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http://www.mro-network.com/maintenance-repair-overhaul/easyjet-and-lufthansa-technik-partner-london-gatwick | 2018-01-20T09:16:00 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889542.47/warc/CC-MAIN-20180120083038-20180120103038-00610.warc.gz | 0.925913 | 266 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__34856113 | en | LCC EasyJet opened its first maintenance facility at London Gatwick Airport, and has confirmed a five-year agreement with Lufthansa Technik for maintenance services at the hangar.
Lufthansa Technik Maintenance International (LTMI), the German MRO’s support division for third-party overseas customers, will carry out light base maintenance and aircraft on ground (AOG) hangar support for EasyJet’s fleet of A319 and A320 aircraft.
Work on the aircraft--Lufthansa Technik’s first UK-based hangar operations--began recently. About 60 mechanics are based on-site at the 5,400m2 two bay facility, performing two checks per night.
The services eventually will be extended to the A320neo aircraft, which EasyJet expects to join its fleet between 2018 and 2021. EasyJet signed a deal to buy 100 A320neos from Airbus at the 2013 Paris Air Show, and committed to an additional 30 of the narrowbody jets in November 2015.
The new agreement builds on existing cooperations between the parties, with Lufthansa Technik providing services for Easyjet at Milan Malpensa and Berlin Schoenefeld airports.
Construction of the new hangar started in November 2015. | aerospace |
https://www.assistaviation.com/paramotor-gliders/ | 2023-02-02T18:31:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500035.14/warc/CC-MAIN-20230202165041-20230202195041-00396.warc.gz | 0.864034 | 521 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__273138105 | en | The first worldwide PPG 100% Carbon:
- Ultra light and resistant
- Ultra thin and safe
The PLUMA paramotor is the first 100% full carbon paramotor ever made with the aerospace technology (pre-preg carbon and autoclave). All combined, the chassis, mobile arms and complete propeller cage weigh only 5.85 lbs (2.6 kg)!
The PLUMA paramotor arms were tested at 15G with 275-pound (125kg) pilot, reaching a strength-to-weight ratio greater than 262 lbs per ounce (4.2 kg per gram) – unrivaled on the market! Test certified by the German organization EARP. The PLUMA’s high-performance carbon fiber, pre-impregnated and processed in autoclave, is a guarantee of quality and strength and holds a worldwide patent.
The Pluma’s chassis consists of two parts, which in case of shock, absorb energy and protect the pilot, the propeller and the motor. For the most demanding, increase the safety of your Pluma with Airbag, Bumper and Parachute options.
100% pure sensation
The comfort tubes together with the swing arm bars enable a slight gap between the harness and the chassis, eliminating all vibration. Thanks to the 3D system, as used in Formula 1 racing, change your position : from comfort to dynamic and sporty. And enjoy pure moments of sport and thrill
8.1 80CC / Tiger 160CC / EOLE 135CC
The Primus paramotor is 4 lbs / 2 kg lighter than the previous design. Closer to the pilot and with a center of gravity similar to that of the Pluma, it brings comfort to flight and carrying.
The Primus paramotor is the Pluma’s little brother. Transform simply your Primus into a Pluma thanks to the compatible peripherals, such as the seat, cage, carbon base.
2 Flight modes
With it’s exclusive 3D system, the Pluma paramotor can be piloted either in bridled mode, perfect for beginners, or in unbridled mode for more sensations for experienced pilots.
The Primus paramotor is made of a seat with comfort tubes that eliminate vibrations and allow for an optimized propeller plane and seat-chassis solidarit | aerospace |
https://www.basinsradio.com/2017/05/05/russians-planes-get-a-bit-too-cozy-near-alaska/ | 2021-01-27T13:16:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704824728.92/warc/CC-MAIN-20210127121330-20210127151330-00363.warc.gz | 0.92685 | 103 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__154240703 | en | Russians Planes Get A Bit Too Cozy Near Alaska
Written by broebling on May 5, 2017
A group of Russian bombers and Su-35 jets intercepted by US Air Force off the coast of Alaska.
The four planes, which were intercepted off the west coast off Alaska, were maneuvering in a “safe and professional” manner, North American Aerospace Defense Command (NORAD) spokesperson Capt. Ashleigh Peck stated.
Image credit: Kosorukov Dmitry / Shutterstock.com | aerospace |
http://wam.ae/en/details/1395302598275 | 2018-06-25T15:28:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267868135.87/warc/CC-MAIN-20180625150537-20180625170537-00047.warc.gz | 0.904825 | 444 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__127707544 | en | Fri 17-02-2017 15:35 PM
ABU DHABI, 17th February, 2017 (WAM)-- US-based leading global security company Northrop Grumman Corporation will showcase its global security capabilities, including C4ISR (Command, Control, Communications, Computers, Intelligence, Surveillance and Reconnaissance), cyber security and logistics systems at the International Defence Exhibition and Conference (IDEX) 2017, to be held from 19th-23rd February at the Abu Dhabi National Exhibition Centre.
Northrop Grumman provides innovative systems, products and solutions in autonomous systems, cyber, C4ISR, strike, and logistics and modernisation to customers worldwide.
"Exhibiting at IDEX is an opportunity to demonstrate our market-leading security technologies, reaffirm our unwavering commitment to our partners in the region, build new relationships, and highlight our expertise providing the innovation required to meet the region’s critical security challenges, Walid Abukhaled, chief executive, Northrop Grumman Middle East in an emailed press release.
Northrop Grumman’s exhibit will include its wide range of exportable global security capabilities, including C4ISR end-to-end mission solutions and a full spectrum of cyber and logistics capabilities. It will feature the company’s industry-leading radar technologies including advanced fire control radar systems that upgrade fourth generation fighters by extending the life of the aircraft and increasing operational capability; the APR-39D(V)2 radar warning receiving/electronic warfare management system; and ground-based radars.
Northrop Grumman’s upgraded helicopter cockpit, which is derived from the U.S. Army’s UH-60V Black Hawk Programme, will also be featured at IDEX. This solution allows customers to have an affordable, highly digital, integrated suite of avionics equipment.
The company will also highlight its Citadel Enterprise Battle Command System, which delivers an integrated C4I system to execute effective air and missile defence. The Citadel is built on a modern, open system using commercial standards that enable affordable systems integration of current force and future air and missile defence systems. | aerospace |
https://t2l2.cnes.fr/en/ground-segment-0 | 2022-08-13T12:01:56 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571950.76/warc/CC-MAIN-20220813111851-20220813141851-00686.warc.gz | 0.905332 | 381 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__141574298 | en | The T2L2 ground segment operates the onboard instrument, processes the data received and distributes the scientific data.
It is made up of two bodies:
- The Instrument Mission Centre (CMI), hosted and staffed by CNES, which oversees the instrument's routine operations, manages the interfaces with the Jason-2 ground segment (transmitting commands and receiving telemetry data) and provides Level 0 data processing.
- The Scientific Mission Centre (CMS), organized by the OCA, which exploits the scientific data (setting up specific procedures where automatic processing is not possible) and develops scientific products.
The T2L2 ground segment interfaces with:
- The Jason-2 ground segment: T2L2 continues the policy adopted for passenger experiments: the T2L2 ground segment interfaces only with the SSALTO multi-mission ground segment, meaning that there are no real-time interface constraints. SSALTO provides T2L2 with telemetry data, attitude and precise orbit computation, the command log and other operational information. In return, T2L2 provides SSALTO with command files and operational data.
- The participating laser station: the laser ranging stations are all members of the International Laser Ranging Service (ILRS). They will be notified and kept informed of T2L2 activities through the ILRS. Stations wishing to play a role in the T2L2 mission will then contact the T2L2 working group directly.
The ground segment of the T2L2 mission will
work with the laser ranging stations of the ILRS.
Several of these have already replied favourably
to the call to participate in the T2L2 mission on Jason-2.
Scientific data will be exploited by the T2L2 user community which forms the T2L2 working group, chaired by the Principal Investigator. | aerospace |
https://www.israel21c.org/pentagon-to-manufacture-israeli-developed-rockwell-elbit-pilot-helmet/ | 2018-11-18T18:53:03 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039744561.78/warc/CC-MAIN-20181118180446-20181118202446-00174.warc.gz | 0.92396 | 281 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__146026454 | en | The Pentagon has announced that it will manufacture a pilot helmet for F-35 fighter jets co-developed by Rockwell Collins avionics manufacturer and Israel’s defense electronics company Elbit Systems.
The Gen 3 helmet will include an improved night vision camera, new liquid-crystal displays, automated alignment and software improvements. It is to be introduced to the fleet in 2016.
The Rockwell Collins Elbit Systems of America Vision Systems team also developed the Gen 2 helmet that F-35 pilots currently use.
“We appreciate the confidence and support of the F-35 Joint Program Office and Lockheed Martin leading to this decision,” Bezhalel (Butzi) Machlis, President and CEO of Elbit Systems, said in a statement. “The F-35 HMDS leverages tremendous innovation, technology base and experience gained by Elbit Systems and Rockwell Collins through nearly two decades of collaborating in development, production and fielding of thousands of advanced helmets for fighter aircraft. Elbit Systems is committed to the success of the F-35 program, providing the warfighter with an effective and affordable 5th generation fighter helmet mounted display solution.”
Kelly Ortberg, Chief Executive Officer and President, Rockwell Collins said in a statement: “We’re looking forward to the continued development and production of the third generation F-35 HMDS.” | aerospace |
https://actura.com.au/in-focusad-astra-rocket-company/ | 2022-08-10T11:17:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571153.86/warc/CC-MAIN-20220810100712-20220810130712-00503.warc.gz | 0.914134 | 468 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__76162373 | en | Participants in Senior Space School this December are fortunate to be visiting one of the world’s leading spaceflight technology companies, Ad Astra Rocket Company.
Ad Astra, founded by physicist and former NASA Astronaut Dr Franklin Chang Diaz, is at the forefront of rocket research and development with its Viable Specific Impulse Magnetoplasma Rocket (VASIMR®) engine. Dr Diaz invented the VASIMR® concept and has been working on its development since 1979.
A student at one of our recent information evenings asked our presenters how plasma technology works. They didn’t have an answer on hand, but we’ve done a little research, so here’s your answer:
The most common current form of rocket propulsion is chemical propulsion which uses a highly explosive chemical reaction inside the rocket to force fuel mass downward and the rocket upward.
Plasma rocket propulsion is a form of electric propulsion. Existing electric rockets use electrical power to accelerate propellant out the back of the engine. While standard electric propulsion has far greater propellant exhaust speed and therefore better efficiency than chemical propulsion, it can only be used in space due to its lower level of thrust. In other words it can’t be used to launch a rocket from Earth.
There are several variations of plasma propulsion, but generally, plasma propulsion technology works on the basis of some kind of force acting on plasma to generate thrust.
Ad Astra’s VASIMR® engine employs plasma technology in a new way that can generate a larger amount of thrust but can also more widely vary its thrust, making it useful in a variety of applications in space and between Earth and space.
The VASIMR® engine uses radio waves to ionize and heat a gas – such as argon, xenon, or hydrogen – to result in superheated plasma. Magnetic fields then accelerate the plasma, converting the ions’ orbital motion into linear momentum in ion speeds around 180,000km/hr, thereby generating thrust.
A projected 200 megawatt VASIMR® engine has the potential to cut travel time from Earth to Mars from 8 months down to 39 days.
Watch here Dr Franklin Chang Diaz at the International Space Development Conference discuss the VASIMR® engine. | aerospace |
https://www.sda.mil/sda-rfp-seeks-industry-proposals-for-launch-services/ | 2024-03-03T20:03:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476397.24/warc/CC-MAIN-20240303174631-20240303204631-00854.warc.gz | 0.935878 | 117 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__191115964 | en | Response Date: November 9, 2020
SDA posted a Request for Proposal (RFP) for launch services to deliver its Transport and Tracking Tranche 0 capabilities to orbit. The scope of the RFP includes delivery of up to 28 spacecraft– SDA’s initial Transport and Tracking satellites. The launch requires delivery to two circular 950 km near-polar orbits, with the first launch expected in September 2022. Upon award, the launch services contractor will work with SDA satellite providers on payload integration with the launch vehicle(s) and will lead the mission integration activities. | aerospace |
http://www.midlandsairambulance.com/news-and-events/news-stories/charity-reaches-milestone-with-darkness-operations | 2018-12-16T20:45:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827992.73/warc/CC-MAIN-20181216191351-20181216213351-00369.warc.gz | 0.964723 | 625 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__33417948 | en | Charity Reaches Milestone With ‘Darkness’ Operations
Thanks to the continued support and generosity of the public, Midlands Air Ambulance Charity has been able to extend its life saving service into the hours of darkness for the first time.
For over 23 years, the charity has been at the heart of HEMS (Helicopter Emergency Medical Service) operations throughout the Midlands, covering a larger area than any other service of its kind in the country, and serving approximately six million people.
Up until September 2014, however, the charity has been operational during 14 hours of daylight in the summer months and just ten in the winter, with its three aircraft carrying out up to eight missions per day across the region.
Now, thanks to generous donations from local individuals, communities and businesses, and the research into the extended demand for the service, the charity will be operational for a 14 hour day throughout the year, transporting patients between lit helipads to the area’s specialist trauma hospitals in the hours of darkness.
Since the first night time patient flight of its kind since September 2014, the charity has already completed 38* patient transfers where the aircraft have been on a mission after official sunset, 32 per cent of the flights were undertaken by the RAF Cosford-based helicopter, which predominantly covers the Shropshire and West Midlands area.
Air operations manager Becky Tinsley commented that this latest, unique milestone was another step towards providing an operational service throughout the night. She says: “As well as providing crucial HEMS support throughout the day, being able to fly between lit hospital helipads within our extended operating hours throughout the year is significant for the Midlands Air Ambulance Charity. This has only been possible due to the tremendous support we receive from the public, and the hospitals that have provided lit helipad landing sites, but there is still a long way to go in improving the lit helipad network across the region.
“After considerable clinical and operational research into the increasing demand for the service, we have invested a portion of the public’s donations to make this possible and we are delighted to have seen such a benefit so quickly.
“Undertaking full air ambulance missions at night is part of our strategic plan but we cannot achieve this goal without further aircrew training, equipment and a more robust lit helipad network, which is why the continued support of the public is required, now more than ever.”
Becky added that with the potential to account for over 100 missions throughout the year, the extended operational hours would continue to help the charity make a crucial difference to entire Midlands region.
She said: “A patient’s chances of recovery are proven to be dramatically increased if they are able to receive urgent medical attention within 60 minutes of injury or sooner, which is known as the golden hour.
“Our mission is to help ensure that as many people as possible receive treatment and being able to transport patients in a way never before possible during the hours of darkness is absolutely vital.” | aerospace |
https://www.iomtoday.co.im/news/six-flight-cancellations-due-to-uk-atc-system-failure-635375 | 2023-12-07T17:51:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100677.45/warc/CC-MAIN-20231207153748-20231207183748-00482.warc.gz | 0.994105 | 116 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__2114726 | en | A failure in a key UK Air Traffic Control system caused a number of flight cancellations and delays across the UK.
Below are the flight statistics from the Isle of Man Airport, however, it only publishes the statistics for outbound flights.
Of the 17 scheduled flights from the island, six were cancelled.
There were six which were delayed, with five of these delayed being over one hour.
The remaining five were on-time.
The airport said: 'Yesterday was due to be a peak day, however flights were disrupted by the UK ATC system failure. | aerospace |
https://ans.kz/en/news/article/35773 | 2024-04-17T21:44:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817181.55/warc/CC-MAIN-20240417204934-20240417234934-00190.warc.gz | 0.933248 | 429 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__65148247 | en | The first CEO summit of air navigation bodies of Azerbaijan, Türkiye, and Central Asian countries is taking place in Baku under the auspices of CANSO
Created on 24.01.2024 14:45
From January 23 to 25, the first CEO summit of air navigation bodies of Azerbaijan, Türkiye, and Central Asian countries (Kazakhstan, Kyrgyzstan, Uzbekistan, Tajikistan, and Turkmenistan) is taking place in Baku under the auspices of CANSO. This event is jointly organized by the Ministry of Digital Development and Transport of Azerbaijan and Azerbaijan Airlines CJSC.
The delegation of the RSE “Kazaeronavigatsiya”, headed by General Director Nurzhan Akhmetov, takes part in such a significant event for the air navigation industry.
During the meeting on January 24, notable addresses were given by key figures such as Mr. Simon Hocquard, Director General of CANSO, Mr. Rahman Hummatov, Deputy Minister of Digital Development and Transport of Azerbaijan, Mr. Enver Iskurt, Deputy Minister of Transport and Infrastructure of Türkiye, Mr. Samir Rzayev, Acting President of Azerbaijan Airlines CJSC, and other leaders from aviation bodies and air navigation services.
During the summit, the participants discussed the development and management of air traffic in the region. As a result of the discussions, decisions were made to improve the safety and efficiency of flights and joint activities.
Air navigation service providers play a crucial role in the aviation industry. They are responsible for ensuring flight safety, developing air transport corridors in the region, and organizing transit flows through the countries' airspace. They also contribute to the global air transportation chain, enhancing flight efficiency, promoting sustainable development, and mitigating environmental impact.
As part of the summit program, the participants will be introduced to the activities of Azeraeronavigation (AZANS) Air Traffic Control Department, as well as new technologies and measures ensuring air transportation safety in the region. | aerospace |
https://brokernewswire.com/boeing-plans-for-more-layoffs-in-washington-state/ | 2021-07-31T19:33:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154099.21/warc/CC-MAIN-20210731172305-20210731202305-00577.warc.gz | 0.978997 | 332 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__119173247 | en | On August 24, 2017, Boeing notified Washington State officials that it would soon be laying off workers in the Puget Sound area. This is not the first time Boeing has laid off workers in the area. In July of 2016, Boeing made plans to lay off 211 employees in Washington state. The Chicago-based aerospace and defense company eliminated IT positions at the time. Simultaneously, the company laid off IT workers in other states. 11 workers were impacted in Texas, but the majority of layoffs targeted Washington.
On May 8, 2017, Boeing announced it would be laying off 580 workers at the Puget Sound facility. According to the WARN notification, those layoffs were initiated on June 23, 2017. A few days later on May 23, 2017, Boeing submitted another WARN notification informing Washington officials that it would be laying off 337 workers. Those workers were let go starting on July 21, 2017.
On June 30, 2017, Boeing informed Washington that it would be laying off 89 workers at its Puget Sound operations. Those workers are expected to be let go starting on August 25, 2017. Washington officials received another WARN notice from the company on July 27, 2017. At that time, Boeing announced another round of layoffs. This time, 220 workers would be impacted with the layoffs starting on September 22, 2017.
On August 24, 2017, Boeing submitted yet another WARN notice with Washington. This time, the company will eliminate 74 jobs permanently. The layoffs in the Puget Sound area are expected to begin on October 20, 2017. Since May of this year, Boeing has announced at least 1,300 job layoffs in Puget Sound, Washington. | aerospace |
https://hackaday.io/project/185618-3d-printed-flying-wing-fpv-drone | 2023-02-06T16:03:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500356.92/warc/CC-MAIN-20230206145603-20230206175603-00807.warc.gz | 0.9081 | 96 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__302910053 | en | In this project, the objective was to build a FPV flying wing with over 700mm wingspan that could be printed under 24 hours at 0.2mm layer height and is easily Assembled. The drone comprise of only 8 parts. You do not need a flight controller or anything else to run FPV on this model.
3D Printed Parts
-2 Wing Tips | aerospace |
http://www.ketknbc.com/print/node/38474 | 2014-10-26T01:27:37 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414119653628.45/warc/CC-MAIN-20141024030053-00169-ip-10-16-133-185.ec2.internal.warc.gz | 0.965389 | 161 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__26463993 | en | CAPE CANAVERAL, Fla. — The six astronauts on Discovery's final flight are making space shuttle history. One never expected to be on board.
Astronaut Stephen Bowen was added to the crew just last month, replacing lead spacewalker Timothy Kopra, who was hurt in a bicycle wreck. There's never been a shuttle crew shake-up so close to flight.
Kopra helped train Bowen for a pair of spacewalks at the International Space Station.
"We're all disappointed that he's not going to be here," said commander Steven Lindsey. But if it wasn't for Kopra's assistance, "we couldn't have pulled this off in four weeks of training."
Discovery's all-veteran crew includes two former space station residents. | aerospace |
https://www.molicel.com/announcement/archer-selects-molicel-to-supply-battery-cells-for-midnighttm/ | 2023-10-04T00:59:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511284.37/warc/CC-MAIN-20231003224357-20231004014357-00268.warc.gz | 0.943074 | 1,099 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__92517820 | en | - As a world-class manufacturer of high-performance, superior quality rechargeable lithium-ion battery cells, Molicel brings over 40 years of manufacturing and supply chain experience to Archer’s growing list of suppliers
- The selection of Molicel represents another important step towards Archer’s goal of developing the supply base necessary to allow it to manufacture Midnight reliably and at scale.
SANTA CLARA, USA & TAIPEI, TAIWAN, November 16, 2022 – Archer Aviation Inc. (NYSE: ACHR), a leader in electric vertical takeoff and landing (eVTOL) aircraft, and E-One Moli Energy Corp. (Molicel), an industry-leading supplier of lithium-ion battery cells, today announced they have entered into a memorandum of understanding for Molicel to manufacture and supply the battery cells for Archer’s production electric vertical takeoff and landing (eVTOL) aircraft, Midnight.
Archer is focused on building an aircraft tailored to the needs of intra-city travel, optimizing its Midnight aircraft to perform back-to-back short distance flights of about 20 miles with approximately 10-minute charging cycles in-between. Batteries are an important consideration in achieving Midnight’s desired payload, range and charging time. The ability to operate eVTOL aircraft in dense, urban environments requires state-of-the-art, reliable battery cells that can deliver high power, low impedance and fast charging capabilities.
Molicel’s advanced battery technology and fast growing production capacity make them an ideal partner for Archer as it continues on its ramp to commercialization. Last year, Molicel announced plans to establish its first Gigafactory in Taiwan, which is scheduled to ramp up production in 2023. The facility will have the capacity to produce 1.8 gigawatt-hours (GWh) of battery capacity annually. Molicel’s high-performance cells also offer a significant cycle life when utilized in Archer’s battery pack and, as a result, reduce the long-term operating cost for its Midnight production aircraft. Partnering with a world-class battery supplier that can reliably manufacture cells at scale, allows Archer to reduce its certification risk, as well as its development timelines and costs.
“Molicel understands that safety and reliability are paramount but that we still must ensure we are living up to our shared values of social responsibility and sustainability,” said Adam Goldstein, Archer’s CEO. “We’re proud to leverage Molicel’s 40+ years of high volume manufacturing experience in the battery industry to deliver on the promise of the electrification of the aviation industry and further Archer’s mission to unlock the skies – freeing everyone to reimagine how they move and spend time.”
With this relationship with Molicel, Archer continues its push towards commercialization. Archer now has more than 64% of its suppliers for its bill-of-materials selected, including many global leaders in the design, development and manufacturing of aircraft components.
“Molicel is devoted to work as battery cells’ key partner for leading players in eVTOL application. By the collaboration with Archer today, it shows a good model that our high performance power cell technology, state-of-the-art commercial production capabilities and expansion plans are key values that we add on to partners. We hope to see the great impact that Midnight will introduce to the marketplace technology wise, safety wise and most importantly, to prove a profitable business model which a new technology can offer to the world while being sustainable and responsible for the environment. “Said Casey Shiue, President of Molicel.
Molicel’s 40 years of industry leading experience in the battery industry, as well as its fast growing production capacity, were decisive factors in Archer’s decision to select Molicel to supply batteries for Midnight. Molicel focuses on demanding, high-performance applications of its batteries, with its technology already in use across space, advanced automotive and power tool applications.
Archer is designing and developing electric vertical takeoff and landing aircraft for use in urban air mobility networks. Archer’s mission is to unlock the skies, freeing everyone to reimagine how they move and spend time. Archer’s team is based in Santa Clara, CA. To learn more, visit www.archer.com.
With over 40 years’ rechargeable lithium-ion knowhow and innovative technology research and development, MOLICEL® is famous for its excellent power density product which presents high discharge and fast charge capability balanced with good energy density. The company has been recognized as the first choice for world leading makers in applications such as sports car/motorcycle, VTOL, aerospace and heavy-duty tools. MOLICEL®’s R&D and engineers hold core competences in material research, cell design and advanced manufacturing along with testing capability. These four cornerstones make this medium size but tech-leading cell maker stands in a very competitive position in the market. MOLICEL® belongs to the energy business of Taiwan Cement Corporation (TCC). TCC is the first listing company in Taiwan stock market. The group has business units in the field of power plant, renewable energy and BESS. | aerospace |
https://investeringarypidyrf.netlify.app/55752/73417 | 2024-04-24T08:28:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819089.82/warc/CC-MAIN-20240424080812-20240424110812-00316.warc.gz | 0.785782 | 1,585 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__181412980 | en | Drönare – foton, royaltyfria bilder, grafik, vektorer och videor
It was created to help you determine the safety of any airspace before you fly. The Flight Restriction Zone consists of the following three elements: - A zone with the same dimensions as the Aerodrome Traffic Zone: A 2 or 2.5 nautical mile Click here to find out where you can fly your unmanned aircraft The shaded areas of the map show the no-fly zones that users are not allowed to operate their No Fly Zone Map Unmanned Aerial Vehicles (UAV) or Unmanned Aircraft Systems (UAS) near SEA Airport. UAV Flights are prohibited in Class B Airspace. UAS Airspace Restrictions Map. This map enables UA operators to remain clear of airspace restrictions, and to find out how to obtain permission to fly within them. Download AirMap for Drones and enjoy it on your iPhone, iPad, and iPod touch. Fixed bug with map panning happened to this app because before it was amazing and had everything you could possibly need to fly, but now nothing seems& The interactive RPAS map (RPAS stands for Remotely Piloted Aircraft The map can also be viewed in the Swiss Map Mobile app. Preview Drone map.
How to use FAA UAS Facility Maps Simply type in the address where you want to fly in the search bar. For this example, we will use Dallas, TX see the Green and Red Grids. Green means LAANC instant authorization is available thru Skyward, Airmap, Kittyhawk, etc. Dim: No information or there are no characterized or appropriate UAV laws. Obviously, not all drone controls fit conveniently into these classifications so please don't hesitate to remark in the event that you have any inquiries – and in numerous nations, the law may state a certain something, however explorers encounter another. The popularity of drones is climbing quickly among companies, governments and citizens alike. But the rules surrounding where, when and why you can fly an unmanned aerial vehicle aren’t very clear.
airmap for drones Fly Safely with Instant Access to Airspace Services Enhance every phase of flight with situational awareness, flight planning, and authorization services purpose-built for UAS operators on Web, iOS, and Android. Dim: No information or there are no characterized or appropriate UAV laws.
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Udi Goldwasser och Eldad ska, i Iran producerade C 802-sjömålsrobotar, samt UAV:er av typ Ababil.16. Efter den Simple and Fast!
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Animate the 3-D flight by setting the camera position.
Know before you fly! · Do not operate a drone within the RESTRICTED zones found on the interactive map below. · Comply with the altitudes restrictions found on
Drone mapping is already becoming a powerful “tool” to create 2d maps and 3d models that deliver extreme value for many types of companies from surveying,
There is a 5km flight restriction zone around Gatwick and it is illegal to fly any unauthorised drones within this area.
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Green areas: Airspace around airports. Red areas: Densely Inhabited Districts (DID). Yellow areas (black frame line): Important Aviamaps is modernizing general aviation with an unique near real-time aviation map platform and easy-to-use flight planning tools. Click here to find out where you can fly your unmanned aircraft The shaded areas of the map show the no-fly zones that users are not allowed to operate their UAS no-fly areas - Directory of information resources. This is part of. Unmanned aircraft systems.
3D Maps And Models
UAV BIRDIE will start and land vertically just like a multirotor and fly – like a fixed wing. Adjust your UAV BIRDIE to your needs, whenever you wish to. 2 in 1 drone - decide whether to use BIRDIE classic or with VTOL extension modules
Find images of Uav. Free for commercial use No attribution required High quality Drone Fly F. 12 3 0. Drone Uav Quadrocopter. 17 2 20.
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En effet, le critère lié à la zone d'attraction a pour objectif la prévention des Developing Google Areal Images Using Fly: Abdulmajeed Wael: Amazon.se: Books. The basic idea of this book is to use the UAV in civil Application. with Google satellite image since the Google map has old images for free edition . Per sida. Sortera. Placering, Produktnamn, Pris.
na potrzeby planowania, projektowania, nadzoru budowlanego oraz analiz i obliczeń przestrzennych. Ortofotomapy, fotomapy. Find local businesses, view maps and get driving directions in Google Maps. The UAV Terminal is a powerful tool where you can: See all friendly UAVs nearby. Create a connection between your terminal and non-controlled UAVs: use [Sec. Mouse Btn.] on UAV. See basic information about the connected UAV. See camera output from the connected UAV. Set tasks/waypoints for the connected UAV: [Left Ctrl+Prim. Mouse Btn.] in map.
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Buy Hover - Drone and UAV News, no-fly zone maps, and weather!: Read Apps & Games Reviews - Amazon.com. Simulate an unmanned aerial vehicle (UAV) flight using synchronized geographic axes and a geographic globe. Know before you fly! · Do not operate a drone within the RESTRICTED zones found on the interactive map below. · Comply with the altitudes restrictions found on Drone mapping is already becoming a powerful “tool” to create 2d maps and 3d models that deliver extreme value for many types of companies from surveying, There is a 5km flight restriction zone around Gatwick and it is illegal to fly any unauthorised drones within this area.
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Drönare Stockholm Arlanda Airport - Swedavia
These will now undergo a serious overhaul to get more flight-hours out of them, there is always a risk that the countries in the grey zone, Finland and Sweden, for better close-range defence against small targets such as small craft, drones, On-the-fly. Används här om UAV. Unmanned Aerial Vehicle. En av flera benämningar på obemannat Web Map Service. Standard för handlingar och inte försöker fly. En person som närmar mannade flygfarkoster (sk UAV) med di- rektsändande Map reference point. | aerospace |
http://www.visitmammoth.com/listings/Mammoth-Balloon-Adventure/569/0/ | 2014-04-21T07:05:25 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609539665.16/warc/CC-MAIN-20140416005219-00393-ip-10-147-4-33.ec2.internal.warc.gz | 0.8558 | 132 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__187528336 | en | Mammoth Balloon Adventures offers hot-air balloon rides that take you for a float around the Mammoth Lakes, Crowley Lake and Bishop areas of the Eastern Sierra.
A once in a lifetime Sierra Sunrise hot air balloon flight adventure. Brunch available upon request. 4-WD jeep ride ground transport in summer or snowmobile in winter, inflation and deflation of an eight story tall balloon system, flight certificates, sparkling cider "balloonist toast", color ballooning post cards, cloisonné ballooning pins, a three hour outdoor adventure.
It is a true mountain flight experience - unlike any other ride.
Family and Group discounts available. | aerospace |
http://puzzlephotos.blogspot.com/2005/06/ | 2017-04-26T08:04:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121216.64/warc/CC-MAIN-20170423031201-00443-ip-10-145-167-34.ec2.internal.warc.gz | 0.970129 | 77 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__204527117 | en | 389. I don't own this one, the photo was taken at a local flight museum.
390. 1" tall, both ends look the same
391. Another one from the flight museum.
392. 6-1/4" long
393. This photo was also emailed to me, by someone wanting to know if this cutting tool is for a particular purpose. | aerospace |
http://www.aviationbrief.com/airline-routes-122/ | 2016-08-26T08:39:44 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982295383.20/warc/CC-MAIN-20160823195815-00205-ip-10-153-172-175.ec2.internal.warc.gz | 0.806694 | 272 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__148865113 | en | Published: August 18, 2012
Frontier Airlines will launch 3X-weekly Denver-Fargo Airbus A319 service Nov. 16.
Air Berlin (AB) and Finnair (AY) have extended a codeshare under which AB will place its code on AY flights from Helsinki to Tallinn, Turku, Tampere and Oulu. AY will place its code on AB flights from Oslo Gardermoen, Gothenburg, Stockholm and Copenhagen to Berlin (BER) and from CPH to Dusseldorf (DUS) Oct. 28. AY is also adding its code to AB-operated daily flights from DUS and BER to Abu Dhabi.
Thai Smile will launch daily Bangkok-Hyderabad Airbus A320 service next month.
Singapore Airlines Cargo launched weekly Singapore (SIN)-Hong Kong-Anchorage-Dallas (DFW)-Sao Paulo-DFW-Brussels-Sharjah-SIN cargo service, increasing to 2X-weekly this fall.
Spirit Airlines will launch daily Los Cabos-San Diego-Dallas (DFW) service Nov. 8, increasing to 4X-weekly June 13, 2013. It will also launch 3X-weekly Cancun-DFW service April 25, increasing to daily June 13, 2013. | aerospace |
https://pakistannewsindex.com/general/pia-starts-quetta-kandahar-flight/ | 2021-01-27T21:53:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704833804.93/warc/CC-MAIN-20210127214413-20210128004413-00285.warc.gz | 0.956849 | 138 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__70663079 | en | QUETTA: Pakistan International airlines PIA introduced Quetta-Kandahar Afghanistan flight Tuesday. It airlifted 21 passengers for Kandahar today. PIA would operate two flights a week on Tuesday and Wednesday.
Afghan Consul general Khan Bahadur and MD PIA Captain Junaid also attended first flight on Quetta-Kandahar route.
Speaking to newsmen Afghan Consul General Khan Bahadur said that start of Quetta-Kandahar flight would further cement friendship between the two countries and Pak-Afghan trade would get fillip.
MD PIA Junaid Khan told that this service has been introduced on people’s demand. | aerospace |
https://trinitynews.ie/2018/11/space-wars-the-future-of-warfare/ | 2023-11-28T20:38:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099942.90/warc/CC-MAIN-20231128183116-20231128213116-00868.warc.gz | 0.961929 | 720 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__22961099 | en | When one thinks of space wars, the immediate thought that occurs in most of our minds is probably “you mean Star Wars?” Then, once corrected to illustrate that war in space is what is meant, the next thought is often, “oh, like Trump’s whole ‘Space Force’ thing?” In actuality, though, space warfare is a bit more complicated than just making Another Air Force But Higher Altitude, or a Mean NASA. For one thing, it isn’t necessarily just Luke Skywalker shooting lasers at the Death Star. Space warfare also incorporates space-to-ground and ground-to-space warfare, like attacking satellites, or using satellites to attack countries.
“In space, if you fire a gun, not only will a bullet come out of the gun, but you will go flying backward, because for every action, there is an equal and opposite reaction.”
Wars conducted partially or entirely in space would, by their very nature, be very different to those conducted mainly on Earth. Newton’s Third Law applies in a much more obvious way in space than it does on Earth. On Earth, if you fire a gun, you get a bit of recoil, but your body and the ground on which you are braced absorb that recoil. In space, if you fire a gun, not only will a bullet come out of the gun, but you will go flying backward, because for every action, there is an equal and opposite reaction. In order to fire a gun, or anything like it, you would need to be attached to something with enough mass that the momentum resulting from the bullet being fired would give only a tiny backward velocity.
“They forbid weapons of mass destruction and other elements of war from being placed into orbit around Earth or the Moon.”
One of the currently available weapons that will probably be widely used in any future space wars is the missile. Missiles have been an important piece of technology in space since we first started exploring it. The first rockets were missiles with probes or people strapped to the front instead of a bomb. They have since been used to shoot down satellites, mostly obsolete ones or within training exercises. Missiles are a weapon that could more easily be used in space than guns, since their method of deployment is basically different. Missiles have fuel within them, they don’t rely purely on momentum like bullets do. As the fuel burns and gets sent out of the back end of the missile, the missile is propelled forward because the centre of mass moves backward with respect to the missile, since some of the mass is now no longer in the missile. From there, inertia takes over, allowing the missile to continue moving forward with a constant velocity.
There are other theoretical weapons that could be proved useful, and lethal, in a war in space, such as space-based lasers. However, they have not been put into place. There are treaties amongst countries to prevent such things from happening – they forbid weapons of mass destruction and other elements of war from being placed into the orbit around Earth or the Moon. However, there are grey areas within these treaties, and within these grey areas is just enough space for possible irreparable damage. As much as space warfare seems more and more inevitable, with the rapid growth of technologies and growing political tensions, the future and legacy of the human species is at play – will humans turn the great unknown, the biggest laboratory in the universe, into nothing but a different place to kill each other? | aerospace |
http://www.ironmagazineforums.com/open-chat/15310-us-air-force-maintenance.html | 2013-05-24T22:10:16 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368705097259/warc/CC-MAIN-20130516115137-00077-ip-10-60-113-184.ec2.internal.warc.gz | 0.965273 | 147 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__179927789 | en | Here's one that requires a little bit of background explanation. During combat missions time is a critical factor so every aircraft in the Air Force has at least one clock installed in the cockpit. Even though we live in the modern era these clocks are mechanical, they need to be wound. Most pilots aren't aware of this requirement so us maintenance toads see "clock inoperative" write-ups quite often. One night I was in a punchy mood and tired of just saying "wound clock" so this night I signed off the write-up as, "Adjusted mainspring mechanism to proper torque value." The storm of controversy that followed was intense. It's scary how many supposedly educated people have a piss poor vocabulary. | aerospace |
https://www.ipmsborinqueneers.com/apps/blog/categories/show/1480028-vietnam | 2020-12-01T15:40:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141674594.59/warc/CC-MAIN-20201201135627-20201201165627-00639.warc.gz | 0.755675 | 383 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__170781667 | en | News & Reviews
|Posted by Wilmer Caballero on August 3, 2013 at 6:35 AM||comments (0)|
Grumman all-weather, carrier-capable, twin jet-engine, subsonic, mid-wing attack and precision strike aircraft - initial production variant. Kit features engraved panel lines, well-appointed side-by-side cockpit, laminated instrument panel, DIANE radar package with optional open radome, optional extended ventral avionics bay, fully rendered Pratt & Whitney engines with separate access panels, intake trunks, detailed undercarriage and wheel bays, pivoting arresting hook, hinged rudder, optional position slats and flaps, choice of extended or folded wings, inner wing fold detail, optional deployed RAT generator and speed brakes, refueling probe, segmented canopy, white metal landing gear struts, vinyl tires and photo-etch parts (turbine fans, seatbelts, seat fittings, boarding step details, radome hinge cover). Also includes ample external stores - centerline drop tank, underwing drop tanks (x4), AGM-12 Bullpup missiles (x2), AGM-45 Shrike missiles (x2), Mk 82s (x12), Mk 82 Snakeyes (x12), GBU-8s (x2) M117 bombs (x6). Color painting guide for (2) US navy aircraft: BuNo 155717 of VA-145 'Swordsmen' onboard USS Ranger and BuNo 152940 of VA-35 'Black Panthers' onboard USS Enterprise - includes stencil data, instrument faces and weapons markings.
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Here is the link of the BRAVO 6 company so you can see excellent figures for Vietnam era and other ones. Save this link: | aerospace |
https://airplanepilot.blogspot.com/2005/01/wildlife-safari.html | 2023-06-07T08:19:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653631.71/warc/CC-MAIN-20230607074914-20230607104914-00020.warc.gz | 0.976034 | 394 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__104559115 | en | During the take-off roll at a small international airport, the flying pilot said, "there's something crossing the runway," but did not abort the take off. The pilot-in-command was the non-flying pilot for this take-off, but, unable to see anything on the pavement ahead, did not call for an abort either.
The airplane became airborne without mishap. As they turned on route, one of the crew looked out a side window and saw the coyote that had just crossed the runway. It stood, unhurried, on a strip of pavement just outside the line of runway lights, looking intently at something in the long grass beside the runway. If this were a movie instead of real life, the bald eagle that glided by, a few metres from the coyote, would have to be added with CGI. But this is real life at a Canadian airport, so the eagle just happened to be there. Probably chasing rats, just like the coyote.
The pilots alerted the tower controller to the presence of the coyote, but didn't mention the eagle. Eagles are very common at that airport.
Glad they didn't hit it. I've heard a couple of stories from northern Wisconsin about pilots hitting deer during takeoff or landing.
I could share a few intrusion stories, but the one I almost saw was sort of funny.
A snowy owl had taken to posting itself on a fencpost near the main intersection at Offutt AFB one winter. During weekend touch and goes, an E-4 (military airborne command and control Boeing 747) intersected with it as it glided serenely across the pavement. The plane stopped dead, two airman types ran back (!!!) and collected the evidence into a couple of big black trash bags before they ran to the plane, re-mounted, and then taxiied into their superhangar.
Post a Comment | aerospace |
https://harris-creative.co.uk/2016/take-corporate-video-new-heights/ | 2023-12-03T02:05:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100476.94/warc/CC-MAIN-20231202235258-20231203025258-00804.warc.gz | 0.93329 | 337 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__21090099 | en | Published - 17th August 2016
Whether one’s flying over a football match, having a near-miss with an aircraft or saving ferrets (really) – since drones came on the scene, they’ve rarely been out of the news.
What might not be clear from these stories though is how, when incorporated into video marketing, the footage captured by drones can set a business apart from it’s competitors.
For those that don’t know, drones are essentially small helicopters, operated from the ground with a remote control and are designed to carry a camera to record video and photography.
But can anyone fly a drone in a corporate video? No, to use one commercially in the UK, you need a license from the CAA (Civil Aviation Authority). The license process is rigorous – trust us, we’ve got one!
Drones are becoming a well-established feature in video content, as they capture something an operator at ground level simply can’t. They offer a new, unique perspective and make for exciting video content.
The use of drones can be a particularly effective way of enhancing traditional architectural photography and video as they can provide the perfect high angle shot to show the size and scale of a building – a sure fire way to impress customers!
There are many sectors where drone footage can be used, for example:
We believe drone footage can add production value and professionalism to a corporate video, but you be the judge – watch this film we made for our client, Arbor Forest.
Arbor Forest Products – Company Overview
Like what you saw or just want to know more? Get in touch! | aerospace |
https://www.futuremarketinsights.com/reports/aircraft-seat-actuation-systems-market | 2021-08-01T18:14:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154214.63/warc/CC-MAIN-20210801154943-20210801184943-00716.warc.gz | 0.917165 | 1,064 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__221432307 | en | In aircraft wide range of application is controlled by actuators. Actuators convert electrical signals to mechanical movements. For seat system actuator are used to provide more comfort to passenger by allowing them to adjust their seat in according to their comfort. Aircraft seat actuation systems provides comfortable seating for the passengers in commercial and private aircrafts. Seat actuation systems allow the passenger to adjust their seating position in accord with their comfort. Increasing disposable income are leading to the change in lifestyle patter of consumers thereby resulting in the demand for commercial aircraft. Moreover growing awareness about ergonomic seat design is also positively impacting the demand for aircraft seat actuation system. Advancement in aircraft seat actuation systems design are leading to provide more comfort to the passenger resulting in the avoidance of lumbar and cervical pain in long air travel. The seat actuation systems are one of the essential components of aircraft cabins. Hence, the demand for seat actuation systems is increasing globally with the growing number of passenger. Aircraft seat actuation system market is also expected to be driven by the growing demand for private aircraft.
Aircraft Seat Actuation Systems Market: Drivers & Restraints
The increasing demand for aircraft especially in developing regions such as India, China, South Korea and focus of customers on comfort with advanced features globally, tends to drive the aircraft seat actuation systems market. Large investment in research & development by market leaders, to develop new technologies that ensures enhanced features and performance, makes the aircraft seat actuation systems market attractive.
However, high cost of the systems and economic downturns globally may act as restraint for the Aircraft Seat Actuation Systems Market.
Aircraft Seat Actuation Systems Market: Region-wise Outlook
Business class segment of aircraft seat actuation systems market is expected to show its dominance over the forecast period aided by the better lifestyle of the consumer across emerging nations such as India and China. Europe holds the largest market share in the aircraft seat actuation systems market, North America aircraft seat actuation systems market is the second largest. The leading markets are expected to show moderate growth, while on the other end the emerging market such as Asia Pacific is expected to have high year on year growth in the aircraft seat actuation systems market. Regions such Latin America and Middle East & Africa shows trends of considerably slow growth in the aircraft seat actuation systems market. Global aircraft seat actuation system market is expected to represent substantial growth over the forecast period, aided by the increasing rate of air travel passenger across the world.
Aircraft Seat Actuation Systems Market: Key Players
Some of the key players in aircraft seat actuation systems market we identified includes Dornier Technologie GmbH & Co. KG, Zodiac Aerospace S.A., Buhler Motor GmbH, Rollon S.P.A., Almec EAS Ltd., Nook Industries, Crane Aerospace & Electronics, Inc., ITT Corporation, AirWorks, Inc., Elektro-Metall Export GmbH and PGA Electronics S.A.
The report covers exhaustive analysis on:
- Market Segments
- Market Dynamics
- Market Size
- Supply & Demand
- Current Trends/Issues/Challenges
- Competition & Companies involved
- Value Chain
Regional analysis includes
- North America (U.S., Canada)
- Latin America (Mexico. Brazil)
- Western Europe (Germany, Italy, France, U.K, Spain, Nordic countries, Belgium, Netherlands, Luxembourg)
- Eastern Europe (Poland, Russia)
- Asia Pacific (China, India, ASEAN, Australia & New Zealand)
- Middle East and Africa (GCC, S. Africa, N. Africa)
The report is a compilation of first-hand information, qualitative and quantitative assessment by industry analysts, inputs from industry experts and industry participants across the value chain. The report provides in-depth analysis of parent market trends, macro-economic indicators and governing factors along with market attractiveness as per segments. The report also maps the qualitative impact of various market factors on market segments and geographies.
Aircraft Seat Actuation Systems Market: Segmentation
On the basis of seat type, the aircraft seat actuation systems market is broadly segmented as:
- First Class
- Business Class
- Economy Class
On the basis of mechanism type, the aircraft seat actuation systems market is segmented into:
- Detailed overview of parent market
- Changing market dynamics in the industry
- In-depth market segmentation
- Historical, current and projected market size in terms of volume and value
- Recent industry trends and developments
- Competitive landscape
- Strategies of key players and products offered
- Potential and niche segments, geographical regions exhibiting promising growth
- A neutral perspective on market performance
- Must-have information for market players to sustain and enhance their market footprint
Market Research Methodology - Perfected through Years of Diligence
A key factor for our unrivaled market research accuracy is our expert- and data-driven research methodologies. We combine an eclectic mix of experience, analytics, machine learning, and data science to develop research methodologies that result in a multi-dimensional, yet realistic analysis of a market. | aerospace |
https://www.helihub.com/2021/04/05/eagle-copters-maintenance-ltd-gains-japanese-mro-approval/ | 2024-04-21T07:48:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.87/warc/CC-MAIN-20240421071342-20240421101342-00574.warc.gz | 0.92324 | 256 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__71574149 | en | 5-Apr-2021 Source: Eagle Copters
Eagle Copters Maintenance Ltd. has received approval from the Japan Civil Aviation Bureau (JCAB) as an approved maintenance organization for Japanese registered helicopters. The full complement of Eagle services is now available to owners and operators alike. With the help of Transport Canada and K-R Aircraft, Eagle successfully demonstrated our abilities in the global environment. This allows Eagle to perform non-specialized maintenance/alterations on aircraft & components under the Japan Civil Aviation Bureau (JCAB) as an approved maintenance organization (AMO). This certification approval from JCAB further expands Eagle’s worldwide fleet management capabilities to operators within the Japanese market.
The JCAB-AMO certification will allow Eagle to support JCAB-licensed operators on major inspections, overhauled Bell components, including rotors, transmissions, accessories, within a feasible timeframe to accomplish their current missions.
“We are pleased to expand the Eagle capability footprint in Japan. This could not have been done without the dedicated support of our team and partners. Eagle looks forward to providing solutions in this part of the world,” said Mike O’Reilly, President/CEO of Eagle Copters. | aerospace |
https://cabincrewsafety.aero/stock/cabin/755/passenger-cabin-oxygen-gasper-panel.html | 2023-04-01T10:54:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949958.54/warc/CC-MAIN-20230401094611-20230401124611-00267.warc.gz | 0.832355 | 279 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__203925477 | en | Part of the Airbus PSU assembly, this panel allows directional airflow to the passenger seats.
Approximate dimensions are 260x100x100mm (LWH).End Use
Un-certified item (training end use).
This passenger cabin oxygen gasper panel is supplied as un-certified representative training equipment.
Looking for a Passenger cabin oxygen gasper panel for flight operations end use?
We're here to help with all of your equipment needs. Not only with this Passenger cabin oxygen gasper panel but any other parts, equipment and reference training devices that you may require.Similar searches
Passenger cabin oxygen gasper panel
Airbus | D252-77251-040-00E
- Get this item priority shipped for April 03 or economy shipped for April 05*
- *Dependant on stock level, geographic location and payment cleared
Image representative of range.
|PCC||AR (Aircraft Removed)|
|Stock Ref (SKU)||81000040|
|Weight||0.4 Kg (0.8 lbs)| | aerospace |
https://www.refess.com/middle-east/oman-tour/hiltons-bizarre-1967-plan-for-a-space-hotel/ | 2021-06-12T12:14:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487582767.0/warc/CC-MAIN-20210612103920-20210612133920-00284.warc.gz | 0.951398 | 374 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__202340661 | en | Sumary of Hilton’s bizarre 1967 plan for a space hotel:
- (CNN) — Two years before Neil Armstrong set foot on the moon, the Hilton chain of hotels was already planning to welcome guests in space..
- Hilton, who was then the president of the family business, proceeded to lay out a detailed plan that included both orbiting and lunar hotels..
- He died in 2019 and never saw his dream realized, but with space tourism potentially just around the corner and commercial space stations not too far away, an actual space hotel doesn’t sound too farfetched anymore..
- Lunar hotel Once the orbital capsules were established, Hilton’s next step was to build a fully fledged underground hotel on the moon, the Lunar Hilton..
- The entrance would have been at surface level, with the rest of the structure 20 to 30 feet underground, to keep a constant temperature more easily — surface temperature on the moon can vary from a scalding 260 F (127 C) to a freezing -280 F (-173 C)..
- “They wanted to retain as much of the feel of a hotel room on Earth as they could, within the limitations of space technology — which is kind of interesting, I think, because if you’re an astronaut, that’s probably the last thing you’re worried about,”.
- The key To better sell the idea, Hilton consulted with Don Douglas, then chairman of the McDonnell Douglas aircraft manufacturer, with a feasibility study done by students at Cornell University, who came complete with some interesting sketches and props..
- “So they came up with a sleek-looking key, but what we’ve actually been using as hotel keys for the last 25 years or so — the key card — was really beyond their comprehension.”… | aerospace |
https://www.globalplanesearch.com/listing/aircraft-for-sale/Splash/Piper-J-3-C65-Cub/283526 | 2022-05-26T17:49:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662619221.81/warc/CC-MAIN-20220526162749-20220526192749-00362.warc.gz | 0.832402 | 132 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__286559530 | en | 1946 Piper J-3-C65 Cub in Canada
Price: Contact for price
Listing for Sale
About Piper J-3-C65 Cub
This 1946 Piper J-3-C65 Cub aircraft for sale in Canada is 1 of 5 similar aircraft currently available on GlobalPlaneSearch. This aircraft price is not provided, the average historical price for aircraft like this is $82,990.
Piper J-3 Cub Sales Data
Current Sales PriceAverage: $41,288
Historical Sales PriceAverage: $82,990 | aerospace |
https://www.chinamoneynetwork.com/2019/10/04/chinas-new-crewed-spacecraft-aims-to-the-moon | 2023-09-29T01:02:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510462.75/warc/CC-MAIN-20230928230810-20230929020810-00722.warc.gz | 0.937755 | 431 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__28430566 | en | China is developing a new generation spacecraft for human spaceflight that would be used to send astronauts to the Moon and back and allow other deep-space destinations, according to space and astronomy news website Space.com on Wednesday.
The unnamed craft, designated to fly early next year, will be capable to fly beyond low-Earth orbit (LEO) and carrying four to six astronauts, according to Space.com
The developing spacecraft is 30-foot and fully reusable, with a maximum mass of about 22 tons at liftoff, according to a promo video released by the China Academy of Space Technology, a state-owned spacecraft and satellite manufacture.
The new generation spacecraft is planned to make an uncrewed test flight in the first half of 2020, based on the first launch of the Long March 5B heavy-lift rocket, according to China’s Xinhua News agency. However, it all depends on the return to flight of the Long March 5, a Chinese heavy-lift launch system.
Before this new Shenzhou program is a crewed spaceflight initiative by China in 1999. Shenzhou 5 spacecraft, the fifth launch of Shenzhou program, was the first to carry a human, Yang Liwei, into space in China in 2003. Until now, Shenzhou program has developed to Shenzhou 11, the first manned docking with Tiangong-2 space station.
China became the third to independently launch astronauts into space, but not beyond Earth’s orbit. China’s Shenzhou spacecraft can only carry astronauts to low-Earth orbit since 2003. The U.S. remains to be the only country to have sent astronauts to the Moon.
Shenzhou spacecraft can carry three astronauts to LEO, but it is not designed for the harsh radiation environment of deep space, nor can it survive the high-velocity re-entry into Earth’s atmosphere that such missions must endure.
Zhang Bainan, a spaceship engineer with China Aerospace Science and Technology Corporation (CASC) said that the new generation crewed spaceflight is expected to keep pace with the most advanced aerospace technology. | aerospace |
http://www.mssl.ucl.ac.uk/www_plasma/missions/IMPALAS/ | 2017-02-25T13:33:59 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501171775.73/warc/CC-MAIN-20170219104611-00529-ip-10-171-10-108.ec2.internal.warc.gz | 0.906736 | 755 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__52103653 | en | Information about the PEACE instruments on
and Double Star Missions remains up-to-date on this site. Please update your links accordingly
IMPALAS (Investigation of MagnetoPause Activity using Longitudinally-Aligned Satellites)
The Dayside Magnetopause
The magnetopause is the boundary that separates the solar and terrestrial plasma regimes. Its shape approximates a parabaloid of revolution, with the nose lying around 10 Earth radii upstream (in the direction of the Sun) from the Earth. It is a key boundary in the near-Earth space environment since all the coupling processes that ultimately control magnetospheric dynamics occur there - thus it is a key boundary for defining the influence of ‘space weather’ on the Earth. It is also the site of some fundamental plasma processes (e.g. magnetic reconnection, particle acceleration, boundary wave generation). The terrestrial magnetopause can provide a readily accessible analogue to other, more distant, space and astrophysical plasma boundaries, such as the magnetopause of other planets, the heliopause and boundaries between Stellar/Galactic spheres of influence.
What is IMPALAS?
IMPALAS is a developing mission concept aimed at obtaining data that will reveal the global-scale dynamics of the terrestrial magnetopause. The mission would consist of 3 spacecraft placed in orbits that would allow the spacecraft to skim across the dayside magnetopause every 2 days, while remaining in a north-south alignment with about 5 Earth radii separation. This configuration means the spacecraft remain in magnetic conjunction at and within the magnetopasue boundary (i.e. they are connected by the same terrestrial magnetic field line), and thus will make multi-point observations of magnetopause dynamics and observe boundary phenomena as they propagate over these distances.
What science questions will be answered by the mission?
Suitably instrumented spacecraft in the orbit configuration described above will be able to address many unanswered questions in magnetospheric and space plasma physics. Examples of questions that will be closed using the IMPALAS dataset include:
- What is the location of the MP reconnection site for given conditions?
- What is the importance of Flux Transfer Events (FTEs) in global dynamics of the magnetosphere?
- How do boundary waves evolve as they propagate across the magnetopause?
- Which mechanisms form boundary layers at the MP and how do they vary or evolve with position?
- How do disturbances, discontinuities and waves propagate within the magneto-sheath and how and where can they impact the MP?
- How do MP disturbances propagate along field lines and into the ionosphere?
ESA's Cosmic Vision 2015-2025
A proposal for IMPALAS was developed for submission to ESA's
2010 M-class mission call and was submitted in December 2010. Unfortunately the proposal was not selected for further study on this occassion.
Successful proposals are listed on the ESA website.
The editor of Experimental Astronomy
has invited proposers to the 2010 M-Class mission call to submit papers
their mission ideas for a special issue of the journal. The submitted
version of the IMPALAS paper (31 March, 2011) is currently under
Who are the Team?
The IMPALAS project was led by Prof. Chris Owen from the Mullard Space Science Laboratory
with support from scientists in:
- United Kingdom
- United States of America
We welcome all feedback, comments and suggestions from the UK, European and world-wide community. Please register here to show your interest in this exciting mission.
2 June 2011
cjo [at] mssl.ucl.ac.uk | aerospace |
https://kidbaba.com/products/tenergy-tdr-python-mini-rc-quadcopter-drone-with-camera-hd-720p-auto-hovering-3d-360-flips-rolls-headless-mode-drone-for-beginners | 2020-11-27T23:59:18 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141194634.29/warc/CC-MAIN-20201127221446-20201128011446-00313.warc.gz | 0.795171 | 253 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__196100429 | en | TDR Python Mini RC Quadcopter Drone with Camera HD 720P Auto Hovering 3D 360° Flips Rolls Headless Mode Drone for Beginners
Original price $63.58
Current price $51.99
- AUTO HOVERING - The advanced altitude holding feature allows the mini flying drone to suspend in midair even after letting go of the joystick This makes it an easy-to-maneuver drone and easy to fly for starters, beginners and newbies. Perfect toy drone for children.
- 720P HD CAMERA - This tiny drone is capable of capturing great HD aerial photos and video footage while it's in the sky. Perfect for simple and fun aerial photography to show friends.
- ONE-KEY STUNT MOVE - This mini RC drone has a fun 360 degree rolling feature that makes doing tricks easy with the touch of a button. Make your flights extra impressive with your friends and family.
- MODULAR BATTERY DESIGN - All new hard case battery design removes the exposed wires for a more durable and long lasting battery. perfect fit for this small drone.
- 6-AXIS GYRO - Equipped with 6-axis gyro stabilization system for quick recovery after rapid movement. | aerospace |
https://robbreport.co.uk/tag/bombardier/ | 2020-06-06T00:18:05 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348509264.96/warc/CC-MAIN-20200606000537-20200606030537-00409.warc.gz | 0.815944 | 156 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__13446630 | en | The Soleil lighting system taps into passengers’ circadian rythyms to help sleep better.
Hot on the tail of the Global 7500, Bombardier’s Global 6500 business jet will be ready for service by the end of the year.
Developed for Bombardier’s Global 7500 long-range business jet, the Soleil lighting system is aviation’s first circadian-rhythm-based cabin lighting technology.
The ultralong-range G650E and Global 7500 jets break speed and distance records.
Have a seat—Bombardier’s flagship Global 7500 as seen from the inside.
Shipments of the Cirrus SF50 Vision Jet show a distinct market preference for smaller jets. | aerospace |
https://www.electronicsonline.net.au/events/three-day-online-course-on-space-electronics-4147 | 2021-10-15T20:04:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323583083.92/warc/CC-MAIN-20211015192439-20211015222439-00108.warc.gz | 0.948592 | 261 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__200675594 | en | Three-Day Online Course on Space Electronics
04 October, 2021 - 06 October, 2021
Spacechips is pleased to announce that it will be teaching online its three-day course on Space Electronics from Monday, 4 to Wednesday, 6 October. Spacechips has taught Space Electronics to 660 professionals in 15 countries, including 50 companies and 7 space agencies.
A three-day program will be offered comprising our FPGA, Mixed-Signal and Power courses. You can book any individual course, any two or the complete three-day training. The courses include videos, demonstrations of test equipment and EDA software solving real problems currently being faced by the space industry. Places can be purchased by emailing email@example.com.
The three-day course will be taught by our CEO, Dr Rajan Bedi. Previously, Rajan headed Mixed-Signal Space Electronics Design at Airbus Defence & Space in the UK for 12 years designing the Space Electronics for telecommunication, Earth-Observation, navigation and science missions. Rajan is also the author of Out-of-this-World-Design, the award-winning, free blog on Space Electronics, which has been read over three million times. Rajan has designed Space Electronics for over 70 missions. | aerospace |
https://www.secondfront.com/tradeshow-events/afa-air-space-and-cyberspace-conference | 2023-06-06T09:47:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652494.25/warc/CC-MAIN-20230606082037-20230606112037-00143.warc.gz | 0.877086 | 128 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__267331815 | en | The Air and Space Forces Association’s (AFA) Air, Space & Cyber Conference “provides first-class professional military development, facilitates sharing of emerging requirements and technologies, and helps fuel connections that advance the cause of air and space power”. This year’s theme is "America's Air & Space Forces - Yesterday, Today and Tomorrow". As such, military leaders, industry experts, and government officials will all be coming to discuss some of the challenges facing the aerospace and cyber communities. You’ll find Second Front Systems’ team members at booth #1051.
Register for event | aerospace |
http://press.rhs.org.uk/RHS-Outreach/Press-releases/Tim-Peake-Calls-on-Schools-to-Sign-Up-for-Space-Sc.aspx | 2019-06-19T19:55:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627999040.56/warc/CC-MAIN-20190619184037-20190619210037-00208.warc.gz | 0.926121 | 1,855 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__115321157 | en | Friday 29 January 2016
Tim Peake Calls on Schools to Sign Up for Space Science Mission
Royal Horticultural Society project to inspire the next generation of space biologists
Schools across the UK will today receive a special video message from British European Space Agency (ESA) astronaut Tim Peake. Tim, who is currently on board the International Space Station, will call on them to help the Royal Horticultural Society (RHS) with a space food mission.
This special mission is part of RHS Campaign for School Gardening and UK Space Agency educational initiative Rocket Science, which will give up to half a million young people the chance to grow rocket seeds that have travelled in space.
The video message will come direct from the Columbus module, a laboratory on the space station, which is orbiting the Earth at 17,000 mph. In the unique broadcast, Tim will be seen floating in the laboratory with the rocket seeds while encouraging schools to get involved in this exciting project.
Visit www.youtube.com/watch?v=7OgSJKqDRFk to see Tim Peake talk about the initiative and inspire schools to sign up.*
In September 2015 2kg of rocket seeds were flown to the International Space Station where they will orbit the Earth until March 2016, when they are due to return with NASA astronaut Scott Kelly.
In April this year, up to 10,000 schools will grow and compare the seeds flown to space with seeds that have stayed on Earth as part of the nationwide experiment.
Participating schools will receive a teaching pack containing a packet of seeds from space and a packet that have remained on Earth, a booklet outlining the main experiment, a poster to record results, stickers and more.
Following the experiment procedure, pupils will embark on a 35-day voyage of discovery to find out what growing plants in space can teach us about life on Earth and whether we can sustain human life in space in the future. Results will be collected and analysed by biostatisticians and published later in 2016, feeding into the real life work going on in space science research.
Two additional suites of resources (aimed at primary and secondary aged pupils) are available to download from the European Space Education Resource Office UK website to enhance learning around the issues of growing food in space, nutrition and plant mutations.
Claire Custance, RHS Skills Development Manager, said: “Working with the UK Space Agency provides a unique opportunity for schools to engage young people in horticulture and STEM (Science, Technology, Engineering and Maths) subjects. Educators can use this experiment and our suites of age-specific resources to teach the curriculum in a new, innovative way using real world issues of food security and the possible future settlement of humans on another planet. I encourage schools across the country to answer Tim Peake’s call and sign up to this very exciting project!”
Children and young people of all ages (from early years right up to university level) and all abilities are welcome to take part in the initiative. To register for Rocket Science, organisations will be asked to either log into the RHS Campaign for School Gardening website or become a member of the Campaign. Membership is free and includes many benefits including a free welcome pack.
The RHS Campaign for School Gardening will be accepting applications for Rocket Science until March 2016 when the seeds return to Earth. Find out more and sign up here: https://schoolgardening.rhs.org.uk/Competitions/Rocket-Science-Application-Form
Organisations can follow the mission with the RHS and get involved on Twitter by tweeting @RHSSchools, using #RocketScience, by blogging about their own seed growing journey of discovery, and sharing the results of their food growing experiments online.
*Please be aware that the video will only become available once the embargo has been lifted.
For more information please contact Siobhán MacMahon on 020 7821 3043 or email@example.com
Images are available from PhotoShelter at www.rhs.photoshelter.com . Registration is a simple process and free of charge. Please contact firstname.lastname@example.org to gain access.
Notes to editors
About the RHS Campaign for School Gardening
The RHS Campaign for School Gardening actively involves more than 23,000 schools across the UK in horticulture. It aims to inspire young people about plants, gardening and their environment and consider further education and careers in horticulture and science. Through gardening they learn about healthy food and wildlife as well as important life skills such as teamwork, social skills and co-operation. Resources including information, lesson plans and advice for schools is provided online and is backed up by support from the RHS Education team and RHS Campaign for School Gardening Regional Advisors. Schools and youth organisations can sign up to RHS Campaign for School Gardening online: https://schoolgardening.rhs.org.uk/home
About the RHS
The Royal Horticultural Society was founded in 1804 by Sir Joseph Banks and John Wedgwood to inspire passion and excellence in the science, art and practice of horticulture. Our vision is to enrich everyone’s life through plants, and make the UK a greener, healthier, happier and more beautiful place. We believe everyone in every village, town and city should benefit from growing plants to enhance lives, build stronger, healthier, happier communities and create better places to live.
We held our first flower shows in 1820, were granted a Royal Charter in 1861 and acquired RHS Garden Wisley, our flagship garden, in 1903. From our first meetings in a small room off London’s Piccadilly, we have grown to become the world’s largest gardening charity. At our gardens and shows and through our scientific research, publications, libraries and our education and community programmes we inspire a passion for gardening and growing plants, promote the value of gardens, demonstrate how gardening is good for us and explain the vital roles that plants undertake.
The RHS is committed to bring the joy of gardening to millions more people, inspire the next generation of gardeners and invest in the future to safeguard a £10.4 billion industry employing more than 300,000 people. We are entirely funded by our members, visitors and supporters. RHS membership is for anyone with an interest in gardening. Support the RHS and help us secure a healthy future for gardening. For more information call: 020 3176 5820, or visit www.rhs.org.uk/join
RHS Registered Charity No. 222879/SC038262
About the UK Space Agency
The UK Space Agency is responsible for all strategic decisions on the UK civil space programme and provides a clear, single voice for UK space ambitions.
At the heart of UK efforts to explore and benefit from space, we are responsible for ensuring that the UK retains and grows a strategic capability in space-based systems, technologies, science and applications. We lead the UK’s civil space programme in order to win sustainable economic growth, secure new scientific knowledge and provide benefit to all citizens.
We work to:
• co-ordinate UK civil space activity
• encourage academic research
• support the UK space industry
• raise the profile of UK space activities at home and abroad
• increase understanding of space science and its practical benefits
• inspire our next generation of UK scientists and engineers
• licence the launch and operation of UK spacecraft
• promote co-operation and participation in the European Space programme
About the European Space Agency
The European Space Agency (ESA) provides Europe’s gateway to space. ESA is an intergovernmental organisation, created in 1975, with the mission to shape the development of Europe’s space capability and ensure that investment in space delivers benefits to the citizens of Europe and the world.
ESA has 20 Member States: Austria, Belgium, the Czech Republic, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, the Netherlands, Norway, Poland, Portugal, Romania, Spain, Sweden, Switzerland and the United Kingdom, of whom 18 are Member States of the EU. Two other Member States of the EU, Hungary and Estonia, are likely soon to become new ESA Member States.
ESA has Cooperation Agreements with six other Member States of the EU. Canada takes part in some ESA programmes under a Cooperation Agreement.
ESA is also working with the EU on implementing the Galileo and Copernicus programmes.
By coordinating the financial and intellectual resources of its members, ESA can undertake programmes and activities far beyond the scope of any single European country.
ESA develops the launchers, spacecraft and ground facilities needed to keep Europe at the forefront of global space activities.
Today, it develops and launches satellites for Earth observation, navigation, telecommunications and astronomy, sends probes to the far reaches of the Solar System and cooperates in the human exploration of space.
Learn more about ESA at www.esa.int | aerospace |
https://scienceinfo.net/elon-musk-announced-the-price-for-a-mars-trip-was-116-billion-vnd-free-of-charge.html | 2020-07-13T21:20:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657146845.98/warc/CC-MAIN-20200713194203-20200713224203-00506.warc.gz | 0.958117 | 361 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__107418475 | en | CEO of SpaceX space airline also said that in the future the price may drop to $ 100,000 (2.3 billion) so anyone can sell land to sell houses to settle on Mars.
Do you want to go to Mars to rest or settle? Save money gradually. Currently, SpaceX's Starship spacecraft has not been launched yet, but Elon Musk has made a prediction about the price for a Mars trip .
In a recent Twitter post, Musk said that someday a Mars "tour" would cost less than $ 500,000 (equivalent to 11.6 billion). However, the specific price depends on the number of customers.
If you go to Mars but find life on it uncomfortable, Elon Musk will take you to Earth completely free of charge.
Also think that ticket prices will drop to under $ 100,000, cheap enough for most people in developed economies to sell houses on Earth and settle in Mars if they wish.
Half a million dollars sounds big but not very high compared to the price of $ 200,000 just to experience the zero gravity environment on the flight or $ 9.5 million for a lavish vacation on the international space station. .
Most importantly, according to Musk, passengers will be free to return. If you go to Mars but find life on it uncomfortable, Elon Musk will take you to Earth for free.
Currently, SpaceX of Elon Musk is rushing to test Starship spacecraft with a stainless steel case. The company created a prototype to test take-off and landing as well as test Raptor missiles for this large spacecraft.
Before coming to Mars, SpaceX will allow Starship to fly tourists around the moon in 2023. Although he was founder and CEO of SpaceX, Elon Musk said that his chance to set foot on Mars was only 70%. | aerospace |
https://earthi.space/press/earth-i-provide-high-resolution-satellite-data-cranfield-university/ | 2024-04-23T15:02:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818711.23/warc/CC-MAIN-20240423130552-20240423160552-00754.warc.gz | 0.886452 | 193 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__82138377 | en | EARTH-I, the British satellite and image data company, today announced they will be supplying very high-resolution image data of Kenya to Cranfield University to help further develop Cranfield’s Agri-modelling software.
Earth-i will be supplying 2 orthorectified datasets from the British built DMC3/TripleSat Constellation of high-resolution satellites. The constellation consists of three identical optical satellites in near-polar orbit, offering very high-resolution (80cm detail pixels) and 3.2 metre four band multispectral data for any location on Earth.
Paul Majmader, Commercial Director, commented: “Cranfield University is an exceptional institution and we’re pleased to be supplying data to help develop their research. We are confident that the datasets we’re providing will help them to unlock the insights required.”
To discuss your imagery requirements, please contact us. | aerospace |
http://bobherbold.com/blog/2020/02/ | 2021-04-19T05:34:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038878326.67/warc/CC-MAIN-20210419045820-20210419075820-00161.warc.gz | 0.970268 | 153 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__112317961 | en | A leader’s job, on an ongoing basis, is to thoroughly understand what is going on in the business, have in place a high impact plan to significantly improve the business, and to continually execute with excellence. Any sign of weakness/opportunity should be tackled with gusto, and necessary initiatives launched to stay on track for continual success.
Bob's Gutsy Leadership Blog
Archive for February, 2020
In 1997, Boeing acquired McDonnell Douglas, including its CEO Harry Stonecipher who became COO of Boeing. In 2003, Stonecipher became CEO of Boeing and, as reported in Fortune Magazine recently, quickly set an aggressive goal of reaching an after-tax profit margin of 7%, a mark Boeing had not hit since the 1970. | aerospace |
https://www.airwayslife.com/airlines/2019/06/19/boeing-737-max-massive-order/ | 2023-03-24T00:45:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945218.30/warc/CC-MAIN-20230323225049-20230324015049-00546.warc.gz | 0.972726 | 705 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__264318743 | en | After two tragic crashes, all Boeing 737 Max aircraft are currently grounded as software fixes are implemented and all procedures and training are analysed. With no approval of the current fixes and no set plans to get the jets back in the air on a commercial basis, it comes as quite a surprise that International Airlines Group, one of the largest groups in the world, has shown a vote of confidence to Boeing and placed an order for 200 Boeing 737 Max aircraft. The order was announced at the Paris Air Show this week.
A letter of intent has been signed
IAG has signed a letter of intent for this deal, which could be worth up to $35 billion. The group owns several airlines including British Airways, Iberia and Aer Lingus, carrying in total over 113 million passengers annually. This is actually a shift for IAG as the majority of the aircraft currently operated are Airbus’s.
Chief executive shows faith in Boeing
Willie Walsh, chief executive of IAG states that the group has every confidence in Boeing, and expects that the 737 Max will be successfully returned to service within the next few months. Walsh has also given his own personal vote of confidence stating that he would not hesitate to board the 737 Max. In return, the chief executive of Boeing has commented that Boeing is honored with the trust and confidence that IAG has shown the company.
Two Max models on order
So far we know that the IAG order will include both the 178 seater 737 Max 8, and the larger 737 Max 10 that can accommodate up to 230 passengers. As yet there are no details on how many of each aircraft will be delivered.
A boost for Boeing
This show of support could go a long way to improving the image of both Boeing and the reputation of its flagship aircraft, the 737 Max. Recently Boeing stated that it currently has orders for 4450 737 Max planes, but has slowed delivery since the grounding. In May, just 30 aircraft were delivered, less than half the deliveries in the same month last year. There were no new orders in either April or May this year, so the IAG order, along with recent orders for the 787 Dreamliner courtesy of Air Lease Corp. and Korean Air, provides a much needed release from a significant dearth of sales. It’s likely that IAG will negotiate a discount for such a large order, and due to the fact that the planes are not as yet airworthy, but even so, this is a major turnaround for Boeing and this has been reflected in a rise in share prices this week.
A slow journey to rebuild a battered reputation
With a recent poll showing that a quarter of Americans would try to avoid flying on a 737 Max, it’s obvious there’s a long way to go to regain the public confidence in this aircraft. There’s no doubt that every effort is being put into ensuring these planes are safe to fly and all issues have been resolved and there are talks of test flights beginning soon. Another incident with one of these aircraft would be devastating and would have huge repercussions for everyone involved. No one wants to declare the 737 Max safe to fly unless everyone is certain, and even then, it’s going to take a long time for many members of the public to feel confident boarding this notorious plane.
Emily is an avid writer with a passion for the travel industry. She also loves learning and writing about nutrition and healthy living. Emily is based in the UK. | aerospace |
https://www.smithreynolds.org/airfieldinformation.aspx | 2020-09-29T10:06:31 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401641638.83/warc/CC-MAIN-20200929091913-20200929121913-00469.warc.gz | 0.946922 | 1,479 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__35228994 | en | Smith Reynolds Airport
3801 N. Liberty St.
Winston-Salem, NC 27105
About Smith Reynolds Airport
In addition to providing a safe, efficient, and convenient aviation facility at Winston-Salem, Forsyth County and the Western Piedmont, the airport provides substantial benefits to the local community.
- Stimulus for Economic Development – For both small and large businesses, the airport’s close proximity to the economic regions of Forsyth and neighboring counties is an incentive for location/relocation of businesses, because it allows executives to travel efficiently, bypassing the problems associated with airline travel.
- Center for Employment – Companies who lease property and conduct business at the airport employ several hundred people in well-paying jobs.
- Property Tax Revenue for City & County – Both the City of Winston-Salem and the County of Forsyth collect property tax on aircraft and equipment based at the airport.
fixed-base operator (FBO) is generally described as an operation that provides services and facility amenities to aircraft, pilots, and passengers. At Winston-Salem Airport, Signature Flight Support is the sole provider of FBO services. Signature Flight Support has grown to become the world’s largest network of FBOs, with over 100 locations providing consistent, exceptional service. Signature’s worldwide compilation of FBOs deliver essential support services for business and private aviation, including refueling, hangarage, and a variety of other amenities essential to the safe and efficient operation of an aircraft. At Smith Reynolds Airport, Signature offers a number of amenities and services including:
- Avgas and Jet-A Fuel
- Rental Cars
- Courtesy Transportation
- Aircraft De-Icing
- Concierge Services
- Ground Handling
- Passenger Lobby
- Aircraft Sales
- Executive Conference Room
- Aircraft Charter
- Pilot’s Lounge
- Flight Planning Room
In addition to the amenities and services listed, Signature also has onsite equipment to service lavatories, and stairs to unload passengers from larger aircraft. Please visit their web site for additional information.
The primary runway at Smith Reynolds Airport (INT) is Runway 15/33 which has a length of 6,655 feet and a width of 150 feet. The runway is constructed of asphalt and is grooved to provide additional traction during wet weather conditions. In 2008, Runway 15/33 was rehabilitated with an asphalt overlay and was then re-marked with precision and non-precision markings. Currently, the airport has an ILS approach to Runway 33, GPS approaches to Runways 15 and 33 and a VOR/DME approach to runway 15. To aid pilot visibility during instrument conditions, runway end identifier lights (REILs) are installed near the threshold of Runway 15; whereas, a medium intensity approach lighting system with runway alignment indicator lights (MALSR) is installed prior to the approach end of Runway 33.
Runway 4/22 serves as the crosswind runway at INT. It has a length of 3,938 feet and a width of 150 feet. This runway is primarily used by small, general aviation aircraft or by flight schools to conduct their training activities. Runway 4/22 currently does not have the instrumentation or the lighting necessary to accommodate aircraft operations during instrument conditions.
Each runway at INT is supported by a full-length parallel taxiway. Taxiway ‘A’ serves Runway 15/33 to the west with taxiway connectors ‘B’, ‘C’, ‘D’, and ‘E’; whereas, Runway 4/22 is served by the full-length parallel Taxiway ‘F’ with taxiway connector ‘J’. Taxiway ‘A’ provides access to/from both runways to the terminal apron and Taxiway ‘H’ provides access to/from the large maintenance hangar areas to taxiway ‘F’. Taxiways ‘M’ and ‘N’ provide access to the, centrally located, South T-hangars.
Paved apron areas are required for the parking of based aircraft in the form of tie-downs and also for transient aircraft parking in the form of open ramp. Multiple apron areas exist throughout the airfield for aircraft parking; however many of these aprons are directly associated with nearby hangars where private business is conducted.
The terminal building was constructed in 1941 and is located on the west side of the airport, adjacent to Taxiway ‘F’, with surface access via Norfleet Street and Liberty Street. The terminal building was previously used by commercial airline passengers until 2000, when US Airways ceased commuter operations to the airport.
The Aircraft Rescue and Firefighting (ARFF) facility is located on the south side of the airfield between runways 4/22 and 15/33 and is accessible from N. Liberty Street by taking Fairchild Rd. which turns into Aviation Drive. Aviation Drive leads directly to the ARFF facility, airport maintenance, and to the Heritage maintenance hangar.
Airfield Information and Updates
In January 2015, the Airport Commission of Forsyth County completed a project which strengthened and rehabilitated a portion of Runway 4-22 at Smith Reynolds Airport in Winston-Salem. The project cost approximately $2.5 million and was funded 90% by the FAA and the NCDOT.
In July 2010, the Airport Commission of Forsyth County, with assistance from the Federal Aviation Administration (FAA) and the North Carolina Department of Transportation (NCDOT), completed the Runway Safety Area (RSA) project off the end of Runway 33 at Smith Reynolds Airport in Winston-Salem. Due to existing terrain and land restrictions at the airport, the project required new technology which is referred to as Engineered Materials Arresting System (EMAS).
EMAS is a bed of crushable concrete placed at the end of a runway that is designed to save lives and to minimize damage of aircraft that may run off the end of a runway. EMAS systems are often compared to runaway truck ramps used on steep-grade highways. The best material found to date is a lightweight, crushable concrete. When an aircraft rolls into an EMAS arrestor bed, the tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated by having to roll through the material. The EMAS technology provides safety benefits in cases where land beyond the runway end is not available, which is the case at Smith Reynolds Airport.
To complete the RSA project, the Airport Commission of Forsyth County received 90% federal funding. Taylor & Murphy Construction Co., Inc. completed the project with engineering and inspection oversight services provided by Avcon, Inc. Approximately 430,000 cubic square yards of dirt were required for the project and the total project cost was approximately $11 million. This was the final stage of a multi-year project which included a runway overlay project totaling $3.5 million to improve the conditions of the 6,655 feet Runway.
Providing a safe, efficient, and convenient aviation facility at Winston-Salem, Forsyth County and the Western Piedmont.
Smith Reynolds Airport | aerospace |
http://www.rs.nato.int:80/article/isaf-releases/unmanned-aerial-system-recovered-in-kandahar.html | 2016-08-27T15:03:16 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982921683.52/warc/CC-MAIN-20160823200841-00068-ip-10-153-172-175.ec2.internal.warc.gz | 0.957426 | 159 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__166831863 | en | Home | RS News | Unmanned Aerial System Recovered in Kandahar
Unmanned Aerial System Recovered in Kandahar
ISAF Joint Command - Afghanistan 2010-08-CA-287 For Immediate Release Download PDF
KABUL, Afghanistan (Aug. 26) - International Security Assistance Force members recovered an unmanned aerial system after it crashed in Kandahar province today.
The aircraft lost engine power during flight and the operator was unable to recover it. The aircraft's camera was not found and according to locals, is believed to have been recovered by insurgents. The camera had no recording capability and was only used to transmit images.
The aircraft is a lightweight, medium-range reconnaissance and surveillance UAV system and contained no weapons or intelligence that can be exploited by enemy forces. | aerospace |
http://scienceofaircraft.blogspot.com/2010/08/engine-design-considerations.html | 2018-07-20T21:41:23 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591837.34/warc/CC-MAIN-20180720213434-20180720233434-00511.warc.gz | 0.938718 | 170 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__216687604 | en | An aircraft engine must be:
* reliable, as losing power in an airplane is a substantially greater problem than in an automobile. Aircraft engines operate at temperature, pressure, and speed extremes, and therefore need to perform reliably and safely under all reasonable conditions.
* light weight, as a heavy engine increases the empty weight of the aircraft and reduces its payload.
* powerful, to overcome the weight and drag of the aircraft.
* small and easily streamlined; large engines with substantial surface area, when installed, create too much drag.
* field repairable, to keep the cost of replacement down. Minor repairs should be relatively inexpensive and possible outside of specialized shops.
* fuel efficient to give the aircraft the range the design requires.
* capable of operating at sufficient altitude for the aircraft
Source Obtained: Wikipedia, the free encyclopedia | aerospace |
https://casstt.com/how-drones-in-azerbaijan-won-the-war-against-armenia-2/ | 2024-02-28T05:55:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474697.2/warc/CC-MAIN-20240228044414-20240228074414-00734.warc.gz | 0.966613 | 1,112 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__52714833 | en | While it is true that drones are currently not substitutes for manned aircraft, but their potential to emerge as a critical force multiplier will affect the means and methods of warfare over land, air and sea. The recent Nagorno-Karabakh conflict has indicated that drones will significantly affect the survivability of ground forces, the vulnerability of air defense systems and Intelligence, Surveillance and Reconnaissance (ISR) in future conflicts. Conflict-prone regions such as South Asia can draw important lessons from this conflict.
The intense fighting between Azerbaijan and Armenia over Nagorno-Karabakh led to a ceasefire agreement signed between the conflicting parties on 9 November 2020. According to this agreement, Azerbaijan now controls the territories won during the conflict, which were internationally recognized as part of its territory, but were occupied by Armenian separatists since 1994.
The six-week long conflict was peculiar due to the extensive and effective use of armed and unarmed drones by Azerbaijan. Since Armenia had deployed air defense systems on its territory, the use of manned aircraft could have proved costly and risky. Therefore, Azerbaijan resorted to extensive use of drones which it had procured from Israel and Turkey.
Azerbaijan also used surveillance drones to identify troop positions and weapon locations, whereas its armed drones destroyed numerous Armenian tanks, artillery, and air defense systems which helped it make swift advancements into the occupied territories.
In the initial stages of the conflict, Azerbaijan’s Soviet-era aircraft were converted into drones, and sent over Nagorno-Karabakh which forced the Armenian forces to fire and reveal their artillery positions and air defense systems. Once their positions were revealed, they were exposed to subsequent attacks by armed drones. Furthermore, deeper penetration into Nagorno-Karabakh helped Azerbaijan disrupt the Armenian supply lines and logistics. The Soviet-era air defense systems (2K11 Krug, 9K33 Osa, 2K12 Kub, and 9K35 Strela-10) possessed by Armenia were not able to repel the incoming attacks due to their technological limitations. The Turkish Bayraktar TB2s drones flew too high to be ntercepted by these air defense systems.
In addition, modest Armenian air defense capabilities made its armored formations vulnerable to Azerbaijan’s drones, which inflicted significant damage. Although Armenia also had indigenous drones, they were technologically inferior as compared to the advanced versions possessed by Azerbaijan such as Hermes-900, Heron, loitering munitions such as Orbiter 1K, SkyStriker, and Harop; and Turkish Bayraktar TB2 UCAVs.
Azerbaijan’s effective and innovative tactical use of advanced drone technology enabled it to prevail upon Armenian forces which largely relied on conventional Russian weaponry and traditional tactics. Ultimately, the Armenian forces had no choice but to sign the truce in order to avoid more loss of human lives, territory and military equipment. This recent conflict has demonstrated that the effective use of drone technology can have a decisive impact on territorial conflict – a role which was mainly played by ground forces and manned aircraft.
This decisive role of drones has exposed the vulnerability of ground forces, expensive tanks, large artillery guns and even air defense systems. Drones have also emerged as effective and low cost SEAD (Suppression of Enemy Air Defenses) platforms against low-to-mid-range air defenses. They have also proven their worth in intelligence gathering, psychological operations and propaganda in military conflicts. Such platforms not only enabled timely battlefield damage assessment, but timely sharing of videos and pictures of Armenian military equipment being destroyed, and shown on electronic and social media also helped raise the national and military morale of Azerbaijan.
According to Michael Kofman of Center for Naval Analyses (CNA) “Drones offer small countries very cheap access to tactical aviation and precision-guided weapons, enabling them to destroy an opponent’s much-costlier equipment, such as tanks and air defense systems.” Azerbaijan, certainly not a major military power, was able to field a large arsenal of drones and inflict considerable damage to its adversary. Hence, it is evident that by the employment of remotely-operated systems, small and middle powers can get access to better airpower, sensors and precision-guided weapons at a far lower price as compared to the cost of expensive manned aircraft.
On the other hand, this “affordable airpower” can also make conflicts more likely as different states may be tempted to utilize this technology to seek quick victories in future conflicts. Both India and Pakistan are also investing in drone capabilities. This indicates that drones can have a significant and diverse role in any future South Asian conflict scenario as well. The threat from drones is a persistent one and is likely to grow once more states acquire this technology. Therefore, given the evolving role of unmanned drones, countries like Pakistan need to also explore and develop countermeasures with the help of electronic jammers, kinetic interceptors and counter-drone weaponry.
The lessons drawn from the conflict provide an important case study of how limited wars can be won through superior tactical employment of modern technology. The recent Azerbaijan-Armenian conflict is being dubbed as the first war that was won through drones. However, it is quite likely that it might not be the last one.
Shaza Arif is a Researcher at the Centre for Aerospace & Security Studies (CASS). The article was first
published in Khaleej Mag. She can be reached at email@example.com | aerospace |
https://www.promegaconnections.com/red-rover-red-rover/ | 2022-09-25T17:26:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334591.19/warc/CC-MAIN-20220925162915-20220925192915-00007.warc.gz | 0.930468 | 170 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__151069205 | en | [wpvideo j5SvPhHA]On November 26, NASA launched the Mars Science Laboratory from Cape Canaveral. The science laboratory contains the newest Mars rover, Curiosity. NASA has already received the first signal from the laboratory, shortly after it separated from the rocket. The Mars Science Laboratory is flying free toward the red planet.
NASA has a wonderful video describing how the science laboratory landing is planned. The video illustrates just how complex a mission this is. To think that we can even imagine, must less carry out, such a feat of technology and engineering is amazing. Enjoy the video, and let’s hope that on August 6, 2012, Curiosity will land safely and begin teaching us more about our neighboring planet.
If you have difficulty with the embedded video, here’s a link to the video on the NASA website. | aerospace |
http://livingthedreamsicle.blogspot.com/2013/07/july-20-apollo-11.html | 2020-10-30T10:44:58 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107910204.90/warc/CC-MAIN-20201030093118-20201030123118-00642.warc.gz | 0.941757 | 233 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__105306299 | en | Saturday, July 20, 2013
July 20 - Apollo 11
44 years ago: Apollo 11, the fifth of NASA’s manned Apollo missions, was launched from Kennedy Space Center in Florida on July 20, 1969, nine years after President Kennedy said the United States would send a man to the Moon and return him safely to Earth. The mission’s computers had less processing power than today’s typical smartphone. Six hours after launch, astronaut Neil Armstrong stepped from the lunar module onto the Moon’s surface, followed by Buzz Aldrin, while Michael Collins remained in lunar orbit in the command module. Aldrin and Armstrong collected 47.5 pounds of lunar material for return to Earth. Though Armstrong took the first step on the Moon, Aldrin was the first to pee there, using a special bag within his space suit. Both astronauts left urine bags behind on the Moon, and all three suffered from troublesome flatulence because of hydrogen bubbles in their water. Moondust on their suits imparted an acrid smell similar to ashes and spent gunpowder. In today’s dollars, the entire Apollo program cost roughly $150 billion. | aerospace |
https://thenational-the-national-prod.cdn.arcpublishing.com/world/2022/09/25/tropical-storm-ian-delays-nasas-artemis-1-moon-rocket-launch-attempt/ | 2022-12-09T05:27:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711390.55/warc/CC-MAIN-20221209043931-20221209073931-00151.warc.gz | 0.960981 | 467 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__146793193 | en | Nasa has postponed its Artemis 1 Moon rocket launch for a third time due to the threat of a tropical storm which could become a hurricane.
The space agency was targeting September 27 for lift-off but weather conditions are no longer suitable, with tropical storm Ian forecast to approach Florida early next week.
The launch of the Space Launch System and Orion spacecraft was previously twice delayed due to technical issues.
Nasa said it was considering rolling the rocket back to the assembly site, though no decision has been made at this stage.
“The agency is taking a step-wise approach to its decision-making process to allow the agency to protect its employees by completing a safe roll in time for them to address the needs of their families while also protecting for the option to press ahead with another launch opportunity in the current window if weather predictions improve,” the space agency said.
If the roll back goes ahead, then the transportation of the rocket would begin late Sunday night or early Monday morning.
This could push the launch back by several weeks.
The Space Launch System, with the Orion spacecraft on top of it, has been on a launch pad at the Kennedy Space Centre in Florida since August 16.
Nasa is trying to launch it as part of Artemis 1, an uncrewed test flight around the Moon that would test the rocket and spacecraft’s performance.
It would pave the way for the Artemis programme, which aims to build a sustainable human presence on the Moon.
The US Space Force has also been tracking the weather conditions on the launch pad.
In a statement on September 23, the Space Force said that shower activity will get closer to the spaceport on Sunday.
“On Sunday, the boundary will push back northward ahead of a likely strengthening tropical system in the western Caribbean, gradually shifting shower activity closer to the spaceport,” it said.
“Deep tropical moisture will spill across the spaceport Tuesday, with widespread cloud cover and scattered showers likely during the launch window.
“As a result, our primary concerns will be the cumulus cloud rule, surface electric fields rule and the flight through precipitation constraint.”
A rocket cannot be launched when these concerns are present, as it could damage the rocket and puts public safety into question. | aerospace |
https://elook.org/dictionary/flying.html | 2022-11-29T04:17:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710685.0/warc/CC-MAIN-20221129031912-20221129061912-00070.warc.gz | 0.928318 | 287 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__108546610 | en | [noun] an instance of traveling by air; "flying was still an exciting adventure for him" Synonyms:flight
[adjective] capable of or engaged in flight; "the bat is a flying animal"
[adjective] moving swiftly; "fast-flying planes"; "played the difficult passage with flying fingers" Synonyms:fast-
[adjective] streaming or flapping or spreading wide as if in a current of air; "ran quickly, her flaring coat behind her"; "flying banners"; "flags waving in the breeze" Synonyms:aflare, flaring, waving
[adjective] designed for swift movement or action; "a flying police squad is trained for quick action anywhere in the city"
[adjective] of or relating to passage through the air especially aviation; "a flying time of three hours between cities"; "unidentified flying objects"
[adjective] hurried and brief; "paid a flying visit"; "took a flying glance at the book"; "a quick inspection"; "a fast visit" Synonyms:quick, fast
[adjective] done swiftly in or as if in the air; used e.g. of a racing start in which runners are already in motion as they cross the starting line; "a flying start"; "crossed the goal line with a flying leap" | aerospace |
https://www.industrytap.com/safety-management-systems-pinpoint-airport-risks/68449 | 2023-09-25T12:12:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233508977.50/warc/CC-MAIN-20230925115505-20230925145505-00130.warc.gz | 0.910578 | 1,373 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__139049340 | en | Airports are complex environments with many potential risks that must be properly managed to ensure safe operations. Implementing an effective safety management system (SMS) allows airports to systematically identify hazards, assess risks, and eliminate or mitigate dangers. By taking a proactive approach to safety, airports can prevent incidents and accidents that could result in damage, injuries, or fatalities. This article examines five key risks that airports face and how SMS processes can address them.
One of the most significant risks for airports is runway incursions, which occur when an unauthorized aircraft, vehicle, or person enters an active runway. This can potentially cause collisions and catastrophic accidents. SMS processes allow airports to analyze data, identify problematic hotspots or procedures, and implement strategies to reduce incursions.
Marking runways and taxiways clearly, and using signage, lighting, and markings helps pilots and drivers maintain situational awareness and avoid mistakes. Airport maps and diagrams provide visual references. Regular maintenance ensures markings are visible. Access points to runways can be limited and controlled through gates, barriers, or technology systems. Standard taxi routes also guide traffic properly.
Air traffic control procedures are crucial for maintaining separation and avoiding confusion. Controllers undergo extensive training on tower operations, communications, and systems. Airport staff are kept current on rules and standards through regular briefings. Coordination protocols between the control tower and ground vehicles optimize visibility. Alert systems provide warnings to controllers for potential conflicts.
With multiple parties operating in the airport environment, strong communication and reporting among air traffic control, pilots, ground crews and other staff creates layers of safety oversight. SMS encourages continuous analysis of data to identify trouble spots, understand the root causes of incursions, and refine procedures to enhance runway safety.
What is Bird Strike? A bird strike is a collision between birds and aircraft. They pose a significant safety risk to flights, often causing dangerous emergencies. According to FAA data, over 220,000 bird strikes have been reported in the US since 1990, causing hundreds of deaths and billions in aircraft damage. Implementing an SMS approach allows airports to better manage this threat.
The first priority is assessment – surveying environments to identify bird species, populations, flight paths, and behaviors. Data gathering and reporting systems track all bird strike incidents, detailing specifics like altitude, phase of flight, weather, and bird type. Analysis of this data pinpoints higher risk zones, seasons, and flight schedules.
Steps can then be taken to modify environments and discourage bird habitation and flyways. Draining or eliminating bodies of water removes a major attractant. Managing vegetation reduces food sources and hiding spots. Installing perimeter fencing deters birds from roosting and nesting. Active harassment with pyrotechnics, propane cannons, and other tools can be used to frighten birds away from airports.
Aircraft operating protocols can also be adjusted to minimize collisions during high-risk periods. This may include altering approach patterns, overnight parking locations, engine run-up restrictions, and takeoff/landing rules. Prioritizing waste management and eliminating food sources further helps create an unappealing environment.
With continual monitoring, data analysis, and adaptability, airports can take a strategic SMS approach to reduce bird strike risks. This protects aircraft and passengers and mitigates a major hazard.
Aircraft Ground Damage
Ramp areas are filled with ground support vehicles and equipment that can collide with or cause damage to aircraft while servicing, fueling, loading, and unloading. Debris and jet blasts are other hazards. SMS provides a framework to identify risks, analyze data, and promote active mitigation strategies.
Strict rules govern ramp operations, vehicle and employee certification, markings, protective barrier use, personal protective equipment requirements, and speed limits. Standard procedures establish safe fueling operations, engine start protocols, towing methods, equipment use, FOD prevention, and other processes. Supervisors and ramp agents are trained to be vigilant of activities, enforce rules, and prevent unsafe conditions. Staff can report issues or concerns via safety reporting systems.
Data gathered through inspections, audits, and tracking of incidents pinpoint problem areas in need of solutions. Analysis considers factors such as layout, design, congestion issues, human behaviors, and more. Updated signing, new markings, added protections and changes to procedures, training or equipment may be warranted based on findings. Continual monitoring, assessment, and enhancement promote a safer ramp environment.
Airport IT systems contain sensitive data supporting key functions such as airport operations, air traffic control communications, security screening, aircraft telemetry, passenger processing, and more. Cyberattacks pose threats of systems failures, compromised data, and massive disruption.
Using SMS principles, airports perform risk assessments of critical IT infrastructure and cybersecurity controls. Vulnerability testing and audits identify gaps to be addressed before incidents occur. IT professionals train employees on cybersecurity risks, proper data practices, and identifying threats. Monitoring, firewalls, threat detection software, and access controls provide layered defenses. Plans cover disaster recovery, ensuring backup systems allow continuity if breaches happen.
Cybersecurity risks evolve rapidly, so SMS involves continuous improvement. Airports analyze attempted infiltrations, conduct updated assessments, and refine defenses regularly. They share intelligence on emerging threats with government agencies and industry partners. Review processes verify security controls and procedures are enhanced to counter new vulnerabilities. With vigilance and adaptation, cyber risks are minimized.
From extreme weather events to public health crises, airports must prepare for emergencies that could severely disrupt operations. Power outages, fires, accidents, hazardous material releases, sabotage or terror threats, and other scenarios must be planned for. SMS enables proactive risk assessment, contingency planning, training, and exercises.
A thorough hazard analysis considers potential emergency scenarios based on airport geography, climate, infrastructure, operations, and other factors. Plans outline roles and actions required in response situations, ensuring coordinated efforts across departments and community partners. Identifying resources needed for contingencies allows advance preparation.
Response team training on emergency protocols and specialized skills such as incident command principles help develop readiness. Drills and exercises validate plans to function effectively during simulated crises. Analyzing outcomes identifies improvements and training gaps. Reviewing crisis trends enables adaptation of plans over time. With rigorous contingency planning guided by SMS principles, airports build resilience against emergencies of all types.
Airports face complex safety challenges every day. By taking a systematic, proactive approach enabled by SMS processes, airports can continuously assess risks, develop effective mitigation strategies, and enhance operational safety. Identifying hazards before incidents occur is critical. Understanding the root causes of problems allows targeted solutions. With collaboration across all stakeholders and a sustained commitment to safety management principles, airports position themselves to prevent accidents, reduce damage, and save lives. | aerospace |
https://anchorrising.com/2021/11/01/when-you-say-lets-go-go-with-southwest/ | 2021-12-01T04:21:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964359082.78/warc/CC-MAIN-20211201022332-20211201052332-00168.warc.gz | 0.929039 | 217 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__58032202 | en | When you say, “let’s go,” go with Southwest.
I don’t travel much, particularly by airplane, but when I do, I’ve usually used Southwest Airlines. That habit developed for a number of reasons, with a key one being that unassigned seating seemed to me a touch of randomness that would dissuade would-be terrorists. (Granted, this felt like a more-pressing consideration some years ago.)
Now I’ve got another reason:
“We’re heading east at about seven or eight miles per hour,” the pilot stated. “Clear visibility, mostly clear skies, about 77 degrees. Thanks for coming out and flying Southwest Airlines, welcome aboard, and remember, ‘let’s go, Brandon.’”
Of course, an AP reporter on the flight reported on the incident and outrage mobs kicked into gear, so Southwest may very well ruin the good vibe, but for the moment, a Brandonophile can still hope. | aerospace |
https://www.gainsounds.com/products/quadcopter-drone-flight-binaural | 2021-09-23T05:23:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057417.10/warc/CC-MAIN-20210923044248-20210923074248-00234.warc.gz | 0.842938 | 200 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__144657573 | en | Quadcopter Drone Flight (Binaural)
What's in this sound pack?
Ultra High-Res Binaural Quadcopter Drone Flight Sound FX Elements
Quadcopter Drone Flight in Binaural shows off these buzzing electronics from near and far captured with a precision microphone as well as a binaural stereo microphone system. You’ll get that hair raising ASMR tingle on the back of your neck as you feel the wind from the drone pass-by from left to right in this very unique drone flight recording. Recorded in ultra-high resolution of 192kHz / 24-Bit, you’re sure to have the highest quality drone recordings ever captured.
Licensor: The Chris Alan
License Type: Single user / multi-user, royalty-free for personal & commercial use.
Specs: 10 files • 25 sounds • 24bit / 192kHz • 958.1 MB • Metagged
Delivery: Digital download link upon purchase | aerospace |
https://www.apdnews.com/article/e1e5de2 | 2024-03-01T06:32:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475203.41/warc/CC-MAIN-20240301062009-20240301092009-00797.warc.gz | 0.967822 | 181 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__190301111 | en | A NASA spacecraft has spotted monstrous 'Earth-sized' cyclones churning over of the poles of Jupiter.
The chaotic weather systems were observed by the Juno probe, which has been exploring the gas planet's cloud tops since last year.
Scientists say there are clusters of cyclones near Jupiter's poles which, combined, are as big as Earth.
The largest individual cyclone has a diameter of around 870 miles.
Juno launched in 2011. Pic NASA
Juno, which was launched in 2011, is providing our best ever close-up views of the Solar System's largest planet.
Researchers say that as well as cyclones, Juno has also detected large quantities of ammonia in Jupiter's atmosphere.
The planet also has a surprisingly strong magnetic field, roughly 10 times greater than the Earth's.
Jupiter's diameter is more than 11 times the size of Earth's. | aerospace |
https://newscinema.in/european-space-agencys-new-class-of-astronauts-revealed | 2022-12-06T06:22:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711074.68/warc/CC-MAIN-20221206060908-20221206090908-00263.warc.gz | 0.947885 | 98 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__294477749 | en | European Space Agency’s new class of astronauts revealed
European Space Agency’s new astronauts REVEALED: Class of 17 includes 8 women and a British ‘parastronaut’ who lost his leg in a motorbike accident
The European Space Agency has revealed its new class of astronauts. They are the first cohort in almost 15 years and include the first ‘parastronaut’. People with physical disabilities have previously been excluded from spaceflight. | aerospace |
https://www.news.limited/trends/saturday-night-live-star-pete-davidson-heading-to-space-news | 2022-05-27T02:48:25 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662631064.64/warc/CC-MAIN-20220527015812-20220527045812-00358.warc.gz | 0.940544 | 470 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__77796394 | en | On March 23‚ Saturday Night Live star Pete Davidson will join the crew of a Blue Origin space flight. The private company‚ created by Amazon founder Jeff Bezos‚ will be launching its New Shepard rocket into orbit. It will be the fourth human mission to orbit the Earth‚ and the 20th overall mission for Blue Origin. The launch will take place at 8:30 a.m. CT‚ and will be the first human flight from Blue's new Spaceship Technology (SpaceX). Earlier this year‚ SNL actor Matt Dugan and Amazon founder Jeff Bezos announced that Chad‚ a character from the comedy show‚ would be heading into space. The episode was a spoof of a space mission by SpaceX‚ which Pete Davidson played on the show. The spacecraft will travel to Mars at nearly three times the speed of sound. The Saturday Night Live star will be on the first Blue Origin flight on March 23‚ which is set to take place on March 23. The weekend will also feature the launch of the company's first commercial rocket.
Blue Origin's first flight was in July and included Jeff Bezos and two other passengers. Davidson will be carrying a postcard with him to send to his fans. He also hopes to inspire young people to pursue careers in space. But for now‚ Davidson is busy with work and dating Kim Kardashian‚ and feuding with rapper Ye. But the stars of Saturday Night Live are still in high demand.
#NewShepard mission #NS20 will include Marty Allen, @NBCSNL’s Pete Davidson, @SharonHagle, Marc Hagle, @JimKitchen, and @DrGeorgeNield. Liftoff on March 23 is targeted for 8:30 am CDT / 13:30 UTC from Launch Site One. Read more 🚀: https://t.co/z8jXdnA9n4 pic.twitter.com/a2zIdCf2Mt — Blue Origin (@blueorigin) March 14, 2022
Kanye West reveals Tory Lanez gave him life advice and claims Pete Davidson texted him bragging about being in bed with Kim Kardashian. pic.twitter.com/xFrS2CwWyt — Pop Crave (@PopCrave) March 13, 2022 | aerospace |
https://www.ptonline.com/articles/nasas-mars-rover-has-many-3d-printed-parts | 2021-04-13T14:17:18 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038072366.31/warc/CC-MAIN-20210413122252-20210413152252-00622.warc.gz | 0.925493 | 379 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__179178371 | en | NASA's 'Mars Rover' Has Many 3D Printed Parts
A Fortus 3D printer from Stratasys, Inc., Eden Prairie, Minn., was used by NASA to help build a next-generation rover capable of supporting two humans on near-earth asteroids and Mars. The rover is about the size of a Hummer and has a pressurized cabin and observation bubble.
NASA has been test-driving the vehicle in the Arizona desert, maneuvering it on the unforgiving terrain at weather conditions said to simulate those on Mars. About 70 rover parts were built digitally, directly from computer designs, in a production-grade Stratasys 3D printer. It uses the company’s patented Fused Deposition Modeling (FDM) technology for the creation of complex shapes through additive manufacturing.
NASA engineers chose the FDM method because it uses production-grade thermoplastics like ABS, PC, and PC/ABS, which are lightweight but durable enough for rugged end-uses. The Mars rover parts include flame-retardant vents, pod doors, and many custom fixtures.
One ear-shaped exterior housing (shown) is deep and contorted, and would be nearly impossible to build without 3D printing, according to NASA test engineer Chris Chapman. He says NASA engineers also 3D print prototypes to test form, fit, and function of parts that will eventually be built in other materials. This validates part designs before committing to expensive tooling.
The polymers we work with follow the same principles as the body: the hotter the environment becomes, the less performance we can expect.
Newer specialty slip masterbatches go beyond traditional capabilities to provide greater thermal stability, reliability, and ability to hold COF steady during laminating.
Molders should realize how significantly process conditions can influence the final properties of the part. | aerospace |
https://airspacesafety.com/facts-stats-and-incidents/radar-replays/ | 2019-10-15T07:39:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986657586.16/warc/CC-MAIN-20191015055525-20191015083025-00016.warc.gz | 0.947644 | 3,543 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__168130710 | en | 1. Radar Heathrow CTR – Commercials Vectored Away
This whole sequence is a classic example of standard safety measures in action because an ‘G.A. Infringer’ enters into Heathrow Class ‘A’ Airspace. When you play the radar replay, (click on the link below), you will see the disruption caused by an unknown aircraft entering the Heathrow CTR from the North.
You may need to replay the sequence more than once, there is so much happening. To help you identify him, the infringer will be highlighted with a white circle. Note he is squawking 7000, the general conspicuity code, but he is not revealing his altitude which should be shown where the three dashes — are. To understand the data on the commercial aircraft, pause the replay and look at any green ‘*’ which represents a aircraft approaching or leaving Heathrow. The ones on the last stages of their descent inbound will have a green number, representing the altitude in HUNDREDS of feet (so ‘43’ represents 4300′),and a green ‘LL’ representing Heathrow (ICAO code EGLL). The orange/brown number trailing some flights is the altitude that the aircraft is descending to at this stage. So a ‘43’ with an orange/brown ‘40’ trailing it shows the aircraft passing 4300′ on the way to 4000′.
Heathrow CTR will be highlighted as the incident progresses. Commercial aircraft can be seen as they are aligned up for landing on runway 09L at Heathrow, the actual threshold being where that designator 09L is seen. The checkpoints on final approach are at 2 mile intervals. Keep your eye on squawk 6645 as it descends on the ILS, it is the first to be broken off. The 7000 squawks in the White Waltham circuit and the low level 7037 SVFR transit can be ignored. Each commercial under Heathrow control will have a unique 4 digit green squawk number. The green ‘*’ on some of the departing ones will be seen to blink, as they are asked to squawk ‘ident’.
As the infringer moves South towards the well spaced commercial traffic lined up for landing on 09L at Heathrow, the controller, unable to contact the infringer, has no option but to break off two aircraft from final approach to a runway… That’s why controllers are there… they enforce safety by taking action.That’s why controlled airspace is there… to give a defined ‘known environment’ to protect commercial flights. If anything ‘unknown’ enters that environment, then set procedures ENSURE that safety is not compromised, and the casualties are ‘time’ and ‘cost’ (and perhaps patience if you were a passenger on board with a tight transfer, or a train to catch, or just wanting to get home after a long day). If you are interested in direct costs, think of each minute of extra flight time suffered by the aircraft broken off approach and re-sequenced into such as busy stream as being in the order of £100 per minute and you won’t be far wrong.
Whilst the real incident shown here was not a ‘safety’ problem due to the diligence of the controllers and their processes, the most likely incident that could lead to safety problems would be an infringer without ‘Mode C’ breaking into controlled airspace from below or above – for example climbing into the LTMA from below either not transponding, or simply forgetting to turn the transponder to ‘ALT’. Always use Mode C if you have it. What do you do if you suddenly realise you are in Controlled Airspace? Call the controller as quickly as possible, as you can then quickly become ‘known traffic’ and other flights might not need to be diverted once you are identified and the situation is being resolved. If you do not know who to call, don’t wait for things to get worse, use 121.5 Mhz, tell them your problem, and the situation will start to improve for everyone.
To see the Heathrow CTR bust click here G.A. Bust of Heathrow CTR (3.2 MB)
2. Radar Compton VOR
This replay shows an aircraft not noticing the levels of controlled airspace and is infringing throughout. The airspace lowers further ahead near Compton VOR. One aircraft out of Luton is re-routed when the infringer is noticed, and there is loss of separation against a Heathrow departure. The clip is well annotated. If you don’t understand the way the squawk data such as flight levels are shown on the replay, the description of the Heathrow CTR ‘bust’ (below) explains it, but the ‘7000’ squawker is initially annotated as being at 9100′ (see the ’91’ under the squawk) and eventually ends up at 8300′ by the very end of the clip. NMS means ‘no mode S’.
Radar video clip for Compton VOR (2.5 MB)
3. Radar Stansted CTA – No Mode Charlie!
This replay shows an incursion and incident when a pilot, ‘temporarily unsure of position’, is actually in Stansted CTA. The lack of Mode C from the transponder is the main problem here. Play the radar replay once to see what happens, then play it again pausing where necessary, knowing that the aircraft was at around 3000′, give or take. Note because the infringing aircraft could be clear of the airspace if below 1500′, the controller has to assume it is down there, and has no idea that the 7000 radar return is so high. The squawk on the Stansted “inbound” shows its altitude in hundreds of feet. You will see two fields with ‘2 digits’ on the squawk – the one in green is the current altitude in hundreds of feet, the other (usually lower in value) is the altitude it is currently intending to reach – so ’41’ and ’30’ in the two 2-digit fields would be at 4100′ descending down to 3000′. If you are wondering why they want a TMZ under the Stansted CTA, look no further than this:
View the replay of Stansted CTA without Mode C (1.8 MB)
4. Radar Gatwick/LTMA
This radar replay shows disruption caused by a short infringement into a layer of the LTMA over Sussex, eventually descending to the correct altitude but not early enough. The altitude of the aircraft is shown as two digits on the radar replay. For example, at the very start of the clip, the aircraft that will infringe is squawking ‘7000’ with the Mode C showing ’30’ meaning 3000′. You can watch that altitude decrease too late. Once the aircraft has infringed, the controller has to assume he does not know what he is doing, and is ‘unpredictable’ in both heading and altitude changes. For that reason, any traffic nearby has to be vectored away.
Descending in time does matter, it’s no good saying you only went in by a short distance, as soon as you cross that line, the controller has to move traffic as the assumption has to be that you are lost and your track is unpredictable – why else would you have crossed that line at all?
Gatwick LTMA Radar Replay video (2.5 MB)
5. Radar Luton CTR
This replay shows a student lost and crossing the Luton CTR and extended runway centre line. Note that when the student realises (shortly before the runway) and he is given a Luton squawk, he doesn’t use Mode C, which he should!
6. Radar Stansted CTR
This replay shows a small aircraft slowly transiting Stansted CTR. It is annotated as the clip plays. The worrying thing is that because he is slow and in a very light non-reflective aircraft, he was never seen until he realised what he’d done, just at the very end of the ‘film’ when call called the controller. You see the radar blip much clearer as it is speeded up and therefore not intermittent.
7. Radar Manchester CTR
You’ll see an aircraft (in fact more than one) leaving the Manchester Low Level Route into the CTR. The clip is annotated to explain the disruption that results.
The radar replay shows the south western section of the Manchester Control Zone. Manchester Airport is using its north easterly runways (landing runway 05R and departing runway 05L). At the start of the replay Manchester Airport, the 10 mile range ring from the airport and the final approach track for runway 05R are all highlighted. At the time of this incident traffic levels were high, notice there is a continuous sequence of inbound aircraft that are being vectored for approximately 4 miles spacing on final approach. Also out of picture, there are several aircraft at the 3 Manchester holding stacks waiting for their turn to make an approach.
The infringing aircraft was traced by tracking it on radar and actually turned out to be 3 aircraft that were flying in loose formation (only one was squawking but if you watch the replay again you can make out the primary radar returns from the other 2 aircraft). The 4 aircraft broken off approach were all delayed by 8 minutes but also 10 aircraft that were already in the holding stacks were also delayed 8 minutes. This gives a total delay for all aircraft of 2 hours and if you consider the average size of the delayed aircraft involved was a Boeing 737 (which burns around 2.5 tonnes of fuel an hour while holding) it’s a costly business.
OK, so the controllers did pretty well, keeping the impact to just time and money, not lives, but here’s another learning point; If the 7000 squawk has been simply listening in to Manchester Approach on 118.575 Mhz and displaying the Manchester ‘listening in’ squawk of 7366, it could have been contacted as soon as it left the corridor
Now watch the clip: Radar video clip for Manchester LLR (6 MB)
8. Radar - Luton. See “CAIT”! How it should be…
This is how it should be… an aircraft accidentally infringes ‘vertically upwards’. The pilot has previously decided not to talk to anyone but wear a listening squawk. It’s all over with no fuss after about 30 seconds.To understand the readings from the transponder, see the explanation that goes with the first radar replay, Heathrow CTR, below.
The pilot is squawking a ‘listening squawk’ 0013 to show he is monitoring the Luton Approach frequency without speaking. Not only is he showing a ‘listening squawk’, he’s using Mode Charlie (‘Alt’) to transmit level. Note the infringement is vertical, a climb into the CTA.
The new LTMA software ‘CAIT’ is in use, which monitors squawks and “Mode Charlies” turning a radar return ‘purple’ if it believes there is an infringement happening. (Normally the controller would have to notice which would happen but not as quickly as if a ‘return’ turns purple.) We cannot broadcast the sound track, but we overlay the radar replay with what is going on between the controller and the pilot.
When the sequence starts, the purple 0013 squawk is obvious, the pilot is climbing. At the time it shows ’38’, i.e. the aircraft has reached 3800′. Unfortunately the sector of CTA shown here around the Henton NDB has a base of 3500′. (NB: the text on the radar replay says this is the Luton CTR, it isn’t, it’s the Luton CTA so traffic is allowed underneath it in Class G.)
Without the ‘Mode C’, the infringement would not have been noticed as the controller and CAIT would have deemed the aircraft to be below the CTA, and an airprox or worse could result. Without Mode C, if the aircraft had been spotted visually by a commercial and reported, the deliberate non-use of ‘Mode C’ when it was available could influence whether the pilot ended up in court or not, as it would appear that the airmanship was lacking. But, so much for ‘ifs’, this pilot was using Mode C, and as you’ll see, through CAIT instantly highlighting the problem, and the ‘listening squawk’ showing the controller that the pilot is quietly monitoring the frequency, it’s all sorted out in what? About 30 seconds? No danger, no fuss. Nowadays, as we need to understand the detail behind infringements, the pilot would be asked to voluntarily to fill in a standard survey, which of course leads to the sort of analysis included in Causal Factor Analysis of Airspace Infringements 2017.
You will still find pilots who deliberately avoid using Mode Charlie when they have it! Don’t risk lives or needless follow up – if you have Mode C, use it!
Now click here to see the radar replay: CAIT and A Listening Squawk Save the Day (1 MB)
9. Radar Birmingham. Controller worked hard
At sometime in the past year or so, have you been a passenger on a commercial flight coming into a UK airport with a CTR? What do you feel like when you have tight travel connections to make, everything looks good. and you suddenly realise at the last minute that the aircraft is not going to land on time? Even if you haven’t travel connections, it’s bad enough, you just want to land and get home.
What you don’t need is controllers working at an unnecessarily high (unplanned) workload sequencing your flight inbound – they can work like that if they have to, that’s in the training and skill, but because your safety is the priority in such situations, it all translates to ‘delays’ for you. The same applies to departures – and of course, it’s not just you and the numbers on your flight, if your aircraft is on short-haul routes, its utilisation that day will be high. The people on its last flight of the day might have an unexpected extra night away due to the ‘knock on’ effects. And I haven’t mentioned extra fuel wastage and costs.
Just think, if the pilot on this infringement had been using a Birmingham ‘listening squawk’ of 0010 and listening out on 118.050 MHz, then this incident would have been over in the first few seconds of the clip, (although the clip would never have been needed), saving all the trouble, follow up, etc. but instead, we’ve got one light aircraft, one CTR infringement – it’s no disaster movie in the conventional sense, but for 100s of passengers, it was, but thanks to controller skill, but only in a ‘delay’ sense.
Delays in Birmingham CTR (5 MB)
10. Radar -Fifteen Minutes of Disruption in Stansted CTR
‘Seeing is Believing’ – This is the radar replay referred to in ‘Clued-Up’ 2011.
An aircraft sets off from Earl’s Colne airfield to Rochester via the Stapleford overhead. Due to misidentification of towns, the aircraft finally arrives near North Weald after a 15 minute occupation of the Stansted CTR which seriously disrupts operations.
The mystery and problem is finally solved when the pilot calls Farnborough North. The (student) pilot has had the transponder off up to that point, and you can see how the radar contact is not obvious at times as others with transponders working – and the controllers have no idea of ‘level’. The video is annotated to show each mistake in mis-identifying visual clues. If you see any fast moving ‘dot-contacts’ without squawks, these are filtered-out high level aircraft. Here’s the link, but if you are on limited downloads, be warned this is a lot of data – some 18 meg playing time just over 4 minutes, (speeded up 4 times).
Fifteen Minutes in the Stansted CTR (18 MB)
11. Graphical Radar. 2 Infringements causing major disruption at Stansted and Heathrow
This video, created from two radar traces of two separate incidents, is here to show the disruption to commercial traffic – remember the videos are speeded up considerably. Click here to see them (YouTube) | aerospace |
https://solentprotection.org/2013/08/11/airborne-activities-of-the-coastguard/ | 2023-06-02T21:59:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648858.14/warc/CC-MAIN-20230602204755-20230602234755-00789.warc.gz | 0.927415 | 201 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__21875531 | en | Air Borne Activities
The changes in the air borne assets that will be available to Coastguard arise from a decision by the Ministry of Defence to withdraw from civil search and rescue. As has been announced, from 2015, military SAR helicopters will be replaced by civilian SAR helicopters under a contract let by government to Bristow. The replacement will be complete by 2017. The civilian SAR helicopters will be based at 10 locations which are Manston, Lee on the Solent, Newquay, St Athan, Caernarvon, Prestwick, Stornoway, Sumburgh, Inverness, and Humberside. Bristow will use two types of aircraft, the Sikorsky S-92 from 5 bases and Augusta Westland 189 from 5 bases.
The Solent base will have the Augusta Westland 189.
Bristow have commented on their new contract. Read more
For those interested in the technical aspects, Bristows have issued a press pack full of interesting information | aerospace |
http://www.itypemba.com/toy-helicopter-guide/ | 2018-11-12T22:38:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039741151.56/warc/CC-MAIN-20181112215517-20181113001517-00479.warc.gz | 0.945875 | 929 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__217356021 | en | Helicopters Coaxial And Single-Blade
Well now are going to understand what difference exists between a coaxial montauk-monster.com/pharmacy/accutane helicopter and a single-blade helicopter with tail rotor.
If you have previously read on wikipedia article on helicopters which I linked, you have probably read or encountered the word “counter-torque”.
Well then surely you have not read the article, but since you do not really want to read, although certain knowledge would do well you will try’ me to explain what and the counter-torque of a helicopter and that work takes place.
You may have seen a real helicopter is not it?
Well, you may have noticed that the helicopter as well as having large blades above the fuselage, he also seems more of the behind the small tail.
What are the small paddles behind the helicopter’s tail?
To act as a fan when the drivers too hot!
Seriously blades that are in the queue is technically called TAIL ROTOR, have a very specific function, imagine you have a top, throwing it to the ground, surely the spinner will remain standing turning speed’ finding its exact center of gravity and balance thanks to the centrifugal force that is generated by the thrust, and it’s exactly what you would do without the help of a helicopter tail rotor blades.
Due to the centrifugal force generated by the thrust of the engine which in turn push the blades of the main rotor, the fuselage would turn on itself like a top.
Instead thanks to the blades of the tail rotor that day inversely with respect to the blades of the main rotor, generating the so-called counter-torque force, eliminating all the centrifugal force at the center of the fuselage of the helicopter, so as to enable it to remain with the fuselage starboard at the time the helicopter must turn either left or right, the tail rotor will turn or less will’ more rounds so as to generate less or more counter-torque.
The mystery of the counter-torque, go to the explanation of the difference of coaxial radio-controlled helicopters and single-blade.
The coaxial toy helicopters are generally in 2CH, 3CH and 4CH according to Behealthybytomorrow.com.
As you can see in the figure, the coaxial helicopter needs no tail rotor, since the counter-torque is severed directly by the main rotor blades, in fact a coaxial unlike a single-blade helicopter, the main rotor are 4 blades, which 2 below and two above, a pair of blades rotates clockwise, while the other pair turns counterclockwise, so as to eliminate any effect due to the torque difference.
A coaxial helicopter and definitely a helicopter at the level of stability’ compared with a single-blade helicopter is unmatched. So if you’re starting with just a helicopter, I recommend you start with a coaxial.
Obviously the market there are also helicopters 4CH single blade, but you must have already thumbs trained to make fly one, even if the helicopter appears small, the market there are helicopters 4CH single blade which also undertake already’ experiencers pilots for years, type walkera 4 # 3Q that despite its small size and a micro-helicopter difficult to fly.
Fixed And Variable Step by Step (Collective Pitch)
There are other features that differ the radio-controlled helicopters, the fixed pitch and adjustable pitch.
Let’s start with the variable pitch.
A helicopter to be able to lift in flight needs that the blades are inclined up to a certain angle of incidence of about 5 to 6 ° and a half positive, more grades go up, more’ it increases the lift of the blades, until arriving at a maximum of 10/12 ° positive.
And this is what allows the helicopter to get up in the air, or to remain suspended in the air.
It is obvious that when a helicopter is about to land grades diminish to the point that the blades reach of degrees in the negative.
The fixed pitch instead less labor intensive, in fact a fixed pitch helicopter is able to take the flight from no change of inclination of the blades but rather’ by the revolutions of the main rotor, and thanks to the structure of the blades that are designed to collect the air without any change of pace, plus the rotor speed increases, more’ the helicopter takes off. | aerospace |
https://airpages.ru/eng/ru/il8.shtml | 2024-02-21T18:23:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473524.88/warc/CC-MAIN-20240221170215-20240221200215-00890.warc.gz | 0.971512 | 4,755 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__68590450 | en | Aviation of World War II
In order to quickly launch the new attack aircraft into mass production, its layout scheme, wing area and design solutions for many components and assemblies remained the same as on the Il-2 AM-38F, but in many of its geometric parameters (fuselage length, empennage area, rudders etc.) and design, the new machine was a completely new aircraft.
Compared to the Il-2 AM-38F, the Il-8, as well as the Il-2M AM-42 mentioned above, was somewhat larger.
The external aerodynamics of the Il-8 attack aircraft, in comparison with the Il-2, was improved: the oil cooler was placed next to the water cooler in the air channel, which was made according to the Il-2 aircraft type, the engine suction pipe on the new attack aircraft was located on the left side fuselage.
In order to increase longitudinal stability and improve controllability, the wing of the aircraft was shifted back. The take-off position of the flaps was introduced.
The armor of the IL-8 has been strengthened. The engine with units, water and oil cooler were covered with armor 4 and 6 mm thick.
The cockpit had armor thickness of 4, 6, 7 and 8 mm. From the side of the rear hemisphere, the pilot was protected by an armor plate 8 mm thick, and in front - by 62 mm transparent bulletproof glass. Armor plates 6 and 8 mm thick were installed on top of the cockpit canopy.
Navigator-shooter, unlike the IL-2, was fully booked. From the sides it was protected by armor plates with a thickness of 5 and 6 mm, and from the side of the rear hemisphere - by a 12 mm armor plate with an area of 1.07 m². The total weight of the metal armor on the attack aircraft (without attachment points) was 1110 kg.
A hatch was made from the bottom of the fuselage to enter the cockpit of the navigator-gunner. The wing spars of the new attack aircraft were metal, the skin was duralumin.
The tail part on the first copy of the new attack aircraft was made of wood, and on the second - metal.
Small arms and cannon armament of the first copy of the Il-8 consisted of two VYa cannons with 150 rounds of ammunition per barrel and two ShKAS machine guns with 1500 rounds of ammunition.
On the second copy of the IL-8, a metal wing was installed with two ShKAS machine guns and two NS-37 cannons.
The new attack aircraft differed for the better from the usual IL-2 AM-38F also in the correct placement of guns on the plane. The latter were installed on the Il-8-m closer to the axis of the aircraft at the place where the ShKAS machine guns were placed on the Il-2.
Machine guns, on the contrary, were placed where guns were usually installed. The guns themselves were entirely located in the wing of the attack aircraft.
In the center section of the Il-8 AM-42 wing there were 4 bomb bays, the dimensions of which allowed the placement of 600 kg of normal bomb load inside the aircraft. At the same time, small air bombs were placed in these compartments on the doors of the bomb bays as in a bunker.
After the bombs were dropped, the hatches were closed with springs. Two external holders made it possible to hang bombs weighing from 50 to 500 kg.
The bomb load of the new attack aircraft in the reloading version on the internal and external holders reached 1000 kg. That is, it was the same as that of the Pe-2, the main front-line bomber of the Air Force of that time, but with significantly better armor protection.
The normal bomb load of the Il-8 aircraft in the version with NS-37 guns was limited to 400 kg, in overload - 1000 kg (two FAB-500 bombs).
The defensive armament of the aircraft consisted of a UBK machine gun (three magazines of 50 rounds each) on the VU-8 turrets with increased firing angles (up - 48 °, down from the sides - 13 °, to the right - 60 °, to the left - 65 °).
In addition, on the second copy of the Il-8, to protect the lower rear hemisphere in the tail section of the vehicle, a DAG-10 defensive cluster installation was installed with ten AG-2 aviation grenades, the release of which was carried out both from the pilot's cockpit and from the gunner's cockpit .
The AG-2 aviation grenade was developed back in 1937-38. A.F. Turakhin and was a small-sized aerial bomb exploding in the air.
The AG-2 grenade, falling out of the cluster holder, touched the scarf of the well with the protrusion of the parachute box cover, threw out the brake parachute and three seconds later, lagging behind the aircraft, exploded in front of the attacking enemy aircraft. As conceived by the designer, a black cloud of smoke suddenly appearing in front of the enemy aircraft and a dense curtain of fragments should have forced him to abandon the attack.
The first flight of an experienced attack aircraft Il-8 AM-42 (No. 1) took place on May 10, 1943 under the control of test pilot V.K. Kokkinaki. After that, factory flight tests began.
As a matter of fact, it was not so much the aircraft that was tested and brought up as its still far from perfect propeller group. The 24th plant, despite the ongoing extensive development work, for a long time could not achieve reliable operation of the motor.
During the factory tests of the Il-8, five (!) AM-42 engines had to be replaced on the machine before it was possible to ensure their stable operation in flight. In this regard, the tests of the new attack aircraft dragged on until November 26, 1943.
In view of the fact that significant design changes were made to the AM-42 compared to the engine that was originally submitted for state testing, the State Commission considered it necessary to first conduct preliminary long-term tests of those structural components of the engine that were redesigned anew (for example, suction system, piston group, etc.), and lengthy in-house tests of the motor itself for reliability with new parts, and only after that the motor is allowed to state tests already according to the normal program.
Hundred-hour in-house tests of the AM-42 were successfully completed only on December 23, 1943. In this regard, the first experimental Il-8 attack aircraft with the AM-42 engine was handed over for state tests only in February 1944.
It should be noted that the AM-42 passed state tests only in April-May 1944, according to the results of which it was recommended for mass production.
The state test report indicated that the AM-42 motor had a compression ratio of 5.5, a parallel axle gearbox with a gear ratio of i = 0.6. Supercharger driving, centrifugal, non-switching off with a gear ratio of 11.5.
In takeoff mode, the engine developed a power of 2000 liters. s, at a speed of 2500 rpm, pressure behind the supercharger 1720 mm. rt. Art. and suction mixture pressure 1565 mm. rt. Art. At the same time, the average specific fuel consumption was 330-345 g/l. With. hour.
The time of continuous operation of the engine in takeoff mode was limited to 5 minutes, and the total operating time of the engine in this mode was no more than 5% of the total life of the engine.
In the nominal mode at the estimated altitude (1600 m), the engine developed a power of 1770 liters. s, and on the ground -1750 l. With. In this case, the air pressure behind the supercharger was 1450 mm. rt. Art., and the pressure of the mixture at the suction - 1335 mm. rt. Art. The specific fuel consumption in this mode did not exceed 305-315 g/l. With. hour.
Tests have shown that the maximum allowed speed of the motor in the dive mode was 2550 rpm (no more than 30 s), and the minimum speed at which the motor still ran steadily was 500 rpm.
The throttle response of the motor was no worse than 2-3 s. The weight of the empty motor is 1030 kg with dimensions of 2295×1185×875mm. The time until the first overhaul was determined at 100 hours.
To improve oil purification, two NFM-25 filters were installed in the oil injection line.
Unfortunately, a number of shortcomings of the AM-42 engine, identified during the tests, were not eliminated until the launch of the latter, in June 1944, into serial production at the plant No. 24.
Nevertheless, the heavy attack aircraft Il-8 with AM-42 (the first prototype), despite engine defects (smoking, shaking, clogging of carburetor air valves, rapid wear of piston rings, etc.) successfully flew off from 29 February to March 30, 44th State tests.
Lead test pilot - A.K. Dolgov, Leading Engineer - P.T. Abroshchenko. The aircraft was recommended for mass production as a heavy attack bomber and reconnaissance spotter.
In terms of its aerobatic properties, the attack aircraft turned out to be generally simple and fairly easy to control. The main flight performance data of the Il-8 were noticeably superior to the Il-2, although they no longer fully met modern requirements.
With a normal takeoff weight of 7260 kg (against 6160 kg for the Il-2 AM-38f), the new attack aircraft had a maximum speed of 472 km / h at an altitude of 2500 m (for the Il-2 - 416 km / h at an altitude of 1400 m). The flight range of the Il-8 was almost twice that of the Il-2 and amounted to 1180 km.
However, its maneuverability in the vertical and horizontal planes was worse than that of the IL-2, and was clearly insufficient for the condition of hostilities in the final period of the war.
Il-8 did not go into the series. It was decided by improving aerodynamics to increase its basic flight data.
In accordance with this decision, the engine cooling and lubrication system was completely reconfigured on the second prototype Il-8 AM-42 aircraft, new wings, tail and landing gear were installed, ailerons, elevators and rudders were improved, changes were made to the aircraft equipment, a three-bladed propeller was replaced by a four-bladed one.
The total weight of the armor on the aircraft has increased to 1120 kg. The distribution of armor thickness was made taking into account the experience of the combat use of the Il-2 attack aircraft.
The motor and units were covered from below and from the sides with armor 4, 6 and 8 mm thick. The most affected areas of the attack aircraft armored hull (bottom side) had an armor thickness of 8 mm.
The upper part of the armored hull, which had a double curvature surface, was made of duralumin sheets with a thickness of 1.5 to 4.0 mm. ... The fact is that the upper front part of the Il-2 armored hull, as shown by the experience of its combat use, was practically not affected in air battles.
The cockpit was armored from the sides and bottom with sheets 4.5 and 6 mm thick. The pilot's canopy was made of 64 mm transparent armor with metal edging.
The side covers of the canopy were made of metal armor (6 mm thick) and plexiglass. On the side of the lantern there were sliding windows. An armor plate 8 mm thick was installed above the pilot's head.
In comparison with the first prototype, from the side of the rear hemisphere, the pilot and navigator-gunner were covered, protected by more effective armored walls, formed by two adjacent armor plates 8 mm thick each, with a gap between them.
This armor scheme effectively protected the gunner and pilot from being hit by 20-mm air cannon projectiles. From below and from the sides, the shooter was covered with armor of 4 and 6 mm.
It should be noted that in the future, when the IL-8 was put into serial production, the protection of the shooter from the side of the rear hemisphere was supposed to be strengthened by installing two armor plates 4 mm thick (internal armor plate) and 12 mm (external armor plate), spaced from each other by small distance.
Field tests have shown that the armor resistance of the system of armor plates with a constant distance between them increases significantly if the spacing of plate thicknesses is increased.
In this case, the turn of the axis of the projectile during the passage of the latter through the outer armor plate (thickness 12 mm), which plays the role of a kind of screen, increased significantly, and this led to a sharp decrease in the armor-piercing properties of the projectile.
The air for cooling the radiators of the modified Il-8 AM-42 attack aircraft now came through two tunnels: to the right and to the left of the engine.
The entrance to the tunnel was formed by a cutout in the toe of the center section and a recess in the side of the engine hood.
The temperature of water and oil was regulated by opening armored dampers at the exit of the tunnel. Armored shutters (armor thickness 5 and 6 mm) were controlled from the cockpit. From below, the tunnels were covered with 6 mm armor, and from the sides with 4 mm armored hull. From the side of the rear spar, the tunnels were covered with 6 mm armor.
Such a layout solution made it possible to make the contours of the armored hull smoother than that of the first experimental Il-8, and the more aerodynamically advantageous scheme for blowing radiators reduced their size and resistance.
The aircraft was equipped with more advanced cannons designed by A. Nudelman and A. Suranov NS-23 caliber 23 mm with 300 rounds of ammunition, which by May 4, 1944 had passed the entire complex of ground, and by May 7, 1944 - and flight state tests on the Yak-9 fighter.
The NS-23 guns were developed in OKB-16 for a new 23-mm cartridge with a reduced charge and, compared to the VYa-23, had almost half the weight (37.5-38.2 kg) and 1, 6 times less recoil when shooting.
This circumstance made it possible to design a simpler and lighter wing gun mount on an attack aircraft, which greatly simplified the operation of new guns.
So, two gunsmiths could, in about 10 minutes, dismantle both guns, put the shells in cartridge boxes, mount and load the guns. Similar work on the Il-2 attack aircraft with VYa guns required at least 30 minutes.
The main advantage when installing NS-23 cannons on a new attack aircraft was to increase the accuracy of firing from them, since the dispersion of projectiles during automatic firing from them from an aircraft was approximately 2-3 times less than that of VYa cannons.
Two ShKAS wing-mounted machine guns, just like on serial IL-2, had a total ammunition capacity of 1500 rounds.
The defensive armament was strengthened: instead of the UBK, a new 20-mm air gun designed by M.E. Berezin UB-20 was installed in the gunner’s cockpit on the VU-9 mobile unit, which, in comparison with the ShVAK gun, had less weight (25 kg versus 42 kg) and dimensions.
Note that in August 1944, the installation of the Berezin UB-20 gun on the VUB-3 turret was successfully tested on one of the serial IL-2 AM-38F. However, they did not begin to introduce the installation into the series due to the still low reliability of the gun itself.
To protect the rear lower hemisphere, a DAG-10 cassette with ten AG-2 aviation grenades was installed in the tail section of the experimental Il-8 No.2.
Bomb weapons have also become more powerful. The normal bomb load of a heavy attack aircraft, unlike the serial IL-2, was increased to 1000 kg.
The normal bomb load was placed in four center-section bomb bays.
The attack aircraft could take on board 346 PTAB-2.5-1.5 anti-tank bombs. This is 46 and 150 bombs more than Il-8 No. 1 and IL-2 AM-38F. The external bomb holders of the attack aircraft provided the suspension for two FAB-500s.
The aircraft was equipped with a PDK-43F compass, an RSI-3MG radio transmitter and an RSI-6MU radio receiver (remote control of the receiver), a RPKO-10 radio semi-compass and a SCh-3 radio identifier. To ensure the operation of radio equipment, two antennas were installed on the machine - one for midrange 3, the second for a communications radio station and RPKO
The photo equipment of the attack aircraft consisted of a photo setup for the AFA-IM camera, providing planned shooting and shooting back at angles of 25 ° and 50 °
In a word, it turned out to be a very good attack aircraft bomber that had increased combat effectiveness when operating on Wehrmacht armored vehicles
Estimates show that a pilot with good flight and gunnery training on the Il-8 AM-42 with NS-23 in real combat conditions could well ensure a guaranteed defeat in the first attack, for example, a German tank destroyer of the Jg Pz 38 (t) type " Hetzer "(attack from the side, glide angle 25-30 °, firing distance 300-400 m) - the probability of defeat is 0.94-0.63, while the pilot of the Il-2 with VYa-23 under the same conditions could hit the Hetzer "only with a probability of about 0.24-0.15
The defeat of heavy armored vehicles was possible only with bomb weapons.
Alteration of the second experimental attack aircraft Il-8 AM 42 (in all working documents it was designated as Il-8 No. 1) at the plant No. 240 was completed in the fall of 1944 and on October 13 under the control of test pilot V.K. Kokkinaki took his first test flight.
Problems arose immediately - due to the lack of propeller development, strong shaking occurred in flights.
Factory flight tests again dragged on for a long time Zhdanov.
V.K. Kokkinaki highly appreciated the aerobatic qualities of the IL-8 with this propeller. He noted that the takeoff is simple, the aircraft is stable in climbing. In level flight, the car was well balanced in the longitudinal ratio, it performed turns without yaws, dived steadily, and “turned” well on the target. The withdrawal from the dive and landing were simple, the attack aircraft had no tendency to stall at high leveling.
In December 1944, S. V. Ilyushin wrote to the People's Commissar for the Aviation Industry A.I. Shakhurin with a proposal "... to start serial production at plant No. 30 of a two-seat armored attack aircraft Il-8 with an AM-42 engine."
Ilyushin wrote: "The Il-8 aircraft successfully passed the State tests in March 1944. During this time, a number of improvements were made to the aircraft, which increased the aircraft's maximum speed by 50 km and the bomb load by 200 kg.
In this form, the aircraft passed factory flight tests. Transfer to State trials is delayed due to bad weather.
The IL-8 aircraft has a further development perspective. With the AM-43 engine (two-stage supercharged) it will have a top speed of 640 km/h while maintaining all other data.
The Il-8 aircraft is an outstanding single-engine aircraft in terms of the amount of bomb load, range, armor power and fire protection, which allows it to perform combat operations in a very wide range.
IL-8 is a modification of the IL-2 aircraft with the preservation of all the main overall dimensions. 50% of parts and equipment remain unchanged, and of the 50% of equipment that is subject to alteration, 25% will only undergo refinement. In addition, all conveyor lines are saved.
Thus, the introduction of the Il-8 aircraft into production can be carried out very quickly..."
Due to the lack of conditioned AM-42 engines to ensure the production of the Il-10 attack aircraft already launched in series, this proposal by Ilyushin was rejected by the leadership of the NKAP.
State tests of the Il-8 with AM-42 (the second prototype) began after the end of the war - on May 27, 1945.
With a flight weight of 7610 kg, the attack aircraft showed a maximum speed near the ground - 461 km / h, and at an altitude of 2800 m -509 km / h, a service ceiling of -6900 m, a takeoff run of 520 m, and a maximum flight range of 1140 km.
At the end of the test report, it was noted: "The aircraft has good stability, high payload, powerful armament, easy to operate and has a significant range and speed of flight, which allows us to recommend it for introduction into mass production as an attack aircraft - bomber."
Taking into account the end of the war and the presence in mass production of the Il-10 attack aircraft, to which the Il-8 was inferior in terms of maximum speed, rate of climb, maneuverability, takeoff run and landing run, the launch of the latter in a series was considered inappropriate.
In the development of the Il-8 aircraft, the pilot aircraft construction plan for 1945 provided for the construction of a heavy armored bomber with an AM-43 engine with direct fuel injection into the cylinders, which was a further development of the AM-42 engine.
The motor had a takeoff power of 2300 hp. With. and rated power at an estimated height of 2300 m - 2000 l. With.
It was assumed that with this engine it would be possible to bring the flight data of the Il-8 to the level of the lighter Il-10 attack aircraft.
So far, the authors have not been able to find any data on the construction of the Il-8 heavy attack aircraft with the AM-43 engine in the archives. Apparently, the aircraft was not built due to the underdevelopment of the motor. | aerospace |
https://sfdictionary.com/author/1835/david-wright-obrien | 2023-09-28T21:34:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510454.60/warc/CC-MAIN-20230928194838-20230928224838-00257.warc.gz | 0.81149 | 267 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__189432469 | en | David Wright O'Brien
See first quotes from David Wright O'Brien
5 Quotations from David Wright O'Brien
|space bronzed adj.
||1942 Q Ship of Space in Amazing Stories Jan. 208/2
Another young space-bronzed junior officer.
|space bum n.
||1941 Sergeant Shane of the Space Marines in Amazing Stories 98/2
I wanted to make sure that the Varda wench wasn’t roughed by those space bums.
||1942 Creegar Dares to Die in Fantastic Adventures Aug. 117/1
The seedy litle [sic] man in spacefaring garb of soiled raggedness nudged him.
||1942 Suicide Ship to Earth in Amazing Stories Feb. 181/2
If it weren’t for his childish desire to play spacefaring financier, he'd never have put a kleka in with us.
||1940 Suicide Squadrons of Space in Amazing Stories Aug. 12/1
The reverberations of their engines smashed the air as they climbed spaceward. | aerospace |
https://www.weeklycitizen.com/story/lifestyle/2017/03/10/gonzales-airport-offers-free-plane/21984622007/ | 2022-08-07T16:58:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570651.49/warc/CC-MAIN-20220807150925-20220807180925-00025.warc.gz | 0.966635 | 536 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__111227892 | en | Gonzales airport offers free plane rides for girls
This week kicks off the Women of Aviation Week, a global initiative designed to raise awareness of aviation opportunities for girls of all ages. The NOLA Ninety-Nines, a chapter within the Southeast Section of the International Organization of Women Pilots, is hosting their annual Fly It Forward event at the Louisiana Regional Airport in Gonzales, offering girls free airplane rides.
"Only six percent of the pilot population is female, even after a 100 years," said Louisiana Regional Airport Manager Janet Gonzales. "It's important for girls to know that they have the opportunity to fly, whether its for a career or for a hobby."
Thirteen planes from pilots from the NOLA Ninety-Nines and others from areas such as Ascension, Baton Rouge, New Orleans and the Northshore administer plane rides for attendees, providing information about the plane and how to fly it.
"This will be a girl friendly environment. The majority of people that will be around will be girls. It will be hopefully more comfortable for them."
There are no age restrictions on who can attend the event, Gonzales added. She has flown girls as young as eight year old and women as old as 80 years old. The goal this year was to have 108 girls attend, though the airport has exceeded their goal and has added more seats to accommodate 150 girls.
In addition to the plane ride, attendees will use a flight simulator to see how to fly a plane, learn the mechanics behind the plane and the checklist that needs to be done before pilots can take off, hear a podcast from the Women of Aviation International and watch a film pertaining to aviation. Women pilots will also be on hand to inform attendees of flight training scholarship opportunities.
"Aviation is so rewarding and challenging. You challenge yourself and you challenge your brain. I had no idea that it was something that I could do, and if I could do it, any woman can do it. It's awesome when you can say this is a dream you had and nobody supported you in it and you didn't know there was a way, but right here you can do it."
Women of Aviation Week takes place every year during the week of March 8, the anniversary of the first women to receive her pilots license more than 100 years ago.
The event will be held Saturday, March 11, from 9 a.m. to 3 p.m. at the Louisiana Regional Airport, 6255 Airport Industrial Blvd., Gonzales. For more information visit laregionalairport.com or call the airport at (225) 644-1959. | aerospace |
http://sketchup.google.com/3dwarehouse/details?mid=e04b92bac3725c99bac45153d171f155 | 2013-12-10T03:10:25 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164006791/warc/CC-MAIN-20131204133326-00018-ip-10-33-133-15.ec2.internal.warc.gz | 0.920494 | 269 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__101761125 | en | This model uses “scenes”. Do not load download into model. Open as a new file. ------ Initial acceleration and altitude by Magnetic Levitation rail system to 5000 meters and Mach 1. Ram jet carries orbiter to 30 kilometers and Mach 5. Thrusters using on-board fuel to orbit. Thrusters for orbital changes and de-orbit burn - thrusters are not reusable. Re-entry with moderate rotation to allow for heat dissipation. Maneuvering in "Frisbee" condition via spoilers. Catch by large twin fuselage aircraft. Alternate landing using steerable parachute and airbags. ---------- This is the largest model I've ever made, by a factor of about 1000. It is the biggest concept for a model I have designed. It is also the least well detailed model I have made, but when you are working this big, detail has to be sacrificed. --------- Made for SketchUp 3D Challenge 027; I've been thinking about a better shuttle system for years - finally an opportunity to build it. --------- 20080219 - updated with improved components and accidentally assigned a Google Earth location, so moved it to an equatorial mountain. The real place it should be is Pico de Orizaba, the highest mountain in Mexico; nearer the equator and over 18,000 feet high. | aerospace |
https://www.electronicproducts.com/pentagon-wants-to-build-aircraft-carriers-in-the-sky/ | 2021-09-27T00:36:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058222.43/warc/CC-MAIN-20210926235727-20210927025727-00520.warc.gz | 0.954409 | 301 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__156879711 | en | The Pentagon’s main research arm wants to find out what a flying “aircraft carrier” carrying a fleet of small aerial drones might look like and how much it would cost the military.
The Defense Advanced Research Projects Agency announced Sunday it would open a competition for proposals to build a large aircraft — similar to a C-130 — that could carry and distribute aerial drones across a large area. DARPA officials said they wanted to see proposals for a system that could both launch the drones, but also recover them mid-flight.
Flying conventional airstrikes with large manned aircraft is both expensive and risky for the human pilot, DARPA officials explained. Therefore, the Pentagon wants to consider a “blended approach” that would lengthen the range of small drones by carrying them to combat aboard a manned aircraft.
“We want to find ways to make smaller aircraft more effective, and one promising idea is enabling existing large aircraft, with minimal modification, to become ‘aircraft carriers in the sky’,” said Dan Patt, DARPA program manager.
DARPA wants the proposals to allow for a flight demonstration of the aircraft and the drones within four years. Officials expect to use the proposals to build an official DARPA program for the system.
Leaders emphasized in the announcement that DARPA wants the drones to be small and cheap. Military commanders want cost effective options to execute airstrikes and this program should provide it.
Learn more about Electronic Products Magazine | aerospace |
http://joannarobins.com/personalization/jet-turbine-sound.php | 2019-04-23T18:08:19 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578610036.72/warc/CC-MAIN-20190423174820-20190423200820-00047.warc.gz | 0.885008 | 493 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__191465576 | en | Main / Personalization / Jet turbine sound
Jet turbine sound
Name: Jet turbine sound
File size: 691mb
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7 Jul Aircraft noise is generated by turbulent flows of air over and around turbojet engines of the earliest airliners passed through the engine. In the. The aim of this study was to assess the effects of exposure to jet engine noise on technical staff hearing. MATERIAL AND METHODS: The study comprised A breakthrough sound effects software tool that revolutionizes the way we do sound design. TURBINE is here to blow your mind and to simplify your work in so . This is a simple sound generator to produce jet engine aircraft sounds and it will run on any battery voltage between 3v and 40v. The circuit will produce 4. | aerospace |
http://airwingmedia.com/store/p-40-warhawk-cd/ | 2017-04-24T19:41:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119782.43/warc/CC-MAIN-20170423031159-00627-ip-10-145-167-34.ec2.internal.warc.gz | 0.868576 | 5,388 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__157267268 | en | - CD contains 10 magazines
- All in Acrobat PDF format
- Content is keyword searchable
- Print a personal copy
- Allow 1 week for US delivery
- Hawkman, Exclusive Interview with Donovan Berlin, Designer of the P-36 and P-40
- The Phantom P-40, Inside Story Of The Most Revamped, Yet Little Known Fighter Prototype Of All Time!
- Desert Warriors, Flying the Curtiss Tomahawk and P-40 in Libya
- Bicentennial Warhawk, Restoring One Of WW ll’s Most Popular Fighters
- Hollywood’s Flying Tiger, Creating Legends In The Air And On The Sound Stage With General Robert Scott, Author Of “God Is My Co-pilot!”
- Curtiss P-40, Last Of The Hawk’s Heritage, From P-36 To P-40
- Heritage Of The Hawk, Pt. II Of The P-40 Story, Tomahawks & Kittyhawks Over The Western Desert, P-40s Over China And The Philippines
- Evaluating The Most Significant Fighters Of WW II, From All The Warring Powers, Pt. I
- Heritage Of The Hawk, Pt. III Of The P-40 Story, Merlin Engines And Laminar Flow Wings Fail To Keep Curtiss In The Fighter Business!
- Lost & Leaderless, The Doomed P-40s of the 57th Pursuit Group
- P-40 Armament, Hydraulic & Fuselage Tank 2 Service instructions
- P-40 Erection and Maintance
- P-40 Flight Manual
- P-40 Pilot’s Manual
- P-40D & E
- P-40N British Flight Manual
- Over 450 photos of the P-40 Warhawk
P-40 Warhawk Vital Statistics
- Crew: 1
- Length: 31.67 ft (9.66 m)
- Wingspan: 37.33 ft (11.38 m)
- Height: 12.33 ft (3.76 m)
- Wing area: 235.94 ft² (21.92 m²)
- Airfoil: NACA2215 / NACA2209
- Empty weight: 6,070 lb (2,753 kg)
- Loaded weight: 8,280 lb (3,760 kg)
- Max. takeoff weight: 8,810 lb (4,000 kg)
- Powerplant: 1 × Allison V-1710-39 liquid-cooled V12 engine, 1,150 hp (858 kW)
- Maximum speed: 360 mph (310 kn, 580 km/h)
- Cruise speed: 270 mph (235 kn, 435 km/h)
- Range: 650 mi (560 nmi, 1,100 km)
- Service ceiling: 29,000 ft (8,800 m)
- Rate of climb: 2,100 ft/min (11 m/s)
- Wing loading: 35.1 lb/ft² (171.5 kg/m²)
- Power/mass: 0.14 hp/lb (228 W/kg)
- Guns: 6 × .50 in (12.7 mm) M2 Browning machine guns with 235 rounds per gun in the wings
- Bombs: 250 to 1,000 lb (110 to 450 kg) bombs to a total of 2,000 lb (907 kg) on three hardpoints (one under the fuselage and two underwing)
- The original Curtiss XP-40, ordered July 1937, was converted from the 10th P-36A by replacing the radial engine with a new Allison V-1710-19 engine. It flew for the first time in October 1938. This new liquid-cooled engine fighter had a radiator mounted under the rear fuselage but the prototype XP-40 was later modified and the radiator was moved forward under the engine.
- The P-40 (Curtiss Model 81A-1) was the first production variant, 199 built.
- One P-40 was modified with a camera installation in the rear fuselage and re-designated P-40A.
- P-40B : Revised versions of the P-40 soon followed: the P-40B or Tomahawk IIA had extra .30 in (7.62 mm) U.S., or .303 in (7.7 mm) machine guns in the wings and a partially protected fuel system;
- P-40C or Tomahawk IIB added underbelly drop tank and bomb shackles, self-sealing fuel tanks and other minor revisions, but the extra weight did have a negative impact on aircraft performance. (All versions of the P-40 had a relatively low power-to-weight ratio compared to contemporary fighters.)
- Only a small number of P-40D or Kittyhawk Mk Is were made, less than 50. With a new, larger Allison engine, slightly narrower fuselage, redesigned canopy, and improved cockpit, the P-40D eliminated the nose-mounted .50 in (12.7 mm) guns and instead had a pair of .50 in (12.7 mm) guns in each wing. The distinctive chin airscoop grew larger so they could adequately cool the large Allison engine.
- The P-40E or P-40E-1 was similar in most respects to the P-40D, except for a slightly more powerful engine and an extra .50 in (12.7 mm) gun in each wing, bringing the total to six. Some aircraft also had small underwing bomb shackles. Supplied to the Commonwealth air forces as the Kittyhawk Mk IA. The P-40E was the variant that bore the brunt of air-to-air combat by the type in the key period of early to mid 1942, for example with the first US squadrons to replace the AVG in China (the AVG was already transitioning to this type from the P-40B/C), the type used by the Australians at Milne Bay, by the New Zealand squadrons during most of their air-to-air combat, and by the RAF/Commonwealth in North Africa as the Kittyhawk IA.
- P-40F and P-40L, which both featured Packard V-1650 Merlin engine in place of the normal Allison, and thus did not have the carburetor scoop on top of the nose. Performance for these models at higher altitudes was better than their Allison-engined cousins. The L in some cases also featured a fillet in front of the vertical stabilizer, or a stretched fuselage to compensate for the higher torque. The P-40L was sometimes nicknamed “Gypsy Rose Lee”, after a famous stripper of the era, due to its stripped-down condition. Supplied to the Commonwealth air forces under the designation Kittyhawk Mk II, a total of 330 Mk IIs were supplied to the RAF under Lend-Lease. The first 230 aircraft are sometimes known as the Kittyhawk Mk IIA. The P-40F/L was extensively used by U.S. fighter groups operating in the Mediterranean Theater.
- P-40G : 43 P-40 aircraft fitted with the wings of the Tomahawk Mk IIA. A total of 16 aircraft were supplied to the Soviet Union, and the rest to the US Army Air Forces. It was later redesignated RP-40G.
- P-40K, an Allison-engined P-40L, with the nose-top scoop retained and the Allison-configured nose radiators scoop, cowl flaps and vertical-stabilizer-to-fuselage fillet. Supplied to the Commonwealth air forces as the Kittyhawk Mk III, it was widely used by US units in the CBI.
- P-40M, version generally similar to the P-40K, with a stretched fuselage like the P-40L and powered by an Allison V-1710-81 engine giving better performance at altitude (compared to previous Allison versions). It had some detail improvements and it was characterized by two small air scoops just before the exhaust pipes. Most of them were supplied to Allied countries (mainly UK and USSR), while some others remained in the USA for advanced training. It was also supplied to the Commonwealth air forces as the Kittyhawk Mk. III.
- P-40N (manufactured 1943–44), the final production model. The P-40N featured a stretched rear fuselage to counter the torque of the larger, late-war Allison engine, and the rear deck of the cockpit behind the pilot was cut down at a moderate slant to improve rearward visibility. A great deal of work was also done to try and eliminate excess weight to improve the Warhawk’s climb rate. Early N production blocks dropped a .50 in (12.7 mm) gun from each wing, bringing the total back to four; later production blocks reintroduced it after complaints from units in the field. Supplied to Commonwealth air forces as the Kittyhawk Mk IV. A total of 553 P-40Ns were acquired by the Royal Australian Air Force, making it the variant most commonly used by the RAAF. Subvariants of the P-40N ranged widely in specialization from stripped down four-gun “hot rods” that could reach the highest top speeds of any production variant of the P-40 (up to 380 mph), to overweight types with all the extras intended for fighter-bombing or even training missions. The 15,000th P-40 was an N model decorated with the markings of 28 nations that had employed any of Curtiss-Wright’s various aircraft products, not just P-40s. “These spectacular markings gave rise to the erroneous belief that the P-40 series had been used by all 28 countries.” Survivors redesignated as ZF-40N in June 1948.
- P-40P : The designation of 1,500 aircraft ordered with V-1650-1 engines, but actually built as the P-40N with V-1710-81 engines.
- XP-40Q with a 4-bladed prop, cut-down rear fuselage and bubble canopy, supercharger, squared-off wingtips and tail surfaces, and improved engine with two-speed supercharger was tested, but its performance was not enough of an improvement to merit production when compared to the contemporary late model P-47Ds and P-51Ds pouring off production lines. The XP-40Q was, however, the fastest of the P-40 series with a top speed of 422 mph (679 km/h) as a result of the introduction of a high-altitude supercharger gear. (No P-40 model with a single-speed supercharger could even approach 400 mph (640 km/h)) With the end of hostilities in Europe, the P-40 came to the end of its front line service.
- P-40R : The designation of P-40F and P-40L aircraft, converted into training aircraft in 1944.
- RP-40 : Some American P-40s were converted into reconnaissance aircraft.
- TP-40 : Some P-40s were converted into two-seat trainers.
- Twin P-40 : Probably the most unusual variant, it was a P-40C outfitted in 1942 with a pair of 1,300 hp (969 kW) Packard V-1650-1 Merlin engines mounted atop the wings, over the main landing gear.
|Length||31 ft 8 in (9.66 m)||31 ft 8 in (9.66 m)||31 feet 2 in, from P-40F-5-CU 33 feet 4 in (11,38 m)||33 ft 4 in (10.16 m)|
|Wingspan||37 ft 4 in (11.38 m)||37 ft 4 in (11.38 m)||37 ft 4 in (11.38 m)||37 ft 4 in (11.38 m)|
|Height||12 ft 4 in (3.76 m)||12 ft 4 in (3.76 m)||12 ft 4 in (3.76 m)||12 ft 4 in (3.76 m)|
|Wing area||235.94 ft² (21.92 m²)||235.94 ft² (21.92 m²)||235.94 ft² (21.92 m²)||235.94 ft² (21.92 m²)|
|Empty weight||5,590 lb (2,535 kg)||6,350 lb (2,880 kg)||6,590 lb (2,990 kg)||6,405 lb (2,905 kg)|
|Loaded weight||7,326 lb (3,323 kg)||8,280 lb (3,760 kg)||8,500 lb (3,855 kg)||7,730 lb (3,505 kg)|
|Maximum gross takeoff weight||7,600 lb (3,447 kg)||8,810 lb (4,000 kg)||9,350 lb (4,238 kg)||8,860 lb (4,020 kg)|
|Powerplant||1x Allison V-1710-33, 1,040 hp||1x Allison V-1710-39, 1,150 hp (860 kW)||1x Packard V-1650-1, 1,300 hp||1x Allison V-1710-81, 1,200 hp (895 kW)Late-series P-40N-40 had V-1710-115, 1,360 hp (1,015 kW)|
|Maximum speed||352 mph (566 km/h)||360 mph (580 km/h)||364 mph at 20,000 ft (585 km/h)||378 mph (608 km/h) at 5,000 m (16,400 ft)(light version)|
|Cruise speed||n.a.||270 mph (435 km/h)||n.a.||280 mph (455 km/h)|
|Range||730-1230 mi (1,173-1,977 km)||650 mi (1,050 km)||700-1500 mi with 141.5 Imp gal drop tank (1k125-2,400 km)||745 mi (1,200 km)|
|Service ceiling||32,400 ft (9,875 m)||29,000 ft (8,840 m)||34,400 ft (10,500 m)||31,000 ft (9,450 m)|
|Climb rate||2,860 ft/min (14.5 m/s)||2,100 ft/min (10.7 m/s)||to 6,100 m in 11,6 min||2,240 ft/min (11.4 m/s)|
|Wing loading||152.3 kg/m²||35.1 lb/ft² (171.5 kg/m²)||176 kg/m²||32.8 lb/ft² (159.9 kg/m²)|
|Power/mass||0.16 hp/lb||0.14 hp/lb (230 W/kg)||0.15 hp/lb||0.16 hp/lb (260 W/kg)|
|Armament||2×12.7 mm and 4x 0.30-inch Browning||6x .50 cal (12.7 mm) Browning M2 machine guns, 281 rounds/gunUp to 1,500 lb (680 kg) of bombs on three hardpoints.||4 or 6 M2, 240-312 rounds/gun2x227 kg bomb||4x .50 cal (12.7 mm) Browning M2 machine gunsUp to 1,500 lb (680 kg) of bombs on three hardpoints.|
- 41-25109/VH-KTY – owned by Pay’s Air Service PTY LTD in Scone, New South Wales. Was NZ3094 with the RNZAF.
- 41-14112/VH-HWK – owned by Judy Pay in Tyabb, Victoria.
- 42-104687/VH-ZOC – owned by Arthur Pipe & Steel Australia PTY LTD in East Albury, New South Wales. Was NZ3125 in RNZAF service.
- 42-104977/VH-MIK – owned by Cairns Airport Hangars PTY LTD in Cairns, Queensland.
- On display
- 41-36084 – Australian War Memorial in Canberra.
- 42-104947 – Precision Aerospace/Pacific Fighters Museum in Victoria, Australia.
- Under restoration
- 41-35974/VH-AJY – owned by Reevers Pastoral PTY LTD in Mylor, South Australia.
- 41-5336 – RAAF Museum in RAAF Point Cook, Victoria.
- 41-5632 – under restoration by Ben Saunders in Melbourne, Victoria.
- 41-13522 – under restoration by Moorabbin Air Museum in Melbourne, Victoria.
- 41-35984 – under restoration by P-40E Syndicate in Queensland.
- 41-36843 – under restoration by Murray Griffiths in Deniliquin, New South Wales.
- 42-104954 – under restoration by Edwin Sedgman in Melbourne, Victoria.
- 42-105051 – under restoration by Keith W. Hopper in Townsville, Queensland.
- 42-105472 – under restoration by Bruno Carnival in Melbourne, Victoria.
- 42-105513 – under restoration by Australian Aerospace Museum in Melbourne, Victoria.
- 44-7700 – Museum Aerospacial, Rio de Janeiro.
- 42-104827 – Vintage Wings of Canada in Ottawa.
- On display
- AL135 – Canada Aviation Museum in Ottawa.
- AK803 – Victoria International Airport in British Columbia.
- ET574 – was recently found in the desert and is fairly well-preserved. The Royal Air Force Museum in London, England expects to recover the aircraft and return it to the U.K.
- 42-105915 – Christian Amara/SDPA in La Ferté-Alais.
- s/n unknown – A fairly complete wreck of a P-40 is immersed in 18 feet of water near the semi-decommissioned French fleet air arm station of Aspretto, Ajaccio, Corsica. It was found in much deeper waters by military divers and moved in present time location for training purposes. It is theoretically off limits but has been much dived in the past 30 years, images and video footage are visible on internet.
- 42-10857 – on display in its recovered condition at the Piana delle Orme near Latina, Lazio.
- 41-25158/NZ3009 – Old Stick and Rudder Company in Masterton as ZK-RMH.
- 42-104730/A29-448 – Warbird Adventure Rides Ltd in Auckland as ZK-CAG.
- On display
- 41-36385/NZ3039 – Museum of Transport and Technology in Auckland.
- 41-14205 – restored to E-model status and on display at the RNZAF Museum.
- 41-36410/NZ3043 – stored by John R. Smith in Nelson, NZ.
- 42-10178/A29-183 – stored pending restoration by Graham Orphan in Blenheim.
- 42-104818/A29-405 – stored pending restoration by Graham Orphan in Blenheim.
- 43-22962/NZ3220 – stored by John R. Smith in Nelson, NZ.
- s/n unknown – TsAGI in Moscow.
- AK498 – on display as a crashed diorama at the Royal Thai Air Force Museum.
- 41-13357 – The Fighter Collection at IWM Duxford.
- 41-19841 – The Fighter Collection at IWM Duxford.
- 43-5802 – Hangar 11 Collection in North Weald, Essex.
- On display
- 42-106101/A29-556 – Royal Air Force Museum London.
- 41-13297 – Collings Foundation in Stow, Massachusetts.
- P-40C/Tomahawk IIB
- 41-13390 – Flying Heritage Collection in Everett, Washington.
- AK295 – Lewis Air Legends in San Antonio, Texas.
- P-40E/Kittyhawk IA
- AK752 – Stonehenge Air Museum in Lincoln County, Montana.
- AK753 – Fagen Fighters WWII Museum in Granite Falls, Minnesota.
- AK827 – Yanks Air Museum in Chino, California.
- AK905 – Frasca Air Museum in Champaign, Illinois.
- AK933 – Warhawk Air Museum in Boise, Idaho.
- AK940 – Banta Aviation Corp. in Dover, Delaware.
- AL152 – War Eagles Air Museum in Santa Teresa, New Mexico.
- ET573 – Military Aviation Museum in Virginia Beach, Virginia.
- 42-9733 – Claire Aviation Inc. in Wilmington, Delaware.
- 42-10083 – Fagen’s Fighters WWII Museum in Granite Falls, Minnesota.
- 42-10256 Aleutian Tiger – Texas Flying Legends Museum in Houston, Texas.
- 43-5795 The Jackie C II – American Airpower Museum in Farmingdale, New York.
- 43-5813/NZ3119 – Tri-State Warbird Museum in Batavia, Ohio.
- 42-104959 – Legacy Aviation Partners LLC in Wilmington, Delaware.
- 42-105192 – Planes of Fame in Chino, California.
- 42-105306 – Hawks Zero Q3 LLC in Sonoma, California.
- 42-105861 – Chuzy Suzy LCC in Lafayette, Louisiana.
- 42-105867 – Commemorative Air Force (P-40 Sponsor Group) in Fredericksburg, Texas.
- 42-106396 – Warhawk Air Museum in Boise, Idaho.
- 44-7084 – Palm Springs Air Museum in Palm Springs, California.
- 44-7369 – Cavanaugh Flight Museum in Addison, Texas.
- 44-7983 – Skyfire Corp. in Wilmington, Delaware.
- 44-47923 – Fantasy of Flight in Polk City, Florida.
- On display
- P-40C/Tomahawk IIB
- AK255 – National Naval Aviation Museum at NAS Pensacola in Florida.
- P-40E/Kittyhawk IA
- AK875 – Steven F. Udvar-Hazy Center of the National Air and Space Museum in Chantilly, Virginia.
- AK979 – Pacific Aviation Museum Pearl Harbor on Ford Island in Pearl Harbor, Hawaii.
- AK987 – National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio.
- 42-9749 – Evergreen Aviation & Space Museum in McMinnville, Oregon.
- 42-105270 – Hill Aerospace Museum at Hill AFB in Utah. This aircraft is actually a composite of a P-40E fiberglass replica and a wrecked P-40N recovered from Alaska. The dataplates were unreadable so the Hill Aerospace Museum chose the serial number of a scrapped P-40 that had been flown by the same squadron that the wrecked aircraft belonged to.
- 42-105927 – Museum of Aviation at Robins AFB in Warner Robins, Georgia.
- 44-7192 – Museum of Flight in Seattle, Washington.
- 44-7619 – Air Zoo in Kalamazoo, Michigan.
- Under restoration or in storage
- P-40E/Kittyhawk IA
- 40-401 – to airworthiness by Christopher Provost in Sonoma, California.
- AK863 – in storage at Fagen’s Fighters WWII Museum in Granite Falls, Minnesota.
- AL171 – in storage at Fantasy of Flight in Polk City, Florida.
- 42-45946 – to airworthiness by Dwight Jones in Anchorage, Alaska.
- 42-45984 – for static display at the Pima Air & Space Museum adjacent to Davis-Monthan Air Force Base in Tucson, Arizona. Crashed in 1942 in New Guinea, it was recovered in 2000 and donated to the Pima Air & Space Museum in 2002.
- s/n unknown – to airworthiness by C&G Air in Wilmington, Delaware.
- 42-104949 Kathleen II – to airworthiness by Mickael Rabilloud in Framingham, Massachusetts. Flown by the comedian Dan Rowan in World War II.
- 42-104961 – for static display at the Pima Air & Space Museum adjacent to Davis-Monthan Air Force Base in Tucson, Arizona. Crashed in 1943 in New Guinea, it was recovered in 1974 by the Military Aircraft Restoration Corporation and loaned to the Pima Air & Space Museum in 2004.
- 42-105526 – to airworthiness by Craig Schultz in Santa Rosa, California.
- P-40 mounted on plinth at entrance to the March Field Air Museum, March ARB (former March AFB), in Riverside, California.
- P-40 mounted on pylon at Peterson AFB, Colorado.
- P-40 mounted on pad at Wheeler AAF (former Wheeler AFB), Hawaii. | aerospace |
http://www.retomo.info/rc-drones-minot-afb-nd-58704/ | 2018-09-20T10:20:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267156460.64/warc/CC-MAIN-20180920101233-20180920121633-00167.warc.gz | 0.9383 | 585 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__137400605 | en | RC Drones – An Overview in Minot Afb ND 58704
The carbon fiber arms give flyers the strength to maneuver during the air they usually completely transform to have out of the digicam’s way. The Inspire 1 has an entire 360 diploma unobstructed view, letting people to capture pictures in almost any course in spite of what course they’re traveling in. This drone for sale uses the ZenMuse X3 gimbal and an X3 camera, which has an Digital shutter pace of 8s. DJI made the Encourage one with aerodynamics in your mind, giving the drone a shape that enables it to cut throughout the sky whilst giving pilots unparalleled control above the aircraft.
They’re in essence passion drones which have be chopped up and reconfigured for intelligence collecting missions. The Aerorozvidka has also developed its individual missiles, which the team is Doing work to incorporate onto UAVs. The enemy has been in a position to knock down a few of them. As much the nascent ceasefire, Chazin states it hasn’t altered matters much from his viewpoint. (In addition, it doesn’t apply to intelligence accumulating.)
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Experimental KC-46A arrives at Minot Air Force Base
An experimental KC-46A Pegasus made its initial arrival at Minot Air Force Base, North Dakota, Sept. 17, 2018. The KC-46A will complete several experiments with the Minot AFB fleet of B-52 Stratofortr...
Minot AFB gets funds in final appropriation package
Funding for Minot Air Force Base helicopter complex and U.S. Army Corps of Engineers projects in North Dakota are part of a funding bill approved by the House Thursday. Congressman Kevin Cramer suppor...
Senate approves major funding bill
which is good for Minot Air Force Base missions and critical for our national security.” The bill also increases funding to the Corps’ construction budget, funds water infrastructure and encourages th...
Plastic Surgery in MINOT AFB, ND
Are you considering plastic surgery? Are you located in the MINOT AFB, ND area? A well planned plastic surgery with a board certified surgeon can give you the look you've always wanted and dramaticall...
Motorcyclist from Minot Air Force base dies in fiery crash on Minot street
MINOT, N.D. -- An airman at the Minot Air Force Base who was riding his motorcycle in Minot over the weekend was killed in a collision with an SUV. According to Minot police, Jacob Ellis, 22, was ridi... | aerospace |
https://air-pros.com/aircraft-liability-insurance/ | 2023-09-27T12:01:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510297.25/warc/CC-MAIN-20230927103312-20230927133312-00489.warc.gz | 0.949147 | 126 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__165084393 | en | Finding the right aircraft liability insurance for your company or personal aircraft can be overwhelming. With a number of aviation liability insurance policies available to you, how do you know that you are getting the coverage you need to stay protected?
At Aviation Insurance Resources, we are proud to work with our clients to find the right aircraft liability insurance that fits their budget and unique requirements. With experience in aviation insurance dating back to 1999, such as aviation products liability, public liability, passenger liability, and more, our team is the trusted choice for aircraft liability insurance coverage in all 50 states! Contact us today to get a quote on aviation liability insurance! | aerospace |
https://nickbrowne.coraider.com/2007/12/standing-up-in-hammock.html | 2024-04-17T13:31:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817153.39/warc/CC-MAIN-20240417110701-20240417140701-00605.warc.gz | 0.961099 | 313 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__112308617 | en | US and Russian astronauts have had sex in space for separate research programmes on how human beings might survive years in orbit, according to a book published yesterday.From The Guardian, Thursday February 24 2000, via Simon.
Pierre Kohler, a respected French scientific writer, says in The Final Mission: Mir, The Human Adventure that the subject is taboo both at Nasa and at mission control in Moscow, but that cosmic couplings have taken place.
"The issue of sex in space is a serious one," he says. "The experiments carried out so far relate to missions planned for married couples on the future International Space Station, the successor to Mir. Scientists need to know how far sexual relations are possible without gravity."
He cites a confidential Nasa report on a space shuttle mission in 1996. A project codenamed STS-XX was to explore sexual positions possible in a weightless atmosphere.
Twenty positions were tested by computer simulation to obtain the best 10, he says. "Two guinea pigs then tested them in real zero-gravity conditions. The results were videotaped but are considered so sensitive that even Nasa was only given a censored version."
Only four positions were found possible without "mechanical assistance". The other six needed a special elastic belt and inflatable tunnel, like an open-ended sleeping bag.
Mr Kohler says: "One of the principal findings was that the classic so-called missionary position, which is so easy on earth when gravity pushes one downwards, is simply not possible."
What's your position on this? | aerospace |
http://www.apolloexplorer.co.uk/books/sp-4204/ch17-6.html | 2018-01-24T01:46:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084892892.86/warc/CC-MAIN-20180124010853-20180124030853-00628.warc.gz | 0.968881 | 786 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__73690444 | en | Moonport: A History of Apollo Launch Facilities and Operations|
During the latter launches of the Saturn I program, contractors began to assume responsibility for mission operations - responsibility that civil servants had previously exercised. The transition, completed during the Saturn IB launches, proved a difficult one for many government employees. Many did not want to manage other men, preferring instead to apply their engineering skills directly to the hardware. Veterans of the Debus team recall the change in their status as one of the significant events in the Apollo launch program. Aside from the personal impact, the molding together of the various contractor teams under government management ranks as one of the great accomplishments at KSC.
The problems brought on by the changing role of contractor and civil servant gave impetus to a center reorganization in early 1966. On 17 January Debus told his senior staff that the Office of Manned Space Flight, while voicing the highest praise for KSC's launch operations to date, was concerned about its readiness to handle the upcoming Apollo-Saturn launch preparations. The ensuing study of the management structure was conducted by a KSC task force headed by Deputy Director Albert Siepert, assisted by John Young from NASA Headquarters. General Medaris, former commander of the Army Ballistic Missile Agency, contributed an independent study for the launch center. The study groups concentrated on two problem areas that affected Apollo: the need to clarify and separate the duties of Apollo program management from other center-wide activities, and the liaison of the center with its contractors.35
Following the review and evaluation, Debus sent to Headquarters formal proposals to realign KSC's administrative organization. A major change involved the creation of two-deputy director posts. The Deputy Director, Operations, would be responsible for engineering matters and technical operations. The Deputy Director, Management, would handle relations with contractors, other government agencies, and the community, and direct the development of management concepts and policies. Two new departments were added. Most of KSC's design functions were centralized under a Director of Design Engineering. He would be responsible for monitoring and issuing technical directions to design support contractors, and the Corps of Engineers. The other new department, Installation Support, would take over housekeeping services: plant maintenance, supply transportation, documentation security, safety, and quality surveillance. In both cases, the new departments concentrated functions that had previously been scattered among several elements of the launch center.36
Debus proposed an important change in the launch operations organization to provide strong and clear direction during the performance of preflight and launch operations. Test management, as a discrete function, was set up at the top Launch Operations level, with counterparts at the Launch Vehicle and Spacecraft Operations directorates. These offices would plan and direct launch operations, with a specific individual in charge of each mission. The test manager would be just that - a manager, not merely a coordinator as had generally been the case in the past. In this capacity, he would be responsible for the mission hardware from the time of its arrival at the center to the launch. Engineers in various operational areas would be assigned to assist the test manager when required. These specialists, however, would not have authority to give formal instructions to the contractors performing the work; they were to provide only informal technical guidance. Formal instructions could come only from the test manager.
The reorganization altered the civil servant-contractor relationship in several important ways. The Director of Design Engineering assumed responsibility for all KSC hardware development contracts, construction and modification contracts, as well as the design engineering support contracts. Lines for reporting were streamlined so that other major contractors reported to a single KSC element. The changes established a specific chain of command for each launch and helped the government provide the contractors with formal direction, informal instruction, and a better evaluation of performance. Administrator Webb signed the new KSC organizational chart on 27 April and the changes were phased in through the remainder of the year.37 | aerospace |
https://www.z-xg.com/best-rx-sunglasses-for-flying-a-plane | 2017-07-24T18:30:21 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424909.50/warc/CC-MAIN-20170724182233-20170724202233-00532.warc.gz | 0.933934 | 711 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__19253566 | en | Thank you for contacting us. We will get back to you as soon as possible
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Best Prescription Sunglasses For Flying A Plane
Flying a plane is one of the greatest achievements anyone could accomplish in their lifetime, but flying can produce new and interesting challenges. One of the greatest concerns a pilot has is the proper protection of their eyes. Using the best prescription sunglasses for flying a plane is the first line of defense for a pilot’s eyes. Complete shielding of harmful, and damaging UV rays and random glare are of the utmost importance to any pilot. Due to the higher altitude, and thinning atmosphere, pilots are exposed to greater levels of solar radiation. Only with the best prescription sunglasses for flying a plane, can a pilot truly enjoy the added protection flying at higher altitudes with thinner ozone layers now circling the earth. The best prescription sunglasses for flying a plane should offer the maximum defense against the dangerous and harmful UV rays allowing pilots to fly more effectively.
The best prescription sunglasses for flying a plane at altitude should be made with a darker than normal gray density lens (without polarization) to block the intense and blinding sunlight. Polarized lenses are not the best prescription sunglasses for flying a plane into the bright sun. Pilots will experience clearer, more defined vision without the annoying, and dangerous glare that penetrates their polarized lenses. Although polarized sunglass lenses have been offered to aviators for over 70 years, it is now more beneficial to have the best prescription sunglasses for flying a plane made without Polarization at all.
The F.A.A. has banned the use of Polarized sunglasses in the cock pit by aviators. Polarized lenses have been found to reduce the visibility of many of the aircraft’s avionics, making it difficult to read their instruments, and are therefore unsafe for pilots. Polarized sunglasses impede the pilots ability to read LCD, and LED screens such cell phones and GPS devices. In terms of flying, it is better to have the best prescription sunglasses for flying a plane without polarization. Some of the benefits of wearing nom-polarized sunglasses are better glare reduction, eye comfort, and improved clarity without the tension felt in the facial muscles around the eyes. The best prescription sunglasses for flying a plane is one that allows pilots to see reflective glare known as “ glint” seen off an approaching plane somewhere in the distance. Being able to see “glint” from an approaching aircraft is sometimes critical, and pivotal to a pilot.
All LED and LCD digital screens are made using polarization to reduce glare for the onlooker. It works well with the human eye, but is counterproductive when using polarization to read polarized LED or LCD screens. The two opposing polarizations conflict, and counter each other making the screens difficult to impossible to read, and producing unsafe flying conditions for everyone.
The best prescription sunglasses for flying a plane are without polarization. Non-polarized lenses do not produce weird blotch patterns in the windscreens that inhibit the ability to see through the windscreens while flying. Due to the visibility issues, the Federal Aviation Administration has ruled that polarized lenses are not to be worn in flight by pilots. Non polarized sunglasses are the only other alternative for pilots. The best prescription sunglasses for flying are non-polarized. Polarized lenses can be useful in other activities, but should not be used while flying, or reading LCD, and LED panels or screens. | aerospace |
https://sky-lens.com/articles-airshows-east-central-europe.php?recordID=110 | 2022-09-26T03:10:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334644.42/warc/CC-MAIN-20220926020051-20220926050051-00381.warc.gz | 0.960557 | 1,780 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__189164269 | en | Russian airshow. Defying gravity.
Back from Moscow, with thrust, love and emotion
Strangely or luckily, december is a month charged with symbolic matters as regard to aviation in the Russian Federation. 100 years ago, first bombers were mainly of wood construction, apart from their engines, but still too heavy and low powered to break speed records against fighter aircraft. For that reason, the first four engines aircraft ever produced in Aviation History, Sikorsky S-22 Ilya Muromets , was nicknamed " hedgehog ". This giant had a 31 m wingspan and was 19 m long. On December 12th 1913, it flew for the first time ever, and two days later it flew a 1,1 t. freight. In service with Russian Imperial Forces during WWI, a few S-22s still fought during the 1919 war between Russia and Poland. All in all, between 60 and 80 S-22s were produced. Ilya Muromets not only remains acknowledged as one of the founding achievments in the history of aviation in Russia, but as the first of the russian giants. But still nowadays remains Russia as a leader with aerospace giant prospects. Largest of such nowadays featured at airshows are Antonov An-124 cargo freighters, and interestingly at MAKS 2013, there was the huge Mil-Mi 26 Halo on display with fire extinguishment features. Of course, public entrance was blessed with the Tupolev Tu-144 on which wings I have been walking a few years ago. As such, the Tu-144 remains a trademark for me.
MAKS 2013 looked as a media plan launched by Russian Federation aerospace industry supporting the airliners industry. Gone is the time when the Tupolev 144 was a flagship for Aeroflot and russian civil aviation. Sukhoi SSJ-100 is facing stiff competition, in Russia, with Antonov An-148, at it remains yet to be seen how these - commuters / small airlines ships - will succeed on the world market against the Brazilian, Chinese and Canadian products …, but they could do, future will tell. So at present, Russians know without doubts at all, they can rely on their military industry. UAC aircraft from Sukhoi and Yakovlev are planned for delivery in Algeria, Venezuela, Vietnam, Indonesia, Sri Lanka to name but a few. China is discussing a possible order of 24 Su-35, and several countries (even Australia (!) have shown more or less interest with this Flanker 4th Generation variant. The Russian government launched unprecedented global re-equipment programs for the forces a few years ago ; it will also more than support that country's defense industry. So in the next four years, it is planned that Federation of Russia's defense budget will by raised by 60%. I admit that Russia's largest order of a 4th Generation military aircraft, is the decision to buy no less than 124 Sukhoi Su-34 bombers, even if it is ordered in several batches. By December 16th, 32 Su-34s have already been delivered to the Forces.
Top of the list of new equipments ordered by Russian Federation MoD for the Russian Air Force is Sukhoi Su-35. At MAKS, an Air Force 35 was displayed by Sergei Vaschuk. 48 Su-35 S were ordered in 2009, and 22 were already delivered by December 25th, 2013. In 2009, MAKS visitors had discovered the first Su-35 BM, displayed for the first time ever. The Su-35 is powered by two UFA AL-31F 117S engines, delivering no less than 34.500 kg of thrust. Thanks to these 117S thrust-vectored engines, this air superiority combat aircraft is able to defy gravity, aiming to any axis anytime of an engagement against any opponent up to 9Gs. Also maneuvering around its center of gravity, daily, was the two seats variant of the same generation Flanker, named Sukhoi Su-30 SM. Also thrusted by two 117S, Su-30 SM could maneuver around its center of gravity, as shown by test pilot Viacheslav Averianov. A first contract to deliver 30 Su-30 SM to the Air Force was signed in March 2012. Then a further order for 30 more aircraft was signed in mid-December 2012. Apart from characteristics of agility equal to single seat Su-35, the 30 SM has an air-to-ground and anti-ship capability. Also on show at Zhukovskii, was the latest MiG-35, still an unlucky product on the export market, though it may change. Anyway 37 MiG-35 Fulcrum F are to be purchased for the Air Force, and around 2016 only, because at present, the industry is reported not to be capable to fulfill that contract. 16 MiG-29 SMT combat aircraft will be purchased instead. Also on display, the Yakovlev Yak-130 Mitten had more than a jet trainer to show, as it flew with agility all with a - simulated ? - air-to-surface payload. Though shared as a common aircraft with India (as the 5th Generation Fighter Aircraft (FGFA), the Sukhoi T-50 is the latest under-development combat fighter aircraft. T-50 features fully stealthy characteristics, super cruise capability. I noticed its super maneuverability characteristics that are very close to the Su-35. On October 29th, a fifth T-50 prototype was delivered by the Gagarin Factory at Komosomolsk-on-Amur. Already 450 flights have been achieved to date. Air Force acceptance trials will begin next year. At MAKS, the Sukhoi T-50 was displayed by Sergei Bogdan.
It was reported at Zhukovskii, that pilots of the Russkiye Vityazi (the Russian Knights) test flew there, the Su-30 SM, achieving several aerobatic maneuvers . It is confirmation that the team is to convert from their current Su-27s and Su-27 UBs to the Su-35/30SM. In the meantime, future of the other team, Strizhi (The Swifts) does not look clear at present. But several sources such as Novosti suggest will fly MiG-35s or Yak-130s. These plans to equip national teams based at Kubinka with 4+ generation jet fighters were officially announced by russian medias, one year ago exactly, on december 25th, 2012 (!). Anyhow I personally think that servicing some MiG-35s with Strizhi would be an excellent and obvious support for MiG and UAC for export, displaying the still unsold latest MiG in airshows worldwide in a terrific six ships display team. Suffice to watch latest russian combat aircraft sales worldwide. Russia is second to the USA at exporting worldwide. All russian currently supplied markets are with UAC Sukhoi combat jets, excepting that of the Indian Navy, delivered with MiG-29 K/KUB airplanes. Obviously MiG needs a boost somewhere. In the meantime, Strizhi still perform one of the best air display anywhere in the world : at Zhukovskii four Strizhi MiG-29 Fulcrums joined five Russkyie Vityazi Sukhoi Su-27 UB, performing a Diamond Nine, all trailing all sorts of vortices and other visual effects created by all kinds of engine smokes combined with white trails. The formation was led with virtuosity by Russkyie leader, Lt. Colonel Andrey Alexeyev. The other four Sukhoi Su-27/27 UB team flying at Moscow was from Lipetsk test Centre. But on Friday show, these " Sokoli Rossi " were lead by a fifth heavy jet, one of the first Sukhoi Su-34s delivered to the Air Force, and flown by Gen. Karchevskii.
If you like pictures in this report, you will see some more, and the best ones in this book that I have published last month - and that you can order here to the publisher : http://www.pascalgalodeediteurs.com/pge_290_aviation_livre-aviation-photo-salon__9782355932410.html
It has always been a great pleasure for me to attend the airshow in Moscow. Being blessed with exclusive photographic locations, I can achieve stunning photographs of all a participating aircraft. I send a big thank you to MAKS Media team for making all this possible, and for being helpful with so much. | aerospace |
https://www.tuscaloosanews.com/story/news/state/2019/01/26/blue-origin-breaks-ground-on-huntsville-rocket-engine-plant/6192486007/ | 2022-05-17T17:19:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662519037.11/warc/CC-MAIN-20220517162558-20220517192558-00340.warc.gz | 0.951297 | 332 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__308092428 | en | Ground broken on Huntsville rocket engine plant
HUNTSVILLE — A rocket company founded by Amazon CEO Jeff Bezos broke ground Friday on a new $200 million engine plant in north Alabama.
Company and government officials attended the groundbreaking ceremony in Huntsville for the rocket engine plant. The facility will make Blue Origin's BE-4 engine to power a new generation of launch vehicles produced by United Launch Alliance.
"It's a great day here in Rocket City," Blue Origin CEO Bob Smith said at the groundbreaking ceremony, according to news outlets.
Huntsville has had the nickname Rocket City for the city's longstanding ties to the nation's space program.
Alabama Gov. Kay Ivey's office said the project will create more than 300 jobs in Huntsville.
The rocket engine plant is expected to open in 2020. The first test flight of the new engine is expected in 2021.
Blue Origin announced in 2017 its intent to locate in Huntsville but at the time, the move was contingent on production contracts being signed. United Launch Alliance in September officially selected Blue Origin to supply engines for the company's Vulcan launch vehicle, which is designed to carry heavy payloads into space.
According to the company's website, the powerful BE-4 engine is fueled by liquefied natural gas to produce 550,000 pounds (250,000 kilograms) of thrust and is intended to be used in both government and commercial missions.
The Alabama Development office said in 2017 that the state offered an incentive package of more than $50 million, including a $30 million tax credit for investment and up to $10 million in reimbursements for eligible capital costs. | aerospace |
https://www.caapilots.com/content.aspx?page_id=22&club_id=63452&module_id=403462 | 2024-04-19T15:09:57 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817438.43/warc/CC-MAIN-20240419141145-20240419171145-00696.warc.gz | 0.953417 | 494 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__10193976 | en | In 75 major air tours no one got a scratch, although Ralph Service landed in a coal mine all right, a strip mine and Angus McKinnon, flying one of his converted Grumman Widgeons, landed in Death Valley on a salt bed as rough as the surface of the moon. Those air tours did more to promote aviation than anything did since Lindbergh flew the Atlantic. But their time is past. Today’s pilots with their fast, long-range sophisticated aircraft and their instrument ratings no longer need to flock together.
CACC'ers still get together a couple of times a year for mini-tours to Mexico or Canadian fishing holes, or the trip to Harlingen, Texas to see the Confederate Air Force restage World War II, but the day of the major air tour is long gone.
The club’s fame in aviation circles still lures truly distinguished visitors like Col. Gordon Fullerton, Oregon’s own astronaut, pilot on the third flight of the space Shuttle Columbia, which made the first emergency landing in the White Sands Missile Range, New Mexico. Other well-known visitors over the past years include Lt. Gen. “Jimmy” Doolittle of WWII fame; Astronaut Stuart Roosa, Apollo XIV; Georgi F. Baidukov, Co-pilot and Alexander V. Belyakov, Navigator, two of the three crew members of the first trans-polar flight that flew from Russia to Pearson Field, Vancouver, in 1937; Pilot/Author Ernie Gann, Bob Hoover, Art Scholl and Ernie Brace, famous Marine Corps Aviator.
As time marches on, fewer and fewer CACCers remember Doc White, the catalyst who started it all. He was a prophet, not without honor in his hometown. While serving on the Port of Portland, he predicted the boom in airline traffic and fought for longer runways. He predicted that airliners won’t increase much in number but in size. He predicted passenger trains would be out of business by 1970. It is a measure of his modesty that although he was the CACC’s sparkplug for more than 20 years, he never served as president. He shunned the limelight. He died Sunday, January 25, 1970, in Honolulu of a sudden heart attack.
Lev Richards, Aviation Editor for The Oregon Journal and The Oregonian | aerospace |
http://www.daviddarling.info/encyclopedia/A/AFSATCOM.html | 2016-10-20T19:36:56 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988717783.68/warc/CC-MAIN-20161020183837-00500-ip-10-171-6-4.ec2.internal.warc.gz | 0.829849 | 121 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__63920868 | en | AFSATCOM (Air Force Satellite Communications System)
AFSATCOM (Air Force Satellite Communications System) is a satellite-based system that provides high-priority communications for command and control of American global nuclear forces. It became operational on May 19, 1979. AFSATCOM equipment rides piggyback on other military satellites, including, originally, FLTSATCOM satellites and, currently, Milstar satellites.
Related category• MILITARY RECONNAISSANCE AND SURVEILLANCE
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https://www.mailtribune.com/top-stories/2019/11/11/wwii-bomber-jacket-tells-a-story-of-service/ | 2022-05-17T08:32:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662517018.29/warc/CC-MAIN-20220517063528-20220517093528-00291.warc.gz | 0.980364 | 882 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__181207734 | en | WWII bomber jacket tells a story of service
As Douglas Naversen of Jacksonville pulls on his father’s bomber jacket, he says, “It fits me like a glove.”
Naverson adds that a son and daughter loved to wear it to middle and high schools in Medford — when leather bomber jackets were trendy.
But one family member, Army Air Force Lieutenant Enoch Naversen, loved it best, wearing it as navigator on 30 harrowing World War II missions, bombing Nazi Germany from a B-17 ... and living to tell about it.
Enoch’s B-17 “Flying Fortress” was called “El Lobo II” and shows a cocky, slavering cartoon wolf, its tongue hanging out, with 30 bombs painted below the animal — one for each trek over the English Channel to decimate the factories, docks, warehouses and harbors of Germany.
The whole crew got their flight jackets painted in London with the same cartoon. It was labeled “Lobo II” because, presumably, an earlier Lobo became a casualty of combat. After the war, Enoch wanted to wear the jacket, but not the bellicose image, so he scrubbed it off with turpentine.
In recent years, Naversen found an artist to restore it, using a photo provided by the plane’s captain, Richard Fitzhugh.
“When I was growing up, I looked up to him but, to tell you the truth, I didn’t realize how perilous his missions were,” says Naversen. “Bullets from German fighters were flying around inside the plane. One nicked his arm (a wound sufficient to get the Purple Heart), but he never reported it. I am very lucky to be here.”
Enoch’s missions ran from June through December 1944. He was in the lead bomber in a large formation, so the 10 crew members got to go home after 30 missions, Douglas said. The other aviators, behind the more vulnerable lead plane had to fly 35 missions. Enoch’s wife was expecting a child during that time and, after the war, had three more ... including Douglas.
Framed photos depict the warhorse plane, its crew and a long list of its targets, starting with a big ball-bearing factory in Schweinfurt.
“That one was important. Without ball bearings, the whole war machine comes to a stop,” says Naversen. “Flying these missions, they would get out of bed at oh-dark-30 — the morale had to be very bad.”
Like most men in WWII, Enoch didn’t talk much about the war; but did keep a diary, which his son still has. His father went on to a career in the Air Force, as navigator in the C-130 cargo plane and giant B-52 bomber of the Cold War. He often flew in and out of Vietnam during that war, says Naversen, and rose to the rank of Lieutenant Colonel.
Naversen, who has studied the Second World War in some depth, says missions were much more dangerous the year before his father got there, with the U.S. losing up to 26 percent of it bomber force in the worst day.
However, he adds, just before his father got there, America began flooding the skies with the powerful P-51 fighter, and soon “Germany was running out of fuel, planes and pilots and we had positive air superiority,” averaging only a 7 percent loss daily.
This greatly improved Naversen’s chances of growing up in an Air Force family, eventually attending the Air Force Academy, where he learned they would put 2 percent of students through medical school. Naversen became a dermatologist, served in the Air Force in that role and moved to practice here in 1982.
His dad wanted him to continue the tradition in aviation, but Naversen skipped a generation. His son is now a pilot with Allegiant Air, based in Florida, flying the Airbus 320.
John Darling is an Ashland freelance writer. Reach him at email@example.com. | aerospace |
http://www.newsfury.com/view.aspx?linkid=214230054 | 2019-10-14T17:53:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986654086.1/warc/CC-MAIN-20191014173924-20191014201424-00276.warc.gz | 0.953757 | 78 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__6786432 | en | China completes world's largest amphibious aircraft...
from Drudge Report
Read Full Story
China has completed production of the world's largest amphibious aircraft after seven years of work, which it plans to use to perform marine rescue missions and fight forest fires, the Xinhua news agency reported. The AG600, which is about the size of a Boeing 737 and was developed by state aircraft | aerospace |
https://msfsaddons.com/2023/09/15/fs-academy-introduces-commander-a-training-module-for-msfs-with-12-highly-challenging-scenarios/ | 2024-02-28T18:16:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474744.31/warc/CC-MAIN-20240228175828-20240228205828-00290.warc.gz | 0.932078 | 539 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__29058248 | en | September 15th – FS Academy’s latest training module for MSFS is now available! Test your skills across 12 challenging scenarios that include a recreation of the “Miracle on the Hudson”, an engine loss over the Alps, dealing with severe icing, and more. Commander is out now in the Marketplace (PC and Xbox) and third-party stores. Learn more below!
Flight simulation has long been a playground for both aviation enthusiasts and professional pilots looking to hone their skills. FS Academy has been doing its part in Microsoft Flight Simulator with a comprehensive range of training missions that have taught many simmers things like VFR and IFR flying or how to fly the big jets.
Now, the developer is taking this experience to new heights with the introduction of “COMMANDER,” a comprehensive training module that aims to equip MSFS simmers with the skills and knowledge to handle a wide array of challenging and authentic scenarios, from emergency landings to system malfunctions.
FS Academy COMMANDER is designed by a real airline Captain and hopes to provide simmers with a robust framework of skills that will come in handy when a failure or emergency arrives. These are skills that, when acquired, will be universally applicable and will stay with you throughout your flying career!
COMMANDER will essentially put you into several highly challenging scenarios where you’ll need to tackle everything from engine failures to hazardous weather conditions, offering a real-world approach to problem-solving in the cockpit. You will even have the chance to relive the events of US Airways Flight 1549, the “Miracle on the Hudson”, and experience for yourself the time-critical decision-making that was required of the famous crew commanding that Airbus A320.
COMMANDER comes with 12 challenging scenarios, ranging from the aforementioned recreation of US Airways Flight 1549, to a heart-pounding scenario where your engine fails over the Isle of Wight, or a situation where you’ll learn how to manage your aircraft’s electrical systems to conserve battery life, ensuring you’re not plunged into darkness before landing. The full list of missions is already available on FS Academy’s website.
To supplement the in-sim experience, COMMANDER comes with a complete ground school manual. This manual covers a range of topics to boost your background knowledge, preparing you for the challenges you’ll face in the virtual skies.
It will also soon be available on the MSFS Marketplace under the Activities – Training section for both PC and Xbox users, along with the rest of the FS ACADEMY series. | aerospace |
https://www.jetlinx.com/tag/accolades/ | 2022-12-04T12:49:57 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710972.37/warc/CC-MAIN-20221204104311-20221204134311-00776.warc.gz | 0.926749 | 387 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__106007701 | en | Jet Linx award winning #Dare2Tutu campaign continues to help breast cancer patients through the global COVID-19 pandemic.
Jet Linx Omaha was recognized for the third year in a row as the recipient of Omaha Magazine’s Best of B2B for Corporate Jet Services. The award recognizes businesses with superior business skills, services and products, and is organized by B2B Omaha magazine.
Jet Linx has successfully completed Wyvern Consulting, Ltd.’s safety audit for the second time, again securing Wyvern Wingman status.
Congratulations Jet Linx Scottsdale! The team was named “Editor’s Choice – Best Private Jet Company” by Arizona Foothills for the second year running.
Since 1999, the Jet Linx Aviation private jet team has proven our commitment to safety, for our clients, our team and our industry. In 2015, a new demonstration of that promise came to light: Jet Linx Aviation successfully achieved International Standard for Business Aircraft Operations (IS-BAO) Stage 3 certification, the highest recognized standard from the International Business Aviation Council (IBAC).
Congratulations to Jet Linx Omaha and Jet Linx Scottsdale for their recent wins! Jet Linx Omaha was voted Best of B2B for Corporate Jet Services and Jet Linx Scottsdale was named Best of Our Valley Editor’s Choice Best Private Jet Company.
We are excited to announce this industry-unique accomplishment – receipt of the highest safety awards from the top three safety auditing firms.
Congratulations to Jet Linx Omaha, recipient of Omaha Magazine’s 2014 Best of B2B award for Corporate Jet Services.
Jet Linx Aviation, LLC successfully completed a three day on-site audit by Aviation Research Group (ARGUS) resulting in a renewal of its Platinum rating, the highest rating given to FAA Part 135 operators. | aerospace |
https://www.pagesconferences.com/aerospace-engineering-conference/ | 2021-05-17T04:06:23 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991557.62/warc/CC-MAIN-20210517023244-20210517053244-00175.warc.gz | 0.913858 | 4,865 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__125363498 | en | Our aim to bring together leading academic scientists, researchers and research scholars to exchange and share their experiences and research results on all aspects of Aerospace Engineering and Technology.
To provide a premier interdisciplinary platform for researchers, practitioners and educators to present and discuss the most recent solutions adopted in the fields of Aerospace Engineering and Technology.
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CAPITOL Technology UniversityU.S.A
Dean of Doctoral ProgramsAn internationally recognized leader in aerodynamics research and expert on low-speed flight, Dr. McAndrew has five degrees: a PhD, two master’s degrees and two bachelor’s degrees. He is a Fellow of the Royal Aeronautical Society. Dr. McAndrew chairs several international conferences and journals and is invited to give keynote speeches all over the world. He started his career in the automotive industry as an engine designer, and has worked at several universities across the globe. Dr. McAndrew is Dean of doctoral programs at Capitol. An external examiner on the world wide stage (UK USA, Germany, Italy, Jordan, Japan, Australia, Greece and Kenya) his experience includes over 80 successful Doctorate successes.Professor Ian R. McAndrew FRAeS is a very highly qualified academic with extensive experiences within industry and internationally recognised researcher with extensive teaching experience at all levels of education. Conference and Journal publication of 70 over 29 years, six books and numerous Keynote presentations around the world. Has supervised 101 students to their doctoral completion in USA, UK, Germany, Greece, Italy, Jordan, Singapore, Malaysia, UAE, Kenya and South Africa. Extensive consultancy experience internationally for multi-nations and organisations. Leading a global doctorate program of in excess of 200 students. As the Dean of Doctoral Programs at Capitol Technology University he is responsible for 15 different Doctoral Programs ranging from Cybersecurity, Analytics, Aviation and Technology based.Personal Achievements Ford 1984 European Award – Design for Assembly Ford 1990 European Technology Award – Engineering Innovation in Manufacturing (One awarded annually) in the whole of Europe. Embry-Riddle Aeronautical University European Faculty of the Year Award – 2005 and 2008 29 years’ research (with 69 peer reviewed papers) 80+ successful PhD supervision, most as Chair.
FlexTech Chair Paris Saclay UniversityESTIA France
Guy André Boy, Ph.D., is FlexTech Chair Institute Professor at CentraleSupélec (Paris Saclay University) and Chair of ESTIA Science Board, Fellow of the Air and Space Academy and Chair of the Human-Systems Integration Working Group of International Council on Systems Engineering (INCOSE). He was University Professor and Dean, School of Human-Centered Design, Innovation and Art, and HCD Ph.D. & Master’s Programs at the Florida Institute of Technology, as well as a Senior Research Scientist at the Florida Institute for Human and Machine Cognition (IHMC). He was Chief Scientist for Human-Centered Design at NASA Kennedy Space Center. He was the President and Chief Scientist of the European Institute of Cognitive Sciences and Engineering (EURISCO, a research institute of Airbus and Thales).He was group leader at ONERA (the French Aerospace Lab).
Bliss Professor and Head University of IllinoisU.S.A
ACADEMIC POSITIONS Bliss Professor (100%), AE, UIUC, 2011-present NCSA Faculty Associate (0%), UIUC 2008-present Originally from Belgium, Philippe Geubelle got his M.S. and Ph.D. in Aeronautics at Caltech in 1989 and 1993, respectively. After a year as Postdoctoral Research Associate at Harvard, he joined the University of Illinois at Urbana-Champaign (UIUC) in January 1995, where he is currently a professor in Aerospace Engineering, with joint appointments in the Departments of Mechnical Science and Engineering and Civil and Environmental Engineering, and at the Beckman Institute of Advanced Science and Engineering. Since 1997, he has been serving on the Science Steering Committee of the DOE-sponsored ASCI Center for the Simulation of Advanced Rockets. He is also serving as Director of the NASA Illinois Space Grant Consortium. His research interests pertain to the theoretical and numerical treatment of complex problems in solid mechanics, and, in particular, of quasi-static and dynamic fracture mechanics, functionally graded materials, multiscale modeling of heterogeneous materials, composite manufacturing processes, failure events in solid propellant rockets and the self-healing composite concept. Other research activities involve computational aeroelasticity and parallel programming.
Timothy Sands completed his PhD at the Naval Postgraduate School and postdoctoral studies at Stanford University and Columbia University. Timothy Sands is a Fellow of the Defense Advanced Research Projects Agency (DARPA) and panelist for both the National Science Foundation Graduate Research Fellowship, and the National Defense Science and Engineering Graduate Fellowship. Dr Sands is an International Scholar Laureate of the Golden Key International Honor Society, and a member of the Tau Beta Pi engineering honor society, and is also an interviewer for undergraduate admissions at Stanford University. He holds one patent in spacecraft attitude control and is recipient of the Theodore von Karman award. Colonel Sands is soon exiting active military service as the Associate Dean of the Naval Postgraduate School’s Graduate School of Engineering and Applied Science. Having previously served as a Chief Academic Officer, Dean, and Research Center Director, he is currently the Associate Dean of the Naval Postgraduate School’s Graduate School of Engineering and Applied Science. He has published prolifically in archival journals, conference proceedings, book chapters, in addition to keynote and invitational presentations; and holds one patent in spacecraft attitude control. He generally publishes non-government funded research under his continued affiliation with Stanford University or Columbia University, while publishing government funded research under his affiliation with the Naval Postgraduate School.
Airbus Sir George White ChairUniversity of BristolU.K
Following a PhD in Aeronautical Engineering at Queen Mary, London, I worked for 3 years as a Senior Research Fellow at the Royal Aerospace Establishment, Farnborough. Since 1989 I have worked at the Universities of Manchester, Liverpool and Bristol, in their Aerospace Engineering Departments. In almost 30 years of working in academia and research establishments I have led world-leading research in the fields of aeroelasticity and structural dynamics that has focused upon developing technical solutions of relevance to the aerospace industry. Most of my work has been funded by EU and UK Govt schemes that require substantial industrial interaction. There has been a sizeable impact via technology transfer within the European aerospace industry and influencing research directions across academia. To date, I have co-authored 92 journal papers, 282 conference papers, 1 textbook and 7 book chapters. Specialties: Research: Aeroelasticity, Loads, Structural Dynamics, Flight Flutter Testing, Morphing Structures, Optimization. Teaching: Aerostructures, Aeroelasticity, Optimization Awards. FRAeS and FAIAA
EmeritusNASA Goddard Space Flight Center U.S.A
Positions/Employment: 1963 - 1965National Academy Research fellow NASA, NASA 1965 - 2008 Atomic Physics, Astrophysicist Heliophysics Science Division, Civil Service Position, NASA /Goddard Space Flight Center 2008 - Present Emeritus Heliophysics Science Division, NASA /Goddard Space Flight Center PROFESSIONAL SPECIALTY: Atomic Physics, Astrophysicist PUBLICATIONS: Refereed Journals: 274, Proceedings: 15, Book Chapters: 5, Review Articles: 2 REVIEWER: Proposals of NASA, NSF, Goddard, Ohio Supercomputer Center, National Sciences and Engineering Research Council of Canada. VISITING SCIENTIST: 1.University College London, Cambridge University, 2.Queens University of Belfast, Delhi University SCIENTIFIC ORGANIZER: International Symposium on Atomic and Molecular Physics, Goddard-NASA, 2005AFFILIATIONS: 1.American Physical Society Member, 2.American Astronomical Society (10 years), 3.Life Member: Indian Society of Atomic and Molecular Physics, Awards: 1.Fellow of American Physical Society, 2.Outstanding Referee of Physical Review, 3.Honorary Plaque of S.C. Sirkar Memorial Lecture, IACS, India, 4.NASA Performace awards (3 times), 5.Merit Award, M.Sc. Delhi University.
IEEE, EUMA MemberNational Aerospace University Ukraine
Vladimir Lukin got Diploma with honor in radio engineering in 1983 from Kharkov Aviation Institute (now National Aerospace University, Kharkov. Ukraine). Since then, he was with Dept of Transmitters, Receivers and Signal Processing (now Dept of Information-Communication Technologies) of this university. He got PhD in DSP for Holographic Imaging in 1988 and Doctor of Technical Science in DSP for Remote Sensing in 2002. Since 2007, he was Professor and, since 2016, Head of Department. In 2016, he was recognized as the best scientist of Kharkov and in 2019 got State Premium of Ukraine for contribution to Science and Technology. He is the author of more than 800 publications. He is Senior IEEE Member, has served as Guest Editor in MDPI Remote Sensing journal and in technical and program committees of many conferences. His research interests include image quality assessment, remote sensing data processing, communications, etc.
Embry-Riddle Aeronautical UniversityU.S.A
Dr. Llanos received his Ph.D. in astronautical engineering from the University of Southern California in 2012. His research interests include astrophysics, astrodynamics, and bioastronautics, and among his current activities, he supervises the Payload Applied Technology and Operations (PATO) Lab where he is working on various suborbital cancer research payloads, which is a collaboration between Embry-Riddle, the Medical University of South Carolina and the University of Texas Health Science Center in San Antonio. Dr. Llanos supervises the operations in the Suborbital Space Flight Simulator Lab where he is working on the integration of new space vehicles into the National air Space. He is an active member of the American Institute of Aeronautics and Astronautics. He received the Award for Artistic Merit from the American Society for Gravitational and Space Research in their 2017 Combustion Art Competition held in Seattle, Washington. Pedro was awarded the McNair Faculty Mentor of the Year in 2016 at Embry- Riddle. Dr. Llanos serves as a reviewer for the Journal of Aerospace Science and Technology, Acta Astronautica, and the Journal of the Astronautical Sciences.
Federal Center for Technological Education of MinasBrazil
Izabela M. Oliveira is a Professor at Federal Center for Technological Education of Minas Gerais, Department of Mathematics, Previously worked as a Professor at Newton Paiva University Center from 2011-2016, and at Pitagoras College from 2006-2016. Skills and expertise in Network Complex Networks, Network Science, Network Theory. Published Research articles are Diversity Analysis of the Brazilian Air Transportation Network, The Multiplex Efficiency Index: unveiling the Brazilian air transportation multiplex network—BATMN.
Team Lead Multiphysics at LiliumGermany
Team Lead MultiphysicsI'm leading the Multiphysics team at Lilium, where we are starting the next mobility revolution by introducing an affordable and flexible vertical take-off and landing (VTOL) concept that satisfies the needs of the future. I'm responsible for the following simulation and development aspects: - Thermal calculation across the aircraft - Ice accretion - Propulsion - Aeroacoustics Rocket Lab: Specialist for Aerospace Systems Dates Employed Sep 2018 – Present Employment Duration 2 yrs 2 mos Auckland, New Zealand Vehicle Analyst & Aerodynamicist Dates Employed Sep 2014 – Aug 2018- 4 yrs Auckland, New Zealand I was part of the team that developed the Electron rocket. I have been heavily involved in the analysis and design of major rocket systems: - Aero and fluid dynamics: External and internal flows, e.g. aerodynamic characterization, ascent heating, cryogenic modelling - Instrumentation: Development of the test flight instrumentation program coupled with sensor development - Separation dynamics - Rocket system modelling and optimization, e.g. propellant system - Thermal management: Avionics and thermal protection systems (TPS) - Launch operations at mission control
Space Debris Engineer at European Space Agency - ESAGermany
Silvia Sanvido graduated in Space Engineering in 2011 from University of Pisa. Her Master Thesis was focused on the development of software for the Lifetime and In-orbit Collision analyses, in the framework of the VEGA Launcher Program. The thesis was developed in cooperation with the European Launch Vehicle (ELV) company. After her Master Degree, she attended a one-year Master Course of specialization in Space Transportation Systems at Sapienza University of Rome. She obtained the Research Master qualification in December 2012, with the thesis title "Development of a preliminary tool package for the Far Range Safety Analysis for the Vega Launcher missions". As for the Master thesis, this project was developed in cooperation with the ELV company. She joined the Universidad Politecnica de Madrid in february 2014 as Early Stage Researcher in the Marie Curie Project AIRUP. Her research was focused on Global stability theory applied to predict the onset of flow unsteadiness for complex flow configurations. The final goal of her Ph.D was to develop a computationally efficient tool able to tackle with large aerodynamic instability problems for industrial applications. In 2017 she joined the Space Debris Office at ESOC/ESA, where her research was focused on machine learning approaches applied to predict break-up condition and possible impact area for uncontrolled atmospheric re-entry. In 2020 she joined LSE Space GmbH as Space Debris Engineer and she is currently working at the Space Debris Office at ESOC/ESA.
Embry-Riddle Aeronautical UniversityU.S.A
Karim Hardy is an associated professor at Embry-Riddle Aeronautical University, Worldwide. He completed his Ph.D. in Sciences and Engineering of Risk Activities from the “Grandes Ecoles” MinesParisTech. He earned his Bachelor of Science in Environmental and Safety Engineering, a first Master of Arts in Legal Studies with a concentration in Euro-Mediterranean Security and Defense and a second Master of Arts in Political Science with a concentration in European Studies and International Regulations. He was a research assistant within the Complex Systems Research Lab, Aeronautics and Astronautics Department at the Massachusetts Institute of Technology – MIT and a Postdoctoral Fellow in Business Administration within the Center for Catastrophic Risk Management, Haas Business School, at UC Berkeley.
Senior Technical Fellow at Boeing Research & Technology U.S.A
Dr. Gary Georgeson is the Senior Technical Fellow for The Boeing Company in Non-Destructive Evaluation (NDE) and Measurement. He received a PhD in Materials Science in 1985 from the University of California at Santa Barbara, and has worked for Boeing in Seattle since 1988. As a senior technical executive, Gary oversees teams of scientists, engineers and technicians, who develop technology and methods for evaluating in-process, manufactured, and in-service aerospace structures. Gary is the most prolific inventor in the history of the Boeing Company. He is inventor or co-inventor of over 250 patented inventions (and over 100 patents pending) for manufacturing methods and NDE instruments. Gary has published or presented over 150 technical articles on NDE or materials evaluation and contributed to several books and numerous government reports.University of California, Santa Barbara PhD. Materials Science Grade First in Engineering Class 1979 – 1985 Activities and Societies: Won 'Most Inventive' for Senior Design Project; Tau Beta Pi Engineering Society Member ASME Member PhD in Materials Science; 1985; conducted testing and evaluation of crystals grown in space MS in Mechanical Engineering; 1982; designed, built, and tested advanced crystal deformation fixture BS in Mechanical; 1981; graduated top in ME class
Co-Founder and Chief Engineer at Project AlphaLinkGermany
Alexander Köthe is current-CTO of AlphaLink Engineering GmbH based in Berlin. In 2019, he co-founded the company together with Daniel Cracau to embed his research in an industrial context with the vision to make unmanned aviation as safe as manned aviation. He is also working as a PostDoc at the Department of Flight Mechanics, Flight Control and Aeroelasticity at TU Berlin. In this responsibility, he gives lectures in the modules Fundamentals of Control Engineering and Computer Science. His PhD thesis from 2018 investigates „Flight Mechanics and Flight Control of a Multibody Aircraft – Long Operation in High Altitudes”. Alexander received several awards for his research and entrepreneurial outcomes. In 2019, he received the Claudius Dornier jr. Dissertation Award and the German Aviation Innovation Award. Further, in the Airbus Challenge of the 2020 INNOspace Masters, AlphaLink and the TU Berlin received the third place for the meanwhile patented compound aircraft technology. He serves as deputy head of the Flight Control Department of the German Aerospace Association (DGLR) and is also a member of the Technical Committee of the European Conference on Guidance, Navigation and Control (EuroGNC).
Kyungpook National UniversitySouth Korea
Dr. Kyuman Lee is an Professor in the Department of Robot and Smart System Engineering at Kyungpook National University and the Director of the Aerial Robotics Research Facility. He is an aerospace and robotics engineer. His research interests include autonomous flight, robot perception, sensor fusion, simultaneous localization and mapping (SLAM), and navigation and control.
Sapienza University of Rome, Italy
Master's degree in space and astronautical engineering at Sapienza University of Rome.
George Washington UniversityU.S.A
Sabrina Ussery is an experienced Systems Engineering professional who excels at translating stakeholder needs into clear, verifiable requirements, leading cross functional teams, and motivating those around her to succeed. She seeks pleasure in sharing her successes with others and aims to bring her colleagues "up by their bootstraps", encouraging them to grow and learn in their professional and academic careers.
University of AlcalaSpain
Aerospace Engineer specialized in Space Design Misssions and Quality Assurance. Currently working as a Consultant in Management Solutions. Entrepreneur. COO & Co-founder of Pandoras education
Lead eCF Aerodynamic Design, Hanon SystemsGermany
Currently I am working as a Lead eCF Aerodynamic Design Hanon Systems Bad Homburg GmbH since Jul 2019. From May 2012 - Jun 2019 as a Senior Engineer Aerodynamics BorgWarner Turbo Systems Engineering Gmbh. From Feb 2012 - Apr 2012 as a Guest Researcher / ROMAC Lab University of Virginia. From Sep 2007 - Jan 2012 as a Research assistant / full-time doctoral candidate University of Erlangen-Nuremberg Chair of Fluid Mechanics LSTM. From Oct 2005 - Sep 2007 I am a Doctoral student at TU-Dresden
Aerospace Engineer Leiden, South HollandNetherlands
Product Assurance and Safety Engineer for Copernicus Program European Space Agency - ESA Full-time Leiden, South Holland, The Netherlands Materials and Processes Engineer ESA / ESTEC Netherlands Engineering Office (Advanced Project and Bids division) Aviospace (EADS Astrium company) Turin (Italy) University of Rome Tor Vergata Doctor of Philosophy - PhD, Production Engineering 2016 – 2020 3D printed magnetic materials for space applications Polytechnic of Turin Master's degree, Aerospace, aeronautical and astronautical engineering 2004 – 2010
Doctoral Researcher at Rolls Royce Deutschland Ltd Germany
Doctoral Researcher Rolls Royce Deutschland Ltd Full-time Aug 2020 – Present Germany - Investigation of Effects of Shock Boundary Layer Interaction with High Loading And Strong Adverse Pressure Gradients in a Transonic Compressor PHD Student Istanbul Technical University 2020 – Aug 2020 Istanbul, Turkey Aeronautical Engineering - Turbomachinery Aerodynamics, Performance of Gas Turbines Assistant Manager, Performance & Aerodynamic Design Kale R&D Istanbul Province Generation of Performance Deck for the Kale Turbojet Engine including iterative approach by feeding component aero design outputs into performance deck calculations and vice versa. Conceptual design and creation of performance decks for future engine projects including frequent and effective liaising with the customer with regard to Project Requirements Performance Engineer Rolls-Royce-Kale Arge JV Bristol, United Kingdom Technical Team Lead Kale R&D Istanbul, Turkey Istanbul Technical University Doctor of Philosophy - PhDField Of StudyAerospace, Aeronautical and Astronautical Engineering
Experienced Researcher with a demonstrated history of working in the higher education industry. Skilled in AutoCAD, Negotiation, Matlab, Customer Service, and Engineering. Strong research professional with a Doctor of Philosophy - PhD focused in Engineering from Cranfield University. Accomplishments Mosab has 12 organizations, Cranfield Islamic Society Cranfield Student Association IEEE Kuwait Society of Engineering Google Developer Apple Developer ISABE AIAA IEEE Computer Society IMarEST Royal Aeronautical Society Unity Developer, Mosab has 6 languages, Arabic English Hebrew Maltese Turkish Turkish, Ottoman (1500-1928) Mosab has 2 Publications, Economic and environmental viability assessment of NASA’s turboelectric distribution propulsion Turboelectric Uncertainty Quantification and Error Estimation in Numerical Modelling, Mosab has 1 Course
Politecnico di Milano Milan, Lombardy Italy
PhD candidate at Politecnico di Milano and researcher at the Space Economy Observatory. Field of study: New Space Economy and Systems Engineering. Graduated with honours in Management Engineering at @PoliMi. Strongly interested in technological and business innovation. Pro-active fast-learner with a creative and curious mind. Colleagues describe me as hard-worker, able to transmit his commitment to the team and to build a fruitful working environment. Strong social and civic responsibility: actively engaged in helping people with difficulties. Excellent communication, public speaking and networking skills acquired during heterogeneous experiences such as Student Representative, President of HSA - School of Management Politecnico di Milano student association, and work.
Amsterdam University Netherlands
Dr. Catya ZunigaAssociate Professor Aviation Managementholds a PhD (PhD Program: Industrial Computing. Advanced Production Techniques) in Department: Telecommunication and System Engineering by the Autonomous University of Barcelona and completed postdoctoral studies at the French Civil Aviation (ENAC) School. She has worked for the last few years as a professor for Spanish, French and Mexican universities; currently as an Associate Professor at Amsterdam University of Applied Sciences//Centre for Applied Research on Education/Research Group for Aviation. Zuniga’s main research has been focused on strategic and pre-tactical air traffic management and airport management. She has participated in European, Spanish and Mexican projects, such as STREAM (Strategic Trajectory Deconfliction to Enable a Seamless Aircraft Conflict Management); ATLANTIDA (New technologies applied to UAV’s for research and ATM development); a CICYT Spanish program (Discrete Event Simulation Platform to improve the flexible coordination of land/air side operations in the Terminal Maneuvering Area (TMA) at a commercial airport); and, more recently, in a three-year project: Logistic Analysis of Air Traffic Operations in Mexico. | aerospace |
https://www.goodfellow.af.mil/Newsroom/Article-Display/Article/375080/afaf-drive-kicks-off-to-a-great-start/ | 2018-09-24T12:09:19 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267160400.74/warc/CC-MAIN-20180924110050-20180924130450-00310.warc.gz | 0.959645 | 386 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__28399731 | en | AFAF drive kicks off to a great start
By Airman 1st Class Stephen Musal , Public Affairs
/ Published March 30, 2007
GOODFELLOW AIR FORCE BASE, Texas --
The 17th Training Wing kicked off Goodfellow's campaign for the Air Force Assistance Fund Monday in the downstairs portion of the Norma Brown Building.
Col. Richard Ayres, 17 TRW commander, and Chief Master Sgt. Paul Moreau, 17 TRW command chief master sergeant, were on hand to help the wing start the campaign right.
According to the AFAF pamphlet, which was distributed during the campaign, "The Air Force Assistance Fund was established to provide an annual effort to raise funds for the charitable affiliates that provide support to the Air Force family (active duty, retirees, reservists, guard and their dependants, including surviving spouses) in need."
The organizations the AFAF assists are the Air Force Enlisted Village Foundation, the Air Force Villages Foundation, the Air Force Aid Society and the General and Mrs. Curtis E. LeMay Foundation.
"These organizations help Air Force people with aid in an emergency, with educational needs, or to have a secure retirement home for widows or widowers of Air Force members in need of financial assistance," the pamphlet continued.
Joy Hopper, of the Airman and Family Readiness Flight, gave a short account of the past successes of the Air Force Assistance Fund. Ms. Hopper said Goodfellow pledged $38,462 to the Air Force Aid Society, a part of the AFAF, last year.
Chief Moreau said he was impressed by the success of the first three hours of the drive. He also urged people to spread the word during the six weeks left in the AFAF drive. "This is an awesome start," the chief added. "Let's keep it going." | aerospace |
https://www.controleng.com/articles/ec-process-data-monitor-and-anomaly-detection-software/ | 2018-12-09T22:08:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823183.3/warc/CC-MAIN-20181209210843-20181209232843-00057.warc.gz | 0.900473 | 276 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__144717610 | en | EC: Process Data Monitor and anomaly detection software
Process Data Monitor (PDM) is an innovative condition monitoring and anomaly detection solution currently available from Aware Technology. PDM is unique in the market due to its ability to operate in "open book" mode and to automatically adapt to changing operational conditions. PDM leverages a powerful data clustering and pattern recognition algorithm first introduced by NASA and more recently enhanced by Aware Technology. The original NASA algorithm has been used extensively in the monitoring of complex systems ranging from the launch of the Space Shuttle to the control and maintenance of the International Space Station.
PDM actively monitors the datastreams from numerous, interacting sources, and it applies a clustering algorithm to recognize patterns—patterns that represent the fingerprints of unusual and/or troubling trends. U.S. Patent 8,036,999 confers intellectual property rights to Aware Technology in the area of complex data clustering and dynamic modeling—in particular, the operation of technologies such as the company’s PDM solution in the "open book" or learning mode. This method of operation enables technologies to modify existing models and to formulate new models while actively monitoring the condition of business-critical systems. This ability is the foundation of dynamic learning and represents the essence of experience.
Aware Technology LLC
Return to the list of the 2012 Engineers’ Choice finalists. | aerospace |
https://www.ems-wuensche.com/can-technology/ | 2024-04-25T13:41:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297295329.99/warc/CC-MAIN-20240425130216-20240425160216-00235.warc.gz | 0.896257 | 350 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__114342761 | en | Individual CAN Components
The Deutsches Zentrum für Luft und Raumfahrt (DLR) is concerned with autonomous vehicles for the usage at a high attitude. In stratosphere unmanned vehicles could supplement satellites in data collection and distribution. This could enable the connection of regions with bad infrastructure to the world wide web or build up a communication structure while facing a crisis. Additionally environmental and climate data can be collected extensively in the aimed high of 20 km, which is far above the line traffic with 12 km. In these high an ideal environment for the mentioned applications can be found. Nevertheless the permanent stratosphere flight is at the edge of these days technical possibility.
For the system development of high altitude platforms at the institute for robotic and mechatronic in Oberfpaffenhofen it was necessary to connected several components with CANOpen and RS232 interfaces. EMS Dr. Thomas Wünsche developed a free programmable module with four RS232 and two CAN Interfaces following DLR requirements. The peripheral connectors of the micro controller were linked with optional plugbars, hence the module can easily be used in other applications. Currently the module is used in the project HABLEG (High Altitude Balloon Launched Experimental Glider). In the process of this experiment an unmanned glider is released in 20 km high from a balloon. Afterwards it is automatically switched to gliding and flight back to basis safely.
This success was secured through extensive tests like verification of the overall system in a thermal vacuum chamber.
The company EMS Dr. Thomas Wünsche has developed several solutions like this in its 20 years of history. The aim in such projects is always to find the technological and economical best solution for the customer. | aerospace |
https://1999.co.jp/eng/10689201 | 2021-03-05T09:26:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178370752.61/warc/CC-MAIN-20210305091526-20210305121526-00073.warc.gz | 0.958149 | 375 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__232167201 | en | -The very popular Mirage 4000 will reappear as a new model kit with full armed parts.
-The Mirage 4000 is a prototype fighter developed by French airplane manufacturer Dassault in the late 1970s to enter the large fighter market at its own expense.
-The F-15 and F-14 were considered to be sales rivals, and were considered high-performance and expensive aircraft from the beginning of development.
-Based on the Mirage 2000, the engine is twin-engined, the bubble canopy and canard wing are adopted, and the empty weight is increased by 74% compared to the Mirage 2000, the hard point is increased to 11 places, and the payload is increased by 2.5 times.
-In addition, it is a CCV designed body that uses fly-by-wire, and it was thought that this machine that adopted high basic performance and the latest technology would be advantageous for adoption and exportation in home countries.
-The first flight was a high performance in March 1979, but the market size of large expensive aircraft was limited, so there was no prospect of export and only one prototype was completed.
-This injection plastic kit includes etched parts, canopy double-sided painted mask seals, two types of canopies (open / close option), six R.550 magic air-to-air missiles, two AS-30 air-to-ground missiles, two Comes with BGL-1000 laser teaching bomb, 2 tanks, infrared forward monitoring pod & laser target indicating pod (1 each) and 2 kinds of decals.
-Approximately 233 parts, complete with a total width of 167mm and a total length of 272mm.
-1981 Paris Air Show display color
-1987 Paris Air Show display color
( This is a machine translation. Please allow for possible misinterpretations in the text. ) | aerospace |
https://aircargobelgium.be/oldprojects/2/project-3-top-10-handled-animal-species | 2023-12-03T00:09:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100476.94/warc/CC-MAIN-20231202235258-20231203025258-00434.warc.gz | 0.938484 | 151 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__26728875 | en | Innovation Platform Air Cargo Belgium – powered by CHAMP
As a result of their long-term partnership, CHAMP Cargosystems and Air Cargo Belgium have decided to launch an innovation platform to support innovation within the air cargo community.
The goal is to give access to stakeholders from the Air Cargo Belgium community to share information, ideas, and best practices with the objective to foster innovation. This effort will bring broader collaboration among members to firstly benefit the Belgian community and secondly the wider air cargo industry.
The goal of working group AVI’s 3rd project is to make a list of the 10 most common animal species which are handled at Brussels Airport and make a kind of protocol concerning delivery time, handling, notification,… | aerospace |
http://www.pilotpress.net/ | 2019-01-18T18:21:20 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583660258.36/warc/CC-MAIN-20190118172438-20190118194438-00589.warc.gz | 0.959957 | 159 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__213834922 | en | AEROTOXIC SYNDROME EXISTS
30th June 2018
Launch of our new website!
Please click below to transfer to
New email: email@example.com
Pilot Press came about when it became apparent that conventional publishing houses have little interest or understanding of what really happens in aviation today.
Founders Peter Lawton and John Hoyte are both experienced former aerial spraying and airline pilots who joined together to help others tell their own unique flying stories.
Pilot Press offers a flexible, affordable and bespoke self-publishing service, helping you to release your book in physical and digital formats, and in a manner as professional as you are.
If you're a keen writer with a passion for aviation, get in touch today. | aerospace |
https://aerospacesummit.ca/attend | 2020-01-28T00:02:33 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251737572.61/warc/CC-MAIN-20200127235617-20200128025617-00111.warc.gz | 0.910071 | 414 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__118284248 | en | Canadian Aerospace Leadership:
A Global Perspective
More than ever, success in aerospace requires a global perspective. Sprawling supply chains, the flow of goods, talent and innovation, and the realities of doing business in marketplaces around the world impact Canadian aerospace bottom lines on a daily basis.
The 2019 Canadian Aerospace Summit taking place on November 12-13 will explore the global considerations that Canadian aerospace companies – and their partners in government, research and education – must keep in mind if they want to stay ahead of the curve:
- What are the current challenges to growth, productivity and competitiveness?
- Where are the emerging opportunities for the industry, and what do companies need to know in order to take advantage of them?
- What is Canada doing to face these challenges and opportunities… and what should it be doing?
- What strategies are other aerospace nations using to increase their competitiveness and empower their aerospace industries, both domestically and around the world?
- What should non-Canadian companies know about accessing the vast talent and opportunity in the Canadian aerospace sector?
With speakers from Canada and around the world representing companies of every size and sector, the Canadian Aerospace Summit is a must-attend event for anyone interested in making sure that Canadian aerospace growth continues to accelerate into the next decade and beyond.
A privileged access to the Canadian aerospace industry
This exclusive event brings together Canadian and international companies of all sizes, government, and academia for two days in the nation’s capital. More than 1,200 participants–primarily C-suite executives and government officials–are expected to attend.
HEAR FROM THE GREATEST MINDS IN THE INDUSTRY
A world-class conference program featuring renowned Canadian and international speakers.
NETWORK WITH SUPPLIERS AND CUSTOMERS
A Trade Show gathering over 100 Canadian and international companies, and a matchmaking program connecting prime contractors with potential suppliers.
THE PLACE TO BE
Canada’s premier aerospace gathering, including the Aerospace Leadership Luncheon and the Annual Canadian Aerospace Dinner. | aerospace |
https://www.aulnoy.com/interesting-facts-air-france-track-flight-html/ | 2023-03-24T06:34:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945248.28/warc/CC-MAIN-20230324051147-20230324081147-00168.warc.gz | 0.944159 | 961 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__10733563 | en | How do I track an Air France flight?
To check the condition of any Air France trip, visit to the main internet site of Air France www. airfrance.com. Select your area. For example, if you want to inspect a flight from the US, select America-Caribbean as well as click U.S.A..
Can I track my trip in the air?
If you’& rsquo; re waiting for a flight, whether you’& rsquo; re taking a trip or satisfying an incoming traveler, the evident method to track an airplane is with that said airline company’& rsquo; s mobile app or website. All airline companies let you make use of either device to track airplanes according to trip number, as well as a lot of likewise let you search by routine or city pairings.
Is Air France flying to Paris?
Air France provides numerous direct trips to Paris departing from significant US airport terminals.
Are Air France flights operating?
Air France intends to offer near to 170 locations at the end of summer 2020, i.e. 85% of its typical network. On departure from Paris-Charles de Gaulle airport, domestic network activity will get to virtually complete ability. From Paris-Orly, Air France will run additional destinations since completion of August 2020.
Is Air France still flying to us?
PARIS –– Air France claimed on Thursday it will certainly keep flying to the USA despite sweeping limitations on traveling from Europe introduced a day previously by united state President Donald Trump.
Is Air France still flying to Canada?
The Air France KLM Group is remaining to supply safe and healthy and balanced air travel out of the Netherlands and also France to Canada 7 times a week. Air France presently uses three trips to Montréal and KLM uses 4 to Toronto. Connections to other Canadian cities are likewise available through team partner WestJet.
How many trips impend now?
Just how do I recognize if someone boarded a flight?
If you’& rsquo; ve scheduled a ticket, claim for a family member, after that you can call airline company consumer treatment as well as they can verify if passenger has boarded.
Can you track Air Force One on FlightAware?
According to FlightAware, the FAA does not make trip information from military aircraft —– including Air Force One —– offered to public websites and will certainly obstruct the capability to track any type of airplane after a validated request from the aircraft’& rsquo; s proprietor. Is travel to France Open?
Interior European boundaries will remain open however outside borders are closed except for vital traveling. All vacationers showing up in France will be evaluated at flight terminals and ports. Masks should be put on in all times in public transport.
Can I travel to Paris now?
The U.S. Consular office is suggesting main united state government vacationers to avoid travel to Paris and also various other major cities in France on the weekend breaks. Know your surroundings when traveling to tourist locations and also huge congested public locations. Avoid demonstrations. Evaluation travel plans if you will be in France on weekends.
Why are aircraft ticket prices so high?
Yet there are 4 things that drive rates: competition, supply, need, and also oil rates. If the lots variable is low and demand is low, an airline will raise the schedule of affordable fares. If the lots variable is high and demand is high, the airline company will certainly increase rates. 7 дней назад
д н е й н а з а д Is Air France running worldwide flights?
In the current COVID-19 situation, Air France is operating flights in between India as well as France under the “& ldquo; reciprocal air bubble arrangement ”& rdquo;. Air France procedures from India are in compliance with the Standard procedure (SOPs) as well as laws offered by the qualified authorities in India.
When Air France will return to global trips?
Air France has revealed that it prepares to progressively resume its flights between now and also the end of June as demand for air travel begins to climb. The French provider is currently running in between 3 and five percent of its normal routine, which it has actually been doing considering that the end of March due to the episode of COVID-19.
Where does Air France fly direct from London?
Air France offer trips to Paris from six flight terminals in the UK: Aberdeen, Birmingham, Edinburgh, Glasgow, London –– Heathrow and Manchester. | aerospace |
http://acukwikalert.squarespace.com/ | 2017-03-27T10:33:51 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189471.55/warc/CC-MAIN-20170322212949-00615-ip-10-233-31-227.ec2.internal.warc.gz | 0.950616 | 425 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__12774070 | en | Atlantic Aviation has recently completed construction on a new FBO project development in Portland, Oregon. The campus includes two 30,000-square-foot hangars, capable of housing aircraft up to G-650 and Global 6000. Additionally, there is 15,490 square feet of prime office/shop space. The FBO terminal is 12,112 square-foot with auto parking for 235 vehicles.
West Star Aviation is pleased to announce its Organization Designation Authorization (ODA) Procedures Manual (PM) Rev. C received FAA approval. West Star is now delegated to accept Instructions for Continued Airworthiness (ICAs). The ICA delegated acceptance authority will enable West Star to be in better control of Supplemental Type Certificates (STC) schedule.
Meridian announced that it has expanded its footprint with the acquisition of the former AIG hangar at the south end of the airport. The facility sits on approximately two acres and includes a 22,000 sq. ft. hangar as well as 11,500 sq. ft. of office and support space.
Ross Aviation announced the addition of Tim Goulet as general manager of Ross Aviation Thermal (KTRM).
U.S. Customs and Border Protection staff at Shannon International Airport in Ireland wants to improve the numbers of companies preclearing U.S. Customs there, a CBP representative said at the International Operators Conference in Atlanta this week.
Meridian announced that its FAA-approved repair station is now fully authorized to inspect and repair the Bombardier Global series of aircraft.
The National Business Aviation Association (NBAA) today announced the five recipients of 2017 International Operators Scholarships. The International Operators Scholarship provides recipients with funding to pursue professional development within business aviation careers, with a focus on international operations.
I’m an airport manager in Montana. We have been listed in AC-U-KWIK for many years, but only my telephone number is listed as a contact for pilots. What is required to list my business as an FBO? I do maintenance and have a building the pilots use for flight planning. | aerospace |
https://www.hrreporter.com/focus-areas/labour-relations/air-canada-calda-sign-collective-agreement/293749 | 2023-01-27T12:22:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494976.72/warc/CC-MAIN-20230127101040-20230127131040-00836.warc.gz | 0.929774 | 194 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__55754280 | en | 12-year contract subject to ratification
Air Canada and the Canadian Airline Dispatchers Association (CALDA) recently signed a new contract.
The 12-year collective agreement — subject to ratification — covers Air Canada’s flight dispatchers based at the airline’s Operations Centre near Toronto Pearson International Airport.
The affected employees assist flight crew in the preparation for flight arrivals and departures.
The contract is subject to certain openers over its 12-year period. Details of the agreement will not be released pending ratification by CALDA and approval by the Air Canada Board of Directors.
This agreement follows the conclusion of several contracts, including 10-year agreements with IAMAW, CUPE and ACPA.
The agreement with IAMAW covers 7,500 technical, maintenance, airport ramp and cargo personnel while the agreement with CUPE affects 6,500 flight attendants and the deal with ACPA concerns 3,000 pilots. | aerospace |
http://www.simplyhired.com/k-flight-attendants-l-houston-tx-jobs.html | 2016-07-30T02:28:41 | s3://commoncrawl/crawl-data/CC-MAIN-2016-30/segments/1469257832475.43/warc/CC-MAIN-20160723071032-00101-ip-10-185-27-174.ec2.internal.warc.gz | 0.807999 | 206 | CC-MAIN-2016-30 | webtext-fineweb__CC-MAIN-2016-30__0__4180617 | en | flight attendants jobs near Houston, TX
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Quality Control Technical Lead
Signature Flight Support - Houston, TX
Signature Flight Support. Perform the duties of a fueler or fuel farm attendant as needed. Quality Control Technical Lead - 21328....
Reynolds and Reynolds - Houston, TX
As a Flight Attendant for Reynolds and Reynolds, you will report to the Chief Pilot and/or Pilot-in-Command (PIC) and perform all In-flight safety, customer...
Flight Attendant (DFW, IAD, IAH, and PHX)
Mesa Airlines - Houston, TX
Starting pay for Flight Attendants is:. Additionally, when Flight Attendants elect not to stay in a company provided accommodation, Mesa Airlines will pay a...
Assistant Manager - Payroll Operations
United Airlines - Houston, TX
Coordinates and oversees others doing skilled work for all activities and functions related to the daily operations and activities for processing payroll for... | aerospace |
http://buildfpv.com/3-airplanes?p=7 | 2019-02-24T04:50:14 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249595829.93/warc/CC-MAIN-20190224044113-20190224070113-00101.warc.gz | 0.716927 | 346 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__85896904 | en | Best Value - Performance Mini Metal Gear Servo for your FPV Plane
- Ball bearing - Digital with MOSFET Drive- Metal gear
High Efficiency Brusless Motor for Skywalker 2013/2014, X8
Corona 939MG Digital Metal Gear Servo 2.7kg / 0.13sec / 12.5g
90 Degree Adaptor for SMA Antenna
This is the first 5.8G solution support both the...
Tested to 2km with Aomway 500mw Transmitter and Aomway Cloverleaf Antenna
HQProp 5x4. 6x3 Durable Prop 2CW 2CCW - PINK
RP-SMA JACK to SMA PLUG 90 Degree Adaptor allow you to use RP-SMA...
GEMFAN 11X7E Nylon Propeller
EMAX ES3104 17g Metal Gear Analog Servo
HQProp S5x4x3B Durable S Prop 2CW 2CCW - Blue
Airplanes platform for FPV
This is the latest Skywalker EPO 2015 1720mm wingspan plane, with totally new wings and new tail design, FPV flyers can get an unimaginable improvement than before. This is the latest Skywalker EPO 2015 1720mm wingspan plane, with totally new wings...
AR.Wing 900mm Drone FPV Flying Wing Kit (Frame Only)is a great all-around delta R/C wing which can be used as a standard plane or to do firstperson view flights (FPV) with video recording AR.Wing 900mm Drone FPV Flying Wing Kit (Frame Only)is a great all-around delta R/C... | aerospace |
https://tracks-movie.com/how-much-is-a-twin-otter-seaplane/ | 2022-10-02T23:13:20 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337360.41/warc/CC-MAIN-20221002212623-20221003002623-00633.warc.gz | 0.923295 | 1,082 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__70313861 | en | How much is a Twin Otter seaplane?
The additional seven aircraft bring the total purchased by Vityaz to 11. The base price of a Twin Otter is about $6.5 million.
How much does a de Havilland Otter cost?
Depending on numerous factors, the average price for a pre-owned VIKING Air/DeHavilland 6-300 Twin Otter is $3,000,000.00. A $1,500,000.00 loan over 120 months including $6250 per month in interest equates to a $75,215.57 per-period payment.
How much is a de Havilland Beaver?
Depending on numerous factors, the average price for a pre-owned DEHAVILLAND DHC-2 Piston Beaver is $350,000.00. A $175,000.00 loan over 120 months including $729.17 per month in interest equates to a $8,775.15 per-period payment.
How much does a DHC 6 cost?
Viking Air DHC 6-400 Twin Otter Specs
|Year Ended||In Production|
Are Twin Otters still manufactured?
Viking owns the Original Type Certificates (manufacturing rights) to all out of production de Havilland aircraft, as well as the DHC-6 Twin Otter. At this point, Viking has no current plans to manufacture other DHC aircraft.
What is the price of a Cessna 172?
You may ask, how much is a new Cessna 172 today? The Skyhawk goes out the door with pricing (from 2018) in the range from $369,000 to $438,000, depending on options—like the Garmin G1000 NXi.
Is the Twin Otter a turboprop?
The De Havilland Aircraft Company of Canada DHC-6 Twin Otter is a twin-engine, turboprop short take-off and landing (STOL) passenger / utility aircraft seating up to 20 passengers. It was a twin-engine replacement for the single-engine DHC-3 Otter retaining that type’s excellent short take-off and landing capabilities.
Is the Twin Otter pressurized?
The Twin Otter is a high winged, un-pressurized, twin engine turbine powered aircraft ideally suited to operate in all conditions and climates. Adding to that versatility the Twin Otter can be fitted with wheels, skis or floats.
How much is a Turbo beaver?
Depending on numerous factors, the average price for a pre-owned VIKING Air/DeHavilland 2 Turbine Beaver is $1,200,000.00.
How can I buy a beaver?
You cannot legally own a beaver as a pet anywhere in the US, for excellent reasons. Beavers are wild, social animals; they can find food and do far better living with their families than in captivities.
Why is it called Twin Otter?
Developed in 1965 as a larger and more powerful version of its predecessor, the single-engine DHC-3 Otter (“twin” refers to its two engines) Used for inter-city commuting and bush flying. One of several de Havilland Canada aircraft named after North American wildlife.
How much is the cheapest Cessna?
If you’re wanting to dip your toes into the “owning your own plane” industry and your single biggest concern is the cost of the aircraft, then the obvious choice is the Cessna 150. As the most affordable plane on this list, the Cessna 150 can typically be found for around $14,000 to $16,000.
How much does a DHC 6-300 Twin Otter cost?
This de Havilland DHC-6-300 Twin Otter aircraft for sale in Alberta, Canada is 1 of 9 similar aircraft currently available on GlobalPlaneSearch. This aircraft is listed for $2,400,000, the average historical price for aircraft like this is $2,524,660.
Who is de Havilland Aircraft?
De Havilland Aircraft Company was formed in 1920 in England. Bombardier still produces the Q400 twin-engine turboprop, a descendant of the Dash 8 aircraft produced through the mid-2000s. MSN 403 is ready for sale or lease. At time of delivery: – All airframe, engine, and propeller ADs will be complied with.
Where are de Havilland Moths made?
In 1928, De Havilland formed the de Havilland Canada Aircraft subsidiary in Toronto to manufacturer the Moth, including for the Royal Canadian Air Force.
What happened to de Havilland?
Purchased by Hawker Siddeley in 1960, De Havilland eventually became part of the British aerospace and defense company BAE Systems. In 1928, De Havilland formed the de Havilland Canada Aircraft subsidiary in Toronto to manufacturer the Moth, including for the Royal Canadian Air Force. | aerospace |
https://muffinpost.club/2017/11/28/californian-driver-built-rocket-to-prove-that-the-earth-is-flat-and-promises-to-get-results/ | 2022-05-18T00:29:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662520936.24/warc/CC-MAIN-20220517225809-20220518015809-00015.warc.gz | 0.979943 | 221 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__106833768 | en | Mike Hughes, 61, built a rocket to prove that Earth is flat. The limousine driver believes he will be able to photograph the Earth high enough to prove his theory.
It is not the first attempt of the American who has been building several rockets over time.
The cost of construction was about $ 20,000, and Mike expects to reach a speed of 800km/h. It’s planned that Hughes would reach an altitude of 500 meters. The return to the ground will be accomplished trought a parachute.
The driver’s mission is sponsored by the “Research Flat Earth” group, suppoters of the theory that the Earth is flat. Hughes says he doesn’t believe the scientists and their claims about the shape of the planet. The driver also says there is no difference between science and science fiction. Its purpose is to restore the truth to the people.
The plan has been postponed because Hughes was not allowed to launch in a public space. The driver says that the delay is only a mishap and that he will fulfill his mission. | aerospace |
https://www.3000toys.com/Daron-Postage-Stamp-Collection-AH-64D-Apache-Longbow-Postage-Stamp-Collection/sku/DARONPS5600 | 2024-04-23T07:49:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818468.34/warc/CC-MAIN-20240423064231-20240423094231-00501.warc.gz | 0.938811 | 343 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__48660519 | en | AH-64D Apache Longbow
Postage Stamp Collection
The AH-64 Apache is the world’s most advanced primary attack helicopter. Originally developed by Hughes Helicopters as part of the Army’s Advanced Attack Helicopter Program in the 1970’s, it was later acquired by McDonnell Douglas and since 1997 produced by Boeing. Designed to destroy enemy forces, day or night, even in adverse weather conditions.
The AH-64D Apache Longbow is the remanufactured and upgraded version of the AH-64A. Enhancements include longer range weapons accuracy, an integrated datalink system, a state of the art Fire Control Radar (FCR) target acquisition system which can classify and prioritize up to 128 targets in less than a minute, fire-and-forget Longbow Hellfire air-to-ground missile, and a fully-integrated cockpit. The unique Longbow radar dome on top of the AH-64D’s main rotor shaft, can scan, aim and guide its Hellfire missiles from behind trees, buildings and terrain, making helicopter virtually undetected, contributing to its success and survivability.
Boeing has delivered more than 2,100 Apaches to customers around the world since the aircraft entered production. The U.S. Army Apache fleet has accumulated (as of Jan 2015) more than 3.9 million flight hours since the first AH-64A was delivered to the U.S. Army in 1984.
This Die-cast metal attack helicopter model comes in 1:110 scale with plastic stand and is approximately 6 inches long with 2 1/2 inch wingspan, and 5 3/4 inch rotor diameter. | aerospace |
http://www.spacebattles.com/ | 2018-11-22T11:15:29 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039746205.96/warc/CC-MAIN-20181122101520-20181122123520-00399.warc.gz | 0.805181 | 214 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__44207846 | en | Spacebattles.com original movies
Movies from other sources.
Discuss sci-fi and 3d
NASA InSight landing on Mars: Milestones
On Nov. 26, NASA's InSight spacecraft will blaze through the Martian atmosphere and attempt to set a lander gently on the surface of the Red Planet in less time than it takes to hard-boil an egg. InSight's entry, descent and landing (EDL) team, based at NASA's Jet Propulsion Laboratory in Pasadena, California, along with another part of the team at Lockheed Martin Space in Denver, have pre-programmed the spacecraft to perform a specific sequence of activities to make this possible.
NASA InSight team on course for Mars touchdown
What magnetic fields can tell us about life on other planets
Mars landing comes down to final 6 minutes of 6-month trip
Image: Future moon base
Geosciences researchers will use data from new NASA lander to learn about Mars interior, core
Pangaea-X Moon base | aerospace |
http://www.gempunks.com/game/Drone | 2022-01-26T18:06:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304959.80/warc/CC-MAIN-20220126162115-20220126192115-00493.warc.gz | 0.83151 | 300 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__254243702 | en | | Drone |
Common — 50 Coins
|AD 4 GD 3 Will 1 HP 1 Toughness 3|
|Descriptors [ Machine ]|
|Size 0.5 meters Reach 0 meters|
|Carrying Capacity 5 kilograms Weight 10 kilograms|
|Power Storage 0 Power Regeneration 0|
The Drone's Light Weapons can fire in any direction.
The Drone cannot have passengers or pilot inside it.
You may apply any of the following options.
Extra Strength: The drone gets +1 Toughness, and its weight and carrying capacity double. The drone is worth 3 extra points.
Stealth: The drone becomes undetectable to radar and TEMPEST sense. It has active camouflage which can be toggled on or off as a move action, which quarters the distance at which it can be seen but makes it no longer undetectable to TEMPEST. The drone is worth 3 additional points.
Engine (Targetable from all sides other than Bottom): HP 1, Toughness 3. The drone falls from the sky.
Sensors (Targetable from all sides other than Top): HP 1, Toughness 2. The drone can no longer detect things.
- Minimum Speed: 0 meters
- Maximum Speed: 300 meters
- Turning Radius: 3 meters
- Climb: 60 meters
- Instability: 1 | aerospace |
https://www.owldeals.net/141046-gugio-amazing-led-light-arrow-rocket-helicopter-flying-toy-party-fun-gift-elastic/ | 2019-07-21T18:14:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195527089.77/warc/CC-MAIN-20190721164644-20190721190644-00224.warc.gz | 0.834626 | 64 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__189368858 | en | GuGio Amazing Led Light Arrow Rocket Helicopter Flying Toy Party Fun Gift Elastic
Different Colorful LED Light.
The greatest feature is the slow rotating.
Makes a great party gift and is hours of fun, especially at night.
The slow process of falling from the sky allows for a soft landing. | aerospace |
https://blogfactory.co.uk/2019/02/26/could-russias-mig-35-win-a-tender-for-the-indian-air-force/ | 2020-07-09T11:58:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655899931.31/warc/CC-MAIN-20200709100539-20200709130539-00119.warc.gz | 0.948942 | 180 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__199973938 | en | In April 2018, the Indian Ministry of Defense published an RFI (request for information) for the procurement of 110 multi-role combat aircraft for the country’s air force as part of the ‘Make in India’ initiative.
The 72-page document invites original equipment manufacturers to submit their responses by July 6. The aircraft are expected to provide air superiority and air defense, and should be able to perform air-to-surface and maritime operations, conduct reconnaissance, engage in electronic warfare, and perform aerial refueling.
According to the request, 17 fighters are to be delivered from the manufacturer flight-ready, while the remaining 93 would be produced in India by a company chosen by the Indian Production Agency (IPA). The document also specifies that 82 of the aircraft should be single-seat, with the rest being dual-seat jets that can be used for pilot training. | aerospace |
https://englishrussia.com/2015/10/05/russian-forces-in-syria-part-2/ | 2021-10-18T17:16:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585204.68/warc/CC-MAIN-20211018155442-20211018185442-00139.warc.gz | 0.947762 | 446 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__182247387 | en | More photos arriving from the Russian air force base in Latakia, Syria. In this set we would be able seeing planes, pilots, some construction going and all etc. All thanks to the Russian journalists starting arriving there. Also you would see one interesting fact – most of the jets participating in bombings have their Russian Air Force markings – the Red Stars – being painted out with just plain gray polygons or circles.
On Latakia air field they are urgently constructing new longer runways so that multiple jets can take off at once. Can you see a Russian jet taking off at same time the construction is going on?
A pair of Russian SU-25 prepare to take off.
And here you can see a Russian SU-24M which has just returned from a bombing mission. This parachute slows it down during the landing. Do you see red star on the jet’s tail? This is a marking of Russian Air Force. What makes it interesting that a lot of jets in Syria have this marking painted off with just plain gray color. Here are some examples:
You see this jet has freshly painted gray areas instead of Red Stars. Russian technician officers are all dressed up in special summer uniform.
Here you also can clearly see Red Stars have been removed from jet’s tail. Click to enlarge the photo.
And here too.
This military jet bomber is on alert preparing for its bombing mission today. Pilots are ready and awaiting a command.
Another SU-25 has landed.
And this is the newest Russian jet, the SU-34 being inspected before the mission.
Another jet without the red stars markings.
Food is being prepared. I like the hardwood flooring inside the mobile army kitchen.
Some humor being posted in connection of those photos.
And here is another jet on take off. Now the stars are visible.
Another Russian jet taking off – and gray circle and polygons instead of Russian air force markings. Probably for higher security. Also, besides Russian jets this air base still is hosting some Syrian civil jets.
Hope you liked this posting! By the way here the jet has a blue freshly painted circle, probably where the star was before. | aerospace |
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