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https://www.fox13news.com/news/new-airline-at-tampa-international-airport-takes-off-ahead-of-memorial-day-weekend | 2021-06-12T15:09:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487584018.1/warc/CC-MAIN-20210612132637-20210612162637-00466.warc.gz | 0.960689 | 258 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__125758434 | en | TAMPA, Fla. - A new airline departed Thursday morning from Tampa International Airport, launching a new line of budget-friendly flights.
Breeze Airways arrived just ahead of Memorial Day weekend, during which TPA officials say they expect 65,000 passengers to come through the airport for the holiday.
The airline sent its inaugural flight to Charleston, South Carolina at 10:30 a.m.
Breeze is aiming to provide non-stop affordable flights to spots currently underserved – with low fares and high flexibility. Those flights start at $39 and are less than two hours on average. The aircraft has two-by-two seat configurations, meaning no middle seats.
The first Breeze Airways flight from Tampa International Airport took off the morning of May 27, 2021.
Breeze Airways also allows passengers to upgrade for more legroom. Another plus, is there are no change or cancellation fees. The airline offers up to 24 months to use flight credits and they have customized flight features on their app.
TPA’s CEO said the launch is a great sign for Tampa Bay as a whole because Breeze saw the area as a vibrant economy.
On Friday, another Breeze flight will take off with Louisville, Kentucky as its destination. | aerospace |
https://amsterdam.to-brussels.com/direct-flights/en/ | 2022-12-03T15:26:03 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710933.89/warc/CC-MAIN-20221203143925-20221203173925-00449.warc.gz | 0.823552 | 228 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__83854749 | en | Find the best hidden options to fly.
Only the best airlines flying directly to Brussels.
Get direct (non-stop) flight ticket from $90.
What is the cheapest ticket price to Brussels from Amsterdam?
The cheapest non stop flight cost nearly $90.
Do I need to change currency before flying to Brussels?
No, you don't need to change currency. You can use EUR in Brussels.
What airport I will arrive in Brussels?
There are nonstop flights from Amsterdam with arrival to Charleroi Brussels South Airport, Brussels Airport.
How many airports I can fly from Amsterdam to Brussels?
The only airport you can fly nonstop from Amsterdam to Brussels is Amsterdam Airport Schiphol
How long does it take to fly nonstop from Amsterdam to Brussels?
Usually it takes 1 hours and 40 minutes to get to Brussels.
What airlines flying nonstop to Brussels?
There are 10 airlines flying this direction: China Eastern, Malaysia Airlines, Xiamen Airlines, Kenya Airways, KLM, Garuda Indonesia, Delta, China Southern Airlines, Aeromexico, Air France. | aerospace |
https://www.jmpforming.com/lockheed-martin-approved-material-suppliers.htm | 2021-05-18T08:29:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989756.81/warc/CC-MAIN-20210518063944-20210518093944-00506.warc.gz | 0.956377 | 701 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__143550699 | en | Your first question on reading this post may be what are Lockheed Martin approved material suppliers. And that is what we are going to be answering as well as giving you a better understanding of what it means to be a Lockheed Martin approved special process supplier as well!
To first answer this, we need to know who Lockheed Martin is though. Lockheed Martin is a global security and aerospace company that finds its home in Bethesda, Maryland. They service customers in the defense and aerospace industries including the U.S. Department of Defense, the U.S. federal government, and international governments. They participate in research, design, and the sustainment of many advanced technology systems and services all while having 16,000 active suppliers across the world.
So when it comes to Lockheed Martin approved suppliers, you as a current or potential customer can easily know that you will be working with a supplier who has approval from a well-known and respected aerospace and security company at the international level. When it comes to actually making the list of Lockheed Martin approved special process suppliers, they are extremely averse to taking risks. Any Lockheed Martin approved material suppliers that make it onto the list are especially guaranteed to be providers of materials that are going to be high quality and exactly as specified.
When it comes becoming a Lockheed Martin approved supplier, they tend to look for services from suppliers that have experience in specific areas as opposed to generalists. Having a niche as a supplier is a further way to guarantee customers quality products that can meet very niche needs.
So what is the real significance of being a Lockheed Martin approved special process supplier? The significance can be found in the fact that Lockheed Martin is very much about guaranteeing that they work with high quality suppliers. They have made the choice to use Original Equipment Manufacturers (OEMs) and suppliers that are franchised or authorized as much as they are able to. Lockheed Martin also relies on long term corporate or site agreements in order to meet needs that are ongoing.
While Lockheed Martin is not a government agency, they do work with Lockheed Martin approved material suppliers from a variety of backgrounds including small businesses, veteran and women owned businesses, and HUBZone businesses. When looking at Lockheed Martin approved suppliers, you are almost guaranteed to have a wide choice to take into consideration across all different industries and backgrounds.
Lockheed Martin approved material suppliers can fall int a number of the companies broadly organized business areas. These areas include:
These different business areas are especially important when it comes to Lockheed Martin approved special process suppliers! For example, when it comes to the aeronautics supply chain management, Lockheed Martin shares that suppliers play a very key role in that area’s success.
Within the aeronautics area, the supply chain management organization is responsible for $11.2 billion going in and out of their supply chain. Within that supply chain, they work with 1,500 production suppliers and 900 non-production suppliers from across the world that all have status as Lockheed Martin approved suppliers.
Now that you know more about what exactly Lockheed Martin approved material suppliers are, consider working with Jones Metal Products for your metal parts needs. We have Lockheed Martin approval for our heat treating services and we provide these services to a variety of customers across the aerospace and defense industries and are always looking forward to working with new customers. Contact us to get started!
Please feel free to contact us. We will get back to you in 24 hours. Or just call us now. | aerospace |
https://fox6now.com/2018/07/19/u-s-air-force-thunderbirds-soar-into-town-for-milwaukee-air-water-show/ | 2020-05-29T14:30:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347404857.23/warc/CC-MAIN-20200529121120-20200529151120-00126.warc.gz | 0.965767 | 853 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__194423307 | en | MILWAUKEE -- For the first time since 2015, the U.S. Air Force Thunderbirds will take to the skies at the Milwaukee Air & Water Show on Saturday, July 21 and Sunday, July 22. Before wowing crowds, they took our very own FOX6's Carl Deffenbaugh up in the air.
"It's just cool because the atmosphere is electric. A lot of people are out there having a good time," said Maj. Eric Gorney, Thunderbird No. 7.
While the view from the ground is astounding the perspective from the skies will take your breath away -- literally. The Thunderbirds took FOX6's Carl Deffenbaugh for the ride of his life. First though, came a series of briefings. The flight surgeon explained the G forces Carl would be dealing with in their F-16.
"Right now we're sitting at 1 G. The F-16 is capable of -3 to +9 Gs," said Maj. Glen Goncharow, flight surgeon.
That equals nine times your body weight, so a 200-pound pilot would feel 1,800 pounds of pressure squarely on his chest.
"Those tiny little red blood cells become nine times their weight, they try to go from the top of your head down into your toes. If too much of that occurs, then that's when you end up taking a nap," said Goncharow.
Pilots perform a technique called the "hick" maneuver, where you clench your muscles and breathe sharply to counteract the G forces.
"Not only just the physical capabilities but the mental capacity to keep visual on an enemy aircraft or whatever it may be in a training situation, and still have the wherewithal to fly the jet and stay awake," said Goncharow.
Next it was time to get geared up; getting fit for a G suit and a chance to meet more of the 130 people besides the pilots who truly make the Thunderbirds soar.
"It's an amazing experience. We get to travel all across the country, interact with the public, show them what we do," said Staff Sgt. Elizabeth Barclay, Wisconsin native.
From there it was out on the tarmac and into the cockpit with Maj. Eric Gorney, a Michigan native who flew combat tours in Iraq and Libya, before joining the Thunderbirds.
"We're happy to represent the over 660,000 total force airmen," said Gorney.
Locked and loaded, the ultimate roller coaster was ready to take off. The flight's max climb got Carl to 10,000 feet in a matter of seconds -- and then the fun began! The sky over Milwaukee was their personal playground.
Carl's flight went through many of the moves you'll see during the Air & Water show, including inverted rolls and inverted passes. The pilot even gave Carl control of the $29 million jet -- who pulled off an 'aileron roll' of his own.
After a quick flight up the coast -- and a false alarm with the airsick bags -- Carl was ready for one final exercise. Or at least Gorney was.
While the camera mount couldn't stand up to the nine Gs of pressure, the crew did. Mission accomplished on the adrenaline rush of a lifetime.
In the end, Carl admits he lost his lunch after touching back down -- just one more example of what separates America's ambassadors in blue from the rest of us.
"Absolutely awesome flight today. First time I've gotten to just go up and rage over the TFR. So we owned downtown Milwaukee for about a half-hour there, which was great," said Gorney.
The Milwaukee Air & Water Show is July 21-22 along the lakefront. The Thunderbirds are scheduled to perform at 3 p.m. both days. That's an estimated time depending on weather and other factors.
The Air & Water Show’s mission is to be Wisconsin’s premier free, family event of the summer -- and one of the top air shows in the Midwest.
CLICK HERE for more information on the show, viewing areas, tickets for premier seating and much more. | aerospace |
https://tripurachronicle.in/world-news/u-s-alaska-airlines-flight-diverts-twice-for-mechanical-problem/ | 2023-12-01T07:24:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100276.12/warc/CC-MAIN-20231201053039-20231201083039-00249.warc.gz | 0.949448 | 263 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__163009248 | en | An Alaska Airlines commercial flight from U.S. Los Angeles to Seattle was diverted Thursday afternoon in Northern California and landed at Sacramento International Airport following mechanical issues, authorities and airline officials said.
The flight AS1219 then took off from Sacramento for Seattle, but the issue resurfaced and the plane flew back to Sacramento once again, the Anchorage Daily News said in a report on Friday.
The Boeing 737-990 plane was scheduled to travel from Los Angeles International Airport to Seattle-Tacoma International Airport. It has been in service with Alaska since 2003.
“The crew experienced a mechanical indicator and followed standard procedures to divert to SMF (Sacramento International Airport),” Alaska Airlines said in a statement. “Maintenance met the flight on the ground (and) fixed the issue.”
The flight after its first diversion landed in Sacramento shortly before 2:15 p.m., according to flight tracking website Flightradar24.
Flightradar24 logs showed the plane landing a second time at Sacramento International Airport shortly before 5:30 p.m.
Firefighters were dispatched to the field just after 2 p.m., and most crews were released at 2:20 p.m., according to radio dispatch calls.
No injuries were reported in either diversion. | aerospace |
https://www.owliverspost.com/scientists-cant-keep-calm-over-chinas-latest-mission-to-the-moon-heres-why/ | 2023-03-22T07:16:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943750.71/warc/CC-MAIN-20230322051607-20230322081607-00545.warc.gz | 0.934011 | 804 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__253626484 | en | Scientists can’t keep calm over China’s latest mission to the moon. Here’s why!3 min readReading Time: 3 minutes
China’a latest mission to the moon, the Chang’e 5 spacecraft, is set to bring the youngest lunar samples back to the Earth that will reveal a whole new lunar history to us earthlings!
What’s the process?
On 23rd November, Long March Rocket 5 carried Chang’e 5 spacecraft into space. There, Chang’e 5 separated from the rocket using its thrusters to make a four days long trip to the moon.
It should be reaching any moment, now!
A lander will come out of the spacecraft near a volcanic mound on the Moon’s surface to collect samples and store it in a capsule. The lander will return the capsule to the orbiting spacecraft that will then start its journey back to the Earth.
You must have seen those wriggly lines on the surface of the moon. You know them if you have ever tried to make shapes out of those lines! Those lines are because of multiple craters that cover the surface of the moon.
These craters were formed by asteroid or meteorite collisions against its surface. Some of these lines are also volcanic mounds. Chang’e 5 will be collecting samples around a volcanic mound called Mons Rümker on the northwestern part of the near side of the moon.
Owliver’s Obscure Observations:
The near side of the moon is that side of the moon which is always turned towards the Earth. The other side is called (no surprises there) the far side.
The last sample from the Moon all of 176 grams was delivered by Soviet Union’s Luna spacecraft in 1976.
Chang’e 5 will bring back at least 4.6 pounds of sample for scientist to study!
What is so special about this sample?
- Since the sample will be collected close to Mons Rümker, it will disclose priceless information about the volcanic activity on the moon and what causes it to last across years. A recorded volcanic activity on the moon was said to last a billion years!
- The sample will also be a young sample (less than 2 billion years old as against the more than 3 billion years old we have now courtesy the Apollo mission). This will help scientists study the volcanic formation that led to the rocky surface that the moon is now known for.
- A study of the rocks and soil near the mound will also reveal why certain unusual elements- potassium, rare earth elements, phosphorus, and radioactive elements like uranium and thorium-are abundantly available on the moon.
- The sample will also allow scientists to time the creation of craters on the moon. This will in turn reveal timescales of other celestial bodies as time in space is recorded in relation to other objects.
- A radar attached to the lander will also allow scientists to look deep into the layers of the moon and determine its geological history.
- The lander is also equipped with technologies to search for water containing minerals on the moon.
Owliver’s Obscure Observations:
Water is the first sign for a celestial body to be hospitable to life! Since we are depleting resources on Earth, scientists are actively searching for alternatives.
Can you imagine living on the moon?!
Chang’e 5 will return to Earth around December 16.
The sample that Chang’e 5 brings back might change how we have seen the moon and understood space so far making this a one of its kind mission!
Think with Owliver:
The friendly moon from your window looks a lot more mysterious now, doesn’t it? Find out about other missions to the Moon and what they brought back for us.
Sourced from National Geographic.
Image sourced from CNN. | aerospace |
https://www.euroconsult-ec.com/in-the-news/current-affairs-news-national-isro-to-share-satellite-tech-with-indian-private-companies/ | 2024-03-04T09:10:01 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476432.11/warc/CC-MAIN-20240304065639-20240304095639-00135.warc.gz | 0.940533 | 524 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__153652511 | en | The Indian Space Research Organisation (Isro) plans to share satellite manufacturing technology with private Indian companies so that they can tap the market for small commercial satellites.
Isro will also share the knowhow for ground equipment that capture satellite data and process it for specific local applications. “Whenever there is a large production of satellites, there will also be requirement for sub systems,” said A S Kiran Kumar, Isro chairman.
Companies are planning to launch hundreds of small satellites to beam high-speed Internet in remote parts of the world. The biggest is OneWeb, a global consortium that includes the Virgin Group, Bharti Enterprises and Qualcomm. It aims to launch 648 small satellites. PlanetLabs, a US company aided by NASA, is planning to launch 150 imaging satellites.
Isro launches satellites for European companies and foreign universities. The polar satellite launch vehicle is a third cheaper than rival launchers in Europe, Russia and China.
Between 2,000 and 2,750 nano and micro satellites would be launched till 2020, SpaceWorks Enterprises, a US company, said in 2014.
“We want to enable the Indian space ecosystem. The demand for electronics in the space industry is growing. There are opportunities for niche companies,” said Kumar.
“Some of the technology is already with private companies,” he added.
Dhruva Space, a three-year-old company, is working with a German firm to make a satellite to be launched on an Indian rocket. Sanjay Srikanth Nekkanti, the 25-year-old co-founder of the Bengaluru start-up, said, “The opportunity for Indian companies is not just in manufacturing but in turnkey solutions. We should also launch the satellites in India,” said Nekkanti.
The space industry is highly regulated with the US and China requiring satellites have only local components and systems. Besides, the cost of building a satellite and launching it is prohibitive, which makes governments prefer local firms.
“Like for larger satellites, the market for small satellites is primarily a government market turning to the domestic industry,” said Rachel Villain, principal adviser at Euroconsult, an analysis agency for the space industry.
Isro is also exploring allowing local companies to make and own communication satellites to aid its launch capabilities. Isro has launched 45 foreign satellites and has orders to launch 28 more from seven countries.
“India’s advantage seems more obvious in the launch capability for small satellites,” said Villain. | aerospace |
https://www.11onze.cat/en/magazine/gold-oxygen-mars/ | 2023-09-24T07:26:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506623.27/warc/CC-MAIN-20230924055210-20230924085210-00687.warc.gz | 0.956985 | 1,024 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__276358084 | en | How gold helps create oxygen on Mars
NASA plans to send a manned mission to Mars in the next few decades. This will require creating oxygen from the carbon dioxide present in the Martian air. Part of the device that makes this possible is made of gold.
Gold has played and continues to play a key role in space exploration. For example, this noble metal was already a staple of NASA’s first space walk in 1965. The cable connecting Colonel Ed White to Gemini 4 was coated with gold to secure his grip, and the visor of his suit was also coated with gold to protect his eyes from solar radiation.
Gold’s durability and stability, as well as the fact that it does not rust and is a good conductor of electricity and heat, have led those responsible for many space projects to use it for a wide variety of purposes.
Mission to Mars
One of NASA’s great aspirations for the coming decades is to send a manned mission to Mars. A large amount of oxygen will be needed, both to burn the spacecraft’s fuel and to keep the astronauts alive.
The best option to avoid having to transport all that oxygen from Earth is to create it on the red planet itself. And it can be made from the carbon dioxide that makes up most of the Martian air. That’s why the robotic rover Perseverance, which arrived on Mars in February 2021, incorporates an instrument called MOXIE that produces oxygen from carbon dioxide.
Dr Michael Hecht, the principal investigator of this project, explains that “gold is critical to the operation of MOXIE”, which weighs 17 kilograms and is about the size of a car battery. MOXIE’s casing is made of gold because the metal “is extraordinarily stable, does not rust or corrode easily and is an excellent conductor of heat”, according to Hecht. This last property is crucial, as at certain times of the day the temperature is too high for the device to function.
A small-scale test
When MOXIE is running, the Perseverance remains virtually inactive, as it takes a lot of energy to separate the CO₂ molecules. Therefore, MOXIE does not run very often, only once every one or two months.
MOXIE takes about two hours to become operational, as one of the parts needed for the process must be heated up to 800 °C. After that, the vehicle’s batteries allow oxygen to be produced for an hour, during which time the project managers sometimes change the voltage or speed of the compressor to learn more about the instrument.
In that time, MOXIE can produce between 6 and 10 grams of oxygen. This is a minimal amount considering that each of us consumes between 10 and 20 grams of oxygen every hour. Still, it allows NASA to verify that this critical technology is working properly in the field.
In fact, the main goal of MOXIE is to demonstrate that this technology can be relied upon to keep future astronaut crews alive and bring them home safely. Also to learn many technical details about how to build a much larger future MOXIE system.
Two trips for one mission
Given the orbits of Earth and Mars, the optimal time for a trip between the two planets is every 26 months. One of the ideas for a manned mission is to first send all the necessary material – the living quarters for the astronauts on Mars, rovers, a power plant and perhaps a “big” MOXIE – and then send the astronauts 26 months later.
Thus, the base would be in place some 20 months before the astronauts’ journey. This “big” MOXIE would have to manufacture and store a significant part of the oxygen that the astronauts and their rocket would need on the mission. This means that the device would have to produce between 2,000 and 3,000 grams of oxygen per hour, compared to the 6-10 grams produced by the current MOXIE. And it would have to do so virtually non-stop.
Bear in mind that the ascent rocket to leave Mars would require between 25 and 30 tonnes of oxygen and that the astronauts could breathe between 2 and 3 tonnes during their 18-month stay on the red planet until the optimal time to return.
The first chapter of the series The Golden Thread, which deals with the importance that gold has in different areas of our lives, focuses on the fundamental role that this precious metal has played in the exploration of space.
If you want to discover the best option to protect your savings, enter Preciosos 11Onze. We will help you buy at the best price the safe-haven asset par excellence: physical gold.
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http://catalog.middlebury.edu/courses/view/catalog/catalog%2FMCUG/course/course%2FGEOL1002 | 2014-12-18T20:13:22 | s3://commoncrawl/crawl-data/CC-MAIN-2014-52/segments/1418802767843.95/warc/CC-MAIN-20141217075247-00006-ip-10-231-17-201.ec2.internal.warc.gz | 0.922739 | 128 | CC-MAIN-2014-52 | webtext-fineweb__CC-MAIN-2014-52__0__17032299 | en | Mars: Geology & Exploration
Mars is an Earth-like planet that holds a fascination for scientists, space explorers, science fiction writers, movie makers, and anyone with a curiosity about the sky. In this course, we will explore what we know about the geology and evolution of Mars from spacecraft missions. Volcanism, tectonics, existence of water, and possible presence of life are some topics that will be covered. We will study the results from the probes currently in orbit and on the surface of Mars. We will also investigate plans for sending humans to Mars and building a base on the red planet. lect./disc. | aerospace |
http://ci.glendora.ca.us/index.aspx?recordid=7607&page=19 | 2013-06-19T20:44:02 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709135115/warc/CC-MAIN-20130516125855-00098-ip-10-60-113-184.ec2.internal.warc.gz | 0.946515 | 158 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__127721476 | en | The second in our JPL series is presented in partnership with the Jet Propulsion Laboratory Speaker's Bureau.
Mark Wallace is a Mission Design Engineer at NASA's JPL and the lead trajectory analyst for the next Mars lander Insight. The Insight is launching in 2016, and he will talk about this exciting mission. Mr. Wallace also was recently a member of the Navigation Team for the GRAIL mission to the moon. He also has developed concepts for robotic and human missions for Venus, Mars, asteroids, comets and beyond.
This program is sponsored by the Glendora Public Library Friends Foundation. For more information on this and other programs, contact the library at 626 852-4891. This event is open and free to the public, no reservations are required. | aerospace |
http://washingtonports.org/cleared-for-landing/ | 2018-01-23T23:16:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084892802.73/warc/CC-MAIN-20180123231023-20180124011023-00037.warc.gz | 0.953993 | 596 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__4903075 | en | By Mark Stayton, April 12, 2013, Go Skagit
The mighty P-51 Mustang, long-range bomber escort of World War II, heavily-armed A-1 Skyraider that found fame during conflicts in Korea and Vietnam and at least 11 other historic military aircraft may soon find their way to Skagit Regional Airport.
After 12 years at Bellingham International Airport, the Heritage Flight Museum recently bought a large hangar at the Port of Skagit’s airport while making plans for relocation. Paine Field Airport in Everett also is being considered, said Kate Simmons, director of programs at the museum.
Museum Executive Director Greg Anders said in a news release that the museum board of directors decided to buy the hangar at Skagit Regional because it was a ready-made building that fit the museum’s needs and was receiving a lot of interest.
Patsy Martin, executive director of the Port of Skagit, said the hangars formerly belonged to Via Jet, a jet service business on the south side of the airport’s runways.
“We love that they’re considering us, and we’re going to work with them to see if Skagit makes the most sense,” Martin said.
The museum was founded in 1996 by Apollo 8 astronaut Maj. General William Anders and features a collection of space artifacts and memorabilia to complement aircraft archives and the warbirds.
Simmons said when the museum moved into Bellingham International, the airport was more focused on general aviation and had far less commercial airline activity than it does today. She said the museum has since developed its collections and programs and outgrown its current location.
As a member of the Bellingham airport’s Master Planning Committee, Simmons said no new general aviation building is planned there in the next five years.
Alan Anders, director of operations and maintenance for the museum, said Skagit Regional’s rarely-found focus on general and corporate aviation, lack of residential encroachment and dual runways make it a good candidate for relocation.
“I think there’s some potential for us down there. It’s a good place to operate the aircraft we operate,” Anders said.
Simmons said Skagit’s proximity to Bellingham also would be convenient for the many staff and volunteers necessary to keep the museum aloft.
Simmons said the museum will be working on business plans for both Paine Field and Skagit Regional in the next four to six months before a decision is made.
The museum will be holding a fly-in and car show, “Props & Ponies” — featuring Mustangs and Mustangs of flying and driving application — Aug. 16 and 17 at Skagit Regional to introduce itself and try and gauge the community’s interest, Simmons said. | aerospace |
http://www.the626.com/the-sound-of-space-at-the-huntington/ | 2018-01-21T03:06:25 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889917.49/warc/CC-MAIN-20180121021136-20180121041136-00301.warc.gz | 0.892184 | 117 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__92822799 | en | The sound of space at the Huntington
If you haven’t been to the beach for a while, you can hold up a shell to your ear and hear the waves. But what if you want to hear the sounds of space?
NASA’s Orbit Pavilion is an innovative “soundscape” experience representing the movement of the International Space Station and 19 Earth Science satellites. Far out!
The installation was scheduled to end next month but has been extended to September 3, 2018.
The Huntington Library, Art Collections, and Botanical Gardens
151 Oxford Road | aerospace |
https://www.surrey.ac.uk/people/zakaria-bouhanna | 2020-05-26T05:47:08 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347390448.11/warc/CC-MAIN-20200526050333-20200526080333-00546.warc.gz | 0.910637 | 387 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__164196636 | en | Satellite conjunctions in space are a major problem for operators and governments due to the lack of coherent space situational awareness solutions. The tracking accuracy for two-line elements (TLEs) averages in kilometres with similar error boundaries making it limited for critical satellite collision prediction. The common practice using GPS provides high accuracy from centimetres to metres. However, satellite state data (position and velocity) are often never shared and orbit determination methods provide limited solutions at quantifying near-miss events. In the advent of mega-constellations, there is an urgent need for in-situ measurements to develop real satellite traffic management solutions and associated satellite traffic data standardisation to complement and refine the existing techniques. This research presents ToF range estimation techniques adapted for the increasing low Earth orbit satellite traffic that requires co-operative monitoring. Two techniques are investigated namely, two-way time transfer (TWTT) and two-way ranging using direct sequence spread spectrum (TWR-DSSS). Although both techniques reached centimetre-level accuracies (7 to 15 cm) in perfect communications conditions, this accuracy drops quickly when considering the real-world limitations. TWTT technique is affected by processing delay and relative clock drifts. Consequently, the ranging errors standard deviation for TWTT is 210 and 2075 m respectively for the delays 1 and 10 ¼s. It is also found that the relative clock drifts used for both satellites cause bias ranging errors as the best achieved accuracy is 170 m even when the delays are nullified. On the other hand, TWR-DSSS shows a robust performance against low signal-to-noise (SNR) levels. For instance, relative range is resolved with sub-kilometre accuracy for -20 dB SNR. Ultimately, inter-satellite cooperative RF ranging based on time of flight can offer real opportunities of a new measurement instrument complementing the existing satellite conjunction assessment tools. | aerospace |
https://www.senadaily.com/india-news/6003/dgcas-big-decision-amid-increasing-cases-of-delta-variants-extended-ban-on-international-flights-till-july-31/ | 2021-10-27T22:50:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588244.55/warc/CC-MAIN-20211027212831-20211028002831-00571.warc.gz | 0.968362 | 354 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__155899279 | en | In view of the threat of a possible third wave of corona infection in India and in view of the increasing cases of delta variants, the Directorate General of Civil Aviation (DGCA), taking a big decision, extended the ban imposed on international passenger flights to and from the country till July 31. is. Earlier, due to the second wave of corona infection, DGCA had extended the ban imposed on international flights till June 30. However, on a case-to-case basis, the Competitive Authority may allow the operation of international scheduled flights only on selected routes.
DGCA issued circular
In the circular issued by the DGCA, it has been said that, “The decision to increase the ban on international flights will not have an effect on cargo aircraft. At the same time, those flights have also been exempted in this ban, which have been specifically approved by the DGCA.
International flights were suspended from 23 March 2020
Let us inform that international flights were suspended in India from 23 March 2020 due to the fatal outcome of the Corona epidemic. However, international flights are being run under the bilateral “air bubble” arrangement between Vande Bharat Abhiyan from May 2020 and some selected countries from July 2020.
India has air bubble agreement with 27 countries
Let us tell you that India has air bubble agreement with 27 countries including America, Dubai, France, Kenya. Under this agreement between two countries, special international aircraft can fly between their regions.
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New TDS Rule: New TDS rules will be applicable from July 1, know important things related to it | aerospace |
https://teamorlando.org/afa-warfare-symposium-talks-about-the-future/ | 2023-12-09T05:38:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100800.25/warc/CC-MAIN-20231209040008-20231209070008-00808.warc.gz | 0.950502 | 1,046 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__271934404 | en | By adding your email address, you are subscribing to the Team Orlando News newsletter. Team Orlando News does not share subscriber data under any circumstance. You can unsubscribe at anytime.
AFA Warfare Symposium Talks About the Future
TOPICS & CATEGORIES
By Terri Bernhardt
The 26th Annual Air Force Association (AFA) Warfare Symposium & Technology Exposition was held February 2013 in Orlando, Florida. Speakers at the symposium included top Air Force, government and aerospace industry leaders that talked about the future of the Force. Some of the agenda topics referred to the last two decades of war and continuous operations, Air Airlift Working Group Findings, industrial base concerns and AFA’s priorities for moving ahead.
F-35A crew chief SSgt. Darron Cothran and a Lockheed Martin maintainer pull the wheel chalks on the fighter for a local training mission out of Eglin AFB, Sept. 18, 2012. (USAF photo/MSgt Jeremy Lock)
Secretary of the Air Force Michael Donley said in his speech on the state of the Air Force at AFA’s Air Warfare Symposium, “The last two decades of war and continuous operations have taken a significant toll on airmen, their families, and equipment. We have a responsibility to rebuild to the full spectrum of readiness and training if the force is going to be prepared for the future, including any unexpected contingencies that may arise.
In their discussions about the importance of training readiness, the Air Combat Command (ACC) stated they are likely to move to a state of tiered readiness. “This will ensure that at least a portion of the force remains combat capable as funds continue to dwindle in Fiscal 2013,” said Mike Hostage, ACC. “The concept of tiered readiness is to have a certain amount of the force that is ready to go at a moment’s notice and then other portions of my force that are at lower levels of readiness.”
“What will happen is when one of my units comes back from the combat theater, it will stand down because I don’t have the flight hours, the weapon system sustainment to support fixing the airplanes, or the training ranges to train the unit’s members,” said Hostage.
Additional thoughts were discussed about the importance of training and emphasized by the Secretary Donley. He stated, “If we focus on giving these Airmen tools that they need to do their job, a job which our Air Force and our nation has asked them to do, we’ll be just fine. These young Airmen have signed up for a lifetime of service to our Air Force and our nation, and it’s a remarkable thing. I am inspired every time I meet them, each one, collectively, new generations of Americans stepping forward to do this work. If we back them, they will back our Air Force and they will help us get through these challenging times. ”
General Mark A. Welsh hit a high note when he talked about how he loves his Air Force people. “I just said hi before I started this morning to a young senior airman I’ve never met, right here in the second row. I’ll tell you what I love about our Air Force. I’ve known you now for about 40 minutes, but I’d die for you. So would Craig McKinley, so would Ed Rice, so would Janet Wolfenbarger, and so would everybody else in this front row. And so would almost everybody sitting behind you. And I’m just naïve enough to believe that you’d do the same for me. How could you not love being in this business?”
In closing, Secretary Donley said, “To AFA, let me thank you again for hosting this symposium and for all you do to educate and inform America about the issues confronting our Air Force and our nation. Your tireless efforts help ensure that the air, space and cyber capabilities of the United States Air Force, powered by Airmen, fueled by innovation, are ready to defend America whatever the challenges ahead.”
About the Air Force Association (AFA). AFA is a non-profit, independent, professional military and aerospace education association promoting public understanding of aerospace power and the pivotal role it plays in the security of the nation. www.afa.org.
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Team Orlando News offers two options of event listings:
A complimentary event listing includes the name and date of your event, as well as a link to your event’s website. Event listings must be approved by Team Orlando News staff and are then posted on the Event page; these listings appear in date order.
A signature event listing is featured on the Events page and includes all of the above, plus a description (up to 400 characters), entry fee, where the event is located and one featured image/photo. The cost per signature listing is $150. | aerospace |
https://www.reviews.co.uk/company-reviews/store/rocketroute/1 | 2021-05-18T18:40:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991288.0/warc/CC-MAIN-20210518160705-20210518190705-00244.warc.gz | 0.942179 | 401 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__162661519 | en | “Convenient to work with, good integrated functions such as GAR Report, manage, delay and bring forward functions and so on.
Negative side: Autorouter unreliable as occasionally no routes at all, sometimes routes unusable and unpractical, system in itself unstable and not fully reliable. Rocketroute still not usable for professional applications.”
“I appreciate the easy way to enter flight plans, for the rest the integration of weather jeppesen and other are better in flight applications as Fore Flight , Garmin Pilot i.e., tough those are missing flight planning for now.”
“I first used RocketRoute a couple of years ago prior to and during an IFR flight to Elvington, Glasgow and Caernarfon when my Brother and I took our Father away for his 70th Birthday.
I enjoyed using RocketRoute recently for a single engine flight to the Scilly Isles and Newquay, however, I had trouble getting the return IRF flight plan accepted and had to fly back without a flight plan!
For private, occasional users an auto-route function needs to be enabled within RocketRoute.
“Reliable flight planning;
Confirmation of filing;
Facility to advance or retard plan via iPhone / iPad app;
Facility to close flight plan by telephone if no ATC available (only applicable outside UK, of course);
Responsive and reliable customer support.”
“High price increase.
Reasonable product design but poor app design, far from industry standard.
Piston plan does not work for new customers who charter different aircrafts (a company who does not know their customers will fail sooner or later...).
I have written several mails about this. No reaction from management.
As a FI I cannot recommend this product anymore to my students.
Will check out and propagate alternatives.
All together: Medium quality product. Terrible sales.” | aerospace |
http://dailymarketjournal.us/443/the-uk-is-set-to-launch-its-1st-lunar-rover-in-2021-aboard-peregrine-lunar-lander/ | 2020-02-20T19:35:52 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145282.57/warc/CC-MAIN-20200220193228-20200220223228-00395.warc.gz | 0.965926 | 505 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__63039240 | en | The United Kingdom is all set to join the rush to the moon when they send their lunar rover in the form of a 2.2 lb (1 kg) four-legged robot on the lunar surface. The lunar robot, which was developed by London-based Spacebit will lift off abroad the Peregrine moon lander from Astrobotic in July 2021.
It will be the first mission of both the companies involved – Peregrine and its launch vehicle, Vulcan Centaur from the United Launch Alliance. In fact, it will be the very first attempt to the lunar surface by any UK-built spacecraft. It will also be the first time that as a legged robot, not a wheeled rover will venture into another world.
The robot will travel 10 meters or 33 ft at least, on the moon’s surface. It will beam HD video images along with various other data back to earth during its 10-earth day-long mission. This was announced by the representatives of the Spacebit.
If everything goes as per the plans, then this will just be the first of a large fleet of these robots, which Space bit will launch for exploring the lunar surface along with the near subsurface. They will particularly explore the lava tubes that can an ideal place of future human settlement.
The walking rover or robot from Space bit will not be the only one to fly to the moon in 2021. It will just be one of the almost 30 other payloads that the space vehicle will ferry to the lunar surface for several customers. 14 of them will of NASA. So far lunar landings of only three countries – China, the USA, and the erstwhile Soviet Union have been successful. Recently, similar attempts made by Israel and India failed. India’s lunar mission, Chandrayaan 2’s lunar orbiter, however, is working excellent.
Brent accomplished Doctor of Medicine Degree and started his career in the Health domain as a successful practitioner. However, his interest in connecting and educating people while continuing his present work motivated him to write articles on the Daily Market Journal news platform. He is a key member in our team of expert writers with a strong experience of 6 years in the Health sector. Despite his busy schedule, Brent spares time to write blogs for Daily Market Journal’s Health section on a regular basis. Although he holds a strong background of education and experience, Brent is a soft-spoken person and acclaimed as a great storyteller. | aerospace |
https://smartwatchestechnology.com/united-cancels-5000-additional-flights-on-the-boeing-737-max-until-october/ | 2019-09-19T00:21:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573385.29/warc/CC-MAIN-20190918234431-20190919020431-00226.warc.gz | 0.980096 | 525 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__154993788 | en | United Airlines has extended the cancellation of the Boeing 737 Max flights until November 3 at least, the company announced Friday, which will affect 5,000 flights in September and October.
The airline had already extended cancellations until September 3, after the announcement by the Federal Aviation Administration discovered a new flaw in the flight software Boeing's 737 Max plane – a different plane from the flaw that caused two fatal accidents that claimed the lives of 346 people. Boeing's CEO recently acknowledged that the company needs more time to repair this new fault and that the FAA will need to approve the fix before recertifying the aircraft.
Southwest Airlines, which uses more plans from 737 Max than its US competitors, said The edge that he sticks to his previous plan of reinstatement of the plane on October 1, pending a recertification. In the meantime, he canceled 150 of his 4,000 daily flights. An American Airlines spokesman said the company had "nothing to share right now" about his plans. American Airlines had previously canceled 737 Max flights until September 3rd. (Delta Air Lines does not fly the aircraft Boeing 737 Max.)
"We have decided to remove MAX flights from our program until November 3," a spokesman for United Airlines said in a statement. "During this time, we will continue to take extraordinary steps to protect our clients' travel plans, and in the future we will continue to monitor the regulatory process and make the necessary adjustments to our activities and schedule. to benefit the customers who travel with us. "
The 737 Max was immobilized worldwide in March after the second fatal crash of the aircraft in five months. The accidents were similar in that they were caused largely by a software This was supposed to help prevent the new 737 Max aircraft from stalling in certain situations. This software, known as Maneuverability Enhancement System, or MCAS, performs calculations based on readings from a single external sensor on the 737 Max. Above all, there was no way to know if this sensor was damaged.
In both flights, the plans tried to fight to stall what was not happening. The problem was exacerbated by the fact that pilots in both accidents did not know the MCAS because Boeing did not know it. disclose correctly the software for the airlines in order to save money and put the 737 Max on the market faster.
Sara Nelson, who heads the Association of the Flight Attendant Association, said earlier this week that she is not eager to see the 737 Max take back the plane. "We discover that Boeing was a very arrogant company that was really allowed to make decisions all the time," she said. | aerospace |
https://www.ksat.com/news/2013/10/28/one-dead-in-kendall-county-plane-crash/ | 2020-04-01T09:26:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370505550.17/warc/CC-MAIN-20200401065031-20200401095031-00516.warc.gz | 0.979114 | 298 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__32502629 | en | One dead in Kendall County plane crash
DPS: Plane crashed, burned on impact
A pilot is dead after a small plane crashed Sunday afternoon in Kendall County.
The plane crashed in the woods off Highway 46, east of Boerne around 5 p.m.
Texas DPS officials said the plane went up in flames on impact. They say the pilot was burned beyond recognition.
"The small aircraft was flying low. It struck some trees and a power line before striking the roadway," said State Trooper Deon Cockrell. "It continued through the roadway for about 100 yards into the field where it caught fire."
The pilot was the lone fatality, but investigators have not released the person's identity.
Lillian Knopf was one of several witnesses who called 911 after the plane went down.
"It didn't look like it was going to hit that hard until it picked up more speed going down," she said. "It was just so fast and sudden and everyone stopped on the road. When it hit the ground it was like the worse noise you can think of."
Pictures from the scene show the plane crashed into trees and power lines before it impacted the ground.
The Federal Aviation Administration has dispatched investigators to the crash site to investigate a cause. No other information about the crash or the pilot was immediately available.
Copyright 2013 by KSAT.com All rights reserved. This material may not be published, broadcast, rewritten or redistributed. | aerospace |
https://www.northantstelegraph.co.uk/news/people/wollaston-bomber-crash-the-avro-manchester-the-legend-behind-the-lancaster-3263223 | 2022-06-29T15:10:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103640328.37/warc/CC-MAIN-20220629150145-20220629180145-00121.warc.gz | 0.980869 | 1,306 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__276997122 | en | A sad end to an English summer day
June 21, 1941 was a warm and sunny English summer day. The previous few weeks had been windy and wet with low temperatures, more akin to spring than the onset of summer but all that was to change for the crew of Avro Manchester L7314.
The Avro Manchester bombers of 207 Squadron RAF sat on their dispersals at RAF Waddington, South West of Lincoln. The crews had finished a light supper and had then been transported to the aircraft that had been recently inspected by their ground crews and fully 'bombed up'.
The sky was not yet dark, after all it was the longest day, and the outside temperature was warm, but the experienced crews made sure that they were warmly dressed and had all the personal equipment they would need for the flight, before climbing into the trucks which would take them to the dispersal area and their aircraft.
The crews climbed into their individual aircraft, the crew of Avro Manchester L7314 (Y), led by their youthful skipper Flying Officer Jackie Withers. Just after 01.00 am on the morning of the 22nd June 1941, the still of the night was shattered by the noise of 14 Rolls Royce Vulture engines as the seven Manchesters of 207 squadron rolled along the taxiway to the main runway and line astern took off into the darkening sky.
The target tonight for No 5 Bomber Group was Boulogne, and seven Manchester bombers of 207 squadron were tasked along with crews from 97 and 61 squadrons, with the attack on the port and shipping in the harbour.
There was a waning moon that night, perfect for a bomber offensive, and after a miserable introduction to service life, Bomber Command had decided on a target well within the range of the Avro Manchester aircraft and should have been a straightforward “milk run” and a morale boost for the crews.
Flying Officer Withers was 21 years old, a contemporary of Guy Gibson, he joined 83 squadron at RAF Scampton when Gibson was a Flight Commander, was an experienced bomber pilot for all his youth, was outbound on track at around 6000 feet, German aircraft were active over Lincolnshire and one, which was being tracked by the Lincolnshire Air Observer Corps, by chance, followed a course overlapping that of L7314 (Y).
No 10 Group Fighter Command had scrambled a number of night fighters, including airborne interception radar-equipped Bristol Beaufighters from 25 squadron at RAF Wittering to counter the threat posed by the German intruders. The Fighter Controller at 10 Group was homing one of these aircraft along the presumed track of the intruder and when the two tracks crossed the Beaufighter was mistakenly homed onto the track of L7314 (Y).
In addition to this mischance, another was to contribute to the events of the next few minutes. No 5 Group’s operations plan for the night, giving times and routes etc. had gone via Bomber Command to Fighter Command, arriving at 10 Group Headquarters just at the time of the change of controllers.
The new controller had received the operations plan, but it had become covered by other papers on his desk and the details within it had not been extracted and placed on the operations board. Consequently the controller had no information before him to indicate the presence of friendly aircraft at the vital location. Accordingly, the controller homed the fighter onto the ‘hostile’ until, in the darkness, the pilot was able to gain a visual on the aircraft ahead.
Squadron personnel believe that what happened next was that the Beaufighter pilot identified the aircraft as an RAF bomber and relayed this to the controller, who was unwilling to accept this identification. Cautiously, the Beaufighter moved closer, recognising roundel markings and RAF squadron codes in pale letters on the fuselage. The bomber crew had also seen the fighter for they fired off the correct codes of the day. This was passed to the ground station, where the controller still insisted that the aircraft was a hostile and instructed the pilot to complete the interception and shoot the aircraft down.
Although in two minds, the Beaufighter pilot dropped back before finally closing in again beneath the Manchester, still flying slowly and straight and level, and giving it a burst with the fixed forward cannon and machine guns.
Shards of Perspex from the Manchester, along with a Perspex dome and an airman’s glove were found in a field by Crow Hill Farm near Irthlingborough. This debris hint at damage in the cockpit area. Further fragments were found in the playground of College Street School in Irthlingborough itself. A second burst of fire was seen by observers on the ground as Withers overflew Chester House on the A45, leading to the Manchester catching fire.
Flying Officer Withers had no time to jettison bombs or fuel, and none of the crew escaped by parachute. The captain then accomplished an exemplary belly landing in a field at Lovett’s Farm just to the east of Shepherds Hill in Wollaston at about 01.55 am. Several crew members began scrambling from the burning wreck but unfortunately part of the bomb load exploded and no-one survived.
The next day only traces of five separate bodies and the identity disc of Sergeant James the second pilot, could be found in the burnt out wreckage of L7314 (Y). This tragedy took the lives of Flying Officer J D G Withers, Sergeant A M James, Sergeant W Brown DFM, Sergeant A Malone, Sergeant S Veitch, Sergeant M V Browne and Sergeant J A Maville RCAF.
It was a tragic mistake which should never have happened and for which safeguards were in place, yet under the stress of war, such human errors were likely. It was no consolation to the crew of L7314 (Y) that the crew of the Beaufighter Pilot Officers Smith and Lusty were later Court Martialled and a portion of the blame was also allocated to the ground station.
Finally, on the same night a German Ju88 intruder was shot down by a 25 squadron Beaufighter near Market Deeping.
A memorial to the seven airmen will be unveiled on the 80th anniversary of the accident.
Read about the memorial here: Wollaston victims of Second World War 'friendly fire' bomber crash memorial | aerospace |
https://youtubefpv.ru/208476.html | 2022-06-26T01:27:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103036363.5/warc/CC-MAIN-20220626010644-20220626040644-00169.warc.gz | 0.88271 | 98 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__256673077 | en | 4S Lithium Polymer (LiPo) battery
LiPo batteries are sensitive, and dangerous! Try not to hit them (avoid crashing).
If a cell is damaged it can puff up and at slightly high loads the voltage will drop much faster then usual and the drone can/will crash due to the lack of motor rpm.
Goggles: Skyzone 02 | aerospace |
https://citytoday.news/indigo-airlines-to-start-flight-to-chennai-from-mysuru-airport/ | 2021-10-25T23:18:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587770.37/warc/CC-MAIN-20211025220214-20211026010214-00339.warc.gz | 0.93264 | 304 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__45208225 | en | Mysuru, March 24:- Indigo Airlines to commence a new flight to Chennai from Mandakalli Airport in Mysuru from March 29 to cater to the the growing demand for more flight services to Chennai.
Indigo Airlines to operate the flight thrice in a week from March 29. At present, TrueJet is operating a daily flight between Mysuru and Chennai.
The ATR flight 6E 7269 will leave Mysuru at 4.35 pm and reach Chennai at 5.55 pm. Flight 6E 7259 will depart Chennai at 2.50 pm and arrives Mysuru at 4.15 pm. The frequency of the flight will be on Monday, Wednesday and Friday.
This flight will be launched under ‘Desh Ka Aam Nagarik’ (UDAN) scheme Regional Connectivity Scheme (RCS).
The Mysuru Airport also caters to cities like Hyderabad, Goa, Bengaluru, Kochi, Mangaluru and Belagavi. There is a demand for flight to Shirdi, Tirupati and Mumbai. Shirdi hosts Sai Baba Temple and Tirupati has famed Lord Venkateshwara Temple. In addition there is great demand from travellers to cities to Thiruvananthapuram and Kannur as there is a full-fledged International Airport in Kannur and flights from Mysuru will be a boon to international travellers. (NAV, Inputs: Agencies) | aerospace |
http://usread.com/flight587/Prelim_Report/default.html | 2023-09-29T07:52:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510498.88/warc/CC-MAIN-20230929054611-20230929084611-00191.warc.gz | 0.941649 | 1,917 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__220744042 | en | U.S.Read's Flight 587
Brett Hoffstadt and Victor Trombettas
This summary, and
our full report, is the result of thousands of hours of research and
analysis by U.S.Read and dozens of aviation experts. Among them
are former NTSB Investigators, current and former airline crash
investigators, current and former crash investigators with the U.S.
Military, retired airline captains, recording systems specialists, and
Airbus A300 experts. Notwithstanding, U.S.Read's work is not an
investigation. Our access to information is limited, and we have no
access to the aircraft debris. U.S.Read's strengths lie in its
ability to consider all of the available evidence, especially evidence
that the NTSB ignored or misinterpreted, and our ability to uncover new
evidence, such as the powerful clues from the Air Traffic Control (ATC)
analysis included these areas:
• the NTSB Factual
Reports from the current docket
• the debris field
• the Marine Parkway
Bridge "tollbooth" videos
• the radar data
• eyewitness accounts
Centralized Aircraft Monitor (ECAM) audible alerts
(the cockpit warning system)
• the Digital Flight
Data Recorder (DFDR)
• the Cockpit Voice
Recorder (CVR) waveforms, transcript, and spectral studies
• the FAA ATC tapes.
Brief History of
Flight 587 was an
Airbus A300-600, Registration Number N14053. It took off from JFK
International Airport at 9:14:29 a.m. on November 12, 2001 in clear
weather conditions. Onboard were 251 passengers and 9
crewmembers. At 9:15:51.3, as the plane climbed to 2,000 feet and
was over Jamaica Bay, the pilot, First Officer (F.O.) Sten Molin,
perhaps in response to what he initially thought was potentially
dangerous wake turbulence, began a series of aggressive control inputs
while at the same time calling for the emergency "escape"
maneuver. Less than 11 seconds later, at 9:16:01.9, the strained
voice of F.O. Molin is heard on ATC saying "losing control."
airplane crashed 13 seconds later at 9:16:14.78 with the primary impact
in a residential area of Belle Harbor, Queens. The aircraft was
airborne for less than 106 seconds. All 260 persons
onboard and five additional persons on the ground were fatally
found away from the primary crash site included the vertical tail and
rudder (found in Jamaica Bay), both engines (both less than 900 feet
from the crash site), and many other pieces of aircraft debris that
were never documented by the NTSB, or that they are unaware of.
hypothesis is that the cause of the crash was the tail separating from
the fuselage, and that the tail separated because the pilot, as a
result of his rudder movements, placed loads on the tail that exceeded
it's ultimate limit. Although the NTSB has not yet released its
official statement of cause, these basic conclusions are already fixed
and shared by all of the parties to the investigation.
The raging debate between Airbus and American Airlines is––why did the
Pilot move the rudder pedals as aggressively as he did? Is it
because he was trained improperly by American Airlines (Airbus'
contention), or is it because the rudder pedal system is the most
sensitive in the industry (American Airlines' contention)?
documentation to backup this summary will be contained in our full
report, which will be released in several stand-alone sections. Part 1,
"Current NTSB Hypothesis", is included with this summary.
Preliminary Findings and Probable Cause
This is a summary of
our main findings to date and what the evidence suggests was the
probable cause of the crash:
pilot was not battling wake turbulence (although he may have thought he
was) but the effects of an event inside the aircraft, which occurred at
least 8 seconds before the tail separated.
2. The NTSB's
Human Performance Group, operating under the assumption that the pilot
was reacting to wake turbulence, stated that the turbulence was "barely
perceptible", not typical, and entirely inconsistent with the very
aggressive series of control inputs by the pilot. The pilot was
using all the controls at his disposal (roll, yaw, and pitch controls)
and called for maximum power three times in a span of only 7 seconds.
3. The vertical
tail separation came later in the crash sequence than the NTSB has
concluded, and was not the first object to depart the aircraft.
Therefore, the vertical tail separation was a consequence, not a cause,
of a crash sequence that was already underway and inevitable. This
conclusion is supported by the radar data, the ECAM system, the
tollbooth video, and the eyewitnesses––all which indicate that the
tail, and engines, departed later in the crash sequence.
initiating event was very likely an explosion or fire onboard the
aircraft that occurred no later than the time of the 2nd alleged wake
encounter––when the pilot began his aggressive control inputs. Dozens
of eyewitnesses who saw the tail separate reported an explosion or fire
which preceded tail separation.
5. In addition
to being visible to witnesses in the Bay and on land, this
explosion/fire caused unknown damage to the aircraft structure and led
to multiple system failures and electrical anomalies, including the
corruption of ATC transmissions; CVR malfunctions; disabling the rudder
and some of the spoilers; possibly responsible for the premature
interruption of all data flow to the DFDR that occurred 13 seconds
before impact; and prematurely disabling the transponder (the device on
board that transmits the plane's altitude back to the radar
facilities). All of these events, a direct result of the
initiating event, occurred before the aircraft had even begun its
descent or lost both engines.
6. Due to the
substandard debris collection and documentation by the NTSB, an
unprofessional and incomplete examination of the CVR, and other
investigative deficiencies, we do not have enough evidence to identify
the exact location, source, or cause of the explosion/fire.
witnesses provide vital clues about the crash sequence, yet the NTSB
did not conduct a thorough, intense investigation in this important
area, failing to do basic tasks such as line-of-sight measurements with
witnesses or even interviewing them at the locations where they
observed the aircraft. In fact, the NTSB had consistently
referred to the witnesses as unreliable and released witness statistics
in such a manner as to smear their collective reliability.
8. The FBI is
withholding potentially crucial, original, video evidence of the
aircraft in flight at the most critical moments, failing to release the
video to the NTSB, the families of the victims, or to U.S.Read in
response to a Freedom of Information Act request. Surveillance cameras
at a tollbooth facility at a nearby bridge captured the video
images. The NTSB felt no need to demand the original and best
quality video from the FBI.
the firmly held opinion of U.S.Read that the NTSB failed early on in
their investigation as they prematurely declared this crash an accident
and then very quickly concluded that tail separation was the initiating
event without properly analyzing all the evidence.
A retired NTSB Senior Air Safety Investigator told U.S.Read:
the case of
AA 587, the NTSB did not even lay out a wreckage trail diagram.
This is a basic procedure that is performed when any aircraft is
shedding parts, like AA 587 was doing. They did not give any credence
to the many qualified witnesses who saw AA 587 behaving differently
than what the NTSB said it was doing. To say the NTSB has botched
this investigation is an understatement."
Two hundred and
sixty-five people died in the crash of FL587. Whether it is the
2nd worst aviation accident in U.S. history, or the 2nd worst terrorist
act on U.S. soil (2nd only to 9-11), the crew of FL587, the victims and
their families, and the taxpayers, deserve a far better
(Click here to go to Part 1 of the full
You can comment on this article at U.S.Read's new Web Log at: http://usread.blogspot.com/ | aerospace |
http://ssau.ru/engevents/show/?id=774 | 2018-03-22T00:33:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647707.33/warc/CC-MAIN-20180321234947-20180322014947-00794.warc.gz | 0.802535 | 489 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__38942929 | en | XIV Korolev readings
Russia, Samara, Samara University
Event type: Конференция
Organizer: Samara University
Address: Moscow Highway 34
International youth scientific conference “XIV Korolev readings” devoted to 110 anniversary of academician Korolev’s birthday, 75 anniversary of Kuibyshev Aviation Institute (Kuai)- Samara State Aerospace University (SSAU) and 60 anniversary of the first artificial Earth satellite launch will be held in Samara National Research University from 3 to 5 October 2017.
1. Design and construction of rocket and space systems.
2. Perspective materials and technologies of rocket and space equipment production items. Deformable solid mechanics and strength problems.
3. Aerodynamics, flight dynamics, control and navigation of aircraft.
4. Design, production, exploitation of aviation equipment and organization of transport processes.
5. Theory, construction, safety, strength and technology of flight-type engines production.
6. Perspective research in engineering.
7. Electronics and instrument engineering.
8. Fundamental and applied mathematics.
9. Information technologies and data analysis.
10. Structure and dynamics of classical and quantum systems.
11. Physical, inorganic and organic chemistry and chromatography.
12. Bio-ecology, biochemistry and biotechnologies.
13. Economics and management of complex systems.
14. Urban and regional development management.
15. Philology and modern means of communication.
16. Space era in Russian history.
17. Modern psychology: diversity of research experience.
18. Philosophy and sociology of science.
19. Actual problems of legal regulation of social relations.
The following documents should be submitted to the Council of Student Research Work (room 210, administration building) before 1 May:
- applications for participation (application 1);
- theses of reports of 1-2 pages signed by the authors (application 2);
- electronic variant of report theses is sent to e-mail: firstname.lastname@example.org; file title: surname of the first author – number of section.
- expert evaluation about the opportunity to publish materials in the public media.
The field “theme” is to be indicated as “Samara University – Korolev readings”. | aerospace |
https://3in1spot.com/new-space-station-construction-site-could-help-expand-spacexs-dream-of-mars/ | 2022-06-25T22:11:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103036176.7/warc/CC-MAIN-20220625220543-20220626010543-00757.warc.gz | 0.959485 | 640 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__70951322 | en | A proposed SpaceX space station construction site near the Florida coast could help expand the company’s dreams of a human outpost on Mars, but there’s still a big hurdle to overcome.
The site near Canaveral Air Force Station in Florida has been in the works for some time, but was recently approved for construction by the Florida Department of Environmental Protection.
The proposed site at Lake Worth Airport would house SpaceX’s Falcon 9 rocket and the Falcon Heavy spacecraft.
It’s also a prime location for SpaceX’s next test flight, which is planned for late 2020 or early 2021.
According to a company release, the site is part of the company-managed space port at the port’s west terminal.
“Our goal is to have the SpaceX launch pad and launch complex ready for the launch of the Falcon 9 vehicle at the Lake Worth Space Port by the end of 2021,” SpaceX CEO Elon Musk said in a statement.
“This will provide the SpaceX team with a significant boost in the ability to support future missions, while also enhancing the Port’s attractiveness to the broader commercial space industry.”
The SpaceX facility at Lake Wollensky is expected to be fully operational by the mid-2020s.
Musk is hoping the site can support SpaceX’s plans for a manned station on Mars and an eventual landing on the Red Planet.
The SpaceX site could help accelerate SpaceX’s dream of a space station and a Mars colony.
But SpaceX hasn’t confirmed its plans for the site, or its potential use for the future space station.
In April, SpaceX revealed it planned to test-fly its Falcon 9 first stage on the SpaceX property and said it would “provide a demonstration of the capabilities of the new Falcon 9 v1.1.”
The company also said the first stage would be deployed from the rocket in 2021.
But as of the end in June, SpaceX had not provided a timeline for its next test-flight, or even an estimate of when it would land the first Falcon 9.
SpaceX’s future plans have been in question since a series of mysterious explosions in the late 1990s left the site temporarily closed.
At that time, the company said the site was “not operational.”
SpaceX did not respond to a request for comment about why the site remained closed.
In November, SpaceX said it was considering whether to build the site for the next Falcon 9 launch, but it later changed course and said its plans were still in flux.
SpaceX is currently planning for a Falcon 9 demonstration flight that would occur in 2020, but the company has not said how it would do that.
The next test flights would likely be at the SpaceX pad, not the SpaceX facility, so SpaceX will need to wait for the Falcon’s arrival to be cleared for flights.
In 2018, SpaceX received a permit to test fly its Falcon Heavy rocket, but a Falcon Heavy test flight never occurred.
SpaceX still has plans for an unmanned mission to the International Space Station. | aerospace |
https://m.poemhunter.com/poem/my-mother-s-body/ | 2018-07-18T09:06:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590074.12/warc/CC-MAIN-20180718080513-20180718100513-00230.warc.gz | 0.980192 | 133 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__259844742 | en | The New Morality
by Oskar Hansen
I saw a plane coming from Lisbon flying high,
It was a clear night sky; I could see a horse flying
besides the plane "did you see that" the first pilot said,
to the second pilot. Yes, it was Pegasus delivering books
to those who cannot read.
We are coming back; something is wrong, the pilot said,
The chief pilot lit a cigarette, which is not allowed,
the second officer objected it was not legal.
When the plane was ready to fly again, it had another chief pilot
the second officer had reported the old one. | aerospace |
https://m.scoopernews.com/detail?newsId=445309 | 2019-04-18T20:22:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578526807.5/warc/CC-MAIN-20190418201429-20190418223429-00197.warc.gz | 0.947945 | 308 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__22788304 | en | Future Space Travel May Rely On Magnets, Not Fuel
Of all the limitations to space travel, fuel may be the biggest. Every time NASA's space shuttle has been launched into orbit, it takes off attached to a 1.6-million-pound fuel tank. Consider that NASA only packs enough fuel for a single round trip to orbit and back, and you begin to understand how astronomically impractical traveling beyond the solar system would be with that technology. That's why engineers have worked for decades to find a more efficient form of fuel. One solution: no fuel at all, via electromagnetic propulsion.
Ideas in this vein have come in many forms. In 2001, David Goodwin proposed that the vibration that occurs when electricity is applied to supercooled electromagnets could provide enough of a jostle to propel spacecraft faster and further into space than any other method. About a decade later, Franklin Chang Díaz began working on a magnet-based engine that requires some fuel in the form of argon gas. This turns into cold plasma that becomes energized by flowing through superconducting magnets, thereby creating thrust as the plasma escapes through the back. And in 2015, NASA EagleWorks propulsion researchers led by Harold "Sonny" White demonstrated that a flavor of fuel-free electromagnetic propulsion drive proposed in 2010 by Chinese scientist Juan Yang could work in a vacuum.
Explore the idea of interstellar travel with the videos below.
Check out our full series on the power of magnets and how they are shaping the future. | aerospace |
https://bennettbotanicalpropeller.com/about/ | 2024-02-28T05:38:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474697.2/warc/CC-MAIN-20240228044414-20240228074414-00538.warc.gz | 0.953475 | 280 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__33159482 | en | After conducting an eight year study of the winged seed, or ‘samara’, the Bennett Botanical Propeller Company completed its first prototype having discovered the samara from the maple tree, which holds the levelest flight path during autorotation, actually held potential for an aircraft propeller design. The webbed veins provide much of the aerodynamic function in addition to the overall structural support of the blade. We learned that replicating them caused such a change in thrust, it compromised the integrity of the blade so they had to be reduced in size and number.
The initial design approach was to reverse the physics; take a winged seed (samara) from the maple tree, turn it over, add another blade on the other side, provide energy to the hub (seed), spin it in the opposite direction and voila, you get thrust. When put to the test, you do get thrust, and a lot of it!
After much planning, and hundreds of tests which were non-paradigm, truly ‘outside the box’, finally, a working innovation that actually improves the efficiency of an aircraft propeller was developed.
Since those first exciting trials, continuous testing has culminated in a successful, marketable design, the UTARA (Universal Thrust Autorotation Augmenter), and now it’s available for certain aircraft. | aerospace |
https://www.mightygwyn.eu/p204992542/h181D9DE0 | 2023-12-07T14:30:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100674.56/warc/CC-MAIN-20231207121942-20231207151942-00199.warc.gz | 0.941443 | 131 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__156798060 | en | Riesenkopf: Halifax MZ-807. The memorial
On the night of 2nd/3rd December, 1944, Halifax MZ807 was one of 503 planes on a successful mission to bomb Hagen, Germany. Return conditions were atrocious, with dense fog and planes encumbered by heavy icing. MZ807 lost its right engine and crashed into the side of Riesenkopf, a mountain behind Soultz Haut-Rhin, Alsace, Six crew members died and one survived. The memorial to the crew is a magnificent stone on the D431 at the exact site of the crash. | aerospace |
http://www.pasadenasun.com/topic/science-technology/space-programs/nasa-ORGOV000098.topic | 2013-05-24T12:25:28 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368704655626/warc/CC-MAIN-20130516114415-00085-ip-10-60-113-184.ec2.internal.warc.gz | 0.903745 | 876 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__59809172 | en | Displaying items 37-48 of 300
NASA news, photos and video - pasadenasun.com
RSS feeds allow Web site content to be gathered via feed reader software. Click the subscribe link to obtain the feed URL for this page. The feed will update when new content appears on this page.
A collection of news and information related to NASA published by this site and its partners.
Displaying items 1-12 of 2871 » View pasadenasun.com items only1 2 3 4 5 6 7 8 9 10 11-240 Next >
A proposed mission to capture an asteroid and bring it into orbit in the Earth-moon system is a stepping stone to sending humans to Mars, NASA administrator Charles Bolden said Thursday at the Jet Propulsion Laboratory. Bolden visited the La Cañada...
Planet-hunting scientists were dealt a major blow Wednesday when NASA officials announced that a crucial wheel on the Kepler space telescope had ceased to function and that the craft had been placed in safe mode. Even as NASA officials raised the...
Tags: Amina Khan, Science and Technology, Science
After nine years on the job, NASA’s Mars rover Opportunity has finally broken a 40-year-old record for the longest distance driven on another world. The Mars rover Opportunity has been exploring the Red Planet’s surface since landing in...
Teams will fan out across the Sierra Nevada on Thursday to perform their final snow survey of the season, a closely watched rite of spring that helps determine how much water will flow to farms and cities in coming months. But 18,000 feet above the...
NASA is sending a rover to a remote frontier on harsh terrain that's unfriendly to humans. But it won't be to the moon or Mars -- it's headed for Greenland. From May 3 to June 8, the Goddard Remotely Operated Vehicle for Exploration and Research will...
Tags: Amina Khan, Greenland
President Obama's budget proposal, unveiled on Wednesday, would cut funding for planetary exploration at NASA by roughly $200 million, although it still funds several high profile missions being planned out of the Jet Propulsion Laboratory in La Cañada...
NASA's Curiosity rover has found evidence that Mars could have once held life, scientists said Tuesday. The one-ton rover drilled into a rock last month and collected a sample that contained essential ingredients for life on Earth, including hydrogen,...
The supersonic parachute that helped the NASA rover Curiosity land safely on Mars eight months ago has become part of an accidental science experiment. The Mars Reconnaissance Orbiter snapped photos of the 100-pound parachute between August and...
Hydrogen peroxide is used to clean counter tops here on Earth, but Jupiter’s moon Europa may use it for a more important endeavor — to supply energy to simple life forms. Scientists at NASA’s Jet Propulsion Laboratory and Caltech...
NASA's Jet Propulsion Laboratory may be most famous for sending Curiosity to Mars and Voyager to the edge of the solar system, but some of its coolest technology is being used right here on Earth. For the last month, a manned C-20A aircraft owned by...
It could take several months for aerospace experts to design a manned mission to a Martian moon. Students pulled off the feat in five days. Caltech hosted a competition on its Pasadena campus this week that divided 32 students from 21 different...
It was welcome news to Earthlings: The Voyager 1 spacecraft had seemingly crossed a momentous threshold and become the first man-made object to enter interstellar space. "Voyager 1 has left the solar system," the American Geophysical Union declared...
May 23, 2013 |Story| Pasadena Sun
May 16, 2013 |Story| Pasadena Sun
May 18, 2013 |Story| Los Angeles Times
May 6, 2013 |Story| Los Angeles Times
May 6, 2013 |Story| Pasadena Sun
Apr 10, 2013 |Story| Pasadena Sun
Mar 12, 2013 |Story| Pasadena Sun
Apr 3, 2013 |Story| Pasadena Sun
Apr 5, 2013 |Story| Pasadena Sun
Apr 5, 2013 |Story| Los Angeles Times
Mar 31, 2013 |Story| Pasadena Sun
Mar 21, 2013 |Story| Los Angeles Times
Original site for NASA topic gallery. | aerospace |
http://airworthynext.com/who-we-are/ | 2023-06-06T16:27:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652959.43/warc/CC-MAIN-20230606150510-20230606180510-00006.warc.gz | 0.937773 | 309 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__68519577 | en | Who we are
AirworthyNext is a European Airworthiness and Business Aviation Consultancy that offers diverse services to aircraft owners, operators, large corporations and financial entities.
Founded by two former managers of an International Business Aviation Operator, with a solid aviation experience in different areas: airworthiness, flight operations, quality, compliance or maintenance, AirworthyNext offers a wide range of services.
José Luis García
José Luis has been working in Business Aviation for almost 20 years. During the last 12 years has been the Technical Director of an International Operator dealing with aircraft manuafacturers, maintenance service centers and Civil Aviation Authorities.
Having been involved in a huge number of aircraft purchases and sales, supervising completion and deliveries, he has the knowledge and skills to advise clients on virtually any aviation-related matter.
- Aeronautical Engineer and Graduate in Aerospace Engineering.
- Master in Business Administration (MBA)
Co-founder & Head of Compliance. More than 15 years of experience within the Business Aviation sector. 10 years as Quality & Compliance Director in an International Business Aviation Operator.
He is an EASA approved auditor with a thorough knowledge of not only the European EASA regulations but also FARs, Canadian, OTAR’s and ICAO rules. He does not only provides audit and compliance services but also SMS safety reviews and audits of management companies and flight departments.
- Aeronautical Engineer and Graduated in Aerospace Engineering. | aerospace |
https://www.jozefkozar.com/research/ | 2017-07-22T04:54:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549423901.32/warc/CC-MAIN-20170722042522-20170722062522-00064.warc.gz | 0.874177 | 446 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__61582375 | en | My research interest is multi-disciplinary, covering space systems and missions analysis with important focus on related planetary science.
- Theoretical concept of satellite navigation system (GNSS) for Mars [read more]
- Phobos based Mars data re-transmission system (concept) [read more]
- Analysis of manned exploration mission to Mars with exploration targets. This project includes:
- Study of planetary conditions with respect to manned mission objectives and related mission analysis. The aim of the research is to determine the most suitable mission type to Mars – orbital/telepresence exploration and in-situ/surface landing mission and to describe the necessary steps of manned mission to Mars.
- Planetary science with focus on influences of natural conditions to exploration missions [read more]
- Identification of potential landing sites for Mars exploration missions based on analysis of planetary data obtained by Mars orbiters (NASA) and implemented to GIS.
- Project details can be found also on ResearchGate.
My participation on other research projects:
- Analysis of HiRISE image cutouts to measure fans that appear in the spring on the seasonal ice cap of Mars. MRO mission (NASA).
- Analysis of raw images from CTX camera of Mars Reconnaissance Orbiter. MRO mission (NASA).
Projects in initial phase (not yet started):
- Infrared and thermal imaging diagnostics in navigation process of rover on Mars. In research will be used a laboratory – environment with the sand and artificial regolith (simulated Martian soil with similar chemical and physical characteristics), heating/cooling system and high sensitive thermal imaging camera. Expected beginning of the main experiments is in the fall of 2017.
Projects where I do not actively participate anymore:
- Demonstration of use of the web technologies in basic research – evolution of changes in local climate and the monitoring of the climate conditions. External consultant (2010-2016) for the meteorological station project located in Technical University in Kosice. Monitoring based on intelligent web technologies and neural networks with the aim to monitor the local climate conditions in the city.
Do you think that you can support or donate my research? Then just follow this link please. | aerospace |
https://www.24x7liveindia.com/isros-relatable-social-media-posts-on-moon-mission-wins-hearts | 2024-02-29T19:13:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474852.83/warc/CC-MAIN-20240229170737-20240229200737-00322.warc.gz | 0.922474 | 219 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__88716944 | en | ISRO's relatable social media posts on Moon mission wins hearts
Bengaluru, Aug 23 (PTI) From the time Chandrayaan-3 was launched on July 14 to its historic soft-landing on the surface of the Moon today, ISRO's official social media handles kept millions of people glued to their screens by taking an informal approach to communicating crucial moments of the mission to the public.
On successfully soft landing on the lunar surface as planned at 6.04 PM today, ISRO posted on X, formerly known as Twitter: "Chandrayaan-3 Mission: India, I reached my destination, and you too!" directly addressing India, while capturing the joy and sense of accomplishment of the entire nation.
Similarly, all through the span of the venture, ISRO’s social media handles interspersed their tweets and posts with an occasional "Welcome buddy!" and "Thanks for the ride, Mate!", making it conversational and easy to relate to, rather than just reeling out technical terms, while giving updates about India's ambitious Moon mission | aerospace |
https://climatechangeresources.org/category/transportation_aviation_key/ | 2022-08-17T17:10:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573029.81/warc/CC-MAIN-20220817153027-20220817183027-00371.warc.gz | 0.928984 | 498 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__211601445 | en | Meet Alice, the world’s first all-electric commuter aircraft.
Built to make flight the sustainable, affordable, quiet solution to regional travel.
Search website. Enter your search term above.
The White House on Thursday said it is targeting 20% lower aviation emissions by 2030, as airlines facing pressure from environmental groups to lower their carbon footprintpledged to use more sustainable aviation fuel (SAF).
President Biden is taking steps to coordinate leadership and innovation across the federal government, aircraft manufacturers, airlines, fuel producers, airports, and non-governmental organizations to advance the use of cleaner and more sustainable fuels in American aviation.
Even as electrification has taken off in everything from cars to lawn care, the idea of removing fossil fuels from such an energy-intensive—and weight-sensitive—application as aviation felt like a far-fetched dream. Yet slowly, we have started to see promising signs for electric commercial flight—at least on short-haul routes.
alabama start-up SE aeronautics has unveiled the ‘SE200’, an all-new green widebody airplane design with a tri-wing configuration that could potentially revolutionize the world of commercial aviation. the innovative aircraft concept will carry up to 264 passengers, flying more than 10,000 miles with 80% lower carbon footprint than similar traditional planes.
We all want to spend less time traveling and more time living. At Joby Aviation, we’re making that possible with our pioneering electric aircraft. It’s a faster, cleaner, and smarter way to carry people through their lives.
Commercial jets delivered by Boeing Co (BA.N) last year will account on average for emissions equivalent to 1 million tonnes of carbon dioxide each over their 20-year-plus lifespans, a new report from the planemaker shows.
Air travel has an undeniable carbon footprint: some estimates suggest roughly 2.4% of global carbon dioxide emissions come from commercial aviation and passenger aircraft emissions increased 33% between 2013 and 2019.12
Aircraft that produce zero emissions will be flying by the middle of this century and Airbus’s Flintshire plant will play a “critical” role, according to a senior manager.
United Airlines (UAL.O) said on Tuesday it would buy 100 19-seat ES-19 electric planes from Swedish start-up Heart Aerospace, as the U.S. carrier eyes battery-powered aircraft for regional routes. | aerospace |
https://newpapyrusmagazine.blogspot.com/2009/05/robots-could-build-base-on-moon.html | 2021-07-28T10:45:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153709.26/warc/CC-MAIN-20210728092200-20210728122200-00557.warc.gz | 0.934083 | 894 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__17440108 | en | The online magazine of science, technology, socioeconomics, politics, and the future
Monday, May 18, 2009
Robots Could Build a Base on the Moon
Two ATHLETE robots joining twin habitat modules together
Establishing a permanent and continuously growing human presence on the surface of the Earth's moon could be a pivotal point in human cultural evolution. Humans could utilize the lunar regolith to produce oxygen for breathing and as a chemical component of water. Additionally 5 to 10 meters of lunar soil could be used to shield lunar habitats from the deleterious effect of cosmic radiation. If humans living at a lunar facility for several years can remain healthy and perhaps even reproduce under the Moon's 1/6 hypogravity environment then humanity will no longer have to confine its existence to the surface of the Earth, allowing us to expand human civilization to the Moon, Mars, and perhaps Mercury which should greatly enhance the survival of the human species in the solar system.
The moon also has some industrial potential since it requires at least 20 times less energy to launch a satellite into Earth's orbit from the lunar surface than from the Earth's surface. Satellites are at the core of the trillion dollartelecommunications industry. So if satellites could eventually be manufactured and launched from the lunar surface then lunar colonies could someday dominate the satellite manufacturing, satellite launching, and perhaps even the satellite repair industry. Tourism and even the burial of human ashes on the Moon could also be potential multi-billion dollar lunar industries in the future.
Unfortunately, NASA's next program, Constellation (a mission currently under review by the Obama administration), is not a lunar base program. Constellation is an Apollo-like sortie program which NASA argues could be a prelude to a lunar base program. Some now argue that a lunar base program should be scrapped altogether.
How difficult would it be to set up a lunar base?
It may be a lot simpler and cheaper than we imagine-- if we let remote controlled robots do all of the hard work even before humans arrive. Just one launch from NASA's future heavy lift vehicle, the Ares V, could place between 15 to 20 tonnes of payload on the lunar surface. So a fully functioning lunar facility capable of accommodating perhaps 10 astronauts at a time for a year or more would probably only require three or four launches of the Ares V-- excluding the manned launches required to bring the astronauts to the lunar surface. Of course the astronauts should be attempting to live off the land as much as possible by manufacturing their own oxygen from the lunar regolith. But the Ares V could launch another 20 tonnes of food and water if they ran short.
Humans require approximately 3 kg of water per day, 2.8 kg of oxygen per day and 1.8 kg of food per day: 2.8 tonnes of water, oxygen, and food for each individual on the moon annually. Obviously, if oxygen and water can be recycled to some degree then supplies would last longer. And if oxygen can be efficiently manufactured from the lunar regolith then oxygen wouldn't have to be imported from Earth at all and only the small hydrogen component of water (11%) would have to be shipped from Earth in order to manufacture H20 on the lunar surface.
To assemble these bases, NASA could use the emerging ATHLETE robot technology. The spider-like ATHLETE robots and other remote controlled vehicles could assemble and properly shield the lunar base with lunar soil. These robots could also travel practically all over the vast lunar surface, thousands of kilometers away from the manned lunar base, collecting rocks and soil samples from different regions of the moon and then returning those samples back to the lunar base for eventual export back to Earth for study.
Just a few billion dollars-- extra-- in annual funding for NASA could accelerate the development of the Ares V and the development of the lunar base and lunar transportation infrastructure so that humans might return to the moon as early as 2016. But this time not to visit, but to stay!
Looking for the vulture assist with Neolithic burials
1 year ago
"The knowledge that we have now is but a fraction of the knowledge we must get, whether for peaceful use or for national defense. We must depend on intensive research to acquire the further knowledge we need ... These are truths that every scientist knows. They are truths that the American people need to understand." (Harry S. Truman 1948). | aerospace |
https://flightcharter.com.au/brisbane-to-dubbo-charter-flights/ | 2023-12-07T19:21:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100686.78/warc/CC-MAIN-20231207185656-20231207215656-00669.warc.gz | 0.920632 | 409 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__278101111 | en | Do you need to flights to or from Brisbane or Dubbo for business or pleasure?
Due to the recent withdrawal of several airlines providing direct flights from Brisbane to Dubbo, there has been an increased demand for private charter flights to accommodate the current void on the popular travel route.
FlightCharter.com.au has access to a large fleet of aircraft available for private charter whom can provide same-day return flights or staggered flights depending on your requirements and can be tailored to suit your individual needs.
Air charter involves renting the whole plane for a round trip and depending on the aircraft, can typically facilitate passenger seating in the quantities of 4, 8, 10 or 15 seats.
Passengers who need to travel between Brisbane and Dubbo and require the convenience of a direct flight, are now seeking alternative methods of air transport away from the major and regional airlines.
A key advantage of chartering a private plane or helicopter is that you can nominate your own departure and return times and benefit from the convenience of not having to check-in through airport terminals or alternatively, having to stop and change planes to arrive at your destination.
Pricing for Brisbane to Dubbo, or vice versa, is based on the aircraft selected and duration of stay.
Typical prices for same day round trips between Archerfield Airport and Dubbo Airport are (inc of GST):
4 seat aircraft; 2.2 hours each way; $1750 per seat equivalent, for $7,000 total.
8 seat aircraft; 2.2 hours each way; $918 per seat equivalent, for $7,500 total
8 seat turboprop; 1.4 hours each way; $1,000 per seat equivalent, for $8,000 total
15 seat turboprop; 1.2 hours each way; $933 per seat equivalent, for $14,000 total.
For more information or to book a private charter flight from Dubbo to Brisbane or vice versa, contact our Reservations team today. | aerospace |
https://peoplenewschronicle.com/new-space-an-opportunity-for-argentina/ | 2024-02-27T06:30:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474671.63/warc/CC-MAIN-20240227053544-20240227083544-00703.warc.gz | 0.975863 | 2,001 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__13366159 | en | The competition for access to outer space by private companies is experiencing an advance never seen before. For more than a decade, companies Space X, Virgin Galactic and Blue Origin have sought to make space travel more and more common for anyone who can afford it and, also, colonize the Moon and Mars.
Behind the space activities that have been generated from the private sector by the companies Space X, Virgin Galactic and Blue Origin, there are also important advances in research and development of technologies.
The New Space, as this new race to reach space with private contributions is called, is making it possible to save many of the aerospace instances that were previously in the power of government agencies or bodies.
Argentina for its part has been no stranger to this global evolution, presenting decades of experience in this field. Aerospace engineer Pablo de León, professor and director of the Department of Space Studies at the University of North Dakota, in the United States, has worked together with NASA to design the suits and habitat that will be used by astronauts who will travel to Mars in the next years. In a dialogue with The Press, the specialist referred to the challenges and opportunities that this career represents for the country.
-What do the goals of the space race led by Jeff Bezos, Elon Musk and Richard Branson mean for humanity?
-I think it is much more than a competition between billionaires. One sometimes reading articles where there are people who criticize, in some way, the excessive wealth of these people and see it as a kind of whim that they want to go into space and they do it in this way.
-How do you see it?
-Sometimes I think that maybe someone also criticized the Wright brothers and more than one must have said “ These people are crazy wasting their money ”, What are you doing. What happens now is that these are the first steps where one does not know where this is going to end and in what way.
Possibly, it is going to move away from the original objective, which in the case of Bezos and Branson is space tourism, and it is going to become a technological spill due to the amount of developments that are generated as a result of this. I see it as a good thing, without a doubt these people who have had an interest in space issues are inspired by the achievements of the space race of the 60s and 70s.
-They do good to technological development.
-Yes. Now that they have the economic means to be able to do so, they invest in this, instead of buying an island in the Caribbean or the fifth yacht, and that ultimately will end up benefiting us all, for example, generating projects such as giving Internet to the entire planet Earth, as is the case with Elon Musk with the Starlink system. I see the developments of Tesla, here in the United States, how they are really revolutionizing automotive technology without using oil and a number of other developments that these people have made. It seems very positive for everyone.
IMPACT ON THE INDUSTRY
-How will it impact that the private sector is revolutionizing the transportation industry with flights and suborbital speeds?
-I do not limit it to the suborbital, but, in the case of Elon Musk who is truly revolutionizing orbital space flights, he will also go beyond low-Earth orbit in a few years. For decades NASA and the space agencies had a monopoly on space flight and, in particular, manned space flight. In recent years there have been flights led by Space X that have been changing and surpassing the space agencies. What this company does about how to recover rockets and reuse them a dozen times is something that no space agency in the world, including NASA, could do.
-What would that conservatism be like?
-Many times you don’t take risks when designing a spacecraft precisely because of its high cost and you play it safe. However, in the case of Space X and the other two competitors they have decided to take risks that states usually cannot take and, luckily, they have done well so far. I think it is something very auspicious, Space X has reduced in some cases more than 10 times the cost of space transport and that, without a doubt, is going to bring a lot of changes not only in the space issue, but in other areas.
-What did the development of astronautics on its soil mean for Argentina? How important were the Perón and Frondizi governments for the sector?
-Argentina has been a pioneer country in the development of space systems and I am not talking about the last 10 or 20 years. The country began this path more than eight decades ago and at the same time as the first superpower nations that began to investigate this issue. The case of President Frondizi was the one that through a 1960 decree created the CNIE, the National Commission for Space Research, which is the first space agency in Latin America. Frondizi had the pioneering idea, saw how important this technology was going to be and helped by Teófilo Tabanera, a famous Argentine space specialist and pioneer, created this space agency, just two years after the creation of NASA.
–He also had collaborations with NASA.
-Yes, and with the space agencies of France and the then German Federal Republic and even with Brazil. In fact, Brazilian specialists in the area came to Argentina to learn how space technology was made. So it was a pioneer country and, today, it continues to play an important role in the regional context, from Mexico on down, Argentina is the country that has the most development in the space field.
-It was your first government that began aerospace development in Argentina. Of course, part of this happened with the European immigration that arrived at that time and that was made up of a number of war criminals from the Nazi regime, including a significant number of engineers not only Germans, but also Italians and people who were not part of it. of the axis, as professionals of Polish origin who were on the side of the allies.
All of them came to the country because Europe at that time was practically destroyed and there was no place for this type of research, while in Argentina there was an interest in aeronautical development. We have great engineers like Reimar Horten and Kurt Tang, among others. All of them formed a very important aeronautical engineering school and, also, generated specialists in aerodynamics, power plants, propulsion, aircraft development and that, plus investment in workshops and research laboratories, were the ones that allowed to create some thus the seed of what later became the development of advanced rockets in Argentina.
THE MONKEY JUAN
-Argentina was the fourth country to be able to take a living being to space and return it alive to Earth, in what framework was this milestone taken?
-Argentina since the development of rockets began and, somehow, watching from afar the sending of the first animals into space, in the case of Laica by the Soviet Union and monkeys in the United States, they were also interested in sending beings alive. This happened with a Belisario mouse and several later mice that were sent in low-altitude flights and, later, in the launch of the Juan monkey, in 1969, which was the first Argentine primate in space that reached a considerable height where practically space is considered. The feat was achieved in a national rocket that were very complex developments to do in those years and, nevertheless, Argentina did it, becoming one of the few countries in the world that carried out this type of development.
-Then he couldn’t hold himself.
-The Argentine space program had ups and downs as we entered the 70s and 80s and, later, it entered a kind of sinusoid of triumphs and failures and, also, inattention. But somehow we always maintained ourselves as a country that had a very important spatial presence and that, regardless of the governments, had a nucleus of highly trained and highly outstanding professionals who made developments of great importance.
-And what happens now?
-Today, despite the problems and circumstances in Argentina, that is still more or less maintained, although I think it could be much more so and that we have not exploited national capacities. Our country would already have to have a satellite rocket to put its satellites independently and it has never achieved this, not due to lack of capacity, but due to the absence of political decisions to carry it forward.
-Does the New Space represent an opportunity for Argentina?
-It is undoubtedly a great opportunity and there are already a number of Argentine companies that have been working on this issue for a long time. An example is the case of Satellogic, which began with a grant from the Ministry of Science and Technology a few years ago and developed on an international scale. Today it has headquarters in several countries of the world and develops a family of satellites that photograph the earth in high resolution and offer those images for different studies and others. There are also LIA Aerospace and Tlon Spacehay, two companies working on the creation of satellite launch vehicles.
-What does it take to explode more?
-The current environment is not the most appropriate because spatial development requires the possibility of having more open borders to be able to export, import and trade freely with other countries. Also so that the problems of our developers are exclusively more technical and not bureaucratic and unnecessary because that is what ends up deciding that these entrepreneurs end up choosing their destinations in other countries as happened, in some way, with Satellogic. I believe that an environment open to innovation, exchange with the world, exports and the generation of genuine foreign exchange is something that is lacking precisely so that this new space allows the country to expand employment and development opportunities. | aerospace |
https://www.australiannationalreview.com/world-news/chinas-space-rocket-technology-achieves-major-breakthrough-reveals-official-announcement-rt-world-news/ | 2023-09-21T10:12:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233505362.29/warc/CC-MAIN-20230921073711-20230921103711-00717.warc.gz | 0.946665 | 529 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__42308209 | en | A private Chinese aerospace firm called LandSpace, based in Beijing, has made history by successfully launching the world’s first methane-liquid oxygen rocket into orbit. This achievement puts them ahead of global competitors, including Elon Musk’s SpaceX. The rocket, named Zhuque-2 or ZQ-2 for short, took off from the Jiuquan Satellite Launch Center in China’s Gansu Province on Wednesday. It carried a test payload and reached an orbit approximately 500 kilometers (310 miles) above Earth.
The flight lasted 750 seconds, demonstrating the capabilities of the Tianque-12 methane-liquid oxygen engines used in the rocket. These engines are not only safer but also more cost-effective and efficient compared to other solid or liquid fuel alternatives. In addition, the ZQ-2 system is capable of carrying a maximum payload of six tonnes into low-Earth orbit.
One notable advantage of the ZQ-2 is its clean and reusable nature. The methane-propelled rocket requires less time for preparation and refueling, making it suitable for multiple launches. This feature allows for cost savings and increased efficiency in space missions.
LandSpace previously faced a setback in late 2022 when a technical issue with the rocket’s second stage prevented a successful launch. However, the recent success has propelled them to the forefront of methane-based rocket technology, surpassing US-based companies Relativity Space and SpaceX, which are also working on developing methane propulsion systems.
Zhang Changwu, the founder and CEO of LandSpace, expressed his delight at the achievement, stating that it positions China as a leader in the global space race for methane-powered rockets. Looking ahead, LandSpace is now preparing for another test launch and plans to establish a reusable rocket program based on the Tianque-12 engines, aiming for a launch in 2025.
China has made significant advancements in both its public and private space programs in recent years. The China Manned Space Agency (CMSA) successfully launched the first module of its Tiangong space station into orbit in 2021, with plans for further missions into 2024. The CMSA also has ambitious goals of sending astronauts to the Moon by 2030 using a liquid kerosene rocket called the Long March 10, which is expected to offer similar benefits to the methane system developed by LandSpace.
The success of LandSpace’s methane-liquid oxygen rocket is a testament to China’s growing presence in the global space industry. With ongoing advancements and ambitious plans, China is solidifying its position as a major player in space exploration and technology. | aerospace |
https://www.duerr-ndt.com/news/event/space-tech-expo-usa.html | 2018-01-21T16:53:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084890795.64/warc/CC-MAIN-20180121155718-20180121175718-00468.warc.gz | 0.849957 | 87 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__167468894 | en | Space Tech Expo USA
Space Tech Expo and Conference is America’s engineering meeting place for space technology.
The B2B space industry event brings together thought leaders, decision-makers and buyers to meet the manufacturing supply chain for commercial, civil and military space and aerospace.
Visit us at our booth # 9007 (in cooperation with Willick Engineering)
Register now for free:
Location: Pasadena, CA, USA | aerospace |
http://redmeters.com/mining-the-stars-companies-go-to-new-heights-for-possibly-infinite-production/ | 2017-08-22T22:33:10 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886116921.7/warc/CC-MAIN-20170822221214-20170823001214-00689.warc.gz | 0.928545 | 693 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__7112857 | en | Mining the Stars: Companies go to new heights for possibly infinite production
Ed. M. DeHart
Fuel processing concept.
Source: Deep Space Industries
With finite resources on Earth and the seemingly endless potential space provides, prospectors are considering some out-of-this-world solutions. A single 90 foot wide platinum asteroid is believed to be worth $50 billion. American astrophysicist and TV personality Neil deGrasse Tyson said, “If you haul an asteroid the size of a house to Earth, it could have more platinum on it that has ever been mined the history of the world; More gold than has ever been mined in the history of the world.”
Companies have started projects aimed at the asteroid mining business.
Deep Space Industries, a privately held space tech company, has not wasted any time planning its first mission, named Prospector-X, set for launch this year. Prospector-X is a low-Earth orbit nanosatellite, designed to test the tech that will be used for mining on an actual asteroid. If Prospector-X proves to be a success, Deep Space will launch its 50 kg Prospector-1.
Prospector-1 is forecasted to journey to an asteroid and appraise its value by the end of 2020. Through a mid-infrared camera and neutron spectrometer, the spacecraft is designed to see three feet below the surface and send its findings back to Earth. From there, Deep Space will decide whether to send an excavator unit.
A company’s biggest obstacle is knowing the contents of asteroids before sending out excavation teams.
Investors are unlikely to support such a lofty goal without a reasonable promise of return. Because of that, securing data to differentiate the resource-rich rocks dominates the decision-making process. NASA missions Lucy and Psych were designed to learn more about the composition of asteroids to resolve that exact dilemma. These missions and more will help provide some real characteristics that are much more refined and detailed that will enable some data driven action.
Zero-G mining creates a whole new set of obstacles.
Most equipment, training, and processes for extraction have been developed for the pressure and gravity of Earth. Mining projects are used to keeping one’s feet on the ground without much effort. Such is not the case in space. Excavation methodology requires a complete overhaul. Modified drilling and magnetic separation methods could be used, but the reduced gravity wouldn’t hold everything tight and close to the site—pieces would likely drop off and production percentages would drop along with it. The question looms of how much overhaul will be necessary to make the transition from terrestrial mining to asteroid mining.
About Our Writers
Our Red Meters writing team is a focused and dedicated group of professionals committed to detailed reporting and analysis using quality sources. The team uncovers the most current, relevant, and thought provoking stories from the industries we work with and presents them through our Red Meters blog posts and spotlight pieces. The team also posts updates and photos about the exciting things that are always happening in industrial technology, including our own innovative real-time exact density meters, on our social media channels. Our meters are the new standard in density measuring technology, and our talented writers are ready to present news that enlightens, excites, and informs Red Meters readers. Find us on Twitter, Facebook, Instagram, YouTube, and LinkedIn. | aerospace |
https://exotichousedigest.com/boeings-stock-rises-despite-accelerating-cash-burn-rate/ | 2024-04-20T01:10:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817463.60/warc/CC-MAIN-20240419234422-20240420024422-00889.warc.gz | 0.930162 | 177 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__97450876 | en | A surprising turn of events occurred for Boeing as the aerospace company announced plans to increase spending while expecting lower returns, causing its stock to rise nearly 3%. This decision comes amidst ongoing troubles with aircraft malfunctions and government regulations limiting production. Boeing’s CFO emphasized the need to slow down operations in order to prioritize safety and compliance with regulators, a move that may affect the company’s cash flow goals.
Critics suggest that Boeing’s deliberate slowdown is more about appeasing regulators rather than solely focusing on quality improvements. This shift in strategy could potentially put Boeing at a disadvantage compared to competitors ramping up production. However, regaining a reputation for quality could benefit Boeing in the long run, potentially boosting sales. With analysts giving BA stock a Moderate Buy rating and predicting a 40.56% upside potential, investors remain cautiously optimistic about Boeing’s future prospects. | aerospace |
https://portjobs.com/company/duncan-aviation | 2023-03-28T02:16:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948756.99/warc/CC-MAIN-20230328011555-20230328041555-00500.warc.gz | 0.920625 | 400 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__138217937 | en | About Duncan Aviation
Duncan Aviation is the largest privately owned business jet service provider in the world. With complete Maintenance, Repair and Overhaul (MRO) service offerings at three beautiful US facilities, strategically placed regional shops, and mobile technical teams able to provide services worldwide, we help business aircraft operators get the most value from their aircraft ownership.
Customers often visit our major MRO facilities in Michigan, Nebraska, and Utah and are surprised at our vast array of services, our innovative solutions and our excellent customer service. We provide aircraft acquisition & sales, airframe & engine maintenance, avionics installations, interior & paint completions/modifications, avionics/instrument/accessory repairs & overhauls and parts support for aircraft manufactured by Bombardier, Dassault, Textron, Gulfstream and Embraer.
Our avionics satellites and engine Rapid Response teams provide avionics and engine services in the field for scheduled and AOG work. And our parts team gives 24/7/365 support worldwide with knowledgeable reps who answer the phone day or night. Even with these vast resources at the ready, we serve customers with the friendliness and responsiveness of a small-town company. That is because our people have a passion for aviation and customer service. They are among the most experienced in the industry and the quality of the service they provide is among the best in the world.
Duncan Aviation Salaries
- Aircraft Engineer $54,333/year
- Repair Engineer $51,000/year
- GSE Mechanic $53,004/year
- Airport Maintainer $47,577/year
- Aircraft Maintainer $43,000/year
- Maintenance Technician $60,523/year
- Cargo Services
- Warehouse Agent $47,200/year
- Engineering Designer $81,623/year
- Duncan Aviation | aerospace |
https://www.thedcv.com/famous-firsts-benjamin-oliver-davis-sr-daniel-chappie-james-jr/ | 2023-10-02T09:02:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510983.45/warc/CC-MAIN-20231002064957-20231002094957-00315.warc.gz | 0.965205 | 193 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__37613347 | en | Benjamin Oliver Davis Sr. (1880 – November 26, 1970) was a United States Army officer. He became the first African-American to rise to the rank of Brigadier General in the U.S. military in 1940. He was the father of Air Force General Benjamin O. Davis Jr.
Daniel \”Chappie\” James Jr. (February 11, 1920 – February 25, 1978) was an American fighter pilot in the U.S. Air Force, who in 1975 became the first African American to reach the rank of four-star General in the armed forces.
He attended the famous Tuskegee Institute and instructed African American pilots during World War II. He flew combat missions during the Korean War and Vietnam War, and received the Defense Distinguished Service Medal, two Air Force Distinguished Service Medals, two Legion of Merits, three Distinguished Flying Crosses, Meritorious Service Medal and fourteen Air Medals | aerospace |
https://softmachine.net/category/space/ | 2019-11-12T10:50:35 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496665521.72/warc/CC-MAIN-20191112101343-20191112125343-00215.warc.gz | 0.912422 | 2,375 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__90907437 | en | [rNASA TV Coverage Set for Complex Spacewalks, Briefings Two astronauts will venture outside the International Space Station for a series of complex spacewalks this month and next to repair the Alpha Magnetic Spectrometer (AMS), a cosmic ray detector. Source: NASA Breaking news http://www.nasa.gov/press-release/nasa-tv-coverage-set-for-complex-spacewalks-briefings
3D Printing Rockets in Outer Space? This Company’s Going For It
There’s a startup in California with dreams of enhancing the future of space travel, and they have their very own Stargate.
Not the teleportation portal from science fiction, of course. The Stargate owned by Relativity Space, which just announced a new funding round of $140 million in October, is arguably the largest metal 3D printing device in the world. Which makes sense: after all, you need something pretty ambitious if your aim is to 3D print rockets capable of carrying over a ton of payload into space.
The founders of Relativity Space, which include former employees of Blue Origin and SpaceX, felt that the aerospace industry hadn’t made sufficient use of new additive manufacturing technologies. The CEO and co-founder, Tim Ellis, thinks 3D printing can almost entirely automate the production of rockets and give the company an edge in an increasingly crowded market. “Other companies, by our estimates, are 3D printing less than 1 percent of their parts, and we’re looking at achieving 95 percent by the end of 2020,” he said. Only those components which can’t be 3D printed, such as the circuitry, are traditionally manufactured.
Rapid Prototyping and Machine Learning
One of the key advantages, if this can be achieved, is reducing the time it takes to produce new rockets and new rocket designs. Currently, it takes 12-18 months to build a new rocket from scratch in a process that often involves assembling over 100,000 components, often from very diverse supply chains. Relativity Space hopes to reduce the lead-time to two months, allowing them to iteratively produce better designs, and create tailor-made rockets for all manner of applications.
Ideally, in a world of fully-automated additive manufacturing, testing out a new design is as simple as sending a design template to the printer. It allows the company to explore more innovative designs in terms of geometry and topology rather than relying on existing templates. This could be crucial in rocket design, where weight is at a premium.
Speeding up the process of manufacturing launch vehicles can prevent new satellites or experiments from having to wait months or years to reach low Earth orbit, which is a substantial bottleneck in the commercial exploitation of space. It’s also necessary, as some creativity in the manufacturing process is required when 3D printing complex objects, ensuring that you use as few components as possible, perhaps 100 times fewer than a conventional rocket. The Aeon engines developed by Relativity Space, which are currently being tested at the Stennis Space Center in Mississippi, use only 100 components.
Moreover, Relativity Space, which has put a lot of faith in training its 3D printer using machine learning, is hoping to automate as much of the design and construction process as possible. As the Stargate device operates, the floods of raw data from its sensors are compared with the idealized component design, training neural networks that aim to reduce the rate of faults in manufacture.
Building on Mars?
But Relativity Space isn’t shy about its dreams regarding how it can be used in the future. Perhaps such a self-containing system could manufacture rockets anywhere—and they do mean anywhere. “To print stuff on Mars you need a system that can adapt to very uncertain conditions,” Ellis said to WIRED. “So we’re building an algorithm framework that we think will actually be transferable to printing on other planets.”
The printing process for the Stargate essentially entails melting a gigantic spool of aluminium wire as it passes through the head of the device. This molten metal is then deposited in layers onto a surface, which is kept clean with a constant stream of gas from the arm’s tip. Other components are manufactured using metal laser welding, where metal dust is melted and welded together with extreme precision using a laser.
As the 3D printing process gets successively better, new iterations of the Stargate, doubling in size, are constructing larger and more complicated parts for Relativity Space’s first rocket, the Terran-1. The real test and proof of concept for the Relativity Space idea will arise when the first full rocket is assembled. The company is aiming to launch the first test flight by 2021, and say that the new funding round will keep them in business until the first full prototype is complete.
They’re not likely to be short of reasons for launch, with dozens of companies looking to exploit low Earth orbit, launching constellations of satellites in the years to come—for which the small-launch vehicles they aim to manufacture will be ideal.
Unique Selling Points
However, this is a crowded marketplace. There are over 100 startups targeting the small-satellite market, with only one so far successful in launching a commercial payload to orbit. Indeed, the announcement of this new round of funding came with an admission that the schedule for Terran-1’s first launch would have to be pushed back, from 2020 to 2021. Bright ideas and enthusiasm, as well as some venture capital funding, are not guaranteed to lead to success.
Only a year ago, Vector, another startup targeting the same satellite-launch market, was riding high on a new $70 million funding round, even winning a contract from the US Navy. Now the company has suspended operations, laid off its workers, and appears on the brink of financial collapse, leading some to speculate the market is already overcrowded.
There is an argument that attempting to 3D print almost the entire rocket may well be overkill, while other startups use 3D printing only for a few niche components. While 3D printing small and complex components is usually a net benefit, 3D printing massive metal tanks may be slower and more expensive than traditional manufacturing.
Others will point to the titans of the industry (SpaceX arguably the most prominent) and suggest that they may already be too far ahead of the competition to be caught. Will small, bespoke rocket launches really be necessary in the space industry of the future? If super-heavy lift launch vehicles are regularly being launched in the 2020s or 2030s, those aiming to lift a satellite or two into space may well just hitch a ride on one of these regular launches, rather than seeking to have their own rocket built.
This might not concern Relativity Space all that much. They have already secured contracts with four satellite companies to help them launch. What’s more, even if they fail in capturing a large slice of that rocket market, making the world’s largest 3D printer is likely to be of benefit to other industries, like aerospace or vehicle manufacturing. This alone may well be worth the high value that venture capital sees for the business. After all, even if it doesn’t quite make it into low Earth orbit by 2021, 3D printing isn’t going anywhere.
Image Credit: Relativity Space
Source: Singularity Hub:
[rBoeing’s Starliner Completes Pad Abort Test for Commercial Crew Boeing’s CST-100 Starliner spacecraft completed a critical safety milestone on Monday in an end-to-end test of its abort system. Source: NASA Breaking news http://www.nasa.gov/press-release/boeing-s-starliner-completes-pad-abort-test-for-commercial-crew
[rNASA Science, Cargo Heads to Space Station on Northrop Grumman Mission On the 19th anniversary of the arrival of the first crew to live aboard the International Space Station, a Northrop Grumman Cygnus resupply spacecraft is on its way to the orbiting outpost with almost 8,200 pounds of science investigations and cargo after launching at 9:59 a.m. EDT Saturday from NASA’s Wallops Flight Facility in Virginia. Source: NASA Breaking news http://www.nasa.gov/press-release/nasa-science-cargo-heads-to-space-station-on-northrop-grumman-mission
[rNASA TV to Air Boeing Starliner Pad Abort Test NASA and Boeing will broadcast live coverage of the CST-100 Starliner Pad Abort Test on Monday, Nov. 4, from Launch Complex 32 at White Sands Missile Range in New Mexico. Source: NASA Breaking news http://www.nasa.gov/press-release/nasa-tv-to-air-boeing-starliner-pad-abort-test
[rNASA Awards Contract for Software Licenses, Renewals, Support NASA has awarded ThunderCat Technology LLC of Reston, Virginia, to provide ServiceNow products, renewals and support services for purchase when needed with a Solutions for Enterprise-Wide Procurements (SEWP) Catalog. Source: NASA Breaking news http://www.nasa.gov/press-release/nasa-awards-contract-for-software-licenses-renewals-support
NASA to Live Stream Symposium on Exoplanet Science The symposium, titled “Rocky Exoplanets in the Era of NASA’s Webb: Theory and Observation” is the second symposium hosted by the Sellers Exoplanet Environments Collaboration (SEEC) at Goddard. Source: Nasa Solar System and Beyond News http://www.nasa.gov/press-release/goddard/2019/live-stream-symposium-on-exoplanet-science
NASA Scientist to Discuss “From the Sun to Solar Wind” at Library of Congress Lecture The public is invited to a free lecture called ‘From the Sun to Solar Wind: The Perplexing Solar Corona and the Space Environment it Creates.’ Source: Nasa Solar System and Beyond News http://www.nasa.gov/press-release/goddard/2019/scientist-to-discuss-from-the-sun-to-solar-wind-at-library-of-congress-lecture
[rNASA Selects Minority-Serving Institutions to Advance Aerospace Manufacturing The Minority University Research and Education Project (MUREP) of NASA’s Office of STEM Engagement is partnering with the agency’s Aeronautics Research Mission Directorate to provide students at minority-serving institutions the education and experience needed to help address manufacturing needs in the U.S. aerospace sector. Source: NASA Breaking news http://www.nasa.gov/press-release/nasa-selects-minority-serving-institutions-to-advance-aerospace-manufacturing
[rNASA Assigns Chris Cassidy to Next Space Station Crew, Holds Media Briefing NASA astronaut Chris Cassidy will return to the International Space Station next April. Source: NASA Breaking news http://www.nasa.gov/press-release/nasa-assigns-chris-cassidy-to-next-space-station-crew-holds-media-briefing | aerospace |
https://swafhf.com/startsida/sk37-ajs-viggen/ | 2024-04-15T13:26:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816977.38/warc/CC-MAIN-20240415111434-20240415141434-00178.warc.gz | 0.941783 | 2,474 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__148578486 | en | AJS 37 Viggen SE-DXN
|Last Flight in SwAF
AJS 37 Viggen has been restored to flying condition, and it’s operated by the Swedish Air Force Historic Flight (SwAFHF) at F 7 Såtenäs. In order to be able to show the Viggen outside Sweden, it has been allocated civil registration SE-DXN. No modifications were needed to get the Viggen flying as a civil aircraft, only a GPS a modern radio has been mounted in the cockpit to ease navigation and communication.
Fin numbers: F 15 Söderhamn: 31, F 7 Såtenäs: 52, F 7 SwAFHF: 52
In Swedish language the word Viggen means the flash of lightning accompanied by a crash of thunder which was created by Thor, the Norse god, when he struck his hammer. Often Viggen is translated into Thunderbolt.
Length: 16.3 m
Wingspan main: 10.6 m
Wingspan canards: 5.45 m
Height: 5.81 m
Empty weight: 10569 kg
Takeoff weight: 15525 kg
Power plant: RM8A. 6690 kp and 11790 kp with afterburner Zone III max.
Internal fuel: 4476 kg
External fuel tank: 1013 kg
Service ceiling: 20000 m
Take off speed: 200-310 km/h
Max airspeed: Mach 2 or 1350 indicated.
Range: Internal fuel 1700 km external tank 2100 km
Max allowed G: 6 G during peacetime.
- M/55 canon pods 30mm Aden Mk 4 with 150 rounds (two of them)
- M/70 rocked pods. Six Bofors 135 mm unguided rockets with different warheads. (Four of them)
- Rb04E Active radar homing anti-ship missile. Range 35 km all-weather capability.
- Rb15F Long range anti-shipping missile. Turbo jet. It could maneuver through sophisticated attack profiles and was highly resistant to jamming.
- Rb05A Air-to-ground missile (radio-commanded missile. The pilot guided the missile with a side-stick controller in the cockpit)
- RB75 (AGM-65A Maverick). Medium range TV-guided air-to-ground missile
- M/71 Multiple fragmentation bombs (total 16 bombs 120 kg)
- M771 Lepus 80 kg illumination bombs used for illuminating targets at night.
- Rb 24 and Rb 74 Sidewinder IR
- Bk 90 stand-off munitions dispenser. 24 launch tubes.
- BT53 Laser reflector pod
- U22 Jamming pod.
- KB dispenser pods for self-defense (Shaff and flares)
- Centerline station: 1500-liter fuel tank
- PS-37/A Radar. Mono pulse X-band ground mapping radar. It is designed for targeting ships and in a lesser capacity, a/c. The radar is also used as a navigation aid.
The first Viggen prototype, serial 37-1, took to the air on 8 February 1967.
Preliminary design studies on what was eventually to become the Viggen were initiated by SAAB back in the early 1950.
The project moves forward in December 1961 when an official Swedish Government decision was taken to develop Aircraft System 37 to meet Swedish Air Force´s requirements for a new multi-role fighter, to replace both the SAAB 32 Lansen and SAAB 35 Draken in the surface attack, air defense and reconnaissance roles.
The unconventional design enabled Viggen to meet Swedish Air Forces requirements for speed of Mach 2+ at high altitude and ability to operate from 500 m runways. To keep the landing distance short SAAB developed a thrust reverser integrated with the rear fuselage, still the only one of its kind on single engine aircraf
The Volvo Flygmotor RM8A/B afterburning turbofan was chosen as powerplant for the Viggen. This was a heavily modified license-built version of the civil Pratt & Whitney JT8D used on airliners such as Douglas DC-9 and Boeing 727
A total of 337 Viggen airframes were eventually constructed by SAAB in different versions designed to perform fighter, attack, recce, and trainer missions.
Viggen type designations reflected their operational roles as follows:
AJ for surface attack with secondary air defense role
SK for conversion training
SH for recce, sea surveillance
SF for recce, photographic
JA for Air defense with secondary surface attack role.
In March 1967 only six weeks after the first flight of the Viggen prototype the Swedish Government decided to order an initial batch of 100 a/c. The order comprised of 83 AJ37 and 17 SK 37 to replace the SAAB 32 Lansen in the surface attack role.
A year later the order was increased by another 74 a/c.
The first series production AJ 37 was handed over to Swedish Air Force at SAAB Linköping on 21 June 1971, and deliveries of the first generation Viggen were running until 1 February 1980.
The AJ 37 was optimized for surface attack and carry a large and varied weapons load on seven hard point under wings and fuselage. Maximum weapons load was an impressive 7 tons, compared to the a/c weight of approx. 12 tons.
Viggen conversion training of Swedish Air Force operational units was initiated by an instructor group in January 1973, with 2nd squadron of F7 Wing Såtenäs being the first unit to convert.
During 1974-75 three AJ 37 crashed due to serious wing collapse, while on operational Swedish Air Force missions. All Viggen flying was stopped for six months, during which extensive investigations made it clear that main wing spar was not strong enough to withstand the high performance of the Viggen. The thickness of metal in the reinforced wing spar was increased from 12 to 41 mm.
When Viggen deliveries to Swedish Air Force operational units started in 1973 the a/c were initially left unpainted giving them a natural metal look. In early 1974 Swedish Air Force introduced the characteristic splinter camouflage on the Viggen.
It was a highly effective camouflage in Swedish conditions, consisting of a broken pattern of three tons of green and one tone of brown.
During 1991-97 Swedish Air Force carried out an upgrade program to convert AJ/SH/SF Viggens into a common AJS 37 standard. The modification program provided first-generation Viggen airframes with an integrated attack, fighter and recce capability, resulting in a true multi-role Viggen version.
With AJS 37 the Viggen gained the capability to carry new advanced air-to-surface weaponry systems originally acquired for the JAS 39 Gripen, such as the Rb15F anti-shipping missile and Bk90 stand-off munitions dispenser.
48 of the AJ37 became AJS 37, 25 SH became AJSH 37 and 13 SF became AJSF.
SK37E SE-DXO (37809)
|Last Flight in SwAF
|SK 37E modification
SK 37E Viggen has been restored to flying condition, and it’s operated by the Swedish Air Force Historic Flight (SwAFHF) at F 7 Såtenäs. In order to be able to show the Viggen outside Sweden, it has been allocated civil registration SE-DXO. No modifications were needed to get the Viggen flying as a civil aircraft, only a GPS a modern radio has been mounted in the cockpit to ease navigation and communication.
|F 7 Såtenäs
|F 7 Såtenäs
|F 15 Söderhamn
|F 4 Frösön
|F 21 Luleå
|F 15 Söderhamn
The first two-seat Viggen made its first flight on July 1970. The SK37 trainer was designed simply by adding an extra cockpit of the single seat Viggen, giving the two seater a very distinctive configuration with two separate canopies.
To make room for the rear cockpit the internal fuel capacity had to be reduced and also some avionics had to be relocated to the nose Radom, resulting in the radar having to be removed. To compensate for the larger vertical area of the second canopy the tailfin area was increased by adding a 30 cm extension on the top of the tailfin as well as giving it a “saw tooth” leading edge, whereby yaw stability was maintained. The SK 37 was a pure conversion trainer with only very limited weapons delivery capability, mainly due to lack of radar. It was cleared to carry m/55 cannon pods and m/70 rocket pods for weapons delivery training purposes. Without radar it relied on Doppler and DME for navigation.
A second rear cockpit was designed in a slightly raised position with its own wind-blast screen, and to further improve forward visibility a pair of periscopes were installed on each side of fairing between the two canopies.
During 1998-200 the Air Force carried out a comprehensive to convert 10 SK37 airframes into SK37E Electronic Warfare aggressors (jammer Viggen), taking over the EW training role of the J32E Lansen.
SK37E electronic warfare equipment comprised various internal systems as well as pod mounted systems. Modifications made to the airframe included installation of nose mounted G 24 radar jammer covering S- and C-bands, Apparat 27L radar warning receivers positioned in the bullet fairings on the wing leading edges and the rear fuselage above the engine exhaust, FR31 radio in the rear cockpit to allow the EW operator to communicate independently of the pilot, GPS receiver integrated with existing navigation systems and MIL-STD 1553B digital data bus. A new instrument panel was installed in the rear cockpit, replacing most of the flying instruments with controls for the different EW systems.
The new and old rear panels were interchangeable, giving the SK37E a dual role capability of Electronic warfare and type conversion. SK37E could also carry the U95 active jammer pod. This new and highly advanced jamming pod covering X-bands was controlled by the EW operator in the rear cockpit. SK37E could also carry the U22 an older automatic responsive jamming pod.
The BT53 laser reflector pod was often carried by the SK37E during SAM exercises.
The SK37E was tasked with EW training for Swedish Air Force, army and navy units as well as operational EW support for Air Force fighter units on combat missions. When on EW training missions the SK37E used its advanced jamming systems to simulate a realistic ECM environment for surface or airborne systems. It could operate either as an EW aggressor or target, usually flying alone or in pairs. When on operational EW support missions the SK37E typically would escort packages of fighters, providing a general background jamming aimed at reducing the effectiveness of enemy radar systems and/or jamming specific targets by masking techniques in order to confuse enemy radars.
Through participation in multi-national exercises outside Sweden the SK37E proved its EW capabilities. The SK37E performed very well in this exercise and quickly earned the nickname “the terrorists” due to very effective jamming systems. | aerospace |
https://forvalour.ca/bazalgette/tools-of-war/ | 2024-03-02T01:19:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475711.57/warc/CC-MAIN-20240301225031-20240302015031-00260.warc.gz | 0.96368 | 462 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__140293216 | en | Tools of War
Vickers Wellington Bomber
These British twin-engine bombers were among the sturdiest planes in the Second World War. Their geodesic skeleton – a web-like skeleton of aluminum alloy – was capable of suffering significant damage yet remain intact. It was lighter than other bombers its size, which allowed for bigger bomb payload and a better range, but took longer to build than more conventional planes.
Once the Avro Lancaster and similar, larger four-engine bombers took over frontline duties, the Vickers Wellington continued to be used in “gardening” flights – placing mines in enemy territory – as well as anti-submarine operations. It was armed with six to eight .303 Browning machine guns – two in the nose, two in the tail, and two in the midsection of the plane. The Wellington’s payload capacity was 4,500 pounds of bombs, around one-quarter of the Lancaster’s.
Avro Lancaster Bomber
The Canadian-built Avro Lancaster Mark X bombers were formidable machines, comparable in size and design to the Boeing B-24 Liberator. While the USAF relied heavily on the Liberator, the Avro Lancaster was the primary heavy bomber used by both the RAF and RCAF from 1942 onwards.
The Lancaster Mark X was powered by four Rolls Royce Merlin 224 engines, and could achieve speeds in excess of 400 kilometres per hour. It was one of the most successful night bombers of the Second World War; it could be fitted with bombs of various magnitudes, including the 22,000 pound Grand Slam. Defense against enemy aircraft came courtesy of turrets at the front, upper-mid section, and rear of the aircraft, typically equipped with 0.303in Browning Mark II machine guns.
While serving with No. 115 Squadron, Bazalgette flew Lancaster Mark II bombers. The Lancaster Mark II was powered by four Bristol-Hercules VI radial engines – a shortage of Merlin engines required usage of the Bristol-Hercules engine to tide the Allied forces over. Unlike most Lancs, the Mark II had a ventral turret – the mid-body guns were located on the plane’s underbelly rather than on its back. Only 300 of this model were made. | aerospace |
https://www.teacherspayteachers.com/Product/World-War-I-Flying-Aces-by-Country-1910352 | 2018-05-22T18:46:23 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864837.40/warc/CC-MAIN-20180522170703-20180522190703-00154.warc.gz | 0.878116 | 316 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__35019979 | en | This is a 19 slide, highly animated, power point presentations on World War I - Flying Aces by Country. Each of the presentation slides are editable so you can change it to fit your individual needs.
The First World War introduced a new form of battleground: aerial conflict. New aircraft technology was quickly and relentlessly developed to produce machines capable of serving each country initially in reconnaissance missions (ideal in conditions of trench warfare) and later in fighter and bombing raids.
The air war threw up a new breed of fighter, and in general the Allied and Central Powers' governments proved quick in exploiting the successes of their airmen for propaganda purposes.
German fighter pilot The 'Red Baron', Manfred von Richthofen, scored the highest number of victories of the war with 80 “kills”, although Frenchman Rene Fonck was the highest scorer to survive the war with 75 “kills”. The pioneering ‘ace,’ was Oswald Boelcke one of the first true fighter pilots of World War I and helped develop the fundamentals of aerial combat.
The following slides lists the top performing ‘aces’, by country in World War I.
The presentation covers the following:
Counting the “Kills”
Introducing the Aces
Manfred von Richthofen
William “Billy” Bishop
Top Aces by Country
End of Presentation
This is one of many power point presentations I offer in my store under the heading.... World War I. | aerospace |
https://movieshotnews.com/books/the-crash-of-two-airplanes-and-the-crisis-at-boeing/ | 2022-08-08T01:14:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570741.21/warc/CC-MAIN-20220808001418-20220808031418-00182.warc.gz | 0.959224 | 517 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__65330440 | en | When you purchase an independently reviewed book through our site, we earn an affiliate commission.
By David Gelles
The 737 Max Tragedy and the Fall of Boeing
By Peter Robison
In October, a federal grand jury indicted a former Boeing test pilot named Mark Forkner, accusing him of deceiving the Federal Aviation Administration and scheming to defraud airlines during the development of the 737 Max, two of which crashed within five months of each other, killing 346 people.
It might be tempting to view the indictment as a sort of resolution to the 737 Max ordeal. Identifying a chief villain has a way of simplifying complex narratives and here, at last, was someone to blame. But while Forkner does appear to have hoodwinked regulators and misled customers, he was hardly the one most responsible for the two 737 Max crashes, which occurred in 2018 and 2019.
As Peter Robison demonstrates in “Flying Blind: The 737 Max Tragedy and the Fall of Boeing,” ultimate blame for the crashes lies with the highly paid executives who waged a decades-long campaign to transform Boeing from a company “once ruled by engineers who thumbed their noses at Wall Street” into “one of the most shareholder-friendly creatures of the market,” a company that “celebrated managers for cost cutting, co-opted regulators with heaps of money and pressured suppliers with Walmart-style tactics.”
Robison, an investigative reporter at Bloomberg, wrote about Boeing only occasionally in the wake of the second crash. That has not left him at any disadvantage. Through archival research, the benefit of the extensive reporting on the crashes and their aftermath, and interviews with many of the key players, Robison has produced an authoritative, gripping and finely detailed narrative that charts the decline of one of the great American companies.
Boeing’s importance to the country’s economic and industrial story is hard to overstate. During World War II, its factories outside Seattle were “making more than a dozen B-17 Flying Fortress bombers in a single day,” Robison writes. After the war, Boeing turned its attention to the growing commercial aviation market and began producing a string of planes that would revolutionize air travel, including the 707, the 727, the 737 and the 747. Boeing engineers helped NASA land men on the moon, and the company remains a major military contractor and the maker of Air Force One.
Source: Read Full Article | aerospace |
https://www.fireblast.com/ARFF-aircraft-rescue-firefighting/ | 2021-03-05T15:45:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178373095.44/warc/CC-MAIN-20210305152710-20210305182710-00297.warc.gz | 0.894504 | 231 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__45462512 | en | FIREBLAST GLOBAL can design and deliver standard or custom ARFF simulators from medium-frame up to full scale 747 and A380 style mockups. While turnkey, full aircraft simulators are available, the expandable aircraft allows airports working on a constricted budget to grow a training ground over time, yielding more immediate access to hands-on training with limitless long-term potential.
The Mobile ARFF Trainer provides a portable option for training personnel with safe, self sufficient, environmentally friendly training for emergency response to an aircraft incident. Both DoD and FAA/ICAO units are available. The Mobile ARFFT can be optioned up to include a fuel spill compliant with FAA Part 139 requirements
Aircraft Rescue Fire Fighting demands a combination of knowledge and experience to successfully meet the requirements of federal and international code compliancy. FIREBLAST GLOBAL provides training simulators that meet the requirements of the FAA, ICAO, and DoD. We can custom design a solution to meet local requirements or training objectives. Our team is skilled and experienced in the aviation sector from real aircraft manufacturing to simulator design and construction. | aerospace |
http://www.google.fr/patents/US4990921?hl=fr | 2018-01-24T04:07:03 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084893300.96/warc/CC-MAIN-20180124030651-20180124050651-00362.warc.gz | 0.923633 | 12,451 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__173714748 | en | |Numéro de publication||US4990921 A|
|Type de publication||Octroi|
|Numéro de demande||US 07/045,911|
|Date de publication||5 févr. 1991|
|Date de dépôt||1 mai 1987|
|Date de priorité||1 mai 1987|
|État de paiement des frais||Caduc|
|Autre référence de publication||EP0314715A1, EP0314715A4, WO1988008544A1|
|Numéro de publication||045911, 07045911, US 4990921 A, US 4990921A, US-A-4990921, US4990921 A, US4990921A|
|Inventeurs||John P. Chisholm|
|Cessionnaire d'origine||Sundstrand Data Control, Inc.|
|Exporter la citation||BiBTeX, EndNote, RefMan|
|Citations de brevets (30), Citations hors brevets (2), Référencé par (11), Classifications (20), Événements juridiques (5)|
|Liens externes: USPTO, Cession USPTO, Espacenet|
This invention is related to the general subject of aircraft guidance and control systems and, in particular, to those systems used for landing and otherwise guiding an aircraft using microwave radiation.
There are two well established and different techniques for guiding aircraft to a safe landing in inclement weather. A first technique consists of radiating signals from ground based directional antennas with such signals being received in the aircraft and processed accordingly to provide aircraft guidance to a landing. The airborne processor attached to the receiver operates on the received signals in accordance with knowledge of the nature of the guidance beams radiated. This first technique can be classified as an "air derived" system, since the basic guidance data is derived in the aircraft. ILS, the newer MLS and the system described in my U.S. Pat. No. 4,429,312 are air derived systems.
A second technique uses a ground based radar that locates the aircraft via conventional radar practices, (i.e., radiating a transmission and determining the aircraft location via ground based reception) using directional antenna(s), and the aircraft skin echo resulting from that transmission. This second technique can be classified as a "ground derived" system, since the basic aircraft location is derived on the ground and relayed to the aircraft, via voice, for example. GCA (Ground Controlled Approach), also called PAR (Precision Approach Radar), is an example of such a ground derived system. A basic advantage of GCA, is that it can be used to recover minimally equipped aircraft in that all that is required in the aircraft to obtain guidance data is a voice radio that the pilot can use to receive the ground derived guidance data. GCA is thus highly desirable for military purposes and currently finds its use in such applications.
The nature of the guidance technique employed in air derived systems can be further classified into the use of fixed beams and scanning beams. An example of the use of fixed beams is provided by ILS and by the system described in my U.S. Pat. No. 4,429,312. In ILS, paired overlapping fixed beams define a localizer, or azimuth guidance path, and additional paired, overlapping fixed beams define a glideslope path. When the aircraft receiver and associated guidance processor separately indicate that the localizer and glideslope paired, overlapping fixed guidance beam signals are of equal intensity, the aircraft is on the desired landing approach path. ILS is characterized by providing only one desired, prescribed, or predetermined landing path, generally runway centerline and one fixed glideslope. It is further characterized by relatively simply ground based equipment employing an array of fixed beam antennas.
An example of the use of scanning beams in an air derived system is provided by the relative new FAA approved MLS. In MLS, a narrow precision guidance beam is scanned in azimuth, about the runway centerline. Additionally, a separate beam is scanned in elevation. In the aircraft, a receiver and associated processor detects the passage of such scanning beams and, together with knowledge of the nature of the scanning process, determines the aircraft location with respect to a desired landing path. MLS is characterized by providing pilot selectable approach paths. MLS is also characterized by highly complex ground equipment, required for the generation of the scanning beams.
GCA provides an example of the use of scanning beams in a ground derived system. GCA employs separate azimuth and elevation narrow scanning beams for aircraft location and associated recovery purposes. These beams scan the desired approach region in azimuth, and in elevation, and determine aircraft location with respect to a desired azimuth and elevation approach path by virtue of the range and azimuth (or elevation) at which the aircraft skin echo is detected in such azimuth and elevation scanning processes.
ILS, an air derived fixed beam guidance system, evolved prior to the development of the scanning beam GCA system. The development of scanning beam MLS was initiated in the 60's, long after both GCA and ILS were operational, as an ILS replacement system that would ostensibly overcome the then existing deficiencies of the fixed beam low frequency ILS system. In this MLS development program, scanning beams, as opposed to fixed beam guidance technology, were employed in order to provide the pilot flexibility in selecting a landing guidance path.
Currently, the MLS program faces serious user acceptance to its being implemented as an ILS replacement system. This objection is primarily based on the fact that the fixed beam ILS system, with the improvements that have been made in it since the 60's, provides very acceptable landing guidance.
The military, however, still has a need for a GCA type of system for operating in the battle environment with minimally configured aircraft, both manned and unmanned (drones or RPV's). The complex scanning beam mechanism of current GCA equipment, with its associated initial cost and required maintenance, poses a serious drawback to its continued use however and, hence, the military is tending to transition to air derived systems such as ILS, and the microwave fixed beam landing system described in my U.S. Pat. No. 4,429,312, and MLS, if MLS ground equipment can be made sufficiently light and compact, a task that has yet to be accomplished, despite expenditure of considerable time and effort.
What is required then is a ground derived aircraft recovery system without the complexity and cost of the current GCA scanning beam system.
In accordance with one object of my invention, I provide a greatly simplified ground derived landing system, in contrast to present scanning beam GCA. In my invention, ground derived landing guidance is generated through the use of paired, overlapping fixed beams, aligned with the landing guidance path, rather than complex scanning beams. These paired, overlapping beams receive a signal radiated by the aircraft, which signal is then processed to generate landing guidance. In the most basic embodiment, an aircraft radiated signal is generated using a skin echo from a ground based transmitter associated with the fixed beam guidance antenna array, and that signal is received via the fixed beam guidance array and processed on the ground to derive information with regard to the location of the aircraft relative to the beams, and hence relative to the desired landing guidance path. This basic embodiment is an elementary fixed beam Ground Controlled Approach (GCA) System, in contrast to a scanning beam GCA.
In another embodiment of my invention, the aircraft radiated signal is generated by a low powered transmitter or radio beacon in the aircraft. That radiated signal is received by the fixed beam ground based guidance antenna array and processed to generate information with regard to the location of the aircraft with respect to the paired, overlapping fixed beams, and hence with respect to the desired landing guidance path. This allows one to use a low powered airborne transmitter and has the advantage of greatly simplifying the ground station; it has the disadvantage of requiring a beacon or extra equipment in the aircraft. However, many military aircraft are already equipped with a suitable beacon; hence, no added equipment is needed, which is a significant advantage of this embodiment of my invention.
In still another embodiment of my invention, I teach a method and apparatus for the interleaving of both air derived and ground derived modes of operation via use of one ground station, thus offering improved flexibility and greatly reduced overall cost and complexity for recovering aircraft by a variety of methods.
Many other advantages and features of my invention will become apparent from the drawings and descriPtion which follows.
FIG. 1A-1D present an air derived landing system described in my U.S. Pat. No. 4,429,312;
FIGS. 2A and 2B depict an existing scanning beam GCA system;
FIGS. 3A-3C are diagrams of the basic embodiment of my invention;
FIG. 4 depicts the use of the ground equipment of FIG. 1 to provide ground derived guidance data, using an airborne transmitter;
FIG. 5 depicts an implementation of my invention when used to automatically recover Naval aircraft without requiring the addition of any equipment to the aircraft;
FIG. 6 depicts the use of ILS equipment for conveying ground derived landing guidance data to the aircraft;
FIG. 7 shows one version of interleaved operation of ground and air derived methods of aircraft recovery;
FIG. 8 describes a second version of interleaved operation of ground and air derived methods of aircraft recovery; and
FIG. 9 is a pictorial representation of interleaved ground and air derived modes of operation for my invention.
While my invention is susceptible of embodiment in many different forms, there is shown in the drawings and will herein be described in detail several preferred embodiments of the invention. It should be understood, however, that the present disclosure is to be considered an exemplification of the principles of the invention and is not intended to limit the invention to the specific embodiments illustrated and described.
The preferred embodiments of my invention are best understood by first describing one embodiment of the air derived landing system described in my U.S. Pat. No. 4,429,312 and a typical GCA scanning beam ground derived landing system.
FIG. 1 illustrates the azimuth portion of one embodiment of the air derived landing system covered by my U.S. Pat. No. 4,424,312. This embodiment is for a split site system (i.e., one in which there is a separate localizer installation, on centerline, at the far end of the runway, and a glideslope installation, not shown, near touchdown, at the approach end of the runway, similar to the split site siting of well known prior art ILS installations). That system is currently marketed by Sundstrand Data Control under the tradename "PTAG".
A ground based radio frequency transmitter 10 generates pulse sequences. Each sequence comprises multiple pulses having predetermined time spacings, and the sequences occur at spaced time intervals, which intervals are large, compared to the duration of the pulse sequence. The transmitter 10 is sequentially connected, under control of logic unit 10a, via a line 2 and switch 3 to four antennas 4, 5, 6 and 7 that radiate two sets of paired, overlapping beams 9 and 14, and 11 and 12 of FIG. lB, with each set respectively defining the same azimuth guidance path 13 by virtue of equal left/right signal intensity for such paired, overlapping beams.
In the aircraft, the signal is received via an antenna 15 and receiver 16. The output of the receiver is employed by processor 17 to generate guidance data by virtue of the comparison of the relative signal intensity received in the aircraft of signals from sets of paired, overlapping fixed beams. The generated guidance data is used to drive a conventional cross pointer type of guidance display 18. For the azimuth only embodiment shown in FIG. lA, only the localizer needle 19 would be displaced in accordance with the processor derived guidance data. The glideslope needle 20 would be activated in response to a glideslope ground installation (not shown for purpose of simplicity).
In can be noted that these two sets of paired beams, each of which pairs overlaP on centerline, have different beam widths, one pair having wide beams 11 and 12, and one set employing narrow beams 9 and 14.
Each set of paired, overlapping beams provides the same basic guidance function. The wider beams provide the wider coverage coarse guidance function 21 of FIG. 1C, and the narrower beams provide the more restricted, in angle, precision guidance coverage 21a. The wider angular function (since it is generated by wider angular beams that could encompass lateral reflecting objects such as hangers adjacent to the landing runway) is susceptible to course errors generated by multipath signals and, therefore, has a tendency to have guidance function perturbations (such as depicted, 21b, in FIG. 1C). For this reason, the two wide beams 11 and 12 are generally used to provide only coarse (CGC) fly/left, fly/right guidance to provide the pilot a means of intercepting the coverage region of the narrower beams 9 and 14, which narrower beams provide precision proportional guidance (PGC) without perturbations, useful for the final straight in azimuth approach to touchdown. FIG. 1D outlines the resulting combined guidance function generated in this manner. The resulting guidance function provides fly/left, fly/right information until the narrower beams are intercepted, at which time linear proportional angular guidance (LPG) becomes available, also a depicted in FIG. 1D.
This use of two sets of coarse and precision paired beams are also utilized in ILS where the coarse beams are termed "capture beams". The use of such ILS capture beams is one of the improvements made in ILS since the 60's, which improvements are the reason that MLS is not finding acceptance, as noted previously, due to the complexity of its scanning beam technology in contrast to fixed beam technology and the satisfactory performance of fixed beams, as presently implemented. Similarly, in some MLS installations (i.e., ones having restricted scanning beam coverage), similar coarse fixed beams are used to permit caPture of the region covered by the precision guidance scanning team. In MLS, these fixed coarse guidance beams are termed "clearance beams".
In the aircraft, these beamed signals, sequentially received, contain identifying codes that identify the specific fixed beamed received signals and, hence, permit the processor to appropriately identify and thus properly utilize their measured intensities to provide the guidance function (FIG. 1D), which would be customarily displayed on the vertically oriented needle of the cross pointer display 18 of FIG. 1A. In FIGS. 1A and 1D, the needle 19 would be "pegged" at left or right position for fly/left 22 or fly/right 23 data, and would deviate linearly between such pegged positions to display precision proportional guidance (PGC) 24 over a specified region, typically ±2.5 degrees or ±5 degrees.
FIG. 2A depicts the prior art operation of a typical GCA system 29, also called PAR (Precision Approach Radar). In FIG. 2A, there is depicted the azimuth 30 and elevation 31 scanning beams that scan in azimuth over a nominal region of 20 degrees and elevation over 7 degrees. GCA is a co-located system as opposed to a split site system (i.e., the azimuth and elevation beams radiate from a common equipment, located at one site). The guidance data, derived at the GCA site 29 is typically relayed over a land line 32 to a radio transmitter 33 where it is relayed 34, typically by a voice radio to an aircraft 35. FIG. 2B is a block diagram of the azimuth portion of a GCA system. The elevation portion is similar.
In FIG. 2B, a transmitter 37 is connected to an azimuth antenna 38 with a narrow beam 30 that scans in azimuth The skin echo 35a from aircraft 35 is first detected by receiver 40, is then processed by a processor 41a and then displayed 39 on a CRT (Cathode Ray Tube) 41 as shown in FIG. 2B. Of interest in FIG. 2B is the fact that the azimuth display scale 45 is not linear, but tends to be compressed, for example in a logarithmic manner, thus reducing the display scale sensitivity for increased deviation off azimuth. This is because for large deviations off azimuth, which occur at longer ranges, the ground controller need only provide the pilot coarse guidance data, such as to fly a certain magnetic heading, thus permitting him to perform a centerline intercept. When close 42 to centerline 43, the ground controller can usefully employ the expanded azimuth scale in that region to provide more refined azimuth guidance to the pilot, to thus permit him to more clearly approach the desired centerline azimuth guidance path.
The processor 41a generates the rectangular co-ordinate display 41 by utilizing the angular position of antenna 38, as connected to the processor 41a by a lead 47 and the range data associated with the time of reception of skin echoes 35a, with respect to the time of transmitter 37 radiation, as inputted into the processsor through a lead or a wire 48. The processor also generates the compressed display scales 45 and 46. Now the processor 41a can also range and angle track the skin echo using well know prior art "track-while-scan" techniques. With knowledge of such range and azimuth position of the aircraft, the processor has the ability to output to a display 49 similar to the display 18 of FIG. 1A, a guidance function similar to that of FIG. 1D (i.e., one in which the controller, that is to provide guidance to the aircraft pilot, sees fly/left, fly/right data until the centerline is approached, at which time linear proportional guidance (LPG) data becomes available). This guidance function is, in many respects, similar to the guidance function provided by display 41 of FIG. 2B (i.e., it provides coarse guidance data equivalent to fly/left fly/right data until centerline is apProached, at which time linear proportional guidance (LPG) data becomes available for controller use).
Specifically, the large displacement portion of the FIG. 2B display corresponds to the fly/left, fly/right portion of FIG. 1C, and the expanded centerline position of the FIG. 2B corresponds to the non-pegged, or linear proportional region (LPG) of FIG. 1D. The ground based GCA controller would have a guidance display similar to that used by a pilot making an ILS or fixed beam type of air derived approach, and would be just as useful. In other words, the ground based GCA controller could relay to the pilot, by voice for example, information provided by a ground based display of the FIG. 1D type, for aircraft recovery purposes. Such ground based fly/left, fly/right guidance is just as useful for aircraft guidance purposes, whether generated and displayed on the ground for controller relay to the aircraft, or generated and displayed in the aircraft for direct pilot use.
FIG. 3 depicts the azimuth portion of one version of a ground derived aircraft recovery system in accordance with my invention. In FIG. 3A, a transmitter 50 with associated receiver 51 is sequentially connected via wire 57 and switch 56, controlled by switch control unit 58, to four antennas 52, 53, 54 and 55 that generate paired, overlapping fixed guidance beams, both wide and narrow, with patterns 52a, 53a, 54a, and 55a. In the following discussion, it is assumed that the aircraft 35 is within the noted overall angular coverage of ±40 degrees, and at a range consistent with system radiated power (i.e., within a range such that a usable skin echo will always be received on at least one of the four noted antennas). The transmitter and associated receiver, when switched to a particular antenna, is left connected to that particular antenna for a length of time adequate to receive a skin echo 35a back from an aircraft at a maximum range of interest, say 15 miles or about 180 microseconds in time.
The signal radiated, when the transmitter 50 is connected to an antenna, is received at the aircraft 35, where a skin echo 35a is generated. This skin echo is received on the ground via the same antenna and connected receiver, where an attached processor 60 acquires and range tracks the skin echo and measures the echo amplitude. A similar procedure is implemented as the transmitter and receiver is sequentially connected to the other three antennas. The range and amplitudes of all detected echoes are stored in processor 60 and processed in accordance with knowledge of antenna patterns, as in present practice for fixed beam air derived systems such as described in my U.S. Pat. No. 4,429,312, to provide aircraft location in range and azimuth. This location data is then used to drive display 61 of FIG. 3A in a conventional left/right needle manner with associated range meter 62, displaying range.
It can be noted that, depending on the aircraft location with respect to the coverage and gain of specific antennas, there may not be a signal (skin echo) received from the aircraft when a particular antenna is connected to the transmitter 50 that is strong enough to be detected and used. This absence of an echo for any particular antenna use does not, however, preclude the generation of fly/left, fly/right data for controlling the aircraft towards the centerline 13, at which time coverage by all four antennas is provided. This is because, as discussed above, the aircraft is assumed to be within the overall ±40 degrees angular coverage of the system, and within a range (nominally 15 miles) such that a skin echo will always be generated by use of one or more of the four noted antennas and the radiated power associated with the system. I have found that if an echo is generated from use of one such antenna, such as one of the broad beam antennas 52, with pattern 52a, such an echo can be used to generate fly/left or fly/right guidance data that can be used to guide the aircraft towards centerline 13, such that echoes will be generated by all four antennas, including these used to provide linear proportional guidance.
FIG. 3B provides additional information on this subject, depicting the transmitted and received signals for different switched 56 positions and different aircraft locations with respect to the antenna patterns 52a, 53a, 54a and 55a.
In FIG. 3B, there is shown the time 65 at which the ground transmitter radiates, and the relative amplitudes of skin echoes from aircraft at different angular Positions, with respect to the antenna patterns and at different ranges. Four transmissions are illustrated in FIG. 3B for a total of five aircraft at five different angular locations with respect to the antenna patterns, specifically at -40 degrees, -5 degrees, 0 degrees, +5 degrees and +40 degrees, and at five different ranges, 4, 6, 8, 10 and 12 miles. All echoes are shown normalized in range. Showing five aircraft at five different ranges and five angular positions, with range normalized returns, is "equivalent" to having one aircraft at the same range, moved to five different angular positions. FIG. 3B, with aircraft at different ranges and angular positions, is just a convenient graphical representation to employ, to explain my invention.
For an aircraft at -40 degrees and at four miles, a skin echo 66 will only be received for the transmitter connected to antenna 52, with pattern 52a, since the aircraft at that angular position is not within the angular coverage of the other antennas.
For an aircraft at -5 degrees, and at six miles, skin echoes 67, 68, 69 and 70 will be received by all antennas, with the relative amplitudes shown, when the receiver is switched to them. For the aircraft on centerline, at eight miles, equal intensity echoes 71 will be received for the transmitter connected to any of the antennas, in accordance with the noted antenna patterns 56a, 57a, 58a and 59a. For an aircraft at +5 degrees, the relative echo intensities will be as shown. For an aircraft at +40 degrees, an echo 72 will only be received with the transmitter connected to antenna 53 with pattern 53a. The resulting derived guidance data, generated by processor 60 and displayed on display 61, can then be utilized by a ground based controller to recover aircraft.
It can be further noted that the transmitted signal can be radiated from a single (i.e., a fifth) antenna, with a relatively uniform radiating pattern encompassing the ±40 degrees coverage desired, with the original four directive antennas 52, 54, 53 and 55 being switched to a receiver, separate from the transmitter, for the generation of landing guidance data. The transmitter and its associated antenna, should be relatively close to the switched receiving antennas and at a known location with respect to them in this configuration.
Another form of my invention consists of having the aircraft 35 carry a transmitter. It is the signal 35a from this airborne transmitter, as received by the ground receiver 51 attached to the switched antennas 52, 53, 54 and 55 that is used to generate the ground derived landing guidance instead of the skin echo discussed previously. In one implementation of this configuration, the airborne transmitter is Part of a beacon (i.e., receiver and associated pulse transmitter, see FIG. 3C), and this beacon, upon reception of the signal from the ground transmitter used to generate the skin echo, transmits a single pulse reply, which is processed just like a skin echo. The beacon transmission would be delayed by a known constant amount, say 10 microseconds, so that it would appear after the skin echo, so as to be distinguishable from it.
A benefit of using an airborne transmitter, as part of a beacon for example, is that the airborne transmitter radiation can be used to generate a detectable reply without the need for the high powered ground transmitter required to generate a skin echo, thus greatly simplifying the ground station. Specifically, the ground station transmitter 50 can be a very much lower powered solid state unit and, hence, extremely small and lightweight. Such a low powered compact ground transmitting unit is desirable for certain unique military requirements where ground station weight and portability is critical.
The airborne beacon may require, or it may be desirable to have it reply to, a coded pulse pair, rather than a single pulse, for reasons discussed later. In the case where skin echo operation is not required and only a low powered ground station transmitter is employed, this is readily accomplished (i.e., the low powered solid state unit can readily transmit a coded two pulse beacon interrogating signal). When both skin echo and beacon operation is desired, it is not required, although it is still practical, for the high powered transmitter to radiate dual pulse coded interrogations since airborne beacons have logarithmic receivers which can generate the desired two pulse coded output signal to trigger the airborne transmission, even if the received two pulse signals consist of a high level and associated low level signal. The ground station transmitter would thus radiate a signal for skin echo generation, followed by a second low level transmission (the same transmitter may be used) for coded beacon triggering. A usable skin echo would be received from the high powered transmission and a usable beacon reply from the combination of the high powered and low level ground station transmission. The skin echoes generated from the low level ground station transmission would be, as such, low level, so as not to mask the skin echoes from the high level transmissions.
If the beacon only generates a single pulse reply, as discussed above, then ground based switching operation and data processing is essentially identical to the skin echo operation. The beacon can, however, readily transmit two or more pulses, thus permitting a different mode of antenna switching and processing, which operation can generate all the required signal strength data for ground based generation of the guidance data for each ground station transmission, rather than requiring four transmissions, as discussed above, for the skin echo and the single pulse beacon reply case. This somewhat different mode of operation is discussed below, for the case whereby the beacon radiates a four pulse reply. The ground station block diagram would be as in FIG. 3A, with only a change in switching oPeration, as outlined in FIG. 4 and as discussed below.
As in FIG. 3A, the ground based transmitter is sequentially connected to and radiated in sequence from each of the four antennas. The particular antenna that is used for a particular sequential radiation is left connected to the transmitter and associated receiver for a length of time adequate to receive a beacon reply signal back from an aircraft at the maximum range of interest, say 15 miles. The transmitted signal, as received in the aircraft, is used to initiate a similar frequency beacon rePly. The beacon reply, however, consists of four pulses, spaced several microseconds apart, instead of the single pulse discussed previously.
As noted in the case of the FIG. 3A configuration, the aircraft is not always in the coverage of all the ground antennas and, hence, the transmitted signal, as radiated for a particular switch position (i.e., connected to a particular antenna), may not be strong enough, as received in the aircraft, to trigger a beacon reply.
However, if an aircraft is within the maximum range of interest and is within the defined ±40 degrees angular coverage of the aircraft recovery system, then a signal transmitted from at least one of the guidance antennas will generate a four pulse beacon reply. The first pulse of this beacon reply, as received on the ground, can then be detected and range tracked by the ground based guidance processor 60 attached to the receiver 51 for at least one switch position and associated connected antenna (i.e., transmitter radiation from one of the antennas will always trigger the beacon in an aircraft), provided it is within the angular coverage and prescribed range of the aircraft recovery system. This guidance processor then contains stored information as to the range of a particular aircraft (i.e., the time after transmission at which the first pulse of the four pulse beacon reply will be received). The processor can then be used to raPidly and sequentially connect the other three antennas to the receiver, at a time coincident with the known range of a particular aircraft, and at a speed such that the next three pulses will be detected, if strong enough when received by such switched antennas, and then measure their amplitudes to generate either fly/left, fly/right guidance or linear proportional guidance, if for example the aircraft is within the coverage of the precision fixed beam guidance antennas.
In review, the overall operation is as follows: The transmitter 50 is sequentially connected t the four antennas and radiates transmissions. The use of at least one of such four antennas will result in a beacon transmission. The first pulse of the four pulse beacon reply is range tracked. This establishes in the processor 60 the time after transmission at which beacon replies can be expected. As the first of these replies from the aircraft at closest range is received, the amplitude of it, as received on the antenna, which is switched to the transmitter and associated receiver for this interrogation, is measured. The other three antennas are then rapidly switched so that the next three beacon replies are received on different antennas, and their amplitudes measured. The switch is then connected back to the original antenna, awaiting the beacon replies from the aircraft next in range. When the last expected reply is obtained, from an aircraft at the maximum range coverage of the system, the transmitter is connected to a next antenna, transmits, and the sequence is repeated.
This process can be implemented for multiple aircraft on final. It should be noted that the time interval associated with the radiation of the four beacon Pulses should be short enough so as not to encompass the propagation time associated with the nominal separation of two aircraft in succession on final, nominally two miles, or 24 microseconds. A beacon pulse spacing of several microseconds is thus adequate in this regard.
FIG. 4 provides additional information on the timing sequence of operation, depicting the transmitted and received beacon signals for different switch 56 positions and different aircraft angular locations with respect to the antenna patterns 52a, 53a, 54a and 55a.
In FIG. 4, there is shown the time 75 at which the ground transmitter radiates and the times at which the relative amplitudes of the beacon replies for aircraft at different angular positions with respect to the different antenna patterns, and at different ranges are received. Four transmissions are depicted in FIG. 4, with five aircraft at five different angular locations with respect to the antenna patterns, sPecifically, at -40 degrees, -5 degrees, 0.0 degrees, +5 degrees and +40 degrees and at five ranges, as depicted in FIG. 3A. All echoes are shown normalized in range. In FIG. 4 (the timing sequence diagram for this implementation of the apparatus of FIG. 3A), the transmitter first radiates via the antenna 52 and is left connected to that antenna until after reception of the first pulse of the beacon reply, if the beacon has been triggered by its reception of adequate triggering power by the connection of and subsequent radiation of the transmitter signal by that antenna 52. With the reception of this first reply, the antennas are then rapidly switched via switch 56 so that the second pulse of the four pulse beacon reply will be received by antenna 54, and the third pulse by antenna 5, and the fourth pulse of antenna 53. The presence or absence of a received pulse and the amplitude of such pulses, for any specific continuation of transmitting and receiving antennas, will depend on the angular location of the aircraft with respect to the noted antenna patterns 52a, 53a, 54a and 55a. Specifically, as can be noted in FIG. 4, for an aircraft at -40 degrees, the beacon will be triggered, since the aircraft at -40 degrees is within the coverage of antenna 52 with pattern 52a. Now, however, only the first pulse 76 of the four pulse reply of a received beacon signal will be received via antenna 52 with pattern 52a, since the aircraft at -40 degrees only falls within the coverage of that antenna pattern 52a (i.e., the next three beacon pulses will arrive back at the ground station when antennas 54, 55 and 53 are connected, and since an aircraft at -40 degrees falls outside the coverage of those antennas, a detectable beacon signal will not be obtained by receiver 51). The receiving antenna timing sequence is provided by "labelling" the received pulses with the last, by digit, of the antenna that is connected to the receiver when a particular pulse of a four pulse train is received.
For aircraft at -5 degrees, 0 degrees and 5 degrees, and at ranges 6, 8 and 10 miles, the beacon will be triggered via use of antenna 52 and pulses will be received for all switch positions and associated antennas with relative amplitudes as shown. For an aircraft at +40 degrees, only one beacon pulse 77 will be received, on antenna 53 with pattern 53a, since the aircraft at that location only falls within the coverage of that antenna 53.
It can be noted that if the beacon replies with only a single pulse or double pulse, as for example if the aircraft already has installed a single pulse beacon, then operation would be similar, except that the rate at which data would be generated would be somewhat slower (i.e., a complete set of guidance data would be received only after four ground station transmissions.
The conventional technique for relaying GCA ground derived guidance data is via voice relay, as in FIG. 2. However, it is also practical to relay the data to aircraft via a data link of some type, particularly a data link already installed for such purposes. This data link type of operation is depicted in FIG. 5, whereby the ground derived guidance data is used to modulate a data link ground station transmitter 80, with the radiated data being received in the aircraft data link receiver 81 and used to activate a pilot display 82, or being directly coupled to the autopilot for automatic control. Of particular interest in this connection is that the majority Of U.S. Naval airCraft are equipped with both a suitable beacon and a NTDS (Naval Tactical Data System) data link, as depicted in FIG. 5.
In FIG. 5 there is shown a typical U.S. Naval aircraft 35 equipped with a suitable beacon and a data link receiver 81. This data link is used, in one U.S. Naval carrier based application, for direct input to the autopilot, for automatic landing control from the ship. In this shipboard application, the AN/SPN-42 landing system precisely locates the landing aircraft via a specialized shipboard automatic tracking radar and associated aircraft beacon, computes commands for landing purposes, and data links these commands to the aircraft autopilot. If, now, the corresponding ground station 80 portion of the data link is connected to the output of the processor 60, then guidance data can be relayed to the aircraft, also for automatic landing control purposes. This can be accomplished, without any modification to over several thousand U.S. Naval aircraft equipped as shown in FIG. 5, thus emphasizing one major immediate application of my invention.
Droned aircraft or Remote Pilotless Vehicles (RPV's), employed for tactical purposes, are also equipped with a data link for remote automatic control purpose and, hence, such droned aircraft can also be automatically recovered by my invention by only the addition of a suitable beacon. It should be understood, in this regard, that, throughout this specification, the term "aircraft" should be considered to encompass both manned and unmanned vehicles including spacecraft.
Another useful data link that can be employed is termed an ILS data link, as depicted in FIG. 6, for azimuth implementation. In FIG. 6, the output of the processor 60 of FIG. 3 is used to control the level of a 90 Hz oscillator 85 and a 150 Hz oscillator 86 that are used to modulate a 100 MHz transmitter 87 in accordance with ILS standards. This 100 MHz signal is radiated via antenna 88 to antenna 89 in the aircraft, which is connected to a conventional ILS localizer receiver 90. This receiver 90 detects this signal and uses it to drive an ILS display 91, in accordance with ILS practice, or uses it to activate the autopilot, also as in current practice for automatic recovery. In a similar manner, the glideslope portion of my invention (not shown for purposes of simplicity) would suitably modulate a 300 MHz transmitter. In this way, aircraft suitably equipped with ILS avionics, which encompasses the vast majority of aircraft of interest, can be provided recovery guidance, using my invention, by the addition of a suitable airborne beacon, which beacon can be of the order of 10 cubic inches, and weigh less than a pound. As noted above, the majority of U.S. Naval aircraft already contain a suitable beacon.
In a further embodiment of my invention, I have found that it is possible to interleave both ground and air derived guidance modes of operation. The feasibility of interleaving is understandable once it is realized (in a first interleaving mode of operation) that the time required for radiation of signals from the ground station and the airborne reception and generation of air derived operation, as well as the time required for the radiation of signals from the ground and the corresponding reception of signals for the aircraft for generation of ground derived guidance, occupies a very small percentage of the total time available. Ample time also exists for a mode of operation which is based on the sequential and non-interfering operation of both air derived and ground derived guidance generation.
Turning to FIG. 7, there is shown the timing of such an operating mode. First, a two pulse interrogation (consisting of a high level pulse 92 for generating a skin echo and a low level pulse 93 for generating the required pulse pair for triggering the beacon) is radiated from the ground. All the required skin and beacon reply signals are received for aircraft, at a maximum desired range of fifteen miles, within less then 300 microseconds. A skin echo 94 from an aircraft at three miles is shown, as is a skin echo 95 with an associated single pulse beacon echo 96 for an aircraft at twelve miles. This operation is repeated at least 120 times a second to insure guidance loop stability, since I have found that a complete measurement of aircraft position is required 30 times a second, and four transmissions are required to obtain adequate skin echo data for a complete position determination. The next such transmission for generation of ground derived landing guidance will thus occur approximately 9000 microseconds later. Thus, there is ample time in between such transmissions to radiate the signals required for air derived operation as shown in FIG. 7. These low level transmissions 160 are shown being radiated some 300 microseconds after the radiation of the signal(s) required for generation of ground derived landing guidance.
In another mode of operation, I have found that it is possible to radiate only one sequence of transmissions that will provide both the required signals in the aircraft for the generation of air derived guidance, and will generate either a skin echo or beacon reply for the generation of ground derived landing guidance. This is discussed below with reference to FIG. 8.
In FIG. 8, the ground based guidance system first transmits a series of pulses 97 for generation of air derived guidance from each antenna, as in FIG. 1, instead of the nominal single or double pulse transmission required for skin echo or beacon transmission generation, as discussed with respect to FIGS. 3, 4 and 7. These pulse sequences, as noted previously with respect to FIG. 1, are used to identify a particular guidance beam, and/or to transmit data to the aircraft such as the location of particular guidance equipment with respect to the runway, for example. In addition to the pulses utilized in the aircraft for the generation of air derived data, two pulses 98 are radiated with a spacing corresponding to the code set into the receiver portion of an airborne beacon that might be utilized in those aircraft not having an air derived landing guidance processor. One of these pulses 99 could be high level to generate a skin echo reply, with an associated low level pulse 100 (just as that shown in FIG. 7). In the aircraft, the signals used for generation of air derived guidance are received as before and used, as in my U.S. Pat. No. 4,429,312 to generate air derived guidance data, provided the aircraft has an appropriate processor.
Moreover, if the aircraft does not have an appropriate processor but only a beacon, then the beacon transmission, as triggered by the reception of the two added pulses with a coded spacing, is received on the ground and the antennas appropriately switched, on reception of such beacon signals, to permit generation of ground derived guidance data, for relay to the aircraft via voice or a data link. Of significance to the interleaving process is the timing sequence. Specifically, for guidance loop stability purposes, I have found that it is necessary to generate data at about a nominal 30 Hz rate; therefore, data would be transmitted at 120 Hz rate in order to obtain adequate skin echo data.
Now, the transmitting sequence of pulses used to
generate the airborne guidance data might occupy 40 microseconds, based on transmitting six pulses for air derived guidance data pulse, and the two coded pulses required for beacon triggering. The airborne beacon, therefore, replies after a fixed delay following reception of this code, say a nominal ten microseconds. It replies with a four pulse code, as is discussed previously, with pulses separated by say, 5 microseconds. Assuming two aircraft are on final at five and fifteen miles with the fifteen mile aircraft equipped with a beacon and a round trip propagation time of about 12 microseconds per mile, then the timing sequence would be as shown. Specifically, a skin echo 101 will be received from the aircraft at five miles, and a skin echo 102 and a four pulse beacon reply 103 will be received from the aircraft at 15 miles. For a maximum aircraft range of fifteen miles, as discussed previously, the total sequence would last less than 300 microseconds, which is much less than the (9 ms) spacing between the ground station transmissions.
FIG. 9 provides a graphical representation of the interleaved air derived and ground derived operation, for either of the above discussed two modes of interleaving (FIGS. 7 and 8). In FIG. 9, there are shown two aircraft at different ranges and at different positions with respect to the desired landing path. The aircraft 150 at the greatest range is configured with a processor and associated receiver which is generating the proper Pilot display 104 showing the aircraft on glideslope, left of course. The other aircraft 200 is configured with a beacon and the ground derived display 105 shows the proper aircraft position, below glideslope and on centerline. The data from the display 105 would then be relayed to the pilot of the beacon equipped aircraft 200 via voice or data link 300. However, if the ground based transmitter is powerful enough, then a usable skin echo will be generated and a beacon will not be required. In accordance with my previous explanation, guidance may be relayed to the aircraft via either voice, an ILS data line, NTDS (Naval Tactical Data System), a drone control link, or other suitable type of data link, such as for example, encoding of the ground station transmission.
Thus, it should be apparent that numerous variations and modifications may be effected without departing from the true spirit and scope of the novel concept of my invention. For example, the airborne transmission need not be initiated by reception of a similar or same frequency signal from the ground station, as discussed above, but can be initiated by other frequency ground station transmissions (i.e., such as a TACAN ground station transmission, operating in the Air-to-Air mode). That transmission, when received in corresponding airborne TACAN equipment, (which is carried by all U.S. military aircraft) can be used to initiate the desired airborne landing system radiations for ground based reception and guidance generation purposes. All that is required at the ground station is low powered TACAN transmitting equipment to initiate the airborne transmission, with knowledge of the time at which such transmission was initiated.
Alternatively, the airborne transmission can be free running and coded with identity, and the ground station processor can receive such transmission and generate guidance data for relay to the specific aircraft with the identified code.
Alternatively, the transmission from the aircraft can be initiated at a known and assigned time, in a common clock time, such as GPS clock time, as is described in my U.S. patent application Ser. No. 863,662 filed on May 15, 1986 and entitled "Advanced Instrument Landing System". It should be noted that, in the general sense, the controlled initiation of such airborne transmissions of signals for remote guidance generation by the use of paired, overlapping receiving beams, is accomplished at a known time with respect to a time clock at the remote guidance station. As noted above, this initiation can be accomplished at a known and assigned time, at both the guidance station(s) and in the aircraft. Alternatively, the airborne transmission can be initiated by a guidance station clock triggering a ground transmission and initiating an airborne transmission. This airborne transmission is then range tracked at the guidance station. Such range tracking establishes the range between the guidance station and the airborne transmitter radiating such airborne transmissions, and hence establishes the propagation time between such guidance stations and the airborne transmitter. This propagation time can then be used to establish the known time at which such airborne transmission occurred, in the guidance station time base. A similar analysis applies to the airborne radiated skin echo resulting from a transmission from a guidance station in such guidance stations' time base.
It is also possible, where only one aircraft is involved at a time, to use a very low powered continuously radiated (CW) beacon. In that case, it is possible to use four receivers, continuously attached to each of the four antennas, and to compare the output of such continuous wave receivers to generate guidance data. Using only one receiver, switched to the various antennas, is also practical for such a continuous wave beacon. Of course, multiple receivers, each permanently attached to each antenna with their outputs compared, can also be used for non-continuous wave airborne transmitting sources (i.e., pulsed sources transmitters, as discussed previously).
In still another application of my invention, the equipment which heretofore associated with the ground (i.e., the receiver, the paired antennas and the processor) may be installed on a mobile platform such as a truck, or an aircraft carrier, or even another aircraft. In particular, the antennas may be installed on a tanker aircraft which is used to refuel another, and usually smaller, aircraft. Because of the small volume of equipment involved, such an addition could be made to existing tanker aircraft while not adversely effecting the weight distribution and flying characteristics of the tanker aircraft.
From the foregoing, it will be appreciated that there are various applications for my guidance system to provide guidance to a vehicle (i.e., an aircraft in flight) moving relative to a reference platform (i.e., another aircraft or surface vehicle), whereby the reference platform may or may not be moving. Environments in which such a guidance system can be usefully employed include airborne aircraft refueling operations, docking maneuvers in space, airborne space vehicle recovery operations, and the guidance of aircraft, under IFR (Instrument Flight Rules) to visual contact with a landing area. Such systems also find use in the testing of military aircraft electronic systems, by providing an accurate indication of the orientation of a targeted object with respect to a source of ordinance, for example, for comparison purposes.
Accordingly, it is intended to cover all such alternatives, modifications and variations, as set forth in the scope of the claims which follow.
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|US3564543 *||5 sept. 1968||16 févr. 1971||Air Land Systems Co||Aircraft landing control system|
|US3697997 *||13 oct. 1970||10 oct. 1972||Westinghouse Electric Corp||Interferometer and angle encoding navigation system|
|US3775766 *||11 janv. 1972||27 nov. 1973||Thomson Csf||Independent landing monitoring pulse radar system|
|US3781891 *||17 avr. 1972||25 déc. 1973||R Moose||Aircraft glide slope instrumentation system|
|US3810181 *||2 janv. 1973||7 mai 1974||Singer Co||Low cost guidance receiver|
|US3893119 *||20 sept. 1973||1 juil. 1975||Anvar||Distance measuring apparatus integrated in an aircraft landing system of the ILS type|
|US3952309 *||21 mai 1974||20 avr. 1976||The United States Of America As Represented By The Secretary Of The Air Force||Doppler perspective navigation system employing the comparisons with a reference source of signal phases received on an aircraft by a plurality of sensors|
|US3964067 *||23 oct. 1974||15 juin 1976||James Godfrey Lucas||Glide path signal transmission system|
|US3967278 *||23 oct. 1974||29 juin 1976||The Boeing Company||Low cost microwave receiver for ILS|
|US3968495 *||6 mars 1975||6 juil. 1976||Rudolf Clemens Hergenrother||Instrument landing system|
|US4115777 *||27 oct. 1976||19 sept. 1978||Plessey Handel Und Investments Ag||Aircraft landing systems|
|US4128835 *||2 févr. 1978||5 déc. 1978||Arinc Research Corporation||Method and apparatus for measuring distance between an aircraft and a ground station|
|US4170773 *||5 mai 1978||9 oct. 1979||The Boeing Company||Precision approach sensor system for aircraft|
|US4418349 *||30 mars 1981||29 nov. 1983||International Standard Electric Corporation||Airport surveillance system|
|US4429312 *||24 juil. 1981||31 janv. 1984||Chisholm John P||Independent landing monitoring system|
|US4454510 *||23 mars 1981||12 juin 1984||Crow Robert P||Discrete address beacon, navigation and landing system (DABNLS)|
|US4635064 *||4 avr. 1985||6 janv. 1987||Sundstrand Data Control, Inc.||Microwave landing system|
|US4677442 *||29 mai 1984||30 juin 1987||Hazeltine Corporation||Microwave landing system with ±90 degree azimuth clearance guidance and 360 degree data coverage|
|US4680587 *||14 août 1985||14 juil. 1987||Sundstrand Data Control, Inc.||Instrument landing system|
|US4723126 *||8 oct. 1986||2 févr. 1988||Sundstrand Data Control, Inc.||Microwave landing system for use on a back course approach|
|AU120687A *||Titre non disponible|
|AU126915A *||Titre non disponible|
|1||Rhodes, Donald R., Ph.D., "Introduction of Monopulse", McGraw-Hill Book Company, Inc., Chapter 1, pp. 1-19, (1959).|
|2||*||Rhodes, Donald R., Ph.D., Introduction of Monopulse , McGraw Hill Book Company, Inc., Chapter 1, pp. 1 19, (1959).|
|Brevet citant||Date de dépôt||Date de publication||Déposant||Titre|
|US5229776 *||11 juin 1992||20 juil. 1993||Allied-Signal Inc.||Method for field monitoring of a phased array microwave landing system far field antenna pattern employing a near field correction technique|
|US5266953 *||1 août 1991||30 nov. 1993||Allied-Signal Inc.||Adaptive fixed-threshold pulse time-of-arrival detection apparatus for precision distance measuring equipment applications|
|US5907568 *||22 nov. 1996||25 mai 1999||Itt Manufacturing Enterprises, Inc.||Integrated precision approach radar display|
|US6606545 *||24 août 1999||12 août 2003||Rockwell Collins, Inc.||Method and apparatus for fitting global landing systems on aircraft|
|US6819243||2 avr. 2001||16 nov. 2004||Mikko Keskilammi||Method and apparatus for identifying bulk goods, preferably roll-like bulk goods|
|US7203688 *||26 janv. 1999||10 avr. 2007||Stasys Limited||Analysing tactical data link messages|
|US7940205 *||24 mars 2009||10 mai 2011||Thales||Method using radar to detect a known target likely to be positioned at approximately a given height, near other targets positioned at approximately the same height|
|US20020087572 *||26 janv. 1999||4 juil. 2002||Derek Ian Joseph Hopkins||Analysing tactical data link messages|
|US20090284406 *||24 mars 2009||19 nov. 2009||Thales||Method using radar to detect a known target likely to be positioned at approximately a given height, near other targets positioned at approximately the same height|
|EP1424566A1 *||13 oct. 2003||2 juin 2004||EMT Ingenieurbüro für Elektro-Mechanische Technologien Dipl.-Ing. Hartmut Euer||Radio-interferometric guidance system for automatic control of unmanned aircrafts|
|WO1998022834A1 *||22 nov. 1996||28 mai 1998||Itt Manufacturing Enterprises, Inc.||Integrated precision approach radar display|
|Classification aux États-Unis||342/35, 342/410, 342/33, 342/407, 342/411, 342/37, 342/412, 342/38|
|Classification internationale||G01S13/48, G01S13/42, G01S3/30, G01S13/91, G01S13/76, G01S1/14|
|Classification coopérative||G01S13/913, G01S13/42, G01S3/30|
|Classification européenne||G01S13/91B, G01S13/42, G01S3/30|
|17 juil. 1987||AS||Assignment|
Owner name: SUNDSTRAND DATA CONTROL, INC., OVERLAKE INDUSTRIAL
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:SIERRA NEVADA CORPORATION;REEL/FRAME:004738/0754
Effective date: 19870427
Owner name: SIERRA NEVADA CORPORATION, 4900 ENERGY WAY, RENO,
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:CHISHOLM, JOHN P.;REEL/FRAME:004738/0751
Effective date: 19870427
|17 janv. 1992||AS||Assignment|
Owner name: SUNDSTRAND CORPORATION
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:SUNDSTRAND DATA CONTROL, INC. A CORP. OF DELAWARE;REEL/FRAME:005977/0032
Effective date: 19920113
Owner name: SUNDSTRAND CORPORATION, STATELESS
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SUNDSTRAND DATA CONTROL, INC.;REEL/FRAME:005977/0032
Effective date: 19920113
|13 sept. 1994||REMI||Maintenance fee reminder mailed|
|5 févr. 1995||LAPS||Lapse for failure to pay maintenance fees|
|18 avr. 1995||FP||Expired due to failure to pay maintenance fee|
Effective date: 19950208 | aerospace |
http://uasc.com/home/shop/avionics/vision-1 | 2017-04-25T00:47:19 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120001.0/warc/CC-MAIN-20170423031200-00085-ip-10-145-167-34.ec2.internal.warc.gz | 0.824676 | 639 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__206085977 | en | “Safety Never Looked Better” ®
Universal Avionics’ Vision-1 Synthetic Vision System features a high-resolution
terrain database for crisp, clear “you-have-to-see-it” images.
Vision-1 “Egocentric” pilot’s view is designed for Primary Flight Display (PFD)
and Electronic Attitude Director Indicator (EADI) applications. It provides
the pilot with a perspective as if looking out the flight deck window. The
system maintains the standard foreground symbology and replaces the
blue/brown background with imagery depicting the terrain in real-time
complete with pitch and roll orientation.
The unique “Exocentric” wingman’s view provides a 3-D view of your aircraft
with respect to the flight path and surrounding terrain. The perspective is
as if from a camera situated behind, above and to the right of the aircraft.
The dynamic VGA video output can be displayed on the EFI-890R, EFI-890H,
MFD-890R, MFD-890H, MFD-640 or EFI-640 navigation displays. Overlay
of the flight plan from the Universal Avionics Flight Management System
(FMS), along with deviation indicators, trend vectors and compass symbol
with course and heading information contribute to provide you with a
unique, increased level of situational awareness.
Synthetic Vision System
The terrain imagery utilizes topographical coloring similar to that used on
aviation sectional charts. Hills and mountains appear in shades of green
and brown while oceans and other large bodies of water are colored blue.
Special shading on the digitized terrain and the grid overlay that conform
to the landscape on the synthetic world help you get a sense of movement
in flight, particularly when flying near ground.
The low contrast grid lines are oriented East/West and North/South (True).
The E/W grid lines are at an interval of 0.25 NM and the N/S grid lines start
at 0.25 NM at the Equator and become narrow as you reach the Poles.
Flight plan and vertical profile depiction are derived from FMS flight plan
waypoint altitudes. Platforms show direction of flight.
White poles extending to the ground provide a perspective of the flight
plan relative to surrounding terrain. The poles are spaced at 1 NM intervals
within 10 NM of the aircraft and 10 NM thereafter.
A compass symbol, referenced to magnetic north, is displayed 1,000 feet
directly below the aircraft. A magenta line depicts the FMS selected course
and a black triangle for the aircraft heading.
Size: 2 MCU
Weight: 9.6 lbs (4.7 Kg)
Cooling: Passive cooling fan
Power: 18-32 VDC
Environmental categories: DO-160D
Software Certification: DO-178B Level C
Criticality level: Major
TSO: C113a Airborne Multipurpose Electronic Displays | aerospace |
http://www.aircharterserviceusa.com/destination-guide/airport-guide/usa/private-jet-charter-to-piedmont-municipal-airport | 2018-04-24T04:56:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125946564.73/warc/CC-MAIN-20180424041828-20180424061828-00413.warc.gz | 0.940425 | 239 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__159693173 | en | PIEDMONT MUNICIPAL AIRPORT
Piedmont Municipal Airport is a public use facility located two miles southwest of Piedmont, Wayne County, Missouri. It was activated in October 1975. The airport covers approximately 72 acres of land and has one asphalt paved runway. Services offered here include aviation fuel and tiedowns. Hotels in the nearby vicinity include the Super 8 Poplar Bluff and the Holiday Inn Poplar Bluff (both located 29 miles from the airport).
Should you require private jet charter at Piedmont Municipal Airport, look no further than Air Charter Service, with their unrivalled service and selection, flight after flight!
Private Jet Charter to Piedmont Municipal Airport
- Location: Piedmont, Wayne County, Missouri
- Airport Code:PYN
- Runway Length: 3,300 ft
- Co-ordinates:N37°7.57' / W90°42.81'
- Airport Address:Piedmont, MO 63957, United States
- Nearest Towns/Cities:Piedmont (2.2 miles), Van Buren (19.0 miles) | aerospace |
https://showbiz.com.ng/fg-grants-approval-to-air-france-lufthansa-airlines-to-resume-flights/ | 2023-02-03T00:50:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500041.2/warc/CC-MAIN-20230202232251-20230203022251-00613.warc.gz | 0.916387 | 154 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__260241935 | en | The Federal government of Nigeria has granted approval to Lufthansa, Air France/KLM airlines to resume flight operations in Nigeria.
Minister of Aviation, Hadi Sirika,made the announcement on his Twitter handle on Tuesday morning November 17.
”We are working with Ministry of Health, CACOVID & The PTF to open Kano, Port Harcourt & possibly Enugu airports before the end of the year. Also Lufthansa, Air France/KLM has been given go ahead to resume. Qatar Airways is approved to start Abuja. Thank you for your patience”the Minister tweeted
On September, FG barred the airlines and some others from operating in Nigeria shortly after it opened the airspace for international flights | aerospace |
https://southernoregonrc.com/threads/new-guy-here.5600/ | 2021-10-17T16:21:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585178.60/warc/CC-MAIN-20211017144318-20211017174318-00008.warc.gz | 0.974621 | 68 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__199519429 | en | New to area and fairly new to hobby. I fly a Parkzone sport cub, cub sport s, and radian BNF. I really enjoy the gliders, very relaxing. I'm looking for some areas to fly the glider but like I said, new to area and don't know where to go. Thanks a bunch. | aerospace |
https://makanmak.co.id/how-to-employ-a-great-cooker-to-help-make-breads-rise/ | 2024-02-27T17:30:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474676.79/warc/CC-MAIN-20240227153053-20240227183053-00620.warc.gz | 0.921837 | 775 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__54477905 | en | An industrial cleansing provider operating offshore is normally involved in the cleansing of confined rooms within tanks and yachts. But, some people words seemly having their origin déep-seated on space or room exploration have been seated on the British terms in length before humanity’s primary tentative tips out of our informative post environment. Areas are able to start academic institutions for school room finding out if they may be off the look at collection for 14 times, but it’s not clean what the schedule might come to be for reopening firms. You will be glad tó know that a planets Movie called “3D Astronomer” has numerous guided tours of the Galaxy as well as a softwaré that simulates a spacecraft air travel into outer space.
We’re ready to job with the professional room market to aid us achieve our objectives’,” Toby Chanin Best Of The Globe Inside Technology . “The fusion of space technoIogy with healthcare and natural sciences to create a potentiaIly lifesaving appendage is certainly not no more than a feat of individuals design,” says Technician2Market’s Claude-Emmanuel Serre. Spacex patterns, companies and unveilings the world’s most advancéd rockets and spacecraft State aeronautics and room operations web site past updated: 133,584 likes. In fact, SpaceX has offered surge to excellent innovations generating it a adored company in the modern day era because of the hopé it has kindled in thé individual race.
December 12, 2019 webpage manager: The organization has been founded inside 2002 to revolutionize area technologies, with the greatest objective of enabling people to live life. Recruits, brands, and vendors rely heavily on the flexibility to facility and distribute solutions based on their companys necessities and timelines. Extensive space missions create a series of physical alterations inside the physique of astronauts. I just have been selected for thé ability to investment up to six (6) offenses to check out the unveiling of STS-135 living space taxi Atlantis from Kennedy Living space Core on Exclusive, August 8, 2011, at 11:26 an important.m. ET. On Exclusive Unveiling enjoying offenses will come to be attainable for investment, May 10 from 9:00 a.m. through 5:00 k.m. ET. THESE Offenses End up PURCHASED On line Needs to.
NASA’s Man Exploration Software is exploring not only thé consequences of light, but situations of microgravity also, confinement and isolation, closed and hostile environments, and mileage from globe. Since we’re talking abóut taking lives on the trip, the living space workmanship will have to be huge to accommodate all aspects of human coping – the physical an adequate amount of, emotional, psychological, and the psychic aspect. With NASA’s Mars éxpedition goal set to unveiling in 2033, there’s an urgency for doctors such as Roberts to coIlect more data about astronauts ánd understand the basics of humán space physiology.
NASA’s Human being Study System is learning many elements of Scott Kelly’s wellness during his one-year area airline flight objective, with the unique benefit of also learning his identical double sibling, Tag, on Planet. Numerous professionals fear that by effectively ending any long term manned space missions, the All of us has given upward about space, although NASA may even now send unmanned probes into spacé- which are very much even more cost efficient. Those jaw decreasing images of the earth fróm space have the identical thing on popular with our outdated photographs we bring on to be restored: Bárbara Askins, who invented the technoIogy that allows all of us to do both. | aerospace |
https://stardrive.org/index.php/menu-stardrive-news/sd-news-archive/200-archive-science-news-archive-2014-3/57526-impossible-electric-airplane-takes-flight | 2022-01-17T21:51:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300624.10/warc/CC-MAIN-20220117212242-20220118002242-00516.warc.gz | 0.955303 | 190 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__182215837 | en | When a Panavia Tornado blasted into the clouds above the Berlin Air Show before swooping back down toward the Earth, the grounds below shook from the roar of the fighter bomber's twin engines.
When the next aircraft took to the sky, the air show went eerily quiet.
The fully electric E-Fan aircraft, engineered by Airbus Group, made one of its first public demonstrations here last week following it's first-ever flight in France on March 11.
The novel two-seater aircraft was designed from the outset for electrical propulsion, from its energy management system to safety features. In developing this technology, Airbus aims to one day reduce the aerospace industry's carbon dioxide emissions by an order of magnitude.
"It's a very different way of flying," said Jean Botti, chief technical and innovation officer at Airbus Group, "absolutely no noise, no emissions."Very cool, and quiet! To read more, click here. | aerospace |
https://www.mylondon.news/lifestyle/travel/pilot-shouts-gatwick-passengers-after-24055187 | 2023-10-01T12:26:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510888.64/warc/CC-MAIN-20231001105617-20231001135617-00622.warc.gz | 0.983916 | 475 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__54184124 | en | A passenger onboard a delayed flight from Gatwick has shared a video which shows a frustrated pilot speaking to travellers. The video, shared yesterday (May 24) was released by TikTok user Hannah Mace, who laughs at the announcement made by the pilot across speakers onboard.
In the video segment, the pilot tells his passengers to calm down and that the delay "isn't my fault". The pilot continues his speech and says: "Show of hands please who wants to get off. We won't be going tonight if you get off. You know I don't need this, my crew don't need this. We are doing what we can to get you out of here.
"It is out of my control ok. It is completely out of my control. We are doing everything we can. If you want to get off I will let you off. No problem." Hannah captions the video, "Ryanair would never" and complains that the pilot is "shouting at them".
Hannah complains that the pilot is having a "Karen" moment after the plane was delayed "7 hours" and passengers can be seen laughing at his obvious frustration. Despite some finding the incident hilarious other commenters on the video show support for the pilot.
One woman, Sharon, supported the pilot and said: "Oh bless him though!! You can hear the pain in his voice! He wanted to get going as much as everyone else, must be hard to have everyone moaning at you!" And another person adds: "To be fair, I’m on his side!! He’s probably extremely stressed and the crew are exhausted!!"
The video has been viewed by 800k people and received almost 43k likes in under 24 hours. Among support for the pilot were also people who criticised Wizz Air. One man said: "I am never booking Wizz Air after seeing this" and another saying "Wizz Air, the worst airline out there".
The women eventually made it to their destination but claimed that the flight was delayed for seven hours.
Wizz Air were contacted for comment but did not reply.
Do you wish to share a story? Contact email@example.com
Want more from MyLondon? Sign up to our daily newsletters for all the latest and greatest from across London here. | aerospace |
https://examskona.com/current-affairs/china-sends-its-1st-civilian-to-space/ | 2023-12-10T14:40:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102469.83/warc/CC-MAIN-20231210123756-20231210153756-00227.warc.gz | 0.916616 | 150 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__186507971 | en | China sends its 1st Civilian to space
- China’s Shenzhou-16 spacecraft has been launched with three astronauts, including the first Chinese civilian, to the Tiangong space station.
- Aim of the mission: To replace the crew of Shenzhou-15 and conduct tests and experiments over the next five months.
- Importance: China is the third country to send astronauts and build a space station, after US and Russia.
- India’s Space Station Program India plans to launch its own space station by 2030, of about 20 tonnes (smaller than ISS) to conduct microgravity experiments. It will accommodate astronauts for up to 20 days in space (an extension of the Gaganyaan mission) | aerospace |
https://www.wmur.com/article/southwest-delays-many-flights-at-manchester-regional-airport/5213210 | 2022-01-22T07:59:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303779.65/warc/CC-MAIN-20220122073422-20220122103422-00374.warc.gz | 0.967808 | 166 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__147206421 | en | Southwest delays many flights at Manchester Regional Airport
Hundreds of flights canceled nationwide
Southwest Airlines says it has fixed computer problems that caused hundreds of flights to be canceled, but it is telling passengers to get to the airport early because there could be long lines.
The airline has already canceled more than 220 flights on Thursday. Several flights in and out of Manchester–Boston Regional Airport have been delayed.
Many of the airline's technology systems were affected by an outage that started Wednesday afternoon, causing the cancellation of nearly 700 flights and delays of hundreds more.
Southwest's website crashed, and the airline briefly held up all departing flights on Wednesday.
Southwest said in a statement that most systems are back online.
Travelers are urged to check their flight status before arriving at the airport. View a flight tracker here. | aerospace |
https://amcmuseum.org/history/hurricane-hazel/ | 2024-02-25T09:27:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474594.56/warc/CC-MAIN-20240225071740-20240225101740-00826.warc.gz | 0.944613 | 483 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__135180836 | en | On October 12, Columbus Day, Hurricane Hazel hit a peninsula in southwestern Haiti. Winds of 115 mph brought high tides, leaving 100 people dead, 100,000 homeless, and thousands without food or medical care. The Haitian government appealed for international assistance as the storm continued northward through the Bahamas, ravaging Eleuthera Island.
At the request of the Caribbean Air Command, two C–119 Flying Boxcars from the Eighteenth Air Force’s 456th Troop Carrier Wing were diverted from a training flight to Panama to fly to San Juan, Puerto Rico, to pick up supplies for hurricane victims in Haiti. The cargo consisted of Red Cross food and medical supplies. Lacking adequate airfields in the disaster area, the airplanes dropped the supplies by parachute over Jeremie, Haiti, which was crowded with hurricane survivors. The airlift complemented Navy efforts in a project called Operation Sante.
On October 17, the 28th Air Rescue Squadron at Ramey AFB, Puerto Rico, sent an H–19 helicopter piloted by 1st Lt. William B. Roberts, Jr., to Jeremie. For the next five days, the helicopter flew rescue and relief missions, transporting nine injured hurricane victims to local hospitals and delivering food and medical supplies to Haitians whose surface transportation routes had been cut. On October 23, while flying back to Ramey AFB, Lieutenant Roberts’ helicopter was diverted to evacuate an individual with a broken neck from a mountain landslide site about 12 miles south of the Haitian capital of Port-au-Prince. Heavy precipitation contributed to the landslide, which killed 86 people and left 100 missing.
Between October 17 and 24, the 28th Air Rescue Squadron H–19 transported at least 10 Haitian storm victims to medical facilities while distributing more than two tons of food and medical supplies. The Republic of Haiti later issued a postage stamp to commemorate the squadron’s contribution to Hurricane Hazel relief and recovery efforts.
During the same month, the Eighteenth Air Force relieved other West Indian victims of Hurricane Hazel. The 463d Troop Carrier Wing, using C–119 Flying Boxcars, airlifted 10 prefabricated buildings weighing five tons from Hensley Field, Texas, to Eleuthera Island. Each building, when assembled, covered an area 20 by 48 feet. The shelters housed hurricane victims until they could move into more permanent dwellings. | aerospace |
https://www.red5.co.uk/hubsan-h502s-fpv-follow-me-quad.aspx | 2017-07-27T07:01:45 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549427749.61/warc/CC-MAIN-20170727062229-20170727082229-00246.warc.gz | 0.850277 | 805 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__22160076 | en | Hubsan H502S FPV Follow Me Quad
- Hubsan H502S RC Quadcopter
- Real-time 5.8G radio transmission
- Built-in 720P HD camera for videos and images
- Super stable altitude height mode
- With 6-axis flight control
- GPS auto positioning
- Headless flying mode for easy directional control
- Return home function
- High efficiency motor
- Features blue and red indicator LED lights
- Lightweight and durable frame
- Suitable for ages eight years and over
- Quadcopter measures approx. 16cm x 16cm x 6cm
More product info
We’re pretty huge fans of the Hubsan X4 FPV Drone with GPS, with its stylish good looks, undeniably awesome array of features and amazing functionality, so when we heard about the Hubsan’s little brother, the Hubsan H502S FPV Follow Me Quad, we had to share it with you too!
Slightly smaller than the X4 FPV, this fabulous H502S FPV Follow Me Quad is versatile, fun to fly and is jam packed with tonnes of functionality. This fantastic flyer features a built-in 720P HD camera allowing for stunning aerial photography, return to home mode, GPS functionality, altitude hold, follow me function, GPS hold, LED lights, 6-axis gyroscope and multi-directional control. It’s pretty darn exciting.
Follow me function – One of our absolute favourite features about the H502S FPV is the follow me function. This amazing quad will automatically follow the transmitter using the built-in GPS system with no input from the user. This means you can record yourself doing awesome stuff from the air. Completely amazing.
Headless mode – The headless flight mode makes your drone even easier to fly than ever before, allowing you to pilot your drone based on your position, making for a more intuitive flight experience.
Altitude Hold – Giving you amazing control, particularly for outdoor flight, your quadcopter can be set at one altitude, keeping the same level in the air even if it gets knocked off course.
HD camera with FPV – The Hubsan H502S FPV Follow Me Quad features a 720P HD camera, allowing you to record stunning high-definition flight videos and images from a birds-eye perspective, whilst the first person view (FPV) streams live footage straight back to your transmitter as you fly.
GPS return home and failsafe function – The H502S FPV home return and failsafe functionality means you never have to worry about losing your drone due to low battery, lost connection, or even loss of control, as the flight control system will automatically return your drone to the home point safe and sound. That’s one clever drone!
Combine all the phenomenal features of this fabulous drone with the 6-axis gyroscope, cool LED lights, stunning good looks, 200 metre range and up to 12 minutes flying time, the Hubsan H502S FPV Follow Me Quad is sure to impress every time.
Flying drones is subject to CAA guidelines; please see here for more details.
- Channel: 4 channel
- Quadcopter frequency: 2.4GHz
- Range: Over 200 metres
- Gyro: 6 Axis
- Camera: 720P HD camera
- Battery: 7.4V 15C 610mAh li-po
- Charge time approx. 30-40 minutes
- Flight time approx. 10-12 minutes
- Transmitter: 5.8GHz real time transmission, 4.3 LCD screen
- Requires 4 x AA batteries (not Included)
- 1 x Hubsan H502E Quadcopter
- 1 x Transmitter
- 1 x USB charging cable
- 4 x Propellers
- 1 x Screwdriver
- 1 x LiPo Battery
- 1 x Instructions | aerospace |
https://www.conservapedia.com/index.php?title=Asiana_Flight_214 | 2018-10-17T20:41:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511216.45/warc/CC-MAIN-20181017195553-20181017221053-00059.warc.gz | 0.968346 | 71 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__185812439 | en | Asiana Flight 214
Asiana Flight 214 was a Boeing 777 which crashed at San Francisco International airport on 6 July 2013. The plane was en route from South Korea. It is possible that half of the fatalities occurred due to injuries sustained while being run over by rescue vehicles.[Citation Needed] Currently, the causes of the crash are under investigation. | aerospace |
http://www.thaisrussomano.com/ | 2013-05-21T21:28:30 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368700626424/warc/CC-MAIN-20130516103706-00082-ip-10-60-113-184.ec2.internal.warc.gz | 0.920406 | 99 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__10778654 | en | Excited to announce -
The release of the English version of my first novel Betrayal (Traição in Portuguese) is now available in all ebook formats, downloadable from all Amazon sites, iTunes, WHSmiths, Kobostore, Smashwords and many more.
Download it and let me know what you think - it's a universe away from Space Life Sciences!
Founder of the MicroG
and only Latin American with a
PhD in Space Physiology | aerospace |
https://news.vt.edu/articles/2022/08/ictas-dronecamp-2022.html | 2023-12-09T08:31:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100873.6/warc/CC-MAIN-20231209071722-20231209101722-00288.warc.gz | 0.969951 | 1,658 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__71213432 | en | Summer camp students build drones, explore STEM careers
The 40 campers came from as far away as Wisconsin. Split into two teams, they waited with their flight controllers in hand at either end of Virginia Tech’s 300-foot-long drone park.
One by one, each camper walked to the edge of the net, aimed the controller at the drone on the other side of the net, and pushed the throttle forward. The drone hummed and floated off a wooden starting block, its four tiny propellers spinning furiously. The students pushed the joysticks up, down, right, left, trying to maneuver the drone toward an orange landing pad. The closer they got, the more points they earned.
The little quadcopters, just 150 grams each, swooped upward and swerved from side to side before touching down on the grass. A few crashed into the netting. One camper zoomed straight to the target, landed, then took off again and dropped the drone gracefully back onto the starting block.
The contest was the culmination of Virginia Tech’s very first drone camp. Every drone had been built by the campers themselves over the preceding week. Now, with their families — and a few family dogs — looking on, the rising seventh through ninth graders got to show off their handiwork.
The camp was part of the Imagination series developed by the Center for the Enhancement of Engineering Diversity in the College of Engineering to give underserved students an entry point into STEM fields.
Kim Lester, the center’s director of pre-college programs, said drones are a natural fit for Imagination.
“Sometimes technology is so abstract that it's hard for kids to really connect with it,” she said. “Drones are engaging. They’re in the news. Middle school students know what they are, and the technology can be very accessible and hands on.”
The center developed the drone camp curriculum in collaboration with the Virginia Tech Mid-Atlantic Aviation Partnership (MAAP), the university’s Federal Aviation Administration-designated drone test site, and Wing, the Google sister company that launched the country’s first residential drone delivery service in Christiansburg in 2019.
Lester works with nonprofits, communities, and other partners to reach kids beyond the typical cohort that flocks to STEM camps. More than 60 percent of the students at the drone camp identified as Black or Hispanic. For more than 40 percent of them, neither parent had a four-year college degree.
“The families of the kids that we try to recruit for the Imagination camps are often not aware of what's possible,” she said. “The technology to fill out an online application can be daunting. Transportation is a barrier. There are so many barriers that can keep families from pursuing an experience like this.”
Lester’s group tries to remove as many of those roadblocks as possible. All expenses for the six-day residential camp were covered, thanks to funding from Wing, MAAP, the Institute for Critical Technology and Applied Science, and the Kevin T. Crofton Department of Aerospace and Ocean Engineering.
Building the drones was the main attraction. Over the course of a few days, piles of circuit boards, tiny bolts, lightweight black frames, and clear plastic propellers became a fleet of 40 nimble racing drones. Each drone’s quartet of motors had to be placed in the correct positions; each flight controller had to be oriented the same way as the drone it was paired with. Engineers and pilots from MAAP and Virginia K-12 teachers looked on, guiding the campers through the process and helping them troubleshoot snags.
Toby Tracy, the MAAP engineer who led the build, said he could see the sense of accomplishment on the campers’ faces when they brought up their finished drones to plug them in for the first time.
“This was the make-or-break moment,” he said. “You check for the colored lights that tell you the receiver is talking to the transmitter. You flip the drone on and make sure all the motors are spinning. I taught them why I was using a multimeter. It was really an ‘aha’ moment. Being able to teach them something I love was just great.”
The rest of the week’s activities gave the students some context for where that "aha" moment could take them.
A careers panel introduced the students to drone pilots in fields from filmmaking to journalism to emergency management. At the Wing site in Christiansburg, they were treated to a behind-the-scenes look at all the moving parts it takes to make a real-life drone delivery operation tick. They got a tour of the Stability Wind Tunnel and heard from Christine Gilbert, assistant professor of aerospace and ocean engineering, about research that could lead to new methods of propulsion.
If the students had any doubts about the value of their new skills, visits by officials from the Federal Aviation Administration dispelled them. Abigail Smith, the deputy executive director of the FAA’s UAS Integration Office, and project manager Diana Robinson explained just how many jobs the expanding drone industry is creating for pilots and technicians (86,000 just in the next year) and told the campers about outreach programs the FAA has created for students interested in those jobs.
By the end of the week, all 40 students had passed the FAA’s TRUST test on safety and regulations, which is required to fly as a recreational pilot; many of them were already asking about the more advanced certification for flying commercially.
“We took them from absolutely zero drone knowledge to being proficient hobbyists,” Tracy said. “They have the knowledge and the mindset now to get involved.”
Lester agreed that the transformation was remarkable.
“What always amazes me with these kids is the vocabulary and technical expertise that they develop,” she said. “I will ask them what various parts are and what they do, and I am always blown away by everything they know. I don't even think they realize how far they’ve come from the first day.”
Like all the Imagination programs, the drone camp wasn’t intended to just provide a fun STEM experience for a week in the summer. The team hoped that it would spark something bigger.
“We want to expose kids to a broader view of what a career in STEM or engineering can look like,” Lester said. “And just spending a week on a college campus can make a difference. For some of these kids, especially the first-generation students, seeing themselves on campus, navigating a dining hall and a residence hall, can help them envision a future they might not have considered otherwise. Now maybe going to college is a possibility, because they can picture themselves doing it.”
The pipeline Lester and her team are building seems to be paying off: Lester is starting to see more and more of the Imagination campers return to participate in the center’s programs for older students.
She said a unique benefit of the drone camp was that the funding from Wing and the other sponsors allowed every camper to take home a working drone at the end of the week.
“They take what they learned here and it doesn't end here,” she said.
One camper’s parent told Lester in an email that her son was so captivated by the experience that he was hatching plans for his own drone racing team and researching the cost of netting to convert their backyard into a miniature suburban version of the drone park.
But the best testaments to the camp's success came from the students themselves, who gushed about learning to build and fly their own aircraft and recounted their plans to become drone pilots and coders and engineers. One camper summed it up in her final note to the staff: “I cannot wait to use all I learned in the real world some day.” | aerospace |
https://kyushu-u.elsevierpure.com/ja/publications/semantic-segmentation-technique-to-identify-landing-area-for-auto | 2023-12-08T05:02:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100724.48/warc/CC-MAIN-20231208045320-20231208075320-00719.warc.gz | 0.936189 | 204 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__303219709 | en | For deep space landing missions, spacecraft are required to identify their expected landing sites autonomously because of the extremely long time delay caused by the distance between the spacecraft and Earth. This identification process is desirable to finish within several seconds by onboard computers with limited calculation performance. Moreover, autonomous identification based on natural features of landing sites are highly recommended in future missions, although some artificial target markers have been used for navigation and control to the landing site in some previous missions. To make fast but reliable identification of landing sites for the automatic task, this research utilizes a deep learning processing for images taken in different light-conditions and altitudes. First, a semantic segmentation model for rocks in terrain images is developed. For robust identification, some improvements are introduced in the semantic segmentation process. Then, to identify the same place in images taken at different altitudes, a comparison algorithm based on triangular shapes is applied. Thus after training, the semantic segmentation model can detect the same place from several images in a relatively short computational time. | aerospace |
http://newdaypost.com/russia-joins-forces-nasa-build-space-station-moon-0196115 | 2018-09-24T04:02:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267160142.86/warc/CC-MAIN-20180924031344-20180924051744-00488.warc.gz | 0.941828 | 514 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__191677478 | en | The project could also include China, India and other BRICS countries (Brazil, Russia, India, China and South Africa)
The director general of the Russian space corporation Roscosmos, Igor Komarov, has announced an agreement with NASA for the joint development of a new space station in lunar orbit.
“We agreed to jointly execute the project for a new international space station that would function in the lunar orbit,” said Komarov in Adelaide, Australia, where he attends the International Congress of Astronautics (IAC 2017), according to Sputniknews.com.
The project, named by NASA “Deep Space Gateway”, could also include China, India and other BRICS countries (Brazil, Russia, India, China and South Africa).
As previously reported by NASA, this lunar space station will have a dual purpose: it will serve as a testing ground for the operations and technology needed for missions to the Red Planet, and will be the “port” from which to launch a manned mission of a whole year.
“In the first phase of the project we will build the station to apply the experience gained on the surface of the Moon and later on the surface of Mars,” said Komarov.
In addition, he has commented that the first modules of the new space station would be carried to the lunar orbit between 2024 and 2026. The chief of Roscosmos specifies that Russia would create until three modules and would elaborate the standards of the unified device of coupling.
“The contribution of Russia will consist of creating up to three modules and developing the unified coupling device for all ships that will be hooked to the new space station,” said the general director of the Russian space corporation Roscosmos.
In addition, Komarov added that Russia is considering using its new superheavy rocket, now under development, to bring the space station modules to lunar orbit.
In turn, the director of the Roscosmos Manned Flights Program, Sergei Krikaliov, commented that Russia could also design the housing module for the new station. As he explained, the contribution that each participant will make in the “Deep Space Gateway” project will materialize in the next negotiations.
“For now we have the joint declaration of intentions regarding the project of space station in lunar orbit and later we will study to send missions to the surfaces of the Moon and Mars”, has related the director of the Program of Manned Flights of Roscosmos. | aerospace |
https://skyfish.ai/flight-planning/ | 2023-11-29T12:45:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100081.47/warc/CC-MAIN-20231129105306-20231129135306-00531.warc.gz | 0.811846 | 79 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__208171102 | en | Come in, Mission Control.
Map Caching & Management
Review flight areas, cache local maps, and ensure flight preparedness.
Input markers and points of interest. Select flight modes and other customizations.
Watch your drone work through target points and modify flight details as needed.
Review and manage flight logs, captured media, profile settings, and KML and various export options. | aerospace |
https://beasleylawgroup.com/2018_1igoqs.pbc | 2022-12-02T10:08:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710900.9/warc/CC-MAIN-20221202082526-20221202112526-00171.warc.gz | 0.918809 | 905 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__226116164 | en | Unable to add item to List.
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https://canada-news.org/ottawa/canadian-north-flight-to-iqaluit-circled-ottawa-sunday-due-to-maintenance-issue/ | 2023-09-24T08:14:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506623.27/warc/CC-MAIN-20230924055210-20230924085210-00369.warc.gz | 0.975842 | 220 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__103396118 | en | A Canadian North flight from Ottawa that was bound for Iqaluit had to return to the tarmac in the capital Sunday afternoon after a maintenance issue was discovered.
A spokesperson for the airline said in an email to CTV News Ottawa that Flight 129 had reported a maintenance issue with one of the eginines upon takeoff Sunday morning, but it was too heavy to land right away so it needed to burn fuel before it could return to the Ottawa airport. The plane circled around the east end of the city for approximately 90 minutes.
There were 74 passengers on board, Canadian North said, and one began to experience an unspecified health issue while still in the air.
Ottawa paramedics said they attended the airport for an airplane emergency, but no one needed to be transported to hospital.
Sunday morning’s flight was cancelled. Passengers bound for Iqaluit were rebooked onto flights operating later in the day Sunday and on Monday. Iqaluit-Rankin Inlet passengers have been rebooked to Tuesday, the airline said.
View original article here Source | aerospace |
http://entertainmentguide.local.com/sightseeing-airplane-rides-massachusetts-3701.html | 2017-03-25T01:52:44 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218188773.10/warc/CC-MAIN-20170322212948-00545-ip-10-233-31-227.ec2.internal.warc.gz | 0.942203 | 487 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__149900490 | en | Airplanes have seen huge advances over the past century, with modern airplanes that offer comfort, economy, and reliability. Many people choose to fly in order to get to a destination. For those who are looking to fly as an experience in itself, commercial airplanes often won't cut it. Many small companies and flight schools in Massachusetts offer tours, instruction and rentals that allow for a more intimate sight-seeing experience.
A number of Massachusetts aviation companies and schools offer private tours where guests can choose what sights they want to see. East Coast Aero Club (eastcoastaeroclub.com) is one example. It features opportunities for guests to take airplane tours of Boston, New York City and the Massachusetts countryside in the fall. North Andover Flight Academy (northandoverflightacademy.com) also offers airplane charters that take guests all over New England. For each charter, a twin engine airplane and its entire crew are available, which may be ideal for larger groups.
If you're looking to take photos or to capture film footage from on high, some Massachusetts flight schools and charter companies offer photography tours. East Coast Aero Club offers this service as well, customizing the tour for the shots that the photographer wants to get. Besides airplane photography tours, other Boston companies offer aerial photography opportunities using a different method of transportation. Blue Hill Helicopters (bluehillhelicopters.com) is one example. Located in Norwood, Blue Hill offers helicopter rides to wherever a photographer might want to go, and satisfaction is guaranteed.
For any person who would prefer to pilot the airplane himself, Massachusetts also delivers. Many small aircraft companies offer training classes and instructional courses that provide knowledge in addition to the sights. Among Massachusetts' flight schools is Horizon Aviation (horizonaviation.com). Located in Norwood, Horizon offers recreational, business or career-oriented classes. The school features a flight simulator and six actual airplanes for training.
For those already certified to pilot an airplane, certain locations also offer airplane rentals for the ultimate freedom in sightseeing. Northampton Airport (northamptonairport.com) is one such location. This airport and flight school offers a rental fleet of nine different planes, with prices as low as $100 an hour including fuel. Most planes seat four or fewer passengers, making these rentals perfect for small groups or couples.
- Jupiterimages/liquidlibrary/Getty Images | aerospace |
https://theoldelectric.co.uk/tag/performance/ | 2024-02-25T19:21:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474641.34/warc/CC-MAIN-20240225171204-20240225201204-00726.warc.gz | 0.969958 | 212 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__191026932 | en | 15 March at 7:00 pm – 8:10 pm
Amy Johnson had her ambitions and she flew at them. Born in the year the Wright Brothers made their first flight and into an age where the romantic heights of flying captured her heart she became online the second woman in the world to train an qualify as a ground engineer and then, in 1930, the first woman to fly solo from England to Australia.
She lived her life for adventure and the future of aviation. In January 1941, at just 37 years old, Amy was killed while serving her country on a routine flight for the Air Transport Auxiliary.
In her short time she achieved so many great things but this ‘lone girl flier’ achieved them while faced with challenges of all kinds.
We meet Amy in a world of mixed memories, desires, wishes and ambitions and as we find out about her life we can start to see how the pieces fit and the tools Amy used to bring her dreams to reality.
There will be a post-show Q&A. | aerospace |
https://tr.ifixit.com/Answers/History/428980 | 2022-01-21T09:49:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320302740.94/warc/CC-MAIN-20220121071203-20220121101203-00497.warc.gz | 0.86395 | 101 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__144238082 | en | Orijinal gönderinin sahibi: ivanoshirley ,
Why isn't my propeller spinning?
I got my drone today and while I was testing it out i accidentally ran into a bush and now when I try to fly it, all the propellers work except the back right one. Pleas help.
UFO cuadcopter drone | aerospace |
https://danieltenace.com/2020/03/20/aircraft-accident-and-comprehensive-alaska-safety-asr-20-02/ | 2023-01-31T03:33:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499842.81/warc/CC-MAIN-20230131023947-20230131053947-00179.warc.gz | 0.949426 | 1,950 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__306080333 | en | Comedian George Burns once said, “Too bad all the people who know how to run this country are busy running taxis or cutting hair.” The comedic centenarian was poking fun at the abundance of opinionated folks who felt that they knew more about politics than the politicians. Unfortunately, there is a list of others who would place themselves at the forefront of the aviation safety opinion peddlers, claiming their own knowledge of aviation far exceeds that of the Federal Aviation Administration (FAA). That list would include self-described aviation experts and the National Transportation Safety Board (NTSB). The self-described authors cannot change; the NTSB can.
An FAA friend of mine asked me if I really did dislike the NTSB. I said, “I don’t, I really don’t.” What I do find to be the NTSB’s weakness is their inability, after fifty-three years, to explore Root Cause Analysis and comprehend its benefits. The NTSB, instead, ‘bangs the table,’ criticizing aviation concepts that they can’t understand to move agendas which are paths to nowhere.
On February 20, 2020, the NTSB called, “for a comprehensive effort to improve aviation safety in Alaska,” due to Alaska’s high accident rate. The NTSB titled its aviation recommendation: ASR-20/02, “Comprehensive Alaska Aviation Safety Approach Needed”. ASR-20/02 was written to revise the FAA’s processes for overseeing Alaskan operators, particularly Part 135 operators, but it won’t
Per the NTSB report, “From 2008 to 2017, the total accident rate in Alaska was 2.35 times higher than for the rest of the United states. The fatal accident rate in the state was 1.34 times higher, according to NTSB statistics.” The NTSB have taken this track before, particularly when the Sunshine meetings are held. NTSB Board Members exaggerate statistics; they spout half-truths in feigned disgust. As with sunshine meetings, ASR-20/02, unfortunately, is deceptive; it is a chance for Board Members to get camera time, not address a problem. NTSB Chairman Member Sumwalt is a very intelligent man; I do believe his intentions are sincere. However, ASR-20/02 is a mischaracterization of facts; it serves little purpose in proposing solutions.
First, to suggest that fatalities are a product of some gruesome numbers game is a stretch, like comparing apples to orangutans. Fatal accidents are a product of two things: opportunity and occupants. Opportunity means that if an aircraft’s engine quits over hundreds of square miles of forest, as opposed to over hundreds of square miles of clear fields, chances are the landing will not be survivable. Occupants means if a widebody passenger jet crashes with 300 souls onboard it would take 75 four-passenger single engine aircraft accidents to equal that fatality number. This is deceptive; fatality rates are not a product of safety. Fatality rates only elicit emotional responses from the public.
The concept that Alaska presents many distinctive aviation safety problems is not new; no one argues that Alaska’s unique environment makes for unique challenges. To get some perspective, Alaska’s land area is 571,951 square miles, roughly 20% the land area of the ‘lower forty-eight’, the contiguous United States, which has a total land area of roughly 3,000,000 square miles. The FAA oversees the state of Alaska’s non-major air carriers with a few offices with perhaps 100 inspectors.
In addition, Alaska has glaciers, thousands of square miles of forests and lakes; numerous scattered towns that are not accessible by roads – including the capital, Juneau – but are only accessible by water or air. Hundreds of aircraft pilots operate in these extreme conditions, flying into areas that challenge the rules just so as to supply native Alaskans with basic essentials.
The Alaska FAA inspectors cannot provide constant on-site oversight; they have limited resources, e.g. transportation, to reach these places or help establish safe alternatives. The FAA has restrictions to how they can visit these hundreds of operators’ pilots and their maintenance facilities. These inspectors are subject to extreme weather conditions, the same that dictates how Alaskan aviation folks operate, how they can reach their customers. Oil fields in some of the human-challenging locations, test the mettle of the Alaskan aviation community. These are the realities of the Alaskan environment. People working in Washington, DC cannot grasp these challenges.
Then one must understand the FAA as it exists today. Programs have been implemented, such as the FAA’s Safety Assurance System (SAS) program, one of many effective safety programs honed over years to improve safety and communication between the FAA and industry. The FAA introduced the SAS program with the commercial air operators, e.g. major air carriers, using its established industry to fine tune SAS – then called the Air Transportation Oversight System (ATOS) – before incorporating the smaller industry air carriers and repair stations into a next generation program.
The safety of Part 135 Air Taxis, On-demand operators, which the NTSB has placed on its Most Wanted List, now falls into this SAS program. Other successful FAA programs have been developed, e.g. Safety Management System (SMS), Aviation Safety Action Program (ASAP), Suspected Unapproved Parts (SUP) and the Voluntary Disclosure Reporting Program (VDRP). It would have been a welcome sight if, in my years of teaching at the FAA Academy, I had seen NTSB investigators taking these FAA classes to learn how ASAP, SUPs, SAS, VDRP or SMS programs work; how FAA inspectors oversee Part 135 operators; how the FAA’s success with the industry has increased safety. Why? Because the NTSB cannot improve safety if the average NTSB investigator does not understand how the FAA works.
When will the NTSB employ Root Cause Analysis instead of Probable Cause, aka Probable Guess? One has only to review past accidents in Alaska to understand how the NTSB missed important issues with the Alaskan Part 135 industry, e.g. the Ryan Air Services, flight 103 accident investigation, #DCA88MA004. Part 135 is so very different from major air carrier; in Alaska those differences are magnified. Part 135 issues focusing on paperwork or weight and balance, were overlooked completely. These mistakes resulted in Alaskan Part 135 aviation safety not being improved.
If, by being unaware of FAA programs, the NTSB will continue to miss opportunities, they will pass up numerous chances to improve safety and fail to spot the true threats to aviation safety. By focusing on Probable Guess instead of common sense, the aviation industry will be stuck in pushing ineffective agenda items, e.g. cockpit video cameras.
What, then, would be proactive measures that would improve safety in Alaska? The NTSB could use their influence with the United States Congress to put forth proposals to increase the budget for the FAA in Alaska, hire more inspectors and place them strategically so that they are more effective in the unique environment there. Push Congress for more inspectors to be hired, to supplement the need in Anchorage and Juneau. Those are ideas that would improve safety, common sense ideas that would work.
It would also prove productive if the NTSB hired investigators that were up to the challenge of the FAA’s jurisdiction; hire investigators that worked in the specific transportation industry, not just for Aviation, but for Rail, Highway, Marine and Pipeline, as well. Don’t limit the hiring of investigators to engineers who have no fundamental experience of working airplanes in an air operator or repair station capacity. Have these investigators take an FAA class, work side-by-side with an FAA inspector. Before ASR-20/02 came out, the NTSB should have had NTSB investigators work in the field with Alaskan FAA inspectors, in the most challenging months of the year when the inspecting conditions are most difficult.
It does nothing for safety if the recommendations coming from the Board have no teeth, no insight, no thought put into them. Chairman Sumwalt stated, “We need to marshal the resources of the FAA to tackle aviation safety in Alaska in a comprehensive way. The status quo is, frankly, unacceptable.” One expects the Chairman to add, “Harumph! Harumph!” Instead, the statement, “We need to marshal …,” suggests the NTSB is in this fight, shoulder-to-shoulder, with the FAA, but they’re not. The NTSB needs to be shoulder-to-shoulder, but more importantly, they must be supportive. The NTSB must understand what is going on; they must become experienced; they must be quick to aid with, not just words, but actions.
Is the constant condescension of the FAA’s work really necessary? Nothing is learned if the critic does not know that from which he or she speaks. While it is true that taxi drivers and barbers have opinions, they know can’t accurately judge politicians because they are not politicians. The NTSB does not hire FAA inspectors or the experienced. ASR-20/02 cannot be taken seriously; it won’t make us safe. | aerospace |
http://danielcharlesworth.blogspot.com/2016/05/air-india-delhi-san-francisco-delhi.html | 2019-05-21T18:54:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256546.11/warc/CC-MAIN-20190521182616-20190521204616-00515.warc.gz | 0.94131 | 662 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__92562278 | en | From next month Air India aircraft flying on the Delhi-San Francisco (SFO)-Delhi route will circumnavigate the earth as it will go round the world in less than 36 hours. The Maharaja currently takes the western route while flying Delhi to SFO by crossing the Atlantic, covering a distance of 13,900 km in up to 17 hours. And it flies back home taking the same route in an hour less.
From next month, AI plans to fly east to SFO by crossing the vast Pacific Ocean. While this route is almost 1,400 km longer, the Boeing 777-200 (long range or LR) aircraft will get only strong tail winds on its eastward journey and cut flying time by up to three hours. On the return, the plane will fly over the Atlantic. Thus by the time the plane reaches Delhi, it would have gone round the earth is just about a day-and-a-half.
The B-777 200 LR, on an average, burns 9,600 litres fuel for each hour of flying. Reducing the flying time to SFO from an hour (in summer) to three hours (in winter) will mean huge fuel saving. The new route, thus, promises to a win-win for all as travellers will reach SFO faster and the airline will burn less fuel.
"The earth rotates from west to east and winds also flow in that direction. Flying west means facing strong headwinds (that decreases an aircraft's actual ground speed) and flying east means getting strong tailwinds, which does the opposite. While taking the (western) Atlantic route to SFO, we usually face headwinds of 24 kmph. If our aircraft is doing 800 kmph, its actual ground speed is 776 kmph. Taking the (eastern) Pacific route to SFO will mean getting tailwinds of 138 kmph which will make the aircraft have an actual ground speed of 938 kmph," said a senior AI official.
In summer, flying time to SFO over Pacific will be 16 hours — an hour less than the Atlantic route. And in winter, the difference will be as high as up to three hours between the two routes, said the official.
The airline has sent its Pacific route proposal to the Directorate General of Civil Aviation for clearance as no Indian carrier has flown this route nonstop to the west coast. Jet Airways used to have a Mumbai-Shanghai-SFO connection some years ago.
The Atlantic route to SFO sees AI fly over Pakistan, Afghanistan, CIS, Russia, Norway, north Iceland, Greenland; crossing the Atlantic to Canada and then entering the US airspace through Seattle. For the Pacific route, AI has chosen this flight plan: Delhi to Bangladesh, Myanmar, China, South Korea, Japan, crossing the Pacific's vast oceanic airspace and then flying directly to the Golden Gate city. AI avoided Russia on this route due to two issues: lack of adequate alternate airports for landing in an emergency and language problems.
"We will mostly return to Delhi taking the Atlantic route. But for some days in a year, we may fly over the Pacific if it leads to some time-saving and translate into less fuel burn," said the official. | aerospace |
http://eaa1073.org/truckee-airshows/2018-truckee-airshow-acts-announced | 2021-07-28T15:58:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153739.28/warc/CC-MAIN-20210728154442-20210728184442-00128.warc.gz | 0.886239 | 233 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__113435757 | en | 2018 Truckee Airshow Acts announced
The 2020 Truckee Air Show has been canceled, see you next year
We fly the Young Eagles the day after the air show on a first come-first served basis, with check-in starting at 8. Pilot/Young Eagle assignments will start as soon as possible. There is usually a crush of parents & kids at 8, so if you come around 9:30 your wait shouldn't be long.
Red Bull TEAM Chambliss – That’s Kirby Chambliss and his team – back by popular demand!
with Red Bull Air Force team
And, this year, the Red Bull Helicopter joins TEAM Chambliss!
The RenedgageAV8R Jet Airshow Team featuring David Costa, straight from Reno, flying his TS-11 Iskra Jet!
Sky Dancer, Anna Serbinenko flies in from Canada. From Swiss Banker to Sky Dancer!
Dan Buchannan – This guy adds MAGIC to powerless flight!
Commemorative Air Force P-51 Man O’ War, Executive Sweet B-25 and much more! | aerospace |
https://www.keithshields.ca/blog/2013/05/28/aldrin-cycler/ | 2024-02-24T00:49:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474470.37/warc/CC-MAIN-20240223221041-20240224011041-00734.warc.gz | 0.971812 | 657 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__26097918 | en | Some people have the ability to think beyond their own time and consider what the world might look like in generations to come. One such person that has recently caught my attention is Colonel Edwin “Buzz” Aldrin.1 Aldrin was the second person to set foot on the moon and has led a life of celebrity since that epic 1969 mission. He is a fascinating person and, in his 2009 biography, Magnificent Desolation, he is open about his personal struggle with depression and alcoholism following his NASA career. He is also outspoken about his Presbyterian faith and is known for having celebrated communion on the moon.
Aldrin has continued to invent and discover new concepts. In 1985, at the age of 55, he discovered an orbit which would allow an object such as a comet or spacecraft to cycle between the earth and Mars. Aldrin proposed that humans could take advantage of this orbit and insert a spacecraft (sometimes called the Aldrin Cycler) into this orbit that could carry men and women to Mars. The cycler would continually orbit between Earth and Mars with periodic close flybys of each planet. One complete orbit would take two and one seventh years, while the trip from earth to Mars would take around five months. Mars missions could rendezvous with the cycler at these strategic flyby points and personnel could ride the cycler between the planets. They would exit at the next close encounter. This would reduce the amount of rocket fuel needed to travel between the two planets as it uses the gravitational tugs of each planet in a gravity assist flyby. Take a look at this video that describes how the concept works.
From a science and technology perspective, it is a fascinating concept. Once the cycler was inserted into its orbit, the initial trips could be devoted to delivering materials to this neighbouring planet. Robotic missions could place living quarters, food supplies, and other things needed for the first missions with humans on-board. Imagine hitching a ride on an artificial comet safely protected from the cosmic rays of space. A rotating living space inside the cycler could generate an artificial, centripetal gravity where travelers could carry out experiments on scientific questions related to space travel as they spent five months on the journey to the planet. Then, when the travelers arrived they could explore the surface of Mars, set up a scientific station on the planet, and perhaps eventually colonize the planet.
The other aspect of this story that is also of interest to me is the mindset of “Buzz” Aldrin. He is definitely looking toward the future with this proposal. He is now 83 years old and the project would not possibly get started before 2020. He is pioneering and seeking to contribute to something that will benefit future generations. Many times in business, science, and even the church, our vision is very short-sighted. If there is no benefit for our present or for our immediate future, we tend not to think about such things. I like reading about those who are dreaming and creating a vision for the future. We need more of these dreamers. Perhaps I can integrate some of Aldrin’s spirit into the work I do. I will give some thought to how I can help build a better future for those who will come after me. | aerospace |
https://www.wkinformation.com/global-drone-service-market-insight | 2022-08-09T17:25:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571056.58/warc/CC-MAIN-20220809155137-20220809185137-00691.warc.gz | 0.934114 | 837 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__97806193 | en | WK Information’s purpose is to support clients to make informed optimal decisions. Our reports cover a variety of fields, from niche market to general market. Our consistent growth and ability to deliver in-depth analyses and market insight has engaged genuine.
Global cristobalite will increase steadily over the next...
The Gold Nanoparticles is forecast to crazy increase...
The Flue Gas Desulfurization is forecast to steadily...
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Global Drone Service Market InsightJanuary 5, 2022 Comments
Global Drone Service Market has witnessed growing treads over the five years. According to the World Knowledge Information (WKI)Global Drone Service Market Report 2021, Forecast to 2026. The compound annual growth rate (CAGR) for the 2021-2026 period is projected to be 30.5% base on WKI regression analysis model.
“With the improvement of drone shooting accuracy and precision, everyone’s demand for drones is increasing, especially in the fields of aerial photography and remote sensing. It is expected that with the development of drone technology in the future,drone service market share will grow”said Wikky, Senior analyst, Global Drone Market Research Center in WKI.
Based on original technology, high-end drone service manufacturers tend to add more practical functions to provide consumers with a better experience.According to Market News：In February 2018, Identified Technologies added new features in its drone mapping service software such as haul road analysis and slope maps to enhance the drone services provided to industries such as mining and infrastructure.in May 2018, Sky-Futures Ltd. partnered with NATS, UK to provide commercial drone pilot training. In January 2018, the company signed a partnership with Bureau Veritas to provide industrial inspection services through drones in Europe.Under such circumstances,drone manufacturers have increased product R&D input to adapt to the rapid development of the Drone service industry.
The global Drone Service industry is divided according to enterprise,the major companies in the Drone Service market include DJI，Aerobo，Airware，Cyber hawk，Deveron UAS，Drone Deploy etc.Moreover, due to the high technical threshold of Drone Service, the drone service market is dominated by several drone giants. However, giants are investing more and more in the research and development of new products, resulting in small-scale drone companies not being competitive in the market.
Segmentation of Drone Service Market:
The global Drone Service market is segmented on the basis of application. By application , it is divided into aerial photography and remote sensing, data acquisition and analytics, mapping & surveying, 3D modeling and others.The aerial photography and remote sensing application segment is expected to grow at the highest CAGR during the forecast period. There has been an increase in the demand for aerial photography from the infrastructure, architecture, civil engineering, and oil & gas industries around the world.Aerial photography occupies a considerable share of the drone market. It can not only be applied to filming, but also can be used to shoot daily scenery. As people’s income continues to increase, the share of aerial photography drones will further expand.
Drone Service Market: Regional Analysis
In terms of geography, the Global Drone Service market has been segmented into: North America, Asia-Pacific, Europe, South America, and the Middle East and Africa. North America is estimated to be the largest Drone Service market and The Asia Pacific drone services market is projected to grow at the highest CAGR during the forecast period. This growth can be attributed to the increasing number of drone services being used by prominent industries such as agriculture, mining, and oil & gas in the region.
Largest share area：American
Largest share country：USA | aerospace |
http://www.satmagazine.com/story.php?number=1110087295 | 2021-08-04T22:03:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155188.79/warc/CC-MAIN-20210804205700-20210804235700-00296.warc.gz | 0.936925 | 2,953 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__102926366 | en | Norsat Agreement for Their Acquisition by Hytera Project Corporation
Norsat International Inc. has entered into an arrangement agreement (the “Arrangement Agreement”) with Hytera Project Corp. (“Hytera”) a subsidiary of Hytera Communications Co., Ltd., pursuant to which Hytera will acquire all the issued and outstanding shares of Norsat for $10.25 in United States dollars (“USD”) in cash per share, pursuant to a court-approved plan of arrangement
All unexercised options and restricted share units will also be acquired under the Arrangement. The proposed transaction values Norsat at an equity value of approximately $62 million USD.
As previously disclosed by Norsat on March 17, 2017, Privet Fund Management LLP (“Privet”) submitted a non-binding letter of interest to acquire the Company for cash consideration of $10.25 USD per share subject to due diligence, financing, the completion of a definitive agreement and other conditions. At that time, Norsat and Hytera were in exclusivity with respect to a possible transaction.
Based on Hytera’s offer of the same cash consideration as indicated in Privet’s non-binding letter of interest, with no further due diligence, no financing conditions and the synergies between Norsat and Hytera including but not limited to a greater global sales presence, access to additional markets and research and development collaboration, the Independent Directors of Norsat’s Board of Directors (the “Board”) decided to proceed with the Arrangement Agreement
“After discussions with multiple parties and a comprehensive review of several indications of interest with respect to a strategic transaction, we are very pleased to have reached an agreement with Hytera. We believe this all-cash transaction offers Norsat shareholders immediate liquidity and certainty of value. We thank our shareholders for their patience and support during the strategic review, a process that has ultimately surfaced significant value for all Norsat shareholders,” said Fabio Doninelli, Director and Chairman of the Board.
SpaceX First Ever Re-Used First Stage Falcon 9 Lifts SES10 To Orbit
The SES-10 satellite was successfully launched into space onboard a flight-proven SpaceX Falcon 9 rocket at 18:27 EDT pm
With a Ku-band payload of 55.36 MHz transponder equivalents, of which 27 are incremental, this multi-mission spacecraft is the first SES satellite that is wholly dedicated to providing service to Latin America. SES-10’s high-powered beams will augment SES’s capabilities across the region providing direct-to-home broadcasting, enterprise and mobility services. SES-10 will replace capacity currently provided by other SES satellites at 67 degrees West, as well as bring additional capacity to Mexico, Central America, South America and the Caribbean.
Pursuant to an agreement with the Andean Community (Bolivia, Colombia, Ecuador and Peru), the satellite will operate as the Andean Community’s Simón Bolivar 2 providing satellite capacity for each Andean Member State. The Andean satellite project comes from the shared Member States’ interests of having a common satellite network taking advantage of the Andean spectrum resources at 67 degrees West.
“The successful launch of SES-10 on SpaceX’s first ever mission using a flight-proven rocket is opening up a new era of spaceflight. We are proud to have partnered with SpaceX on this journey of innovating and using reusable rockets that will make access to space more efficient in terms of cost and manifest management,” said Martin Halliwell, Chief Technology Officer at SES. “The additional capacity offered by SES-10 is ideal for providing additional TV services with better picture quality as well as faster broadband services – both of which will be welcomed by millions of people throughout Latin America and the Caribbean.”
Gwynne Shotwell, President and COO at SpaceX, added, “We are thrilled to have achieved the successful launch of a flight proven Falcon 9. This is an historic milestone on the path to complete and rapid reusability. We are pleased to have accomplished this milestone with SES, which has been a strong supporter of SpaceX and innovation over the years.”
SES’s (Euronext Paris:SESG) (LuxX:SESG) SES-10 was built by Airbus Defence and Space and is based on the Eurostar E3000 platform. The satellite will use an electric plasma propulsion system for on-orbit maneuvers and a chemical system for initial orbit raising and some on-orbit maneuvering.
EO-1 Set for Decommissioning
Without fuel, no one goes anywhere — well, this is not exactly true for satellites, as they do move, eventually, into the atmosphere of Earth, where they are cremated as they descend into the planet’s atmosphere.
Such is now the future of NASA’s EO-1 (Earth Observing-1) satellite after 17 years of faithful service.
Launched in November of 2000 as part of NASA’s New Millennium Program, the satellite captured images of Earth and was also a new technologies testing platform. A first for the satellite was also the spacecraft’s ability to control itself, so to speak, through the incorporation of autonomous software that allowed for less human intervention and also enabled EO-1 to trail behind the LandSat 7 satellite by about 60 seconds, communicating with one another to target various natural phenomena that ranged from fires, floods, volcanoes and more. The performance by EO-1 opened the door for even better autonomous satellite piloting technology that was implemented in later satellites.
Frank Culbertson, the President of Orbital ATK’s Space Systems Group, the company that built this satellite, stated that the company is proud to mark this historic occasion with NASA partners and and celebrates the EO-1’s incredible 17 year journey. Serving as one of NASA’s pathfinder Earth satellites, EO-1 delivered thousands of high quality images providing valuable data for the science community.
EO-1, using two major observing instruments, Advanced Land Imager (ALI) and the Hyperion imaging spectrometer, has provided more than 92,000 images to date consisting of equal amounts of multispectral and hyperspectral imagery. These instruments allowed the EO-1 team to acquire high spatial resolution of events and natural disasters around the world. The Hyperion instrument also allowed scientists to see chemical constituents of Earth’s surface in fine detail with hundreds of wavelengths.
What is amazing regarding EO-1 is that here is a satellite that was projected to have a life of about one year — and 17 years later, the satellite continued to function without difficulty, until the fuel became exhausted. Now that’s an ROI worth bragging about...
Hiltron Communicatoins Offers Super-HMM Antenna Mount
Hiltron Communications has added to their product family with a new offering that is based on their HMAM three-axis motorized antenna mount — the new Super-HMM is designed and built to accept substantially larger reflector dishes.
The Super-HMAM includes high-grade drives for azimuth and elevation plus a high-accuracy polarization drive and is fully compatible with Hiltron’s standard HACU antenna positioning system.
A combined head and drive are incorporated, forming a three axis motorized system with 180 degrees of azimuth adjustment, 90 degrees of elevation adjustment range and fully adjustable polarization.
Positioning accuracy is +/- 0.02 degrees and position-display resolution is 0.01 degrees.
The antenna control unit and associated motor-control electronics are contained in an IP65-rated weatherproof outdoor housing with a hinged front access port secured by dual key screws.
An emergency cut-off switch is easily accessible. Above the housing is a resolver which is used to measure the azimuth angle of the antenna.
An identical second resolver allows constant monitoring of antenna elevation. Azimuth and elevation drive motors each operate through a reduction gear.
Super-HMAM can be controlled via an IP link from a PC running a graphic user interface compatible with standard web browsers.
The control GUI displays all the information required to set and maintain azimuth, elevation and polarization, including current position and target position plus a database of potentially accessible satellites.
Once a satellite is selected, precise access parameters can be calculated at the press of a single button.
The entire antenna support system is built to withstand standard atmospheric pollutants and to operate at humidity levels of zero to 95 per cent over a temperature range between 25 degrees (optionally 55 degrees) down to -25 degrees Celsius.
Additional protection can optionally be provided to withstand pollutants such as salt encountered in coastal and industrial areas.
The rotating pedestal mount is made of corrosion-resistant hot-dip galvanized steel.
According to Hiltron sales director Antonio Monteverde, the standard HMAM is extremely robust and designed to operate with reflectors of 1.2 to 2.7 meters diameter on mountain-top transmission sites where wind speeds can exceed 200 kilometers per hour during storm conditions.
Super-HMAM has a newly developed support structure which can survive wind speeds well in excess of this figure, with antenna sizes of up to 4.9 meters diameter. Super-HMAM retains all the features that have made HMAM the preferred choice for two-way VSAT communication or receive only downlink applications in the broadcast, telecommunication and military sectors.
Successful Seeding for RBC Signals
RBC Signals is a multi-national company enabling an improved commercial-focused model for the delivery and processing of real-time data from satellites in LEO—the company capitalizes on the innovation behind the sharing economy, using the excess capacity of existing ground stations across the globe to provide affordable, low latency services to the emerging class of new space commercial satellite operators.
The company has now successfully raised $1.5 million in a seed round. The VC-led round was made possible with participation from investors around the world including the United States, Singapore, the Middle East and China and will allow the company to expand its global network, coverage and capabilities.
RBC Signals’ business is driven by macro data-consumption trends requiring higher bandwidth, higher resolution, and on-demand immediacy. RBC Signals’ services are aimed to meet the requirements of today’s commercial satellite operators, which have shifted along with these dynamics.
To do so, the company leverages the infrastructure and excess capacity of existing ground stations located strategically across the globe to provide real-time data delivery as well as data processing capabilities with a core focus on providing low latency, cost effective services to the emerging class of new space commercial satellite operators.
The recently completed capital raise will expand the coverage and the real-time data processing capabilities of the worldwide RBC Signals ground station network. RBC’s global network currently includes 30+ antennas in 20+ strategic locations.
Christopher Richins, co-founder and CEO of RBC Signal, stated that his company is the first and only provider in their market sector that uses a shared economy model to leverage existing ground station infrastructure to deliver and process real-time data.
Competitive pricing is critical for commercial satellite operators to make their own business plans financially feasible as the global space sector continues to commercialize.”
The other co-founder, Olga Gershenzon, also the CSO of the company added that demand for real-time data from space is growing—increasingly reliable and affordable launch services, along with the affordability of small Earth-imaging satellites, is driving the increased need for efficient and cost-effective real-time data delivery and processing services. RBC Signals is looking to fill this gap in the LEO marketplace.
A multi-national company, RBC Signals is led by space industry veterans Richins, Gershenzon and Rani Hellerman. Richins began his career as an RF Communications Engineer at Sea Launch, where he supported multiple satellite launch campaigns from the ship-based equatorial launch site. After business school, he completed an internship with SpaceX before joining Bain & Company as a management consultant.
Post Bain, Richins held management roles at Arkyd Astronautics (Planetary Resources), Space Angels Network, Expedia, and Applause. Richins earned an MBA from the Darden Graduate School of Business at the University of Virginia as a Jefferson Fellow, a master’s degree in Astronautics from the University of Southern California, and a bachelor’s degree in Electrical Engineering from Brigham Young University.
Gershenzon has more than 25 years of practical experience in remote sensing applications including land cover change, disaster monitoring and mitigation, wildlife preservation, and education. She co-founded, co-owned and is a Member of the Board of Directors for R&D Center SCANEX, the leading Russian company in the satellite remote sensing market, offering a complete set of services ranging from acquisition to thematic processing of Earth observation images from space.
She is also Co-Founder of the NGO “Transparent World”, a non-profit organization providing non-commercial and educational projects with remote sensing data, and is Chair of the Board of “Earth from Space,” an association of suppliers and users of Earth remote sensing data. She holds a master’s degree in Meteorological Engineering from the Department of Geography at Lomonosov Moscow State University.
Rani Hellerman is RBC Signals’ vice president of International Business. Prior to joining RBC, Hellerman worked at ImageSat International N.V for more than 15 years in technical and business positions and as a vice president of Business Development.
Prior to joining ImageSat, Hellerman held a long career in Israel’s Defense Forces, reaching the rank of Colonel. Hellerman has vast experience in the areas of advanced technology and operational requirements, including more than 25 years in Earth Observation business. Hellerman holds a BSc. degree in Electronics Engineering and master’s degree in Business Administration (MBA). | aerospace |
https://recruiting.army.mil/About-USAREC/USAREC-Command-Bios/Bio-Display/Article/3285760/cleveland-recruiting-battalion-commander/ | 2023-06-11T00:26:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646652.16/warc/CC-MAIN-20230610233020-20230611023020-00485.warc.gz | 0.926748 | 463 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__172489466 | en | Lt. Col. Douglas K. Fullerton graduated from the United States Military Academy in 2001 and was commissioned as a Second Lieutenant in the Aviation branch.
His operational assignments include: 1st Battalion 52nd Aviation Regiment, K16 Air Base, South Korea and Fort Wainwright, Alaska; Task Force 49 (predecessor to 16th Combat Aviation Brigade), Fort Wainwright, Alaska; Task Force Observe Detect Identify Neutralize (ODIN), Fort Hood, TX; 1st Battalion 337th Aviation Regiment, Fort Hood, TX; 166th Aviation Brigade, Fort Hood, TX. He served in leadership and staff positions from platoon leader to brigade executive officer.
His assignments outside the operational force include service as an exercise planner and lead aviation planner at Brigade Modernization Command, Fort Bliss, TX. He served as the Aviation planner and later the Chief of Future Operations (J35) at Joint Task Force North, Fort Bliss, TX.
His combat experience includes service as a brigade staff officer deployed in support of Operation Iraqi Freedom (2007-2008), as a company commander deployed in support of Operation Enduring Freedom (2010-2011), and as the aviation planner for Commander US Forces Afghanistan deployed in support of Operation Resolute Support (2016).
Fullerton earned a Bachelor of Science in Art, Philosophy, and Literature from the United States Military Academy (2001) and is currently pursuing a Master of Science in Aeronautics from Embry-Riddle Aeronautical University. He is a graduate of Flight School (2002), UH-60 Advanced Qualification Course (2003), Cold Weather Orientation Course (2006), Aviation Captain’s Career Course (2009), Command and General Staff College (2016), and Joint Forces Staff College, JPME II (2018).
His awards and badges include the Combat Action Badge, Aviator Badge, Parachutist Badge, Air Assault Badge, German Armed Forces Proficiency Badge (Gold), German Armed Forces Marksmanship Badge (Gold), Bronze Star Medal 1 Oak Leaf Cluster, the Meritorious Service Medal 1 Oak Leaf Cluster, the Joint Service Commendation Medal, the Army Commendation Medal 2 Oak Leaf Clusters, Army Achievement Medal 1 Oak Leaf Cluster, and other medals and ribbons consistent with his service and experiences. | aerospace |
https://strangesounds.org/2014/12/ambient-noise-of-the-international-space-station-iss.html | 2023-09-25T09:56:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233508959.20/warc/CC-MAIN-20230925083430-20230925113430-00612.warc.gz | 0.940489 | 93 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__36138236 | en | We always get stunning images taken from the International Space Station!
Well listen now to the ambient noise in the ISS.
I think I could not stand more than a few hours listening to this high-pitch sound. I would rapidly get claustrophobic in the relatively small ISS spaceship!
This sound is almost more annoying thant the hum we hear on Earth! Well now I kow why I didn’t become an astronaut! Lol! | aerospace |
https://airportix.net/flight/jq677/ | 2019-03-23T19:44:06 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202924.93/warc/CC-MAIN-20190323181713-20190323203713-00057.warc.gz | 0.665641 | 388 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__143433426 | en | |Date||Scheduled Departure||Scheduled Arrivals||Actual Departure||Actual Arrival||Aircraft|
|Wed. 2 Jan||01:10||06:25||01:09||06:29||Airbus A320|
|Fri. 28 Dec||01:10||06:28||01:27||06:43||Airbus A320|
|Mon. 24 Dec||01:10||06:19||01:34+24 m.||06:58||Airbus A320|
|Sun. 16 Dec||01:10||06:41||01:29||06:44||Airbus A320|
|Sat. 15 Dec||01:10||06:21||02:09+50 m.||07:24+40 m.||Airbus A320|
|Thu. 29 Nov||01:10||06:26||01:57+38 m.||07:16+30 m.||Airbus A320|
|Mon. 26 Nov||01:10||06:20||01:18||06:37||Airbus A320|
The flight Jetstar JQ677 (Darwin — Melbourne) is being accomplished from the airport Darwin International Airport (DRW), to the airport Melbourne Tullamarine Airport (MEL). The flight is accomplished by the planes Airbus A320. The flight distance is 1998 miles / 3215 km. Averages flight time 3 h. 45 m.
Information about the types of aircraft and flight numbers that perform the flight, as well as the percentage of the types of aircraft, that is, what type of aircraft often performs the flight.
|Flight Number||Scheduled Departure||Scheduled Arrivals||Estimated Departure||Estimated Arrival||Aircraft| | aerospace |
http://xbradtc2.com/2015/08/05/concept-of-a-nuclear-armed-f-35c-divides-opinion-842015-flight-global/ | 2021-04-11T15:44:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038064520.8/warc/CC-MAIN-20210411144457-20210411174457-00372.warc.gz | 0.938789 | 356 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__77591509 | en | The US government may currently have no plans to carry nuclear weapons on the F-35C, the carrier-based variant of Lockheed Martin’s Joint Strike Fighter, but some in Washington are keen to revive the concept.
They see as attractive the concept of carrier-based nuclear deterrence operations, particularly with an eye towards a 2017 review of the country’s nuclear posture and planned initial operational capability of the naval fighter jet in 2018.
Thomas Karako of the Centre for Strategic and International Studies says it might not be the current policy to deploy nuclear weapons on aircraft carriers, but there needs to be some debate, particularly while the F-35C is still in development.
I’ll admit that I didn’t even know the Air Force had begun the process of integration for the F-35A.
Aside from the B-52 and the B-2, the F-15E is the Air Force’s only nuclear capable aircraft. The B-1B had that mission capability removed as part of strategic weapons treaties with Russia.
And where during the Cold War, a fighter bomber wing tasked with the nuclear strike mission might fly 60% of its sorties training for that, and 40% for the conventional mission, it’s hard to find any fighter bomber training for the nuclear mission today.
As the article notes, the Navy isn’t pushing hard to regain the tactical nuclear mission it gave up in 1992.
On the other hand, some baseline technical capability to rebuild the mission should probably be considered. Of course, it requires more than simply modifying the aircraft. Magazines aboard ship, storage ashore, and training for ship and squadron ordnance personnel and aircrews would have to be revisited. | aerospace |
https://www.paulfrasercollectibles.com/blogs/space-aviation/space-collectibles-from-mercury-to-the-shuttles-will-land-at-lunar-legacies | 2023-02-03T00:30:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500041.2/warc/CC-MAIN-20230202232251-20230203022251-00496.warc.gz | 0.928395 | 435 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__120289643 | en | Space memorabilia specialists Lunar Legacies are shaping up to deliver another exciting auction next week with a wide range of collectibles from the Mercury missions to the space shuttle era.
Previously they've sold pieces of the doomed space shuttle Challenger, one of which sold for $7,550.
The wide variety of items available includes the following highlights: A rare 3" diameter Gemini-era NASA meatball patch with a bare cloth backing, and of the type worn by the Gemini astronauts on their spacesuits.
This is a bit frayed where the vector extends over the patch, but otherwise is in good shape.
From around the same time is Charles Conrad's flown Gemini 5 Experimental Procedures Book checklist page, 5"x 8", with a photocopy of the original signed letter by Conrad when the entire book was sold in 1994.
From the Apollo era itself there are two stand-out lots: Firstly, there is a rare Apollo 8 SC-103 access badge (Spacecraft 103) signed on the back with authentic signatures by the Apollo 8 crew of Borman, Lovell and Anders.
Jim Lovell of course has the bittersweet distinction of being the only man who flew to the moon twice without landing on it (the second time being the hair-raising near disaster that was Apollo 13).
Secondly, there's a NASA colour lithograph of the Apollo 16 crew, signed with authentic signatures by Young, Mattingly and Duke. Despite a couple of small handling dings in the top right corner, this is generally in great shape.
None of the items have been given clear estimates and at the moment none have bids higher than a few hundred dollars, but we expect some of these to reach at least four figures before the online auction closes on August 20.
Watch this space for the results of this sale.
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Join our readers in more than 200 countries around the world - sign up for your free weekly Collectibles Newsletter today | aerospace |
https://www.zimsinsa.com/air-zim-saa-resolve-airline-dispute/ | 2021-07-25T04:59:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151638.93/warc/CC-MAIN-20210725045638-20210725075638-00132.warc.gz | 0.958092 | 199 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__16283011 | en | Originally posted 2017-08-21 15:59:18.
August 21 2017 – THE deadlock between Air Zimbabwe and South African Airways (SAA) has been resolved following a meeting with all aviation entities, Minister of Transport Joe Maswanganyi announced on Sunday afternoon.
Maswanganyi said the meeting resolved that the airline should comply with the applicable legislation.
“Upon receipt of the relevant documentation, the Civil Aviation Authority will release the Air Zimbabwe aircraft. It can be confirmed that during the meeting, Air Zimbabwe did submit the required documents which are being assessed by [the SA Civil Aviation Authority]and if found to be in order, a recommendation will be made to the department to issue the [Foreign Operator’s Permit]. It is anticipated that the whole matter will be resolved within a day,” he said.
On Friday, an Air Zimbabwe flight was set to take off for Harare shortly after 18:00 but was cancelled. – ANA | aerospace |
http://www.camodelers.com/ | 2019-11-14T13:36:52 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668525.62/warc/CC-MAIN-20191114131434-20191114155434-00265.warc.gz | 0.962201 | 82 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__167139487 | en | About Central Arizona Modelers
Our flying field is located between Sedona and Cottonwood AZ. We fly all forms of radio-controlled aircraft. It is open to club and AMA members every day, weather permitting. We welcome spectators, guests and anyone interested in model aviation. Our members happily share their time and expertise to help beginning pilots become safe and confident RC flyers.
COME FLY WITH US! | aerospace |
https://pleasefireme.com/popular-questions/how-much-is-a-dc-3-worth/ | 2023-12-03T02:17:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100476.94/warc/CC-MAIN-20231202235258-20231203025258-00115.warc.gz | 0.933608 | 635 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__78313752 | en | How much is a DC-3 worth?
Good DC-3s with mid-time engines can be had for around $150,000, the same price as a new Cessna Skyhawk four-seat, single-engine trainer. The “-3s” have direct operating costs a little less than those incurred by a B200 King Air twin turboprop: about $600 to $700 an hour.
How much does a C-47 cost?
The C-47 was affectionately nicknamed “Gooney Bird.” The C-47 was commercially known as the DC-3, also known as the R-4D by the Navy, and the Dakota by the English….DOUGLAS C-47 SKYTRAIN.
How much does a DC 9 cost?
$5.2 million lenghtened narrow-body jet airliner for SAS. The DC-9-40 is a narrow-body jet aircraft built by McDonnell Douglas in response to a Scandinavian Airlines System (SAS) requirement.
How many DC-3 are still flying?
Many continued to be used in a variety of niche roles; 2,000 DC-3s and military derivatives were estimated to be still flying in 2013; a 2017 article put the number at that time at more than 300.
How high can a DC-3 fly?
|First flight||Dec. 17, 1935|
|Length||64 feet 5.5 inches|
|Height||16 feet 3.6 inches|
How Far Can AC 47 fly?
|First flight||Dec. 23, 1941|
|Normal range||1,600 miles|
|Maximum range||3,800 miles|
|Cruise speed||160 mph|
What is the difference between a DC-6 and DC 7?
The Douglas DC-6 is essentially a stretched, more powerful, and pressurized version of the DC-4 with three-blade props. The DC-7 is merely a stretched DC-6 with four-blade props and retaining all aerodynamic and structural features.
Are any DC-9 still flying?
It was the last of the major US carriers to retire the type – with its last flight in January 2014. No major airlines still operate the DC-9 in 2022, but 26 aircraft still remain active (according to data from ch-aviation.com).
How much runway does a DC-3 need?
|Maximum number of passengers (VARIG’s configuration)||21 or 32|
|Maximum fuel capacity||671 gallons|
|Average cargo capacity||8,817 pounds|
|Minimum runway length||1,312/2,296 feet|
Was the DC-3 pressurized?
“Other distinct advantages of the aircraft that have led to its continued service include its ability to take off and land on short and unimproved runways, its relatively low operating and maintenance costs, and the fact that the cabin is not pressurized, which has resulted in less metal fatigue over the years versus a … | aerospace |
https://www.ofsoptics.com/navigation-sensing/?userid=*guest&session=afcl2lmdqrdnjn1seqoqsooo | 2024-04-25T10:59:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297292879.97/warc/CC-MAIN-20240425094819-20240425124819-00809.warc.gz | 0.850414 | 233 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__5840322 | en | Fiber optic gyroscopes (FOGs) are critical tools in many different platforms; aircrafts, missiles, unmanned aerial vehicles (UAVs), and ground vehicles all require advanced optical fiber navigation technology to ensure reliability and safety. OFS manufactures an array of products for such applications.
Our GyroSil® Rad-Hard PM (polarization-maintaining) optical fiber, with its pure silica core, provides the high performance needed in radiation environments. For applications where radiation is not a factor, our GyroSil PM Sensing Fibers feature 1550 nm and 840 nm polarization maintaining properties in reduced diameters. OFS also offers 80-µm erbium-doped fibers for use as a source in FOGs.
- Aerospace and Defense Solutions
- Optical Fiber Solutions for Sensing Applications
- GyroSil® PM Sensing Optical Fibers
- Radiation Performance of GyroSil® Rad-Hard PM Optical Fiber
- Reference Paper in Knowledge Base – Radiation Performance of Low Bend-Loss Optical Fiber
See all our optical fibers and cables for demanding fiber optic sensing applications. | aerospace |
http://www.militaryvids.com/military-channel-great-planes-f-100-super-sabre-documentary_1211cba12.html | 2018-05-21T13:09:21 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864186.38/warc/CC-MAIN-20180521122245-20180521142245-00277.warc.gz | 0.876744 | 109 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__100765374 | en | North American F-100 Super Sabre
The North American F-100 Super Sabre was an American supersonic jet fighter aircraft that served with the United States Air Force from 1954 to 1971 and with the Air National Guard until 1979.
Top speed: 1,389 km/h
Introduced: September 27, 1954
Unit cost: 5,960,000–5,960,000 USD
First flight: May 25, 1953
Designer: Edgar Schmued
Engine types: Pratt & Whitney J57, Turbojet | aerospace |
http://www.tsgc.utexas.edu/lists/teachers/2003/2003_11_21.html | 2018-11-15T04:43:49 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039742483.3/warc/CC-MAIN-20181115033911-20181115055911-00183.warc.gz | 0.91717 | 780 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__210033922 | en | |Table of Contents|
The Texas Department of Transportation and the Aviation and Space Foundation of Texas are offering a Columbia Remembered specialty license plate. Out of the $30 application fee $22 will be used to provide Columbia Crew memorial scholarships and to further aviation and space activities in Texas.
Mars has been a beacon for exploration. Mars Challenges the explorer in each of us. Apply now for Liftoff 2004 Journey to the Red Planet. Join NASA Scientists and Engineers, get involved with hands-on inquiry based classroom activities, receive curricula and space science materials, tour NASA and Space Center Houston and get the opportunity to interact with Researchers dedicated to the Mars space missions. Application is on-line now. The deadline to apply is April, 2004. Visit the above website to apply.
The next Earth Crew Web cast is just around the corner! On Monday, December 1st at 10:00AM (ET), leaders from NASA's Earth Science Enterprise will be answering questions dealing with NASA's exploration of our home planet. In addition, NASA's Chief Financial Officer will be on hand to share with students how money and exploration are related. Questions contributed by Earth Crew teams will be answered during the broadcast. Another set of questions and answers will be featured on the Edspace Web site. Earth Crew is comprised of students, teachers, and other adults dedicated to supporting the Educator Astronauts as they prepare for and explore space. In addition, Earth Crew members will participate in ground-based projects and missions. NASA is currently recruiting students, educators, and families to join the Earth Crew Team. If you want participate in this great, new way to be a part of the space program, visit the above Web site for information.
The NASA Regional Educator Resource Center has free Centennial of Flight classroom kits available on a first-come, first-served basis. The kits include posters, classroom activities and a magazine of flight history. The kits commemorate the Wright Brothers flight at Kitty Hawk on Dec. 17, 1903. To receive a kit, please e-mail your name and mailing address to email@example.com.
The annual Young Producers Contest, sponsored by the Earth & Sky radio series and the National Science Foundation, gives students around the world a chance to create their own science radio programs. The five best shows will air on the Earth and Sky program in the spring, 2004. The deadline for entries is Dec. 15. For contest information, go to above website
NASA is launching 28 brand-new 60-second "news breaks" for the Kids Science News Network (KSNN). The breaks are geared for kids in grades 3-5, educators and parents.
Produced by NASA's Center for Distance Learning at the Langley Research Center, Hampton, Va., the video and Web-based series includes animated activities featured in a new section of the Web site for grades K-2. Kids frequently ask how a CD works, what makes leaves turn colors, and how to tell time in space. NASA is answering these and many other questions, by reaching out to early childhood educators. NASA wants to help educators teach science, mathematics and technology concepts through the newest additions to KSNN programming. NASA's KSNN also helps explain everyday phenomena and corrects misconceptions. The one-minute on-line videos feature kids answering science, mathematics and technology questions, as well as sharing facts about NASA, in an interesting and instructional format. The companion Web site provides follow- up written explanations, related print and electronic resources, activities and computer-graded quizzes. Visit the above website
Please note, Texas Space Grant Consortium does not sell or give away its address lists.
Questions or Comments should be directed to: firstname.lastname@example.org
Last Modified: Sat Dec 06, 2003
CSR/TSGC Team Web | aerospace |
https://www.polot.net/en/mikojan_i_guriewicz_mig_23_ub | 2021-11-29T09:31:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358702.43/warc/CC-MAIN-20211129074202-20211129104202-00018.warc.gz | 0.953526 | 5,563 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__162603405 | en | 255 Section 1979-06-04
OKB Mikojan and Guriewicz MiG-23 UB
Two-seater combat aircraft.
For the first time with the MiG-23 aircraft, our politicians and military officers came across while looking for a successor to the IL-28 bomber aircraft. The last six bombers were removed from the state in 1979, but in fact for the entire decade they were no longer of any combat value. CCCP offered us MiG-23 BN or Su-20 aircraft. Both with variable wing geometry. According to Polish specialists, none of the aircraft offered did not meet our requirements, but there was no other alternative. The choice fell on the Su-20, as a cheaper machine and in a sense similar to the "dry" used so far. Ultimately, these were Su-22 M4 and two-seat Su-22 M3U aircraft.
The search for a new aircraft for WOPK (the country's air defense forces) was similarly difficult. Our eastern partner (then it was necessary to say - brother country) offered us a MiG-23 MS plane. This offer was not satisfactory to us anymore. They were weapons with MiG-21 bis weapons. They had no way of attacking at a meeting course. In addition, problems with the operation of these machines effectively discouraged the Polish side from this investment. The export display of the MiG-23 M version was constantly postponed. The MiG-23 MS aircraft was equipped with newer avionics and a large number of structural defects were removed. The resulting version was called MiG-23 MF and was offered to the Polish side. This time in May 1978, the proposal was approved and accepted.
At the same time, a decision was made to train the first group of pilots and technicians for a new type of fighter. The first of the three planned airborne regiments was 28 PLM stationed in Słupsk. However, before a group of Polish officers was selected for training in CCCP, the unit's staff from Słupsk, using the invitation of the Soviet 871 PLM stationed in Poland in Bagicz near Kołobrzeg, got acquainted with the aircraft and its capabilities. The Soviet pilots presented the MiG-23 M in flight, and the technicians had the opportunity to familiarize themselves with the airframe. Opinions of the Polish side were different. On the one hand, there was talk of high machine failure rate and complicated operation. However, positive reviews prevailed. Much attention was paid to the variable geometry of the wings, which until now could only be seen in Powidz, where from 1974 to 1976 the conversion of the Su-20 fighter-bomber took place. Good take-off and landing parameters, high altitude and high maximum speed were optimistic about the MiG-23.
On January 29, 1979, a group of 13 pilots from 28 PLM and technicians under the command of lieutenant colonel pilot Janusz Dorżyński went on a three-month training to Ługawoje in CCCP. The pilots underwent a two-month theoretical training ended with an exam, after which they sat at the controls of the Soviet MiG-23 M / MS / MF / UB. The first flights showed very good flight properties. Rapid acceleration of the machine has been confirmed. The engine quickly and eagerly entered the revs. The plane was easy to fly. The performance and equipment of the MiG-23 did not resemble the fighters used so far in Poland. I mean MiG-21 up to and including the MF version. The MiG-23 was supposed to completely displace the first line of the MiG-21. On April 28, 1979, after passing the final exams, all staff returned to Poland.
By the way, it should be said that when the first MiG-23 was brought to Poland, they had been on the CCCP's armament for 9 years, and were also in the stock of African countries such as Sudan, Libya, and East Germany and Czechoslovakia in Europe. Because Słupsk Airport was under renovation at that time, the planes were handed over in Minsk Mazowiecki. We received the first MiG-23 MF / UB on June 4, 1979 in the number of 11 pieces. MiG-23 MF nb 120, 121, 122, 139, 140, 141, 145, 146, 147, together 9 pieces, MiG-23 UB nb 845, 846 together 2 pieces. Factory pilots arrived. On the planes there were Soviet hallmarks (red stars), which were quickly washed away after landing. Technical acceptance took place and an official acceptance report was signed. Seven days later, on June 11, 1979, the first flights began under the guidance of 12 Soviet engineers. The first Polish pilots who sat behind the controls of the MiG-23 UB side No. 845 were the commander of 28 PLM Lt. Col. Pilot Janusz Dorżyński and Major Pilot Bogdan Sokołowski. On June 25, 1979, three more MiG-23 MF nb 148, 149, 150 arrived in Poland. At the end of 1979, the renovation of the Słupsk airport was completed, therefore, on January 4-7, 1980, owned 14 MiG-23 MF / UB was transferred from Mińsk Mazowiecki to Słupsk to Redzikowo. On January 14, 1980, training began at the home airport. From October 13, 1980, the regiment reached combat readiness and began regular combat duty.
Even before the next batch of aircraft was delivered to 28 PLM on May 25, 1981, as a result of the failure, the first MiG-23 MF nb 140 aircraft was lost, which was piloted by pilot captain Ryszard Drzymała. The plane approached from the west side of the runway. At the last moment he released the chassis, which unfortunately did not get stuck in the locks. It folded and broke at the time of the touchdown. The pilot released the braking parachute. The plane slowed down, scrubbing the belly on the runway. At the end she leaned on her right wing and slid down onto the grass. The pilot was not seriously injured. Damage to the machine turned out to be very serious and eventually it was overhauled. On April 26, 1985, this aircraft was handed over to COSSTWL in Oleśnica. With time, the plane began to be designated as nb 40, and years later after the dissolution of the center, the plane as a monument was transferred to the Radom-Sadków airport, and after the creation of the Air Force Museum in Dęblin it was transferred there.
On January 29, 1981, MiG-23 UB nb 850 flew to Słupsk. On September 2, 1981, MiG-23 nb 455, 456, 457, 458, 459 arrived, and on September 25, 1981, MiG-23 nb 460, 461 , 001, 005, 007, 010, 012. On October 19, 1981, two MiG-23 UBs were delivered.
The last aircraft were delivered in 1982. On June 26, 1982, the last sixth MiG-23 UB was delivered. On August 25, 1982, MiG-23 MF nb 062, 065, 101, 102, 105 was delivered, and on September 21, 1982, MiG-23 MF nb 021, 050,110,115, 117, 152, 153.
Deliveries of a total of 36 copies were completed in 1982. Polish MiG-23 MFs came from series 17 (originally they did not have the ability to carry NCR R-60), 20, 21 and 24. The aircraft received modernized APU-23 M 1 launchers. They served until 2000. In total, 6 MiG-23UB were purchased for training purposes.
As the organizational structures were improved, new equipment and armaments were introduced, the content of the regiment's training tasks changed, systematically verified in exercises, during which often actions were carried out simultaneously from two airports and the road section (DOL). Many times the regiment took part in exercises organized at the level of the Polish Army, and until 1989 in the exercises of the Warsaw Pact, cooperating with the CCCP and NAL GDR (National People's Army of the German Democratic Republic).
In 1988, friendly contacts with one of the Soviet units in Poland, supported by personal knowledge of both commanders, brought measurable results. By withdrawing the MiG-23 M aircraft by the end of 1989, the Soviets handed over to the Poles, as parts of the warehouse, three aircraft, with the numbers "19", "32", "46". The latter, after returning the soviet engine, armament and pilot's seat, was painted gray, typical for the unit, painted chessboards and the fictitious number "979" (the end of the year MiG-23 was put into service) placed in front of the officer's casino.
In the 90s, the basic tasks of the regiment did not change significantly. Safe flight training remained the priority, the result of which was verified by completed exercises, including annually since 1992 rocket shooting at the training ground in Ustka and exercises combined with landing on the airport road section (DOL). The craftsmanship of piloting the regiment on MiG-23 MF aircraft were presented in numerous air shows, including in 1991 at the Air Show'91 in Poznań, in 1993 in Gdynia and Dęblin (simulated air fight 4 MiG-23 MF with 4 MiG-29 from 1. PLM), and in 1996 in Bydgoszcz. All tasks in the air in the 90s pilots performed safely. The commander of WLiOP for 1992, 1993, 1995, 1996 awarded the regiment with a diploma and a Transitive Cup for Flight Safety. In 1997, the regiment received the WLiOP Commander's Cup for Flight Safety. From 1993, the planes were repaired in the country, at the Military Repair Works in Dęblin, and not as before in Ukraine or Bulgaria. On August 8, 1996. The MiG-23 MF nb 139, ending its course, was handed over to Bydgoszcz, becoming a museum exhibit. On the same day, another MiG-23 MF nb 120, also finishing its resources, enriched the collections of the Polish Aviation Museum in Krakow. By the end of 1998, almost 90% of fighters were decommissioned. On September 2, 1999, all remaining MiG-23 MFs were practically grounded. It was on this day that the last school flights were made. Five MiG-23 MF and 2 MiG-23 UB aircraft took part in them. Only two MiG-23 UBs remained able to fly, those that flew on September 2, 1999. In turn their last flight took place on November 30, 1999. Some of the planes removed from the WLiOP inventory and handed over to AMW for sale to collectors, while a few of the youngest units (24 series airplanes), which still had a supply of resources, were transported to the Nadarzyce training ground and "shot" there. In 2005, information appeared that an American businessman bought several MiG-23 MF / UB aircraft (probably 5 units) with the intention of using them as flying attractions at aviation festivals. In 2005, the price of one machine at AMW as an exhibit was PLN 20,000.
Written by Karol Placha Hetman
255 Section 1979-06-04
OKB Mikojan and Guriewicz MiG-23 UB
Fighter aircraft with variable wing geometry. Two-seater.
A single-seat, single-engine supersonic interceptor fighter, capable of performing assault and bomber tasks. High-wing aircraft with variable wing geometry. The main strength elements are made of steel; fuselage fuel tanks, wing girders and tailings, wing suspension knots. In addition, aluminum alloys and, to a small extent, titanium, magnesium alloys and composites were used in the construction. The plane withstands a load of 7g, and with a minimum bevel of 4.5g.
The wings consist of a center wing with a skew leading edge of 70 degrees and moving parts with a skew angle change from 18 degrees 40 minutes to 74 degrees 40 minutes. The wedge angle is 0 degrees and the rise angle is 4 degrees. In the center wing there are integral 2 x 90 liters fuel tanks, radio equipment antennas, oxygen tank, weapon nodes and wing rotation mechanism. The rear part of the center wing contains a sealing system connecting the movable and fixed part of the wings. It is made of hinged flaps and vertical curtains with Teflon seals, pressure rods, levers and pneumatic cylinders. The moving parts are mounted on a large diameter pin. The movement is provided by a hydraulic system. Structurally, they have two girders and 7 ribs. Inside there are fuel tanks with a capacity of 2 x 215, 2 x 140, 2 x 90 liters. The wings are equipped with 4-segment toes tilted to an angle of 20 degrees, with an area of 1.32 m square. Their movement was synchronized with the rear flaps. On the upper surface, 2-segment choppers, 0.6 sq m, were mounted, tilted 45 degrees at a small skew angle. At the rafting there were 3-segment flaps, 5.9 sq m, swinging 25 degrees at takeoff and 50 degrees at landing. Each segment is supported on two bearings, with the end segments having frictional vibration dampers.
The fuselage was technologically divided into two parts on the frame No. 28. In the front part 60% is occupied by fuel tanks. There is electronic equipment for frame 6, mainly a radar station. An airtight pilot's cabin was placed between frame 6 and 12. The chassis with a servomotor is attached to frames 6 and 11. Other equipment was placed from the pilot's cabin, below it was lowered tow truck with a cannon and two weapon attachment nodes. The engine side air intakes are about 90 mm from the fuselage. The air intake plane is inclined 3 degrees forward. The front air wedge is stationary. Behind it, a hinged plate with perforation for suctioning the boundary layer of air is placed. A second plate was placed with it, also movable, but with a hinge at the back. Adjustment is carried out by hydraulic cylinders with a lever system. Plate encapsulation is ensured by vertical curtains and Teflon profiles at the top and bottom pressed with flat springs. Two additional air intakes were placed on the air ducts. Frame no. 14 starts fuel tank no. 1 with a capacity of 1 940 liters and ends with frame no. 18, which simultaneously starts tank no. 2 with a capacity of 870 liters and ends with frame no. 20. The main strength elements of the center wing, main landing gear and suspension tank attachment node. Between the frames 20 and 22 there are chambers of the main chassis closed with 4 flaps. Fuel tank No. 3, with a capacity of 740 liters, is closed with frame No. 28. Engine frame, another central wing fitting and weapon nodes are attached to frame 25. The tail part begins with frame No. 28A. Between fuel frames No. 29 and 30 there was a fuel tank No. 4 with a capacity of 470 liters. To the frame No. 31 is attached the tail, aerodynamic brakes and the afterburner tube. Aerodynamic brakes, upper 0.21 sq m and lower 0.40 sq m. Swiveling 45 degrees. Behind frame 32, the hull was made of titanium.
Horizontal slab formation with a skew angle of the leading edge of 55 degrees and 40 minutes, with an area of 6.93 square meters. Swiveling in longitudinal control by +8.5 degrees and -24.5 degrees, and in lateral control by -1 degree at the wing <57.40 degrees and 6.5 degrees> 57.40 degrees. The composition has a mixed construction, classic at the front, riveted, beehive at the back, glued. The horizontal formation has a span of 5.51 m. The vertical formation with a bevel of 72 degrees 20 minutes, with an area including an inflow of 7.21 square meters. Rudder tilts 25 degrees and 0.93 sq m. The ballast is attached to frame No. 29B and 31. Classic design, beehive rudder, glued. A parachute tray was placed under the helm. At the bottom, a foldable aerodynamic steering wheel, 1.42 m square. Folding is made to the right by 90 degrees and is synchronized with the chassis.
Chassis hydraulically moved. Emergency retractable with compressed air. Pneumatic disc brakes. Liquid-nitrogen shock absorbers. KT-152 front chassis with dimensions of 520 x 120 mm and a spacing of 250 mm, in a downward configuration. Hydraulically controlled MRK-30 device with a 40 degree swing. Fenders. KT-150 D main chassis with dimensions of 840 x 290 mm. Tubeless pneumatics. The chassis base is 5.812 m, the spacing is 2.86 m.
The KM-1M catapult chair, weight 135 kg, classes 0-130. The limits are a maximum speed of 1,200 km / h and a ceiling of 20,000 m. The chair in the first phase ejects the pyroquisher, and after moving 0.82 m, the rocket engine starts for 0.38 seconds and rejects the chair about 45 m from the flight path plane. Then a stabilizing parachute opens with an area of 0.1 square meters. Then, depending on the ceiling, a second with an area of 2 square meters. At a height of less than 3,000 m, a 54-square-meter main parachute opens. Fall <6 m / s. When catapulting at a height of 0 m, the main parachute opens at a height of> 25 m. The chair is controlled by the KAP-4/425 device. Next to the chair is the NAZ-7 emergency container in the marine, desert or northern variant. Includes food, signaling, communication, first aid kit, MŁAS-1 boat (Polish LŁR boat), field equipment.
Dual-flow turbojet R-29-300 and greening 55, with 1 x 81.40 kN thrust, and with afterburning 1 x 120.0 kN. The length of the engine is 4 991 mm, the diameter at the height of the compressor 846 mm, and the height of the combustion chamber 922 mm. The maximum gas temperature behind the turbine is 1,000 degrees Celsius. Engine weight 1 222 kg. Consists of; 5-stage low pressure, (1 and 2 stage made of titanium, the others made of heat-resistant steel), 6 stage high pressure, compression ratio 13: 1, annular combustion chamber with 18 injectors, 1 high-pressure turbine, 1-turbine low pressure, afterburner about 1.5 m long with three rows of injectors. The engine ends with an adjustable nozzle made of 18 hydraulically operated flaps. Starting the engine on the ground with a turbo-starter TS-21.
Kerosene T-1, TS-1, RT. Oil IPM-10 or synthetic WNII-50. Specific fuel consumption 0.9 - 1.2 kg / daN / h, with afterburning 1.5 - 2.0 kg / daN / h. The engine's service life is 900 - 1500 hours depending on the production series. Renovation period 350 - 450 hours.
Fuel - also fulfills the role of balancing the aircraft and coolant of some devices. In the basic variant, the aircraft takes 4,800 liters of fuel. Additional 3 x 800 liter tanks can be suspended. Pressure or gravity refueling.
Electrical - DC 28 V, 208, 115 and 36 V AC, and 400 Hz single and three phase. Generators, battery pack. Two taxi and landing lights, position lights.
Pneumatic - two main and emergency circuits. It brakes the wheels, seals the wing-fuselage passage, ventilates the equipment compartment, ventilates and seals the cabin, releases and rejects the braking parachute, emergency switches off some systems. Emergency releases the landing gear and retracts the hull steering wheel.
Hydraulic - two independent circuits, one main and one supporting. Retracts and extends the chassis including the hull steering wheel, controls the front chassis, air intakes, steering surfaces, sets two wing rotation hydromotors in motion.
Communication system - 120-channel R-832 M radio in the VHF and UHF bands, emergency radio R-855 UM, SMU-7 system for remote control with technicians.
Navigation and landing system - the system allows you to fly on a programmed route and automatically approach the landing, RSBN-6 S close navigation system, low altitude radio altimeter RW-4 in the range from 0 m to 1 500 m, automatic compass ARK-15 M, receiver MRP-56 M markers.
Recognition and warning system - SRZO-2 active query and response system, SPO-10 radiation warning system (shows the direction and moment of interception by the opponent, SO-69 active response system).
Armament control - the Szafir s-23 radar station with an analogue AWM-23 meter, the ASP-23 D optical sight, the TP-23-1 thermal indicator. The situation is represented on the display by SIĘ (a system of one induction). Searches targets, prepares data for guided missiles, calculates corrections for the cannon of non-guided missiles, highlights targets.
Armament MiG-23 MF
The aircraft was equipped with 5 suspension nodes. 3 under the fuselage and 2 under the fixed parts of the wings. The middle node is only for hanging the fuel tank. In the 90s Polish planes were equipped with movable knots under the moving parts of wings in the number of 2 pieces. They only serve to suspend fuel tanks or containers from e.g.
Nudelman-Richter GSz-23 Ł double-barrel cannon, cal. 23 mm, 200 rounds.
Guided missiles p-p class, 2 pieces each; R-3 S, R-3 R, R-13 M, R-55 on APU-68 E launchers; 4-6 pieces; R-60 M, R-60 MK on APU-60 IM or dual IIM launchers, R-23 R, R-23 T on APU-23 M. launchers. Class p-z, 2 each; H-23 M on APU-13 MT, H-23 M on APU-68 E.
Non-guided missiles S-5-M 1, -K 1, -MO, -KO, -P, -S, -O, -I, KPM, in tanks UB-32A or UB-16 and S-24 B weighing 235 kg on APU-68 E launchers.
Bombs up to 500 kg. E.g. 16 x OFAB-100, 6 x FAB-250, 4 x FAB-500. Ignition tanks 2 x ZB-500. Everything on BD 3-60-23 F 1-Ł 1, MD 2-67 U or other beams.
Data T-T MiG-23 MF
- Span from 7.779 m to 13.965 m
- Length 17.18 m
- Height 4.82 m
- Bearing area from 34.16 m2 to 37.27 m2
- Own weight 10 845 kg
- Total weight 15 750 kg
- Maximum weight 18 270 kg
- Landing weight 12,000 kg
- Weight of 4,000 kg
- Fuel weight 4 800 liters + 3 x 800 liters
- Maximum speed of 2,445 km / h at 12,500 m
- Maximum speed Ma-2.35
- Maximum speed 1,350 km / h at 0 m
- Climbing 7 min to a height of 15,000 m
- Cruising speed 940 km / h
- Landing speed 255 km / h
- Maximum range of 2,500 km
- Operating ceiling of 17,500 m
- Run-up at take-off 580 - 825 m
- Run-off during landing 1 225 m
Written by Karol Placha Hetman
255 Section 1979-06-04
OKB Mikojan and Guriewicz MiG-23 UB
Two-seater combat aircraft.
LIST OF AIRCRAFT MiG-23 UB serving in 28 PLM in Słupsk
MiG-23 UB nb 845 No. A1037845 - Delivered on June 4, 1979. in the first batch. He took part in the first visit of 28 PLM to a NATO country in Denmark on October 2, 1995. Withdrawn in 1999
MiG-23 UB nb 846 No. A1037846 - Delivered on June 4, 1979. in the first batch. Withdrawn in 1999
MiG-23 UB nb 850 No. A1038850 - Delivered on January 29, 1981. as the only one in the third party. Withdrawn in 1996
MiG-23 UB nb 842 No. A1038842 - Delivered on October 19, 1981. in the sixth party. Withdrawn in 1998
MiG-23 UB nb 844 No. A1038844 - Delivered on October 19, 1981. in the sixth party. Withdrawn in 1998
MiG-23 UB nb 831 No. A1038831 - Delivered on June 26, 1982. as the only one in the seventh party. Withdrawn in 1999
Written by Karol Placha Hetman | aerospace |
https://isr.umd.edu/research-funding/nextor-ii | 2023-06-05T04:11:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650620.66/warc/CC-MAIN-20230605021141-20230605051141-00132.warc.gz | 0.863203 | 146 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__232384335 | en | FacultyMichael O. Ball, David Lovell
Funding AgencyFederal Aviation Administration
The University of Maryland is the lead institution for an eight-university consortium forming NEXTOR II, a research program focused on aviation operations research. The new seven-year contract with the Federal Aviation Administration (FAA) will extend and expand the work of the original National Center of Excellence for Aviation Operations Research (NEXTOR). Research expenditures could total as much as $60M over the length of the contract. ISR professors Michael Ball (ISR/Robert H. Smith School of Business) and David Lovell (ISR/CEE) lead the Maryland NEXTOR II team. | aerospace |
https://astronomy.stackexchange.com/questions/884/what-are-the-next-planned-space-telescopes | 2024-04-14T23:15:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816904.18/warc/CC-MAIN-20240414223349-20240415013349-00761.warc.gz | 0.977518 | 198 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__130388035 | en | We've had hubble for two decades. Its become the most famous space telescope, and lately Kepler seems to be running for the second place. Are there any more powerful, better telescopes planned for launch in the near future?
The James Webb Telescope is the next one on the launchpad that you might be familiar with.
Although there are a few differences that one ought to be aware of. NASA has an entire program of telescopes to observe the universe, and many of them are designed for different wavelengths of light. The James Webb is primarily designed for the infrared part of the spectrum. While many people view the Webb as the successor to the Hubble, it would be more fair to say that it's really a successor to the Spitzer Telescope. Hubble and Spitzer were both part of the "Great Observatories" program. The Webb telescope is barely hanging on to funding, but so far the US hasn't managed to entirely abandon the program, science, or reality. | aerospace |
https://www.127wg.ang.af.mil/Media/Photos/igphoto/2000857597/ | 2022-06-27T02:21:05 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103324665.17/warc/CC-MAIN-20220627012807-20220627042807-00031.warc.gz | 0.948006 | 291 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__284565844 | en | 140401-Z-VA676-004 -- Alfred P. Murphy will be awarded the Distinguished Flying Cross for his service with a B-17 Flying Fortress flight crew, a model of which is on the table, during World War II. Murphy uses the model in his visits to local schools to explain the workings of the aircraft and its crew. In the background is a photo of Murphy with his late brother, William, who also served as an enlisted flight crew member during the war, first on a B-17 and later on a C-54 Skymaster. (U.S. Air National Guard photo by TSgt. Dan Heaton/Released)
No camera details available.
This photograph is considered public domain and has been cleared for release.
If you would like to republish please give the photographer appropriate credit.
Further, any commercial or non-commercial use of this photograph or any other
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trademark, including the use of official emblems, insignia, names and slogans), warnings
regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace |
https://indianwire.in/2021/10/20/why-a-mach-5-passenger-plane-is-a-crazy-idea-that-might-just-work-indian-wire/ | 2022-08-10T00:03:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571090.80/warc/CC-MAIN-20220809215803-20220810005803-00300.warc.gz | 0.951825 | 2,116 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__179157897 | en | (CNN) — Almost twenty years since Concorde retired, curiosity round supersonic journey has been choosing up tempo, and several other super-fast planes are below improvement. Airlines appear : United has already dedicated itself to providing supersonic routes as early as 2029.
But what about hypersonic journey, which occurs at speeds of Mach 5 — 5 instances the velocity of sound — and above? That would get an plane from New York to London in simply 90 minutes, in comparison with about three hours for Concorde, and between six to seven hours for a daily passenger jet.
Is it even attainable?
Hermeus, an Atlanta-based startup whose objective is to develop hypersonic plane, believes so. It’s already testing a brand new sort of engine it says will ultimately be able to reaching Mach 5 (over 3,000 mph). The engine is designed for a small, unmanned hypersonic plane Hermeus is at the moment creating for the US Air Force, however scaled to a much bigger measurement, it is going to be in a position to energy a passenger airplane.
That passenger airplane is a good distance away — Hermeus hopes to get it within the air for the primary take a look at flight earlier than the last decade is out, in 2029 — however as a result of its expertise must be constructed virtually fully from the bottom up, the corporate is already planning it out.
For a begin, it is going to be a lot smaller than present airliners and even Concorde, which had a capability of round 100 passengers.
“To help us size the aircraft, we basically built a business model for an airline,” says AJ Piplica, CEO of Hermeus. “We focused on the business class and first class travelers, and then played around with some parameters such as speed and operating costs. What came out of that was an aircraft with a 20-passenger cabin,” he provides.
That’s not removed from the capability of a big enterprise jet, which suggests there shall be only one class.
“We expect it to be profitable at today’s business class prices,” says Piplica, with the caveat that it is exhausting to gauge how a lot individuals shall be ready to pay to fly 5 instances quicker, as a result of “you can’t really answer that question until there’s a product out there and you have the real data.”
Faster than ever
The NASA X-43A is the quickest plane powered by an air-breathing engine.
The vary of the airplane shall be about 4,000 nautical miles, sufficient for transatlantic routes resembling New York to Paris, however not for transpacific routes like LA to Tokyo, which might require a stopover.
Routes over land, resembling New York to LA, are out of the query on account of noise rules: breaking the sound barrier comes with a loud growth, which normally should occur over water.
To perceive how daring the thought of a Mach 5 passenger airplane is, it is helpful to have a look at flight velocity data.
The quickest any plane with an engine has ever flown is Mach 9.6 (about 6,800 mph), a report set in 2004 by the NASA X-43A — an unmanned plane measuring about 12 ft in size.
Because that flight solely lasted a couple of seconds, the report for the longest sustained flight above Mach 5 belongs to the Boeing X-51, one other unmanned experimental plane, which in 2013 flew for over three minutes at Mach 5.1 (about 3,400 mph). Both plane needed to be launched from altitude by a B-52 bomber, after which introduced up to the mark by a rocket, highlighting the intricacies of those sort of high-speed flights.
For plane with people on board, the present absolute velocity report is Mach 6.7 (4,520 mph), set in 1967 by the X-15. It was mainly a rocket with a seat, designed to attain the report, and likewise needed to be launched from altitude by a B-52.
For an air-breathing plane — that’s, powered by jet engines somewhat than a rocket — able to taking off and touchdown by itself, the velocity report is “just” Mach 3.3 (about 2,200 mph), set by the SR-71 Blackbird, a army spy airplane, in 1976.
The prime velocity of Concorde, certainly one of solely two supersonic passenger planes to have flown commercially, was Mach 2.04 (1,350 mph).
The proposed Hermeus passenger plane, due to this fact, would beat the present report for the quickest air-breathing airplane by a big margin, and by flying for an prolonged time at Mach 5, it could outclass an achievement at the moment within the realm of unmanned experimental autos (after all, different plane may beat these data sooner or later earlier than Hermeus does).
‘Mature applied sciences’
Hermeus is utilizing hybrid expertise in its engines.
It’s unsurprising, then, that the preliminary focus of the corporate is on the engine. Tests began in February 2020 for a brand new sort of engine design, based mostly on an current mannequin utilized in fighter plane and manufactured by General Electric.
It shall be a hybrid of two conventional applied sciences: a turbojet, which has similarities to what airliners use, and a ramjet, a sort of engine that solely works at supersonic speeds and above. Initially, the engine will energy Quarterhorse, the glossy hypersonic drone that Hermeus is growing by a $60 million partnership with the US Air Force.
Interestingly, when designing a jet engine to go quicker, components are eliminated somewhat than added. In a turbojet, the air enters from the entrance and is first compressed (to extend its power potential) by rotating blades, then combined with gas and ignited. The ensuing sizzling fuel is blasted out by the again of the engine, pushing the airplane ahead.
Above Mach 3, nonetheless, there is not any have to compress the air: It will compress itself upon getting into the engine, just by having to decelerate a lot. Therefore, for speeds above Mach 3 and up till Mach 6, an engine sort referred to as ramjet is usually used — so referred to as as a result of it actually rams into the air. It has no shifting components, in contrast to turbojets, but it surely would not work in any respect at speeds beneath Mach 3.
Hermeus will use its hybrid engine in turbojet mode when taking off and touchdown, in addition to at subsonic speeds. Then, the engine will progressively reconfigure itself right into a ramjet mode because it reaches Mach 3 and till Mach 5.
“The turbojet portion and the ramjet portion by themselves are mature technologies that we’ve been using for 50 years. The trick is to put them together, so we designed our own architecture around an off-the-shelf turbojet engine and then built out from there,” says Piplica.
Hermeus might want to face up to excessive temperatures.
There’s a complete host of issues that Hermeus is not even engaged on in the meanwhile, resembling what sort of sustainable gas to make use of — since consumption shall be a lot increased than present jets — and the intense temperatures that the fuselage of a hypersonic airplane should be capable to face up to.
The velocity of Concorde, which traveled at lower than half the projected velocity of Hermeus, was restricted exactly by temperature, with home windows and different inside surfaces changing into heat to the contact by the top of a flight.
The SR-71 Blackbird, then again, needed to be fabricated from titanium, a uncommon metallic that may face up to excessive warmth, and the cockpit glass needed to be fabricated from quartz, with its exterior temperature reaching 600 F throughout a mission.
In response to skepticism over Hermeus’ probabilities of success and the necessity for probably monumental quantities of funding, Piplica brings up an analogy with Elon Musk’s SpaceX.
“I think people asked the same questions about the new space industry in the early days of SpaceX,” he says. “Folks looked at getting into orbit and said, this should be taking a billion dollars, but SpaceX did it for $90 million, with Falcon 1.”
Hermeus is planning to fund itself by growing varied plane on the best way to its passenger airplane, equally to SpaceX’s improvement of its Falcon 1, Dragon, Falcon Heavy and Starship rockets, which finally serve a imaginative and prescient of interplanetary spaceflight whereas additionally producing income by working with NASA and business companions.
“There’s really nothing like Hermeus, although many similar projects have come and gone in the past,” says Richard Aboulafia, an aviation analyst at Teal Group. “It never seems to work out. If they can magically create a hypersonic transport in the late 2030s, and the ticket price is in the business class range, then yes, that will be successful. But the odds of this happening are somewhere in the 1% range.”
If and when a hypersonic passenger airplane will change into a actuality, what is going to it’s wish to fly on it?
“It’ll be pretty similar to Concorde,” says Piplica. “You’ll be accelerating for a longer period of time than you do on today’s aircraft, where you feel pushed back in your seat for about 30 seconds to a minute or so.
“That expertise will final for perhaps 10 to 12 minutes. But when you’re up at Mach 5, at 100,000 ft or so, it’s going to be a extremely easy journey. There’s not a variety of air site visitors up there, and the environment is comparatively benign.” | aerospace |
https://gearpatrol.com/2013/01/29/timekeeping-halda-space-discovery/ | 2017-11-21T19:23:32 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806422.29/warc/CC-MAIN-20171121185236-20171121205236-00440.warc.gz | 0.876806 | 464 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__109560095 | en | Halda Space Discovery
We like our astronaut watches, and one’s just hit us out of the wild blue yonder — the Halda Space Discovery (~$13,200), a beautiful piece of technology that hides its dual personality a hell of a lot better than Dr. Jekyll. The watch features interchangeable timekeeping modules: the Space Module (electronic) and the Mechanical Module (well… mechanical). Both are integrated into the bracelet so well that it’s difficult to tell they’re swappable pieces.
WANT MORE ASTRONAUT WATCHES? Sinn 140 Space Chronograph | Plaisted Expedition Omega Speedmaster Professional
The Space Module’s in-house electronic movement is encased in proprietary TECAMAX and features a multi-function UTC chronograph with impressive mission features such as a light sensor, accelerometer, G-force measurement and a low power consumption microprocessor. The Space Module has earned its name, having been tested on the space shuttle Discovery during STS-128, and is clearly well designed from the ground up for use beyond the surly bonds of Earth.
For use back on terra firma, the Mechanical Module’s new old stock self-winding mechanical calibre, from an unnamed 1970s manufacture, ensures a high rate of precision by running at the impressive frequency of 36,000 vph. The movement is nicely decorated, and cased in more earthly stainless steel.
The Halda Docking System securely locks either module to the bracelet with a three-step process. (You’ve always wanted to practice your space docking in the privacy of your own home!) Best of all, the next time you’re headed into space, Halda will change out the domed sapphire crystal for a safer-in-space Hesalite (acrylic) version, free of charge. In any case, you’ll need to be quick, because the Halda Space Discovery is a limited edition of 128 pieces. The crafty Swedes are also rumored to be working on an auto racing themed watch for future release; we’ll be eagerly awaiting the day we use all three modules in a trifecta of epic proportions. | aerospace |
https://www.flywithme.net.au/planes-personal/ | 2022-09-29T14:16:00 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335355.2/warc/CC-MAIN-20220929131813-20220929161813-00767.warc.gz | 0.904536 | 126 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__272336181 | en | Take off from Manila Ninoy Aquino International Airport (MNL) April 2019
Landing at Singapore Changi Airport RWY20C April 2019
Lucky enough to fly in, fly out to Brisbane for work.
My first ever trip on a Boeing 747 thanks to Qantas for flying AKL to SYD.
Some windy runway action from Wellington
Horrible weather on the Australian east coast made for interesting flying.
Sydney from above in an ATR72-600 landing at Sydney Airport.
Day trip to Port Macquarie from Sydney. First time in a twin prop plane. | aerospace |
https://everypicturematters.com/best/best-rtk-drone/ | 2024-04-21T18:03:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817790.98/warc/CC-MAIN-20240421163736-20240421193736-00234.warc.gz | 0.901808 | 3,349 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__127421034 | en | In this article, we will delve into the world of RTK drones, discussing their basics, benefits, top models in the market, factors to consider when choosing one, how to maintain them, and the exciting future ahead. So, without further ado, let’s take flight into the realm of the best RTK drones available today.
Understanding the Basics of RTK Drones
What is an RTK Drone? RTK, or Real-Time Kinematics, is a satellite navigation technique used to enhance the precision and accuracy of drones. RTK drones utilize a combination of GPS and an onboard positioning system to provide near centimeter-level position accuracy.
Key Features of RTK Drones RTK drones come equipped with some standout features. Firstly, they have dual-frequency GNSS (Global Navigation Satellite System), which allows them to receive signals from multiple satellite systems, enhancing their accuracy. This means that RTK drones can access signals from GPS, GLONASS, Galileo, and BeiDou, providing a more robust and reliable positioning solution.
Additionally, RTK drones often have an advanced flight controller, enabling precise and stable flight in various conditions. These flight controllers utilize sophisticated algorithms and sensors to calculate the drone’s position in real-time, compensating for external factors such as wind and magnetic interference. This ensures that the drone maintains its intended flight path with exceptional accuracy.
Furthermore, RTK drones are equipped with high-quality cameras and sensors, which are essential for superior data collection and mapping capabilities. These cameras and sensors capture high-resolution imagery and collect accurate data, allowing for detailed mapping, surveying, and inspection tasks. Whether it’s creating 3D models, monitoring construction sites, or conducting aerial surveys, RTK drones provide the necessary tools for precise and reliable data acquisition.
Another notable feature of RTK drones is their ability to establish a real-time connection with ground control points (GCPs). GCPs are physical markers placed on the ground with known coordinates, used as reference points for accurate georeferencing. By establishing a real-time connection with GCPs, RTK drones can continuously correct their position during flight, ensuring precise alignment with the ground control network. This feature is particularly useful in applications that require high accuracy, such as land surveying or precision agriculture.
Moreover, RTK drones often come with advanced mission planning software that allows users to define flight paths, set waypoints, and specify data collection parameters. This software provides a user-friendly interface for mission planning and execution, making it easier for operators to perform complex tasks with efficiency and precision.
In conclusion, RTK drones offer a range of features that make them highly valuable tools in various industries. From their dual-frequency GNSS and advanced flight controllers to their high-quality cameras and sensors, these drones provide exceptional accuracy and reliability for data collection, mapping, and surveying applications. With their ability to establish real-time connections with ground control points and advanced mission planning software, RTK drones empower users to perform tasks with precision and efficiency.
Benefits of Using the Best RTK Drones
Precision and Accuracy One of the primary advantages of RTK drones is their unparalleled precision and accuracy. With centimeter-level accuracy, these drones are ideal for applications such as land surveying, agriculture, and infrastructure inspections where accurate data is crucial.
RTK drones utilize Real-Time Kinematic (RTK) technology, which enables them to achieve precise positioning. This technology relies on a base station that transmits correction data to the drone in real-time, allowing it to correct any errors caused by atmospheric conditions or satellite signals. As a result, RTK drones can achieve highly accurate measurements, ensuring that the data collected is reliable and trustworthy.
Furthermore, the precision and accuracy of RTK drones make them invaluable in various industries. For example, in land surveying, RTK drones can accurately measure distances, elevations, and angles, providing surveyors with precise data for creating maps and conducting topographic surveys. In agriculture, RTK drones can assist farmers in optimizing crop management by precisely mapping fields, monitoring crop health, and applying fertilizers or pesticides with pinpoint accuracy.
Improved Data Quality RTK drones offer improved data quality compared to traditional drones. They can capture high-resolution images and collect comprehensive data sets, allowing for in-depth analysis and decision-making.
Traditional drones typically capture images and data using photogrammetry techniques, which rely on overlapping images to create 3D models or maps. While this method can provide useful information, it may lack the precision and detail required for certain applications. RTK drones, on the other hand, can capture images with higher resolution and accuracy, thanks to their precise positioning capabilities.
With the ability to capture high-resolution images, RTK drones can provide detailed visual information for inspections, monitoring, or documentation purposes. For infrastructure inspections, RTK drones can capture close-up images of structures, allowing engineers to identify potential issues or damages. In agriculture, RTK drones can capture detailed images of crops, enabling farmers to assess plant health, detect diseases, or monitor growth patterns.
Moreover, RTK drones can collect comprehensive data sets beyond just images. They can integrate various sensors, such as thermal cameras, multispectral cameras, or LiDAR systems, to capture additional data layers. This multi-sensor approach enhances the quality and richness of the collected data, enabling more advanced analysis and decision-making processes.
Top RTK Drones in the Market
When it comes to the world of drones, the market is filled with a plethora of options. However, if you’re looking for top-notch performance and cutting-edge technology, RTK drones are the way to go. These drones are equipped with Real-Time Kinematic (RTK) technology, which provides precise positioning and accurate data for a variety of applications. Let’s take a closer look at two of the top contenders in the RTK drone market.
Drone 1: Drone 1 is a true powerhouse in the RTK drone industry. With its advanced RTK technology, this drone offers unparalleled accuracy and reliability. Whether you’re a professional photographer capturing stunning aerial shots or a surveyor mapping out a construction site, Drone 1 has got you covered. Its high-quality cameras ensure crystal-clear images, while its robust construction guarantees durability even in challenging environments. Additionally, Drone 1’s exceptional flight stability allows for smooth and precise maneuvers, making it an excellent choice for professionals in various industries.
Drone 2: If you’re in search of a drone that combines long flight time with advanced RTK capabilities, look no further than Drone 2. This remarkable drone is renowned for its extended battery life, allowing for extended flight missions without the need for frequent recharging. Moreover, Drone 2’s user-friendly interface makes it a breeze to operate, even for beginners. Its powerful data processing capabilities enable quick and efficient analysis, making it a hit among surveyors, geologists, and photographers alike. With Drone 2, you can capture stunning aerial footage or create detailed maps with ease.
Both Drone 1 and Drone 2 are prime examples of the technological advancements in the RTK drone market. With their exceptional features and capabilities, these drones are revolutionizing industries across the globe. Whether you’re in need of precise aerial mapping or breathtaking aerial photography, these top RTK drones have got you covered.
Factors to Consider When Choosing an RTK Drone
When it comes to choosing the right RTK drone, there are several factors that need to be taken into consideration. These factors will not only determine the drone’s performance but also its suitability for different tasks and environments. Let’s delve into some of the key factors that you should keep in mind.
One of the first things to consider is the drone’s specifications. This includes factors such as flight time, payload capacity, sensor resolution, and range. The flight time of a drone refers to how long it can stay in the air on a single charge. This is particularly important if you have long missions or tasks that require extended flight times. Payload capacity is another crucial specification to consider, especially if you plan on carrying additional equipment or sensors with your drone. Sensor resolution determines the quality of the images or data collected by the drone, so it’s essential to choose a drone with a resolution that meets your specific needs. Lastly, the range of the drone refers to how far it can fly from the controller or base station. This is important if you need to cover large areas or operate in remote locations.
Price and Value
Price is always a factor to consider when making any purchase, and RTK drones are no exception. It’s important to strike a balance between price and value. While there are cost-effective options available in the market, investing in a slightly pricier model may offer additional features, better durability, and long-term benefits. Consider your budget and the specific requirements of your tasks to determine the best value for your investment. It’s also worth noting that cheaper drones may lack certain specifications or have limited capabilities, so it’s crucial to evaluate the trade-offs before making a decision.
Choosing the right RTK drone is a decision that should not be taken lightly. By carefully considering factors such as drone specifications, price, and value, you can ensure that you select a drone that meets your needs and delivers optimal performance. Remember to thoroughly research different models, read reviews, and consult with experts in the field to make an informed decision. Whether you’re using an RTK drone for mapping, surveying, or any other application, choosing the right one will greatly enhance your capabilities and efficiency.
Maintaining Your RTK Drone
Regular Check-ups and Servicing To ensure the longevity and continued performance of your RTK drone, regular check-ups and servicing are necessary. Cleaning the components, inspecting the motors, and calibrating sensors are some of the maintenance tasks you should undertake.
Software Updates Staying up-to-date with the latest software is crucial for optimal performance. Manufacturers regularly release firmware updates that enhance flight stability, add new features, and address any existing bugs or limitations.
Component Cleaning When it comes to maintaining your RTK drone, one of the most important tasks is cleaning the components. Dust, dirt, and debris can accumulate on the drone’s body and its various parts, affecting its overall performance. Regularly cleaning the drone with a soft cloth and mild cleaning solution can help remove any build-up and ensure smooth operation.
Motor Inspection Another crucial aspect of maintaining your RTK drone is inspecting the motors. The motors are responsible for propelling the drone and keeping it stable during flight. Regularly checking for any signs of wear and tear, loose connections, or damage can help identify potential issues before they escalate. If any problems are detected, it is important to address them promptly to avoid any further damage or accidents.
Sensor Calibration Calibrating the sensors is an essential maintenance task for your RTK drone. The sensors play a vital role in providing accurate positioning and navigation data. Over time, these sensors may drift or become misaligned, affecting the drone’s performance. Regularly calibrating the sensors according to the manufacturer’s instructions can help maintain the drone’s accuracy and reliability.
Importance of Software Updates Keeping your RTK drone’s software up to date is crucial for optimal performance. Manufacturers regularly release firmware updates that address any existing bugs, improve flight stability, and introduce new features. These updates are designed to enhance the overall user experience and ensure that your drone operates at its best. By regularly updating your drone’s software, you can take advantage of the latest advancements and improvements in technology.
Benefits of Firmware Updates Firmware updates offer several benefits for your RTK drone. They can improve flight stability, making it easier to control the drone and capture high-quality aerial footage. Additionally, firmware updates often introduce new features and functionalities that enhance the drone’s capabilities. For example, a firmware update may add new flight modes, improve GPS accuracy, or enhance the drone’s obstacle avoidance system. By regularly updating your drone’s firmware, you can unlock these new features and ensure that your drone is always equipped with the latest advancements.
Ensuring Compatibility Software updates also ensure compatibility between your RTK drone and other devices or software applications. As technology evolves, new devices and software may be introduced that require updated firmware to function properly with your drone. By keeping your drone’s software up to date, you can ensure seamless compatibility with other devices, such as smartphones or tablets, and software applications, such as mapping or surveying software.
Maximizing Performance and Safety Regular maintenance and software updates are essential for maximizing the performance and safety of your RTK drone. By taking the time to clean the components, inspect the motors, calibrate the sensors, and update the firmware, you can ensure that your drone operates at its best. This not only enhances the quality of your aerial photography or videography but also reduces the risk of accidents or malfunctions during flight. By prioritizing maintenance and updates, you can enjoy a seamless and worry-free flying experience with your RTK drone.
Future of RTK Drones
Technological Advancements The future of RTK drones is promising. Technological advancements, such as improved positioning systems, more powerful processors, and enhanced battery life, will further enhance the performance and capabilities of these drones.
Potential Applications in Different Industries RTK drones have the potential to revolutionize various industries. From precise mapping and surveying in construction and urban planning to crop monitoring and yield optimization in agriculture, the applications are vast and expansive.
- 1. Can RTK drones be used indoors?
- While RTK drones rely on satellite signals for positioning, there are indoor positioning techniques available. However, the accuracy achieved indoors may not be as high as in outdoor environments.
- 2. Are RTK drones suitable for beginners?
- RTK drones often cater to professionals who require high-precision data. For beginners, simpler drones with GPS capabilities may be more suitable.
- 3. How does an RTK drone differ from a traditional drone?
- RTK drones utilize real-time kinematics technology to achieve centimeter-level positioning accuracy, whereas traditional drones rely solely on GPS for positioning, resulting in lower accuracy.
- 4. Can RTK drones fly in windy conditions?
- RTK drones are designed to handle various weather conditions, including moderate wind speeds. However, it’s important to exercise caution and adhere to manufacturer guidelines.
- 5. What kind of software is needed to process RTK drone data?
- There are specialized software programs available for processing RTK drone data. These software packages allow for precise mapping, analysis, and visualization of the collected data.
- 6. Can RTK drones be used for 3D mapping?
- Absolutely! RTK drones are widely used for 3D mapping applications, providing accurate elevation data and detailed representations of the surveyed area.
- 7. Are RTK drones expensive?
- The cost of RTK drones varies depending on the model, features, and specifications. While they can be more expensive than traditional drones, the advanced capabilities offered by RTK technology justify the investment for professionals in need of accurate data.
In conclusion, the best RTK drones offer an unparalleled level of precision, accuracy, and data quality. With their advanced features, high-resolution cameras, and robust construction, they are the go-to choice in various industries, from surveying and agriculture to infrastructure inspections. By considering the drone specifications, value for money, and regular maintenance, you can make an informed choice when selecting an RTK drone. As technology continues to advance, the future of RTK drones looks promising, unlocking new possibilities and applications across different industries. | aerospace |
https://stupiddope.com/2018/05/10/take-flight-uberair-offers-new-way-to-travel/ | 2019-04-19T16:16:02 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578527865.32/warc/CC-MAIN-20190419161226-20190419183226-00213.warc.gz | 0.95929 | 187 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__152899554 | en | The good folks over at Uber are looking to completely change how we travel. Today Uber is back in the news as we get a glimpse at UberAir. Yes, UberAir! UberAir serves as Uber’s first foray into the world of flight, looking to provide a unique service like never before.
The service is scheduled for launch in Dallas and Los Angeles by 2023, while the first flights will occur years before. UberAir will use vertical takeoff and landing aircraft providing the ability to carry passengers on-demand from place to place. The system is being designed for short distances, while providing a quick and effective way to get where you need to be.
UberAir is not meant to replace conventional air travel, while offering up a great and effective way to hit the friendly skies. Have a look at UberAir and learn more from Uber immediately. Keep it locked for much more from the world of transportation coming soon. | aerospace |
https://store.volatusaerospace.com/products/inspire-2-grips | 2022-01-24T22:09:00 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304686.15/warc/CC-MAIN-20220124220008-20220125010008-00374.warc.gz | 0.875493 | 94 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__116784993 | en | - Product Description
- For Inspire 2 Quadcopter
- Allows Handheld Shooting
- Can Be Used for Catching Landing Quad
- Easy to Mount
Designed specifically for the Inspire 2, the Handheld grips provide handles to hold the Inspire 2 securely and turn it into a powerful ground camera. Alternatively, the Handheld Grips can also be used by experienced pilots to catch the Inspire 2 aircraft while launching and landing. | aerospace |
https://screenshot9.com/an-asteroid-larger-than-the-burj-khalifa-will-orbit-the-earth-on-august-21-technology-news-firstpost/462189/ | 2021-09-23T00:00:36 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057403.84/warc/CC-MAIN-20210922223752-20210923013752-00026.warc.gz | 0.92369 | 352 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__77734614 | en | FP On the riseAugust 2, 2021 18:37:24 IST
The asteroid will bypass the earth on Saturday, August 21st. The asteroid is 1.4 km wide and travels at a speed of 94208 km / h. It is a medium-sized asteroid and orbits within a radius of 3,427,445 kilometers from Earth.
Named 2016 AJ193 it is approaching Earth at 11.10 ET (20.40 IST). NASA has been classified A terrestrial asteroid and a potentially dangerous asteroid. NASA astronomers will observe the asteroid on August 20 and August 24 using radar.
Although at this distance the asteroid is approaching Earth, it is safe, but it is still classified as potentially dangerous because at the astronomical level the distance is quite close.
By studying the asteroid’s orbit, we know that there is no chance of colliding with the earth.
As reported EarthSky, the year in the name of the asteroid comes from the time it was discovered in January 2016.
To clarify the matter a JPost report, asteroid 2016 AJ193 is 1.5 times the size of the Burj Khalifa, more than three times the size of the Empire State Building and more than 4.5 times the size of the Eiffel Tower.
It was first discovered by the Panoramic Survey Telescope and Rapid Response System (Pan-STARRS) at the Haleakala Observatory in Hawaii.
According to the NASA JPL, the asteroid’s orbit is highly elliptical and orbits the sun every 2160 days or 5.91 years.
publication mentions that even at its closest distance in 2016, the AJ193 remains 8.9 times farther than the moon’s distance from Earth. | aerospace |
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