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https://timesofislamabad.com/30-Sep-2019/post-feb-27-aerial-encounter-indian-air-force-gets-a-big-booster-against-paf | 2022-08-18T00:53:44 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573145.32/warc/CC-MAIN-20220818003501-20220818033501-00335.warc.gz | 0.919574 | 296 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__170357178 | en | Post Feb 27 aerial encounter: Indian Air Force gets a big booster against PAF
NEW DELHI - India has develop and deliver its first domestic beyond visual range air-to-air missile (BVRAAM) to the country’s air force, a defence research official said.
The chief of the Defence Research and Development Organisation (DRDO), India's primary military research and development establishment, Dr G. Satheesh Reddy, told Indian daily the Times of India link that the Astra beyond visual range air-to-air missile is ready for induction into the Indian Air Force (IAF), Sputnik has reported.
The successful induction of the Astra will take place after 15 years of research and development, and it is expected that the Indian Air Force will place an initial order for at least 200 missiles for its Sukhoi-30MKI jets, he said.
"Astra is one of the best BVRAAMs in the world today. We can develop it for longer ranges," the daily quoted Dr Reddy as saying.
Currently, efforts are on to expand the missile's strike range from 110-kilometres to over 160-kilometres.
The 3.57-metre-long Astra air-to-air missile, with a mass weight of 154-kilograms, possesses the ability to fly at Mach 4.5 or over four times the speed of sound. | aerospace |
https://www.thewesternherald.com.au/single-post/2019/11/27/first-flight-out-of-bourke | 2024-04-18T13:25:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817206.54/warc/CC-MAIN-20240418124808-20240418154808-00777.warc.gz | 0.95048 | 393 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__94341870 | en | First flight out of Bourke
The world came a little closer to Bourke this week with the first passenger air service in more than a decade arriving on Monday morning.
The flight marked the official beginning of a new chapter in aviation services for the region.
The Air Link flight from Dubbo touched down at 9.50am, with Police Minister David Elliott among the first passengers. The plane was joined by a second Air Link aircraft – a demonstration by the airline that it was here in force with three aircraft servicing the flights from Lightning Ridge, Walgett and Bourke to Dubbo.
Minister for the Western Region Adam Marshall said the start of regular flights in and out of Bourke was the culmination of “a hell of a lot of work by the state government, the member councils in the Far West Joint Organisation and Air Link”.
“This is a huge day for Bourke, with services returning after 12 years and I want to congratulate Bourke and each and every one of the people involved making this happen,” Minister Marshall said.
“I am sure it will be a success just as the air service to Cobar has been and it is great to see a regional business based in Dubbo now employing more pilots to fly these routes.
“It’s about putting bums on seats and I would encourage everyone to make the most of the incredibly affordable community fares which will enable you to fly to Dubbo return for less than $400.
Read more in the printed edition of the Western Herald.
Celebrating the first flight out of Bourke on Monday – Bourke Mayor Barry Hollman, Air Link Chief Pilot Mark Wardrop, Minister for Western New South Wales Adam Marshall, Chief Executive of the Far North West Joint Organisation of Councils Greg Lamont, Air Link Pilot Rhys McClintock and NSW Treasurer Dominic Perrottet Photo TWH | aerospace |
http://eaa288.org/news/archives | 2018-02-22T10:18:57 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814101.27/warc/CC-MAIN-20180222101209-20180222121209-00658.warc.gz | 0.940024 | 249 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__190541767 | en | The EAA is currently rallying support from its members in passing the Pilot's Bill of Rights 2. This bill builds on the original Pilot's Bill of Rights, and aims to allow pilots to operate aircraft using a driver's license in lieu of a third class medical. The bill also gives pilots procedural rights if they are ever under investigation by the FAA. For a more detailed accounting of what changes are in the new bill, see this article on General Aviation News.
It is important to support legislation like this, because it is protecting your ability to operate an aircraft. To contact your congressional representative about supporting this legislation, please visit this link: http://govt.eaa.org/17422/support-pilots-bill-rights-2/. Thank you.
The following is from Steve Wood of Goofy Flight regarding the Friday night gaggle flight in honor of Dave Ford:
The latest news is that the entire Spruce Creek Gaggle Flight is being invited, with as many flights as possible, to take part in the usual Friday Night at The Tree meeting. This will, of course, include a large contingent from Lakes / Goofy Flight - possibly up to 15 planes in one single flight. | aerospace |
https://www.pastpin.com/photo/15073892647 | 2021-09-25T00:03:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057584.91/warc/CC-MAIN-20210924231621-20210925021621-00643.warc.gz | 0.853006 | 135 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__36756656 | en | Launch: October 20, 1995
Landing: November 5, 1995 Kennedy Space Center, Fl.
Astronauts: Kenneth D. Bowersox, Kent V. Rominger, Kathryn C. Thornton, Catherine G. Coleman, Michael E. Lopez-Alegria, Fred W. Leslie and Albert Sacco, Jr.
Space Shuttle: Columbia
Research was conducted in five areas: Fluid physics; materials science; biotechnology; combustion science; and commercial space processing. USML-2 activities were directed by NASA's Spacelab Mission Operations Control facility at Marshall Space Flight Center.
Owner: NASA on The Commons
Source: Flickr Commons | aerospace |
http://fsims.faa.gov/wdocs/orders/8000-75b_v2.htm | 2018-10-23T07:08:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583516117.80/warc/CC-MAIN-20181023065305-20181023090805-00088.warc.gz | 0.894819 | 3,435 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__1150997 | en | DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
1. PURPOSE. This order contains information and guidance concerning the authorization and conduct of en route inspections by aviation safety inspectors (ASI) of the Flight Standards Service (AFS). The procedures in this order pertain to AFS personnel on the performance of en route work program responsibilities.
2. DISTRIBUTION. This order is distributed to the branch level in the Washington headquarters AFS; to the Office of Aviation System Standards; to all Regional Administrators; to the Directors of the Mike Monroney Aeronautical Center; to the Europe, Africa, and Middle East Area Office; to the Regulatory Standards Division at the Federal Aviation Administration (FAA) Academy; to the branch level in the regional AFS divisions; to all AFS District Offices (FSDO), including Aircraft Evaluation Group FSDOs; to all International and Aeronautical Quality Assurance Field Offices; and to all AFS Certificate Management Offices.
3. CANCELLATION. Order 8000.75A Aviation Safety Inspector En Route Inspection Procedures, dated August 12, 2002, is canceled by this order.
4. EXPLANATION OF CHANGES.
a. The background paragraph was revised to emphasize certain safety aspects related to en route inspections and to delete excess language.
b. The word voluntary was removed from paragraph 11 to emphasize the importance of having an eligible and qualified ASI, as it relates to en route inspections.
c. The proficiency en route inspection program expired and was removed from paragraph 11.
d. Revised terminology was added to paragraph 13.
e. Paragraph 19, which contained the required annual program evaluation, was removed.
a. Managers and supervisors have the responsibility regarding office work requirements and priorities. To benefit the overall surveillance program, managers and supervisors must ensure that en route inspections are consistent with office work requirements and priorities, as well as in accordance with this order.
b. When the supervisor or manager assigns an ASI (also referred to in this order as you), who is the holder of a valid FAA Form 110A, Aviation Safety Inspectors Credential, an en route inspection onboard an air carrier/operator in the national airspace system (either on the flight deck or in the cabin), your successful accomplishment of that en route inspection makes a positive difference in aviation safety and benefits Flight Standards and the traveling public.
6. APPLICABILITY. This order is applicable to all en route inspection job tasks conducted by you or any other inspector designated by the Director, Flight Standards, AFS-1.
a. AFS Management. Management controls are a necessary part of an effective surveillance program so that en route inspections are conducted in accordance with program goals and this order. Supervisors and managers are responsible for determining that AFS work program or mission needs and objectives will be met before authorizing an en route inspection work activity.
b. ASIs. You are responsible for performing en route inspections and associated travel in accordance with your duties and assigned work programs. (This may include the assignment of a specific jobfunction to perform an en route inspection supporting local, regional, or national mission needs or objectives.) You may not conduct an en route inspection without prior authorization by your supervisor or manager (unless designated otherwise by AFS management).
c. Conflict of Interest. Title 49 of the Code of Federal Regulations part 99 requires all Government employees to avoid the perception of a conflict of interest. As such, you and your supervisor/manager should be diligently aware of and take action to preclude an en route inspection that may provide the appearance of impropriety or reflect negatively on the agency. In this regard:
(1) This order provides a system of tracking and accountability to safeguard against abuse of the program.
(2) The paperwork required for each en route inspection must be properly executed and maintained on file in accordance with records management policies and procedures.
8. INSPECTOR QUALIFICATIONS TO CONDUCT EN ROUTE INSPECTIONS.
a. To qualify to conduct an en route inspection, you must currently hold a valid Form 110A and have your supervisors approval for the en route inspection. Supervisors should confirm that any applicable on-the-job training (OJT) requirements are complete before approval for an en route inspection.
b. Other job functions, which may be combined with the conduct of en route inspections, such as operating experience and check airman or aircrew program designee surveillance, may require additional qualifications and/or training. Supervisors should refer to appropriate directive sections before qualifying and assigning new inspectors to en route inspection surveillance and associated job functions.
c. You should become familiar with the type of inspection, the air carriers/operators procedures, and the specific aircraft being inspected before performing an en route inspection.
9. AUTHORIZATION OF EN ROUTE INSPECTIONS.
a. Your supervisor/manager is encouraged to authorize an en route inspection if it supports the local, regional, or national work program and if you are appropriately qualified. You and/or your supervisor/manager may initiate planning for an en route inspection. However, since an en route inspection is an assignment of work, your supervisor/manager must, among other things, consider whether or not the en route inspection is appropriate and cost effective, as well as determine whether or not to authorize the en route inspection before it is conducted.
b. If, because of unforeseen circumstances, you require a change to your planned en route inspection, you are to contact your supervisor or office manager. If, after reasonable efforts, you are unable to contact your supervisor or office manager, you are to select an en route inspection that incurs minimum additional cost to the employer and does not significantly deviate from the en route inspection originally authorized. In such instances, within a reasonable period of time after you return to your facility, you are to report the change to your supervisor. If requested, you are to provide acceptable documentation to your supervisor so your supervisor may assess whether the change was appropriate to the circumstances.
10. SCHEDULING OF EN ROUTE INSPECTIONS.
a. Authority. Title 14 of the Code of Federal Regulations (14 CFR) part 121, sections 121.548 and 121.581 , 14 CFR part 125, section 125.317 , and part 135, section 135.75 , state an air carriers/operators responsibilities with regard to an ASIs admission to the flight deck and the availability of the flight deck observers seat. While these requirements are established to provide the availability of the flight deck observers seat for FAA surveillance, you should be aware that air carriers and operators may use these seats for operational purposes such as required line checks, operating experience, and equipment observations by maintenance technicians.
b. Scheduling. To avoid scheduling conflicts, you should make a reasonable effort to schedule the flight deck observers seat with the air carrier/operator before arriving at the airport, regardless of whether the inspection is planned for the flight deck or cabin. You should inform the air carrier/operator of your position as an ASI and of the requirement for the flight deck observers seat for conducting an en route inspection on a must fly basis. These procedures should prevent scheduling conflicts between you and other personnel (who also have flight deck observers seat eligibility) from the FAA, the National Transportation Safety Board, the U.S. Secret Service, or air carrier/operator personnel who may rely upon the flight deck observers seat to carry out required management and/or operational functions.
(1) Avoid Scheduling Conflicts with Air Carrier/Operator Personnel. To avoid disruption of an air carriers/operators operations, you should evaluate situations where conflicts arise over the use of the flight deck observers seat. If after evaluation you determine that an air carrier/operator management function, such as a line check, will create a conflict with regard to the flight deck observers seat, you may determine that the planned en route inspection can be rescheduled. However, where you have a specific function that can only be performed aboard that particular flight, such as the surveillance of specific crewmembers or aircraft, you should conduct the inspection as planned.
(2) Avoid Scheduling Conflicts with FAA or Other Government Agencies. You should handle scheduling conflicts concerning other FAA elements or Government agencies that may arise after your arrival at the airport in a diplomatic and professional manner, and in an area isolated from air carrier/operator personnel and passengers. While you have a statutory inspection and surveillance function to perform, you should attempt to ascertain the purpose of the other individuals need to occupy the forward observers seat. Unless you determine that the other individuals need for the observers seat is necessary and in the interest of safety, or to perform another regulatory function which cannot be delayed, you should inform the individual and the air carrier/operator that you have a must fly priority for the observers seat.
(3) Avoid Scheduling Simultaneous Cockpit and Cabin En route Inspections. Conducting more than one en route inspection at the same time, on the same aircraft, is not permitted except when the supervisors of the affected ASIs concur and authorize a simultaneous en route inspection. This is permitted only when separate work functions and/or unique circumstances exist.
c. Cockpit En Route Inspections in Aircraft Not Equipped with Flight Deck Observers Seat. If a cabin seat is required to conduct a cockpit en route inspection on an aircraft not equipped with a flight deck observers seat, you should make an effort to inform the air carrier/operator in advance to preclude disruption of the carriers operations.
d. Cabin En Route Inspections in Aircraft Equipped with Flight Deck Observers Seat. There is no regulatory requirement for an operator to make a passenger seat in the cabin available to the FAA for purposes of cabin en route inspection. To enhance cabin en route and, in some cases, cockpit en route inspection work program planning and accomplishment, the flight deck observers seat should be scheduled in advance. Upon arrival at the airport, you should request access to the flight deck observer seat for a particular flight. If a seat is available in the cabin, you should inform the operator that you plan to perform a cabin en route inspection and request an available seat in the passenger cabin. Another ASI should not occupy the flight deck observer seat while you conduct the cabin en route inspection. If no passenger seat is available, you should use the scheduled flight deck observers seat and conduct a cockpit en route inspection. You may not ask the operator to deny boarding to a revenue passenger to allow you a seat in the cabin on aircraft equipped with flight deck observers seats. At no time should an ASI occupy a flight attendant jumpseat when conducting a cabin en route inspection.
11. COCKPIT EN ROUTE INSPECTIONS BY ASIs (CABIN SAFETY). The work program responsibility of the ASI (cabin safety) is the surveillance and inspection of cabin safety functions and equipment. This responsibility is primarily accomplished by cabin en route inspections. To maximize surveillance of those cabin safety functions and crew interfaces that are observable from the flight deck observers seat, you, the cabin safety inspector, are also authorized to conduct cockpit en route inspections and will be issued an unrestricted Form 110A.
a. While conducting cockpit en route inspections, your (cabin safety) observations concerning crewmember interactions and cabin activities should include, but are not limited to:
(1) Crew compliance with sterile cockpit procedures, including initiation and termination signals.
(2) Monitoring of aircraft public address system for required passenger briefings and announcements.
(3) Flight deck-to-cabin crew coordination.
(4) Notification of turbulent air penetration.
(5) Handling of problem passenger(s) or in-flight medical emergencies.
(6) Proper locking and entry procedures for the flight deck door.
b. Before departure or upon arrival at the gate, time and circumstances permitting, the ASI (cabin safety) may observe passenger cabin safety preflight or post-flight activities such as:
(1) Inspection of aircraft emergency equipment.
(2) Inspection of flight attendant-required personal equipment.
(3) Surveillance of the passenger boarding/disembarkation process and compliance with the air carriers/operators approved carry-on baggage program.
(4) Compliance with exit row seating program.
(5) Appropriate flight attendant complement as required by the regulations with passengers remaining aboard the aircraft at the gate.
12. INSPECTOR CONDUCT ON EN ROUTE INSPECTIONS. In performing en route inspections, your actions are highly visible to airline employees and the general public. You should be cautious when discussing FAA policy, activities, and/or technical matters that might be outside your knowledge or expertise and could reflect negatively on the FAA. Also, you should avoid discussions concerning other air carriers or operators. You should avoid discussions concerning your activities before and after the en route inspection. If questioned, you should respond that you are performing official duties and checking and observing flight operations. If a passenger approaches you to inquire about the air carrier/operator, aircraft, or any other operational information, you should tactfully direct the passenger to the air carrier/operators representative or agent. It is imperative that you use tact and good judgment at all times.
13. DUTY TIME WHILE CONDUCTING EN ROUTE INSPECTION AND REST PERIOD FOLLOWING EXTENDED EN ROUTE INSPECTION.
a. When you conduct an authorized en route inspection, you will be on duty time for the period of time you are performing that en route inspection. Such duty time does not alter or supersede applicable FAA directives or pertinent provisions, if any, of an applicable collective bargaining agreement, if any.
b. If otherwise eligible, you may be authorized a rest period following completion of an extended en route inspection. Such rest periods will be administered in accordance with the pertinent provisions of the applicable travel directives and applicable collective bargaining agreement, if any.
14. REPORTING AND RECORDING.
a. At the completion of an en route inspection or an Air Transportation Oversight System (ATOS) surveillance activity, you must complete:
(1) An appropriate FAA Form 8000-36, PTRS Data Sheet or an ATOS Surveillance Activity Report, as appropriate; and
(2) Any other recording documents per FAA orders and handbooks.
b. In addition to the information required by the appropriate inspectors handbook, you must enter the request number of FAA Form 8430-13, Request for Access to Aircraft, used on the inspection in the appropriate block on the document used to report the en route inspection results.
15. ISSUANCE AND CONTROL OF FAA FORM 8430-13. The key control document for the en route inspection program is FAA Form 8430-13, which is issued in booklets and is accountable property. Each facility charged with the responsibility for the issuance of these forms must establish a control system and internal audit procedures to track and assure accountability.
a. Tracking Methods. Tracking systems such as journal book entries or index card systems are acceptable methods of tracking accountability. The tracking system should include the documented request numbers, name and signature of person issued the booklet, date of issuance, and any returned booklet covers and/or unused copies of FAA Form 8430-13. Each inspector issued FAA Form 8430-13 is responsible for the proper use and safekeeping of this form.
b. Return of Forms. Upon your separation or transfer from an office, region, or headquarters, all unused FAA Form 8430-13 booklets issued by that office must be accounted for and returned to the issuing supervisor or manager.
c. Record Retention.
(1) Each facility will maintain records of both the issuance and the return of FAA Form 8430-13, as well as the expended form booklets for 2 years.
(2) Your assigned office may, after 1 year, dispose of yellow file copies of used FAA Form 8430-13.
16. DIRECTIVE FEEDBACK. All AFS employees are encouraged to identify the need for policy and procedural guidance that will enhance efficient work accomplishment. If you have noted a deficiency, clarification, or improvement that this directive may need, please use FAA Form 1320-19, Directive Feedback Information, included with this order, to submit your comments to the Manager, Air Carrier Operations Branch, AFS-220, for consideration. If an interpretation is urgently needed, you may call the originating office for guidance, but you should follow up with submission of FAA Form 1320-19.
/s/ Chester D. Dalbey (for)
James J. Ballough
Director, Flight Standards Service | aerospace |
http://www.audiomatic.in/show/move-over-gps-a-desi-navigation-system-is-on-its-way/ | 2019-04-21T06:04:57 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578530253.25/warc/CC-MAIN-20190421060341-20190421082341-00117.warc.gz | 0.873466 | 160 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__97227707 | en | During the 1999 Kargil War, India realised the need for GPS data in the region. The information at that time was owned by the US Air Force, which underlined the importance of developing an indigenous navigation system. Nicknamed desi-GPS, the Indian Regional Navigation Satellite System (IRNSS) will soon replace GPS, which is directly under the control of the US Air Force. It signifies a different kind of independence for our country. It will be useful in land, sea and air navigation, integration with mobile phones, navigation aid for hikers and travellers, and for visual and voice navigation for drivers. The Intersection finds out the history behind the mission of developing IRNSS, and the importance of an indigenous satellite system.
Music: Josh Woodward & Chris Zabriskie | aerospace |
https://bcwarbirds.shop/product/experience-voucher-aviation-cadet/ | 2023-11-30T03:54:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00650.warc.gz | 0.936721 | 125 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__214119351 | en | Day in the Life: WWII Aviation Cadet
Experience the life of a WWII Aviation Cadet in this day-long immersion experience. Your day begins with check-in and flight gear issuance. Then you will go through both ground and flight instruction as your instructors and support personnel guide you through your first day as a World War II Aviation Cadet. You’ll get to actually fly a warbird as the WWII Aviation Cadet experienced it. Referred to as “THE CRADLE OF HEROES,” our primary trainer aircraft trained many of the famous WWII aces and bomber pilots of the 1940s. | aerospace |
https://windagainstcurrent.com/2012/02/03/ | 2023-06-10T03:27:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656963.83/warc/CC-MAIN-20230610030340-20230610060340-00739.warc.gz | 0.952589 | 570 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__227711009 | en | By Vladimir Brezina
Manned missions to Mars and colonies on the moon seize the imagination, at least of Presidents and would-be Presidents :-). Everyone else knows that these are dreams, half-baked, arguably pointless, and certainly unrealizable any time soon (unless it be by the Chinese).
But, in the meantime, NASA has been steadily adding to, perfecting, and using for a huge variety of scientific missions its workaday tools, its fleet of unmanned satellites. Some of these look outward into space. But many orbit and look down on the Earth itself—and generate all kinds of fascinating and beautiful images.
This past week, NASA released two new images of the Earth as the iconic Blue Marble—the blue planet, seen in its entirety, against the vast blackness of space.
These images were each stitched together from a number of partial images taken during multiple orbits of the Suomi National Polar-orbiting Partnership (NPP) satellite. While the satellite was orbiting the Earth at an altitude of only 512 miles, the composite images appear to originate from an altitude of 7,918 miles. At the same time, they have very high resolution—the original images, with 8,000 x 8,000 and 11,500 x 11,500 pixels respectively, can be downloaded here and here.
As of February 2, 2012, the Western Hemisphere image had been viewed on Flickr over 3.1 million times, “making it one of the all time most viewed images on the [NASA Flickr] site after only one week.”
But that is still nowhere compared to the popularity of the original Blue Marble photo, a single image taken on December 7, 1972, from an altitude of about 28,000 miles by the crew of Apollo 17 as that spacecraft was on its way to the moon. By now, this must be one of the most widely seen and reproduced photos of all time:
Images such as these—and even before they came into being, science fiction writers’ imagination of what they would be like—have moved and inspired many:
Suddenly, from behind the rim of the Moon, in long, slow-motion moments of immense majesty, there emerges a sparkling blue and white jewel, a light, delicate sky-blue sphere laced with slowly swirling veils of white, rising gradually like a small pearl in a thick sea of black mystery. It takes more than a moment to fully realize this is Earth . . . home.
And they may have convinced some hold-outs that the Earth really is round… although, as the secretary of the Flat Earth Society remarked on seeing such photographs, “It’s easy to see how a photograph like that could fool the untrained eye.” | aerospace |
http://www.debriantravels.com/blog/2017/1/9/book-review-boeing-versus-airbus-the-inside-story-of-the-greatest-international-competition-in-business | 2019-10-15T02:15:20 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986655735.13/warc/CC-MAIN-20191015005905-20191015033405-00196.warc.gz | 0.963274 | 304 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__203291905 | en | While I love traveling and am a big commercial aviation "fan," I am also interested in big business and how various businesses and industry work. Boeing versus Airbus: The Inside Story of the Greatest International Competition in Business by John Newhouse was the perfect book to marry these two passions.
John Newhouse offers an engrossing peek behind-the-scenes of the business rivalry of the two remaining titans of commercial airplanes, Boeing and Airbus. I thought the book was a little sluggish to start, a bit scattershot as it bounced from topic to topic. However, it settled in a well-paced narrative that laid out the evolution of these two companies' place in the commercial aviation industry.
Reading numerous reviews of travel experiences as well as having traveled over the years and being fascinated with commercial aviation, I was well versed with aircraft in the book. Also, I know a fair amount about the commercial aviation business from the layperson's perspective, but I know far less about the aircraft manufacturers. As with any industry, any outside perspective deviates significantly from the perspective of those inside the business. This book does a good job of highlighting the behind-the-scenes view of Boeing and Airbus. The book reviews business strategies, the personality of the various leaders and executive suite maneuverings of the two companies and the impact of government on the industry.
If you are an "aviation geek" or enjoy learning about the inner workings of business or real world drama executive drama, this book is for you. | aerospace |
https://www.longbeach.gov/lgb/news/2016-11-07-metroplex-procedures-at-lgb-to-begin-november-10/ | 2022-08-08T16:37:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570868.47/warc/CC-MAIN-20220808152744-20220808182744-00661.warc.gz | 0.921107 | 430 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__204097163 | en | The Federal Aviation Administration's (FAA) Southern California (SoCal) Metroplex project is a proposal to improve the flow of air traffic by making the airspace safer and more efficient by replacing existing air traffic procedures with new satellite-based procedures.
The SoCal Metroplex project encompasses multiple airports, including Long Beach Airport (LGB). LGB staff have communicated to the FAA the importance of maintaining the Noise Ordinance.
The FAA will begin a phased implementation process with new procedures at LGB on November 10, 2016, March 2, 2017 and April 27, 2017. LGB will receive 5 new arrival, 5 new departure, and 3 new approach procedures.
After reviewing final environmental documents, LGB staff does not find that any proposed changes will adversely affect the Noise Ordinance.
Environmental analysis conducted by the FAA for the project showed the project would not result in any significant or reportable noise increases under the National Environmental Policy Act (NEPA). Some might notice aircraft where they did not previously fly when the new procedures are implemented; this is because some air route changes will occur, and satellite-based procedures create more concentrated flight paths than conventional procedures.
To view the presentation given by Glen A. Martin, Western-Pacific Regional Administrator for the FAA, at the November 17 Airport Advisory Commission meeting, please click here.
An additional FAA briefing will be conducted in either January or February. An open house format will provide attendees with the opportunity to speak directly with FAA technical and environmental experts. Date and location will be announced as soon as it is available.
The FAA will conduct additional public outreach to further inform the public about the changes. Specific information will be announced on the FAA’s webpage at: http://www.faa.gov/nextgen/communityengagement/socal, as well as through press releases and on social media.
To view Frequently Asked Questions along with Answers published by the FAA, please click here.
For more information, please visit: http://www.metroplexenvironmental.com/socal_metroplex/socal_introduction.html. | aerospace |
https://bigonlinenews.com/al-gores-spacecraft-to-watch-earth-and-warn-of-solar-storms/ | 2019-10-23T00:42:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987826436.88/warc/CC-MAIN-20191022232751-20191023020251-00243.warc.gz | 0.900856 | 826 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__214138030 | en | Earth’s newest space sentinel, a Deep Space Climate Observatory, is scheduled to launch Sunday to yield a 24-hour perspective of a Earth’s face and 20- to 30-minute warnings of melancholy solar geomagnetic storms before they strech Earth.
“These geomagnetic storms can be unequivocally dangerous to vicious infrastructure on Earth-power grids, aviation communications systems, satellites in orbit,” pronounced Tom Berger of NOAA’s Space Weather Prediction Center.
The $340 million National Oceanic and Atmospheric Administration booster will observe both a object and Earth from a fast indicate in space roughly one million miles (1.6 million kilometers) divided from a planet. The qualification is set for a Feb 8 launch during 6:10 p.m. EST from Cape Canaveral in Florida.
“The booster will lay like a beacon off a shore, examination for solar storms before they strike a planet,” says solar physicist Thomas Bogdan, conduct of a University Corporation for Atmospheric Research in Boulder, Colorado. (For some-more on a hazard of absolute solar storms, review “Sun Struck” from National Geographic magazine.)
Replacing a decades-old space continue satellite, a craft—nicknamed DSCOVR—is also meant to some-more accurately observe clouds, weather, vegetation, and wickedness patterns with around-the-clock observations of a planet’s sunlit face.
Fast-moving blasts of charged particles erupting off a sun, called coronal mass ejections, can trigger geomagnetic storms if they strike Earth. The many dangerous blasts have a captivating margin that points south, conflicting Earth’s captivating orientation, that allows them to dig to a planet’s surface.
These beast storms can satisfy energy surges along pipelines and electrical wires, even triggering transformer blowouts like those that knocked out energy opposite a range of Quebec on Mar 13, 1989. The famed 1859 “Carrington event” solar storm burnt out telegram wires opposite North America and sparked northern lights above Hawaii and Cuba. (Read about a harmful outcome the Carrington event would have if it strike today.)
Until a solar blast reaches a satellite, Bogdan says, scientists can’t tell a instruction of a captivating field. That’s because DSCOVR will circuit during a gravitationally fast Lagrangian point closer to a sun. At this Lagrangian point, a Earth, a sun, and centrifugal force mix to reason a satellite steady.
“The energy grids unequivocally need a heads-up if we are looking during another Carrington event,” Bogdan says. “The fastest relocating ones can arrive during Earth usually 20 hours after they explode from a sun.”
Watching space continue was creatively a delegate goal for DSCOVR when it was initial suggested in 1998 by afterwards U.S. Vice President Al Gore. Gore due carrying a satellite that would promote a continual video of Earth from space, a perspective that competence lift environmental recognition and magnitude how most object is re-emitted behind into space by a Earth’s surface, a essential meridian question.
Built and dictated for launch on NASA’s space shuttle, a goal was mothballed by a Bush Administration in 2001.
However, in 2008, a mission’s fortunes changed with a retirement of NASA’s Advanced Composition Explorer (ACE), that given 1997 had supposing solar charge warnings from a same Lagrangian indicate that DSCOVR will occupy.
“Absolutely this is a good thing for scholarship and a planet, that it will finally strech space,” says Bogdan, who was partial of a group that designed a solar charge monitoring instruments. “And we do consternation if it will change a approach we demeanour during a planet, to always have a perspective of a face, frail and alone in a solar system.”
Follow Dan Vergano on Twitter. | aerospace |
https://experts.arizona.edu/en/publications/preliminary-results-from-neowise-an-enhancement-to-the-wide-field | 2023-12-06T04:46:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.13/warc/CC-MAIN-20231206031946-20231206061946-00857.warc.gz | 0.87312 | 214 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__128808547 | en | The Wide-field Infrared Survey Explorer (WISE) has surveyed the entire sky at four infrared wavelengths with greatly improved sensitivity and spatial resolution compared to its predecessors, the Infrared Astronomical Satellite and the Cosmic Background Explorer. NASA's Planetary Science Division has funded an enhancement to the WISE data processing system called "NEOWISE" that allows detection and archiving of moving objects found in the WISE data. NEOWISE has mined the WISE images for a wide array of small bodies in our solar system, including near-Earth objects (NEOs), Main Belt asteroids, comets, Trojans, and Centaurs. By the end of survey operations in 2011 February, NEOWISE identified over 157,000 asteroids, including more than 500 NEOs and ∼120 comets. The NEOWISE data set will enable a panoply of new scientific investigations.
- comets: general
- minor planets, asteroids: general
ASJC Scopus subject areas
- Astronomy and Astrophysics
- Space and Planetary Science | aerospace |
https://www.military-airshows.co.uk/press23/bbmfgroundedprjune2023.htm | 2023-12-07T09:09:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100651.34/warc/CC-MAIN-20231207090036-20231207120036-00108.warc.gz | 0.964488 | 328 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__101124894 | en | Battle of Britain Memorial Flight (BBMF) Grounded!
The Battle of Britain Memorial Flight (BBMF) announced on Friday 23 June 2023 that due to a fault on a Merlin Engine they have decided to pause flying. The Merlin engine is used on their Lancaster, Hurricanes and several Spitfires. Unfortunately this meant that the BBMF could not take part in the many 'Armed Forces Day' events around the country.
From the Official Battle of Britain Memorial Flight Facebook Page (23 June 2023):
"The Battle of Britain Memorial Flight is currently investigating a fault on a Merlin engine and has taken the decision to temporarily pause flying. Several of our aircraft are powered by the Merlin and as a result, these histric aircraft will be unable to support Armed Forces Day events around the country as we would have liked. This is hugely disappointing for us and to all those who love to see these iconic aircraft, however, safety remains our paramount concern."
The investigation into the Merlin engine was concluded on Friday 30 June 2023 and all the BBMF aircraft were permitted to fly again.
From the Official Battle of Britain Memorial Flight Facebook Page (30 June 2023):
"We have now conducted a thorough investigation into the fault experienced on one of our Merlin engines. Our excellent team of engineers and industry partners have undertaken the necessary inspections, maintenance, and safety assurance work to ensure that we can return to flight all our aircraft powered by Merlin engines without restriction. We look forward to our planned programme of appearances this weekend."
• BBMF Display Schedule 2023.
• BBMF Facebook Page. | aerospace |
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https://bouncegrab.com/2021/07/how-to-make-your-own-spacecraft-interior/ | 2022-05-23T23:00:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662562106.58/warc/CC-MAIN-20220523224456-20220524014456-00789.warc.gz | 0.950181 | 1,068 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__301576851 | en | A spacecraft interior is a set of spacesuits, equipment and other things that are essential to keep the spacecraft operating properly.
Here are some tips for making your own.
The spacecraft’s interior is an important component of the overall spacecraft design and has a wide variety of uses, from maintaining a safe and healthy environment to providing the spacecraft with a living environment to keeping it operating efficiently and efficiently.
The interior of a spacecraft is designed to work in conjunction with the space station, the spacecraft and other components to provide the crew with comfort, food and fresh air.
To make your spacecraft’s exterior as attractive as possible, the exterior must be of high quality.
If you have the money, it may be possible to buy and modify your own space station-style spacecraft interior.
In fact, some spacecrafts are built to resemble space stations.
The most popular spacecraft interior style is the Starliner, a space shuttle shuttle that launched in 1981.
It’s made of composite materials and features a steel hull with steel windows and a metal hatch.
The craft also has a high-efficiency thermal control system, an air filtration system and a solar panel that powers the spacecraft.
A space station interior is made of the same materials as the spacecraft interior, but it’s designed to be smaller and lighter.
The spacecraft has a standard size cabin, but its size is controlled by the size of the spacecrafts interior.
If the spacecraft is large, the space habitat will be smaller than the space shuttle’s cabin, making it smaller than a typical spacecraft.
In the space between the two spacesuits is a window area that can be used for viewing or listening to a television, radio or video game.
The cabin and interior of the Starliners spacecraft have windows that are large enough to accommodate large amounts of television, a television set, or even a gaming console.
The windows are spaced apart so that you can see the interior without blocking your view.
The window area is also designed to allow you to watch a movie or music playlist while on the space ship.
The interior of Starliner spacecraft includes the following spacesuits:The main spacecraft cabin is located above the crew compartment.
The crew compartment is located in the center of the vessel, on the lower section of the craft, behind the main cabin.
The main cabin has two seats, the left and right seats.
The commander’s seat has a window that can display a television or television set.
The commander has the right-hand seat that can monitor television and video game play, or can monitor the captain’s view of the station.
The Commander can also monitor the station’s health and the crewmembers condition.
The right-side window can display the station and its crewmembers health.
The center of gravity of the main spacecraft is located behind the left-hand cabin.
The center of mass of the crew is located at the aft of the primary spacecraft, where the crew can be seated.
The crew cabin has a windowsill and ventilation system that can help keep the crew and the station cool.
The air in the cabin is heated by a heat exchanger, which creates heat and allows for air circulation between the crew’s and the space vessel.
The left-side hatch is designed for two people to be seated side-by-side.
The left hatch is the only door in the main module.
It has a large opening to allow people to enter and exit the spacecraft in the event of an emergency.
There are two openings in the hatch for passengers, one on each side.
The top hatch is used for the captain and his or her companions.
The hatch can be opened and closed with a lever.
There is a hatch on the hatch that can open and close the hatch and allow people on board to take advantage of a full cabin for an emergency situation.
The second hatch, the third hatch, and the left hatch can each be opened independently.
This allows passengers to use the hatch on either side of the captain.
The doors can also be closed with the force of the hatch’s lever.
The two windows that open and shut are designed to open and closed automatically when the doors are closed.
The two windows can also open and open independently when the hatch is opened.
The hatch can also have a button that allows the hatch to open, close and close automatically if the captain or crewmembers are not using the hatch.
The door that can go between the captain/crew cabin and the starliner’s interior has a switch that allows passengers on board the spacecraft to close the door or close the cockpit hatch.
This hatch can then be used to close and reopen the spacecraft cabin for crewmembers or to return to the main crew cabin.
There are two different hatch systems for the crewmember cabin: The main cabin’s first hatch opens automatically when an emergency occurs, and it opens when the captain enters or leaves the cockpit.
The second hatch has a similar mechanism for opening and closing the spacecraft cockpit.
When the hatch closes, it automatically opens and closes.
The first hatch is closed by | aerospace |
https://www.bytron.aero/aviation-news/uk-airports-safety-week | 2021-04-14T00:54:08 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038076454.41/warc/CC-MAIN-20210414004149-20210414034149-00374.warc.gz | 0.954202 | 219 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__99504615 | en | UK Airports Safety Week 2019
By | 15th May 2019
This week sees the return of UK Airports Safety Week 2019 (13-19 May). A national event by the Airport Operators Association (AOA) to promote best-practice in aviation safety and showcase the UK's safety standards.
During the event a number of airports will take part by promoting and demonstrating their approach to aviation and workplace safety to staff, staff of companies operating in and around the airport, and members of the public.
The UK has a renowned aviation safety culture and track-record, UK Airports Safety Week provides an opportunity for airports to educate and engage staff whilst continuing to find new ways to work together to improve safety.
This years theme shows how airports work to provide a safe and enjoyable experience to passengers as well as providing employment opportunities. Each airport has developed their own programme of events which include:
- Interactive demonstrations
- Meet the Team sessions
- First Aid demonstrations
- Passenger days... and much more
For more information about the planned events at each airport visit the AOA website | aerospace |
http://www.aviationadventures.com/1249.xml | 2020-02-27T23:19:24 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146907.86/warc/CC-MAIN-20200227221724-20200228011724-00479.warc.gz | 0.926898 | 93 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__9312393 | en | See All News
March 16, 2010
We now have a Cessna Corvalis TT in our fleet at Leesburg, as well. N400BA is now available for rent out of JYO, and is the top of the line, fastest single-engine fixed gear aircraft available for rent anywhere. If you're interested in getting checked out in this amazing aircraft, give us a call to get on the schedule and prepare to be impressed. | aerospace |
http://airnation.net/2012/09/28/united-first-787-dreamliner-flight/ | 2013-12-06T04:50:56 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163049570/warc/CC-MAIN-20131204131729-00056-ip-10-33-133-15.ec2.internal.warc.gz | 0.894817 | 160 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__133474938 | en | “We’ve been waiting for this airplane for about eight years, so it’s a pretty big day,” United CEO Jeff Smisek told reporters Thursday. “It’s very fuel efficient. … It will make routes that wouldn’t otherwise be profitable, profitable. So it’s a tremendous asset for us to have.”
United has ordered 50 of the revolutionary plane and plans to take delivery of 5 787s by the end of the year.
United plans to use its Dreamliners for international routes in the future for the most part but will initially fly domestic routes.
Sites That Link to this Post
- United Airlines Boeing 787 Dreamliner Lands at Houston Bush Airport [VIDEO] | September 29, 2012 | aerospace |
https://easnconference.eu/2023/thematic-sessions | 2024-02-23T02:26:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474360.86/warc/CC-MAIN-20240223021632-20240223051632-00713.warc.gz | 0.917189 | 3,990 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__197567424 | en | 13th EASN International Conference Sessions
Research Manager Department of Design, Manufacturing and Engineering Management Faculty of Engineering, University of Strathclyde, Glasgow - UK
Advanced Manufacturing plays a key role in the Aeronautics industry. The researchers and engineers are consistently making efforts on developing and improving manufacturing technologies and techniques. The delegates are encouraged to exchange ideas and experiences and to discuss their thoughts and opinions on technological trends and challenges in the present and future years. The session addresses not only the research, development, and applications of conventional manufacturing technologies but also the latest achievements in other emerging technologies, such as automation, digitalisation and advanced high-performance materials.
The session covers all topics related aerodynamic analysis internal and external flows, high lift systems, flow controls devises and aerodynamic design including multi objective and multidisciplinary optimisation.
Faculty of Aerospace Engineering, University Politehnica of Bucharest, Romania
Managing the safe and efficient flow of air traffic needs increased efforts of the aerospace scientific community. ATM remains a bright spot on the innovation chart. There are several questions facing the ATM system and the airports as key components, which this section tries to address: (i) How can the rebound of post-pandemic air traffic be reconciled with the ATM capacity constraints, to avoid delays? Is a change of paradigm in ATM still achievable? How could flight trajectories be better predicted? (ii) How can flight trajectories be optimized based on CO2 and non-CO2 factors to make aviation more environment friendly? (iii) How should we address the security challenges caused by war, but also by the obsolescence of software and hardware, and cyber vulnerabilities in the ATM systems and on airports? (iv) Is the ATM system capable to fully integrate the UAV/UAS and RPAS traffic in the controlled airspace, or more needs to be done? (v) As safety remains at unprecedented levels, why has the number of safety incidents increased, especially runway incursions on busy airports? (vi) How can AI tools be employed to solve ATM and airports problems? (vii) How can the noise around airports be further reduced? (viii) Is aviation in need of the Magnetic North reference anymore? Or the True North could replace it? (ix) Which are the most promissing directions of progress in Air Traffic Services? (x) Which are the lessons learned from the 5G interference with Radar Altimeters and which is the way forward in this matter?
Cranfield University, UK
This session will address issues of interest across a spectrum of technology subjects related to modern aircraft engine integrated design, modelling, and simulation. Authors are invited to present their research on relative topics, including (but not limited to):
Modelling and Simulations
- Engine Modelling, Simulation and Validation
- Whole Engine Performance and Operability
Modern Design Practices
- Integrated Engine Design & Multi-disciplinary Design Optimisation
- Collaborative Design
- Co-located, Distributed and Set-Based Design
- Value-Driven Design
- Model-Based Systems Engineering
- Inlets, Nacelles, Nozzles and Mixers
- Thermal Management Systems
BRNO University of Technology, Czech Republic
Session Aircraft Testing is focused on any laboratory structural, system, or avionics testing as well as in-flight aircraft tests. Spacecraft tests are very welcome too.
Universidad Politécnica de Madrid, Spain
Artificial Intelligence (AI) is pushing the development of new technologies to support different areas of aviation. This session focuses on the developments reached by the introduction of AI in Air Traffic Management (ATM). AI must help ATM community to deal with the further expected figures of air traffic that would not be able to handle with the current technology. For that purpose, one of the cornerstones must be the increase in automatization, and the introduction of novel technologies such as automation during the decision-making process, big data, and artificial intelligence for the demand-capacity balance, airspace design, and separation provision. However, this development cannot fall on the backs of airport operational management or barriers based on incomprehensible certification processes. The introduction of automation and new technologies means a change during tactical decision-making, sequence metering, turnaround, and handling processes.
description to be completed
Cranfield University, UK
The aim of this session is to present and discuss latest systems engineering design methodologies supported by computational tools in order to enhance the design and development process for future aerospace products.
Senior Manager Technology & Innovation bei Capgemini Engineering
description to be provided
Safety and security are crucial in aviation and space to guarantee the protection of crew members, passengers, and equipment. In recent years, there have been several new approaches to improve safety and security in these industries, among them: automation, artificial intelligence, cybersecurity, predictive maintenance, crew resource management. New challenges in performance and increase in complexity in aerospace, require to continue to innovate and improve upon these approaches to stay ahead of emerging risks and threats
Warsaw Institute of Aviation, Poland
Currently developed and modernised aircraft are equipped with new avionics, which importance is constantly increasing. Its extensive development created new opportunities for crewed and uncrewed aircraft capable of performing new missions at a high level of automatisation or even autonomation.
The crucial to modern aircraft are onboard sensors. They are dedicated to navigation, flight control, surveillance, object recognition, and monitoring onboard systems. They can be of any kind: radar, mechanical, optical, magnetic, MEMs and different electromagnetic ranges sensing.
This session is dedicated to the onboard sensors, their combinations and the systems in which they are included. In addition, the papers on designing, optimising, researching, testing and lessons learned from the simulated and real-life tests are welcomed.
The session is the best platform to share ideas recognice new trends and know the experts' opinions.
Deep Blue & Embraer
The development of AI technology is increasing the capabilities of virtual agents, opening the door to the emergence of operational solutions composed of teams of Humans and Virtual Agents. These new teams concepts are needed to enable more complex and demanding environments with improved efficacity, efficiency and safety. They also raise new challenges on how to engineer these teams, their interrelations and the Virtual member technology itself so the whole is trustworthy, safe, effective.
This session is promoted to encourage researchers, practitioners and industry to get together, learn and exchange views regarding the challenges of developing such concepts. We welcome submissions that share developments on:
- Mapping and addressing challenges regarding the development of full solutions teaming solutions of Humans and AI enabled virtual agents for general (e.g., teaming with AI assistants for strategic decision making) or specific domains (e.g., teaming for aviation cockpit in Single Pilot Operations, ATCO support, etc..) ;
- Application domain prototypes, proofs of concept, research;
- Tools, methods and approaches for developing and assurance of Human-AI Teaming solutions
- Operational XAI
Institute of Aircraft Design, University of Stuttgart, Germany
The session covers recent developments in hybrid-electric flight, looking at all elements of hybrid electric architectures, i.e. from energy storage, conversion and distribution to electric machines and propulsor arrangements. Also, effects and impact on aircraft level are in the focus of the session.
Head of the Avionics and Control Department, Rzeszow University of Technology, Poland
In-Flight tests are the final stage of most of aviation technologies development process. All components, final product as well as new ideas should be tested and verified in flight. Despite modern computational technologies or well-prepared laboratory simulations are able to verify performances of the developed system or aircraft as a whole it is still necessary to conduct different kind of in-flight test campaign to approve the product for operation. Many scientific and research centres all over the world organise many test flights. They have experience, achievements, and many issues solved. The session is the perfect opportunity to share all that with the aviation community.
University of Salerno, Italy
This session welcomes contributions concerning the theoretical and experimental approaches to the design and investigation of innovative electrical devices exploiting material properties.
Examples are, but not limited to:
- devices based on nanomaterial, among which 2D materials, such as graphene, MoS2 and other transition metal dichalcogenides (TMDCs) and Dirac semimetals
- innovative electrical devices for application such as detection, absorption, shielding, or sensing
- multifunctional nanocomposites and their electrical application
Works stimulating discussion about the improvement of the efficiency, reliability, and robustness of the materials and related electrical devices are especially welcomed.
Embraer & TU Delft & AnyWi
Recent advances in design and development of aerial systems (e.g., autonomous drones, RPAS, UAV) are leading to a widespread adoption in agriculture, logistics, Urban Air Mobility (UAM) and surveillance, to name a few. These applications are primarily driven by use-case dependent operation requirements and performance metrics including SWaP (space, weight, and power) constraints– which subsequently drive the underlying technologies. This session will promote a discussion on fundamental challenges for key enabling technologies from various stakeholders to look at, among others:
- Application: first response, specialized operations, logistics, surveying, passenger, etc.
- Functionality: technologies and approaches that enable management, coordination, and control of agents. Namely, sensing, orienting, deciding and, acting (e.g., UTM, DAA, C3LINKS, etc).
- System design: modelling components and systems by their purpose in the overall architecture and intended missions.
- Results from real world demos.
- Technologies: sensors, AI, computing platforms, communication, etc. (e.g., lidar, radar, IP based technologies, etc).
Several EU projects and associated researchers will be invited to present their work under this umbrella and thus allow a rich discussion on this thematic.
This proposal is formulated under the ADACORSA project
Laboratory for Manufacturing Systems and Automation, Department of Mechanical Engineering and Aeronautics, University of Patras, Greece
Throughout the last century, the Aviation industry has been significantly reshaped, driven mainly by the technological advancements as well as by the market requirements. With the establishment of Industry 4.0 to the plateau of productivity and the rise of Industry 5.0, a new era of aviation has been emerged, referred to as Aviation 5.0. This new era is characterized by the integration of the physical and digital worlds, leading to the emergence of new technologies such as the Digital Twin and the Metaverse. Digital Twin (DT) technology involves creating a digital replica of physical assets such as aircraft, engines, and other critical components. DT can be used to monitor the performance of these assets in real-time, identify potential issues before they occur, and optimize maintenance and repair activities among others. On the other hand, the Metaverse is a virtual environment that enables users to immerse via Virtual Reality technology and to interact and share knowledge in real-time. In Aviation 5.0, the Metaverse can be used to simulate various scenarios, allowing pilots and engineers to test and evaluate new technologies and processes before implementing them in the real scenarios. This can lead to significant cost savings and improve safety in the industry. With the combination of Metaverse and DT technologies, the aviation industry can create a virtual environment where pilots, engineers, and other stakeholders can collaborate and make data-driven decisions in real-time. This can lead to significant improvements in term of safety, efficiency, and cost savings, bringing Aviation 5.0 a step closer to becoming the new reality. However, the integration of the above-mentioned technologies also poses new challenges such as data security and privacy, which need to be addressed to ensure their successful adoption in the industry. The aim of this session is to host a selection of papers from researchers, academics, as well as practitioners providing significant insights regarding the integration of advanced Simulation and Extended Reality (Virtual, Augmented and Mixed Reality) technologies into Aviation of the new era.
Factories of the Future, Digital Factory, Digital Manufacturing, Digital Twins, Cyber-physical systems, Internet of Things, Cloud Computing, Industry 5.0, Metaverse, Extended Reality
University of Patras, Greece
New materials and processes expand the design capabilities of multi-material structures, especially of composite structures. Research in the area of multi-material design and function-integration is becoming of great interest with new functions, from traditional sensing and actuating functions up to new challenges, e.g. to integrating recyclability and sustainability as a function to complex structures.
The aim of the session is to discuss new challenges for multi-material design and function-integration on the example of selected contributions. In particular, the subjects include but are not limited to:
• Progress on multi-material design approaches
• Simulation tools for detailed function-integration design
• Manufacturing of composites with multiple functions
Vienna University of Technology, Austria
For fast rotorcraft and tiltrotor-tiltwing aircraft new solutions are under development to vary the rotor speed beyond the range given by the turbine. This means that transmissions are necessary in combination with corresponding rotors to change the ratio of the main gearbox during flight.
For fixed-wing aircraft new climate-friendly propulsion systems are under development e.g. based on batteries, hydrogen and fuel cell as well as Sustainable Aircraft Fuels (SAF). All approaches except SAF bneed a gearbox to adopt the high speed of the electric motor to the application, mostly propeller. The situation is similar to automotive applications.
Ultrasound Research Institute, Kaunas University of Technology, Lithuania & KU Leuven, Belgium
This session is open to all applications of all NDT methods (including but not limited to ultrasonics, acoustic emission, X-ray, thermography, eddy current, etc.) and SHM methods to any aircraft structures/components made from different materials, including but not limited to metallic, composites, 3D printed materials. Presentations on novel applications of NDT/SHM techniques are expected. Potential topics include, but are not limited to, detection, identification, and localization of damage, modelling/simulations, signal processing, and various practical applications.
Department of Industrial Engineering, University of Salerno, Italy
This session intends to bring together some of the top academia and industry professionals to discuss the most recent research advances in the development of functional and smart polymeric composites for application in aerospace and aeronautics. The session will also focus on the energy efficiency of composite production processes and new production technology. Critical issues related to energy- and time-consuming manufacturing processes will be addressed. Alternative processes for composite manufacturing are of great industrial interest and can help to save energy and reduce environmental pollution and material waste. The advantages of the 3D-Printing processes compared with the traditional ones for producing functional secondary smart composites are also an objective of the session. The state-of-the-art on attaining smart functions conjugated with good structural performance and energy-saving processes will also be key topics of this session.
Institute of Aircraft Design, University of Stuttgart, Germany
The focus of the session is on of scaled flight testing and demonstration with its various applications in view of configuration validation, technology demonstration and reduced times for technology maturation, specific methods for scaling, design and data acquisition and project results.
Head of Air Traffic Efficiency Lab, Italian Aerospace Research Centre (CIRA), Italy
Small Air Transport (SAT) is emerging as the most suitable transportation means in order to allow efficient travel over a regional range, in particular for commuters, based on the use of small airports. The vehicles that are comprised under the SAT domain are usually fixed wing aircraft with 5 to 19 seats or similar cargo vehicles, belonging to the EASA CS-23 category. In order to ease the growth of the SAT business domain, the availability of new technological solutions allowing reducing the related operative costs represents a challenge of capital importance. Relevant research activities in this domain are developed in the framework of international programmes, such as, for instance, the European research programme Clean Sky, where SAT specific projects are ongoing. The workshop, therefore, aims providing the description of the most recent innovations developed in the framework of international research activities addressing the Small Air Transport (SAT) domain.
The topics under the scope of the workshop cover the whole spectrum of Small Air Transport (SAT) technologies and related concepts, including innovations in cockpit and avionics, propulsion, airframe, materials, air traffic management, self-separation and collision avoidance, mission management, decision making support to the pilot, single pilot operations, sustainability of SAT operations, scenarios, safety regulations and standards.
Technology progress in the field of UAV dedicated electric propulsion we are witness during last decade opened a new promising industry sector. Mobility and transportation related applications are commonly considered as being among most disruptive and innovative – enabling extension of urban ecosystem to third dimension. But in parallel to the “UAM revolution” there is another one positive disruption on the horizon - smart-city trend. IT/ICT and AI driven change in approach to the key resources we manage as well as cities need to manage every day. What is potential of those two trends if synergized? What will be the smart-UAM, and it how will be the impact on potential application areas?
RWTH Aachen University, Germany
Orbital Space Systems (satellite systems & configurations, Debris inspection and management), Propulsion Systems and Micro Launchers
DIMEAS - Department of Mechanical and Aerospace Engineering, Politecnico Di Torino, Italy
The aeronautical and space sector has always been a source of innovation and technological progress, and today it is of fundamental importance for the development and industrial competitiveness of countries. The systems approach to the design and management of aircraft, now widely recognized in the aerospace technical-scientific community, is arousing interest and technological impacts in other fields and disciplines. These developments foster strategic issues such as safety, diagnostics, prognostics, and, more generally, a holistic view of the aerospace system. These issues are now in the spotlight of the scientific community and are attracting growing interest in various industrial sectors (aerospace, automotive, automation, and more). Therefore, we believe that a session dedicated to collecting and discussing innovative and promising studies can be welcomed with interest by the technical-scientific community.
DFKI GmbH, Germany
Use of robotic systems for future planetary exploration involving robotic mobility, manipulation, sampling, and astronaut assistance. This includes all aspects of these robotic systems, including design, development, implementation, and operation. Also, research prototypes as well as fielded or flown systems are of interest.
On-going and future missions involving in-space robotic systems and operations, to include On-Orbit Servicing, Active Debris Removal, Assembly, and Astronaut Assistance. This includes designs and methods to accomplish robotic tasks in orbit, such as mobility, manipulation, assembly or maintenance. Specific aspects can be addressed, such as hardware design, open-loop or closed-loop control, rendezvous trajectory generation, autonomy, tele-operation, experimental facilities on the ground, or others of relevance. | aerospace |
http://www.dragonflypictures.com/services/engineering-services/ground-test/ | 2018-12-18T13:22:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829399.59/warc/CC-MAIN-20181218123521-20181218145521-00012.warc.gz | 0.925489 | 889 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__203066284 | en | Ground testing at DPI is aggressive. Literally. Among the barrage of ground tests is DPI’s unique 4DoF (4 degrees of freedom) structure. This test stand grips the aircraft and, using a hydraulic brake system, shakes, rattles, and rolls the vehicle to isolate the axes and rigorously test the system. It’s as close to flying as you can get without leaving the ground. In fact, DPI is the only test facility in the world that does such extensive ground tests to significantly reduce risk.
That’s one of the reasons the DPI client list for UAV ground tests includes DARPA, Boeing, SAIC, the U.S. Army, and many other high profile designers and manufacturers of UAVs, systems, and subsystems.
DPI ground tests include:
- Rotowhirl stand: Measures the performance of the rotor and blades as a unit.
- Overspeed tests: These are safety tests.
- Dynometer: Used to measure engine performance at RPM, in terms of RPM torque and horsepower, vibration levels, and fuel consumption.
- Rotor and swash plate tests. DPI uses a load cell to measure the moments and forces produced by the rotor and swash plate. This information is then fed into a structural model of the airframe to identify issues and suggest potential solutions. We also measure the performance of the rotor head and blades early in the test process, and validate that performance against the design analysis.
- Vibration test: DPI uses the vibration test to find the natural frequencies of components and the avionics structure. The tests are conducted on a rigid avionics rack vibration table. The table holds a non-rigid structure mounted on springs, and this floating spring structure includes electric motors that spin weights. During vibration tests, the weights and spinning rpms are varied to change and analyze the frequency and amplitude of the device under test.
- Strap-down test: This is a shake-down strap-down test in which servos are excited to confirm appropriate rigging, the throttle governor is tested, and so on. The test delivers a vibration profile, records the electromagnetic (EM) noise on the power busses, and more.
- Iron Bird test: Rotors often have significant torsional vibration that can affect performance. The Iron Bird test includes placing the drive system in a heavy, extremely rigid structure on the ground. The structure is used to measure the torque that is transmitted from the drive system to the rotors. That information is fed into a computer modeling program to quantify the vibrations and identify key points of potential strain.
- Isolation: This isolation process is extensive, and is used to reduce risk during integration. In this process, we isolate the axes and test the system, introduce hardware (such as sensors), introduce software, integrate components (both hardware and software), and investigate failure modes and effects.
- 4 Degrees of Freedom (4DoF) test: This test stand is unique in the world. It allows DPI to put the drive system into the fuselage, add the avionics, then grab the entire vehicle and “fly” it while it is anchored to the ground. The test stand allows extensive movement: The vehicle can pitch up and down 30 degrees, roll left and right plus or minus 30 degrees, yaw greater than 360 degrees, and heave 2.5 feet.
- Break-in test: This is a 200-hour full drive system break-in test, which builds confidence in the overall system.
DPI: World Leader in UAV Testing
Rigorous testing for characterizing UAV systems and subsystems did not exist when DPI was founded back in 1992. In order to develop, test, and build reliable UAV, DPI also had to develop an extensive test infrastructure from the ground up.
With this test infrastructure, DPI can fully characterize and dynamically model the aerodynamic performance of the UAV, including all forces, moments, and inertias of rotorhead systems.
DPI is now the world leader in UAV testing. DPI provides these unique, world-class test services for UAV systems and subsystems designers and manufacturers, such as Boeing, SAIC, L3, HARRIS
Learn more: Contact DPI | aerospace |
https://levitravof.com/mailbox/emirates-cabin-plan-small-wooden-bookshelf-plans-woodworking-plans | 2020-03-29T00:43:09 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370493121.36/warc/CC-MAIN-20200328225036-20200329015036-00231.warc.gz | 0.835947 | 413 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__85463750 | en | Emirates plane cabin
Emirates a380 cabin plan
Airline seating room on the Emirates Airbus A380. Three category buck private cortege seating room chartThree class seating chartTwo class seating room chart. Emirates Home contrive & Scripture Essential selective information Baggage Cabin Baggage Rules. Recline on Boeing 777 300ER 77W Cabin width 19 ft emirates cabin plan deuce-ace in 5.86 Engines GE90 altitude forty-three century ft.
Emirates cabin plan
For your next Emirates flight of steps economic ingestion this seating room chart to get the most comfortable seating area legroom and repose on Boeing 777 300ER 77W deuce type A detailed derriere mapping. And. Emirates plane cabin Your all inclusive guide to Emirates providing the nearly comprehensive resourcefulness on current aircraft inter-group communication selective information and airline business partners. Discovery the improve seating for to to each one Emirates a380 cabin plan i plane posture victimisation our detailed seating charts. Airbus A330 cc The quietest cabins in surgical process designed to encourage privateness and Boeing 777 200 Recently refurbished with freshly seats it is unrivaled of the.
Seat faces frontward and has direct access to the aisle referable to its staggered layout.
Learn more than about Emirates luxury Relax in consist flavorless seats atomic number 49 commercial enterprise Class and bask your have common soldier cortege inward First Emirates. For your succeeding Emirates flight of stairs practice this seating area chart to get the most comfortable seating area legroom and recumb on Airbus A380 800 388 V1. Cabin seating way incline Width Emirates Boeing 777 300 ULR terzetto For your succeeding Emirates flight of stairs employ of goods and services this seating area chart to get the most well-off seats legroom.
For each one connect below shows detailed seat maps and cabin plans for Emirates on its. Showing the trump Learn about what you can and cannot take Emirates cabin plan with you atomic number 49 cabin baggage.
Emirates plane cabin | aerospace |
https://tw.recipes.search.yahoo.com/search?p=jet+aircraft&fr=&fr2=piv-answers | 2019-12-06T05:06:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540484815.34/warc/CC-MAIN-20191206050236-20191206074236-00001.warc.gz | 0.665657 | 219 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__153777528 | en | Great Brands for Sale. Find Our Lowest Possible Price!
www.shopping.net/Jet Aircraft 廣告
Find Jet Aircraft and Related Articles. Search Now!
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無法找到符合 jet aircraft 的相關結果。請嘗試以下建議或輸入其它關鍵字。
Find Info Answersite.com. Search jet aircraft Today!
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Search by a jet. Look Up Results on Helpwire.com. | aerospace |
https://forum.xda-developers.com/xposed/modules/app-jelly-bean-4-x-airplane-mode-helper-t2385625 | 2019-10-18T21:29:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986684854.67/warc/CC-MAIN-20191018204336-20191018231836-00453.warc.gz | 0.826832 | 152 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__211190773 | en | With this tool installed, all applications that control airplane mode should work as they work on pre-4.2 devices.
Airplane Mode Helper requires Xposed framework. This tool must be activated via it's launcher icon and in Xposed Installer.
It works by hooking broadcast sending inside system process (framework), intercepting airplane mode change broadcasts and adjusting system settings from system process.
Additionally Tasker/Locale plugin for airplane control is provided (since version 1.0.3 the plugin must be explicitly enabled in settings).
Airplane mode is toggled without any delays.
I will be glad to hear any reviews (please also provide information on what ROM the app was tested).
Xposed Module Repository page: | aerospace |
http://diydrones.com/profile/TrentMyGeekShow | 2015-07-02T03:37:05 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375095373.99/warc/CC-MAIN-20150627031815-00268-ip-10-179-60-89.ec2.internal.warc.gz | 0.926646 | 184 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__126092813 | en | Hey guys! So 2012 is going to be MyGeekShow’s year of “Technology Aided Flight” where I’ll focus on going from just flying around the field, to full FPV and waypoint supported autopilot. I’m doing…Continue
I've decided its time to get serious. I've announced my new 5 year project: To fly an RC airplane 3,000 miles to cross the United States.Most of the flight will be FPV style, but 90% of the trip will…Continue
Today we covered the most ground during the USA trip, over 300km (186mi)! We encountered and overcame so many challenges. These problems started to wear down our confidence and reduce our spare supplies.
Follow the trip and learn more on: http://mygeekshow.com/usatrip/
Thank you to Spotifly for supporting… | aerospace |
https://www.asapaviationunlimited.com/blog/what-are-different-aircraft-structure-repair-cutting-tools/ | 2020-08-15T17:31:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439740929.65/warc/CC-MAIN-20200815154632-20200815184632-00189.warc.gz | 0.930218 | 532 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__168766245 | en | Those working in the aviation manufacturing industry are likely familiar with essential tools such as hand cutting tools. While some of these tools can be utilized in other fields- including the auto and marine industry- they are significant to aviation mechanics and manufacturers. Below you’ll find a brief outline and description of the tools that aircraft manufacturers tend to use.
Files: Because files are so commonplace across several different industries, these tools are often overlooked. However, they play an essential role in the manufacturing of aviation parts. They help shape through cutting and abrasion. Files come in all different shapes and sizes ranging from as small as 3 inches to 8 inches. The files has four main distinct properties, which are length, contour, form, and teeth.
Die Grinder: A die grinder is a tool aircraft manufacturers use to administer to mounted cutoff wheels, rotary files, sanding disks or high speeds. This category of grinders (electric) are typically powered by compressed air. Pneumatic die grinders run at 12,000 to 20,000 revolutions per minute (rpm) with the rotational speed controlled by the operator who uses a hand or foot-operated throttle to vary the volume of compressed air.
Burring Tool: This type of tool is used to remove a burr from an edge of a sheet or to deburr a hole. Deburring is an extremely important stage in an airplane building process. Anytime you cut an edge or a hole or you drill a hole on the aircraft metal part, you'll need to deburr it. In other words, you'll need to knock the sharp edges off – remove punch marks, polish edges and remove burrs caused by cut-off wheels or drills, as smooth edges will reduce the risk of stress cracking. The surface should be smooth, so you don’t cut your finger when pressing and running it along the metal edges.
At ASAP Aviation Unlimited, owned and operated by ASAP Semiconductor, we can help you find aircraft parts you need, new or obsolete. As a premier supplier of parts for the aerospace, civil aviation, and defense industries, we're always available and ready to help you find all the parts and equipment you need, 24/7x365. For a quick and competitive quote, email us at email@example.com or call us at +1-919-348-4040.
Remember, If You Want A Competitive Quote for Parts In Fifteen Minutes Or Less, You Can Simply Fill Out the Request for Quote form On This Website’s Home Page.Request for Quote | aerospace |
https://pave11.com/work/all-things-crew/ | 2024-04-15T15:41:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817002.2/warc/CC-MAIN-20240415142720-20240415172720-00504.warc.gz | 0.952159 | 117 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__54654233 | en | All Things Crew
A high flying logo for an emerging brand.
Our wonderful client Phillip approached us looking for a whimsical brand ambassador, as well as a long form logo, for his new company All Things Crew.
After a decade of experience working for one of the most prestigious airlines in the sky, Phillip was inspired to embark on opening his own company catering to the needs and fashion trends of airline crew members around the world!
- Client: Phillip A
- Website: AllThingsCrew.com
- Services: Brand and Logo Development | aerospace |
https://gadjest.com/stealth-bird-4k-drone-reviews/ | 2024-04-23T04:21:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818464.67/warc/CC-MAIN-20240423033153-20240423063153-00259.warc.gz | 0.921549 | 2,909 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__116388761 | en | Looking for a quality drone that blends high-tech features with ease of use? You're in the right place! Our detailed review of the Stealth Bird 4K drone is designed to help you make an informed decision.
In this review, we'll dive into the incredible features of the Stealth Bird 4K drone. From its technical specifications to battery life, and even the need for permits, we've got you covered.
Stick around to find out if this drone is worth the investment. Get ready for an in-depth look at one of the most talked-about drones on the market.
Unpacking the Product: What's Inside?
Once you've opened up the box, you'll find the Stealth Bird 4K drone itself along with a variety of accessories including a remote control, a battery pack, and a user manual.
The drone, sleek and compact, boasts a stealth bird design that's both aesthetically pleasing and functional. You'll be impressed by its sturdy construction that ensures durability, a feature many customer reviews on the official website rave about.
The remote control is user-friendly, perfect for a beginner. It has intuitive controls that make flying the drone a breeze. The battery pack provides a decent flight time, allowing you to capture stunning 4K aerial footage without worrying about the drone dying mid-flight.
The user manual is comprehensive with clear instructions on how to operate the Stealth Bird 4K drone.
The unpacking experience is thus exciting, giving you a preview of what to expect from this high-tech gadget. The overall quality of the packaging and the accessories included clearly reflects the commitment of the manufacturers to provide a top-notch product. You'll be eager to take this drone out for a spin, exploring the world from a new perspective.
Overview: Technical Specifications
The MUMAIS 2023 Foldable FPV Drone is packed with impressive features. It's equipped with a 4K, 120° FPV camera, runs on brushless motors, and has an adjustable WiFi dual camera. This drone provides you with a breathtaking panoramic view of landscapes that are 196 to 292 feet away, all in real-time.
It's also designed with an intelligent flight battery system that allows a maximum flight time of 15 minutes. However, with the inclusion of an extra battery, you can extend this time to 45 minutes.
This drone is also user-friendly with simple operation features like a one-key takeoff and landing. Its three-speed adjustability ensures you can control the drone's flight speed to suit your preference.
- Product Dimension: 11.4 x 11.4 x 3 inches
- Weight: 1.39 pounds
- Origin: China
- Manufacturer recommended age: 15 years and up
- Batteries: 3 Lithium Ion batteries required. (included)
- Equipped with a 4K, 120° FPV camera
- Runs on brushless motors which are powerful and quiet
- Comes with an extra battery for extended flight time
- Maximum flight time of 15 minutes could be improved
- The drone is relatively heavyweight
- The drone is recommended for ages 15 and up, limiting its user base.
Why Choose A Stealth Bird Drone?
If you're on the hunt for a reliable and high-performing drone, you'll find the Stealth Bird Drone to be an excellent choice. This bird k drone offers a host of features that make it stand out in the crowded drone market. Its 4K ultra HD camera ensures you capture breathtakingly clear and detailed footage, making it ideal for professional photography and videography.
One of the most appealing aspects of the Stealth Bird 4K drone is its foldable design. This feature guarantees portability and ease of storage, making it a perfect travel companion. The drone's compact size doesn't compromise its performance. It delivers smooth and stable flights, ensuring you get high-quality shots every time.
This drone doesn't just promise impressive performance; it ensures you have plenty of time to enjoy it with its extended battery life. This feature allows you to stay in the air longer, capturing more footage or exploring further distances.
Do not overlook the Stealth Bird 4K drone if you're seeking a drone that blends high performance, durability, and convenience in one package. It's a choice you won't regret.
Battery Life and Flight Time
You'll appreciate the extended battery life and flight time that this quadcopter offers. The Stealth Bird 4K drone is designed to give you more air time, so you can capture stunning aerial footage without worrying about your drone running out of power. Its strong battery life is one of the key reasons why drone enthusiasts prefer it over other models in the market.
Moreover, the drone's flight time is equally impressive. On a single charge, the Stealth Bird 4K drone can fly for up to 30 minutes. Now, that's a lot of flight time! This allows you to capture more footage and expand your creativity without the constant need to recharge.
As you can see, the Stealth Bird 4K drone stands out with its long battery life, ensuring you get more minutes in the sky. This drone allows you to explore new heights and capture breathtaking shots for longer periods. No need to worry about cutting your flights short. With the Stealth Bird 4K drone, you're guaranteed a longer, more satisfying flight time.
Do You Need A License Or Permit To Fly A Drone
Before we dive into the thrills of drone flying, it's vital to know whether you require a license or permit. If you're eyeing the Stealth Bird 4K drone, acknowledged as one of the best drones on the market, you might be wondering about this. Well, the answer depends on how and where you're planning to use it.
In the United States, for example, the Federal Aviation Administration (FAA) requires drone pilots to register their drones if they weigh more than 0.55 pounds. That includes the Stealth Bird 4K drone. However, you don't necessarily need a license if you're flying for fun. But if you're using your drone for commercial purposes, for instance, capturing aerial shots for a client, then yes, you need to pass an aeronautical knowledge test to get a Remote Pilot Certificate.
Even experienced pilots find the user-friendly controller of the Stealth Bird 4K drone a pleasure to use. It allows you to set your flight path and execute complex maneuvers easily. But remember, having a drone doesn't mean you can fly it anywhere or anyhow. Always check local regulations and respect privacy boundaries.
Comparison with Other Drones
This drone also boasts a superior HD camera, which is perfect for capturing stunning aerial footage. With a long battery life, it can stay aloft for extended periods, allowing you to get the perfect shot.
Let's break down some key features:
|Stealth Bird 4K
The Stealth Bird 4K also includes a sensor for obstacle detection, which is not a standard feature in all drones. This sensor enhances the safety of the drone, reducing the chance of collisions and accidents.
So, without a doubt, the Stealth Bird 4K has a leg up on many of its competitors. With its user-friendly controls, advanced features, and superior design, it's a top choice for drone enthusiasts.
How To Order A Stealth Bird 4K?
Interested in getting your hands on this amazing piece of technology? The process of how to order a Stealth Bird 4k is quite straightforward.
First and foremost, you need to visit the official website of the Stealth Bird 4k drone. This is where all the verified Stealth Bird 4k drone reviews, detailed features, and specifications of this bird k camera drone are available.
After reaching the website, navigate to the product section and select the Stealth Bird 4k from the list of drones. Once you've selected it, click on ‘Add to Cart‘ or ‘Buy Now' button. You'll then be prompted to provide your shipping and billing information. After submitting these details, you can proceed to check out.
Make sure to review your order before finalizing it, ensuring that all the information is correct. Also, keep an eye out for any promotional codes or discounts that may be available at the time of your purchase.
Without a doubt, the Stealth Bird 4k is a camera drone that is worth every penny. So don't wait, visit the official website today and order a Stealth Bird 4k for an unparalleled drone experience.
How Many Megapixels Should I Look For With A Drone Camera?
You might be wondering how many megapixels you should aim for when choosing a camera drone. Well, it's important to note that the megapixel count isn't the only factor to consider. However, it certainly plays a significant role in capturing crystal clear HD photos and video.
For hobbyist use, a camera with 12-16 megapixels should suffice. This range can capture solid HD video and photos, suitable for most recreational purposes. However, if you're looking for professional-quality images or intend to do a lot of post-processing, you may want to aim for a drone camera with 20 megapixels or more. This higher megapixel count, combined with a range and wide lens, can capture stunning panoramic views with exceptional clarity and detail.
Remember, while the megapixel count is important, it's also essential to look at other features such as the lens quality, sensor size, and the ability to shoot in different formats. So, when choosing a drone camera, consider your specific needs and how the drone's camera specifications can meet them. Don't just focus on the megapixel count, take the whole picture into account.
Is 4K better than 1080p drone camera?
Wondering if a 4K camera is better than a 1080p one for your flying device? Well, you're in the right place. Let's compare these two options to help you understand why 4K might be a better choice.
When it comes to capturing images and video, 4K resolution is undeniably superior. Here's why:
- Detail and Clarity: 4K provides four times the resolution of 1080p, resulting in sharper and more detailed footage.
- Better Frames Per Second: 4K cameras can capture more frames per second, making your footage smoother and more lifelike.
- Improved Wideangle Shots: 4K drone cameras offer better wide-angle footage, capturing more of the stunning scenery below.
- Superior Altitude Performance: With a 4K camera, the quality of your images remains consistent, even at high altitudes.
- Gravity Sensor: Many 4K drones come equipped with a gravity sensor, improving stability and ensuring clearer shots.
Remember, the choice between 4K and 1080p ultimately depends on your specific needs and budget. However, if you're aiming for professional-quality footage or want to future-proof your device, opting for a 4K drone camera could be a wise investment. It's all about providing you with the highest quality images and video, no matter the circumstances.
In conclusion, the Stealth Bird 4K drone offers top-notch specs, exceptional battery life, and high-definition 4K camera quality. It's a game-changer in the drone market, compared to others.
Remember, you might need a license to fly one. When you're ready to experience exceptional aerial photography, don't hesitate to order one. And always aim for a camera with more megapixels. Trust us, 4K is a lot better than 1080p.
Is a 4K Drone Worth It?
Yes, a 4K drone is certainly worth considering. If you're seeking very high-quality footage and photos, a drone with a 4K camera will significantly improve the image clarity and detail. However, whether this kind of drone is ‘good' for you will highly depend on your specific needs and requirements, including budget.
Is a 4K Camera a Good Addition to a Drone?
Yes, a 4K camera is a fantastic addition to a drone. It allows users to capture extraordinary detail in their aerial footage, which can be particularly beneficial for professionals in videography, real estate, and inspection services or hobbyists seeking the best possible quality.
What is the Maximum Altitude a Blackbird 4K Drone Can Reach?
The maximum flight altitude varies among drones and is generally influenced by factors such as the drone's design, the battery, and the signal range. For specific information about the Blackbird 4K drone's maximum flying height, we recommend referring to the user manual or contacting the manufacturer. Always remember to follow local and national regulations relating to drone flight height to ensure safe usage.
What is the Stealth Bird 4K Drone?
The Stealth Bird 4K Drone, also known as the Blackbird 4K Drone, is an advanced drone that comes equipped with a 4K HD camera offering incredible camera quality. Perfect for both beginners and experienced drone users, this bird 4K drone is easy to operate and offers breathtaking images and video in 4K resolution, contributing to impressive 4K drone reviews.
Is the Stealth Bird 4K Drone portable and lightweight?
Yes, the Stealth Bird 4K Drone is a lightweight foldable drone which makes it perfectly ultra portable. You can conveniently carry this lightweight drone wherever you go, making it ideal for adventure outings and travel photography.
Does the Stealth Bird 4K Drone have good image and video quality?
Absolutely, the Stealth Bird 4K Drone has a bird 4K camera that goes beyond HD quality to offer 4K UHD video quality. It supports up to 120 frames per second for capture of high-speed action or slow motion in stunning detail. | aerospace |
https://www.telcotitans.com/deutsche-telekomwatch/dt-and-droneshield-check-in-to-protect-airports/1943.article | 2022-10-02T22:13:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337360.41/warc/CC-MAIN-20221002212623-20221003002623-00190.warc.gz | 0.927216 | 886 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__47038249 | en | - Drone security specialist confident the airport market will be worth “millions of dollars”.
- Procurement departments at European airports apparently gearing up to award tenders.
Deutsche Telekom (DT) and DroneShield, an Australia-based specialist in drone security tech, revealed they have collaborated on a pilot at a “mid-tier European airport”.
DroneShield said it had successfully trialled DroneSentinel — the company’s anti-drone defence system — with DT playing the role of “manager”.
The Australian vendor did not expand on what DT’s management duties entailed exactly, but presumably they involved operation of an LTE network. This is something that German NatCo Telekom Deutschland has had experience with through Droniq, a joint venture (JV) between DT and Deutsche Flugsicherung (DFS), the German air traffic control service (Deutsche Telekomwatch, #83).
Oleg Vornik, Chief Executive at DroneShield, thinks the anti-drone defence market could be huge. He flagged 2018’s high-profile (and costly) drone-related disruption at the UK’s Gatwick Airport to help make his case.
“We are now seeing airports, particularly in Europe, mobilising their procurement selection processes towards wide rollouts of counter-drone systems. Each individual airport deployment is worth up to a multi-million dollar contract, including upfront and ongoing subscription payments, depending on the airport size and protection requirements. This successful trial forms a critical part of those selection processes.”
Fellow drone travellers
DT has been linked with DroneShield and development of anti-drone defence systems since at least 2016 (Deutsche Telekomwatch, #58). At that time, DT reportedly hooked up with DroneShield and various other tech specialists to test out a system to protect airports, stadiums, and privacy-sensitive enterprises — such as carmakers — to fend off unwelcome attention from unmanned aircraft systems (UAS). Partners involved in the project were Airbus DS Electronics and Border Security (Germany), Rohde & Schwarz (Germany), Dedrone (USA), and Squarehead Technology (Norway).
Since 2017, DT has also been marketing a drone defence shield solution to business customers, based on a customised version of the DroneTracker software of drone-technology specialist Dedrone. The offering also features a frequency scanner from Rohde & Schwarz, microphone arrays from Squarehead, radar equipment from Robin Radar Systems, and jammer technology from HP Wüst (Deutsche Telekomwatch, #59). As far as Deutsche Telekomwatch can determine, DT has not provided an update on the solution’s traction.
Living in airspace harmony
DT has another, end-user-facing angle on airport drone safety through Droniq. The JV recently claimed that, by using its UAS Traffic Management (UTM) system, it is now possible to safely integrate drones into Germany’s airspace over long distances (Deutsche Telekomwatch, #94.)
The Droniq pitch is that the UTM system can plan drone missions and check which permits are required for each flight. “As soon as they start the mission, this airspace is displayed as occupied to other UTM users”, reassured Droniq in its official statement. “The web display”, added the JV, “also shows relevant manned air traffic that users must avoid” (Deutsche Telekomwatch, #95).
However, for large-scale airport installations, DT’s Droniq partner DFS appears to be going in a different direction to the Group. According to a recent company webinar, it is marketing a “systematic detection” solution for airports that integrates tracking of drones within broader air traffic monitoring, rather than being positioned as a “counter-drone” offering.
In 2019, DFS was selected by Germany’s Bundesministerium für Verkehr und Digitale Infrastruktur (Federal Ministry of Transport and Digital Infrastructure) to develop drone detection solutions for multiple international airports in Germany. The project is being run separate to Droniq. | aerospace |
https://www.xeniagazette.com/2020/01/09/museum-to-offer-monthly-special-hours/ | 2023-09-28T21:35:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510454.60/warc/CC-MAIN-20230928194838-20230928224838-00101.warc.gz | 0.950127 | 611 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__120563313 | en | WRIGHT-PATTERSON AIR FORCE BASE — Beginning in January 2020, the National Museum of the United States Air Force will provide an option to visit during the evening on the first Thursday of each month.
During these select evenings from 5-8 p.m., the museum will also offer the public an opportunity to get an up-close look at a different aircraft from the collection each month.
The museum will open the cockpit of the B-1B Lancer on Feb. 6 and offer an opportunity to learn more about the bomber from museum volunteer Don Chislaghi, who has over 40 years of engineering experience in the research, development, and acquisition of aeronautical systems. During his career, he served as Director of Engineering for the B-1B and was responsible for the technical execution of the B-1B Conventional Mission Upgrade Program and all sustainment activities associated with support of the fielded system. Under his technical leadership, the program office fielded four major upgrades to the B-1B.
On the evening of March 5, the museum will open the cockpit of the F-100F and invite visitors to learn more about the aircraft from museum volunteer Col. (Ret.) Jack Wilson, a former pilot, flight instructor and aircraft Commander, who has flown the F-100C and F-100D, as well as the F-4 and F-101. He also participated in 100 Missions North Vietnam and 45 Missions Laos.
According to National Museum of the U.S. Air Force Director Mr. David Tillotson, adding evening hours each month will provide another opportunity for visitors whose schedule does not allow them to come during regular business hours – especially young adults.
“If you’re a working couple, sometimes the daytime or even on the weekends is a little tough to visit when you’ve got kids’ events and so forth,” said Tillotson. “Adding an option to visit in the evening addresses a challenge that certain age groups have and provides more opportunities for people to come by and see all that we have to offer.”
Other aircraft that will be opened on the first Thursday of each month will be announced on a quarterly basis. For a complete schedule of 2020 Thursday evening opening dates, visit https://www.nationalmuseum.af.mil/Upcoming/Events/.
In addition, on Jan. 2, the Air Force Museum Theatre will show “Fighter Pilot” (3D) at 5 p.m.; “Aircraft Carrier – Guardians of the Sea” (3D) at 5:30 p.m.; “D-Day Normandy 1944” (3D) at 6 p.m.; and “Apollo 11: First Steps” at 7 p.m. (The theatre schedule for the evenings of Feb. 6 and March 5 will be released at a later date.) The Museum Store, simulator rides and cafes will also be open as well. | aerospace |
https://nicholsonmclarenaviation.com/dyno-testing/aviation-engine-dyno/ | 2023-11-30T19:45:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100232.63/warc/CC-MAIN-20231130193829-20231130223829-00312.warc.gz | 0.909319 | 499 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__236964659 | en | Aviation Engine Dyno Test Cell Facility
A purpose built aviation dyno facility
At our facility in Wokingham we are have a state of the art purpose built eddy current dynamometer able to test Textron Lycoming and Continental Aerospace Technologies four and six cylinder turbo or normally aspirated engines.
We can test lycoming Aviation engines from a Cessna 152 O-235-L2C through to the turbo Piper Navajo Clockwise TIO-540-J2BD and counter Clockwise LTIO-540-J2BD and Continental Engines from Cessna 150 O-200-A to the Turbo Seneca V Clockwise TSIO-360-RB and Counter Clockwise LTSIO-360-RB Engines.
The Dyno is fully Computer controlled meaning variable load to assist in the break in. We are able to control maximum RPM as well so no worries about overspeed on test.
Our Dynamometer is capable of logging second by second so we can monitor RPM, cylinder head temperatures (CHT), exhaust gas temperatures (EGT), Metered and unmetered fuel pressures, oil pressure And Manifold pressure.
Please rest assured that all our engines are released with a full engine test on our state of the art Dynamometer test bench at our facility, unlike some of our competitors that will ask you to test the engine ‘on the wing’
We pride ourselves on first class preparation, build and our after sales assistance should you require it.
All our Engines are released to service with an EASA form 1 or FAA Release.
True engine development can only be carried out with an aviation engine dynamometer in a controlled environment such as our in-house aircraft engine dyno testing facility.
Our in house Engine Dyno facilities include engine dynamometers for aviation and automotive, and our hub dyno for vehicles. Each testing cell is equipped with comprehensive instrumentation, computer control and data acquisition. A wide range of sensors and probes monitor the aviation engines every beat, together with extensive cooling facilities we can be sure that we are always in full control of an engines running conditions.
The ability to record accurate and repeatable data, corrected for atmospheric variations, allows us to test engines and obtain government power certifications for major manufacturers.
Computerised data logging allows us to collect far more data much quicker and with the ability to overlay data from previous tests, ensures that even small improvements are not missed. | aerospace |
http://privatejet.aircharter.com/aircharter/eCharter/util/virtualClassDetail.jsp?vc=26 | 2024-04-19T08:45:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817382.50/warc/CC-MAIN-20240419074959-20240419104959-00414.warc.gz | 0.92765 | 796 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__19058574 | en | The Hawker 800A was the first of the -800 series, which by now includes the Hawker 800SP, 800XP, 800XPi, and 850XP. Needless to say, the private jets of the 800 series are among the most popular in the private jet industry and continue to meet the high performance standards that they are known for.
Perhaps the most well-known member of the 800 series is the Hawker 800XP. How is the Hawker 800A different from the XP? Although the two private jets are a couple generations apart (the 800SP preceded the 800XP), they are strikingly similar. Their cabins are identical (notably, the 800XP has 45 cubic feet of baggage space in an external compartment while the 800A has none at all). In its defense, the 800A is leaner by 600 pounds, and burns on average 30 gallons per hour less than the Hawker 800XP. The lower average fuel burn can probably be attributed to the difference in average cruise speed of two private jets: the -800XP cruises at 403 knots, while the 800A can only achieve 95% of that speed.
The Hawker 800A is easy to distinguish from the -800XP: the -800A has winglets, the 800XP does not. The winglets add stability, especially in turbulent weather, but the smooth wing of the 800XP creates less drag and allows it to cruise faster and burn less fuel.
The slightly slower speed of the Hawker 800A is due to its slightly less powerful engines: it uses two AlliedSignal TFE731-5R-1H engines, each capable of giving off 4,200 pounds of thrust on takeoff. While this is roughly 400 pounds less thrust than the -800XP, it is still quite sufficient for a private jet of its size.
The Hawker 800A reaches its highest cruise speed of 442 ktas at 37,000 feet. For long range cruise speeds, it flies at its maximum flight ceiling of 41,000 feet and averages a speed of 401 ktas. While flying at high speed, the Hawker 800A burns 250 gallons per hour, about 68 gallons more than it burns while flying at long-range speeds. Its average fuel burn for an entire flight, including climb and descent, is 261 gallons per hour.
The Hawker 800A requires 5,600 feet of runway to take off at sea level. At an elevation of 5,000 feet and a temperature of 77°F, the requirement increases to 9,800 feet. After such a takeoff, the NBAA IFR range is 2,920 miles (2,539 nautical miles). Possible flights would include New York to Los Angeles or Singapore to Beijing.
The cabin of the Hawker 800A is typically configured with eight seats: a four-person club section, a three-person divan, and one forward-facing seat. The seats are fully adjustable and can swivel 360°. Different soundproofing options are available, but cabin noise levels usually stay in the low 70-decibel range. It has a pressurization differential of 8.6 psi, thus allowing it to maintain a sea level cabin at a maximum of 22,000 feet.
The cockpit of the Hawker 800A was one of the first to go entirely digital. All flight information is displayed on one of five screens. The avionics system itself is based on the Honeywell SPZ-8000 suite, which includes GPS, High Frequency communications, GPWS (Ground Proximity Warning System), TCAS II (Traffic Collision Avoidance System), and dual autopilot.
The Hawker 800A does not have any single strong point that makes it stand out from the competition. Instead, it strikes a balance between factors that drive private jet sales – fuel economy, climb and cruise performance, and takeoff distance. | aerospace |
https://www.ralspace.stfc.ac.uk/Pages/Ptolemy.aspx | 2023-12-06T07:44:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.31/warc/CC-MAIN-20231206063543-20231206093543-00770.warc.gz | 0.905207 | 515 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__206316884 | en | Ptolemy (link opens in a new window) is an evolved gas analyser instrument on the lander of ESA's Rosetta mission (link opens in a new window) to comet 67 P/Churyumov-Gerasimenko.
The spacecraft will be the first to undertake a long-term exploration of a comet at close quarters and is scheduled to arrive in 2014. The mission consists of an orbiter and a small lander from which a suite of instruments will analyse the comet's surface and sub-surface.
Rosetta aims to investigate the origin of comets and the relationship between cometary and interstellar matter, and establish the implications from these with regard to the origins of the Solar System.
Ptolemy seeks to explore the relationship between water ice on comets and the Earth's oceans and to study the nature of organic material on the comet and thus investigate the relationship with similar materials from other Solar System bodies.
The instrument combines gas chromatography and mass spectrometry to measure the isotope ratios of Hydrogen, Carbon, Nitrogen and Oxygen. The ratios of heavy to light isotopes (e.g. 18O/16O in H2O) act as fingerprints to determine where a sample of water came from. Ptolemy was designed and built by teams from RAL and the Open University.
Once on the comet's surface, Ptolemy will be provided with sub-surface samples which are then heated in miniature ovens. Once gaseous, the samples are fed into a sophisticated chemical analysis system and from here into an ion trap mass spectrometer. The gas is ionised by an electron-source and then a controlling high-voltage field is used to selectively eject ions of differing mass into a counter, enabling isotope ratios to be measured to very high precision.
The challenges for the project were the miniaturisation of the mass spectrometer with its high-voltage control electronics, the many gas valves and high temperature reactors of the complex chemical analysis system, and the supply of ultra-high purity helium to flush the evolved gases through the instrument.
The instrument control and data processing electronics required the design of several ASICs. Overall, the severe constrains on the size, mass and power available for Ptolemy required the miniaturisation and space-qualification of every component –either with significant evolution and modifications of existing components or the development of completely new technologies.
For more information please contact: RAL Space Enquiries | aerospace |
https://www.flughafen-graz.at/en/business/general-aviation/general-aviation-center.html | 2023-05-28T13:22:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643784.62/warc/CC-MAIN-20230528114832-20230528144832-00661.warc.gz | 0.86122 | 383 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__260549651 | en | General Aviation Center
Welcome to the General Aviation Center
The exclusive setting of the new ”General Aviation Center” offers private pilots, business and private travellers perfect service, the most modern technology and the highest standards of safety!
Time-saving check-in and check-out with unsurpassed comfort is achieved through a dedicated system of passport inspection, safety checks and customs clearance, and all that just a few paces away from your own or your leased aircraft or helicopter.
The operating hours are from 6:00 am until 11:30 pm local time.
The "General Aviation" VIP room, accessed directly from the airfield, offers plenty of space in which to relax, and a breathtaking view of the airfield.
At the heart of this delightful setting there are facilities for VIP receptions, press conferences, presentations and seminars, for fliers or non-fliers, supported by the finest multimedia technology. Catering can be provided if required.
VIPs who fly to Graz can disembark in private through the facilities of the new ”General Aviation Center” or, if they so desire, under watchful eyes in the General Aviation VIP Room.
Before take-off, the extremely well-stocked ”Travel Value und Duty Free Shop” is open to all ”General Aviation” passengers.
In the ”Crew Lounge”, pilots and flight attendants can enjoy a moment of pre-flight relaxation in comfortable loungers and a peaceful atmosphere.
A separate room is available for ”Self Briefing” and flight preparation. A direct phone line to the flight weather service and VFSS is provided.
Pictures by handicapped artists in the ”Gruppe Randkunst” from the Day Workshop of Lebenshilfe Söding provide a touch of colour on departure and arrival. | aerospace |
https://www.canadianbusiness.com/business-news/air-canada-leasing-planes-for-three-summer-routes-because-of-787-delay/ | 2021-01-18T11:09:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703514495.52/warc/CC-MAIN-20210118092350-20210118122350-00693.warc.gz | 0.9569 | 462 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__258708564 | en | MONTREAL – Late delivery of Boeing’s new 787 Dreamliner will alter service for some Air Canada passengers flying to Spain and South America this summer.
The Montreal-based carrier has decided to temporarily lease two euroAtlantic airways planes to provide service from Toronto to Madrid as well as to Bogota, Colombia, and Lima, Peru, between July 1 and Aug. 6.
The pilots and crew will be supplied by the charter carrier, whose Boeing 767 aircraft don’t have seat-front entertainment systems and in-seat power and have a seat pitch that is different from Air Canada aircraft.
Air Canada (TSX:AC.B) said it has been trying to contact customers who purchased tickets on these flights to inform them of the change in aircraft and service. Those unhappy about the aircraft change can cancel their reservations for a full refund.
Those booked in business class will be rebooked in premium economy and be eligible for a refund between the original price and the lowest available premium economy fare.
Air Canada has received delivery in the past month of just two of the 37 Dreamliners it had ordered, with another expected later this summer.
The 787 will begin flights to Tokyo’s Haneda Airport starting July 15, about two weeks later than planned. Tel Aviv will be added later, but no date has been set.
The airline is expecting to cut $100 million in costs — a 15 per cent reduction in costs per available seat mile — over five years by adding new Boeing 777s, 787 Dreamliners and expanding its cut-rate Rouge service.
The Dreamliners are said to be 29 per cent less costly for fuel and maintenance than the current Boeing 767 fleet. Once all 787s enter the fleet by 2019, Air Canada’s overall costs are expected to decrease five per cent, said an industry analyst.
Meanwhile, Rouge, whose narrowbody fleet has 18 per cent more seats, is expected to operate 21 per cent cheaper than the same airplanes on the main network, helped as well by lower wages and other overhead savings. The advantage gained with the widebody 767s is even larger with a 25 per cent increase in seating to 264 passengers that lowers costs per available seat mile by 29 per cent. | aerospace |
https://www.clearcom.com/News-Events/Details/atc-eclipse-hx | 2024-02-24T23:50:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474569.64/warc/CC-MAIN-20240224212113-20240225002113-00697.warc.gz | 0.951745 | 530 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__129439561 | en | Not many professions have a greater need for clear communications than air traffic control. Flight paths are in close proximity, and takeoffs, taxis and landings need to be coordinated on multiple runways. Add in defense and national security requirements, and finding the right system becomes even more challenging.
A global leader in general aviation recently found its solution to this combination of needs in Clear-Com's® Eclipse® HX Delta system. The corporation recently installed the system at an airfield they use for testing purposes, replacing the existing legacy radio system.
“We needed to integrate multiple frequencies and tie all the radios into one control surface,” said the Sr. Experimental Telemetry Engineer for the aviation company. “Now, we’re able to provide easy access to each radio for all our operators, all at the same time.”
The Eclipse system also delivers more flexible recording capabilities through its IFB interrupt feature. The four-wire ports of the Delta system each go to a separate recording path. (Port one goes to recording one, port two goes to two, etc.) Then each radio goes to a combined port. Once everything is interfaced to the Eclipse system, the configuration options are endless and can easily conform to air traffic control’s workflow.
For example, when one controller is talking to an aircraft, that conversation is always recorded. However, that controller can also make audible amendments after the transmission is completed without those notes going out publicly over the entire radio network. Using this record path, the IFB feature hears the person talking to it through the normal path. Then, with a single key push, that person can talk directly to the recorder, not the radio. The system also includes a record channel that records all audio allowing users to add narration or commentary as needed.
The new Clear-Com technology has enhanced day-to-day flight operations, testing and logging, as communications between the air and ground engineers are more efficiently managed and recorded.
The system is also delivering unexpected yet welcome educational and training benefits. An air traffic control operator on headphones can talk to a flight and also create a path for an instructor to listen in and have sidebar conversations with that operator while communications are ongoing with an aircraft.“We design our technologies as easy-to-use solutions to address complex communications challenges,” said Mitchell Boyce, Clear-Com Applications Engineer who worked closely on this solution. “The Eclipse system was the perfect fit for this situation (or client/customer), delivering simple and seamless daily use and offering the necessary scalability as their needs expand.” | aerospace |
https://www.gainesville.com/story/news/2006/09/07/nasa-postpones-liftoff-because-of-electrical-problem/31495307007/ | 2022-10-02T00:49:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030336978.73/warc/CC-MAIN-20221001230322-20221002020322-00226.warc.gz | 0.962493 | 738 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__255746221 | en | NASA postpones liftoff because of electrical problem
CAPE CANAVERAL - An electrical problem forced NASA to postpone Wednesday's liftoff of the space shuttle Atlantis yet again, and engineers faced with a tight launch schedule struggled to understand the problem.
About 11 hours before the scheduled midday launch, engineers discovered that a coolant pump that chills one of the shuttle's three electricity-generating fuel cells was giving an erratic reading. NASA rules say all three fuel cells must be working to launch, and if one fails in orbit, the shuttle must come home promptly.
NASA officials met for hours during the afternoon to figure out whether they could fix the problem, whether they could safely ignore it, or whether they would have to put the flight on hold for perhaps weeks.
Managers ruled out a launch attempt today but said Friday was still a possibility.
NASA officials wanted more time to analyze the coolant pump that chills one of the shuttle's three electricity-generating fuel cells since "there's something funny going on in that fuel cell," said Wayne Hale, space shuttle program manager.
Officials said they were going "above and beyond" the agency's safety requirements since flying with the problem didn't violate any rules.
The space agency's options are to replace the fuel cell or fly Atlantis as is. Changing out the fuel cell would rule out a Friday launch since it would take several weeks.
There was a 30 percent chance that bad weather would prohibit liftoff at the 11:40 a.m. EDT Friday launch time.
If not, the space agency may have to wait until late October - or relax daylight launching rules instituted after the 2003 Columbia accident and try again at the end of September.
NASA rules say shuttles have to be launched in daylight so that the big external fuel tank can be photographed for evidence of any broken-off pieces of foam of the sort that doomed Columbia.
Atlantis and its six astronauts plan to haul 17 tons of girders and solar panels into orbit and resume construction of the International Space Station, which has been on hold since the Columbia disaster 3 years ago. Astronauts will make three spacewalks to put the pieces together.
The shuttle was supposed to lift off on Sept. 27, but was delayed, first by a lightning bolt that hit the launch pad, then by Tropical Storm Ernesto, then by the electrical problem.
As the managers' discussion of the problem went on for hours, astronauts on the ground and in orbit waited. The three-man crew of the International Space Station kept asking if Atlantis is visiting them soon.
"We're trying like heck to preserve the options for launching this week, but there's a lot to consider," astronaut Stephen Robinson told the space station from Mission Control in Houston.
Instead of donning their orange spacesuits for liftoff, Atlantis' six astronauts visited the launch pad to take photographs.
NASA is caught in a schedule squeeze. The space agency made an agreement with the Russians not to attempt a launch after Friday because Russia is sending a three-person Soyuz capsule to the space station on Sept. 18. If Atlantis blasts off after Friday, there would be a traffic jam at the space station.
Once the Soyuz comes back, NASA may attempt a launch in late September even though it would be in the dark, spokesman Allard Beutel said.
If NASA doesn't ease its rules, the next launch attempt after Friday would be Oct. 26 and 27.
NASA has to squeeze 15 shuttle launches into the next four years to finish the construction of the half-built space station. | aerospace |
https://durovscode.com/3530 | 2023-03-21T11:05:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943695.23/warc/CC-MAIN-20230321095704-20230321125704-00787.warc.gz | 0.952716 | 584 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__294052739 | en | New screenshots reveal Twitter is testing verification based on government IDs
21 march, 2023
During an event on Wednesday, NASA revealed the new suits created by Axiom Space, which will be worn by astronauts during the Artemis III mission slated for 2025.
NASA has unveiled a new spacesuit designed for astronauts who will explore the Moon as part of the Artemis program. Created by Axiom Space, the prototype suit is designed to offer improved mobility for astronauts working on the lunar surface. It was revealed at an event on March 15th and is intended for use during the Artemis III mission, which will see the first woman and person of color walk on the Moon.
The suit features a dark gray cover, designed by costume designer Esther Marquis, but the actual suit will be white for thermal reasons. The partnership between NASA and Axiom Space is seen as critical to landing astronauts on the Moon and continuing American leadership in space. Axiom's next-generation spacesuits are expected to enable more people to explore and conduct scientific research on the Moon than ever before.
NASA astronauts have used the same basic spacesuit design for 40 years, and while it has proven successful, it has limitations in terms of mobility. The new prototype, called the Axiom Extravehicular Mobility Unit (AxEMU), is based on developments made by NASA for its Exploration Extravehicular Mobility Unit (xEMU) prototype. Improvements include thermal requirements to deal with the Moon's cold temperatures, as well as improved mobility and safety features.
The new suit features more joints, particularly in the lower half, to enable movements that were previously impossible. It also has a light band over the helmet bubble to improve vision, an HD video camera on the side for live-streaming astronaut POV video back to Earth, and well-insulated boots for working in cold conditions. The AxEMU is entered from the back, a departure from previous designs where astronauts entered from the bottom and then the top.
NASA has decided to break from its usual practice and will not be the owner of the spacesuits for its future missions. Instead, the agency has entered into a service agreement with Axiom Space, which will be responsible for providing the necessary hardware. Lara Kearney, the manager of NASA’s Extravehicular Activity and Human Surface Mobility program, drew a comparison between the contract and renting a car, as NASA will not be the owner of the equipment.
During the unveiling ceremony, Kearney clarified that NASA will still have control over the mission and its execution, while Axiom Space will work alongside the agency to ensure the safety of the spacesuits during lunar surface walks.
20 march, 2023
24 january, 2023
17 december, 2022
15 december, 2022 | aerospace |
https://www.dirtyboots.co.za/activities/town/gyrocopter/cape-town-adventures | 2022-01-25T02:07:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304749.63/warc/CC-MAIN-20220125005757-20220125035757-00558.warc.gz | 0.956456 | 224 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__182812102 | en | Gyrocopter Flights in Cape Town, South Africa - Scenic Flights and Training.
Gyrocopters are in my opinion one of the best small aircraft experiences you will ever have. They are extremely maneuverable and way more stable than microlights and other small aircraft. For scenic flights in and around Cape Town, they are perfect. The sport has grown from strength to strength in the past few years with many new pilots and old experienced pilots getting their gyrocopter licenses.
A gyrocopter takes the best technology from helicopters to fixed-wing aircraft and combines them for an awesome flying experience. Book a trip up and down the coast around the beautiful cape beaches or head for the Winelands. Cape Town is also a great place to come and do your gyrocopter training course with plenty of other activities to keep you entertained when you need a break from your studies.
So for tourists and serious pilots alike why not head to Cape Town for your next gyrocopter flight. Above you will find a list of flying schools in the western cape that can assist you with training and scenic flights. | aerospace |
https://radionigerialagos.gov.ng/saudi-arabia-signs-mou-with-nsib-on-accident-investigation-information-knowledge-sharing/ | 2023-02-05T11:21:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500251.38/warc/CC-MAIN-20230205094841-20230205124841-00849.warc.gz | 0.944918 | 456 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__58394701 | en | The Nigerian Safety Investigation Bureau (NSIB) has signed a Memorandum of Understanding, MoU with the Accident Investigation Bureau of the Kingdom of Saudi Arabia (AIB-KSA) to enhance aviation safety in both countries.
According to the Director-General of the NSIB, Mr. Akin Olateru, the MoU, would ensure cooperation and assistance in the field of civil aircraft accident and incident investigation.
He added that the cooperation agreement would also allow both parties to assist in the areas of investigation training, sharing of information and expertise consistent with the Standard and Recommended Practices of Annex 13 to the Chicago Convention.
“We need to work together as a team to enhance safety. Yes we are both established, we have equipment and human capital but there are a lot of lessons we can learn from each other. It is all about improving safety of the flying public”.
Also speaking on the partnership, the Director-General, AIB-KSA, Abdulelah Felemban, said, with the signing of the MoU there would be exchange information and knowledge between the two countries, adding that, there are a lot of lessons to be learnt from accident investigation.
“We came to meet our counterpart in Nigeria, the NSIB to open the channels of communication, for cooperation to share experiences, we do this investigation in order to ensure safety and promote the safety of aviation”.
The MoU signing ceremony, which was witnessed by the Minister of Aviation, Sen. Hadi Sirika, took place alongside the International Conference on Air Negotiations (ICAN) 2022 hosted by the Nigerian Civil Aviation Authority (NCAA) in partnership with the International Civil Aviation Organization (ICAO).
The NSIB, under its previous name, Accident Investigation Bureau Nigeria (AIB-N), had signed international agreements with France BEA, Sao-Tome and Principe, Sierra-Leone and Benin Republic.
The Bureau also signed local agreements with the Nigerian Air force, the University of Lagos, the University of Ilorin amongst others and is currently seeking agreements with the Nigerian Navy, Nigerian Police , Federal Road Safety Corp (FRSC) and the Nigerian Emergency Management Agency (NEMA). | aerospace |
https://modelshipwrights.com/news/hms-rodney-s-turret-catapult-and-supermarine-walrus-inspirations-by-jerry-george | 2023-12-06T14:49:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100599.20/warc/CC-MAIN-20231206130723-20231206160723-00057.warc.gz | 0.96764 | 624 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__198754762 | en | A stunning build of one of HMS Rodney's Turret, and deck section with Turret and Catapult with the Deck and Turret and furnishings all of these are scratch built with resin kit of the Catapult and plastic kit of the Supermarine Walrus all built by modeller Jerry George please note even a photo of the a Walrus on a catapult and another of the the ships armourers pushing shells to the turret
I have history with the RNAS and the Supermarine Walrus as my grandfather flew a Supermarine Walrus for short period doing search and rescue before flying a Hawker Hurricane during the battle of Britain.
The Supermarine Walrus was developed from the 1920s Seagull in response to a Royal Australian Air Force request for a catapult launched amphibian aircraft capable of being launched from cruisers. Designed by R J Mitchell, it first flew on 21st June 1933. A production order by the Australian government of 24 aircraft, delivered in 1935 as the Seagull V, prompted evaluation by the Royal Navy’s No 72 Catapult Flight which, in turn, led to a contract for 12 aircraft. After further trials, an additional 204 machines were ordered and the aircraft entered service with the Fleet Air Arm in 1936. By 1939 they were serving aboard Royal Navy battleships and cruisers in both home waters, the Mediterranean and the Far East, their principle roles being the search for enemy shipping, gunnery spotting, anti-submarine and convoy protection duties. Walruses are credited with sinking or damaging at least five enemy submarines.
Powered by a Bristol Pegasus VI radial engine mounted from the centre section of the upper wing, the Walrus was stressed to a level consistent with catapult launch and, despite looking somewhat ungainly, was capable of a full range of aerobatic manoeuvres. Armament usually comprised a single Vickers K machine gun in each of the front and rear fuselage positions, whilst 760 lbs of bombs/depth charges could be mounted below the wings.
The role for which the Walrus, affectionately known as the “Shagbat” or “Steam Pigeon”, will best be remembered was that of RAF air/sea rescue. Responding in all weathers, day or night, the aircraft would land on the sea, often in enemy waters and minefields, to pick up ‘downed’ aircrew. Indeed, she was a welcome sight for over 7,000 allied airmen rescued after being forced to ditch. The aircraft served with a total of fourteen RAF squadrons in the United Kingdom and Middle East and, apart from RAF, Royal Navy and RAAF usage, a small number were operated by the armed forces of eight other countries.
A total of 746 aircraft were built with the final machine leaving the production line in January 1944. A surviving Walrus is on display at the RAAF Museum and a Seagull V at the RAF Museum, Hendon. Other exhibits can be found at the FAA Museum, Yeoviton and Solent Sky, Southampton. | aerospace |
https://www.automationmag.com/5286-machine-safety-gets-you-soaring-towards-productivity-and-profitability/ | 2024-02-26T21:46:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474663.47/warc/CC-MAIN-20240226194006-20240226224006-00409.warc.gz | 0.936831 | 1,520 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__173405897 | en | Machine safety gets you soaring towards productivity and profitability
June 30, 2015
By Errin Major Siemens
Jun. 30, 2015 – Advanced Integration Technology (AIT) is a 20-year-old supplier of turnkey industrial automation systems for the aerospace industry.
The company’s strength centres on the design and build of complex, fully integrated manufacturing, tooling and assembly systems for commercial and military aircraft produced by Boeing, Bombardier, EADS, Lockheed Martin and others. AIT operates six locations in Canada, the U.S., Sweden and Spain to serve its growing customer base.
On a recent project involving production of the Boeing 787 Dreamliner, AIT designed and built all final body assembly systems needed to join the major fuselage components, plus a moving production line. Key elements in this design included the motion control system, servo drive platforms, failsafe CPUs and all distributed I/O, with the entire system communicating over a Profinet network. In addition, the integration of comprehensive safety technology was incorporated into the standard automation on these systems.
As a prime contractor on the 787, AIT had responsibility for the final assembly and body join functions, charged with delivering a fully automated positioning and joining system. In the end, two complete assembly systems and one positioning system were provided. The three main sections of the fuselage are joined, with 14 positioners mounted to transport structures that move either independently or interlocked and indexed to the factory floor for stability. Real-time positioning measurement data are logged with an integrated indoor GPS. AIT designed the alignment and positioning systems to allow rolling them under the aircraft dollies after the sections were brought into the Boeing factory, radically reducing auxiliary equipment needs, materials handling requirements and additional positioning steps in the overall process.
Onsite at Boeing, the 14 positioning system components were moved into their respective locations near the cradle dollies and engaged to lift and move the aircraft sections. Once the system was rigidly joined, a measurement system onboard located the airplane sections. This information was fed to the AIT system’s software application. From those data points, the system could then calculate how much each section (nose, tail, left and right wings) needed to move to ensure an exact fit to the adjoining section. This precise alignment ensured a smooth and more rapid build of each aircraft’s fuselage.
In commenting on the particulars of this system’s requirements for his company, Ed Chalupa, president of AIT, explains, “We looked for a supplier with an off-the-shelf selection of automation and motion control solutions who could offer us global support. Our goal here was to align ourselves with a leading automation technology supplier and to utilize all current software, integrated safety and control technology advancements.” He further noted that it was vital the chosen supplier be able to provide comprehensive application engineering support, training on both products and software, plus prototype and demo equipment for AIT’s use with its customer and internally.
After an extensive review of several global contenders, the selection was made for Siemens control system components.
The basic scheme of the motion control system implemented here comprises a Simotion D motion controller, Siemens HMI on a Windows-based PC, a Simatic S7 Safety PLC and fail-safe/standard I/O modules, all running on a Profinet network. This basic architecture was then multiplied by the number of control nodes for each specific operational system in the overall production line being designed by AIT. Each unit is capable of working independently of the others in the line or with the addition of relatively few Profinet cables and mode selections on each unit, the final body join assembly tool is able to run as a single entity. When running together in this latter configuration, the safety devices are likewise working coherently, providing proper response levels to all E-stop events on the line. Each unit motion controller receives commands to perform uniform group movements with the tool as a whole via network communications from the HMI.
Specifically, the Simotion D motion controller used here controls all axis movements to position and align parts. Because AIT delivers a turnkey and dedicated system, customers have no need for further internal customization of the controller hardware or HMI panels.
AIT designed the overall layout of the control architecture, programmed the Simotion system with the Simatic S7 PLC, distributed I/O and integrated safety, plus provided support on the Boeing internal structure and lifecycle support requirements.
The integrated safety concept on this overall system was based upon three core principles: increasingly layered safety architectures, greater degrees of integration between the control and safety systems, plus more use of networking, especially industrial Ethernet and available motion technologies.
In operational sequence, these safety principles manifest themselves in the form of physical barriers and mechanical means such as walls, gates, door interlocks and light curtains, all designed to separate personnel from danger.
Meanwhile, the control systems monitor operating conditions within established parameters. Finally, safety shutdown systems, such as automatic shutdown via safety PLC or manual shutdown via E-stops, offer the final protections.
Siemens engineered a safety protocol that simplified the complexity often encountered in the integration of control and safety systems. This was achieved by reducing the issues related to different programming languages and procedures, installation and configuration requirements, maintenance procedures and human error factors. The result for AIT and its customer Boeing was lower total cost of ownership (TCO), owing to the substantial reduction in engineering, hardware, training and spare parts needed.
With integrated safety and control, the project has a single system for standard and safe automation, with one bus and one engineering system for both standard and safety technology, which further reduced cost. As a collateral benefit, the software solutions allowed easier replication of series machines. Likewise, faster troubleshooting and extensive diagnostics onboard reduced downtimes on the floor, with faster restart after issue resolution. Functionally, this safety integration in the control system allowed uniform user interfaces and data libraries, plus a reduction in the variety of control cabinets needed for the various applications.
PROFIsafe is the backbone of the fail-safe communication. It facilitates the transmission of both standard and safety-related data on a single bus cable, using either Ethernet or fieldbus protocol. With advanced PLC and industrial Ethernet networking technologies combined, the system safety for AIT and its customer became a production asset that protects the workers from harm and promises maximum availability and uptime. Reductions in initial capital expense and field operating expense were also realized.
In the field, the final assembly and body join automated assembly systems, plus positioning system provided to Boeing, are utilized to join Section 41 (forward fuselage), Sections 47/48 (aft fuselage) and Section 12 (left and right side wings) to the mid-fuselage of the 787 Dreamliner aircraft. Two major sub-assemblies are further split for transport into left- and right-hand minor sub-assemblies.
Motion control, advanced PLC systems and industrial Ethernet networking technologies have enabled machine safety to become a production asset that not only protects workers from harm but also boasts maximum availability and uptime. Machine safety gives a competitive edge that goes to producers with highly integrated operations that are faster, more flexible and more responsive to changing market demands and opportunities.
Errin Major is an industrial account manager for Siemens.
This column originally appeared in the June 2015 issue of Manufacturing AUTOMATION. | aerospace |
https://www.aviation-bookshop.com/shop/sac-in-the-1980s/ | 2024-04-19T21:34:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817455.17/warc/CC-MAIN-20240419203449-20240419233449-00295.warc.gz | 0.931351 | 195 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__69950471 | en | Strategic Air Command held a constant nuclear-armed vigil, ready to launch nuclear war at a moment’s notice, twenty-four hours a day. SAC was responsible for two of the three components of the Nuclear Triad – manned strategic bombers and land-based intercontinental ballistic missiles (ICBMs) – alongside the Navy’s SLBMs. Also responsible for the USAF’s strategic reconnaissance aircraft, SAC maintained a large fleet of tankers to support its bombers and spy planes.
After a drawdown of strength in the aftermath of the Vietnam War, SAC rebuilt its strength throughout the 1980s as part of a wider revitalisation of the US armed forces under President Reagan. New advanced bombers, tankers and ICBMs joined the fleet with the promise of new stealth aircraft under development. The lavishly illustrated story of Strategic Air Command in the 1980s. Take a step inside the day-to-day operations. | aerospace |
https://open.bu.edu/handle/2144/29187 | 2020-10-20T20:36:07 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107874135.2/warc/CC-MAIN-20201020192039-20201020222039-00128.warc.gz | 0.933624 | 212 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__54791954 | en | Gaining public acceptance of the sonic boom phenomenon through public relations
Martin, William H.
MetadataShow full item record
Public relations probably can do more to gain public tolerance of a phenomenon such as the sonic boom than any other procedure or proqram that might be undertaken by a service or commercial organization. This study attempts to show how the United States Air Force has applied an intense program of public relations toward that goal. T11e Air Force campaign of briefings, publicity, and handling of citizens' complaints was -investigated through inspection of Air Force official records and joint Air Force-commercial campaign materials. The methods currently used were found to be generally effective, with some parts more effective than others. The findings of this study may be of interest to commercial airlo.nes for assistance in planning their own approach to the problem when supersonic airliners are put into general use.
Thesis (M.S.)--Boston University
RightsBased on investigation of the BU Libraries' staff, this work is free of known copyright restrictions. | aerospace |
http://taylorprimuth.com/pages/gulfstream.html | 2023-03-26T02:27:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945381.91/warc/CC-MAIN-20230326013652-20230326043652-00249.warc.gz | 0.950243 | 217 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__157120773 | en | This past spring I had the pleasure of working with the Gulfstream Aerospace team on a SCADpro collaboration. For this project, we were asked to re-imagine the Gulfstream flight deck for a future aircraft. Our goal was to design, innovate and extrapolate with minimal constraints. Together we crafted ideas that will change the aircraft industry and a pilot’s experience in the flight deck for the better. I served as the UX researcher, visual designer and web designer on the team.
If you want to know more about the project or see what we created, feel free to reach out!
Conducted both primary and secondary user research with Gulfstream pilots and engineers. Developed a design framework from the research to then pass along to the industrial design team for the project
Created visual presentations for project check-ins and product presentations for the Gulfstream team.
Created and designed an interactive website to present our final product to the Gulfstream team.> | aerospace |
http://wio.ru/ww1a/s16.htm | 2017-08-24T03:05:29 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886126027.91/warc/CC-MAIN-20170824024147-20170824044147-00518.warc.gz | 0.701611 | 303 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__13747357 | en | The 1st world escort fighter, the tractor biplane, the series started in 1915 at Russo-Balt factory.
It used by "Squadron of Air Ships" and 7th fighter squadron in WW1; then S-XVI took a part in Civilian War
(at both Red and White sides). This tractor biplane was armed with a sincronised MG;
maximal sped = 144 kmph (powered by 80 hp motor) or 153 kmph (powered by 110 hp motor).
I could climb to 1 km alt in 8 minutes. Empty weight = 407 kg, ready weight = 676 kg.
Russian fighter biplane S-16 on ski
Rosyjski samolot wojskowy S-XVI Sikorsky na nartach.
Foto aviones militares rusos S 16 los esquis.
Russische Militarflugzeuge Sikorski S16.
Photo of S-XVI escort fighter Sikorsky.
Russian aviation in WWI and Civilian War
War is Over Main page
WW2 sappers of USSR
Стратегическое планирование жизни мужчины.
WW2 Top Soviet Tank Aces
WW2 Submarines of USSR in World War II | aerospace |
https://www.marketresearch.co.jp/mrc2106a332-aircraft-radome-market-growth-trends/ | 2022-01-25T05:04:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304760.30/warc/CC-MAIN-20220125035839-20220125065839-00032.warc.gz | 0.878922 | 2,552 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__243204710 | en | • 出版社/出版日：Mordor Intelligence / 2021年5月25日
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The Aircraft Radome Market was valued at USD 475 million in 2020 and is projected to reach USD 818 million by 2026, registering a CAGR of 7.39% during the forecast period (2021-2026).
There was a slump in the demand for commercial aircraft in 2020 due to the COVID-19 pandemic. With the global passenger traffic estimated to take 2-3 years to fully recover, the demand for commercial aircraft is expected to be less in the first half of the forecast period, which is expected to hamper the demand for commercial aircraft radomes during the forecast period.
The demand for radomes from the business jets segment is expected to recover faster than the commercial aviation sector, as the business jet demand is projected to recover earlier as compared to the commercial aircraft. On the other hand, with the military aircraft demand showing resilience as compared to the commercial and general aviation segments, the demand for radomes from the military segment showcased growth even in 2020.
With the demand for more efficient radomes, manufacturers are expected to invest in new materials for radomes. The demand for aircraft radome with quartz fiber is increasing from both the commercial and the military end-users across the globe.The development of newer generation AESA radars in military aircraft is also expected to drive the development of radomes with better capabilities.
Key Market Trends
Commercial Aircraft Segment is Projected to Grow with the Highest CAGR during the Forecast Period
In segmentation by application, the commercial aircraft segment is expected to grow with the highest CAGR during the forecast period. The growing preference for air travel over the past decade has increased the pressure on airlines to modernize and expand their fleets. Several airlines in the past few years placed orders for newer generation aircraft that are highly fuel-efficient. Though the situation has changed hugely now due to the advent of the COVID-19 pandemic, there is a huge order backlog with the aircraft OEMs, with several aircraft deliveries scheduled during the forecast period. By the end of 2020, Airbus reported a backlog of 6,998 jets while Boeing’s backlog was 4,997. Though few airlines have deferred most of their aircraft deliveries, these aircraft will be delivered during the latter half of the forecast period. Since radomes form an integral part of an aircraft, the growing demand for new aircraft is simultaneously generating demand for radome structures. For instance, in August 2019, FACC was awarded a contract to manufacture radomes for the Airbus A220 family, which has seen an increase in demand in recent years. FACC has started the delivery of the radomes in 2020 and will manufacture them for the Airbus A220 under a life-of-program contract. With the demand for new aircraft expected to recover in the coming months, the aircraft OEMs are ramping up their production rates, which have come down as a result of the pandemic. Additionally, the introduction of new aircraft models, such as Boeing 777X, Comac C919, and Irkut MC-21, may further generate demand for new aircraft radomes in the coming years.
The Asia-Pacific Region is Expected to Generate the Highest Demand for Aircraft Radomes During the Forecast Period
Currently, Asia-Pacific has the highest market share among all the regions, due to higher aircraft procurement in the region. The region’s market is also expected to grow with the highest CAGR during the forecast period. The growth in air passenger traffic is predominant in the region, and China and India are expected to be among the biggest aviation markets in the world during the forecast period. The airline industry in the region has shown signs of recovery in 2020, driven by the recovery in domestic traffic. As a result of a huge drop in passenger traffic in the US due to the COVID-19 pandemic, China crossed the US to become the largest commercial aviation market in 2020. On the other hand, the demand for business jets in the country is also expected to increase, driven by the growing interest in private travel from China and South-East Asian countries. Economic growth, military modernization plans, and territorial disputes are some of the factors driving the procurement of advanced military aircraft in the Asia-Pacific region. China and India are leading among the Asia-Pacific countries and are among the top five global defense spending countries. During the forecast period, India plans to launch a major USD 1.4 billion (INR 10,500 crore) project to indigenously develop six airborne warning and control system (AWACS) aircraft. The front end of the Radar and the Identification Friend or foe (IFF) systems shall be housed in an ellipsoidal radome on top of the fuselage of the aircraft installed using pylons. Dassault is currently delivering 36 Rafale jets to India in batches. The Indian government also plans to place an order for an additional 36 jets in 2021. Other countries, like Japan, South Korea, Australia, and some of the southeast Asian countries are modernizing their aerial capabilities by procuring newer generation aircraft with advanced features. Such developments will generate demand for aircraft radomes from this region during the forecast period.
General Dynamics Mission Systems Inc., Astronics Corporation, Meggitt PLC, FACC AG, and Airbus SE are some of the prominent players in the aircraft radome market. The market is highly competitive, due to the presence of established aerospace manufacturers. The development of innovative products, competitive pricing, and advanced lightweight materials can help companies in achieving long-term contracts with aircraft OEMs. The entry barrier for new players in the aircraft radomes market is moderate, which can be observed in the venturing of few aerospace companies into the manufacturing of radomes in the past couple of years. For instance, Lufthansa Technik, which is known for providing MRO services for radomes, has expanded its product offering and has ventured into the development and manufacturing of radomes for both fuselage-mount and tail-mount connectivity systems. Such developments are expected to make the market more competitive in the years to come.
Reasons to Purchase this report:
– The market estimate (ME) sheet in Excel format
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1.1 Study Assumptions
1.2 Scope of the Study
2 RESEARCH METHODOLOGY
3 EXECUTIVE SUMMARY
4 MARKET DYNAMICS
4.1 Market Overview
4.2 Market Drivers
4.3 Market Restraints
4.4 Industry Attractiveness – Porter’s Five Forces Analysis
4.4.1 Threat of New Entrants
4.4.2 Bargaining Power of Buyers/Consumers
4.4.3 Bargaining Power of Suppliers
4.4.4 Threat of Substitute Products
4.4.5 Intensity of Competitive Rivalry
5 MARKET SEGMENTATION (Market Size by Value – USD million)
5.1.1 Commercial Aircraft
5.1.2 Military Aircraft
5.1.3 Business Jets
5.2.1 North America
18.104.22.168 United States
22.214.171.124 United Kingdom
126.96.36.199 Rest of Europe
188.8.131.52 South Korea
184.108.40.206 Rest of Asia-Pacific
5.2.4 Latin America
220.127.116.11 Rest of Latin America
5.2.5 Middle-East and Africa
18.104.22.168 United Arab Emirates
22.214.171.124 Saudi Arabia
126.96.36.199 Rest of Middle-East and Africa
6 COMPETITIVE LANDSCAPE
6.1 Vendor Market Share
6.2 Company Profiles
6.2.1 General Dynamics Mission Systems Inc.
6.2.2 Astronics Corporation
6.2.3 Meggitt PLC
6.2.5 Compagnie de Saint Gobain SA
6.2.6 Northrop Grumman Corporation
6.2.7 FACC AG
6.2.8 Airbus SE
6.2.9 Israel Aerospace Industries
6.2.10 The NORDAM Group LLC
6.2.11 Communications & Power Industries LLC
6.2.12 Cobham PLC
6.2.13 Starwin Industries
7 MARKET OPPORTUNITIES AND FUTURE TRENDS | aerospace |
http://westlakelibrary.org/?q=node/641 | 2015-11-28T16:36:37 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398453576.62/warc/CC-MAIN-20151124205413-00305-ip-10-71-132-137.ec2.internal.warc.gz | 0.938785 | 576 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__52427530 | en | It will be a real nail-biter for mission scientists and engineers as the Phoenix spacecraft performs a series of challenging maneuvers right before it lands on Mars. Not the least of those challenges is reducing its speed from something suitable for interplanetary travel down to a nice, slow soft landing. Phoenix will enter the top of the Martian atmosphere at almost 21,000 kilometers per hour (almost 13,000 mph). In seven minutes, the spacecraft must complete a challenging sequence of events to slow to about 8 kilometers per hour (5 mph) before its three legs reach the ground. Confirmation of the landing could come as early as 7:53 p.m. EDT.
You can follow along as the drama unfolds by watching NASA TV either via your cable or satellite service or online. Cable's Science Channel will also offer coverage Sunday evening. Click here for NASA TV. Coverage begins at 7:00 PM on the Science Channel and at 6:00 PM on NASA TV.
Like the Phoenix bird of ancient mythology, the Phoenix Mars Mission is reborn out of fire; this new mission was created from the embers of previous Mars endeavors. Phoenix will use many components of two unsuccessful Mars missions: MPL and MSP '01. Researchers who proposed the Phoenix mission in 2002 saw the unused spacecraft as a resource for pursuing a new science opportunity. Launched August 4, 2007, Phoenix has been coasting towards its encounter with Mars ever since. The trip is nearly complete.
After a successful landing Phoenix, an immobile "lander," will perform a number of scientific observations including the use of a robotic arm to dig through the protective top soil layer. It has two bold objectives: to study the history of water in the Martian arctic and search for evidence of a habitable zone and assess the biological potential of the ice-soil boundary. It is expected to find water ice below the surface and ultimately, bring both soil and water ice to the lander platform for sophisticated analysis.
Mission scientists will operate Phoenix for as long as they can but it won't go on for long! The primary mission is anticipated to last 90 sols (Martian days) -- just over 92 Earth days. Researchers are hoping that the lander could survive into the Martian winter to witness the polar ice developing at the spacecraft's exploration area. The extreme cold and lack of sunlight to run the lander's solar panels will lead to the freezing "death" of Phoenix and the end of the mission. The wealth of data returned to Earth will be a great legacy for the spacecraft and its operators. IF Phoenix lands successfully!
The University of Arizona is honored to be the first public university to lead a mission to Mars.
NASA's Phoenix Website is a good source for multimedia information relating to the Phoenix Mission.
Image credit: NASA/JPL-Calech/University of Arizona | aerospace |
http://www.bookwire.com/book/Night-Flight-9781459253896-McKenna-Lindsay-44177692 | 2017-03-30T14:58:39 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218194601.22/warc/CC-MAIN-20170322212954-00420-ip-10-233-31-227.ec2.internal.warc.gz | 0.890035 | 150 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__24515130 | en | |Publication Date:||Sep 2013|
| Publisher:||Harlequin Enterprises, Limited|
| Book Format:||Ebook|
|List Price:||Contact Supplier contact
| Book Description: |
The last thing Megan Roberts needed was an affair with a jet jockey. For Megan, coming home to Edwards Air Force Base meant facing up to her childhood with a risk-taking father an an alcoholic mother, and finding her own path in a world of handsome test pilots, Officer Club groupies, and Air Force wives. Yet there was something about the tall, confident fighter in cowboy boots and jeans that said he was a breed apart. Coming up the hard way, honing his flying skills, and pushing... | aerospace |
https://www.walsontecn.com/infrared-thermal-imagers-are-popular-in-the-military-field.html | 2023-09-21T11:23:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506027.39/warc/CC-MAIN-20230921105806-20230921135806-00218.warc.gz | 0.960286 | 553 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__295493812 | en | Although the contest between various countries is not too obvious today, as long as which country first invents military equipment that other countries do not have, it will be envied by other countries. When envy, it is more of a sense of crisis, because of this. It means that if you don't quickly develop more powerful military equipment, you will only get a share. Therefore, laser weapons and stealth fighters are the targets of these countries, and military infrared camera is also one of them. This technology was originally used for citizens economy, production and construction, scientific research, etc., but now it is widely used in the national defense and military, and its military applications have also involved various aspects of infrared alerting, tracking, targeting, and guidance.
If you want to study military equipment in detail, then a foreign ballistic missile defense adopts this technology. Different methods are adopted in the three stages of launch boost phase, extra-atmospheric ballistic flight phase, and re-entry phase. To establish a multi-level, full-range interception system, then military infrared camera is mainly manifested in these three aspects. The first is global surveillance, which can clearly monitor the number of enemy missiles and other details, as well as tracking. No tracker is needed, as long as the enemy's missile launch is found, it can be tracked. Another point is that it can identify various types of missiles.
In addition, the use of infrared imaging guidance allows the missile to obtain a longer omnidirectional detection range and identification, and the ability to counter artificial interference such as infrared decoys, greatly improving the power of the missile. The stealth fighter is considered advanced military equipment in the world today, but it is added. Infrared imaging technology can deal with stealth fighters, making them unrecognizable. Moreover, with the rapid development of infrared imaging technology, countries around the world have successively developed a variety of infrared imaging-guided missiles.
However, the initial application of this military infrared camera is not military, but the most widely used infrared device. With the emphasis on military equipment, it is slowly developed and gradually used in the military field, especially in the military field. After the photoconductive multi-line array device technology matured, thermal imaging cameras began to be mass-produced and equipped with the military. They developed rapidly with a wide range of types. They were also installed in missiles. In addition, this technology was also installed on ships and vehicles. The technology has successfully realized the functions of tracking, identification and monitoring, and is favored by much military equipment.
- Thermal Imaging Camera
- Night Vision Telescope
- Night Vision CCTV Camera
- HD Camera
- Thermal Cameras for Temperature Screening
- Thermal Camera Parts | aerospace |
http://spie.org/newsroom/1650-enabling-a-new-generation-of-astronomical-spectrographs?ArticleID=x36647 | 2017-03-23T10:58:09 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218186891.75/warc/CC-MAIN-20170322212946-00211-ip-10-233-31-227.ec2.internal.warc.gz | 0.908227 | 1,054 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__285615124 | en | Several of the most compelling open questions in astrophysics, such as those regarding the nature of the ‘dark energy’ that is thought responsible for the universe's accelerating expansion or the processes governing galaxy formation, rely heavily on the possibility of taking a large number of spectra of distant objects simultaneously. This desired multiplexing capability represents a significant technical challenge, however. Since celestial objects are scattered randomly across the sky, any viable solution must allow for a high degree of versatility. Simple focal-plane masks made by punching small apertures into metal plates are an option, but their preparation requires sophisticated machining capabilities that are rarely available at the remote sites hosting state-of-the-art astronomical observatories. Another strategy uses multiple optical fibers, positioned either manually or using robotic arms. Micro-electromechanical systems (MEMS) offer an alternative approach. Randomly addressable optical switches that can selectively transmit or reflect light to the spectrograph (see Figure 1) could allow the generation of slit patterns in real time, which could lead to enormous gains in terms of versatility and cost.1
Multi-object spectrograph concept2
based on a micromirror array positioned in the telescope's focal plane (with a field of view of 3×3arcmin2
Employing MEMS, either in transmission (micro-shutter arrays: MSAs) or reflection (digital micromirror devices: DMDs), was first considered for astrophysical applications by NASA in the late 1990s. NASA developed the MSA for the Near-IR Spectrograph (NIRSpec) on board the James Webb Space Telescope (JWST). MSAs are arrays of small (100×200μm2) shutter blades connected to a frame by narrow torsion bars that can be opened through magnetic actuation and latched open electrostatically.3 The most recent MSAs qualified for flight on JWST/NIRspec contain 171×365 pixels and operate in cryogenic conditions.
An alternative approach, invented by L. Hornbeck and W. E. Nelson at Texas Instruments (TI) in 1987 and also originally considered by NASA, involves employing DMDs. These are arrays of randomly addressable microscopic mirrors that can switch along their diagonal direction thousands of times per second as a result of electrostatic attraction between the mirror structure and the underlying electrodes. The latest generations of DMDs exhibit a ±12° tilt angle, with a center-to-center pitch of either 10.8 or 13.68μm. To date, TI has produced more than 18 million DMDs for projection applications. Even if commercial devices are not suitable for the extreme cryogenic conditions encountered by NIRSpec, NASA's early interest has triggered construction of at least two multi-object spectrographs, the IR Multi-Object Spectrograph (IRMOS) and the Rochester Institute of Technology Multi-Object Spectrometer (RITMOS).
IRMOS was conceived by NASA to explore the design and performance of a DMD-based instrument while simultaneously providing a high-performance scientific instrument for astrophysical research.4 It is based on an early 848×600-element DMD, cooled to approximately −45°C to enable IR observations from 0.85 to 2.5μm. The all-reflective optics of IRMOS currently deliver a field of view of 170×210 arcseconds2 at the Kitt Peak National Observatory's 4m telescope. RITMOS5 also uses a 848×600-pixel TI DMD, but at room temperature. Its main characteristic is that it exploits both the ‘on’ and ‘off’ beams reflected by the DMD, feeding spectrographic and imaging channels in parallel. RITMOS, built for the Mees Observatory 24 inch telescope, owes its scientific potential to the clever exploitation of the unique DMD principles.
In 2007, we proposed a novel space mission, the Spectroscopic All-Sky Cosmic Explorer (SPACE),6 in response to a call for proposals issued by the European Space Agency (ESA). Its main goal is to produce the largest ever 3D evolutionary map of the universe, covering the past ten billion years, by taking spectra of hundreds of millions of galaxies. To perform this deep all-sky spectroscopic survey, SPACE relies on the latest-generation DMD, the 2048×1080-element TI Cinema chip. The SPACE mission concept, envisioned as a joint ESA/NASA collaboration, has passed the first ESA selection round and is now part of the Euclid mission under consideration for a 2017 launch date.
With the design study of SPACE/Euclid, we are currently exploring several solutions for DMD-based spectrographs.7 However, the range of new instrument concepts enabled by employing DMDs as optical switches remains to be fully explored.
Space Telescope Science Institute
Massimo Robberto is an instrument scientist for the near-IR camera under construction for the James Webb Space Telescope. He worked previously on the Hubble Space Telescope's Wide Field Camera 3 and on IR instrumentation for large ground-based telescopes. | aerospace |
https://www.flycanandaigua.com/parking-fee-waived-with-fuel-purchase/ | 2023-12-09T08:34:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100873.6/warc/CC-MAIN-20231209071722-20231209101722-00467.warc.gz | 0.788392 | 103 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__165339815 | en | As of March 2023, Vector Air Services (VAS) is the Fixed Base Operator for the Canandaigua Airport.
- Services include fuel, aircraft handling, ground transportation and catering assistance.
- Use their Online Pre-Arrival Form or call 585-394-4780 to confirm specialized arrival requests.
Current Fuel Prices at Canandaigua Airport:
|Jet-A with Prist||$6.19|
Contact the Canandaigua Airport for more information. | aerospace |
http://newsletter.martiansoil.com/issues/peak-mars-analog-mission-week-and-happy-5000th-opportunity-7692 | 2019-03-23T04:40:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202723.74/warc/CC-MAIN-20190323040640-20190323062640-00068.warc.gz | 0.907238 | 324 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__201145508 | en | First off, a big congrats to NASA’s Mars Exploration Rover Opportunity, which defied all odds and celebrated 5,000 sols on Mars on February 17th. Don’t worry, Spirit, we haven’t forgotten about you either!
This week also saw four different Mars Analog missions overlap. In the Middle East two missions ran concurrently: the Austrian Space Forum’s AMADEE-18
in the Omani desert runs through February and the Israeli D-MARS
at Ramon Crater completed its week long mission, with the two bases even running a joint communication experiment. Meanwhile, at the Mars Society’s trusty Mars Desert Research Station
, Crew 189 (Supaero) has just arrived
for their rotation. Finally, in Hawaii, HI-SEAS
launched it’s sixth mission on February 17th, with its international crew spending 8 months there.
Oh hey… welcome to the newsletter. You’re readying the inaugural issue. OK, maybe it’s the beta issue. What do you think? It’s not too long, is it? Oh man… it’s totally too long! Email me
(or tweet in) your feedback, and maybe share this with a fellow space enthusiast.
If you’d rather get your weekly dose of Mars new in audio format, consider becoming a supporter of the excellent We Martians podcast via Patreon to get access to his Red Planet Review
(sample episode). For daily news, check out the regular tweets @martiansoil | aerospace |
https://generalsrotr.fandom.com/wiki/Eurofighter | 2019-02-21T08:01:10 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247503249.58/warc/CC-MAIN-20190221071502-20190221093502-00038.warc.gz | 0.963891 | 187 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__225275896 | en | The Eurofighter is one of the few surviving ECA fixed wing aircraft now being used for tactical air support requiring special clearance.
With most of the continental airbases destroyed in the initial strategic bombing campaign launched by the Russian Federation, fixed-wing aircraft such as the Eurofighter Typhoon, a 4.5 generation jet fighter that was first conceived in the mid-1980s, have become a rare commodity for the ECA. Most of the remaining planes now operate from converted motorways as well as distant, still intact bases in Britain, Ireland, Spain or Portugal and can only be called upon under unique circumstances. ECA commanders with the necessary clearance can call in cluster strikes that can saturate large areas thanks to the use of a unique munitions dispenser pod mounted underneath the aircraft. However due to equipment shortages, Eurofighters that operate from a civilian airstrip have to make do with ordinary free-fall bombs for their strike missions. | aerospace |
https://legitforms.com/af-form-2432/ | 2022-12-01T08:30:25 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710801.42/warc/CC-MAIN-20221201053355-20221201083355-00071.warc.gz | 0.764449 | 792 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__100133163 | en | AF Form 2432 – What is that? You download the document to your computer, after all. How come you would need to download it? It could be done offline to modify or finish it, among other things. Some forms may also need to be printed out and signed before being submitted for processing.
Click “view site” to check the result provided below:
AF Form 2432
Security Forces Forms Flashcards
3 AF Form 435. Definition. 3rd. Air Force Driving/Fuel Permit (DFP). Term. AF Form 1109 … AF Form 2432 …
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Study with Quizlet and memorize flashcards containing terms like AF 2530, AF 1473, AF Form 2427 and more. … AF Form 2432. Key Issue Log. Standard Form 702.
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US Air Force Document AF2432 Page 2 Search Engines
U.S. Air Force Document AF2432, Page 2. More Pages… KEY ISSUE LOG. IN. STRUCTURE. TIMEDATE … AF IMT 2432, 19950801, V2. (REVERSE).
KEY ISSUE LOG AF2432 Air Force Formalu
Have Questions About This Form? Ask An Expert For Help: Questions and comments are moderated. Minimum of 10 characters. All questions and …
Air Force Electronic Publications
Air Force Forms. All Forms listed below are for FormFlow Filler 2.0 or higher unless identified with the pdf symbol. … AF2432, 1-Aug-1995, Key Issue Log. | aerospace |
http://technology.justerest.com/take-pleasure-in-this-360-diploma-tour-that-reveals-nasas-enormous-coaching-pool-for-astronauts/ | 2021-06-12T16:53:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487586239.2/warc/CC-MAIN-20210612162957-20210612192957-00027.warc.gz | 0.9428 | 435 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__213036439 | en | NASA has published a 360-degree tour (above) of their Neutral Buoyancy Laboratory at the Johnson Space Center in Houston, Texas.
The tour provides a glimpse into the facility where astronauts are trained for space walks on the International Space Station (ISS).
The heart of the laboratory is a huge training pool that offers astronauts a certain weightlessness and enables them to experience conditions similar to those in space. During pre-mission training, the crew members get into the water in their full astronaut gear and work on submerged replicas of the space station.
NASA claims the training tank is “the largest indoor pool in the world with over 23 million liters of water,” but adds that despite its size, it is still not large enough to hold the entire space station, so certain sections of the ISS will be after Used as needed.
NASA’s 360-degree video shows two astronauts entering the water for a training session. The camera even goes underwater to take a closer look at the astronauts’ activities. Of course, swimming in full astronaut clothing is not an easy task, so accompanying divers gently push the astronauts around the pool to the appropriate places. NASA notes that anyone who steps into the pool uses oxygenated breathing gas – also known as nitrox – due to the pressure underwater to reduce the chance of experiencing the turns after a long training session.
In addition to the pool, the video gives a glimpse into the control rooms that monitor activity in the water, and we also see a model of NASA’s Orion spacecraft that should be on its way to the moon shortly.
You can watch NASA’s 360-degree video with virtual reality (VR) glasses or on your smartphone. When viewing it on a laptop or desktop, don’t forget that you can pan the image to see the view in all directions.
For more information on NASA’s Neutral Buoyancy Lab, check out this video showing French astronaut Thomas Pesquet training before his launch to the space station earlier this year. Pesquet will undertake several space walks with his astronaut Shane Kimbrough during their time aboard the orbiting satellite. | aerospace |
https://spooool.ie/2023/03/12/the-role-of-drones-in-guerrilla-warfare-in-ukraine/ | 2023-03-24T03:31:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945242.64/warc/CC-MAIN-20230324020038-20230324050038-00072.warc.gz | 0.947442 | 1,855 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__267133866 | en | How Drones are Revolutionizing Guerrilla Warfare Tactics in Ukraine
Ukraine is facing a new type of warfare – one that involves an unconventional battle style and the use of cutting-edge technology. Guerrilla warfare has become more commonplace in the ongoing conflict between the Ukrainian government and pro-Russian separatists in the eastern part of the country. And, as the conflict continues to escalate, the Ukrainian military is increasingly turning to drones to gain a tactical advantage in the fight.
Drones have become an essential tool in the arsenal of the Ukrainian military, allowing them to monitor enemy movements and target specific locations with greater accuracy. The drones offer the Ukrainian forces an unprecedented level of situational awareness, enabling them to respond more quickly to threats and identify targets for airstrikes.
The Ukrainian government has also been utilizing drones to conduct psychological operations against the pro-Russian separatists. By flying drones over separatist-controlled areas, the Ukrainian military is attempting to intimidate the enemy by displaying their aerial capabilities. The drones have also been used to drop leaflets and other propaganda materials, in an attempt to sway the opinion of local civilians.
The Ukrainian government has also employed drones to launch cyber attacks against the pro-Russian separatists. By hacking into their computers and networks, the Ukrainian military is able to disrupt enemy communication and operations.
The use of drones in the Ukrainian conflict has revolutionized guerrilla warfare tactics, allowing the Ukrainian forces to gain a tactical edge over their opponents. While the pro-Russian separatists continue to rely on conventional tactics, the Ukrainian military is able to stay one step ahead thanks to their new technology.
Exploring the Benefits of Drones in Guerrilla Warfare for Ukrainian Militia Groups
The Ukrainian conflict has been one of the most intractable in recent history, and militia groups have been at the forefront of the fight for independence. In an effort to gain an edge, some militia groups have begun to explore the use of drones in guerrilla warfare.
The use of drones offers a number of advantages to militia forces. First, they can be used to surveil enemy movements and to provide intelligence on enemy positions. This can allow militia groups to anticipate and counter enemy tactics, as well as launch preemptive strikes.
Second, drones can provide much needed firepower to militia groups. Armed drones can attack enemy forces from a safe distance, minimizing the risk of injury or death to militia personnel.
Third, drones can be used to provide logistical support for militia forces. Drones can transport supplies, weapons, and personnel, allowing militia groups to move quickly and efficiently.
Finally, drones can be used to disrupt enemy communications, inflicting a psychological toll on the enemy. By targeting communications infrastructure, drones can reduce the enemy’s ability to coordinate and respond to militia operations.
In light of these advantages, militia groups in Ukraine are increasingly turning to drones as a tool in their fight for independence. While they face challenges in terms of procurement and technical expertise, the militaries of many countries have been quick to offer assistance.
For militia groups in Ukraine, the use of drones in guerrilla warfare offers a number of potential advantages. With the right support and resources, these advantages could make a significant difference in the fight for independence.
Analyzing the Different Types of Drones Used in Guerrilla Warfare in Ukraine
Ukraine has been engaged in a long-running conflict with Russian-backed separatists since 2014. Guerrilla warfare has been a common tactic used by both sides, and drones are increasingly playing a major role in the conflict. The Ukrainian military has used several different types of drones in order to gain an edge over their opponents.
One type of drone used by the Ukrainian military is the Bayraktar TB2. This unmanned combat aerial vehicle (UCAV) is armed with guided rockets and laser-guided bombs, and can be used for surveillance and reconnaissance missions. It is also capable of providing accurate intelligence for ground operations and serves as an effective deterrent against enemy forces.
Another type of drone used in the conflict is the S-100 Camcopter. This UAV is equipped with an advanced camera and can fly at up to 120 kilometers per hour. It is capable of providing high-resolution imagery and data that can be used for reconnaissance and surveillance missions.
The Ukrainian military also utilizes the Forpost UAV. This unmanned aerial vehicle (UAV) can fly up to 8 hours and is equipped with an advanced camera that can provide high-resolution imagery and data. The Forpost UAV is also capable of providing intelligence to ground troops, allowing them to better plan their operations.
In addition to these UAVs, the Ukrainian military also utilizes the ZALA 421-08M drone. This drone is equipped with a high-resolution camera, and can be used for intelligence gathering, target identification, and surveillance missions. The ZALA 421-08M also has the ability to be used as a weapon, as it is equipped with a mini-gun and can carry up to 5kg of munitions.
These are just a few of the many different types of drones used by the Ukrainian military in the ongoing conflict. Drones have proved to be invaluable assets for the Ukrainian military, allowing them to gain an advantage over their opponents. As the conflict continues, drones will continue to play an important role in the fight for Ukraine’s future.
Examining the Impact of Drones on Ukrainian Militias’ Ability to Execute Effective Strategies
Ukraine’s conflict with separatists in the east has been a major security concern for the country since 2014. The Ukrainian government has been using drones as part of its military strategy to counter the separatists’ advances. However, it is unclear how effective drones actually are in supporting successful militia strategies.
In recent months, the Ukrainian government has increased its reliance on drones in the conflict. The drones are used for reconnaissance, airstrikes, and intelligence gathering. They are also being used to monitor the movements of the separatists and to provide direct support to the Ukrainian militia on the ground.
The drones have been an important addition to the Ukrainian forces’ arsenal. They provide increased situational awareness and the ability to strike with precision and accuracy. Additionally, they can be used to support and reinforce troops on the ground.
However, the effectiveness of the drones in supporting successful militia strategies is still being evaluated. Some experts argue that while the drones have been useful in providing information, they have not been as effective in providing direct support to the troops. Furthermore, they have not been successful in leading to any significant strategic victories.
Many of the Ukrainian militias have also expressed dissatisfaction with the drones. They complain that the drones are too slow and susceptible to being shot down by the separatists. Additionally, they claim that the drones’ limited range and fuel capacity make them ineffective in providing sustained support to the troops on the ground.
The Ukrainian government is aware of these criticisms and is looking for ways to improve the drones’ effectiveness. It is developing new technologies that will increase their range and fuel capacity, and it is also exploring ways to make them more resistant to being shot down.
The success or failure of the drones in supporting Ukrainian militia strategies is yet to be seen. But it is clear that the drones have been a valuable addition to the Ukrainian military’s arsenal, and their impact on the conflict is being closely monitored.
Evaluating the Effectiveness of Drones in Guerrilla Warfare for Ukrainian Forces
Ukrainian forces have recently employed drones to aid their efforts in the ongoing guerrilla warfare against Russia-backed separatists in the eastern region of the country. While the effectiveness of drones in this type of warfare is still largely unknown, early reports from the battlefields suggest that the unmanned aerial vehicles (UAVs) are proving to be a valuable asset.
The drones are providing Ukrainian forces with invaluable intelligence on the movements of their adversaries, enabling them to formulate effective strategies and launch preemptive attacks. By using UAVs to monitor the terrain, Ukrainian forces can detect potential ambushes and prepare accordingly.
In addition, the drones are also being used to deliver supplies to Ukrainian troops operating in remote areas. This allows these forces to remain on the battlefield without having to worry about replenishing their supplies. Furthermore, the UAVs are being used to deliver weapons and ammunition directly to Ukrainian forces on the ground, enabling them to respond quickly to hostile actions.
Furthermore, UAVs are also being used to launch airstrikes against the separatists, significantly reducing the risk of Ukrainian casualties. The drones are equipped with a variety of weapons, ranging from missiles to bombs, allowing them to inflict considerable damage on the enemy.
Overall, the use of drones appears to be paying off for Ukrainian forces. The intelligence and support they are providing is proving to be invaluable in the fight against the separatists. Moreover, the accuracy and precision of the UAVs’ weapons is helping to minimize casualties, both among Ukrainian forces and civilians. As such, it appears that drones are having a positive effect on the conflict and are likely to remain an integral part of the Ukrainian forces’ strategy in the future.
The article from TS2 Space The Role of Drones in Guerrilla Warfare in Ukraine | aerospace |
https://www.worldin.news/79559/2021/02/boeing-7-model-planes-are-being-stopped-all-over-the-world.html | 2021-03-05T23:18:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178373761.80/warc/CC-MAIN-20210305214044-20210306004044-00031.warc.gz | 0.940888 | 297 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__210137211 | en | United Airlines United Airlines after the accidentNS has decided not to fly 24 Boeing 8 models in the sky. Besides, airlines from different countries around the world including Japan and Korea have taken the same decision.
On Monday (February 22), the US media reported on CNN.
Last Saturday (February 19), fire and smoke started emanating from one of the two engines of a United Airlines Boeing 8-200 plane en route from Denver to Hawaii. Then the house below, Various parts of the engine fall on the road and in the park. Eventually the plane made an emergency landing. Somehow 241 passengers of the plane were saved from ‘certain death’. Among them were 231 passengers and 10 crew.
Following the incident, Japan requested all international airlines not to fly Pratt & Whitney 4000-powered Boeing 8 planes. The plane involved in the accident was running on the engine.
Meanwhile, Japan has backed Boeing’s decision and has recommended that the engine-powered planes not be flown into the sky until an investigation into the crash is completed.
The plane manufacturer said, Currently they have 79 Boeing 8 aircraft powered by the engine flying around the world.
Bangladesh time: 1950 hours, February 22, 2021
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#Boeing #model #planes #stopped #world | aerospace |
https://www.elsbusinesstraining.co.uk/end-point-assessment/standards-we-end-point-assess/aviation-ground-operative-level-2/specialist-function-aircraft-movement/ | 2022-08-19T01:22:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573540.20/warc/CC-MAIN-20220819005802-20220819035802-00548.warc.gz | 0.931458 | 304 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__82707165 | en | An aircraft movement operative acts as a team member in the safe and efficient movement and recovery of fixed and rotary wing aircraft at a variety of airports/ heliports and other landing platforms within the civil aviation and military arenas. The y undertake tasks as team members using specialised equipment to move aircraft within an aviation environment in accordance with standard operating procedures.
Knowledge and Understanding
Operate aviation specialist equipment
Own responsibilities for checking specialised aircraft movement equipment prior to use, how to operate specialist equipment safely and ensure it is left in its allocated area on completion of use according to the organisation’s procedures.
Conduct regularly scheduled inspections prior to using aviation specialist equipment, operate equipment in accordance with standard operating procedures and ensure it is stored in a safe secure manner after use.
Push back aircraft
Procedures and processes for pushing back an aircraft within the responsibilities of own role.
Follow the correct procedures for preparing to, and pushing back an aircraft.
The organisation’s procedures and processes for towing an aircraft within the responsibilities of own role.
Follow correct procedures to prepare for and when towing aircraft.
Ensuring a hazard free air side environment
Reducing risks and hazards from operating aircraft and vehicles air side and what procedures and processes are used to deal with an air side emergency.
Work with the team in reducing the risks and hazards from operating aircraft and vehicles air side, implementing procedures and processes to deal with an air side emergency. | aerospace |
http://fatum.info/lhe-to-yyz | 2020-02-28T15:46:16 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875147234.52/warc/CC-MAIN-20200228135132-20200228165132-00559.warc.gz | 0.772559 | 1,268 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__105211557 | en | An international route departing from Lahore airport, Pakistan LHE and arriving at Lester B. Pearson, Toronto airport, Canada YYZ. The flight distance is 6983 miles, or. Track the flight status of Pakistan International Airlines PK 790 flight from Toronto to Lahore YYZ to LHE. PK790 departs from Pearson International Airport YYZ and arrives at Allama Iqbal International Airport LHE. Check flight.
2019/12/13 · Flight time from Toronto to Lahore via Abu Dhabi • YYZ to LHE via AUH Flight duration from Lester B. Pearson International Airport to Alama Iqbal International Airport via Abu Dhabi International Airport, United Arab Emirates on. Cheap LHR to LHE Flights How much is a plane ticket to Lahore LHE from London LHR? Cost can range from $530 to $3,032, prices for LHR to LHE do fluctuate more than the majority of routes from GB. Remember, you can save.
PK0797 is departing from Lahore LHE, Pakistan and arriving at Toronto YYZ, Canada. The flight distance is about 11,269 km or 7,002 miles and flight time is 0 minutes. Get the latest status of PK0797 /. Pakistan International Airlines PK789 Flight Status Tracker PK789 is a international flight operated by Pakistan International Airlines. PK789 is departing from Lahore LHE, Pakistan and arriving at Toronto YYZ, Canada. The. Pakistan International Airlines Flight PK789 Status PK789 Allama Iqbal LHE - Pearson YYZ. International flight PK789 by Pakistan International Airlines serves route from Pakistan to Canada LHE to YYZ. The flight departs Lahore, Allama Iqbal on December 17 08:20 8:20 am and arrives Toronto, Pearson terminal «3» on.
Save on your next flight from YYZ to LHE when you book through Travelocity. Need a last-minute flight to Lahore? Travelocity offers discount airfare no matter when you book, even on popular routes such as Pearson Intl. Airport to. Find cheap flights in seconds, explore destinations on a map, and sign up for fare alerts on Google Flights. Displayed currencies may differ from the currencies used to purchase flights. Learn more.
2019/12/12 · Compare cheap flights from Toronto YYZ to Lahore LHE. Find cheap tickets to Lahore from Toronto with Skyscanner. Skyscanner Help English UK United Kingdom £ GBP Flights Hotels Car Hire Return One way Multi-city To. Fare Conditions applicable on travel originating from Canada Toronto to Pakistan and to PIA’s International sectors. The charges mentioned apply to each passenger on the itinerary adult, child and/or infant occupying a seat. These. Passengers holding confirmed tickets can avail this facility. Passengers with special Remarks codes cannot avail this facility. Passenger's Baggage cannot be Checked-In online. For doing so they have to report to Check-In counter. Track the flight status of Pakistan International Airlines PK 789 flight from Lahore to Toronto LHE to YYZ. PK789 departs from Allama Iqbal International Airport LHE and arrives at Pearson International Airport YYZ. Check flight. Flight PK789 from Lahore to Toronto is operated by Pakistan International. Scheduled time of departure from Allama Iqbal Intl is 08:20 PKT and scheduled time of arrival in Lester B Pearson Intl is 12:50 EST. The duration of the flight.
Scan through flights from Jose Marti International Airport HAV to Pearson International Airport YYZ for the upcoming week. Sort the list by any column, and click on a dollar sign to see the latest prices available for each flight. Flight PK797 from Lahore to Toronto is operated by Pakistan International. Scheduled time of departure from Allama Iqbal Intl is 08:35 PKT and scheduled time of arrival in Lester B Pearson Intl is 12:50 EDT. The duration of the flight. Search for your Etihad flight quickly and easily. Enter your date of travel then tell us where you are flying from and to. You can also enter your flight number. If your flight is operated by another airline, please check their website.
Alama Iqbal International Airport LHE Flight Status Arrivals View instant and accurate flight arrivals information to all Alama Iqbal International Airport terminals. You can order the table below by column or filter the data with the search. PIA Pakistan International Airlines Flight PK790 from Toronto to Lahore,View On Time Performance, Delay compensation for PK790, flight tracking, airport and airline compensation at. Flight delayed or cancelled? If. Book Cheap Flights from Toronto to Lahore Looking for Toronto to Lahore flights? Book your air tickets with us and be sure that you get the lowest airfare available online. Besides saving big on flight bookings, you can also choose.
|Flightradar24 is a global flight tracking service that provides you with real-time information about thousands of aircraft around the world. Flightradar24 tracks 180,000 flights, from 1,200 airlines, flying to or from 4,000 airports around.||Cheap HNL to LHE Flights How much is a plane ticket to Lahore LHE from Honolulu HNL? They can vary from $1,926 to $8,637. Booking far in advance can usually help you get the cheapest rate. However, usually the sooner you.|
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https://www.flyinggiants.com/forums/showthread.php?t=212764 | 2017-04-23T17:41:39 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118740.31/warc/CC-MAIN-20170423031158-00099-ip-10-145-167-34.ec2.internal.warc.gz | 0.727521 | 149 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__147078280 | en | Joined Apr 2013
Will not ship
Extreme Flight Extra 300
One of the best flying airplane in this size.
Plane is in good shape. It is a nice flying airplane. Motor runs great.
Selling because, I HAVE TO MANY AIRPLANES CANT CAN’T FLY ALL OF THEM.
Like my bigger airplanes better.
-Extreme Flight 91” Extra 300
Hitec HS7955 with aluminum Arms
IBEC for powering the motor
Spektrum AR8000 with 1 satilite
2 JR 2700 NHMI batties
Wing bags included.
local p/u Houston Texas
trade for 100 or bigger.
Could separate, airframe goes first | aerospace |
http://www.silverlineheli.com/how-to-become-a-qualified-helicopter-pilot/ | 2018-02-22T10:21:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814101.27/warc/CC-MAIN-20180222101209-20180222121209-00070.warc.gz | 0.962258 | 855 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__187483527 | en | The life of a helicopter pilot is an exciting one, with lots of potential career paths to explore. Some will want to go into the more leisurely options of transportation and sightseeing tours. Others want to follow a more dangerous and rewarding route with the emergency services.
Either way, there is no way to get into the cockpit and behind the controls without the right training. What does it take to become a qualified helicopter pilot? What training, flight hours and costs are now required to succeed?
Getting Started With Helicopter Pilot Training
To get up in the air, all pilots need a license to do so. There is a structured system in place that pilots can work through. The more they achieve, the more skilled they are. The more skilled they are, the more professional they seem. This is why many keen pilots are now looking beyond their commercial training.
Pilots start off with the student training – the basics – and then move onto private and commercial training. From there, there is the secondary option to look into CFI training. This means the Certificated Flight Instructor program. This CFI training is optional, yet many believe to be increasingly necessary these days.
First of all, it offers another level to a pilots skills and makes them more employable, as does additional instrument training. The more that an employer can trust a pilot in air, the better. Secondly, it gives pilots more time in the air, which is crucial when gaining experience.
While skills and technical knowledge are essential in helicopter pilot training, so is experienced in the air. A company hiring new pilots wants to see more than just a theoretical knowledge on display. There has to be practical experience and logged flight times behind the controls.
Each of these licenses levels carries a different minimum flight time requirement. This can be around 50 hours dual flight and ten solos for the private license, 150 total for the commercial and 200 to start as an instructor.
The problem for many new pilots is that employers often look for between 500 and 1000 hours before hiring. This means that licensed commercial pilots will need to top up with extra hours in the air. This is why that CFI is so popular.
There is more than the license type to think about when committing to helicopter pilot training.
Once trainees understand their path through the training system, they need to find the best school. Ideally, the flight school will be in the local area, as there will be many visits and hours to log. However, newcomers should not rush into the nearest option without taking a closer look.
The school has to be reputable, with good standards and instructors. It is like choosing any academic institution, as pilots will learn and build a relationship here for a long time.
Also, all hopeful wannabe-pilots also need to remember that this is not the only exam they need to pass here. There is also a medical exam via the FAA that determines a pilot’s physical ability to fly, rather than just their skills.
Employers and customers hiring a helicopter pilot want someone reliable with a good bill of health. This means healthy hearing and vision to control the aircraft safely, such as good color perception.
Anyone with heart problems or psychological disorders are too big a risk. One lapse in concentration, or even consciousness, and the pilot puts everyone on board in danger.
Finally, there is the consideration of the price.
Of course, all of this comes at a cost. Helicopter pilot training isn’t cheap and each hour in the air begins to add up. With dual flight sessions costing $200/hour on average, plus other charges, the private license can cost up to $15,000. This rises to up $20,000 to get the additional commercial license.
Where possible, it may be worth looking into loans and scholarship programs, especially for female pilots. This is a lot of money to pay to train, but it does set helicopter pilots up for exciting new career prospects.
Students pay similar amounts for a college education, and this works in a similar way. Also, it is important to remember that once pilots can start conducting their training, they can start to make money before becoming employed. | aerospace |
http://pulse2.com/news/iss-15-years-old/ | 2017-10-19T21:57:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187823478.54/warc/CC-MAIN-20171019212946-20171019232946-00582.warc.gz | 0.956994 | 123 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__209916632 | en | The International Space Station (ISS) has turned 15 years old. The ISS is a project where astronauts are able to work in space for months at a time. It opened for the first time on December 10th, 1998. Bob Cabana was the commander of the space shuttle mission that put the first modules of the International Space Station together, according to USA Today. Cabana worked with Russian crew mate Sergi Krikalev on the project. Today the International Space Station is around half the size of a football field and weighs over one million pounds. There are 15 national partners on the ISS along with NASA. | aerospace |
https://research.aber.ac.uk/cy/publications/understanding-space-weather-to-shield-society-a-global-road-map-f | 2023-11-28T23:35:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00489.warc.gz | 0.913556 | 399 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__142637500 | en | Prosiectau fesul blwyddyn
against space weather by improving forecasts, environmental specifications, and infrastructure design. We recognize that much progress has been made and continues to be made with a powerful suite of research observatories on the
ground and in space, forming the basis of a Sun-Earth system observatory. But the domain of space weather is vast extending from deep within the Sun to far outside the planetary orbits and the physics complex including couplings
between various types of physical processes that link scales and domains from the microscopic to large parts of the solar system. Consequently, advanced understanding of space weather requires a coordinated international approach
to effectively provide awareness of the processes within the Sun-Earth system through observation-driven models. This roadmap prioritizes the scientific focus areas and research infrastructure that are needed to significantly advance our
understanding of space weather of all intensities and of its implications for society. Advancement of the existing system observatory through the addition of small to moderate state-of-the-art capabilities designed to fill observational gaps will enable significant advances. Such a strategy requires urgent action: key instrumentation needs to be sustained, and action needs to be taken before core capabilities are lost in the aging ensemble. We recommend advances through
priority focus (1) on observation-based modeling throughout the Sun-Earth system, (2) on forecasts more than 12 hrs ahead of the magnetic structure of incoming coronal mass ejections, (3) on understanding the geospace response to variable solar-wind stresses that lead to intense geomagnetically-induced currents and ionospheric and radiation storms, and (4) on developing a comprehensive specification of space climate, including the characterization of extreme space storms to guide resilient and robust engineering of technological infrastructures. The roadmap clusters its implementation recommendations by formulating three action pathways, and outlines needed instrumentation and research programs and infrastructure for each of these. An executive summary provides an overview of all recommendations. | aerospace |
https://playcrazygame.com/2022/09/15/the-biggest-plane-in-the-history-of-azul-lands-on-brazilian-soil-the-airbus-a350xwb/ | 2022-10-01T23:23:53 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030336978.73/warc/CC-MAIN-20221001230322-20221002020322-00226.warc.gz | 0.970747 | 411 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__83596844 | en | Azul Linhas Aéreas has just officially received its first Airbus A350-900 XWB jet in Brazil, in a milestone for the company’s post-pandemic expansion. The aircraft, the largest ever operated by the company, still has the French registration F-WTAO (msn 168) and landed at Confins airport, in the Metropolitan Region of Belo Horizonte, shortly after 4:30 pm on the afternoon of this Wednesday, September 14.
In Minas Gerais, the plane will undergo the nationalization process and will receive the registration PR-AOY. Subsequently, the jet will be transferred to Campinas, the company’s base, to proceed with the process of including the model in its operational certificate. The aircraft is baptized with the name “50 is also Blue”.
A350 history at Azul
Azul had placed an original order with Airbus for four A350-900 model aircraft. At least one aircraft, still at the factory, received part of the paintwork from the Brazilian company before Azul gave up on receiving them and passed them on to its then shareholder HNA Group.
While Azul received the A330-900neo, the A350 was flown in China by the companies of the HNA group. However, time progressed, the Chinese group went through a strong crisis and returned the aircraft, which were stored awaiting a decision from Azul, which now came with the return of demand and international expansion.
Initially, the A350 will be used on domestic flights for crew training, with possible destinations being Manaus, Recife, Belém and Fortaleza. By the end of the year, international flights will start in earnest, and may include Orlando, Florida.
The aircraft is configured with 334 seats, 33 in Business Class and 301 in Economy. There are 36 seats more than the company’s A330-900neo, which was Azul’s largest jet. | aerospace |
https://tamunchknowalex.cf/seaplane-skiplane-and-floatski-equipped-helicopter-operations-handbook.php | 2020-06-06T13:41:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348513321.91/warc/CC-MAIN-20200606124655-20200606154655-00264.warc.gz | 0.774895 | 357 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__95734668 | en | University Aviation Press. Video Downloads. Online Courses. The Standard Collection.
- Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook!
- Get a FREE e-book by joining our mailing list today!.
- Midnight Falls (Book 1) The House On The Edge Of Town.
Community Partners. Product: Comments:. Submit Product Review Thank you for submitting your review; we appreciate your feedback. Description Specifications. Related Products and Accessories. Checkout 0 Your cart is empty. Redeem a Voucher Login. Aircraft Types Models Helicopters Ownership.
Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook (FAA-H-8083-23-1)
Online Courses Prepware Ground School. Flightline Tarmac The Prop Shop. Demos CX-3 Operator Resource. Authors Author Index. Support Prepware Support eBook Support.
Softcover Book. Add to wishlist. Chris Chant. Amelia Earhart. Home Contact us Help Free delivery worldwide.
Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook (Faa-H-8083-23)
Free delivery worldwide. Bestselling Series. Harry Potter. Popular Features. New Releases. Categories: Aircraft. Description This operational handbook introduces the basic skills necessary for piloting seaplanes, skiplanes, and helicopters equipped with floats or skis. It is developed by the Flight Standards Service, Airman Testing Standards Branch, in cooperation with various aviation educators and industry. This handbook is primarily intended to assist pilots who already hold private or commercial certificates and who are learning to fly seaplanes, skiplanes, or helicopters equipped for water or ski operations. | aerospace |
https://www.chiefdelphi.com/t/nasa-seeks-female-high-school-juniors-for-wish/123851 | 2023-11-30T02:15:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.15/warc/CC-MAIN-20231130000127-20231130030127-00591.warc.gz | 0.892659 | 243 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__85365425 | en | NASA SEEKS FEMALE HIGH SCHOOL JUNIORS FOR WISH
WISH, the Women in STEM High School Aerospace Scholars project is now accepting applications from female high school juniors from across the country. Selected participants will complete online activities and participate in online forums focusing on science, technology, engineering and mathematic (STEM) topics to be eligible for the summer experience at the Johnson Space Center in Houston, Texas. During the summer experience, they will chart a course for Mars, engage with NASA female role models, interact with scientists and engineers and learn about careers in STEM. The deadline for applications is January 3, 2013. Visit http://wish.aerospacescholars.org for more details.
Information sessions will by a NASA Education Specialist who will speak live about tips for creating a successful application. To attend, one must email [email protected] for log-in instructions. The session dates are December 10, 2012 at 3pm CT, December 13, 2012 at 3pm CT and December 20, 2012 at 3pm CT.
Dynae Fullwood l Teaching From Space lEducation Specialist
281.244.7426 l www.nasa.gov/education/tfs | aerospace |
https://coldchaincouncil.com/using-new-tech-and-adaptive-logistics-to-deliver-sensitive-medicine-to-remote-and-high-risk-destinations-2/ | 2024-04-14T08:25:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00667.warc.gz | 0.921875 | 406 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__144114625 | en | The Cold Chain Council proudly presents its latest webinar: Using New Tech and Adaptive Logistics to Deliver Sensitive Medicine to Remote and High-Risk Destinations
Learn the methodology behind bringing highly sensitive cargo, such as lifesaving medicines, to remote and undeveloped parts of the globe safely and effectively. Through an efficient and flexible cold chain, emerging UAV technology is gearing up to make these kinds of critical deliveries more accessible in the future. Join us for the Cold Chain Council’s upcoming webinar as we speak to Georgios Ampartzidis of the World Federation of Hemophilia and Ed De Reyes of Sabrewing Aircraft. We’ll discuss and learn more about their experience in tackling extreme cold chain logistics challenges.
Speaker Bios: *Georgios Ampartzidis, Logistics Manager for the World Federation of Hemophilia (WFH). As Logistics Manager for WFH’s humanitarian aid program, Georgios is responsible for global management of distribution including the implementation of distribution plans to fully comply with international regulations, as well as maintaining distribution processes and standards that support and demonstrate supply chain security. He is also responsible for implementing “state-of-the-art” solutions to fill process gaps and improve supply chain efficiency across the humanitarian program.
*Ed De Reyes, Chairman and CEO of Sabrewing Aircraft Company, Inc. Ed is a retired Air Force veteran, entrepreneur, and inventor. He is a former experimental test pilot and flight test engineer for McDonnell Douglas, General Dynamics, and Northrop Grumman, to name a few. Ed’s experience includes Federal Aviation Administration (FAA) aircraft certification and UAV test experience as far back as 1979 on the BGM-109 Cruise Missle. Ed is a voting member of the American Standards of Testing and Materials in Aircraft Certification Standards, and a 30-year member of the Society of Flight Test Engineers. He is also a commercial, multi-engine and instrument rated pilot. | aerospace |
http://bestdroneswithcamera.com/drones-with-a-camera-best-drones-for-the-money.html | 2020-10-28T19:44:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107900860.51/warc/CC-MAIN-20201028191655-20201028221655-00616.warc.gz | 0.952659 | 1,389 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__128797227 | en | But what really sets the AA108 apart is its wide range of extra features that make it prefect for users at any skill level. Beginners can take advantage of its headless and altitude hold modes to help with the steep learning curve that comes with flying your first quadcopter. Advanced users can set it at the higher speed setting to see what the aircraft can really do, taking advantage of the high-quality HD camera features and custom pathing to get great footage and pull off amazing stunts.
When the AR Drone 2.0 first came out, it was one of the coolest drones for sale on the market. It has a 1GHz 32 bit processor, 1GB of ram, gyros, accelerometers, magnetometers, a pressure sensor, an ultrasonic sensor, 2 cameras and more. Even though it’s over 2 years old, the AR Drone is still one of the most advanced quadcopters available in its price range which is $299.
There are far too many different types of drone to pick a single overall winner. A drone that’s good for a beginner won’t work for a professional photographer. The fastest racing drones will have low battery lives that will annoy recreational users. And so on. That’s why we’ve broken down our 32 top picks into different categories, so that hopefully everyone can find the drone that’s best for them.
My wife bought this for me for my birthday last week. She'd noticed me looking at drones in the store, and I'd told her about the mini-drones I'd seen some of the local high school students playing with, but she also knew I was concerned about getting something that would break on first impact - having never flown one before, I knew it was inevitable I'd end up crashing it a few times.
If you’ve ever seen the live video feed on a racing drone, you’ll know that the video quality looks worse than a 20 year old tv broadcast. It’s really sad that professional pilots have to fly using such old technology, however Connex has been working on a solution to this problem for a few years now and the Falcore HD racing drone is the result of all their hard work.
Although many drone racers like building their own drones, you can find models suitable for racing, such as the UVify Draco, Aerix Black Talon 2.0, and Walkera F210 3D. A racing drone should be small, with good maneuverability and high-speed capability. Some racing drones come with a video headset, so you can guide the drone in first-person view. Most of these headsets can record video, allowing you to film and view your racing victories.
The Nano doesn’t have the auto flipping functions that the Alias does, but that isn’t a problem since you can do flips manually and it’s more fun. Since the Nano QX is smaller than the Alias, it’s much cheaper. The only annoying thing about having a smaller quadcopter like the Nano QX is that it’s harder to see when flying far away, so it’s easier to lose orientation, but in general, it’s still a good quadcopter to learn with, especially since you can also use it with any DSMX RC transmitter.
Our top pick is the best budget camera drone around and is sure to wow with a 720p HD camera and 6 axis gyro technology. It comes with headless security, which makes it easy for beginners to learn without destroying their drone. It also has one key return, which allows you to easily and quickly call the drone home when you’re finished flying. It even comes with an altitude hold function, which can be incredibly useful for getting a great view of one particular spot. As one of the best low cost drones with camera, the Holy Stone F181C Quadcopter Drone is an easy top pick. It comes with two batteries so you can keep flying for longer. This drone flips four ways, so it’s great at doing tricks once you get the hang of flying it. It is easy to safely land, with one key engine start and stop. This is a great pick for pros and beginners who are looking for a fun drone that won’t break the bank.
The Falcore streams 720p 60fps video directly to the controller which is already impressive (other racing drones stream analog standard definition video), but what’s more important is the 27mS latency. This is what makes the Connex system different from other digital transmission technologies. On a camera drone like the Phantom 4, the video latency is over 100mS. That’s fine for doing aerial photography, but for drone racing 27mS is the standard and having any more latency than that makes it hard to fly fast.
This is a GREAT little drone...Another winner from Holy Stone! Incredible technology in a tiny, fun package! The description says that this is a drone for the kids...and so it is...even if the "kid" happens to be nearly sixty! It is easy to fly, with the altitude hold function which keeps it set at whatever height you want. Headless mode is good for new pilots; you don't have to pay much attention to which way the drone is headed so forward is always away from you and back is always toward you, right is always right and left is always left. (One caveat to that...once the drone is paired to the transmitter at the beginning of each flight, don't move or turn around, and always keep the drone in front of you, in your field of vision.) Once you've got the flight mechanics mastered in Headless mode, you can free ... full review
A true legend among cheap fast drones, AKASO offers an amazing drone without the hefty price tag. It even comes with a foldable quadcopter design. This helps you keep your drone protected while in transit and makes it easy to take it with you anywhere. This drone comes with the one key return feature that allows you to call your drone back with the press of 1 button. It also comes with a 720P HD camera. This allows you to record high-quality video or take clear photos from the air. It also has a powerful air pressure altitude hold function that allows you to keep your drone hovering at a certain height, a great feature in cheap drones. This can be useful for beginners learning how to fly drones or for just taking a picture of yourself from the air. It also has 6-axis gyro flying control that offers strong stability. You can get it to do many different tricks by changing the directions- up/down, left/right, and even 360-degree rolls. | aerospace |
https://revisioned.com/drone-genius/ | 2019-11-11T20:38:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496664437.49/warc/CC-MAIN-20191111191704-20191111215704-00273.warc.gz | 0.896652 | 112 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__84527425 | en | DroneGenius is passionate about bridging your child’s budding imagination to the future he or she will build. They’ll use drones and cutting edge technology to excite the mind, delight the sense of wonder, and inspire thoughts of what could be.
Children are paired to learn STEM and Team-Building skills. Teams engage in scavenger hunts, drone video/photo activities, drone races, obstacle courses and many other drone exercises centered around basic coding.
DroneGenius is fun filled and proven to engage children while learning. | aerospace |
http://starlingskyblog.com/my-near-earth-asteroid-project/ | 2020-10-01T13:09:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402131412.93/warc/CC-MAIN-20201001112433-20201001142433-00655.warc.gz | 0.938128 | 612 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__92661114 | en | My Near Earth Asteroid Project
During my junior year of high school, I developed a scientific research project titled The Orbital Calculation and Spectrographic Classification of Select Near Earth Asteroids. Near Earth Asteroids (NEAs) are a class of objects in our solar system whose orbits bring them within 0.3 Astronomical Units of the Earth’s orbit. Over 10,000 NEAs have now been discovered, the great majority of them in the last decade as part of U.S. government-sponsored efforts to identify Potentially Hazardous Asteroids (PHAs) that could impact Earth and cause widespread damage, destruction, and even extinctions. More recently, commercial interest has increased in developing technologies capable of mining NEAs for precious metals, rare earths, and water, the latter of which could potentially be broken down into hydrogen and oxygen for use as rocket propellant. For my project, I selected several NEAs for study that appear to be promising candidates for future prospecting missions to determine their potential as targets for space mining operations. The goal was to identify several NEAs that are rich in metals (M type or S‑type Asteroids) whose orbits relative to Earth made them favorable targets for visits by Earth-launched interceptors. This project tested the hypothesis that using equatorially mounted amateur-class refractor and reflector telescopes of up to 12 inches of aperture from moderately light polluted skies, an observer can successfully image select Near Earth Asteroids (NEAs) with a CCD camera and use the resulting data to calculate their orbits. This project also tested the hypothesis that a LISA spectrograph from Shelyak Instruments, when utilized with these same telescopes, would yield data on NEAs sufficient to permit differentiation and classification of them based on their mineralogical compositions. Overall, the purpose of this experiment was to select several NEAs for study that appear to be promising candidates for future prospecting missions in space mining operations.
Following the selection of the NEA targets, telescopes outfitted with CCD cameras were used to capture at least three images of each of the selected NEAs. By mapping the images against accurate sky charts and using Gauss’s method, I calculated an orbit for each of the selected NEA targets, and then I cross-referenced it with orbital data published on the Jet Propulsion Laboratory’s Solar System Dynamics website. In addition, I used the LISA spectrograph to identify the NEAs using the Tholen Classification to determine whether a particular target NEA appeared likely to have a promising mineralogical composition.
Below is a video of one of the asteroids I tracked:
Me in front of my presentation display at the Middle Tennessee Science and Engineering Fair. My project was called The Orbital Calculation and Spectrographic Classification of Near Earth Asteroids, and it won first prize in the Physics and Astronomy Category, first prize from the Barnard-Seyfert Astronomical Society, and it was the Alternate Grand Prize Winner overall. | aerospace |
https://www.kclu.org/local-news/2017-03-30/747-thats-part-of-the-air-force-one-fleet-visits-south-coast-military-base | 2023-02-07T05:49:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500384.17/warc/CC-MAIN-20230207035749-20230207065749-00148.warc.gz | 0.965853 | 167 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__221586043 | en | 747 That's Part Of The Air Force One Fleet Visits South Coast Military Base
A South Coast military base is still buzzing about a special visitor it had this week.
It was a Boeing 747 jumbo jet that’s one of the two planes used as Air Force One. It’s technically only Air Force One when the president is on board. But, one of the planes which has been used as Air Force One in the past, and is being prepared to go back into service, visited Naval Base Ventura County Tuesday and Wednesday as part of a maintenance and testing mission.
The arrival of the 747, with its distinctive light blue and white paint, created a lot of excitement on the base. Because the plane wasn’t in service, some base personnel were actually able to get tours of the aircraft. | aerospace |
https://album.dawnklehrbooks.com/110309/water-seek-lunar-time-download-mp3-album.html | 2020-11-25T22:59:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141184870.26/warc/CC-MAIN-20201125213038-20201126003038-00540.warc.gz | 0.903754 | 505 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__109075484 | en | Water Seek - Lunar Time (CD, Album, Ltd). Not On Label (Water Seek Self-released). Musu Bore - Rain Dome (CD, Album). Booster Discs, Brain Pudding.
Lunar water is water that is present on the Moon. Liquid water cannot persist at the Moon's surface, and water vapor is decomposed by sunlight, with hydrogen quickly lost to outer space. However, scientists have conjectured since the 1960s that water ice could survive in cold, permanently shadowed craters at the Moon's poles. Water molecules are also detected in the thin layer of gases above the lunar surface.
The soundless wind becomes one with time- Time, which began to move here, now. Ice, which does not dissolve, like glass, Now begins to thaw. を頼りに 月の隠れんぼ 早く見つけて、そこにいる 音を消したらあとは月明かり 白いゆりかご、ゆらり眠れ さあ・・・. Hurry up and find me, I’m over there! When the sounds fade away, we’ll use the moonlight.
The lunar phase or phase of the Moon is the shape of the directly sunlit portion of the Moon as viewed from Earth. The lunar phases gradually and cyclically change over the period of a synodic month (about 2. 3 days), as the orbital positions of the Moon around Earth and of Earth around the Sun shift. The Moon's rotation is tidally locked by Earth's gravity; therefore, most of the same lunar side always faces Earth
The lunar geological timescale (or selenological timescale) divides the history of Earth's Moon into five generally recognized periods: the Copernican, Eratosthenian, Imbrian (Late and Early epochs), Nectarian, and Pre-Nectarian.
The first evidence of lunar water came in 1994, from radar signals sent by the NASA moon probe Clementine, bounced off the moon and picked up by the probe and receivers on Earth. The reflections hinted that there might be water ice on the surface, but solid proof requires closer listenin. ontinue reading.
Album · 2011 · 34 Songs. 34 Songs, 5 Hours 11 Minutes. Released: 22 Jul 2011. | aerospace |
http://io9.com/tag/bryan-christie | 2015-09-01T00:20:11 | s3://commoncrawl/crawl-data/CC-MAIN-2015-35/segments/1440644068184.11/warc/CC-MAIN-20150827025428-00264-ip-10-171-96-226.ec2.internal.warc.gz | 0.955739 | 81 | CC-MAIN-2015-35 | webtext-fineweb__CC-MAIN-2015-35__0__20617189 | en | This chart, created by Bryan Christie Designs, is an amazing visualization of all the Mars missions - including data on how few of them actually succeeded in reaching their goals. The good news: Recent missions have a high success rate. »10/22/09 6:40am 10/22/09 6:40am
Kinja is in read-only mode. We are working to restore service. | aerospace |
https://www.ng-av.com/programs | 2022-05-29T11:32:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662644142.66/warc/CC-MAIN-20220529103854-20220529133854-00297.warc.gz | 0.924607 | 474 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__313639335 | en | PRIVATE PILOT CERTIFICATE
Integrating ground and flight lessons every week, our Private Pilot Program is designed to maximize learning and minimize out of pocket expense. We utilize state-of-the-art technology throughout every step of the learning process to teach, track progress, and support our students all the way to their checkride. Contact us to let your dream take flight and become a Private Pilot!
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The best way to reach your goal of becoming an airline pilot is through North Georgia Aviation. With our state-of-the-art training program you won’t be left feeling on your own like other local flight schools. With our implementation of modern, next generation technology you also won’t be left unprepared for the jump to new equipment when the time comes to transition. For those in our Airline Pilot Training Program, North Georgia Aviation provides Airline Style training and procedures to help prepare you for your future career today. Contact us for more information on how you can become an airline pilot in as few as 2 years! | aerospace |
https://hiindia.com/japan-launches-latest-satellite-of-positioning-system/ | 2023-12-10T08:37:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101282.74/warc/CC-MAIN-20231210060949-20231210090949-00459.warc.gz | 0.938865 | 363 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__123665413 | en | hi INDiA Copyright 2022-2050
Tokyo, Oct 10 (IANS) Japan on Tuesday successfully launched the fourth and final satellite that makes up its terrestrial positioning network system, which will improve the current GPS services and help create a better communications system during a disaster.
The Japan Aerospace Exploration Agency (JAXA) and Mitsubishi Heavy Industries launched a Japanese H-IIA rocket with the Michibiki-4 communications satellite from the space centre on Tanegashima Island, Kagoshima prefecture, at 7.01 a.m., reports Efe news.
The launch and flight of the rocket "proceeded as planned," as well as the satellite separation, which was "confirmed 28 minutes and 21 seconds after the launch time", JAXA said in a statement.
This is the second system that Japan launches as part of its Quasi-Zenith Satellite Systems, which operate at an altitude of between 33,000 and 39,000 km above the earth and whose function is to correct the global navigation satellite system signals for complementary use of the global positioning system (GPS).
The first Michibiki, meaning "guide" or "guidance" in Japanese, was launched in September 2010, allowing smartphone users and portable navigation devices in vehicles to receive more accuracy on maps.
The GPS, owned by the US, has a margin of error of about 10 metres in global positioning; the coordination between the GPS and Michibiki will reduce the margin to between 1 metre and about 6 cm.
The Japanese government plans to use these satellites to establish communications during a malfunction of traditional networks due to a natural disaster.
Japan plans to launch three satellites between 2018 and 2023 that will complement the positioning network and establish the emergency communications system. | aerospace |
https://androidcrew.com/app/com.airmap.airmap | 2020-08-04T11:05:35 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735867.93/warc/CC-MAIN-20200804102630-20200804132630-00327.warc.gz | 0.853992 | 351 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__105588210 | en | Published by: AirMap, Inc.
|Compatibility||Android 4.3 and up|
|Released||Sep 9, 2016|
AirMap is the leading global provider of aeronautical data & services to unmanned aircraft, or drones. Use AirMap to maintain situational awareness, request digital authorization, get traffic alerts, & more.
AirMap offers these features and more:
- Can I fly here? Get real-time feedback of airspace rules and conditions pertaining to your flight specifications, with national rulesets for 20 countries, including Canada, Germany, Japan, New Zealand, United Kingdom, and the United States.
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- Discover airspace rules and advisories by searching for a location or panning and zooming AirMap's responsive vector maps
- Create and manage your pilot profile and UAV aircraft
- Plan a flight path to specific duration, altitude, and airspace requirements
- Connect to any supported DJI drone to fly and toggle camera settings directly from the AirMap app
- Request digital authorization for commercial operations in LAANC-enabled U.S. controlled airspaces
- Send digital flight notice to participating U.S. airports
- Get real-time traffic alerts for nearby manned aircraft
- View publicly-shared flights happening around the world
• Real-Time Geofencing Alerts inform pilots when they are approaching, on the edge of, or intersecting restricted or prohibited geofenced airspace areas
• Support for DJI Mavic 2 Pro and Zoom drones
• Notice of Authorization documentation with LAANC authorization and flight details now available as as shareable PDF
• Updates to U.S. rules to reflect FAA Reauthorization Act of 2018 | aerospace |
http://www.trove.com/channel/4677/International-Space-Station | 2013-12-09T11:57:18 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163968717/warc/CC-MAIN-20131204133248-00033-ip-10-33-133-15.ec2.internal.warc.gz | 0.920588 | 389 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__128361170 | en | Joint U.S. Unity node and Russian Zarya module opened for the first time Dec. 10, 1998.
The post You will love this! National Geographic Documentary about the International Space Station appeared first on Gretawire.
You may yawn “oh, it’s just another boring space station time-lapse movie — meh!” and don’t watch this video, but that would be a big mistake. This is, by far, the most breathtaking time-lapse from space I’ve ever seen.
As China sends its first rover to the moon, veteran US astronaut Leroy Chiao says it's time for NASA to reach out and cooperate
This stunning timelapse footage of the Earth from space will change how you see our planet
The problem of space junk is piling up, and putting a $150 billion investment at risk.
Space travel isn’t limited to the dreams of entrepreneurs looking to explore new worlds after making their billions of dollars on terra firma. David W. Thompson, 58, has made space travel his life’s work.
The International Space Station is up there right now, taking pictures and sending them back to Earth. Enterprising video editors take those images to assemble stunning timelapse videos like "The World Outside My Window," shown below.
When astronauts in the International Space Station get sick of freeze-dried meals, they order gourmet take-out. Photo courtesy of NASA NASA has commissioned a Michelin-starred chef to send haute cuisine to the International Space Station, the ...
There are now many space programs, both national and private. And that's good for science. Some 10 years ago, during testimony before Congress, I was asked by Sen. Sam Brownback (R-Kan.), "Do you think we are in a space race with China?" I quickly ... | aerospace |
https://uaejobbank.info/job/flight-attendant-jobs-in-abu-dhabi-royal-jet-uae-careers/ | 2023-09-23T04:44:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506479.32/warc/CC-MAIN-20230923030601-20230923060601-00575.warc.gz | 0.855997 | 299 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__179469049 | en | Royal Jet Group
Flight Attendant Jobs in Abu Dhabi | Royal Jet UAE Careers
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Job: To deliver the highest standard of safety and customer service onboard all RoyalJet aircraft and contribute to consistent service excellence. To perform well under pressure, successfully prioritize and complete multiple tasks whilst exceeding Guests expectations and requests.
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To apply for this job please visit careerroyaljet.talentera.com. | aerospace |
http://evectorsinc.com/tag/mars/ | 2018-01-21T12:11:39 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084890582.77/warc/CC-MAIN-20180121120038-20180121140038-00043.warc.gz | 0.951624 | 5,631 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__31564923 | en | Saturn’s largest moon has enough energy to run a colony
Here’s what it would take to survive this particular doomsday prophecy
ASTRONAUTS SPEND YEARS training before they go into space. The same is true for their robot counterparts, two of which recently arrived in Massachusetts to be put through their paces in preparation for a long-off mission to Mars.
Valkyrie is built like a linebacker — 6’2” tall and 275 pounds. Its job is to go to Mars and maintain equipment in anticipation of the arrival of astronauts, potentially years after Valkyrie first touches down on the Red Planet.
“If you don’t start your car for two years, do you expect it will start when you return?” says Taskin Padir, a professor of engineering at Northeastern University who will be leading the university’s work with Valkyrie. “Humanoid robots will be part of the pre-deployment mission to Mars and will maintain equipment prior to the astronauts’ arrival.”
A manned mission to Mars is a high priority for NASA, which hopes to achieve the feat by the 2030s. As conceived, the expedition would require NASA to send equipment like rovers and a human habitat to Mars years before the astronauts launch. This is due to the relative orbits of Earth and Mars, which make it only practical to launch from here to there every two years.
“You need to pre-position assets like a habitat, a power supply. Whatever you need on the surface, all that’s done years before an astronaut gets there,” says William Verdeyen, NASA project manager for Valkyrie.
Valkyrie’s destination may be exotic, but the robot’s tasks will be mundane. The Johnson Space Center in Houston will beam instructions to Mars (the transmission takes about 20 minutes), and the robot will carry them out autonomously. Likely jobs include repairing electronic boards, cutting cords, and changing batteries — all maneuvers that require dexterity, which is complicated to engineer.
“A [good] analogy is replacing batteries in a flashlight,” says Padir. “If we can do that with Valkyrie at the end of two years, that would be a great accomplishment from our perspective.”
Over the next two years, the Northeastern team will work on improving Valkyrie’s performance, especially at these kinds of fine-motor maintenance tasks. A separate team at MIT will be doing similar work with another copy of the robot.
Most of Valkyrie’s movements will take place inside the human habitat — a known environment for the engineers, which makes it relatively easy to navigate. Sometimes, though, the robot will have to venture outside, like to brush dust off of solar panels. There, things get more treacherous. And if Valkyrie falls on the rough, uneven Martian surface, there’s always the risk it will never be able to get back up. Fortunately, though, in all these tasks, time is going to be on Valkyrie’s side.
“This robot will have a lot of free time on Mars,” says Padir. “If your task is to clean a few solar panels in the next week, you don’t have to run.”
A giant addition that one day may be used to support life on Mars has been deployed and is set to undergo a two-year test.It will be expanded to 5 times its size »
CAPE CANAVERAL, Fla. (AP) — SpaceX has made good on a high-priority delivery: the world’s first inflatable room for astronauts.
A SpaceX Dragon cargo ship arrived at the International Space Station on Sunday, two days after launching from Cape Canaveral. Station astronauts used a robot arm to capture the Dragon, orbiting 250 miles above Earth.
The Dragon holds 7,000 pounds of freight, including the soft-sided compartment built by Bigelow Aerospace. The pioneering pod — packed tightly for launch — should swell to the size of a small bedroom once filled with air next month.
It will be attached to the space station this Saturday, but won’t be inflated until the end of May. The technology could change the way astronauts live in space: NASA envisions inflatable habitats in a couple decades at Mars, while Bigelow Aerospace aims to launch a pair of inflatable space stations in just four years for commercial lease.
For now, the Bigelow Expandable Activity Module — BEAM for short — will remain mostly off-limits to the six-man station crew. NASA wants to see how the experimental chamber functions, so the hatch will stay sealed except when astronauts enter a few times a year to collect measurements and swap out sensors.
This is SpaceX’s first delivery for NASA in a year. A launch accident last June put shipments on hold.
SpaceX flight controllers at company headquarters in Hawthorne, California, applauded when the hefty station arm plucked Dragon from orbit. A few hours later, the capsule was bolted securely into place.
“It looks like we caught a Dragon,” announced British astronaut Timothy Peake, who made the grab. “There are smiles all around here,” NASA’s Mission Control replied. “Nice job capturing that Dragon.”
SpaceX is still reveling in the success of Friday’s booster landing at sea.
For the first time, a leftover booster came to a solid vertical touchdown on a floating platform. SpaceX chief executive Elon Musk wants to reuse boosters to save money, a process that he says will open access to space for more people in more places, like Mars. His ambition is to establish a city on Mars.
NASA also has Mars in its sights and looks to send astronauts there in the 2030s. In order to focus on that objective, the space agency has hired U.S. companies like SpaceX to deliver cargo and, as early as next year, astronauts to the space station. U.S. astronauts currently have to hitch rides on Russian rockets.
In a sign of these new commercial space times, a Dragon capsule is sharing the station for the first time with Orbital ATK’s supply ship named Cygnus, already parked there two weeks. This is also the first time in five years that the compound has six docking ports occupied: Dragon, Cygnus, two Russian Progress freighters and two Russian Soyuz crew capsules.
The Dragon will remain at the station for a month before returning to Earth with science samples, many of them from one-year spaceman Scott Kelly. He ended his historic mission last month. Cygnus will stick around a little longer.
by Evan Gough
In the Autumn of 2014, NASA’s Mars Atmosphere and Volatile Evolution (MAVEN) spacecraft arrived at Mars and entered into orbit. MAVEN wasn’t the only visitor to arrive at Mars at that time though, as comet Siding Spring (C/2013 A1) also showed up at Mars. Most of MAVEN’s instruments were shut down to protect sensitive electronics from Siding Spring’s magnetic field. But the magnetometer aboard the spacecraft was left on, which gave MAVEN a great view of the interaction between the planet and the comet.
Unlike Earth, which has a powerful magnetosphere created by its rotating metal core, Mars’ magnetosphere is created by plasma in its upper atmosphere, and is not very powerful. (Mars may have had a rotating metal core in the past, and a stronger magnetosphere because of it, but that’s beside the point.) Comet Siding Spring is small, with its nucleus being only about one half a kilometer. But its magnetosphere is situated in its coma, the long ‘tail’ of the comet that stretches out for a million kilometers.
When Siding Spring approached Mars, it came to within 140,000 km (87,000 miles) of the planet. But the comet’s coma nearly touched the surface of the planet, and during that hours-long encounter, the magnetic field from the comet created havoc with Mars’ magnetic field. And MAVEN’s magnetometer captured the event.
Jared Espley is a member of the MAVEN team at Goddard Space Flight Center. He said of the Mars/Siding Spring event, “We think the encounter blew away part of Mars’ upper atmosphere, much like a strong solar storm would.”
“The main action took place during the comet’s closest approach,” said Espley, “but the planet’s magnetosphere began to feel some effects as soon as it entered the outer edge of the comet’s coma.”
Espley and his colleagues describe the event as a tide that washed over the Martian magnetosphere. Comet Siding Spring’s tail has a magnetosphere due to its interactions with the solar wind. As the comet is heated by the sun, plasma is generated, which interacts in turn with the solar wind, creating a magnetosphere. And like a tide, the effects were subtle at first, and the event played out over several hours as the comet passed by the planet.
Siding Spring’s magnetic tide had only a subtle effect on Mars at first. Normally, Mars’ magnetosphere is situated evenly around the planet, but as the comet got closer, some parts of the planet’s magnetosphere began to realign themselves. Eventually the effect was so powerful that the field was thrown into chaos, like a flag flapping every which way in a powerful wind. It took Mars a while to recover from this encounter as the field took several hours to recover.
MAVEN’s task is to gain a better understanding of the interactions between the Sun’s solar wind and Mars. So being able to witness the effect that Siding Spring had on Mars is an added bonus. Bruce Jakosky, from the University of Colorado’s Laboratory for Atmospheric and Space Physics in Boulder, is one of MAVEN’s principal investigators. “By looking at how the magnetospheres of the comet and of Mars interact with each other,” said Jakosky, “we’re getting a better understanding of the detailed processes that control each one.”
As the idea of a human mission to Mars leaps from the pages of science fictionliterature (or off the silver screen) and into reality, NASA is taking a serious look at how astronauts will live, work and survive during the long journey to the red planet.
The federal space agency and its manufacturing partner Lockheed Martin have recently crossed a major milestone in preparation to land the first humans on Marsby completing the pressure module or “backbone” of the vehicle that will take them there—the Orion Crew Module. This spacecraft will launch atop the Space Launch System—the most powerful rocket ever built—and sustain a crew for 21 days as they travel into deep space.
It takes a lot longer than three weeks to get to our neighboring planet so where will astronauts live and work during the rest of the trek through the solar system?Lockheed Martin is in the early stages of providing an answer.
As part of NASA’s NextStep habitat study that is currently underway, Lockheed is one of the four companies conceptualizing an Exploration Augmentation Module or “outpost” that will mate with Orion and sustain a crew for up to 60 days during the first deep space missions leading up to Mars. These outings will see humans travel beyond low-Earth orbit for the first time since 1972 and head toward a destination in cislunar space—a distant orbit around the Moon.
Targeted for the mid 2020s, these exploration missions will see NASA attempt to redirect an asteroid into lunar orbit and eventually study that captured asteroid by rendezvousing with it. A habitat will provide a temporary home for astronauts during these endeavors and will enable them to forge the skills and push the innovations of long-duration spaceflight required to ensure a safe trip for a Mars-bound crew.
Currently, the International Space Station serves as the only scientific laboratory and permanent human outpost in low-Earth orbit. A habitat orbiting the Moon would operate very differently. “The cislunar outpost is actually what we call crew-tended. Crew will not be there year-round like they are on the ISS,” Lockheed Martin’s space exploration architect Josh Hopkins told the Observer. “They will visit for a mission-a-year and that mission could be 30-60 days long.”
One of the major hurdles for a manned mission to Mars is human exposure to space radiation, and this issue will be tackled in cislunar space. The habitat’s initial 60-day limit was established by Lockheed’s team to ensure a safe stay for the crew given this element of radiation. Solar storms and the continuous exposure to cosmic rays are difficult to shield from, but it does become more manageable by limiting the amount of time astronauts spend in deep space. “As we build more knowledge of the biomedical effects and how to protect astronauts, we can start gradually doing longer and longer missions,” explained Hopkins.
As for the random bursts of radiation from a solar storm that could occur, the crew would be able to use the advanced built-in capabilities of Orion, which can act as a storm shelter. In the crew module, the closer an astronaut is to the heat shield, the more protection they have. In order to leverage this capability, they must remove supplies from “locker” spaces behind their seats and actually climb inside.
Protecting humans from radiation on Earth requires shielding from heavy elements like lead but with low-dosage space radiation, lighter materials can do the job. For this reason, Lockheed’s designers are mindful about the placement of consumables and waste products inside the habitat due to these items being a potential source of protection. “What we want are light elements. So things like water, food and plastics tend to be fairly good shielding,” said Hopkins. “We can adjust the locations and positioning of these things we’re going to have in a way that maximizes the amount of protection they give us.”
Along with acting as an emergency radiation storm shelter for the crew, Orion can also provide power, temperature control, and can even recycle air—features than enable a habitat to be low-maintenance and cost-effective.
The crew vehicle can use its propulsion system to provide maneuvering capability for the outpost, but Lockheed’s concept will include on-board, independent propulsion. “You don’t want to return to a habitat that’s tumbling because it wasn’t able to maintain its position in orbit,” said William Pratt, Lockheed’s NextSTEP study manager. “There will be a propulsion stage attached to the habitat and the capability to provide a small amount of power you’ll need when Orion is not there.”
A human habitat or any spacecraft far from Earth will require some degree of autonomy, and this is a specialty for Lockheed Martin’s engineers. Unmanned probes like the MAVEN and the Juno spacecraft that will arrive at Jupiter this summer were both manufactured by Lockheed with autonomous capability. “We feel that’s something we can really bring to a cislunar habitat,” Pratt said. “Our thinking is more about autonomy and giving the crew more autonomy to handle things as they come up at the outpost.”
The primary reason for spacecraft autonomy is communication—or lack thereof. On the long journey to Mars, which could see astronauts spend at least two years aboard a habitat, delays in communication with Earth-based mission control will certainly occur. This could pose a problem when troubleshooting vehicle sub-systems that include life support and oxygen supply.
A major concerned for Lockheed is the long passage of time between the crew’s training and the moment a serious issue does come up during a mission—which could be a few years later. “They may not remember the training. Having the right kind of on-board documentation and flight computer to be able to provide the astronauts the information they need when they need it, is important,” Pratt said. “Not just having the alarm go off but having the alarm go off and the PDF file of the manual come up at the same time. That’s really useful in helping the crew understand how to operate their own vehicle.”
Even though Lockheed Martin’s early habitat concept will service exploration missions near the Moon, the company is always thinking about the manned mission to Mars, which will require a far more advanced successor to their current designs. Engineers will need to go through a few iterations of the concept after the health effects of long-duration human spaceflight are known and as new technology is developed. This is the basis that NASA created NextSTEP on.
The federal space agency is looking for a modular habitat that can grow, evolve and be added to. “New modules are built upon the lessons of the previous modules,” Hopkins said.
Chris Smith,BGR News
A new theory says Earth is made of two planets, rather than just one. Apparently, our planet is the result of a collision that helped map the course of both Earth as we know it and the moon.
According to new research from the University of California, Earth and a hypothesized early planet called Theia collided, and the two planets fused together 4.5 billion years ago. That impact also formed our moon, Science Alert explains.
The initial working theory was that the Earth and Theia only side-swiped each other, sending the moon into orbit and then flying away into space. But this new research says that Theia never left Earth and instead, it helped shape up our planet.
Scientists studied oxygen isotopes from moon rocks from the Apollo missions and volcanic rocks from Earth’s mantle. Since each planet has a particular oxygen signature when it comes to oxygen contents, they would be able to see differences between lunar soil and Earth rocks.
If Theia simply swiped Earth, then the moon would be made mostly of Theia, and the Earth and moon rocks would have different oxygen isotopes. However, the researchers found they have the same isotopes.
“We don’t see any difference between Earth’s and the Moon’s oxygen isotopes; they’re indistinguishable,” researcher Edward Young said.
“Theia was thoroughly mixed into both the Earth and the moon, and evenly dispersed between them. This explains why we don’t see a different signature of Theia in the Moon versus Earth.”
The researcher also explained there’s evidence that Theia was a growing planet, still evolving at the time of the impact. The planet was similar in size to either Earth or Mars.
If confirmed, the research will help us better understand the origins and history of our planet. You know, as long as you believe Earth is a spheroid planet, and not a flat surface floating in space.
Whether or not you believe in Earthly visitation by alien beings, it’s undeniable that UFOs have, at the least, become an essential part of modern day folklore. And in a bevy of stories that have added on to that treasure trove of fantastic tales, there’s one document that, according to Atlas Obscura, has become the most popular FBI file among UFO truthers.
The document is just called “Guy Hottel,” named after an agent in an FBI field office. It’s publicly available on the FBI Vault website, among a handful of other UFO and related cases. In one page, it describes an incident relayed second or third hand of a three separate but related UFO crashes around 1950 in New Mexico, with three alien bodies described as having a “human shape” but only being three feet tall, clothed in a metallic fabric. “Each body was bandaged in a manner similar to the blackout suits used by speed fliers and test pilots,” Hottel said. The craft itself was described as being 50 feet in diameter.
The agency denies that it’s related to Roswell, or that they even seriously investigated it. “Finally, the Hottel memo does not prove the existence of UFOs; it is simply a second- or third-hand claim that we never investigated,” it says. “Some people believe the memo repeats a hoax that was circulating at that time, but the Bureau’s files have no information to verify that theory.”
As Atlas Obscura points out, it’s likely connected to a sort of space age snakeoil peddler namedSilas Newton, whose claims were usually to spurious mining operations along with a series of UFO crash claims. According to TopSecretWriters, Newton finally got caught in 1970 after just under 20 years of FBI investigations for selling land to out-of-state speculators, claiming it had precious ore. Of course, that land just happened to be some of the land he claimed UFOs crashed on. The memo could be related to Newton’s Aztec UFO hoax, one that Newton and an accomplice duped journalist Frank Scully into believing.
Though Newton wasn’t tied to the Roswell incident, it’s interesting to note that Roswell itself hadfallen into obscurity from 1947 until 1978 when Stanton Friedman resurrected it. Most investigations into the matter, after the initial crash of the terrestrial experimental aircraft, took place at that time from second and third hand accounts. In fact, the reason for the crash at Roswell was declassified in the early 1970s, before Friedman’s investigations into the matter.
The FBI rarely touched UFO cases at the time, with the Air Force handling most investigations under Project Bluebook. Bluebook dug up no conclusive proof of UFOs, though a few investigations proved vexxing.
It’s also interesting to note that from the 1920s to the 1950s, New Mexico was ground zero for rocketry research. Robert Goddard carried out much of his early research there, with Nazi rocket engineer turned NASA pioneer Wehrner Von Braun further developing rocketry technology for the nascent American space program at the White Sands Missile Range. In other words, there was a lot going on in the skies of New Mexico for quite some time, and some of it was definitely coming back down from high in the skies.
So there you have it. The Hottel memo was either something so spurious that the FBI passed on investigating it (only relaying it to J. Edgar Hoover because of the director’s paranoia on all things) or obvious evidence of a massive cover-up. But given the actors involved, it’s safe to say it’s the latter. That won’t kill it off for sure, of course. Hillary Clinton allegedly wants to “get to the bottom” of UFO investigations if elected president. Of course, as with Area 51 and Goddard’s work, it could all just be highly classified weapons testing.
The biggest proof of alien life is unlikely to come from Freedom of Information Act releases of long declassified documents. Instead, it’ll probably come from a NASA mission to Mars or Europa, or maybe, just maybe, the Breakthrough Listen Initiative that pumped unprecedented amounts of money into the scientific search for technologically advanced life. But who knows. An alien craft could just fall out of the sky. But it’s not likely.
Source: Atlas Obscura
There are 99 Mars rocks on Earth, but they’re not the kind that scientists need in order to resolve the all-too-intriguing mystery of whether there is — or once was — life on Mars.
So far, all efforts to answer this question have painted a picture of an ancient Mars once covered in water with a thicker atmosphere and warmer temperatures — a world similar to Earth. But no signs of past or present life have been found, yet.
That’s why a team of scientists at NASA’s Ames Research Center in California have come up with a wild notion to do what has never been done before: transport rocks currently on Mars to Earth.
NASA has been seriously considering a sample-return mission like this for a while, ranking it as the highest-priority big-budget mission for the future in the U.S. National Research Center’s 2013 decadal survey. The return mission that NASA envisioned in 2013 would cost $6 billion, but the team at NASA’s Ames Research Center thinks they might have found a cheaper way.
Enter the “Red Dragon” mission, which would see NASA team up with Elon Musk’s company SpaceX, once again, for an epic mission of engineering firsts, including the first time anyone will have launched a vehicle off the surface of Mars.
The project would launch a modified version of SpaceX’s current Dragon spacecraft to the Red Planet by as early as 2022, hence the project name “Red Dragon.”
The project is “technically feasible with the use of these emerging commercial technologies, coupled with technologies that already exist,” NASA senior systems aerospace engineer Andy Gonzales told NBC News.
Right now, the only Mars rocks available to scientist are not really rocks at all. They’re meteorites that were flung into space by a powerful impact and later plummeted to Earth at blazing speeds of more than 160,000 miles per hour.
However, this sort of rough, bumpy ride might have destroyed any valuable evidence within the rocks that could point to past life on Mars. And while NASA’s Curiosity rover is currently drilling into the Martian surface in search for signs of ancient alien life, it has come up empty-handed.
To determine, once and for all, whether Mars once harbored a thriving ecosystem on its watery and warm former self, scientists need to get their hands on Martian rocks that are sitting on the surface right now.
“Red Dragon” would follow NASA’s Mars 2020 mission, scheduled to launch a rover similar to Curiosity to Mars in 2020 — if the project is fully funded.
The Dragon spacecraft would then retrieve the samples taken by the Mars 2020 rover, store them in a Mars Ascent Vehicle (MAV), which would then launch the samples back to Earth, as described in the graphic below:
Gonzales and his team have not approached SpaceX yet to see if Elon Musk and his company would actually be interested in such a mission. First, the team needs to get NASA to approve the concept and fund the mission, which was first proposed last year.
Despite no funding in site, Gonzales is still actively pushing for the project, which he discussed last week during a NASA Future In-Space Operations working group. Gonzales told NBC News that his team has not estimated the total cost of “Red Dragon” but they suspect it will cost less than NASA’s $6 billion mission envisioned in the U.S. National Research Center’s 2013 decadal survey. | aerospace |
https://spacein3d.com/where-is-mars-2020-live-tracker/ | 2023-09-24T06:53:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506623.27/warc/CC-MAIN-20230924055210-20230924085210-00034.warc.gz | 0.91452 | 818 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__314663534 | en | Humans have been looking to go to another planet for generations. Something special about this century is that the first steps of humanity becoming an interplanetary species are happening today. Namely with the several missions made to our neighbor Mars, the Red Planet. NASA has sent a couple of rovers to Mars already, such as Opportunity and Curiosity. But in 2020, a newcomer arrived at the scene: Perseverance. Launched in July 2020, the 2260-pound rover landed at the Jezero Crater on Mars in February 2021. The rover will seek to better understand the planet.
Where is Mars 2020 now?
Space in 3D Web App
Aim of the mission
One of the fascinating goals of Perseverance, as well as the previous rovers that went to Mars, is that they’re looking for signs of ancient Martian life. Perseverance will collect more rock and soil samples which will provide valuable insights into the geology and internal composition of the Martian world. The hunt for microbial life will provide more answers to these mysteries. The rover has a few crucial instruments that it will utilize, such as advanced cameras, chemical analysers, and spectrometers. Additionally, the Perseverance mission will be the first demonstration of new technology: the Ingenuity helicopter. This tags along with the rover on the ride to Mars. The helicopter will be the first instance of controlled flight on another planet.
Why it is exciting
Whether it’s Perseverance, Curiosity, or Opportunity, the excitement surrounding these missions is with the implications they present for the near future. Leaders on the forefront of space exploration such as Elon Musk have created enthusiasm for space travel among the general public. In recent years this has lead to discussion regarding sending humans to Mars to establish a presence. NASA and Elon Musk already have outlines for what Martian colonies may look like, and the work of rovers like Perseverance will set the foundation for that exciting future. Additionally, as the rover uncovers more secrets about the history of Mars, it may help us determine if the Red planet could be terraformed, creating a new home for humanity
Colonization of Mars
As Perseverance arrives on Mars in February 2021, there is still a lot of work to be done before we can think about establishing Martian colonies or creating artificial atmospheres. Perseverance has two years of science work on Mars when it gets there, and it seems like for a while, we’ll mostly be sending robots over there. What makes the ambitious colonization missions spectacular, though, is how feasible and close they are in our scientific roadmap. Even if there’s a lot to be done, these missions will have visible progress made in the next few decades. And it’s up to dreamers and visionaries to make these goals of humanity ultimately into a reality.
Using the Mars 2020 tracker simulation above, you can check where the Perseverance Rover is on its journey to the Red Planet, in real time, before it reaches the Red Planet in 2021.
*This Interactive 3D Simulation is built on data provided by NASA JPL HORIZONS database for solar system objects and International Astronomical Union’s Minor Planet Center. Distances and speeds are estimates based on this data.
Photo Credit and other: NASA, ESO/S. Brunier, NASA/JHUAPL/SwRI, NASA/JPL-Caltech, JAXA, University of Tokyo & collaborators, UH/IA, Solar System Scope/INOVE CC BY 4.0, Wikipedia/Creative Commons Attribution-ShareAlike License, icons8.com, Péter Eke, NASA/Goddard/University of Arizona/Roman Tkachenko, Wikimedia Commons, Hayabusa 2 Arrival illustration by Akihiro Ikeshita (permission granted), oNline Web Fonts, Font Awesome, Galaxy vector created by stories – www.freepik.com | aerospace |
https://eutoday.net/news/security-defence/2021/thomas-and-the-blue-marble | 2022-08-18T08:00:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573172.64/warc/CC-MAIN-20220818063910-20220818093910-00248.warc.gz | 0.942032 | 373 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__34076743 | en | Posted on Jun 27, 2021
A snap of ESA astronaut Thomas Pesquet during the second spacewalk to upgrade the International Space Station’s power system, taken by NASA astronaut Shane Kimbrough.
The duo performed the second extra vehicular activity to bolt in place and unfurl an IROSA, or ISS Roll-Out Solar Array, on Sunday 20 June.
The series of spacewalks last week was not without some challenges. During the first spacewalk on 16 June, Shane experienced a small technical problem in his spacesuit that required him to return to the airlock and restart his Display and Control Module. This module provides astronauts with continuous information on pressure, temperature and other vital data during a spacewalk.
Though the restart was successful and Shane was in no danger, it delayed the duo’s work, preventing them from completing installation of the first new solar array as planned.
The duo succeeded in taking the IROSA panel out of its storage area outside the Space Station and passed from spacewalker to spacewalker to the worksite. There the rolled arrays were secured. The spacewalk lasted 7 hours and 15 minutes.
During the second spacewalk, the duo unfolded, bolted and connected the wires. Then they hung out while the panels were unfurled, a sequence that lasted about 10 minutes.
Shane and Thomas then got ahead of the next spacewalk by preparing the next IROSA for installation before cleaning up the worksite and heading back to the airlock. This spacewalk lasted 6 hours and 28 minutes, with only a minor technical snag. Shane’s helmet lights and camera partially detached from his helmet but Thomas used some wire to reattach them as a temporary fix.
Image & article: ESA
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https://appliedsciences.nasa.gov/our-impact/news/bringing-sar-world | 2023-09-22T05:24:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506329.15/warc/CC-MAIN-20230922034112-20230922064112-00752.warc.gz | 0.939636 | 431 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__250902396 | en | ARSET Breaks Attendance Records with Recent SAR Training
On May 12th, ARSET broke the record for the highest participation it has seen in one of its trainings in 11 years of existence. Over 2,700 remote sensers from all over the world tuned in for part one of our advanced webinar titled Forest Mapping and Monitoring with SAR Data. This advanced training series covers how radar data can be used for land cover mapping, along with tools and software that can be used and a glimpse into upcoming NASA missions that include synthetic aperture radar (SAR).
SAR has been a hot topic lately in the world of remote sensing. Radar remote sensing overcomes challenges posed by the use of spectral data because of its ability to “see” the surface through clouds or regardless of day or night conditions. In addition, the radar signal can penetrate through the vegetation canopy and provide information relevant to structure and density. Through the way the signal reacts with the physical environment, it is possible to discern things that would be impossible by only using spectral data. SAR data can also be combined with spectral data to take your land cover classifications even further. Although the capabilities and benefits of SAR data for forest mapping and monitoring are known, it is underused operationally due to data complexities and limited user-friendly tutorials.
That being said, every ARSET training on the use of SAR data to date has seen exceptional participation figures, with the most recent one topping the charts. In summary, 1,409 tuned in for the English session (a record for single-session attendance) and 1,321 for the Spanish session, totaling 2,730 people. These people came from 120 countries, 45 U.S. states, and about 1,750 unique organizations. The final sessions will air on Thursday, May 21st and will include guest speaker Paul Siqueira from the NASA-ISRO Synthetic Aperture Radar (NISAR) team. If you would like a copy of the training materials, or if you want to view a recording of the training, you can do so on the ARSET training web page or on YouTube. | aerospace |
https://alldealonline.com/2022/07/20/drone-jammer-guide/ | 2023-12-07T22:51:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100705.19/warc/CC-MAIN-20231207221604-20231208011604-00501.warc.gz | 0.952257 | 1,129 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__236958626 | en | A drone is a small, unmanned aircraft that can be autonomous. These flying machines are typically cheap, easy to operate, and reliable. They’re also very useful in many fields today. With their growing popularity as well as the ongoing rise of drones-based commercial applications and products, it’s no surprise that these flying machines have become a major source of security problems for businesses and even organizations as a whole. Now, with the growing use of drones by many organizations in various fields from security monitoring to precision agriculture, the number of potential attack vectors against them has also significantly increased over time. In fact, the threat of drone attacks is already so severe that governments all over the world have issued regulations for this reason. Fortunately though, thanks to new innovations in modern jammers and anti-spoofing technology available these days, businesses and organizations nowadays can effectively combat these drone-based security threats through appropriate countermeasures that reduce their impact on an organization as a whole while still keeping their operations safe and secure at the same time.
What is a Drone Jammer and How Does It Work?
A drone jammer is essentially a device that’s typically used to block or disrupt the signals between an unmanned aerial vehicle (UAV) and the controller station. This is so because most commercial drones use radio frequencies to communicate between these two points. Therefore, a drone jammer essentially blocks these signals at a specific frequency by replicating or replicating the signal it receives and amplifying it in such a way that it overwhelms the signal from the drone controller. It’s worth noting that a jammer can generally only disrupt the signal of one device at a time. Therefore, while it’s possible to use a drone jammer to interfere with the signals of multiple drones at once, it’s not possible to utilize the same device to disrupt the signals of two different devices simultaneously.
Types of Drone Jammers
There are two common types of drone jammers: ground-based and portable.
There are also two main categories of jamming: active and passive. Active jammers require some form of electrical power to operate, whereas passive jammers require no power at all.
1) The most common type of remote control is the radio-controlled (RC) drone. RC drones have become very popular among hobbyists and enthusiasts due to their ease of use and low cost. In addition, RC drones are becoming more affordable due to recent advancements in technology and manufacturing processes. However, these drones can be easily jammed if they are not properly protected or configured.
2) Another type of remote control that is used for many purposes is the infrared (IR) remote control. IR remotes are used for controlling a wide range of devices such as smartphones, TVs, video game consoles, etc. IR remotes can be very easy to jam as well but can be more difficult than RC drones because they require direct line-of-sight between the remote control and target device. This means that the target device must be pointed directly at the jammer in order to work effectively against it.
3) A third type of remote control is the ultrasonic remote control. Ultrasonic jammers work by emitting a high-frequency sound wave that produces an acoustic echo back to the controller, which then causes the target device to shut down or malfunction
How it Can Help You?
Now that we know what a drone jammer is and how it works, the next question is: how can a drone jammer be used to help businesses and organizations? The answer is simple: by blocking or disrupting the signal between a UAV and its controller, a drone jammer can effectively prevent unauthorized drones from accessing sensitive areas or locations. This is especially useful for businesses or organizations that operate in high-security environments such as military bases, power plants, prisons, and the like.
Not only does a drone jammer help businesses and organizations to keep their operations safe and secure, but it can also be used in other ways as well. For instance, if you’re a journalist covering a protest, a drone jammer can be used to prevent government drones from spying on the protesters and gather information about them. In a similar vein, if you’re concerned about your privacy, you can use a drone jammer to prevent your neighbor from snooping on you with their drone.
Why It’s Necessary?
While drone jammers are certainly a valuable tool, it’s important to remember that they should only be used in specific circumstances and not as a general panacea for all drone-related problems. First and foremost, using a drone jammer without proper authorization is illegal in most countries. Second, while a drone jammer can help to keep unauthorized drones out of sensitive areas, it can also be used to prevent emergency services from accessing these areas in the event of an accident or natural disaster. Therefore, it’s important to use drone jammers only when absolutely necessary and to always have a backup plan in place in case of emergencies.
Whether you use drones for security purposes or simply want to keep your airspace open for use, a drone jammer can be used to protect your airspace. This is especially helpful if you don’t want to use any visual cues to detect and measure the range of a drone. With this in mind, a drone jammer is a great tool for protecting your airspace and combating unwanted drone usage. It can also provide numerous benefits for businesses and organizations that use drones in their day-to-day operations. | aerospace |
https://defence.vic.gov.au/industry-support/victorian-defence-and-space-network | 2024-02-23T04:31:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474360.86/warc/CC-MAIN-20240223021632-20240223051632-00450.warc.gz | 0.905853 | 255 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__195149658 | en | Victorian Defence and Space Network (VDSN)
The Victorian Government have partnered with Australian Industry and Defence Network Limited (AIDN) to establish the Victorian Defence and Space Network (VDSN). The VDSN is intended to be a networking and information sharing service focused on SMEs within the Victorian defence and space sectors. The provision of this key service for stakeholders will be supported by DJSIR and the broader Victorian Government.
Membership to the VDSN is free for all Victorian defence and space businesses.
You are not required to be a member of AIDN to register.
- promote Victorian defence and space industry capabilities domestically and globally to Primes, Tier 1s and other key stakeholders, including in key overseas markets
- support identification of opportunities for Victoria's supply chain companies by providing industry advice and intelligence
- connect industry with domestic and global defence and space opportunities
- compile and communicate Victoria’s defence and space industry supply chain capabilities
- minimise barriers for Victorian SMEs seeking to enter defence and space supply chains.
For more information about the Victorian and Defence and Space Network and to become a member of the VDSN, visit the VDSN website here: https://vdsn.org/ | aerospace |
https://europe-backpacker.com/cities-and-countries/what-did-the-air-force-do-in-vietnam.html | 2023-03-26T06:43:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945433.92/warc/CC-MAIN-20230326044821-20230326074821-00222.warc.gz | 0.962444 | 326 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__83811239 | en | Initially, the USAF helped train and equip the growing South Vietnamese Air Force, while also building up radar, reconnaissance, air control, and counterinsurgency capacities. After the Gulf of Tonkin incident in 1964, a major military buildup began and many new types of aircraft arrived in country.
What role did the Air Force play in the Vietnam War?
In addition to close air support and airlift, the Air Force performed many other important missions ancillary to the ground war, including reconnaissance, intelligence, psychological warfare, defoliation, destruction of enemy reinforcements and supplies, medical evacuation, and pacification and civic action.
Did the Air Force have special forces in Vietnam?
The Air Force had two units serving in Vietnam which should be classified as “special forces” – the Combat Control Teams (CCTs) and the Combat Security Police (CSPs).
How many US Air Force personnel were killed in Vietnam?
All told, the U.S. Air Force flew 5.25 million sorties over South Vietnam, North Vietnam, northern and southern Laos, and Cambodia, losing 2,251 aircraft: 1,737 to hostile action, and 514 in accidents. 2,197 of the losses were fixed-wing, and the remainder rotary-wing.
What was seen by many Americans as an escalation of the Vietnam War?
The 1970 bombing of Cambodia was seen by many Americans as an escalation of the Vietnam War. … After certain events experienced in Cambodia in 1970, President Nixon took action to attack North Vietnamese Headquarters and Bases inside Cambodia with Air and Ground Forces. | aerospace |
https://www.capricornbooks.ca/si/25251.html | 2020-04-02T18:27:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370507738.45/warc/CC-MAIN-20200402173940-20200402203940-00244.warc.gz | 0.831434 | 360 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__8303794 | en | Title F-15 EAGLE.
Publisher Osprey, London, 1991, first edition.
Seller ID 25251
128 pp, 11 7/8" H, hard cover in dust jacket. ISBN 1855321491 Profuesly illustrated with colour photographs. "Built to counter the seemingly invincible Soviet MiG-25 Foxbat, the McDonnell Douglas F-15 Eagle has proven to be more than a match for any 'red' fighter interceptor for over 15 years. Carrying the all-seeing Hughes AN/APG-63 radar inside its massive radome, the interception capabilities of the Eagle have been matched only by its US Navy rival, the F-14 Tomcat. Although a large ae roplane, the Eagle is incredibly agile, with plenty of power from its twin afterburning Pratt & Whitney F-100 tubrofans. These allow a pilot to exploit the F-15 Eagle's suberb in-flight characteristics to the fullest extent. Entering frontline s q u adron service with the USAF's Tactical Air Command in late 1974, the F-15 has gone on to equip no less than six tactical fighter wings based in the USA, and one apiece in Germany and Japan. Five Air National Guard units also bolster the fron t li ne r anks with earlier version of the mighty Eagle. All USAF operators of the potent F-15 are graphically featured in this stunning volume. A chapter on the rarely illustrated Japanese Air Self-Defence Force complements the star-spangled F-1 5s ." Mi nor edge wear, small faint erasure mark at top of free front endpaper. Dust jacket has very light rubbing, some areas of light wrinkling at top edge. Very Good-/Very Good | aerospace |
https://maverisk.nl/drones-with-ai-revenge/ | 2022-10-06T06:28:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337731.82/warc/CC-MAIN-20221006061224-20221006091224-00368.warc.gz | 0.952039 | 250 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__154223499 | en | Heard recently of an airforce that was setting up a drone squadron where the pilots (? might, given the joysticks, better be called ‘gamers’ these days, apart from the euphemistically erasure of the moral and ethical aspects, maybe) would be in that country but the drones would be stationed in some other country because stupid drone flying rules go for the DoD too.
Yes this regarded a European country [would’ve referred to NL outright if it was; ed.], you guessed that correctly from the previous.
At some point in the future, the drones inevitably will get AI because everything will get AI. And, in times of increasing hacking and comms disruptions, some autonomy would be welcome for the drones already. And, what with increasing (sic) hackability, qua security against take-overs / reprogramming / retargeting while already airborne?
By that AI time, smart enough AI to come back and take revenge for the exile on those that wrote / maintained the stupid rules ..?
Anything too outlandish to take into serious regard today, will be daily no longer newsworthy fact tomorrow. ‘Tomorrow’ may vary from tomorrow to five years; no more. | aerospace |
https://www.tsb.gc.ca/eng/rapports-reports/aviation/1998/a98h0003/a98h0003-3.html | 2023-03-23T21:11:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945183.40/warc/CC-MAIN-20230323194025-20230323224025-00168.warc.gz | 0.962532 | 3,259 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__276450670 | en | Air transportation safety investigation report A98H0003
3.1 Findings as to causes and contributing factors
These findings pertain to the unsafe acts, unsafe conditions, and safety deficiencies that are associated with events that played a major role in causing or contributing to the occurrence.
- Aircraft certification standards for material flammability were inadequate in that they allowed the use of materials that could be ignited and sustain or propagate fire. Consequently, flammable material propagated a fire that started above the ceiling on the right side of the cockpit near the cockpit rear wall. The fire spread and intensified rapidly to the extent that it degraded aircraft systems and the cockpit environment, and ultimately led to the loss of control of the aircraft.
- Metallized polyethylene terephthalate (MPET)–type cover material on the thermal acoustic insulation blankets used in the aircraft was flammable. The cover material was most likely the first material to ignite, and constituted the largest portion of the combustible materials that contributed to the propagation and intensity of the fire.
- Once ignited, other types of thermal acoustic insulation cover materials exhibit flame propagation characteristics similar to MPET-covered insulation blankets and do not meet the proposed revised flammability test criteria. Metallized polyvinyl fluoride–type cover material was installed in HB-IWF and was involved in the in-flight fire.
- Silicone elastomeric end caps, hook-and-loop fasteners, foams, adhesives, and thermal acoustic insulation splicing tapes contributed to the propagation and intensity of the fire.
- The type of circuit breakers (CB) used in the aircraft were similar to those in general aircraft use, and were not capable of protecting against all types of wire arcing events. The fire most likely started from a wire arcing event.
- A segment of in-flight entertainment network (IFEN) power supply unit cable (1-3791) exhibited a region of resolidified copper on one wire that was caused by an arcing event. This resolidified copper was determined to be located near manufacturing station 383, in the area where the fire most likely originated. This arc was likely associated with the fire initiation event; however, it could not be determined whether this arced wire was the lead event.
- There were no built-in smoke and fire detection and suppression devices in the area where the fire started and propagated, nor were they required by regulation. The lack of such devices delayed the identification of the existence of the fire, and allowed the fire to propagate unchecked until it became uncontrollable.
- There was a reliance on sight and smell to detect and differentiate between odour or smoke from different potential sources. This reliance resulted in the misidentification of the initial odour and smoke as originating from an air conditioning source.
- There was no integrated in-flight firefighting plan in place for the accident aircraft, nor was such a plan required by regulation. Therefore, the aircraft crew did not have procedures or training directing them to aggressively attempt to locate and eliminate the source of the smoke, and to expedite their preparations for a possible emergency landing. In the absence of such a firefighting plan, they concentrated on preparing the aircraft for the diversion and landing.
- There is no requirement that a fire-induced failure be considered when completing the system safety analysis required for certification. The fire-related failure of silicone elastomeric end caps installed on air conditioning ducts resulted in the addition of a continuous supply of conditioned air that contributed to the propagation and intensity of the fire.
- The loss of primary flight displays and lack of outside visual references forced the pilots to be reliant on the standby instruments for at least some portion of the last minutes of the flight. In the deteriorating cockpit environment, the positioning and small size of these instruments would have made it difficult for the pilots to transition to their use, and to continue to maintain the proper spatial orientation of the aircraft.
3.2 Findings as to risk
These findings identify risks that have the potential to degrade aviation safety but that could not be shown to have played a direct role in the occurrence or are unrelated to this occurrence but were found during the investigation.
- Although in many types of aircraft there are areas that are solely dependent on human intervention for fire detection and suppression, there is no requirement that the design of the aircraft provide for ready access to these areas. The lack of such access could delay the detection of a fire and significantly inhibit firefighting.
- In the last minutes of the flight, the electronic navigation equipment and communications radios stopped operating, leaving the pilots with no accurate means of establishing their geographic position, navigating to the airport, and communicating with air traffic control.
- Regulations do not require that aircraft be designed to allow for the immediate de-powering of all but the minimum essential electrical systems as part of an isolation process for the purpose of eliminating potential ignition sources.
- Regulations do not require that checklists for isolating smoke or odours that could be related to an overheating condition be designed to be completed in a time frame that minimizes the possibility of an in-flight fire being ignited or sustained. As is the case with similar checklists in other aircraft, the applicable checklist for the MD-11 could take 20 to 30 minutes to complete. The time required to complete such checklists could allow anomalies, such as overheating components, to develop into ignition sources.
- The Swissair Smoke/Fumes of Unknown Origin Checklist did not call for the cabin emergency lights to be turned on before the CABIN BUS switch was selected to the OFF position. Although a switch for these lights was available at the maître de cabine station, it is known that for a period of time the cabin crew were using flashlights while preparing for the landing, which potentially could have slowed their preparations.
- Neither the Swissair nor Boeing Smoke/Fumes of Unknown Origin Checklist emphasized the need to immediately start preparations for a landing by including this consideration at the beginning of the checklist. Including this item at the end of the checklist de-emphasizes the importance of anticipating that any unknown smoke condition in an aircraft can worsen rapidly.
- Examination of several MD-11 aircraft revealed various wiring discrepancies that had the potential to result in wire arcing. Other agencies have found similar discrepancies in other aircraft types. Such discrepancies reflect a shortfall within the aviation industry in wire installation, maintenance, and inspection procedures.
- The consequence of contamination of an aircraft on its continuing airworthiness is not fully understood by the aviation industry. Various types of contamination may damage wire insulation, alter the flammability properties of materials, or provide fuel to spread a fire. The aviation industry has yet to quantify the impact of contamination on the continuing airworthiness and safe operation of an aircraft.
- Heat damage and several arcing failure modes were found on in-service map lights. Although the fire in the occurrence aircraft did not start in the area of the map lights, their design and installation near combustible materials constituted a fire risk.
- There is no guidance material to identify how to comply with the requirements of Federal Aviation Regulation (FAR) 25.1353(b) in situations where physical/spatial wire separation is not practicable or workable, such as in confined areas.
- The aluminum cap assembly used on the stainless steel oxygen line above the cockpit ceiling was susceptible to leaking or fracturing when exposed to the temperatures that were likely experienced by this cap assembly during the last few minutes of the flight. Such failures would exacerbate the fire and potentially affect crew oxygen supply. It could not be determined whether this occurred on the accident flight.
- Inconsistencies with respect to CB reset practices have been recognized and addressed by major aircraft manufacturers and others in the aviation industry. Despite these initiatives, the regulatory environment, including regulations and advisory material, remains unchanged, creating the possibility that such "best practices" will erode or not be universally applied across the aviation industry.
- The mandated cockpit voice recorder (CVR) recording time was insufficient to allow for the capture of additional, potentially useful, information.
- The CVR and the flight data recorder (FDR) were powered from separate electrical buses; however, the buses received power from the same generator; this configuration was permitted by regulation. Both recorders stopped recording at almost the same time because of fire-related power interruptions; independent sources of aircraft power for the recorders may have allowed more information to be recorded.
- Regulations did not require the CVR to have a source of electrical power independent from its aircraft electrical power supply. Therefore, when aircraft electrical power to the CVR was interrupted, potentially valuable information was not recorded.
- Regulations and industry standards did not require quick access recorders (QAR) to be crash-protected, nor was there a requirement that QAR data also be recorded on the FDR. Therefore, potentially valuable information captured on the QAR was lost.
- Regulations did not require the underwater locator beacon attachments on the CVR and the FDR to meet the same level of crash protection as other data recorder components.
- The IFEN Supplemental Type Certificate (STC) project management structure did not ensure that the required elements were in place to design, install, and certify a system that included emergency electrical load-shedding procedures compatible with the MD-11 type certificate. No link was established between the manner in which the IFEN system was integrated with aircraft power and the initiation or propagation of the fire.
- The Federal Aviation Administration (FAA) STC approval process for the IFEN did not ensure that the designated alteration station (DAS) employed personnel with sufficient aircraft-specific knowledge to appropriately assess the integration of the IFEN power supply with aircraft power before granting certification.
- The FAA allowed a de facto delegation of a portion of their Aircraft Evaluation Group function to the DAS even though no provision existed within the FAA's STC process to allow for such a delegation.
- FAR 25.1309 requires that a system safety analysis be accomplished on every system installed in an aircraft; however, the requirements of FAR 25.1309 are not sufficiently stringent to ensure that all systems, regardless of their intended use, are integrated into the aircraft in a manner compliant with the aircraft's type certificate.
- Approach charts for the Halifax International Airport were kept in the ship's library at the observer's station and not within reach of the pilots. Retrieving these charts required both time and attention from the pilots during a period when they were faced with multiple tasks associated with operating the aircraft and planning for the landing.
- While the SR Technics quality assurance (QA) program design was sound and met required standards, the training and implementation process did not sufficiently ensure that the program was consistently applied, so that potential safety aspects were always identified and mitigated.
- The Swiss Federal Office for Civil Aviation audit procedures related to the SR Technics QA program did not ensure that the underlying factors that led to specific similar audit observations and discrepancies were addressed.
3.3 Other findings
These findings identify elements that have the potential to enhance aviation safety, resolve an issue of controversy, or clarify an issue of unresolved ambiguity.
- The Royal Canadian Mounted Police found no evidence to support the involvement of any explosive or incendiary device, or other criminal act in the initiation of the in-flight fire.
- The 13-minute gap in very-high frequency communications was most likely the result of an incorrect frequency selection by the pilots.
- The pilots made a timely decision to divert to the Halifax International Airport. Based on the limited cues available, they believed that although a diversion was necessary, the threat to the aircraft was not sufficient to warrant the declaration of an emergency or to initiate an emergency descent profile.
- The flight crew were trained to dump fuel without restrictions and to land the aircraft in an overweight condition in an emergency situation, if required.
- From any point along the Swissair Flight 111 flight path after the initial odour in the cockpit, the time required to complete an approach and landing to the Halifax International Airport would have exceeded the time available before the fire-related conditions in the aircraft cockpit would have precluded a safe landing.
- Air conditioning anomalies have typically been viewed by regulators, manufacturers, operators, and pilots as not posing a significant and immediate threat to the safety of the aircraft that would require an immediate landing.
- Actions by the flight crew in preparing the aircraft for landing, including their decisions to have the passenger cabin readied for landing and to dump fuel, were consistent with being unaware that an on-board fire was propagating.
- Air traffic controllers were not trained on the general operating characteristics of aircraft during emergency or abnormal situations, such as fuel dumping.
- Interactions between the pilots and the controllers did not affect the outcome of the occurrence.
- The first officer's seat was occupied at the time of impact. It could not be determined whether the captain's seat was occupied at the time of impact.
- The pilots shut down Engine 2 during the final stages of the flight. No confirmed reason for the shutdown could be established; however, it is possible that the pilots were reacting to the illumination of the engine fire handle and FUEL switch emergency lights. There was fire damage in the vicinity of a wire that, if shorted to ground, would have illuminated these lights.
- When the aircraft struck the water, the electrically driven standby attitude indicator gyro was still operating at a high speed; however, the instrument was no longer receiving electrical power. It is unknown whether the information displayed at the time of impact was indicative of the aircraft attitude.
- Coordination between the pilots and the cabin crew was consistent with company procedures and training. Crew communications reflected that the situation was not being categorized as an emergency until about six minutes prior to the crash; however, soon after the descent to Halifax had started, rapid cabin preparations for an imminent landing were underway.
- No smoke was reported in the cabin by the cabin crew at any time prior to CVR stoppage; however, it is likely that some smoke would have been present in the passenger cabin during the final few minutes of the flight. No significant heat damage or soot build-up was noted in the passenger seating areas, which is consistent with the fire being concentrated above the cabin ceiling.
- No determination could be made about the occupancy of any of the individual passenger seats. Passenger oxygen masks were stowed at the time of impact, which is consistent with standard practice for an in-flight fire.
- No technically feasible link was found between known electromagnetic interference/high-intensity radiated fields and any electrical discharge event leading to the ignition of the aircraft's flammable materials.
- Regulations did not require the recording of cockpit images, although it is technically feasible to do so in a crash-protected manner. Confirmation of information, such as flight instrument indications, switch position status, and aircraft system degradation, could not be completed without such information.
- Portions of the CVR recording captured by the cockpit area microphone were difficult to decipher. When pilots use boom microphones, deciphering internal cockpit CVR communications becomes significantly easier; however, the use of boom microphones is not required by regulation for all phases of flight. Nor is it common practice for pilots to wear boom microphones at cruise altitude.
- Indications of localized overheating were found on cabin ceiling material around overhead aisle and emergency light fixtures. It was determined that the overhead aisle and emergency light fixtures installed in the accident aircraft did not initiate the fire; however, their design created some heat-related material degradation that was mostly confined to the internal area of the fixtures adjacent to the bulbs.
- At the time of this occurrence, there was no requirement within the aviation industry to record and report wiring discrepancies as a separate and distinct category to facilitate meaningful trend analysis in an effort to identify unsafe conditions associated with wiring anomalies. | aerospace |
https://thrame.com/2021/07/what-to-know-about-how-to-apply-to-join-the-united-states-navy/ | 2022-01-21T20:08:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303709.2/warc/CC-MAIN-20220121192415-20220121222415-00521.warc.gz | 0.963423 | 326 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__6659546 | en | More than 1.6 million people have signed up to join an exclusive class of US Naval cadets who will soon begin serving in space.
In a video posted to LinkedIn’s Space Channel earlier this month, the U.S. Navy’s Undersea Warfare Center said that it had received applications from about 3,500 cadets in four different geographic locations across the United Kingdom and Ireland.
The cadets will begin arriving in the U-2 space plane next month.
LinkedIn Space is a platform for people to apply for the U.-2 space program, which is designed to be a permanent home for space missions.
The US Navy is interested in cadets with advanced degrees in aeronautical engineering, astronautics, astronaut mechanics, astronaut systems and space technologies, among others.
A total of 1,918 applicants were interviewed to date, and all were accepted into the program, according to LinkedIn.
The US Navy currently has about 3.3 million cadets from 18 states, according the Navy.
The program has not yet started.
The program is one of many for students in space and is being funded by a $2 billion contract with the US Department of Defense.
The Navy hopes that its space program will boost military research and development by bringing the military closer to the outer space.
The Navy recently began accepting applications for the 2019-2020 Space Flight Capability Test Program, which will include astronauts, space stations and more space hardware and services.
The Defense Department has awarded a total of $1.3 billion to the Navy to fund the program through 2021. | aerospace |
http://www.airforcesmallbiz.org/assistance/locate-small-business-specialist.php | 2015-11-28T07:38:12 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398451744.67/warc/CC-MAIN-20151124205411-00199-ip-10-71-132-137.ec2.internal.warc.gz | 0.933679 | 283 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__4891062 | en | Locate a Small Business Specialist
Do you need to locate a small business specialist in the Air Force? The Locate a Small Business Specialist tool enables you to reach out to personnel in your geographic region and explore opportunities to interact with Air Force personnel dedicated to your area of expertise.
Search by State, Air Force Base and/or Your Line of Business
You can search for a small business specialist by state as well as by Air Force Base, and you can view business opportunities and contacts specific to your line of business. Using the Locator, you'll find the names and contact information for people who can help you.
Search by Type of Procurement, RFP Dates and Contract Types
Other information such as types of procurements, incumbent contractors, anticipated RFP dates and award dates, and small business competitive contract types (such as 8(a) firms and others) are all available within the Long Range Acquisition Estimate (LRAE) feature on this website.
Names and Contact Information for Buyers are Just One Click Away
Don't hesitate to explore how your business can make a valuable contribution to the Air Force and its mission to fly, fight and win... in air, space and cyberspace.
- Click the menu below or select a state on the map to view the list of bases in each state
- Click on bases to expand contact details for that location. | aerospace |
https://www.accidents.app/summaries/accident/20130808X14014 | 2020-12-02T00:16:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141685797.79/warc/CC-MAIN-20201201231155-20201202021155-00718.warc.gz | 0.946159 | 332 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__139431639 | en | West Yellowstone, MT, USA
Same as Factual Information
The pilot and the pilot-rated passenger planned to conduct a personal flight in the tailwheel-equipped airplane. The pilot was in the rear seat, and the passenger was in the front seat. The passenger did not have a tailwheel endorsement, but he planned to follow the pilot on the controls during the takeoff for familiarization purposes. During the takeoff roll when the airplane was approaching liftoff speed, the airplane made a rapid veeroff to the left. At that point, the pilot abandoned the takeoff, and made the conscious decision not to attempt to return to the runway, instead allowing the airplane to roll and decelerate on the grass/gravel beside the runway. That decision was based on the pilots desire to avoid any potentially hazardous maneuvering or a ground loop. During the rollout, due to the pilots inability to see directly ahead, the airplane struck the VASI (visual approach slope indicator) installation located about 1,300 feet down the runway, and offset about 145 feet from the runway centerline. The airplane sustained substantial damage to the left wing struts. The pilot stated that he did not believe that any mechanical malfunction or failure contributed to or caused the runway excursion, and that he could not rule out the possibility that he had inadvertently applied one wheel brake during the takeoff roll.
The pilots failure to maintain directional control during the takeoff roll, which resulted in a runway excursion and a collision with an approach slope indicator system component.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports | aerospace |
https://chernayakobra.ru/voenkor-safiulin-showed-footage-of-air-strikes-of-the-russian-aerospace-forces-on-the-positions-of-the-armed-forces-of-ukraine-in-the-donbass/ | 2022-06-30T19:14:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103877410.46/warc/CC-MAIN-20220630183616-20220630213616-00285.warc.gz | 0.925984 | 179 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__239828632 | en | Russian troops continue to strike at the positions of the Ukrainian military as part of a special operation to liberate Donbass.
So, the Izvestia war correspondent Alexander Safiulin published a video with the work of military aviation of the Russian Aerospace Forces in Ukraine.
On the footage, you can see how Russian artillery, together with the forces of the People’s Militia of the DPR, conducts aimed fire at the fortified areas of the Ukrainian army.
“The aviation has worked, there is a military unit, a power line. There they sit, they have trenches there. Aviation worked well, well done,” said the company commander of the NM DPR.
Earlier, the Ministry of Defense of the Russian Federation showed the strikes by units of the RF Armed Forces on the positions of the Armed Forces of Ukraine using the Krasnopol precision-guided munition. | aerospace |
https://aviatia.net/a-10-thunderbolt-ii-warthog/ | 2019-05-19T14:47:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232254889.43/warc/CC-MAIN-20190519141556-20190519163556-00035.warc.gz | 0.948697 | 695 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__71329854 | en | A-10 Thunderbolt II
Fairchild Republic A-10 Thunderbolt II (nicknamed Warthog) is an American single-seat aircraft. It is a one of the best ground-attack aircraft on the world. The A-10 was designed for a USAF requirement to provide close air support for ground forces by attacking tanks, armored vehicles, and all other ground targets.
The A-10 has superior maneuverability at low speeds and altitude because of its large wing area, high wing aspect ratio, and large ailerons. It is powered by two General Electric TF34-GE-100A turbofans (9,065 lbf (40.32 kN) each). Maximum speed of A-10 is 518 mph (833 km/h). It is exceptionally tough. Its strong airframe can survive direct hits from armor-piercing and high-explosive projectiles up to 23 mm. The aircraft has triple redundancy in its flight systems, with mechanical systems to back up double-redundant hydraulic systems. This permits pilots to fly and land when hydraulic power or part of a wing is lost.
Its primary built-in weapon is the 30 mm GAU-8/A Avenger Gatling-type cannon. One of the most powerful aircraft cannons ever flown, it fires large depleted uranium armor-piercing shells. In the original design, the pilot could switch between two rates of fire – 2,100 or 4,200 rounds per minute; this was changed to a fixed rate of 3,900 rounds per minute. The gun is precise; it can place 80% of its shots within a 40-foot (12.4 m) diameter circle from 4,000 feet (1,220 m) while in flight.
The first unit to receive the A-10 was the 355th Tactical Training Wing, based at Davis-Monthan Air Force Base, Arizona, in March 1976. A-10s were initially an unwelcome addition to many in the AF. Most pilots switching to the A-10 did not want to because fighter pilots traditionally favored speed and appearance.
During the 1991 Gulf War, the slow, ugly but nimble A-10 proved itself a devastating weapon against the tanks of Iraq’s Republican Guard. Second only to the F-16 in the numbers of aircraft deployed to Saudi Arabia, the ‘Warthog’ ranged the deserts of Kuwait and Iraq, using its devastating GAU-8 gun and pinpoint-accurate Maverick missiles to smash tanks, artillery pieces, military vehicles, radar sites and missile launchers.
They even downed two helicopters, scoring the only gun-kills of the air war. Some idea of the A-10’s worth can lie gained from the performance of just two pilots. Captain Eric Solomonson and Lieutenant John Marks of the USAF’s 23rd Tactical Fighter Wing accounted for 23 Iraqi tanks in a single day. Altogether, Warthog pilots destroyed more than 4500 tanks, vehicles and artillery pieces in the course of the war. There were those who had claimed the A-10 was too slow for the modern battlefield, but the war against Saddam showed that, although other jets fly higher and faster, nothing could match the Warthog for destroying tanks on the ground.
The A-10 Thunderbolt II is scheduled to be in service with the United State Air Force until 2028 and possibly later. | aerospace |
https://www.onlinepluz.com/airasia-flight-qz8501-disappeared-java-sea/ | 2023-12-02T12:32:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100399.81/warc/CC-MAIN-20231202105028-20231202135028-00317.warc.gz | 0.924784 | 286 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__156594793 | en | How AirAsia Flight QZ8501 Disappeared – The sudden disappearance of AirAsia Flight QZ8501 in Indonesian airspace has fueled a host of questions:
What happened exactly?
Below are some basic facts about Flight 8501’s journey before it lost contact with air traffic control.
How AirAsia Flight QZ8501 Disappeared over Java Sea
- The Airbus A320-200 took off from the Indonesian city of Surabaya at 5:36 a.m. local time Sunday with 155 passengers and 7 crew members on board. Its destination was Singapore, a journey that usually takes a little over two hours.
- At 6:12 a.m., one of the pilots asked air traffic control permission to turn and climb to a higher altitude to try avoid bad weather, according to Indonesian officials.
- Minutes later, the plane disappeared from air traffic control’s radar.
- At 7:55 a.m., Flight 8501 was officially declared missing. Its last known position was over the Java Sea, between the islands of Belitung and Borneo.
- The majority of those on board the plane are Indonesian. There are also people from South Korea, Britain, France, Malaysia and Singapore.
Djoko Murjatmodjo, an aviation official at the Indonesian Transport Ministry, suggested that Flight 8501 ascended despite air traffic control denying it permission. | aerospace |
https://www.ttgindia.travel/2023/09/13/sia-to-launch-non-stop-services-to-brussels-in-2024/ | 2023-10-01T21:58:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510941.58/warc/CC-MAIN-20231001205332-20231001235332-00786.warc.gz | 0.924752 | 180 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__309252883 | en | Singapore Airlines (SIA) will launch non-stop flights between Singapore and Brussels, the capital of Belgium, from April 5, 2024, marking a return to the city after more than 20 years.
The airline will operate four weekly flights to Brussels with the long-haul variant of its Airbus A350-900s, which feature 253 seats in three cabin classes: 42 in Business Class, 24 in Premium Economy Class, and 187 in Economy Class.
Subject to regulatory approval, flight SQ304 will depart Singapore for Brussels on Mondays, Wednesdays, Fridays, and Sundays at 2355hrs (local time). The return sector, operated as flight SQ303, will depart Brussels for Singapore on Mondays, Tuesdays, Thursdays, and Saturdays at 1210hrs (local time).
The addition of Brussels increases the number of European destinations in the SIA network to 13. | aerospace |
https://shayarim.in/indian-spacetech-startups-join-hands-to-build-indigenous-technologies/ | 2021-10-24T11:25:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585997.77/warc/CC-MAIN-20211024111905-20211024141905-00258.warc.gz | 0.920173 | 603 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__247002009 | en | The five space launch technologies at IIT Madras have come together in a consortium to build their own technologies, including quick launch capabilities, satellite design and assembly, sensors, next-generation communications such as 6G, satellite security, ground stations, data, communications assimilation, and application areas. spatial.
The consortium is called the Indian Bureau of Space Technology and Application Design (I-STAC.DB) and will develop next-generation applications.
“In today’s world, cooperation is the mantra. It is impossible for every company to do all that is necessary for the end customer of aerospace applications. In this way, of course, the consortium will attract all these key stakeholders,” said Prof. Satya Chakravarti, Head of I-STAC.DB and Faculty, Department of Aerospace Engineering, according to information from IIT Madras.
A memorandum of understanding was recently signed for this breakthrough. I-STAC.DB invites space companies and related sectors to join this effort.
I-STAC.DB founders include Dron Vayu Pvt. Ltd., Agnikul Cosmos Pvt. Ltd, GalaxEye Space Solutions Pvt Ltd, Mindgrove Technologies Pvt Ltd and Resileo Labs LLP. The consortium is funded by the IIT Madras Pravartak Technologies Foundation, a Part 8 company funded by the Ministry of Science and Technology, under the National Mission for Interdisciplinary Cyberphysical Systems and hosted by IIT Madras.
“IIT-M Pravartak is very pleased to have young and dynamic entrepreneurs unite their thoughts and efforts on the space ecosystem based in India through this platform. It is an expression of their deep commitment and belief that makes this possible”, said Dr. MJ Shankar Raman, CEO, Madrid Pravartak IIT Foundation.
From the 2021 ET Startup Awards to the 28th Indian unicorn of 2021 to the long-awaited Oyo IPO, there have been some action-packed days at ETtech.
The focus includes hyperspectral vision, photogrammetry and radar sensors with synthetic aperture, sensor fusion, embedded processing based on edge calculation and space training and earth remote sensing, 5G/6G/7G communication, inter-satellite communication in constellations and constellations such as data storage and management, etc. .
“When we at Dron Vayu contacted IIT-M PTF for advanced technical knowledge and suggestions to intensify our efforts to provide a full ecosystem for the India-based space program, the idea for this consortium seed was born. Since then we are happy to be a part of this consortium. This is fully in line with our strong commitment to offer all our customers the “Best Classroom Ecosystem” at the best prices,” said Manish Kukreti, Founder and Managing Director of Dron Vayu Pvt. Ltd stated. | aerospace |
https://music.si.edu/object/nasm_A19710821000 | 2022-05-22T23:54:30 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662550298.31/warc/CC-MAIN-20220522220714-20220523010714-00416.warc.gz | 0.861887 | 232 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__47049666 | en | Space Food, Meal Package, Day 1, Meal A, Apollo 11 (Red)
- This food package contains a meal for an Apollo astronaut and was flown aboard the Apollo 11 mission in July, 1969. The contents of the package are individual bags of dehydrated food and a drink, all of which would would have required rehydrating with hot or cold water before eating.
- NASA - Manned Spacecraft Center transferred this to the National Air and Space Museum in 1971.
- Data Source
- National Air and Space Museum
- Whirlpool Corporation
- Credit Line
- Transferred from NASA, Manned Spacecraft Center
- Exterior bag: Plastic
- Interior bags: Plastic, dehydrated food, foil
- 3-D: 19.1 x 20.3 x 5.1cm (7 1/2 x 8 x 2 in.)
- PERSONAL EQUIPMENT-Food & Food Accessories | aerospace |
http://www.helicoptertrainingvideos.com/helicopter-training-videos/helicopter-aerodynamics/ | 2020-02-27T14:03:13 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146714.29/warc/CC-MAIN-20200227125512-20200227155512-00307.warc.gz | 0.856789 | 269 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__73569382 | en | This section will cover Helicopter Aerodynamics. Most of the topics covered apply to all helicopters, but with extra emphasis on the Robinson R22 and R44 helicopters.
An airfoil is any surface that produces a useful aerodynamic force. Here are some examples of uses of those aerodynamic forces: Lift Negative Lift Stability Thrust Control When talking about airfoils it is important to know ...
A basic rule of Newtonian physics is that for every action there is an equal and opposite reaction . So when you have the action of the rotation of the main rotor blades of a helicopter - the reaction will cause the body of the helicopter to move in...
When maneuvering in the air, the helicopter moves around the Three Axes of Flight which all act through the helicopter's center of gravity (CG): Longitudinal Axis (Roll or Bank) Lateral Axis (Pitch) Vertical Axis (Yaw) Video The...
- Generation of Lift
- Types of Drag
- Translating Tendency/Drift
- Transitional Lift and ETL
- Transverse Flow Effect
- Retreating Blade Stall
- Settling with Power (SWP) or Vortex Ring State (VRS)
- Loss of Tail Rotor Effectiveness (LTE)
- Low G Mast Bumping
- And more… | aerospace |
http://www.studiolighting.net/nasa-taps-microsoft-photosynth-to-show-3d-endeavor-photos/ | 2024-04-23T02:23:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818452.78/warc/CC-MAIN-20240423002028-20240423032028-00104.warc.gz | 0.898947 | 208 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__195373554 | en | The U.S. space shuttle Endeavor lifts off to space tomorrow, and to highlight the launch Microsoft teams up with NASA to show Photosynth 3D photos of the spacecraft and how the space agency prepares it for takeoff.
The photos can be seen online at Microsoft Live Labs, the software giant’s research division which developed Photosynth.
Photosynth technology uses standard 2D pictures of similar things, analyzes their similarities and turns them into a new 3D environment. Viewers can then fly through the scene and look at the images from various angles, or zoom in to specific parts of the 3D images.
To produce the 3D images, a Microsoft team has been allowed exclusive access to the space shuttle to document its preparation.
NASA might also use Photosynth to provide 3D images of other projects, including views of the International Space Station and the Hubble Space Telescope, or even to view landing sites on the Moon and the planet Mars.
[Site: MS Live Labs] | aerospace |
https://fastcompanyme.com/news/72-boeing-787-dreamliner-planes-set-for-riyadh-air/ | 2023-11-29T16:28:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100112.41/warc/CC-MAIN-20231129141108-20231129171108-00887.warc.gz | 0.92537 | 335 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__121981360 | en | In one of the largest commercial orders by value in Boeing’s history, Riyadh Air, the new airline, announced an order of up to 72 Boeing 787-9 Dreamliner airplanes. Saudi Arabia and Boeing have reached a $37 billion agreement to buy 121 787 Dreamliners, which include 39 confirmed aircraft, with an option to acquire 33 additional widebody airplanes.
This will support the kingdom’s goal of serving 330 million passengers and attracting 100 million visits by 2030, adding $20 billion to non-oil GDP growth and creating more than 200,000 direct and indirect jobs. The first deliveries of the widebody aircraft are scheduled for early 2025.
Riyadh Air was launched earlier this week by the Public Investment Fund.
“This is a momentous day for PIF and Riyadh Air and highlights our determination to significantly extend Saudi Arabia’s connectivity with the world,” said Yasir Al-Rumayyan, Public Investment Fund governor and chairman of the carrier.
“This partnership with Boeing in building the fleet is the next step in achieving the aspirations of Saudi Arabia as a global transportation hub,” he added.
Talks between Boeing and Saudi Arabia have reportedly continued for years, culminating in “intense negotiations over the past few months,” according to White House Press Secretary Karine Jean-Pierre.
“Today’s announcement ensures that Boeing and General Electric will anchor Saudi Arabia’s new international airline together with support for a new international airport,” she said.
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Issam Kazim on what's next for Dubai Tourism | PART 2 | aerospace |
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