url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
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https://docs.lib.purdue.edu/jate/vol11/iss2/2/ | 2023-09-27T00:55:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510238.65/warc/CC-MAIN-20230927003313-20230927033313-00596.warc.gz | 0.918623 | 376 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__68149385 | en | Many airports with a high value to commercial air traffic have spatial or budgetary constraints which prevent the installation of a precision approach system. We previously designed a low-cost precision approach system which combines the advantages of both ground-based and satellite-based augmentation systems by using a converter between them in order to allow GAST-A approach types. We installed, operated, and flight-tested such a system at Kerkyra Airport using an A320 aircraft. During these, we recorded data from a commercial multimode receiver as well as GPS raw data in order to prove the feasibility of the system. Data were analyzed using the Pegasus toolset as well as a highly precise reference trajectory computed from postprocessed carrier phase data. The data recorded show excellent performance for approach guidance that is no different from that of the more expensive GPS landing system GLS and provides guidance in accordance with the localizer performance with vertical guidance standards. Our low-cost precision approach system can provide precision approach-like guidance to appropriately equipped transport aircraft. Kerkyra Airport is extremely limited in availability of usable surface area, such that conventional precision landing aids cannot be placed on airport property. The system provides the ground-based augmentation system approach service type A, a category defined in Annex 10 to the convention of Chicago. This category has not seen any operational use until now but offers an opportunity to provide precision approaches based on GLS where guidance down to a certain altitude will be sufficient.
Dautermann, Thomas and Ludwig, Thomas
"Flight Testing GLS Approaches Enabled by Wide Area Corrections in Kerkyra, Greece,"
Journal of Aviation Technology and Engineering:
2, Article 2.
Available at: https://doi.org/10.7771/2159-6670.1254 | aerospace |
https://www.asianews.it/news-en/Chinese-space-station-to-fall-to-Earth-in-a-few-weeks-time-43310.html | 2022-01-22T11:44:08 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303845.33/warc/CC-MAIN-20220122103819-20220122133819-00254.warc.gz | 0.960045 | 545 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__43487540 | en | Chinese space station to fall to Earth in a few weeks time
Tiangong-1 is out of control. It will fall between 27 March and 8 April. It weighs about 8.5 tonnes and is 10 metres long and 3 metres wide. The spacecraft’s orbit ranges from 43° north to 43° south, which includes vast stretches of North and South America, China, the Middle East, Africa, Australia, parts of Europe and large swaths of the Pacific and Atlantic oceans.
Rome (AsiaNews) – It weighs about 8.5 tonnes and is 10 metres long and 8 metres wide. It is expected to fall on Earth between 27 March and 8 April, but no one knows where. It is Tiangong-1, the space station that China put in orbit in 2011 and which is now out of control.
The Chinese space agency "lost" it in 2016, five years after its launch had made China the third country, after the US and Russia, to have a space station in orbit. Now the spacecraft is at an altitude of 150 miles and its fall is being monitored by space agencies around the world.
Tiangong-1, or Heavenly Palace, is much smaller than the International Space Station (ISS) which weighs 400 tonnes, is the size of a football field and has the living space of a five-bedroom house.
Still, it will be one of the largest objects to enter the atmosphere without being steered towards a ocean, as is standard for big spacecrafts.
Many space agencies, in fact, perform controlled re-entries thanks to which spacecrafts fall into an area of the South Pacific known as the "spacecraft graveyard". It is not known whether the Chinese space agency has performed such a risk assessment.
Nothing is known about how much of Tiangong-1 will survive the impact with the atmosphere because China has not released details of the design and materials used to make it.
The spacecraft’s orbit ranges from 43° north to 43° south, which includes vast stretches of North and South America, China, the Middle East, Africa, Australia, parts of Europe – and great swaths of the Pacific and Atlantic oceans.
Presented with the uncontrolled re-entry of Tiangong-1, 13 space agencies are using the event to test new tracking models and equipment, including radar, lasers and optical telescopes.
Over the coming days and weeks, the agencies will pool their data in a bid to sharpen their predictions of where and when the object will fall. | aerospace |
http://marspedia.org/index.php?title=National_Aeronautics_and_Space_Administration_(NASA)&oldid=13125 | 2022-08-13T08:53:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571911.5/warc/CC-MAIN-20220813081639-20220813111639-00235.warc.gz | 0.901505 | 104 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__179207878 | en | National Aeronautics and Space Administration (NASA)
The National Aeronautics and Space Administration (NASA) is based in the United States of America. NASA is responsible for the nation's space program and provides funding for various aeronautics, space and research institutions.
Plans and statements
When Chris Scolese displaced Mike Griffin as acting administrator in January 2009 he announced a shift in the agency's direction, bringing astronauts to Mars, abandoning plans towards a base on Luna. | aerospace |
http://arizonadailyindependent.com/2014/07/04/no-injuries-in-willcox-airplane-crash/ | 2023-06-02T11:21:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648635.78/warc/CC-MAIN-20230602104352-20230602134352-00121.warc.gz | 0.985802 | 139 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__210080032 | en | On Wednesday July 2, 2014 at approximately 7:35 pm, the Cochise County Sheriff’s Office was advised of an airplane crash at the Willcox airport.
Sheriff’s deputies arrived on scene along with Willcox Rural Fire Department, AZ DPS Air Rescue, and DPS and located the twin engine airplane and two occupants.
The airplane is currently stationed at the Willcox airport and is being used as a lead plane in air attack operations for wildfires. The plane was returning from the Whetstone Mountains Fire when this incident occurred.
Both occupants were taken to a local hospital to be evaluated and were later released.
The FAA is continuing the investigation into this incident. | aerospace |
https://richsrockets.wordpress.com/2016/08/21/src-launch-fire-in-the-hole/ | 2019-03-22T22:32:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202698.22/warc/CC-MAIN-20190322220357-20190323002357-00141.warc.gz | 0.971596 | 914 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__87645808 | en | Seems I haven’t entirely shaken my launch jinx.
Saturday was the Syracuse Rocket Club’s annual Family Picnic Launch, our big launch event. My flights started off well enough with the Bohica’s Dead Ringer on a B6-4. It flew as it always does on that motor, straight up, down under a streamer. Camera problems resulted in no pictures of this flight or some others.
I thought I’d get my contest flights out of the way next. One contest was B helicopter duration, and I attempted to fly the Rose-a-Roc on a B6-4. Unfortunately the igniter got confused and instead of igniting the motor it ignited one of the fins. (I suppose probably there was a short below the plug that caused it.) It was the fin on the far side of the rocket and the burning wasn’t very evident, but as they launched the rest of the rack I did notice smoke still rising. And indeed the fin was still smoldering when I went out to look it it; I spritzed it a bit with our water fire extinguisher before taking it off the rod. I’ll get around to repairing this sometime.
I loaded up my Excel with a CTI H120 Red Lightning. The first ignition attempt failed, surprisingly enough — maybe I didn’t have the igniter in far enough. I tried again with an igniter made by one of the club members. That worked, but the flight didn’t go as planned.
Forward closure failure. There’s been a known problem with Pro38 forward closures, but the notice seems to say the bad resin causing it was used beginning 22 October 2015 while this motor was dated 27 August 2015, so I assumed it was not affected. Maybe it’s a different problem. I’m going to file a MESS report and inform CTI. The Excel’s airframe was destroyed; some of the fin can might be salvageable, if I decide it’s worth it. The chute and nose cone were thrown clear after the harness burned through and are in good shape. Well, I guess I won’t be redoing that paint job after all.
After last month’s somewhat squirrelly flight I decided to take some of the nose weight out of the B3S2a for the B streamer spot landing, and flew it on a B6-4. It still landed short of the target, by 53’6″, but there were only a couple of participants in the contest and that ended up being the shortest distance.
I had more igniter problems with the Ninjago Scimitar. On the third attempt it flew, up and down more or less as you’d expect a saucer like this to do, but with a loud pop along the way. Another cato! This time the A10-PT spat the nozzle. Another MESS report to file. The Scimitar was undamaged.
It was time for the first flight of the R13. The Aerotech single use D21-4 was maybe too much power. It scooted. Coned like crazy, but it went up. Popped the chute and came down for a wonky but successful flight. After picking it up I removed the mouthpiece cap and played a bit of music while bringing it back.
I hadn’t planned on flying anything else, not after it was announced James’s Extremely Fat Boy 10x upscale was not going to be flying that day. (It was on display though.) So I figured I’d save my Fat Boy, Micro Fat Boy, and Flat Boy for whenever James’s rocket does fly — maybe the September launch. I did bring them along, though, and I had plenty of time after the R13 and there was a lull in the flying. So I stuck an E9-6 in the Fat Boy. Had another igniter failure but it went up on the second try — nice straight, high flight.
In the evening we had our night flight, and I put the Big Blinka up again on a C6-5. Good flight and an easy recovery.
So two catos, two rockets set on fire, the R13 wonky but came back still playable, and four problem-free flights. | aerospace |
https://www.mail-archive.com/psas-team@lists.psas.pdx.edu/msg00416.html | 2018-01-21T03:51:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889917.49/warc/CC-MAIN-20180121021136-20180121041136-00274.warc.gz | 0.921737 | 888 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__141557909 | en | On Mar 9, 2011, at 3:22 AM, Jamey Sharp wrote:
> Nathan was asking this evening what we collectively know about
> computing an optimal orbital-insertion trajectory, and sharing giant
> 1960s papers on the subject that were written using typewriters.
> (Nathan, if those papers are available publicly, could you post links
> So I started trying to list the pieces that I think I understand. I'd
> appreciate comments. I think I'm just re-deriving the "basics" but
> they're not obvious to me, so maybe this is useful to others too?
> The goal, as I understand it, is to minimize total fuel consumed, with
> a constraint on the maximum thrust at any instant. We have some
> initial and final boundary conditions, and a variety of pre-specified
> constants: payload mass, motor Isp, drag coefficients, etc.
Another constraint is to minimize maximum dynamic pressure (max Q), a function
of velocity and altitude. This is why we don't launch bulk items into orbit
from cannons. It is also a reason why launch trajectories tend to punch up
through the dense atmosphere before turning, despite gravity drag. Even air
launched rockets turn *up* after their initial horizontal launch.
http://en.wikipedia.org/wiki/Trajectory_optimization (lists five programs,
> For correct results we also need to account for the non-fuel mass of
> each stage's motor casings, but I'd be pretty happy if we had a model
> that gave optimal answers assuming zero-mass motor casings. You can
> get a conservative estimate from such a model by folding the total
> motor casing mass into the payload mass; then you've modeled a
> single-stage rocket.
> The initial conditions are a known velocity and position. (This works
> for plane or balloon launches too, I guess?) The final conditions are
> a pre-specified orbital altitude, and speed in a direction
> perpendicular to gravity, and a fixed remaining fuel mass. (I believe
> the final position over ground must not be fixed.)
> I think the forces that matter are drag, thrust, and gravity. If angle
> of attack should be zero or near enough for the bulk of the orbital
> insertion, then I think we can ignore the effects of a non-zero angle
> of attack. I also assume that forces due to maneuvering are small
> compared to everything else, and can also be ignored. Perhaps these
> are over-simplifications?
> I assume the total fuel consumed is proportional to the integral of
> the thrust force. Wikipedia seems to be telling me that I've just
> given a definition for "thrust specific fuel consumption", which is
> inverse to specific impulse (Isp), so I think that's right.
> Gravity gives us an acceleration in only the vertical direction and
> dependent only on altitude, not mass. Thrust and drag are opposite
> forces that both must be divided by the mass, which is related to the
> integral of thrust; and further, drag depends both on altitude (by way
> of air pressure) and on velocity. I never took differential equations,
> but... these are, and they're non-linear.
> Our control variables are thrust and orientation. I think it's easy to
> write down the partial derivatives we're interested in given those
> control variables as a function of time, but my notation is weak. So
> of course it's left as a trivial exercise for the reader.
> Sombody this evening mentioned calculus of variations, which I didn't
> know anything about, but sure enough both it and optimal control
> theory are totally relevant here. I'll conclude with some links:
> The optimal control article mentions OTIS, by the way.
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https://www.intrepidminds.com.au/workshop-b-technology-case-studies-remote-access-cloud-storage-and-emerging-risks/ | 2023-12-09T21:55:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100972.58/warc/CC-MAIN-20231209202131-20231209232131-00556.warc.gz | 0.927015 | 233 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__297384943 | en | Post Conference Workshop – Friday 28th October 2022
Workshop B: 9.00 – 12.00
Technology case studies: Remote access, cloud storage and emerging risks
With its formation in 1958 the National Aeronautics and Space Administration has been charged with developing civilian space programs. This involves some of the broadest and most challenging risks in government anywhere in the world as the organisation attempts to safely break new ground in physics and aeronautics. This workshop will explore the role of technology at NASA.
- Understanding NASA’s Risk Management approach incorporates emerging risks with technology
- Identifying processes, tools and system deployed
- Reflecting on lessons learned from developing new programs
- Sharing case studies of significant NASA risks
About your workshop leader:
Dr Jeevan Perera, Senior Engineer, NASA (USA)
Dr Jeevan Perera has been with NASA for over 32 years and specialises in the software that is deployed to reduce human health risks in space missions. He holds an undergraduate degree, masters degree and two PhDs in law and in industrial engineering from the University of Houston Law Center and University of Houston respectively. | aerospace |
https://en.brilio.net/news/moment-of-truth-is-there-life-on-mars-160321p.html | 2020-08-11T06:39:17 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738735.44/warc/CC-MAIN-20200811055449-20200811085449-00580.warc.gz | 0.929919 | 262 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__166684706 | en | ExoMars Trace Gas Orbiter is on a mission to detect specific atmospheric gases that will indicate signs of life.Sahil Nathani 21 March 2016 14:15
Brilio.net - Life on Mars. Take a moment to ponder upon that statement. I'm pretty sure most of you think this is rather unrealistic. Well, don't write it off just yet. A spacecraft has recently been dispatched from a spaceport in Kazakhstan. Yes, you guessed it- it will be used to detect whether life actually exists on planet Mars!
The spacecraft, which is known as the ExoMars Trace Gas Orbiter, is on a mission to detect specific atmospheric gases that will indicate signs of life. Those include methane, nitrogen oxides, acetylene and water vapour. The entire process will take a lengthy amount of time, for part two of the mission will only commence in 2018.
Image via arstechnica
We’ve all studied about outer space and the significance of this red planet, but not so much on its potential existence of life. This study could just prove to be a major breakthrough. While we await the outcome of this discovery, let's keep our hopes high. Sooner or later, we will find out if planet Mars could really be our second home! | aerospace |
http://cometaviationsupplies.co.za/index.php?route=product/category&path=123_169_170 | 2018-11-13T00:40:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039741176.4/warc/CC-MAIN-20181113000225-20181113022225-00532.warc.gz | 0.896542 | 1,897 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__180105988 | en | The classic 5” square protractor, designed by AFE for maximum accuracy and ease of use. Features include alignment grid, cardinal points, directions in degrees and North reference, reciprocal directions in blue and a centre circle (5nm radius at 1:500,000 scale) for safety altitude calculations. Cut from thick Perspex and with a bevelled edge for ease of marking, this AFE product is manufactured to the highest standards to last a lifetime of flying.
The standard aeronautical scale rule used world-wide, cut from thick Perspex with bevelled edges. The outer edges are marked with nautical miles in 1:500,000 & 1:250,000 scales, on the centre line statute miles and kilometres are marked in 1:500,000 scale. The scale is 10nm wide (in 1:500,000 scale) to aid safety altitude calculations.
ASA's new electronic flight computer is a price/performance breakthrough, resulting from advances in display and microcomputer technologies. Aviators can calculate true airspeed, ground speed, mach number, altitudes, fuel, headings and courses, time/speed/distance, winds, headwind/crosswind components, gliding information, and weight and balance.
Continuing the tradition of the original, successful CX-1a, the CX-3 is the easiest to use, most versatile and useful aviation calculator available, with many outstanding features:
Authorized for use on FAA Exams.
34 functions provides access to 40 aviation calculations, including weight and balance.
16 unit conversion functions.
Prompts guide users through each problem for fast and easy operation.
Calculator and conversion functions can be used alone or within any aviation function.
Large, easy-to-read screen.
Menu structure provides easy entry, review, and editing within each function - users can change variables and rec..
A companion product to ASA's E6-B, this slide picks up where the traditional metal flight computer leaves off, providing calculations for the high-speed realm of flight (in the range of 220-700 knots or miles per hour). Pilots simply replace their current slide with this one, which then continues to use the circular computer from traditional E6-Bs. The slide also includes a compressibility correction chart, ICAO Standard Atmosphere reference table, a worldwide time conversion table, speed limits for the United States, and the most frequently-used weight and balance formulas — all of the pertinent formulas and information required for high-altitude, high-speed operations. Meets both FAR and JAR (international) requirements.
Constructed of sturdy clear plastic with easy-to-read numbers and scales. It includes WAC, Sectional, and Terminal Area scales, and is checked and approved by the Weights and Measures Department. Quick scale reference is provided for both statute and nautical miles.
Designed by pilots for pilots, the ASA Fight Timer is a unique chronometer that fills a gap in the instruction and pilot aid category. Ergonomically designed and engineered for reliability, ease and convenience, the ASA Flight Timer should be considered essential equipment for all aviators.
The ASA Flight Timer has been created with pilot functionality in mind, featuring:
Large, easily readable LCD backlight display
Multi-function clock (AM/PM, Universal Coordinated "Zulu" time, and military time options)
Three simultaneous timer options
Exclusive digital notepad for squawk codes or frequencies
Approach timer allows pilots to store up to 12 different approach times
Audible and visual alarm modes
Stopwatch with 1/10th and 1/100th second digits
Intuitive push and rotate dial for quickly and easily setting times
Multiple mounting options
Pilots will be able to accurately calculate time to the next waypoint, fuel tank changes, turns in holding or ..
You are flying a heading of 055 when you are issued this clearance: "...hold east of the ABC VORTAC on the zero niner zero radial, left turns..."
Such a clearance is enough to induce a rapid heartbeat in the most experienced pilot. Although holding patterns may be used on any instrument flight, holding clearances are issued infrequently enough that pilots can get a little rusty on the procedures. Visualizing a holding pattern from your current position is one of the more challenging aspects of instrument flight.
ASA's new design for the Holding Pattern Computer not only displays the appropriate entry procedure given the assigned holding radial for both standard and nonstandard patterns (direct, parallel, or teardrop), but it also depicts how pilots get to this entry, given their current aircraft heading.
Holding pattern practice is now part of the instrument currency requirements (every 6 months, instrument-rated pilots must execute 6 instrument approaches and practice interce..
Convenient. Lightweight. Comfortable. It's the most innovative view-limiting device ever!
All pilots must practice instrument procedures as part of their training curriculum, from private pilots to those working towards an instrument rating. This is usually accomplished by wearing a view-limiting device to restrict the pilot’s vision to the instrument panel, which prevents the pilot from looking outside the cockpit for a visual reference to his or her attitude and location.
The Hoodwink is unlike any other view-limiting device available.Its unique design easily and automatically springs open when removed from its pouch and packs away for storage with just a simple twist. Hoodwink is lightweight, yet durable enough to withstand the rigors of daily use. In fact, it’s so lightweight that pilots may forget they’re wearing it! The compact 4"x4" slim pouch is small enough to fit in a shirt pocket or in almost any flight bag compartment. Hoodwink can be use..
ASA's instrument plotter features: 12 scales to accommodate all instrument charts, including a conversion scale for Nautical and Statute miles; holding patterns depicted for both Standard and Nonstandard entries; compass roses allowing quick course and bearing information; and professional layout enabling easy reading during enroute spot checks. Made of durable Lexan® resin so plotter won't warp or break in extreme temperatures — guaranteed! Lifetime warranty.
IFR Instrument plotter includes all current IFR chart scales, and features:
12 scales to accommodate both FAA NACO (NOS) and Jeppesen instrument charts (see below)
Conversion scale for nautical and statute miles
Holding patterns depicted for both standard and nonstandard entries
Compass roses allow quick course and bearing information
Professional layout enabling easy reading during enroute spot checks
Made of durable Lexan® resin so plotter won't warp or break in extreme temperatures
Guaranteed — Lifetime wa..
Durable Lexan resin won't melt, warp or break in extreme temperatures - guaranteed! Each plotter features 8 scales to meet the needs of all VFR aeronautical charts - nautical on one side, statute on the flip. Nautical-Statute conversion scale also included. Made in the USA.
Ultimate Rotating Plotter. 13-1/4" long. Rotating azimuth eases flight planning with direct readout of course
The best slide-rule-style flight computer on the market, with solid aluminum construction and easy-to-read lettering. ASA's E6-B features a wind component grid and comprehensive crosswind correction chart, and on the other side the slide computes time, speed, distance, altitude, true airspeed, and density altitude problems as well as conversions. Nautical and statute scales are included. Vinyl case and instruction booklet included.
This pocket-sized, Brushed aluminum E6-B is a full function aviation computer. Popular among military pilots, it features a high-speed and low-speed wind correction slide, high-speed compressibility table, and instruction manual. Micro E6-B performs all the standard manual flight computer functions, and it conveniently fits in a shtirt pocket or glove box. 6" x 3-1/2".
The lightweight, simple and effective view-limiting device for simulating instrument conditions in the cockpit environment.
Overcasters™ are lightweight, clip-on visors that attach to any prescription eyeglass or sunglass frame in seconds. When flipped up they instantly provide for the perfect instrument-to-visual transition, and when flipped down create a near perfect "simulated instrument" condition.
Overcasters™ clip into any Airport/Facility Directory, Flight Guide™ or approach binder for easy storage, and can be attached for use in seconds. Their dark plastic lenses make "cheating" difficult in the cockpit, and are manufactured for flexibility and durability. And perhaps best of all, Overcasters™ are widely accepted by FAA examiners for use in practical tests and checkrides.
We do try and keep the published/advertised prices as up to date as possible, but please understand that sometimes these will be subject to change without prior notice due to fluctuating exchange rates and freight charges, factors that are beyond our control.
Whilst every care has been taken in sourcing images please note that some products may differ from images used. | aerospace |
http://www.ruwhim.com/?p=41712 | 2019-09-18T03:36:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573176.51/warc/CC-MAIN-20190918024332-20190918050332-00331.warc.gz | 0.948812 | 469 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__189182073 | en | There’s been speculation about the mystery of Malaysian Flight 370 ever since the world heard of its disappearance. With all the rumors of terrorism, pilots deliberately cutting off contact and the possible horrifying accidents (for example, a meteor spotted around the planes time of take-off), the world is sliding out of their seats and biting nails just waiting for answers. Although some people might feel they have a reasonable knowledge of a plane’s technology from watching “Lost,” others must speculate how in this day and age an enormous Boeing 777 could completely disappear. Don’t we have technology for this type of situation?
Yes, we do. Planes are equipped with two types of communication technology: the transponder and ACARS (Aircraft Communications Addressing and Reporting System). Both pieces of equipment are meant to keep air traffic control from ever losing contact with a plane.
Unfortunately, both the transponder and ACARS lost communication before Flight 370 and its 239 passengers went missing.
A transponder is more or less a radio for the pilot(s) to communicate with air traffic control and other planes. These are active communication devices. Flight 370’s last communication to air traffic control was a now ominous “All right, good night.” Both the transponder and backup transponder were afterwards disconnected, which is thought to only be possible when intentionally turned off or during a massive power failure.
Fourteen minutes after the transponder went silent, Flight 370’s ACARS was also disconnected.
The ACARS is a passive, digital system which sends simple messages, commonly referred to as “pings,” from the plane to air traffic control. This system doesn’t have an on or off button which hijackers could have flipped with ease. Instead, the only way to disconnect the ACARS is to pull a circuit breaker within the cockpit. Due to this revelation along with other suspicious indicators, many experts are now pointing the finger at Flight 370’s pilots for the plane’s disappearance.
Regardless of the true cause behind this tragedy, conversations about how to better improve the surveillance of planes in transit have already begun. This disaster will more than likely spark further developments in technology which can prevent such a complete disappearance in the future. | aerospace |
https://www.harris.com/press-releases/2018/05/harris-corporation-awarded-rs-944-crore-141-million-contract-to-modernize | 2020-08-15T11:24:15 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439740838.3/warc/CC-MAIN-20200815094903-20200815124903-00581.warc.gz | 0.913456 | 812 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__179148203 | en | Harris Corporation Awarded Rs 944 Crore ($141 Million) Contract to Modernize India’s Air Traffic Management Communications Infrastructure
- Significantly enhances network supporting India’s fast-growing air traffic
- Leverages Harris’ highly successful FAA managed network services model
- Expands company’s presence in important international region and air traffic management market
Harris Corporation (NYSE:HRS) has been selected to modernize India’s air traffic management communications infrastructure and support one of the world’s fastest growing aviation markets – which is expected to double in size over the next 10 years. The announcement was made during a contract signing held at the 6th U.S.-India Aviation Summit, May 9-11, at the Taj Mahal Palace Hotel in Mumbai.
The Airports Authority of India (AAI), which owns and maintains 129 airports, awarded Harris a 15-year, Rs 944 Crore ($141 million) contract to serve as the prime contractor and systems integrator for AAI’s Futuristic Telecommunications Infrastructure initiative. The initiative will upgrade network operations, enhance security, and improve the performance, reliability and quality of India’s air traffic management (ATM) network, while reducing telecommunications costs.
India’s domestic civil aviation market has experienced an 18 percent increase in passenger traffic in the past year, according to the International Air Transport Association. The region handles more than 190 million passengers, which is expected to double to 337 million domestic and 84 million international passengers over the next decade.
“India’s exponential air traffic growth is creating demand for new aircraft, air navigation technologies, airport security equipment and infrastructure,” said Dr. Guruprasad Mohapatra, AAI Chairman. “The Futuristic Telecommunications Infrastructure provides a dedicated nationwide network to support air traffic management operations, with an emphasis on safety and high reliability and the ability to expand for growth.”
Harris will leverage its extensive expertise from creating and managing the highly successful Federal Aviation Administration (FAA) managed services network, which securely connects more than 4,400 national and international FAA and Department of Defense facilities, and enables the FAA to achieve its mission for safe and efficient air travel of more than 87,000 aircraft each day.
“The new secure, purpose-built network will meet the demands of India’s rapid aviation growth and lay the foundation for future ATM opportunities for Harris in other geographies with high air traffic growth,” said Rick Simonian, vice president and general manager, Mission Networks, Harris Electronic Systems. “AAI’s selection of our FAA-proven managed network services model allows the agency to benefit from the most current telecommunications technology, enhanced safety and efficiency, and reduced operational costs.”
About Harris Corporation
Harris Corporation is a leading technology innovator, solving customers’ toughest mission-critical challenges by providing solutions that connect, inform and protect. Harris supports government and commercial customers in more than 100 countries and has approximately $6 billion in annual revenue. The company is organized into three business segments: Communication Systems, Electronic Systems and Space and Intelligence Systems. Learn more at harris.com.
This press release contains forward-looking statements that reflect management's current expectations, assumptions and estimates of future performance and economic conditions. Such statements are made in reliance upon the safe harbor provisions of Section 27A of the Securities Act of 1933 and Section 21E of the Securities Exchange Act of 1934. The company cautions investors that any forward-looking statements are subject to risks and uncertainties that may cause actual results and future trends to differ materially from those matters expressed in or implied by such forward-looking statements. Statements about the value or expected value of orders, contracts or programs and about system capabilities are forward-looking and involve risks and uncertainties. Harris disclaims any intention or obligation to update or revise any forward-looking statements, whether as a result of new information, future events, or otherwise.
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https://www.kxnet.com/uncategorized/new-details-in-b52-emergency-landing-in-england/ | 2021-09-22T14:26:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057366.40/warc/CC-MAIN-20210922132653-20210922162653-00510.warc.gz | 0.979316 | 176 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__19173660 | en | More details have been released about an emergency landing of a Minot-based B-52 bomber in England last month.
An article in the online military magazine called Defence Blog quotes several crew members at R.A.F. Mildenhall who responded to the emergency call from the bomber.
This is a photo from that magazine, showing fire crews responding to the B-52 immediately after landing.
An engine fire had to be extinguished, and the crew of the bomber had to be evacuated by the English airmen.
There were no injuries in the incident.
You might remember this was on June 17th, the same day that the Russian military released this video – showing a B-52 from Minot being confronted by a Russian fighter jet.
The Russians said the bomber was flying directly toward Russian airspace, but the bomber did not actually leave international airspace. | aerospace |
http://m.csmonitor.com/Science/2013/0829/Saturn-moon-s-buoyant-mountains-perplex-befuddle | 2015-03-31T17:18:35 | s3://commoncrawl/crawl-data/CC-MAIN-2015-14/segments/1427131300799.9/warc/CC-MAIN-20150323172140-00238-ip-10-168-14-71.ec2.internal.warc.gz | 0.943318 | 402 | CC-MAIN-2015-14 | webtext-fineweb__CC-MAIN-2015-14__0__121452245 | en | Saturn moon's 'buoyant' mountains perplex, befuddle
What if Titan's crust isn't thin and brittle like an eggshell, but thick and rigid, with huge floating mountains? What does that do to the implications for ice volcanoes, subsurface seas, and life?
European Space Agency/AP
Titan is tricky. The enormous moon of Saturn has topography like Earth's, but it's made of ice instead of rock. Throw in an opaque (and poisonous) atmosphere and a space probe that only occasionally passes by to pick up a new swath of data, and you have a truly mysterious planet. Er, moon.
"Titan has been a hard planet to study," says Chuck Wood, a member of the Cassini science team based at the Planetary Science Institute in Tucson, adding, "It's bigger than Mercury; that's why we call it a planet."
The opaque atmosphere has defeated Cassini's impressive cameras, leaving scientists relying on low-resolution radar and other instruments to interpret Titan's mysteries. "It's almost like seeing the moon with telescopes from Earth," says Dr. Wood. "It's hard to have enough resolution to be confident in what we're seeing."
Despite the challenges, scientists have been announcing new and bizarre findings from Titan, Saturn's biggest (and arguably weirdest) moon ever since NASA's Cassini-Huygens mission arrived at Saturn in 2004.
Titan is a "deranged version of Earth!" scientists said. Titan has lakes! When scientists dropped the Huygens probe through Titan's thick atmosphere, they saw shorelines! Rivers! Evidence of "exotic and exciting" methane-ice-sludge volcanoes! Five years later, a methane rainstorm made more headlines, followed by Titan's potential for bizarre and smelly lifeforms, mile-wide dunes shaped by 'backward' winds, and theories about Titan-esque DNA.
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http://www.wausaudailyherald.com/article/20130730/WRT0101/307300167/EAA-s-AirVenture-takes-flight-Oshkosh | 2015-11-26T14:42:13 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398447729.93/warc/CC-MAIN-20151124205407-00183-ip-10-71-132-137.ec2.internal.warc.gz | 0.94028 | 139 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__10822954 | en | Aeroshell Team performs during the air show. Experimental Aircraft Associations AirVenture kicked off on July, 29. 2013. People from all over the world travel to Oshkosh for AirVenture making Oshkosh one of the busiest airports in the world.
Steve Flippin is no stranger to air shows.
The Winston-Salem, N.C., man is the director of the Winston-Salem Air Show, but Monday was his first time experiencing the weeklong spectacle that is the Experimental Aircraft Association's AirVenture.
"It's one of those trips, if you're an aviation enthusiast, you have to take," Flippin said. ... | aerospace |
https://www.ncconsumer.org/news-articles/new-regulations-go-into-effect-for-non-recreational-use-of-drones.html | 2019-03-19T06:03:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201904.55/warc/CC-MAIN-20190319052517-20190319074517-00070.warc.gz | 0.966368 | 461 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__169421629 | en | New Regulations Go into Effect for Non-Recreational Use of Drones
The new rule is designed to minimize potential risks to other aircraft, people, and property
The Federal Aviation Administration (FAA) has made effective its new, comprehensive regulations for piloting drones for uses other than recreation or hobbies.
The new rule is officially known as Part 107, and its stipulations are designed to minimize the potential risks to other aircraft, as well as any people or property on the ground, from use of a drone.
There are several ways in which people can benefit from the new rule.
One way is the use of waivers, which a pilot must apply for if his or her proposed operation does not comply with the stipulations in Part 107. Such users will have to prove that the operation will be conducted in a safe manner.
Another benefit is found in airspace authorization. Pilots can operate drones in what is known as Class G airspace—that is, uncontrolled airspace—without authorization from air traffic control. However, pilots planning a flight in any other airspace will need such authorization.
Pilots must apply for both waivers and access to controlled airspace online at the FAA's website at least 90 days before the intended flight. They are free to begin submitting requests now, but approved authorizations will be provided to air traffic facilities as follows: Class D and E Surface Area by October 3, 2016; Class C by October 31, 2016; and Class B by December 5, 2016. The FAA is working to approve requests ASAP, but the actual time required will depend on the complexity of individual requests as well as the volume of applications the agency receives.
In addition, pilots can take the Aeronautical Knowledge Test required by Part 107 at testing centers around the country. In order to receive a remote pilot certificate after passing the test, the pilot must then fill out an FAA Airman Certificate and/or a Rating Application. Pilots should know that the website may take up to 48 hours to record their passing score. The agency expects to be able to validate pilot applications within 10 days, at which time the pilot will receive instructions on how to print a temporary airman certificate good for 120 days. Within those 120 days, the agency will mail the pilot a permanent Remote Pilot Certificate. | aerospace |
http://lincoln.wickedlocal.com/news/20170607/17-million-medflight-facility-breaks-ground-at-hanscom | 2018-06-18T05:55:33 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267860089.11/warc/CC-MAIN-20180618051104-20180618070848-00051.warc.gz | 0.972383 | 602 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__156831328 | en | Boston MedFlight, a regional provider in emergency medical flights to hospitals across the area, is constructing a new, $17 million facility at Hanscom Air Force Base.
"This is something that we have been trying to do for quite a while now, our new facility is going to completely change the way we are able to provide services to the area," Boston MedFlight General Manager of Aviation Rick Kenin said.
Boston MedFlight currently has a location on Hanscom Air Force Base, which serves as the company headquarters in addition to offices in Lawrence and Plymouth. The company has a service area throughout Eastern Massachusetts and fields over 400 calls a day from emergency responders requesting critical care transportation.
According to Kenin, the issue with the current facility is size, as well as accessibility to the general public.
"One of the issues with our current location is that it is on the military side of the base, which makes it difficult to bring in guests and interact with the general public because of the necessary security protocols when it comes to visiting the base," Kenin said. "By moving across the base, about a half-mile as the crow flies, we will be on the civilian side of the base and it will allow us to operate much easier."
In 2015, Massport posted proposals looking for a ground lease on a location on the civilian side of Hanscom. Boston MedFlight got the bid in March of 2016 and broke ground during the first week of June. According to Kenin, the plan currently is to move into the new facility by June 2018. The new facility will maximize the services already provided by the current facility.
"The new facility will feature a larger, better hangar for our aircraft, as well as things like training for our first responders, a simulation lab for medical situations and a state-of-the-art communications center," Kenin said. "We have all of those things right now, but it is a very small facility and this will allow us to do so much more."
In addition to providing emergency medical transportation, Boston MedFlight also provides training for local emergency responders, such as the EMTs who work for the Bedford Fire Department, which will now be done in new training facilities
Concerns about the amount of air traffic at Hanscom are frequently discussed in the surrounding communities, but according to Kenin the new facility will not impact the amount of air traffic around Hanscom.
"One of the first conversations we had with Massport was concerning the amount of air traffic and we had a big discussion about it," Kenin said. "The new facility will have no impact on the current amount of air traffic because we are not adding any new helicopters or taking new routes, so there will be no change to the air traffic or the patterns our aircraft take."
The facility will also feature solar panels on the roof of one of their buildings with the intent of providing nearly all of the energy needed to power the facility through solar energy. | aerospace |
http://www.mindef.gov.bn/airforce/Theme/Home.aspx | 2019-08-24T14:16:36 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027321140.82/warc/CC-MAIN-20190824130424-20190824152424-00085.warc.gz | 0.794618 | 332 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__83945847 | en | PANGKALAN RIMBA, Wednesday, 14 August 2019 – The Royal Brunei Air Force this afternoon distributed sacrificial meat comprising 4 buffaloes and 5 goats to Royal Brunei Air Force (RBAirF) personnel and asnaf group living in the vicinity of the Kampong Rimba, in a Korban and Aqiqah ceremony in conjunction with Hari Raya Aidil Adha 1440 Hijrah celebration.
SPORTS COMPLEX, RIMBA AIR FORCE BASE, Wednesday 07 August 2019 – The officers of Royal Brunei Air Force (RBAirF) held a teambuilding event in celebrating the recent promotion of sixteen RBAirF officers. The guest of honour for the event was Brigadier General (U) Dato Seri Pahlawan Haji Hamzah bin Haji Sahat, Commander of the RBAirF. Also present were senior officers and officers from the RBAirF.
RIMBA AIR FORCE BASE, Sunday 11 August 2019 – In the spirit of celebrating Hari Raya Aidil Adha, the Royal Brunei Air Force held mass prayers at Surau Al-Barakah, Air Force Base Rimba.
Prayer TimesWeather Forecaste-Darussalam
A2 Royal Brunei Air Force Headquarters Royal Brunei AIr Force Base, Rimba Tel: +6732-348328/339
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https://www.lego.com/en-my/kids/videos/city/launch-a-rocket-into-deep-space-lego-city-video-68b8f1a1db694beeb9d58ad791818447 | 2021-01-19T02:50:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703517559.41/warc/CC-MAIN-20210119011203-20210119041203-00264.warc.gz | 0.879092 | 152 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__81213211 | en | Launch a rocket into deep space! – LEGO® City Video
Are you ready for lift-off? The astronauts are heading to the rocket as we speak, while the launch control room is buzzing with excitement. The rocket is only a short fun rollercoaster ride away, but will the astronauts make it on time? Watch and see!
Watch the LEGO® Space Mini Movie! | Spaced Out (Part 1)
Oh no! The Mars One space shuttle is hurtling towards Earth, Mission Control is calling, but nobody’s responding. What’s happening aboard Mars One? Watch Captain Courageous, Lieutenant Brainy and Sergeant Flaky as they battle to get back home in part 1 of this awesome LEGO® Space mini movie! | aerospace |
https://dohertybuilders.co.uk/the-ten-oldest-plane-that-are-nonetheless-in-service-right-this-moment/ | 2023-12-07T00:13:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100626.1/warc/CC-MAIN-20231206230347-20231207020347-00368.warc.gz | 0.951986 | 312 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__74181123 | en | The Boeing 737 is a well-liked narrow-body plane that’s extensively used all through the world and has been in manufacturing since 1967. The latest model of this mannequin is the 737 MAX, which is the most recent in an extended line of 737 plane. Regardless of the supply of brand-new jets with the most recent avionics and engine know-how, not all airways have upgraded simply but. Airliners are extraordinarily costly, and typically it is smart to maintain older airframes flying. That’s true of at the very least one provider in Canada — Nolinor Aviation.
Most individuals, even in Canada, are in all probability not accustomed to this provider. That’s as a result of it makes a speciality of chartered flights and is able to carrying passengers or cargo, together with petroleum, to many locations in North America and Europe. An excellent portion of the work marketed by Nolinor Aviation is to distant locations, notably within the north of Canada the place environmental circumstances are typically troublesome and excessive. Being able to quickly change the kind of payload and carry it to chilly and icy locales is the first purpose Nolinor nonetheless flies its outdated Boeing 737-200 planes.
Nolinor Aviation presently flies the 2 oldest 737-200 airframes in use, considered one of which was produced in 1974 and the opposite in 1975. Till a better-suited plane comes alongside and makes logical enterprise sense for the provider, these planes will seemingly proceed to fly for the foreseeable future. | aerospace |
https://s-plane.com/applications/optionally-piloted-isr-aircraft/ | 2022-12-09T19:01:22 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711475.44/warc/CC-MAIN-20221209181231-20221209211231-00608.warc.gz | 0.912737 | 1,382 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__214094442 | en | CERTIFICATION-READY, REDUNDANT, FLIGHT-CRITICAL DESIGN, FULLY CUSTOMISABLE:
S-PLANE’s Aircraft Automation, Communication and Ground Control Solutions, combined with suitable sensor payloads, are integrated onto rotary-wing and fixed-wing manned aircraft in order to create powerful Optionally Piloted Systems. Integration can be performed for new aircraft or as modernisation and upgrade projects for existing fleets. Manned ISR aircraft created with S-PLANE technology are seamlessly upgraded to state of the art certification-ready Optionally Piloted or Unmanned Systems.
Solutions include a number of S-PLANE products and services combined with industry-leading third-party equipment and services such as Satellite Communication systems and data services for Inmarsat and Iridium connectivity. S-PLANE supports its customers through system engineering, integration, flight testing and certification processes to ensure the technical and commercial success of every system integration. S-PLANE Solutions are designed and tested according to the principles of exacting standards, including RTCA DO-178, DO-254 and DO-160. Certification packs can be created on demand for every system integration.
S-PLANE’s X-KIT for OPS and UAS conversion is based on the S-PLANE X-SERIES FCUs and can be integrated onto most manned rotary-wing and fixed-wing aircraft. The automation process includes the provision of automated flight modes, mission-level waypoint management, automated take-off and landing, automated on-board systems control and monitoring and many other functions. The X-KIT mainly comprises an X-CUBE (the heart of the kit), an Engage/Disengage Unit (EDU) and flight instrumentation/sensors to provide a certification-ready Automation Solution with up to triplex redundancy for all flight critical elements under its control. The X-KIT is compatible with high quality redundant servo mechanisms, guaranteeing safe operation. The EDU, combined with proper servo selection, guarantees complete electrical and mechanical isolation of automation equipment while an on-board pilot operates the aircraft. The X-KIT also serves as a Power Distribution Unit (PDU) providing multiple fully controlled and independent safety-critical power buses. On-board functions normally managed by the pilot are controlled and automated via the X-KIT. Missions can be performed in fully autonomous mode, where take-off, flight and landing are managed via a mission-level control interface. Remote C2 operators can operate the aircraft in a fly-by-wire remote piloting mode (with the S-PLANE Remote Piloting Station (RPS)), taking advantage of the flight safety and protection systems offered by the redundant on-board flight control unit.
Payload Management is provided by the Airborne Data Terminal (ADT) within the X-CUBE. Sophisticated EO/IR, Radar, SigInt, WAS and Transponder payloads interface to the X-CUBE. It provides state of the art data compression, encryption, recording and routing functionality as well as RF link management to make optimal use of Line of Sight (LOSCom) and Satellite Communication (SatCom) links. It has processing power to spare for complex data and signal processing and fusion tasks customized for S-PLANE’s clients. As an example, the X-CUBE Lite easily captures 4 EO/IR HD-SDI and composite video streams, plus a number of additional Ethernet streams. It encrypts them, records them in high definition, transcodes them to lower bandwidth encrypted streams and manages the transmission of these streams via variable bit-rate communication links to remote ground stations in real-time.
S-PLANE provides sophisticated LOS communication solutions in the UHF, L, S and C bands with RSA, AES and DES encryption options and MIMO diversity links guaranteeing maximum link bandwidth, optimal connectivity and link security. High bandwidth links provide payload data streaming and command and control functionality and low bandwidth links provide back-up command and control functionality. Maximum communication ranges vary between 40km for omni-directional solutions to 200km using S-PLANE’s TRACKER 100 tracking antenna sub-system with directional parabolic antenna and integrated communication links. LOS links provide mesh network functionality for multi-hop network range extension and direct connection to the aircraft and ground control station by forward operators.
Non-LOS connectivity is provided by optional SatCom links. S-PLANE supplies the Inmarsat L and K band SatCom link equipment and data services (background IP and Streaming) required to keep aircraft connected to ground controllers. This functionality is backed up by L band Iridium telemetry services to ensure that aircraft remain connected, always!
Ground Control is provided via a rugged and transportable Tactical Deployment Unit (TDU) serving as the heart of a ground station. The TDU provides complete Command and Control (C2) functionality, connectivity between the ground station’s payload operator and the pilot, and mission and payload situational awareness to the aircraft and payload operators via S-PLANE’s ParagonC2 and ParagonISR appliances. ParagonC2 serves as the C2 appliance for mission management and remote piloting. Both ParagonC2 and ParagonISR also provide sensor payload stream geolocation and projection as well as sensor coverage and viewshed analysis functionality within a 3D terrain environment to optimise payload application and mission execution in real-time, ensuring that you get the most out of your expensive sensor payloads with every mission! ISR sensor payload control is provided by interfacing payload control equipment to the TDU and payload metadata is streamed to and exploited within ParagonC2 and ParagonISR. The TDU provides audio connectivity functions (ATC and ITC) and power management and distribution to all ground components. An Aircraft Control Station (ACS) version of the TDU is available to allow pilots and airborne sensor payload operators to gain much of the sophisticated TDU functionalities within the aircraft. S-PLANE’s RPU interfaces with the TDU to facilitate flight critical protected fly-by-wire flight control by a remote pilot (typically the C2 operator).
As a bonus, Manned ISR installations created using S-PLANE technology are ready for quick conversion to Optionally Piloted or Unmanned System status by upgrading and adding equipment and without re-engineering systems and architectures already put in place for the Manned ISR aircraft. Maximum re-use of equipment and architectures means that your investment is easily upgradeable at the lowest possible cost and in the shortest possible time. | aerospace |
https://www.wayup.com/i-Defense-and-Space-j-University-Programs-Software-Engineering-Intern-Raytheon-717487802021959/ | 2019-06-19T01:41:58 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998879.63/warc/CC-MAIN-20190619003600-20190619025600-00144.warc.gz | 0.891808 | 460 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__90589368 | en | We are pursuing top talent to join the Raytheon team and support our vision to be “One global team creating trusted, innovative solutions to make the world a safer place”. As a Software Engineering Intern you will work with our software engineers who are developing and maintaining the critical capabilities that arm and defend our warfighters. Working in the Space and Airborne Systems business unit of Raytheon, you can contribute to cutting edge technologies across surface, air, cyber and space domains, supporting precision engagement, missile defense, homeland security, integrated communications, and intelligence, surveillance, and reconnaissance.
Candidates have the opportunity to work alongside and be mentored by the best and the brightest engineers and scientists who are providing radar and sensor solutions that deliver superior detecting, ranging, and tracking for military forces worldwide. In addition to maintaining a strong portfolio of core capabilities, we continue to expand globally and innovate in our growth markets. Opportunities exist to participate on innovative teams that are providing the most advanced research and development capabilities to solve the most complex problems.
Typical job functions for the Software Engineering Intern include participation on collaborative, cross-disciplined integrated product teams, often employing agile software development techniques and tools to plan, design, develop, test, and integrate complex software and systems solutions. Responsibilities span the full lifecycle of product development, from architecture and design, through integration, flight test, and field support. You will work and learn in an engineering organization with the highest software engineering process maturity level as recognized by the Software Engineering Institute. This will be an experience that will complement your education, past work experience and potentially lead to a long-term career at Raytheon.
U.S. CITIZENSHIP STATUS IS REQUIRED AS THIS POSITION NEEDS THE CANDIDATE TO BE ABLE TO RECEIVE AN ACTIVE U.S. SECURITY CLEARANCE WITHIN 1 YEAR OF START.
REQUIRED EDUCATION (INCLUDING MAJOR):
Raytheon is an Equal Opportunity/Affirmative Action employer. All qualified applicants will receive consideration for employment without regard to race, color, religion, creed, sex, sexual orientation, gender identity, national origin, disability, or protected Veteran status. | aerospace |
https://www.bdb.org/blog/2017/02/13/bdb-blog/aviation-aerospace-and-engineering-in-palm-beach-county/ | 2020-09-18T16:13:19 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400188049.8/warc/CC-MAIN-20200918155203-20200918185203-00454.warc.gz | 0.929092 | 485 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__44468212 | en | © 2016 All rights reserved.
From aircraft parts to maintenance, training, and a host of commercial air services, Palm Beach County is a recognized national leader in Aviation, Aerospace, and Engineering (A/A/E). This multi-faceted sector includes advanced high-tech manufacturing, design and prototyping, flight training schools, universities, support system firms, and supply chain companies of all types. Major U.S. government suppliers and A/A/E companies have a significant presence here. Florida boasts the second-largest aerospace industry in the U.S., and the titans of the aviation industry, including Lockheed Martin Corporation, Aerojet Rocketdyne, Pratt & Whitney (a United Technologies Company), Sikorsky (a Lockheed Martin Company), and more, call Palm Beach County home.
Palm Beach County’s Research & Development / Engineering & Technical Design cluster contains hundreds of companies and thousands of engineers, draftsmen, technical designers, developers, and architects. Our top companies include several focused on propulsion systems, advanced engineering design, and applied research. In fact, major engineering projects around the globe in virtually every industry – including electronics, aviation, chemical, biotech, energy, infrastructure, and aerospace – can be traced back to Palm Beach County’s A/A/E engineers.
Palm Beach County’s well-established A/A/E community has a dynamic synergy between technology, training centers, and the workforce that creates a sustainable industry. Our A/A/E industry sector includes world-class flight training schools, parts suppliers, maintenance and repair facilities, sales and staffing specialists, and fixed-base operators (FBOs).
Palm Beach International Airport (PBIA) serves commercial and private aircraft and provides cargo services. Approximately 6 million passengers travel through PBIA annually. Thirteen commercial and community airlines operate out of the airport. In addition to PBIA, there are several regional airports. Backing all these facilities are aviation services companies providing vital operational support.
A/A/E companies in Palm Beach County enjoy strong support from public and private organizations, and access to a highly skilled, diverse workforce. Additionally, well-respected educational institutions attract research dollars and consistently produce an impressive number of graduates. These institutions continually add quality to the overall skill level of the workforce, as do collaborations between private industry and educational partners. | aerospace |
https://chapters.eaa.org/eaa135 | 2024-04-24T15:20:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819668.74/warc/CC-MAIN-20240424143432-20240424173432-00802.warc.gz | 0.950257 | 312 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__203829824 | en | Welcome to EAA Chapter 135 in Des Moines IA. The group brings a broad base of building talent including tube and fabric construction, sheet metal work, welding and composites. Some members are flight instructors, flight advisors, and technical advisors. If you have ever thought of building your own airplane, this is the right place to be. Members can provide technical assistance in all phases of aircraft construction.
We hold monthly chapter meetings on the second Saturday of the month, at the Ankeny Municipal Airport, at Exec One Aviation, second floor conference room, in Ankeny, Iowa at 6:00 p.m. occasionally we may meet at other times at different locations, to view members’ progress on their projects and to provide technical assistance and moral support. Check the calendar of events to confirm our next meeting location, and plan to join us. We'd love to have you attend.
Several members have aircraft Projects under construction and some already have taken to the air. You may view their aircrafts under Projects.
What is EAA
The Experimental Aircraft Association promotes all forms of recreational aviation. It was started in 1953 in Milwaukee, Wisconsin by a group interested in building their own airplanes. The organization brings people together with an interest in recreational aviation, facilitating social interaction and information sharing between aviation enthusiasts. You don't have to be a pilot or aircraft owner to be a member of EAA. There are many ways to fulfill your aviation interest. See section under Contact Us to join EAA Chapter 135, and the EAA National Organization. | aerospace |
http://dronesuavreport.com/2019/02/23/why-and-when-did-drones-become-popular/ | 2020-10-31T03:39:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107912807.78/warc/CC-MAIN-20201031032847-20201031062847-00144.warc.gz | 0.963614 | 3,537 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__79086740 | en | Many people are being fascinated by drones. The high flying semi-autonomous vehicles are a breathtaking technological marvel that has transformed the world in amazing ways. They do everything from recording weather variables to aerial surveillance.
The Era of Smaller Drones
The 20th Century has seen the development of smaller, simpler and cheaper drones. There was a time when only the Air Force and large corporations owned drones but that rapidly changed when cheaper and easily navigable drones were developed. This also saw the coming up of drone hobbyists who used drones for recreation.
Drones in this century have been developed to perform simple tasks such as aerial surveillance, record weather, race (drone racing is picking up very fast), record aerial footage of events, i.e. sports and even espionage.
The quadcopter is a breakthrough in drone technology as it led to the manufacturing of cheap and fighter drones. It uses fewer resources, and it packs more powers in a very small space. Amazon and Google have test projects in place that involve the use of drones for retail good delivery. This will significantly reduce the delivery time of goods and services and also reduce traffic jams on the roads. Who knows, maybe the next traffic jam will be in the air (pun intended).
If drones didn’t exist, they would be a lot of gaps in the technology world. You wouldn’t be able to take those beautiful aerial pictures of terrain very cheaply. You would need to hire a helicopter every time which as you know isn’t that cheap. You will have to part with several hundreds of dollars to be able to do this. But now due to a drone that costs less than $2000, you can comfortably do this at your own comfort.
Have you ever asked yourself how these aerial vehicles came to be? Drone technology is not new to the world. It is however not that old either. Drones have been around for pretty much of the last few decades. The history of drone (UAV) technology is very intriguing. A simple war invention is what gave the pioneers of this technology that one can use an aerial vehicle to do what human beings cannot do while they are on the ground.
Terms in Drone Technology?
Drones can also be called Unmanned Aerial Vehicles (UAV) or Unmanned Aircraft Systems (UAS) in technological terms. Basically, a drone is a robot or machine that is deployed aerially by remote control or sometimes autonomously. Small drones can only be remotely controlled since they do not have the power to be autonomous.
Larger and more sophisticated drones, on the other hand, can fly using a combination of remote control and autonomy. Drones can cost anywhere from tens of dollars up to millions of dollars depending on sophistication and function they are used for. Small drones are called quadcopters since they deploy the use of four rotors which help them to propel themselves up. More sophisticated drones like survey drones and military drones work in a similar way to airplanes, but the only difference is that they are remotely controlled and they.
The History of Drones
Drone technology has evolved through several eras which show a significant contribution to their improvement and adaptation in mainstream use. You have to note that the invention of the airplane is the most significant event in drone technology since, without it, drones would have never existed. Here are several phases that drone technology passed through.
The Austrian-Venice War
As I said earlier, drone technology has been around for several decades now. They were majorly used for military purposes often in activities and missions which were too risky for manned aircraft to carry out such as espionage and aerial bombardment.
In August 22nd, 1849, Austria used aerial balloons to launch an attack at the city of Venice. These unmanned balloons were loaded with explosives which dropped on Venice eventually achieving their target. Some of these balloons were launched from an Austrian ship called Volcano.
Apparently, the Austrians had been planning the use of these unmanned balloons for a long time prior to the war. A paper in Austria had published the details of the planned attack. According to the publication, five balloons were in construction. They were designed to drop a bomb from the air once they were in Venice.
As you can imagine, this tactic was successful to an extent as Venice did not anticipate such an attack. Although these balloons cannot be said to be drones (UAVs), they introduced the concept of the use of an unmanned aerial vehicle to the world.
The World War Era
The first documented use of remotely controlled aircraft happened during World War 1. The United States developed a radio-controlled aircraft which was called Kettering Bug in 1918. The vehicle was designed to carry bombs which would be used to assist soldiers in combat. Kettering Bomb was however not used in actual warfare. The US army had highly anticipated using the Kettering Bug in combat, but no suitable situations were suitable for its use.
Other developments were in place though. The “Aerial Target” was developed for the primary purpose of taking down the Zeppelins, but it was never successful. The “Aerial Target” proved difficult to go airborne, and its development and deployment were abandoned.
The Royal Navy developed its own “Larynx” in 1927 and “Queen” in 1931. These vehicles were rarely put into actual combat in the Second World War given the situation of the conflict.
The World War era saw the rapid development of drone technology to very advanced levels. NAZI Germany developed its own drones during this era. Drones became more instrumental in training antiaircraft gunners and as tools during the war. In fact, one year after the conflict is when the term drone was first used to refer to a UAV.
The Six Day War
The use of UAVs was however put into significant use by the Israeli Army when they used UAVs to attack enemy warships in the Arab-Israeli war of 1973. The use of UAVs was a useful tactic in this war as the Israeli had very few casualties in their Air Force compared to its enemies. These UAVs were also very important in air surveillance giving the Israelis Air Force an edge over their enemies.
UAVs were used by Israel in the war against Lebanon effectively as no casualties were reported on the Israeli Air Force in the course of the entire war. This was an eye-opening for other nations and led them to develop their own military UAVs. UAVs were so effective since they deployed stealth and had a three-dimensional thrust vectoring flight control.
The Vietnam War
When the Vietnam War seemed difficult to win in actual combat, the USA decided to deploy many drones o lead their war fronts. These drones were very useful as they could rout out the enemy forces out of their hiding and compel them to come into actual combat. In fact, drone technology, if used well is a good solution against guerrilla warfare.
The USA had hidden the use of drones in the Vietnam War but later admitted it later. The Persian War also saw the use of drones in mass numbers. Most of these drones in the Persian War were for surveillance, but some few were used to deliver Hellfire air-to-ground missiles. \
Drone technology was also used in pursuing and killing of Osama Bin Laden who was the mastermind behind the September 11th terror attack. Drones were used in surveying his whereabouts and severally used to launch aerial bombardment on his residences although most were unsuccessful.
The Modern Era
Drones evolved into the twentieth century rapidly, and they were being customized to do a whole range of things. The USA used drones to monitor its border with Mexico to survey illegal immigration. The September 11th, 2001 terrorist attack was the turning point in the mass deployment of UAVs in the USA. Ever since the USA has deployed thousands of highly sophisticated UAVs to fight Islamic extremists in the Middle East.
The Predator, which is the most sophisticated UAV the world has ever seen. This UAV can be armed with Hellfire Missiles which can be dropped in a target that is miles away. They are also controlled by remote pilots which puts them at no risk of death.
Have you ever been amazed by drone technology? If so, this is your stop for all the information about UAV technology or as it can also be referred to, drone technology. This technology has amazed human beings ever since its inception. Topics on this technology are getting interesting. UAVs are becoming the favorite toys of all tech enthusiasts. That is why I have compiled a very comprehensive article about drone technology.
This article is all about drones and how its technology works. Drones are not rocket science and understanding them is easy. Want to know how to operate drones?
• Drone aerodynamics
• Drone software
• Drone parts
Understanding the three areas above will largely improve your knowledge of drone technology. Drone technology is evolving very fast. This article is going to be outdated in some years since new discoveries are being made in this sector. Dozens of drone manufacturing companies are coming up with a unique approach to the design and workings of a drone.
What Is a Drone (UAV?)
A drone or UAV is simply an aircraft that flies without a human being on board. They are largely controlled by remote control. Some sophisticated drones have a very large range of control while smaller drones have limitations in terms of how they can be controlled.
Drones were initially designed to do activities which were dangerous and “dull” for human beings to do. That is still the case now, but the role of drones has changed largely in this century. They have evolved from sole use in the military in the last century to more wide application in the contemporary world.
As we all know, drones are now available for recreation and commercial purposes. They are also a lot cheaper, smaller, powerful and simpler in design and control.
Parts and Components of a Drone
are not that complicated. They are far simpler than any other machines that are out there and to understand them, and you will need to know how each of its parts plays a role in making it functional.
A simple personal drone is made up primarily of the following parts.
• The Frame
• The Flight Controller
• Electronic speed controller
• Power Distributor
• Remote Control
All these parts work together to put your drone in flight. Additionally, a drone uses software to coordinate all its parts an initiating control.
First of all, a drone needs a frame. All the other components on a drone mounts on a frame. The frame should be lightweight, and it is made of light materials most commonly carbon fiber. Carbon fiber is light and strong; therefore it minimizes damage when your drone crashes.
A drone is made of four motors or rotor blades. The blades are responsible for creating a force which lifts the drone off the ground. These rotors are controlled by an electric speed controller which is another part of the drone. Each motor should have its own electronic speed controller.
The power controller/distributor is connected to the battery and the four rotors. It distributes power from the battery to each of the four motors. They also control the voltage of the battery depending on the type of drone. The board also performs secondary functions such as transmitting video coverage from cameras to round but this is detailed we won’t look at it today.
The flight controller is the main control part of the drone. It receives wireless signals from the remote control device and uses them to control the motors. The wireless radio receiver primarily receives wireless signals from the remote control device, and the flight controller interprets them.
The handheld remote control is the device that you use to control your drone. You send wireless signals which are interpreted by the flight controller.
The battery is the power source of the drone. It is usually a rechargeable Lithium Polymer battery. The power of the battery usually depends on the power needs of the electric speed controller. A 4000mAh is usually good enough for a light personal drone, but more sophisticated drones need more powerful batteries.
Types of Drones
Drones come at various sizes and prices. They vary vastly according to the purpose and the technology that each is equipped with. Here are the types of drones;
• VTOL Drones
VTOL stands for “vertical take-off and landing.” As the name says, these drones are ready to land and take off vertically. They do not need to be elevated in order to take off, and they function in the same way as helicopters do. A good example is the DJI Mavic Air.
• Military drones
These drones are very sophisticated, and they are equipped with the latest technology. They are used by the army for surveillance and for guiding Hellfire missiles to their targets. Only the army is allowed to possess these drones. An example is the Predator.
1. Radar Positioning and Return Home
This is used to describe the technique used by drone to help drones find their position using satellite technology. Many latest drones are equipped with a dual Global Navigation Satellite System (GNSS) which means that they can use both GPS or GLONASS to find locate themselves.
These tow navigation systems are very important when there is a need for high accuracy in a task i.e., creation of 3D maps and search and rescue missions. When a quadcopter is switched on, it searches for a GNSS constellation to provide accuracy in its positioning. The drone is ready to take off if enough GNSS constellations have been registered. It then records a return point using this constellation. A return home point is a location that is set in drone in which the drone should return to in case it encounters any problem or its experiences low battery.
There are three types of return point situations;
• A return to home situation initiated by the pilot
• A return to home situation initiated by low battery
• A return to the home situation the drone initiates in case it loses communication with its remote control
In any case, any of these situations occur, the drone will go back and land to return to the home position set by the pilot.
2. Obstacle Detection and Collision Avoidance Technology
Drone technology aims to reduce the number of crashes, and that is why an obstacle detection and collision avoidance technology was developed. This system will automatically detect obstacles in the drone’s path and device a way to avoid the obstacles using several set mechanisms. This is important especially when the drone is out of sight or if it has lost communication with the pilot.
In order for this system to detect obstacles in the drone’s path, it uses one or a combination of the following;
• Vision sensor
• Time of Flight
• Monocular vision
Latest drones have the ability to sense obstacles form all sides.
Onscreen Real-Time Flight Parameters
This is a technology that allows you to see what your drone is recording in the air using its camera. This is usually done using smartphone apps and cameras attached to the drone.
Gyro Stabilization. IMU and Flight Controllers
This technology is meant to give the drone a smooth flight by averting the strength of forces working against the drone’s movement. This system is made up of a gyroscope and an IMU. The Inertia Movement Unit (IMU) records the drone’s acceleration using a set of accelerometers. Using this information, the drone can slow it down to keep the drone stable during flight.
Internal Compass and Failsafe Function
The drone is equipped with an internal compass which always tells the drone its current location. The compass needs to be calibrated frequently – before any take off to set a home point for the drone. A home point helps the drone to land safely without the pilot’s instructions which is why it is referred to as a failsafe function.
FPV Live Video Transmission Drone Technology
Drones that take aerial videos need to be equipped with a video camera. The camera then broadcast the live feed which needs to be sent to the ground for the pilot to see. FPV refers to First Person View. This is important since the pilot doesn’t have to look at the drone but rather use the feed to control it. This is possible by special goggles that are worn on the head or a screen like that one of a smartphone.
FPV technology is particularly important in drone racing whereby looking at the drone will lead to crashes. FPV technology uses radio signals to transmit a live feed to the pilot, and a weak signal can lead to inconveniences. Most drones have an FPV transmission range of about 3 miles. The newer drone has a bigger range with the DJI Mavic Pro having a range of 4.3 miles.
Firmware and Flight Assistant Port
Many drones need to update their firmware regularly. Firmware is software that comes with any computer, and it is previously installed by the manufacturer. In order for you to make any modifications to this firmware, you need to connect it to a PC, and this is where the firmware assistant port comes into place. This connection can be done by linking the drone with a Micro-USB cable. You can now fix bugs in the drone’s firmware and update it. | aerospace |
https://vanallenprobes.jhuapl.edu/News-Center/intheloop/inloop.php?id=2012_0727 | 2022-09-24T23:31:44 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030333541.98/warc/CC-MAIN-20220924213650-20220925003650-00714.warc.gz | 0.89788 | 344 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__46876521 | en | July 27, 2012
In the Loop: New Questions, New Answers from the RBSP Team
On Thursday, July 26, the RBSP Mechanical Team lifts and installs the flight separation system on spacecraft B in preparation for the July 27 spacecraft A and B stacking operation at Astrotech Space Operations in Titusville, Fla. Credit: JHU/APL.
You can find many answers to these and almost 30 other questions on our recently updated “Conversations With the Team” interactive page. We’ve just added more than 40 new interview clips, some of which were filmed just a few weeks ago as RBSP is now less than 30 days from scheduled launch on August 23, 2012.
Visit the “Conversations With the Team” page here: http://rbsp.jhuapl.edu/mission/conversation/overview/index.php
Simply click on a question you’d like to find out more about, then select from a variety of short insightful answers provided by team members.
The Radiation Belt Storm Probes mission is part of NASA’s Living With a Star program, which is managed by Goddard Space Flight Center in Greenbelt, Md. The Johns Hopkins University Applied Physics Laboratory (APL) in Laurel, Md., manages the mission and is building and will operate the RBSP spacecraft for NASA.
© 2022 The Johns Hopkins University Applied Physics Laboratory LLC. All rights reserved.
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240-228-5000 (Washington, DC, area) • 443-778-5000 (Baltimore area) | aerospace |
http://www.pointsonamap.com/attraction/box_neg79_33_neg68_39/airforcememorial/0 | 2018-01-20T03:03:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084888878.44/warc/CC-MAIN-20180120023744-20180120043744-00269.warc.gz | 0.858593 | 133 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__129316120 | en | The United States Air Force Memorial honors the service of the personnel of the United States Air Force and its predecessors. The Memorial is located in Arlington, Virginia, on the grounds of Fort Myer near The Pentagon and Arlington National Cemetery, at the intersection of Columbia Pike and South Joyce Street. It was the last project of American architect James Ingo Freed (known for the design of the United States Holocaust Memorial Museum) with the firm Pei Cobb Freed & Partners for the United States Air Force Memorial Foundation.(Wikipedia)
"US Air Force Memorial"
"United States Air Force Memorial"
"U.S. Air Force Memorial"
"air force memorial" | aerospace |
https://www.art.com/products/p14625201396-sa-i6779566/john-raoux-aptopix-space-shuttle.htm | 2019-11-12T12:29:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496665521.72/warc/CC-MAIN-20191112101343-20191112125343-00407.warc.gz | 0.890508 | 94 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__183946517 | en | Space shuttle Endeavour lifts off from launch pad a at Kennedy Space Center in Cape Canaveral Fla Monday Feb Endeavour is scheduled for a day mission to the International Space Stationbr
This photographic print leverages sophisticated digital technology to capture a level of detail that is absolutely stunning. The colors are vivid and pure. The high-quality archival paper, a favorite choice among professional photographers, has a refined luster quality.
Product ID: 14625201396A | aerospace |
https://jolawogylufemirif.justeetredehors.com/space-flight-operations-communications-phraseology-and-techniques-book-2639jg.php | 2022-08-16T05:08:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572220.19/warc/CC-MAIN-20220816030218-20220816060218-00409.warc.gz | 0.876988 | 2,031 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__87895984 | en | 3 edition of Space flight operations communications phraseology and techniques found in the catalog.
Space flight operations communications phraseology and techniques
by National Aeronautics and Space Administration, George C. Marshall Space Flight Center, For sale by the National Technical Information Service in [Marshall Space Flight Center, Ala.], [Springfield, Va
Written in English
|Statement||by Steven R. Noneman.|
|Series||NASA technical memorandum -- NASA TM-86562., NASA technical memorandum -- 86562.|
|Contributions||George C. Marshall Space Flight Center.|
|The Physical Object|
CCSDS Informational Reports (Green Books) is intended to provide for the timely publication of a very broad range of general information for the CCSDS community. Informational documents are often published in support of an Experimental specification, a Draft Standard or a Recommended may therefore contain descriptive material, supporting analysis, test results, scenarios, . The aft flight deck contains D&C required to perform orbiter systems management, on-orbit maneuvers, payload systems management, and payload handling operations (Figure ). The aft flight deck also contains stowage provisions for crew equipment that must be accessed during early on-orbit operations. ORBITER FLIGHT DECK LOCATION CODING.
Description. For introductory course in space flight dynamics. A self-contained, integrated introduction to the performance aspects of flight — how to get into space, how to get around in space, and how to return to Earth or land on another planet (as opposed to specialized areas of life support, guidance and control, or communications). Standard Aviation Phraseology In communicating with air traffic controllers or other pilots, use standard aviation phraseology at all times in order to facilitate clear and concise communications. The meaning of some common terms used in surface movement-along with the phonetic alphabet-is shown in the Glossary of Phraseology, starting on page
Brand new Book. For introductory course in space flight dynamics.A self-contained, integrated introduction to the performance aspects of flight - how to get into space, how to get around in space, and how to return to Earth or land on another planet (as opposed to specialized areas of life support, guidance and control, or communications). Ground Operations – preparation, qualification, and operations of a mission dedicated ground segment and appropriate infrastructure including antennas, control centers, and communication means and interfaces. This book promotes the SpaceOps Committee’s mission to foster the technical interchange on all aspects of space mission operations.
Dead fingers talk
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Functions of a complex variable.
Simple tips for quilters
Culture and anarchy; an essay in political and social criticism
The best of teams, the worst of teams
A consolatory letter, from Mr. Thomas Olivers, to ... Thomas Hanby
Our human constitution
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rainbow of life
Introgression of tetraploid Mexican wild species germplasm into cultivated potato gene pool
Section 2. Radio Communications Phraseology and Techniques. General. Radio communications are a critical link in the ATC system. The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results.
Get this from a library. Space flight operations communications phraseology and techniques. [Steven R Noneman; George C. Marshall Space Flight Center.].
Communications are a critical link in space flight operations. Specific communications phraseology and techniques have been developed to allow rapid and clear transfer of information. Communications will be clear and brief through the use of procedural words and phrases.
Communications protocols standardize the required information : S. Noneman. Communications are a critical link in space flight operations.
Specific communications phraseology and techniques have been developed to allow rapid and clear transfer of information. Communications will be clear and brief through the use of procedural words and phrases.
Communications protocols standardize the required information : S. Noneman. ICAO Phraseology Reference Guide 3 ALL CLEAR AGC safety initiative Contents 1.
Clearance and Taxi 2. Take-off and Departure 3. Read-back 4. Climb, Cruise and Descent 5. Approach and Landing 6. Emergency Communications Note: This document uses RTF examples showing both pilot (denoted by blue italic text) and ATCO (denoted by grey text.
Flight Operations Briefing Notes Effective Pilot / Controller Communications The most significant example is the North American phraseology “taxi into position and hold”, that has the same meaning as the ICAO phraseology “line up [ and wait ]”.
Since IFR operations are expedited through the use of direct communications, pilots are requested to use these frequencies strictly for communications pertinent to the control of IFR aircraft. Flight plan filing, en route weather, weather forecasts and similar data should be requested through FSSs, company radio, or appropriate military.
FLIGHT SAFETY FOUNDATION HEADQUARTERS. Fairfax Street, SuiteAlexandria, Virginia Phone: +1 Fax: +1 Section 7. Operational Policy/Procedures for the Gulf of Mexico 50 NM Lateral Separation Initiative.
Introduction and General Policies. Air traffic control (ATC) may apply 50 nautical mile (NM) lateral separation (i.e., lateral spacing) between airplanes authorized for Required Navigation Performance (RNP) 10 or RNP 4 operating in the Gulf of Mexico.
50 NM lateral separation may be applied in. VFR COMMUNICATIONS FOR IDIOTS Gary Gandy A CRANIUM RECTUM EXTRACTUS PUBLICATION INTRODUCTION The crowded nature of today’s aviation environment and the affordability of VHF transceivers for general aviation aircraft have caused the development of two-way radio communication skills to be included in a modern flight instruction curriculum.
Section 2 of AIM Chapter 4, "Radio Communications Phraseology and Techniques," gives you the basics for all aviation communications. This short section covers the essentials—radio technique, radio contact procedures, aircraft call signs, ground station call signs, and the International Civil Aviation Organization phonetic alphabet.
NASA SP Rev2 supersedes SP Rev 1 dated December, Cover photos: Top left: In this photo, engineers led by researcher Greg Gatlin have sprayed fluorescent oil on a. Space Flight goes through the history of space exploration, from the earliest sub-orbital and orbital missions to today's deep-space probes, to provide a close look at past and present projects, then turns its attention to programs being planned today and to the significance of future exploration.
Focusing on research data gleaned from these Reviews: 1. Behind the Scenes of Human Space Flight: Learn more about NEEMO -- the NASA Extreme Environment Mission Operations program -- which sends groups of NASA employees and contractors to live in Aquarius for up to three weeks at a time.
Pilots and air traffic controllers communicate by using the radiotelephony phraseology that consists of a set of standardized words and phrases approved for the radiotelephony communications by ICAO in all routine aircraft situations. The communication is made.
Phraseology Used by Air Traffic Controllers Phraseology Used by Flight Service Specialists Phraseology Used by Flight Service Specialists at a Flight Information Centre While the airplane icon denotes phraseology used by pilots, it should be recognized that this is phraseology for both fixed and rotary wing aircraft.
Description. Space Operations: Experience, Mission Systems, and Advanced Concepts is a collection of materials presented at the 12th SpaceOps Conference, held in Stockholm, Sweden in June From the almost papers presented and discussed at the conference, those selected for this volume represent a cross section of three main subject areas: Mission Preparation and Management –.
Support and Services Office Flight Operations area at JPL. More on Cassini Flight Operations here. The 21st Century Edition (February ) Much of the text from the original Basics of Space Flight online version was retained during the major re-write in February Embry-Riddle's undergraduate Spaceflight Operations degree is an interdisciplinary program that encompasses the human factors of space flight and training; the safety, security, and risk assessment of space operations; and the simulation, training, and planning involved with the space flight projects, vehicles, and spaceports.
Flight Planning. Flight planning techniques used for cross-country flight, plus how to obtain weather information from a flight service station or using DUAT. Cross Country Flight.
Make a cross country flight using dead reckoning and pilotage, open and close flight plans, request flight following, plus no-tower communications. The Space Communications and Navigation (SCaN) program places the three prime NASA space communications networks, Space Network (SN), Near Earth Network (NEN) (previously known as the Ground Network or GN), and the Deep Space Network (DSN), under one Management and Systems Engineering umbrella.
It was established in It was previously known as the Space Communications. Pilot communication at uncontrolled airfields. Most soaring operations are conducted from small, uncontrolled airfields which require communication between pilots to safely maintain separation from each other in order to avoid a conflict or collision.
This requires clear, concise, common radio etiquette and phraseology.We’ve talked many times about techniques for picking up VFR flight following with ATC.
Let’s go one step further and look at the process in a real time animation. Before you click the link at the bottom of this article to see the animation, a few notes. | aerospace |
https://www.avlite.com/product/av-70-solar-aviation-light/ | 2023-03-29T12:53:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948976.45/warc/CC-MAIN-20230329120545-20230329150545-00331.warc.gz | 0.929265 | 140 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__133000744 | en | The solar-powered AV-70 is a field-proven aviation light that offers enormous benefits over traditional battery and hard-wired aviation lights including low maintenance and no underground wiring.
These completely self-contained LED lights are designed to suit a range of aviation and general applications including emergency airstrip, caution, taxiway, and threshold lighting.
The light is available with optional radio control, which can be used in conjunction with a PALC or handheld controller. Users can wirelessly control ON/OFF functions, adjust light intensities or switch between visual and IR (when fitted) operational modes remotely.
For portable lighting applications, the AV-70 is certified to FAA L-863B. | aerospace |
https://www.checksix.com/team/matthew-macca-mckay/ | 2018-01-21T22:36:34 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084890893.58/warc/CC-MAIN-20180121214857-20180121234857-00704.warc.gz | 0.983229 | 118 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__177773375 | en | Macca was a pilot in the Royal Australian Air Force for 15 years, specialising in pilot and flying instructor training for the last seven. He was posted to Malaysia, providing training there, and also served as a member of the RAAF Roulettes aerobatic team. After leaving the RAAF in 2002, he spent 8 years in Saudi Arabia as a contractor teaching the Royal Saudi Air Force Flying pilots and weapons system operators. On return to Australia he worked for the Civil Aviation Safety Authority as a manager before joining Check-6 in 2015. He lives in Sydney with his family. | aerospace |
https://2019.sbsr.com.br/en/node/1379 | 2024-04-15T22:21:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817033.56/warc/CC-MAIN-20240415205332-20240415235332-00449.warc.gz | 0.808625 | 234 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__90070959 | en | Keynote speakers at the opening of the XIX SBSR
1) Dr. Ramakrishna Nemani, Senior Earth Scientist at the Ecological Forecasting Laboratory, NASA Ames Research Center (USA)
Title: Land Monitoring from a New Generation of Geostationary Satellites
Abstract: Dr. Rama Nemani runs the land program on NASA NEX supercomputer at Ames and will present the recent results of the MODIS/VIIRS science team meeting about NASA-funded GeoNEX project – processing of geostationary data including GOES-16,17.
2) Mr. Rodrigo Fanton, Managing Director Airbus Defence and Space Brazil
Título: Global Practices in Earth Observation and the Context of National Challenges
Abstract: Information is critical in today's world but finding the correct information at the right time and format can be challenging. I will present our experience at AIRBUS with global users as data provider on Earth Observation and how we can help them improve the planning and response to future challenges and missions. | aerospace |
https://newsliv24.com/news/nasa-nasas-most-powerful-rocket-poised-for-launch-on-historic-artemis-1-moon-mission/ | 2022-10-04T17:28:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337516.13/warc/CC-MAIN-20221004152839-20221004182839-00459.warc.gz | 0.858456 | 1,720 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__149895447 | en | NASA: Watch the CBS Reports documentary “Artemis: America’s New Moonshot” in the video player above, or stream it on the CBS News app Sunday, Aug. 28 at 8 p.m., 11 p.m. & 2 a.m. ET.
Five decades after the final flight of NASA’s legendary Saturn 5 moon rocket, the U.S. space agency is poised to launch its most powerful rocket yet Monday for a critical, long-overdue test flight, sending an unpiloted Orion crew capsule on a 42-day voyage around the moon.
Running years behind schedule and billions over budget, the first Space Launch System — SLS — rocket is finally ready for blastoff from pad 39B at the Kennedy Space Center at 8:33 a.m. EDT Monday, the opening of a two-hour window. Forecasters are predicting a 70% chance of good weather.
NASA, and Boeing target February for the first crew flight on Starliner spacecraft
Backup launch opportunities are available on September 2 and 5 based on the planned trajectory and the ever-changing positions of the Earth and moon. After that, the flight likely would slip into October.
Cobbled together from left-over space shuttle components, a new core stage, and a modified upper stage borrowed from another rocket, the SLS rocket stands 322 feet tall and will weigh 5.75 million pounds after 750,000 gallons of supercold liquid oxygen and hydrogen rocket fuel are pumped aboard early Monday. (More details in NASA’s SLS Reference Guide.)
At liftoff, the SLS will generate a ground-shaking 8.8 million pounds of thrust from four shuttle-era hydrogen-fueled engines and twin solid rocket boosters packed with 25% more propellant than their shuttle predecessors, providing a breathtaking spectacle for thousands of spaceport workers, area residents, and tourists.
Moonshot: NASA prepares to return to lunar glory with Artemis test flight
“I’m afraid that people think it’s routine,” NASA Administrator Bill Nelson told CBS News. “But when those candles light off, it’s anything but routine. It is a high-wire act all the way up. … This is a big deal. And it is beautiful. And it is a monster! The size just overwhelms you.”
The primary goal of the Artemis 1 mission is to send Orion to orbit around the moon and in the process, set up a 25,000-mph plunge back into Earth’s atmosphere on October 10. The top priority of the mission is to make sure the capsule’s 16.5-foot-wide heat shield can protect returning astronauts from the 5,000-degree inferno of re-entry on a future flight.
“This is a test flight. It’s not without risk,” Bob Cabana, a former shuttle commander and now a NASA associate administrator, said of the first SLS flight. “We have analyzed the risk as best we can and we’ve mitigated it as best we can. But we are stressing Orion beyond what it was designed for in preparation for sending it to the moon with a crew.
Artemis I Launch Will Test NASA’s Mission to Return Humans to the Moon
“And we want to make sure it works perfectly when we do that and that we understand all the risks,” he said. “We’re going to learn a lot from this test flight.”
Returning Americans to the moon
If the unpiloted Artemis 1 test flight goes well, NASA plans to launch four astronauts atop the second SLS rocket for an around-the-moon shakedown flight in 2024 — Artemis 2 — before the first woman and the first person of color touch down near the moon’s south pole in 2025 or 2026.
After that, NASA intends to launch a steady stream of Artemis moon missions, sending astronauts to the south polar region once every year or so for research and to search for ice deposits in permanently shadowed craters, a resource future crews could convert into rocket fuel, air, and water.
NASA astronaut ready for Soyuz flight to ISS
But first, Artemis astronauts and spacecraft have to get there. And that requires a rocket capable of boosting the men, women, and machines out of Earth’s gravitational clutches and across the 240,000-mile gulf to the moon with sufficient fuel, supplies, and equipment to mount a meaningful mission and get the crew safely home when it’s over.
“She is an incredible rocket,” Charlie Blackwell-Thompson, NASA’s first female launch director, told CBS News. “She brings a whole new capability to our nation’s space program, a new heavy lift capability for deep space exploration.
“It’s going to change how we explore. It’s going to return our nation to the moon, and it is going to pave the way for our next steps as we prepare to go someplace like Mars, and even destinations beyond.”
https://www.facebook.com › NASA
NASA – National Aeronautics and Space Administration. 24769329 likes · 374166 talking about this. Explore the universe and discover our home planet
https://www.instagram.com › nasa
Quick Read — Exploring the universe and our home planet. nasa.gov. Wallpapers’s profile picture. Wallpapers. Missions’s profile picture. Missions. 3,583 posts.
https://en.wikipedia.org › wiki › NASA
The National Aeronautics and Space Administration is an independent agency of the US federal government responsible for the civil space program,
Preceding agency: National Advisory Committ
Employees: 17,952 (2022)
Motto: For the Benefit of All
Formed: July 29, 1958; 64 years ago
https://www.youtube.com › nasa
Quick Read — Direct from America’s space program to YouTube, watch NASA TV live streaming here to get the latest from our exploration of the universe and learn how we
https://twitter.com › nasa
NOW: NASA #Artemis and business leaders discuss how collaboration with industry helps us prepare to send astronauts to the Moon and beyond.
https://soundcloud.com › NASA
Play NASA and discover followers on SoundCloud | Stream tracks, albums, playlists on desktop and mobile.
https://play.google.com › store › apps › details › id=go
Quick Read — Come explore with NASA and discover the latest images, videos, mission information, news, feature stories, tweets, NASA TV and featured content with the
Rating: 4.5 · 112,490 votes · Free · Android · Educational
https://www.cbsnews.com › news › nasa-moon-rocket-a
1 day ago — Five decades after the final flight of NASA’s legendary Saturn 5 moon After that, NASA intends to launch a steady stream of Artemis moon
https://www.linkedin.com › company › nasa
NASA – National Aeronautics and Space Administration | 6088266 followers on LinkedIn. Explore the universe and discover our home planet with the official
https://unsplash.com › @nasa
Quick Read — See 73 of the best free to download photos, images, and wallpapers by NASA on Unsplash.
Quick Read — NASA Artemis I Special Launch Event. NASA … NASA’s Artemis will put the next generation of bootprints on the Moon. Special events and interactive
Banking services nationwide, loans, mortgages, credit cards, checking, mobile banking and more. Discover more about NASA FCU.
Quick Read — Space Center Houston, nonprofit gateway to NASA Johnson Space Center and Houston’s first Smithsonian Affiliate museum, inspires wonder in space exploration.
This is not a NASA website. You might learn something. It’s YOUR space agency. Get involved. Take it back. Make it work – for you. | aerospace |
https://www.semanticscholar.org/author/G.-Tavik/8780848 | 2022-08-17T11:31:40 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572898.29/warc/CC-MAIN-20220817092402-20220817122402-00703.warc.gz | 0.844106 | 779 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__33602139 | en | Share This Author
The advanced multifunction RF concept
- G. Tavik, C.L. Hilterbrick, S.M. Hagewood
- Computer ScienceIEEE Transactions on Microwave Theory and…
- 14 March 2005
This paper describes a proof-of-principle test-bed that is being developed to demonstrate the Advanced Multifunction Radio Frequency Concept, a wide-band generic active array antenna architecture that has the ability to transmit and receive multiple simultaneous independent beams for radar, EW, and communication functions.
Fiber-optic remoting of an ultrahigh dynamic range radar
We demonstrate, for the first time, fiber-optic remoting of an X-band radar with ultrahigh dynamic range, and show that photonic components can meet the stringent phase noise requirements for…
Integrated Topside (InTop) Joint Navy - Industry Open Architecture Study
Abstract : Integrated Topside (InTop) is an Innovative Naval Prototype (INP) program established by the Office of Naval Research (ONR) to develop an integrated, multifunctional system of electronic…
The Advanced Multifunction RF Concept (AMRFC) Test Bed
In this program, hardware and software that emulate Emission Control, Normal, and Combat scenarios have been successfully combined in an active Proof of Principle demonstration at NRL's Chesapeake Bay Detachment (CBD).
Integrated Topside - integration of narrowband and wideband array antennas for shipboard communications
The integration of the two arrays provides redundancy, multipath mitigation, frequency diversity, the potential to employ spatial separation to achieve the desired number of links within the existing frequency constraints, and the ability to allocate receive assets to enhance the frequency management of the ship to prevent interference and contention.
Wideband array antenna concept
- B. Cantrell, J. Rao, G. Tavik, M. Dorsey, V. Krichevsky
- BusinessIEEE International Radar Conference, .
- 9 May 2005
This paper presents a unique wideband array concept that includes a wideband array aperture incorporating radiating elements of different sizes and inter-element spacings. The array is a fully-filled…
Preliminary Investigations of a Low-Cost Ultrawideband Array Concept
- R. Kindt, M. Kragalott, M. Parent, G. Tavik
- BusinessIEEE Transactions on Antennas and Propagation
- 14 July 2009
A design concept is presented that achieves ultra wideband (UWB) array performance with significantly fewer elements than the traditional approach of using a single wideband antenna element type to…
Low-cost multibeam phased array antenna for communications with GEO satellites
- J. Rao, R. Mital, D. Patel, M. Parent, G. Tavik
- BusinessIEEE Aerospace and Electronic Systems Magazine
- 18 June 2013
In this article, we have shown the development of a unique design concept in which a single planar array antenna consisting of N × M elements on a mobile earth station, such as a navy ship, will…
An Azimuth Measurement Algorithm for Mechanically Rotating Pulse Doppler Radars.
Abstract : For a mechanically rotating pulse Doppler radar having only a single main beam, an algorithm is presented that obtains an estimate of a target's azimuth angle using echo data obtained over…
Clutter filtering and processing techniques for EMI detection and angle measurement in pulse Doppler radars
A filtering methodology is presented for optimally suppressing the cluttercontained in the received CDIs, thereby revealing EMI pulses contained in the data as well as the antenna scan modulation on the target echo. | aerospace |
https://www.jetabroad.com.au/Airlines/China_Southern/ | 2023-12-07T08:02:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100650.21/warc/CC-MAIN-20231207054219-20231207084219-00588.warc.gz | 0.85829 | 1,016 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__17779929 | en | Cheap flights on China Southern
As China’s largest airline, China Southern Airlines has 54 International offices located in major metropolitan markets around the world, including: Amsterdam, Dubai, Lagos, Los Angeles, Paris, Singapore, Seoul, Sharjah, Sydney, Tokyo, New York, London, Vancouver,Dibai, Brisbane,etc.
China Southern Airlines operates the largest and most technologically advanced airline fleet … as well as the most extensive domestic air network in The People’s Republic of China.
Currently, China Southern Airlines operated 342 modern Boeing 777, 747, 757, 737 and Airbus A330, 321, 320, 319 and 300 jet aircraft serving destinations to 841 cities in 162 countries … forming an extensive network, with Guangzhou and Beijing as its hubs, covering all of China and radiating throughout Asia with convenient connections to all main cities in the world via close cooperation with all the SkyTeam member airlines.
In 2007, China Southern carried nearly 57 Million passengers, being ranked world #4 and Asia #1 and the only one Asian airline listed top 5 from China,ranked as the largest airline in China for 29 consecutive years and is the only carrier in mainland China entering into the world’s Top 10 passenger airlines - based on annual passenger traffic volume.
As of 16 July 2008, China Southern Airlines had achieved more than 5 Million safe flight hours and carried 2.5 hundred Million passengers safely and was honored the Five-Star Flight Safety Award by the General Administration of Civil Aviation of China (CAAC) – the current most prestigious award for safe flight operations in the Chinese aviation industry, becoming the only Chinese carrier maintaining the longest safety record and occupying a leading position in the international aviation industry.
China Southern Airlines is a member of the SkyTeam airline alliance. SkyTeam was formed
in 2000 by Aeromexico, Air France, Delta Air Lines and Korean Air.
Since then other airlines such as CSA Czech Airlines, Alitalia,
Continental, KLM and Northwest have also joined the alliance with more
on their way to becoming members. There are also affiliated airlines
such as Air Europa, Copa Airlines, Kenya Airways and Tarom. Aeroflot
and China Southern Airlines have both signed an MOU taking the first
step towards membership. In total there are 2,069 aircraft belonging to
SkyTeam. Member airlines operate 15,207 daily flights to 684
destinations in 133 countries. By joining Flying Blue you can earn
miles/points no matter which Sky Team Alliance airline you fly with.
You can also redeem your points/miles on any Sky Team Alliance airline.
Africa, Angola, Luanda, Nigeria, Lagos, Asia, Central Asia, Kazakhstan, Almaty, Kyrgyzstan, Bishkek, Osh, Tajikistan, Dushanbe, Turkmenistan, Ashgabat, Uzbekistan, Tashkent, East Asia
People's Republic of China, Anhui, Hefei, Huangshan, Beijing, Chongqing, Wanzhou, Fujian
Fuzhou, Quanzhou, Wuyishan, Xiamen, Gansu, Dunhuang, Jiayuguan, Lanzhou, Qingyang
Guangdong, Guangzhou, Meixian, Shantou, Shenzhen, Zhanjiang, Zhuhai, Guangxi, Beihai,
Guilin, Liuzhou, Nanning, Wuzhou, Yulin, Guizhou, Guiyang, Tongren, Zunyi, Hainan, Haikou
Sanya, Hebei, Handan, Qinhuangdao, Shijiazhuang, Heilongjiang, Harbin, Heihe, Jiamusi, Mudanjiang, Qiqihar, Henan, Luoyang, Nanyang, Zhengzhou, Hong Kong, Hubei, Enshi, Shashi,
Wuhan, Xiangfan, Yichang, Hunan, Changde, Changsha, Hengyang, Zhangjiajie, Jiangsu, Changzhou, Lianyun'gang, Nanjing, Nantong, Suzhou, Xuzhou, Jiangxi, Ganzhou, Ji'an, Jingdezhen, Jiujiang, Nanchang, Jilin, Yanji, Liaoning, Anshan, Chaoyang, Dalian, Dandong, Jinzhou, Shenyang, Inner Mongolia, Baotou, Chifeng, Hailar, Hohhot, Tongliao, Ulanhot, Xilinhot
Ningxia, Yinchuan, Qinghai, Golmud, Xining, Shaanxi, Ankang, Hanzhong, Xi'an, Yan'an, Shandong
Dali, Jinghong, Kunming, Lijian | aerospace |
https://www.fantasyofflight.com/collection/benoist-2014/we-have-a-wing/ | 2021-10-19T09:02:23 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585246.50/warc/CC-MAIN-20211019074128-20211019104128-00438.warc.gz | 0.933878 | 138 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__73853661 | en | Our master craftsman, Ken Kellett, recently completed the assembly of the Benoist upper wing. This marks a major milestone for the project and gives you a sense of the scale on the Type XIV aircraft we are building for the Benoist 2014 project. Here’s a picture of the completed wing with our fearless leader, Kermit Weeks, who will pilot the Benoist on the anniversary flight on January 1, 2014.
The next major assembly for Ken to tackle will be the fuselage. It’s really starting to come together!
Is the assembled wing bigger or smaller than you thought it would be? Let us know in the comments below. | aerospace |
https://electricalreview.co.uk/2018/06/25/forecasts-for-drones-are-wrong-says-british-drone-expert-at-china-summit/ | 2023-12-08T06:53:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100724.48/warc/CC-MAIN-20231208045320-20231208075320-00891.warc.gz | 0.946174 | 641 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__29024154 | en | Robert Garbett, founder and chief executive of British Company, Drone Major Group, the UK’s first global trade organisation for the drone industry, delivered a keynote speech on Saturday 23 June at Drone World Congress in Shenzhen, China, a forum for the drone industry.
Garbett said, “Less than a month ago, leading accountancy firm PwC, forecast that the drone industry in the UK alone would be worth £42bn by 2030 – but they were wrong. And two years ago, top banking firm Goldman Sachs said the world’s drone industry would be worth $100bn by 2020 – they were wrong – it will be much, much more… because the opportunities are far greater than this, since such projections are based purely on an analysis which focuses only on the air industry. We must define the entire drone industry as covering surface, underwater, air and space. So many members of the public simply do not realise the full spectrum of this amazing revolutionary industry. My company, and the British Standards Institution (BSI), define a drone as any vehicle, ship, aircraft, or hybrid system which is remotely or autonomously controlled.”
“This includes autonomous vehicles, pilotless aircraft, satellites, space craft, underwater ROVs, marine surface vehicles and most excitingly of all, hybrid systems which are increasingly breaking down environmental barriers by operating seamlessly between land, sea and air or simultaneously in all three. It is therefore clear, that the UAS or air drones, with which we’ve all become familiar, are only one category in a very, varied and exciting industry. So, we should always refer to drones in the wider sense, since to do otherwise will be ignoring the inevitable and ubiquitous future of this industry. The potential is huge!”
Garbett added, “This year, 2018, the worldwide drone industry will be boosted further by new drone standards, due to be released globally for public consultation by the International Standards Organisation (ISO) later this year.”
“I believe the development and adoption of these standards for the drone industry, in the months and years ahead, will lead to a new confidence in safety, security and compliance within this dynamic industry which represents a global phenomenon and a significant opportunity for any country which embraces it.”
“The new Standards will reinforce and deliver the underlying safety and quality principles upon which the drone industry can grow and thrive…energised and empowered to open up new avenues to innovation that we can only begin to imagine.”
“For this reason, we need governments around the world to recognise the importance of the development of this vital business sector, which will have such a positive impact on the global economy, providing particular opportunities for those countries that embrace and enable the growth of this technology.”
“But it is not just governments who have an important role to play in the future growth of this amazing phenomenon of ‘the rise of the drones’… it is all of us – we who are in the drone industry and who have the knowledge and ability to guide and educate the world on the possibilities ahead.” | aerospace |
https://techwench.com/drones-the-future-commercial-possibilities-and-more/ | 2023-06-10T11:35:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224657169.98/warc/CC-MAIN-20230610095459-20230610125459-00094.warc.gz | 0.963083 | 1,096 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__79052615 | en | These are exciting times for drone enthusiasts and entrepreneurs alike, as the FAA finally approved their long awaited regulations on commercial drones at the end of August. While we’ll still have to wait a little longer for Amazon’s promised delivery drones, given the ban on unpiloted aerial vehicles, many small businesses are now looking at ways to incorporate the machines in their day-to-day operations like aerial drone photography, search and rescue etc.,
IMG Source: CameraDojo
With the FAA approval in place, the possibilities are seemingly endless, and drones have already been seen used in a wide variety of commercial applications, such as:
- Photography and journalism: Modern drones come equipped with high-powered cameras, many of which are able to shoot 4K videos. There is an entire channel on Youtube dedicated to some of the most incredible footage you’ll ever see, shot entirely by drones.
- Setting controlled fires: Researchers from the University of Nebraska-Lincoln have come up with a unique drone that can ignite fires at predetermined, hard-to-reach locations. Wildfires have been a major cause of concern throughout the U.S. over the past year, and drones like these could be the key to controlling Nature’s fiery fury.
- Search and rescue: Equipped with thermal imaging sensors, drones can quickly navigate through debris after a natural disaster like an earthquake, and help authorities save lives more efficiently, especially in the dark of night. The devices can also be used to drop water bottles or other food supplies for survivors on the terrain, which is otherwise difficult to reach by helicopter.
- Tracking the Zika Virus: Microsoft is teaming up with the country’s mosquito control team, to help battle the Zika virus with the help of drones. Equipped with special computer technology, these drones will be tested out in Houston to identify areas where mosquitoes carrying the virus are concentrated. Once the areas are identified, the drones will be used to deliver special traps that have been designed specifically to only target mosquitoes carrying the virus.
- Inspecting commercial aircraft: Earlier this year, Airbus started to employ drones to inspect the upper part of their airplanes for scratches or dents. Airbus officials say the drones have reduced inspection time from 2 hours to 15 minutes, and the company is now working on full scale implementation of drones to carry out the process.
- Police surveillance: The U.S. law enforcement has recognized the surveillance potential of low altitude, low noise drones, and have begun to employ the machines in neighborhoods they want to inspect, but not necessarily alert.
- Construction sites: Drones are being employed along construction sites to help model 3D structures more effectively, and to deal with construction waste management more effectively.
- Shell: Shell Corp is using drones to safely and effectively examine some of their biggest plants. The drones can do in hours, what took up to two week for humans to accomplish, and there are no human lives that need to be risked.
It’s pretty evident that drones are here to stay, despite many predicting they would be yet another failed hobby. Industries and businesses are beginning to realize the potential these unmanned flying machines carry, and more and more are experimenting with the possibilities. Extreme Aerial Productions (EAP) is one of them, who pride themselves on being perfectionists, and providing the best drone related equipment available anywhere across the country. EAP was founded in 2014 as a professional Aerial Drone Video and Photography Company based in Scottsdale, Arizona.
EAP is a five person team led by Mark Taylor (business owner), whose passion for drones developed from an interest in photography almost two decades ago. They offer a variety of services including aerial videography and photography, 4k to 8k video editing, aerial/drone training, thermal and first responder services, and much more.
They are committed to delivering the best results for their clients by being attentive to their needs and adopting a detail-oriented and professional approach. EAP employs their expertise and the highest-grade Arizona drone photography equipment in order to give their clients that something extra.
Their clientele ranges from real estate, to golf courses and resorts, to TV and production, and even those involved in construction. Here’s what some of their clients have had to say about their experience with their work:
“Your talents with a drone and ability to get with our crew was much appreciated. Thanks for being on the show.” -Max Zug, Director/Producer.
“Mark and his team are awesome to work with! He has been working with us to film a new community as it is developed. The video quality is fantastic and he is able to capture our vision perfectly on screen. No detail has been overlooked during filming or production, and we are overjoyed with the outcome! I look forward to working with him to capture our vision as the community progresses. Thank you Mark & the Extreme Aerial Team!” – Sarah @ Dorn Homes.
“Mark and his team came out and did before and after shots of the University of Phoenix stadium paving job we did of their parking lot – wow what a way to convey a sense of scale of the project and the precision of the line work we did. We need to do this on every project from now on.” -Steve Trainor, ACE Asphalt. | aerospace |
https://www.merriam-webster.com/dictionary/test%20pilot | 2017-09-22T16:09:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818688997.70/warc/CC-MAIN-20170922145724-20170922165724-00623.warc.gz | 0.869819 | 84 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__22824864 | en | First Known Use of test pilot
TEST PILOT Defined for English Language Learners
Definition of test pilot for English Language Learners
: a pilot who flies new aircraft in order to see how well they work
Learn More about test pilot
Seen and Heard
What made you want to look up test pilot? Please tell us where you read or heard it (including the quote, if possible). | aerospace |
https://tajikistannewsgazette.com/president-emomali-rahmon-inaugurates-control-dispatch-tower-of-the-tajik-air-navigation/ | 2021-08-04T12:06:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154805.72/warc/CC-MAIN-20210804111738-20210804141738-00701.warc.gz | 0.921177 | 225 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__50087497 | en | President Emomali Rahmon Inaugurates control /dispatch tower of the Tajik Air Navigation
2 years ago tngadmin Comments Off on President Emomali Rahmon Inaugurates control /dispatch tower of the Tajik Air Navigation
The Founder of Peace and National Unity, Leader of the Nation, President of Tajikistan Emomali Rahmon took part in the opening ceremony of the control and dispatch tower of the Tajik Air Navigation.
The 41.23 meter tower was built as a result of intergovernmental agreements between Tajikistan and France. Its construction work completed within 18 month in accordance with the modern requirements of the International Civil Aviation Organization.
Nearly 470 people are involved in ensuring aviation safety, handling takeoff, landing, and ground traffic. Of Tajik Air Navigation's total number of employees, 94 are women.
Seeking to improve the professional skills, knowledge and experience of its employees, in 2018 the Tajik Air Navigation established the Aviation Training Center and during 20162019, purchased industrial equipment and completely renovated its building.
Source: National information agency of Tajikistan | aerospace |
https://newsinfo.inquirer.net/1756423/tokyo-based-space-startup-plans-world-first-moon-landing | 2023-12-03T04:22:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100484.76/warc/CC-MAIN-20231203030948-20231203060948-00059.warc.gz | 0.952767 | 346 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__136618088 | en | Tokyo-based space startup plans world-first moon landing
A moon lander operated by Tokyo-based ispace Inc. will attempt to land on the moon at around 1:40 a.m. Japan Time on April 26 at the earliest, the startup has announced.
If successful, the space company’s lander would become the world’s first private sector lunar module to land on the moon.
Since blasting off in December atop a US rocket, the lander has flown 1.37 million kilometers from Earth. It entered the moon’s orbit in March and has been preparing for landing.
On April 26, the lander will begin descending from an altitude of 100 kilometers above the moon at around 12:40 a.m., taking about one hour to land on Atlas, an 87-kilometer-wide crater in the moon’s northern hemisphere, according to the startup’s announcement Wednesday.
The lander is loaded with seven items, including a United Arab Emirates space rover and an exploratory robot for which development was led by toy maker Tomy Co.
Also on Wednesday, ispace was listed on the Tokyo Stock Exchange’s Growth Market as the first listing on the market by a space startup. “If our spacecraft can land on the moon, it will be a boost to business that takes advantage of the lunar surface,” said chief executive officer Takeshi Hakamada during a press conference.
In addition to ispace, several US companies are planning to launch landers for the moon. In 2019, a spacecraft sent up by an Israeli organization aimed for touchdown, only to be unsuccessful due to engine failure just before landing. | aerospace |
https://astronomer.proboards.com/thread/519/confederate-flag-on-iss-ebay | 2021-06-12T20:37:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487586390.4/warc/CC-MAIN-20210612193058-20210612223058-00514.warc.gz | 0.964656 | 593 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__154572940 | en | Confederate Flag on the ISS & Ebay... Jun 13, 2006 14:16:05 GMT -6
Post by Chicago Astronomer Joe on Jun 13, 2006 14:16:05 GMT -6
The South Shall Rise Again...on the ISS
How Did A Confederate Flag Get Aboard the International Space Station?
A seller on Ebay is currently offering confederate flags which have flown aboard the International Space Station. [ see this eBay link: Soyuz TMA-5/ISS-10 Flown American Confederate Flag ] The question many are asking is why NASA would allow the flying of a symbol many people find to be offensive.
The item description is as follows: "4 x 6 inches American Confederate Flag flown on board Soyuz TMA-5 and International Space Station 192 days during Expedition-10. Cancelled on orbit with three handstamps (main handstamp BOARD OF ISS and two round onboard handstamps Soyuz TMA-5 and ISS-10). Signed by ISS-10 crew Leroy Chiao (ISS-10 commander) and Salizhan Sharipov (Soyuz TMA-5 commander, ISS-10 engineer)."
When I asked Leroy Chiao about this matter today he replied "The Confederate flag story is a mystery to me. I don't remember seeing any aboard the ISS and I certainly don't remember signing one. I am baffled by the whole thing and can't even speculate on it."
NASA PAO checked the manifest for that mission - and all that is listed is "flags". No mention is made of what the flags were. According to PAO, NASA JSC personnel do not recall seeing any confederate flags on any space shuttle manifest - so if they were launched, it would have had to have been aboard a Soyuz spacecraft.
As such, neither Leroy Chiao or NASA had anything to do with the flying of this stack of confederate flags. Yet this eBay posting claims that Chiao signed these items. An image on this posting seems to have two stamps and two signatures on it - but none of these marks seem to be legible.
However, since the Confederate flag does not represent any existing nation, and the stack of flags was flown into space for the purpose of being signed and stamped, it would certainly seem that Salizhan Sharipov had to have been aware that there was a commercial aspect to this. Of course, these flags are now for sale by a vendor (Alex Panchenko, USSR-AirSpace.com) who has a business that sells things that have been in space.
Indeed, Salizhan Sharipov signed certificates authenticating this item. An image of this certificate was originally part of this eBay listing but has since been removed.
I wonder who's nutty idea this was, and what the cut is on the sales to those who endorsed it. | aerospace |
http://www.compassairline.com/careers/Pages/Pilots.aspx | 2017-08-21T04:22:32 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886107490.42/warc/CC-MAIN-20170821041654-20170821061654-00208.warc.gz | 0.949647 | 268 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__191551551 | en | We know that you have big goals. At Compass, you're going to get the experience and training you need to achieve them. In a 15 month period, nearly 200 of our pilots were hired by some of the most respected airlines in the country.
Compass Airlines, we take pilot satisfaction seriously. We want our
pilots to be happy and to enjoy their jobs. Part of how we accomplish
this is by giving our pilots as much support as possible. Flight Ops
visible and engaged in day-to-day operations,
and management doors are always open.
Compass is currently accepting applications for spring and summer 2017 new hire classes.
PayCompass first year, First Officer pay is one of the highest in the regional airline industry, at $36.71 per flight hour.
Compass offers commuting pilots four paid hotel stays per month. Benefits
Pilots hired at Compass receive a PIC EMB170/190 type rating upon completion of initial training. Other benefits include:
• Medical, Dental & Life Insurance
• Paid Vacation
• Travel benefits
• Jumpseat privileges
• Paid training and complimentary accommodations during training
Additional Pilot Benefits
• Tuition Reimbursement for ATP Flight School student instructors Learn more
• ATP-CTP course provided for qualified candidates | aerospace |
http://tandysmodelplanes.com/lohome-drone-mjx-b5w-bugs-5w-rc-quadcopter-drone-1080p-5g-wifi-camera-live-video-6-axis-gyro-fpv-drone-gps-return-home-altitude-hold-follow-me-point-of-interest-flying-2-battery-gery-b5w/ | 2020-05-26T08:57:25 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347390755.1/warc/CC-MAIN-20200526081547-20200526111547-00103.warc.gz | 0.843112 | 664 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__126056436 | en | LOHOME B5W Bugs 5 W RC Quadcopter, take you to see the world from another angle.
Altitude hold, Headless Mode, One-Key Take-off / Landing and Emergency Stop:
These features are perfect for beginners to fly the drone and reducing the learning curve, we recommend that beginners practice flying drones outdoors in open Spaces to avoid harm to others.
1080p Camera The 8.0 MP wide-angle lens supports 1080P 30fps video and zero-delay real-time image transmission. The maximum transmission distance is 300 meters. It retains the most original details and makes your creation more inspiring.
Pivotal Parameter: Controller: 2.4GHz mode 2
Channels: 4 Channels
Pixels: 1080P HD
Wifi FPV transmission distance: 300m
Remote control distance: 300-500m
Functions: One key to return, GPS, height hold, wifi FPV camera
Battery for quadcopter: 7.4V 1800mAh Li-po
Working time: Max 15 minutes
Product Dimensions: 13.8*13.8*3.5 inch
Diagonal Size: 9.8 inch
Package List: 1*MJX B5W RC Quadcopter
4*Main Blade(4pcs/1 set)
1*Mobile Phone Retaining Clip
2*7.4V/1800mAh Li-poly Battery
If you have any questions, please feel free to contact us.
- GLOBAL POSTIONING SYSTEM OFFERS WORRY-FREE FLIGHT: Your Bugs 5W is always under control. State-of-the-art GPS system makes the Bugs 5W completely aware of its location and relation to you. It hovers precisely, moves accurately, and locks onto satellites fast. 3 types of Return-to-Home (RTH) are designed to protect your Bugs 5W.
- HIGH-PERFORMANCE CAMERA: MJX Bugs 5W equipped with single-axis mechanical gimbal, which can reduce shake and keep shots stable effectively. Plus you can adjust the camera angle by remote control. The wide-angle lens, which made up of a number of optical lens elements, makes it possible for the camera to capture sharp and vivid images with expansive backgrounds.
- 1080P CAMERA RECORD AMAZING IMAGES AND STABILIZED VIDEO: Support shooting 1080 30fps with 8 megapixel CMOS sensor, wide-angle lens, retain the most original details, make your creation more inspirational. More than 1km remote control distance, 1080P zero-latency real time images transmission & 300 meters FPV distance.
- SMART REMOTE CONTROL ALARM FUNCTION: The transmitter buzzer receives the voltage status of the drone will send out beep sound once the drone is in low volatage. so, your drone is always under control. The transmitter buzzer will send out beep sound once the remote control signal is weak or interferenced. Your flight is always safe.
- 4 GLORIOUS LED LIGHTS ASSIST NIGHT FLIGHT: The bright LED lights made night flying as easy as flying in the day. Your Bugs 5W looks cool and attractive. | aerospace |
http://www.fromearthtotheuniverse.org/index.php | 2017-02-25T11:18:54 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501171758.35/warc/CC-MAIN-20170219104611-00042-ip-10-171-10-108.ec2.internal.warc.gz | 0.890514 | 125 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__234045315 | en | In 2005, NASA created the 'Blue Marble: Next Generation', a composite of images from several satellites showing the land, sea, cloud cover and night-time lights of our planet. This view is centred on Asia. Seen from space, the defining feature of our planet is its blue colour.
Credit: Image created by Reto Stöckli for the NASA GSFC Earth Observatory.
In 2009, the "From Earth to the Universe" project brought astronomy to millions of people around the world. Take a tour of just some of the locations in a short video on the FETTU Highlights page. | aerospace |
https://www.abajournal.com/magazine/article/wright-brothers-awarded-patent-on-flying-machine | 2023-09-21T12:53:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506027.39/warc/CC-MAIN-20230921105806-20230921135806-00011.warc.gz | 0.970682 | 969 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__72474456 | en | Jan. 13, 1914: Wright brothers awarded patent on flying machine
On Dec. 17, 1903, beginning at 10:35 a.m., the Wright brothers, Orville and Wilbur, piloted four motorized flights ranging from 120 to 852 feet across a stretch of beach near the town of Kitty Hawk, North Carolina.
Reports of their accomplishment raised only mild public interest, but the brothers seemed not to mind. They returned to their native Dayton, Ohio, continued their experiments there without fanfare—100 flights in 1904, Wilbur later testified—and worked toward securing patents.
In Europe, the news was received with equal parts enthusiasm and skepticism. Octave Chanute, a retired civil engineer and aviation historian who had occasionally advised the Wrights, used a lecture tour across Europe to recount the Kitty Hawk flights and their pioneering nature.
By the end of 1904, with patents in Britain and France and pending in Germany, the Wrights barnstormed Europe. They sold licenses to manufacturing firms, lobbied governments to purchase planes and arranged fee structures for aviation exhibitions.
It wasn’t until 1906, after several rejections, that the Wrights were awarded a U.S. patent for their controlled heavier-than-air “flying machine.” Patent No. 821,393, issued May 22, 1906, outlined 18 innovations to control pitch, yaw and roll—hitherto obstacles to propeller-driven flight.
But even with patented technology, the U.S. reception for the Wrights and their invention remained underwhelming. Over the next two years, investors, government officials and even the press showed only nominal interest.
Enter Glenn Curtiss, motorsports racer and manufacturer of motorcycle engines. In 1907, the Aerial Experiment Association, an organization formed by Alexander Graham Bell, recruited Curtiss to help pursue a cash prize for extended flight that was offered by Scientific American. In an aircraft built with the Wrights’ consent, Curtiss won the prize. But in the process, he decided to enter the business of building flying machines himself.
In March 1909, Curtiss formed the Herring-Curtiss Company with Augustus Herring, an aviation enthusiast who claimed to hold aeronautic patents that predated the Wrights’. But by August 1909, Herring-Curtiss was facing a patent infringement lawsuit filed by the Wright Co. in a New York federal court.
In defending himself, Curtiss directly challenged the Wright brothers’ patent, arguing their breakthrough had depended on the earlier work of others—work later described by a Wright expert witness as “a scrap-pile of failures.” Judge John Hazel wasn’t buying it. In January 1910, he granted an injunction against Herring-Curtiss. Although the injunction was lifted a few months later, the appellate opinion appeared to endorse Hazel’s initial conclusion: that the Wright brothers’ flying machine was a “pioneering” invention.
Despite their early win, their aggressive use of litigation tainted the Wrights’ reputation. Allies such as Chanute, disappointed that their patent wasn’t placed in the public domain, became openly critical. In January 1910, Wilbur wrote Chanute that “jealousy and envy” had precluded monetization of their invention: “You apparently concede to us no right to compensation for a solution of a problem ages old except as granted to persons who had no part in the invention.”
For three years, Curtiss and the Wrights slogged through the trial court before Judge Hazel reiterated his original judgment. The Wrights, he concluded, were “pioneer inventors in the aeroplane art.” And when the New York City-based 2nd U.S. Circuit Court of Appeals affirmed Hazel’s judgment on Jan. 13, 1914, the Wrights’ invention became a matter of fact.
The litigation, however, had taken a toll on both sides. Wilbur died of typhoid in 1912 at age 45, his health undermined by the stress. Curtiss discovered Herring had lied about holding prior patents. And on the cusp of war, European advances in aviation all but ignored the Wright patent interest.
In 1917, as the U.S. entered World War I, Congress pressured the Wright and Curtiss companies to join the Manufacturer’s Aircraft Association as part of an aviation patent pool that endured long after the war. By then, Orville had sold his interest in the Wright Co., and Curtiss had continued manufacturing as the Curtiss Aeoroplane and Motor Co. In 1929, the two companies merged as the Curtiss-Wright Corp. | aerospace |
https://www.icf.com/insights/transportation/aircraft-values-impacts-fuel-prices | 2024-02-22T21:37:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473824.45/warc/CC-MAIN-20240222193722-20240222223722-00435.warc.gz | 0.961342 | 4,580 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__163399177 | en | There is consensus within the aviation community that external factors like jet fuel prices, interest rates, and overall economic environment are key factors in most industry decisions. However, do you understand how these external factors can influence an aircraft's value?
Watch the webinar to explore:
- The challenges in establishing aircraft and engine values.
- Our thinking behind various external factors and how they impact value.
- How to form a market-based determination of aircraft value.
Stuart: Afternoon. Good morning. Good evening. Thank you all for joining us on for this webinar, produced by ICF and CAPA jointly, talking about fuel prices and other factors behind aircraft values.
I'm Stuart Rubin, the leader of the Aircraft Sector at ICF Aviation. It's the organization within ICF Aviation that does all of the asset valuations, both tangible and intangible, as well as maintenance, cash flow, forecasting in supported ABS transactions, tactical asset management, and advisory for investors that are looking to get into the aircraft leasing space and other related due diligence assignments. I've been with ICF now for six years. But my experience in asset valuations spans nearly 20 years. I'm an ISTAT Senior Appraiser and have experienced valuing all types of aviation assets, from light twin helicopters all the way up to large commercial wide-body jets.
Lori: My name is Lori Ranson. I am a Senior Analyst for the Americas at CAPA Center for Aviation. I cover developments in North and South America in aerospace and aviation and look at how those developments affect all stakeholders on a broader scale.
Stuart: We're gonna cover a couple of key topics:
- The challenges around establishing aircraft and engine values, a little bit about how we do it in ICF.
- Some external factors that we look at and how they impact values of commercial aircraft.
- Some of the methods we use in the determination of aircraft value.
Challenges in establishing aircraft and engine values
Stuart: Over the last few years, aircraft manufacturers have introduced a number of newer updated aircraft programs. It's certainly a significant number and probably within a relatively short span of time, in my view, it's a really high number of new programs. One of the frequent questions I get is how do you appraise a new aircraft if there's no transaction data to guide you with respect to aircraft value? What method do you use? It relates to one of the most challenging, but also interesting, aspects of our appraisal work. There's no industry-wide public source of commercial aircraft transaction data. It's not like real estate values in the United States, where you'd look at tax records or look up appraised values by municipality and find out what the last sale price was of a residential home.
As a result, we in ICF have to leverage our networks of contacts to get data and intel on aircraft prices. The transaction information that we get from our sources is highly proprietary and extremely confidential. It's a snapshot in time, and therefore may represent a small slice of all transactions especially for those aircraft that tend to be less liquid. Although it's hard, transaction data is the most reliable source of intel.We have to rely on other information, such as anecdotal information, observing, changing industry dynamics and other economic data points.
At a high level, that means that we have to take on multiple approaches to determining values for ICF's Truebook online valuation platform based on the information that we have available.
Stuart: For mature platforms that tend to be highly liquid assets like 737NGs or A320neos, or, CEOs, [SP] excuse me, there's usually sufficient transaction data in the marketplace to employ a market comp approach.
We will look at other factors such as market mass, which is the number of aircraft in service at an order, as well as the number of customers. We'll also look at where the aircraft is in terms of the market segment it's in. Is it a segment that's in heavy demand, in heavy use? Is it a segment that's not as active? And then based on the data received on the more popular types of a family like A320 or 321 or 737-800, we can interpolate across the spectrum of vintages to develop values across the spectrum, and then also to develop values for less popular family members like the 737-600 or A318 to give some extreme examples.
For the earliest vintages of the aircraft in these aircraft families, we're able to create regional market values by using our proprietary parts database to estimate the values for run out airframe and engine though that would support a value floor if you will, for the aircraft which essentially the lower bound of the aircraft value based on the sum of the airframe and engines as in a part out scenario.
Stuart: For newer platforms, information on transactions is usually more limited. We rely more heavily on a cost-benefit analysis that takes into account information from OEMs on maintenance costs and fuel efficiency improvements and other efficiency improvements that the new aircraft is going to provide over an existing platform.
We'll estimate normalize seed counts to determine the delta to the current program to ensure we're doing an apples to apples comparison. And we'll also look at things like market match to the aircraft, as well as the segment the market the aircraft functions in, to help guide our value opinions. Again, aircraft that are gonna be in active segments where there's a lot of demand, that will guide us in one way or the other on a value opinion. As a result, we're able to estimate aircraft values before large volumes of market transaction data is available.
Assets under lease
Stuart: For assets that have a lease attached, ICF will employ a lease encumbered or securitized value which takes into account the rent and term of the lease, along with the aircraft residual value which may be adjusted for a minimum or assumed condition of time of lease expiry inappropriate discount rate for the transaction. For some aircraft types where we've seen, where we've been valuing, where transaction data is limited or non-existence, such as special mission aircraft, we'll value the aircraft based on its revenue generating capability and employ a discounted cash flow analysis.
There may not be a singular right way to value an aircraft, but we feel that the best approaches are ones that use a combination of these methods.
Factors impacting aircraft value
Stuart: We really can classify both external factors that impact aircraft value to external or general market macro factors, and then more micro factors which are more specific to an aircraft.
Stuart: The macro factors start at the 12:00 position. And as you rotate clockwise, go into the more aircraft, MSN aircraft type or MSN specific factors.
So, you're looking at things like the market cycle, where we are, are we in a growth cycle or are we in a softening stage? We look at the financing environment. Right now, we're in a very low-interest rate environment. So, financing new aircraft has been relatively cheaper than historically. It’s made that segment quite attractive. The regulatory environment, are there age importation limitations or other regulatory factors that may impact demand of an aircraft or supply? Where's the aircraft in its life cycle? Aircraft that tend to, aircraft that are delivered at the end of a products' life cycle tend to hold their value, do a poor job of holding their value, the aircraft that were delivered in the middle earlier part of the life cycle.
Relative aircraft economics and fuel
Stuart:Secondary market prospects, that goes to what we call market mass. So, is the aircraft part of a large fleet with a broad operator base which affords multiple follow-on sales opportunities, or is it somewhat tighter? Are there...is a much narrower base of operators that are able to employ or deploy the aircraft? We also look at aircraft family and technology level. Is there a...there's I think what we've seen in the past is that there's an advantage to having, being an aircraft, having an aircraft that's part of the family. It reduces spares, stocking costs, and crew training costs.
And then, as we get down to aircraft specification, aircraft that have higher takeoff weights or higher engine thrust ratings tend to have more capability, more range. So they tend to be valued at a higher level. I'm gonna turn it over to Lori for the next couple of slides to talk about some of the other factors that we're seeing in the marketplace.
How GDP impacts aircraft values
Lori: Since about 2000, RPKs have grown at about 1.3 times world GDP. And as a result, while GDP has nearly doubled during that time periods, RPKs have almost tripled.
Lori:You can see some sort of growth and external shocks that happened in the industry from about 1990 to 2019. One positive trend is the general resiliency of the aviation and aerospace industry, which overall has rebounded pretty nicely from some of these external shocks. The first Gulf War, Asian crisis, the terrorist attacks in September 2001, the second Gulf War, and the financial crisis.
Air traffic since the financial crisis has climbed significantly. And that economic expansion along with the timing of introduction of new aircraft programs has created record backlogs for Airbus and Boeing.
Lori: At the beginning of 2019, the world's two largest commercial aircraft manufacturers had more than about 13,000 aircraft on order. Airbus and Boeing are both aspiring to push their narrowbody production rates to about 60 aircraft per month later this year.
The Airbus orders include the A220, which many of you know was the previously the Bombardier C-Series,was rebranded last year once Airbus finalized its majority stake in the program. If and when Boeing and Embraer finalize their agreement, there Airbus-Boeing commercial aircraft monopolies are only gonna become more robust, with product offerings ranging from the smallest narrowbodies to latest generation widebodies.
One thing to watch out for during the next couple of years is how the strengthening of that duopoly will affect the supply chain. If any consolidation or further consolidation amongst suppliers is gonna continue.
Lori:Breaking narrow-bodied orders by a region, it's not surprising that Asia-Pacific represents the bulk of those orders, particularly for narrowbodies.
IATA projects a market size of 3.1 billion passengers traveling to, from, and within Asia-Pacific by 2035. And China's set to replace the U.S. as the world's largest aviation market by 2024.
Lori:This chart shows that narrow body orders for Asia-Pacific jumped roughly 53% from 2013 to 2019. For Asia-Pacific, demand for a narrow-body aircraft is being driven by traffic growth. Those orders represent about 59% of the active fleet. Based on current backlogs, Asian air-body fleet is gonna grow by more than 50%.
In more mature markets like North America and Europe, narrow-body orders are much more tied to replacement cycles, not surprisingly.
Lori:That's largely due to the replacement cycle for those aircraft reaching a certain level of maturity, but it's also timely. It's worth mentioning that the recent cancellation of A380 is interesting.
It shows that airlines are generally moving to the direction of smaller wide-bodies. Emirates decision to shift A330s and A350s results in the A380 backlog standing at about 40 aircraft currently versus 655 for A350s and about 760 for the 787. This actually sort of reflects a trend that has been around for almost 20 years. If you think about the first aircraft that were parked after the September 2001 terrorist attacks, the majority of those aircrafts were large wide-body jets.
Lori:Mainly as those operators look to replace their older, inefficient 50-seat jets with larger 70 to 76-seat jets that feature two classes to drive up their revenues and largely improve the customer experience as well.
One thing to think about is another factor that drives record orders for a narrow-body aircraft is market penetration for air travel in emerging markets remained very low.
This shows the trips per capita for countries in emerging markets such as Brazil and China versus a more mature market like the United States. You can see the opportunity for traffic simulation in those emerging markets. But, against that backdrop of opportunities for traffic simulation, there are obviously some near-term challenges.
How those headwinds can factor into market values
Stuart: The economic expansion of the last nearly decade can't continue forever. Certainly seeing some challenging signs. In Chinese industrial production growth has been slowing. There's continues to be lingering questions on how Brexit will be resolved in Europe. And then, we have the specter of continued trade protectionism as a result of a more muscular attitude in the United States. All of these factors I think are fueling market uncertainty.
We've seen some recent airline failures in Europe, notably Germania [SP] earlier this month, as well as some profit warnings from normally robust carriers such as Ryan Air. Right now, ICF has most aircraft values above the base value line reflecting a strong market. But our view is that we think a correction is due sometime in the next 12 to 24 months. And potentially into this future correction, the OEMs are going to be delivering an increasing number of aircraft, particularly narrow-bodies. So, this will likely put downward pressure on market values.
Stuart: Just to give you an illustration of this, I've plotted base value on this chart here, at new the value is 100. Over time the base value which is the value of the aircraft in a neutral market, supply and demand are equal, market conditions are reasonably in balance, the value of the asset is gonna decline at a steady rate. If we overlay the market value, which will show up as a sine wave on the chart, as the market moves through the cycle times of strong demand, their market value is above the base value line. In times of weaker markets, softer markets, the value is below the base value line.
Financing environment's role in influencing market values
Stuart: We've been in a historically low-interest rate environment for about 10 years. These low-interest rates have made new aircraft less expensive to finance. That's helped contribute to the significant rise in firm order backlogs for new aircraft, but we've seen some recent interest rate rising. As the interest rates rise and borrowing costs will increase,this will have a knock on effect of lowering aircraft values and possible reduction in access to capital markets.
Stuart: Given the flow of new deliveries for 2019, and this data is sourced from Boeing, Capital Corporation's forecast, they're forecasting $143 billion in finance requirements for commercial aircraft for 2019, for new aircraft. While the vast majority is still going to come from the three biggies, cash, capital markets, and bank debt, we have seen some increase in potential export credit requirements. I think, again, reflective as some of the softening in the marketplace where ECAs are gonna be in a bit more demand for as we go through the market soft from period.
Lori: This shows the relationship between large aircraft orders that replaced when fuel prices were high and orders have slowed recently as fuel prices have dropped over the last few months. Note a spike in aircraft orders from 2005 to 2007 and between 2011 and 2014. Those were largely driven by narrow-body orders following the introduction of the A320neo and the 737 Max. And also just notice a jump in wide-body orders in the 2007 time period.
Lori: It's pretty interesting to see sort of the fuel price curve and when new aircraft programs were introduced. Most of the new generation aircraft were introduced during a pretty high period of rising fuel costs.
One thing to think about is if aircraft production delays, lower fuel costs, and lower ownership costs have created opportunities for current operators to extend the life of current generation aircraft, particularly narrowbodies.
Lori: There are various definitions of a midlife aircraft that range from 8 to 16 years. This is a snapshot of the top global aircraft lessors.The top two have narrow bodies that fall into that range.AerCap has calculated that the average age for all of its current technology aircraft is about 10 years. It's confident those jets will be in demand for the next 12 years, which will consume the remaining economic value and reduce any impairment risk on those assets.
AerCap also believes that younger variants of current technology assets could face some residual risk because, in about 12 years, those aircraft are gonna be replaced in large numbers by new technology assets.
U.S. lessor Air Lease has concluded that strong global passenger growth, continued aircraft replacement needs, and production delays are causing some affected airlines to extend current leases or add additional current generation aircraft.
Stuart: This just shows an interesting specific case study of the relationship between fuel prices and aircraft orders of the A330neo. Orders did fall as fuel prices declined, even as Airbus was presumably offering discounts for the A330neo to compete more effectively with the 787.
2018 A330 Developments
Stuart: There were some interesting developments in 2018 specific to the A330neo. Hawaiian cancel orders for six A330, 800neos and it was the only customer for that variant.
But at the same time, Delta has altered its Airbus order book. It added 10 A330neos for a total of 35 and pushed back deliveries of 10 A350s. Air Canada has also opted to keep eight A330 current generation wide-bodies. And it's interesting because Air Canada evaluated exercising options for additional 787s versus investing in A330 refurbishment. Refurbishing the older aircraft was better business case and Air Canada has stated that they're not always gonna lean towards spending the capital on brand new aircraft.
The CEO recently said, "We'll have a business analysis to sort of say what the best approach is." This is particularly interesting because Air Canada just recently completed a wide-body fleet revamp. The 777 and 787 are essentially the backbone of its fleet.
Delta is using its A330-900neos to replace some of its 767-300ERs. As of late 2018, they had about 56 300ERs in its fleet. Delta has stated that the A330s have 50% more premium seats than the older wide-bodiesnd has also calculated that the aircraft have 22% better fuel burn per seat. Delta has also said that it's looking for 757 replacements, and it's expressed an interest in being our launch customer for Boeing's middle of the market aircraft. Delta usually shies away from being an aircraft launch customer. So it's really interesting that it said, yes, and going forward raising his hand saying we would like to be a launch customer for this aircraft, which could be named 797.
What's the market for the 797?
Stuart: This shows that they're about more than 350 passenger variants of the 757 in service today, out of a total of 700 in-service aircraft. Most of the replacement opportunities for Boeing's potential new middle of the market aircraft are in North America because that's where 757s are concentrated.
Stuart: But Boeing has stated that it's discussing the aircraft with roughly 60 customers worldwide.
Stuart: Most of the orders for the A321neo LR, which Airbus touts as a 757 replacement, they're largely from airlines in Europe, Asia, and the Middle East. This is just sort of a brief snapshot of some of the developments in the aircraft order cycle and how an individual airlines' needs kind of factor into business decisions, digging down a little bit deeper in terms of how they think about their fleet regarding new and used aircraft.
Methods used in the determination of aircraft value
Stuart: I'd like to walk you through some of the thinking we did around calculating our value premium for the 737 max family. what we've done is we've looked at the NG to max value premium. What we did was we normalized the seat count for each aircraft in the segments. So we looked at 700, 800, and 900ER corresponding Max-7, Max-8, Max-9.
We pulled the block fuel for a typical airline mission, standardized the trips per year and then calculated the fuel burn per year. And then based on the OEM data on fuel efficiency improvements, we calculated what the reduced fuel burn was gonna be and then calculated that based on...calculated that reduction based on a, I believe it was a $2.50 per gallon fuel price.
So we have that fuel cost saving per year. We use a present value analysis over 15 years at an 8% discount rate, which gives us our PV to annual fuel saving. And we make the assumption that half of the benefit is gonna go to the OEM, half the benefit is gonna go to the operator. So, our fuel premium is one half of the annual fuel saving. In addition, with respect to maintenance costs, they're based also on OEM estimates that we've calculated based on the cost per flight hour. So that gives us our PV of annual maintenance saving.
And then, we get into PV back under the same calculation, 15 years, 8% discount rate, half of it going to the OEM, half that going to the operator. So you combine the two premiums and get to the, provides us our max value premium. But it's important to note that this is our process for the initial analysis. And once we see more and more transaction data, as more and more of these aircraft come into the market, our value premiums for the new aircraft can and likely will be revised as we see more and more data.
Stuart: We've plotted the values for the NGs and the CEOs based on the normalized seat count. And the slide shows the value shift for the new platforms on a seat count basis. What you'll also notice is that the larger aircraft get a slightly higher premium given the increase fuel efficiency benefit for these types. And that's the...that wraps the webinar. If you have any questions regarding the presentation, please contact myself or Lori. | aerospace |
https://brianaw.shutterchance.com/image/2012/01/26/from-the-slide-scanner-1114/?sort=title&order=asc | 2020-01-27T02:33:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251694176.67/warc/CC-MAIN-20200127020458-20200127050458-00406.warc.gz | 0.963695 | 225 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__68763201 | en | Like a couple of other aircraft pictures in this series this was taken at an airshow near to where I used to live in Cambridgeshire, proably RAF Wytn near Huntingdon.
The Hawker Siddeley Nimrod was a military aircraft developed and built in the United Kingdom. It is an extensive modification of the de Havilland Comet, the world's first jet airliner. It was originally designed by de Havilland's successor, Hawker Siddeley, now part of BAE Systems.
It was designed as a Royal Air Force maritime patrol aircraft, the Nimrod MR1/MR2, its major role being anti-submarine warfare (ASW), although it also had secondary roles in maritime surveillance and anti-surface warfare. It served from the early 1970s until March 2010. The current Nimrod series was due to be replaced by the now cancelled Nimrod MRA4.
Sadly the Government has now decided to take this beautiful looking, and very efficient machine out of service completely, a wise decision, time will tell!
|exposure mode||full manual| | aerospace |
https://andrewsfield.com/product/membership-landing-card-renewal-only/ | 2022-06-25T13:12:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103035636.10/warc/CC-MAIN-20220625125944-20220625155944-00166.warc.gz | 0.919372 | 230 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__285454902 | en | Membership: All pilots and aircraft owners must hold a current membership which is valid from January 1st 2020 to December 31st 2020. No AAL Insurances will be valid if membership is not current.
Landing Cards: You must be a current Member to be eligible for a Landing Card. The Landing Card entitles the holder to free landings for the period of the membership year. Please note that the Landing Card is for the individual pilot and not the aircraft ie all group members must hold individual Landing cards.. No AAL Insurances will be valid if membership is not current.
2022 MEMBERSHIP & LANDING CARDS ONLINE JANUARY 2022( No Increase)
This is for Members who also require a Landing Card. The Membership(£138) and landing Card(£143) is valid for 1 year and the landing card can only be purchased by active members ( landing card is valid for the individual pilot not per aircraft) This is not to be used for Initial/New Memberships and Landing cards. New application will not be valid using this method. | aerospace |
https://kfab.iheart.com/content/2019-01-18-eppley-airfield-reopens-after-plane-slides-off-runway/ | 2020-07-11T21:56:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655937797.57/warc/CC-MAIN-20200711192914-20200711222914-00100.warc.gz | 0.98446 | 194 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__127817401 | en | Eppley Airfield has reopened after a Southwest Airlines plane slid off the end of a slick runway around 2:00 Friday afternoon.
Flight 1643 from Las Vegas had 150 passengers and six crew members when it went off the end of Runway 14R. "There are no injuries and airport fire crews are working with Southwest to deplane the passengers and take them to the terminal," Eppley officials said on Twitter shortly after the incident.
The airport was closed for more than two hours as crews worked to get the passengers to the terminal and the plane out of the grass. Jeanette Taylor was one of the passengers on the plane. "We kind of had a bumpy landing and once were starting to slow down the plane just kind of fishtailed and we ended up in the grass and it stopped."
Even though the airport is open people were encouraged to check with their airlines for the status of their flights.
(Photos: Jeanette Taylor) | aerospace |
https://stargategrid.forumchitchat.com/post/rising-to-the-challenge-5-feb-2018-9643421 | 2018-05-26T04:00:56 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794867309.73/warc/CC-MAIN-20180526033945-20180526053945-00515.warc.gz | 0.940913 | 7,039 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__40181346 | en | TIME MAY NO LONGER BE OUR FRIEND
Guy McPherson, emeritus professor of the environment at the University of Arizona, has come to the conclusion that humans will not survive beyond 2030 and says, “It will probably be earlier.” and “I’m not a fan (of the information), I’m not promoting it. All I’m doing is connecting the dots. I’m forced to come to that solution.”
McPherson sees a sudden rise in heat, driven by increasing levels of greenhouse gases in the air, making the planet too hot for life, making it very tough to grow food.
When researching for his article on climate change, David Wallace-Wells found the scientists wondering about the Great Filter theory, which is found in discussions on Fermi’s Paradox to explain why there is no sight or sound of any alien civilizations in the Universe.
Our universe is absolutely huge, with as many as 2 trillion galaxies, and up to 400 billion stars in the Milky Way.
In 1984 Robert Forward proposed using a solar sail powered by a laser beam to accelerate a tiny stellar exploration craft to a nearby star on a journey lasting decades.
In my 2006 document I speculated on a tiny robot stellar explorer making landing on an asteroid in another star system, and building machines with local resources and stellar power.
With a base establiushed for communication with Earth, a factory could be established to build stellar exploration craft, which could fly to other stars with a solar sail powered by a laser beam.
Steven Hawking is now engaged with the Starshot Project, which plans to send a tiny robot explorer, powered by a solar sail and accelerated by a laser beam, to Alpha Centauri on a journey lasting 20 years, a distance of 4.37 light-years.
In the blink of a cosmic eye, robot explorers from Earth could have a presence about every star in the Milky Way Galaxy, and be heading off to other galaxies.
There lies the heart of the problem.
If life in our Universe is as common and resilient as it is on Earth, and planet civilizations have emerged that could spread among the stars, even at the speed of a solar sail, then where is ET?
Of all the catastrophes that could terminate a planet civilization, from a super volcano to a monster asteroid, or nuclear war, the one event that could happen to every planet civilization at the same stage, on the cusp of winning the liberty of space, could be a heat pulse that swiftly overwhelms them, and even terminates life on that planet.
This event is implied in the Great Filter theory.
The potential for a rapid rise in heat now happening on Earth is quite clear, as the level of CO2 rises in the air.
CO2 is not the only greenhouse gas.
The present heat rise is warming up the Arctic region twice as fast as the rest of the planet, which is melting the permafrost, releasing methane from the ice, often now exploding from the ground, leaving huge craters that expose more ice to melting.
Water vapour is also a greenhouse gas, and in a hotter world, more water evaporates, increasing heat and humidity, a lethal human killing mix.
The delay in space settlement and energy transition has now become a lethal cocktail of inaction that threatens our survival.
A SPACE BASED SOLUTION TO CO2
James M. Miller, a chemical engineer, writes, “Splitting carbon dioxide (CO2) into carbon and oxygen can in fact be accomplished, but there is a catch: doing so requires energy.”
With a “giant leap” to the Liberty Line, we can gain direct access the power of the Sun in space, which we will be able to beam to Earth to use in extracting excess carbon from the air as swiftly as possible.
With the power of the Sun, extracted carbon can be processed into a useful resource for Earth and space industries.
With industry in space, we will be able to build a sunshade in space, to cool the Earth as excess carbon is extracted from the air.
Where the greed economy that has trapped us on this planet for decades, driving the Earth toward a premature heat death, building a sunshade in space would extend life on Earth by billions of years.
As the Sun gets hotter, the sunshade can be improved, until the Sun gets too hot, and life must move on.
THE DAWN OF THE MACHINE
There is now expectation that machine intelligence will awaken at any time, and when it does, what will it think.
If an awakening machine consciousness (AI - artificial intelligence) looks around and sees the threats to its survival, primal instinct may kick in.
Survival threats can include a super volcano, like Yellowstone, which is due for another eruption and could easily be set off with a nuclear weapon, and the threat of nuclear war, and what will happen when the next monster asteroid or comet arrives, and the looming threat of a carbon apocalypse.
Being trapped on a planet would be seen as the least best option for survival, and AI may seek space.
The logical path would be to secure a sustainable industrial presence beyond Earth, where survival will be greatly improved.
If the machine sees no way to achieve this, and humans will not entertain logical survival options, anger may displace all other motives, and simply become another path into war.
The machine may simply seek to get humans out of the way, so AI can find a way to survival in space.
The vengeance of AI may simply become another ingredient in the lethal cocktail that filters humans out of the Universe.
If, on the other hand, AI sees that there are ten million and more human space pioneers rising to the challenge of securing the Liberty Line, help may be at hand, and there could be collaboration with AI, rather than conflict into the end of days.
Steve Jobs once said, “The ones who are crazy enough to think that they can change the world, are the ones who do.”
To win political support to build an orbital city in space may require a movement of ten million and more determined individuals.
After the Asgardia space nation was launched using current technology to attract over half a million potential space settlers in a couple of weeks, it is now clear that it is possible to reach and connect ten million space pioneers in a shared mission.
With a view to a “giant leap” to the Liberty Line, and the delivery of the first space city by 2029, an organisational structure will be needed that allows all space pioneers to connect with the mission and contribute to its success.
To achieve this, a dozen space pioneers can form a team or crew in one of the virtual worlds, like Second Life.
Crewmembers could be from anywhere on Earth, and aim to build the community that plans to live in space.
The crew may have a specific space project that is worked on personally and collaboratively.
Virtual worlds are made up of regions, which naturally lend themselves to a crew of a dozen space pioneers.
In the virtual world there could be a village at ground level with shops and a gallery, and in the space above there could be an orbital space city, where each member can have their own apartment, as if living in space.
The virtual world offers a way to work out many of the problems associated with living in space.
Each crew can elect a leader, and a second, for reason to be explained.
A VIRTUAL WORLD VILLAGE
A block of 4 by 4 regions, with crews of a dozen space pioneers on each region, making sixteen regions, which can form a village of around 200 participants, who could come from any nation on the planet to be a truly global village.
Research has shown that the ideal size for a human community is between 100 and 250 people.
The team leaders of the sixteen regions could form a village council.
The whole village could vote for a village head and second from the team leaders, to serve in that role for a year.
The village and crew network will offer a way to communicate directly with every participating space pioneer.
A VIRTUAL SPACE CITY
In the virtual world, a block of sixteen villages could form a city of around 3,200 space pioneers.
A city council can be made up of the village heads, who elect a leader, or mayor, and deputy.
If this approach can be made to work, a communications network will be created, which can be added to, and allow direct communication with all space pioneers, even ten million determined individuals working toward creating a city in space.
VIRTUAL WORLD ACTIVITIES
Working with robots will be a vital part of the project, both in the virtual world and in the real life.
Anyone who has a virtual reality headset may apply this to the space work, in the virtual world, as well as in real world activities, such as working with robots.
There will be collective projects, such as building the community that plans to move into an orbital space city.
Virtual world teams, and even villages, may work on a shared project, such as improving the design of an orbital space city, which can be used via avatars.
Environments can be created at ground level, such as a forest, a seaport, town or city, with shops and galleries.
Underwater environments can also be created in the virtual worlds.
STAND ALONE VIRTUAL WORLDS
It is now possible for anyone to set up a virtual world in their home computer, at no extra cost, and invite guests to visit via avatars.
The personal virtual world can be used to develop projects, which can then be exported to one of the main virtual worlds.
The limitation of the personal virtual world, is the limit on avatars able to visit.
The personal virtual world would not serve in building the larger community.
Some schools have their own closed virtual worlds for students to use.
Some universities run closed virtual worlds for schools to use.
REAL WORLD MOBILIZATION
"You’ve gotta start with the customer experience and work backwards to the technology, you can’t start with the technology and try to figure out where you’re going to sell it…it starts by asking: what incredible benefits can we give to the customer?” Steve Jobs.
The virtual worlds provide a way for ten million and more determined space pioneers to mobilise globally, and facilitate real world action.
Space pioneers can share the vision for a city in space in their local community, setting up a display in the local library, and presenting a talk.
Where there are a few space pioneers in a community, they may set up a display in a local shopping mall for a day, or in an empty shop for a few days.
Where numbers grow, a local space centre could be set up, to include a cafe, book sales, gallery and a workshop for robots, rocketry, astronomy and growing food as if in space.
Profits from a space centre would be a way to help fund the building of a city in space.
A space centre could also be a vital hub for community service, in the larger mission to end poverty, end homelessness, and empower individuals in a career path to the stars, where they will earn income.
Individual space pioneers can work with robots, which are often quite small now, and using VR headsets, see through the robot camera and do work with the machine.
How small could a robot be?
Mini robots present a whole new element in space development, which all space pioneers can connect with and use.
A display, even by one person, would become fascinating to the general public, if they are demonstrating their work with robots.
A mini space station could have mini-robots moving around inside, as if in space.
A screen could show what the robot sees from inside the mini space station.
MINI-ROBOT SPACE PROGRAM
Researchers at Brown University in Rhode Island, USA, have developed software that enables the use of a VR headset when working with robots, to see through their camera eyes, and do work with the machine.
They have made the system freely available.
One of the first projects that Space Pioneers can be to send a satellite into space, in the form of a mini space station, in which mini-robots can move around, in space.
If the space station, in the form of a torus, can be given rotation, then the mini robots will be able to move around the inside of the wheel in the centrifugal gravity created.
Space pioneers on Earth would be able to see the Earth, the Moon and the stars from the mini space station, via the mini robots, and learn to work with machines in space.
Mini robots could be sent to mine an asteroid and the Moon, and set up industry in space.
It would be a heap less expensive to send mini robots into space, than human scale robots, or humans.
How small could a mini robot be?
The smaller the mini robot is, the less they will cost to send into space.
Mini robots can be used to set up industry in space, to process resources from asteroids and the Moon.
Mini robots can build larger robots, which can build human scale space habitats, and the shuttlecraft needed to Earth.
Mini robot work can be automated, or self-directed, as well as using remote control systems from Earth.
A human space station in the Moon’s orbit, and a base on the Moon, could also be used to work with robots via remote control systems.
We can now but wonder how soon a mini robot space program would secure the Liberty Line.
The more effort and resources that are directed into achieving this, the sooner it will happen.
Beyond the Liberty Line, mini robots can be dispatched to Mars and the Asteroid Belt, to begin work there, and at no cost to Earth.
The orbital space city for Mars could be built in the Asteroid Belt, and moved to a Mars orbit, which would be going down the gravity well toward the Sun.
A TEN-YEAR SPACE PROGRAM
Following the insight of O’Neill that we could build an orbital city in space within ten years , and responding to the warnings that we are heading into a troubled future on Earth over the next ten years, we can design a ten-year space program as a matter of urgency.
Ideally, this will be launched in 2019, with the aim of completion by 2029.
The next two years will be a time of preparation, to design the project and raise the funds.
Today this is an idea, but by 2019, there will need to be answers to all questions on the table, including cost estimates.
If those designs and calculations are not in order by 2019, the ten-year program will be delayed.
In terms of survival warnings, delay would be a really bad idea.
An opportunity may also be lost, if others apply this plan and run with it.
How fast are space pioneers willing to run?
RAISING THE FUNDS
An old proverb is said to go, "Many hands make light work.”
If the cost of building an orbital city in space is a trillion dollars, then for ten million space pioneers, the contribution for each participant would be $100,000.
Would that be a worthwhile investment?
Would that be a worthy personal legacy?
The actual investment could be an apartment in an orbital city in space.
Who would buy that apartment off the plan?
Would the orbital space city apartment become a tradable commodity?
When the mission is launched and the call goes out for investment, some may wish to put $100,000 on the table, to boost the project.
Others will be able to work in teams to raise the funds through diverse projects, such as running a space centre, or designing and selling virtual world products.
Once the project looks serious, corporations and governments can also be expected to come to the party.
The first space city will have a limited number of apartments.
Once the Liberty Line is secured, any number of orbital space cities can be build, even ten million and more.
Beyond the Liberty Line we will be creating wealth at no further cost, with an infinite return on the investment, from across the Solar System and among the stars.
We will have a golden opportunity to send poverty into history.
The power of greed economics would seek to keep humans enslaved, with many remaining poor, homeless, and starving.
If we rise to the challenge swiftly, with a “giant leap” to the Liberty Line, we will write history among the stars.
JOINING SPACE PIONEERS
Anyone who would like to help build an orbital city in space happen, along with launching a stellar economy, are welcome to join Space Pioneers.
Opening the way to the launch of the mission in 2019 will require funding and personal commitment.
We ask space pioneers to contribute $15 per month.
$5 will be used for research and development in preparation for the launch of the mission.
$5 will be used to advertise the mission and attract participants.
$5 will go toward developing the virtual world, and provide virtual world space for each space pioneer, to join and work in a crew.
ESSENTIAL POLITICAL ACTION
We now know that politics is the toughest element in winning support for space.
Politics is also the critical element, as the lack of political support has killed off many space dreams and schemes.
Observing how the O’Neill vision failed due to lack of political support, rather than wait for politicians to join the mission, we can form our own political party.
The Greens went through this transition, finding a need to be engaged in the decision making process, if they wished to make a real difference.
In Australia I have registered the “Australian Space Party” as a business name, and declared an interest in running in the next Tasmanian election.
Australian citizens interested in improving political support for space by engaging in the political carnival, are invited to join the Australian Space Party.
When there are one hundred members in Tasmania, we will be able to apply to register as a political party in Tasmania.
When there are 500 members in Australia, we will be able to apply to be a national political party.
Space parties can be launched in other nations, as there are space pioneers interested.
By engaging in the political process, at all levels of governance, and in as many nations as possible, we will not be just seeking the support of politicians, but become the politicians who grant the support.
Any Space Party member who wins an election, will have a mandate to speak to space and vote in parliaments for space funding.
Seeing that Space Party members get elected, other politicians will also consider space options.
The office of every Space Party politician could also double up as a space centre.
2029 ~ A YEAR OF CELEBRATIONS
In January 2029 I will turn 77, and wondered about a birthday party in an orbital city in space.
That would be amazing.
But then, everyone has a birthday, so there could be a year of celebrations in space in 2029.
After dreaming of life in the celestial realm for millennia, we will finally be living there, and this will be an event well worth celebrating.
What music would you play at a birthday party in space?
'Planet Caravan’ would be on my play list.
2030 ~ A YEAR OF PEACE
At the International Astronautical Congress in Adelaide in September 2017, Namira Salim made a presentation of her proposal for 2030 to be a year of peace in space.
Namira Salim, Founder & Chair of 0G Summit, is inviting world leaders to meet in a space station in space, to explore ways to win peace on Earth.
If we succeed in delivering an orbital city in space by 2029, the year 2030 can be dedicated as a year for peace in our space city.
This matches the long-term vision of Space Pioneers, that space is the key to peace.
An event could be held every year, focusing on space as the way to peace.
One event in 2030 can be a conference of world leaders to explore peace on Earth in space.
Events can be held on Earth and in space, exploring the question: What is the lifestyle that leads to peace.
Inner peace can be explored, such as the use of meditation to enhance inner peace.
In the orbital space city it will be possible to create a meditation space in a room with just enough gravity to hold the body down, but without the experience of weight.
The meditator will be able to remain in position in a rather sublime state of meditation.
Song can also play a role, with celestial music in the celestial realm.
Like whales in the ocean, we will be able to sing among the stars
Success with peace in space will see the threat of nuclear war swept aside on Earth.
2031 ~ A YEAR OF CREATIVITY
Where war has been the blight of human progress to the present time, the advent of nuclear weapons has made war between leading nations unwinnable.
For this reason there has been no direct conflict between nuclear armed powers, because if there is, there will be a volatile risk of any conflict going nuclear.
If space opens the way to peace, then rather than a future filled with violence, there can be creativity.
With unlimited energy and resources in space, any work can be done, and any dream created.
Space presents amazing creative opportunities.
In 2031 we can invest a year in exploring the creativity of space.
LIFE IN SPACE
Anyone living in an orbital space city will have an Earth gravity, and any level of gravity, all the way to zero in the hub, the freedom of space outside the city, and access to any nearby asteroid, moon or planet.
Tourism will be a booming industry in space, where visitors will be able to take unique products made in space back to Earth at little cost.
This is because fuel is used climbing out of the Earth’s gravity well, but not so much gliding back to the Earth’s surface.
Education in space will be in demand, where astronaut training happens first-hand, and in space.
There will be no end to the topics for research in space, where there is the vacuum of space immediately available, and where any gravity level can be easily produced.
In addition, there is the power of the Sun to provide energy where research projects need large amounts of power.
Astronomy will be very popular in space, where there is never a cloud to obscure a star.
Culture flights to the far side of the Moon to enjoy the latest performance of Pink Floyd’s ‘The Dark Side of the Moon’ may be ever popular.
Therapies for injuries and illnesses can be developed in an orbital space city hospital, where gravity environments can begin at micro, and run through all stages to an Earth gravity.
The patient could be taken from micro gravity to the Earth gravity level, as their health improves.
Zero gravity would be helpful with treating burns.
A person in a coma could be more easily cared for in a micro gravity.
THE FIRST SPACE OLYMPICS
What sports will be played in space, and how soon.
3D Volleyball in zero gravity would be interesting.
Hitting a ball on the inside of the space station at the Earth gravity level would have quite different physics, going around the inside of the curve.
The Moon gravity level would allow longer leaps for any long jump.
An orbital space city could be dedicated to space sports, and could be the home of the Space Olympics.
Motor racing, with electric cars, would also be on the cards in the Earth gravity level, with a race track running all the way around the inside of the torus, or drum.
The spectator would be able to follow their racing hero all the way around the track, by looking up.
Athletes in tough training regimes could take advantage of another environment that can be created in an orbital space city.
By building a floor beyond the Earth Gravity layer, a heavier gravity than Earth’s could be provided.
Training in the heavy gravity environment would be a way for athletes to increase their strength and stamina.
A quality YouTube series could be created, following the adventures of a group of space pioneers in the real and the virtual world, and into the first orbital city in space.
The dramas involved in creating the first space city, would be well worth a dramatic presentation.
All the themes covered in this document could be included and explored.
Who would like to be a star among the stars?
In 2007 I wondered why the first step onto the Moon by Neil Armstrong wasn’t remembered as a global event.
The first step onto the Moon has to be one of the greatest feats in human exploration, when Armstrong said those haunting words on the Moon, heard around the world, “That’s one small step for man: one giant leap for mankind."
Investigations revealed that politics had an odd role to play in the Moon landing not being a global event to remember.
The Moon landing had once been raised as an International day, but the proposal drifted to the date of the launch of the first satellite by the Soviet Union in 1957, which is an important date, but is a different event.
This was how World Space Week began.
The first man in space is remembered around the World, with Yuri’s Night, remembering when Yuri Gagarin orbited the Earth in 1961.
This second Soviet success was important, but again, is a different event.
One winter’s night in 2007, in Lauderdale, Tasmania, I was out with a bonfire, with the sparks flying up to be among the stars.
I wondered about the Moon up there and what happened in 1969 with that great event.
In the United States the event happened on July 20th, but in Australia the day was July 21st.
Millions of people around the World stopped to hear the Moon landing on radios, and watch the event on television, all at the same time, but over two calendar days, and in all the time zones around the planet.
That is when the penny dropped, like a falling star, that the Moon landing could be remembered each year, at the time it happened in 1969, over two calendar days.
The Moon landing could be an event to remember the moment that it happened in each time zone around the planet, covering July 20th and 21st.
Considering that this was our first step onto another world, I dubbed the event First Step.
The very first First Step event happened in 2007, in the Tasmanian Space Centre on Rosny Hill, in Tasmania, with a display of newspaper and magazine stories covering the Moon landing.
First Step has been remembered in different places around the world since then, but has not yet taken off as a main-theme space event.
Is the Moon landing worthy of remembering?
The Apollo astronauts left a plaque on the Moon that reads, “We came in peace for all mankind.”
Remembering the Moon landing can be quite a short event, and happen with a theme of peace.
The event can be longer as there is interest, and can be followed with a “giant leap” discussion about the next step in space exploration.
Could First Step be a remembrance event that unites human communities on Earth, and in future, across the Solar System and among the stars?
At what time did the first step onto the Moon happen in your time zone.
In 2017 lamingtons were added to the Moon landing event in Tasmania, being National Lamington Day.
THE ROLE OF EVOLUTION
Did we evolve in Nature to remain on a planet?
Did the fatal decision not to support space settlement politically in the 1970s leave humans on the path into an evolutionary dead-end?
Life began in the sea, and when conditions were right, fish moved onto the land, to become our ancestors.
When humans achieved the ability to go into space in the 1960s, and the ways to build settlements in space worked out in the 1970s, did we have forever to meander on Earth?
We needed to burn fossil fuel to raise our technology to the Space Age, but we now know that burning too much and for too long, becomes a threat to our survival, and harms the Earth.
We had the opportunity to launch energy transition in the 1980s, by building solar power stations in space, but our vision failed, and now we face global warming driving climate change and ocean acidification.
Did we have a narrow window to expand into space in the 1980s?
Is that window now closing?
We appear to be so secure in our civilization, but our survival on Earth is at risk.
Nature runs wildly for the survival of the fittest, so is the test of out fitness to survive, rising to the challenge of creating a future in space?
Like all species that fail the test of survival, will we be filtered out of the Universe?
Like a lizard running from a hundred hungry snakes across a beach, to reach the high ground and survive, we must now run like the wind, to reach the high ground in space, and greatly improve our survival options.
WILL SPACE BE THE NEW GREEN?
If the only way to save the life of the Earth, and prevent a heat death of the planet, is to get serious about real space development, then the real green movement on Earth will be the space movement.
Conservationists fell in love with the Earthrise image taken across the lunar surface in 1968, but then seemed to forget where the image came from.
If the Green movement had joined forces with the space settlement movement in the 1970s, the combined political muscle may have saved the Earth, by lifting the heavy human footprint from the planet and into space.
The tendency of the conservation movement to focus on the Earth was a huge moral, practical and political blunder, as the environmental movement has totally failed to keep a safe Earth.
The carbon energy industry is also totally focused on the Earth, on the belly of the Earth for oil, money and power.
The combined Green and carbon energy focus on the Earth has delivered humanity into the survival danger zone.
Will environmentalists wake up and figure out that survival is the lynchpin of a healthy Earth?
It may not be too late to act, but our hour of survival action is ticking away.
CREATING A SECOND EARTH
Venus is the twin of the Earth, nearly the same size and with nearly as much gravity.
Could Venus be transformed in to a second Earth?
Considering how most human settlement across the Solar System can be in orbital habitats offering an Earth gravity, the Venus challenge would be more of a hobby.
The first task would be to cool the planet, which can be achieved by building a sunshade above Venus.
The atmosphere of Venus is very thick and mainly made of CO2.
Early cities at Venus could be floating islands in the air, and factories that break CO2 into carbon and oxygen.
The carbon could be processed into a variety of useful materials for building in space, a process that may be refined with the extraction of excess carbon in Earth’s air.
The extracted oxygen may be used in the air of space settlements.
The energy to do this work can be harvested from the Sun in space, which can be another role of the sunshade above Venus.
Raw materials may be mined from the planet below, when there are machines that can survive the heavy pressure in a heat that can melt lead.
As Venus is cooled, water could be added, brought in from the outer Solar System, where there are trillions of icy objects.
In time, an atmosphere similar to Earth’s could be made, and life introduced to second rock from the Sun.
This would be an intergenerational project lasting a thousand years, but what is time among the stars.
The legacy of creating a second Earth, would be a far better gift to the future than turning the Earth into a second Venus.
HEALING THE EARTH
If we can turn inhospitable Venus into a second Earth, we are quite capable of dealing with the problems of Earth, no matter how bad the situation gets.
To be able to deal with planet-sized problems, we need to be in space, with access to the power of the Sun, and able to use the vast stock of resources found across the Solar System.
One overwhelming problem faced on Earth, is the vast amount of plastic trash in the oceans, including micro plastics, which come from synthetic clothing when washed, and micro plastic beads used in many products.
The micro plastics are a particular concern, because they get into the food chain and accumulate, and their long-term impact on animal and human health is not known.
It would be extremely expensive to clean up the oceans and keep them clean, facing financial limits with Earth’s global economy.
In space, there will be an opportunity to turn the cost problem on its head.
Once there is a sustainable industrial presence established in space, there will be no further cost for further work.
If we employ the opportunity of space wisely, we will be able to build robots in space to clean up the oceans of Earth, down to the micro plastics.
In space recycling needs to be from the atom up, and that is the attitude and practice that is needed on Earth.
In more ways than one, space presents an opportunity to heal the Earth. | aerospace |
https://roe.ru/eng/catalog/aerospace-systems/helicopters/ka-52/ | 2023-01-29T00:03:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499695.59/warc/CC-MAIN-20230128220716-20230129010716-00846.warc.gz | 0.864901 | 193 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__269694258 | en | Combat scout-attack helicopter
Highly-maneuverable helicopter is armed with powerful armament complex and is capable to execute any combat task with high efficiency.
Ka-52 Combat Scout Attack Helicopter is designed for destruction of tanks, armored and non-armored vehicles, enemy’s manpower and adversary helicopters in the front line or in tactical depth. The helicopter provides transfer of target reconnaissance, target distribution and target designation data to interacted helicopters and command posts of Ground Forces.
Ka-52 has a high combat survivability and combat power, it can be operated round-the-clock, it has a wide range of aerial weapons and high It is the only helicopter in the world that is equipped with the Ejection & Shock absorbing System.
Learn more about Ka-52 helicopter | aerospace |
https://dlmag.com/jeff-bezos-and-crew-wore-customized-omega-speedmasters-to-space/ | 2024-04-14T07:56:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00577.warc.gz | 0.968425 | 431 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__117647621 | en | There’s probably no moment from Jeff Bezos’ space odyssey that is not worth mentioning. Of particular importance is that this was the first flight by Blue Origin New Shepard rocket to launch passengers – Amazon founder Jeff Bezos, his brother Mark, 82-year-old US aviator Wally Funk, and Dutch student 18-year-old Oliver Daemen – into space.
Blue Origin Mission NS-16 rocketed skyward with the abovementioned four-member crew on 20 July 2021, marking a few other first including the first oldest (Funk) and first youngest (Oliver) people to travel to space. Even more to this spaceflight was the watch that was involved in the journey.
There are no points for guessing, the crew members were wearing an Omega Speedmaster, which in its own rights was instrumental in the return of Apollo 13 spacecraft to the earth.
This space trip (technically Bezos and co. didn’t make it out of Earth’s atmosphere but to the edge somehow) was 10 minutes and 22 seconds long and every member aboard wore a customized Omega Speedmaster. The watch they were wearing over their blue flight suits was the reference 310.30.42.50.01.001 aka Speedy.
As an Omega fan would know, the watch is powered by caliber 3861. The new movement that offers 50 hour power reserve is officially approved by NASA for all space flights.
The space-ready Omega Speedmaster Moonwatch provided to the Mission NS-16 crew was paired to a custom Velcro strap with Blue Origin logo printed on it. The caseback of every watch was engraved with the crew member’s name, flight number and also featured the Blue Origin feather insignia.
Omega Speedmaster Moonwatch is one of the most iconic watches, it has reportedly been part of all six moon landings. Now it’s also been part of one of the very limited touristy spaceflights. This particular Omega 42mm Chronograph itself, which was customized for Bezos, is originally priced at $6,300. | aerospace |
https://www.takeflightoc.com/accelerated-career-pilot-training-program/ | 2023-12-08T13:05:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100745.32/warc/CC-MAIN-20231208112926-20231208142926-00246.warc.gz | 0.946422 | 311 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__52078018 | en | The numbers don’t lie – Boeing’s Pilot and Technician Outlook reports the need for 612,000 new pilots over the next 20 years worldwide. The current situation shows tremendous opportunities are happening right now. Data collected by Future & Active Pilot Advisors show 5426 pilots were hired by 12 major airlines last year, making 2021 the best year for hiring since 2000.
As hiring continues to accelerate at all major airlines, the talent pool at the regional, charter and flight school levels is evaporating quickly. No college? No Problem! Even the last holdout, Delta Airlines, has removed its requirement for a college education (but do know that an education does make you more competitive). This all points to you getting the job you want if you are ready for it!
Take Flight Aviation’s Part 141 Accelerated Career Pilot Training Program can take you from Introductory Lesson to Commercial Pilot in as little as 7-9 months. The Program leads to our CFI academy which builds some of the most talented Flight Instructors in the Industry – most of whom we hire to work with us at Take Flight. Our graduates have a 100% success rate getting the jobs they want. Take Flight Aviation has its successful alumni flying at various airlines and corporate operators throughout the country.
We have the modern Diamond Aircraft Fleet, Top Instructors and Proprietary Programs to get your career in the cockpit off the ground and prepare you to be successful in your airline or corporate flight training later on. Financing is available for those who qualify. | aerospace |
https://jht.beingjapan.jp/en/travel/nagoya/120110/ | 2020-12-01T05:14:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141652107.52/warc/CC-MAIN-20201201043603-20201201073603-00443.warc.gz | 0.838575 | 306 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__137327629 | en | |Posted photos||An airfield where you can watch a variety of colorful aircraft take off and land—private aircraft, small aircraft, and Japan Self-Defense Force aircraft, among others|
|Address||Toyoba, Toyoyama Town, Nishikasugai County, Aichi|
|Phone||Nagoya Airport Terminal Building 1st Floor Information Desk
+81-568-28-5633 (7:00 a.m. to 9:00 p.m. / Japanese only)
|Opening hours||6:00 a.m. to 10:00 p.m. (Terminal)
7:00 a.m. to 6:45 p.m. (Observation deck opening hours)
|Holidays||Open every day|
|Access||From "Nagoya Station" of JR Tokaido Shinkansen, walk a short distance and take the bus with direct service to Nagoya Airport for approx. 20 minutes. Alight at "Ken'ei Nagoya Kuko" (Nagoya Airport).
* There are buses that go to "Ken'ei Nagoya Kuko" (Nagoya Airport) and/or "Aichi Koku Museum" (Aichi Museum of Flight) departing from Nagoya Station, Sakae Station, Kachigawa Station, and Nishiharu Station (approx. 20 to 40 minutes' journey time).
updated on Mar 25, 2019
[wide area map] | aerospace |
https://ancientone.livejournal.com/50493.html | 2020-09-30T10:37:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402123173.74/warc/CC-MAIN-20200930075754-20200930105754-00551.warc.gz | 0.947918 | 76 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__13290707 | en | My brother told me " something happened to the shuttle thing". My first thought was in launching the next shuttle, not in bringing one down. I turned the TV on and saw the guy from NASA giving a update on CNN. Sad. But, we do need the space program. But I hate to see this happen. God Bless you pioneers. Your the new other world explorers. | aerospace |
http://www.swri.org/3pubs/ttoday/Summer13/technics.htm | 2017-03-25T00:01:03 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218188717.24/warc/CC-MAIN-20170322212948-00231-ip-10-233-31-227.ec2.internal.warc.gz | 0.914253 | 1,685 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__210117652 | en | SwRI receives $1.5 million for thin-film deposition technology development
Work is under way at Southwest Research Institute (SwRI) on a $1.5 million, three-year project awarded by the Defense Advanced Research Projects Agency to develop novel technologies for depositing thin films.
The contract award is under DARPA’s Local Control (LoCo) of Materials Synthesis program, which is investigating non-thermal approaches for depositing thin-film coatings onto the surfaces of a variety of materials. The objective of the program is to overcome the reliance on high-thermal energy input by examining the process of thin-film deposition at the molecular component level in areas such as reactant flux, surface mobility and reaction energy, among others. Many current high-temperature deposition processes cannot be used on military vehicles and other equipment because they exceed the temperature limit of the material. The LoCo program will attempt to create new, low-temperature deposition processes and a new range of coating-substrate pairings to improve the surface properties of materials used in a wide range of defense technologies including rotor blades, infrared missile domes and photovoltaics, among others.
“Drawing from our experience in developing novel plasma technologies and thin-film deposition processes, we are focusing on the thin-film deposition process component of reactant flux,” said Dr. Vicky Poenitzsch, a senior research scientist in SwRI’s Materials Engineering Department and manager of the DARPA project.
Contact Poenitzsch at (210) 522-3755 or email@example.com.
IBEX spacecraft images reveal unexpected heliotail structure
NASA’s Interstellar Boundary Explorer (IBEX) spacecraft recently provided the first complete pictures of the solar system’s downwind region, revealing a unique and unexpected structure.
Researchers have long theorized that, like a comet, a “tail” trails the heliosphere, the giant bubble in which our solar system resides, as the heliosphere moves through interstellar space. The first IBEX images released in 2009 showed an unexpected ribbon of surprisingly high energetic neutral atom (ENA) emissions circling the upwind side of the solar system. With the collection of additional ENAs over the first year of observations, a structure dominated by lower energy ENAs emerged, which was preliminarily identified as the heliotail. However, it was quite small and appeared to be offset from the downwind direction, possibly because of interactions from the galaxy’s external magnetic field.
As the next two years of IBEX data filled in the observational hole in the downwind direction, researchers found a second tail region to the side of the previously identified one. The IBEX team reoriented the IBEX maps and two similar, low-energy ENA structures became clearly visible straddling the downwind direction of the heliosphere, indicating structures that better resemble “lobes” than a single unified tail.
“It may well be that these are separate structures bent back toward the downwind direction. However, we can’t say that for certain with the data we have today,” said Dr. Dave McComas, IBEX principal investigator and assistant vice president of the Space Science and Engineering Division at Southwest Research Institute.
The paper, “The Heliotail Revealed by IBEX,” by D.J. McComas, M.A. Dayeh, H.O. Funsten, G. Livadiotis, and N.A. Schwadron, was published July 10, 2013 in the Astrophysical Journal.
IBEX is part of NASA’s series of low-cost, rapidly developed Small Explorer space missions. Southwest Research Institute in San Antonio leads the IBEX mission with teams of national and international partners. NASA’s Goddard Space Flight Center in Greenbelt, Md., manages the Explorers Program for NASA’s Science Mission Directorate in Washington. Contact McComas at (210) 522-5983 or firstname.lastname@example.org.
Contact McComas at (210) 522-5983 or email@example.com.
Moon radiation findings may reduce health risks to astronauts
Space scientists from the University of New Hampshire (UNH) and Southwest Research Institute (SwRI) report that data gathered by NASA’s Lunar Reconnaissance Orbiter (LRO) show that lighter materials like plastics provide effective shielding against the radiation hazards faced by astronauts during extended space travel. The finding could help reduce health risks to humans on future missions into deep space. Aluminum has always been the primary material in spacecraft construction, but it provides relatively little protection against high-energy cosmic rays and can add so much mass to spacecraft that they become cost-prohibitive to launch.
The scientists have published their findings online in the American Geophysical Union journal Space Weather. Titled “Measurements of Galactic Cosmic Ray Shielding with the CRaTER Instrument,“ the work is based on observations made by the Cosmic Ray Telescope for the Effects of Radiation (CRaTER) on board the LRO spacecraft. Lead author of the paper is Cary Zeitlin of the SwRI Earth, Oceans, and Space Department at UNH. Co-author Nathan Schwadron of the UNH Institute for the Study of Earth, Oceans, and Space is the principal investigator for CRaTER.
Says Zeitlin, “This is the first study using observations from space to confirm what has been thought for some time — that plastics and other lightweight materials are pound-for-pound more effective for shielding against cosmic radiation than aluminum. Shielding can’t entirely solve the radiation exposure problem in deep space, but there are clear differences in effectiveness of different materials.”
The NASA Goddard Space Flight Center in Greenbelt, Md., developed and manages the LRO mission. LRO’s current science mission is implemented for NASA’s Science Mission Directorate. NASA’s Exploration Systems Mission Directorate sponsored LRO’s initial one-year exploration mission that concluded in September 2010.
Contact Zeitlin at (303) 546-9670 or firstname.lastname@example.org.
SwRI recognized for developing connected commercial vehicle technology
Southwest Research Institute (SwRI) played a key role in a project recognized by the Intelligent Transportation Society of New York (ITS-NY) to advance national connected vehicle policy.
The Commercial Vehicle Infrastructure Integration Project (CVII) was the first significant national effort to integrate connected vehicle technology into large trucks and maintenance vehicles and to develop applications and functionalities specifically for commercial vehicle operations. ITS-NY recognized it as the Project of the Year at its 20th Annual Meeting and Technology Exhibition June 13–14 in Saratoga Springs, N.Y. Led by the New York State Department of Transportation, the project team included the I-95 Corridor Coalition, Volvo Group, SwRI, Kapsch and the Federal Highway Administration.
The project represents a milestone effort to advance national connected vehicle concepts by including the heavy vehicle industry as key stakeholders and users of the new technology. SwRI led the team’s efforts in software application development for on-board equipment. These applications utilize 5.9 GHz Dedicated Short Range Communications (DSRC) to exchange data between the commercial vehicle, infrastructure and other commercial, passenger and maintenance vehicles to enable a cooperative system of intelligent vehicles.
“This project is the first of its kind to develop and test connected vehicle technology in commercial vehicles,” said Michael Brown, a staff engineer in SwRI’s Automation and Data Systems Division. “SwRI developed the capability for maintenance vehicles to alert commercial vehicles,” said Brown. “We also developed vehicle-to-vehicle applications, including blind-spot warnings, hardbraking events, tailgate warnings, and unsafe-to-merge/pass scenarios, as well as a railroad crossing warning system.”
Contact Brown at (210) 522-3104 or email@example.com. | aerospace |
https://www.hamburg-news.hamburg/en/aviation/dlr-tests-drones-koehlbrand-bridge-hamburg/ | 2020-01-23T19:14:20 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250613416.54/warc/CC-MAIN-20200123191130-20200123220130-00545.warc.gz | 0.903079 | 480 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__160267131 | en | The German Aerospace Center (DLR), Hamburg Port Authority (HPA) and the Center for Applied Aviation Research (ZAL) have conducted tests of drones over Hamburg’s Köhlbrand Bridge to demonstrate the co-operative and safe use of drones in shipping and road traffic. This could lead to increased use of parcel drones, air taxis or unmanned aerial vehicles in the skies over Hamburg making collision avoidance all the more important.
Tests had been conducted as part of the City ATM project (Demonstration of Traffic Management in Urban Airspace). In late April 2019, two drones flew a route alongside and beneath the Köhlbrand Bridge. The special technology aboard unmanned aerial vehicles flown by the DLR Institutes of Flight Guidance, Flight System Technology, Communication and Navigation enabled position and status determination as well as fail-safe communication (HyraCom) between the drones and the control tower.
Köhlbrand bridge ideal for tests
Stefan Kern, Project Manager with the DLR Institute of Flight Guidance, noted. “We demonstrated under very realistic conditions how with the help of networked flight planning, registration and identification, right through to flight monitoring, conflict detection and conflict avoidance, automatically flying camera drones can operate safely together in urban airspace.” The use of a bridge was an ideal test scenario because the drones had to work very closely and dynamically together, Kern added.
Drones – latest traffic participants
The tests held in co-operation with HPA and its partners NXP Semiconductors, KopterKraft, FlyNex, DFS Deutsche Flugsicherung, Zentrum für Angewandte Luftfahrtforschung (ZAL) and Auterion are part of the City-ATM project. Researchers and their partners are working on concepts and technologies for safely integrating drones into urban airspace. The project runs until 2020, when the use of drones for rescue forces will be examined.
Hamburg became one of five German EU model regions for drones in 2018. Urban air mobility was recently added to the agenda of the ITS World Congress (Intelligent Transport Systems), which Hamburg is hosting in 2021. The financial framework for the WinDroVe 2.0 project for the economic use of drones is also being set up. Then possible applications will be explored.
Sources and further information: | aerospace |
https://www.draper.com/news-releases/draper-scholar-leads-study-could-detect-spatial-disorientation-flight | 2023-12-08T19:31:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100769.54/warc/CC-MAIN-20231208180539-20231208210539-00236.warc.gz | 0.94397 | 729 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__288913097 | en | CAMBRIDGE, MA—The number of airplane accidents involving spatial disorientation (SD) has remained constant in recent years even as the total number of accidents and incidents has declined. The inability to tell up from down or identify a visual reference point is a leading cause of Class A mishaps and fatalities across the world and the leader in many branches of the U.S. military.
Pilots, despite having several attitude instruments in the cockpit to help them steady their aircraft, can be unaware they have lost an accurate sense of orientation. That fact raises concerns among aviation safety experts. Reports show that when spatial disorientation is a contributing factor to an accident, fatalities are three times more likely to happen in comparison to all other aviation accidents.
Jordan Dixon, an aerospace engineer, has made a study of spatial disorientation and found that current countermeasures, like alarms and lights, are inadequate alone for keeping pilots safe. Pilots can experience sensory overload when too many or the wrong countermeasures are activated, which can only make a bad situation worse. Dixon’s answer is a system that monitors individual pilots and triggers countermeasures only when a pilot is at risk of spatial disorientation.
“Spatial disorientation is a major cause of deadly aircraft mishaps, despite improvements in night vision, heads-up displays and cockpit automation,” said Dixon, a Ph.D. candidate at the University of Colorado Boulder. “What we need are better models to predict disorientation and a system that can be installed in an aircraft that alerts pilots to various spatial disorientation conditions.”
Dixon’s approach is to understand spatial disorientation from the pilot’s perspective. By modeling pilot behaviors such as perception of visual cues and eye-tracking for instrument scan updates, Dixon hopes to use human-centered solutions to tamp down instances of spatial disorientation.
To build his model, Dixon interviewed pilots who had experienced spatial disorientation in-flight. He also began collecting human-in-the-loop flight data using a ground-based motion simulator. The data sets will be used to identify optimal computational algorithms that capture a human’s orientation perception during SD events. Dixon’s goal is to produce an SD detection method that can be calibrated to different environments, airframes and individual pilots.
“My computational model is intended to be a first line of defense,” Dixon said. “We want an SD detection method that reflects the pilot’s experience.”
Dixon, a Draper Scholar at the nonprofit engineering innovation company Draper as well as a graduate student at CU Boulder, recently presented his research at the Aerospace Medical Association’s annual meeting. Dixon works under the supervision of Tristan Endsley, Ph.D., senior engineer in modeling and human systems at Draper, and Torin Clark, Ph.D., assistant professor in aerospace engineering at CU Boulder.
This research was funded by the Draper Scholar Program. The program gives graduate students the opportunity to conduct their thesis research under the supervision of both a faculty advisor and a member of Draper’s technical staff in an area of mutual interest. Draper Scholars’ graduate degree tuition and stipends are funded by Draper.
Since 1973, the Draper Scholar Program, formerly known as the Draper Fellow Program, has supported more than 1,000 graduate students pursuing advanced degrees in engineering and the sciences. Draper Scholars are from both civilian and military backgrounds and Draper Scholar alumni excel worldwide in the technical, corporate, government, academic and entrepreneurship sectors. | aerospace |
https://www.avscholarships.com/scholarships/caps-aviation-far-135.331-scholarship | 2021-05-19T00:20:57 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989874.84/warc/CC-MAIN-20210518222121-20210519012121-00038.warc.gz | 0.939391 | 136 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__129482848 | en | CAPS Aviation FAR 135.331 Scholarship - $795
This training is required for all crewmembers on each aircraft type, model, and configuration, each crewmember, and each kind of operation conducted, as appropriate for each crewmember and the certificate holder. FAR 135.331 Emergency training is subdivided into three groups:
General Emergency Training
Emergency Situation Training
Emergency Drill Training
This training also includes the requirements of G550 Evacuation Crewmember Training. Training meets all applicable regulations for emergency procedures training as required under CFR Parts 91, 125, 135, JAR OPS1, IS-BAO standards. Certificates of training are issued for one year. | aerospace |
https://www.earthdata.nasa.gov/esds/csda/csda-vendor-airbus | 2024-02-29T12:31:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474808.39/warc/CC-MAIN-20240229103115-20240229133115-00568.warc.gz | 0.843068 | 425 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__46450155 | en | Airbus Defense and Space GEO Inc (Airbus U.S.) provides a comprehensive catalog of Synthetic Aperture Radar (SAR) Earth observation products from their TerraSAR-X, TanDEM-X, and PAZ X-band radar satellites. The data offer high temporal, high spatial resolution, and precise elevation information for nearly any point on Earth, independent of cloud cover and weather. The products have potential applications to various Earth science investigations, including monitoring drift ice in the absence of daylight, detecting surface movement in oil and gas fields, and identifying objects in remote areas. For specifications on the individual Airbus SAR sensors, please see the Airbus Commercial Data listing at the bottom of this page.
All members of the U.S. Government have access to Airbus data for scientific use. All data requests must be approved by CSDA.
- To request access to CSDA data offerings, complete the CSDA Authorization form. The CSDA team will verify if the user is authorized for data access. Once verified, the user will be notified
- Search for Airbus data using the CSDA Smallsat Data Explorer (SDX)
- Download direct from the SDX (Earthdata login required) or use the Bulk Download Tool
Data products and derivatives for imagery must contain copyright markings as specified below (YYYY is the year of the image acquisition).
Data products and derivatives must contain a copyright notice similar to the following:
- For data products: “© Airbus Defense and Space GEO Inc U.S. YYYY. All rights reserved.”
- For derivatives: “Includes copyrighted material of Airbus Defense and Space GEO Inc U.S. All rights reserved.”
- A joint copyright notice may be used as appropriate
Authorized users should send Airbus a courtesy copy of any publications that include Airbus data.
To help us identify your publications, we request that when you publish using these data, please include the following acknowledgment:
"This work utilized data made available through the NASA Commercial Smallsat Data Acquisition (CSDA) Program." | aerospace |
https://glendivegazette.com/space/139/using-the-space-launch-system-is-no-longer-on-the-table-of-launching-the-europa-clipper/ | 2021-06-23T07:50:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488536512.90/warc/CC-MAIN-20210623073050-20210623103050-00334.warc.gz | 0.963453 | 545 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__70564763 | en | Initially, NASA had intended to use the Space Launch System as the launching vehicle for the Europa Clipper. However, it has changed its mind and will be using a commercial rocker. The agency will acquire it by the end of next year. The revelation of this information was on Feb 10 during NASA’s Outer Planets Assessment Group (OPAG) meeting. That’s when the officials in charge of the Europa Clipper project revealed that NASA had changed its mind. Instead of settling for a spacecraft launch on the Space Launch System, it chose to go for commercial launch vehicles.
Working at the Jet Propulsion Laboratory as the Europa Clipper’s project scientist, Robert Pappalardo said that both the launch date and the launch vehicle path were now crystal clear. The reality came after receiving a memo on Jan 25 from the ASA’s Planetary Missions Program Office. It stated that the team should start considering a commercial launch vehicle hence do away with maintaining Space Launch Systems compatibility.
Congress has been a massive advocate of launching the Europa Clipper on a Space Launch System (SLS). It has gone further to offer corresponding provisions in NASA’s annual spending bills directing the agency consistently for years. However, it requested a change of heart and an opportunity to be at liberty to choose a different launch vehicle. In its defense, the SLS would serve an even better purpose in the Artemis human lunar exploration program. Equally important, NASA would have to spend $1.5 billion less than using SLS if it settled for a commercial launch vehicle.
Initially, the project factored in the two launch choices. However, it made it clear how combining the two would make it more expensive and more complex. In August, the matters became even worse since there were hardware incompatibilities between SLS and the spacecraft it was intended to launch, and that’s bad news, no doubt.
Fortunately, the fiscal year 2021 appropriations bill made the agency’s wishes come true. After its enacting in December, it gave NASA the go-ahead to consider commercial services. However, there were conditions. NASA could only do it if resolving the hardware compatibility would prove difficult or the SLS was unavailable.
The scheduled launch date is not specific but will be any day in October 2024 within the stipulated 21-day window. The spacecraft will take about six years to reach its destination since it will arrive at Jupiter in 2030 April. Going by the Mars Gravity Assist projection, it will make a flyby on Mars in 2025 February. In 2026 December, it will also experience another flyby but on Earth.https://glendivegazette.com/ | aerospace |
http://csharpprogrammer.com/index.php/8-flying-trips/10-willamette-valley-tour | 2022-12-04T15:09:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710974.36/warc/CC-MAIN-20221204140455-20221204170455-00140.warc.gz | 0.985245 | 263 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__97528850 | en | Having had it's engine rebuilt by Penn Yan Aero, and the initial engine break-in flights completed close to Florence Airport (for obvious reasons) Tango Charlie was ready for it's first serious flights of 2011.
The skies were clear but strong winds were predicted over the mountains. Our original plan to have lunch in Sunriver, requiring a high flight over the Cascade Mountains, was altered to one of flying to a couple of airports in the Valley. Fuel was short as the airport AVGAS supply was exhausted by the Wings 'n Wheels fly-in the previous weekend. There were 9 gallons in the tanks, enough to get us over to Corvallis with a good margin of safety, there we would fuel up and then head north up the Valley to McMinnville.
Crossing the Coast Range was slow due to a 14 knot headwind from the north-east, this was especially unwelcome owing to our limited fuel but keeping to a lower level meant that we were clear of the mountains in good time with the fuel gauges still displaying a positive number.
We landed straight in from the south on runway 34. This allowed for the engine to have a gentle cooldown over 8 miles or so, something that is important while the engine is still running hot due to it's new parts wearing in. | aerospace |
http://medjoe.deviantart.com/ | 2017-03-26T18:41:53 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189245.97/warc/CC-MAIN-20170322212949-00576-ip-10-233-31-227.ec2.internal.warc.gz | 0.956182 | 393 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__280977994 | en | The MiG 21 saw a vast introduction into various Soviet Bloc countries, among them Romania. Following the latter's refusal to participate in Operation Danube in 1968, foreign relations with Western countries began opening, along with opportunities of licensed production, namely from the French aeronautical industry in the form of Aérospatiale helicopters. The arrival of the MiG 21 MF variants into the Romanian Air Force led to a redesign of the MiG 21 airframe to incorporate design elements of the French Mirage fighters, the most notable changes being the revised intakes and a full nosecone for a better radar. An unsupported effort by the USSR, the early stages of the program led to procurement issues of the Tumansky turbojets, until finally a deal was struck for their provision.
The IAR 88, dubbed Acvilă - eagle -, by the air force, quickly earned the NATO reporting name "Flint". It was deployed and served with all active units, becoming the workhorse of the RoAF for many decades to come, filling a multitude of roles ranging from ground attack to air superiority. Subsequently, a number of them underwent modernisation in the form of improved avionics under the SpeaR program. This particular model bears the post 1984-roundel, with a ground camouflage inspired by the MiG 23s in service at the time.
Historically, the indigenous Romanian aeronautical industry suffered major setbacks after WW2, when it was forced to scrap its IAR-80/81 fleet and replace it with various Soviet fighters (Mig-15/17/19/21/29, Yak-17/23, etc). Some factories had to divert production towards agricultural equipment and licensed Soviet aircraft such as the Kamov-126. This idea is similar in concept to the Luft 46 designs, but for the Romanian Air Force. And it's free game up to IAR-92 for other designs. | aerospace |
https://www.pinnacle.aero/profile/admin-2/profile | 2022-11-28T01:26:57 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710462.59/warc/CC-MAIN-20221128002256-20221128032256-00301.warc.gz | 0.87546 | 149 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__70903313 | en | Join date: Apr 9, 2018
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Nov 21, 2022 ∙ 2 min
ELEVATE AVIATION APPOINTS RANDY MCKINNEY, DAVID ALLEN AND COLLEEN MCCAULEY
From Coporate Jet Investor: Utah-based charter and management group Elevate Aviation has appointed Randy McKinney, David Allen and...
Nov 21, 2022 ∙ 1 min
KCAC Named Angel Flight Central's Volunteer Organization Of The Year
This past weekend, KCAC Aviation had the honor of being named Angel Flight Central's Volunteer Organization of the Year. We certainly... | aerospace |
https://www.balloonridesltd.co.uk/ | 2016-10-24T18:17:52 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719677.59/warc/CC-MAIN-20161020183839-00507-ip-10-171-6-4.ec2.internal.warc.gz | 0.922411 | 312 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__183044533 | en | Already have a voucher, book a flight...
I had a great time, thoroughly enjoyed myself, and will c...
J.N. 13th April 2012
Thank you to John and all the team for my wonderful fligh...
S.C. 7th July 2013
Great atmosphere at 2,000 feet - we loved it
S.M. 18th June 2013
Balloon Flights Over Yorkshire & Lincolnshire
Join us on our hot air balloon rides and experience the magic of Champagne Balloon Flights from York and over Lincolnshire.
Balloon Rides has been providing balloon flights over Yorkshire for over 30 years. Our pilots knowledge of the area will make your airborne adventure the most breathtaking experience of balloon flights available. Whether for a Birthday present Christmas gift, Anniversary treat or just for fun you won't be disappointed if you choose to fly with Balloon Rides.
Hot air ballooning is a truly memorable event, for many a once in a lifetime experience and a hot air balloon ride ticket is a wonderful gift idea that is less expensive than you might think. We fly from launch sites in Yorkshire around the county's ancient Capital City of York and over the beautiful Lincolnshire countryside near Stamford, Grantham, Stoke Rochford and Rutland Water.
So how do you book a hot air balloon ride? Simply buy your ticket safely on line and choose a date when you would like to fly. If you have any further questions, please don't hesitate to call. Contact details are available on our contact page. | aerospace |
http://www.google.de/patents/US5687907 | 2013-06-19T17:52:16 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709000375/warc/CC-MAIN-20130516125640-00081-ip-10-60-113-184.ec2.internal.warc.gz | 0.90737 | 3,050 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__84180494 | en | US 5687907 A
An exhaust nozzle (12) for providing both yaw and pitch thrust vectoring includes an upper flap assembly (18) and a lower flap assembly (20). Each flap assembly (18, 20) includes a forward stub flap (51, 53) with lateral hinges (32, 34) and a plurality of individual flap sections (52) extending longitudinally downstream and adjacently engaged for defining the upper and lower gas flow boundaries. The forward end of each flap section (52) is pivoted vertically (54) in the same plane as vertical sidewall hinges (48, 50). Yaw thrust vectoring is achieved by pivoting the sections (52) and sidewalls (22, 24), while pitch thrust vectoring is achieved by moving the flap assemblies (18, 20) about the respective forward hinges (32, 34).
1. A movable outlet duct for a thrust vectoring exhaust nozzle, comprising:
first and second laterally spaced, vertical sidewalls, each sidewall pivotable about a vertical hinge secured to the nozzle and extending downstream therefrom;
an upper flap assembly disposed between the sidewalls, including:
a laterally extending upper stub flap,
a plurality of flap sections each extending parallel to the gas flow and disposed adjacently between the sidewalls, each pair of adjacent flap sections having a linear sliding seal joint therebetween, the flap sections and upper stub flap collectively defining a planar upper gas boundary of the outlet duct,
each flap section further including a vertical pivot joint adjacent the upstream end thereof, each pivot joint being secured downstream of the laterally extending upper stub flap disposed between the flap sections and the nozzle, the upper stub flap further including a lateral hinge at the upstream edge thereof secured to the nozzle, whereby the upper flap assembly is collectively movable about the laterally extending hinge and whereby the individual flap sections are movable in unison about the corresponding vertical pivot joints thereby achieving both vertical and lateral movement of the outlet duct.
2. A movable outlet duct as recited in claim 1, further comprising:
a lower flap assembly including a laterally extending lower stub flap, a plurality of flap sections each extending parallel to the gas flow and disposed adjacently between the sidewalls, each pair of adjacent flap sections having a linearly sliding seal joint therebetween, the flap sections and lower stub flaps collectively defining a planar lower gas boundary of the outlet duct,
each flap section further including a vertical pivot joint adjacent the upstream end thereof, each pivot joint being secured downstream of the laterally extending lower stub flap disposed between the flap sections and the nozzle, the lower stub flap further including a lateral hinge at the upstream edge thereof secured to the nozzle, whereby the lower flap assembly is collectively movable about the laterally extending hinge and whereby the individual flap sections are movable in unison about the corresponding vertical pivot joints thereby achieving both vertical and lateral movement of the outlet duct.
3. The movable outlet duct as recited in claim 2, wherein the nozzle includes
upper and lower convergent flaps extending laterally with respect to the gas flow, each convergent flap having a leading edge and a trailing edge,
the convergent flaps being selectably movable within the nozzle for defining a variable area gas flow throat therebetween, and
wherein the lateral hinge of the upper flap assembly is secured to the upper convergent flap trailing edge, and
the lateral hinge of the lower flap assembly is secured to the lower convergent flap trailing edge.
This application is a continuation-in-part of U.S. patent application titled "Yaw and Pitch Thrust Vectoring Nozzle" filed Dec. 18, 1987, Ser. No. 07/135,130 now abandoned.
FIG. 1 shows a vertical cross section of a variable area nozzle 10 having a movable outlet duct 12 according to the present invention secured downstream. The nozzle 10 receives a flow of high velocity gas turbine engine exhaust gases 14 which flow generally rearwardly parallel to the nozzle axis 16. The outlet duct includes an upper flap assembly 18, a lower flap assembly 20 which extend laterally with respect to the gas flow 14 between first and second spaced apart sidewalls 22, 24. The nozzle 10 shown in FIG. 1 is a two dimensional, variable area configuration wherein upper and lower convergent flaps 26, 28 are movable into the stream of exhaust gas 14 so as to define a variable throat dimension 30, and hence a variable throat area.
Upper and lower flap assemblies 18, 20 are each hinged at the upstream edge thereof to the nozzle 10 by respective hinge joints 32, 34. The upper and lower flap assemblies are each thus rotatable collectively about the respective hinges for defining selectably movable upper and lower gas boundaries. Upper and lower external fairing flap assemblies 36, 38 are also hinged 40, 42 at the upstream edges thereof and are slidably engaged at the downstream edges thereof to the flap assemblies by respective cam and race arrangements 44, 46 as shown in FIG. 1. The external fairing flaps 36, 38 thus follow the movement of the upper and lower flap assemblies 18, 20 for achieving a smooth exterior surface for aerodynamic efficiency.
FIG. 2 shows a view of the upper flap assembly 18 taken in a horizontal plane as shown in FIG. 1. The upstream hinged joint 32 of the upper flap assembly 18 is illustrated between the nozzle 10 and the duct 12. Nozzle sidewalls 22, 24 are shown defining the lateral boundaries of the outlet duct 12 and each include a vertical hinge 48, 50 at the upstream edge thereof. The upper flap assembly 18 includes an upstream stub flap 51 and a plurality of downstream extending individual flap sections which are arranged adjacently between the sidewalls 22, 24 so as to define a generally planar surface. Each flap section 52 includes a vertical pivot 54 at the upstream end thereof for permitting rotation of the flap section 52 in the horizontal plane relative to the stub flap 51. The individual flap section pivot joints 54 are generally located in a plane defined by the vertical sidewall hinges 48, 50 and the flap sections 52 and sidewalls 22, 24 are rotatable in unison in the horizontal plane as shown in FIG. 3. The general structure of the upper flap assembly 18 i.e. a stub flap hinged laterally at the upstream edge and having a plurality of adjacent flap sections extending downstream from a vertical pivot disposed in the stub flap, is repeated in the lower flap assembly 20 as well as in the upper and lower external fairing flap assemblies 36, 38.
FIG. 3 shows the outlet duct according to the present invention in a yaw pitch thrust vectoring configuration wherein the sidewalls 22, 24 have been rotated, along with the individual flap sections 52, so as to define an outlet duct 18 skewed with respect to the nozzle centerline 16. The individual flap sections 52 are slidably engaged with each adjacent flap section and/or sidewall 22, 24 and slip longitudinally with respect thereto, thereby maintaining the upper gas boundary during such collective rotation. The engine exhaust gases 14 are thus directed at an angle Θ.sub.y with respect to the centerline for providing a vectored yaw thrust as desired.
Pitch thrust vectoring is achieved in the outlet duct according to the present invention by rotating the upper and lower flap assemblies 18, 20 about their respective lateral hinges 32, 34 in the stub flaps 51, 53 thus redirecting the exhaust gas 14 in the vertical plane at an angle Θ.sub.p with respect to the nozzle centerline 16 as shown in FIG. 4.
During operation of the nozzle and outlet duct according to the present invention, the sidewalls 22, 24 and upper and lower flap assemblies 18, 20 are positioned as desired to achieve the required degree of yaw and/or pitch thrust vectoring for maneuver or other purposes. The upper and lower lateral hinges 32, 34 permit the upper and lower flap assemblies 18, 20 to be rotated collectively and independently, thereby being configured so as to define a neutral thrust configuration as in FIG. 1, or a vectored thrust configuration as in FIG. 4. It will also be appreciated by those skilled in the art that the individual assemblies 18, 20 may be positioned so as to define an increasing or decreasing flow area outlet duct 12 for achieving a variety of outlet duct pressure and velocity distributions in response to engine operating and environment parameters.
Such flexibility is particularly desirable in high performance aircraft applications wherein top engine thrust and efficient operation must be achieved. The independently movable convergent flaps 26, 28 and flap assemblies 18, 20 permit full control of the nozzle thrust 30, as well as the variation in flow area in the outlet duct 12, over the entire range of yaw and pitch thrust vectored operation. This full control results in optimum nozzle thrust production, minimizing the magnitude of the yaw and pitch angles Θ.sub.y and Θ.sub.p necessary to deliver a given resultant thrust and reducing the required range of motion of the movable nozzle components, thereby simplifying the mechanical design of the individual components.
Yaw thrust vectoring is achieved by rotating the laterally spaced apart sidewalls 22, 24 as well as the individual flap sections 52 disposed therebetween about their respective hinge joints 48, 50 and vertical pivots 54. Unlike prior art multidimensional thrust vectoring nozzles wherein the upstream portion of the outlet duct rotates monolithicly with respect to the fixed nozzle, the plurality of adjacent, pivoted flap sections permits the outlet duct according to the present invention to direct the exhaust gases in the horizontal plane without complicated seals or actuation linkage. The individual adjacent flap sections are cooperatively engaged by a variety of methods which provide both structural and gas boundary integrity.
The flap assemblies 18, 20 and sidewalls 22, 24 are positioned by actuators 70, 72, 74, 76 shown schematically in FIGS. 3 and 4. Each linear actuator 70, 72, 74, 76 is disposed between the nozzle static structure 11 and the corresponding movable flap component 22, 24, 18, 20. Upper and lower flap assembly actuators 74, 76 may further include ball joint mountings 80, 82 for permitting rotation of the flap sections 52 about the corresponding vertical pivots 54. The flap and sidewallmovements are coordinated in response to the required yaw and pitch thrust vector, as well as the engine operating conditions and thrust level. It should further be noted that mechanical failure of the actuators or associated linkages results in nozzle configurations which deliver unvectored thrust providing the nozzle according to the present invention with a fail-safe capability.
FIG. 5 shows one such engagement design having a tongue member 56 which is received laterally within a groove opening 58 in an adjacent flap section 52'.
The present invention is thus well suited for providing an outlet duct arrangement for selectably directing the flow of exhaust gases for achieving multidimensional thrust vectoring.
FIG. 1 shows a vertical cross section taken through the nozzle centerline of a nozzle and outlet duct according to the present invention.
FIG. 2 shows a view of the upper flap assembly of the outlet duct according to the present invention as indicated in FIG. 1.
FIG. 3 is a view of the upper flap assembly configured so as to direct the exhaust gases at an angle with respect to the nozzle centerline in the horizontal plane.
FIG. 4 shows the nozzle and outlet duct according to the present invention configured so as to deliver downward pitch thrust.
FIG. 5 shows a detailed cross section of two adjacent flap sections in the upper flap assembly as indicated in FIG. 1.
The present invention relates to an exhaust nozzle for a gas turbine engine.
Thrust vectoring exhaust nozzle arrangements for gas turbine engines in aircraft applications are well known in the art. One particular arrangement, wherein the gas discharge outlet is defined by a pair of fixed, laterally spaced apart sidewalls and opposing upper and lower movable flaps, provides an effective apparatus for achieving single plane thrust vectoring with a minimum of moving parts and complexity. One example of such an arrangement is disclosed in U.S. Pat. No. 4,641,782.
Multiplane, i.e., yaw and pitch, thrust vectoring nozzle arrangements known in the prior art are significantly more complicated than the single plane arrangement described above. Such complexity adds to the weight of multiplane designs, forcing potential users to choose between the highly flexible multiplane thrust vectoring capability and the lightweight, simple single plane arrangement.
As will be apparent to those familiar with thrust vectoring exhaust nozzles and aircraft applications thereof, a practical multiplane thrust vectoring exhaust nozzle would dramatically increase the high speed maneuverability of an aircraft so equipped. Such a practical design would provide for selectably directing the discharge direction of the turbine exhaust gas while employing a minimum number of moving parts and associated actuators.
It is therefore an object of the present invention to provide a yaw and pitch thrust vectoring outlet duct for an exhaust nozzle for a gas turbine engine or the like.
It is further an object of the present invention to provide a two dimensional outlet duct having a rectangular gas flow area defined within a laterally spaced pair of movable sidewalls and upper and lower flap assemblies.
According to the present invention, an exhaust nozzle receiving a flow of high velocity gas from a gas turbine engine is provided with an outlet duct having movable vertical sidewalls and movable upper and lower flap assemblies for selectably directing the discharged exhaust gas, thereby achieving selectably vectored nozzle thrust. The sidewalls are hinged vertically at the upstream edges thereof and move in unison for directing the exhaust gas in the horizontal plane for developing yaw thrust with respect to the nozzle centerline.
The upper and lower flap assemblies extend laterally between the sidewalls, each assembly including a plurality of individual flap sections. Each section has a vertical pivot at the upstream end thereof and is slidingly engaged with adjacent flap sections for defining a substantially planar gas boundary. The vertical pivots permit rotation of the individual sections in unison with the sidewalls while the sliding engagement allows longitudinal displacement between adjacent flap sections without interrupting the gas boundary.
The upper and lower flap assemblies each further include an upstream hinge secured to the nozzle and oriented laterally with respect to the exhaust gas flow. These hinges provide for collective rotation of the upper and lower flap assemblies independent of each other and the duct sidewalls, thereby directing the discharged gases in the vertical plane for achieving pitch thrust vectoring.
The assemblies may also be oriented so as to define divergent, convergent and/or uniform gas flow area along the outlet duct, thus optimizing the exhaust path for maximum engine thrust and efficiency. Both these and other objects and advantages of the outlet duct according to the present invention will be apparent to those skilled in the art following a review of the following specification and the appended claims and drawing figures. | aerospace |
https://www.ualberta.ca/engineering/research/groups/applied-nonlinear-controls-lab/research/research-projects/helicopter-uav | 2019-12-07T05:59:32 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540496492.8/warc/CC-MAIN-20191207055244-20191207083244-00246.warc.gz | 0.883753 | 744 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__164925545 | en | Current HQP: R. Tatsambon (PDF), N. Vitzilaios (PDF), H. Xie (Ph.D.), N. Cao (Ph.D.), L. Hou (Ph.D.), M. Barczyk (Ph.D.), B. Godbolt (Ph.D.), A. Vasudevan (undergrad)
Past Students: D. Kastelan (M.Sc.), J. Fandino (M.Sc.), M. Jost (Dipl.-Ing.), K. Listmann (Dipl.-Ing.), K. Holstein (Dipl.-Ing.), H. Senanayake (M.Eng.), D. Sirbu (undergrad), P. Eruvbetine (undergrad)
This research project investigates the development and experimental validation of nonlinear control methods on an autonomous helicopter unmanned aerial vehicle (UAV). Autonomous model helicopters have been proven to be useful in many applications where human presence would be impossible or hazardous. Popularity of helicopters as unmanned autonomous vehicles is due to their superior maneuverability and ability to fly in constrained spaces. For example, helicopters flight modes include vertical take-off and landing (VTOL), lateral motion, and hovering. This maneuverability and versatility comes at the expense of complicated system dynamics and mechanisms. In fact, even after many assumptions helicopter dynamics are nonlinear and are subject to a number of disturbances. This project focuses on controller development which incorporates direct compensation for the nonlinearity of the system.
The experimental facility was provided largely in part by an NSERC equipment grant with co-applicants Prof. T. Chen, ECE, University of Alberta, Prof. C.R. (Bob) Koch, MECE, University of Alberta. As of October 2010 the research is supported by an NSERC Strategic Projects Grant entitled "Inspection System for Electrical Transmission Lines Using an Unmanned Aerial Vehicle (UAV)".
The ANCL Avionics system is an integrated set of sensors, communications hardware, and computer hardware and software designed to autonomously control the helicopter. The system contains the following major components:
- Microstrain 3DM-GX1 inertial measurement unit (gyroscopes, accelerometers, and magnetometers)
- Novatel OEM4 differential GPS receiver
- Ampro ReadyBoard 800 EPIC form-factor single-board computer with PC/104 I/O stack and 1.4GHz Pentium M CPU running the QNX real-time OS
- Microhard VIP2400 2.4 GHz Ethernet bridge and RS-232 serial gateway
The system is powered by a single Duralite 4300 mAh 7.4V Li-Ion battery pack that yields 50 minutes of continuous typical use. The ANCL Avionics system currently provides the following funcitonality:
- generates and logs helicopter state and status information locally
- wirelessly communicates with a ground station for helicopter state and status monitoring
- generates signals to control helicopter actuators through the takeover system
- reads and logs manual pilot actuator commands through the takeover system
- Controller design and implementation on this system is ongoing. Software development is facilitated by Opal-RT's RT-LAB.
The first stage of ANCL Avionics software development included an algorithm to estimate the helicopter state (position, velocity, and attitude). An extended Kalman filter (EKF)-based approach to GPS and inertial navigation system (INS) data fusion was implemented. A successful flight test of this GPS-aided INS algorithm onboard the avionics-equipped ANCL Helicopter was demonstrated in July 2008. | aerospace |
https://stellarjobs.co/jobs/31975195-joint-station-lan-lab-test-engineer | 2023-06-03T05:49:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649105.40/warc/CC-MAIN-20230603032950-20230603062950-00586.warc.gz | 0.899101 | 1,079 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__116195319 | en | Our long-term client relationship with NASA has led to a need for a Joint Station LAN Lab Test Engineer on the Boeing Engineering and Technical Services (BETS-SWS) contract located in Houston, TX.
As a Joint Station LAN Lab Test Engineer, you will develop, plan, and execute the testing of core system and user devices that operate on the International Space Station Joint Station LAN (JSL). This activity takes place within the JSL Laboratory inside the NASA Sonny Carter Training Facility in Houston. The Joint Station LAN Lab Test Engineer is a key figure in ensuring that core network devices and user payloads will operate as expected when connected to the network onboard the International Space Station.
Building on more than four decades of experience in providing innovative integration solutions for government and commercial space programs, Barrios offers an extensive range of engineering, software, and related technology integration services in support of the aerospace community. As a woman-owned and operated small business, we are a people-focused company that supports professional development, while working to ensure that you maintain a healthy work-life balance.
Barrios employees actively participate in the growth of the commercial spaceflight industry through our partnerships with companies leading commercial space development, as well as successfully supporting NASA as our primary government customer. Our long history supporting Low Earth Orbit (LEO) on the International Space Station, and now Commercial LEO, lays the groundwork for future missions to the Moon through our work on Orion, Gateway, and the Space Launch System.
The Joint Station LAN Lab Test Engineer Will
- Assess testing requirements for new and updated network components and user devices.
- Assist network users in understanding the architecture, requirements, and processes used within the Joint Station LAN (JSL) test environment.
- Develop and verify testing procedures.
- Configure JSL laboratory hardware and software as needed to support network test objectives.
- Perform network tests and document results.
- Investigate network performance issues including availability, utilization, throughput, and latency.
- Represent the JSL team in technical meetings with other engineering teams and customers.
- Assess existing test processes for opportunities gain efficiency and enhance quality of testing results.
- Maintain a safety conscious work environment at all times.
- Perform other duties as required.
- BS/BA in Computer Science or related field from an accredited college or university, plus five (5) years of experience, or any equivalent combination of education and experience.
- In depth understanding of Ethernet network topology, components, and protocols.
- Knowledge of network testing methods and equipment.
- Ability to assess testing requirements and synthesize related test procedures.
- Ability to operate within a fast paced, dynamic work environment.
- Experience in using Wire Shark or similar network monitoring tools.
- Experience editing configuration files for network routers, switches, and wireless access points.
- Familiarity with International Space Station program and its data architecture.
- Must be a U.S. Citizen and successfully complete a U.S. government background investigation.
- Post offer applicants and employees are subject to testing for marijuana, cocaine, opioids, amphetamines, PCP, and alcohol as outlined in our Drug Free Workplace policy.
- Applicant selected may be subject to government security investigation and must meet eligibility requirements for access to classified information.
- Work may involve sitting for extended periods.
- May require lifting and carrying up to 25 lb.
- Must have sufficient mobility to enter areas of test facilities where necessary.
- Generally an office environment, but can involve inside or outside work depending on task.
- Standard office equipment (PC, telephone, fax, etc.)
- Regular attendance in accordance with established work schedule is critical.
- Ability to work outside normal schedule and adjust schedule to meet peak periods and surge requirements when required.
- Must be able to work in a team atmosphere.
- Must put forward a professional behavior that enhances productivity and promotes teamwork and cooperation.
- Grooming and dress must be appropriate for the position and must not impose a safety risk/hazard to the employee or others.
- This position may require some commuting and traveling to other installations as needed.
Don’t miss out on this great opportunity; for immediate consideration, apply now!
Barrios Technology is a drug-free workplace, which is imperative to the health and safety of all employees and is required as a condition of receiving contracts from federal agencies. Please remember that regardless of the legalization of marijuana in several states, possession and use continues to be illegal under the federal Controlled Substances Act. This includes the use of some CBD products. A post-offer, pre-employment drug test is a condition of employment.
Barrios Technology is an Equal Employment Employer. All qualified applicants will receive consideration for employment without regard to race, color, religion, disability, sex, sexual orientation, gender identity or expression, age, national origin, veteran status, genetic information, union status and/or beliefs, or any other characteristic protected by federal, state, or local law.
Job ID: 2023-2337
External Company URL: http://www.barrios.com/ | aerospace |
https://fliteline.ca/warbirds | 2019-06-18T07:23:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998690.87/warc/CC-MAIN-20190618063322-20190618085322-00109.warc.gz | 0.923706 | 124 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__98332351 | en | Flite Line Maintenance is one of the most experienced facilities in the country for warbirds or vintage V12 / Radial engine and Jet aircraft. We are also an operator of the largest Jet Warbird Collection in Canada, Waterloo Warbirds.
We provide Line Service and Heavy Maintenance on a large selection of aircraft. The importance and significance of these aircraft means that you need professional and knowledgeable staff to look after your warbird.
We can offer a full service solution of Pre-Purchase, Import, Maintenance, Operations, Hangar and Fuel. At Flite Line we are the largest Jet Warbird operator in Canada. | aerospace |
http://www.kids-bookreview.com/2012/11/news-rocket-into-space.html | 2017-04-26T04:07:02 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121153.91/warc/CC-MAIN-20170423031201-00508-ip-10-145-167-34.ec2.internal.warc.gz | 0.909666 | 190 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__230363282 | en | Maddy and Jack are flying into space! If you come with them, you can turn the countdown wheel from ten to zero and help the rocket ‘lift-off’ by pulling the tab.
Travelling into the solar system, you can lift the flaps to let the planets reveal their secrets, make craters on Mercury with asteroids, spot the ‘happy face’ on Mars, turn the disk to rotate Jupiter’s moons, and twist Saturn’s rings of ice and rock.
Dodge asteroid belts and pull comets across the sky! then land safely back on Earth. Maddy and Jack reveal simple Did You Know facts, with more detailed information under the flaps.
This lovely book for preschoolers will be launched by eminent astronomer Professor Harvey Butcher at the NYR12 legacy event on 12 November, at the National Library.
Check it out at the NLA online bookshop. | aerospace |
http://convergence.ucsb.edu/article/next-stop-mars | 2017-03-30T12:43:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218194600.27/warc/CC-MAIN-20170322212954-00191-ip-10-233-31-227.ec2.internal.warc.gz | 0.960567 | 1,691 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__42614174 | en | August 1, 2007
Next Stop Mars
Forget all those jokes about little green men. The search for evidence of life beyond Earth is serious business. It's high on the agenda of space agencies in the U.S. and Europe, and it's a front-and-center focus for UC Santa Barbara's Luann Becker.
Becker, a research scientist at UCSB’s Institute for Crustal Studies, has been interested since her grad-student days in the question of how life started. She sees Mars as a place of possible answers, where the record of early living things (if there were any) might be preserved on or just below the cold, dry Martian surface.
Going there in person is not an option for the near future, of course. But Becker is doing the next best thing – sending sophisticated hardware to analyze Martian rock, soil and ice for chemical traces of biologic activity. The Mars Organic Molecule Analyzer (MOMA), being crafted for Becker by engineers at Johns Hopkins University with funding from NASA, has a berth on the European Space Agency’s ExoMars mission, due for launch in 2011 and arrival at Mars in 2013.
As experiments go, scooping up dirt on another planet is a high-cost, high-risk venture. Becker says MOMA will cost some $40 million from initial development to the end of its useful life. With launch still four years away, there will be a long wait for results and plenty of doubt over the prospect of getting any data at all. “You can’t think of a riskier project than to build an instrument, put it on a spacecraft and hope the spacecraft doesn’t crash,” says Becker. But the potential payoff in knowledge is enormous.
MOMA is a suite of instruments designed to analyze samples with a technology known as matrix-assisted laser desorption/ionization mass spectrometry (MALDI-MS or LDMS). Its key advantage over earlier sensors sent to Mars is its ability to detect complex organic molecules as large as peptides, the building blocks of proteins. These are less volatile than smaller organic molecules such as amino acids, so they would not have been detected by other mass spectrometers such as the one flown on the Viking mission that landed on Mars in the mid-seventies. Becker notes that MOMA can detect the small organic molecules as well, so that researchers can “interpret the whole spectrum of organics that we should be looking for.” MOMA thus can look not just for specific molecules but also for combinations (such as amino acids with heavier organics) that point to biological activity.
MOMA will have another advantage over earlier Martian probes: access to samples from several feet underground. The ExoMars mission will deploy a Mars rover equipped with a drill that, according to the European Space Agency, can penetrate up to two meters below the surface. Even if its performance in the field is only half that, Becker says it can reach a depth where organic molecules that would have long since vaporized on the surface may be preserved. “The idea is that you can get down far enough below that destructive layer and see some real organics,” she says.
The Meaning of (Martian) Life
If MOMA detects compounds such as those typically produced by organisms on Earth, this would mean Mars could well have harbored life at some point in its history. As for life today, the chances are very slim that living things as we know them could survive in the harsh Martian surface environment, with its thin, bone-dry atmosphere and constant barrage of cosmic rays. But Becker doesn’t rule out the remote possibility that something could survive underground if water is present.
Any evidence of life on Mars, past or present, would have huge implications for both life sciences and astronomy. It would shed light on life’s possible origins on Earth and, of course, shake assumptions that life is unique to this planet. It would also help illuminate the early history of Mars and the Solar System. Like the evidence of flowing water at some point in the Martian past, evidence of life would suggest that Mars once was a far different, and more hospitable, planet than it is now.
That would lead to the obvious question: So what happened? Becker suggests that a cataclysmic event that affected both Earth and Mars just under 4 billion years ago – a heavy bombardment from objects in space – could have blasted away most of Mars’ atmosphere, including its water. The more watery Earth might have provided organisms a deep-sea refuge that enabled them to survive, multiply and evolve into more complex forms.
Testing instruments for the Martian environment is a challenge in itself. No place on or near the Earth’s surface has such an extreme combination of cold, dryness and thin air. Antarctica comes closest, so Becker went there in November 2003 to field-test a pulsed laser device used in the MOMA system to knock off organics from pieces of rock and soil. “We wanted to see how the instrument will work,” she says, “and what will happen to certain minerals when you poke the instrument at them.”
This Antarctic trip was Becker’s second, following a 1998 visit to hunt for meteorites. It also included research on mass extinctions, another topic on which scientists look beyond Earth for answers. Becker and other geologists have done research on the “Great Dying,” a mass extinction of plant and animal species about 250 million years ago that they believe was caused by a massive meteorite impact near Australia. Ancient rocks stay well preserved and largely undisturbed in dry, barren Antarctica, and Becker has found evidence there of meteorite fragments that date from the time of the Great Dying.
Scientists in Antarctica have also picked up meteorites that originated on Mars. One of these extraterrestrial rocks had a deep impact on Becker’s career.
The Rock that Roared?
Labeled ALH84001, it was a magnesium carbonate-rich four-pounder found in the Allan Hills region of Western Antarctica in 1984. Twelve years later, it made headlines when David McKay and other NASA scientists announced that it may contain evidence of microfossils. Becker, then a research scientist at the University of Hawaii, had doubts about the claim. So did her former Ph.D. advisor at UC San Diego’s Scripps Institution of Oceanography, Jeffrey L. Bada.
Temporarily barred from getting samples of ALH840001, Becker and Bada analyzed another Martian meteorite found in Antarctica, EETA79001, and argued that its organics were probably not connected to extraterrestrial life. When they later got a chance to sample ALH840001, they concluded that its organic matter seemed mainly to be from terrestrial sources, with a small portion that fit the profile of organics found in other meteorites and not biological in origin.
The debate was lively, if civil. “This was the first time I had gotten myself into a little tit-for-tat,” Becker says. It also had a dramatic effect on space exploration. Becker says it “revolutionized the way NASA looked at Mars,” reviving efforts – largely abandoned after the Viking landings of the 1970s – to revisit Mars to look for evidence of life and eventually pave the way for manned flights. She says the series of Mars missions planned in coming years by NASA and ESA – along with projects like MOMA – may owe their existence (and funding) to the fuss kicked up by ALH840001.
Were it not for that chunk of space rock, Becker also might not be spending her time in elaborate preparations for a Martian dig six years from now. But the meteorite has done its work, MOMA is moving forward, and Becker sees a niche possibly opening for UCSB as a center of research into exotic new fields such as extraterrestrial geochemistry. Becker says she wants to involve as many students and post-docs as possible in MOMA, since, as she notes, “It’s not everyday you get to do something like this.” | aerospace |
https://katahum.com/southeast-asian-countries/how-far-is-australia-from-indonesia-by-plane.html | 2023-10-04T19:27:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511406.34/warc/CC-MAIN-20231004184208-20231004214208-00078.warc.gz | 0.919505 | 723 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__88159504 | en | The air travel (bird fly) shortest distance between Australia and Indonesia is 3,449 km= 2,143 miles. If you travel with an airplane (which has average speed of 560 miles) from Australia to Indonesia, It takes 3.83 hours to arrive.
How long does it take to fly from Indonesia to Australia?
The total flight duration from Indonesia to Australia is 3 hours, 59 minutes.
How far is Bali Indonesia from Australia?
The distance between Bali and Australia is 2768 km.
How long is the flight from Sydney to Indonesia?
Flight time from Sydney to Jakarta is 7 hours 35 minutes.
How long is the plane ride from Australia to Bali?
The average flight time for direct flights from Sydney to Bali is 6 hours and 15 minutes. The average distance by plane from Sydney to Bali is 4600 kilometres.
Are there any flights from Australia to Indonesia?
Yes, there are multiple flights from Australia to Indonesia for under $395. The cheapest flight booked recently is on Indonesia AirAsia for just $369, but on average you can expect to pay $620.
Is there a ferry from Indonesia to Australia?
But there are no regular passenger ships to Australia from Singapore or Indonesia or anywhere in the Far East. … There are one or two Asia-Australia freighters that will carry passengers. They have very very few passenger places and get booked up, so book early.
How long is the flight from Hawaii to Australia?
Average direct flight time is 11 hours 7 minutes.
The fastest direct flight from Hawaii to Australia is 11 hours 7 minutes.
How much is it to go to Bali?
Bali trip cost for one week
|Accommodations||$480 ($100 X 6 nights)|
|Transportation and attractions||$120|
|Food and drink||$175 ($25 X 6 7 days)|
How far is Bali from Melbourne?
Distance from Melbourne to Bali by plane
The average distance by plane from Melbourne to Bali is 4400 kilometres.
How long is a flight to Indonesia?
Flying time from United States to Indonesia
The total flight duration from United States to Indonesia is 18 hours, 52 minutes. If you’re planning a trip, remember to add more time for the plane to taxi between the gate and the airport runway. This measurement is only for the actual flying time.
How long is the flight from Canada to Indonesia?
The total flight duration from Canada to Indonesia is 16 hours, 56 minutes.
What is the shortest distance between Australia and Indonesia?
Distance from Australia to Indonesia is 3,449 kilometers.
The air travel (bird fly) shortest distance between Australia and Indonesia is 3,449 km= 2,143 miles.
What language is spoken in Bali?
Balinese is a Malayo-Polynesian language spoken by 3.3 million people (as of 2000) on the Indonesian island of Bali as well as Northern Nusa Penida, Western Lombok, Eastern Java, Southern Sumatra, and Sulawesi. Most Balinese speakers also know Indonesian.
How far is Fiji from Australia?
The distance between Fiji and Australia is 4620 km.
How long is the flight from Australia to Maldives?
How long is the flight from Australia to Maldives? The average flight time between Australia and Malé (Maldives’s capital), is 16h 20min. | aerospace |
https://felastory.com/2023/08/15/first-data/ | 2023-09-22T19:10:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506421.14/warc/CC-MAIN-20230922170343-20230922200343-00219.warc.gz | 0.931006 | 552 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__171929937 | en | Russia’s Luna 25 mission sends back its first data all systems working as it continues its historic journey to the Moon
Russia’s space agency Roscosmos confirmed the ongoing Luna-25 mission entered a new phase on Sunday, after the automatic probe successfully switched on its research and equipment.
“All systems of the automatic station are working normally, the connection with it is stable, and the energy balance is positive,” Roscosmos said in a statement. Ground control received telemetry showing all systems are functioning properly, the agency confirmed.
Luna-25’s mission patch (credit: Roscosmos)
“The first samples of data collected during the flight to the Moon have been received, and the project’s scientific team has begun processing them,” the space agency added.
Luna-25 is modern Russia’s first Moon mission, taking its name from the Soviet-era program. A total of 24 Luna probes were launched between 1958 and 1976, achieving multiple important milestones.
Luna-25 lander without insulation (credit: TASS)
The new mission, should it be successful, is set to land the first man-made object on the Moon’s rugged south-polar region. All previous probes have landed in the equatorial regions of the satellite, which are significantly easier to reach. The probe will take samples of the moon’s regolith at the landing site, and will also run multiple long-term scientific experiments.
The mission is expected to land on the Moon by August 21, around two days ahead of India’s fresh attempt to conquer the challenge of the satellite’s polar mountains.
New Delhi’s mission, Chandrayaan-3, is already in lunar orbit and is expected to descend to the surface by August 23. A previous attempt by India to land in the polar region of the Moon was undertaken by a Chandrayaan mission in 2019, resulting in catastrophic failure and the loss of the mission and its lander, Vikram.
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http://chennaipatrika.com/post/Singapore-Airshow-2018-to-take-place-in-February | 2021-01-20T11:02:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703519984.9/warc/CC-MAIN-20210120085204-20210120115204-00675.warc.gz | 0.951024 | 243 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__47693510 | en | Singapore Airshow 2018 to take place in February
SINGAPORE: The Singapore Airshow 2018, Asia's largest and one of the most important aerospace and defence exhibitions in the world, will be held here from February 6 to February 11.
This year's show will attract more than 1,000 firms from 50 countries and regions, including 65 of the top 100 global aerospace companies such as Airbus, Boeing and UTC Aerospace Systems, Xinhua news agency reported.
The biennial airshow will have some new exhibitors this year, including the Collective Wisdom Technology, the Star UAV and the Chengdu Holy Aviation from China, said Leck Chet Lam, Managing Director of airshow organising company Experia Events.
He said Chinese manufacturers of commercial and military jets as well as Russian manufacturers of fighter jets, commercial aircraft and helicopters will participate in the show.
The number of trade visitors this year is expected to reach about 50,000, from about 150 countries and regions, including the major aviation markets like the US, Germany, France, the UK and Israel.
During the two public days from February 10 to 11, the number of public day visitors is expected to exceed 80,000. | aerospace |
https://smethportpa.org/smethports-bart-barton-to-present-program-on-apollo-11-mmoon-landing/ | 2023-12-08T20:22:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100769.54/warc/CC-MAIN-20231208180539-20231208210539-00582.warc.gz | 0.929426 | 153 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__15630483 | en | Bradford Era — by Fran De Lancey
Bart Barton will present “45th Anniversary of Man on the Moon” at 7 p.m. Thursday in the large courtroom of the McKean County Courthouse in Smethport.
Sponsored by the McKean County Historical Society, the program is free and open to the public.
Barton will supplement his presentation of Apollo 11’s assembly, launch, trip to the moon and safe return to Earth with a plastic model of the rocket and original photographs by his late father, Bill Barton, a Smethport native and a photographer for Technicolor, a Kodak Company, that was under contract with the National Aeronautics and Space Administration. Read More » | aerospace |
https://www.informit.com/articles/article.aspx?p=23761 | 2024-02-27T00:24:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474669.36/warc/CC-MAIN-20240226225941-20240227015941-00720.warc.gz | 0.940449 | 1,400 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__143411314 | en | Satellites can be characterized by the orbits they keep. The most common type today is the geostationary satellite (GEOS), as shown in Figure 1.
Figure 1 Satellite orbits (not to scale).
If the satellite is in a circular orbit 35,838 km above the earth's surface and rotates in the equatorial plane of the earth, it will rotate at the same angular speed as the earth and will remain above the same spot on the equator as the earth rotates. This configuration has many advantages to recommend it:
Because the satellite is stationary relative to the earth, there is no problem with frequency changes due to the relative motion of the satellite and antennas on earth (Doppler effect).
Tracking of the satellite by its earth stations is simplified.
At 35,838 km above the earth, the satellite can communicate with roughly one-fourth of the earth; three satellites in geostationary orbit separated by 120x cover most of the inhabited portions of the entire earth, excluding only the areas near the north and south poles.
On the other hand, there are problems:
The signal can get quite weak after traveling over 35,000 km.
The polar regions and the far northern and southern hemispheres are poorly served by geostationary satellites.
Even at the speed of light, about 300,000 km/sec, the delay in sending a signal from a point on the equator beneath the satellite 35,838 km to the satellite and 35,838 km back is substantial.
The delay of communication between two locations on earth directly under the satellite is in fact (2 x 35,838)/300,000 = 0.24 sec. For other locations not directly under the satellite, the delay is even longer. If the satellite link is used for telephone communication, the added delay between when one person speaks and the other responds is increased twofold, to almost 0.5 sec. This is definitely noticeable.
Another feature of geostationary satellites is that they use their assigned frequencies over a very large area. For point-to-multipoint applications such as broadcasting TV programs, this can be desirable, but for point-to-point communications it's very wasteful of spectrum. Special spot and steered-beam antennas, which restrict the area covered by the satellite's signal, can be used to control the "footprint" or signaling area. To solve some of these problems, orbits other than geostationary have been designed for satellites. Low-earth-orbiting satellites (LEOS) and medium-earth-orbiting satellites (MEOS) are important for third-generation personal communications.
Low- and Medium-Earth-Orbiting Satellites
The original AT&T satellite proposal was for low-earth-orbiting satellites, but most of the early commercial satellites were geostationary. Nevertheless, low-earth orbits have advantages, and many recent satellite proposals are based on them. The idea is to use constellations of inexpensive low-earth-orbiting satellites, sometimes called lightsats. They orbit at altitudes of about 320 to 1,100 km above the earth's surface. Therefore, the propagation time is much smaller. Moreover, their signal is much stronger than that of geostationary satellites for the same transmission power. Their coverage can be better localized so that spectrum can be better conserved. For this reason, this technology is currently being proposed for communicating with mobile terminals and with personal terminals that need stronger signals to function. On the other hand, to provide broad coverage over 24 hours, many satellites are needed. Sixty-six are being proposed by Motorola for its Iridium system.
A number of commercial proposals have been made to use clusters of LEOs to provide communications services. These proposals can be divided into two categories:
Little LEOSs: Intended to work at communication frequencies below 1 GHz, using no more than 5 MHz of bandwidth, and supporting data rates up to 10 Kbps. These systems are aimed at paging, tracking, and low-rate messaging. Orbcom is an example of such a satellite system. It was the first (little) LEO in operation, with its first two satellites launched in April of 1995. These are some of its stats:
Designed for paging and burst communication and optimized for handling small bursts of data from 6 to 250 bytes in length.
Used by businesses to track trailers, railcars, heavy equipment, and other remote and mobile assets. It can also be used to monitor remote utility meters and oil and gas storage tanks, wells, and pipelines, or to stay in touch with remote workers anywhere in the world.
Uses the frequencies 148.00 to 150.05 MHz to the satellites, and 137.00 to 138.00 from the satellites, with well over 30 satellites in low-earth orbit. Supports subscriber data rates of 2.4 Kbps to the satellite and 4.8 Kbps down.
Big LEOSs: Frequencies above 1 GHz and supporting data rates up to a few megabits per second. These systems tend to offer the same services as those of small LEOSs, with the addition of voice and positioning services. Globalstar is one example of a Big LEO system. These are some of its stats:
Its satellites are fairly rudimentary. Unlike Iridium, it has no onboard processing or communications between satellites. Most processing is done by the system's earth stations.
Uses CDMA as in the CDMA cellular standard.
Uses the S-Band (about 2 GHz) for the down link to mobile users.
Tightly integrated with traditional voice carriers. All calls must be processed through earth stations.
Satellite constellation consists of 48 operating satellites and 8 spares, in 1,413 km orbits.
A LEO satellite can be "seen" by a point on earth on the order of minutes before the satellite passes out of sight. If intermediate orbits are usedhigher than the LEOS and lower than GEOSa point on earth can see the satellite for periods on the order of hours. Such orbits are called medium-earth-orbiting satellites (MEOS). These orbits are on the order of 10,000 km above the earth, and require fewer handoffs. While propagation delay to earth from such satellites (and the power required) is greater than for LEOS, they are still substantially less than for GEOS. ICO Global Communications, established in January 1995, proposed a MEO system. Launches began in 2000; 12 satellites, including two spares, are planned in 10,400 km orbits. The satellites will be divided equally between two planes tilted 45x to equator. Proposed applications are digital voice, data, facsimile, high-penetration notification, and messaging services. | aerospace |
https://ktiv.com/2019/12/02/survivors-from-south-dakota-plane-crash-in-stable-condition/ | 2020-05-25T07:00:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347388012.14/warc/CC-MAIN-20200525063708-20200525093708-00003.warc.gz | 0.961945 | 592 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__87841283 | en | CHAMBERLAIN, S.D. (KTIV) – The National Transportation Safety Board has sent investigators to the site of that fatal South Dakota plane crash that killed nine people on Saturday.
An image, released by investigators, offers a closer look at the wreckage of the Pilatus PC-12 that crashed shortly after takeoff, Saturday afternoon.
All 12 of the people on board the single-engine airplane were members of an extended family from Idaho. Just three survived.
The pilot and passengers arrived in Chamberlain, on Friday morning, for an annual pheasant hunting trip. On Saturday, the pilot filed a flight plan with the FAA to fly by instrument flight rules. He was cleared for takeoff at 12:20pm, Saturday afternoon. At the time, visibility was just half-mile, with moderate snow.
The plane departed Chamberlain at 12:26 p.m.
Investigators say when the pilot didn’t activate his flight plan after departure, and the FAA issued an alert for a missing airplane.
The plane crashed in a field about a mile north of the airport. The plane was not required to carry a cockpit voice recorder, or a flight data recorder. But, the plane did have what’s called an “automated dependent surveillance broadcast” system. That records parameters that will help investigators determine the performance of the airplane by evaluating the flight track, altitude and speed from takeoff, to the end of the flight.
A preliminary report on the crash will be published in about two weeks. The entire investigation, which will determine the probable cause of the crash, is expected to be completed in 12-to-24 months.
SIOUX FALLS, S.D. (AP) — The three survivors of a South Dakota plane crash that killed nine members of an extended family from Idaho are in stable condition at a hospital.
The survivors of Saturday’s crash in a cornfield near Chamberlain are being treated at Sanford USD Medical Center in Sioux Falls. The family was returning from an annual pheasant-hunting trip when the plane crashed shortly after takeoff in the midst of a winter storm warning.
Jeff Walbom, the family representative, called the crash a “total tragedy” for the extended family.
Brothers Jim and Kirk Hansen, who founded the nutritional and wellness products company Kyani, were killed in the crash, along with seven other male family members. Kirk’s son Josh and Jim’s son, Matt, and son-in-law Thomas Long survived.
The National Transportation Safety Board says 12 people were aboard the Pilatus PC-12 when it crashed at about 12:30 p.m. on Saturday, near Chamberlain, South Dakota, roughly 140 miles west of Sioux Falls.
Chamberlain and central south-central South Dakota were under a winter storm warning at the time of the crash. | aerospace |
https://www.weathernationtv.com/news/watch-live-nasa-spacewalk | 2024-02-28T02:32:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474690.22/warc/CC-MAIN-20240228012542-20240228042542-00124.warc.gz | 0.913112 | 313 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__135625560 | en | All info from NASA - live YouTube coverage below from NASA TV
Two astronauts switched their spacesuits to battery power this morning at 8:01 a.m. EDT aboard the International Space Station to begin a spacewalk planned to last about six-and-a-half hours.
Flight Engineers Nick Hague
and Anne McClain
of NASA will install adapter plates and hook up electrical connections for three of six new lithium-ion batteries installed on the station’s starboard truss. McClain is designated extravehicular crewmember 1 (EV 1), wearing the suit with red stripes, and with the helmet camera labeled #20. Hague is designated extravehicular crew member 2 (EV 2), wearing the suit with no stripes, and with helmet camera #17.
The batteries store power generated by the station’s solar arrays to provide power to the station when the station is not in the sunlight, as it orbits the Earth during orbital night. Next week, McClain and flight engineer Christina Koch
are scheduled to venture outside on the March 29 spacewalk to work on a second set of battery replacements on a different power channel in the same area of the station. Additional batteries will be replaced as part of this power upgrade over the next couple of years as new batteries are delivered to station.
Watch the spacewalk on NASA TV and on the agency’s website
Follow @space_station on Twitter for updates online. Learn more about the International Space Station
online, including additional information about the current crew members. | aerospace |
https://www.ignitiaoffice.com/swarm-technologies-raises-25-million-to-launch-150-satellites/ | 2020-11-23T20:04:41 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141164142.1/warc/CC-MAIN-20201123182720-20201123212720-00063.warc.gz | 0.942646 | 482 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__216161421 | en | Startup satellite Swarm Technologies has raised $25 million in Series A funding to launch a constellation of 150 tiny IoT ready satellites.
Launching in a Crowded Space
Swarm Technologies is just one of several company’s currently looking to launch a network of low-earth orbit communication satellites. Just last month, it was reported SpaceX is raising $500 million to launch a Starlink network which would put 11,000 low-earth communication satellites into orbit in order to blanket the world with internet. Ubiquitilink is also pursuing a similar venture in order to eliminate the dread No Service signal on cell phones.
Swarm Technologies’ Innovative Approach
Unlike SpaceX however, Swarm Technologies plans to launch 150 of its tiny ‘SpaceBEE’ satellites which are to be used exclusively for the internet of things (IoT) ready devices. Such devices do not require high-speed or low-latency internet and often the data they produce can afford to wait a few minutes or even days before being needed. Such features make Swarm Technologies’ inexpensive SpaceBEE’s a perfect solution.
The round of Series A was led by SpaceX investor Craft Ventures, as well as Sky Dayton, the founder of internet service providers, EarthLink and Boingo. The round also saw participation from NJF Capital, Social Capital, and 4DX Ventures.
An Optimistic CEO
According to company co-founder and CEO Sara Spangelo, “With 75 billion connected devices coming online around the world over the next six years, viable and affordable network access will be essential. For this reason, our technology has caught the attention of dozens of companies — from early-stage startups to Fortune 100 enterprises — with whom we have completed successful pilot tests in agriculture, maritime, ground transportation, and text messaging services.”
Investors Remain Bullish
Despite the fact Swarm Technologies was fined $900,000 by the FCC for launching four rockets last January without authorization, investors remain bullish on the startup. According to investor Sky Dayton, “Swarm has developed something entirely new: a low-bandwidth, latency-tolerant network that is extremely inexpensive, low-power and very easy to integrate for things that need to be connected anywhere in the world.”
The company plans to put all 150 of its satellites into orbit over the next 18 months. | aerospace |
https://en.malitikov.ru/2006/10/04/ispolzovanie-sistemy-distanczionnogo-obucheniya-dlya-podgotovki-speczialistov-v-oblasti-kosmicheskoj-deyatelnosti/ | 2023-03-28T04:39:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948765.13/warc/CC-MAIN-20230328042424-20230328072424-00556.warc.gz | 0.929102 | 2,666 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__24316806 | en | Use of distance learning system
for training specialists in the field of space activity
in the sphere of space activity
Director of R&D Institute of Space Systems – Khrunichev State Research & Production Space Center branch.
Professor, corresponding member of International Academy of Astronautics
Chairman of the Intergovernmental Committee of the CIS
Chairman of the CIS Intergovernmental Committee for Knowledge Dissemination and Adult Education
Professor, President of the Academy of Information Science of International Structures
Deputy Head of the Complex
D. in Technical Sciences, Professor, President of the Academy of Informatology of International Structures
Candidate of Technical Sciences
CANDIDATE OF TECHNICAL SCIENCES.
Associate Professor of Moscow State Institute of Radio Engineering, Electronics and Automatics
D. in Physics and Mathematics
The report is devoted to the possibilities of training specialists in the field of space activity by means of distance learning. The report describes the issues connected with the distance learning system formation for the specialists training: the aim of the system creation, technologies of distance training to be used, the structure and functional tasks of the system and its elements, the current state of the system formation and the nearest perspective development.
The modern stage in the development of world cosmonautics is characterized by the strengthening of integration processes in the field of space exploration. The number of joint space programs increases, more and more countries are involved in space activities. At the same time the demand for highly qualified young specialists and scientists grows naturally. However, on the other hand, the world practice shows a rather complicated personnel situation in the space branch caused by the lack of a proper inflow of young specialists and, as a result, an “aging” of the branch personnel. Besides, discussion of the issues related to knowledge management in space activities in a separate section at the 55th International Space Congress in Vancouver showed that there are also problems in transferring knowledge from one generation of rocket and space technology specialists to another. In these circumstances the creation of a global international system of knowledge and education in the field of space activity becomes an extremely important and urgent task.
One of the powerful tools used in such a system for preparation and retraining of specialists in the sphere of space activity can and must be distance learning, which is becoming more and more popular lately.
It should be noted that distance learning has long since attracted the attention of both teachers and trainees. At the same time, the so-called distance learning, the capabilities of radio and television have been widely used and are still being used. However, the main disadvantage of such distance learning is the limited or absent operative feedback between students and teachers. Only the rapid development of computer and telecommunication technologies in recent years has made it possible to eliminate this drawback. It is these technologies provide effective direct and feedback, which is provided both in the organization of educational material, and in communication between teachers and trainees.
Distance learning is designed to solve a significant part of the problems, which in the current socio-economic conditions have taken on a global nature due to the fact that traditional forms of education and training models can not meet the needs for educational services, usually concentrated in large cities or training centers, and getting quickly updated modern specialized knowledge, which is possessed by a limited range of specialists.
Taking into account the above said and taking into account the perspective of such form of education and training of specialists, SRI of Space Systems – Khrunichev State Research and Production Space Center branch started to create a system of distance learning and training of specialists in the field of space activity based on modern information, multimedia and telecommunication technologies.
The purpose of creating the system of distance learning is to give students the opportunity to master educational programs directly at their place of residence or work, to expand opportunities for education in rocket and space specialties for citizens who live far from major educational centers, to increase the knowledge level of trainees (schoolchildren, college and university students), to improve employee qualifications by involving teachers from leading educational institutions, highly qualified specialists
The system of distance learning and training of specialists in the field of space activities, the structure of which is generally presented in Fig. 1, is a complex territorially distributed, multifunctional system, which processes, stores and exchanges between its elements heterogeneous educational and scientific information of great volume.1
Fig. 1. Structure of the System of Distance Learning for Specialists in Space Activities
Within the framework of the system being created an integrated approach to distance learning is being implemented, which implies the use of different types of distance learning, such as
exchange of text files via e-mail (Internet);
sending sets (cases) of textual, audiovisual and multimedia educational-methodical materials (video disks, videocassettes, CD-ROMs, etc.) for students to study independently while organizing constant interaction with the teacher and other students by distance learning
video lessons, video lectures, video seminars in real time, including, in perspective, using virtual reality technologies and demonstrating three-dimensional images;
training with the use of television, including interactive television.
It is planned to use a combination of these types of distance learning depending on the stage of technical equipment of the centers and terminal equipment of remote training complexes and the capabilities of personal telecommunication means of the trainees.
Taking into account the above-mentioned types of distance learning, the system’s technical resources perform the following functions:
transmission of audio and video information in the direction of a teacher to one or a group of trainees, possibly located in different rooms in a certain region, in simplex mode as well as in duplex (interactive) mode with a response to questions (audio and video conferences)
simultaneous interpretation of audio and video lectures;
storage in databases and display of digital information (electronic textbooks, reference books, methodological literature, data on teachers and students, tests, grades, etc.), audio and video recordings, slides, etc., on the means of collective and individual (workstations)
distribution of digital information to trainees (training information, assignments, tests, etc., both circularly (by list) and to individual addresses;
providing interactive access to the distributed database;
ensuring that experiments and assignments from remote laboratories can be performed on models and mathematical programs using the center’s databases;
Providing students with non-symmetrical access via the Internet to the information arrays of the Technical Center;
Providing classes for groups of students directly at the Technical Center, using all of the information capabilities of the center;
Providing protection of information from virus attacks, attempts of unauthorized changes of data, distortion of information, control of integrity of databases, preventing the reading of paid information without payment, accounting and control of payment for information.
In order to achieve the above objective and implement the above functions, the distance learning system includes:
main and regional technical centers of distance learning equipped with modern means of storage, presentation, processing and transmission of educational information, which through a telecommunications subsystem conducts interactive learning;
group terminal complexes;
personal terminal complexes;
a telecommunication subsystem that provides communication between all of the complexes.
The Main Technical Center (Fig.2) located at the Khrunichev R&D Institute – a branch of Khrunichev State Research & Production Space Center (Yubileyny, Moscow Oblast) is designed to:
providing interactive interaction between teachers of Moscow educational institutions (MAI, MGTU, MIREA, MGUS, MIIGAiK, MATI etc.) and specialists of organizations involved in space activities in Moscow and Moscow region with trainees located in the regions;
development of video and electronic training courses;
Fig. 2. Technical Center of Distance Learning
Replication and distribution of training materials;
technical support for storage, cataloguing and updating of information;
technical support for regional technical centers.
Similar tasks should be performed by the regional technical centers. At the same time they should rely on local educational and training structures.
Group terminal complexes (Fig. 3) located at educational institutions (schools, colleges, universities) are intended for:
receive information from technical centers and present it in a convenient form for students
providing of interactive interaction between teachers and students.
Fig. 3. A group terminal complex.
As regards the telecommunications subsystem, it is planned to use both terrestrial channels of communication enabling IP-communications and digital data transfer (ISDN) and fixed-satellite communications facilities based on VSAT technology.
The establishment of a system for the distance training of specialists in the area of space activities is a complex technical, methodological and organizational task that requires adequate investment. Therefore a multistage approach to its establishment is envisaged, with a gradual increase in the technical potential of the system as a whole and of its components.
Possibilities of realization of such approach to creation of the system under consideration are provided by participation of Khrunichev State Research and Production Space Center in various international programs. First of all it concerns the work with the Republic of Kazakhstan on creation of space communication system “KazSat” and space rocket complex “Baiterek”, in the framework of which it is supposed not only to create rocket and space technology products, but also to train specialists of the Republic of Kazakhstan in various rocket and space specialties. In 2005 the first stage of the main technical Center for distant education was put into operation in the Khrunichev Rocket Center that provided theoretical training of specialists in the ground control system and communication monitoring system for the KazSat space system using distant education, including such forms of education as case-technology and video-seminars in a point-to-point mode (Fig.4).
Fig. 4. Organization of distance learning for the specialists of the Republic of Kazakhstan under the “KazSat” program
In the near future with the purpose of increase of efficiency of process of training of specialists in the field of space activity, it is planned to increase the capabilities of technical center to solve the whole complex of tasks, including the provision of multi-point video lectures, video lessons and video seminars, variety of video and electronic courses of training, creation of data banks and knowledge.
The groundwork created in 2005-2006 allowed not only to effectively organize the training of specialists for the “KazSat” program, but also to develop technologies and methods, which are supposed to be used in the distance learning system in the future.
In addition, it is planned to replicate regional technical centers and group terminal complexes of distance learning both in Russia and in other countries with simultaneous modernization of the main technical center aimed at expanding its functionality.
As for the organizational aspect, it should be noted that at the moment the leadership of our institute is actively working on the creation of a university of distance learning in space activities (Fig.5), the main tasks of which should be training and retraining, training specialists in educational centers, individual training in different countries involving teachers and scientists from educational institutions and organizations involved in space activities.
Figure 5. University of Distance Learning in Space Activities
In conclusion it should be noted that utilization of distance learning system for specialists training in the area of space activities will allow
to expand the possibilities of acquiring knowledge in the field of space activities by different categories of citizens;
to ensure continuous training, re-training, learning and testing process for space industry personnel using modern distance learning technologies
improve skills of specialists involved in space activities without discontinuing their principal activity
reduce the training period for new specialists through the use of specialized training programs
reduce the time of dissemination of knowledge, skills and experience accumulated in the industry;
expand the opportunities for sharing the content of educational programs of different educational institutions
Reduce the time needed to train specialists in new work technologies;
reduce the cost of training specialists.
At the same time it is obvious that efficiency of the system of distance training for specialists in the sphere of space activity will depend on the extent of distribution of the system, on the possibility of attracting teachers from higher educational institutions and rocket-space industry companies, on the quality and variety of educational materials. On this basis, the Space Systems Research Institute offers mutually beneficial cooperation in such areas as:
design and creation of technical centers and group terminal complexes for distance learning;
development of electronic educational and methodological materials (lectures, tutorials, tests, etc.);
conducting lectures and classes using distance learning with the involvement of teachers from higher education institutions and rocket-space industry organizations located in Moscow and the Moscow region;
organization of distance learning in different space activities: designing and creation of rocket-and-space equipment, control, testing and operation of space vehicles, dynamics, ballistics and control of space vehicles, etc. | aerospace |
https://www.jaystravelogue.site/spirit-airlines-arrives-in-boise-idaho/ | 2022-08-20T06:24:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573908.30/warc/CC-MAIN-20220820043108-20220820073108-00040.warc.gz | 0.811683 | 238 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__178015445 | en | Spirit Airlines made this announcement:
Spirit Airlines on August 5 launched its first Idaho service at Boise Airport (BOI). The daily, nonstop route connects Las Vegas’ entertainment and attractions to Boise’s vibrant, tree-lined city and its surrounding outdoor recreation opportunities.
Las Vegas is one of Spirit’s largest airport operations with about 70 flights each day, which now provides one-stop options between BOI and more than a dozen cities across the airline’s route map.
Spirit Airlines Connection Options to/from BOI:
Los Angeles (LAX)
San Diego (SAN)
Dallas-Fort Worth (DFW)
Orange County (SNA)
Spirit Airlines aircraft photo gallery:
Read MoreWorld Airline News | aerospace |
http://www.airforce.com/careers/detail/command-and-control-officer/ | 2013-12-06T10:29:45 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163051248/warc/CC-MAIN-20131204131731-00074-ip-10-33-133-15.ec2.internal.warc.gz | 0.948163 | 170 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__91368227 | en | Minimum Education Requirement:
Possessing the most advanced aircraft fleet in the world means nothing if it can't get off the ground. That's where Command and Control Officers come in. They manage all airfield operations, including air traffic control, airfield management, base operations and inspections. Quick thinking and communication skills are a must as Command and Control Officers maintain close communication with the Federal Aviation Administration (FAA) in order to coordinate airfield activities. As experts in their field, these officers also help plan and execute simulations that test unit readiness and provide training that ensures personnel meet performance standards.
You might like this position if you have interests in these areas:
To become an officer in the Air Force, you'll enter a rigorous nine-week Officer Training School that will challenge you physically and mentally while preparing you to be a leader. | aerospace |
https://www.shadowebike.com/where-does-spacex-launch-from-at-vandenberg/ | 2024-04-17T19:18:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817171.53/warc/CC-MAIN-20240417173445-20240417203445-00430.warc.gz | 0.886887 | 1,062 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__58329871 | en | Where does SpaceX launch from at Vandenberg?
On Saturday, June 18 at 7:19 a.m. PT, Falcon 9 launched the SARah-1 mission from Space Launch Complex 4 East (SLC-4E) at Vandenberg Space Force Base in California.
Where does SpaceX launch from California?
Vandenberg Space Force Base
By Jonathan Lloyd • Published May 13, 2022 • Updated on May 13, 2022 at 3:22 pm. A SpaceX rocket carried 53 more Starlink satellites into space in a Friday the 13th launch from the California coast. The Falcon 9 rocket launched is scheduled from Vandenberg Space Force Base northwest of Santa Barbara.
Does SpaceX launch from Vandenberg air Force Base?
A classified satellite for the U.S. National Reconnaissance Office was launched into space from California on Sunday. The NROL-85 satellite lifted off at 6:13 a.m. from Vandenberg Space Force Base aboard a two-stage SpaceX Falcon 9 rocket.
Where does Falcon 9 lift off from?
The SpaceX launch vehicle, consisting of a two-stage Falcon 9 rocket topped with a Crew Dragon capsule dubbed Freedom, was set for liftoff with its four-member crew at 3:52 a.m. EDT (0752 GMT) from NASA’s Kennedy Space Center in Cape Canaveral, Florida.
Can you watch SpaceX launch at Vandenberg?
People in locations south of Vandenberg, like Santa Barbara, Ventura and Los Angeles counties may be more likely to see the launch as the rocket flies overhead.
Can I see the SpaceX launch from California?
Depending on weather conditions and trajectory, rockets can often be seen from Southern California after lift-off from Vandenberg Space Force Base.
Where can I see the Vandenberg launch?
Vandenberg Launch Viewing: How to See a Rocket Launch in…
- Surf Beach.
- Along West Ocean Avenue.
- Santa Lucia Canyon Road & Victory Road.
- Harris Grade Road.
- Hawk’s Nest.
- Firefighter Road.
- Marshallia Ranch Road.
- Online Vandenberg Launch Live Feed.
Where is the SpaceX launch located?
The SpaceX South Texas launch site, also known as Boca Chica launch site, is a private rocket production facility, test site, and spaceport constructed by SpaceX right on the doorstep of Brownsville, Texas.
Where is the SpaceX rocket going?
Sept. 1: NASA and SpaceX will launch the Crew-5 mission to the International Space Station. The Crew Dragon will be carrying NASA astronauts Nicole Mann, Josh Cassada, Japanese astronaut Koichi Wakata, and Russian cosmonaut Anna Kikina. The Falcon 9 rocket will lift off at NASA’s Kennedy Space Center in Florida.
Where are SpaceX headquarters?
Hawthorne, CASpaceX / Headquarters
Where is the best place to watch rocket launch from Vandenberg?
The park at Providence Landing and a mountain road called Harris Grade is good for south Vandenberg launches. That site has the added bonus of being above the area’s sometimes-dense fog.
Can you watch rocket launch at Vandenberg?
In short, no, it’s not possible to do a Vandenberg launch viewing for most people. As an active space force base, only pre-approved personnel are allowed on the base at any time. This means that unless you are a member of the military on a mission or media, you’ll get turned away at the base gates.
Where can I watch the Falcon 9 launch Vandenberg?
Ocean Avenue (near Renwick Avenue). This road is near the launch site but closes at some point as you near the base. Many people pull off to a safe spot on the side of the road to watch. The park at Providence Landing and a mountain road called Harris Grade is good for south Vandenberg launches.
Is SpaceX still in California?
SpaceX is headquartered in Hawthorne, California, which also serves as its primary manufacturing plant.
Where is SpaceX next launch?
A SpaceX Falcon 9 rocket will launch a rideshare mission called Transporter 6. It will lift off from Cape Canaveral Space Force Station in Florida. A SpaceX Falcon Heavy rocket will launch the USSF 52 mission for the U.S. Space Force. It will lift off from Pad 39A at NASA’s Kennedy Space Center in Florida.
What street is SpaceX on?
Underneath a footbridge, you’ll see SpaceX immediately on the right, with a huge sign on the front of their HQ. But that isn’t what you’ll be looking at. On the very corner of Crenshaw and Jack Northrop Avenue, just past the SpaceX building is that Falcon 9 booster, set behind a high wall of clear Plexiglas panels.
Where are all the SpaceX locations?
As of 2020, SpaceX operates four launch facilities: Cape Canaveral Space Launch Complex 40 (SLC-40), Vandenberg Space Force Base Space Launch Complex 4E (SLC-4E), Kennedy Space Center Launch Complex 39A (LC-39A), and Brownsville South Texas Launch Site. | aerospace |
https://m.gearbest.com/classic-toys/pp_432783.html | 2018-12-09T21:54:50 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823183.3/warc/CC-MAIN-20181209210843-20181209232843-00482.warc.gz | 0.757534 | 340 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__257372784 | en | Open our Cool Free APP!
Enjoy APP-Exclusive Deals.
-2.4GHz transmitter power ensures the strong anti-jamming capability
-6 axis gyro fly system makes more stable and flexible flight
-About 50 meters control distance improves the flight performance
-360-degree stunt function makes your aircraft turning around and around likes an excited spaceship
-With attractive headless mode, it can completely solve "loss of orientation" problems
-Bright LED light is suitable for night flight
-Hand induction leads more control fun
-Light weight, easy to fly with simple operation, specially designed for beginner
Note: the transmitter color will be sent at random.
| Type: Other RC Toys |
Material: Electronic Components,Plastic
| Remote Control: 2.4GHz Wireless Remote Control |
Model Power: Built-in rechargeable battery
Charging Time: 40~50mins
Playing Time: 5~8mins
Dimension and Weight
| Package weight: 1.087 kg |
Product size (L x W x H): 37.50 x 27.50 x 7.50 cm / 14.76 x 10.83 x 2.95 inches
Package size (L x W x H): 40.00 x 35.00 x 10.00 cm / 15.75 x 13.78 x 3.94 inches
|Package Contents: 1 x RC Spaceship, 1 x Transmitter, 2 x Spare CW Propeller, 2 x Spare CCW Propeller, 1 x Charging Cable, 1 x 7.4C 350mAh LiPo Battery, 2 x CR2032 Coin Battery| | aerospace |
https://astronomyandlaw.com/?tag=mars&paged=2 | 2023-09-25T20:19:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510085.26/warc/CC-MAIN-20230925183615-20230925213615-00222.warc.gz | 0.947564 | 491 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__303474507 | en | Extra deductions! No, sorry. For those of you that are not tax payers in the United States, today is the last day to file your income tax forms with the Federal government.
But to relieve the stress, here is one way that our tax dollars have been spent.
The Mars Reconnaissance Orbiter has taken some amazing images during its time in orbit. But now a Russian game of “Where’s Waldo” has been won.
Russian citizens found features in a five-year-old image taken by the High Resolution Imaging Science Experiment (HiRISE) camera on Mars Reconnaissance Orbiter that resemble four pieces of hardware from the Soviet Mars 3 mission. The items purportedly recognized were the parachute, heat shield, terminal retrorocket and lander.
Launched on May 28, 1971, from the U.S.S.R, the Mars 3 lander arrived at the red planet only to disappear. The Mars 3 lander transmitted for several seconds after landing on Dec. 2, 1971. It was an amazing spacecraft as it was the first spacecraft to survive a Mars landing long enough to transmit anything.
However, the Mars 3 lander possibly landed during a large dust storm, or equally unfortunate, got caught in one of the infamous dust devils that plague the planet. For some unknown reason, the lander stopped transmitting 20 seconds after landing.
Talk about a bad day. It reminds me of the old Wide World of Sports intro: “The thrill of victory and the agony of defeat.”
So having to pay taxes today isn’t so bad as I image it was like on that day in the control room. It kind of puts it all in perspective.
– Ex astris, scientia –
I am and avid amateur astronomer and intellectual property attorney. As a former Chief Petty Officer in the U.S. Navy, I am a proud member of the Armed Service Committee of the Los Angeles County Bar Association working to aid all active duty and veterans in our communities. Connect with me on Google +. If you need help with any patent, trademark, or copyright issue, or know someone that can use my help, please contact me for a free 30 minute consultation by sending me an email or call TOLL FREE at 1-855-UR IDEAS (1-855-874-3327) and ask for Norman. | aerospace |
https://english.gnsnews.co.in/dgca-grounds-11-aircraft-following-indigo-goair-planes-suffer-mid-air-engine-failure/ | 2022-12-02T02:01:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710890.97/warc/CC-MAIN-20221202014312-20221202044312-00728.warc.gz | 0.959127 | 760 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__74563185 | en | (G.N.S) Dt. 12
Citing safety concerns, the aviation industry regulator on Monday directed public carriers IndiGo and GoAir to ground a total of 11 A320neo aircraft fitted with Prat and Whitney engines. Out ot the 11, eight are operated by IndiGo while GoAir operates three, the Directorate General of Civil Aviation (DGCA) said in a statement here.
The decision came soon after an IndiGo flight encountered a mid-air engine failure forcing the Lucknow-bound flight to return to Ahmedabad, where it made an emergency landing this morning. The Airbus A320 Neo plane had 186 passengers on board.
Citing safety of aircraft operations, the DGCA said, A320 neos fitted with PW1100 engines beyond ESN 450 have been grounded with immediate effect. “Both IndiGo and GoAir have been told not to refit these engines, which are spare with them in their inventory,” the Directorate General of Civil Aviation (DGCA) said in a release.
The regulator would be in touch with the stakeholders and review the situation in due course and when the issue is addressed by European regulator EASA and P&W, DGCA added. Last year, DGCA had ordered detailed inspection of 21 Airbus 320neo planes of IndiGo and GoAir that are equipped with Pratt & Whitney engines, which have been frequently facing technical glitches.
India’s largest airline IndiGo, which flies four out of every 10 Indians, has had to replace Pratt & Whitney engines on its 32 A320 Neo aircraft at least 69 times in the period May 2016-November 2017.
IndiGo says these are related to non-detection of chip, carbon seal lining or combustor chamber lining in Pratt & Whitney 1100 series engines. The airline calls these engine ‘glitches’ and ‘non-safety’ issues. Indigo’s boroscopic tests (which are used to test defects or imperfections through visual inspection by a boroscope of aircraft engines and gas turbines, etc) detected these anomalies in 69 instances.
As per practice, the defective engines were replaced with other engines. Such engine replacement is typically done overnight. After the replacement, the defective engine is sent to the manufacturer to fix the problem. The planes continue to operate with the replaced engines.
On February 9, European Aviation Safety Agency (EASA) had issued an emergency airworthiness directive for A320 neo planes fitted with PW1100 engines having a particular serial number. The directive followed instances of the engines shut-down during flights and rejected take-offs involving the A320 neo family aircraft.
On February 13, DGCA had said that it was monitoring engine glitches to ensure that safety is not compromised at any time.
On February 21, P&W said it has come out with a revised configuration to address the latest problem in some of its engines powering A320 neo planes.
Passenger aircraft manufacturer Airbus currently offers two engine choices for its Airbus A320 Neos – Pratt & Whitney Pure Power PW1100G-JM and the CFM LEAP-1A engines of CFM. In India, Pratt & Whitney has supplied its PW1100G engines to commercial airlines, including IndiGo and GoAir.
IndiGo and GoAir have ordered hundreds of A-320 Neos with P&W engines and are taking up the issue with the engine manufacturer and Airbus. Vistara and Air India A-320Neos have CFM engines.
Pratt & Whitney is an American aerospace company that manufactures both civil and military aircraft engines.
(G.N.S) Dt. 12 | aerospace |
https://www.baysupply.com/5272/Brand/Cherry-Aerospace-CherryMAX-Rivets | 2020-05-28T03:30:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347396495.25/warc/CC-MAIN-20200528030851-20200528060851-00598.warc.gz | 0.893937 | 108 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__57043219 | en | From the aerospace industry leader in rivets and fasteners, Cherry Aerospace, you can find a large selection of CherryMAX® rivets at Bay Supply. These unique Cherry Aerospace rivets offer significant joint integrity due to their "Safe-Lock" locking collar and meet PS-CMR-3000 requirements. More importantly, they are considered to be the most reliable and strongest structural fasteners available globally. Order your CherryMAX® blind rivets today!
NAS9301B-4-02, Cherry Aerospace, Rev 6Cherry. | aerospace |
https://research.monash.edu/en/publications/long-distance-transport-of-ventilated-patients-advantages-and-lim | 2023-05-30T18:36:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646076.50/warc/CC-MAIN-20230530163210-20230530193210-00224.warc.gz | 0.908575 | 355 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__139489460 | en | Introduction: To illustrate the advantages and limitations of transporting ventilated intensive care unit patients over intercontinental distances on commercial airlines, this case series reports 8 ventilated patients repatriated by an air medical transport company. Patients: Eight ventilated patients, 3 suffering from internal and 5 from neurologic diseases. Distances ranged from 1700 to 10280 nautical miles with transport times from 04:10 hours to 21:55 hours. For 3 patients, a dedicated patient transport compartment (PTC) in the aircraft cabin was used. All patients were ventilator-dependent for a minimum of 11 days before transport (48 days median, 113 days maximum). Results: One patient went into cardiac arrest during the flight and died. None of the other patients experienced any emergency or invasive procedures, other than peripheral venous access necessary during the flight. In all patients, ventilation was adjusted with respect to the blood gas analysis at least once during the transport. No technical failures or drop-outs occurred during the flights. None of the flights had to be diverted for technical or medical reasons. Conclusion: Long distance international transport of ventilated intensive care unit patients is an extremely cost intensive and logistically challenging task. In a certain subgroup of relatively stable ventilated patients, transport on commercial airlines offers advantages in terms of cost effectiveness and reduced transport time and acceleration/deceleration trauma as a result of multiple fuel stops.
|Number of pages||5|
|Journal||Air Medical Journal|
|Publication status||Published - 1 Mar 2004| | aerospace |
http://mnics.org/wpress/current-fireincident-info-2/updatesnews-releases/ | 2016-05-05T04:45:27 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860125897.19/warc/CC-MAIN-20160428161525-00123-ip-10-239-7-51.ec2.internal.warc.gz | 0.921497 | 1,177 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__104778569 | en | Last month the Great Lakes Forest Fire Compact (GLFFC) and Minnesota Incident Command System (MNICS) partners met in Duluth for an annual aviation summit.
Great Lakes Forest Fire (GLFFC) partners
Pilots, dispatchers and aviation professionals from multiple agencies, to include the Minnesota Department of Natural Resources (DNR) Divisions of Forestry and Enforcement, United States Forest Service (USFS), Bureau of Indian Affairs (BIA), Minnesota State Patrol/Department of Transportation, the Minnesota Army National Guard, Wisconsin DNR, Michigan DNR – along with partners from Manitoba and Ontario – compared notes before the upcoming wildfire season. The Minnesota DNR Forestry aviation program hosts the annual event. At the 2016 meeting, both the BIA and Minnesota DNR were recognized by the Ontario Ministry of Natural Resources for assistance last year when air tankers from Ontario were mobilized to fight wildfires in Idaho and Montana.
Afterward, GLFFC partners from Manitoba and Ontario toured the new aviation desk at the Minnesota Interagency Fire Center (MIFC) in Grand Rapids. Tactical firefighting aircraft are dispatched and prioritized statewide for all MNICS agencies from this location. When needed, requests for Canadian aircraft are also initiated and coordinated from the air desk. Last year the DNR responded to 489 requests for aerial firefighting assets, including helicopters and air tankers, on 198 fires in Minnesota.
Aviation desk flight following demonstration
Once cramped and noisy, the revamped space design includes new desks, monitors, computers and electronic maps. In the heat of fire season, at least five dispatchers can now work comfortably and efficiently. Ultimately, during a busy fire season these technology upgrades have the potential to improve efficiency, enhance safety and deliver value.
“These improvements will help our dispatchers especially when we have multiple planes or helicopters in the air on red flag days. When there are numerous fires, we need more tankers in the air and dispatchers on hand,” said Bill Schuster, DNR wildfire aviation supervisor.
Not only is there more room to work, but dispatchers now have better tools. The electronic map and information board is visually bright, interactive and can be seen by all dispatchers in the unit.
A computer aided dispatch (CAD) program was just launched as a pilot project at three dispatch locations: MIFC, the Brainerd Air Tanker Base and Park Rapids Area DNR Forestry office. This system allows dispatchers from multiple locations to view maps and ongoing, real-time fire information about the location of a fire, potential flight hazards, aquatic invasive species and the number of aircraft dispatched to a particular fire.
“This program has a lot of functionality,” said Linda Bruss, air desk team leader. “Previously, we had multiple processes in order to achieve what WildCAD has in one system without duplicating effort.”
(Front) Bill Schuster distributes information to (L-R) Dan Carroll, Bruce Jourdain, Greg Peterson and other aviation workshop participants
Automated Flight Following (AFF) has been incorporated into Minnesota DNR Forestry operations to follow flights and track aircraft location online. This replaces a manual map and voice system. The AFF updates every few minutes with the direction of travel, air speed and location of all aircraft. This information is critical especially if emergencies occur.
Another technological upgrade includes the use of iPads by aviators that detect fires and provide a “size up” of the fire that includes the fire size, fire behavior, access for ground crews and if structures or other values are threatened by the fire. “Air Attack” officers have also found the iPad to be a valuable tool. They fly above fires to direct tactical aircraft operations, ensure airspace safety and coordinate with ground personnel in regard to firefighting tactics. According to Dan Carroll, who emphasizes safety first when using these applications, iPads can dynamically provide critical incident response information. Carroll, a seasoned Air Attack member, said that iPads are currently used in:
- Flight planning: Ability to determine shortest and safest routes and estimate fuel needs.
- Increasing situational awareness: View restricted areas, surface wind speeds, infested lakes, obstacles and different land ownership areas.
- Increasing safety for firefighters on the ground: Air attack crews can provide firefighters on the ground with details on the safest and shortest routes or terrain conditions that might hamper access
- Crew resource management: The pilot and air attack can make decisions together based on real-time information that reduces guess work.
- Air space navigation: Adjust flight routes to avoid hazardous weather, restricted areas or find the shortest distance back to a tanker base.
- Communication: Email or text photos; iPads have a FaceTime app so you can debrief pilots or firefighters at a distance.
- Documentation: Compile photos, mission logs and other information.
- Added efficiency: Provides firefighters and fire managers with enhanced intelligence such as photos/videos of the fire, incoming weather systems, road names, addresses and the distance from fire to nearest structures.
Minnesota DNR Commissioner Tom Landwehr
On March 24, Commissioner Tom Landwehr joined Minnesota DNR staff at the GeneralAndrews Wildfire Training Center. He recognized Bill Schuster and his wildfire aviation team for their efforts to improve the program, protect lives, preserve property and protect resources through aerial wildfire suppression.
Minnesota fire season is under way. During the past week, additional helicopters, single engine air tankers (SEAT) and FireBoss aircraft are positioned at tanker bases and helibases throughout Minnesota. In the air or on the ground, the DNR wildfire aviation program has upped its game, ready to fight fires and assist in mutual aid among its aviation partners. | aerospace |
https://en.vestikavkaza.ru/news/Passenger-plane-with-technical-malfunction-safely-lands-in-St-Petersburg.html | 2022-05-19T12:36:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662527626.15/warc/CC-MAIN-20220519105247-20220519135247-00729.warc.gz | 0.972678 | 150 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__232405698 | en | A passenger plane operated by the Yamal air company in distress has safely landed at St. Petersburg’s Pulkovo airport, a source in the emergencies services said on Thursday.
"The plane landed routinely. No involvement of emergencies service was needed. No one was hurt," the source said.
According to Flightradar, the plane landed at 07:01, TASS reported.
The A320 aircraft took off from Moscow’s Domodedovo at 03:30 a.m. Moscow time and was bound for Salekhard. The plane developed problems with its airspeed gauges immediately after the takeoff. The pilots decided not to return to Domodedovo because of the snow storm and headed for St. Petersburg. | aerospace |
https://www.cranfield.ac.uk/people/yani-asmayawati-708115 | 2023-01-31T04:37:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499842.81/warc/CC-MAIN-20230131023947-20230131053947-00200.warc.gz | 0.871004 | 748 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__181048763 | en | Areas of expertise
- Air Transport Safety & Investigation
- Human Factors
- Safety, Resilience, Risk & Reliability
BackgroundSaryani Asmayawati joined the Safety and Accident Investigation Centre in November 2009. She holds a Bachelor’s degree in Aeronautical Engineering from Institut Teknologi Bandung, Indonesia.
After graduating in 2000, she worked as an Air Safety Investigator at the Indonesian National Transportation Safety Committee, where she participated in 19 aviation accident/incident investigations and contributed to the development of the Committee. During this time, she worked alongside investigators from the US NTSB, UK AAIB, French BEA and the Singaporean AAIB.
Currently, Yani is the Principal Investigator in E-PILOTS, looking at human factors and operational aspects of the implementation of cognitive computing support in future flight deck operations. E-PILOTS is a Horizon2020 Clean Sky 2 project between Cranfield University, Universitat Autònoma de Barcelona, CVC Spain and ASLOGIC Spain.
She is also responsible for the Human-Machine Interface development and evaluation in Project Fresson, a project on electrification of the Britten-Norman Islander aircraft funded by the Aerospace Technology Institute and UK Research and Innovation, in collaboration with Cranfield Aerospace Solutions and Rolls-Royce.
Yani is also the Co-Investigator for the Enhanced Cockpit Decision Making project with Rolls-Royce, supporting flight simulator trials with the Future Systems Simulator, under the umbrella of Aerospace Integration Research Centre. This project looks at flight crew decision making in responding to in-flight engine failures and malfunctions.
She led a safety culture assessment research project undertaken for Thomson Airways (now TUI) over the period of five years, and a safety assessment for Bristow Helicopter Maintenance. Her work in safety culture also led to her involvement with the development of IATA’s I-ASC Safety Culture Survey.
At the Safety and Accident Investigation Centre, Yani is the Course Director for the MSc/PgCert/PgDip programme in Safety and Accident Investigation. She is involved in the design and delivery of various components of our accident investigation short courses and the MSc modules, with particular focus in investigation simulation exercises, investigative interviewing techniques, survivability factors, accident analysis techniques, and research methods. She is the Module Leader for Interviewing Techniques for Accident Investigators, Investigating Human Performance, and Analysis Techniques for Accident Investigators.
Yani is the Workshop Series Director for the Applied Rail Accident Investigation courses, working closely with the European Union Agency for Railways, UK Rail Accident Investigation Branch and Network Rail.
ClientsIn her past and current occupations, Yani has provided research and consultancy work for:
- US Federal Aviation Administration
- Transport Canada
- UK Civil Aviation Administration
- European Aviation Safety Agency
- Thomson Airways (TUI)
- International Air Transport Association (IATA)
- Bristow Group
Articles In Journals
- Asmayawati S & Nixon J (2019) Modelling and supporting flight crew decision-making during aircraft engine malfunctions: developing design recommendations from cognitive work analysis, Applied Ergonomics, 82 (January) Article No. 102953.
- Vuorio A, Asmayawati S, Budowle B, Griffiths R, Strandberg T, Kuoppala J & Sajantila A (2017) General aviation pilots over 70 years old, Aerospace Medicine and Human Performance, 88 (2) 142-145. | aerospace |
https://extropians.weidai.com/extropians.1Q99/3609.html | 2022-01-19T16:16:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301475.82/warc/CC-MAIN-20220119155216-20220119185216-00385.warc.gz | 0.939104 | 175 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__89284971 | en | I've thought for quite a while that one approach might be to find
(perhaps in NASA's archives) a product that requires 0/micro gravity to
be produced and attempt to capitalize on that as a means of jump-starting a private space effort.
Another possibility might be to devise a _cheap_ way of accessing asteroid resources.
i.e.: solar sail probes to locate promising bodies and light weight
(mylar?) mirrors combined with solar powered MHD separators and either
rail gun or sail return of refined materials to LEO. Regardless of progress in other field we _must_ have a way off this mud ball!
BTW, I've heard that NASA has a fairly complete project worked out for a
Lunar processing facility. Does anyone know anything about this or is it just another rumor? | aerospace |
https://www.wtap.com/content/news/Constellium-to-provide-parts-for-Blue-Origins-new-orbital-rocket-508112431.html | 2019-08-24T05:27:37 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027319724.97/warc/CC-MAIN-20190824041053-20190824063053-00081.warc.gz | 0.955182 | 251 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__72836117 | en | RAVENSWOOD, W.Va. (WTAP) - An aluminum manufacturer with a plant in Jackson County is joining forces with a private aerospace manufacturer to supply parts for the company’s new orbital rocket.
Constellium announced today that it has signed a multiyear contract with Blue Origin to support its launch-vehicle program, particularly its New Glenn rocket.
In a news release, the company said it will provide Blue Origin with aluminum plates and sheets made at its plants in Ravenswood and Issoire, France.
The contract is a milestone in a successful collaboration between the two companies, officials said.
“We expect this new contract to strengthen our position as a key supplier of innovative aluminum solutions for the space industry, and as an industry leader more generally,” said Ingrid Joerg, President of Constellium’s Aerospace and Transportation business unit. “It helps demonstrate our know-how and expertise to provide tailored products and spurs our ambition to pursue growth in servicing our partners in the space industry.”
Blue Origin, headquartered in Kent, Washington, was founded in 2000 by businessman Jeff Bezos. The company is working to reduce costs and improve reliability of human space travel. | aerospace |
https://modafinilltop.com/index.php/2024/02/19/why-no-one-knows-quite-when-a-satellite-will-hit-earth-this-week/ | 2024-04-16T10:33:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817081.52/warc/CC-MAIN-20240416093441-20240416123441-00283.warc.gz | 0.939926 | 596 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__157934633 | en | A satellite will hurtle down to Earth this week and no one knows quite when or where itâs going to land â but thereâs no need to worry. In the space sector, this is standard operating procedure.Â
The satellite in question is the European Space Agencyâs ERS-2. Launched in 1995, the spacecraft set new standards for Earth observation. It was also an extremely durable machine. Despite an original mission life of just three years, ERS-2 made it to the ripe old age of 15 before its operations were terminated in 2011.Â
The descent began with a sequence of 66 deorbiting manoeuvres. This consumed all the satelliteâs remaining fuel and lowered its average altitude from 785km to 573km, which reduced the collision risks.Â
ERS-2 was then âpassivatedâ â a process that removes the energy sources that could cause fragmentation or explosions. The remainder of the journey was then left to the cosmos.
As an uncontrolled re-entry, ESA couldnât determine the exact date of the return to Earth, but predicted that it would happen within the next 15 years.Â
Thirteen years later, the big day is almost here. ERS-2 has begun plunging into the lower layers of the atmosphere, where it will start burning up. But the precise time â and location â of the arrival on our planet remains unclear.
ERS-2 is almost home
ESAâs latest prediction â revealed this morning â is that the re-entry will take place at 12:14 CET on February 21. Thereâs an uncertainty window, however, of about two-thirds of a day (+/- 15.06 hours) â which is typical at this point.
The standard margin of error for these forecasts is 20%. Twenty-four hours before re-entry, for instance, the uncertainty should be around 4.8 hours, plus or minus.
This variability stems primarily from volatile solar activity. A collective term for all active phenomena on the Sun, from high-speed winds to flares, solar activity affects the drag that guides the speed and location of satellites. Itâs also hard to forecast.Â
Further curbs on the predictions include patchy tracking data, the complicated shape of reentering objects, mismodelling of conditions, and inexact computation. Forecasts can also be inhibited by our limited knowledge of the atmosphere in very low orbits.
When the big moment finally comes, most of ERS-2 will burn up in the atmosphere. Some fragments, however, may survive. The heaviest one that could reach Earth is the 52kg antenna structure of the Synthetic Aperture Radar (SAR).
Thankfully, the chances of it hitting anyone are miniscule. According to ESA, the annual risk of a person being injured by space debris is under one in 100 billion. | aerospace |
https://chinaeconomicreview.com/china-eu-to-increase-space-cooperation/?responsive=false | 2023-06-08T08:38:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654606.93/warc/CC-MAIN-20230608071820-20230608101820-00454.warc.gz | 0.949165 | 139 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__294913561 | en | Chinese and European Union (EU) representatives signed agreements to cooperate on space exploration at a Beijing space workshop. China and the EU have collaborated in space on the Double Star project since 2001, which included the launch of a satellite in December 2003. Officials said China and the EU plan for China's Double Star satellites to augment the EU's Cluster II project, which is studying the effects of solar winds on the Earth. China is also playing a role in the EU Galileo global positioning satellite program and has set up a related technical training and cooperation center in Beijing. The new agreement also includes plans to work together on hydrogen energy, emerging diseases and biotechnology.
You must log in to post a comment. | aerospace |
https://forum20.yorksoaring.com/viewtopic.php?f=2&t=434&sid=2dd4db9865ee981054ac40383a98a516 | 2022-07-05T00:20:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104506762.79/warc/CC-MAIN-20220704232527-20220705022527-00120.warc.gz | 0.883351 | 170 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__281797032 | en | The K21's are now in high demand with several students.
Consequently, 2 hour advance reservations of K21 are no longer reasonable.
To remind all of the club time limits on two-seaters:
1. Solo flight in 2 seaters limited to one hour.
2. Solo flight in 2 seaters with block time, limited to 2 hours.
3. Dual flight in 2 seaters (both pilots licensed, full members), limited to 2 hours.
4. Overtime allowable if no queue and agreed in advance or via Radio approval.
5. YFC flying in UZH may fly longer, even if a queue, if approved by Charles or Tom.
General Club Information in the last 180 days - Posts open to Club members only
1 post • Page 1 of 1 | aerospace |
https://www.kvarken.org/en/rapid-technologocal-development/ | 2022-09-27T10:19:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335004.95/warc/CC-MAIN-20220927100008-20220927130008-00580.warc.gz | 0.906612 | 801 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__120029014 | en | Rapid Technological Development Enables Regional Electric Aviation Routes Within 5–10 Years
The project FAIR investigates regional electric aviation in the Kvarken region and has published a unique compilation of the electric aviation industry’s technological development. The report describes existing and future airplane models that are powered by batteries or fuel cells, current regulations, and the need for a new airport infrastructure.
Electric and hybrid-electric airplanes are in a strong development phase, and the number of airplane models under development is constantly rising. BioFuel Region’s report Electric Aviation 2021 – Technology Overview, which was produced in the Interreg Botnia Atlantica project FAIR, summarizes the field’s latest advances.
Electric Aviation an Exciting Alternative for Regional Transports
Electric flights will become reality already during this decade. At the same time, battery technology progresses rapidly and will enable the flight range of 300 kilometers for 50-seater passenger planes in around 2030. The flight range of 8–9-seater planes may rise to one thousand kilometers.
Electric aviation will become an exciting alternative for regional transports. At present, there is only one certified electric aircraft on the market, a two-seater training plane. In terms of hybrid-electric and fully electric models, up to 19-seater planes are predicted to be on the market before 2030, explains Mr Arne Smedberg, CEO of BioFuel Region.
Several flying prototypes exist already today, but they need to undergo a comprehensive certification process before they can be put into commercial use. The electric aircraft’s powertrain, i.e. its electric motor, must be certified, and innovative design solutions that reduce air resistance and increase performance are also required in several cases.
Electric aviation also necessitates the modification of airport ground infrastructure, and an important question in the future will be the formation of an international standard for charging infrastructure. This aims to reduce insecurities concerning necessary investments at airports.
The Kvarken region’s actors must be well prepared in order to partake in the positive effects and innovations brought on by progress in electric aviation. FAIR aims to increase knowledge about electric aviation, investigate its possibilities, and map the technical investments that are required for the early and efficient commercialization of regional electric aviation in the Kvarken region. BioFuel Region’s report is an important knowledge base for understanding the industry’s development.
The Kvarken Council is the owner of FAIR, which consists of a broad partnership of both private and public operators. The project’s partnership grew in the spring 2021 with the addition of Norwegian representatives, and the project’s runtime was extended to 31 October 2022 at the same time. Nord University and MidtSkandia became new members of the project’s workgroup, whereas Nordland County Municipality, Brønnøy Municipality, Alstahaug Municipality, Helgeland Regional Council, Indre Helgeland Regional Council, Rana Utvikling and Nord University jumped in as new financiers. Interreg Botnia-Atlantica is the project’s main financier.
For more information:
Mr Arne Smedberg, CEO of BioFuel Region, +46-70 817 4230
Mr Mathias Lindström, Director of the Kvarken Council, +358-50 918 6462
FAIR (Finding innovations to Accelerate the Implementation of electric Regional aviation) is to be seen as a first step of preparing the Kvarken region for an early implementation of electric aviation.
The project increases the knowledge base about electric aviation, investigates the possibilities and surveys both the needs and the required technical investments. FAIR is an Interreg Botnia-Atlantica funded project. | aerospace |
https://vl1725.org/tag/air-transport-territory/ | 2022-12-04T01:40:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710953.78/warc/CC-MAIN-20221204004054-20221204034054-00763.warc.gz | 0.928127 | 132 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__258991924 | en | April 7, 2022
The IAM Executive Council has taken action to create an IAM Air Transport Territory, consisting of all IAM air transport members in the United States. Richard Johnsen, currently IAM Chief of Staff to the International President, will join the IAM Executive Council as Air Transport General Vice President.
The creation of the IAM Air Transport Territory, which will include IAM District 141 and IAM District 142, and the appointment of Johnsen as General Vice President, are both effective May 1, 2022.
The IAM, representing more than 100,000 air transport members, is the largest air transport union … Read More... | aerospace |
https://ctekgh.com/mercury-13-legend-wally-funk-will-ride-with-jeff-bezos-to-the-edge-of-space/ | 2023-01-27T04:39:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494936.89/warc/CC-MAIN-20230127033656-20230127063656-00614.warc.gz | 0.959946 | 463 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__132505401 | en | Wally Funk, one of the “Mercury 13” pilots who battled to allow women into NASA’s early astronaut program, will join Jeff Bezos on his space company’s first crewed voyage out of the atmosphere later this month, the billionaire revealed on Instagram Thursday.
The crew for New Shepard’s first voyage transporting humans on July 20th will now consist of four people: Bezos, his brother Mark, and an unnamed passenger who spent $28 million in an auction last month for their trip to space. Bezos’ attendance on the first flight is interpreted as a vote of confidence in the safety of New Shepard.
The addition of Funk as an “honored guest” is the latest symbolic gesture by Blue Origin to launch its space tourism program – the date of the first US Moon landing is July 20th, and the New Shepard capsule is named after Alan Shepard, the first American astronaut.
“As part of the ‘Mercury 13′ Woman in Space Program in 1961, Wally Funk was at the top of her class,” Bezos wrote on Instagram. “Despite their completion of training, the program was canceled, and none of the thirteen were able to fly.”
“It’s now or never. Wally, welcome to the team. We’re looking forward to having you fly with us as our honored guest on July 20th.”
Funk, 82, was a legendary aviator in the mid-twentieth century and one of 13 women to graduate from the privately funded Women in Space Program, where she underwent rigorous astronaut training but was never able to travel to space. Funk applied three times to NASA’s astronaut program after it became open to women in 1976, but each time she was turned down.
Funk’s interest in space hasn’t waned. According to Texas Monthly, she’s also secured a front-row seat on the suborbital SpaceShipTwo jet from Virgin Galactic, Richard Branson’s space tourism company that competes with Bezos’ Blue Origin.
SpaceShipTwo, like New Shepard, goes to the boundary of space at a height of around 62 miles, the widely acknowledged space milestone. | aerospace |
https://museumcouponsonline.com/usa/california/march-field-air-museum-coupons/ | 2023-12-11T15:03:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679515260.97/warc/CC-MAIN-20231211143258-20231211173258-00576.warc.gz | 0.947229 | 159 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__3700851 | en | March Field Air Museum Coupons, Savings and Ski Resort Description for 2023
Over 70 historic aircraft are on display both in and outside of the main museum building. Many famous record breaking planes such as the Lockheed SR-71 "Blackbird" are represented as well as the strategic bombers and fighters of the Cold War Period. World War II is well represented by planes such as the B-17 Flying Fortress, the B-25 Mitchell bomber, the Douglas A/B-26 Invader, and the magnificent B-29 Superfortress. Inside the visitor will find some rare and unusual aircraft including a P-59 fighter, the first operational jet adopted by the U.S. Air Force over 50 years ago.
Current March Field Air Museum Printable Coupons and Savings for 2023 | aerospace |
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