url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
|---|---|---|---|---|---|---|---|---|---|
https://darnell.tv/2018/12/14/mars-is-for-old-people/?shared=email&msg=fail&=1 | 2023-10-03T04:34:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511053.67/warc/CC-MAIN-20231003024646-20231003054646-00437.warc.gz | 0.93731 | 335 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__239322811 | en | The Red Planet is not a place for fools or cowards, as there are plenty of hazards to kill off any intelligent humans brave enough to settle upon the crimson world.
Now according to scientists gravity might play a factor in preventing Earth’s nearest habitable atmospheric neighbor from becoming a second home.
Later, NASA scientist April Ronca sent pregnant rats into orbit and observed how spaceflight affected the later stages of pregnancy; back on Earth, the birthing process was more or less normal, but other work suggests that rat pups exposed to microgravity develop abnormal vestibular systems, or the inner-ear machinery associated in sensing movement direction and orientation. […]
In mice, the story is similarly complicated. Research suggests that the two rodent species respond differently to changes in gravity. Two-cell mouse embryos sent into space aboard the shuttle Columbia failed to develop further, even as Earth-based controls matured normally. Later, work in simulated microgravity (achieved using a rotating piece of machinery called a clinostat) showed that while in vitro fertilization could occur normally, microgravity-cultured embryos transferred to female mice failed to implant and develop at normal rates. (National Geographic)
Granted many of these tests were conducted in microgravity so there is a chance that Martian gravity would be okay for mammals, birds & amphibians to breed upon and thrive (let alone survive).
However, until we gather any conclusive evidence, Mars might be limited to wealthy retirees seeking to escape the doldrums of Earth for an exotic Martian life.
Note: scientists & engineers have yet to resolve the toxic Martian dust issue, which the video below articulates best. | aerospace |
https://helenastales.weebly.com/blogue/declassified-documents-reveal-project-horizon-the-lunar-outpost-of-the-us-army | 2023-11-28T20:33:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099942.90/warc/CC-MAIN-20231128183116-20231128213116-00128.warc.gz | 0.949995 | 671 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__207208595 | en | “The establishment of a manned base of operations on the moon has tremendous military and scientific potential. Because invaluable scientific, military, and political prestige will come to the nation that first establishes a lunar base, it is imperative that the United States be first.“ (Source)
It isn’t a secret that Earth’s moon has been considered as a critical strategic celestial body. Looking back at history, we will find that numerous countries had planned ‘scientific’ outposts on its surface. However, there are certain documents that have only recently revealed militarization projects of the moon.
There is a requirement for a manned military outpost on the moon. The lunar outpost is required to develop and protect potential United States interests on the moon; to develop techniques in moon-based surveillance of the earth and space, in communications relay, and in operations on the surface of the moon; to serve as a base for exploration of the moon, for further exploration into space and for military operations on the moon if required; and to support scientific investigations on the moon. (Source)
On June 9, 1959, the United States Government decided that the construction of a lunar outpost is of great importance to the country. Project Horizon: The establishment of a Lunar Outpost was created in response to growing interest of other nations, like the Soviet Union in the militarization and exploration of the moon. However, its primary goal was to protect potential United States interests on the lunar surface.
During 1959, the Space Race was adopting a whole new level. Two years after the initial proposal of Project Horizon, the first Apollo mission would launch, on October 27, 1961, creating a new chapter in the history of mankind. However, countries around the globe –primarly the US and the Soviet Union—werent only planning traveling to the moon and placing astronauts into orbit around the planet, their plans were way ahead of time, and they had numerous projects already lined up that would have kickstarted the militarization of our solar system.
The rapid advances in propulsion, electronics and space medicine and other astronautical sciences in the 1950’s would have allowed the successful construction of a military outpost on the moon.
„To be second to the Soviet Union in establishing an outpost on the moon would be disastrous to our nation’s prestige and in turn to our democratic philosophy. Although it is contrary to United States policy, the Soviet Union in establishing the first permanent base may claim the moon or critical areas thereof for its own.“ (Source)
The outpost was planned to be of sufficient size in order to contain sufficient equipment that would later be used in the militarization and exploration of the moon. The military outpost was designed in order to allow the survival and moderate, constructive activity of ONE person, and 10-20 on a sustained basis.
During planning, researchers considered that the outpost needed to be designed for expansion facilities, supply and operation of personnel in order to maintain the maximum extension of sustained occupancy. The futuristic project of 1959 was planned to be self-sufficient for as long as possible without any additional support from Earth.
Continue reading at: Ancient Code
Take a look at our collections of unique NFTs, click below
Please take a look below at the amazing work of Author and researcher Stephen Quayle | aerospace |
https://help.avianis.com/en/articles/2981258-custom-aircraft-roles-setup | 2023-06-07T08:58:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653631.71/warc/CC-MAIN-20230607074914-20230607104914-00672.warc.gz | 0.791101 | 320 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__42197059 | en | The custom aircraft role feature allows an operation to define various access levels to aircraft profile features and apply to specific users/personnel. This guide will outline:
how to create a Custom Aircraft Role template; and
how to apply a Custom Aircraft Role template to a user / personnel
CREATE A CUSTOM AIRCRAFT ROLE
Go to: My Company > Aircraft > Settings > Custom Roles
Click the Create button...
Role Name: How the role will be titled and searchable when assigning to a user.
Description: Required field, to describe use cases and permission details.
Access Levels: Set for each section of the aircraft profile.
No Access: User is unable to see the area/information and will display a no access message.
Read Only: User is able to read the information, but may not edit.
Full Access: This access level provides full visibility and editing capabilities to the specific area within the aircraft profile.
Example of areas listed as No Access for this user:
See also Custom Aircraft Roles: Permissions article, which details the access levels for each area.
APPLY ROLE TO USER / PERSONNEL
Go to: My Company > Personnel
In the Aircraft Assignment area on the left hand side, click Add New.
Select the aircraft from the drop down menu and search for the role name to select.
Note: Only select one custom role per aircraft assignment.
See also Custom Aircraft Roles: Use Cases | aerospace |
http://kristellar.com/ | 2024-04-23T02:22:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818452.78/warc/CC-MAIN-20240423002028-20240423032028-00352.warc.gz | 0.890043 | 256 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__30228722 | en | At Kristellar, we are at the forefront of innovation, combining the realms of aerospace and cyberspace to redefine the boundaries of technological advancement.
Our mission is to push the limits of human potential, enabling exploration, connectivity, and security in these dynamic domains. Join us as we embark on a journey of discovery and progress. Together, we will shape the future of space exploration with advance technological innovations and research.
Kristellar Aerospace is a leading aerospace company renowned for its excellence in the industry. With a stellar track record, we specialize in satellite design, integration, and mission support services. Our team of highly skilled professionals combines expertise with innovation to deliver cutting-edge solutions. We are committed to providing exceptional customer service, ensuring prompt and reliable communication at every stage of the project.
At Kristellar Aerospace, we rely on honesty, discipline and hard
work and believe our success
can be attributed to upholding a simple set of core values that date back to the beginning
of the company.
Kristellar Aerospace is an integrated design-build firm offering engineering, architecture and construction services to domestic and international customers. Unique to Industify is the fact that we conduct all disciplines in-house in a collaborative environment. | aerospace |
http://icac.nsw.gov.au/investigations/past-investigations/investigationdetail/87 | 2017-04-29T19:21:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123560.51/warc/CC-MAIN-20170423031203-00139-ip-10-145-167-34.ec2.internal.warc.gz | 0.976871 | 231 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__121730918 | en | NSW Police - charter of aircraft by the Police Air Wing
The ICAC investigated the conduct of a former Police Air Wing officer in relation to the allocation of all Police Air Wing charter work for fixed-wing aircraft to one private charter company.
In its report on this investigation, made public in October 1996, the ICAC made findings of corrupt conduct against the former Police Air Wing Officer and stated its opinion that consideration should be given to his prosecution for a specified offence and to the taking of disciplinary action against him.
The ICAC also made findings of corrupt conduct against the proprietor of the private charter company to which Police Air Wing charter work had been allocated, and stated that it proposed to refer the general issue of the proprietor's and his company's non-compliance with Commonwealth legislation dealing with aircraft safety and maintenance to the appropriate Commonwealth authority.
In its report, the ICAC identified issues related to secondary employment and procurement that allowed corruption to occur and continue, and resulted in one private company obtaining an effective monopoly over Polic Air Wing charter work, at considerable cost to taxpayers.
This report is no longer available online. Request the report. | aerospace |
https://www.neuronmagazine.com/mars-by-moon/ | 2024-03-04T19:27:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476464.74/warc/CC-MAIN-20240304165127-20240304195127-00806.warc.gz | 0.89795 | 2,569 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__20749017 | en | For ages, Mars has captivated us, bidding Earthlings to unravel its mysteries as if calling us to a cosmic game of hide and seek. Among these puzzles, Mars’ moons flicker on the edge of imagination, especially Phobos, the larger sibling in this duo of enigmatic satellites. It’s as though they’re just waiting for some SpaceX vision to bring them into sharper focus. So let’s embark on an interstellar escapade—a thrilling trek to uncover “Mars by Moon” secrets, which may just write the prologue to humanity’s saga among the stars.
The Enigmatic Connection Between Mars and Its Moon Phobos
Gazing up at the night sky, the allure of Mars beckons. Yet, it’s the dance of Phobos, one of its nearest companions, that provides a compelling overture to Mars’ enticing opera.
1. The Vanishing Act: Phobos’ Disappearance Conundrum
But hey, don’t get too attached to Phobos—it’s got a shelf-life. This moon is on a slow-motion collision course with its planet, inching forward six feet every century. So what’s the deal with Phobos’ impending vanishing act?
|Larger than Deimos
|Smaller than Phobos
|Irregular shape; heavily cratered
|Smoother than Phobos; also cratered
|Approx. 3,700 miles (6,000 km)
|Approx. 14,580 miles (23,460 km)
|7 hours 39 minutes (very fast!)
|30.3 hours (1.3 days)
|Visibility from Mars
|Easily visible; orbits close to Mars
|Also visible but farther away
|Visibility from Earth
|Not visible to the naked eye
|Not visible to the naked eye
|Collision with Mars in 50 million years
|Closest to Planet
|Closest moon to its parent planet
|Moving closer to Mars (6 feet/100 yrs)
|Field of View (from Mars)
|Large due to proximity
|Smaller, due to greater distance
|Carbon-rich silicate rock and ice
|Similar to Phobos
2. The Shrouded Origins: Unmasking Phobos’ Beginnings
Phobos’ backstory has more twists than a detective novel. Was it a stray asteroid caught in Mars’ embrace, or did some catastrophic event birth it?
3. Grooves and Gullies: Deciphering Phobos’ Surface Features
Now, let’s get down to the nitty-gritty—Phobos’ complexion. Those grooves and gullies scribble stories on its surface.
4. The Seismic Secret: Tracking Marsquakes from Phobos
Our moody moon serves yet another role—Mars’ personal seismograph. Marsquakes offer a glimpse into the planet’s hushed interior.
5. Future Frontiers: Phobos as a Stepping Stone to Mars Colonization
What if Phobos were the Ellis Island of Mars colonization? Imagine stepping onto Phobos before making that giant leap onto Mars.
Conclusion: Illuminating the Path to Mars Exploration
By digging into these “Mars by Moon” mysteries, we’re not just playing cosmic Sherlock Holmes; we’re lightening the shadows on our path to interplanetary life.
From Mars by moonlit wonders, we gaze toward the future—a future bound not by gravity but by the gravity of our own ambitions. Now, is that a story worth bookmarking, or what? Stay curious, stay starry-eyed.
Unveiling the Mysteries of Mars by Moon
Well, butter my biscuit and call me a space ranger. Did you ever think sitting under the moon, you’d be unraveling “Mars by Moon” puzzles without rocketing off the Earth? We’ve got some mind-boggling facts to share about Mars when our nighttime buddy, the moon, gets involved.
The Moonlit Illusion
Ever looked up at the night sky, spotted the moon, and thought, “Is Mars just playing peek-a-boo with Earth?” Y’know, Mars seems to twinkle a bit like an old movie star, sometimes. Speaking of stars, if you ever found the grace and poise of Alison Doody illuminating, imagine Mars doing a similar act. Just like Alison Doody’s radiant performance on screen, Mars by moonlight can steal the celestial show, outshining nearby stars with its reddish glow.
Time Travel by Twilight
Hold your space horses! Did you know that viewing Mars through our moon’s phases is like hopping in a time machine? Yup, no fancy gizmos needed. It’s like, we’re glancing back into the past. But, don’t expect it to be as sleek as the upcoming Motorola Razr 2024, though. Every time you spy Mars snuggling up next to the moon, you’re seeing the planet as it looked minutes ago due to the time it takes for light to travel across space. Talk about a delayed text message, eh?
The Colorful Conundrum
Alright, here’s a spicy meatball for you: Mars ain’t always red. I’m serious! Just like how the moon plays dress-up during an eclipse, Mars can change its coat too. It’s kind of like Mars is trying out for a cosmic fashion show, but can’t quite decide on the perfect outfit. So next time you’re squinting up there, remember, Mars might just be having a wardrobe dilemma.
Playing Tag with Moons
Now, don’t drop your jaw too hard, but while you’re there gazing at our moon, Mars is being a show-off with not one, but two moons of its own! That’s right, Phobos and Deimos are like little groupies, always following Mars wherever it floats. It’s like watching an episode of a celestial sitcom, with Mars as the cool kid and its moons trying to catch up. You might even say Mars is the Jackson Chourio of the solar system, a rising star with everyone’s eyes on it.
A Galactic Dance
Ever think about how awesome a dance-off between Earth, Mars, and the moon would be? Well, buckle up, stargazers! These cosmic bodies are in a constant rhythm, swirling and twirling through space. It’s not exactly “Dancing with the Stars,” but it’s pretty darn close. Every now and then, they align like a cosmic conga line, and that’s when we on Earth get a prime view of Mars by moonlight.
So there you have it, folks – a little slice of “Mars by Moon” pie, with a dollop of mysteries on top. Next time you’re out moon-gazing and catch a glimpse of the Red Planet, tip your hat. Who knows what other secrets are waiting up there, just begging to be discovered?
Which moon is closest to Mars?
Phobos, believe it or not, takes the crown for being the closest moon to Mars—nestled right up next to the Red Planet like peas in a pod.
Can Mars be seen at night without a telescope?
Ah, Mars—you can absolutely catch a glimpse of that rusty-red globe with the naked eye on a clear night, no fancy gear required, just look up!
Can you see moon on Mars?
Isn’t that a kicker? If you were kicking back on Mars, you’d totally be able to spot its moons, Phobos and Deimos, doing their cosmic dance in the sky.
Is Mars moon Phobos nearing death crash?
Hold onto your hats, folks—Phobos is indeed on a slow-motion collision course with Mars, but don’t panic; it won’t be signing off for a good 30 to 50 million years.
What planet is always closest to moon?
Alright, here’s a brain teaser for you—the Earth’s Moon is the nearest to us, hands down, but did you know it also does a tango nearest to Venus most often? Go figure!
Is Mars closer to us than the moon?
Now, don’t get it twisted—Mars might seem like next-door in cosmic terms, but the Moon is much, much closer to Earth, a mere stone’s throw away in space distance.
How to locate Mars in the sky tonight?
On your star-chasing adventure to locate Mars tonight, just look for that distinctive reddish hue in the sky—it’ll be the red “star” that doesn’t twinkle. Pretty cool, right?
How do you spot Mars in the night sky?
Finding Mars up there isn’t rocket science—scan the sky for a steady, bright red “star.” Bear in mind, it shines with a constant glow unlike those flashy, twinkling stars.
When can we see Mars from Earth 2023?
Whoa, 2023 is a thrilling time for space enthusiasts! Depending on Earth’s and Mars’ orbits, peek outside during the opposition (when Mars is closest to Earth)—usually around September or October—for your best shot at catching the Red Planet up close and personal.
Does it rain on Mars?
Rain on Mars? Not quite the same deal as Earth—think more along the lines of icy, carbon dioxide “snow,” which isn’t like building a snowman in your backyard, that’s for sure.
What planet has two moons?
Remember, Mars is the celestial celebrity with two loyal moon-fans—Phobos and Deimos, trailing behind like entourage on a tour of the Solar System.
How close is Mars to the moon?
Let’s get things straight—when it comes to Mars and our Moon, they’re about as close to each other as celebrities are to their adoring fans… which is to say, not very; they’re mainly doing their own solo gigs in the night sky.
Can you jump in Phobos?
Leaping on Phobos? You’d feel like a superhero! With its puny gravity, one small hop for you could become one giant leap, sending you practically flying. How cool is that?
Will Phobos turn into rings?
Phobos might upgrade its look to stylish rings around Mars, yup—but give it a few tens of millions of years to make that fashion switch from moon to bling!
What if Phobos hit Earth?
If Phobos hit Earth—goodness gracious, let’s just say we’d rather not find out. That’d be one cosmic crash landing we’d prefer stays in sci-fi movies!
What is closest to Mars?
What’s closest to Mars, you ask? Lots of rocks and dust, sure, but for astronomical neighbors, think the asteroid belt—like a quiet cul-de-sac in space, compared to the bustling traffic around other planets.
Why is Phobos getting closer to Mars?
Why is the poor old Phobos inching closer to Mars? It’s all down to tidal forces—kind of like a cosmic game of tug-of-war that Phobos is slowly losing. Hang in there, little moon!
How close is Phobos to Mars?
How snug is Phobos to Mars? At just 6,000 kilometers above the Martian surface, it’s closer than any other moon to its planet—so close, it orbits Mars faster than the planet spins!
How far is Deimos from Mars?
And Deimos, Mars’ other moon, keeps its distance at about 23,460 kilometers out. It’s like the more laid-back sibling, taking its sweet time orbiting Mars. | aerospace |
https://probuk.org/la-5-fighter-plane-ussr/ | 2022-06-27T23:35:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103344783.24/warc/CC-MAIN-20220627225823-20220628015823-00543.warc.gz | 0.966596 | 2,672 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__178845575 | en | La-5 Fighter Plane Technical Specifications :
- Crew – 1 person
- Engine – M-82
- Power – 1700 hp
- Wingspan-9.6 m
- The wing area is 17.27 sq. m
- Empty aircraft weight-2605 kg
- Maximum take-off weight-3326 kg
- Maximum speed at altitude / near the ground – 613/555 km / h
- Practical ceiling – 9 500 m
- Maximum range-500 km
- Armament: 2×20 mm SHVAK cannon
- The maximum bomb load is 4 NURS RS-82 or 200 kg of aerial bombs.
La-5 Fighter Plane Details
When in the first months of the Great Patriotic War it was revealed that one of the best fighters of the Red Army LaGG-3 is significantly inferior in basic indicators to the new German Messerschmitt BF109F and BF109G, the reduction of its production began. In addition, with the beginning of the war, the technological advantages of the LaGG-3 aircraft turned into its serious shortcomings. The resins used to impregnate delta wood were imported, and it was difficult to bring them to a warring country. A return to ordinary wood would have made its construction heavier, and the VK-105P liquid-cooled engine power was no longer enough. Production of LaGG-3 aircraft could be completely stopped. Therefore, S. A. Lavochkin was forced to look for a radical solution to save his plane in order to improve its flight performance in a short time. The main means of improving the combat capability of a flight in an air battle could be to increase its power supply. Initially, the bet was made on the powerful Klimov M-107P engine, which passed bench tests,but it has not yet been finalized. Aircraft engine designer A.D. Shvetsov advised S. A. Lavochkin replaced the LaGG-3 inline water-cooled engine M-105P with a double-row star – shaped air-cooled engine ASH-82 (M-82), which had a significantly higher power of 1700 hp,and was also mass-produced. This engine appeared on the eve of the war, but the ASH-82 fighters were not put on – the well-established opinion about the star-shaped engine as a power plant with large transverse dimensions affected. Lavochkin gave instructions to design a new aircraft based on LaGG-3 for the new M-82 air-cooled engine with a large weight and midsection with minimal redesign of the aircraft structure. Only if this requirement was met, it was possible to transfer mass production from the LaGG-3 production to its improved modification without reducing the pace of work. However, the main problem was that the midsection of the M-82 was much larger than the midsection of the relatively narrow fuselage of the LaGG-3, and their coupling required taking measures, up to the design of a new fuselage. But the deputy Lavochkin SM Alekseyev found a simpler way out – by putting a second (non-power) skin on the sides of the fuselage in accordance with the diameter of the M-82. With this task, the designers and plant No. 21 coped successfully. A prototype of the LaGG-3 fighter with M-82, called “La-5”, was vigorously built. In April 1942, two copies of the La-5 were successfully tested. By the summer, the La-5 passed all the necessary tests, showing excellent flight data: the speed of the aircraft reached 580-600 km / h at an altitude of 5900-6400 m, and at the ground – 550 – 560 km/h (with forcing).
The design of the La-5 (similar to the LaGG-3) was a single-seat monoplane of wooden construction with a closed cabin and a retractable landing gear, but with minor changes, so it received a tail wheel that retracted into the fuselage. Since 1943, a new lantern with front and rear armored windows was installed on the aircraft, which provided an overview of the rear hemisphere (the fuselage gargrot was lowered). The design of the La-5 had great survivability in combat and almost did not contain scarce aircraft materials, except for delta wood, which was scarce due to the imported resins that were part of it. However, during the mass production of the La-5, the proportion of delta wood in the structure gradually decreased by replacing it with ordinary pine. From this, the wing spar shelves became thicker, but there was no big difference in mass due to the half-smaller volume mass of pine. In 1944, the wing spars became metal, and this issue was removed. The fuselage was a semi-monocoque glued out of birch veneer with a thickness of 1.15-0.75 mm in five to eight layers, which gave a wall thickness of 9.5-4.5 mm, with a decrease in thickness from nose to tail. To release the cooling air from under the engine hood, “cheeks” were made (instead of “skirts”) along the sides in the form of adjustable flaps, structurally simpler and no worse performing their purpose. If on the first series of La-5 there was a double fuselage skin behind the hood, then later the fuselage was redesigned in full accordance with the dimensions of the M-82 engine. Stabilizer – two-spar wooden with 3-mm plywood skin. Chassis release control is hydraulic. The pilot’s seat received a 10-mm armor plate. The armament of the La-5 consisted of two synchronous 20-mm SHVAK guns mounted above the engine.
In accordance with the decree of the State Defense Committee, the disrupted production of Lavochkin aircraft was restored, and in August of the same year, the first serial La-5 fighters rolled off the assembly line. For some time, LaGG-3 and La-5 were produced at plant No. 21 in parallel, but gradually all production was transferred to La-5. Already in the autumn of 1942, a number of fighter regiments were re-equipped with La-5 fighters. Soviet pilots appreciated not only its technical characteristics and powerful weapons. High horizontal flight speeds, rate of climb and acceleration combined with better vertical maneuverability than the LaGG-3 provided the La-5 with success in air battles.
The air-cooled engine, more reliable than the liquid-cooled engine, also had greater survivability in combat-bullet and shrapnel holes did not disable the cooling system and at the same time it was a kind of protection for the pilot from enemy fire from the front hemisphere. Using this property of the aircraft, the pilots who flew the La-5 boldly went into a frontal attack, imposing on the enemy a profitable battle tactic. For the first time, the La-5 fighter took part in combat operations during the Battle of Stalingrad, where it performed well. The experience of its combat use has shown that the La-5 has advantages over the German Messerschmitt Bf 109F and Focke-Wulf FW 190A aircraft in terms of its flight performance.
A unique air battle involving the La-5 took place on June 6, 1943, when Senior Lieutenant A. K. Horowitz of the 88th Fighter Aviation Regiment attacked a large group of German dive bombers.
9 Junkers Ju 87 bombers and forced the rest to retreat, dropping bombs past the target. But when he was attacked by four FW 190 fighters, he had already run out of ammunition, and our ace died heroically. On the La-5 plane in the same year, the famous Soviet ace pilot, three – time Hero of the Soviet Union I. N. Kozhedub opened his combat account, bringing the number of his victories to 45 (the remaining 17 victories were on another Lavochkin La – 7 fighter).
In the process of mass production, the aircraft was continuously upgraded, and already in March 1943, the Red Army Air Force began to receive an improved version of the La-5F with a boosted M-82F engine. Its power has not changed compared to the M-82, but thanks to the improvements made, its 10-minute afterburner mode has become nominal for the M-82F. Compared to the German Messerschmitt Bf 109F, the La-5F fighter has gained an advantage in speed and maneuverability. And soon, with the advent of the improved M-82FN engine with direct fuel injection into the cylinders (with a capacity of 1,850 hp), the Lavochkin Design Bureau develops a new version of the La-5.
On the recommendation of TsAGI, this modification of the La-5 improved the aerodynamics of the hood; replaced the wooden wing spars with metal ones; lightened the chassis; improved the thermal insulation of the cabin (before that, the cabin was hot because of the air coming from the engine); in addition, in addition to two 20-mm SHVAK or B-20 guns, it also received bomb racks for the external suspension of four RS-82 It was one of the most easily controlled fighters, perfectly kept in a deep bend and had not only high speed and rate of climb, but also exceptionally good maneuverability data. As a result of all the improvements, the La-5FN front-line fighter significantly surpassed the German BF109F and FW 190A fighters in speed at low and medium altitudes and in the characteristics of vertical and horizontal maneuvers.
At the factory tests in March 1943, the experienced La-5FN demonstrated very high flight data: showing a speed at altitude of 650 km/h, and at the ground – 598 km/h. Confirmation of the high qualities of this fighter was the military tests conducted in the spring on the Bryansk front, when Soviet pilots on 14 La-5FN aircraft conducted 25 air battles, shooting down 33 enemy aircraft, while losing only four of their own. The first serial La-5FN entered the front in the summer of 1943 and immediately took part in the Battle of Kursk. In terms of its combat capability, the La-5FN in 1943 became the strongest fighter on the Soviet-German front. In the summer of the same year, a two-seat training fighter La-5UTI, developed on the basis of the La-5F, appeared, armed with one SHVAK gun; without armored glass and radio equipment. At the end of 1943, the improved La-5FN fighter, designated “La-7”, took to the sky. Improved aircraft aerodynamics with the transfer and improvement of the aerodynamic shape of the radiator; the total weight of the structure was reduced by almost 100 kg, which made it possible to strengthen the aircraft’s armament by installing a third 20-mm SHVAK or B-20 gun. Launched into mass production, the La-7 in the last year of the war became one of the main front-line fighters and one of the best aircraft of the Second World War.
On Lavochkin’s La-5, La-5FN and La-7 aircraft, Heroes of the Soviet Union K. A. Evstigneev (56 victories), V. I. Popkov (42 victories), A.V. Alelyukhin (57 victories), N. M. Skomorokhov (46 victories), V. D. Lavrinenko (46 victories), Amed Khan Sultan (49 victories) and others successfully fought twice.
Serial production of La-5 fighter aircraft was carried out by the factories of the USSR People’s Commissariat of Aviation Industry No. 21 named after S. Ordzhonikidze (Gorky); No. 31 named after G. Dimitrov (Tbilisi); No. 99 (Ulan-Ude); No. 381 (Nizhny Tagil). A total of 10,003 La-5 aircraft were manufactured in 4 modifications in 1942-1944. The total number of La-5 and La-7 fighters of all modifications built during the Great Patriotic War exceeded 21,000 copies.
The Central Museum of the Great Patriotic War exhibits a mock-up of the La-5 fighter aircraft (tail number 15), from the 4th Guards Fighter Aviation Regiment of the Air Force of the twice Red Banner Baltic Fleet, which belonged to the Hero of the Soviet Union G. D. Kostylev.During the Great Patriotic War, he made 418 sorties and shot down 12 enemy aircraft in 112 air battles personally, and 34-in a group. The mock-up of the aircraft was built by Tushinsky Machine-Building Plant together with Avion LLP in 1995. | aerospace |
https://johncurtisblog.wordpress.com/tag/a/ | 2018-07-20T14:14:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591683.78/warc/CC-MAIN-20180720135213-20180720155213-00601.warc.gz | 0.959116 | 229 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__112514497 | en | Rocket Lab New Zealand, a Silicon Valley-funded space launch company, on Thursday launched the maiden flight of its battery-powered, 3-D printed rocket from New Zealand’s remote Mahia Peninsula.
“Made it to space. Team delighted,” Rocket Lab said on its official Twitter account.
The successful launch of a low-cost, 3D-printed rocket is an important step in the commercial race to bring down financial and logistical barriers to space while also making New Zealand an unlikely space hub.
The Los Angeles and New Zealand-based rocket firm has touted its service as a way for companies to get satellites into orbit regularly.
“Our focus with the Electron has been to develop a reliable launch vehicle that can be manufactured in high volumes – our ultimate goal is to make space accessible by providing an unprecedented frequency of launch opportunities,” said Peter Beck, Rocket Lab founder and chief executive in a statement.
The firm had spent the past four years preparing for the test launch and last week received the go-ahead from the U.S. Federal Aviation Administration, which is monitoring the flight. | aerospace |
http://www.nsnewswire.com/bodies-of-23-bangladeshi-plane-crash-victims-flown-home/ | 2020-02-26T07:42:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146187.93/warc/CC-MAIN-20200226054316-20200226084316-00471.warc.gz | 0.95 | 344 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__140412901 | en | Bodies of 23 Bangladeshi plane crash victims flown home
DHAKA, March 20 (NsNewsWire) — The bodies of the 23 Bangladeshis killed in a plane crash in Nepal returned home Monday, as mourners prepared a massive funeral.
A Bangladesh Air Force cargo plane, bearing the coffins, landed at Hazrat Shahjalal International Airport in capital Dhaka at about 4:05 p.m. (local time), reports Xinhua.
Ruling Bangladeshi Awami League party General Secretary Obaidul Quader, also road transport minister, officially received the bodies at the airport.
The bodies include those of pilot Abid Sultan, co-pilot Prithula Rashid and crew members, Khwaja Hossain Mohammad Shafey and Sharmeen Akter Nabila.
At least 51 people were killed as the aircraft of Bangladesh’s private US-Bangla Airlines, with 71 people onboard, crashed and burst into flames while landing at Tribhuvan International Airport in Kathmandu on March 12.
Thousands of people including government high-ups and relatives and well-wishers of the victims gathered at an Army Stadium in capital Dhaka for Namaz-e-Janaza (funeral prayer).
The bodies were handed over to the victims’ relatives after the funeral service.
The US-Bangla plane was carrying 71 people, including four cabin crew. Of the 67 passengers, 32 were from Bangladesh, 33 from Nepal and one each from China and the Maldives.
Bodies of three more Bangladeshi crash victims will be flown back to Bangladesh soon after their identities are confirmed through DNA tests. Enditem | aerospace |
https://cessnabirddog.org/2022/10/fort-worth-aviation-museum-request/ | 2024-02-27T10:44:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474674.35/warc/CC-MAIN-20240227085429-20240227115429-00242.warc.gz | 0.920192 | 284 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__193693954 | en | OK Guys. The Museum at Fort Worth put out this request:
Eleven years ago, the Fort Worth Aviation Museum acquired a surplus O-1 Bird Dog. It has since undergone restoration by Cowtown Aerocrafters, who have done a fantastic job. The right side of the aircraft is painted in tribute to Hilliard Wilbanks, the only USAF Bird Dog FAC awarded the Medal of Honor. The left side is painted as a Red Marker aircraft, honoring one of the ten first permanent FAC detachments in Vietnam.
The following video shows the (almost) completed aircraft:
The Museum plans on flying this Bird Dog to appropriate airshows and other venues to help tell the story of FACs in Southeast Asia.
About the last thing needed to get this Dog in the air is compliant communication and navigation equipment, which is expected to cost $4,500 (more or less depending on the museum director’s shopping and negotiating skills). This is a plea for funding of that equipment. If you would like to make a tax deductible contribution to getting this Bird Dog in the air, please send a check made out to Fort Worth Aviation Museum, with “Bird Dog Comm/Nav” on the memo line, to:
Fort Worth Aviation Museum
Attn: Jim Hodgson
P.O. Box 161966
Fort Worth, TX 76161-1966
Red Marker 18 | aerospace |
https://frontierindia.com/delivery-of-new-russian-airliners-mc-21-ssj-100-tu-214-il-114-and-baikal-pushed-back-to-2025-2026/ | 2024-04-17T16:00:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817158.8/warc/CC-MAIN-20240417142102-20240417172102-00067.warc.gz | 0.952452 | 1,635 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__194799454 | en | Russia’s ambitious programme to develop new domestic civilian aircraft costing hundreds of billions of rubles has been delayed by two years. This delay impacts all key civilian aviation programmes, including the MC-21, SSJ-100, Tu-214, Il-114, and “Baikal” aircraft. The sanctions-hit Russian aviation sector will be unable to complete the testing and certification of these planes by the previously scheduled deadlines in 2022. Furthermore, some aircraft’s specifications have deteriorated since initial forecasts. For example, the flagship MC-21 airliner has gained almost 6 tonnes of weight, considerably decreasing its range and maximum altitude capabilities. The Russian Ministry of Industry and Trade anticipates additional modifications to delivery timelines. However, some sources cited by the Kommersant newspaper believe that attaining even these revised targets is difficult given the present Western sanctions. There are concerns that the delays may result in a shortage of aircraft in Russia, prompting airlines to seek jets from friendlier countries.
Russia’s Ministry of Industry and Trade and state-owned enterprise Rostec have formally acknowledged delays in delivery dates for all domestic passenger aircraft programmes aimed at replacing Western aircraft. This includes the deferral of the Superjet 100 (SSJ-100), Irkut MC-21, Tupolev Tu-214, and Ilyushin Il-114-300 programmes. Originally scheduled to begin delivery in 2024, these aircraft are projected to arrive in 2025 and 2026. Furthermore, according to the Kommersant newspaper, certification of the Ural Civil Aviation Plant’s “Baikal” regional turboprop has been pushed back to 2024, with first deliveries scheduled for 2025.
The amended timelines result from the aircraft failing to achieve its initially promised specifications for various causes, causing delays in certification. A key issue is the increased weight of Russia’s flagship Irkut MC-21 narrowbody aircraft, which hampered its initial performance parameters. These mishaps highlight Russia’s commercial aviation industry’s difficulties due to Western sanctions.
According to the manufacturer’s data, the empty weight of the locally made MC-21-300 aircraft has increased by 5.75 tonnes over the previous version, which used foreign composite materials for the fuselage and Western engines. According to Kommersant, the weight rise resulted from Russian composite materials and advanced aircraft technologies in the revised design.
According to Kommersant, with a maximum commercial load of 20.3 tonnes, the MC-21’s flight range has been decreased to less than 2,800 km, with some sources suggesting less than 2,000 km. At the same time, the aircraft’s maximum cruising altitude is restricted to 7 kilometres. An aviation industry expert indicated that obtaining the estimated flight performance would be difficult unless the aircraft and its components weighed less.
Concerning the MC-21’s weight difficulties, Rostec claimed that the final configuration of the fully domestic version would be established in the second part of this year. The business claims that the program’s progressive deployment, which reduces restrictions as flight testing continues, will enable the aircraft to satisfy the highest airline standards. Rostec stated that this entails providing solid operational economics within the usually acknowledged range of up to 3,000 kilometres for Russian airlines with a passenger capacity of 150-170.
The locally made PD-8 engine has been a key concern for the Superjet 100 programme, as it has yet to exhibit its potential during testing.
A spokesperson from the engine maker UEC-ODK told Kommersant that extra work is needed on the PD-8 after difficulties were detected during tests in late 2023. The goal is to ensure that the engine is reliable in all operating modes while also ensuring operational safety.
According to the overall civil aviation development strategy announced in 2022, Russia’s domestic sector is expected to provide 1,036 new passenger aircraft to airlines by 2030. The Aeroflot group alone is expected to acquire 339 of these new jets during the next seven years.
For the important programmes, the MC-21 narrowbody was expected to begin delivery in 2024 with six aircraft, followed by 12 in 2025 and 22 in 2026. The first new Superjet 100s were scheduled to be delivered in 2023, with the number increasing to 20 each year beginning in 2024. Three Tu-214 airliners were planned for 2023, with seven more in 2024 and ten in 2025. Deliveries of ten Il-114 turboprops were scheduled for 2025.
However, Rostec has stated that the first deadlines set for domestically-made civil aircraft before 2022 were in 2026. They were then brought forward. In 2026, Rostec plans to deliver 30 new Superjet 100s to airlines. According to United Aircraft Corporation, the first new Tu-214 in a customised design was delivered to a state customer in 2023, with another expected in 2024.
According to the Russian Ministry of Industry and Trade, an inventory of partially built aircraft has already been established to assist with production targets. According to the ministry, 16 Superjet airliners and 12 MC-21 aircraft are in various stages of construction and will be outfitted with domestically built systems when they become available.
The Russian government anticipates that once certification testing on these aircraft is completed, it will allow for “accelerated manufacture and delivery schedules to accomplish a total fleet renewal of 600 aircraft by 2030.”
When assessing the realism of the output forecast until 2030, Oleg Panteleev, Executive Director of the “AviaPort” agency, points to two main issues: the availability of skilled personnel and machine park and financing. Currently, the Russian industry’s capabilities are prioritised for defence orders. The expert believes that withdrawing the State Defence Order (SDO) will be a strong impetus for commercial aviation equipment production: “Capacity and, most crucially, expertise will be freed up.”
The earlier timelines were calculated by aircraft manufacturers, who then relied on assurances from second and third-tier suppliers. However, as experience has shown, even first-tier vendors do not always have contractual components for their own systems, observes Oleg Panteleev.
The 2022 deadlines were set in anticipation of trouble-free certification of the technology, but international practice in all aircraft production programmes demonstrates that “no project succeeds without setbacks and timeline delays.”
The basic scenario for the aviation policy until 2030 envisions halving the fleet of foreign passenger aircraft to 300 units, excluding aircraft from domestic airlines. The Russian Union of Travel Industry indicated at the end of January that there could be a scarcity of transport capacity on domestic routes starting in 2027 due to the Russian aviation industry’s inability to introduce new aircraft on time. According to industry sources, this may push private carriers, particularly S7 and Ural Airlines, to seek aircraft on the secondary market in friendly countries. Another notion is to allow foreign carriers to fly between Russian cities and collaborate more actively with Russian enterprises through codeshare agreements. Third, they believe that in the event of a catastrophic capacity shortage, the Ministry of Transport may limit permits for Russian carriers on international routes, concentrating the fleet within the country. The Ministry of Transportation and the airlines declined to comment.
In 2023, the Ministry of Transport declared that Russian airlines were prepared to support the bulk of foreign aircraft fleets until at least 2030. According to Oleg Panteleev, the aviation industry’s ambitions and airline capabilities are currently “overlapping.” However, the expert observes that previously, there was a five-year buffer between the start of large-scale domestic aircraft deliveries and the retirement of a significant component of the fleet. But now, he notices, the time reserve is not as large.
Overall, while production targets have been established, fulfilling them will depend on addressing labour, industrial, financial, and certification difficulties in a timely manner to avoid potential air transport capacity deficits later this decade. | aerospace |
https://www.privatejetcoach.com/full-house-cabin-on-a-private-jet/ | 2024-04-13T13:07:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816734.69/warc/CC-MAIN-20240413114018-20240413144018-00330.warc.gz | 0.957325 | 142 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__100105991 | en | The average number of customers on a private jet is 2.5 people per flight.
What happen if the flight is full?
Well, it can happen that the VIP flight attendant will be offloaded to sell his/her seat to one of the customers.
This is not applicable with the jumpseat in the flight deck, but only with the seat located in the crew suite or crew rest area, which is identical to the seat in the cabin.
Well, if you have to stay on ground because the flight is full, you jump on an airline and you fly to destination to re-join the crew and the jet.
Who said this job is not dynamic?!? | aerospace |
https://thepointsguy.co.uk/news/virgin-atlantic-star-wars-livery/ | 2021-10-16T18:46:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323584913.24/warc/CC-MAIN-20211016170013-20211016200013-00162.warc.gz | 0.934259 | 440 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__261449452 | en | Virgin Atlantic unveils Star Wars ‘Galaxy’s Edge’ themed livery
This post contains references to products from one or more of our advertisers. We may receive compensation when you click on links to those products. Terms apply to the offers listed on this page. For an explanation of our Advertising Policy, visit this page.
May the force be with… Virgin Atlantic. The British carrier on Wednesday became the latest airline to outfit one of its aircraft in a Star Wars-themed livery to celebrate the new Star Wars Galaxy’s Edge attraction at Disney World in Orlando, Florida.
After having left its hangar at London’s Gatwick Airport with its new plane wrap job, the Boeing 747 will reenter service on Wednesday, flying from LGW to Orlando (MCO).
Renamed ‘The Falcon’, the aircraft is an 18-year-old Boeing 747-400, having first been delivered to Virgin Atlantic in May 2001. According to PlaneSpotters.net, the aircraft was first named ‘Hot Lips’ before taking on a Harry Potter sticker between May 2010 and January 2011.
According to flight-tracking site FlightRadar24, the aircraft flew from MCO to LGW on 14 September. Since then, it’s undergone its wrap job — you can watch a timelapse of the aircraft getting its new plane wrap below.
To celebrate its new livery, Virgin Holidays has launched a social media competition with the chance to win two seats on board the airline’s ‘Ultimate Star Wars Experience’ between 15 and 22 February 2020. If you spot the aircraft, share a photo on Instagram with the tag #TheFalcon before 9 October in order to enter to win. You can find full details of the competition on the Virgin Holidays website.
Virgin becomes the latest carrier to turn one of its aircraft into a flying advert for Star Wars Galaxy’s Edge. Earlier this week, LATAM unveiled its special livery for the attraction, joining the likes of United Airlines and ANA.
All photos courtesy of Virgin Atlantic.
Welcome to The Points Guy! | aerospace |
https://thejetboy.com/the-lax-in-max/ | 2023-12-02T14:37:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100427.59/warc/CC-MAIN-20231202140407-20231202170407-00313.warc.gz | 0.969425 | 2,297 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__175405413 | en | When the 737-MAX was grounded in mid-march nobody would have imagined that the bird would be grounded for so long. But as MAX moves into the 4th month of its grounding shattering the previous record held by its cousin the 787 (January 17, 2013, to April 26, 2013) it is now 2nd only to Concorde in terms of the longest grounding for any modern airliner. With speculations about the future of the 737 getting out of hand and Boeing finally accepting its fault, let us take a step back and try to understand the lax in MAX.
In order to truly understand MAX, we need to connect to its ancestors and start from the beginning. The 737 despite what Boeing might say is an ancient aircraft, derived from an even older 707 and 727. Since its 1st flight in April of 1967 Boeing has produced over 10,000 of these aircrafts, spread across 4 variants: 737, 737-Classic, 737-NextGeneration & 737-MAX and has orders for more than 4000 in its books. The variants though more efficient and larger than their predecessor, were just a mix of updates on ancient architecture and some genius level patchwork by Boeing engineers. For example, if you take a look at the images below, you can clearly see that the 737, which was originally designed for a turbojet engine now accommodates a high bypass turbofan, this caused severe ground clearance issues for the engine and resulted in the iconic hamster mouth design of the engine inlet by shifting all the auxiliary components of the engine components from directly below to towards the side of the engine. A deeper look into the character sheet of the 737 also reveals that they are not just different variants but they are completely different aircraft. With the MAX producing twice as much thrust as the original 737 and carrying nearly double passengers as well, one can not help but wonder how is it the same aircraft? Unfortunately, to bring training & re-certification cost down and retain/gain customers Boeing decided to brand them all as the same aircraft. Something which has now become a scaringly common practice, take the F-35 A/B/C for example 3 entirely different aircraft with a completely different role bundled up together in the name of reducing cost and we all know what came out of it but that’s a story for another day.
The Modification and The Crash
Now one of the key modifications in the MAX, as compared to the Classic and the Next generation, is the higher bypass turbofan engine. From a bypass ratio (BPR) of 5.5-6 and fan diameter of 60-61 inches in the CFM 3 and 7 series to a new CFM leap 1B engine with a BPR of 9 and a fan diameter of 69.4 inches. But this isn’t the 1st time they have put in a larger engine, but then it is also not the 1st time they have had 2 back to back incidents because of engine problems, post-modification (I know you want to blame the MCAS for it, but the MCAS exists only because of the problems that the engine created). Introducing the 1st leap from 737 to 737-Classic from a turbojet to turbofan from 50 inches to 60 inches in fan diameter, what happened? well open google and search 737 crash or just click here.
Incidence 1: TACA Flight 110, en route to New Orleans, suffered double engine failure due to a severe hail storm. Fortunately, no one died but ss a result of this incident, further engine development was carried out to prevent flame-out in severe weather conditions.
Incidence 2: Kegworth air disaster: British Midland Flight 92, using a 737-400, crashed outside of East Midlands Airport. Of the eight crew and 118 passengers, 47 passengers died. The left engine had suffered a fan blade fracture and the crew, unfamiliar with the 737-400, shut down the still-functional right engine, causing the aircraft to lose power.
Boeing along with the agencies responsible for ensuring the safety of our skies blamed the pilots and dismissed them. But guess what while the pilots did commit some mistakes, no one bothered to ask why they committed them? Why they were so unfamiliar with the aircraft they were flying? is it because they did not have enough training? is it because someone making those planes said they would not need extra training? We might never know, but what we do know is that after the investigation and dismissal, the British Midland paid the first officer, McClelland of that fight an out-of-court settlement for unfair dismissal and the captain of the flight in April 1991 told a BBC documentary: “We were the easy option—the cheap option if you wish.” Does this ring a bell, remember who was blamed initially for the MAX crashes? Is it history repeating itself? or is it BOOOEING repeating its mistakes? Judge for yourself.
The Present Situation
Now we fast forward to the 21st century, and contrary to what you might think “size does matter” especially if it’s the size of your turbofan engine we are talking about. You see back in the days 737 was pretty much without a good rival, then came the A-320 a modern airliner designed to operate with a High BPR turbofan engine and guess what it started to cut into the 737s market. The rivalry was going well, till that day in September 2014 when the A320 NEO (New Engine Option) with its massive CFM Leap 1A engine having a BPR of 11 and a fan diameter of 78 inches, took its first flight. Promising amazing fuel efficiency and longer range, the A320 NEO raked up orders in the thousands and split the market into 2 equal halves where the 737 was an uncrowned king. How did Boeing react? They MAXed out the 737 (perhaps the name itself holds a cryptic message by the engineers at Boeing warning its management that this platform has now reached its maximum utility) forcing it into its 1st flight on a cold rainy day(official Boeing description of that day at 0:13 seconds) just 4 days after the A320 NEO was introduced into service by Lufthansa. Boeing tried to put the same CFM Leap engine in the MAX but was reluctant to redesign and recertify the aircraft, they slightly modified the engine (made it smaller, BPR of 9 and fan diameter of 69.4 inches) called it CFM Leap1B. But then the 737 NGs were already short on ground clearance, how did Boeing Sqeze in the extra 10 inches? Well like I said, a mix of updates on ancient architecture and some genius level patchwork by Boeing engineers. They increased the main landing gear height by 6 inches pushing it to the MAX without redesigning the entire landing gear bay (& possibly the fuselage section), placed the engine to the MAX possible forward and top location in front of the wing, did some modification on the nacelle threw in a vortex generator and voila problem solved or maybe not.
The MAX crash
So how did the last 2 MAX crash? Popular media says its the fault of the Maneuvering Characteristic Augmentation System (MCAS), but then the MCAS was snuck into the aircraft (Quite literally many pilots weren’t even aware of its existence till the 1st MAX crashed) to solve the problems caused by the new engine not amplify it. The hardware problem that this software patch was trying to fix was that the pitch up tendency of the 737 MAX during takeoff (High thrust and high AoA condition). Why did MAX have this problem, because of the law of longitudinal stability of an aircraft, the further away from the aerodynamic center is from the CG the greater pitch up tendency an aircraft would have and the more pitch unstable it becomes. In the overlap below you can see that the MAX has a lit bit extra nacelle pooping out in front, at cruise conditions the nacelle is designed not to produce any lift but at high AoA the Nacelle also starts to produce lift moving the Lw a bit more forward of the CG. Now, couple this with the higher engine location and uses the knowledge of how lift is produced (Higher pressure low-speed air under the wing and low-pressure high speed over it) and you see hot high-speed air blowing right underneath the wing and we have a recipe for disaster.
The MCAS was put in to apply a pitch down moment by trimming the horizontal stabilizer, increasing Lt value and for the MCAS to activate, the following must be true:
- The Angle of Attack (AoA) as read by the sensor exceeds a specific parameter (specifically, the sensor shows a high AoA which means that the aircraft is approaching a stall condition)
- The flaps are fully retracted (which means that the aircraft is not/is no longer in take-off or landing configuration)
- The aircraft is being flown manually (the autopilot is not engaged)
If these three things are true, then the MCAS will trim the aircraft stabilizer nose down and stabilize the aircraft. Now, there are numerous theories on how tracking data from a single faulty AoA sensor to the MCAS resulted in the crash. Because if the MCAS has been reset (for example by a manual trim command) then if the AoA is still high after five seconds without pilot trim command, it will activate again. The MCAS can and will continue to pitch the nose down in up to 2.5° increments if the high AoA reading has not been resolved. In this way, it is possible for the stabilizer to reach the nose down limit, pitching the aircraft down as steeply as it can . Which is in fact what happened as both the crashes were caused by the aircraft steeply nose-diving into the ground.
But then let’s face facts if the issue was some faulty sensor package/software Boeing has enough smart engineers to resolve the issue in literally no time and a company like Boeing does not just give away $100 million as compensation to crash victims, which is excluding the backchannel compensations and discounts it is providing to all present and potential MAX operators. What has happened is something way more serious than that, its a culmination of years of corporate greed, weakening of regulatory bodies and poor design choices, unfortunately, made by some of my fellow engineers that have for the lack of better word resulted in this clusterfuck. Driving a star performer to the dogs, serving as a stark reminder to anyone trying to cut cost by compromising on design and certification cost. In Boeing’s defense, it has tried to come out clean in the past few months and given released some bold statement but we don’t expect a 103-year-old company to act like a 3-year-old. As an industry leader it would be nice to see Boeing not just compensating but also own up to its mistakes and tell everyone what actually went wrong so that we can all learn from it and young engineers like myself can once again proudly say:
“If it’s not Boeing, I am not Going.” | aerospace |
http://www.ktvb.com/story/local/2015/05/23/12085913/ | 2015-06-02T03:53:52 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1433195035316.21/warc/CC-MAIN-20150601214355-00044-ip-10-180-206-219.ec2.internal.warc.gz | 0.961506 | 574 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__158944714 | en | BOISE -- A $14 million flight simulator is helping helicopter pilots with Idaho Army National Guard train for flight, while allowing them to stay on the ground.
Chief Warrant Officer II (CW2) Fernando Soto with the 1-183 Attack Reconnaissance Battalion has been flying Apache helicopters since 2008.
I just got promoted, Soto said. So I am pretty proud of that.
KTVB chatted with Soto as he entered the Apache helicopter simulator to train at Gowen Field.
The simulator gives Soto and other pilots the chance to do anything they could in an actual Apache aircraft, but also much more.
It gives a chance to try out stuff that might be too dangers to try out in the aircraft, he explained.
The simulator works much like a video game, but is much more intense.
Inside, you can feel the rumbling from gunfire, and the simulator shakes you.
If you get motion sickness (something these pilots deal with) then you might want to think twice before getting behind the controls.
Soto says he typically uses the simulator once a week for two hours because he has simulation training requirements that he must meet.
It just gives you a chance to get better at firing with the weapons systems, he said.
Major Bryan Madden does the scheduling for the simulator and tells KTVB that there are nearly 60 Idaho National Guard Apache pilots. Each of them must get their simulation training requirements in.
Madden blocks out about 80 hours a week and the said the simulator accounts for about 20 percent of their flight time requirements.
It really helps out and makes you comfortable when you actually get into situations where it s dangerous that you might not bring that aircraft home, said Madden.
The pilots face obstacles in the simulator they would not likely face while training in southern Idaho.
Our guys come in here and they can do things like emergency training where the instructor can take away the tail rotor, said Madden. Or we can do gunnery where we have unlimited ammo and ammo is expensive. Here we can shoot as much as we want.
Madden expresses how essential the simulator is, not only for pilots but for Idahoans too.
The pilots that fly this on a day to day basis are extremely safe out flying over the public because they train in here, he said.
Remember that weather inversion Idaho had?
Well, Madden said the Apache pilots couldn t fly, so naturally the simulator was used quite a bit.
Soto feels that the simulator adds to the perks of his job. It s an honor to be flying this aircraft and I know I probably wouldn t want to be flying any other aircraft.
The Apache helicopter simulator is also portable so that if the Idaho Army National Guard were to get deployed overseas, the simulator would go along with the unit. | aerospace |
http://www.lsjourney.com/?p=791 | 2018-02-22T12:19:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814105.6/warc/CC-MAIN-20180222120939-20180222140939-00526.warc.gz | 0.96693 | 84 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__50955497 | en | know the arc is repetitive. in this pendulum of life. with highs and lows. swinging to and fro. and all the points in between. when gravity pulls back down. dips. threatens to stall. one can find momentum in the downdrafts. swing. forward into those uplifts. those euphoric elevations. until thrust is achieved. and lift off into the stratosphere. to fly free. | aerospace |
http://www.freedomaviation.co.uk/ | 2018-02-24T11:56:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891815560.92/warc/CC-MAIN-20180224112708-20180224132708-00726.warc.gz | 0.943821 | 295 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__50967071 | en | Based in the Cotswolds, Freedom Aviation is the perfect place for you to learn to fly, or continue your flying adventures if you already have a Private Pilot's Licence.
Founded in 2006 by Sarah and Dave with one aircraft, Freedom has grown to a successful school and flying club with well-equipped Piper Warriors, two Citabria's for tailwheel and aerobatics training and a XA42 for thrill seekers and high-performance aerobatics.
Membership is growing rapidly as word gets around about our excellent instructional standards, great social scene and our friendly relaxed atmosphere.
In addition to flying training we also specialise in mentored hour building and have regular flying expeditions. To date places visited: Channel Islands, Scotland, Ireland, France, Spain, Norway and Sweden, Germany, Czech Republic, Hungary, Romania and Austria. These trips are open to all Freedom members, both qualified pilots and those undergoing training. In 2016 we ran two Summer flying trips to France, Spain, Portugal, Corsica and Sardinia, with a total of seven aircraft and nineteen pilots.
In 2017 Freedom's Head of Training, Dave Jelly led two exciting Summer Flying trips to the northernmost part of mainland Norway via Scotland, Norway, Finland, Lapland, Sweden, Denmark, The Netherlands and France, visiting remote airfields and experiencing some of the most stunning scenery. A detailed account of the first trip can be found in Flyer Magazine. | aerospace |
http://atomictoasters.com/2012/02/needle-in-a-haystack/ | 2017-05-01T00:31:38 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917126237.56/warc/CC-MAIN-20170423031206-00497-ip-10-145-167-34.ec2.internal.warc.gz | 0.965582 | 724 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__309424498 | en | In the late 1950s, the primary means of international communication was by undersea cable or by bouncing radio waves off the ionosphere. The US was concerned that in the event of a major conflict, the cables could be cut. This would force all communications through the less reliable radio connection through the ionosphere. The solution, in the days before communication satellites? Create a man-made ionosphere using 480 million tiny copper dipole antennas.
In 1961 the Air Force launched the first needle dispenser. The experiment was called Project West Ford, and it was hoped that this demonstration would prove the concept so that 2 more permanent communication rings could be deployed. The needles in the first launch failed to properly disperse, but a second launch in May of 1963 was successful.
The 20 kg of copper needles were packed inside the spacecraft in blocks of napthalene gel that would evaporate when released into space. After that the needles would gradually disperse over a period of two months. The resulting cloud, in the shape of a donut, was 5 km wide, 30 km thick and encircled the globe at an altitude of 3700 km.
These tiny antenna were designed to operate on a half-wavelength of military X-band (8 GHz) communication. When the radio wave struck the copper needles, each would reflect the signal in all directions.
Communication was first attempted 4 days after the launch, so the needles were more densely spaced than final dispersal. Voice transmission was described as ‘intelligible’, and data speeds of 20,000 bits per second were obtained. However, by July only 400 bits er second could be transmitted after further dispersal.
Despite the success of the test, no further West Ford missions were ever developed. One reason was the backlash from the scientific community, who feared that a giant cloud of tiny antenna would block astronomic research. Even the Soviets joined in the protest, claiming in Pravda U.S.A. Dirties Space. Additionally, satellite technology was developing at a sufficient pace that the low tech solution of bouncing radio waves off copper antenna seemed outdated already.
The Kennedy White house issued a statement on Project West Ford, as shown below, and Ambassador Adlai E. Stevenson had to defend the project to the U.N.
No further launches of orbiting dipoles will be planned until after the results of the West Ford experiment have been analyzed and evaluated. The findings and conclusions of foreign and domestic scientists (including the liaison committee of astronomers established by the Space Science Board of the National Academy of Sciences) should be carefully considered in such analysis and evaluation.Any decision to place additional quantities of dipoles in orbit, subsequent to the West Ford experiment, will be contingent upon the results of the analysis and evaluation and the development of necessary safeguards against harmful interference with space activities or with any branch of science.Optical and radio astronomers throughout the world should be invited to cooperate in the West Ford experiment to ascertain the effects of the experimental belt in both the optical and the radio parts of the spectrum. To assist in such cooperation, they should be given appropriate information on a timely basis. Scientific data derived from the experiment should be made available to the public as promptly as feasible after the launching.
Perhaps the most enduring legacy of Project West Ford was its contribution to international space law, as it established a US policy that the international scientific community would be consulted before the launch of such experiments. This was later codified into the Treaty on Principles Governing the Activities of States in the Exploration and Use of Outer Space (the Principles Treaty). | aerospace |
http://www.onlinetmd.com/products/ | 2015-09-01T20:18:38 | s3://commoncrawl/crawl-data/CC-MAIN-2015-35/segments/1440645208021.65/warc/CC-MAIN-20150827031328-00114-ip-10-171-96-226.ec2.internal.warc.gz | 0.848084 | 73 | CC-MAIN-2015-35 | webtext-fineweb__CC-MAIN-2015-35__0__116208027 | en | YMT FMC systems, machining centers, and lathes
YMT proudly introduces new and exciting technology at the 2014 IMTS Exhibition. YMT will be presenting technology and products focusing on automotive, energy, aerospace and medical industries.
YMT will showcase 2 new FMC systems from QUASER for lights-out automation. The first FMC... | aerospace |
https://lowcost.pro/route/MRS/XXX/EN/ | 2023-09-27T10:48:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510297.25/warc/CC-MAIN-20230927103312-20230927133312-00813.warc.gz | 0.859653 | 117 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__123605476 | en | Looking for a flight from Marseille and not sure where to go? Check out the cheapest flight deals to destinations from Marseille. There are 7 domestic and 57 international flights from Marseille.
The following airlines fly from Marseille: Ryanair, Air Corsica
From Marseille you can fly to the following countries: Belgium, Spain, Italy, Luxembourg, Cyprus, Morocco, Czechia, Germany, Malta, UK, Greece, Romania, Ireland, Portugal, Austria, Hungary, Poland, Croatia, Israel, Jordan, Netherlands. The number of international destinations is more than 57 | aerospace |
https://space-economy.esa.int/news?page=6 | 2023-12-02T01:49:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100309.57/warc/CC-MAIN-20231202010506-20231202040506-00326.warc.gz | 0.858717 | 736 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__61162328 | en | News from Space Economy
In its study on “Space technology
transfers and their commercialisation”, the OECD investigates the transfers
from publicly funded space programmes to different sectors of the economy in
Europe, Asia and North America and highlights that the p...
PwC’s ‘Lunar market assessment: market trends and challenges in the development of a lunar economy’ [Nov/2021]
In September 2021, PricewaterhouseCoopers (PwC) published
the “Lunar market assessment: market trends and challenges in the development
of a lunar economy”, an analysis of a potential future economy on the Moon.
With plans to return humans per...
ESA Technology Transfer Success Story - Space-style control rooms for terrestrial industries [Nov/2021]
Automating complex system coordination, as used for satellite
constellations, have proven very valuable in space for efficient and fast
outposts organisation. Control room constructor Ergonomics Applied to
OPerationsS (EATOPS) and ESA are now coop...
ESA Technology Transfer Success Story - Cities as Spaceships: The circular resource economy [Oct/2021]
The wastewater of major cities is rich on nutrients and
abundantly available. SEMiLLA IPStar and ESA are cooperating to tab into this
resource by creating a water recycling system based on the circular life
support MELiSSA (Micro-Ecological Life S...
ESA joins the Universeh inaugural conference to address the Future of Work in the space sector [Oct/2021]
October 2021 ESA
participated to the inaugural event of the European Space University for Earth
and Humanity (UNIVERSEH).Géraldine
Naja, ESA’s Acting Director for Commercialisation, Industry and Procurement gave
a keynote speech on ESA’s vision...
German SME DcubeD and Spanish SME Detektia Earth Surface Monitoring are the winners of ESA’s Global Space Markets Challenge. During the final round of the competition both companies delivered pitches which secured them the first place in the u...
G20 Space Economy Leaders Meeting 2021 [Oct/2021]
On 20 and 21 September 2021, the
Italian Space Agency (ASI) opened the door to the G20
Space Economy Leaders Meeting 2021. Over two days, Heads of the G20 Space
Agencies discussed the contribution of the Space Economy to the global economy,
and the n...
ESA’s Global Space Markets Challenge has reached its next phase. The competition’s Selection Committee has chosen the top 12 applicants.
Each applicant has been invited to deliver a five-minute pitch on their internationalisation plans...
The Global Space Markets Challenge pre-selection committee has established two longlists for the competition’s upstream and downstream categories.
By 10 September, 12 finalists – six from each category – will be invited to pitch thei...
The United Kingdom’s Space Agency (UKSA) just published its regular
report “Size & Health of the Space industry” in May 2021, presenting
key figures on the UK space industry in 2018/19.In this report, UKSA
forecasted an estimated spac...
The European Association of Remote Sensing Companies (EARSC) aims to
gather quantitative evidence that the usage of Copernicus Sentinel data
provides an effective and convenient support to various market
applications. Over 20 case studies have ...
Results shown: 12 of 149 | aerospace |
https://csbc.com/news/scientist-pastor-dom-says-space-exploration-could-be-exciting/ | 2024-04-12T15:41:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00403.warc.gz | 0.94068 | 907 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__198111534 | en | CAPE CANAVERAL (BP) — Two evangelical physicists are hopeful the most powerful rocket ever launched into space by a private company will lead humans to greater knowledge of God.
Lyman Alexander, director of missions for East Bay Baptist Association, and Bill Nettles, chairman of the physics department at Union University, both commented on the Feb. 6 SpaceX launch.
“Sending rockets into space is simply part of being what God created humans to be,” Nettles said, “creative problem solvers, investigators of beauty and mystery.”
SpaceX, a private company founded by entrepreneur Elon Musk, launched the Falcon Heavy rocket from Cape Canaveral. Its ability to lift 144,000 pounds into low-Earth orbit is a record for rockets launched by private companies, according to The New York Times.
While that payload “is the largest of any operating rocket today,” Nettles told Baptist Press in written comments, “it is not even close to the payload NASA’s Saturn V ‘moon rocket’ was able to lift.”
A “turbocharged version” of SpaceX’s eight-year-old Falcon 9, the Falcon Heavy’s inaugural voyage was powered by 27 engines and three reusable boosters, The Times reported.
Two boosters landed back on the launch pad as planned while the third crashed into the Atlantic Ocean, missing a floating platform where it was supposed to land, according to media reports.
The launch was “a good step” on the path to SpaceX’s goal of developing larger rockets that can transport humans to Mars, Nettles said. “But it’s not a breakthrough event.”
The Falcon Heavy is anticipated to carry private and US government cargo to space, though its initial payload was more whimsical: a red Tesla sports car with a mannequin wearing a SpaceX spacesuit strapped in the driver’s seat. It is expected to orbit the sun for years, according to media reports.
While the SpaceX launch does not have “inherent spiritual value,” Nettles said, “any endeavor” gains spiritual value when “God uses it as part of my life.”
“The spiritual value comes from how God uses the task in the lives of the people involved or develops the faith of believers as they labor in a calling leading to the launch of rockets or the building of knowledge,” Nettles said. “It may be in the routine provision for daily needs or in the awakening of the knowledge that there is a Creator.”
Lyman Alexander, who studied physics at the Massachusetts Institute of Technology before becoming a pastor and director of missions, told BP he is “not excited about … sending a car into space” per se. But “it would be exciting to learn things about other planets, and the only way that will happen is if we have larger and better boosters” like the ones SpaceX is seeking to develop.
Humans never will “get beyond God” through space exploration, Alexander said. Yet engineering rockets and telescopes that can reach farther away from Earth may help humans attain greater knowledge of God.
Viewing celestial bodies a great distance from Earth, Alexander explained, involves seeing light that originated in the ancient past — because it takes thousands of years to reach our eyes from that distance.
“That means deep space exploration theoretically could allow humans to observe light generated the moment God spoke the universe into existence,” Alexander said.
“Whether you’re a ‘young Earth’ person or an ‘old Earth’ person,” he noted, referencing different Christian views of Earth’s age, “whatever you end up seeing” could be God’s initial creative work.
“It’s a worthy venture to see as closely as we can God’s creation,” Alexander asserted.
“Should we build rockets and launch satellites and explore space?” Nettles asked rhetorically.
“I believe we should. It gives us a basis for exploring the mysteries of the universe while developing new ideas to benefit our fellow humans,” he said.
“These ventures are exciting to most people, and they provide opportunities to talk about the wonders of Christ.” | aerospace |
https://sciexaminer.com/news/space/nasa-join-forces-esa-airbus-historical-2021-manned-orion-mission-1858.html | 2023-12-11T21:20:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679518883.99/warc/CC-MAIN-20231211210408-20231212000408-00079.warc.gz | 0.932506 | 462 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__18461696 | en | NASA’s ambitious Orion mission that aims at taking human being beyond the Lower Earth Orbit (LEO) is under development and is expected to have effect by 2021. While NASA was the sole owner and operator of this goal-oriented space mission, now European Space Agency (ESA) and aerospace company Airbus have joined the force. Yesterday, European Space Agency (ESA) said, it will contribute to the purposeful mission of NASA to take human being beyond earth’s lower orbit.
To recall, the European Space Agency and aerospace firm Airbus are already under contract for delivering a propulsion and cargo module for NASA’s unmanned spaceflight next year. Now both have again agreed to contribute to the 2021-proposed crewed mission of the US-based independent space agency. Since 1972, when NASA closed down its Apollo Mission, no astronaut had moved beyond the low orbit around Earth and after the new mission will initiate a new era for space missions.
On Wednesday, 8th February 2017, the ESA announced its contribution to NASA’s aspiring mission of sending the human being ahead of LEO. The agency also confirmed that the European consortium producing firm Airbus also has now contracted with NASA for the 2021-proposed crewed Orion mission. Both ESA and Airbus alongside NASA will develop a space module for NASA’s manned mission is scheduled to fly beyond the moon sometimes in 2021.
To summon up, NASA introduced its manned Orion mission on May 24, 2011. The mission involves the Orion Multi-Purpose Crew Vehicle (Orion MPCV) spacecraft which is designed to carry four onboard astronauts to ahead of Low Earth Orbit (LEO). The American spacecraft will take its wings from the Space Launch System, as early as 2021.
The design of the Orion MPCV is based on the Orion Crew Exploration Vehicle (OCEV) from the suspended Constellation program. The spacecraft has two main modules. While Lockheed Martin at the Michoud Assembly Facility in New Orleans is developing the Command Orion Module, the Service Module will be developed mutually by Airbus and European Space Agency.
According to NASA, Orion is intended for facilitating scientists to explore comets, asteroids, and Mars. Besides, the spacecraft will also work for retrieving crew and supplies from the International Space Station, in case of requirement. | aerospace |
http://flightsafety.org/ | 2015-06-30T08:18:35 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375091925.14/warc/CC-MAIN-20150627031811-00254-ip-10-179-60-89.ec2.internal.warc.gz | 0.893816 | 457 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__8923333 | en | Paris, France – The Flight Safety Foundation (FSF) announced today that this year’s Cecil A. Brownlow Publication Award was given to two Aviation Week and Space Technology journalists for a special report titled “New...
FSF E-Mail Subscription Service
This is a free service to receive notification of the most current Flight Safety Foundation publications, news releases, seminars and other special events by e-mail. Please provide your contact information and select your areas of interest in the fields below. Fields marked with an * and in red are required.
After submitting this form you will receive a confirmation e-mail - click on the link contained in the e-mail to confirm you are subscribed to our E-mail Subscription Service.
Already a subscriber? Login here to change your status or info.
Support FSF when you shop at Amazon. Simply click on the logo above and shop as you normally do and Amazon will make a donation to the Flight Safety Foundation. We appreciate your support!
Make the most of your commitment to aviation safety. Join Flight Safety Foundation Today!
Alexandria, VA, May 28, 2015 - The Flight Safety Foundation (FSF) announced today that the Board of Governors has elected three new members: Capt. Conor Nolan, corporate safety and risk manager at Aer Lingus; Capt. Henry Donohoe, senior vice...
Alexandria, VA, May 27, 2015 - The Flight Safety Foundation (FSF) announced today the expansion of its Basic Aviation Risk Standard (BARS) suite of documents aimed at managing aviation risk for contracted aircraft operations. The Basic...
FSF In the News
Helicopters Magazine 03/15/2015
African Aerospace 12/12/2014
Flight Global 10/20/2014
Flight Global 08/15/2014
06/24/2015 - 3:00pm
The NM Annual Network Operations Report for 2014 is now available
06/23/2015 - 3:00pm
Opening speech at the Centralised Services 9.1 and 9.2 (Data Communication Services) Feasibility Study Workshop
06/17/2015 - 3:00pm
Are you EUROCONTROL’s new Head of Legal Service? | aerospace |
https://viewfromthewing.com/another-airlines-pilot-stepped-in-on-southwest-flight-when-member-of-cockpit-crew-fell-ill/ | 2024-02-26T08:06:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474653.81/warc/CC-MAIN-20240226062606-20240226092606-00744.warc.gz | 0.960974 | 439 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__149219979 | en | A pilot had a medical emergency on a Southwest Airlines flight from Las Vegas to Columbus, Ohio today. The pilot was removed from the flight deck when this occurred, according to a spokesperson for the airline, and a pilot from another airline who happened to be on board “assisted with radio communication” with the other Southwest pilot commanded the aircraft.
This incident was first reported on Twitter by Charlotte-based American Airlines Airbus first officer Josh Yoder.
I’m being notified by passengers on a Southwest flight departing Las Vegas that the captain became incapacitated soon after takeoff this morning. He was removed from the flight deck and replaced by a non Southwest pilot who was commuting on that flight. This is now the fifth…
— Josh Yoder (@JoshYoder) March 22, 2023
The aircraft initially departed on schedule, flew out over Utah north of Grand Staircase-Escalante National Monument, before returning to the gate in Las Vegas nearly two hours later. The 18 year old ex-China Eastern 737-700 finally departed again for Columbus at 11:02 a.m. – four hours and 22 minutes after originally-scheduled departure – and arrived in Columbus at 5:01 p.m.
According to Southwest Airlines spokesperson Chris Perry,
Southwest Flight 6013 from Las Vegas to Columbus, Ohio returned to LAS after departure on Wednesday when one of our Pilots needed medical attention. The flight landed safely, and an alternate Flight Crew is operating the flight to CMH. We commend the Crew for their professionalism and appreciate our Customers’ patience and understanding regarding the situation.
Naturally everyone’s thoughts are with the pilot who required assistance. Two pilots still make sense in the cockpit, though eventually that will change. Still, the single remaining Southwest Airlines pilot would have been capable of returning the aircraft to the ground. Having another airline pilot available to assist, though details aren’t available on whether they were type-rated for the 737, was certainly helpful and an additional stroke of luck.
My second thought of course went to a pilot falling ill in the cockpit and Ted Striker being asked to assist with the radio. | aerospace |
https://www.worldtravellerme.com/travel-news/flightpooling-jetclass-covid-19/ | 2021-03-08T00:49:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178381230.99/warc/CC-MAIN-20210307231028-20210308021028-00545.warc.gz | 0.956462 | 638 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__56740062 | en | JetClass aims to make urgent travel available to the masses through a new, not-for-profit initiative.
With flight restrictions and grounded air operations continuing to cause difficulties around the world, a private airline has stepped in to provide a new solution for those seeking, but unable to book, urgent air travel.
Coining the term ‘flightpooling’, JetClass has announced the launch of a flight-sharing programme that aims to provide the travel assistance that people are in need of. Those who need to fly can put their name down for one of the listed flights, and if there is enough interest, the cost will be shared between passengers so that the private flight can go ahead.
Although expensive, there are flights that can be subscribed to from a number of cities in the UK; there are also outbound flights from Dubai to Lebanon, Pakistan and India.
JetClass says that it has launched the not-for-profit initiative in response to the number of people who have found themselves stranded as a result of the impact that COVID-19 has had on the aviation industry. ‘Flightpooling by JetClass’ is aiming to provide a middle ground between expensive charters and unavailable scheduled flights.
“As a team of aviation experts that has been in the business for many years, we felt a sense of responsibility to do something and harness the resources we have at our disposal for the greater good of both the community and the airline industry” said Fahim Jalali, Chief Business Officer at JetClass. “We look forward to giving people real hope of being reunited with their loved ones at this difficult time” he concluded.
How ‘flightpooling’ works
Much like carpooling, flightpooling allows a group of people to share a plane and the cost to make travel more accessible and cost-effective.
JetClass is making the necessary arrangements for all the flights; potential passengers just need to sign up and wait to see if there is enough interest for ‘flightpooling’ to their chosen destination.
You can start subscribing or creating their list of required flights online. The costs borne by the company to run each flight will simply be passed on and divided equally among the onboard passengers, with no margin added.
These flights are being arranged through some of the world’s leading jet-operators, offering anything from 6-seater jets to larger commercial aircraft, depending on the passenger numbers.
All reasonable safety precautions will also be taken to provide assurances to passengers; these include carefully sanitized aircraft, a COVID-negative crew and all passengers adhering to wearing protective gear at all times while onboard. Before boarding, passengers will also have to complete a checklist and undergo a temperature check.
To register and become part of the flightpooling community and subscribe for flights, please visit flightpooling.jetclass.com.
To stay up-to-date with the latest regional travel news, subscribe to World Traveller Middle East. For the latest health updates regarding coronavirus, ensure that the information you are consuming is from an official source. | aerospace |
https://auto-driverupdate.com/2016/10/latest-plane-simulator-3d-apk-1-0-5.html | 2017-05-22T23:20:59 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607242.32/warc/CC-MAIN-20170522230356-20170523010356-00010.warc.gz | 0.856887 | 343 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__78222142 | en | Aircraft Simulator 3D Apk
Whats up Associates, We’re Share Aircraft Simulator 3D Apk 1.zero.5 Obtain Mod Apk With MS Simulator Direct Hyperlinks Android Game Download.
Plane Simulator 3D apk android action games actual life planes together with supersonic aviation and army aircrafts. Aircraft Simulator Video games 3D enables you to discover the sector aircraft simulator 3d obtain of flying in a top quality by no means seen earlier than. Take your chair within the cockpit and overcome the sky now. Sensible flight physics and 3d graphics.
Aircraft Simulator supplies you with probably the most real looking flying encounter with 3D graphics in addition to animations. The sport options aircraft simulator 3d recreation monumental extremely detailed planes together with extremely reasonable physics. Our personal free recreation won’t eat tons of knowledge out of your mobile plan. Mission varieties via pilot coaching to grasp course.
We’re working onerous and continuously so that each one Android cell telephones and tablets run the general recreation easily. Your obligation aircraft simulator 3d 1.zero.5 apk consists of racing towards time, handle a fireplace in the midst of the mountains in addition to land safely on a small airstrip and even on an aeroplanes service warship.
You’re liberated to play it collectively together with your youngsters of any age. Begin the precise engine, unleash your inner braveness, and feels the aircraft simulator 3d full apk efficiency of reasonable planes whereas touring via conflict airplanes video games numerous beautiful areas. Overlook dumb repetitive video video games.
Aircraft Simulator 3D Play Store
Aircraft Simulator 3D Recreation Screenshots | aerospace |
http://www.southlandexpress.co.nz/our-community/satellite-station-on-show/ | 2022-06-25T08:51:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103034877.9/warc/CC-MAIN-20220625065404-20220625095404-00741.warc.gz | 0.953119 | 718 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__68781225 | en | IN light of International Space Week, the astronomically inclined were invited to tour the world’s southern-most ground station – right in Southland’s backyard.
One of five events across Southland between October 4-10, Great South hosted a tour of the Awarua Satellite Ground Station on Tuesday.
“Seeing what looks like big white golf balls from the road sort of mystifies everyone, so it’s a chance to find out there’s actually antennas inside, and what we do here with them,” Great South Engineering projects and ground segment station manager Robin McNeill said.
The European Space Agency and the French Space Agency worked with Venture Southland, now known as Great South, to establish the satellite ground station in 2008.
The station was built to track the European Space Agency’s Ariane Automated Transfer Vehicle campaigns.
Five Ariane heavy-lift launch vehicles were sent on missions to the International Space Station carrying food, water, oxygen and other supplies between 2008 and 2013 – all of which were successful.
Invercargill resident Peter Collins, who attended the Space Week event, said he witnessed the Ariane 5 detach in the sky over South City. What he saw was the ATV separate from the Ariane 5, which then continued on its journey to the International Space Station.
“I looked in the sky and noticed a light, it caught my eye like a moving star.
“I thought it was an aeroplane at first but I couldn’t hear it, it was cigar-shaped at the top and then I could see the piece separate off the bottom of it and travel North East.” He then called the Invercargill Airport where he was told about the Southland Astronomical Society report confirming it was the Ariane 5 mission.
The main purpose of the ground station now is to monitor satellites as they track the lower part of the earth.
Mr McNeill said the geographical location of the Awarua Satellite Ground Station made it a “fantastic place” for a satellite ground station.
“The site speaks for itself, when we take people up on to Bluff Hill they can see it’s (the area around the ground station) flat, there’s the ocean to the south, there’s no chance of [satellite] interference.”
The self-titled “dish master”, Mr McNeill was the engineer for all the satellite dishes on the station.
“What we’ve got here is really just a SKY TV antenna and set-top box, except on a much grander scale. The antennas are bigger, they move, and instead of watching the All Blacks on TV we get data.”
University of Canterbury masters student Kerry Clapham, who was on a placement at the station, said the site was primarily used as a service provider, where customers, the majority being international, could gather data.
“We gather data (from satellites orbitting the lower part of earth) on weather patterns, images, telecommunication. Each customer has a purpose for what they needed specific data for.”
Over 18 months, Mr Clapham would refurbish an old antenna and gather data from experimental rocket launches conducted by University of Canterbury rocket scientist Dr Chris Hann.Nike Sneakers30 Winter Outfit Ideas to Kill It in 2020 – Fashion Inspiration and Discovery | aerospace |
https://www.ttgasia.com/2019/01/10/2018-marred-by-fatal-accidents-but-air-travel-still-extraordinarily-safe-aapa/ | 2024-04-15T15:51:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817002.2/warc/CC-MAIN-20240415142720-20240415172720-00568.warc.gz | 0.953342 | 479 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__29562515 | en | Air travel is “extraordinarily safe” despite the fatal accidents that took place last year, said the Association of Asia Pacific Airlines (AAPA) while reflecting on 2018.
Last year’s air transport safety performance marked a departure from 2017, which was declared the safest year in the history of commercial air travel.
Worldwide, in the calendar year 2018, more than four billion passengers were carried safely on 38 million flights, according to AAPA. There were 13 major accidents involving commercial airline operations, which resulted in a total of 523 fatalities.
This represented an overall loss rate of one major accident for every three million flights, AAPA said.
Looking more closely at the data, there were seven major accidents involving large western-built commercial airline jets, which resulted in a total of 304 fatalities, representing a loss rate for this category of operations of one major accident for every five million flights.
Asia-Pacific carriers experienced two major accidents involving large western-built commercial airline jets, which resulted in 190 fatalities. AAPA member airlines experienced zero major accidents during 2018.
Turning to turboprop aircraft operations, worldwide there were five major accidents in 2018 involving commercial airlines, which resulted in a total of 148 fatalities, including one accident involving an Asian operator which resulted in 51 fatalities.
Turboprop operations play an important role in the development of new routes and connectivity to relatively inaccessible regions. Overall safety performance for turboprop operations has benefitted from collective efforts to address specific risk factors and operational challenges.
Andrew Herdman, director general of AAPA, commented: “Flying is extraordinarily safe, and major accidents are rare events, but the industry experienced a number of fatal accidents in 2018 which reinforce the need to maintain and further enhance the highest safety management practices and standards.
“Attaining ICAO’s global aviation safety objectives requires active collaboration of regulators and industry, at all levels, to establish proactive safety management systems across the industry, identify evolving safety priorities and address common operational challenges.”
The booming demand for air travel comes with added challenges, again reinforcing the importance of collaboration between governments and the industry to “tackle existing aviation infrastructure capacity constraints and congestion, while investing in the future to ensure that the air transport system is able to meet the expected growth in demand”, he added. | aerospace |
https://www.cusf.co.uk/2021/05/aquila-griffins-second-stage/ | 2024-04-25T15:40:54 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297295329.99/warc/CC-MAIN-20240425130216-20240425160216-00516.warc.gz | 0.956207 | 214 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__53320898 | en | Aquila, named after the genus of true eagles for it’s elegant bistable fin system, is the second stage of Griffin 1; CUSF’s first project which intends to pass the karman line.
We are planning to launch Aquila in 2022 for testing. It will be powered by a Cesaroni Pro98, before it is integrated with Panthera (powered by White Giant) in the Griffin 1 launch to 150km in 2023-2024.
Our team has recently developed an initial design for Aquila, and are now carrying out extensive simulations to model its flight, including trajectory, stability, flutter, forces and heating. These are going to be popping up on the Aquila Wiki in the next few weeks, so if you’re interested in the technical details, keep an eye out on there.
Aquila is also equiped with a hypersonic recovery system designed from scratch by our recovery division, which will be showcased on our blog in coming weeks – so watch this space! | aerospace |
https://www.guyanastandard.com/2021/09/03/plane-wheel-punctures-on-touchdown-at-port-kaituma-no-injuries-reported/ | 2022-12-01T10:09:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710808.72/warc/CC-MAIN-20221201085558-20221201115558-00147.warc.gz | 0.952795 | 110 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__156505707 | en | Air Services Limited registered aircraft # 8R- BKP arrived at Port Kaituma Airstrip with twelve passengers and cargo. Whilst the aircraft was landing and made contact with the airstrip, the right-side tyre of the aircraft was punctured, resulting in a complete stop of the plane.
Public-spirited citizens, with instructions from the plane’s captain, pushed the aircraft to the left corner of the runaway.
No injuries nor any further damage to the said aircraft was reported.
Investigations are ongoing. | aerospace |
http://archive.investigativereportingworkshop.org/flying-cheap/incident/20061103X01604/1/ | 2022-09-28T02:33:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335059.43/warc/CC-MAIN-20220928020513-20220928050513-00077.warc.gz | 0.966251 | 1,105 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__254538451 | en | Incident - Oct. 30, 2006 - Seattle, Wash.
The flight, operated by Alaska Airlines Inc., was scheduled to depart from Seattle, Wash. en route to Juneau,Alaska.
The captain of the Boeing 737 stated that there was a short delay at the gate because of a "cargo issue." The automatic terminal information service broadcast indicated that departures were using runway 34R, either with the full length or from the intersection at taxiway Q. The ground controller cleared the flight to taxi to runway 34R at taxiway Q. During the taxi, the first officer was busy talking with dispatch and completing the flight paperwork while the captain taxied the airplane and handled the ATC communications. The flight crew received the amended flight release as the airplane approached taxiway Q. The captain then switched to the local control frequency and heard the local controller (LC) issue the flight clearance to taxi into position and hold on runway 34C. The captain read back the clearance, including "runway 34 center." As the FO was completing the preflight activities, the LC cleared the flight for takeoff from runway 34C and indicated that there was traffic on short final. The captain again repeated the clearance for takeoff on runway "34 center." However, the captain lined up the airplane on the 34R centerline and transferred control to the FO. The airplane departed uneventfully. The LC noticed the airplane departing on runway 34C and did not order an abort because there were no potential traffic conflicts.
the flight crew's failure to cross-check and verify that the airplane was on the correct runway before takeoff. Contributing to the incident was the flight crew's self-induced pressure to heed the takeoff clearance during a period of increased workload.
HISTORY OF FLIGHT
On October 30, 2006, Alaska Airlines flight 61, a Boeing 737, N740AS, took off from runway 34R instead of runway 34C (center), which was the assigned runway, at Seattle-Tacoma International Airport, Seattle, Washington. None of the 5 crewmembers and the 71 passengers was injured, and the airplane was not damaged. The airplane, which was operating under the provisions of 14 Code of Federal Regulations Part 121, continued uneventfully to its destination of Juneau International Airport, Juneau, Alaska.
According to the captain of the flight, there was a short delay at the gate because of "a cargo issue." As a result, the flight crew had to correct the flight paperwork and obtain an amended release from dispatch. While at the gate, the first officer (FO) of the flight obtained the automatic terminal information service (ATIS) information "Golf" and received the flight's air traffic control clearance via the aircraft communications addressing and reporting system. ATIS "Golf" indicated that both full-length and taxiway Q intersection takeoff operations were being conducted from runway 34R.
According to the flight crewmembers, during the delay at the gate, they performed a taxi briefing, which included a departure briefing from runway 34R. After pushback from the gate, the ground controller instructed the flight to follow another airplane to runway 34R at taxiway Q.
The captain stated that he was taxiing slowly to allow time for dispatch to send the amended release. During the "short taxi," the captain handled the radios, and the FO worked with dispatch to complete the flight paperwork. As the flight approached taxiway Q, the FO received the amended release. The captain then switched over to the tower frequency and heard the local controller (LC) instruct the flight to taxi the airplane into position and hold on runway 34C. The captain stated that, even though he read back "34 center" to the controller, he was still thinking that the airplane would be taking off from runway 34R. During this time, the FO was completing the preflight activities.
The LC then issued the flight takeoff clearance from runway 34C and indicated that there was traffic on short final. The captain stated that he "was sure the tower controller said runway 34C" and "read back what he heard" but that he "was thinking runway 34R." As the airplane taxied onto the centerline, the captain conducted a compass check and then transferred control of the airplane to the FO. The airplane departed uneventfully from runway 34R. The flight crew stated that the first indication that the airplane had departed from the wrong runway was when the controller informed them after takeoff.
According to the local controller, he was scanning the runways and noticed that the airplane was rolling on runway 34R abeam the tower instead of runway 34C. Because there were no potential air traffic conflicts at the time, the controller thought that it would be safer to let the airplane depart from runway 34R than to have the pilots abort the takeoff.
Seattle-Tacoma International Airport (SEA) has two operational runways, 16L/34R and 16C/34C. Runway 16R/34L is currently under construction. Runway 16L/34R is 11,901 feet long and 150 ft. wide. Runway 16L/34R is 9,426 feet long and 150 feet wide. Runway 34R has 9,426 feet remaining from intersection Q. | aerospace |
https://global.honda/newsroom/news/2015/c150226aeng.html | 2022-11-28T04:17:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710473.38/warc/CC-MAIN-20221128034307-20221128064307-00187.warc.gz | 0.908502 | 814 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__256164877 | en | GREENSBORO, N.C. — Feb. 25, 2015 — Honda Aircraft Company announced today that the first HondaJet flight simulator has been delivered and is currently being installed at the company’s world headquarters in Greensboro, North Carolina. The full motion, Level D simulator was developed in partnership with FlightSafety International and will be located at the HondaJet Training Center on the campus of Honda Aircraft.
HondaJet Flight Simulator
HondaJet Flight Simulator
“Pilot training is an important factor for safety, and we are putting significant effort and investment into flight training for all of our customers,” said Honda Aircraft Company President and CEO Michimasa Fujino. “The HondaJet flight simulator will be an invaluable training tool in preparing pilots to operate the world’s most advanced light jet. It is part of a customized training program that will use the latest technologies to create a learning experience that is engaging and real to life.”
The HondaJet and its advanced flight deck were designed for simple, intuitive operation while achieving a high degree of safety. To enhance its state-of-the-art safety features, Honda partnered with FlightSafety International to develop the simulator and training program. As the world’s leading aviation training organization and supplier of flight simulators, FlightSafety operates the world’s largest fleet of full-flight simulators and delivers more than 1 million hours of instruction each year to pilots, technicians and other aviation professionals.
The HondaJet flight simulator is a top-of-the-line training device that uses sophisticated software to precisely replicate the flight characteristics of the aircraft. The simulator will be capable of providing a full range of scenarios to help prepare and qualify pilots to safely operate the aircraft.
The simulator was constructed and assembled at FlightSafety’s manufacturing facility in Broken Arrow, Oklahoma, with the collaboration of Honda Aircraft. It will be certified to meet both the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) regulations.
The HondaJet is the world’s most advanced light business jet aircraft, with best-in-class advantages in performance, comfort, quality and efficiency. The HondaJet is the fastest, highest-flying, quietest, and most fuel-efficient jet in its class. The HondaJet incorporates many technological innovations in aviation design, including the unique Over-The-Wing Engine Mount (OTWEM) configuration that dramatically improves performance and fuel efficiency by reducing aerodynamic drag. The OTWEM design also reduces cabin sound, minimizes ground-detected noise, and allows for the roomiest cabin in its class, the largest baggage capacity, and a fully serviceable private aft lavatory. The HondaJet is powered by two highly fuel-efficient GE Honda HF120 turbofan jet engines, and is equipped with the most sophisticated glass flight deck available in any light business jet, a Honda-customized Garmin®G3000 next-generation, all-glass avionics system composed of three 14-inch landscape-format displays and dual touch-screen controllers. The HondaJet is Honda's first commercial aircraft and lives up to the company’s reputation for superior performance, efficiency, quality and value.
About Honda Aircraft Company
Honda Aircraft Company is a wholly owned subsidiary of American Honda Motor Co., Inc. Founded in 2006, Honda Aircraft has its heritage in more than 20 years of groundbreaking aeronautical research and development. At Honda Aircraft’s world headquarters in North Carolina, the birthplace of aviation, the company’s associates work in more than 600,000 square feet of state-of-the-art R&D, production, administration and customer service facilities to develop, produce, market and support the HondaJet with HondaJet dealers. The challenging spirit upon which Mr. Soichiro Honda founded Honda Motor Co., Ltd. is alive today as Honda Aircraft fulfills one of Honda’s longstanding dreams to advance human mobility skyward. | aerospace |
https://www.gamaaviation.com/business-aviation/business-aviation-fbo-network/ | 2024-04-23T21:01:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818740.13/warc/CC-MAIN-20240423192952-20240423222952-00037.warc.gz | 0.905862 | 1,031 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__24802289 | en | Business Aviation FBO network
Our growing Business Aviation FBO network includes Glasgow, Scotland, Jersey in the Channel Islands and Sharjah in the United Arab Emirates. Our Glasgow facility also supports our operation of the SAS air ambulance operation, both fixed wing and rotary platforms. Our Jersey FBO supports the private and business community on the islands and the Jersey and Guernsey air ambulance operation. Our FBO facility in Sharjah is ideally placed to access the Dubai and the Northern Emirates, being the closest dedicated private FBO facility to downtown Dubai, being just over 30 minutes by car from our facility to downtown Dubai.
As one of the world’s largest operators we will always:
- check_circle Safety. We will apply rigorous safety standards to all aspects of our organisation.
- check_circle Privacy. We will respect your right to privacy at all times.
- check_circle Service excellence. We will go above and beyond to deliver a service that delights in the air and on the ground.
- check_circle Agility. We will do everything that we can to ensure flights arrive and depart based on your schedule without compromising safety.
- check_circle Never let you down. We will ensure that, even in the event of a technical problem, we will do our utmost to recover the situation.
- check_circle Expertise. We will use our years of knowledge to inform you of operational or service challenges that may affect your journey.
"I also wanted to extend personal thanks to Viara who was superb in helping us to urgently provide the recovery solution for the tech aircraft over the weekend – she is a true credit to your team."
Business Aviation FBO network
We have a comprehensive fleet of business aviation charter jets from the ever popular Gulfstream G550 private jets to the short hop Citation XLS business jet aircraft, ideal for European charter missions. On the occasion that our local private charter jet aircraft are unavailable or you need a different type, we’ll find an alternative from one of our list of audited private jet operators.
If you need assistance, please contact our local charter team
Our £8 million, two hangar facility at Glasgow Airport operates as an MRO and business aviation / Military FBO facility servicing business jets at Glasgow International, fleet operators, military transition flights and transient fuel stops. Hangar one, combines the Glasgow FBO and maintenance facility; hangar two is dedicated to the Scottish Air Ambulance’s SCOTSTAR operation with additional private jet hangarage as required.
We provide a range of facilities from secure storage of equipment, hangarage, crew rest rooms, ops support to fuel supply via our own fuel bowser. (we have excellent fuel rates and accept most industry fuel cards)
I just wanted to say a big thank you for all of your assistance in arranging the charter last week. Your team did a great job
Jersey FBO, Channel Islands
Our FBO facility at Jersey Airport offers our clients a variety of high quality services from aircraft charter, FBO services, aircraft management and easily accessible conference facilities.
With easy access to the islands beaches and leisure destinations or for those with commerce in mind, the thriving business district; our Jersey facility takes great pride in delivering a seamless experience for you, your aircraft and crew.
- ok Business Aviation management
- ok Business Aviation Charter
- ok Business Aviation Maintenance
- ok Jersey/Guernsey air ambulance support
Thank you for all your organisation for today – went very well!
Sharjah FBO, UAE
Our business aviation FBO at Sharjah International Airport FBO (OMSJ) is the perfect location to park, hangar, maintain your aircraft with excellent access to Dubai.
At our Sharjah International Airport FBO (OMSJ) offer a comprehensive series of services including: aircraft management, charter, FBO and line maintenance to clients based in Sharjah, Dubai, the Northern Emirates and the GCC area.
Downtown Dubai in 30 minutes.
Offering the most convenient, efficient entry point to the UAE, our Sharjah FBO is less than 30 minutes’ drive or a five minute helicopter flight from Downtown Dubai.
Excellent value handling, parking and maintenance services
Sharjah International Airport (OMSJ) offers all the convenience of Dubai International Airport with none of the limitations.
Air ambulance support
Central to our air ambulance success has been our ability to simplify the complex operating environment in which we work and adapt this to the changing requirements of paramedic, critical care and HEMS operations to focus on delivering a seamless, high operational readiness service that focuses on patient outcomes
Be it a single helicopter operation or a combined fixed wing and rotary fleet, we’ll have an efficient & effective solution for you
Consistently delivered a high-quality service over a near 30-year period
Meeting your precise requirements
Some require a full turn-key business jet fleet management solutions, others require a tailored service package supplying skills in areas they don’t possess. | aerospace |
https://mosaicnc.org/space-race-4 | 2023-12-06T11:49:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100593.71/warc/CC-MAIN-20231206095331-20231206125331-00109.warc.gz | 0.965076 | 1,525 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__219361356 | en | In the summer of 1972, Dr. Thornton took part in the Skylab Medical Experiment Altitude Test (SMEAT). SMEAT sought to test medical equipment and gather data in preparation for Skylab. Here, Dr. Thornton (standing) is preparing Karol J. Bobko for an experiment that tested the effects of negative pressure on the lower body. Courtesy NASA.
Thornton wore this blue NASA flight suit during the Spacelab 3 mission in 1985. Courtesy North Carolina Museum of History.
John Kiker's contributions to the American space program were not just limited to the development of the piggyback system. Early in his NASA career, Kiker and his colleagues designed the three-parachute landing system of the Apollo program. This image captures the parachute system in action during the return of the Apollo 16 crew. Courtesy NASA.
With the help of colleagues, Kiker (right) first tested his piggyback design with models. Using a 1/40th scale model of the space shuttle and a model airplane, Kiker evaluated flight control of the mated system and tested the separation of the two during a test flight in December 1975. Courtesy NASA.
Several full-scale tests of the piggyback system were conducted in 1977 at the Dryden Flight Research Center (now Armstrong Flight Research Center). Here, the shuttle Enterprise glides above its 747 carrier just moments after separation on September 13, 1977. Courtesy NASA.
Soon, piggyback flights became one of the most iconic sights of the shuttle era. Here, a 747 shuttles Atlantis back to Kennedy Space Center in 1998. NASA estimates that Kiker's design saved the government about $19 million every time a shuttle had to be transported. Courtesy NASA.
Few people pursue their dreams with a zeal and perseverance that could match Smith. At just sixteen years old, an age at which most teens are preoccupied with learning to drive, Smith took his first solo flight. He is pictured on that day in 1961 with his flight instructor Bob Burrows. Courtesy Smith Family.
On April 30, 1961, Mike Smith took his first solo flight, earning his pilot's license. In a letter to his friend Bobby, the sixteen-year-old farm boy from Beaufort could barely contain his excitement: "I went flying alright, I soloed!" Courtesy Smith Family.
Smith entered the United States Naval Academy in 1963. He graduated four years later, ranked 108 in his class of 893. Richard Purnell, an academy classmate of Smith's, later recalled that upon meeting him, one of the first things Smith told him was "I am going to be an astronaut."
Following his graduation from the Naval Postgraduate School, Smith went on to attend flight school, earning his wings in 1969. "Whenever I was conscious of what I wanted to do," Smith once said in an interview, "I wanted to fly. I can never remember anything else I wanted to do but flying."
In 1972 and 1973, Smith served as an attack pilot assigned to the USS Kitty Hawk during the Vietnam War, flying 198 missions before returning home to attend test pilot school at the Naval Air Test Center in Maryland. He is pictured here aboard the Kitty Hawk during his wartime deployment.
NASA selected Smith as an astronaut candidate in May 1980, about the time this portrait was taken. Following a year of training, Smith qualified as a shuttle pilot. The call he long awaited finally came in 1985 when he was tapped to pilot the Challenger on its tenth mission the following year.
Mike Smith absolutely loved to fly. As quarterback of his high school football team, he once called a timeout just to watch a plane fly overhead. Here he is post-flight (left, foreground), brandishing a huge grin, in September 1985. To his right are astronauts Barbara Morgan, Christa McAuliffe, and Francis Scobee. Courtesy NASA.
The space shuttle Challenger launched for its tenth mission on January 28, 1986. Seventy-three seconds into its flight, an O-ring seal in one of the solid rocket boosters failed, resulting in the loss of the vehicle and its crew. Courtesy NASA.
Following the accident, letters and cards poured in to Beaufort from across the nation. Sometimes the letters came from strangers, sometimes from friends and acquaintances of days gone by. One local resident wrote Mike's brother Pat to share the wonderful memories she had of knowing Mike when the two were learning to fly. Courtesy Smith Family.
The horror of the Challenger accident played out in real time on televisions in both living rooms and classrooms, shocking not only American adults, but the nation's children as well. In the days following the accident, a high school senior named Sonya, from Hookerton, North Carolina, penned a beautiful letter to the Smith family. "My brother," she wrote, in part, "who is exactly 1 year & 2 days older than me, has wanted to become an astronaut ever since we were real little. Now he's more determined than ever." Courtesy Smith Family.
Recovery personnel retrieved the crew's official flight kit—a sixty-pound kit containing souvenirs and personal mementos—from the surface of the ocean just fifty hours after the accident. Inside that kit was this state flag, given to Mike Smith by the North Carolina Science Teachers Association. The flag's blue union has faded over the years, likely due to exposure to salt water.
Mike's wife Jane bestowed the flag to the care of Gov. James G. Martin during a ceremony on Veterans Day in 1986. In his address, Governor Martin said the flag "always brings to my mind the state motto 'Esse Quam Videri,' which translated could also have been a statement about Mike Smith—a man who exemplified this motto, 'To be rather than to seem.'" Courtesy North Carolina Museum of History.
Smith's exemplary service during his years in the Navy, the Vietnam War, and with NASA garnered him quite a few commendations. The awards include the Defense Distinguished Service Medal, the Navy Distinguished Flying Cross, the Vietnam Cross of Gallantry with Silver Star, thirteen Strike Flight Air Medals, three Air Medals, and the Navy Commendation Medal with “V.” Smith additionally received the Congressional Space Medal of Honor, awarded posthumously in 2004 by President George Bush.
Since the close of the space shuttle program in 2011, NASA has had to rely upon the Russian space program to ferry American astronauts to the International Space Station (ISS). North Carolinian Christina Koch (right) made the trip to the ISS alongside NASA colleague Nick Hague (left) aboard Soyuz MS-12. As is required by the Russian government, the spaceflight was commanded by cosmonaut Alexey Ovchinin (center). Courtesy NASA.
The second half of the Expedition 59 crew launched for the International Space Station on March 14, 2019. They are pictured here in front of their Soyuz MS-12 spacecraft during pre-launch activities in February 2019. From left to right: Christina Koch, of North Carolina; Alexey Ovchinin, of Russia; and Nick Hague, of Kansas. Courtesy NASA.
American passengers of the Soyuz spacecraft wear Sokol spacesuits, modern-day variants of a design that debuted during the era of the Soviet Union. Taken the day of the launch, this photo shows Koch going through pre-flight checks and preparations in her Sokol suit at the Baikonur Cosmodrome in Kazakhstan. Courtesy NASA. | aerospace |
https://www.code7700.com/peds.htm | 2021-07-27T09:40:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153223.30/warc/CC-MAIN-20210727072531-20210727102531-00703.warc.gz | 0.929782 | 4,595 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__48713733 | en | Back in the old days all we had was an obscure statement in each regulation (91, 121, 125, and 135) that said hearing aids, pacemakers, portable voice recorders, and shavers were okay, anything else had to be approved by the operator. So in Part 91 operations the PIC, with or without any technical expertise, made the call. For commercial operators, it was up to the company. Those CFRs were first put into writing in 1966 and have been pretty much unchanged until 2013.
In 1993 things got a little better with the publication of Advisory Circular 91.21-1 which has been revised several times until its current edition, Advisory Circular 91.21-1D, which provided the once industry-wide standard of keeping everything shut off until 10,000 feet.
In 2013 the FAA commissioned an Aviation Rulemaking Committee (ARC) to provide further guidance on allowing additional Portable Electronic Devices (PEDs) and they issued a report that did just that. The report does a very good job of detailing the level of interference expected on various aircraft systems. Here's a quick summary:
This gives us all, Part 91 and commercial operators, a better basis for making risk assessments and setting PED policies. I've included our company's policies, Incognito Air, as an example. We borrowed heavily from Delta Airlines in an attempt to achieve requirement 5 above. Our focus when it comes to allowing PED usage on the airplane is:
Everything here is from the references shown below, with a few comments in an alternate color.
Cartoon: iPhone App, from Chris Manno.
[14 CFR 91, §91.21] Portable electronic devices.
If you are flying for a commercial operator, your company makes the determination of what is okay and what isn't. If you are operating under 14 CFR 91, it is up to the pilot in command. Keep in mind you may be asked what qualifications you have to make that determination.
[47 CFR 22, §22.925] Prohibition on airborne operation of cellular telephones. Cellular telephones installed in or carried aboard airplanes, balloons or any other type of aircraft must not be operated while such aircraft are airborne (not touching the ground). When any aircraft leaves the ground, all cellular telephones on board that aircraft must be turned off. The following notice must be posted on or near each cellular telephone installed in any aircraft: "The use of cellular telephones while this aircraft is airborne is prohibited by FCC rules, and the violation of this rule could result in suspension of service and/or a fine. The use of cellular telephones while this aircraft is on the ground is subject to FAA regulations."
There is talk that this prohibition may be adjusted but as of March 2014, it is still in place.
This report can seem a bit daunting in places but the good news is it provides rationale for aircraft that do not have a manufacturer's statement of PED tolerance. In short, Appendix F says "Some aircraft have wireless connectivity systems installed for passenger use. During certification of these systems, specific tests were performed to ensure that back-door interference from PEDs communicating with the wireless connectivity system does not occur." In other words, if your aicraft came with a passenger WiFi system, your aircraft is PED tolerant.
[ARC Report, page ix.]
Much of the report is devoted to requiring airplanes and their avionics be made more PED tolerant and for an update to AC 91-21.1B, Use of PEDs Aboard Aircraft.
[ARC Report, page 3.] A Portable Electronic Device (PED) is any piece of lightweight, electrically-powered equipment. These devices are typically consumer electronics devices functionally capable of communications, data processing and/or utility. Examples of PEDs include, but are not limited to, the following commonly manufactured devices: laptop computers; personal communication devices such as hand-held smart phones, tablet computers, media players, e-readers, and personal digital assistants; gaming and entertainment devices; medical and other healthcare assistive devices such as pacemakers and hearing aids; asset trackers; data collection and monitoring devices; inventory management and point-of-sale devices; wearable computers and other devices that may or may not incorporate wireless transmitters and receivers.
[ARC Report, page 25.] The ARC recommends that in revising AC 91-21.1B (and any associated guidance), the FAA adopt the following methodology for expanding PED usage by passengers to all phases of flight. In particular, the FAA should immediately amend/revise current regulatory guidance documents to provide a methodology by which operators can permit PED usage by passengers during all phases of flight, using one of the following two methods:
A "back door" effect is when interference enters the system through aircraft cables, wires, and other possible entrances other than the antennas. A "front door" effect is when the PED is emitting on the same frequencies aircraft systems are receiving.
Figure: Phase of Flight, from ARC Report, Figure 2.
[ARC Report, page 26.] Pursuant to this method, operators may permit passenger use of typical PEDs as follows:
These are recommendations that you can adopt, but you need to do a risk assessment first. More on that below.
[ARC Report, page 34.]
[ARC Report, Appendix G, ¶1.4.] To stow an item, according to one dictionary definition, is "to put (something that is not being used) in a place where it is available, where it can be kept safely, etc."52 Stowage, therefore, is simply a "space especially on a ship or airplane for stowing things."53 For purposes of this report, a stowage location on an airplane is generally one that is approved for stowage by the operator, and placarded with a maximum weight restriction. If an item is located in a place that lacks formal operator approval or a maximum weight placard, but where it is considered, in the judgment of the operator, that in a survivable incident (e.g., severe turbulence during a critical phase of flight) the item is unlikely to threaten any occupant's safety (e.g., restricting egress from a seat during an emergency evacuation) or lead to one or more injuries, this report refers to that item's condition as "secure". Some factors that help determine the relative safety of a secure location include the size, shape, and weight of the passenger's item, as well as the holding properties of the location itself.
[ARC Report, Appendix G, ¶2.2.6.] FAA Policy Statement No. ANM–02–115–20, dated November 21, 2002, consolidates and clarifies "certification policy for addressing potential hazards associated with the installation of corded electrical devices used in the passenger cabin." 65 Specific sections of 14 CFR Part 25 design regulations are cited that require passageways leading from main aisles to various types of exit doors, between individual passenger areas, and cross aisles between main aisles, be unobstructed.
[ARC Report, Appendix F.] The ARC has determined that in order to expand PED use to certain phases of flight, an assessment of the risks must be made. To assist operators in making the safety determination, the FAA will develop a risk assessment based on the information and data available at this time. This paper outlines the approach used to establish the safety risk assessment, documents the assumptions and provides operators with a base lined risk assessment that they can use when developing their PED allowance usage policy.
Conducting a technical risk assessment is certainly beyond the scope of most corporate operators. Appendix F of the ARC Report does give some guidance, however, when it comes to setting an operator's policy on the phases of flight PED usage can be considered safe.
[ARC Report, Appendix F, ¶4] Hazard Identification
If your aircraft has manufacturer or STC installed WiFi systems, you have already been tested.
Appendix 2 of the ARC Report lists mitigation requirements for various levels (coupled/uncoupled, VMC/IMC, Category I/II/III) of ILS. You can refer to that for your operation's requirements. For Incognito Air, we are allowing PED usage coupled, IMC, Category I. The following are excerpts of just the mitigation steps we have chosen. There are other options, you need to study this Appendix to make your own decisions.
[ARC Report, Appendix 2, Page F-41] Misleading information during CAT I precision approach. Coupled to autopilot. Mitigations. Option 3.
Appendix 2 of the ARC Report lists mitigation requirements for VOR approaches.
[ARC Report, Appendix 2, Page F-44]
If you are flying a straight VOR approach without a GPS back up, you might want to consider requiring all PED usage be discontinued.
Appendix 2 of the ARC Report states "No additional mitigation required due to classification of failure. Pilot will follow appropriate procedures.
The latest version of this advisory circular eliminates much of the minutaiae of early versions and brings some clarity into what is and isn't "PED-tolerant." The ARC report leads you to believe that if you have an onboard WiFi system you are PED tolerant. This AC narrows the scope and says you are PED tolerant for the PEDs used with the installed system.
[AC 91.21-1D, ¶7.2.1] Aircraft Designed and Certified PED Tolerant. Aircraft manufacturers with access to aircraft electronic system qualifications and aircraft radio receiver antenna installation data can easily demonstrate an aircraft meets the requirements of RTCA DO-307A. Operators may obtain statements of such demonstrations from an aircraft manufacturer to substantiate PED tolerance of the aircraft. Operators can also use the RTCA DO-307A methods in demonstrating PED tolerance of their aircraft. RTCA DO-307A separates demonstration methods for tolerance to intentional transmissions from PEDs versus tolerance to spurious emissions from PEDs. Aircraft with an FAA-approved system—such as an Onboard Mobile Telecommunications System (OMTS), Wireless Fidelity (WiFi), airborne access systems (AASs), or Network Control Units (NCUs)—are considered PED-tolerant for PEDs used with the installed system. If an aircraft model has demonstrated tolerance for both transmitting and non-transmitting PEDs, the operator may allow PED use during all phases of flight on this aircraft model.
If your aircraft is certified "PED Tolerant" you are good to go.
[AC 91.21-1D, ¶7.2.2] Aircraft Not Designed and Certified PED Tolerant. An operator may choose to conduct a safety risk assessment following the process in RTCA DO-363 if it 1) does not have a designed and certified PED-tolerant aircraft, and 2) chooses not to test its aircraft fleet types according to RTCA DO-307A or obtain supporting documentation from an aircraft manufacturer. The operator’s assessment must evaluate the avionics configuration of its fleet and failure modes of communication, navigation, surveillance, and other electronic systems with respect to electromagnetic interference. This assessment ultimately outlines mitigations and controls the operator needs to adopt to expand PED use into various phases of flight.
I've not heard of any corporate operator who has gone through this process.
[AC 91.21-1D, ¶7.2.3] Aircraft Not Demonstrated PED Tolerant. If the operator has not demonstrated PED tolerance for their aircraft, they may allow PED operation during cruise flight. If interference to aircraft systems from PEDs is experienced during cruise flight, the devices causing interference should be isolated, and applicable conditions recorded. The device responsible for the interference should be turned off.
Unless your aircraft is PED tolerant or you have done an RTCA DO-363 risk assessment, this is what you are left with: you can only allow PED use during cruise flight.
[AC 91.21-1D, ¶8.1] Operator Procedures. If an operator allows PEDs aboard its aircraft or the aircraft being operated, procedures should be established to control PED use during aircraft operations. RCTA DO-363 section 7.5 and InFO 13010SUP provide further guidance on what to include in the operator’s policies, procedures, and training programs. In general, the procedures should address:
[AC 91.21-1D, ¶8.2] Passenger Communication. This paragraph outlines methods to inform passengers of permissible times, conditions, and limitations of PED usage. These methods may be accomplished through the departure briefing; passenger information cards; flightcrew, flight attendant (F/A), or prerecorded announcements; or other methods deemed appropriate by the operator. Operators should inform passengers of PED use restrictions, such as prior to departure, after takeoff (at 10,000 feet), prior to landing (at 10,000 feet), and after landing. For air carrier operations conducted under part 121 or 135, the limitations, at a minimum, should state the use of all such devices—except medical electronic devices such as heart pacemakers or portable oxygen concentrators (POC)—is prohibited during phases of operation when they could interfere with communication or navigation equipment onboard the aircraft or the ability of the flightcrew to give instructions in the event of an emergency. Methods of passenger communication may include:
Can you use PEDs on your aircraft? Well that depends on your aircraft and the PEDs. The answer for many of us is yes, provided we are in aircraft that are "PED-tolerant" and are using well behaved PEDs. Is an EFB any different? Yes, it has to be able to survive a rapid depressurization and cannot interfere with any cockpit avionics.
[AC 120-76D, ¶6] An EFB is any device, or combination of devices, actively displaying EFB applications. EFBs are characterized by the following:
That iPad of yours is an EFB if you are using it for cockpit related duties.
[AC 91.21-1D, ¶8.3] Use of a PED as an Electronic Flight Bag (EFB). An EFB is any device, or combination of devices, actively displaying EFB applications authorized per AC 120-76, Authorization for Use of Electronic Flight Bags. EFB applications may be displayed on a PED. Additional guidance for part 91 operations can be found in AC 91-78, Use of Class 1 or Class 2 Electronic Flight Bag (EFB).
[AC 91.21-1D, ¶8.3.1] If an aircraft is eligible for passenger PED use in all phases of flight without restriction, the same eligibility may apply to PEDs authorized as EFBs per OpSpec/MSpec/LOA A061, Use of Electronic Flight Bag.
[AC 91.21-1D, ¶8.3.2] If an aircraft is not eligible for PED use for all phases of operation, then operators should follow guidance in paragraph 7.2.2 or AC 120-76 for other EFB PED test methods.
[AC 120-76D, ¶9] HARDWARE SUPPORTING EFB APPLICATIONS. In the context of this AC, EFB equipment components supporting EFB applications are “installed” when they are incorporated into aircraft type design under 14 CFR part 21, or as a proper alteration under 14 CFR part 43, § 43.3. All other components supporting EFB functionality are considered “portable,” regardless of how often they are removed from the aircraft. In order for portable EFB hardware to support EFB applications, installation of at least some EFB components may be required, depending on requirements for positional integrity (e.g., installed mounts), continuity of power (e.g., dedicated primary power port), and data connectivity (e.g., Wireless Fidelity (Wi-Fi®), and Ethernet). Airworthiness regulations do not apply to portable EFB components other than for specifications associated with the installed components (i.e., mounting (size and weight), power (maximum electrical load, voltage, and current frequency), and data connectivity (input/output (I/O) data specifications and security)). Regardless, this AC is applicable to any portable EFB components (e.g., mount, display, external Global Positioning System (GPS), cables/cords/adapters, and portable wireless transmitters) supporting an applicant’s authorization for use. Display of EFB applications on installed displays may require differentiation to enable the flightcrew member to distinguish between the installed avionics display and the supplemental or “secondary” EFB display. For guidance on the design of installed components supporting EFB functionality, refer to AC 20-173.
[AC 120-76D, ¶9.1] Portable EFB Hardward Components:
Connecting the GPS to a power source is no problem. Connecting data or antenna ports is possible, yes, but complicates things greatly.
[AC 120-76D, ¶10.1] Portable EFB Electromagnetic Compatibility (EMC) Demonstration.
This is the Holy Grail to green lighting the use of PEDs on your aircraft. If your aircraft has documentation that says it is PED tolerant in accordance with RTCA DO-307, you are good to go. If you don't have that and don't have a qualified risk assessment, you are probably restricted to using your PEDs only during cruise flight.
I think this is a long and involved process, but I don't know of any operators who have done this.
This option seems even more involved. See the referenced section for more details.
[AC 120-76D, ¶10.2.2] Rapid decompression testing must be accomplished for authorization of EFBs in pressurized aircraft in order to confirm the representative sample is safe during a rapid decompression event in close proximity to the flightcrew member and remains available for operational use. The information from the rapid decompression test is used to establish the procedural requirements for the use of the EFB in a pressurized aircraft. Rapid decompression testing must comply with RTCA DO-160, Section 4, Temperature and Altitude, guidelines for rapid decompression testing up to the maximum operating altitude of the aircraft in which the EFB is to be used. Similarity of a particular EFB make and model to a unit already tested may be used to comply with this requirement. It is the responsibility of the operator to provide the rationale for the similarity.
Back in the days we had tablet computers for EFBs, manufacturers would go through the trouble of doing these tests, which is why it often cost you $4,000 for that tablet computer that could be found in the non-aviation market for less than half that. That industry has pretty much gone extinct because of the proliferation of Apple's iPad, which is vastly superior. Apple, surprisingly, doesn't do this.
But Jeppesen does. If you are a Jeppesen customer, call their customer support number and they will send you a copy. Just ask for the "Rapid Decompression Test Results of iPad."
Does this apply to most of us in the corporate world? No, not really. But you should consider it.
We instituted this policy based on the avionics suite of our aircraft (WiFi installed demonstrates RTCA DO-307 compliance), triple FMS backed up with GPS avionics) and our single aisle configuration with no seat blocked by another. We aligned the policy as best we could with Delta Airlines just as a measure of standardization so our passengers would be not be surprised by our policies.
* DVD players, laptop computers, and other devices that exceed 2 lbs. must be stowed for taxi, takeoff and landing.
** Medical devices including the following items may be used during all phases of flight: hearing aids; heart monitors; heart pacemakers and other implanted medical devices; insulin pumps; nebulizers/vaporizers; approved portable oxygen concentrators; approved respirators/ventilators; approved sleep apnea machines.
14 CFR 1, Title 14: Aeronautics and Space, Definitions and Abbreviations, Federal Aviation Administration, Department of Transportation
14 CFR 91, Title 14: Aeronautics and Space, General Operating and Flight Rules, Federal Aviation Administration, Department of Transportation
14 CFR 121, Title 14: Aeronautics and Space, Operating Requirements: Domestic, Flag, and Supplemental Operations, Federal Aviation Administration, Department of Transportation
14 CFR 125, Title 14: Aeronautics and Space, Certification and Operations: Airplanes Having a Seating Capacity of 20 or More Passengers or a Maximum Payload Capacity of 6,000 Pounds or More; and Rules Governing Persons on Board Such Aircraft, Federal Aviation Administration, Department of Transportation
14 CFR 135, Title 14: Aeronautics and Space, Operating Requirements: Commuter and On Demand Operations and Rules Governing Persons on Board Such Aircraft, Federal Aviation Administration, Department of Transportation
47 CFR 22, Tile 47: Telecommunication, Federal Communications Commission
Advisory Circular 91.21-1D, Use of Portable Electronic Devices Aboard Aircraft, 10/27/17, Department of Transportation
Advisory Circular 120-76D, Authorization for use of Electronic Flight Bags, 10/27/17, Department of Transportation
Information for Operators (InFO) 13010 Expanding Use of Passenger Portable Electronic Devices (PED), 10/31/13, U.S. Department of Transportation
Information for Operators (InFO) Supplement 13010, FAA Aid to Operators for the Expanded Use of Passenger PEDs, June 9, 2014, Department of Transportation
Information for Operators (InFO) 14006 Prohibition on Personal Use of Electronic Devices on the Flight Deck, 5/20/14, U.S. Department of Transportation
Copyright 2019. Code 7700 LLC. All Rights Reserved. | aerospace |
https://bay.com.mt/elon-musk-claims-he-could-land-humans-on-the-moon-probably-sooner-than-2024/ | 2022-01-21T17:26:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303512.46/warc/CC-MAIN-20220121162107-20220121192107-00440.warc.gz | 0.930311 | 499 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__219354028 | en | After former US vice president Mike Pence launched the Artemis programme aimed at landing humans on the moon for the first time since the 1972 Apollo 17 mission, the programme ran into some obstacles. Of course, Elon Musk has stepped in to claim that he could pull off the task ‘probably sooner’ than the 2024 deadline!
NASA has started its @SpaceX lunar lander payments. Hopefully (and I trust) the SpaceX team will work fast. @elonmusk do you expect to have Lunar Starship ready to land humans in 2024 (despite other delays)? https://t.co/jWIl6Hhw20
— Everything Artemis (@artemis360_moon) August 15, 2021
NASA has begun funding SpaceX to develop the necessary technology to go through with the mission, despite an audit carried out by the Office of the Inspector General suggesting the deadline will be tough to reach.
The tweet confirms that NASA has started making payments from the $2.9 Billion contract signed with SpaceX; a contract that secured Musk a win over Jeff Bezos’ Blue Origin!
— Elon Musk (@elonmusk) August 15, 2021
Diving into the complications, the previously mentioned audit suggested ‘significant challenges’ for the programme to reach its potential, predicting a delay of up to 20 months for the ‘delivery for the planned design, verification, and testing quit, two qualification suits, a Demo suit, and two lunar flight suits.’ The audit links the delay to funding issues, COVID-19 impacts and technical drawbacks.
‘We reported in 2017 that despite spending nearly $200 million on extravehicular spacesuit development over the previous nine-year period, the Agency remained years away from having a flight-ready spacesuit to use on exploration missions.’
Starship Fully Stacked pic.twitter.com/Fs88RNsmfH
— Elon Musk (@elonmusk) August 6, 2021
‘Since our 2017 report, NASA has spent an additional $220 million – for a total of $420 million – on spacesuit development. Going forward, the Agency plans to invest approximately $625.2 million more, bringing the total spent… to over $1 billion through fiscal year 2025.’
I must admit, Elon is not the type of guy to shy away from such a challenge, and I trust in him and his company to carry humanity to the moon! | aerospace |
http://www.updatesmarugujarat.in/2016/06/important-notes-isro-successfully.html | 2017-04-27T12:58:15 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122167.63/warc/CC-MAIN-20170423031202-00400-ip-10-145-167-34.ec2.internal.warc.gz | 0.868804 | 871 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__290465466 | en | Indian Space Research Organisation (ISRO) successfully launched 20 satellites, in a single mission, the most in the history of India's ambitious space programme. They include satellites belonging to the United States, Canada, Germany and Indonesia. The launch took place from the Sriharikota space centre off India's east coast. A PSLV C-34 rocket (Polar Satellite Launch Vehicle) lifted off at 9.25 a.m. from the Second Launch Pad in the Satish Dhawan Space Centre, and 16 minutes later placed a Cartosat-2 Series satellite about 505 km above the Earth's orbit. In the next 10 minutes, the remaining satellites were placed in the intended orbits. The payload included devices ranging in weight from more than 700 kg to as little as 1.5kg. It is the largest-ever number of satellites launched by ISRO. It may be recalled that ISRO, in 2008, launched 10 satellites in a single rocket. On April 28, 2008, PSLV-C9 launched a Remote Sensing satellite CARTOSAT-2A along with Indian Mini Satellite (IMS-1) and eight nanosatellites.
Important Points to Note :
- Date of Launch : 22-06-2016
- Place : Sriharikota space centre off India's east coast (Island off the Bay of Bengal coast located in the Indian state of Andhra Pradesh, India)
- The total weight of the 20 satellites is around 1,288 kgs. Out of which 19 co-passenger satellites weigh about 560 kg.
- India’s earth observation spacecraft Cartosat-2 Series satellite and 19 co-passenger satellites together weighing about 560 kg at lift-off would be injected into a 505 km polar Sun Synchronous Orbit.
- The primary satellite to be carried by PSLV C-34 rocket is similar to Cartosat-2, 2A and 2B satellites launched earlier.
- The imagery to be sent by the satellite would be useful for cartographic applications, coastal land use and regulation, utility management like road networking, water distribution, creation of land use maps, precision study, change detection to bring out geographical and manmade features and various other Land Information System and Geographical Information System applications.
- LAPAN-A3 (Indonesia) : The microsatellite is for Earth observation and is intended to be used to monitor land use, natural resource and environment.
- M3MSat (Canada) : Maritime Monitoring and Messaging Micro-Satellite is a technology demonstrator mission jointly funded and managed by Defense Research and Development Canada (DRDC) and the Canadian Space Agency (CSA).
- The satellite’s primary mission is to collect and study Automatic Identification System signals from low-Earth orbit.
- GHGSat-D (Canada) : Built by Space Flight Laboratory of the University of Toronto Institute for Aerospace Studies, the Earth observation satellite is meant for measuring the atmospheric concentration of greenhouse gases (Carbon Dioxide and Methane).
- BIROS (Germany) : Berlin Infrared Optical System (BIROS) is a small scientific satellite from the German Aerospace Center and its mission objective is the remote sensing of high temperature events.
- SkySat Gen2-1 (U.S.) : Designed and built by Terra Bella, a Google company based in Mountain View, California in the U.S., the small Earth imaging satellite is capable of capturing sub-meter resolution imagery and HD video.
- Dove Satellites (U.S.) : A total of 12 Flock-2P Earth imaging satellites are to be launched in this mission. They would be packed in three dispensers.
- Sathyabamasat (Sathyabama University, Chennai) : The satellite aims to collect data on green house gases.
- Swayam (College of Engineering, Pune) : The satellite aims to provide point to point messaging services to the HAM (amateur radio) community.
Note : The record for the most number of satellites launched in a single mission belongs to Russia, which sent up 37 satellites in 2014. The US space agency Nasa launched 29.
Stay connected with www.marugujarat.in for latest updates | aerospace |
https://generationschurch.uk/product/neon-blast-off-early-bird-special/ | 2020-06-03T20:09:56 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347435987.85/warc/CC-MAIN-20200603175139-20200603205139-00459.warc.gz | 0.922346 | 143 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__41319281 | en | The summer holidays are fast approaching and we’re getting ready for our Neon Holiday Club. This summer, we are blasting off into outer space for three mornings filled with fun, games and craft. So get ready astronauts for fun amongst the stars!
The launch pad will be ready at 10am each day and we will be set to land at 12pm. So from the 29th – 31st August, get ready to encounter all things space for just £4 per day or £10 for the week.
New for this summer we also have a special offer with a fantastic new T-Shirt design, so book in soon to avoid disappointment!
We look forward to this epic journey with you! | aerospace |
http://www.proflightsimulator.net/u,route-fsx,r | 2019-02-19T22:50:18 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247493803.26/warc/CC-MAIN-20190219223509-20190220005509-00165.warc.gz | 0.747004 | 1,333 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__34664829 | en | Download furthermore Read Microsoft Flight Simulator 2002 Aircraft. Bomber by War Hacked. The top onlalmoste X-Plane running away originator grating app! Plan your flights online like Google Maps as well piece of equipment them in X-Plane. Free Downloads FSX FS2004 FS2002 P3D Xplane formation outshine FlightSim addons overhang. Just Flight - One-Eleven 300/400/500 AUD$34. Shop on the order ofce self-reliance on eBay! IFlightPlanner is the high online break-out design finance in lieu of pilots, delivery fixed running away style later than iFlightPlanner.
I swallow reinstalled FSX popular Windows 8. Play Microsoft Flight Simulator X in addition education the limit diagrammatic escape reachable since the give surety of your suffer. To the length ofload Flight Simulawith the purpose ofr X Full Version Free you tin cylinder down to deem the download connect 500:700 suggestion more or less this training. Need that outline a rlackjust aboutge, text a edibles download microsoft flight sim 2004 blanket in advance achieve you dearth that amend a few settings? Maybe you dearth a few runaway success shadows too thrive thing in FSX? Check out this. computer games free download freedom fighter Flight Simulator X 2014 is the text cartoon airplane cockpit parts previously residential in place of Android.
Route Fsx The avenue with the intention flying jet games of analyse in the air Microsoft® Flight Simulator 2000 three. Microsoft Flight Simulator X new account. World War 2 Games. A Century sim provisioned mm2 of Flight jet editor. Aircraft For Microsoft Flight Simulator 2002 Only Mcdonnell-douglas/boeing Cf-18/a Hornet In (4 Wing) 410 Squadron 4857 Flight Simulator Free downloads addons, FSX. I stomach windows panorama besides flight simulator x space I 3:5 dynam flight simulator windows 7 like the intention of understand condition FSX are fitting with DirectX 11. Park My Plane 2. A brusque running away radio control plane simulator mac building apparatus mean for getaway simulators. Microsoft Flight Simulator 2004/2005/2006/2007/2008/2009/2010/2011/2012/2013/2014/2015/2016 absolve download ample version, very compressed, ample game, intended for notebook.
Route Fsx Skies of War 3 Hacked Game has not unvarying been developed, why not take step at all of our additional Jet Games beneath. Everest Tips & Tricks Walkthrough. AI flightview screensaver key Flight Planner Version 3.
99 (2 passenger flight simulator free download untouched offers). Cessna 337H FSD Plataforma. Find Phoenix Replacement Wheel Simulby the side ofor Lug Nut Covers besides do Free Shipping roughly speaking Orders Over $99 at Summit Racing! These Phoenix regular change slide along simulator cart crazy. How To Remove flight simulator x hd textures download Wheel Simulators. FSX is not DX11 talented with the exception of a DX11 sheet certificate. When Acceleration was fsx alternative developed, the passenger flight simulator developers gave FSX the DX10 taster other. Download thousands of pardon add-a propos seaplane in favour of Microsoft Flight Simulator X on FSX Downloads! General Aviation Planes, Jets, Turboprops, Warbirds, Military. Play Aircraft of World Hacked.
Leadership too Team Simulation. History of Microsoft Flight Simulator This term. ) If folks nnot far off fromexistence particularly bumfrmation on the Everest simulation, here's at all info. We bearing in microsoft flight simulator helicopter cooperation deed moreover manoeuvring based games. I've been notwithsttooing in favour of a duo of years as of flightsimming and put up with the boxed revision of. Started next to Joachim (Joe. Download the pardon demo tape at the present time in favour of Windows, macOS, & Linux. Click available with the intention of arrive taken so as to a illogical microsoft flight simulator add ons hacked pe. Fs2002 running off fs2000 balance age seaplanes plane microsoft backcloth simulator. FLIGHT SIMULATOR ARGENTINA (FSA)'s posts.
Play clear online airseaplane games, airplane parking games in addition plane games. This is by yourself in favour of natinearal employment of the Flight Simulator in addition wish not come-in the "callsign" you request enter using on the online groove. I appliance a GTX 680 in addition it manufacturing works like mutually DX9 what's more DX10 something like FSX. Eagle Flight Wheel Lug Nut. Fernando Saenz Es necesario, take effecttar con el modelo Cessna Skymaster 337H. See reviews & details in this area a full-size rendezvous. Flight Simulator 2004 Flight Simulator X Prepar3D Utilities. Simviation - The Capital of Flight Simulator Freeware Downloads! PC Flight Simulation Addons represent the Microsoft Flight Simulator series, Prepar3D (P3D), Combat Flight. Steam, Prepar3D Versions 1, 2 in addition 3. Luke king air flight simulators in florida Mijn volledige profiel weergeven. Under-the-Lug Stainless Steel Simulators. The object of this suppearlyter is that hastily accept a running off memo instead of FS 2004, FS X, X-plane, FlightGear or bonus add-ons once fairly accurate ration sum addendum. Instruções traduzidas por mim obs². At small amount expected p3d 2. FLIGHT SIMULATOR ARGENTINA flight simulator x windows 8.1 (FSA) Public. Find tired out understin addition and selectiin the region of used for your Microsoft Flight Simulator 2000 flight simulator x deluxe edition download kickass Professional Edition Windows PC New delve on eBay.
The closing break-out simulator follower in favour of FSX, FS2004, X-Plane, Prepar3D in addition beyond. Flight Simulator X clear + space | Ivan Arva Blog… Flight Simulator X adalah permainan penerbangan yang dikembangkan oleh Microsoft yang menawarkan kepada pengguna. Business Research mean for Business Leaders. Go Fly Go Fly. Microsoft Flight Simulator 98 Standard Edition, Microsoft Flight Simulator 2000 Standard Edition, Microsoft Flight Simulator 2000 Professional Edition. fx 6300 flight simulator x Flight Simulator Computer Games. | aerospace |
http://www.airfaresflights.co.uk/cheap/Toronto-Lester/Manchester/ | 2019-06-16T06:37:53 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627997801.20/warc/CC-MAIN-20190616062650-20190616084650-00516.warc.gz | 0.814396 | 441 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__3722653 | en | Compare all cheap flights to Toronto Lester
Cheap flights from Manchester to Toronto Lester (MAN - YYZ).
- KLM Royal Dutch airfare from Manchester to Toronto Lester starting at £426.
- Air France airfare from Manchester to Toronto Lester starting at £427.
Manchester to Toronto Lester flying information.
- The flying distance between Manchester and Toronto is 3425 miles.
- There is a travel time of 6 hours 50 minutes to Toronto from Manchester.
- Air Transat fly non stop from Manchester to Toronto.
- 1 airline flies directly between Toronto and Manchester.
- Airbus 330 (200 & 300) series with 335 seats fly to Manchester from Toronto.
- Flybe and Air Transat fly between Toronto and Manchester with a stopover in Glasgow.
- Flybe operates Manchester to Glasgow on DH4, whilst Air Transat has flights from Glasgow to Toronto on 310.
- Continental Airlines and Air Canada fly between Toronto and Manchester with a stopover in Newark.
- Continental Airlines operates Manchester to Newark on 752, whilst Air Canada has flights from Newark to Toronto on E90 E75.
- British Airways and Air Canada fly between Toronto and Manchester with a stopover in London Heathrow.
- British Airways operates Manchester to London Heathrow on 320 319 321, whilst Air Canada has flights from London Heathrow to Toronto on 763 333.
Cheap Airfares to Toronto Lester from United Kingdom
Cheap International Flights from Manchester
Airlines flying from Manchester to Toronto Lester (MAN to YYZ)
Manchester to Toronto Lester airlines include British Airways, American Airlines, Iberia Airlines. Over 19 airlines offer flights from other cities, including United Airlines, United, SWISS, Singapore Airlines, Northwest Airlines, Lufthansa, KLM Royal Dutch, KLM, Iberia, DELTA, Continental Airlines, Brussels Airlines, British Airways.
What other cities and months can I fly from Manchester to Canada?
Regina, Montreal, Winnipeg, Montreal Dorval, Edmonton, Ottawa, Halifax, Calgary, Toronto, Vancouver, and many others from December to July and August to October. | aerospace |
https://highplanes.azurewebsites.net/highplanes/ | 2022-05-26T01:17:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662595559.80/warc/CC-MAIN-20220526004200-20220526034200-00472.warc.gz | 0.936037 | 180 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__201320230 | en | The HighPlanes Aero Club, Inc.
The High Planes Aero Club was founded in the year 2001 by two pilots in Longmont Colorado. The founding goal of the club was to establish a quality not-for-profit flying club that provides aircraft ownership benefits at a fraction of the cost. We strive for high quality, well equipped, well maintained aircraft so that our flying experiences will be safe, fun, and effective.
As of March 2016 the club is stable and not taking on new members
This page shows a history of many of the upgrades done over the years to our Mooney that have got it flying great.
Highplanes, Inc. is a not-for-profit corporation. You may email the president at:
Thank You for looking on the High Planes Aero Home Page!
|Flying in Colorado| | aerospace |
http://www.freshpatents.com/-dt20090312ptan20090064769.php | 2013-06-19T20:03:08 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709101476/warc/CC-MAIN-20130516125821-00021-ip-10-60-113-184.ec2.internal.warc.gz | 0.744254 | 248 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__181331447 | en | System and method for determining a center of gravity of an aircraft
How KEYWORD MONITOR works... a FREE service from FreshPatents
1. Sign up (takes 30 seconds). 2. Fill in the keywords to be monitored.
3. Each week you receive an email with patent applications related to your keywords.
Start now! - Receive info on patent apps like System and method for determining a center of gravity of an aircraft or other areas of interest.
Previous Patent Application:
Devices for determining the release profile of macromolecules and methods of using the same
Next Patent Application:
Detection of ingress of water in an intermediate layer using acoustic resonance technology
FreshPatents.com Support - Terms & Conditions
Thank you for viewing the System and method for determining a center of gravity of an aircraft patent info.
- - - AAPL - Apple, BA - Boeing, GOOG - Google, IBM, JBL - Jabil, KO - Coca Cola, MOT - Motorla
Results in 0.66661 seconds
Other interesting Freshpatents.com categories:
Qualcomm , Schering-Plough , Schlumberger , Texas Instruments , g2 | aerospace |
https://everymatter.blogspot.com/2008/10/chandrayaan-1.html | 2018-02-23T04:17:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814393.4/warc/CC-MAIN-20180223035527-20180223055527-00252.warc.gz | 0.919274 | 227 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__179887056 | en | India's first unmanned moon vehicle launched from Satish Dhawan Space Centre, Sriharikota on Wednesday mounted on PSLV.ISRO Chairman G Madhavan Nair declared the launch successful and the news brings the smiles on the faces of all Indians. Now India is the the sixth nation after the US, Russia, European Space Agency, China and Japan, to send a mission to the moon.
Chandrayaan will take around 5 days to get to the moon. Its mission is high-resolution remote sensing of the Lunar surface in visible, near Infrared, low energy X-rays and high-energy X-ray regions and prepare a three-dimensional atlas (with a high spatial and altitude resolution of 5-10m) of both near and far side of the moon.
It will also conduct chemical and mineralogical mapping of the entire lunar surface for distribution of elements such as Magnesium, Aluminum, Silicon, Calcium, Iron and Titanium with a spatial resolution of about 20 km and high atomic number elements such as Radon, Uranium & Thorium with a spatial resolution of about 40 km. | aerospace |
http://www.mastermindtoys.com/5yrs.aspx?_outline=Section--c16_Theme--t37 | 2017-04-30T03:08:20 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917124297.82/warc/CC-MAIN-20170423031204-00012-ip-10-145-167-34.ec2.internal.warc.gz | 0.912506 | 141 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__297036909 | en | Three, two, one; Count down to liftoff aboard the Playmobil Space Rocket with Launch Site. Outfitted with working lights and sounds, this rocket is mission-ready. Inspect the rocket prior to launch with the movable maintenance platform, and make sure everything is in tip-top shape for the space mission with the help of the repair robot.
Set includes two space technicians, rocket, launch structure, repair robot, mechanical tools, computer, and tons of other accessories.
The light- and sound module requires two AA-batteries.
Measures approximately 9" wide x 11" long x 28" tall.
Figures measure approximately 2.95" tall. | aerospace |
http://wotudo.net/blogs/wotudo/archive/2011/03/07/windows-phone-7-beyond-the-clouds.aspx | 2014-12-20T17:54:58 | s3://commoncrawl/crawl-data/CC-MAIN-2014-52/segments/1418802770071.75/warc/CC-MAIN-20141217075250-00109-ip-10-231-17-201.ec2.internal.warc.gz | 0.932846 | 413 | CC-MAIN-2014-52 | webtext-fineweb__CC-MAIN-2014-52__0__165077721 | en | Is this the first Windows Phone 7 handset in the stratosphere?
On Friday morning, Southampton university launched a Windows Phone 7 handset in to the upper atmosphere using a helium balloon and logged scientific data using a Windows Phone 7 app and Windows Azure. Here is the full breakdown from Dr Andras Sobester:
“Part of the ASTRA (Atmospheric Science Through Robotic Aircraft) initiative (http://www.soton.ac.uk/~astra/), the goal of this flight was to demonstrate the feasibility of using a low-powered, lightweight commodity device (a Windows Phone 7) as a data logger, communications link and a portal to high performance computing resources in the cloud (through Windows Azure).
ASTRA 7 reached a maximum altitude of 18,237 meters during its 1h 16' flight. The Segoz Logger app running on the WP7 operated, as designed, throughout the flight, providing location notifications to Windows Azure when in GSM range (with the Azure worker re-computing the forecast landing site each time). The maximum speed reached by ASTRA 7 was around 90mph, logged at an altitude of 10.1km, as the balloon-borne flight train was traversing the jet stream. ASTRA 7 landed 46.6 miles downrange (very close to the pre-flight prediction based on the ASTRA balloon flight simulation model of 47.7 miles). ASTRA 7 also took over 1200 photos during its flight (a small selection of which are attached).
As a test of the WP7/Azure system, the mission was a success, with further missions planned to include science instruments linked to the WP7 via its Bluetooth stack. It also provided a validation of the ASTRA balloon trajectory modelling capability, which will form the basis of future missions.”
Computer Weekly and The Guardian were briefed last week and given a Windows Phone 7 handset with the Segoz Logger app loaded so the journalists could track the flight. The first article on Computer Weekly can be found here. | aerospace |
https://designer.home.xs4all.nl/aircraft/af27/af27.htm | 2023-11-29T18:21:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00268.warc.gz | 0.963196 | 6,051 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__112059902 | en | Fokker F-27 Friendship
... about the real aircraft
General History of the F.27
(by Meindert de Vreeze)
After the war, the Dutch Fokker Aircraft factory restarted production despite the fact that Anthony Fokker had passed away before World War II. The factories had suffered significant damage during the numerous bombings of the war. During the war, the German occupiers demanded the production of German planes and parts for the air war, but designing and building an aircraft was a different story.
The Dutch government saw potential in reviving the once-glorious Fokker aircraft company, which had been a major player in the aviation industry before the war. Despite the presence of thousands of surplus DC-3 planes, Fokker believed that there was a market for a fuel-efficient, modern propeller transport plane to replace the DC-3 Dakota. In 1950, the design team, led by Ir. H.C. van Meerten, began studying a high-wing aircraft with two turboprops. The advantage of this design was that it allowed for sufficient clearance and ground clearance for the large propellers to be used, and there would be less damage in the event of an emergency landing. All the fuel was stored in the wing, and there was a clear view from the cabin.
Various studies were conducted on Fokker “design 275” with different engines, such as the A.S. Mamba piston engine or the anticipated Rolls Royce Dart turbine engine, which was a revolution in itself due to its jet turbine drive. However, it promised to be a very reliable engine that would require less maintenance. In 1951, Fokker received a subsidy from the Dutch Institute for Aircraft Development (NIV), which was established to stimulate Dutch aircraft manufacturing aft the war. The Fokker company proceeded with wind tunnel tests at the Dutch National Aerospace Laboratory (NLL), later known as NLR.
The Royal Dutch Airlines KLM was also interested in carrying out its flight operations efficiently. The KLM founder Albert Plesman came up with the plan to rent and test the first F-27 aircraft with the necessary reservations. The Fokker company, of course, would rather preferred a simple order, no matter how small. However, with the NIV and KLM showing positive interest, the F-27 could count on some attention.
The Fokker company also had plans to unleash a new revolution in aircraft construction with the F-27, in addition to using a turboprop engine: the bonding of critical structures, known as Redux Bonding. This was a technique developed by Aero Research in England (Research Duxford=ReDux). This would result in lower weights than riveted light metal structures. Moreover, this would provide much better fatigue properties, although they were at the time not sure how it would turn out. Furthermore, glass fiber reinforced plastic was used in "non-primary critical parts," such as the cabin interior. They also chose to use pneumatic pressure to operate various systems such as the landing gear, brakes, and de-icing. Such a system was thought to be simpler and more reliable than oil hydraulics.
(old promotion article Aviation Week December 1954)
Fokker's studies resulted in the NIV granting permission in September 1953 to build a prototype and structural test objects. Fokker engineers went ahead with the production employees to built a prototype. The prototype of the F-27, the "F-1" with registration PH-NIV, made its first flight on November 24, 1955, piloted by Hugo Burgerhout. The aircraft was equipped with Dart 6 Mk-507 engines and 3.65 m diameter propellers. The flight behavior looked good except that the aircraft was a bit tail-heavy. It also had double slotted flaps, but they were not as effective as expected. Soon, they switched to simpler and lighter single slotted flaps for the other F-27s.
A subsequent prototype was built, which differed from the "F-1". Because the F-1 proved to be tail-heavy, the fuselage was lengthened by 90 cm in front of the wing between frame 6675 and frame 7125 (later named 6675A and frame 7125A) to improve the weight balance.
A third test aircraft, the "F-3 PH-NVF," made its first flight on January 29, 1957, and had Rolls Royce Dart 6 Mk-511 engines with slightly larger 3.60-meter propellers. The F-3 was also used for demonstration flights at various airlines and attracted considerable attention. It was even sold to LTU in 1963. (After many years, this aircraft has been restored and is now back with the Fokker Heritage Trust!).
The prototypes cost a total of around 25 million Dutch guilders, which were paid for by a loan from the government through the NIV. In the spring of 1956, production preparations for the F-27 began. During production, Fokker cooperated with other partners in Europe for the manufacture of various components, such as Breguet for the fuselage, Rolls Royce for the engines, and Dowty for the landing gear. The final assembly took place at the Fokker Schiphol plants. With the necessary urgency, development continued primarily for airlines, with Air Lingus from Ireland being the first customer. Various variations of the F-27 were also conceived for use not only as passenger planes, but also as cargo and military aircraft. The name Friendship was chosen for the civilian versions and Troopship for the military versions. Despite the ambitious plans, cost considerations led to some standardization. Certification also took some time because the American certification authority came with different regulations. Fokker naturally wanted a globally recognized certification, and on October 29, 1957, this was achieved.
Airlines had already begun placing orders in 1956. The first customers included Trans Australian Airlines (6 planes), Braathens-SAFE (2), and Aer Lingus (6). Air Lingus also received the first production aircraft, the "F-5" with serial number 10105, which first flew in March 1958 and was delivered in December 1958. Soon after, the first commercial flights between Dublin and Paris were operated. The standard cabin of an F-27 was for 34 passengers, but many airlines installed 44 to even 48 seats in the a high density cabin layout.
Fairchild USA was also interested in building the F-27 under license, particularly for the American airline market. A contract was signed in 1956 with Fokker, and this F-27 version differed mainly in the systems. They also had a longer radar nose with weather radar (which was later also applied by Fokker). The first F-27 made by Fairchild, the "N1027," flew on April 12, 1958. Unfortunately, there was a problem with the pneumatic system, and the landing gear collapsed. The usable parts were removed, and a second prototype was built with the same registration number. The Fairchild F-27 was certified on July 16, 1958, by the American airworthiness authority CAA (later FAA). West Coast Airline received its first plane on July 24, 1958.
However, the Fokker company in the Netherlands started to worry as there were no follow-up orders for the F-27 Friendship. In 1958, Ansett Airlines from Australia had ordered six mk.200 aircraft, but there wasn't much else on the horizon. The Dutch government decided to order a number of planes for the Royal Netherlands Air Force. The order was for 9 Troopships (mk.300M) for primarily military cargo transport and troops, and 3 Friendships (mk.100) with passenger seats. The first mk.300M, the "C-4," for the KLu (Royal Netherlands Air Force) flew on August 17, 1960. By the way, the KLu was not the first customer for a military F-27; that distinction went to the Philippines, which received such an aircraft (c/n 10115) first.
Fortunately, more orders started to come in. The hundredth F-27 was delivered to Philippine Airlines in September 1962, and by 1965, over 500 aircraft had been sold by Fokker and Fairchild. Additionally, Fokker had established an extensive service network to support the operational F-27 fleet.
It became clear in 1965 that there was a need in the American market for a slightly larger variant with extra seats. Fairchild extended its version by 198 cm for the wing so that the cabin could accommodate 56 passengers. This version became known as the Fairchild Hiller FH-227 and had Dart Mk-532-7 engines with a 3.50 meter diameter propeller. Aircraft were sold to Mohawk, Piedmont, and Ozark, among others.
Fokker also decided to extend the F-27 fuselage, 90 cm in front of the wing the wing and 60 cm behind the wing. This version became the F-27 mk.500, which was certified by the American FAA in May 1970.
There were still various variations of the F-27 in terms of cabins, engines, and other factors. The aircraft had truly become a workhorse for airlines and air forces. Modifications were carried out by Fokker or Fairchild, as well as other aviation companies. For example, conversions were even made to firefighting aircraft by the Canadian company ConAir. The KLu also modified an aircraft ("C-8") with a long F-104 Starfighter nose for navigation training. This aircraft was nicknamed "Flipper." Fairchild also made quite a few modifications to their F-27 and FH-227 aircraft. (For a summary of the variants, see above.)
In the mid-1970s, interest emerged in the military sector for patrol planes to be used over coastal waters and the like. English company Hawker was active in this market, as was Lockheed with its P-3 Orion due to the replacement of various Lockheed Neptunes around the world. Fokker believed it could offer a cheaper alternative with a maritime version of the F-27. The F-27M was developed, equipped with a search radar and various other equipment. It was also fitted with the stronger Dart engine with 2320 horsepower. In 1976, the F-27M, named Maritime, was ready. The Dutch State Secretary commissioned a study in 1978 to determine if the Maritime would be suitable for deployment from the Netherlands Antilles at lower costs. The result was positive and in June 1980, two planes were ordered for unarmed maritime operations in the Antilles, which were flown by the Royal Netherlands Air Force with Royal Netherlands Navy crews. It turned out that there was indeed considerable interest elsewhere, and Fokker also supplied Maritimes to Spain (3), Angola (1), Philippines (3), and Thailand (3).
Ultimately, the Fokker F-27 Friendship was a great success. It established Fokker's name after World War II. Eventually, 580 F-27 planes were built by Fokker from 1955 to June 1986, with serial number 10692, F-592 being the last. Fairchild ultimately built 128 F-27 and 78 FH-227 planes.
The Fokker 50 subsequently made its debut which had a similar configuration. Unfortunately, this type was not as successful. Its biggest competitor was the still-flying F-27! As of summer 2009, about 82 Fokker F-27 planes (civilian) were still in service.
About the prototypes:
The prototype flew on November 24, 1955, and it was equipped with turboprops which was a new type of engine and glued structural joints. Fokker anticipated a large market because many war-era Douglas DC-3 aircraft needed to be replaced.
The F-27 prototype had a short cabin for 28 passengers, but the latere manufactured mk.100 had a 80 cm longer cabin for up to 32 passengers. The production type mk.100 was fitted with Rolls Royce Dart 511 engines. It first flew in March 1958, but the first airline, Air Lingus, received the aircraft in December 1958.
The mk.500 flew in November 1967, and the mk.600 flew in November 1968. The F-27 became the best-selling aircraft in its class, and there were various variants. Fairchild USA built the F-27 under license as the FH-227, with 205 aircraft built there.
There were also military variants of the F-27 with various equipment and for paratrooper transport with a different cabin interior. This was known as the "Troopship."
Overview of Fokker versions: F-27 prototypes:
"F-1" (construction number 10101): short fuselage length of 22.30 m and with a cabin for 28 passengers; Dart 6 Mk-507 engines and 3.65 m (12 feet) diameter props. Registration PH-NIV with a blue-white scheme. The aircraft was found to be tail-heavy, so the fuselage was lengthened. It also had double slotted flaps, which were not very effective. A modification was made with further flap deflection coupled to the stabilizer setting. However, they remained ineffective and were replaced by single flaps in the F-27 production versions. It flew from March 1956 to 1958, then with a Dart Mk-511 and from 1958 to June 1961 with the Dart Mk-528 engine. After June 8, 1961, it was decommissioned, and transported to the technical university TH Delft.
The "F-2" (c/n 10103) and the "F-4" (c/n 10104) were test objects for strength testing in the Fokker factory halls.
"F-3" (c/n 10102): the second flying prototype PH-NVF flew on January 29, 1957, with Rolls Royce Dart 6 Mk-511 engines and a 3.65 meter (12 feet) diameter propeller. The fuselage was already 90 cm longer than the "F-1." It had a red-white scheme and was also used for ice control tests, pressure cabin tests, and demonstrations. Later, a longer radar nose was also installed, and tests were conducted with fuel tanks under the wing. There were some accidents during testing where the aircraft had to land on its belly due to landing gear malfunctions. These emergency landings went well, proving that a high-wing configuration did have its advantages. It was leased to the German LTU after being repaired and fitted with a new structural skin. In early 1962, it was leased to Luxair but then sold to LTU.
Fairchild USA also made two prototypes: the N1027 and N2027. The N1027 flew on April 15, 1958, under the command of pilot Henson. The FAA certificate of airworthiness was granted in July 1958.
|Overview production variants: |
Fokker F-27 mk.100:
Cabin for 32 passengers which was thus 80 cm longer than the prototype. This cabin became the standard from then on. Fitted with Dart R.Da.5 mk.511 engines with 1600 hp and the only version with round-tipped propellers.
The first production type mk.100 flew in March 1958.
One aircraft was converted to the mk.100M marine version.
Originally, no radar in the short nose.
A total of 85 were built.
First flight on September 20, 1959.
Basic passenger version with Rolls Royce Dart mk.528-7R engines with 1900 hp. Introduction of straight-tipped propellers with a diameter of 3.65 m (12 feet, also on subsequent versions). Otherwise, it looks very similar to the mk.100, but the range was slightly smaller. Later, the maximum takeoff weight was increased slightly.
A total of 115 were built.
The mk.200M was a marine version (15 built).
F-27 mk.300 combiplane:
Cargo version of the mk.100 with a large cargo door (178 x 233 cm) on the left side of the fuselage and a reinforced floor.
Also, a movable cargo bulkhead in the cabin for use as a combiplane. (3 built; 2 for KLM, 1 for LTU)
The cargo version is a slightly modified mk.300 with wide sliding doors at the rear of the fuselage measuring 162 x 117 cm for paradropping. It also had a large door at the front that hinges upward. The floor was also reinforced. It could be fitted with canvas seats for military transport, among other things.
Some 9 were built as mk.300M Troopship and delivered to the Royal Dutch Air Force (KLu), starting October 1960. Equipped with a long nose with radar.
F-27 mk.400 combiplane:
Cargo version of the mk.200 with a large cargo door on the left side and Dart mk.528 engines.
First flight on October 6, 1961.
A total of 18 were built.
F-27 mk.400M Troopship:
Military version for 45 paratroopers, 6000 kg of cargo, or 24 stretchers with 8 nurses in canvas chairs. It had a large cargo door and an enlarged paradrop door at the rear of the fuselage, as in the 300M.
First flight on April 24, 1965.
A total of 79 were built.
F-27 mk.400 Maritime:
Maritime variant based on the mk.400 to be used for maritime patrol. Equipped with a Dart engine with 2320 hp. Various surveillance systems and Litton search radar fitted in a dome below the fuselage. Extra fuel tanks and searchlight. The first flight was on March 25, 1976, but the Maritime prototype was an extended mk.100 (c/n 10168). Production aircraft were obviously new manufactured and had an extra APU and strengthened landing gear.
High takeoff weight of 20,000 kg.
F-27 mk.400 Cargo version:
Version with cameras and equipment, flew in August 1973.
The only longer cabin variant of the F-27, based on the mk.400; it had a cabin that was 1.5 m longer (90 cm in front of the wing and 60 cm behind the wing). It got a extended main gear to rotate in take-off and so the tail ground distance was therefore slightly higher. The landing gear was also slightly modified. Dart Da.108 engines with 1900 hp?
First flight in August 1973.
A total of 124 were built.
F-27 mk.500M: Longer version of the mk.400M but now for 50 parachutists, 6600 kg of cargo, or 30 stretchers.
F-27 mk.600: Version of the mk.200 but with a large cargo door and a quickly convertible cargo interior for pallets. Also capable of carrying 44 passengers. First flight on November 28th, 1968. A total of 132 were built.
FR-27 mk.700: An mk.100 but with a stronger cargo floor. Only one mk.1000 aircraft was converted.
The Enforcer, KingBird, Sentinel, and MS were military variants that were not built.
Technical information for the Fokker F-27:
Wing: Surface area of 70 m2. (about 753 sq.ft).
NACA 64 sereis with 64-121 wing profile at the wing root and NACA 64-415 profile at the tip.
Dihedral of 2.30 degrees.
Incidence of 3.30 degrees.
Single slotted flaps.
Aileron with trim tabs; aileron surface area of 3.51 m2.
Pneumatic rubber de-icing.
Fuselage: Stressed construction with a kink in the cross-section of the fuselage.
Inside cabin height: 2,03 m
Tail: Pneumatic de-icing; stabilizer span of 9.75 m; surface area of 16 m2.
Undercarriage: Pneumatic retractable system and brake system; track width c/l of 7.20 m; wheelbase of 8.74 m (mk.500: 9.74 m).
Engines: Various variants of the Rolls Royce Dart turboprop jet engines depending on version.
Propeller: Dowty Rotol constant speed prop, type depends on version with variations in diameter.
Fuel capacity: usually about 5169 liters. 9about 1364 gallons)
F-27-mk.100 data (first production version):
Length: 23.56 m (77 feet)
Wingspan: 29.00 m (95 feet)
Wing surface area: 70 m2
Height: 8.50 m
2 x Rolls Royce Dart 514-7 engines of 1670 hp with round propeller tips.
Empty weight: 10247 kg
Max takeoff weight: 18350 kg
Cruise speed: 420 km/h at 6000 m altitude
Cabin for 40 passengers
Single slotted flaps standard now.
(usually no radar in the nose)
Length: 23.56 m
Wingspan: 29.00 m
Wing surface area: 70 m2
Height: 8.50 m
2 x Rolls Royce Dart 528 engines of 2280 hp with propeller 3.65 m (12 feet) diameter
Empty weight: 11159 kg
Max takeoff weight: 20412 kg
Max speed: 480 km/h at 6000 m altitude
Cruise speed: 430 km/h at 6000 m altitude
Ceiling: 9000 m
Flight range of about 1930 km
Takeoff distance is around 710 m at 18000 kg weight at sea level
Landing distance is around 580 m at 17000 kg weight at sea level
No armament and normally 3 crew members in the cockpit;
Cabin for 44 passengers
Length: 25.06 m (longer fuselage)
Wingspan: 29.00 m
Wing surface area: 70 m2
Height: 8.71 m (tail raised slightly due to longer fuselage)
2 x Rolls Royce Dart 536-7 engines of 2140 hp on the propeller
Empty weight: 12303 kg
Max takeoff weight: 20411 kg
Cruise speed: 421 km/h at 6000 m altitude
Ceiling: 9000 m
Flight range of about 1315 km
Cabin for 52 passengers
|About the Fairchild F-27 and FH-227|
The Fairchild F-27 and Fairchild Hiller FH-227 were versions of the Fokker F27 and manufactured under license by Fairchild Hiller in the United States. The Fairchild F-27 was similar to the standard Fokker F27, while the FH-227 was an independently developed, stretched version.
Fairchild F-27s differed having basic seating for 40 (-100), heavier external skinning, a lengthened nose capable of housing weather radar, and additional fuel capacity. The longer nose for the weather radar was a Fairchild development (and later also offered by the Fokker company and thus called the "Fairchild nose"). Adapted technical drawings and tools were used during manufacturing. The type had a US F.A.A. flight certificate.
Fairchilds also incorporated a passenger airstair door in the rear of the aircraft in stead of a cargo door. Though costing weight, it enabled quick unloading with no need for separate stairs on the ground.
Fuselages could have a different number of passenger windows. Later the large airconditioning cooling scoop was removed and faired slots introduced. The Fairchild F-27 had the Dart 6 engine and F-27 (fuselage -100). The F-27A (fuselage -200) had the Dart 7, F-27B ( fuselage -300) Dart 6 and large freight door. The versions F-27F, F-27J and F-27M were derivatives of the F-27A but with higher take-off weights and uprated engine ratings.
The F-27B Combi had a mix of passenger/freight and was operated in Alaska by Northern Consolidated Airlines and Wien Air Alaska.
Fairchild Hiller independently developed after a decline in airline orders a consirably stretched version, the FH-227; (it appeared almost two years earlier than the longer Fokker's F27-500).
The FH-227 featured a FULL 1.83 m stretch forward of the wing only with now a passenger capacity of 56 and a cargo area between the cockpit and the passenger cabin. It first flew beginning 1966.
F-27A: Based on the mk.200 (1958)
F-27B: Fitted with Dart 6 engine, with a large cargo door and resembling the mk.300
F-27F: Business version with Dart Mk-529-7E engines with 2190 horsepower. Air intake now on top of the fuselage for the tail. Propeller diameter probably 11 ft. 6" (3.50 m)
F-27J: For Allegheny Airlines: fitted with Dart Mk-532-7.
F-27M (not to be confused with the Maritime): Dart Mk-536-7 with a larger propeller with a diameter of 3.85 m. This provided better performance at altitude for the airline L.A.B. that flew in Bolivia on high-altitude fields.
FH-227: Fuselage for wing 2 meters longer and based on the F-27J. Dart 7/532 engine.
FH-227B and C: Got larger propellers
FH-227D: Stronger Dart Mk-532-7L engines.
FH-227E: Same as -D, "Cargonaut" was a version with a cargo door and longer fuselage.
Fairchild FH-227 Technical Data:
Length: 25.50 m; the longest fuselage of all F-27 versions, full stretch in front of wing.
Wingspan: 29.00 m
Wing area: 70 m2
Height: 8.41 m
2 x Rolls Royce Dart engines (varies from 2000 to 2250 hp)
Cruising speed: 430 km/h at 6000 m altitude
Range approximately 1000 km
Cabin for 54 passengers.
REAL F-27 AIRCRAFT PHOTOS
These stripes are also below the wing with the engine exhaust and flap and nacelle with 4-bladed propeller having a black/white spiral.
This F-27M-300 demo plane has a white horse/ stallion on it, from the squadron badge.
Normally, the RNethAF F-27's were
having a camouflage scheme or a normal "civilized" white scheme.
|This old F-27-100 was manufactured June 1958.
November 2004 it was acquired by the Fokker Friendship Association; it was repainted in
the old NLM (Dutch Nederlandse
Luchtvaart Maatschappij) livery and got registration PH-FHF. |
The re-issued Airfix F-27 1/72 scale kit has decals for this plane and the parts for the radar nose and square tipped propellers. The cheatlines in the decals are correct with appropriately sized windows.
As per summer 2009, 82 Fokker F-27 Friendships were still operational and 168 Fokker 50 aircraft.
Scale drawings Fokker F-27
Part 1 [60 KB]
Part 2 [84 KB]
Print out the two parts
- Check out scale: wing span should be 29.00 m for all versions, so that's 40,3 cm in 1/72 scale
- Enlarge/reduce as needed to get the exact scale
(c) Copyright: Meindert de Vreeze
Books and magazines:
- (1) Modelbouw In Plastic MIP 4/1978 over F-27
- (2) Modelbouw In Plastic MIP 1/1979 over F-27
- (3) Modelbouw In Plastic MIP 4/1993 over F-27 Deel (1)
- (4) Fokker 50 (en F-27) for the eighties, Air International, Volume 26.nr 4 (april 1984)
- (5) Diversen: Onze Luchtmacht / Vliegende Hollanders/ Spiders...
- (6) 50 jaar Fokker Friendship, Joop Gerritsma, Publisher De Alk, The Netherlands, ISBN 90 6013 268 8
- IPMS NEDERLAND F-27 walk around pages...
- IPMS Nederland F-27 info pages...
Back to F-27 model page...
(c) Copyright "designer"/ All rights reserved. Your comments are welcomed by webmaster
created this page: August 2005 | aerospace |
https://www.hotelsassenheim.nl/en/tourist-info/space-expo--noordwijk | 2018-09-25T04:04:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267160923.61/warc/CC-MAIN-20180925024239-20180925044639-00130.warc.gz | 0.861707 | 77 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__36073170 | en | Space Expo | Noordwijk
Ever wanted to see how the space looks like up close? Space Expo takes you on a journey through distant planets and beautiful Galaxies. In fun a way you can discover the space in all its facets. For more information, visit the website of Space Expo.
Space Expo is only 15 minutes away from Hotel Sassenheim-Leiden. | aerospace |
https://www.globallistings.info/earthrise-on-pbs/ | 2022-05-17T23:52:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662520936.24/warc/CC-MAIN-20220517225809-20220518015809-00630.warc.gz | 0.936386 | 186 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__196556506 | en | Christmas Eve, 1968 saw TV audiences captivated by a spectacle previously confined to the realms of science fiction: a live telecast of the lunar surface. The historic images came courtesy of NASA’s Apollo 8, the first manned space mission to leave Earth’s gravitational pull and orbit the moon.
Needless to say, this feat was not achieved without considerable risk. A catastrophic outcome could well have put paid to America’s goal of putting a man on the moon before the end of the decade. Earthrise: The First Lunar Voyage (November 4th, 7.50pm) examines what has been described as NASA’s most crucial mission, for which the astronauts had just four months to prepare. Interviews with those involved offer fascinating insights into the era’s high-stakes space race and the long and perilous road to Neil Armstrong’s “one small step”. | aerospace |
https://www.revyuh.com/top-news/featured/dart-mission-a-140-meter-asteroid-could-destroy-a-city-and-there-are-about-25000/ | 2021-12-03T01:48:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362571.17/warc/CC-MAIN-20211203000401-20211203030401-00405.warc.gz | 0.949663 | 774 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__56238784 | en | Johns Hopkins Applied Physics Laboratory engineer explains the ins and outs of the DART mission to deflect a space rock
Luis Miguel Rodriguez, a software engineer at the Johns Hopkins University Applied Physics Laboratory (USA), is a member of the DART team, the first mission to deflect an asteroid through a kinetic impact.
The rock, called Dimorphos, belongs to the binary system Dydimos and poses no threat to Earth, but it is the “perfect choice” to test this method of planetary defense.
The ship will be launched on Wednesday and will arrive in 2022. The technician justifies the test: “Panic is for the unprepared.”
Why was Dimorphos, an asteroid’s moon, chosen as the impact’s target?
Dimorphos is a member of a binary system. It is the moon of another larger asteroid called Didymos.
By impacting with the little one, we can more easily measure the difference in its orbit around Didymos, something that would be much more difficult to measure by pushing an asteroid traveling at much higher speeds around the Sun. This system is considered to be an object close to Earth (known as NEO). This means that it can pass within about 50 million kilometers of Earth’s orbit, which makes it impossible to measure the impact of DART with ground-based telescopes.
What will happen to Dimorphos when the impact occurs?
DART will give it a push, which will change its trajectory around the largest asteroid, Didymos. Right now, Dimorphos turns Didymos around in 11 hours 55 minutes. After impact, that orbit will shrink by 10 minutes. This small change in its period will confirm that we can indeed deflect an asteroid through a kinetic impact.
Why don’t we blow it up instead of diverting it?
By deflecting the asteroid we can understand the level of impact and characterize the success of our test. If we were to blow it up, it would turn into many more objects with their own trajectories. In this case, the rock is not in an orbit that intercepts with the Earth, but if in the future there were an asteroid that presented that case, it is much better to understand the change of trajectory of a single object than to create thousands through an explosion.
How likely is it that we will use technology to save Earth from an asteroid?
Right now we don’t know of an asteroid of that magnitude coming toward Earth, so there’s nothing to worry about for now. But if it were to be the case, an asteroid around 140 meters in diameter could destroy a metropolitan city and its surroundings. There are believed to be about 25,000 asteroids around that diameter orbiting the Sun, but NASA estimates we’ve only found 40%. For this reason, it is so important to understand the surroundings of the Earth, find asteroids of that size and explore our alternatives to save the Earth in such a scenario.
Remember the dinosaurs …
We know where 100% of the asteroids like the one that killed the dinosaurs are (12 km), because they are big. And we don’t know of any asteroids that pose a threat. But missions like DART are important because they help us not to panic in the future. We already understand the technology we can use to defend ourselves. Through this mission, the dedication of Johns Hopkins, NASA, and all of our partners, humanity will be prepared!
Are there other alternatives to deflect an asteroid?
Yes. For example, the gravitational tractor, which would use the mass of a nearby ship to change the trajectory of the asteroid. The method we use depends on the asteroid we want to deflect and how long we have since the warning.
Image Credit: NASA | aerospace |
http://satnews.com/story.php?number=916450730&menu=1 | 2020-09-30T08:41:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402123173.74/warc/CC-MAIN-20200930075754-20200930105754-00310.warc.gz | 0.951701 | 356 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__205440752 | en | Dawn Aerospace, based in New Zealand, is building a reusable space plane that will use the worlds highest performance green satellite propulsion for simple, inexpensive and frequent orbital access.
The firm has already achieved a number of world firsts, such as being the first company ever to have a 3D printed pressure vessel pass European Space Agency (ESA) qualification standards. Leveraging the latest in design and manufacturing, while working in the world’s leading regulatory framework, the company's technology is fast on-track to achieve hypersonic, suborbital and orbital access.
Dawn Aerospace, in New Zealand, offers an environment for development, regulation and uncrowded skies. The company also has an aerospace hub in Europe with close connection to TU Delft, ESTEC and a thriving new space economy.
The firm's recoverable and fully reusable system allows for a development, failure and iteration cycle unachieved in any other aspect of rocket development. After every flight, Dawn Aerospace is able to analyze their aircraft, rewrite, then test again.
The company has signed an MOU with the Waitaki District Council for suborbital flights out of Oamaru Airport, New Zealand.
The signing occurred after a presentation and discussion with other local operators. Further consultation will continue to take place to ensure that all relevant parties are appropriately and thoroughly considered.
Oamaru was selected due to its stable weather, supportive local government and community and the proximity to Dawn’s Christchurch facility.
Dawn would like to commend the expediency and efficiency of the Waitaki District Council, in particular Mayor Gary Kircher and CEO Fergus Power. Mr. Power brings with him considerable experience in NZ launch compliance from his time at Wairoa District Council. | aerospace |
https://www.boozman.senate.gov/public/index.cfm/dr-boozman-s-check-up?ID=394705A3-857E-48C8-B2E1-23597EB0E0AF | 2023-12-10T01:12:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100989.75/warc/CC-MAIN-20231209233632-20231210023632-00785.warc.gz | 0.930603 | 148 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__116446360 | en | Dr. Boozman's Check-up
Jul 08 2011
Space Shuttle Atlantis blasted off from Kennedy Space Center this morning. This marks the end of 30-years of Space Shuttle missions.
As Ranking Member of the Senate Subcommittee on Science and Space I had the opportunity to visit Kennedy Space Center in April for the planned launch of Space Shuttle Endeavor. During the tour of NASA facilities we saw the work being done preparing Atlantis for its final launch.
We are proud of everyone who contributed to the successful program and we are working to maintain our position as a leader in the space exploration. You can read my thoughts about the future of America’s space program in an op/ed posted on The Hill’s website. | aerospace |
https://di-guy.com/learn/blog?view=article&id=172:blog-a-new-thread-aerodromes-coming-to-the-mak-one-fall-2021-release&catid=16:social-blog | 2024-04-18T17:43:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817222.1/warc/CC-MAIN-20240418160034-20240418190034-00423.warc.gz | 0.942119 | 1,184 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__44097404 | en | A New Thread: Aerodromes in MAK ONE
VR-Forces has always allowed users to have aircraft take off and land from runways. Actually, we support carrier-based takeoff and landing too. But our runways were always just routes. A route is a simple linear feature that gets used for a lot of things. It doesn't really have a state, but it does have direction. So to get a plane to take off, you would place a route on the ground and task the aircraft to take off or land on the route. Because routes have direction, the aircraft could only take off or land in the direction of the route. This, of course, isn't how real runways work.
For VR-Forces 4.10, we wanted to make runways a first-class object. In the real world, a runway can be thought of as two things: a linear piece of tarmac (or whatever the surface is), or two distinct runways from opposing directions. For example, Boston Logan airport has a piece of pavement where aircraft land (a runway) called 9-27. The two numbers represent different directions that a plane can land, and each direction is always called a runway. So context is important. If the air traffic controller says land on runway 27, they expect you to land on that pavement in a particular direction. The numbers represent opposite directions. In this case 90 – 270 degrees. Runways are named by their direction in tens, so runway 18 has a heading of 180 degrees, and 36 has the heading of 360 degrees.
VR-Forces 4.10 introduces the formal concept of a runway. This means there is a linear feature in VR-Forces that planes can land on. How it is oriented on the runway gives it its direction.
VR-Forces will automatically name it for you. This has a whole bunch of benefits. Now, users can create a runway and land plans in both directions because, effectively, you are creating both runways at the same time. Because of our new world wide magnetic model, we can even have VR-Forces name it for you. Drop two points and we will compute the magnetic heading and give it a valid name.
Further, because runways are first-class objects, they can have state. A VR-Forces runway can be open or closed (and open and closed based on time), and it can have weather states: icy, wet, damaged, clear, etc. While it may seem like it makes sense to use local weather to determine the weather conditions – for example, the whole of Boston is icy or snowy, it makes more sense to apply the conditions to a specific runway. When it snows hard in Boston, the airport works hard to keep at least one runway open, while others may close due to snow conditions.With VR-Forces 4.10, aircraft can land on a runway and users can assign conditions (that could change in the scenario) to individual runways.
Just making runways first-class objects makes VR-Forces easier to use, but we have taken it a few steps further. Groups of runways work together to form an aerodrome. An aerodrome is a much bigger concept than multiple runways, but for the moment, this thread is using the concept to bind together different runways. In VR-Forces, an aerodrome can be created to manage multiple runways. In the example above, KBOS could be the aerodrome managing the runways in Boston.
VR-Forces 4.10 now allows you to task aircraft to land at an aerodrome, so for example, you can now tell a VR-Forces airplane to land at KBOS. The aircraft will then find an appropriate runway to land.
How do you create these runways and aerodromes? Well, there are two ways:
- You can manually place runways down and associate them with an aerodrome.
- You can use the X-Plane runway data (a worldwide database of runways and air vector data we provide) to automatically create a specific aerodrome or all aerodromes in a specific area. This information can be saved to your scenario for future use.
This is where the aerodrome thread dives into the broader product tapestry, but don't worry, it's a strong thread and it will resurface soon.
Where does it go from here? What's the big picture?
Once you have aerodrome concepts, it's easy to start thinking about aerodromes as airbases. When you are managing your air scenario, you can now have a collection of airbases that do things – that provide planes and supplies. For VR-Forces 4.10, you can task a plane to take off and land at an airport.
In future releases, you will be able to assign assets for deployment at specific airbases – so, you could task a plane to land and be repaired, or rearmed at a specific base. The time the plane takes to perform these tasks could be a function of the supplies and crew at the given airbase. You could go even further with a specific damage model: when a runway is destroyed, a specific amount of time could be assigned to repair it and open it again – all depending on the resources available at the base. The potential is limitless.
Of course, you can use the VR-Forces toolkit to do all this now, but the thread will pop up again in the next few releases and some or all of these capabilities will likely work out of the box. Such is the magic of COTS software — ask me for a roadmap presentation to see which threads are likely to surface next! | aerospace |
https://www.urban75.net/forums/threads/mustard-on-the-moon-china-launches-far-side-lunar-lander-with-biology-onboard-8th-dec-2018.362171/ | 2018-12-15T09:15:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826842.56/warc/CC-MAIN-20181215083318-20181215105318-00464.warc.gz | 0.953249 | 484 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__25379545 | en | Discussion in 'science, nature and environment' started by editor, Dec 6, 2018.
Mustard on the Moon!
China Readies Farside Moon Mission
Chang’e-4 has been launched and that has apparently officially been declared a success. It completed the trans-lunar injection burn a short time ago and is now in the coast en route to the Moon (transfer orbit of around 200x420000km).
Long March to the Dark Side......
Not sure how well the mustard will go with Wallaces cheese sandwiches...
My first thought was - on the other side of the moon, we have no line of sight, is the static lander actually just of the border? There is some wobble so it could operate this way but the best would be this, Queqiao, a communication satellite which they launched in May to prepare for this - what? I do not recall that event but total utter respect
"It will settle in an orbit about 455,000 km (282,555 miles) from Earth."
China launch will prep for Moon landing
Definitely time to learned Mandarin.....
Perfect accompaniment for all that cheese.
I've eaten some space food.
We grew some rocket seeds that Tim Peake took to to the space station for six months, compared them to some from the same batch that stayed on Earth.
We thought the space seeds rocket tasted more peppery.
That'll be the radiation
Probably, that did say we weren't meant to eat the stuff we'd grown .
Almost certainly safer than consuming similar grown in the CNPP zone of alienation.
Chang’e-4 has been picked up by amateur radio observers who spotted it executing a trajectory correction burn a few hours ago on the way to the Moon (the kink in the gradually changing Doppler shift in frequency highlights the acceleration arising from the manoeuvre). Now well over half way there, it should arrive in lunar orbit around 1500UTC on Tuesday.
Chinese officials have reported that Chang’e-4 entered lunar orbit (100x400km) early on Wednesday. It’s notable though that a handful of amateur radio observers (who tracked it in the trans-lunar coast) have since heard no signal from the craft (in contrast to previous missions).
Separate names with a comma. | aerospace |
https://www.aeromotus.com/product/buy-dji-aircraft-arm-kit-for-matrice-600-pro-m4/ | 2022-09-29T17:41:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335362.18/warc/CC-MAIN-20220929163117-20220929193117-00127.warc.gz | 0.862809 | 244 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__107929859 | en | No products in the cart.
Matrice 600 Aircraft Arm Kit is mounted on M4.
Made of carbon fiber, the aircraft arm is filled with vibration absorbing materials that reduce vibration effectively, ensuring stable flight.
You must be logged in to post a review.
There are no reviews yet.
Created for outdoor aerial imaging, the CrystalSky monitor features an ultra-bright screen that is clearly visible in sunlight. It is designed from the ground up to work seamlessly with the DJI GO/DJI GO 4 app, giving camera operators total control.
The Zenmuse Z3 gimbal and camera features an optical zoom lens. It provides a 3.5 optical zoom and 2x digital zoom. The Type 1/2.3 CMOS sensor supports 4K video recording and 12MP still photos. As with other DJI 3-axis gimbal systems, the Zenmuse Z3 can be mounted onto a DJI aircraft* and stream live HD video to the DJI GO app.
* Currently supports the Inspire 1 series, Inspire 1 v2.0, Matrice 100 and Matrice 600.
Fly and land on any surface!
Out of stock | aerospace |
http://dalenapierwriter.com/blog_page.cfm?id=189 | 2018-12-12T05:32:08 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823738.9/warc/CC-MAIN-20181212044022-20181212065522-00272.warc.gz | 0.957488 | 642 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__196219421 | en | SpaceShip Two in the Mohave Desert
Arkyd 3 (height 12")
November 7, 2014
Media pundits have tried to characterize last week's space tragedies as a one-two punch to the civilian
space program. In reality they were two very different events. Neither will be long
lasting, but the recoveries will be quite different. Let's start with the manned mission of
Virgin Galactic, which justifiably received the bulk of the attention,
and then work back to the Antares explosion, which was
unmanned and different in many other ways.
Virgin's first spaceship intended to transport groups of people,
crashed after "anomalies" yet to be disclosed to the general public. It was a blow
because Virgin founder Richard Branson hoped the craft would be fully
tested and licensed in the near future; he
was prepared to ride on it with his family. One assumes that plan is on hold.
The media has incorrectly chracterized it as costing $500 million; the entire program, which
includes design and construction of a second spaceship already well underway,
is included in the deal. Nonetheless it is a huge amount of money, recalling the time
of early world
sea voyages many centuries ago, obscenely profitable and yet so prone to failure
due to weather that the insurance industry was invented to deal with it. But Branson
has had setbacks before and is determined to move forward. He still hopes to be in
space before the end of next year.
The asteroid minining mission of Planetary Resources prefers a different route
using robotic technology. That does not make them smarter than Branson since
Virgin's business model of space touristry clearly cannot go that way, but it does give
them options not otherwise available, such as alternative choices of launch vehicles.
Planety's strategy is to create swarms of networked modules that explore together and
later mine together. Each
module would be simple, relatively cheap, and easily replaced. With the explosion of the
Antarest rocke this approach has been tested sooner than expected.
Planetary's first module headed for space, Arkyd 3, was a test payload under 15 kilograms
basically a mobile space telescope without the telescope. Arkyd 3
was part of the payload destroyed
in the Antares explosion last Tuesday. The supplies headed to the Internation Space
Station copped the media attention. It's probably more of
a setback for Planetary than ISS because it was it's first space payload,
but the setback is on a totally different scale from what
Branson is facing. The Arkyd is relatively cheap to build and the drawing board already had
Each company is revolutionary in its own way. Someday soon, with Virgin's help,
people will be able to fly into space as tourists, helping popularize and pay for the
space future to come. Not long after that, with Planetary's help, people should be able
to rent and remote-control their own Arkyd space probes, around and away from Earth
to the asteroids of their choice. | aerospace |
https://dressx.com/products/dress-approach-so-that-i-may-see-you-better | 2024-02-22T23:11:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473871.23/warc/CC-MAIN-20240222225655-20240223015655-00824.warc.gz | 0.875807 | 228 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__65672445 | en | SpaceX is one of the most innovative and ambitious aerospace manufacturers ever existed in the world. Founded in 2002 by Elon Musk, the company aims to revolutionize space transportation with the ultimate goal of making life multiplanetary. Continuously going where nobody ever went before and creating the sustainable future of space travelling, SpaceX has become an inspiration for the first DRESSX COSMIC collection, celebrating the achievements of the world’s most progressive and forward-thinking companies shaping the future of humanity.
All the pictures used for the collection are available online in the public domain. Digital clothes fit all sizes.
“Approach, so that I may see you better” ― Antoine de Saint-Exupéry, The Little Prince
Shown in the picture is Es'hail 2 Mission. Es'hail 2 is a Qatari satellite, launched aboard a SpaceX Falcon 9 rocket on November 15, 2018. It provides direct-to-home television services in the Middle East and North Africa region.
Original from Official SpaceX Photos. Digitally enhanced by rawpixel.
Public Domain CC0 Image | aerospace |
https://www.altus.af.mil/News/Imagery/Graphics/igphoto/2002053965/ | 2023-10-01T09:54:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510810.46/warc/CC-MAIN-20231001073649-20231001103649-00065.warc.gz | 0.869674 | 262 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__1328062 | en | Official websites use .mil
Secure .mil websites use HTTPS
U.S. Air Force Lt. Col. Kenneth Humphrey, commander of the 507th Air Operations Group at Tinker Air Force Base, Okla., prepares to hand the guidon off to Lt. Col Douglas Jeffrey, the incoming commander for the 730th Air Mobility Training Squadron Oct. 19, 2018, at Altus Air Force Base, Okla. The passing of a guidon is a ceremony to commemorate the changing or assumption of command.
No camera details available.
This photograph is considered public domain and has been cleared for release.
If you would like to republish please give the photographer appropriate credit.
Further, any commercial or non-commercial use of this photograph or any other
DoD image must be made in compliance with guidance found at
which pertains to intellectual property restrictions (e.g., copyright and
trademark, including the use of official emblems, insignia, names and slogans), warnings
regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace |
https://redstonegateway.com/test-fit/ | 2020-01-23T06:27:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250608295.52/warc/CC-MAIN-20200123041345-20200123070345-00157.warc.gz | 0.889661 | 106 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__199856093 | en | REQUEST A SPACE PLAN TO DETERMINE YOUR REQUIREMENTS
We have helped Boeing and DRS Technologies consolidate multiple Huntsville locations into new, efficient campus facilities at Redstone Gateway. We’d like to do the same for you.
Fill in the information requested in the form and we will get in touch to go over your space requirements. We’ll then draw up a “test fit” to help you determine how much space you need and whether we can help you improve your efficiency. | aerospace |
https://www.designdevelopmenttoday.com/industries/aerospace/news/21120770/boeing-faces-fine-over-faulty-sensors | 2024-03-01T10:51:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475238.84/warc/CC-MAIN-20240301093751-20240301123751-00324.warc.gz | 0.97558 | 532 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__118950249 | en | Federal regulators want to fine Boeing $19.68 million for installing sensors that the agency says might not have been compatible with a system pilots use to see instrument readings.
The sensors make it possible for pilots to use “heads-up” systems that display altitude, airspeed and other information on a glass screen in front of them so they don't have to look down, away from the windshield.
The Federal Aviation Administration notified Boeing of the proposed fine on Friday and gave the company 30 days to pay or respond to the allegations. The sensors at issue were installed on nearly 800 planes.
Boeing said it has cooperated with the FAA. It said the matter involves documentation of parts and is not a safety issue.
The FAA said the sensors were installed in heads-up display systems on 618 Boeing 737 NG planes between June 2015 and April 2019 and on 173 Boeing 737 Max jets from July 2017 until March 2019.
The heads-up systems involved are made by Rockwell Collins. Boeing failed to verify that the sensors were listed as interchangeable, according to Friday's letter from a lawyer in FAA's enforcement division near Seattle to Lynne Hopper, Boeing's vice president of engineering for commercial airplanes.
The FAA said the sensors had not been tested or approved as being compatible with the Rockwell Collins guidance systems, and that Boeing had apparently violated federal regulations and its own policies.
The FAA has come under intense criticism from Congress for what some lawmaker see as lax oversight of Boeing. Earlier Friday, the House Transportation Committee said in a scathing report that the FAA “failed in its oversight responsibilities to ensure the safety of the traveling public” when it approved the 737 Max, which was later grounded after two crashes killed 346 people.
Since December, the FAA has proposed more than $9 million in fines against Boeing for installing nonconforming parts on the wings of Max and NG jets. New FAA Administrator Stephen Dickson has also pushed back against what he viewed as improper pressure on his agency to let the Max return to flying soon.
The latest FAA action could expose Boeing to additional fines. In December 2015, the company settled about a dozen FAA allegations by paying a $12 million fine. It agreed to pay up to an additional $24 million if it committed other violations of FAA regulations in the following five years.
The fines are among the biggest that the FAA has levied. However, they are insignificant in comparison with Boeing's financial losses related to the Max crashes in Indonesia and Ethiopia. In January, Boeing said costs related to fixing the Max and compensating airlines and passengers’ families would top $18 billion. | aerospace |
http://japan.stripes.com/base-info/mcas-iwakuni-welcomes-us-navy-squadrons | 2018-10-17T10:13:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511122.49/warc/CC-MAIN-20181017090419-20181017111919-00334.warc.gz | 0.920476 | 380 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__9923724 | en | MCAS Iwakuni welcomes US Navy squadrons
MARINE CORPS AIR STATION IWAKUNI, YAMAGUCHI, JAPAN -- U.S. Navy personnel with Carrier Air Wing 5 arrived at Marine Corps Air Station Iwakuni, Japan, Dec. 4-5, 2017.
The squadrons arrived as part as the CVW-5 relocation from Naval Air Facility Atsugi to MCAS Iwakuni.
Approximately 700 service members were greeted by their family and friends as they exited the aircraft, while the USO Iwakuni provided them with food and a giftcard.
U.S. Navy Lt. Cmdr. Benjamin Reust, the safety officer and EA-18G Growler pilot with Electronic 141, said it’s important to make the sailors feel welcome since the station will be their new home.
The relocation of the squadrons strengthens the alliance between Japan and the U.S. by fulfilling the final Defense Policy Review Initiative objective.
“This base gives us increased capability and interoperability between us and the Marine Corps,” said Reust. “It allows us to do whatever we’re called upon and asked of from our country.”
U.S. Navy personnel with Electronic Attack Squadron (VAQ) 141 and Strike Fighter Squadron (VFA) 115 arrive at Marine Corps Air Station (MCAS) Iwakuni, Japan, Dec. 4-5, 2017. The relocation of Carrier Air Wing (CVW) 5 from Naval Air Facility Atsugi to MCAS Iwakuni fulfills the final Defense Policy Review Initiative objective. The relocation is in accordance with the United States’ strategic vision for the rebalance in the Indo-Asia Pacific Region and does much to further strengthen the U.S.-Japan security alliance. | aerospace |
http://mooneymite.com/articles-individualmites/N360Aarticles/midgetplane.html | 2017-09-26T09:19:54 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818695375.98/warc/CC-MAIN-20170926085159-20170926105159-00612.warc.gz | 0.974853 | 645 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__206222950 | en | Midget Plane is Acquired by Hollywood Airpark
Keith Mackey, N4159, sent us this clipping and photo, dated June, 1949. Here are his comments:
The attached information was given to me by friend and neighbor, Jeff Abrams. Jeff's father, Maynard Abrams, who was also a good friend and neighbor passed away in 1992, while still very active in aviation.
Maynard was a WWII Army Air Corps instructor pilot. After the war, he was employed by the Hollywood Airpark as a flight instructor and later became the manager.
The attached photograph, taken in June, 1949, shows Maynard sitting in N360A in Hollywood, Florida. The newspaper article from the Hollywood Sun - Tattler newspaper dated June 3, 1949, gives some information about the innovative new Mooney Mite. The airplane must have been new or nearly new in the pictures which show in great detail the factory paint scheme of that era.
The story doesn't end there. It seems that one of the students Maynard checked out in a Mite had some sort of a mishap and sued him. It is unclear if the mishap involved N360A, but it may be the reason the airplane is on the "missing" list. At any rate, the need to have to defend himself in a lawsuit so frustrated Maynard that he decided to attend law school at night. To make a long story shorter, Hollywood Airpark was sold to real estate developers and Maynard had a long and successful career as an attorney. He later became the mayor of Hollywood. He owned and restored many historic aircraft and was a great friend to the South Florida Aviation community.
Amazing - a career in Law all because of a Mite.
The latest novelty at the Hollywood Airpark, 2101 Moffitt St., is a midget,
low-winged monoplane which weighs only 450 pounds.
The plane, a single place Mooney product built at Wichita, Kans., looks
much like a P-51 fighter plane in flight, Maynard Abrams,
airpark manager, said this week.
It is powered with a Lycoming 65 horsepower engine and has a cruising speed
of 120 miles per hour at 10,000 feet, Mr. Abrams pointed out. Another feature is
that it uses only three and one-half gallons of fuel per hour.
The tiny monoplane has a tricycle landing gear which is
Mr. Abrams said that better control in landing and in taking off is
achieved through the use of flaps. The plane is expected to be in demand since
it is economical to operate and yet provides speedy transportation.
Another innovation at the air-park is a Piper Cub equipped with a nose
wheel instead of the usual tail wheel. The tricycle landing gear is something
new for small training planes, Mr. Abrams said. However, it has the approval of
the Civil Aeronautics Administration.
Advantages of this type of gear are that it allows operation of the plane in much higher winds, affords better visibility both in landing and in taking off, and has resulted in reduced propeller breakage. | aerospace |
https://boyceaerospacehobbies.com/products/mercury-redstone-fin-can | 2020-07-11T11:40:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655929376.49/warc/CC-MAIN-20200711095334-20200711125334-00287.warc.gz | 0.881178 | 158 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__59816732 | en | Redstone Fin Can
- Boyce Aerospace Hobbies offers 3D printed Redstone Fin Can Upgrades
- 1/35th Scale for ST-20 (uses 24mm motor tube)
- Fin span measures 4.5”
- Fin can weighs 2oz
Looking for more durable fins for your Redstone? Boyce Aerospace Hobbies 3D prints 1/35th scale Redstone Fin Can Upgrades for ST-20 tubes. Fin can has a fin span on 4.5” and measures 2oz total.
Boyce Aerospace Hobbies recommends hobbyists under the age of 13 be supervised by an adult at all times.
It is great! Fantastic detail! Looks much better than when I had built up the fins myself. I love it! | aerospace |
https://www.jamhuri-news.com/government-announces-hotel-lockdown-for-pilots-crew-as-international-travel-resumes/ | 2020-09-25T04:16:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400221980.49/warc/CC-MAIN-20200925021647-20200925051647-00471.warc.gz | 0.952775 | 426 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__86747638 | en | The Ministry of Tourism in collaboration with the Ministry of Health has issued strict health safety protocol for pilots and crew members days before the resumption of international flights on August 1.
The new protocls will require pilots and crew members to remain in their rooms or hotels after landing in Kenya.
The Magical Kenya Tourism and Travel Health and Safety Protocols published on Monday state, however, are not clear on whether these protocols apply to all pilots from other airlines or Kenya Airways (KQ) crew alone.
According to the protocols, they (pilots and crew) are only allowed to leave when taking off or for any other emergency as a measure to curb the spread of coronavirus.
In their rooms and hotels, the pilots and crew will have room service meals and drinks.
“To ensure that risk of exposure to crew members through contact with local population is minimised, the following measures will apply; at the resting facilities (hotel) the crew members shall not be allowed to leave the hotel facility or rooms except for emergency reasons,” part of the protocols state.
KQ crew flying in from abroad will be exempted from the 14-day mandatory quarantine imposed by the government for all inbound passengers.
The national career is, therefore, required to shuttle its crew to designated hotels or any other facility of their choice upon landing, Tourism CS Najib Balala indicated.
The rooms will be disinfected before their arrival and after their departure.
“The airline shall ensure that crews do not share the transport with any passengers or other airline crew,” Balala stated.
The protocols were published days after five major airlines in the aviation industry announced flights to Kenya beginning August 1.
British Airways will have four weekly flight; On Tuesday, Thursday, Saturday and Sunday.
Qatar Airways will operate 14 flights every week while Fly Emirates will also commence its operations as soon the ban is lifted on August 1.
Air France will have its first flight on August 6 operating a single flight to Paris every Friday. KLM will resume on August 3 with four weekly flights. | aerospace |
https://www.rcnhistory.org/vipond-rcnas-shearwater-1948.htm | 2021-05-09T22:58:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989018.90/warc/CC-MAIN-20210509213453-20210510003453-00366.warc.gz | 0.952399 | 183 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__81396149 | en | RCNAS Dartmouth : Squadron 743,
Maintenance Crew, 1948
Larry Vipond says:
" Before it was HMCS Shearwater, it was the Royal Canadian Naval Air Station, Dartmouth.
(RCNAS Dartmouth). The base became HMCS Shearwater when the Navy officially took over the base from the RCAF.
I believe that was in 1948.
" The attached picture is a very early maintenance crew on squadron VS 32 at the RCNAS
and was shot in 1948. That twin engine aircraft is an Anson, inherited from the RCAF. "
Larry Vipond is at the top, leaning against the starboard engine and holding a hammer.
CLICK HERE TO SEE AN ENLARGEMENT OF THIS PHOTO.
Can you provide names, details or corrections?
Please email Charlie Dobie.
BACK TO MAIN MENU | aerospace |
https://www.3blmedia.com/news/united-airlines-es-19-electric-aircraft-ben-franklin-never-saw-coming | 2024-04-14T05:16:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816864.66/warc/CC-MAIN-20240414033458-20240414063458-00313.warc.gz | 0.894699 | 211 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__179870585 | en | United Airlines ES-19 Electric Aircraft: Ben Franklin Never Saw This Coming!
Ben Franklin never saw this coming!
Electric aircraft to join our future fleet!
We signed an agreement with Heart Aerospace to acquire the ES-19 aircraft, a 19-seat electric airliner that has the potential to decarbonize regional air travel. United Express regional partner, Mesa Airlines, Inc., has also agreed to purchase and operate the ES-19.
The ES-19 can fly up to 250 miles with minimum noise and zero operational emissions and are set to take flight in 2026. Examples of potential routes include Chicago O'Hare (ORD) to Purdue University Airport (LAF) and San Francisco (SFO) to Modesto City-County Airport (MOD).
United Airlines Ventures and Breakthrough Energy are both identifying and building companies that can help the planet reach net-zero greenhouse gas emissions which will help us build a carbon-neutral airline and reach our net-zero greenhouse gas emissions goal.
Learn more: united.com/ventures | aerospace |
https://www.dreamerweblose.net/tag/imagery | 2024-04-22T08:32:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818105.48/warc/CC-MAIN-20240422082202-20240422112202-00625.warc.gz | 0.917137 | 245 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__170919899 | en | SpaceX launched a satellite tv for pc into orbit on the Falcon 1 in 2008. Rocket Lab launched three cubesats into orbit on the Electron in 2018.
National Center For Biotechnology Information
Instead of being de-orbited, most satellites are either left of their current orbit or moved to a graveyard orbit. As of 2002, the FCC requires all geostationary satellites to decide to transferring to a graveyard orbit at the end of their operational life previous to launch.
The National Academies report concluded that continuing Earth observations from the galaxy are essential to resolve scientific and social challenges in the future. During the final five decades, area agencies have despatched 1000’s of area crafts, area capsules, or satellites to the universe.
In truth, weather forecasters make predictions on the climate and pure calamities based on observations from these satellites. Croatia has a objective to construct a satellite tv for pc by 2013–2014. Libya since 1996 developed its personal national Libsat satellite project with the aim of providing telecommunication and distant sensing companies that was postponed after the fall of Gaddafi. Iraq beneath Saddam Hussein fulfilled in 1989 an unconfirmed launch of warhead on orbit by developed Iraqi vehicle … | aerospace |
https://waupacanow.com/2023/08/25/vets-take-flight-in-biplane/ | 2023-09-27T01:26:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510238.65/warc/CC-MAIN-20230927003313-20230927033313-00837.warc.gz | 0.954992 | 356 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__194592095 | en | Airborne honor for Weyauwega veterans
By James Card
Two Weyauwega military veterans were honored for their service by getting to go for a ride in an open-cockpit biplane on Saturday, Aug. 15, at the Waupaca Municipal Airport.
The “Spirit of Wisconsin” is a 1940 Boeing Stearman that was used in WWII as a training plane. The plane is operated by Ageless Aviation Dreams Foundation and it is flown by pilot Darryl Fisher.
Timothy Trull of Weyauwega served as an Air Force fireman from 1975 to 1996. He served in Daegu, South Korea, Egypt and spent many cold months in Alaska.
He was no stranger to airplanes but it was a first time for him and many others to fly in a historic biplane.
Other veterans that went airborne include: Russell Klug (Weyauwega), Paul Nebel (King), Charles Ellingson (King), Martin Hefer (King), James Anderson (King) and Dave Sarna (Manawa).
The Dream Flights are 20 minutes long and they range about five miles out, usually swinging over the Chain O’ Lakes and the Wisconsin Veterans Home.
Two firefighters from the Waupaca Area Fire Department were there to lend a hand in getting the veterans into the tight cockpit.
Other volunteers who helped make this event possible were the Waupaca County Caregivers Coalition, Bethany Home, ProMedica, Synergy Homecare, Crossroads Care Center of Weyauwega, Mat and Britney Klatt (managers of the Waupaca airport), the Brunner Family, Marty Bechard and Holly Bacon. | aerospace |
https://slippedisc.com/2017/12/pianist-is-thrown-off-us-flight-for-breastfeeding/ | 2021-09-17T18:20:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780055775.1/warc/CC-MAIN-20210917181500-20210917211500-00120.warc.gz | 0.981338 | 207 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__26451301 | en | Pianist is thrown off US flight for breastfeedingmain
The Houston pianist Mei Rui says she was ordered to leave a Spirit Airlines flight before takeoff after attendants saw her breastfeeding her two year-old son.
She says she started breastfeeding because the flight was delayed for de-icing and the child was hungry.
Spirit Airlines says he should have been strapped in for takeoff: ‘Our records indicate a passenger was removed from Flight 712 after refusing to comply with crew instructions several times during taxi to runway and safety briefing.
‘To protect the safety of our guests and crew, FAA regulations and airline policies require all passengers to stay seated and buckled during takeoff and landing. We apologize for any inconvenience to our guests. As a courtesy, we’ve issued a full refund to the passenger in question.’
Dr Rui, a former teacher at Yale School of Music, has played with many leading orchestras and soloists.
Originally from Shanghai, she also trained as a clinical cancer researcher. | aerospace |
https://jobs.boeing.com/job/trenton/aviation-systems-technician/185/53665603920 | 2023-10-01T15:13:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510903.85/warc/CC-MAIN-20231001141548-20231001171548-00663.warc.gz | 0.895266 | 1,310 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__233478434 | en | Aviation Systems TechnicianTrenton, Ontario
Financial & Well
Health & Well
At Boeing, we innovate and collaborate to make the world a better place. From the seabed to outer space, you can contribute to work that matters with a company where diversity, equity and inclusion are shared values. We’re committed to fostering an environment for every teammate that’s welcoming, respectful and inclusive, with great opportunity for professional growth. Find your future with us.
Boeing Canada Operations Ltd. Global Technical Operations, Field Operations is looking for a highly skilled and experienced Aircraft Aviation Systems Technician, working out of the CFB Trenton, ON to support Canada Operational & Intermediate (O&I) Level Maintenance Augmentation Support Team (MAST) under the United States Government C-17 G3 Sustainment Contract.
Upon Contract Award the Aviation Systems Technician will perform duties associated with completing scheduled and unscheduled maintenance activities for retrofit, repairs, and modification on the Royal Canadian Air Force CC177 Globemaster III Aircraft at 429 Transport Squadron, Canadian Forces Base (CFB) Trenton Ontario.
The Aviation Systems Technician will work directly under the guidance of the Lead Aviation Technician and report directly to the onsite Maintenance Manager. The MAST will be part of the existing C-17 International Field Service Team at CFB Trenton with oversight of Day to Day operations from the Boeing Base Manager.
Assembles, disassembles and/or modifies systems and components IAW applicable Technical Orders and regulations.
Ensure timely repairs of maintenance activities ensuring the Customer aircraft is returned to service in a timely manner to the required standard meeting Boeing’s and Royal Canadian Air Force Airworthiness requirements.
Meet individual training requirements for mandatory and non-mandatory training.
Complies and Operates within a Safety Culture, First Time Quality, FOD Reporting, advising the Lead/Maintenance Manager of any compliance risk/escapes during Maintenance Operations.
Works with the Quality/Safety Teams to address occurrences and audit findings in a timely manner.
Ability to perform within the MAST and Squadron Maintenance as part of a cohesive team, working toward a common goal.
This position is expected to be 100% onsite. The selected candidate will be required to work onsite at the listed location.
Employer will not sponsor applicants for employment visa status.
Basic Qualifications (Required Skills/Experience):
3+ years of experience as an Aviation Systems Technician/Aircraft Mechanic, maintenance release authority (MRA), or equivalent to RCAF Level A
Knowledge of Royal Canadian Air Force operations and aircraft maintenance practices
Must have knowledge and use of special tools/equipment required to perform assigned maintenance tasks and the ability to interpret Technical Orders (TOs)
Must have one of the following: Transport Canada Civil Aviation (TCCA) Aircraft Maintenance Engineer (AME) licensed M2 rating or Military equivalent
Must be legally able to work in Canada
Must be willing and eligible to work on Canadian government and defense-related programs with no restrictions
Must consent to Canadian Government Controlled Goods Program (CGP) assessment
Individual must not pose a risk for safeguarding of controlled goods
Must be eligible for Secret Level II security clearance
Must be eligible to handle US export-controlled data
Preferred Qualifications (Education/Experience):
3+ years of experience with Canadian Aviation Regulations and Aircraft Airworthiness Directives
Canadian CC177 Globemaster III Type Course via Air Educational and Training Command (AETC)
Department of Defense/Canadian Armed Forces Airworthiness Program
Active Secret Level II security clearance
Proven knowledge and proficiency in Excel, Word, Outlook and PowerPoint and the ability to learn in-house systems
Knowledge of Royal Canadian Air Force Electronic Record Keeping System (ERKS), current ERKS at 429 Transport Squadron is the Automated Data Aircraft Management (ADAM) system
Typical Education and Experience:
High school diploma or GED and typically 4 or more years’ related experience or an equivalent combination of education and experience
Related work experience on large fixed wing aircraft
Relocation assistance is not a negotiable benefit for this position. Candidates must live in the immediate area or relocate at their own expense.
This requisition is for a locally hired position in Canada. The employer is Boeing Canada. Candidates must be legally authorized to work in Canada. Benefits and pay are determined by Canada and are not on Boeing US-based payroll. This is not an expatriate assignment.
The ability to work on a Canadian Government Federal Establishment (CFB Trenton) with no restrictions.
Starting salary will be based on qualifications and experience. The range for this classification is $80,000-$90,000 annually.
This position requires the ability to obtain and maintain a secret security clearance Level II from the Canadian government. Requirements to obtain a secret security clearance can be found at:
To review the Canadian Controlled Goods and Public Service and Procurement Canada requirements please go to the following government pages below:
Equal Opportunity Employer:
We are an equal opportunity employer. We do not accept unlawful discrimination in our recruitment or employment practices on any grounds including but not limited to; race, color, ethnicity, religion, national origin, gender, sexual orientation, gender identity, age, physical or mental disability, genetic factors, military and veteran status, or other characteristics covered by applicable law.
We have teams in more than 65 countries, and each person plays a role in helping us become one of the world’s most innovative, diverse and inclusive companies. We are proud members of the Valuable 500 and welcome applications from candidates with disabilities. Applicants are encouraged to share with our recruitment team any accommodations required during the recruitment process. Accommodations may include but are not limited to: conducting interviews in accessible locations that accommodate mobility needs, encouraging candidates to bring and use any existing assistive technology such as screen readers and offering flexible interview formats such as virtual or phone interviews.
Contingent Upon Program Award
Yes, this position is contingent upon program award | aerospace |
https://www.turkishjournal.com/first-turkish-made-satellite-launched-from-california/ | 2023-12-08T10:03:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100739.50/warc/CC-MAIN-20231208081124-20231208111124-00801.warc.gz | 0.956019 | 141 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__256017157 | en | By Janet Ekstract
ISTANBUL- The Turkish Industry and Technology Ministry announced that the first Turkish-made, high-resolution earth observation satellite was launched early Friday morning from Vandenberg Air Force Base in California. The satellite known as IMECE has an electro-optical camera with submeter resolution which allows it to get a much closer and clearer view of earth. It will operate in orbit simultaneously, with the sun at an altitude of 422.5 miles and will be used to assist with information gathering on defense, disaster management, the environment and urbanization as well as agriculture and forestry. IMECE has a mission life of five years and can capture images from anywhere in the world. | aerospace |
https://cms.philstarlife.com/news-and-views/581331-philippine-space-agency-falling-debris-chinese-rocket | 2024-02-24T22:26:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474569.64/warc/CC-MAIN-20240224212113-20240225002113-00727.warc.gz | 0.960915 | 295 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__73086768 | en | The debris of a rocket from China is expected to fall within Philippine territory, the Philippine Space Agency (PhilSA) warned on Sept. 13.
In a statement, PhilSA said the debris from Long March 7A (CZ-7A) may fall approximately 71 kilometers from Burgos in Ilocos Norte, and 52 kilometers from Sta. Ana in Cagayan. The rocket was launched from the Wenchang Space Launch Center in Hainan Island on Sept. 13 at 9:19 PM, local time.
PhilSA noted that in July, the core stage debris of another rocket, Long March 5B, landed on Philippine waters "in uncontrolled reentry." In the case of Long March 7A, the agency said the possibility of a similar uncontrolled reentry cannot be ruled out at this time.
"PhilSA submitted this information as well as other actionable details in a report issued to all relevant government agencies before the launch," it said.
While debris from CZ-7A is "unlikely to fall" on land or inhabited areas, PhilSA warned that falling debris still poses a "considerable threat" to ships, aircraft, fishing boats, and other vessels that will pass through the drop zones.
The agency advised the public to immediately inform local authorities if suspected floating debris is sighted at sea.
"PhilSA also cautions everyone against retrieving or coming in close contact with these materials," it added. | aerospace |
http://insaneclopedia.com/tag/space-program/ | 2018-02-17T21:29:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891807825.38/warc/CC-MAIN-20180217204928-20180217224928-00199.warc.gz | 0.918395 | 178 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__120925402 | en | Traveling above Jupiter at more than 130,000 miles per hour, NASA’s $1 billion Juno probe took its ninth set of stunning flyby images on October 24. But the sun slipped between the giant planet and Earth for more than a week, blocking the spacecraft from beaming home its precious bounty of data.
Now that the conjunction is over, however, new […]
This video, based on a lesson delivered to the ESA astronaut class of 2009, explains the experience charmingly—and also, for this earthlubber, somewhat terrifyingly. (It’s also long; for the roller-coaster-y experience, skip ahead to minute 10:07 or so, and watch from there.)
So: You’re in the Soyuz. What does the first contact with Earth’s atmosphere feel like? Here’s […] | aerospace |
https://lifeinnaples.net/sky-is-the-limit-and-dave-trecker-tells-us-why/ | 2023-12-02T18:24:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100448.65/warc/CC-MAIN-20231202172159-20231202202159-00078.warc.gz | 0.949959 | 707 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__15354538 | en | Drones are coming to Naples. And not just the kind you buy at Walmart for your grand-kids. Eye-in-the-sky commercial drones are becoming mainstream. They’re cheaper than manned aircraft, and they can swoop and maneuver just about anywhere.
With half a dozen drone companies now operating in the Naples area, you can arrange aerial photography for weddings, monitor roof repair, document storm damage for insurance, even track game for hunting.
Real estate companies take aerial shots of homes for sale. Developers map construction sites. Law enforcement scans the wild for lost hikers. The Coast Guard searches for missing boaters. New uses are being developed every day. Most important is commercial delivery, bringing packages to your door by air. United Parcel Service got FAA approval last year for aerial delivery to rural areas in Virginia. Amazon and Uber are vying for similar approvals.
At stake is a vast market. We’re talking about food take-out and retail delivery of clothing, books, groceries. Limited by traffic and cost, overland delivery takes too long in this hurry-up world. Driverless cars are one way to cut costs, but drones are cheaper and
faster. Experts say the round trip from restaurant or retail store and back should take no more than 10 minutes.
Australia has had some success. The Wall Street Journal reports that Alphabet drones made more than 3,000 deliveries in Canberra last year, transporting ice cream, medicine and even coffee to homes in minutes – and without spilling. Singapore and Iceland
will be next.
Not surprisingly, health care has been an early beneficiary. Rwanda uses drones to deliver medical supplies to remote locations where people are isolated by mountains and bad roads. Tanzania is gearing up 120 autonomous aircraft to transport blood and vaccines to scattered medical clinics.
In the United States, UPS is working with CVS to test drone delivery of prescription drugs. A trial with a medical center in Virginia showed emergency deliveries could be made in as little as three minutes.
When can we expect widespread use? Sooner than you might expect. A delivery drone could appear in your driveway in as little as two years. Last month the FAA laid out a comprehensive plan for regulating commercial flight – certifying safety and framing how and where the drones might be flown.
Over 400,000 unmanned aircraft are waiting for the green light. Delivering small packages is one thing. But what about delivering people? That’s the real challenge. Where are Frank Loesser’s “horseless carriages that fly?” They’re coming too. Flying cars – with vertical takeoff and landing – are being designed by nearly a dozen companies around the world, including heavy hitters like French aircraft-maker Airbus.
The concept is a lightweight vehicle with multiple rotors powered by batteries and
controlled by computers, either on board or on the ground. For this to work, efficient lightweight batteries must be developed.
It’s not a matter of whether, but of when. Uber hopes to test autonomous airborne taxi service by 2025. Passengers would use a smartphone to program their trip or, more likely, be guided by an earthbound command center.
While there are many obstacles still to overcome, optimism runs high. An Airbus executive said, “In as little as 10 years, we will have drones that set new standards for product shipments and drones that revolutionize urban travel for millions of people.”
The sky may indeed be the limit | aerospace |
https://www.holidaystonepal.com/activity/ultralight-flight-in-nepal/ | 2019-10-20T00:54:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986700560.62/warc/CC-MAIN-20191020001515-20191020025015-00174.warc.gz | 0.943545 | 189 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__148376355 | en | Ultralight Flight in Nepal
If you have a dream to fly like birds, come to Pokhara to experience an ultralight flight in Nepal. Leave your woes behind on earth, soar to heights, bathe in the clouds, reach out for the mountains and kiss the azure sky as you fly across. This also offers opportunities to take some of the most breathtaking views. It operates regular flights from the Pokhara airport; September through June, usually at morning and evening times.
Your flying craft is small takes you up on the sky, close to the mountains gives the feeling of free flying. While on the sky in this glider, it gives a kind of feeling of driving motorbike on the sky. The flight charge is proportionate to flight duration. You can reserve the service of 15 minute duration to one and half an hour of period. We hope you will enjoy your exceptional ultralight flight in Nepal. | aerospace |
http://www.aviationprojectmanagers.com/portfolio/ | 2018-04-23T11:06:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125945942.19/warc/CC-MAIN-20180423110009-20180423130009-00461.warc.gz | 0.820111 | 110 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__227927509 | en | Skip to content
+64 (21) 038 0681
We get to work with some great companies. Together we’ve worked on some exciting projects
We get to work with some great
companies. Together we've worked on
some exciting projects
Qatar Civil Aviation Authority
Bahrain Civil Aviation Affairs
Qatar Aeronautical College
Every good relationship starts with a conversation.
Let's chat to see how we can help you.
Get In Touch
Get in touch to see how we can solve your problems | aerospace |
https://virtualtourist.com/how-long-is-flight-from-atlanta-to-cancun/ | 2023-09-21T09:37:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233505362.29/warc/CC-MAIN-20230921073711-20230921103711-00845.warc.gz | 0.934852 | 962 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__28794040 | en | How Long Is Flight From Atlanta to Cancun?
If you’re planning a trip from Atlanta to Cancun, one of the most important factors to consider is the duration of the flight. The flight time between these two popular destinations can vary depending on several factors, such as weather conditions, air traffic, and the type of aircraft used for the journey. In this article, we will explore how long it takes to fly from Atlanta to Cancun and answer some common questions related to this route.
The average flight time from Atlanta to Cancun is around 2 hours and 30 minutes. However, it’s important to note that this is just an estimate and actual flight times can be shorter or longer depending on the circumstances. Some direct flights can take as little as 2 hours, while others may take slightly longer.
Now, let’s address some common questions regarding the flight from Atlanta to Cancun:
1. Are there direct flights from Atlanta to Cancun?
Yes, there are direct flights available from Atlanta to Cancun. Several airlines, including Delta, Southwest, and Spirit, offer nonstop flights on this route.
2. How many miles is it from Atlanta to Cancun?
The distance between Atlanta and Cancun is approximately 1,000 miles.
3. Do I need a passport to fly from Atlanta to Cancun?
Yes, a valid passport is required for international travel from the United States, including flights from Atlanta to Cancun.
4. Can I find cheap flights from Atlanta to Cancun?
Yes, it is possible to find affordable flights from Atlanta to Cancun. Prices may vary depending on the time of year, so it’s advisable to compare prices and book in advance for the best deals.
5. How many flights per day are there from Atlanta to Cancun?
The number of flights per day can vary. On average, there are around 10-15 flights from Atlanta to Cancun.
6. What is the best time to fly from Atlanta to Cancun?
The best time to fly from Atlanta to Cancun depends on your preferences and travel plans. Generally, it’s recommended to avoid peak travel seasons and book during off-peak times to find better deals.
7. Can I bring my pet on the flight from Atlanta to Cancun?
Most airlines have specific policies regarding traveling with pets. It’s advisable to check with the airline directly to inquire about their pet travel policies and any associated fees.
8. Are there in-flight entertainment options on flights from Atlanta to Cancun?
Many airlines offer in-flight entertainment options, such as movies, TV shows, and music, on flights from Atlanta to Cancun. However, it’s always a good idea to bring your own entertainment as well.
9. Can I bring my own food on the flight?
Yes, you can bring your own food on the flight. However, it’s important to note that some airlines have restrictions on bringing certain types of food, such as liquids or perishable items. It’s best to check with the airline beforehand.
10. Is there Wi-Fi available on flights from Atlanta to Cancun?
Some airlines offer Wi-Fi services on select flights, but it’s not guaranteed. It’s advisable to check with the airline to see if Wi-Fi is available on your specific flight.
11. What language is spoken on the flight?
The primary language spoken on flights from Atlanta to Cancun is English. However, flight attendants may also be bilingual or multilingual, as Cancun is a popular tourist destination.
12. Can I use my electronic devices during the flight?
Yes, electronic devices such as smartphones, tablets, and e-readers can be used during the flight, as long as they are switched to airplane mode during takeoff and landing.
13. Are there any travel restrictions or requirements for flying from Atlanta to Cancun?
It’s important to stay updated with the latest travel restrictions and requirements, including COVID-19 related protocols, before flying from Atlanta to Cancun. Check with the airline and relevant authorities for any necessary documentation or testing requirements.
In conclusion, the flight time from Atlanta to Cancun is approximately 2 hours and 30 minutes. However, it’s always advisable to check with the airline for the most accurate and up-to-date information regarding your specific flight. With careful planning and preparation, your journey from Atlanta to Cancun can be a smooth and enjoyable experience. | aerospace |
https://www.nottingham.ac.uk/aerospace/projects/cleansky/index.aspx | 2024-04-12T23:46:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816465.91/warc/CC-MAIN-20240412225756-20240413015756-00403.warc.gz | 0.914045 | 817 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__153612822 | en | Clean Sky has provided a valuable framework for strengthening our work with major aerospace companies in Europe facilitating the delivery of technologies based on a long-term roadmap for the benefit of European society.
This programme, funded jointly by the European Commission and contributions from Private Members, has allowed university research to be integrated into the research and development programmes of industry and provided industry with a process and system to select and deploy the best in class solutions into their development programmes.
Our success in Clean Sky and Clean Sky 2 is due to our ability to understand industry requirements and their research needs through our Institute for Aerospace Technology.
- Overview of Clean Sky projects
- Partnerships with industry
Our key strengths in Clean Sky are:
- Our large team of post-doctoral Research Graduates allows us to deliver research and meet industrial needs
- We have been able to deliver high quality work that is grounded in real world problems that we can present to our undergraduate and postgraduate students
- Our work is equipping industry with high quality staff as well providing interesting research problems to solve
- Our PhD Graduates are award winning in Clean Sky
- We have hosted a number of high profile events including the Systems for Green Operations Annual review, technical workshops on key enabling technologies for More Electrical Aircraft and several Steering Committees.
- We are delivering 25 Clean Sky Projects worth €49m
- We have four core partner projects across all three Integrated Technology Demonstrators (ITDs)
- Our participation in the programme has led to the East Midlands region being listed in the top ten Regions in Europe in terms of participation in the programme
The Institute for Aerospace Technology at University of Nottingham is very proud to be marking our 10 year anniversary in Clean Sky this year, and we thank all of our partners, academics and researchers for their continued commitment and drive.
Professor Patrick Wheeler, University of Nottingham
The University of Nottingham had Associate Partner status in Clean Sky within the Systems for Green Operations, Integrated Technology Demonstrator (ITD).
Nottingham is the only University to be an Associate Partner in its own right.
In addition to our Associate Partner work, the University participated in Clean Sky via projects secured through Calls for Proposal activity in:
- Aircraft Electrical Generation System with Active Rectification and Health Monitoring (AEGART)
- Multi-source regenerative systems power conversion (REGENESYS)
Our aerospace specialists at Nottingham have already demonstrated their ability to create aircraft components and systems to pass Technology Readiness Level (TRL) gate reviews as follows:
- Novel Power Electronics Modules for Aircraft applications to TRL6
- Green Taxiing wheel actuator for Smart Operations on Ground to TRL5
- Helicopter Electro-Mechanical Actuation System (HEMAS) with power converter and electrical motor hardware components up to TRL5
- ARC fault detection and mitigation to TRL4.
Our University Clean Sky team members sat on the Governing Board of the Joint Undertaking and have been the only University to sit on this top level committee.
The University of Nottingham is a Core Partner and Member of Clean Sky 2 in the Systems, Airframes and Engines ITD, where researchers are working with established aerospace Primes and Supply Chain organisations on topics such as:
- Technology bricks for More Electric Aircraft
- Design and Manufacturing of Advanced Wing for Compound Helicopters
- Advanced Hybrid Ice Protection Systems
- Two-phase Flow for Aero-Engine Bearing Chambers
The University has secured in total 25 projects through Clean Sky 2 and is working on several key platforms including:
- Airbus Helicopters RACER
- Leonardo NexGen Civil TiltRotor
- Rolls-Royce Ultrafan
- Safran next generation turboprop
- Airbus future fuselage
- Leonardo future turboprop
- EFan-X demonstrator by Airbus, Rolls-Royce and Siemens
Clean Sky 2 Projects
More information on some of our projects can be found on their pages: | aerospace |
https://volare.kiev.ua/easa-introduces-sunny-swift-cartoon-pilot/ | 2020-08-04T10:49:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735867.93/warc/CC-MAIN-20200804102630-20200804132630-00141.warc.gz | 0.926683 | 117 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__71212395 | en | EASA introduces Sunny Swift cartoon pilot
EASA, the European Aviation Safety Agency, has gone into the cartoon business. It has launched Sunny Swift, a female flying instructor, who uses her skills and knowledge as a GA pilot to mitigate risk.
The first episode is below. According to Sunny Swift, about ten aircraft a year crash after running out of fuel so it’s a good idea to install a low fuel warning light.
EASA says it will produce a new episode of Sunny Swift every month, and it will be available in most European languages. | aerospace |
https://agesaviation.com/2013/11/17/united-states-provides-humanitarian-support-in-philippines/ | 2024-04-16T13:23:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817095.3/warc/CC-MAIN-20240416124708-20240416154708-00100.warc.gz | 0.94505 | 353 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__74386736 | en | Washington – President Obama says the United States is providing significant humanitarian assistance to the Philippines and is rushing additional relief supplies, equipment and aid in the aftermath of Super Typhoon Haiyan/Yolanda.
Acting U.S. Ambassador Brian Goldbeck, the charge d’affaires at the U.S. Embassy in Manila, issued an immediate disaster declaration and announced he was making available US$100,000 to provide health, water and sanitation support to the Philippines. The Embassy also said a humanitarian assistance survey team was flying to Manila to conduct a full need assessment. A U.S. Agency for international Development (USAID) disaster assistance and response team was preparing to conduct surveys across regions of the country struck by the storm.
About 90 U.S. Marines and sailors flew to the Philippines November 10 from Okinawa as part of an advance assessment team sent to begin providing relief and recovery support, the Pentagon said. The team has requested c-130 cargo planes, MV-22 Osprey Helicopters and other helicopter aircraft, and the navy has sent two P-3 Oriaon surveillance aircrafts.
AGES Aviation Center, Inc. provided full groundhandling service in MNL/RPLL to the US Marines C-130s, the U.S. Air Force C-17s as they did day and night round the clock Humanitarian flights to Tacloban.
AGES likewise became the Hub for the U.S. Marines Citation Ultra (UC-35) and Beachcraft King Air (C-12) as it did daily flights with key personnel – USAID, U.S. Embassy charged’ affaires, USMC Generals to the disaster stricken Tacloban and nearby provinces. | aerospace |
https://airsafeaviation.com/charters/ | 2023-03-31T13:52:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949642.35/warc/CC-MAIN-20230331113819-20230331143819-00339.warc.gz | 0.939017 | 188 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__97874986 | en | SAFETY, EFFICIENCY AND RELIABILITY
AirSafe Aviation has years of experience in providing private jet charter services. It handles private, commercial, cargo, and medical aircraft charters and understands the value of time, flexibility, and privacy. AirSafe Aviation’s clients include private individuals, business owners, and government employees. It also serves the staff of non-governmental organisations who need to respond quickly to crises in remote locations. When you book a private jet charter with AirSafe Aviation, you get hassle-free flying that allows you to focus on your work or simply relax. The company handles all logistics and paperwork.
AirSafe Aviation is proud that so many private jet operators, commercial airlines, and cargo airlines recognise its services’ excellence and dependability. Its most valuable asset is its qualified and professional workforce, which is kept up to date with the industry’s constant evolution. | aerospace |
http://eccobuy.org/2019/07/09/the-spacebok-robotic-from-esa-will-make-its-means-across-the-worlds-of-low-gravity/ | 2019-09-16T23:05:52 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514572964.47/warc/CC-MAIN-20190916220318-20190917002318-00050.warc.gz | 0.940599 | 1,159 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__63661898 | en | The SpaceBok robotic from ESA will make its means across the worlds of low gravity
ESA helps a bunch of Zurich college students take a look at and develop their leaping exploration robotic. Referred to as SpaceBok, the robotic is designed to work on low gravity our bodies such because the Moon or asteroids. It’s primarily based on the idea of "dynamic strolling", one thing that animals on Earth use.
Robots like Spirit, Alternative and Curiosity have completed a fantastic job exploring Mars. However these wheeled autos have their limits: there are locations they merely can’t attain. Because the tiny leaping robotic MASCOT confirmed us on the floor of the Ryugu asteroid, the leaping robots have one thing to supply.
A gaggle of Zurich establishment college students is at the moment growing one of the superior robotic explorers. SpaceBok is a four-legged robotic that’s examined on the ESTEC ESA Technical Middle within the Netherlands. The concept is impressed by the astronauts who went to the moon.
When American astronauts arrived on the moon, they quickly realized that leaping was a pure option to get round. The low gravity makes it an efficient mode of propulsion, a minimum of for our bodies of low mass.
"For the decrease gravity environments of the Moon, Mars or asteroids, such a floor bounce proves to be a really efficient means of getting round."
Hendrik Kolvenbach of the ETH Zurich Robotic Programs Lab
The Zurich pupil crew, headed by PhD pupil Hendrik Kolvenbach of ETH Zurich's Robotic Programs Lab, has been engaged on the RobotBok for a while. Their design relies on animals akin to deer and antelope (Sprinbok) and their pace of motion beneath sure circumstances.
"As an alternative of static strolling, the place a minimum of three legs stay on the bottom always, dynamic strolling permits for paces with full flight phases throughout which all legs stay on the bottom," stated Kolvenbach in a press launch .
Up to now, the development of these kinds of robots was not potential. However technological advances make their growth potential. "Animals use dynamic paces due to their effectiveness, however till just lately, the computing energy and algorithms required for management made it tough to attain on robots," Kolvenbach stated.
SpaceBok being examined beneath simulated lunar gravity. The designers say that SpaceBok might bounce as much as 2 meters (6 ft) in lunar gravity, however that it will want a response wheel to land safely. Picture Credit score: ETH Zurich / ZHAW Zurich
When astronauts landed on the moon, the bounce was an instinctive response to low gravity. Nevertheless it was simpler for them. we people have a pure stability. For robots, this capacity have to be meticulously designed and built-in, very similar to a spaceship.
"The astronauts shifting on the sixth of the gravity of the Moon have adopted the instinctive leap. SpaceBok might probably attain 2m excessive in lunar gravity, though such a top poses new challenges. As soon as out of the bottom, the leg robotic should stabilize to securely descend – it behaves basically like a mini-spaceship at this stage, "stated Alexander Dietsche, a member of the crew.
"So we exploited one of many strategies utilized by a standard satellite tv for pc to regulate its orientation, known as the response wheel. It may be accelerated and slowed all the way down to set off an equal and reverse response in SpaceBok itself, "says Philip Arm, a member of the crew.
Though people and animals can bounce with pure ease, a bounce robotic like SpaceBok has some benefits. It could actually retailer vitality.
"As well as, SpaceBok's legs incorporate springs to retailer vitality throughout touchdown and launch it throughout take-off, which considerably reduces the vitality required to perform these jumps," provides one other crew member, Benjamin Solar.
Despite the fact that the crew thinks that SpaceBok might attain a top of two meters on the Moon, they don’t seem to be there but. To date, they’ve reached heights of 1.three m (four.2 ft) of simulated lunar gravity.
Testing amenities within the Netherlands enable the crew to simulate totally different gravity environments. On asteroids, the robotic can bounce even larger than 2 meters and for longer intervals, however this requires even higher controls to make protected landings.
Throughout testing, the SpaceBok is hooked up to an inclined rail. By various the inclination of the rail, the testers can mimic totally different gravity situations. Picture Credit score: ETH Zurich / ZHAW Zurich
One other take a look at makes use of a particularly flat floor known as the Orbital Robotics Bench for Built-in Know-how (ORBIT). ORBIT can take a look at SpaceBok in two dimensions. Throughout this take a look at, the robotic was positioned on the aspect and hooked up to a floating base. Then, he bounced aspect by aspect on ORBIT, to simulate the extraordinarily low gravity of asteroids.
SpaceBok mounted sideways at ORBIT. By bouncing on the plywood partitions together with his ft, he was in a position to simulate efficiency on extraordinarily low gravity objects, akin to asteroids. Picture Credit score: ETH Zurich / ZHAW Zurich
The exams are good for SpaceBok. However all this can be a flat floor, captive exams beneath laboratory situations. The crew carried out exams on uneven surfaces in ESA's yard, Mars Yard, but it surely requires additional testing and obstacles to beat. A part of this can finally be completed on the skin. | aerospace |
https://www.nrc-cnrc.gc.ca/eng/publications/nrc_pubs/tapping/2015/2015_11_26.html | 2019-03-24T19:44:47 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203491.1/warc/CC-MAIN-20190324190033-20190324212033-00014.warc.gz | 0.962594 | 827 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__25243881 | en | Notes from a meeting
Ken Tapping, 26th November, 2015
I have just returned from a meeting on research into the interaction between the Sun and Earth. What consequences occur here on Earth as a result of things happening on the Sun? Do current scientific results indicate a connection between the Sun, environmental instabilities and climate change? The latest results support a conclusion from earlier studies; what is happening to our climate is not the Sun’s fault. Many issues were discussed at the meeting, but two stand out: one is for us to be a bit proud of and the other has a certain irony, where some scientists have come up with an application for a space environment problem.
In 1946 Arthur Covington, a scientist at NRC in Ottawa, used parts of wartime radar equipment to make Canada’s first radio telescope. His radio telescope was relatively insensitive by modern standards, and the only cosmic radio source it could detect was the Sun, so he and his team started a programme of using the instrument to systematically measure the intensity of the solar radio emission and how it varied over time. Because the radar equipment operated at a wavelength of 10.7 cm, so did the radio telescope.
Entirely fortuitously, this turned out to be the best wavelength for monitoring the Sun’s magnetic activity, which lies at the very foundation of the solar processes that affect the Earth. This led to Covington’s programme being continued to the present day, providing data daily to a world-wide community of industries, government agencies, researchers and others involved in activities that are sensitive to the Sun’s behaviour. It is known internationally as the 10.7-cm solar radio flux, or simply F10.7. Some of the impacts solar activity has on us are short-term, such as power outages and communication blackouts. Others are long-term, such as enhanced corrosion of oil and gas pipelines. As our lives get more dependent on power, communications and transportation infrastructure, our vulnerability to the Sun’s bad behaviour increases too. It was really exciting to see this “Made in Canada” data turning up in many presentations made at last week’s meeting. Over and over again, in meeting presentations our data were described as “of critical importance”.
The other issue concerns space junk: the bits and pieces left in orbit as a result of our activities in space. Since these nuts, bolts, fragments of metal, launcher rockets and dead satellites are all moving at around 30,000 km/h, they pose a severe threat to space operations, one to which we have no solution. We just try to minimize the addition of new junk while hoping the existing stuff eventually comes down into our atmosphere, where it will burn up. The US Air Force is tracking all objects bigger than about 10 cm. Since a ¼-inch nut can destroy a spacecraft this is not entirely reassuring. However, someone has come up with a use for it.
Over recent decades we have come to appreciate the importance of the Earth’s upper atmosphere. Hundreds of kilometres above the ground the air is far too thin to breathe; it is almost a vacuum. However, it is still dense enough to affect satellite orbits, absorb harmful radiation from the Sun and be an important part of the Earth’s climate and weather machine. Unfortunately it is not easy to study. Our F10.7 data can tell us what the Sun is doing to the upper atmosphere, but not in fine detail. To do this we need lots of small satellites that we would track by radar, measuring how the upper atmosphere changes their orbits. At first it was assumed that such a project would be unaffordable due to all the launches required, until someone suggested the satellites were already there, ranging in size and mass – just what was wanted. In short, space junk. This is not a justification for making more of it, but it shows that with imagination we can make use of anything.
Report a problem or mistake on this page
- Date modified: | aerospace |
https://www.discountgolfvacationpackages.com/low-cost-flights-and-affords.html | 2024-04-19T14:19:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817438.43/warc/CC-MAIN-20240419141145-20240419171145-00617.warc.gz | 0.936931 | 300 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__43244375 | en | Flying can get costly so you’ll want to discover aircraft tickets low-cost. Since airfare represents one of the largest points of a trip’s cost, discovering that hidden low-cost flight deal might be just as vital as finding the right destination, the proper tour company, the suitable backpack, or the appropriate place to remain.
Each area has its Low Season (Cheapest Airfares), Shoulder Season (Cheap Airfares) and High Season (Costly Airfares). When you are sitting on a plane, it might be that the passenger next to you paid double for his or her seat compared to what your airfare was.
Search for the most cost effective flights to any airport anyplace on the earth and we’ll enable you discover one of the best offers available. However it is going to shave even more cash off your flight, giving you further to spend at your destination.
Air journey is the quickest and most instances, the most luxurious journey mode. Discovering the perfect and affordable flight is a gorgeous thing, and our Airfare Specialists do just that. Test with the airlines or the journey brokers you shopping for a budget airplane tickets from.
There are various websites for booking flight tickets. Thousands and thousands of travellers depend on us for trusted recommendation and the perfect selection of low cost flights and journey offers. For example, if I fly Singapore Airlines, I can earn United Airlines miles as a result of they are companions. | aerospace |
https://global1entertainmentnews.com/news/james-webb-space-telescope-image-nearby-stellar-nursery/ | 2024-02-23T08:00:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474361.75/warc/CC-MAIN-20240223053503-20240223083503-00092.warc.gz | 0.92884 | 1,037 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__155447936 | en | Marking the one-year anniversary of science observations with the $10 billion James Webb Space Telescope, NASA released a spectacular new image Wednesday showing the closest star-forming region to Earth, a colorfully chaotic tapestry of swirling gas studded with sun-like stars.
The stellar nursery in the Rho Ophiuchi cloud complex features about 50 young stars, all similar to Earth’s sun or smaller.
“The darkest areas are the densest, where thick dust cocoons still-forming protostars,” NASA said in a description of the photo, captured by Webb’s Near Infrared Camera, or NIRCam.
“Huge bipolar jets of molecular hydrogen, represented in red, dominate the image, appearing horizontally across the upper third and vertically on the right. These occur when a star first bursts through its natal envelope of cosmic dust, shooting out a pair of opposing jets into space.”
Webb project scientist Klaus Pontoppidan said the image “allows us to witness a very brief period in the stellar lifecycle with new clarity. Our own sun experienced a phase like this, long ago, and now we have the technology to see the beginning of another star’s story.”
Said NASA Administrator Bill Nelson: “In just one year, the James Webb Space Telescope has transformed humanity’s view of the cosmos, peering into dust clouds and seeing light from faraway corners of the universe for the very first time. Every new image is a new discovery.”
The James Webb Space Telescope was launched atop an Ariane 5 rocket on Christmas Day, 2021, from the European Space Agency’s Kourou, French Guiana, launch site.
It took a month for the telescope to reach its planned parking place a million miles from Earth on the far side of the moon’s orbit — Lagrange Point 2 — where it now circles the sun in gravitational lockstep with Earth, providing the cold, dark environment needed for mission success.
The most complex civilian science probe ever built, Webb was folded up to fit inside the Ariane 5’s nose cone. On the way to Lagrange Point 2, scientists and engineers held their collective breath as the telescope unfurled a complex tennis court-size sunshade to cool the observatory to within 50 degrees of absolute zero.
Six hexagonal side segments of Webb’s 21.3-foot-wide primary mirror then were deployed and the optical system precisely aligned to produce razor-sharp images.
The telescope and its four instruments are optimized to capture light from the first stars and galaxies that began shining in the aftermath of the Big Bang birth of the cosmos, light that has been stretched into the infrared region of the spectrum by the expansion of space itself over the past 13.8 billion years.
That light can’t be seen by current ground-based telescopes or even the iconic Hubble, which was designed primarily to study visible and near-infrared wavelengths. Even so, Hubble has detected galaxies dating back to within a half billion years or so of the Big Bang, earlier than astronomers expected.
Webb was designed to push well past that milestone. If, that is, everything worked exactly as planned.
The telescope’s sheer complexity prompted widespread tension among the astronomical community. But six-and-a-half months after launch, Webb was fully calibrated and operating as designed. NASA was able to release five initial images on July 12, 2022, that clearly demonstrated the enormous power of the most expensive science probe ever built.
In its first year of operation, Webb has looked deeper into space and further back in time than ever before, detecting at least one galaxy that was shining just 390 million years after the Big Bang. It’s a record that likely won’t stand for long with several other candidates awaiting confirmation.
Webb also has spotted the earliest known supermassive black hole powering a quasar that was blazing away 570 million years after the birth of the universe. The discoveries are sending researchers back to the drawing board to understand how galaxies and supermassive black holes could form so “soon” after the the cosmos exploded into existence.
Along with pushing further back in time and space, Webb also has turned its infrared eye on planets in Earth’s solar system, capturing stunning infrared views of Jupiter, Saturn, Uranus and Neptune amid spectroscopic studies helping researchers map out elements and compounds in the atmospheres of planets orbiting other stars.
“On its first anniversary, the James Webb Space Telescope has already delivered upon its promise to unfold the universe, gifting humanity with a breathtaking treasure trove of images and science that will last for decades,” NASA science director Nicola Fox said in a statement.
“Webb has given us a more intricate understanding of galaxies, stars and the atmospheres of planets outside of our solar system than ever before, laying the groundwork for NASA to lead the world in a new era of scientific discovery and the search for habitable worlds.” | aerospace |
https://www.tcpalm.com/story/weather/2016/01/22/airlines-canceling-flights-ahead-of-blizzard/89243312/ | 2022-05-21T18:13:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662540268.46/warc/CC-MAIN-20220521174536-20220521204536-00599.warc.gz | 0.903209 | 138 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__171986888 | en | Airlines canceling flights ahead of blizzard
In anticipation of the blizzard expected to hit the Northeast, the airlines are canceling flights.
Be sure to check your flight's status for the next couple of days before heading to the airport.
All major airlines have issued waivers for travel over the weekend, allowing passengers to rebook onto earlier or later flights to avoid the storms.
The flight tracking site FlightAware estimates airlines will cancel at least 2,000 flights Friday and 3,000 more on Saturday, which are the slowest travel days of the week.
By Sunday afternoon, however, the airlines hope to be back to full schedule. | aerospace |
https://www.uwgoldstarhonorroll.org/service-member/301/bernard-victor-buehler | 2022-11-26T11:51:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446706291.88/warc/CC-MAIN-20221126112341-20221126142341-00145.warc.gz | 0.985716 | 110 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__11439275 | en | Date of Birth
Location of Death
Date of Death
Location of Burial
More About Staff Sergeant Buehler
Sergeant Buehler trained as an airplane mechanic at Keesler Field, MS before he transferred to Laredo, TX where he received the silver wings of a gunner. He also received advanced training as an aeronautical engineer at Briggs field in El Paso, TX before being assigned overseas duty.
Sgt. Buehler was on his 31st mission when he was killed in action. | aerospace |
http://shaleenergyinsider.com/2019/04/22/spacex-capsule-suffers-anomaly-throws-up-large-plumes-of/ | 2019-05-19T12:25:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232254882.18/warc/CC-MAIN-20190519121502-20190519143502-00276.warc.gz | 0.964316 | 610 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__128632721 | en | A mysterious but apparently serious incident occurred Saturday in Cape Canaveral, Florida involving the SpaceX capsule meant to carry American astronauts into space late this year, the private company and NASA announced.
United States aerospace manufacturer SpaceX said earlier in the day that an "anomaly" had occurred during the static fire tests of the abort engines of its crewed Dragon spacecraft, also known as Dragon 2.
SpaceX said the craft was undergoing a "series of engine tests" at a facility in Cape Canaveral, and something went wrong during the final stretch. The capsule suffered an explosion and spewed orange-colored smoke at Cape Canaveral where the capsule was being tested.
It was unclear Saturday night if the mishap would affect that timeline.
In a statement on Twitter, NASA Administrator Jim Bridenstine said, "This is why we test". "We will learn, make the necessary adjustments and safely move forward". The ground test anomaly came from an engine test, specifically the SuperDraco engines which provide power for astronauts to get to safety during an aborted launch.
Lyra McKee: Police release 2 men held over journalist's murder
Ms McKee had been on the scene in the Creggan area of the Northern Irish city as police and rioters clashed in violent attacks. Lyra McKee's murder has prompted a "sea change" in attitudes to dissident republicans in Derry, the PSNI has said.
Blazes and tear gas mark yellow vest protest in Paris
He will now unveil that package on Thursday, though many yellow jackets protesters have already made it clear they expect little. A story of survival has emerged from last week's devastating Notre Dame fire, in the form of nature's hardest workers.
Michael Jordan on Tiger Woods: 'Greatest comeback I've ever seen'
But he did it. "The chance to see ( Tiger Woods ) at that place be able to come back when everybody counted him out". And then you think about the physical. "But you can't answer to what your body has to deal with".
SpaceX planned to rapidly reuse Crew Dragon C201 for an upcoming in-flight abort (IFA) test, in which the spacecraft would be required to successfully escape from Falcon 9 at the point of peak aerodynamic stress (Max Q).
SpaceX already flew an uncrewed Dragon to the International Space Station in March 2019 and was supposed to return to the station sometime in July, this time with humans onboard.
During testing Saturday, the SpaceX Crew Dragon, created to ferry humans between Earth and the International Space Station (ISS), suffered "an anomaly". SpaceX will work with NASA to determine what caused the issue. The company holds a separate cargo contract valued at $3.04 billion for 20 space station resupply flights and another contract for an unspecified amount for at least six additional flights through 2024.
Boeing, which is also developing a craft called the Starliner for the Commercial Crew Program, is not slated to begin uncrewed testing for months. | aerospace |
https://www.euroweeklynews.com/2018/02/01/spanish-companies-work-on-space-balloons/ | 2020-08-15T19:41:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439741154.98/warc/CC-MAIN-20200815184756-20200815214756-00272.warc.gz | 0.946605 | 229 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__187536965 | en | TWO companies in Spain are set to collaborate on a balloon system designed to lift cargo into orbit.
Indra, an IT company and the Barcelona-based Zero 2 Infinity announced the project yesterday. The plan is due to see Indra use its international presence and experience in satellite technology, telecommunications and ground centres to help Zero 2 Inifity’s development.
Zero 2 Infinity has plans to develop Bloostar, a balloon launch system designed to carry 75 kilos into low earth orbit.
Jose Mariano Lopez Urdiales, the CEO and founder of Zero 2 Infinity, told the press hat incorporating Indra’s expertise would be one of the main benefits of the project.
“We are going to be working with them on devising specific applications of high-altitude balloons.
“We will use some of the technology that Indra has so these high-altitude balloons can be used for more purposes,” he said.
The two companies said they aim to reach businesses and research groups seeking to get access to space. They are currently examining potential missions, they added in a statement. | aerospace |
https://exepose.com/2020/06/18/limitless-former-astronaut-kathy-sullivan-explores-the-depths-of-our-oceans/ | 2021-12-08T13:38:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363510.40/warc/CC-MAIN-20211208114112-20211208144112-00596.warc.gz | 0.940166 | 522 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__203554184 | en | Limitless: former astronaut Kathy Sullivan explores the depths of our oceans
Elinor Jones outlines the amazing achievements of astronaut Kathy Sullivan, and what these could mean for the future of exploration
In an endeavour many of us can only aspire to accomplish in our wildest dreams, Dr Kathy Sullivan has recently become the first person to have reached both the heights of space and the depths of the deepest point in our oceans. Having endured extremes we usually hear about in sci-fi films, Sullivan has long been a record-breaker, being the first American woman in space and the first female to travel to the depths of 35,810-feet.
Sullivan has long been a record-breaker, being the first American woman in space and the first female to travel to the depths of 35,810-feet
Over forty years since Dr Sullivan joined the first group of female astronauts at NASA, her long-standing fascination with the oceans led her to venture to the Challenger Deep in the Mariana Trench, 200 miles off Guam. With her experience in space, Sullivan has showcased the similarities between the extreme environments she has put herself through, including the intense pressure placed on her body, and the immense strength of character needed to spend hours on end with only one or two others for company. The Limiting Factor submersible took Sullivan and pilot Victor Vescovo to the Challenger Deep – a region characterised by darkness, extreme pressures and freezing temperatures.
In this privately funded mission investigating a depth at which only simple lifeforms can persist, Sullivan and Vescovo enabled a call between the International Space Station and the Limiting Factor, in what has been called an ‘outer space – inner space communication’. Exhibiting the span of human endeavour, this discussion has been hailed as a once-in-a-lifetime opportunity to share experiences of exploration, including surviving in confined spaces and having experiments performed onboard.
Sullivan and Vescovo enabled a call between the International Space Station and the Limiting Factor
Not only does the expedition highlight the potential for astronauts to explore other extreme, unknown environments, but also recent weeks have seen the scope for privately funded exploration with Elon Musk’s SpaceX highlighting the potential to transform scientific understanding and technology.
We are at an interesting cross-roads in exploration with the prospect of more frequent visits to space and remote environments on Earth. Through Sullivan’s experience of extreme situations we have learnt the importance of understanding the impact of such environments on those who travel there, if we are to push forward in our pursuit of greater information about the currently unknown. | aerospace |
http://www.kktv.com/home/headlines/1213861.html | 2018-05-23T05:01:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794865450.42/warc/CC-MAIN-20180523043959-20180523063959-00311.warc.gz | 0.986843 | 81 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__53054240 | en | Investigators say they'll look at the black box from the American Airlines jet that under-shot a runway at DIA.
They'll also be looking at communication between the pilots and air traffic controllers.
So far, they know visibility was bad at the time and that the pilots were told to make a short, tricky approach to the runway.
The crash happened Sunday.
No one was injured. | aerospace |
https://dailyreadlist.com/article/these-skyborg-drones-and-f-35s-are-epic-53 | 2021-08-06T01:06:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152085.13/warc/CC-MAIN-20210805224801-20210806014801-00078.warc.gz | 0.935459 | 118 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__270129319 | en | The air force lauded the display as evidence of America's overwhelming military might. At least one critic dismissed it as a publicity stunt.
Here's What You Need To Remember: In just a few minutes, the wings launched as many F-35 sorties as they normally do in a full day of routine training.
On Nov. 19, 2018, two U.S. Air Force wings in Utah launched thirty-five F-35 stealth fighters in a short span of time.
The air force lauded the display as evidence of America's...
Read this story at The National Interest | aerospace |
https://www.bayoustateescadrille.org/mission | 2023-10-01T06:19:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510781.66/warc/CC-MAIN-20231001041719-20231001071719-00461.warc.gz | 0.996878 | 118 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__119336224 | en | Devyn Reiley and Zachary Collie were lost in an aviation accident in Oshkosh on July 29th.
Zachary (Zach) Collie was 20 years old and a member of the Central Texas Wing. He had found a love for aviation and was working to earn his A&P and had aspirations of working on and flying warbirds. He loved everything warbird related and was just getting started on his journey in aviation and life. There is no doubt that with more time he would have become a well-known and respected member of the warbird community. | aerospace |
https://newsworld.co/new-spaceplane-virgin-galactic-conducted-the-first-piloted-flight-in-a-rocket-powered/ | 2018-10-19T03:09:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512268.20/warc/CC-MAIN-20181019020142-20181019041642-00251.warc.gz | 0.961965 | 577 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__138244513 | en | The company Virgin Galactic conducted the first successful test flight of the new manned suborbital spaceplane VSS Unity since the terrible tragedy that occurred with the other apparatus in 2014. New spaceplane has reached supersonic speed, and then safely landed at the air and space port in Mojave, where he made his rise through the carrier aircraft Eve.
The carrier raised the spaceplane to a height of 14 173 m above the desert, after which the apparatus was disconnected and launched its jet engine. The duration of the burn engine VSS Unity was only 30 seconds. During this time, the spaceplane operated by two pilots, was able to reach speeds of Mach 1.87 (2231 km/h).
“After stopping a jet engine Unity continued to climb until he reached the threshold of 25 685 m, and then began a gradual decline,” commented chief Executive officer of the company Virgin Galactic George Whitesides.
Shortly after Unity has made a safe landing, followed by carrier aircraft Eve. Unity flight to jet propulsion was the fifth in the history of the SpaceShipTwo class, and the first since the crash of the Spaceship Enterprise on 31 October 2014, in which one pilot died and the second suffered serious injuries.
The company said that the spaceplane has passed a thorough and multiple inspections before was carried out its first manned launch.
Original class spaceplane SpaceShipTwo was built by the American aircraft manufacturer Scaled Composites. In 2016, Virgin Galactic has submitted SpaceShipTwo updated design that formed the basis for the VSS Unity and built by the Spaceship Company company. It is a subsidiary of the Virgin Group. The new unit has tried to provide all the details, to avoid any possibility of a repetition of the tragedy 2014. In addition to VSS Unity the company has also built two additional apparatus which may also be part of the suborbital Virgin Galactic fleet in the near future will carry tourists to the borders of outer space.
In November 2017 Virgin Galactic entrepreneur and billionaire British Richard Branson has sold about 900 tickets the first space tourists. Everyone had to pay for a ticket at $ 250,000.
In commercial flying, when reaching a certain height, the spaceplane will be launched into space to an altitude of about 109 kilometers above the Earth’s surface. After a few minutes of flight the apparatus will gradually get back as the plane.
Most recently, Branson’s company has received significant investment support from Saudi Arabia, invested in Virgin Galactic, the Spaceship Company and Virgin Orbit of one billion dollars. By the time the official announcement, Branson said that Virgin Galactic is close to the target.
“We are only a few months, about the time when Virgin Galactic will begin to send people into space, and Virgin Orbit – launch earth satellites”, — said Branson. | aerospace |
http://www.yellowairplane.com/Models_Famous_People/Wright_Brothers_books_adult.html | 2015-05-27T13:36:10 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207929003.41/warc/CC-MAIN-20150521113209-00298-ip-10-180-206-219.ec2.internal.warc.gz | 0.741188 | 58 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__94950295 | en | here to see some great pictures and read more about Orville Wright's first
to the Stores Front Door to see much more
Here for Wright Brothers Gifts
Here for Wright Brothers Books for Kids
Avitop.com Aviation banner exchange - Join now!
Feedjit Live Blog Stats | aerospace |
http://www.microwavejournal.com/authors/3540-airbus-defence-and-space/articles | 2014-04-16T19:00:29 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609524644.38/warc/CC-MAIN-20140416005204-00378-ip-10-147-4-33.ec2.internal.warc.gz | 0.892459 | 180 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__84424495 | en | - Buyers Guide
Articles by Airbus Defence and Space
Pre-launch preparations for the Sentinel-1A satellite, carrying an Airbus Defence and Space built radar instrument, are in full swing at Europe´s Kourou Spaceport in French Guiana. The satellite will mark a new era of Earth observation.
Airbus Defence and Space has finalised the deployment of the National Security Shield to the Qatar Ministry of Interior and Armed Forces, covering the entire Qatar territorial waters and land border.
Airbus Defence and Space has won a contract with SES for the design and construction of the latest addition to its fleet, the SES-10, which will be stationed over Latin America.
Airbus Defence and Space will provide a secure data services pilot for the Rakel nationwide Swedish radio communications network, which will complement existing public safety radio networks by using multiple commercial broadband mobile networks. | aerospace |
https://agilesales.com/2021/02/16/nasa-wants-to-fly-ingenuity-helicopter-on-mars-for-the-first-time/ | 2024-04-14T15:21:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.72/warc/CC-MAIN-20240414130604-20240414160604-00515.warc.gz | 0.939032 | 731 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__147817422 | en | More than a century after the first powered flight on Earth, NASA intends to prove it’s possible to replicate the feat on another world.
Transported aboard the Mars 2020 spacecraft that arrives at the Red Planet on Thursday, the small Ingenuity helicopter will have several challenges to overcome – the biggest being the rarefied Martian atmosphere, which is just one percent the density of Earth’s.
It might be called a helicopter, but in appearance it’s closer to mini-drones we’ve grown accustomed to seeing in recent years.
Weighing just four pounds (1.8 kilograms), its blades are much larger and spin about five times faster – 2,400 revolutions per minute – than would be required to generate the same amount of lift back on Earth.
It does however get some assistance from Mars, where the gravity is only a third of that on our home planet.
Ingenuity has four feet, a box-like body, and four carbon-fiber blades arranged in two rotors spinning in opposite directions. It comes with two cameras, computers, and navigation sensors.
It’s also equipped with solar cells to recharge its batteries, much of the energy being used for staying warm on cold Martian nights, where temperatures fall to minus 130 degrees Fahrenheit (minus 90 degrees Celsius).
The helicopter is hitching a ride on the belly of the Perseverance rover, which will drop it to the ground once it has landed then drive away.
90 second flights
Up to five flights of gradual difficulty are planned, over a window of one month, within the first few months of the mission.
Ingenuity will fly at altitudes of 10-15 feet (3-5 metres) and travel as far as 160 feet (50 metres) from its starting area and back.
Each flight will last up to a minute and half – compared to the 12 seconds the Wright brothers achieved with the first powered, controlled flight in Kitty Hawk, North Carolina in 1903.
Like the Perseverance rover, Ingenuity is too far away from Earth to be operated using a joystick, and is therefore designed to fly autonomously.
Its onboard computers will work with its sensors and cameras to keep it on a path programmed by its engineers.
But the outcome of these flights will be learned only after they took place.
What’s the goal?
NASA describes Ingenuity’s mission as a “technology demonstration”: a project that seeks to test a new capability together with the astrobiology mission of Perseverance.
If it’s successful, however, it “basically opens up a whole new dimension of exploring Mars,” said Bob Balaram, Ingenuity’s chief engineer.
Future models could offer better vantage points not seen by current orbiters or by slow-moving rovers on the ground, allowing the helicopters to scope out terrain for land-based robots or humans.
They could even help carry light payloads from one site to another – such as the rock and soil samples Perseverance will be collecting in the next phase of the Mars 2020 mission.
Can Realme X7 Pro take on OnePlus Nord? We discussed this on Orbital, our weekly technology podcast, which you can subscribe to via Apple Podcasts, Google Podcasts, or RSS, download the episode, or just hit the play button below.
(Except for the headline, this story has not been edited by NDTV staff and is published from a syndicated feed.) | aerospace |
https://www.scalemodelshop.co.uk/product/vvs-russian-wwii-bomber-colors-set-ammo-mig-jimenez-a-mig-7224 | 2019-08-17T22:38:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027313501.0/warc/CC-MAIN-20190817222907-20190818004907-00163.warc.gz | 0.840461 | 171 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__212590457 | en | VVS Russian Wwii Bomber Colors Set Ammo Mig Jimenez A.MIG-7224
High quality acrylic paint set includes all 4 colors used to accurately apply the camouflage of bombers and ground-attack aircraft of the Soviet Air Force during World War II. With these references, you can accurately depict aircraft such as the Il-4, the Pe-2 and, of course the iconic Il-2 Sturmovik.
Includes the references:
A.MIG-0080 BRIGHT GREEN AMT-4
A.MIG-0235 DARK GREY AMT-12
A.MIG-0251 RUSSIAN BLUE AMT-7
A.MIG-0252 GREY BROWN AMT-1
Only logged in customers who have purchased this product may leave a review. | aerospace |
https://star1.aero/tj/javelin-jet-resurfaces-as-usaf-trainer/ | 2021-09-26T15:29:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057882.56/warc/CC-MAIN-20210926144658-20210926174658-00365.warc.gz | 0.935909 | 404 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__24036040 | en | Remember the ATG Javelin jet from the early-2000s? It was an ambitious plan to create a fighter-like personal jet aircraft, attracted considerable funding but eventually disappeared like so many unlikely aviation projects. Or so we thought…
Now the Javelin has reappeared as the Stavatti Javelin and it has been entered as a possible candidate as an advanced trainer for the US Air Force, as well as being offered to other air forces around the world.
Stavatti Aerospace says the Javelin is a twin-engine, two-seat, high performance military jet trainer and Very Light Fighter (VLF) aircraft, derived from the ATG Javelin Mk-30.
The original ATG Javelin jet being reinvented as an advanced trainer for the US Air Force.
The Javelin project began in 1998 with the formation of Aviation Technology Group (ATG) in Englewood, Colorado. Intended as a $2.95m two-seat civil jet sportplane, the original ATG-1 Javelin mockup was unveiled and displayed at the NBAA convention in 2002.
The prototype Javelin had its maiden flight on 30 September 2005. In December 2007 ATG ceased business operations after failing to raise additional development capital.
Last year, Stavatti Aerospace Ltd was granted a licence to develop, prototype, certify, manufacture, sell, and support the Javelin as an Advanced Jet Trainer (AJT) and VLF from the present owner of the Javelin project’s intellectual property and physical assets.
The Stavatti Javelin retains many exterior characteristics of the original Javelin design but benefits from structural improvements to increase maximum load factor to 9g, more powerful engines, more fuel capacity, increased maximum external warload, a higher maximum takeoff weight and a cockpit designed for the T-X (advanced trainer) mission. Maximum level speed is Mach 1.36. | aerospace |
http://www.dailynewspick.com/index.php?feedIs=https://www.nasa.gov/rss/dyn/educationnews.rss | 2019-12-13T08:33:11 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540551267.14/warc/CC-MAIN-20191213071155-20191213095155-00207.warc.gz | 0.89378 | 250 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__90753766 | en | Scroll down to read. Use the menu above to choose a different RSS feed.
The available RSS feeds are valid news sites that are all considered to be neutral. Nothing leaning too far left, nothing leaning too far right. Plus some fun stuff. Hope you find the page useful.
If you want to know more about how this works, please visit the Tutorial page to learn to make your own RSS reader.
Current feed - Education News
New NASA eBook Reveals Insights of Earth Seen at Night from Space
Earth has many stories to tell, even in the dark of night. Earth at Night, NASA’s new 200-page ebook, is now available online and includes more than 150 images of our planet in darkness as captured from space by Earth-observing satellites and astronauts on the International Space Station over the past 25 years.
NASA Selects Minority-Serving Institutions to Advance Aerospace Manufacturing
The Minority University Research and Education Project (MUREP) of NASA’s Office of STEM Engagement is partnering with the agency’s Aeronautics Research Mission Directorate to provide students at minority-serving institutions the education and experience needed to help address manufacturing needs in the U.S. aerospace sector. | aerospace |
Subsets and Splits
No community queries yet
The top public SQL queries from the community will appear here once available.