together as a team.
Ultimately Advanced Large Military Engine Capability will improve and modernize key Aeropropulsion Systems Test Facility (ASTF) mechanical and electrical controls, facility monitoring systems, process air distribution and exhaust inter-cooling systems. This ribbon-cutting ceremony marks the first leg of a multi-year Test Investment Planning and Programming (TIPP) effort that began in fiscal year 2011 with a planned completion date set for fiscal year 2017. | aerospace |
http://www.sage.unsw.edu.au/news/high-altitude-pseudo-satellite-uas | 2020-02-19T01:11:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875143963.79/warc/CC-MAIN-20200219000604-20200219030604-00486.warc.gz | 0.886685 | 269 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__49810902 | en | High-Altitude Pseudo-Satellite UAS
HAPSMobile (Softbank 95% and AeroVironment 5% JV) is funding further development and testing of the Hawk30 family of high-altitude pseudo-satellite (HAPS) solar-powered unmanned aircraft, with the expectation of long-duration flights above 65,000 feet — “a super cell-tower up in the stratosphere…providing connectivity for everybody that needs it,” according to AeroVironment President and CEO Wahid Nawabi.
HAPSMobile is collaborating with the Pan-Pacific UAS Test Range Complex (PPUTRC), which is managed by the University of Alaska (UA) Fairbanks, and with the University of Hawaii (UH) to conduct stratospheric test flights using the HAWK30 prototype HAPS vehicle. On behalf of this group, UA was recently granted a Certificate of Authorization by the U.S. Federal Aviation Administration (FAA) to fly HAWK30 as a stratospheric telecommunications platform system over the Hawaiian island of Lanai.
Read more in GPS Worldarticle. https://www.gpsworld.com/uav-update-mil-spec-drones-lost-but-progress-for-pseudolites/ | aerospace |
https://www.rappler.com/world/53267-uss-kidd-withdrawn-malaysia-jet-search/ | 2023-02-06T14:05:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500339.37/warc/CC-MAIN-20230206113934-20230206143934-00547.warc.gz | 0.969293 | 432 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__66589932 | en | WASHINGTON, DC, USA – A US naval ship that has been aiding the international search for a missing Malaysian airliner will be withdrawn from the effort, Pentagon officials said Monday, March 18.
After taking off from Kuala Lumpur headed to Beijing, Malaysia Airlines Flight 370 disappeared on March 8 with 239 people on board, triggering a massive international search across Southeast Asia and the Indian Ocean. (READ: 25 countries involved in plane search)
The New York Times, citing American officials, said separately Monday that the first turn to the west that diverted the plane from its planned flight path was carried out through a computer system that was most likely programmed by someone in the cockpit.
That reinforces increasing belief on behalf of investigators that the aircraft was deliberately diverted, the newspaper said.
The decision to take the USS Kidd off the search was taken because the search area was now so extensive that it was more efficient to look for the jet using surveillance aircraft, officials said.
The guided missile destroyer had joined the massive hunt last week and had shifted its focus west to the Andaman Sea on the request of the Malaysian government.
The Kidd, with a MH-60 helicopter on board, had completed a search of 15,000 square miles but “no debris or wreckage associated with an aircraft was found,” it said.
At one point both the Kidd and another US destroyer were taking part in the search but now the US navy planned to rely on a P-8 Poseidon plane and a P-3 Orion aircraft for the effort, officials said.
“With the search area expanding into the southern Indian Ocean, long-range patrol aircraft such as the P-8A Poseidon and P-3C Orion are more suited to the current SAR (search and rescue) mission,” the US Pacific Fleet said in a statement.
US Secretary of Defense Chuck Hagel spoke to his Malaysian counterpart Hishammuddin Hussein on Monday, the Pentagon said, telling him that the United States “remains fully committed” to the “unprecedented” more than week-long search for MH370. – Rappler.com | aerospace |
http://pntonline.com/tag/force/page/2/ | 2014-07-29T06:58:15 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510266597.23/warc/CC-MAIN-20140728011746-00043-ip-10-146-231-18.ec2.internal.warc.gz | 0.926808 | 591 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__76260536 | en | Freedom New Mexico Col. Albert Elton II, commander of the 27th Special Operations Wing at Cannon Air Force Base, is among 39 colonels President Obama has approved for promotion to the rank of brigadier general, the Air Force Times reported on its website Monday. Promotions take effect upon Senate confirmation. Elton accepted command of Cannon […]
Freedom New Mexico The U.S. Air Force Academy Band out of Colorado Springs, Colo., will be performing in a free public concert 7 p.m. tonight in the Buchanan Hall of the Music Building at Eastern New Mexico University. Tickets are not required to attend the free concert. The doors open at 6:15 p.m., ticket holders […]
Benna Sayyed Lt. Col. Tom Palenske shared his rise from an at-risk youth to an Air Force commander Friday during Marshall Middle School’s Veterans Day program. Palenske, commander of the 20th Special Operations Squadron at Cannon, emphasized what the military did for him and how it helped him reach his position in the 20th Special […]
Freedom New Mexico A group of six Air Force bases, which includes Cannon Air Force Base, has selected a developer for a $470 million housing privatization project. Cannon will receive 1,038 homes in the Joe Cannon Estates and Chavez housing area — 677 new homes and 361 renovations on houses at Chavez West — through […]
(From 27th Special Operations Wing Public Affairs) CANNON AIR FORCE BASE, N.M. – Belfour Beatty Communities (BBC) has been selected as the highest ranking offeror for the Air Force’s Northern Group Housing Privatization Project.
The Associated Press Cannon Air Force Base is slated to lose 49 positions and Holloman Air Force Base will lose 57 jobs after the U.S. Air Force announced it would cut around 9,000 civilian positions nationwide. Col. Buck Elton, 27th Special Operations Wing commander, said 18 of the 49 eliminated positions at Cannon are vacant. […]
Hartle Rick Hartle, a 1974 Clovis High honors graduate, has been awarded one off our Annual Community Wingman Awards from Team Hill at Hill Air Force Base, Layton, Utah. The award recognizes contributions of individuals from surrounding communities who go above and beyond in their efforts to support the men and women of Hill AFB. […]
According to the Cannon Air Force Base Facebook page, the base is experiencing a power outage. Outage updates can be found on their Twitter account and on their website.
Good morning and welcome to the Freedom New Mexico Monday briefing. Business notes Brush up on doing business with the Air Force. A Doing Business with Air Force Special Operations presentation is 9 a.m. Thursday at the Portales/Roosevelt County Chamber of Commerce. Registration in free. Information: firstname.lastname@example.org or 356-8541. Book bargains The Friends of the […] | aerospace |
https://premiumalpha.news/china-eastern-set-to-operate-c919s-first-commercial-flight-on-sunday-by-reuters/ | 2024-02-23T06:08:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474361.75/warc/CC-MAIN-20240223053503-20240223083503-00299.warc.gz | 0.925003 | 550 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__201284008 | en | © Reuters. FILE PHOTO: Chinese language passenger jet C919 performs on the China Worldwide Aviation and Aerospace Exhibition, or Airshow China, in Zhuhai, Guangdong province, China November 8, 2022. China Every day by way of REUTERS
By Sophie Yu and Brenda Goh
BEIJING (Reuters) – China Japanese Airways (OTC:), the preliminary buyer for the nation’s homegrown narrow-body jet C919, will launch the aircraft’s first business flight on Sunday, the service’s app confirmed on Friday.
The C919 flight will take off as flight quantity MU9191 at 10:45 a.m. Beijing time (0245 GMT) from Shanghai Hongqiao Worldwide Airport and arrive in Beijing Capital Airport at 1:10 p.m.
It’s going to fly a second time on Sunday afternoon again from Beijing to Shanghai, the app additionally confirmed.
The business operation of the C919 marks a milestone within the nation’s hopes that the aircraft will break the longtime Airbus-Boeing duopoly on the planet’s airline manufacturing trade.
Manufactured by Industrial Aviation Corp of China (COMAC) to rival the Airbus A320neo and Boeing (NYSE:) 737 MAX single-aisle jet households, the C919 has made many flights with out passengers.
The airline and producer have given its first business flight little publicity. However hypothesis that the flight would occur on Sunday arose on Chinese language social media after Shanghai Stamp Amassing Company launched a photograph of a commemorative stamp for the C919 flight that bore a Might 28 date.
China Japanese has not mentioned who will fly on the flight and didn’t reply to Reuters requests for touch upon Friday.
On-line customers mentioned the airline opened an appointment channel earlier this yr on its app for the general public to e book tickets.
China Japanese signed a contract for 5 C919s in March 2021 within the first business deal for the aircraft. The Shanghai-headquartered service acquired its first C919, numbered B-919A, in December and commenced 100 hours of empty plane verification take a look at flights.
China’s Xinhua state information company had mentioned final yr that the C919 would make its first business flight within the spring.
The 164-seat plane comes with a two-class cabin structure, consisting of enterprise and financial system seats.
Though the C919 is assembled in China, it depends closely on Western parts, together with engines and avionics, from firms together with GE, Safran (EPA:) and Honeywell Worldwide (NASDAQ:). | aerospace |
https://lyra2.net/who-has-stealth-technology/ | 2023-03-28T04:41:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948765.13/warc/CC-MAIN-20230328042424-20230328072424-00381.warc.gz | 0.974135 | 1,690 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__115843321 | en | The F-22 Raptor has been called the world’s most advanced fighter jet. It can fly at speeds of up to 1.5 times the speed of sound and has a range of more than 2,000 miles. It can also carry air-to-air missiles and air-to-ground weapons. But what makes the F-22 so special is its stealth technology.
Checkout this video:
The United States
There are only a handful of countries in the world with known military stealth technology. The United States is one of them. The other countries with known military stealth technology are Russia, China, and North Korea.
It is widely believed that Russia has the most advanced stealth technology in the world. While the United States is still working on developing its own stealth technology, Russia seems to be ahead of the game.
There are a few reasons why Russia is believed to have the best stealth technology. First, Russia has been working on stealth technology for a longer period of time than the United States. Second, Russia has more experience in designing and building aircraft that are difficult to detect on radar. Finally, Russia has invested more resources in developing stealth technology than the United States.
As a result of these factors, it is believed that Russia has a significant advantage over the United States when it comes to stealth technology.
China has been investing heavily in military technology in recent years, and one area where they have made significant progress is in stealth technology. American defense experts believe that China has developed a number of stealth aircraft, including a fighter jet, a bomber, and a drone.
The Chinese fighter jet, known as the J-20, is believed to be comparable to the American F-22 Raptor. The J-20 made its public debut in 2016, and it is thought to be operational. The Chinese bomber, known as the H-20, is believed to be in development. It is thought to be designed for long-range strikes and could potentially carry nuclear weapons.
The Chinese drone, known as the “Sharp Sword”, made its first public appearance in 2013. It is believed to be designed for reconnaissance and surveillance missions.
While China’s military technology is still not on par with that of the United States, they are closing the gap quickly. American defense experts believe that China will continue to invest heavily in military technology in the years to come.
India has been working on developing its own version of stealth technology, and while it is not yet at the same level as that of the US or China, it is making progress. The Indian Air Force has been working on a number of projects to improve its ability to detect and evade radar, and it is thought that some of these technologies may have been used in the recent conflicts with Pakistan and China.
Israel is thought to have the most advanced military stealth technology in the world. The Israeli Air Force’s (IAF) F-35I Adir, also known as the ‘stealth fighter’, is the only operational aircraft in the world with both full internal and external stealth capabilities.
The IAF has also developed other forms of military stealth technology, including ground vehicles and naval vessels. In 2017, Israel unveiled the world’s first military robot that can fire a real gun. The ‘Guardian’ robot is designed to help soldiers on the battlefield and can be equipped with various weapons, including an M16 assault rifle.
Israel is not the only country to have developed military stealth technology. The United States also has a number of stealth aircraft, including the F-22 Raptor and B-2 Spirit bomber. However, Israel is thought to be ahead of the US when it comes to ground vehicles and naval vessels.
France is one of the most technologically advanced countries in the world, and its companies are at the forefront of many new developments. The French government is also a major player in the development of stealth technology, and has been working on developing this technology for many years.
France has been working on stealth technology since the early 1990s, and has made significant progress in this area. The French government has invested heavily in research and development in this area, and has worked with a number of different companies to develop new stealth technology.
One of the most significant breakthroughs in French stealth technology came in 2001, when the company Dassault Aviation developed a new material that could be used to make aircraft invisible to radar. This material, known as “metamaterial”, is a type of composite that can be used to create an invisibility cloak around an aircraft.
Since then, France has continued to invest in metamaterial research, and has developed several different types of metamaterials that can be used for different applications. In 2010, the company Thales Group announced that it had developed a new type of metamaterial that could be used to make aircraft completely invisible to infrared sensors.
France is also working on other types of stealth technology, such as “acoustic cloaking” which can make it difficult for an aircraft to be detected by sound. The French government is investing heavily in research and development in this area, and is working with a number of different companies to develop new stealth technology.
The United Kingdom has long been a leader in stealth technology, with a number of innovative projects undertaken in recent years. The most notable of these is the development of the Eurofighter Typhoon, which is designed to have a very low radar profile. Other projects include the development of radar-absorbing materials and the use of specialised paint schemes to reduce the visibility of aircraft.
There are a few countries in the world that have military stealth technology, but Japan is one of the most advanced. They have been working on developing this technology for many years, and it has paid off. Their military planes are some of the most difficult to detect on radar, making them a force to be reckoned with.
South Korea has the world’s most advanced stealth technology, according to a new report.
The country’s Agency for Defense Development has been working on the technology for years, and it is now believed to be far ahead of any other nation, the report said.
The technology is said to be able to render aircraft invisible to radar, making them very difficult to detect.
South Korea is not the only country working on stealth technology, but it is believed to be the most advanced. Other countries working on similar technology include the United States, Russia, China, and Japan.
Although the United States is often thought to be the only country with stealth technology, several other countries have developed their own versions of stealth aircraft. These include Russia, China, India, and even Turkey. Each country’s version of a stealth aircraft is slightly different, but they all share some common features that make them difficult to detect on radar.
Russia’s version of a stealth aircraft is the Sukhoi Su-57, which made its maiden flight in 2010. The Su-57 is a twin-engine fighter jet that uses a combination of traditional radar-absorbing materials and special geometrical features to reduce its radar signature. China’s version of a stealth aircraft is the Chengdu J-20, which first flew in 2011. The J-20 is a larger and heavier aircraft than the Su-57, with a longer range and greater payload capacity.
India’s version of a stealth aircraft is the HAL Tejas, which made its first flight in 2001. The Tejas is smaller than both the Su-57 and the J-20, but it is still considered to be combat-effective. Turkey’s version of a stealth aircraft is the TAI TSF, which made its first flight in 2015. The TSF is based on the F-35 Lightning II and shares many common features with that aircraft.
All of these countries have developed their own versions of stealth aircraft because they believe that this technology gives them an advantage in wartime scenarios. In addition to being difficult to detect on radar, stealth aircraft are also very difficult to hit with anti-aircraft missiles. This makes them invaluable assets in any military conflict. | aerospace |
https://books.google.no/books?id=BncrAAAAMAAJ&dq=editions:UOM39015035791642&hl=no&output=html_text&lr= | 2021-09-18T00:48:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056120.36/warc/CC-MAIN-20210918002951-20210918032951-00063.warc.gz | 0.726913 | 185 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__56376328 | en | Hva folk mener - Skriv en omtale
Vi har ikke funnet noen omtaler på noen av de vanlige stedene.
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Code of Federal Regulations: Containing a Codification of Documents of ...
Uten tilgangsbegrensning - 1982
accordance action activities additional Administrator agency agreement amended amount applicable appropriate approval assistance Associate authority award basis Board Center charge claim classified conduct contract copy cost covered decision Department designated determination Director disclosure documents effect employee equipment established facilities factor Federal Field flight foreign funds Government grant Headquarters identified individual initial Installation interest invention involving launch limited load Management material means ment mission NASA necessary notice Office operations otherwise paragraph participation party patent payload payment performance period person planning prior procedures proposed reasonable received recipient records regulations request responsible scheduled Scope share Shuttle Space Spacelab specific standard statement submitted subpart term termination tion United unless waiver | aerospace |
https://www.yourtravelinsider.com/take-in-frances-top-landmarks-with-special-air-france-af747-tribute-flight-in-january/ | 2023-03-27T13:31:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948632.20/warc/CC-MAIN-20230327123514-20230327153514-00117.warc.gz | 0.939274 | 372 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__1634054 | en | Take in France’s Top Landmarks with Special Air France AF747 Tribute Flight in January
Here’s a special travel opportunity for aviation buffs and those that like France as well. On January 14, 2016, Air France is offering customers a unique experience on a special tribute flight over France, with views of the country’s top landmarks. More than 45 years after the first Boeing 747 flight from Paris to New York on June 3, 1970 – on the aircraft that became widely known as the Jumbo Jet – Air France salutes the last flight of this legendary aircraft on flight AF747.
Flight AF747 will take off on January 14th at 11:30am from Paris-Charles de Gaulle. The experience will include a Business class lunch and champagne for all passengers, with special inflight commentary and tour of France’s history and legendary landmarks. Upon arrival at Paris-Charles de Gaulle, the passengers will be invited to discover the airline’s aircraft maintenance workshops and share a tribute drink at the foot of the aircraft. One can also follow the event on Twitter with #AF747.
As of December 7, 2015, customers can book their tickets on flight AF747 by calling +33 1 56 93 70 28 from 10 a.m. to 5 p.m. Paris time, Monday through Friday. The fare for the entire cabin is fixed at €220 plus tax.
Air France-KLM and its partners Delta Air Lines and Alitalia operate the biggest trans-Atlantic joint-venture with over 250 daily flights. Air France-KLM is also a member of the SkyTeam alliance which has 20 member airlines, offering customers access to a global network of over 16,320 daily flights to 1,052 destinations in 177 countries.
Air France, www.airfrance.com | aerospace |
http://www.gulfstream.com/products/g650/technology.htm | 2014-07-25T03:38:18 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997892806.35/warc/CC-MAIN-20140722025812-00077-ip-10-33-131-23.ec2.internal.warc.gz | 0.874596 | 321 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__208170819 | en | - Product Support
- Product Enhancements
Some of the smartest technology in business aviation helps ensure safety in the G650. The PlaneView II cockpit, with its Triplex Flight Management System (FMS), Automatic Emergency Descent Mode (AEDM), 3-D weather radar and a host of next-generation technological improvements, sets the industry standard in aviation technology. The G650's Advanced Flight Control system encompasses the latest-generation fly-by-wire technology to improve ride comfort and handling qualities while reducing stress on the airframe.
The G650 comes standard with many safety features including the second-generation Enhanced Vision System (EVS) II, the Head-Up Display (HUD) II and the Gulfstream Synthetic Vision-Primary Flight Display (SV-PFD), all fully integrated to provide vastly greater levels of safety and situational awareness than ever before.
Rolls-Royce BR725 engines provide higher thrust, better fuel efficiency, quieter operation, fewer emissions and longer maintenance intervals than the previous generation of engines. A new fuselage configuration and bonded fuselage material combine to produce a sleek, aerodynamic profile that is wonderfully efficient and roomier than traditional ultralong-range business jets.
G650 Product Brochure (11 MB)
G650 Cabin Features (4.9 MB)
G650 Ownership Experience (1 MB)
Gulfstream Aerospace Corporation, a wholly-owned subsidiary of General Dynamics (NYSE: GD), designs, develops, manufactures, markets, services and supports the world's most technologically-advanced business jet aircraft. | aerospace |
https://www.afrodrifter.com/2020/06/09/eurowings-to-resume-flights-between-frankfurt-and-windhoek/ | 2023-05-29T02:54:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644574.15/warc/CC-MAIN-20230529010218-20230529040218-00682.warc.gz | 0.946767 | 204 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__220627928 | en | German low-cost carrier Eurowings is planning to resume scheduled flights between Germany, and Namibia, aviation specialists routesonline, have said.
“Eurowings in late-June 2020 plans to resume long-haul service, initially operating Frankfurt – Windhoek route,” reported routesonline.
Effective June 30, 2020, the airline will operate three weekly return flights on board Airbus A330-200 between Frankfurt Airport and Hosea Kutako International Airport.
“Namibia is also famous for its overwhelming natural beauty and the hospitality of the locals. All of this is in reach when you book your direct flight from Frankfurt to Windhoek,” said Eurowings on its official website.
The airline added that the Frankfurt–Windhoek service was available as a direct flight with Eurowings flying non-stop from Frankfurt to Namibia in 10.5 hours.
“We are excited to welcome you on board soon.” | aerospace |
http://cecilspaceport.com/node/7 | 2016-08-29T17:53:35 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982290497.47/warc/CC-MAIN-20160823195810-00182-ip-10-153-172-175.ec2.internal.warc.gz | 0.96457 | 402 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__165364482 | en | Cecil Space Port
Generation Orbit first to fly from CSP
NASA announces a Super Hero Robot!
SpaceX Falcon 9 Grass Hopper Attempts landing back on floating platform. Almost!
This site is the unofficial site of the Westside Cecil Space Port. It has been created to promote the future of Space Flight and to provide up-to-date information
on the progress of Space Flight on the WestSide of Jacksonville.
In 1943, this piece of property was named NAS Cecil Field in honor of Commander Henry Barton Cecil, a Navy pilot who died in 1933 in the crash of the famous dirigible, Akron(shown on the home page).
Over the next 50 years, NAS Cecil Field was one of the most important training grounds for Naval aviators who flew during WWII, Korea, Vietnam, a variety of conflicts throughout the Cold War, and during the first Gulf War of 1991. In 1952 NAS Cecil Field was designated as only one of two master jet bases on the east coast. It became like a second home to A-7 Corsair pilot who later transitioned to FA-18 Hornets, as well as to other aircraft carrier based jets, including the S-3 Viking.
In 1993, NAS Cecil Field was recommended for closure by the President's Commission on Base Realignment and Closure, and it was officially closed by the Navy on September 30, 1993. The following day it reopened for business as Cecil Field Airport for public and commercial aviation use. It also serves as a general aviation reliever airport, helping to relieve the aircraft traffic congestion from nearby Jacksonville International Airport, located roughly 15 miles northeast of Cecil Field Airport.
Now CecilSpacePort on Jacksonville's Westside is being developed to support the future of air travel.
Can you imagine going coast to coast in just one hour. Get ready because in the next decade this could be a reality.
Wouldn't it be nice to rename Normandy Blvd to Normandy SpacePort Drive! Hope you enjoy this site!!! | aerospace |
https://www.aircombatfranchise.com/service-page/classic-phase-i-1-vs-1-engagements-6 | 2023-06-02T17:42:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648850.88/warc/CC-MAIN-20230602172755-20230602202755-00528.warc.gz | 0.909161 | 319 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__53795817 | en | Classic Phase I 1 vs 1 Engagements (6)
Fly A Real Fighter Aircraft in Aerial Combat - Hand's On!
- 2 hr2 hours
- 2,995 US dollars$2,995
- East Spring Street
Experience the thrill of pulling up to 5 times the force of gravity as you take the stick of a real fighter aircraft, the Marchetti SF-260, at speeds in excess of 200 MPH! Even if you have never flown an aircraft before you will be able to try your hand at precision formation flying, then experience high performance aerobatics including full 360 degree rolls and loops as well as the incredible world of Aerial Combat Maneuvers (ACM) and Basic Fighter Maneuvers (BFM) - The holy grail of being a Fighter Pilot For A Day! You will wear a the full military flight gear including the classic Nomex flight suit and Kevlar fighter pilot helmet as well as an emergency parachute and with flotation. You will then fly with your instructor for the experience of a lifetime. Choose whether you want to fly aerobatics as a single ship or take the challenge and fly air combat against another student in an opposing SF-260 to see who has what it takes to win an aerial combat engagement against an enemy aircraft! All flights are video recorded in HD and available for purchase after your experience for only $50.
3355 E Spring St, Long Beach, CA 90806, USA | aerospace |
http://www.warta.co/why-apollo-missions-still-inspire | 2018-12-11T02:43:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823550.42/warc/CC-MAIN-20181211015030-20181211040530-00198.warc.gz | 0.905114 | 544 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__204911938 | en | Apollo: Charles Murray, Catherine Bly Cox: 9780976000808
Apollo [Charles Murray, Catherine Bly Cox] on Amazon.com. *FREE* shipping on qualifying offers. Out of print for fifteen years, this is the classic account of how the United States got to the moon. It is a book for those who were part of Apollo and want to recapture the experience and for those of a new generation who want to know how it was done.
Astronaut Chris Hadfield: We could have gone to Mars
The astronaut Chris Hadfield in 2014. TED Conference / Flickr. As an astronaut, Chris Hadfield flew on three space missions and spent nearly half a year in orbit. People could have landed on Mars
Space exploration – Wikipedia
Space exploration is the discovery and exploration of celestial structures in outer space by means of evolving and growing space technology.While the study of space is carried out mainly by astronomers with telescopes, the physical exploration of space is conducted both by unmanned robotic space probes and human spaceflight.. While the observation of objects in space, known as astronomy
Case For Moon First: Gateway to Entire Solar System – Open
Perhaps lunar miners could use something analogous to Bruce Damer’s idea for asteroids of using CO in an enclosure warmed by the sunlight and iron and nickel extracted in attached 3D printer – with the PGM’s as residue.
BBC – Future – The last man to walk on the Moon
Apollo 17 commander Gene Cernan talks to BBC Future about what it is like to be part of history, and why he is unhappy about the current US space programme.
The Myth of Apollo — Did the USA Really go to the Moon?
1. Introduction. The belief that the USA faked its Apollo Moon missions in the late sixties and early seventies is not a new one. It has been in circulation pretty much since the missions began.
The Space Review: essays and commentary about the final
What is The Space Review? The Space Review is an online publication devoted to in-depth articles, commentary, and reviews regarding all aspects of space exploration: science, technology, policy, business, and more.
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- Citibank AND app cnmo com | aerospace |
http://www.seatguru.com/cheap-flights/187348/Cheap-Flights-to-Braunschweig | 2015-03-31T08:35:42 | s3://commoncrawl/crawl-data/CC-MAIN-2015-14/segments/1427131300444.84/warc/CC-MAIN-20150323172140-00080-ip-10-168-14-71.ec2.internal.warc.gz | 0.914729 | 179 | CC-MAIN-2015-14 | webtext-fineweb__CC-MAIN-2015-14__0__22496774 | en | We've compiled a list of all the best iPhone apps for travel - including ones which integrate our seatmaps
There are various airports that operate within Braunschweig. Hanover Airport (HAJ) is one of Braunschweig’s primary airports with at least 679 domestic flights and 749 international flights departing from its runways every week. As of today, Hanover Airport (HAJ) offers nonstop flights to 71 cities and has 53 airlines operating out of it.
Some of Braunschweig’s other primary airports include; Braunschweig Airport (BWE), offering nonstop flights to 2 cities, with 2 airlines operating out of it on at least 0 domestic flights and 0 international flights each week.
|Washington, DC (WAS) - Hanover, DE (HAJ)||From $996| | aerospace |
https://www.utias.utoronto.ca/news/utiass-space-flight-laboratory-celebrates-25-years-of-successful-missions-and-satellite-projects/ | 2023-09-27T12:57:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510297.25/warc/CC-MAIN-20230927103312-20230927133312-00630.warc.gz | 0.905958 | 201 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__1742480 | en | A team of researchers at the University of Toronto Institute for Aerospace Studies (UTIAS) is celebrating 25 years of designing advanced micro- and nanosatellites for a broad range of missions — from scientific to commercial and government applications.
“Our laboratory engages in experimental technology research tied to real space missions,” says Professor Robert Zee, Director of the Space Flight Laboratory (SFL).
“We have many satellites under development at any given time to deliver innovative spacecraft for new and emerging applications worldwide.”
SFL employs what Zee calls a ‘teaching-hospital’ model. This approach enables graduate students to work as apprentices designing and building low-cost satellites that are 3 to 500 kilograms in size, which are then implemented in sponsor-driven space missions with critical implications.
Since the laboratory’s inception in 1998, SFL researchers have launched 69 distinct micro- and nano-class satellites, with 27 additional projects currently under development or awaiting launch. | aerospace |
http://www.sigada.org/conf/sigada2010/Chris-Lane.html | 2022-10-04T17:34:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337516.13/warc/CC-MAIN-20221004152839-20221004182839-00217.warc.gz | 0.935428 | 193 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__288863198 | en | Chris Lane has been working in reliability and system safety engineering for 26 years. He has worked for IBM, Loral and Lockheed Martin on strategic programs including the Global Positioning System ground system, Air Forces’ Data System Modernization, and more recently on key FAA air traffic management programs. Chris was both the technical lead and manager in Reliability, Maintainability, and Availability (RMA) for the FAA's Display System Replacement (DSR), User Request Evaluation Tool (URET), Host Computer System, En Route Automation and Modernization (ERAM) and Data Comm. In this capacity, Chris led the RMA modeling, Failure Modes Effects Analysis, and hazard analysis efforts to ensuring reliability and operation of safe air traffic control system. Chris has published several papers in the field and has lectured at the University of Maryland on software reliability modeling.
He can be reached via email at chris.lane at lmco.com | aerospace |
http://survincity.com/tag/aircraft/page/65/ | 2017-03-27T20:31:29 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189525.23/warc/CC-MAIN-20170322212949-00255-ip-10-233-31-227.ec2.internal.warc.gz | 0.917422 | 1,553 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__3283449 | en | | || |
August 6. The An-140 production Samara "Aviacor" has successfully completed its first three-hour test flight. After completion of the tests, the aircraft was transferred to the paint shop, where he will get a new color of the Air Forces of Russia. Key Features:
Maximum take-off weight — 21 tons the number of passengers — 52 (including two crew members) cruising speed — 460-540 km / h
As previously reported, in May 2011, the Russian Air Force signed a further contract for the supply of nine aircraft An-140 with maturity of 3 years.
(function (w, doc)
Continue reading AN-140 Russian Air Force successfully tested
International Aerospace Show MAKS-2011 will be the venue for the premiere of the new fifth-generation fighter. The name he has not come up, officially called the project "promising aviation complex tactical aviation" (PAK FA). Design designation model developed by OKB "Dry" — the T-50.
According to the "News", at the MAKS, which opens Aug. 16 in Zhukovsky near Moscow, will be attended by just two flying prototype T-50. On one of them chief pilot EDO "dry", the hero of Russia Sergey Bogdan performs a special summer program that demonstrates the incredible characteristics of the aircraft.
Continue reading The first MAX new fifth-generation fighter
Russian system of training military pilots in 2012 will receive the latest teaching Yak-130 is able to mimic the behavior of any other aircraft. Future pilots "Su" and "MiG" will develop the technology for flying their planes, "Yak" by changing the control system at the touch of a button. Prepare pilots are 12 instructors, who on July 28 began to study the aircraft in Boris Gleb.
Sts Aviation Center was founded in 1923 to prepare the Soviet military pilots. It is here that learned to fly Valery Chkalov, which entered the history of aviation non-stop flight
Continue reading Russian Air Force instructors have replaced the Yak-130
Russian Air Force in 2011 will receive six new Su-34 bombers. The aircraft will be built at the Novosibirsk aircraft plant under contract to the Defense Ministry. On it informs "Interfax".
State contract, signed between the Ministry of Defence and the company "Sukhoi" in 2008, is designed for 5 years. In 2010, at the Novosibirsk aircraft plant was built four bombers Su-34. This year, the plant’s capacity will be increased to six aircraft per year. Share 0
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In the Belgorod region tested technique that allows detailed monitoring of agricultural land and crops growing on them.
The pilot project is being implemented by the Ministry of Agriculture. In the event of the success of Russian farmers will have an effective tool to control the growing season of crops, crop yield forecast and even control it. Operation of aircraft equipped with cameras today have cultivated fields, "Borisov Grain Company", which is part of the holding company "Agro-Belogorie." Technology comes to the regular monitoring of acreage and analysis of findings. Unmanned aerial vehicles produce the specified
Continue reading Light drones of composites will help farmers manage crop
For these pilots fly akin to a miracle. Combat vehicles of the Second World rot in swamps, but enthusiasts and restorers found and restored, and is now preparing to take off for Moscow.
Report Leila Ahmedova:
Siberian aviarestavratory raise MIG-third of the swamp in the sky. Fighter of the Great Patriotic War lay in the water and very poorly preserved. Now — like new. Most of the details of the designers produced at a local factory. Before you get up on the wing, the plane goes through a thorough inspection.
This veteran of the battle did
Continue reading In the air above the Novosibirsk Soviet fighters circling
The Navy will acquire 24 Russian fighter decked MiG-29K/KUB. On this, as reported by "Interfax", said the CEO of the RAC "MiG" Sergei Korotkov. According to him, all necessary for the transaction documents have been prepared and submitted to the Ministry of Defense of Russia, the contract may be signed in August 2011, most likely during the MAKS-2011 in Zhukovsky.
In April 2010 it was reported that the Navy will acquire 26 deck-based fighters MiG-29K, which will be based on the "Admiral Kuznetsov" aircraft carrier single, standing on the arms of Russia. In the long
Continue reading Russian Navy will purchase 24 deck-based fighters MiG-29
Naval Aviation expects delivery of the first batch of new deck-based fighters MiG-29K in 2012, said the commander of Naval Aviation Navy Hero of Russia, Major General Igor Kozhin.
"The first four (MiG-29K) may have come in 2012, but it is necessary that until the middle of August, the department signed a contract with the arms industry for the construction and purchase of these aircraft", — Kojin said.
According to him, only Naval Aviation plans to buy 20 more MiG-29K (KUB). "Thus, in the future naval aircraft of the Russian Navy will use the Su-33, Su-25
Continue reading The first MiG-29K for Naval Aviation will go to the troops in 2012
Aircraft Building Plant "Aviastar-SP" will produce a so-called "black wing" — a wing of composite materials — for the Russian medium-range passenger "aircraft twenty-first century" — the MS-21.
According to the International Youth Industrial Forum "Engineers of the Future 2011" Head of Integrated Planning and Budgeting "Aviastar" Alex Kashkarov, to this end, a joint venture plant with "Aerocomposite" ARMS-TASS reports.
The plant developed an ambitious program to increase the volume of production and an increase in staff. Provide for the participation "Aviastar" in the most important projects in both the civilian and military sectors. "Ulyanovsk plant":
Continue reading New plans Aviastar.
July 20 at the Voronezh aircraft factory will transfer the first aircraft modification An-148-100E Russian airline.
The documents on the transfer of the first aircraft modification An-148-100E, tail number RA-61709 will be signed by representatives of the lessor CJSC "Sberbank Leasing", producer of "Voronezh Aircraft Manufacturing Company" and the operator JSC "Aviation Company" Flight ". The ceremony to mark the transfer of the board attended by the heads of the Ministry of Industry and Trade, the Ministry of Transport, the Transport Committee of the State Duma of the Russian Federation, the United Aircraft Corporation, the Voronezh Region, the
Continue reading The first aircraft modification An-148-100E will be given Airlines ‘flight’ on July 20 | aerospace |
http://univers.grandquebec.com/history-of-science/space-portfolio/ | 2018-12-13T08:56:13 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824601.32/warc/CC-MAIN-20181213080138-20181213101638-00294.warc.gz | 0.87931 | 687 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__93846859 | en | A Space Portfolio
Each of the 26 flights that the U.S. has sent into space up through Apollo 16 is represented here, from the first Mercury launch in 1961 through the two-man Gemini series in the mid-‘60s to Apollo’s successful assault on the Moon:
(The missing flight numbers – for example, Mercury 1 and 2 – represent missions that were unmanned tests).
(a) Alan Shepard aboard Mercury 3 spacecraft just before the first U.S. suborbital flight.
(b) Mercury 4 on the pad a few days before it carried Virgil Grissom into space.
(c) New York welcomes John Glenn, accompanied by wife and Vice President Johnson, after first U.S. earth-orbiting mission in Mercury 6.
(d) Scott Carpenter awaits pickup in Pacific after landing 250 miles off target in Mercury 7.
(e) Mercury 8`s Wally Schirra takes a joyful postflight stretch on carrier deck.
(f) Navy recovery team picking up Gordon Cooper and his Mercury 9 spacecraft.
(g) Grissom and John Young preparing to board Gemini 3.
(h) Ed White takes first U.S. spacewalk during flight of Gemini 4.
(i) Gemini 5 lifts off from the Cape.
(j) A view of Gemini 7 from Gemini 6 during the first rendezvous in orbit.
(k) Frogmen attaching flotation collar to Gemini 6, which was belatedly launched after Gemini 7.
(l) Agena target rocket with which Gemini 8 completed first space docking.
(m) A balking protective shroud on another Agena that to Gemini 9’s Tom Stafford looked like “an angry alligator”.
(n) Gemini 10’s Young and Michael Collins.
(o) A view of Indian subcontinent – and protruding spacecraft antenna – from Gemini 11.
(p) Edwin “Buzz” Aldrin climbs out of Gemini 12.
(q) Third-stage Saturn 4B booster after separation from Apollo 7.
(r) Earthrise seen by Apollo 8 as it emerges from far side of Moon on Christmas Eve.
(s) Dave Scott pokes head out of Apollo 9’s command module Gumdrop.
(t) Apollo 10’s lunar-module Snoopy just before rejoining command ship Charlie Brown in first docking in lunar orbit.
(u) Father and son look across Banana River at Apollo 11 lifting off for first lunar landing; Aldrin standing at attention near flag at Tranquillity Base.
(v) Apollo 12’s Pete Conrad, Richard Gordon and Al Bean beginning post-flight quarantine aboard carrier Hornet.
(w) As Navy chaplain offers prayers, Apollo’s 13 James Lovell, James Haise and John Swigert bow their heads after their near disaster in space.
(x) Apollo 14’s lander Antares at dawn of a lunar day.
(y) Crew of Apollo 15 being hoisted aboard recovery helicopter after splash-down.
(z) Young riding Apollo 16’s lunar rover in Moon’s Descartes region.
(Time, 11 December 1972)
Alan Shepard in the Freedom 7 capsule before launch | aerospace |
https://www.cosylife.co.uk/flying/new-wings-brize-norton/ | 2020-08-11T04:12:18 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738727.76/warc/CC-MAIN-20200811025355-20200811055355-00586.warc.gz | 0.974866 | 1,572 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__173187825 | en | It’s been a couple of months since I qualified as a pilot and it wasn’t long before I felt ready to take on the next challenge in my flight training. Having learned in motorgliders (significantly cheaper but trickier to fly, thus teaching greater flying finesse), the next step was to add another rating onto my licence that would enable me to fly light aircraft, such as Cessnas and PA28s, which are bigger and more powerful than motorgliders. To this end, we set aside a day to fly to RAF Brize Norton so that I could complete the necessary ‘differences’ training with Matt, who’s the CFI of the flying school there (he’s the examiner for our flying club – the same examiner who passed me on my Navigation and General Skills Tests earlier this year).
This was our view on final approach into Brize in the Dimona. I stuck my phone out of the window to get it! Being a military airfield (and the biggest in the country, at that), Brize isn’t somewhere you can normally fly into, so we were very lucky to be able to do so on account of knowing Matt.
This was to be my steed for the day: a Piper PA28 Warrior. It was built in 1981, which actually makes it older than Wilhelm! I’d never flown one before, but have always wanted to. The nearest thing I’ve flown to it was Lee’s old Cessna 172, which looks different but handles/operates in a similar way. My 172 experience certainly came in useful for the day’s training, as it meant that there were no real surprises.
Here it is with our Dimona parked in the background. I would love to be able to share more photos of the Dimona with various heavy military aircraft in the background, but sadly I’m not at liberty to post pics of the awesome military planes.
After briefing, we had a quick look around the plane and Matt showed me where the fuel cap is and things like that.
The pre-flight checklist was enormous, and it took quite a while to go through everything. Because Brize has full air traffic control, we even had to request engine start! Luckily Matt did all the talking on the radio as he’s so familiar with procedures there, and that wasn’t part of my differences training. Lee sat in the back and took all the photos!
Take-off was really easy compared to the motorgliders I usually fly. With more power, it’s simply a question of getting to the right speed on the ground and then pulling back to rotate the aircraft to get airborne and into the climb, just like an airliner. It’s much trickier than that in the motorglider, as you have to lower the nose once airborne to get the right speed before climbing out, which feels a bit precarious. I’m glad I learned in the more difficult aircraft and then transitioned to the easier one, rather than the other way round!
The first thing we did was some steep turns to get me used to how the aircraft handles.
After that, we did ‘practice forced landings’, which are basically pretend engine failures where we set the power to idle and do an approach into a field. I did lots of these in my flight training in motorgliders, but it’s a little different in the PA28 as it has flaps not air brakes, and the speeds are different of course.
Here’s a video of me doing an approach into a field so you can see what it was like. As you can see, we don’t actually land but we get to the point at which you’d be confident you could land in the field in a real-life emergency.
After that we climbed above the clouds to 5,000ft, which was amazing. At that point it was mostly overcast, with only a few little gaps for us to climb through (Matt is instrument rated and the plane is fully instrument equipped, so it was ok for us to do this! I wouldn’t be allowed to on my licence as I don’t have an instrument rating).
Above the cloud it was blue sky and sunshine, just like when you go on a commercial flight.
I did feel a bit like an airline pilot at that point!
At that altitude we looked at another difference between the PA28 and motorglider – the ability to change the fuel mix to account for thinner air.
Having climbed through a gap to get above the cloud layer, we then had to descend through solid cloud to get back down. For this we upgraded to a ‘traffic service’ from Brize, which is where they tell you if there’s any other traffic that could conflict with your plans. I was quite pleased with my instrument flying as I made the descent. Rather than looking out of the window, which can be very disorientating, you fix your eyes on the artificial horizon to keep the wings level and it’s all about making as little movement on the controls as possible. Watch the video below to see what it was like!
Back beneath the clouds!
After that we headed back to Brize for some lunch. It’s difficult to convey how massive the runway is compared with what I’m used to. It’s over 3,000m and I’m used to more like 500m. It’s nice not to feel as though you might run out of runway!
Turning onto final approach…
As with take-off, I was pleasantly surprised by how easy it was to land in comparison with the tricky motorgliders I’m used to flying.
Our GPS trace for the morning’s 1.5hr flight!
We had lunch in the terminal building, where many a soldier has left the UK for overseas war zones. It was pretty much deserted, but we just missed David Cameron arriving as we were on our way back to the flying club!
The plan for after lunch was to complete my training with a few circuits. We were actually in the circuit behind a Hercules at one point – so cool!
We did four circuits with various configurations, including a flapless approach (to make sure I could cope if the flaps stopped working), a glide approach (essentially a simulated engine failure with idle power), and a low-level approach (simulating having to land in bad weather).
Here’s a final video showing you what it was like to do circuits (otherwise known as ‘Touch and Gos’).
This was me after we landed. I was very happy after such an enjoyable day’s flying!
Obligatory standing on the wing shot…
After completing the paperwork, we jumped back in the Dimona to go home. This was a final view of Brize on the climb out.
Now that I’ve successfully completed this training, I will have another rating on my licence, meaning that I’m now qualified to fly light aircraft as well as motorgliders, which is fantastic because this has been my aim ever since I started flying, back when I was at university. It’s also another thing to cross off my 30 Before 30 list (see item 6). A splendid and successful day all round, and hopefully I’ll do some more flying with Matt in the not-too-distant future. | aerospace |
https://awe130.nl/apollo/apollo-10/apollo-10-film-footage/427-apollo-10-nasa-propaganda | 2020-04-02T19:11:08 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370507738.45/warc/CC-MAIN-20200402173940-20200402203940-00324.warc.gz | 0.937744 | 159 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__70561215 | en | NASA Apollo 10 propaganda video
Good old 1960's propaganda.
The Apollo 10 story from the beginning to the end, enjoy the dramatic music and a low voice that explains what is going on. This film is a jewel, as it gives dozens of clues that show that Apollo 10 was not what they told your grandparents it was. At 5:18 a fake shot of the Earth from space. At 16:20 you will see the lunar surface projected under the simulator [See video lunar simulator]. Or what about the Apollo near crash at 18:40. Don't miss out on the fake looking earth rise at 18:07. For sure you will be able to find many more. In the end you are the judge in a journey towards the truth.
Credit to NASA for film footage. | aerospace |
https://jeremydium.wordpress.com/2019/03/01/hot-new-pic-from-juno/ | 2021-04-20T13:57:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039398307.76/warc/CC-MAIN-20210420122023-20210420152023-00017.warc.gz | 0.945974 | 292 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__58732244 | en | NASA’s Juno spacecraft, currently orbiting Jupiter, took a dramatic image of the gas giant earlier this month.
The color-enhanced image comes from Kevin M. Gill, a NASA software engineer who moonlights as one of the Juno’s amateur image processors, shows a large circular storm trailed by clouds swirling in a jet stream in Jupiter’s northern hemisphere.
Juno has been in a highly elliptical orbit around Jupiter since 2016. The spacecraft captured the image on Feb 12, during its 18th close pass of the planet. Juno was just 8,000 miles above Jupiter’s cloud tops at the time.
First launched in 2011, Juno took five years traveling to Jupiter from Earth. The mission seeks to map Jupiter’s interior and determine how much water is inside the planet, among other goals. Scientists hope that by studying Jupiter, they will have a better understanding of how the planets formed.
NASA makes raw images from Juno available to the public online. The agency encourages amateur astrophotographers to download and enhance the images before uploading them back to Juno’s website. Dozens of space enthusiasts have participated, some by simply cropping the images and others by performing advanced color reconstruction or highlighting a particular atmospheric feature of the planet.
NASA plans to end Juno’s mission in July 2021, at which point the spacecraft will self-destruct in the most metal way by hurling itself into Jupiter. | aerospace |
https://www.flightcentre.co.nz/world-travel/new-caledonia/noumea/getting-there | 2020-04-08T06:06:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371810617.95/warc/CC-MAIN-20200408041431-20200408071931-00406.warc.gz | 0.936783 | 111 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__160131173 | en | Travel to Noumea
Fly In To Noumea
Flights to Noumea are operated by Air Calin, New Caledonia’s international airline. Air Calin flights depart from Brisbane and Sydney and flying time is a little more than two hours.
Air New Zealand and Air Vanuatu also offer a connecting service to Noumea from Auckland and Port Vila respectively.
The international airport is approximately 50 kilometres from the city centre. Car rentals are available at the airport as are public buses and private shuttle services. | aerospace |
https://spheredrones.com.au/collections/emesent-hovermap | 2021-09-19T17:13:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056892.13/warc/CC-MAIN-20210919160038-20210919190038-00106.warc.gz | 0.896115 | 172 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__204804484 | en | Hovermap is a smart mobile scanning unit which can be mounted to a drone to provide autonomous mapping in challenging inaccessible areas. Hovermap is not only for drone use, its flexible design allows it to be used for walking, vehicle or backpack mounted scans. Equally capable above ground or underground, indoors, or out, Hovermap is your complete mobile LiDAR mapping solution.
Hovermap’s quick release mechanism makes it easy to switch from a drone flight to a walking scan, enabling the collection of critical data both in the air and on the ground, with the ability to automatically merge the results. Weighing only 1.8kg, it is easily portable and compatible with smaller drones such as the DJI M210. With this powerful combination you’ll be on your way to capturing LiDAR data like never before. | aerospace |
http://www.seattlepi.com/national/slideshow/World-news-photos-Where-Jodi-Arias-sleeps-and-62729/photo-4650397.php | 2014-09-15T09:56:48 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657104131.95/warc/CC-MAIN-20140914011144-00332-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.920868 | 76 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__185006671 | en | Photo By AP
This image provided by the US Navy shows the launch of an X-47B Unmanned Combat Air System from the flight deck of the aircraft carrier USS George H.W. Bush offf the coast of Virginia Tuesday May 14, 2013. George H.W. Bush is the first aircraft carrier to successfully catapult launch an unmanned aircraft from its flight deck. | aerospace |
http://werneraero.com/media-page/press-releases/161-werner-aero-services-donates-school-supplies-to-center-for-food-action-cfa | 2019-02-16T01:34:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247479729.27/warc/CC-MAIN-20190216004609-20190216030609-00217.warc.gz | 0.925621 | 193 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__216076688 | en | August 1, 2016
The Werner Aero Services New Jersey team joined together recently to purchase and pack school supplies for the Center for Food Action’s (CFA) Back to School drive. Werner Aero Services donated backpacks and various essential school supplies to be given to local families in need. Werner Aero Services is committed to helping the local community and partners throughout the year with CFA to donate food, supplies and money.
About Werner Aero Services: Werner Aero Services, widely regarded for its high quality and customer care, is a leader in the aviation industry providing asset management and logistical solutions to airlines worldwide. With offices around the world, it is known for its innovative and total global transportation solutions specializing in supplying jet engines, rotable pooling and repair management. Werner is an ISO 9001 company and FAA AC0056B approved supplier.
For further details, please contact: Brenda Ruditzky at Bruditzky@werneraero.com | aerospace |
https://thespacecoastrocket.com/nasa-to-test-nuclear-rocket-engine-that-could-take-humans-to-mars-in-45-days/ | 2024-02-27T23:58:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474688.78/warc/CC-MAIN-20240227220707-20240228010707-00874.warc.gz | 0.94362 | 330 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__9596031 | en | NASA has revealed plans to create a nuclear-powered rocket that could send astronauts to Mars in just 45 days.
The agency, which has partnered with the Pentagon’s Defense Advanced Research Projects Agency (DARPA) to design the rocket, announced on Tuesday (Jan. 24) that it could build a working nuclear thermal rocket engine as soon as 2027.
NASA’s current rocket systems (including the Space Launch System which last year sent the Artemis 1 rocket on a historic round-trip to the moon) are based on the century-old, traditional method of chemical propulsion — in which an oxidizer (which gives the reaction more oxygen to combust with) is mixed with flammable rocket fuel to create a flaming jet of thrust. The proposed nuclear system, on the other hand, will harness the chain reaction from tearing apart atoms to power a nuclear fissionreactor that would be “three or more times more efficient” and could reduce Mars flight times to a fraction of the current seven months, according to the agency.
“DARPA and NASA have a long history of fruitful collaboration in advancing technologies for our respective goals, from the Saturn V rocket that took humans to the Moon for the first time to robotic servicing and refueling of satellites,” Stefanie Tompkins the director of DARPA, said in a statement. “The space domain is critical to modern commerce, scientific discovery, and national security. The ability to accomplish leap-ahead advances in space technology… will be essential for more efficiently and quickly transporting material to the moon and, eventually, people to Mars.” | aerospace |
https://www.staugustine.com/story/news/2015/03/25/why-germanwings-flight-might-have-crashed-over-alps/16245443007/ | 2023-03-21T08:58:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943637.3/warc/CC-MAIN-20230321064400-20230321094400-00608.warc.gz | 0.965144 | 978 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__282683198 | en | Why Germanwings flight might have crashed over the Alps
WHY GERMANWINGS FLIGHT MIGHT HAVE CRASHED OVER THE ALPS
NEW YORK (AP) - Airplanes don't just fall out of the sky. The Germanwings plane that crashed Tuesday in France was at the safest part of flight. Yet, something went horribly wrong, leading to the death of 150 passengers and crew.
The first clue about what could have happened will be the wreckage itself. If the debris field is pretty compact, the plane most likely hit the mountains intact. If, it is scattered, the plane probably broke up midair.
"If you see a wing here and three miles later you see a fuselage, one doesn't have to be an expert to speculate that it didn't happen on the ground - that something happened before it impacted," says Todd Curtis, a former Boeing safety engineer who is now director of the Airsafe.com Foundation.
Germanwings Flight 9525 from Barcelona, Spain, to Duesseldorf, Germany, was flown on an Airbus A320, a workhorse of modern aviation, similar to the Boeing 737. There are over 3,600 of them in operation worldwide, according to Airbus, which also makes nearly identical versions of the plane: The smaller A318 and A319 and the stretched A321. An additional 2,500 of those jets are flying.
The A320 family has a good safety record, with just 0.14 fatal accidents per million takeoffs, according to a Boeing safety analysis. This particular jet was delivered to Lufthansa - the parent company of Germanwings - in 1991 and had about 58,300 flight hours over 46,700 flights.
It is way too early to know for sure what happened, but here are some options.
This jet averaged more than 5.3 flights a day over its 24 years. That isn't unusual for a plane making short trips around Europe but is on the higher end of what is normal.
Each takeoff and landing cycle and the pressurization and depressurization associated with it adds stress to the skin of the plane. Aircraft that fly short, frequent routes go through more of these cycles than planes flying long distances. In 1988, a 19-year-old Aloha Airlines Boeing 737-200 that had made frequent, short hops among the Hawaiian islands lost a large part of its roof. Corrosion and metal fatigue were to blame.
Flight 9525 reportedly descended at 3,000 feet per minute from its cruising altitude of 38,000, twice the normal speed of a descent.
If there was some type of rapid decompression - whether from metal fatigue or a bomb - the pilots' first move would be to get the plane down below 10,000 feet, where the air is breathable. The masks that come down from the overhead bins provide about 10 minutes worth of oxygen. So, a decent rate of 3,000 feet per minute would get the plane down to breathable air just in time.
Curtis says that initial rate of decent is consistent with what you would see in a decompression situation.
Airbus jets have one of the most sophisticated cockpits. However, there have been issues in the past with some of the instruments there. The 2009 crash of Air France Flight 447 started because pilots were getting false air speed indications as it flew through a storm. Ultimately, pilot error led the plane into a stall but only after they were getting bad data.
More recently, a Lufthansa A321 - the slightly larger version of the A320 - dropped about 4,000 feet in one minute after the autopilot unexpectedly lowered the jet's nose. Following the November incident, the European Aviation Safety Agency issued a safety directive warning pilots about the possibility of an error with the angle of attack sensors on the plane.
Pulling up on the jet's sidestick - a device similar to a yoke - would not pull the jet out of the dive. The safety agency noted the only way to stop it was to turn off two of the three air data reference units in the cockpit. These units process the flight speed, up or down angle of the nose, and the altitude.
There is no indication that this crash is tied to any criminal act but such actions can't yet be ruled out.
The pilots might have somehow accidently put the plane into a dive or stall and not be able to recover from it. Separately, the pilots could have been so focused on getting the plane below 10,000 feet that they didn't realize how close they were to the mountains until it was too late. | aerospace |
https://www.realtalk933.com/faa-questions-some-boeing-appointees-expertise-for-certification-tasks/ | 2021-12-03T18:30:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362918.89/warc/CC-MAIN-20211203182358-20211203212358-00394.warc.gz | 0.93426 | 162 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__135966437 | en | FAA questions some Boeing appointees expertise for certification tasks
Written by on November 10, 2021
November 11, 2021
WASHINGTON (Reuters) – The Federal Aviation Administration (FAA) told Boeing Co that some of its appointees overseeing aircraft certification tasks lack expertise and directed the largest U.S. planemaker to quickly address the issue.
In a Nov. 2 letter seen by Reuters, the FAA told Boeing an oversight review conducted this summer found some appointees lacked required expertise and found some of those Boeing employees performing certification tasks for the agency “are not meeting FAA expectations.”
The air regulator added of 12 recent appointees some “38% struggled to demonstrate an understanding of FAA certification processes.”
(Reporting by David Shepardson; Editing by Chris Reese) | aerospace |
https://www.airmodsflightacademy.com/aero-camp | 2021-02-25T22:34:37 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178355937.26/warc/CC-MAIN-20210225211435-20210226001435-00537.warc.gz | 0.943384 | 223 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__107748695 | en | Basic AeroCamp is designed for middle school students and requires no previous aviation experience. During the week of camp, the kids will learn the basics of flight, flight controls and instruments, radio communications, airport traffic patterns and the basics of aeronautical charts. They will learn how to pre-flight and aircraft and how to plan a flight to a specific destination. The campers will also receive hands-on experience flying the aircraft to different destinations. The flight instruction they receive is log-able and can be used towards a Private Pilots License, should they wish to pursue further flight training.
Monday - Friday
9AM - 3PM
Advanced AeroCamp is designed for high school students and presents a more in-depth approach to aviation. Basic AeroCamp is not required to attend Advanced AeroCamp; however, previous aviation knowledge is helpful. Advanced AeroCamp is more flight-intensive and our students spend a large amount of time flight planning and executing a cross-country flight. Like Basic AeroCamp, all flight time accrued during the duration of camp can be applied towards the hours needed for a Private Pilot License. | aerospace |
http://gcmd.nasa.gov/KeywordSearch/Metadata.do?Portal=esip&KeywordPath=%5BSource_Name%3A+Short_Name%3D'HELICOPTER'%5D&OrigMetadataNode=GCMD&EntryId=FIFE_SE_HELO&MetadataView=Full&MetadataType=0&lbnode=mdlb4 | 2013-12-12T16:09:17 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164645800/warc/CC-MAIN-20131204134405-00076-ip-10-33-133-15.ec2.internal.warc.gz | 0.971137 | 187 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__56086183 | en | Abstract: The SE-590 Reflectance Factors and Radiances Measured from a Helicopter Data Set were collected using the helicopter-borne SE-590 during Intensive Field Campaign 5 (IFC-5) in 1989. These data were collected at 17 different grid locations within the FIFE study area. Data were collected on 6 days from July 28, 1989 through August 8, 1989, when sky conditions were clear. The helicopter missions were ... designed to provide a means of spectrally characterizing each FIFE site and provide an intermediate scale of sampling between that of the surface measurements and the higher altitude aircraft and spacecraft multispectral imaging devices. The SE-590 instrumentation was chosen to provide compatibility with surface-based radiometers and TM spacecraft sensors. Off-nadir measurements were made as a means of providing more accurate estimates of hemispherical reflectance and for use with bi-directional reflectance models. | aerospace |
https://www.xperiencedays.com/Skydiving_Detroit.html | 2018-04-27T00:43:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125948738.65/warc/CC-MAIN-20180427002118-20180427022118-00328.warc.gz | 0.896366 | 243 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__236411463 | en | Get ready to experience the thrill of a lifetime during this Tandem Skydiving Freefall only 40 miles north of Detroit. Your sky diving adventure begins with a 30 minute introduction to the sport and safety aspects of Tandem Skydiving. Then, it’s time to get ready to take the skies and soar over two miles above sea level!
Once the instructional session is complete you will suit-up and hop on the plane for a 20 minute flight to the Drop Zone and an altitude of 12,000 feet. Prior to the Tandem Skydive, you will be harnessed to your Certified Instructor as you get ready to exit the aircraft. Finally, get ready for an unbelievable 40-50 second freefall.
At an altitude of 5,000 feet, your Flight Instructor will deploy the parachute so that you can gently glide back to earth under the canopy built for two. During your five minute descent, you will be able to help steer the canopy toward a landing back at the dropzone where your friends will be awaiting your arrival.
This airborne activity in Southeast Michigan is an amazing experience for anyone looking for a daring adventure and makes a great gift for any occasion.
about this Experience | aerospace |
http://www.nzonline.org.nz/nzo/browse/scenic-flights | 2017-04-29T17:26:46 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123549.87/warc/CC-MAIN-20170423031203-00575-ip-10-145-167-34.ec2.internal.warc.gz | 0.874514 | 181 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__58519202 | en | New Zealand Scenic Flight Tours
Get a diffferent perspective of New Zealand from the sky and take in the natural beauty of the country.
Most scenic flight operators in New Zealand will custom make a tour to suit your requirements, or choose from the many scheduled scenic flight tours on offer in New Zealand.
Experience New Zealand by air with a range of scenic flight tours to choose from;
- Fixed wing plane tours
- Helicopter transfers and tours
- Hot air ballooning
- Whale watching by air
- Heli-skiing and heli-fishing
- Float planes
- Glacier flights
- Helicopter snow landings
- Air transfers
- Volcano tours
- Microlight flights
- Hang gliding
- Bi plane tours
- Vintage tiger moth scenic flights.
Choose a New Zealand flightseeing operator from the list below to suit your requirements: | aerospace |
https://www.yerepouni-news.com/nasa-plans-giant-spacecraft-to-defend-earth-by-nuking-deadly-asteroids/ | 2023-12-09T10:50:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100909.82/warc/CC-MAIN-20231209103523-20231209133523-00263.warc.gz | 0.947505 | 378 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__15499743 | en | Dangerous space rocks are constantly on the move in our Solar System and our planet can be hit at any time. That is why scientists around the world are developing programs to map these asteroids and prevent them from hitting Earth.
Recently NASA published details of a large nuclear spacecraft called Hammer [Hypervelocity Asteroid Mitigation Mission for Emergency Response] which will be able to destroy an asteroid in case it was on a trajectory toward Earth.
The spacecraft, weighing over eight tons, could also alter the trajectory of a giant space rock.
According to scientists, the danger of asteroids persists, as just last year a giant rock named 2012TC4 passed within 27,000 miles of Antarctica, a distance which astronomers consider quite close.
The proposed spacecraft would be able to steer itself into a smaller asteroid, or detonate a nuclear device to destroy a bigger one.
NASA and the National Nuclear Security Administration studied an asteroid named Bennu which is considered as an NEO, or Near-Earth Object, and found out that if it were to hit Earth, it would release a force equivalent of 1.45 gigatons of TNT.
That is “three times more energy than all nuclear weapons detonated throughout history,” according to Dante Lauretta, professor of Planetary Science at the Lunar and Planetary Laboratory at the University of Arizona.
The atomic bombs used in World War II had an energy release of about 20 kilotons of TNT each and the most powerful nuclear weapon ever detonated, the Soviet Tsar Bomba, had a yield of 50 megatons.
Therefore, an asteroid like Bennu could be really bad news for the planet. NASA’s Centre for Near-Earth Object Studies now lists 73 asteroids which have a 1 in 1,600 chance of hitting the Earth.
According to scientists, it could take more than 7 years to build Hammer. | aerospace |
https://singaporeoutlook.com/small-drones-companies-the-boeing-company-us-and-lockheed-martin-corporation-us-are-the-key-players-6477/ | 2024-04-12T20:58:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00514.warc.gz | 0.924893 | 2,057 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__191566388 | en | Chicago, March 08, 2024 (GLOBE NEWSWIRE) — The small drones market size is projected to grow from USD 5.8 billion in 2023 to USD 10.4 Billion by 2030, at a CAGR of 8.6% from 2023 to 2030.
Small Unmanned Aerial Vehicles (SUAVs), commonly known as small drones, are aerial vehicles controlled remotely and play vital roles in both the defense and commercial sectors. In commercial applications, they find utility in tasks such as monitoring, surveying, mapping, aerial remote sensing, precision agriculture, and even product delivery. In the military sphere, they serve functions such as military operations and border surveillance. Various industries, including oil & gas, railway, power plants, and construction, have embraced SUAV technology. Moreover, the utilization of small drones for emerging applications, such as cargo delivery in both commercial and defense sectors, is anticipated to be a driving force behind the global market’s growth.
To know about the assumptions considered for the study Download the PDF Brochure
Small drones are gradually taking the place of manned aircraft within the defense sector because they offer the flexibility to be controlled remotely by human operators or autonomously by onboard computer systems. Over the past decade, the small drone market has experienced substantial growth, primarily driven by the expanded utilization of small drones in various military applications.
Enhanced endurance capabilities and cost-efficiency have led to a surge in the manufacturing of small drones, contributing significantly to the anticipated expansion of the small drone market. Innovative military applications continue to emerge, highlighting the versatility of small drones. One such application entails employing small drones for the transportation of both commercial and military payloads, including the replenishment of essential supplies to soldiers in battlefield scenarios.
The integration of cutting-edge technologies like Artificial Intelligence (AI), sense and avoid systems, and cloud computing into Unmanned Aerial Vehicles (UAVs) is poised to stimulate demand for small drones across various sectors. The infusion of AI into small drones is anticipated to elevate their capabilities, endowing them with cognitive functions akin to human thinking. AI is expected to empower small drones to autonomously execute a spectrum of tasks such as take-off, navigation, data collection, data transmission, and data analysis without requiring human intervention.
However, manufacturers of small drones face several challenges, including the seamless integration of UAVs into existing air traffic systems. Furthermore, government-imposed restrictions on the utilization of small drones for civil and commercial purposes in various countries globally represent a significant hurdle that impacts the growth of the small drone market.
To increase their market share in the small drone industry, major players like SZ DJI Technology Co., Ltd. (China), Lockheed Martin Corporation (US), The Boeing Company (US), Israel Aerospace Industry Ltd. (Israel), and AeroVironment, Inc. (US) have implemented a variety of growth strategies. These include contracts, agreements, acquisitions, expansions, partnerships & certifications, investments, venture capital funding, new service launches, and research & development (R&D) activities.
SZ DJI Technology Co., Ltd.
SZ DJI Technology Co., Ltd. is the top producer of commercial drones worldwide. It produces a large variety of propulsion systems, cameras, drones, flight controllers, accessories, and camera gimbals (aerial and handheld). The company sells its products for use in a variety of industries, including infrastructure, construction, public safety, agriculture, energy, and entertainment. DJI sells its goods in retail establishments, DJI-run stores, and DJI online stores.
China-based SZ DJI Technology Co., Ltd. owns its own production and research facilities. Its offices are located in the US, China, Japan, the Netherlands, and Hong Kong. China and the US account for the majority of the company’s revenue. The business does not supply drones or associated services to the military.
Lockheed Martin Corporation
In the fields of advanced technologies, aerospace, military, and security, Lockheed Martin Corporation is a leader in research, design, development, production, and integration of these systems as well as associated goods and services. Aeronautics, Missile and Fire Control, Rotary and Mission Technologies, and Space are the business’s four operating segments. The company develops, delivers, and supports aerospace and defense systems. It is present in all 50 US states, with 572 manufacturing facilities spread throughout 500 cities. Under the ticker sign LMT, it is traded on the New York Stock Exchange.
Research, design, development, production, integration, maintenance, support, and modernization of cutting-edge military aircraft, including combat and air mobility aircraft, unmanned aerial vehicles, and associated technologies, are all undertaken by the Aeronautics segment. Lockheed Martin Pty Limited (Australia), Lockheed Martin UK Limited (UK), Lockheed Martin Canada Inc. (Canada), Lockheed Martin Global, Inc. (US), and Lockheed Martin Logistics Management, Inc. are a few of the company’s subsidiaries (US).
The Boeing Company (US)
The Boeing Company is a prominent producer of security, space, and defense equipment in addition to commercial jetliners. Commercial and military aircraft, satellites, armaments, electronic and defense systems, unmanned systems, launch systems, sophisticated information and communication systems, performance-based logistics, and training are just a few of the goods and services it offers. The business is divided into four segments: Global Services, Defense, Space & Security, Commercial Airplanes, and The Boeing Company Capital. The company’s Defense, Space & Security business sells its equipment to tiny drone manufacturers.
Research, development, production, and modification of manned and unmanned military aircraft and weapons systems for strike, surveillance, and mobility (such as fighter and trainer aircraft); vertical lift (such as rotorcraft and tilt-rotor aircraft); and commercial derivative aircraft (such as anti-submarine and tanker aircraft) are the activities carried out by the Defense, Space & Security segment. Furthermore, the research, development, production, and modification of the following goods and services are carried out by this segment: cyber and information solutions; intelligence systems; command, control, communications, computers; intelligence, surveillance, and reconnaissance (C4ISR); satellite systems, including commercial and government satellites; and space exploration.
Israel Aerospace Industry Ltd. (Israel)
Israel Aerospace Industries Ltd. (IAI) provides cutting-edge equipment and technologies across all areas and is a prominent manufacturer in both the defense and commercial sectors. From special mission aircraft and sophisticated unmanned aerial systems (UAS) to precision-guided munitions, multi-layered missile defense, loitering munitions, upgrades for military aircraft and helicopters, and advanced C4I, ISTAR, and navigation systems, the company offers a wide range of aerial defense solutions and services. It is active in a number of international markets, spanning from North America to Germany in Europe, via South America’s Brazil and Colombia, East Asia’s India and South Korea.
AeroVironment, Inc. (US)
AeroVironment, Inc. creates, develops, manufactures, maintains, and manages a cutting-edge range of products and services for enterprises and government organizations. The company provides tactical missile systems and associated services to US government entities, as well as small drone-related services mostly to the US Department of Defense and other ally countries.
AeroVironment’s compact drones, such as Raven, Wasp AE, and Puma AE, are engineered to function dependably at extremely low altitudes under a variety of environmental circumstances, offering an advantageous position for gathering and transmitting important data. Small drones are used by military forces to provide ISR and communications, such as tracking, combat assessment, real-time tactical reconnaissance, and geographic data, directly to the small tactical unit or individual operator. This increases mission planning and execution flexibility. Small drones are used in commercial applications to help businesses manage important assets including railroad infrastructure, powerlines, and crops.
CONTACT: About MarketsandMarkets™ MarketsandMarkets™ has been recognized as one of America’s best management consulting firms by Forbes, as per their recent report. MarketsandMarkets™ is a blue ocean alternative in growth consulting and program management, leveraging a man-machine offering to drive supernormal growth for progressive organizations in the B2B space. We have the widest lens on emerging technologies, making us proficient in co-creating supernormal growth for clients. Earlier this year, we made a formal transformation into one of America's best management consulting firms as per a survey conducted by Forbes. The B2B economy is witnessing the emergence of $25 trillion of new revenue streams that are substituting existing revenue streams in this decade alone. We work with clients on growth programs, helping them monetize this $25 trillion opportunity through our service lines - TAM Expansion, Go-to-Market (GTM) Strategy to Execution, Market Share Gain, Account Enablement, and Thought Leadership Marketing. Built on the 'GIVE Growth' principle, we work with several Forbes Global 2000 B2B companies - helping them stay relevant in a disruptive ecosystem. Our insights and strategies are molded by our industry experts, cutting-edge AI-powered Market Intelligence Cloud, and years of research. The KnowledgeStore™ (our Market Intelligence Cloud) integrates our research, facilitates an analysis of interconnections through a set of applications, helping clients look at the entire ecosystem and understand the revenue shifts happening in their industry. To find out more, visit www.MarketsandMarkets™.com or follow us on Twitter, LinkedIn and Facebook. Contact: Mr. Aashish Mehra MarketsandMarkets™ INC. 630 Dundee Road Suite 430 Northbrook, IL 60062 USA: +1-888-600-6441 Email: email@example.com
Disclaimer: The above press release comes to you under an arrangement with GlobeNewswire. SingaporeOutlook.com takes no editorial responsibility for the same. | aerospace |
https://ereaderoutfitters.com/space-force-procurement-chief-emphatic-about-the-need-for-speed.html | 2022-12-08T22:07:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711368.1/warc/CC-MAIN-20221208215156-20221209005156-00798.warc.gz | 0.945934 | 641 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__133986190 | en | Frank Calvelli said traditional contracts where the government bears the risks and pays for cost overruns will no longer be acceptable.
WASHINGTON – Frank Calvelli, the Air Force assistant secretary for space acquisition and integration, told an audience of space entrepreneurs that he is trying to instill a sense of urgency in military procurement.
“I want to move quickly in buying the space,” Calvelli said Dec. 6 at a TechCrunch Space event in Los Angeles, where he was interviewed by Tess Hatch, vice president of Bessemer Venture Partners.
Procurement agility is an imperative Calvelli discussed in an Oct. 31 memo, where he laid out nine Principles of space appropriation.
“I think the threats against our systems posed by Russia and China are now too great,” Calvelli said.
These countries are developing anti-satellite weapons that are expected target American systems in a future conflict. In response, the United States is working to establish Widespread satellite networks that would be harder to disrupt and cheaper to build than traditional military satellites.
The United States today has a “magnificent architecture that the Department has built over decades for missile warning, missile tracking, navigation and precision timing, satellite communications and space domain awareness,” Calvelli said.
“These are fantastic systems,” but most of these satellites are very large, he added, and “we put a lot of things in geosynchronous orbit. So there is not much diversification of our systems.”
“And when you look at the threat, you look at how important space is, not just to the warfighter, but to the American economy. It’s really important that we drive our architecture to have some resilience, and that will be through diversification, diversification of orbits and proliferation of satellites,” Calvelli said.
He said he wrote the nine principles because “I really, really want to go faster.” The “old way of doing business” was to spend a decade developing large satellites. “We have to change that paradigm and do things much faster.”
Message to industry
Calvelli also wanted these principles to serve as “my message to the industry” that traditional contracts where the government bears the risks and pays for cost overruns will no longer be acceptable.
He said future satellites will follow the guidelines of the Space Development Agency, which has ordered hundreds of satellites under fixed-price contracts. The agency is procuring a large constellation of missile tracking and data satellites in low Earth orbit.
Calvelli encouraged space startups to continue to innovate and take advantage of DoD seed funding programs offered by organizations like SpaceWERX and the Defense Innovation Unit.
“Keep driving the technology and bring those ideas forward,” Calvelli said. At TechCrunch, some vendor displays that caught his eye were about virtual reality systems that simulate the space environment, electric propulsion for satellites, and satellite refueling in space.
“Keep pushing the envelope in space,” Calvelli said. | aerospace |
https://research.noaa.gov/tag/uas/ | 2024-03-05T01:58:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476592.66/warc/CC-MAIN-20240304232829-20240305022829-00704.warc.gz | 0.910086 | 710 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__76927906 | en | Uncrewed systems and other tools are gathering data at different levels of the ocean and the atmosphere that are key to understanding how storms form, build, and intensify. Together with NOAA Hurricane Hunter aircraft carrying sensors, this data paints a clearer picture for scientists of the forces that drive hurricanes. Predicting these changes in hurricanes enables communities to better prepare, which can protect lives and property and strengthen local economies.
NOAA Global Monitoring Laboratory Development of a UAS “Virtual Tower” for Gas and Ozone Measurements
Scientists from NOAA’s Global Monitoring Laboratory (GML) have undertaken novel development of an uncrewed aircraft system (UAS) “hexacopter” that will enable the lab to not only recommence a long-standing mission that was recently forced to halt, but paves the way toward enhanced operations in the future. The composition of Earth’s atmosphere is rapidly changing due to anthropogenic releases of carbon dioxide (CO2) and methane (CH4), which are powerful greenhouse gasses driving global warming. Also, human-made chemicals such as CFC-11 and CFC-12 (refrigerants) are destroying the ozone layer that filters out ultraviolet (UV) radiation. These CFCs and their counterparts destroy enough of the protective stratospheric ozone layer to produce the Antarctic “Ozone Hole”.
Scientists hope images from the research drones will improve our understanding of tornadoes and lead to better forecasts.
In clear skies over Maryland the week of January 11, NOAA scientists launched a research drone from a NOAA Hurricane Hunter plane to test its ability to gather weather data that could improve hurricane forecasts.
When it comes to data collection, uncrewed aerial systems — known as UAS or drones — are critical research tools. They’ve helped scientists take
World View Enterprises has offered to carry a miniaturized NOAA instrument on its high-altitude balloon to capture measurements of atmospheric particles on a series of flights in 2021 that will last weeks and cover thousands of miles at altitudes above 55,000 feet.
On September 12, 2019 the NOAA awarded L3 Latitude a support contract to continue development of the L3 Latitude FVR-55 hybrid Vertical Take Off and Landing (VTOL) UAS, integrate NOAA scientific payloads, and support UAS flight operations from the NOAA Ship Ronald H. Brown for the NOAA UAS Program. The Pacific Marine Environmental Laboratory is developing UAS payloads to make aerosol and meteorological measurements. The Physical Science Division is developing a sensor to measure atmospheric parameters such as heat flux.
The L3 Latitude FVR-55 UAS has been developed through a NOAA Small Business Innovative Research (SBIR) grant. This hybrid UAS has unique capabilities which allow for autonomous launch and recovery from the deck of a ship without the need for a runway or catapult. After vertical takeoff, the UAS transitions to fixed wing flight with an endurance of up to 10 hours, a ceiling of 12,000ft and the ability to carry up to a 15 lb payload. The payload nose cone can be used to house different instrumentation dependent upon the mission.
The UAS will be operated from the NOAA Ship Ronald H. Brown and during the Atlantic Tradewind Ocean–Atmosphere Mesoscale Interaction Campaign (ATOMIC), which is a field study to investigate atmospheric shallow convection and air-sea interaction in the tropical North Atlantic east of Barbados in 2020. | aerospace |
http://www.steamboattoday.com/news/2004/jan/07/faa_investigates_airport/ | 2017-04-28T14:19:24 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122992.88/warc/CC-MAIN-20170423031202-00180-ip-10-145-167-34.ec2.internal.warc.gz | 0.961636 | 708 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__289534445 | en | A resident's concerns have sparked the Federal Aviation Administration to further investigate a Mountain Flight Service crash in March and operations at the Steamboat Springs Airport.
In response to letters written by pilot Warren Harner Jr., the FAA said it is looking into Mountain Flight Service Inc. aircraft performance, instrument flight rule departures out of the Steamboat Springs Airport and night IFR operations into the airport.
A letter written by John Lusk, unit supervisor of Denver's FAA Flight Standards District Office, stated the office would provide a formal written response to Warner's concerns by Jan. 31.
The letter indicated the FAA would investigate Mountain Flight Service and a March 19 incident in which one of its planes crashed while trying to land at the Kremmling airport. The plane landed on a snow-covered edge of a mountain ridge, and the pilot said he could see the airport, but not the terrain as he was trying to land. Three people had minor injuries from the crash.
On Sept. 30, the National Transportation Safety Board determined the probable cause of the accident was the pilot's improper in-flight planning and his failure to maintain safe clearance above the high terrain. The NTSB said the high terrain and dark night were contributing factors in the accident.
Mountain Flight Services Director Bob Maddox said the final report on the plane crash was only reopened because of Harner's inquiry. Harner's complaint, Maddox said, was that not everyone on the aircraft was interviewed.
Harner could not be reached for comment Wednesday afternoon.
In his letter to Harner, Lusk said the office would need specific documentation -- videotapes, photographs and written witnesses statements -- to investigate any additional concerns.
Harner submitted Lusk's letter to the City Council on Tuesday in reference to the first reading of an ordinance that would amend Mountain Flight Services' operating license to transfer its maintenance operations to Mountain Aircraft Maintenance Inc.
In a 4-3 vote, the council approved the amendment; the three council members voting in opposition -- Susan Dellinger, Ken Brenner and Steve Ivancie -- said they wanted to wait for the FAA to finish its investigation.
Mountain Flight Services, best known as the operator of the air ambulance service, wanted to sell the aircraft-maintenance portion of its business to Mountain Aircraft Maintenance, owned by James Mann.
Mountain Flight Services would continue to provide air ambulance, air charter and flight management services and aircraft maintenance for airplanes it owns or operates. Mountain Aircraft Maintenance would provide aircraft maintenance to the public.
Before voting on the ordinance, Dellinger said she wanted to see the results of the investigation and made a motion to table the ordinance until those results are available.
"I am not real comfortable making any changes with the Mountain Flight Service right now as they are under investigation," she said.
Her motion to table, supported by Brenner and Ivancie, failed 4-3. After the motion failed, Ivancie asked if the city's legal department could at least look into what the city's liability would be surrounding the investigations.
Councilman Paul Strong said he did not see the connection between the FAA's investigation and allowing Mountain Flight Services to sell its maintenance operation division.
"Even if (FAA) pulls their charter, they could still run the maintenance operation," Strong said. "It is two separate things."
Council approved the first reading of the ordinance with Strong, Loui Antonucci, Nancy Kramer and Kathy Connell voting in favor of it. | aerospace |
http://www.thatsreallypossible.com/news/category/space-colonisation/ | 2018-02-18T06:45:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891811794.67/warc/CC-MAIN-20180218062032-20180218082032-00523.warc.gz | 0.861032 | 69 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__75223078 | en | We are now seeing the first signs of the creation of a real starship enterprise. Should humanity survive the trials of the 21st century then space colonisation will be our next endeavour.[ Read More ]
If humanity survives the upcoming trials of the 21st century then our next feat is space colonisation. Efforts towards this are already being made. | aerospace |
https://mach5lowdown.com/category/rocket-projects/seb/ | 2020-04-04T14:22:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370524043.56/warc/CC-MAIN-20200404134723-20200404164723-00346.warc.gz | 0.973414 | 529 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__87893937 | en | It is always fun finding new student teams and organisations that are aiming for the Karman line. The newest find comes from an arsTECHNICA article, the Space Enterprise group at the University of California-Berkeley. The team plan to launch their Eureka-1 liquid-fuelled rocket to 135km with the launch to coincide with the 50th anniversary of manned space flight next year.
Engine testing is planned to begin in April.
Students aiming for space is not the newest thing and I do not really understand the fanfare around this announcement, the article fails to really take into account all the other projects happening around the world that have been at this for years.
The reactions the team received after its announcement were mixed, according to Pillai.
“Georgia Tech’s Yellow Jacket Space Program was very receptive, MIT has been receptive,” Pillai said. “(USC) had an extraordinarily negative reaction to our announcement. … They are inclined to provide more criticism than cooperation.”
USC’s Rocket Propulsion Laboratory declined to participate in Project Karman because, according to its Chief Operations Officer Haley Karow, the project is not new, and SEB is sending a false message that it is the first student team to explore space rocketry. USC’s lab holds the current record for the highest collegiate rocket launch at 44 kilometers.
I can understand, USCRPL has been working for years towards this goal and now are the closest they have ever been to achieving it. They have already attempted two space shots, unfortunately unsuccessful. Both articles also fail to mention the Boston University Rocket Propulsion Group who have also been working towards the same goal for years and are expected to make a major announcement in a few days.
Delft Aerospace Rocket Engineering over in The Netherlands is the closest organisation in Europe to achieving this goal, with their Stratos III rocket expected to launch in July and reach 60-80km in altitude.
One could also look at all the teams in the FAR MARS competition, due to launch in May, these teams will all gain experience with flying liquid-fueled rockets and with the prize money could easily also aim for a space shot next year, with the added flight and operations experience being a huge benefit.
In my opinion, I think there has been a silently acknowledged race for a few years now.
As for SEB, I’ll be waiting to see the outcome of their engine test due to occur next month, but never the less, always great to see another ambitious student rocket project! | aerospace |
https://www.ksal.com/kansas-students-experiment-launched-into-space/ | 2022-05-17T14:49:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662517485.8/warc/CC-MAIN-20220517130706-20220517160706-00212.warc.gz | 0.925627 | 129 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__227492100 | en | An experiment devised by Valley Center high school students has been launched into space.
The Wichita Eagle reports the space flight launched Thursday included an experiment that five Valley Center high school students submitted to the Student Spaceflights Experiments Program. The experiment looks at the effect of microgravity on bacterial growth and its resistance to antibiotics.
For the experiment, the students chose a common bacteria responsible for different harmful infections and an antibiotic commonly used to kill those specific bacteria.
The project was on the cargo spacecraft due to land at the International Space Station on Sunday and stay there for six weeks.
Information from: The Wichita (Kan.) Eagle | aerospace |
https://waesearch.kobv.de/advancedSearch.do?f1=author&v1=Gould%2C+S.+G.&index=internal&plv=2 | 2019-12-16T11:39:53 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575541319511.97/warc/CC-MAIN-20191216093448-20191216121448-00004.warc.gz | 0.906738 | 127 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__15750790 | en | The performance of dry-lubricated, angular contact ball bearings in vacuum at a temperature of 20 degrees K has been investigated, and is compared with the in-vacuo performance at room temperatures. Bearings were lubricated using dry-lubricant techniques which have been previously established for space applications involving operations at or near room temperature. Comparative tests were undertaken using three lubricants: molybdenum disulphide, lead, and PTFE. Results obtained using the three lubricants are presented.
NASA, Marshall Space Flight Center, The 23rd Aerospace Mechanisms Symposium; p 319-333 | aerospace |
https://ebookstore.sony.com/ebook/richard-russell-lawrence/the-mammoth-book-of-space-exploration-and-disaster/_/R-400000000000000545212 | 2014-03-09T15:03:09 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999679206/warc/CC-MAIN-20140305060759-00095-ip-10-183-142-35.ec2.internal.warc.gz | 0.848386 | 243 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__181800954 | en | List Price: $ 5.82
Save 7 % off List Price
The Mammoth Book of Space Exploration and Disaster : Over 50 True Accounts of Triumph and Tragedy in Space, Taking You Right Inside the Capsule Cockpit and Beyond
In the words of those who trod the void and others based at mission control, here are more than fifty of the greatest true stories of suborbital, orbital, and deep space exploration. From Apollo 8's first view of a tortured landscape of craters on the "dark side" of the Moon to a series of cliff-hanger crises aboard space station Mir, The Mammoth Book of Space Exploration and Disasters offers moments of extraordinary heroic achievement as well as episodes of terrible human cost. High points include the classic, nail-biting account of abandoning Apollo 13 on the way to the Moon and Jerry Linenger's panic attack during a space walk where he was "just out there dangling."
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January 11, 2005
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https://fpe.umd.edu/event/14276/alexander-j-and-valentina-a-severinsky-125th-anniversary-colloquium-dr-bonnie-j-dunbar | 2020-06-05T15:55:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348502097.77/warc/CC-MAIN-20200605143036-20200605173036-00248.warc.gz | 0.93393 | 585 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__65401164 | en | Alexander J. and Valentina A. Severinsky 125th Anniversary Colloquium: Dr. Bonnie J. Dunbar
Friday, June 7, 2019
4:30 p.m.-6:00 p.m.
1202 Glenn L. Martin Hall
301 405 3671
Dr. Bonnie J. Dunbar
Former NASA Astronaut and TEES Eminent Professor
Texas A&M University, College Station, TX
Professor Bonnie J. Dunbar will discuss perspectives on human space exploration, drawing from her early involvement in designing the Space Shuttle, to her five flights on the Space Shuttle and visit to the Russian Space Station, MIR, to the nation’s return to the Moon and on to Mars. While we have learned much from the last 50 years of human space exploration, there are still engineering challenges ahead. What are they and how should we be mitigating them now: in University Research, in Low Earth Orbit (LEO), in Cis-Lunar Space Stations, and on the surface of the Moon? A significant component to the solutions for human space exploration is the education and supply of engineers. What are the challenges to recruiting our youth into engineering and how might the inspiration of space exploration help to recruit youth into all engineering disciplines? What lessons can we learn from history? What might the 21st Century look like?
Dr. Dunbar is a retired NASA astronaut, engineer, and educator, currently with Texas A&M College of Engineering as a Texas A&M Engineering Experiment Station (TEES) Distinguished Research Professor in the Department of Aerospace Engineering. She has established a laboratory to engineer next generation “spacesuits” for the protection of humans in extreme environments: the Aerospace Human Systems Laboratory (AHSL). She is also conducting pathfinder research into the behaviors of fluid systems in partial gravity environments.
Dr. Dunbar was formerly with the University of Houston, where she was an M.D. Anderson Professor of Mechanical Engineering. Prior to this, she worked for The Rockwell International Space Division Company building Space Shuttle Columbia and then worked for 27 years at NASA, first as a flight controller; then as a mission specialist astronaut, where she flew five space shuttle flights, logging more than 50 days in space. She then served for 7 years as a member of the NASA Senior Executive Service (SES).
Dr. Dunbar is a member of the National Academy of Engineering and Royal Society of Edinburgh. She is a Fellow of the American Ceramic Society, the American Institute of Aeronautics and Astronautics, and the Royal Aeronautical Society. She has been awarded the NASA Space Flight Medal five times. Dr. Dunbar holds bachelor’s and master’s degrees in ceramic engineering from the University of Washington and a Ph.D. in mechanical/biomedical engineering from the University of Houston. | aerospace |
https://kannada.oneindia.com/videos/which-satellites-were-launchedin-isro-039-s-record-flight-73929.html | 2019-10-16T18:44:31 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986669057.0/warc/CC-MAIN-20191016163146-20191016190646-00352.warc.gz | 0.850217 | 283 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__37484451 | en | By : Oneindia Video Kannada Team
Published : February 16, 2017, 01:58
Duration : 02:36
ಇಸ್ರೋದ ದಾಖಲೆಯ ಉಡಾವಣೆಯಲ್ಲಿ ಯಾವ ಯಾವ ಉಪಗ್ರಹಗಳನ್ನ ಕಕ್ಷೆಗೆ ಸೇರಿಸಿದೆ
ISRO's Polar Satellite Launch Vehicle on Wednesday put 714-kg Cartosat-2 series earth observation satellite and 103 other satellites in their orbits. ISRO's two nano satellites (INS-1A and INS-1B) were also launched, which are technology demonstration satellites. Out of the remaining satellites, 96 were from the US, with one each from the Netherlands, Switzerland, Israel, Kazakhstan and the UAE. | aerospace |
https://www.contrasto.it/stories/horizons-57-the-preparation-of-alexander-gerst/ | 2023-12-06T07:42:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.31/warc/CC-MAIN-20231206063543-20231206093543-00015.warc.gz | 0.943813 | 221 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__198994588 | en | ESA astronaut Alexander Gerst is the first of ESA’s class of 2009 astronauts who was be sent into space for a second time, launching on Soyuz MS-09 together with NASA astronaut Jeanette Epps and Russian spacecraft commander Sergei Prokopyev in May 2018. His first mission, Blue Dot, in 2014, lasted from May to November 2014. Gerst has also been the first German Astronaut to be Captain of an international mission.
“Horizons are a symbol for the unknown and when I gaze at the horizon I cannot help but wonder what lies behind it. For this reason we run scientific experiments on the Space Station: we want to broaden our horizons as humankind.” A.G.
The visual essay shows the astronaut’s preparation process between Johnson Space Center in Houston Texas, where human spaceflight training, research, and flight control are conducted and Star City – a common name of an area in Zvyozdny gorodok, Moscow Oblast, Russia, which has since the 1960s been home to the Yuri Gagarin. | aerospace |
https://aero.nd.gov/news/news-archive/aviation-pioneer-john-odegard-receives-rough-rider-award/ | 2020-10-20T20:19:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107874135.2/warc/CC-MAIN-20201020192039-20201020222039-00123.warc.gz | 0.97094 | 125 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__159852804 | en | Aviation pioneer John Odegard receives Rough Rider award
Posted 11/06/15 (Fri)
A pioneer of North Dakota aviation has received the state's highest honor.
John D. Odegard, founder of the UND aerospace school that bears his name, has become the 42nd recipient of the Theodore Roosevelt Rough Rider Award.
“He kept aviation and UND aerospace in his own state, and to me that says a lot,” Larry Martin, chairman of the UND Aerospace Foundation, said. “John would have no part in going anywhere other than North Dakota.” | aerospace |
https://uberpreneurs.com/uber/elon-musk/ | 2018-05-26T04:17:41 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794867309.73/warc/CC-MAIN-20180526033945-20180526053945-00135.warc.gz | 0.926562 | 240 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__94644708 | en | Elon Musk, the prolific inventor who has engineered everything from PayPal’s financial systems to Tesla’s electric cars, wants to see the spacecraft he designs be the first commercial cargo ships to deliver astronauts to the international space station, and one day to Mars.
And he is right on track.
On May 25, 2012, a SpaceX Dragon spacecraft became the first privately developed vehicle to dock at the International Space Station. And on October 10 he did it again: the second Dragon not only delivered fresh crew supplies and scientific experiments to the Space Station, but returned to Earth with scientific samples that had been stored in the Space Station’s freezers since the retirement of the space shuttle.
"I know my rocket inside out and backwards"
@acid0 Tesla will start extending the Supercharger network to South America around end of next year— Elon Musk (@elonmusk) May 26, 2018
@soukyjer Prob end of next year— Elon Musk (@elonmusk) May 26, 2018
@Tidnisher Good point, we will add that to the construction plan— Elon Musk (@elonmusk) May 26, 2018 | aerospace |
https://www.space-defence-security-jobs.com/space/20099/system-engineer/ | 2023-12-03T23:39:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100518.73/warc/CC-MAIN-20231203225036-20231204015036-00132.warc.gz | 0.888587 | 719 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__39760869 | en | ESA is looking for a System Engineer.
You will report to the Beyond LEO Space Transportation Manager and be responsible for space transportation system and service-oriented studies with a view to future space transportation applications.
The responsibilities of the post include:
• assessing future space transportation services based on institutional user requirements;
• taking charge of internal studies within the Agency and the technical management of studies contracted with European industry;
• developing complementary in-house tools for space transportation mission analysis, in coordination with the Collective Launch Service Procurement Office and the Directorate of Technology, Engineering and Quality;
• defining system concepts that increase the versatility and competitiveness of European space transportation solutions;
• ensuring the matching of system concepts, in particular with European Human and Robotic Exploration needs (Directorate of Human and Robotic Exploration Programmes);
• contributing to system requirement flow-down to key enabling capabilities;
• defining industrial activities and establishing relevant statements of work;
• managing and participating in the evaluation of tender submissions and the negotiation and implementation of corresponding contracts, in collaboration with the Procurement Department and other relevant ESA departments;
• supporting Future Space Transportation Preparation (STS-F) technology and demonstration roadmaps in collaboration with technology and flagship demonstrator teams, with respect to system concept needs;
• supporting the diversification of space transportation stakeholders through spin-in/spin-off in order to strengthen the STS-F technology and demonstration roadmap;
• preparing and organising necessary reviews/key points.
You will be assisted as necessary by support staff, such as project control, contracts, legal and quality staff, and by engineers from the Directorate of Space Transportation and the Directorate of Technology, Engineering and Quality and from national agencies under the FLPP technical assistance scheme.
Extensive experience in orbital space transportation mission analysis
Master ASTOS, GMAT software and any additional programming language (Matlab, Python)
Knowledge of system engineering and PA standards
Knowledge of space transportation architecture and technologies
Knowledge of ESA and industrial development, verification and procurement processes
A PhD or Master’s degree in space transportation is required.
For a complete job description and to apply, click on “apply”.
The closing date for applications is 22 December 2020.
If you require support with your application due to a disability, please email firstname.lastname@example.org.
Please note that applications are only considered from nationals of one of the following States: Austria, Belgium, the Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Luxembourg, the Netherlands, Norway, Poland, Portugal, Romania, Spain, Sweden, Switzerland, the United Kingdom and Canada, Latvia and Slovenia.
The European Space Agency (ESA) is an equal opportunities employer that offers competitive salaries exempt from national income tax and excellent employment conditions, such as allowances for expatriates and relocation support.
For more information: http://www.esa.int/About_Us/Careers_at_ESA
The European Space Agency (ESA) is Europe’s gateway to space. Its mission is to shape the development of Europe’s space capability and ensure that investment in space continues to deliver benefits to the citizens of Europe and the world. ESA is an international organisation with 22 Member States. By coordinating the financial and intellectual resources of its members, it can undertake programmes and activities far beyond the scope of any single European country.
Learn more: http://www.esa.int/ | aerospace |
http://eaa701.org/dragonfly-experimental-aircraft-raptor/ | 2021-02-25T13:59:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178351134.11/warc/CC-MAIN-20210225124124-20210225154124-00133.warc.gz | 0.949238 | 291 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__99890746 | en | Dragonfly experimental aircraft raptor
General aviation is a catch-all covering other kinds of private (where the pilot is not paid for time or expenses) and commercial use, and involving a wide range of aircraft types such as business jets (bizjets), trainers, homebuilt, gliders, warbirds and hot air balloons to name a few. The vast majority of aircraft today are general aviation types.
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An experimental aircraft is an aircraft that has not yet been fully proven in flight. Often, this implies that new aerospace technologies are being tested on the aircraft, though the label is more broad.
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The first heavier-than-air craft capable of controlled free-flight were gliders. A glider designed by Cayley carried out the first true manned, controlled flight in 1853.Practical, powered, fixed-wing aircraft (the aeroplane or airplane) were invented by Wilbur and Orville Wright. Besides the method of propulsion, fixed-wing aircraft are in general characterized by their wing configuration. | aerospace |
https://aishwaryasandeep.com/2021/10/01/kalpana-chawla-and-the-columbia-disaster/ | 2022-08-15T16:05:57 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572192.79/warc/CC-MAIN-20220815145459-20220815175459-00674.warc.gz | 0.956164 | 1,004 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__109401115 | en | The tragic loss of the space shuttle Columbia killed seven astronauts. One of those, Kalpana Chawla, was the first Indian-born woman in space. Born in Karnal, India, on July 1, 1961, Chawla was the youngest of four children.
Chawla obtained a degree in aeronautical engineering from Punjab Engineering College before immigrating to the United States and becoming a naturalized citizen in the 1980s. She earned a doctorate in aerospace engineering from the University of Colorado in 1988, having previously obtained her masters degree from the University of Texas. She began working at NASA’s Ames Research Centre the same year, working on power-lift computational fluid dynamics.
In 1994, Chawla was selected as an astronaut candidate. After a year of training, she became a crew representative for the Astronaut Office EVA/Robotics and Computer Branches, where she worked with Robotic Situational Awareness Displays and tested software for the space shuttles.
Chawla’s first opportunity to fly in space came in November 1997, aboard the space shuttle Columbia on flight STS-87. The shuttle made 252 orbits of the Earth in just over two weeks. The shuttle carried a number of experiments and observing tools on its trip, including a Spartan satellite, which Chawla deployed from the shuttle. The satellite, which studied the outer layer of the sun, malfunctioned due to software errors, and two other astronauts from the shuttle had to perform a spacewalk to recapture it.
In 2000, Chawla was selected for her second voyage into space, serving again as a mission specialist on STS-107. The mission was delayed several times, and finally launched in 2003. Over the course of the 16-day flight, the crew completed more than 80 experiments.
On the morning of Feb. 1, 2003, the space shuttle returned to Earth, intending to land at Kennedy Space Centre. At launch, a briefcase-sized piece of insulation had broken off and damaged the thermal protection system of the shuttle’s wing, the shield that protects it from heat during re-entry. As the shuttle passed through the atmosphere, hot gas streaming into the wing caused it to break up. The unstable craft rolled and bucked, pitching the astronauts about. Less than a minute passed before the ship depressurized, killing the crew. The shuttle broke up over Texas and Louisiana before plunging into the ground. The accident was the second major disaster for the space shuttle program, following the 1986 explosion of the shuttle Challenger.
The entire crew of seven was killed. In addition to Chawla, the crew included:
- Commander Rick D. Husband
- Pilot William C. McCool
- Payload Commander Michael P. Anderson
- Payload Specialist Ilan Ramon, the first Israeli astronaut
- Mission Specialists David M. Brown and Laurel B. Clark
Over the course of her two missions, Chawla logged 30 days, 14 hours, and 54 minutes in space. After her first launch, she said, “When you look at the stars and the galaxy, you feel that you are not just from any particular piece of land, but from the solar system.”
Five Facts About Kalpana Chawla
- She was the first woman astronaut from India.
- She was regarded as a national hero in India.
- Universities, institutions, and streets were named after her.
- One of NASA’s spacecraft was named after Kalpana Chawla.
- She helped send fourteen Indian children to NASA.
I have always been against Glorifying Over Work and therefore, in the year 2021, I have decided to launch this campaign “Balancing Life”and talk about this wrong practice, that we have been following since last few years. I will be talking to and interviewing around 1 lakh people in the coming 2021 and publish their interview regarding their opinion on glamourising Over Work.
If you are interested in participating in the same, do let me know.
The copyright of this Article belongs exclusively to Ms. Aishwarya Sandeep. Reproduction of the same, without permission will amount to Copyright Infringement. Appropriate Legal Action under the Indian Laws will be taken.
If you would also like to contribute to my website, then do share your articles or poems at firstname.lastname@example.org
We also have a Facebook Group Restarter Moms for Mothers or Women who would like to rejoin their careers post a career break or women who are enterpreneurs.
We are also running a series Inspirational Women from January 2021 to March 31,2021, featuring around 1000 stories about Indian Women, who changed the world. #choosetochallenge | aerospace |
https://iflyairplanes.com/ | 2024-04-14T21:37:57 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.9/warc/CC-MAIN-20240414192536-20240414222536-00277.warc.gz | 0.891677 | 177 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__200142276 | en | WELCOME TO iflyairplanes.com the virtual home of Triton America… A newly reinvigorated airplane manufacturer with factories and satellite offices in Mount Vernon, LaConner Washington; Mosier, Oregon; and Zhuhai, China.
Triton America is the consolidation of several manufacturing elements all directed by the vision to inspire, develop, and maintain general aviation around the world.
Our goal is to produce strong, well-engineered, meticulously built airplanes that will support flight schools and help develop a network of runways in China.
With iflyairplanes.com an ever-evolving global interplay of students, pilots, airplane owners, manufacturers, and future fliers all gathering to exchange their unique avionic perspectives.
Sign on! Be a part of the experience. Be informed, be insightful, and be safe. | aerospace |
http://nnassignmentmegc.icecondoassignments.info/the-life-and-achievements-of-the-first-woman-in-space-valentina-tereshkova.html | 2018-10-18T02:32:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511642.47/warc/CC-MAIN-20181018022028-20181018043528-00120.warc.gz | 0.963533 | 1,587 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__51093428 | en | So on june 16, 1963, tereshkova became the first woman to travel to space, and stayed in orbit for three days aboard vostok 6, more flight time than all prior american astronauts put together but. Valentina tereshkova was the first woman to go into space in 1963, she spent almost three days in space and orbited earth 48 times in her space capsule, vostok 6 that was her only trip into space. On june 16,1963 valentina tereshkova was launched into space aboard vostok 6 she became the first woman to travel in space valentina tereshkova made 48 orbits of earth she spent almost three days in space in november of 1963, valentina tereshkova married andrian nikolayev he was also a cosmonaut.
Valentina tereshkova was the first woman to go into space, on the vostok 6 rocket (russian), at the age of june find this pin and more on astronauts and space exploration by paul gilbert the german search for its first female astronaut is only latest in long string of fits and starts. On june 16, 1963, aboard vostok 6, soviet cosmonaut valentina tereshkova becomes the first woman to travel into space after 48 orbits and 71 hours, she returned to earth, having spent more time. Valentina vladimirovna tereshkova is a retired russian cosmonaut, engineer, and politician she is the first woman to have flown in space, having been select. First woman in space, having been selected from more than four hundred applicants and five finalists to pilot vostok 6 on the 16th june 1963.
The headlines of a woman in space were the first that tereshkova's mother heard about her daughter's mission in tereshkova's telling, her mother responded to the news by saying, no, my daughter is just a parachute jumper. Discover the story of how valentina tereshkova became first woman in space to mark international women’s day, curator doug millard explores the extraordinary life of valentina tereshkova valentina tereshkova before her mission c roscosmos in april 1961 when news of yuri gagarin’s pioneering. Valentina tereshkova became the first woman in space 54 years ago today: on june 16, 1963 while aboard vostok 6 the cosmonaut valentina tereshkova a soviet astronaut became the first woman to make the daring journey into space today marks a special day in history, especially women's history. Soviet cosmonaut valentina tereshkova was the first ever woman in space she made her historic flight at the age of 26 years she flew into space on june 16th 1963 when her spacecraft vostok-6 was launched from baikonur cosmodrome and orbited earth 49 times.
Russian cosmonaut valentina tereshkova became the first woman to fly in space in june of 1963 aboard the vostok vi early life the woman who would one day list among her achievements becoming a soviet air force major general, a pilot, and a cosmonaut hailed from humble beginnings in the russian soviet federative socialist republic (sfsr. Russia is celebrating the 55th anniversary of valentina tereshkova becoming the first woman in space to this day, she remains the only female ever to have embarked on a solo space mission the incredibly brave tereshkova was just 26 years old when she left earth for her historic voyage on the ussr. The first woman and civilian in space was a pioneer for soviet space exploration comments tereshkova holds many honours including the hero of the soviet union (1963) and order of honour (2003.
Soviet-russian cosmonaut valentina tereshkova is celebrating her 81st birthday today in honor of the occasion, sputnik found some interesting facts about her life, her character, and the fateful mission in june 1963 which put her into the history books. On june 16, 1963, tereshkova took off, eventually circling the globe 48 times over the course of almost three days and cementing her place in history as the first woman to leave earth’s atmosphere. The first woman in space: the story of valentina tereshkova valentina tereshkova, the first woman in space, 1963 it was a stellar achievement not only did tereshkova become the first.
Tereshkova, the first woman in space as well as the first civilian, could now write her own ticket she asked the soviet government to find the spot on which her father had died they did, and. The first woman in space valentina tereshkova was born on march 6, 1937, in bolshoye maslennikovo, a village in western russia as a young woman, she worked in a textile mill and parachuted as a hobby. In the soviet union, the space agency actively sought a woman to fly, provided she could pass the training and so it was that valentina tereshkova made her flight in the summer of 1963, a couple of years after the first soviet and us astronauts took their rides to space. Valentina tereshkova photo from novosti press agency in april 1961, the soviet union became the first nation to send a human into space, when yuri gagarin was launched into orbit in the vostok 1 spaceship.
Valentina tereshkova, the first woman in space, views an exhibit of artifacts and photographs dedicated to her life with ian blatchford, the director of the science museum, london, on march 15, 2017. Valentina vladimirovna tereshkova (russian: валенти́на влади́мировна терешко́ва born march 6, 1937) is a retired soviet cosmonaut and the first woman to have flown in space, having been selected from more than four hundred applicants and five finalists to pilot vostok 6 on 16 june 1963. Tereshkova's life and spaceflight were first examined (in the west) in the 1975 book: it is i, sea gull valentina tereshkova, the first woman in space by mitchel r sharpe and then again in greater detail of her life and spaceflight in the 2007 book into that silent sea by colin burgess and francis french, including interviews with tereshkova.
Valentina tereshkova, the first woman in space, views an exhibit of artifacts and photographs dedicated to her life with ian blatchford, the director of the science museum, london. Oxygen99 writes: the guardian published an interview today with the first woman in space, valentina tereshkova, ahead of her forthcoming exhibition at the london science museum an interesting and informal chat with perhaps the most visible and famous living face of the soviet space program. In 1963, former textile factory worker and amateur skydiver valentina vladimirovna tereshkova made history when she became the first woman, and indeed the first civilian, ever to travel to space at the time, the mission was considered a novel, if not entirely incredulous idea it had been. | aerospace |
https://insights.asbg.com/aerospace-defense/key-types-of-certifications-for-spring-manufacturers-in-the-aerospace-and-defense-industry/ | 2023-12-05T19:50:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100555.27/warc/CC-MAIN-20231205172745-20231205202745-00688.warc.gz | 0.92621 | 920 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__174196853 | en | There is no room for error when an aircraft is in the air—something as seemingly small as a bolt can cause outsized consequences. To prevent catastrophes, the aerospace and defense industry is highly regulated to ensure manufacturing is a reliable, secure process. Manufacturers in the aerospace and defense supply chain may be required to obtain certifications that ensure consistent—and high quality—manufacturing standards are in place. Data protection standards are also required to protect engineering plans, national defense secrets and personal information from growing cybersecurity risks. Government projects bring additional scrutiny, with international trade requirements.
This post will review the key certifications spring manufacturers like Associated Spring need to supply to the aerospace and defense industry.
Key Certifications in the Aerospace and Defense Industry
MANUFACTURING PROCESS CERTIFICATIONS
Quality managers need to demonstrate deep understanding of very specific aerospace requirements to deliver on every point—from reviewing contracts to receiving material, all the way through production.
- AS9100 registration is the international management standard for the aircraft, space and defense industry. While AS9100 helps to ensure a product’s quality, conformity, safety, airworthiness and reliability, each manufacturer has their own processes to meet this standard with systems audited every year to ensure no gaps.
- NADCAP (National Aerospace and Defense Contractors Accreditation Program) is an industry-managed approach to standardizing supplier requirements. This accreditation is governed by technical experts including prime contractors, suppliers and representatives from government.
To meet stringent quality standards, Associated Spring is known for its contract review process. This involves reviewing the customer contract word by word to catch every specification. Then, when it’s time to set the production routes up, the quality manager knows that everything the customer is asking for is covered. By investing time in contract review and carefully setting up processes to meet them, springs are built correctly the first time.
DATA SECURITY CERTIFICATION & COMPLIANCE
Cybersecurity is a growing concern for all enterprise data, but it creates unique risks in the aerospace industry with top secret defense projects and aircraft intellectual property. To supply to the aerospace and defense industry, manufacturers must certify and comply that they demonstrate robust data
- CMMC (Cybersecurity Maturity Model Certification) is a critical data security certification for defense contractors and anyone who supplies to the government. There are multiple levels of CMMC certification, with increasing measures for security.
- DFARS (Defense Federal Acquisition Regulation Supplement) is a set of regulations for defense contractors that prioritizes and protects the confidentiality of Controlled Unclassified Information (CUI).
In the spring manufacturing industry, Associated Spring has some of the highest data security measures in place. Our Cyber program is guided by industry standards i.e., NIST CSF, CIS, SAN20, OWASP. We have achieved Level 3 DFARS 252.204.7012 compliance which has been verified with an attestation letter from a third-party assessor. We are also pursuing Cybersecurity Maturity Model Certification (CMMC) 2.0 certification.
To do business internationally, there are checks in place to make sure suppliers are not working with countries under sanction or that create national security risks. These checks are especially important when contracting with the government on defense projects.
- ITAR (The International Traffic in Arms Regulations) compliance means that a supplier meets the basic requirements for selling internationally, i.e. not doing business with certain countries.
- DDTC (Directorate of Defense Trade Controls) is where manufacturers must register for ITAR; it’s the part of the Bureau of Political-Military Affairs at the U.S. Department of State that implements the ITAR including the United States Munitions List (USML).
- EAR (Export Administration Regulation) is a set of regulations for dual-use items not covered by ITAR but that still applies to some defense-related items; it is administered by the Bureau of Industry and Security, which is part of the U.S. Commerce Department.
Associated Spring is a part of Barnes Group, Inc. and is registered as an ITAR manufacturer and exporter with the U.S. Department of State.
Choose a Certified Spring Manufacturer for Aerospace and Defense
To best serve the aerospace and defense industry, Associated Spring keeps all critical certifications up to date while also looking ahead to continually improve quality management processes and mitigate new risks.
To learn more about Associated Spring and our custom springs for aerospace and defense, contact us. | aerospace |
http://smithsonianscience.org/2010/12/giant-impact-may-explain-origin-of-martian-moons/ | 2014-07-25T15:21:47 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997894289.49/warc/CC-MAIN-20140722025814-00139-ip-10-33-131-23.ec2.internal.warc.gz | 0.938838 | 692 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__109975843 | en | The Martian moons, Phobos and Deimos, may have been the result of a giant impact that sent rocks and debris into orbit around Mars, instead of asteroids that were captured by the planet’s gravity as previously thought. After going into orbit, the material from the giant impact aggregated and formed into small, low-mass moons. This collision could also account for why Mars spins on its axis. This theory is presented in an article by Smithsonian scientist Robert Craddock at the Center for Earth and Planetary Studies to be published in the Icarus International Journal of Solar System Studies.
Image right: A double, oblique impact crater on the surface of Mars. Although the origin of such elliptical impact craters on Mars is uncertain, some scientists have determined that the nature of these particular features is best explained by the impact of a former Mars-orbiting moonlet. Potentially many such moonlets were in orbit around Mars at one time, and Phobos and Deimos are the only two surviving objects.
In recent years a number of separate observations suggest that the Martian satellites were the result of giant impact. Similar to the Earth–Moon system, Mars has too much angular momentum; in both cases a giant impact may have caused the planets to spin on their axes. The giant impact on early Earth placed material into orbit that eventually formed the moon; it is likely that a giant impact on early Mars also placed material into orbit. Unlike what happened with the Earth’s moon, however, this material never coalesced into a single giant moon. Instead, a number of smaller moonlets formed. Over time the orbits of many of these moonlets probably decayed and ended up crashing onto the surface Mars until only two were left. This also explains the orbits of Phobos and Deimos. If they were captured asteroids, their orbits should be different and eccentric; their similar flat and circular orbits would be a natural consequence of having formed from material from a giant impact that was placed into orbit.
Image left: Model for the origin of Phobos and Deimos. (a) Mars-spinning planetesimal collides with Mars vaporizing material and associated large impact basin is formed. Angular momentum imparted to the surface gives Mars its final spin rate. (b) Vaporized material forms an accretionary disk. (c) Materials dissipate past the Roche limit of Mars (dashed line) and begin to coalesce into small moons. (d) Moons continue to form until accretion disk is exhausted. Only Deimos forms outside synchronous rotation. (e) Accretion disk completely dissipates. Dozens of small moons are left orbiting Mars. Tidal perturbations cause these moons to fall back towards the martian surface forming grazing impacts (white ellipses). Development of the Tharsis bulge causes the orbital plane to precess. (f) Present martian system with only Phobos and Deimos in orbit.
“Are Phobos and Deimos the Result of a Giant Impact?” will be published by Icarus International Journal of Solar System Studies and is now available online.
The Center for Earth and Planetary Studies is the scientific research unit within the Collections and Research Department of the National Air and Space Museum. CEPS scientists perform original research and outreach activities on topics covering planetary science, terrestrial geophysics and the remote sensing of environmental change. | aerospace |
http://www.ipadforums.net/airport-city-forum/89926-airport-city-trading-centre-280.html | 2013-05-21T09:39:50 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699856050/warc/CC-MAIN-20130516102416-00084-ip-10-60-113-184.ec2.internal.warc.gz | 0.766184 | 445 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__63910615 | en | This is a discussion on Airport City Trading Centre within the Airport City Forum forums, part of the iPad Game Specific category; Originally Posted by Letgnis Jbg, cld you send me wide angle binoculars? Need 2 of these to upgrade control tower. Thanks. Flight catering ok for ...
I'll be sending below gifts within an hour. If you need anything different, please let me know.
Bloobuoy: flight helmet
Sian & David: flight catering
Siannnnn: oscilating beacon
Jbg: landing lamp
Jimghjj2: landing lamp
Letgnis: fuel supply
Esther: handling line
Jdm: packaging machine
OlaTomek: navigation module
If anyone else need something from me too, please let me know. If you haven't send anything to me, please send me fuel supply for now.
Little Angel (level 26)
Video Board, Air Conditioner, Cockpit Glass, Welder, Landing Lamp, Radar, Handling Line, Bath Towel, Flight Helmet, Jet Engine, Stapler, Power Source, Amperemeter, Laser Cutter, Landing Gear, Packaging Machine, Navigation Module, Archive Box, Fuel Hose, Gyroscope.
Stamp (2), Calculator (2), Bench (1), Video Board (2), Do Not Disturb Sign (2), Disposable Shampoo (4), All-inclusive Bracelet (1).
Last edited by L1ttle Angel; 11-22-2012 at 06:45 PM.
Jeka102 lvl 29 photo of my airport Here
Gifts: Fuel, Leyden Jar, Goal Posts, A/c, cockpit glass, welder, landing lamp, radar, copy machine, dnd sign, passangers, powerful radio, glasses, fuel supply, jet engine, meteo, fuel additives, drill machine, additional radar, smoke detector, spare wire, server, landing gear, osc beacon, flight catering, nav module,sity plan, deicer, fuel hose, gyroscope, cooling chamber
Need: sandbag, landing lamp, fuel, passengers | aerospace |
https://he64.info/?menu=2&site=D-2301&lang=en | 2019-03-21T22:01:34 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202572.7/warc/CC-MAIN-20190321213516-20190321235516-00402.warc.gz | 0.808566 | 123 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__86954082 | en | He 64b! Different wing, 1.4sqm smaller. The aircraft, with which Seidemann won the race over Europe, flying the distance of 7500km over 9 countries in only 3 days with an average speed of 213,1km/h.
|December 1932||D-2260||Aeroclub of Germany||Participation European Tourist plane contest as 'A9', pilot Seidemann/mechanic Witt|
|October 1936||Under departures October 1936: D 2301 cannibalized (NfL -36/47. 5-, S.900)| | aerospace |
https://naplesherald.com/2017/11/21/vietnam-era-craft-assist-ccso-rescue-operations/ | 2018-10-23T08:54:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583516117.80/warc/CC-MAIN-20181023065305-20181023090805-00210.warc.gz | 0.953862 | 351 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__12084631 | en | The Collier County Sheriff’s Office welcomed the newest vehicle to its fleet with the $400,000 purchase of a Vietnam-era Huey helicopter in an effort to better equip rescue efforts in natural disasters.
The agency also spent another $350,000 to retrofit the helicopter and train its staff to fly the aircraft which has an interesting and well-traveled history.
The craft was used during Vietnam, shot at and damaged one month into its first tour of duty in 1971. After returning for repairs, the helicopter was utilized by the FBI, Border Patrol, and finally the Customs and Border Protection Air and Marine Operations office before being purchased at auction by the CCSO. The retrofit includes new floors, upholstery, intercom system, hoist, cargo hook, and video cameras.
The aircraft can carry 10 people and up to 4,000 pounds, and is expected to be used to fight wildfires and assist in a variety of search-and-rescue operations. Multiple brush fires over the summer each burned thousands of acres in Collier County, highlighting the need for such a vehicle. The Huey has been equipped with a 240 bucket to help extinguish active fires.
The helicopter will also allow deputies to more quickly respond to situations like hikers lost in the everglades. In the past, the CCSO has had to wait for assistance from Miami-Dade in order to attempt a rescue.
“Instead of spending four hours directing people in, we’ll be able to hoist them out ourselves,” said Lt. Sean Arthur, Aviation Unit supervisor.
© 2017 Naples Herald. All rights reserved. This material may not be published, broadcast, rewritten or redistributed. | aerospace |
https://warfarehistorynetwork.com/article/c-47-crew-chiefs-four-flights-into-hell/ | 2023-12-08T20:18:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100769.54/warc/CC-MAIN-20231208180539-20231208210539-00640.warc.gz | 0.990013 | 10,205 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__170820836 | en | By Elmer Wisherd with Nan Wisherd
Elmer Wisherd was born on December 1, 1920, in North Dakota. Shortly thereafter, his family moved to a farm in Bruce, Wisconsin. When World War II broke out, he enlisted in the Army, hoping to become a pilot. That dream was not realized, but he became an aviation mechanic and, eventually, a crew chief on Douglas C-47 Dakota aircraft. This is his story.
I was inducted into the Army on September 12, 1942, and began my basic training at Bowman Field in Louisville, Kentucky. After basic, I was shipped to brand-new Alliance Army Airfield in the northwestern corner of Nebraska.
Because I had been a milk truck driver in Wisconsin, I was initially assigned to the motor pool—driving trucks and working on them. But I wanted to become an airplane mechanic and was assigned to mechanics’ school near Gulfport Army Airfield in Mississippi.
Every place we looked—every room in every building—were signs: YOU TOO CAN BE A CREW CHIEF. Most of us thought, ‘Yeah, you, too, can be a crew chief, but I can’t; that’s shooting pretty doggone high.’ But I did it.
After completing my mechanics’ course in September, I was shipped to Fort Benning, Georgia, where they put me to work on a great big Pratt & Whitney 14-cylinder engine—two rows of seven cylinders each in a circle—and I felt as green as green could be. At school at Gulfport, I had never seen anything like it! They told me to drain a sump on the carburetor. Where was that?! So I had quite a time. I imagine they figured I was pretty dumb, which I was.
Fort Benning was a big training camp. They were training paratroopers and training pilots to fly C-47 transports. The majority of the pilots at that time were staff sergeants who had enlisted.
As time passed, the pilots became warrant officers and then second lieutenants, with corresponding pay increases. I was still a corporal when I became a crew chief and began getting flight pay. Flight pay increased my paycheck by 50 percent.
As crew chief, I was responsible for my C-47 being ready to fly at all times. It was usually my job to turn the propellers before starting the engines but, occasionally, one of my assistants turned them. Before the airplane was started, we had to turn each propeller 14 times. (Because they were in a circle, some cylinders were upside-down.) Turning the propellers, and thus turning the cylinders, drained all the oil from the cylinders. If an engine started with oil in any cylinder, it would jerk the whole engine apart and would require a complete overhaul.
I had a list of items to check and, when I felt the airplane was ready for takeoff, I always started both engines before the pilot and co-pilot arrived. Before I started each engine, though, I hollered “Clear the prop!” so anyone near the engines could get out of the way.
We trained all day long. After takeoff, I stood between the pilot and co-pilot and watched the instruments. Then, as we approached our landing zone (LZ) or drop zone (DZ), I’d climb a ladder into the astrodome and watch for a signal from the lead aircraft. A green light meant “go.”
As the aircraft dropped low, the gliders or parabundles were released. Later, when we were practicing with paratroopers, I removed the back door so they could jump. Our C-47s could carry 18 paratroopers.
The paratroopers were constantly training, too. They had jump towers where they trained until they had advanced enough to join us and jump out of the C-47s. They all wore backpacks containing parachutes they’d packed themselves that were attached to static lines running the full length of the C-47. They also had a reserve chute strapped to the chest, which could be hand-operated in case their main chute didn’t open.
The jumpmaster’s job was getting the paratroopers out of the plane. He was generally at the rear of the plane, shoving out the paratroopers. The jumpmaster hollered “Jump!” or “Geronimo!” before shoving out the first paratrooper in line.
After the paratroopers were out of the plane, the crew chief—me—pulled the static lines back into the plane so they wouldn’t damage the side of the airplane.
I saw thousands of paratroopers drop while we were at Fort Benning, and our C-47 probably dropped hundreds nearly every day. As the weeks passed, those paratroopers were getting awfully good training and were landing real well.
After a short furlough home, I returned to my unit and in February 1944 was transferred to Baer Field near Fort Wayne, Indiana. We finally got our overseas orders. In February 1944, we flew from Baer Field to Macon, Georgia, then down to West Palm Beach, Florida; Puerto Rico; British Guiana; and Belem, Brazil, before crossing the Atlantic to Ascension Island and Roberts Field in Liberia, Africa. After Liberia, we flew to Marrakesh, Morocco.
It was a long haul. Twice we flew 11 hours without stopping. We put 8,464 gallons of gas through our plane, #43-15050, and it took us 19 days—811/2hours of flying time—to go from Florida to England. We had a little trouble with one propeller, and sometimes we had a little bit of bad weather, but we made it.
When we arrived, I was 23 years old and a buck sergeant—probably one of the lowest ranks of the sergeants that were crew chiefs of the airplanes. I was in charge of a huge C-47 that I had to work on and then fly in with the rest of the crew.
The airplane we had flown from the States had a large radar unit on the belly of the fuselage, and a commander took our airplane. I was transferred to another C-47—#42-100823. I looked it over, pre-flighted it, and got everything ready to go.
About that time, I saw two lieutenants walking toward me. I gave them a snappy salute, and they returned my salute. They walked into the airplane and the pilot, Al Johnson, turned to me and said, “Sergeant, when we’re out in public, you may salute. When we are in this airplane, I’m Al, he’s Joe, and you’re Elmer.” That was the way it was from then on.
Sam, my old radio operator from #43-15050, moved with me to the new aircraft that Al Johnson had named Ruca, after his wife, Ruth Callaway Johnson. Our destination: RAF Balderton, located two miles south of Newark-on-Trent and 15 miles northeast of Nottingham.
Most of the 439th Troop Carrier Group had arrived at Balderton on March 6, and we all lived in Quonset (Nissen) huts. Ours had no windows, but it did have a door on each end. It was unheated during the day, but we had a little potbelly coke-burning stove in the center of the hut for the cold nights. Cots closest to the stoves were prized, but we were never very warm. We dug trenches outside our hut so we had a place to go in case the Germans bombed us.
On March 18, the 439th was out doing a night flight and working on flight assembly when we got a signal that there were “bandits” in the area. Flight assembly was something we worked on practically every week, whenever we could get up and fly.
It began with the first plane taking off and circling the field while the other airplanes caught up and got into the flight assembly. When the signal came about the bandits, all planes immediately turned off their lights and landed back at Balderton as quickly as possible.
In 25 minutes, everyone from the 439th had landed. There were searchlights cutting through the night, bursts of flak and, to the east and northeast, there was quite a little firefight. Several bombs were dropped. I later heard that a couple English bombers were shot down that night.
We did a lot from the time we landed in England until Operation Overlord. We worked and flew both day and night. We had many flights where we delivered someone to another airfield. Al Johnson, Joe Fry, Sam Anbender, and I very seldom flew with a navigator. We flew by dead reckoning most of the time.
We also did a lot of paratrooper dropping. We would take a bunch of paratroopers up, flying around to simulate the time they’d be in the air before being dropped in France. These practice flights to the drop zone usually took 60 to 90 minutes. After we reached the DZ and the paratroopers had jumped, we’d fly back by ourselves.
Once in a while, though, the winds were too strong for them to jump safely without getting blown all over the place. When that happened, we brought them back with us. Did those guys gripe and holler then! They were not going to land in that damn airplane! They trusted their parachutes a heck of a lot more than they trusted our C-47.
I had to convince the jumpmaster that he needed to calm down the paratroopers. I also had to stand by the door, which we removed prior to the jumps, and make sure they didn’t take the door off and jump.
In April we moved to RAF Upottery, which was closer to the coast. The British were operating their fighter planes there, and we were at an airfield where we were operating only the C-47s of the 91st, 92nd, 93rd, and 94th Squadrons—about 70 planes. We were put in groups of three to six airplanes, and we were scattered over the 500-acre area. We were told that, if we were scattered, the Germans couldn’t come in and take out our complete group.
We went to London every once in a while. It had been bombed very badly, but the British didn’t act like anything was wrong. They seemed to think, ‘Well, so what? This has happened, we’ll live through it.’ And they did.
The Germans also had V-1 “buzz bombs” that came in and, as long as we could hear the buzz bomb above us, we had no worries. When the buzzing stopped, though, it was time to start worrying.
We did some heavy training at Upottery. We were getting ready for the big push—Operation Overlord, the invasion of France. The paratroopers were at our airbase by the middle of May, so we knew that sometime, somewhere soon something was going to happen.
On June 2, barrels of black and white paint arrived. The paint was to go on the airplane wings and fuselage in alternating stripes of black and white that went completely around the wing and completely around the empennage (the tail part of the airplane).
The reason for the striped painting was that, during Operation Husky (the invasion of Sicily), the troop carrier group was coming in with paratroopers in C-47s and some trigger-happy U.S. Navy gunners thought the C-47s were enemy bombers. They started shooting and many C-47s were shot down.
Painting our planes right before the invasion made them easy to distinguish from the German planes. I remember we used paintbrushes and brooms to paint the stripes. All of us painted the planes—all of the crewmembers, all of the mechanics. Everyone worked on painting the ships.
Our paint jobs must have been acceptable because the flight crews and paratroopers were all put into a heavily guarded restricted area on June 4. During that time, we could have anything—as many cigarettes as we wanted, unlimited candy bars, all the steak we wanted to eat.
This reminded me, the country boy, of beef cattle being put in a holding pen where they were given all the best quality food they could eat because they were being fattened up for the kill. We were definitely in the fattening pen. I guess when it came right down to it, they believed that most of us were eating our last meals.
We were finished with our pre-training. On June 3, we did a pass-in-review of all the big wheels who had come to watch the 439th. I remember being in the parade and staying in step, but I had no idea why we did this.
General Dwight D. Eisenhower was in charge of the invasion. We didn’t know this at the time, but the former prominent Wing Commander of the RAF told Eisenhower that he thought 50 to 70 percent of the troop carrier aircraft would be shot down in the upcoming Allied airborne assault.
Aircraft, including the C-47s being used as jumping platforms, had to fly low and slow, making them easy targets, as the tow ships and the gliders would be. They were unarmed, had little or no armor plating, and were without self-sealing fuel tanks.
Furthermore, because of the stiff German opposition on the ground, those who succeeded at landing, according to the RAF Wing Commander, would be quickly overwhelmed by the German ground forces.
After hearing this, Eisenhower still believed that plans for the invasion needed to proceed. Later, as the invasion began and Eisenhower watched the planes taking off for the French coast, he prayed, “May the Lord have mercy on their souls.” He believed the troop carriers, flying 600 feet above the ground and at only 110 miles an hour, would lose 70 to 85 percent of their C-47s and crews.
The weather was really bad, so we stayed all of June 5 in our restricted area with nothing much to do but eat and sleep. We were waiting for Eisenhower’s chief meteorologist, Captain J.M. Stagg, to figure out when the invasion could begin. Finally, Stagg told Eisenhower that we had an opening of a few hours for the invasion. Otherwise, it would probably be two or three weeks before weather would improve enough to launch the invasion.
Scattered across England on 13 airfields were 801 C-47s and more than 13,000 paratroopers waiting to take off. Scheduled to depart 30 minutes before the main force were 20 C-47s. They would carry an advance group called “pathfinders” and would fly low—too low for radar detection. They would drop the pathfinders with lights, radio beacons, and brightly colored tarps that were used to create Ts or arrows to mark drop zones for the airborne force behind them.
During the hour before midnight on June 5, the sea was choppy, the wind was rising, and the clouds were beginning to form over the French coast.
At approximately 11:15 pm, our C-47 crews at Upottery began the final checklists and warm-ups. After that, the cockpit lights were turned off, and the pilots put on their wrap-around red glasses to help their eyes fully adjust to the darkness. After 15 minutes, the glasses were removed, the takeoffs began, and 81 heavily laden C-47s roared into the black night sky from Upottery.
We had practiced for months, taking off and circling above the field while another bunch of airplanes took off and caught up with the ones already in the air. The need for quick assembles and tight formation had always been stressed. We had practiced and practiced, and now we hoped our intense training would pay off.
We were scheduled to tow gliders and release them over Normandy; we would not be carrying paratroopers.
It is hard for me to describe how I felt and what I saw during the invasion of Normandy. It still seems amazing that this large mass of airplanes took off and ended up at their objectives at the right time. With what little navigation equipment and radios we had at that time, Operation Overlord is something that should have never succeeded.
One member of our squadron, John R. Phillips, described the invasion better than I ever could. He wrote, “My recollection of that night is really quite vivid. I remember, after briefing, being driven to the airplane where our sticks [the line of 18 paratroopers—maximum—within the plane] were already assembled and prepared for takeoff.
“Lieutenant John North was platoon commander, and we discussed jump speed and altitude. Since a group [the pathfinder planes] led by Charles Young had gone ahead, we had to have an altitude of greater than 1,000 feet above ground level. North requested that, if possible, we would descend to 500 feet above ground level (normal altitude for our jump was 600 feet) so his stick would have only one swing before landing.
“I agreed, with the provision that I would not break formation. The rest were informed by both me and North. North, of course, was the jumpmaster of the stick that was in his airplane.
“Just as we made landfall, turning into the DZ, we encountered low clouds and rain. My flight maintained good formation, but we lost visual contact with Morton’s right wingman. My navigator, Larry Wiles, saw that we were on instrument conditions and rapidly calculated our arrival time at the DZ. We broke out of the clouds but were unable to see Morton’s formation. Morton was leading another set of three….
“I asked Wiles where the pathfinder team was … and I put a lighted ‘T’ to show us which direction to go and where our drop zone was.… Wiles gave me an estimated time based on our airspeed to an approximation to the ‘T.’ When he told me we were two minutes out, I throttled back to 1,500 RPM, dropped down with my two wingmen to 500 feet, turned on the amber light in the cabin, and Wiles said, ‘This is close.’ I turned on the jump light and the sticks went out.
“My crew chief, Milton Wolf, was in the astrodome and confirmed that all the sticks in our Flight A were out. Just prior to the green light, I added power to the right engine, leaving the left engine at 1,500 [RPM]. The left engine was the side that the jump door was on, so we wanted to leave the left engine with no prop blast coming back on the paratroopers.
“We came under intense ground fire, and I saw Marvin Mirror being hit, and the right engine caught fire. He turned out to the left as we were told to do and descended for a night crash landing. When he turned out and I could see how badly the plane was burning, I broke radio silence and said, ‘Jump, Marvin! For God’s sake, jump!’ He didn’t, and I was horrified to see the plane hit the ground and explode.
“Within 30 seconds, we sustained a hit from the ground fire, and I felt my left foot feeling rather warm and squishy inside my shoe. I told [Bill] Ogletree, my co-pilot, to take the airplane, which he did.
“After we were out of enemy fire, I went back to the navigator’s table, took off my shoe and found my sock was quite bloody, and there was a hole in my foot. I put the sock and shoe back on since the bleeding was minimal at that point, but was beginning to hurt.
“Ogletree had turned back toward Upottery and flew the airplane until we had the field in sight at which point he said, ‘Sam, I can’t land it.’ So I tried a little pressure on the left rudder bar and found I could do it. We entered the pattern and I landed the plane, taxied to the wounded abort area, and was assisted by my navigator Wiles and Wolf to be taken to the 67th Hospital.
“The next morning I was operated upon and numerous bits of bullets and parts of the left rudder pedal were removed. Some of the material was so deeply imbedded that the surgeon was unable to remove some of the smaller pieces. Today, I still have a foot full of shrapnel and left rudder pedal.
“To deny fear would be a lie. Yes, I was afraid that we all would die, but to succumb to that fear and lose control of my airplane and my flight is bullshit.”
We made it back safely to Upottery. On June 7, we hooked up with a CG-4A glider; I don’t know what was in the glider. If the glider had a jeep, there would have been at least six men in it. If the glider had a trailer for the jeep, that trailer would probably have been loaded with ammunition or supplies along with six or eight men. Or, the glider could have been completely loaded with ammunition. We didn’t like to know what was in the gliders because, if it was a load of ammunition and got hit by a shell, it would make quite an explosion behind us.
We were one of 821 airplanes, lined up in five different groups, with the 439th being one of them. We were coming in three abreast with the lead plane in the middle, the left-hand wing, and our C-47 flying right-hand wing. We were all towing gliders. As we flew closer to the French coast, we began following another group of C-47s and gliders.
When our gliders landed, they were going to have some problems. The Germans had been expecting a glider and paratroop invasion, and they had flooded much of the land. Most of the open land not flooded was covered with “Rommel’s asparagus,” which were booby-trapped poles and stakes tied together horizontally and diagonally. Our gliders would have trouble finding safe places to land.
We joined a line of airplanes as far as I could see. Then I looked left and saw another big group of airplanes, probably the same size group that we were in. Another group of airplanes was moving in from the right and pulling into the same line we were in. Farther back behind this group was another group of airplanes, joining us in an ever-growing show of force. It was a sight that I’ve never forgotten.
The timing was so good, and the preparations were so good, that all of these airplanes could come in and line up and drop their gliders into these fields—some that were safe for landing and others that weren’t.
We released the gliders (the glider we were pulling could be released by the glider pilot or from inside the tow plane), and we had not been shot at. We then dropped low, and Al turned our C-47 back toward Upottery.
The tow rope, of course, was still trailing behind us, and we didn’t want to bring it back to Upottery, so Al said, “Elmer, this is your chance. Be a bombardier, release the tow rope, and see what you can hit.” As Al was buzzing over the treetops and houses, I found a target, reached up, and pulled the handle that released the tow rope. I don’t know if I hit the target or not.
We returned to Upottery and loaded our plane with food, ammunition, and first-aid equipment wrapped in parabundles. Then we strapped six parabundles to the belly of the airplane and flew back to France.
We flew two more missions on June 7 to resupply the troops. I remember flying toward the French beachhead and seeing many barrage balloons along the coast. There were ships near the coast, and many ships were unloading.
I remember movement on the beach, too, but most of the time I was busy with my job and had no time to think about anything else that was happening during Operation Overlord.
We spent the next few days resupplying our troops in France. There were days when we couldn’t fly, but we stayed busy whenever the weather was decent enough to fly.
On Saturday, June 24, we loaded up with resupplies and some nurses. Our mission was to land in France and take off again. They had bulldozed and leveled an area in a good-sized field. The field was wet and mushy, so they had laid metal planks—Marston mats—and hooked them all together for the length that was needed to land the C-47s.
We unloaded our supplies, and there were some wounded soldiers who came back to Upottery with us. We carried them into the plane on litters; sometimes we had two or three tiers of litters strapped to the inside of the plane. Some nurses stayed in France, and a few stayed with us and tended to the wounded.
Sunday was a repeat of Saturday. When I had time, I helped take care of the wounded as we evacuated them back to England. This went on into July.
On September 8, 1944, our 50th Wing was ordered to move to France, near Reims, to supply General Patton’s Third Army. We weren’t in France for many days, though, before we were ordered back to England.
We knew another big operation was coming, but we weren’t put in the restricted area this time. The Allied commanders probably believed that the Germans knew what was happening anyway. What was happening was Operation Market Garden, the invasion of Holland.
Operation Market Garden
On Monday, September 18, we took off at 10:30 am with paratroopers for the Holland invasion and drew fire as we hit the coast. Plenty of flak, all of it too high. Ruca was hit once but not bad. Just before we reached the DZ, we drew more fire. Some ships were hit hard but all returned.
The antiaircraft gunners determine at what altitude the airplane is flying and, at that altitude, the shell will explode. Because we were flying so low, the Germans didn’t have time to get an accurate aim, and the flak was all exploding too high. We were moving quite fast over the ground and canals—at about 160 miles an hour—and at perhaps 800 to 1,000 feet.
We picked up one bullet going over Holland. It was a 30.06, and it had come up through the tail of the airplane, ricocheted around for a while, and finally ended up on the pant leg of a paratrooper sitting in the airplane. He picked the bullet up, and it was hot as blazes. He was sitting there, blowing on it, and all the paratroopers hollered, “Get that damn door open!” As soon as we got hit with that bullet, I pulled the jump door out real quick. I often wondered if that paratrooper took that bullet back to the United States.
Some of the ships were hit once or twice, but nothing was too bad. Before we reached the drop zone, we drew more fire—flak and 20mm this time—and that was pretty heavy stuff. Flak makes one heck of a big puff of black smoke and, out of the black smoke, there might be nuts and bolts and razors and sharp metal flying in every direction.
We were so low (and this was scary) that we could actually see the Germans who were shooting at us. They were running around on the ground, picking up their clips of shells, and loading them into their guns. Then the bullets came flying past us, but we only saw the fifth or sixth ones. They were the markers, or tracers, so they could see where they were shooting.
We were pretty darn lucky that we got through there. Some ships were hit pretty hard, but the C-47 was a good old bird, and we all returned. One pilot was hit through the lungs, and one plane was hit through the hydraulic system, but they all got back to Balderton. We had no problems with the paradrop.
We were scheduled to have Wednesday off, so Al and Joe decided to go out and celebrate on Tuesday night. In the wee hours of Wednesday morning, however, we were told that we had a mission early that day. We had the parabundles filled, and we had our gear inside the airplane, but when we were ready to go, Joe Fry was so hung over that we had to help him into the airplane.
Joe was supposed to be the co-pilot, but he wasn’t going to be a co-pilot for a while—I knew that for a fact. So I got in the co-pilot’s seat with Joe in back on a stretcher, and we took off. As we were flying in formation across the English Channel, the pilot Al looked over at me and said, “Elmer, have you ever flown formation?”
“No, Al, I never have.”
“Well, you’re gonna have to—I’m too damn sleepy. I can’t make it.”
While Al was napping in the left seat, I controlled the throttles and the whole works and stayed in our three-plane formation. After a while, we all dropped below the fog to get our bearings and immediately drew some antiaircraft fire. Al woke up and took us up above the clouds so the Germans couldn’t see us.
About that time, Joe came staggering up from the back and asked, “Where are we?”
Al, fully awake now, answered, “I don’t know.” He handed Joe a map. “Find out where we are.”
Joe studied the map for quite some time, finally figured out that we were lost over Germany and sobered up pretty darn fast. He began studying the features on the map more closely while looking at the land below us. Finally, he found a river and told Al to follow it north. We landed safely in Brussels, Belgium.
Another C-47 had been hit, and one of its engines caught fire. The co-pilot of that ship immediately bailed out, and the fire stopped shortly after he jumped. (I think he landed safely but was taken prisoner.) The pilot landed back in England along with one other C-47 in our group of seven from the 91st Troop Carrier Squadron that had taken off that morning. The rest of us were reported as being shot down. Five out of seven airplanes missing on one mission actually wasn’t a very good record.
We left Brussels on Thursday and, on our way back to England, we got lost in the fog again. Fog is pretty normal around England; we sure didn’t see very much good weather while we were there. All five ships that had been reported as being shot down did get back, though.
On Saturday the 24th, we picked up a load of blankets and were supposed to deliver them to the Étain-Rouvres Air Base, an airfield known as A-82, near Verdun. Because of the weather conditions, we had to fly in formation at about 600 feet in altitude. The lead ship, #43-15050, had the only navigator. Our ship was flying right wing; Lieutenant Berry was flying left wing. The navigator in our lead ship missed the field at A-82 and took our three-plane formation over German lines.
All at once all hell broke loose and tracers were all over the sky. I was never so scared in my life. We didn’t even have flak suits on. I threw flak suits to everyone in our plane. I found out later that Lieutenant Berry, flying left wing, banked sharply to get away from the tracers, and our lead ship was hit.
The right engine of# 43-15050 was on fire and I found out later that, tied down on the floor of #43-15050, were dozens of highly explosive oxygen bottles. When the plane got hit, Berry hollered to the crew chief, “Get rid of those bottles!”
The crew chief cut the rope holding the bottles in place, and the bottles rolled to the back of the plane. Their weight put the airplane completely out of balance, put the nose high, and there was no way to keep the airplane flying on one engine with the nose that high. The only thing the pilot could do was try to maintain altitude until he could find a place to land.
Al radioed back that we would follow our lead plane until it landed, which we did. The pilot made a belly landing somewhere in France, and everyone on board was fine. I later heard that the airplane landed near an emergency field for the wounded—a Red Cross station—and they were in very dire need of oxygen bottles.
We took off again, somehow found A-82, and landed. We had blankets piled to the ceiling and had quite a job unloading them. We had just finished unloading when we saw a truck roaring toward us down the runway with its lights flashing. Inside the truck was the crew of #43-15050 that had just crash landed! We all piled into our plane and thought, ‘Oh boy, we have a navigator! We can get back to England now!’
We took off for England and were soon lost again. Really lost. We were calling “darky” [a request for directions] and we only had a half-hour of fuel left. Al told everyone to put on our ’chutes. He said we were going to make one more pass over England and, if we didn’t get directions, we were going to all bail out as Al pointed the plane toward the English Channel.
Just then, an English voice came over the radio and said, “Charlie-47, if you’ll take up a heading of….”
Well, by hit and by miss, we did finally get back to our airbase. It had been quite a day. No one will ever know how we came out alive.
On October 1, we moved to a base in France, three miles from Alençon and 20 miles north of Le Mans. We were living in tents again, but we had rain. Lots of rain. Our airstrip near Alençon was dirt that had been packed down by heavy equipment. It was covered with tarpaper and worked sufficiently unless it was raining.
During this time, we generally flew resupply missions. Our day usually began with a flight to Cherbourg, the port city we liberated in Operation Overlord. After loading our planes, we flew to various parts of France—wherever those supplies were needed near the front lines. We often had to unload the supplies, and we occasionally evacuated wounded soldiers.
On October 26, we moved again—Alençon to Châteaudun, about 70 miles southwest of Paris. It had been built as a French air base but was taken over by the Germans after the 1940 invasion. The Germans later based their Messerschmitt Me-262 jet fighters there.
Châteaudun was pretty well bombed out. There were many, many hangars, but no hangar was intact. There had been huge craters in the runway where our bombers had dropped 500-pound bombs, but they had been patched and repaired. Still, it was a well-equipped field.
We were living in tents out in the flat land east of the airfield, and we had a water supply. We had no electricity, but we did have mess halls, and the food was good. We could use the materials we found from the abandoned buildings and planes, and we tried to make our living quarters as comfortable as possible.
During this time, we continued flying supplies to the Allied front and evacuating the wounded to hospitals in England. As Christmas approached, I thought about being in Fort Benning, Georgia, for Christmas just one year ago. So much had happened during the past year.
The Relief of Bastogne
Soon it became time for another big operation—the relief of Bastogne. In December 1944, American forces were in Bastogne, but the Germans launched their Ardennes counteroffensive and trapped the 101st Airborne Division in and around the town. We got orders to deliver supplies to them.
Shortly before we took off on December 27, headquarters had received word that the Germans had moved a flak gun into the area. Headquarters, though, did not fully communicate the extreme urgency of the situation to our mission commander before we left. The Germans had positioned their flak gun on a railroad crossing and had it zeroed in on the corridor they knew we would be flying. They also had 20mm, 30.30, and 30.06 guns, so they were ready for us.
We were flying a 50-ship mission towing gliders. The orders had been, “Get there as soon as possible.” Our primary mission was to deliver 76 tons of heavy ammunition, along with four surgeons. We had some fighters protecting us, but I saw two hit before we reached our LZ.
As we came in, the Germans opened fire. The black smoke made visibility almost impossible, but we had to stay in formation until we released our gliders. After releasing the gliders, we made a left turn. That was when all hell broke loose.
Flak was everywhere. The sky was just nothing but a big cloud of black smoke with our airplanes flying right smack dab into it. We were ducking, diving, and climbing all over the sky in that black cloud with flak exploding above us and ground fire below us. Flak was exploding so close that it bounced the airplane around, and we could hear the flak hitting it. One burst in half right in front of the windshield, scratching it as each half flew by but, luckily, the windshield didn’t break.
I got up on the navigator’s stool and, because we were in the front of the formation and were heading back, I was able to see the planes still trying to drop their gliders. I saw a plane get hit, and the left engine immediately caught fire. One crewmember jumped, and his parachute opened right in the flak. Two more jumped out, and their parachutes opened halfway down. One crewmember never came out, and the plane exploded the second it hit the ground.
Then I saw another plane blow up in the air. (I found out later that this plane was piloted by my buddy, Joe Fry, who had been my co-pilot since the past March when I arrived at Balderton Field, but on this mission they needed more planes and pilots. Joe was made first pilot and was placed in slot 13. Joe came back later, burned, but he and his crew all bailed out safely.)
John Hill, piloting the glider being towed by Joe Fry, later wrote, “About eight miles from the LZ, we started getting small-arms fire and, as we got nearer to Bastogne, the ground fire became heavier. I could hear the bullets hitting the heavy ammunition I was carrying, and I was praying that they would not hit the detonators that I had hanging next to my seat!
“Then something turned loose on us from underneath. It sounded like large antiaircraft fire. The towship then caught fire under the belly, and it blazed up suddenly over the whole back end. We flew for about three or four miles farther with the blaze getting larger all the time. It looked as though the towship would blow up any minute, it was burning so furiously.
“I realized Joe was trying desperately to get me over the LZ. Flames were leaping back halfway down the towrope. Two ’chutes came out through the flames. After another mile, I thought I could make it to the LZ. Around the time a third ’chute appeared, I cut loose and cut across to the LZ.” Hill’s glider made it safely down.
Our mission on December 27 successfully delivered 70 percent of the cargo destined for Bastogne, but it came with the highest percentage of losses for any mission flown during the war. Of the 50 C-47s that took off from Châteaudun that morning, 13 were shot down, one crashed, and two were damaged beyond repair. Another 15 ships were damaged but eventually flew again.
Eighteen C-47 crewmembers lost their lives, and 21 became POWs. Three glider pilots died, and 14 glider pilots became POWs. Fourteen C-47 crewmembers were injured but returned to Châteaudun on December 27.
Colonel Charles H. Young later wrote about the mission to Bastogne, “Troops on the ground [at Bastogne], their eyes fixed on the drama taking place a few hundred feet above them, held their breath as pilots followed each other doggedly into the murderous German flak concentration, now locked in on the narrow column.”
Later, a captain who had witnessed the carnage, stated, “No ‘show’ I have ever seen, or will ever see, compares to this spectacle, and this includes the armada of Normandy on D-Day. Nothing compares to seeing those fellows marching headlong through that intense flak.”
After this adventure, I was transferred to B-24 school back in England. I didn’t much care for B-24s; most of them had leaky gas tanks, and that gas dripped down into the bomb bays. Before landing, the bomb bay doors had to be opened hydraulically to remove the gas fumes before lowering the landing gear. If the landing gear was lowered first, it created electrical sparks that could ignite the gas fumes in the bomb bays. I had seen a B-24 pilot lower his landing gear with the bomb bay doors closed, and his plane blew sky high.
Once my training was done, it was back to Châteaudun, but I was returned to my C-47 group and not assigned to B-24s. Soon we were preparing for Operation Varsity, which occurred on March 24, 1945, and was the last major airborne assault in Europe during World War II.
Varsity was also the largest airborne operation in history to be conducted in one location on a single day—with more than 17,000 paratroopers ,836 aircraft, and 1,348 gliders involved. Varsity’s goal was to establish a stronghold on the east side of the Rhine River and support the Allied troops as they crossed the river.
We had been put in the restricted area again, so we knew something big was going to happen. I was on guard duty at the compound on March 22 and 23. We took off at 9:30 am on March 24.
As we were flying along, the new engines, because we hadn’t had time to break them in properly, were heating up. The air-cooled engine of the C-47 has cowl flaps that could be completely opened, completely closed, or left halfway open. These engines were “in trail,” meaning that our air speed dictated the position of the cowl flaps.
I told the pilots that they had to get the cowl flaps open or the engines were going to blow up. They said, “Well, if we do that, we’re going to burn too much gas.”
I shot back, “If you don’t open those cowl flaps, our engines are going to blow up, and you’re not going to need gas. Open those cowl flaps and get those engines cooled down.” They complied and we made it to the landing zone.
As we flew toward our LZ, there was plenty of sweating going on, and plenty of shooting, but no hits on my airplane. We were very lucky, because we were pulling two loaded gliders at only 90 miles an hour.
Talk about ships going down and burning on the ground! I had never seen as many airplanes burning on the ground as I did during that flight. That was because many of our pilots were flying C-46s, and the C-46s are controlled by hydraulics. (The C-47s are controlled with cables.) When the hydraulic lines of the C-46s were hit, the pilots lost control of their planes. When they lost control, there was nothing they could do but crash.
Later I heard that, once the tow planes starting coming in with their gliders, it was three hours of nonstop formations before everyone had passed by. Like we did at Normandy, everyone stayed in close formation, and it was an overwhelming sight.
After we dropped our gliders, no one had enough gas to get back to our base, so we all landed at alternative airfields. A number of planes landed with no rudder, some didn’t have elevators, and others had holes in the wings that you could stick your head through. Many had holes in their fuselages.
Many C-46s would have crashed—and did—with these hits, but our dependable C-47s kept on flying. Many called the C-47 the “workhorse of the air.” A number of planes that landed at the airports didn’t leave for quite a few days or even months, depending on the repairs they needed to be flyable again.
Varsity was my last combat mission, but we still ran resupply and evacuation missions. As the war came to a close, we usually flew two flights a day into Germany, and we saw some terrible things while we were picking up prisoners of war. In some camps, the prisoners were nothing but skin and bones, and their clothes were hanging on them. We had to carry some of them into the plane and strap them in litters. Others could walk okay but needed some assistance. In other camps—maybe the actual POW camps—the guys were in good shape. All of the prisoners were pretty darn happy to be free.
After the war ended, I returned to the States. Even though I had liked the job I had—I loved being an airplane mechanic and I loved flying with the pilots—I thought that I had had enough. I was discharged on September 16, 1945, as a Tech Sergeant with a base pay of $135 per month, plus flight pay.
When I think back to my time in the European Theater, I sometimes remember the many close friends who died. We all made close friends, we lost some of them, but we had to keep going. We had an important job to do, and with the next day came the next mission. Our ground forces were counting on us to deliver the supplies they needed, and we all worked together to defeat Adolf Hitler and Nazi Germany.
Now, we have the time to remember our friends, who made the ultimate sacrifice for our country. They should never be forgotten.
When we landed the C-46 for the last time on July 20, 1945, I walked away, determined to never fly again. Seeing my buddies shot out of the sky, and praying with every mission that our C-47, our Ruca, would safely return to the airfield, was still too vivid in my mind. That day, however, I didn’t realize that my fascination with flight was still very much alive.
After the war, Wisherd became a school bus mechanic but, despite his stated desire to never fly again, he found that he missed aviation. He got his civilian pilot’s license, maintained and flew private planes, served as a flight instructor, became the operator of the Rusk County Airport in northwest Wisconsin, and started the Lake Flambeau Flying Service. This article was adapted from his memoir, Clear the Prop, published in 2018 by Cable Publishing. | aerospace |
https://majinternational.com/2019/05/06/titleis-it-time-to-sit-up-front/ | 2022-01-25T16:49:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304859.70/warc/CC-MAIN-20220125160159-20220125190159-00468.warc.gz | 0.956344 | 787 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__81511639 | en | Are you one of those people that always ask for a window seat? Perhaps always watching the airplanes that fly overhead? As I was traveling from San Diego to Nashville on a Southwest flight I wondered how many people on my flight ever thought about being a pilot.
Maybe it’s time to get a new view – from the pilot’s seat of a small airplane! Flying a small plane is not as hard or costly as you might think, and it’s a sure fire way to spice up your life and expand your mental thinking abilities.
Learning to fly will cost you from $5,000 to $9,000 depending on where and what type of plane you decide to fly. Many people grab one of those interest free credit card offers for 6 months to a year and charge the lessons. Others choose the “pay as you fly” concept. Either way 25-30 lessons later you will be sitting up front, taking your friends and family flying and seeing the world from a new perspective.
Flying lessons can be taken a few times a week or a few times per month, much like any private one on one training you set the schedule. There are two types of study in learning how to fly, ground study and in the airplane study. As a rule of thumb most of the time you will need one hour of home study for every flight lesson.. Flight lessons are from 1.5 to 3 hours depending on the goal of the lesson. Some lessons are shorter while others are longer.
After you complete your training in say 2-5 months, you may rent an airplane for a cost of $70-$150 per hour depending on how fast and how fancy the airplane is. Over 75% of pilots do not own an airplane, most because it is far less costly over a year. Airplane owners will tell you that a plane must fly 200+ hours a year to make ownership a wise move. Sometime airplane owners will purchase a plane and then lease it to a flight school to help defray ownership cost and even make money.
When you rent an airplane most rental companies charge a daily minimum flying time charge, this makes cross country trips possible since you only pay for the flying time, not the time the plane sits at your destination, while you have fun.
People become pilots for all kinds of reasons, some travel for business, some do fly themselves so that they can set their own schedules and avoid airport delays. Others learn to fly because it changes there outlook on life, builds self-esteem and allows them to create memories that last a life time. For me, the experience caused me to wake up and see life from a whole new viewpoint, it actually helped me in my non flying life. I think this was because of the sense of accomplishment and adventure I was experiencing has a result of learning to fly.
Some people I know just take enough lessons to fly solo” and say they did it. The cost of doing that can be less than $2000 at some flight schools.
People all over the world have been fascinated by flight for hundreds of years and with today’s new technology such as that found in the new Liberty XL2 aircraft, flying safe fun airplanes has never been easier or more efficient. Whatever the reason people learn to fly, everyone that does it agrees that it is a life changing experience that lasts a life time. Maybe its because of the beauty one sees while flying, maybe its because flight training is where we get to experience and learn more about us and the weather we live in. | aerospace |
https://ja.flightaware.com/resources/airport/KMCO/remarks | 2021-10-28T01:48:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588246.79/warc/CC-MAIN-20211028003812-20211028033812-00613.warc.gz | 0.828608 | 440 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__48559924 | en | Center 87 foot keel section of runway concrete full length; rest of runway width is asphalt. Last 3000 ft of runway 18R is concrete full width.
Center 75 foot keel section of runway concrete full length; center 100 foot keel section of runway concrete first 1000 ft, both ends. Rest of runway width is asphalt.
Bright lights on road between runway 17R/35L and runway 17L/35R may be mistaken for runway lights.
When orl ils runway 7 and mco ils runways 17 and 18R simultaneous operations are conducted, air traffic control radar required.
Avoid contact with taxiway edge lights; all aircraft determined to be faa design group iv and above must perform judgemental oversteering instead of cockpit centerline steering when taxiing.
Taxiway A, between W ramp S end and taxiway B10, restricted to aircraft wingspan less than 171 ft. Prior permission required for aircraft wingspan 171 ft or greater.
West ramp customs inspection prkg area restricted to aircraft wingspan less than 118'
Runway 17L-35R unlit 0400-1100Z.
Taxiway A, south of taxiway A3 restricted to wingspan of less than 118 ft. Prior permission required required for wingspan 118 ft or greater.
Aircraft with wingspan greater than 214 ft must adhere to specific runway and taxi routes. Contact airfield operations at 407-825-2036 for details.
Runway status lights are in operation.
Taxiway J3 and taxiway J4 restricted to wingspan of less than 118 ft.
Unless adv by ATIS, departure flts on initial contact with ground control: aircraft on west ramp, airside 1 and 3 (gates 1-59) use ground control 121.8. Aircraft at airside 2 and 4 (gates 60 and higher) , use ground control 126.4.
Use caution in vicinity of taxiway "A" along west ramp.
ASDE-X in use. Operate transponders with altitude reporting mode and ADS-B (if equipped) enabled on all airport surfaces. | aerospace |
http://my.newshub.org/m/israeli-aircraft-attack-syrian-army-position-israel-denies-any-shot-down-23488493.html | 2018-10-22T17:07:41 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583515352.63/warc/CC-MAIN-20181022155502-20181022181002-00292.warc.gz | 0.968713 | 297 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__124642742 | en | Free Syrian Army fighters launch a Grad rocket from Halfaya town in Hama province, towards forces loyal to Syria's President Bashar al-Assad stationed in Zein al-Abidin mountain, Syria September 4, 2016. — Reuters pic BEIRUT, Sept 13 — Israel said its aircraft attacked a Syrian army position today after a stray mortar bomb struck the Israeli-controlled Golan Heights, and it denied a Syrian statement that a warplane and drone were shot down.
The air strike was a now-routine Israeli response to the occasional spillover from fighting in a five-year-old civil war, and across Syria a ceasefire was holding at the start of its second day.
Syria’s army command said in a statement that Israeli warplanes had attacked an army position at 1am today (2200 GMT, Monday) in the countryside of Quneitra province.
The Israeli military said its aircraft attacked targets in Syria hours after the mortar bomb from fighting among factions in Syria struck the Golan Heights. Israel captured the plateau from Syria in a 1967 war.
The Syrian army said it had shot down an Israeli warplane and a drone after the Israeli attack.
Denying any of its aircraft had been lost, the Israeli military said in a statement: “Overnight two surface-to-air missiles were launched from Syria after the mission to target Syrian artillery positions. At no point was the safety of (Israeli) aircraft compromised.” | aerospace |
https://www.justplaneadventures.com/aviation-services/ | 2021-07-25T13:00:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151672.96/warc/CC-MAIN-20210725111913-20210725141913-00453.warc.gz | 0.929458 | 212 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__104984899 | en | Our pilot and airplanes have so much to offer in aviation related services, training, and adventure.
Just Plane Adventures can make your Flight Training a Vacation with a purpose! Give us a call and we will design a vacation package to suit your needs.
Over thirty years ago, during his first flight over West Virginia, Mitch Pennington knew he wanted to share the adventure with others.
Mitch, an Airline Pilot holds an Airline Pilot Transport Rating in Single and Multi-Engine aircraft with several Type Ratings, Flight Instructor Ratings and Aircraft Mechanic Ratings. His Comanche 260, a proven single engine, retractable gear aircraft is unsurpassed for it’s speed, reliability and safety. The Piper Comanche holds 3 people in addition to the pilot. Also we have a C172 Cessna aircraft which provides an excellent platform for Airplane Rides, Aerial Photography and Scenic Flight Tours. We use the Cessna for primarily for Flight Seeing, Flight Training and Introductory Flights for those interested in learning to fly. | aerospace |
https://avjugend-dutenhofen.de/20598/china-airplane-towing-tractor-aircraft-towing-truck-for-sale.html | 2021-10-26T07:42:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587854.13/warc/CC-MAIN-20211026072759-20211026102759-00314.warc.gz | 0.92025 | 938 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__83011291 | en | China Airport Towing Tractor catalog of 32ton Electric Tow Tractor, Airport Luggage Baggage Towing Tractor, 25ton Electric Tow Tractor, Luggage Tow Tractor for Airport provided by China manufacturer - Hangzhou Vans Machinery Co., Ltd., page1. Airplane Towing Tractor Aircraft Towing Truck for Sale FOB Price: US $16,000-24,000 / Piece. Min
The TMX-550 is an Aircraft Towing Tractor, gross weight ranging from 121,250 lbs. (55,000 kg.) to 132,270 lbs. (60,000 kg.), with a maximum driveline capability of 40,100 daN (88,400 lbs.). It is designed to perform push back and towing operations on medium and wide body aircraft such as: Boeing B767, B777, B747, B787.
The NMC-Wollard Model 60, A/S32A-30A tow tractor is used primarily to tow support equipment and has a 5,000 lbs DBP; therefore, its secondary mission is towing light aircraft and helicopters. This tractor has a 4-cylinder diesel engine, three-speed automatic transmission, hydraulically actuated front disc brakes, drum rear brakes, and front
Airplane Towing Tractor Aircraft Towing Truck For Sale, Find Complete Details about Airplane Towing Tractor Aircraft Towing Truck For Sale,Truck For Sale,Airport Aircraft Towing Tractor,Airplane Tow Tractor from Tractor Trucks Supplier or Manufacturer-Shanghai CIMC J.T Vehicle Co., Ltd.
Product Category. Our aircraft tow tractors provide safe, efficient and reliable aircraft push back and towing operations on the flight line or in the hangar. A variety of conventional tow tractor models are capable of servicing military transport aircraft from the C-130 up to the C-5A.
Add to Quote. The TLD TMX-50 series is the first and only AWD & AWS tractor specifically designed to safely tow business jets, helicopters, military airframes, and the full spectrum of regional and narrow-body airline aircraft. Able to tow up to 148,000 lbs. (67,000 kg.) in good weather, its wide towing range makes it the most versatile and
Aircraft Tow Tractor Applications. One unique feature on the aircraft tow tractor, AircraftCaddy R/W (Rider/Walkie) is the riding platform and handle bar that allows an operator to either ride-on when traveling greater distances, or walk-along with to maneuver the AircraftCaddy and aircraft in and out of tight areas in a crowded hangar.
With 60 years in the industry, TLD is a leading industrial group dedicated to the design, assembly, distribution and after-sales support of Aviation Ground Support Equipment globally. TLD in a few clicks. Home. The Group. Code of Ethics and Core Values. Innovation and Environment.
Douglas DC10-4H Aircraft Push Back Tractor. DOUGLAS DC12/44 AIRCRAFT TOW TRACTOR. Aircraft Tow Tractors. Mercury GSE LTD LimingT17:12:17+00:00. Elevating front cab, self jacking and rear driver's station. Rebuilt by Douglas in 2005 including fitting new V6 Deutz water cooled diesel engine. DOUGLAS DC5-HD AIRCRAFT TOW TRACTOR.
Alibaba.com offers 863 aircraft towing tractors for sale products. About 2% of these are Tractor Trucks, 0% are Special Transportation. A wide variety of aircraft towing tractors for sale options are available to you, such as emission standard, engine capacity, and applicable industries.
May 27, 2021 · Between 1977, when Air Tractor released the first AT-302, to 1993, the company sold over 1,100 planes. The Air Tractor planes for sale on Controller.com often consist of AT-502, AT-602, and AT802A models, which are specifically designed for use in agricultural applications, but have also been known for helping out in firefighting purposes as well.
site, to supplying you with new or used aircraft equipment. What range of tugs and pushback tractors can we offer you? Take for example, the Charlatte Model T-140D Tow Tractor, which has a Peugeot diesel engine for high performance and a renowned reliability. It has a towing capacity of around 25 tons. We also supply several Douglas models. | aerospace |
https://aircraftrecognitionguide.com/fokker-f28 | 2023-06-04T21:32:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650264.9/warc/CC-MAIN-20230604193207-20230604223207-00390.warc.gz | 0.934349 | 1,359 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__178646756 | en | Fokker F28 Fellowship, Fokker 70 & Fokker 100
Fokker's first jet transport aircraft saw the light in the second half of the 1960s. As was modern in that time the aircraft had its jet engines attached to the rear fuselage and a T-tail to keep the jet exhaust away from the horizontal stabiliser. Unusual however, was the tailcone that could be split and opened to act as an air brake. When closed the two small streamline bodies of the hydraulic actuators are still cearly visible. The vertical stabiliser has quite a large dorsal fin and is rounded on the top. The cockpit windows are also of interest for easy identification, especially the (nearly) D-shaped last side window and the eyebrow windows (on the first generation only). Finally, the aircraft has oval cabin windows.
Visible on this nose detail are the nearly D-shaped cockpit side windows of the Fokker 70 and 100. The original F28 has an eyebrow window as well.
The large dorsal fin is one of the recognition points of the Fokker F28 family, as is the air brake in the tailcone (which is hardly used because the 70 and 100 have thrust reversers).
The different versions of the Fokker F28 can be recognised by:
- the shape of the engine nacelles
- the presence of an eyebrow cockpit window
- the length of the fuselage
- the number of overwing emergency exits
- the presence of a cargo door
- the wing span
The first generation F28 received the nickname Fellowship, similar to Friendship for the F27. All Fellowships have an eyebrow cockpit window on each side. Also they have slim engine nacelles without thrust reversers.
The first version of the F28 was the F28-1000. It is one of the short body subtypes. There is one overwing emergency exit on each side.
This version is the same as the F28-1000, except for the cargo door in the left front fuselage. Depending on the paint quality this is clearly visible. In addition, where the cargo door edges cross the line of cabin windows, there are two missing compared to the standard -1000.
The cargo door is clearly visible on this F28-1000C. If not, the two absent cabin windows compared to the F28-1000 are a clue as well.
A fuselage stretch of somewhat more than two metres resulted in the F28-2000. Even though it is modestly longer than the F28-1000, this is still cearly visible. If in doubt count the cabin windows: 14 between the door and emergency exit versus 11 on the short body versions. This version has one emergency exit above the wings on each side.
An F28-2000 with a longer fuselage than the F28-1000, but still with one emergency exit above the wings.
F28-3000 & F-28-3000R
Compared to the F28-1000, which has the same fuselage length, the F28-3000 has a 1.5 m wider span. This means 75 cm extension of each wing tip, so hardly visible, except when you look closely from above or below the wing. Then the size of the area outside the ailerons is larger on the F28-3000 than on the F28-1000.
The F28-3000R is the same as the F28-3000, except with the weight and performance limitations of the F28-1000.
This is an F28-3000, although from this angle this is not visible that the wing tips have a 75 cm extension. For a detail photo see at F28-4000.
F28-3000C & F28-3000RC
This is the same as the F28-3000 but then with the cargo door of the F28-1000C. The F28-3000RC is the same to the F28-3000C as the F28-3000R is to the F28-3000.
This is one of the two F28-3000Cs. However, it is quite difficult to distinguish from the F28-1000C above. (photo: John Proctor/WikiMedia)
The F28-4000 combines the long fuselage of the F28-2000 with the wings of the F28-3000. To allow more passengers to be carried, it has two emergency exits on each side, the only Fellowship version to have these. So identification is easy.
The final Fellowship variant was supposed to be an F28-2000 with short field performance. To this extent, it had leading edge slats. The two aircraft built were later converted to F28-2000.
Fokker 70 & Fokker 100
The second generation F28 is characterised by the absence of eyebrow windows for the cockpit (see photo at the top). Furthermore, it has larger diameter engines with thrust reversers.
Fokker 70 (F28-0070)
The shortest of the Rolls Royce Tay powered versions is identified by the single emergency exit above the wings.
The Fokker 70 has one overwing emergency exit. Here it has the air brake in the tail cone deployed.
Fokker 100 (F28-0100)
Accommodating more than a hundred passenger the Fokker 100, officially designated F28-0100, has two overwing emergency exits. Some aircraft have an additional (larger) exit on the left side, in front of the engine.
This Fokker 100 has an emergency exit in front of the left hand engine, in addition to the two overwing exits.
Confusion possible with
Especially the shortest versions of the DC-9 could be confused with the F28, as both have an eyebrow window. However, the DC-9 has a pointy tail cone without air brake and hardly a dorsal fin.
The same can be said of the Boeing 717 (and also MD-87 and Comac ARJ21), which have a more blunt tail cone, but no air brake. Also the dorsal fin is short and cabin windows are rectangular.
Canadair Regional Jet
The longest versions of the Canadair Regional Jet are less likely to avoid confusion with the Fokkers, given that they have only four cockpit windows, separate fan exhausts and standard winglets. | aerospace |
http://www.jaxa.jp/visit/usuda/index_e.html | 2013-06-20T11:20:29 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368711441609/warc/CC-MAIN-20130516133721-00039-ip-10-60-113-184.ec2.internal.warc.gz | 0.919657 | 130 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__198023184 | en | The Usuda Deep Space Center conducts command operations for the deep-space probes, which observe planets and comets and receive probe observation data. Its main facility is the large parabolic antenna (64m, 1980t.).
For more information about this field center, please click here.
The Usuda Center offers an introduction to the antenna system and also has a 5.5 billionths-scale model of the solar system displayed along the route between the entrance of the Center and the other buildings. Remember that the distance between Tokyo and Osaka is only 0.1mm according to the model measurement. Enjoy a tour of the solar system on foot. | aerospace |
https://civilization.fandom.com/wiki/Radar_(Civ5) | 2022-07-03T03:25:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104209449.64/warc/CC-MAIN-20220703013155-20220703043155-00564.warc.gz | 0.960405 | 410 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__241276532 | en | - "Vision is the art of seeing things invisible."
– Jonathan Swift
The invention of the Radar, a device capable of tracking objects without visual means many kilometers away, allows further development of many branches of military technology.
The branch that benefits most, for now, is aircraft. We get the next generation of airplanes - the Fighter and the Bomber. We also get the new Paratrooper infantry, capable of airdropping into enemy territory.
Radar is an object detection system that uses electromagnetic waves to identify faraway objects like ships or airplanes. Coined in 1941, the term "RADAR" is an acronym for "Radio Detection And Ranging."
In 1904 Christian Hulsmeyer was able to detect the presence of a ship in dense fog. Later that year he made improvements which allowed the set to determine the object's distance.
In August of 1917 inventor Nikola Tesla designed the first primitive radar units, allowing the user to "determine the relative position or course of a moving object, such as a vessel at sea, the distance traversed by the same, or its speed."
As the Second World War approached, all of the industrialized world powers were working feverishly on radar. The British were the furthest along at the outbreak of the war, with a system capable of spotting incoming aircraft while still a great distance from vulnerable British cities. (Their research was spurred on by the rumor that the Germans were working on a death ray.) Their system was highly secret, and during the war the British claimed that their human airplane spotters were responsible for their success at intercepting German attacks.
By war's end all advanced countries had made major strides in radar technology, and by mid-century the technology was spreading across the world for civilian uses, primarily in air traffic control. With the possible exception of certain advanced stealth aircraft, it is now almost impossible for an airplane to enter the airspace of any industrialized nation without being spotted by some radar somewhere. | aerospace |
https://www.abbottaerospace.com/downloads/nasa-cr-4746-high-lift-systems-on-commercial-subsonic-airliners/ | 2024-04-17T16:07:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817158.8/warc/CC-MAIN-20240417142102-20240417172102-00730.warc.gz | 0.959585 | 578 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__57207498 | en | - 2568 Downloads
- 7.26 MB File Size
- 1 File Count
- April 6, 2016 Create Date
- April 6, 2016 Last Updated
High lift Systems on Commercial Subsonic Airliners
Ames Research Center
The early breed of slow commercial airliners did not require high-lift systems because their wing
loadings were low and their speed ratios between cruise and low speed (takeoff and landing) were
about 2:1. However, even in those days the benefit of high-lift devices was recognized. Simple
trailing—edge flaps were in use, not so much to reduce landing speeds, but to provide better glide-
slope control without sideslipping the airplane and to improve pilot vision over the nose by reducing
attitude during low-speed flight.
As commercial—airplane cruise speeds increased with the development of more powerful engines,
wing loadings increased and a real need for high-lift devices emerged to keep takeoff and landing
speeds within reasonable limits. The high—lift devices of that era were generally trailing-edge flaps.
When jet engines matured sufficiently in military service and were introduced commercially,
airplane speed capability had to be increased to best take advantage of jet engine characteristics.
This speed increase was accomplished by introducing the wing sweep and by further increasing
wing loading. Whereas increased wing loading called for higher lift coefficients at low speeds,
wing sweep actually decreased wing lift at low speeds.
Takeoff and landing speeds increased on early jet airplanes, and, as a consequence, runways
worldwide had to be lengthened. There are economical limits to the length of runways; there are
safety limits to takeoff and landing speeds; and there are speed limits for tires. So, in order to hold
takeoff and landing speeds within reasonable limits, more powerful high-lift devices were required.
Wing trailing-edge devices evolved from plain flaps to Fowler flaps with single, double, and even
triple slots. Wing leading edges evolved from fixed leading edges to a simple Krueger flap, and from
fixed, slotted leading edges to two— and three-position slats and variable-camber (VC) Krueger flaps.
The complexity of high—lift systems probably peaked on the Boeing 747, which has a VC Krueger
flap and triple—slotted, inboard and outboard trailing—edge flaps. Since then, the tendency in high—lift
system development has been to achieve high levels of lift with simpler devices in order to reduce
fleet acquisition and maintenance costs.
|NASA-CR-4746 High lift Systems on Commercial Subsonic Airliners.pdf | aerospace |
https://pacificaerospaceconsulting.com/enrollment-is-open-for-our-methods-of-simulation-course/ | 2023-12-06T08:46:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.31/warc/CC-MAIN-20231206063543-20231206093543-00257.warc.gz | 0.911587 | 336 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__34290181 | en | We are pleased to announce the dates for our first Methods of Simulation Course in 2022. In a partnership between PAC and Fiji Airways, the five-day course will be held from 25 to 29 April in Fiji Airways’ brand new state-of-the-art aviation academy, in Nadi (Fiji).
Designed for chief pilots, test engineers, and facility managers, our course focuses on Federal Aviation Administration (FAA) Part 60 requirements and the complexities of flight simulation, under the National Simulator Program (NSP), using a combination of classroom and hands-on learning.
The program provides an introduction to:
• The complexities of flight simulation
• Control loading/motion systems and visual systems
• International standards
• FAA Part 60
• Subjective Evaluation methods
• Data sources and validation
• Flight testing methods
• Twelve (12) hours of hands-on lab training in a Level D Simulator
Meet the instructor:
Mr Randy Banks brings 35 years of simulator experience as an FAA NSP engineer and FAA Academy instructor. Throughout his career, Mr Banks accomplished projects such as creating engineering repairs for damaged airframe structures and aircraft systems; designing computerized data tracking systems; improving quality assurance methods that resulted in superior product readiness during the qualification process; and qualifying over 100 simulators devices.
>>We have limited spots to guarantee that all students will have the best learning experience.
Prices are available upon request and include:
- Airport transfers
- Six (6) nights’ accommodation at Sofitel Fiji Resort & Spa
- Daily shuttle to/from the academy/resort
- CONUS return flights aboard Fiji Airways | aerospace |
http://www.federalnewsradio.com/395/2994847/Unmanned-US-military-hypersonic-craft-failed- | 2013-12-20T23:51:00 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1387345774311/warc/CC-MAIN-20131218054934-00077-ip-10-33-133-15.ec2.internal.warc.gz | 0.931183 | 509 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__102375663 | en | Shows & Panels
- AFCEA Answers
- Ask the CIO
- The Big Data Dilemma
- Carrying On with Continuity of Operations
- Connected Government
- Constituent Servicing
- Continuous Monitoring: Tools and Techniques for Trustworthy Government IT
- The Cyber Imperative
- Cyber Solutions for 2013 and Beyond
- The Data Privacy Imperative: Safeguarding Sensitive Data
- Expert Voices
- Federal Executive Forum
- Federal IT Challenge
- Federal Tech Talk
- Mission-critical Apps in the Cloud
- The Modern Federal Threat Landscape
- The Path from Legacy Systems
- The Real Deal on Digital Government
- The Reality of Continuous Monitoring... Is Your Agency Secure?
- Veterans in Private Sector: Making the Transition
Shows & Panels
Military probes cause of failed hypersonic flight
Thursday - 8/16/2012, 12:13pm EDT
LOS ANGELES (AP) - The military has launched an investigation into why its latest unmanned hypersonic flight failed seconds into a test.
The experimental X-51A Waverider was designed to reach six times the speed of sound after being released by a B-52 bomber off the Southern California coast Tuesday. The Air Force said the experimental aircraft successfully separated from the B-52 and ignited its rocket booster as planned.
But before it could activate its exotic scramjet engine, which should have taken it to Mach 6, a problem with one of its cruiser control fins caused it to lose balance and crash into the Pacific.
Officials "will now begin the process of working through a rigorous evaluation to determine the exact cause of all factors at play," Wright-Patterson Air Force Base said in a statement released Wednesday.
Tuesday's test flight was the latest loss for the Pentagon, which has been testing ever-faster aircraft in hopes of being able to deliver military strikes around the world within minutes.
Boeing Co. built four Waverider vehicles, designed for one-time use ending with a plummet into the ocean after a flight. The Air Force said no decision has been made yet whether to fly the remaining aircraft.
The first X-51A reached near five times the speed of sound for three minutes in 2010. During a test last year, a second X-51A unsuccessfully tried to restart its engine and crashed.
(Copyright 2012 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.) | aerospace |
https://www.truework.com/verifications/nasa-national-aeronautics-and-space-administration-employment-verification/ | 2023-06-09T08:44:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655446.86/warc/CC-MAIN-20230609064417-20230609094417-00418.warc.gz | 0.855736 | 232 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__257447768 | en | NASA - National Aeronautics and Space AdministrationVerify a NASA - National Aeronautics and Space Ad ... Employee
About NASA - National Aeronautics and Space Administration
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https://www.newstalkzb.co.nz/news/business/all-systems-go-rocket-lab-gears-up-for-launch/ | 2019-01-23T04:59:23 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583897417.81/warc/CC-MAIN-20190123044447-20190123070447-00204.warc.gz | 0.966652 | 524 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__3366447 | en | Live webcast will begin approx 20 minutes before target T-0 time.
Rocket Lab stands ready for its first fully-commercial launch from Mahia.
A spokesperson for Rocket Lab said they were targeting a time of no earlier than 2.27pm for the launch of their Electron rocket, named "It's Business Time".
Today marks the first of a 14-day launch window, with daily launch opportunities between 12.30pm and 4.30pm.
"It's Business Time" is Rocket Lab's second orbital mission.
While the temperature will struggle to reach double figures, the conditions remain "promising" for a launch, with wind expected to be around 6km/h.
On Wednesday, a company spokeswoman said "clear skies and a lack of high-altitude wind are ideal launching conditions."
Niwa principal forecasting scientist Chris Brandolino said so far, the weather outlook was "pretty good".
"I don't think they like to have wind changing abruptly as they go vertically up in elevation, wind shear-especially, that's wind speed changing with height, but in principle if I were launching a rocket on Saturday, I would be pretty optimistic. I would say it certainly looks more favourable than unfavourable.
"There's not going to be a lot of wind, the weather looks pretty quiet. The visibility looks really good, in terms of cloud it looks to be a fairly nice day, pretty clear. There's certainly more clear sky than cloud cover.
"They've potentially picked a pretty good day," Brandolino said.
The launch window, originally slated for April 20 to May 3, 2018, was moved after unusual behaviour was identified in a motor controller during a wet dress rehearsal.
The cause of the issue was found and corrective measures put in place.
New customers were added to the original launch manifest, including IRVINE01, an educational payload from the Irvine CubeSat STEM Program (ICSP), and NABEO, a drag sail technology demonstrator designed and built by High Performance Space Structure Systems GmBH.
The new payloads join existing customers, two Lemur-2 satellites from Spire Global and a GeoOptics Inc. satellite by Tyvak NanoSatellite Systems.
The payloads will be launched to a 500km x 250km elliptical orbit at 85 degrees, before being circularised using Rocket Lab's Curie engine powered kick stage.
The Electron rocket has had two successful test flights, one in May last year, and the other in January 2018. | aerospace |
https://www.bcointalk.com/breaking/us-space-force-will-receive-a-silver-medal-in-mint-military-series-h5925.html | 2022-08-10T23:51:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571222.74/warc/CC-MAIN-20220810222056-20220811012056-00152.warc.gz | 0.949304 | 119 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__165255489 | en | T.V. confirmed Yellen's approval to CoinWorld Aug. 13, by T.V. Johnson is the chief of U.S. Mint’s office of corporate communication.
With the enactment of the Fiscal year 2020 National Defense Authorization Bill, the United States Space Force was created within the Department of the U.S Air Force.
The program will produce both 1-ounce and 2.5-ounce silver medals, along with bronze issues.
Before the extension, silver medals were awarded to the U.S. Air Force and U.S. Coast Guard. | aerospace |
https://airshowdigest.aero/2018/04/24/thunderbirds-announce-new-team-lead/ | 2024-04-13T18:39:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816832.57/warc/CC-MAIN-20240413180040-20240413210040-00790.warc.gz | 0.943592 | 136 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__54270270 | en | On December 13, the U.S. Air Force Thunderbirds selected Lieutenant Colonel Kevin Walsh to fill the role of Thunderbird No. 1, the squadron’s commanding officer and team lead, for the upcoming 2018 air show season. Walsh assumed command at a ceremony held at Nellis Air Force Base on December 20.
Walsh is a 2002 U.S. Air Force Academy graduate, former instructor at the European F-16 Weapons School and combat pilot who has logged more than 2,600 hours of flight time and 500 hours of combat experience.
In assuming the role of team lead, Walsh will lead all team demonstrations and command a squadron of 120 people. | aerospace |
http://www.telecomstalk.com/?p=4634 | 2023-10-03T23:16:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511284.37/warc/CC-MAIN-20231003224357-20231004014357-00247.warc.gz | 0.917813 | 640 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__134189551 | en | Getting the Best From Next-Generation Satcoms
New technologies to help fully exploit the capabilities of the next generation of high-throughput telecom satellites will be developed under a public–private partnership between ESA and global satellite operator Intelsat.
The Indigo project will develop new ground segment innovations that maximize the new capabilities offered by the latest Intelsat EpicNG satellites.
The Indigo partnership gives European industry the opportunity to enter the ecosystem of a prominent global operator.
ESA’s backing will support European industry and project industrial partner Newtec of Belgium, to further improve their Newtec Dialog modems, hubs and network management system to exploit the capabilities offered by the latest multibeam, multiband telecom satellites.
Intelsat has chosen the versatile Newtec Dialog platform from Europe to deliver numerous services on the Intelsat EpicNG satellite platform and IntelsatOne terrestrial network.
“Indigo is a partnership that focuses solely on ground technology and is an excellent example of how ESA can help boost innovation and strengthen Europe’s position in the global market,” commented Magali Vaissiere, ESA’s Director of Telecommunications and Integrated Applications.
Indigo will maximise the throughput delivered to customers and have the flexibility to adapt to advances in satellite technology and services.
These benefits will improve the quality of service and lower the total cost to customers, pave the way into markets not economically viable previously as well as enable new services across multiple sectors.
Stephen Spengler, CEO of Intelsat, added, “ESA’s support will drive increased enhancements of ground technology necessary to optimize and obtain benefits that in-orbit innovations, such as Intelsat EpicNG bring to the marketplace. Together with Newtec, we look forward to developing ground hardware solutions that will enable satellite solutions to achieve higher performance, improved economics and accessibility. By doing so, high throughput satellites will be able to address larger and faster growing markets, narrowing the communications gap for businesses and communities around the world.”
All partners and European subsystem suppliers of Indigo will have the opportunity to expand their product and service portfolios to capture a greater share of a highly competitive market.
The contract was signed today (on 16 June) at the Paris air and space show by Magali Vaissiere, ESA’s Director of Telecommunications and Integrated Applications, and Stephen Spengler, CEO at Intelsat. Following this, Intelsat’s CEO also signed a contract with industrial partner Newtec.
Serge Van Herck, CEO at Newtec commented: “By choosing the Newtec Dialog platform, Intelsat expresses their confidence in the efficiency, scalability and flexibility of our innovative technologies that will meet the needs of their customers now and in the future. We are pleased to strengthen our long-term partnership with ESA and Intelsat by committing to the Indigo project today.”
Through Indigo, project participants will gain ‘heritage’ through the worldwide deployment of several commercial pilot projects demonstrating the benefits of the Newtec Dialog innovations, and finally leading to full commercial services by early 2018. | aerospace |
http://www.flying-machines.com/how-airplanes-changed-time/ | 2017-05-27T11:43:37 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463608953.88/warc/CC-MAIN-20170527113807-20170527133807-00230.warc.gz | 0.98057 | 596 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__243691995 | en | Travelling takes time. Before the invention of the airplane, it would take weeks or even months to arrive at a destination from your point of origin. Airplanes change travel time and changed how we calculate time. How did airplanes come about? It came about with man’s desire to fly. You can read in Greek mythology how one guy wanted to fly and built himself wings and used was to put the feathers together. He did fly but he went close to the sun and the wax melted and he plummeted down to his death. In a financial sense, many want to make it big but without professional help from DORSEY WRIGHT, you can plunge to financial ruin.
The airplane was initially a war machine
When the airplane was finally invented, it was the military that took interest in it. In the U.S. and in Europe, inventors rushed to make and fly their planes. In World War I, the first airplane battle took place. It was a showcase of different plane designs and different engine configurations. It also featured different wing attachment. Some had double wings and some had triple wings. This design was later changed to the present single wing design of both commercial and military planes. If the military had not been interested on the airplane as a type of weapon, development may have been very slow.
The airplane evolved through necessity
Since airplanes can carry people, it evolved as a means of transport through necessity. As someone remarked, necessity is the mother of invention. From the single or double capacity fighter planes and the multi manned bomber planes, the airplane started its commercial design and application. You may notice that nothing much has changed from the early commercial planes. It is the same seat arrangement and the same entrance and exit doors. What has changed are the avionics and safety features. These are necessary innovation like what dorsey wright does with the financial market.
The airplane is here to stay
While the airplane does not have a perfect safety record, it is here to stay. When you rode your plane, you may never have thought that it will become obsolete one day. It may not be obsolete in the near future. It may travel faster and it may be more safe and comfortable but the airplane is here to stay. Millions now travel the world daily on the airplane. Domestic flights in countries with large land areas like China and India have increased tremendously since there are more planes and the airplane fare has become affordable.
The airplane did change time, travel time at that. It will continue to do that and you will be its greatest beneficiary. In the future, travel time will be cut further so that by some estimates a non-stop flight from New York to Paris will just be a matter of a few hours. The time factor is essential in both travel and business. Strategists like dorsey wright see to it that your time is spent not on travelling but on the more important things like increasing your investment returns. | aerospace |
https://www.marketingbusinesssimple.com/combo-drone-review/ | 2021-12-06T01:48:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363229.84/warc/CC-MAIN-20211206012231-20211206042231-00408.warc.gz | 0.916714 | 745 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__136808914 | en | Blogger.comAfterBlogger.com Blogger.commuchBlogger.com Blogger.comspeculationBlogger.com, Blogger.comleaksBlogger.com, Blogger.comandBlogger.com excitement, DJI Combo Drone Review finally unveils their latest offering, the DJI FPV Combo. FPV racing and freestyle drones have always been exciting but extremely difficult hobbies to be involved in. Learning how to build your own drone to becoming a decent pilot required the type of time and patience that many people just didn’t have. DJI has crafted a product that can give you all the excitement of FPV drone flying, without the steep learning curve and expensive crashes, but is it the ideal offering for your hard-earned dollars?
The DJI FPV Combo comes with everything you need to get started. Done, Remote, FPV Goggles, and all the accessories. The remote in the box is a game controller style that many drone owners will be familiar with. It’s comfortable and has adjustable gimbals for feel and a few programmable switches. The DJI FPV Combo’s controller has several dedicated switches for the camera control and flight modes. It even has an emergency brake button that will bring the drone to a halt and hover it in place.
The goggles the FPV Combo ship with adjustable straps and lenses. Combo Drone Review will fit over glasses and have HD 810p resolution screens with a max refresh rate of 144hz. The antennae attach to the front and there are several buttons that can be used to control the menu features. There’s a USB Type-C port for firmware updates and to allow it to link with the DJI Fly app on your smartphone. There’s an sd card slot so you can record your flights.
The FPV Combo’s goggles also have an analog input so you can hook up an analog receiver for your analog drones. The DJI FPV Combo drone itself is a rigid plastic frame drone with 5” tri-blade propellers, similar to a traditional FPV racing drone. The battery is a 6s 2000mah lithium polymer battery that can deliver enough power for speeds up to 140 km/h. There are 3 flight modes. N or Normal mode which maintains altitude for the pilot and has obstacle detection/warning/avoidance features.
Speed is limited and controls are somewhat simplified. Combo Drone Review Combo Drone Review still has altitude/position hold abilities but no longer brakes for obstacles and allows for much faster flight. M mode is for seasoned pilots who know how to manually control a drone. This allows for maximum speed and maneuverability. In any mode, there is an emergency stop button that will bring the drone to a halt. If that button is held, the DJI drone will return to its recorded home point automatically. Combo Drone Review has a 4k camera that is capable of 60fps recording.
It’s stabilized on a 1 axis gimbal and there is software stabilization built-in. The gimbal angle can be controlled via the remote, which is unique for FPV drones. There’s a Combo Drone Review app for flight training and an android / iOS app that will allow you to view your flights in real-time as well as access some camera settings.
The DJI FPV Combo drone promises to offer the best of both worlds. All the safety features of DJI’s the consumer / professional camera drones like GPS, obstacle detection, Return To Home when the link is lost, etc. while giving the speed and immersive experience of FPV flight. | aerospace |
https://therundownlive.com/nasas-10-billion-time-machine/ | 2023-06-09T05:28:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655247.75/warc/CC-MAIN-20230609032325-20230609062325-00013.warc.gz | 0.723355 | 170 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__277011830 | en | Scheduled to launch this Halloween, the James Webb Space Telescope will peer back in time billions of years to unlock some of the greatest secrets in the universe. Telescope scientists Heidi Hammel and Matt Mountain share their insights into the coolest space telescope ever.
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More videos from the VICE network: https://www.fb.com/vicevideo | aerospace |
https://twu.edu/library/womans-collection/collections/women-in-aviation/isa/ | 2024-02-24T16:36:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474541.96/warc/CC-MAIN-20240224144416-20240224174416-00521.warc.gz | 0.916394 | 282 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__132697912 | en | The International Society of Women Airline Pilots is a charitable, non-profit organization of career women airline pilots whose purpose is to: celebrate camaraderie; support informational exchange and social interaction among its members in a healthy environment; provide aviation scholarship opportunities for career-seeking women; and inspire future generations of women aviators via educational outreach.
ISA is the world’s largest single donor of advanced flight scholarships for women, annually awarding at least two aircraft type ratings and thousands of dollars of scholarship monies to qualified women. The type ratings are highly competitive and are a major step in acquiring the job of airline pilot. Most of ISA's type rating winners have gone on to airline pilot careers.
ISA members are active or retired airline pilots who support active and aspiring pilots with career support and mentoring. ISA hosts an annual conference at various locations around the globe. The organization hopes to create greater visibility, acceptance, and understanding of women airline pilots for the general public.
About the Collection
The Woman's Collection at Texas Woman's University is the official archive of the International Society of Women Airline Pilots. The ISA collection consists of:
- Constitution & Bylaws
- Financial Records
- Rosters & Membership Directories
- Convention Records
- News Clippings
- Printed Materials
ISA Digital Archive
Discover scans of original images from ISA. | aerospace |
https://chhayabazar.com/2021/03/27/the-20-biggest-room-quests-of-the-after-that-decade/ | 2021-08-04T17:07:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154878.27/warc/CC-MAIN-20210804142918-20210804172918-00587.warc.gz | 0.928905 | 842 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__244558278 | en | Countless popular everyday services for terrestrial usé many of these as climatic conditions forecasting , universal remote sensing , satellite tv for pc navigation systems, satellite tv for pc tel evision , and some long-distance communications systems critically rely about space infrastructure Of the sciences, world and astronomy knowledge profit from room syste The complex includes a start stand and reinforced éxhaust duct rated for a start vehicle up to 150 tons and a million pounds of thrust. “Develop multi-stage rockets in a position of placing satellites, pets, and individuals on room. A fabulous in short supply number of experiments suggest that nonterrestrial materials máy offer up distinct economic advantages in the construction of place manufacturing centers and solar powér satellites (42). Although NASA has not really authorized additional formal assessments óf manned Mars missions since thé 1970 study, quite a few aerospace professionals continue to strategy for a Martian missión with the STS as án essential component.
The company is expected to release its vehicle as soon as a window opens up. If the objective will be unsuccessful as soon as once informative post again, it places the sleep of the company’s routine in jeopardy. The MARS Payload Handling Facility ( PPF ) provides 21,000 gross SF of separable processing space for launch vehicles ( LV ) and space vehicles ( SV ) from arrival to encapsulation. These discussions should introduce thé reader to the range óf products and services potentially attainable within a program of Shuttle-based space industrialization. Ground-based platforms account for 99 percent of all orbital space launches to date approximately.
An ambitious latest NASA goal called Lucy should unveiling present in July or December to investigation eight living space gravel over close to a years. From the start of humán http://hissaria.in/2020/09/the-20-biggest-room-quests-of-the-after-that-decade/ spaceflight work, some have argued that the benefits of sending humans into space do not justify either the challenges or the costs. Falcon 1 becomes the initial privately developed solution energy rocket to access World orbit. In this operational system, Shuttle-deployed satellites would mirror radio station indicates and laser light beams to ground-based instruménts on an auxiliary basis (13).
This deed highlights only some of the key terms and features of the actual license. Previously the initially dish and directv was basically launched Possibly even, U.S. management accepted that the flexibility to observe armed forces things to do around the universe from living space would come to be an tool to internal security and safety. Up to date work contained upgrades to communications, network, power and telemetry, countdown clock, missile Iiftoff, timing, HD video cameras, Common Address equipment, Programmable Sense Controllers, and pad light systems.
These different people include fitters and scientists who accompany their experiments into orbit; consumers decided on to head out into place for politics good reasons, some as participants of the U.S. Folks or maybe Congress from locations allied with the Soviet Unification or maybe the United Expresses; and a small amount of nontechnical people-for illustration, the rare teacher or journalist or the private individual willing to pay substantial amounts of money for a spaceflight. On Economy is shown 28 The 25th assignment of the United Expresses Living space Taxi program launched, 1986, and ended in just 73 a few moments tragically.
Seeing that folks 2 is as put to the Cosmopolitan Place Stop, the BBC explains what SpaceX does actually. The first space statión in Earth orbit was thé Soviet Salyut 1 station, which was launched in 1971. It are going to try out out in the open an important new variety of catching solutions that Russia blueprints to implement for probable robotic tasks, but the lander moreover takes an important range of scientific equipments that are going to investigation the moon’s land. The prospects for SPS depend on the pace of enhancement for competing Earth-based energy alternatives heavily, such as nuclear fusion and fission, fossil fuels, and terrestrial soIar energy. | aerospace |
http://wheelsand5.isblog.net/aircraft-help-and-services-8378973 | 2020-01-29T16:03:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251799918.97/warc/CC-MAIN-20200129133601-20200129163601-00322.warc.gz | 0.914771 | 1,121 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__18865884 | en | Aircraft Help And ServicesThis Effectively Established and Main Supplier of aviation turbine engines, components and accessories on the market. We offer a constant and reliable stream of elements, equipment and providers to clients in an industry which is time-essential and high quality pushed. Should you require an aviation part that we shouldn't have in inventory, our strong relationships with manufacturers mean that we will normally fulfill and deliver any order within a short timeframe. We concentrate on all flight and engine indicators including distant gyros in addition to equipment together with search lights, static inverters, voltage regulators and blower motors. Repair station for limitless plane accessories Class I & II and different accessories.
Hydrostatic test portable oxygen cylinder restore and overhaul providers for aviation sectors. Provides upkeep of aircraft accessories for air carriers and commercial operators, as well as army aircraft. Aircraft parts restore services aviation survival gear for commercial, aviation and navy markets. The corporate was fashioned to provide help to corporate aviation departments in the Houston and South Texas space. It's located in Fort Lauderdale, Florida and can assist to service the Florida market.
Whereas the corporate's marketing is directed primarily toward the corporate user, the company serves the final aviation community as nicely. In September 1986 Falcon Crest Aviation diversified and expanded its operations by forming a Texas Company situated in Houston, Texas for the purpose of becoming licensed as a FAA Restore Station. In order for the company to take care of its worldwide commitments the company applied for membership to the European Joint Aviation Authorities (JAA).
The large corporate aviation fleet based mostly in Houston afforded the corporate a possibility for a fast start up in the firm's area of experience, company aviation. The Avjobs Aviation Firm Listing streamlines the process of contacting and sending your resume to the professionals you choose. Register or Check in to view contact detail for five contact factors at Skilled Plane Equipment or to make contact with over 5,491 aviation companies in Florida. Get your expertise, expertise and curiosity matched with Professional Plane Equipment jobs and get recommended by Avjobs.
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Safe Gasoline Methods' specialized technicians have over seventy five years of mixed experience in gasoline, hydraulics and equipment. As a staff, we're experienced within the areas of management, strategic vision, leadership, folks development, motivation, organization, financials, high quality management, execution and elements manufacturing in the aviation trade.
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From Hawkers, Citations, Beechjets and King Airs to Challengers, Phenoms and more, Elliott Aviation gives professional solutions to satisfy your each want. Elliott Aviation is a recognized and trusted identify for offering the industry's highest quality business aviation options. An skilled in gentle to mid-sized jets and turboprops with manufacturing unit authorizations from producers similar to Hawker Beechcraft, Embraer and more, prospects from world wide fly to Elliott Aviation for all of their aviation needs. As the chief in Garmin G1000 retrofits we have collectively created probably the most profitable avionics retrofit program within the history of aviation.
Our paint technicians, some with over 30 years of aviation paint expertise, use the most recent paint strategies like electrostatic technology. Our accessory store supplies element overhaul, inspection, restore and servicing for numerous aircraft parts and accessories. Elliott Aviation gives aircraft gross sales, brokerage and acquisitions under the Elliott Jets brand. We supply parts for every type of avionics, equipment and parts in new or refurbished condition.
Aerospace Accent Service's Emergency Medical Division was established in 2006 with the aim of providing the aviation business with high quality, low-price emergency medical equipment specifically designed to fulfill buyer specs whereas exceeding regulatory standards. Our objective has been the same since 1999: provide long-lasting, high quality aviation product assist to all of our customers.
For over 15 years, Aviotek has provided the business, navy, and basic aviation industries with a source of high quality maintenance, restore, and overhauls for aircraft elements. With our facility positioned close to each FLL and MIA worldwide airports in Fort Lauderdale, FL, we are by no means out of touch with our aviation clients and desires. Desde 1991, Sherwood Aviation ha sido un proveedor de clase mundial de reparaciones, ventas e intercambios de componentes, comerciales, regional y militares de aeronaves con alas fijas rotativas.
As a maintenance, repair, overhaul group (M.R..)and Medical Divice Producer, we now have served the aviation trade for over 30 years and have established a superior reputation. Our Clientele comprises of main end customers: Home, worldwide, and regional airliners, corporate aviation customers, MRO's and third celebration repair organizations and plane parts distributors. | aerospace |
https://addcrazy.com/the-space-station-is-getting-a-brand-new-system/ | 2023-04-02T08:52:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950422.77/warc/CC-MAIN-20230402074255-20230402104255-00013.warc.gz | 0.916661 | 1,396 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__257977612 | en | The space station is getting a brand new system
- January 10, 2023
Since the 1960s, NASA and different space groups were sending an increasing number of stuff into orbit. Between the spent levels of rockets, spent boosters, and satellites that have due to the fact become inactive, there’s been no shortage of synthetic objects floating up there. Over time, this has created the vast (and growing) trouble of space debris, which poses a critical danger to the International Space Station (ISS), active satellites and spacecraft.
While the larger portions of particles – ranging from 5 cm (2 inches) to one meter (1.09 yards) in diameter – are frequently monitored by using NASA and other area groups, the smaller portions are undetectable. Combined with how commonplace these small bits of particles are, this makes objects that degree approximately 1 millimeter in size a critical threat. To cope with this, the ISS is counting on a brand new tool called the Space Debris Sensor (SDS).
This calibrated impact sensor, that’s hooked up to the exterior of the station, video display units influences as a result of small-scale area particles. The sensor becomes included in the ISS again in September, where it will reveal influences for the next two to 3 years. This data will be used to measure and signify the orbital debris surroundings and assist space businesses to expand additional counter-measures.
Measuring approximately 1 rectangular meter (~10.Seventy six ft²), the SDS is installed on an external payload site which faces the velocity vector of the ISS. The sensor includes a thin the front layer of Kapton – a polyimide film that stays solid at intense temperatures – observed through a second layer placed 15 cm (5.9 inches) in the back of it. This second Kapton layer is geared up with acoustic sensors and a grid of resistive wires, observed by using a sensor-embedded backstop.
This configuration permits the sensor to measure the dimensions, speed, path, time, and electricity of any small debris it comes into touch with. While the acoustic sensors measure the time and region of a penetrating impact, the grid measures modifications in resistance to offer size estimates of the impactor. The sensors within the backstop also measure the hollow created via an impactor, that’s used to decide the impactor’s speed.
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This statistics is then tested by using scientists on the White Sands Test Facility in New Mexico and at the University of Kent within the UK, in which hypervelocity assessments are carried out beneath controlled situations. As Dr. Mark Burchell, one of the co-investigators and collaborators at the SDS from the University of Kent, told Universe Today via e-mail:
“The concept is a multilayer device. You get a time as you pass thru every layer. By triangulating signals in a layer you get a role in that layer. So times and positions deliver a velocity… If you realize the speed and course you may get the orbit of the dirt and that could inform you if it probably comes from the deep area (natural dirt) or is in a comparable earth orbit to satellites so is probably debris. All this in real time as it is electronic.”
This records will improve safety aboard the ISS by using permitting scientists to monitor the dangers of collisions and generate greater correct estimates of the way small-scale debris exists in space. As noted, the larger pieces of debris in orbit are monitored frequently. These include the roughly 20,000 objects which might be approximately the dimensions of a baseball and an extra 50,000 that are about the scale of a marble.
However, the SDS is focused on gadgets which are between 50 microns and 1 millimeter in diameter, which range inside the hundreds of thousands. Though tiny, the reality that these objects flow at speeds of over 28,000 km/h (17,500 mph) method that they could nevertheless cause sizeable harm to satellites and spacecraft. By being capable of getting a feel for these gadgets and how their population is converting in actual-time, NASA may be capable of determining if the problem of orbital debris is getting worse.
Knowing what the debris state of affairs is like up there’s additionally intrinsic to locating methods to mitigate it. This will not handiest come in on hand in terms of operations aboard the ISS, but within the coming years when the Space Launch System (SLS) and Orion tablet take space. As Burchell added, knowing how likely collisions may be, and what types of harm they will motive, will assist tell spacecraft layout – mainly where protection is concerned.
“[O]nce you realize the chance you may regulate the design of destiny missions to defend them from effects, or you’re greater persuasive whilst telling satellite tv for pc manufacturers they ought to create much less debris in destiny,” he stated. “Or you understand in case you actually need to dispose of vintage satellites/ junk before it breaks up and showers earth orbit with small mm scale debris.”
Dr. Jer Chyi Liou, similarly to being a co-investigator on the SDS, is also the NASA Chief Scientist for Orbital Debris and the Program Manager for the Orbital Debris Program Office on the Johnson Space Center. As he defined to Universe Today through email:
The millimeter-sized orbital debris items constitute the best penetration risk to most of the people of operational spacecraft in low Earth orbit (LEO). The SDS project will serve two purposes. First, the SDS will gather useful facts on small debris on the ISS altitude. Second, the mission will show the talents of the SDS and allow NASA to searching for project opportunities to acquire direct size records on millimeter-sized debris at higher LEO altitudes inside the destiny – records with the intention to be wanted for dependable orbital debris impact chance exams and price-powerful mitigation measures to better guard destiny space missions in LEO.”
The results from this test build upon preceding records received via the Space Shuttle program. When the shuttles back to Earth, teams of engineers inspected hardware that underwent collisions to decide the size and impact pace of debris. The SDS is likewise validating the viability of effect sensor technology for future missions at better altitudes, in which dangers from debris to spacecraft are greater than at the ISS altitude. | aerospace |
https://frugalradio.com/monitoring-general-aviation-comms/ | 2022-12-10T03:04:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711637.64/warc/CC-MAIN-20221210005738-20221210035738-00004.warc.gz | 0.89127 | 108 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__44243159 | en | The new video is now live. It gives some detail about monitoring General Aviation, that is non-military and non-airline traffic.
As you can imagine, that covers a lot of other types of aviation, for example :
- Hot Air Balloons
- Microlights / Ultralights
- Private & Recreational flights
- Pilot Training flights
- Police helicopters
- Air Ambulances
- Sightseeing tours
- Parachute planes, and much more!
Enjoy the episode! | aerospace |
https://www.thenewsminute.com/article/more-flights-diverted-chennai-due-poor-visibility-fog-continues-115321 | 2023-12-10T07:33:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101282.74/warc/CC-MAIN-20231210060949-20231210090949-00181.warc.gz | 0.951059 | 399 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__169993805 | en | Poor visibility continues to be a problem for flights coming to Chennai for the second day on Saturday.
Four different flights coming to Chennai from Muscat, Heathrow in London and Indira Gandhi International Airport in New Delhi were diverted to Rajiv Gandhi International Airport in Hyderabad.
The diverted flights include Air India, British Airways, IndiGo and Oman Air. One Air Austral flight from Réunion Island, France was diverted to Tiruchirappalli International Airport.
According to reports, ten other flights have been delayed due to visibility issues.
Tamil Nadu: Four flights diverted and ten delayed due to poor visibility at Chennai airport— ANI (@ANI) January 4, 2020
Visibility at Chennai airport early in the morning was 50 metres.
On Friday, unexpected fog forced authorities to divert seven flights from the airport. The diverted flights included a Spice Jet flight from Hyderabad to Chennai, a Go Air flight from Mumbai to Chennai, Air India flights from Sharjah and Mumbai to Chennai, an Air Asia flight from Kuala Lumpur to Chennai, an Emirates flight from Dubai, and an Indigo flight from Pune.
According to low visibility procedure issued at Chennai airport, “An operator shall not conduct take-off with Runway Visibility Range (RVR)/Visibility less than standard Category I conditions of 550 meter RVR/800M Visibility unless low visibility procedures are enforced.”
TN weatherman Pradeep John explained the phenomenon adding that this fog was temporary unlike the smog in November. "Advection Fog to continue in Coastal and slightly interior TN for next 2-3 days. Its not smog like what happened in November. We can see once land gets heated up after sun comes up by 9 am, the fog fades away. In November, this did not happen and the smog remained throughout the day," he explained on his social media account. "Today was perfect fog and pollution is well under the limits," he added. | aerospace |
https://www.kiruba.com/2003/02/1085.html | 2024-04-14T14:05:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.72/warc/CC-MAIN-20240414130604-20240414160604-00641.warc.gz | 0.956733 | 118 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__101327201 | en | Video of Columbia Shuttle : NASA has just released the latest video of action happening inside the Space shuttle, eleven minutes before losing contact. I just saw the video at FeedRoom.com. For a 10 minute video, it didn’t take very long to start streaming. Audio and video is surprisingly decent in clarity. You can hear the astronauts including Kalpana chat with each other. I also saw flashes of fire, what looks to me, as outside of the shuttle window. And a little later the video dies out. That’s when a heavy feeling sets into you. | aerospace |
https://www.cramer.senate.gov/news/press-releases/sen-cramer-honors-life-of-al-palmer | 2021-12-04T07:54:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362952.24/warc/CC-MAIN-20211204063651-20211204093651-00629.warc.gz | 0.979671 | 188 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__120866404 | en | WASHINGTON – U.S. Senator Kevin Cramer (R-ND) issued the following statement on the passing of Al Palmer of Grand Forks Tuesday night. A retired Brigadier General, Palmer began his military career with the Air Force, enlisting in 1972. He is a former chief of staff of the North Dakota Air National Guard, and spent 30 years with the UND John D. Odegard School of Aerospace Sciences as director of flight operations.
“Al Palmer dedicated his career to the military, aviation, and supporting veterans. He was a member of my Military Academy and Veterans Advisory Boards, always providing valued advice. I am forever thankful for his service to our nation in the U.S. Air Force and North Dakota Air National Guard, as well as his support of the UND Aerospace program. Al was a wise and compassionate man and a great friend. His family and friends are in our prayers.” | aerospace |
http://www1.orcexperts.com/experts.asp?strSearchType=all&strQuery=aerodynamic+heating | 2019-02-19T04:39:09 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247489343.24/warc/CC-MAIN-20190219041222-20190219063222-00580.warc.gz | 0.871569 | 123 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__209973576 | en | Related Expert Areas
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FOLLOW ORC ON | aerospace |
https://www.smalltechnews.com/archives/72694 | 2020-12-05T23:08:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141750841.83/warc/CC-MAIN-20201205211729-20201206001729-00267.warc.gz | 0.952368 | 263 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__117648978 | en | On Wednesday, the rangers made a sustained close observation of two satellites that were rapidly approaching. Although it is unlikely that a collision will occur earlier in the day, the chances of encountering the two will steadily increase over time. Initial estimates were well below 1%, but subsequent observations suggested that the probability of a collision was close to 5% — far exceeding acceptable expectations.
(Photo from: NASA)
If two decommissioned spacecraft collide over Pittsburgh, or produce large amounts of debris, it poses a major threat to the safety of other spacecraft and poses a major threat to future space missions (and even ground observations).
Thankfully, after the satellite entered the possible crash zone, the observer found no new debris, or evidence of a possible collision.
Ordinary people may think that space is endless, but Earth orbit is not. NASA and ESA, among others, have been monitoring the countless objects that drift over our heads in constant and close.
(Screenshot via BGR)
The risks of space junk are high, with relatively small, but fast-moving debris, or disrupting the deployment of new satellites or even damaging manned spacecraft such as the International Space Station.
To solve the growing problem, multinational scientists are working on solutions. But until then, we don’t have much to do. | aerospace |
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