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://achieverpapers.com/write-11-pages-thesis-on-the-topic-future-requirements-for-communication-satellites/ | 2022-01-17T07:38:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300343.4/warc/CC-MAIN-20220117061125-20220117091125-00446.warc.gz | 0.934296 | 396 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__49098479 | en | Write 11 pages thesis on the topic future requirements for communication satellites. Satellite communications are increasingly becoming one of the fasted growing segments of space applications. This is particularly attributed to the importance of communications satellites in a number of areas including military applications, internet service providers (ISPS), governmental and a wide range of other civilian uses. The current rapid technological advancements in the communication industry coupled with the increasing competitive pressures in the industry are expected to markedly result in new requirements and improvements for future communication satellites.
The idea behind communications satellites is normally to send data into space so that it can be beamed back to other spots on the globe. The contemporary commendations satellites use various orbits including elliptical orbits, geostationary orbits, Molniya orbits, and low earth orbits among others. To provide fixed communication (point to point) services, communications satellites often utilize microwave radio relay technology that is complementary to the communications cables technologies. Additionally, the satellites are also used for a wide range of mobile applications such as Television and radio broadcasting as well as for communications between planes, ships, vehicles, and a number of hand-held terminals (Elbert 447).
The history of the use of communications satellites dates back to the 1960s when the United States navy developed the world’s first artificial communications satellite known as Echo 1 using an inflatable balloon 1. After its successful launch, the giant metallic balloon soared more than 1000 miles above the earth and was able to relay signals to other points on the plant. Generally, the success of Echo 1 marked the foundation of modern communications satellites. In October 1957, the Soviet Union launched the world’s first artificial satellite known as Sputnik 1 that was equipped with on-board radio transmitters. However, Sputnik 1 is not considered to be the world’s first communications satellite because it was not placed in orbit for the primary purpose of sending data to space and beaming it back to another point on earth. | aerospace |
https://www.fuelsandlubes.com/revised-astm-standard-expands-limit-on-biofuel-contamination-in-jet-fuels-2/ | 2024-02-29T01:16:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474775.80/warc/CC-MAIN-20240229003536-20240229033536-00488.warc.gz | 0.929405 | 467 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__46392166 | en | A new revision to ASTM International’s Aviation Turbine Fuel Standard (ASTM D1655) safely adapts to the growing global presence of biodiesel in the petroleum industry.
ASTM D1655 has been used for decades by the aviation community to help ensure quality control and safe distribution of jet fuel. Biodiesel blends – which have a small percentage of fatty acid methyl esters (FAME) – increasingly use the same distribution systems (e.g., shipping containers, pipelines, etc.) as jet fuel. After biodiesel is transported through a distribution system, there is a possibility that traces of FAME may be picked up by jet fuel, which later uses that same distribution system.
The initial response to the introduction of biodiesel into the marketplace was to maintain an undetectable level of FAME contamination in jet fuel. Due to the costs associated with that requirement and the rising presence of biofuels worldwide, industry experts studied whether the level of allowable FAME in jet fuel could be increased without compromising safety nor adversely affecting aircraft operation. As a result, the revised standard safely increases the allowable cross-contamination of FAME in jet fuel from 5.0 parts per million (ppm) to 50 ppm.
“The jet fuel specification keeps the aviation industry safe while adapting to the expanded presence of biofuels,” says ASTM member David J. Abdallah, Exxon Mobil Research and Engineering. “In fact, no discernible negative impact on jet fuel product quality was observed with up to 400 ppm of biodiesel.”
Abdallah noted that a potential future revision could further increase the standard to allow 100 ppm.
ASTM D1655 was developed by ASTM Subcommittee D02.J0 on Aviation Fuels and D02.J0.01 on Jet Fuel Specifications, part of Committee D02 on Petroleum Products, Liquid Fuels and Lubricants.
The body of evidence used to support this revision included EI-JIP Report, Joint Industry Project: Seeking original equipment manufacturer (OEM) approvals for 100 mg/kg fatty acid methyl ester (FAME) in aviation turbine fuel. The study demonstrated that increasing the allowable levels of FAME in jet fuel would not compromise aircraft safety nor adversely affect aircraft operation.} | aerospace |
https://techxplore.com/news/2021-12-blue-sky-net-zero-aviation-flight-fantasy.html | 2024-04-23T07:28:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818468.34/warc/CC-MAIN-20240423064231-20240423094231-00550.warc.gz | 0.948497 | 1,103 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__140204996 | en | Blue-sky thinking: Net-zero aviation is more than a flight of fantasy
As international air travel rebounds after COVID-19 restrictions, greenhouse gas emissions from aviation are expected to rise dramatically—and with it, scrutiny of the industry's environmental credentials.
As the climate change threat rapidly worsens, can aviation make the transition to a low-carbon future—and perhaps even reach net-zero emissions? The significant technological and energy disruption on the horizon for the industry suggests such a future is possible.
But significant challenges remain. Achieving a net-zero aviation sector will require a huge collaborative effort from industry and government—and consumers can also play their part.
Build back better
The aviation sector's progress in cutting emissions has been disappointing to date. For example, in February last year, research on the world's largest 58 airlines found even the best-performing ones were not doing anywhere near enough to cut emissions.
Most recently, at the COP26 climate change summit in Glasgow, the industry merely reasserted a commitment to a plan known as the Carbon Offsetting and Reduction Scheme for International Aviation.
The scheme relies on carbon offsetting, which essentially pays another actor to reduce emissions on its behalf at lowest cost, and doesn't lead to absolute emissions reduction in aviation. The scheme also encourages alternative cleaner fuels, but the level of emissions reduction between fuels varies considerably.
Governments have generally failed to provide strong leadership to help the aviation sector to reduce emissions. This in part is because pollution from international aviation is not counted in the emissions ledger of any country, leaving little incentive for governments to act. Aviation is also a complex policy space to navigate, involving multiple actors around the world. However, COVID-19 has significantly jolted the aviation and travel sector, presenting an opportunity to build back better—and differently.
Griffith University recently held a webinar series on decarbonising aviation, involving industry, academic and government experts. The sessions explored the most promising policy and practical developments for net-zero aviation, as well as the most significant hurdles.
Nations soaring ahead
Some governments are leading the way in driving change in the aviation industry. For example, as a result of government policy to make Sweden climate-neutral by 2045, the Swedish aviation industry developed a roadmap for fossil-free domestic flights by 2030, and for all flights originating from Sweden to be fossil-free by 2045.
Achieving fossil-free flights requires replacing jet fuel with alternatives such as sustainable fuels or electric and hydrogen propulsion.
The United Kingdom is finalizing its strategy for net-zero aviation by 2050 and a public body known as UK Research and Innovation is supporting the development of new aviation technologies, including hybrid-electric regional aircraft.
Australia lacks a strategic framework or emissions reduction targets to help transition the aviation industry. The Emerging Aviation Technology Program seeks to reduce carbon emissions, among other goals. However, it appears to have a strong focus on freight-carrying drones and urban air vehicles, rather than fixed wing aircraft.
Building tomorrow's aircraft
Low-emissions aircraft technology has developed substantially in the last five years. Advancements include electric and hybrid aircraft (powered by hydrogen or a battery) – such as that being developed by Airbus, Rolls Royce and Zero Avia—as well as sustainable aviation fuels.
Each of these technologies can reduce carbon emissions, but only battery and hydrogen electric options significantly reduce non-CO₂ climate impacts such as oxides of nitrogen (NOx), soot particles, oxidized sulfur species, and water vapor.
For electric aircraft to be net-zero emissions, they must be powered by renewable energy sources. As well as being better for the planet, electric and hydrogen aircraft are likely to have lower energy and maintenance costs than conventional aircraft.
This decade, we expect a rapid emergence of electric and hybrid aircraft for short-haul, commuter, air taxi, helicopter and general flights. Increased use of sustainable aviation fuel is also likely.
Although electric planes are flying, commercial operations are not expected until at least 2023 as the aircraft must undergo rigorous testing, safety and certification.
Despite real efforts by some industry leaders and governments towards making aviation a net-zero industry, significant strategic and practical challenges remain. Conversion to the commercial mainstream is not happening quickly enough.
To help decarbonise aviation in Australia, industry and government should develop a clear strategy for emissions reduction with interim targets for 2030 and 2040. This would keep the industry competitive and on track for net-zero emissions by 2050.
Strategic attention and action is also needed to:
- advance aircraft and fuel innovation and development
- update regulatory and certification processes for new types of aircraft
- enhance production and deployment of new aviation fuels and technologies
- reduce fuel demand through efficiencies in route and air traffic management
- create "greener" airport operations and infrastructure
- build capability with pilots and aerospace engineers.
The emissions created by flights and itineraries can vary substantially. Consumers can do their part by opting for the lowest-impact option, and offsetting the emissions their flight creates via a credible program. Consumers can also choose to fly only with airlines and operators that have committed to net-zero emissions.
Net-zero aviation need not remain a flight of fantasy, but to make it a reality, emissions reduction must be at the heart of aviation's pandemic bounce-back. | aerospace |
https://www.visitmilitarybases.com/interesting/what-branch-of-the-military-are-the-blue-angels.html | 2022-05-20T14:09:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662532032.9/warc/CC-MAIN-20220520124557-20220520154557-00507.warc.gz | 0.934274 | 964 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__1908788 | en | Do the Blue Angels fly in combat?
Both are elite squadrons that fly supersonic fighter jets flown by pilots with combat experience and are known for their impressive flight formations and maneuvers. Based out of Florida, the Blue Angels are known for their classic navy blue and yellow F/A-18 Hornets and duel engine jet.
Where are the Blue Angels based?
Naval Air Station Pensacola, Florida
Are Blue Angels Navy or Air Force?
Blue Angels , official name U.S. Navy Flight Demonstration Squadron, U.S. Navy fighter aircraft squadron that stages aerobatic performances at air shows and other events throughout the United States and around the world. The squadron is based at the Naval Air Station (NAS) in Pensacola, Fla.
Who are the Blue Angels pilots?
F/A-18 demonstration pilots: Navy Lt. Cmdr. James Haley, of Canadian, Texas. Marine Maj. Frank Zastoupil, of Kingwood, Texas. Navy Lt. Cmdr. Jim Cox, of Chesapeake, Virginia. Navy Cmdr. Benjamin Walborn, of Reading, Pennsylvania. Navy Lt. Cary Rickoff, of Atlanta, Georgia. Navy Lt. Julius Bratton, of Woodlawn, Tennessee.
How long can you be a Blue Angel pilot?
20 | How long is a Blue Angel tour of duty? Officers on the team generally serve two to three years , while the enlisted personnel serve three to four years . Each member, both officers and enlisted, return to the fleet after completing a tour with the Blue Angels.
How much does a Blue Angel plane cost?
We, the taxpayers, can’t afford healthcare. So perhaps we should take a moment to reflect on how much these awesome Blue Angels are actually costing us. The basic acquisition price of an F/A-18 A Hornet is approximately $21 million per plane. However, after being specially equipped, each plane costs $56 million .
How much do Blue Angel pilots get paid?
We don’t get paid any differently than any other person in the military. We are all paid based on our rank and time in service. [Navy and Marine aviators earn an average of $70,550 per year.] How long do pilots serve in the Blue Angels , and does it open future opportunities?
Why do Blue Angels fly behind the others?
Among them is the U.S. Navy flight demonstration squadron known as the Blue Angels . In an effort to salute healthcare and other frontline workers, the Blue Angels are doing formation flyovers in various U.S. cities including Detroit, Chicago, and Indianapolis.
How many Blue Angels have died?
27 Blue Angels pilots
What is the fastest jet in the world?
Lockheed SR-71 Blackbird
How many Blue Angels are in a squadron?
The “Blue Angels” are the United States Navy Flight Demonstration Squadron. They also represent the US Marine Corps. The “Blue Angels” currently fly a total of 10 jets: two single-seat F/A- 18 A models, five single-seat F/A- 18 C models, one 2-seat F/A- 18 B and two 2-seat F/A- 18 D models.
Do the Blue Angels ever touch?
Two Navy Blue Angel jets touched during practice in Florida, Navy officials confirmed. 3 jet made momentary contact with the underside of No. 1′s outer wing during the Diamond 360 maneuver, a Navy spokeswoman told the News Journal. Only a minimal scratch was found, according to the News Journal.
Are there any female pilots in the Blue Angels?
Marine Corps Captain Katie Higgins made history this week by becoming the first female pilot in the 69-year history of the U.S. Navy Flight Demonstration Squadron, more commonly known as the ” Blue Angels .” While other women have been on the Blue Angels team before, Higgins is the first to be in the cockpit.
Are there any black Blue Angel pilots?
Donnie L. Cochran was the first African-American aviator selected to the United States Navy Flight Demonstration Squadron ( Blue Angels ) in 1986. Cochran later assumed command of the Blue Angels in 1994.
How many Thunderbirds have crashed?
In total, twenty- one Thunderbirds pilots have been killed in the team’s history. Only three fatal crashes have occurred during air shows, two of them in jets: The first was the death of Major Joe Howard, flying Thunderbird No. 3 (F-4E s/n 66-0321 ) on 4 June 1972 at Dulles Airport, during Transpo 72. | aerospace |
https://honeysucklecreek.net/msfn_missions/Apollo_8_mission/apollo8_intro.html | 2024-04-19T19:21:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817442.65/warc/CC-MAIN-20240419172411-20240419202411-00216.warc.gz | 0.933341 | 231 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__182128891 | en | With the pioneering flight of Apollo 8, the race to the Moon was effectively won.
Sure, the lunar landing was yet to come – but Apollo 8 faced so many unknowns and produced so many ‘firsts’, including –
• The first men to ride a Saturn V
• the first to fly higher than 850 miles
• the first to leave the Earth’s gravitational influence
• the first men to be cut off from view of the Earth
• the first men to enter lunar orbit and see the lunar farside;
• the first to leave lunar orbit and to enter the Earth’s atmosphere at lunar return velocities
• the first test of the full capabilites of the Manned Space Flight Network operating at lunar distances.
In all this, Honeysuckle Creek – with its wing site at Tidbinbilla – played a major role, being prime for LOI and TEI and tracking the spacecraft for extended periods each day.
Apollo 8 – along with Apollo 11 – ranks as one of the greatest voyages of discovery of modern times. | aerospace |
http://cmwglobal.com/aerospace.php | 2013-05-18T17:48:00 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368696382584/warc/CC-MAIN-20130516092622-00094-ip-10-60-113-184.ec2.internal.warc.gz | 0.909549 | 433 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__522598 | en | Aerospace / Defense Industry
Allowing people to travel faster and easier than ever before and serving to protect our freedoms, the Aerospace and Defense industries require exacting standards of performance and reliability. These high expectations married with the ever demanding market push toward increasing value and lower cost require manufacturers in this industry to constantly work to remove waste and increase value. Carver Machine Works manufactures critical fabrications for some of the largest Aerospace & Defense organizations in the world.
Our customers include:
- Northrop Grumman
- Howmet Castings (Alcoa)
- The United States Department of Defense
- Spirit Aerosystems
Our ability to meet stringent specifications and tolerances with various materials makes us the clear choice to meet the fabrication needs of your next project.
Our unique material skills sets, robust quality systems and cost effective manufacturing techniques give us the ability to build components to the highest standards and tolerances.
Through our AS9100 total quality system and our continuous improvement program, we’ve developed proven fabrication processes that ensure proper training, supervision, material tracking, segregation of operations and accountability to effectively produce repeatable quality.
Our quality staff has extensive experience in our industry and is actively involved throughout contract review, specification evaluation, procurement, design, planning and manufacturing.
Carver Machine Works is a NADCAP certified facility and maintain their certification in fusion welding. Nadcap (The National Aerospace and Defense Contractors Accreditation Program) is a global cooperative standards-setting program for aerospace engineering, defense and related industries.
The Nadcap program as a part of PRI (Performance Review Institute) was created in 1990 by the Society of Automotive Engineers and is headquartered in Warrendale, Pennsylvania. Nadcap's membership of "prime contractors" convene to coordinate industry-wide standards for special processes and products. Through the Performance Review Institute, Nadcap provides independent certification of manufacturing processes for the industry. PRI's mission is to "provide international, unbiased, independent manufacturing process and product assessments and certification services for the purpose of adding value, reducing total cost, and facilitating relationships between primes and suppliers.” | aerospace |
https://globalsolarsupply.com/enervenue-bringing-metal-hydrogen-batteries-to-mass-market/ | 2024-04-23T13:55:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818711.23/warc/CC-MAIN-20240423130552-20240423160552-00809.warc.gz | 0.892995 | 607 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__126535839 | en | EnerVenue, a company that specializes in metal-hydrogen batteries, has launched with $12 million in seed funding.
The investment enables EnerVenue to accelerate the development of its safe, maintenance-free and cost-efficient clean energy storage solution. Based on technology proven over decades under extreme aerospace conditions – including powering the International Space Station and Hubble Space Telescope – EnerVenue now brings metal-hydrogen batteries to the mass market with compelling financial and performance advantages over lithium-ion and other incumbent renewable energy storage alternatives.
“As an example of metal hydrogen batteries, nickel-hydrogen batteries have proven to be an incredibly powerful energy storage technology – albeit an expensive one – for the aerospace industry over the past 40 years,” says Dr. Yi Cui, chairman and chief technology advisor at EnerVenue.
“The performance and longevity of nickel-hydrogen batteries is well-established and second to none. We’re now able to deliver the same performance and durability at a breakthrough competitive price using new low-cost materials,” he adds.
Renewable energy generation is expected to account for more than half the world’s power supply by 2035, rising to 75% by mid-century. The cost of lithium-ion batteries has decreased quickly and markedly, enabling more enterprises and utilities to harness renewable energy sources at scale. However, lithium-ion batteries – as well as lead-acid or redox flow alternatives – incur relatively high operating expenses, struggle in extreme hot or cold climates, have a limited lifespan, and can impose safety and environmental challenges. The EnerVenue’s metal-hydrogen batteries can last more than 30 years, with cost-per-kilowatt-hour cycles as low as a penny.
The EnerVenue metal-hydrogen batteries are developed for large-scale renewable and storage applications and designed to be:
-Durable: Operates in -40° to 140°F ambient temperatures; 30+ year lifespan; 30,000+ cycles without degradation; excellent overcharge, overdischarge, and deep-cycle capabilities
-Safe: No fire or thermal runaway risk; no toxic materials; easy to recycle
-Flexible: Broad charge/discharge range of C/5 to 5C; future-proof with no limitations on use cases; scalable form factor for grid-scale implementations
-Maintenance-free: No moving parts; 30+ year lifespan with no routine maintenance or augmentation
-Affordable: Low-cost materials; CAPEX that beats lithium-ion learning curves; no ongoing maintenance costs
-Proven: Nickel-hydrogen batteries have completed more than 200 million cell-hours in orbital spacecraft and more than 100,000 charge/discharge cycles
Photo: EnerVenue’s landing page
The post EnerVenue Bringing Metal-Hydrogen Batteries to Mass Market appeared first on Solar Industry. | aerospace |
https://forums.liveatc.net/pilotcontroller-forum/civil-air-patrol/ | 2017-02-19T18:45:16 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501170249.75/warc/CC-MAIN-20170219104610-00343-ip-10-171-10-108.ec2.internal.warc.gz | 0.987928 | 79 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__276192688 | en | I'm think I'm going to join a chapter here in the Dallas area.
I am excited to start working on the requirements to be able to start building stick time
. Plus the aircraft rental is incredibly cheap.
I have never really heard much about it until a few months ago, so I wanted to see if anyone here had thoughts, opinions, stories, etc. about it. | aerospace |
http://www.news.com.au/world/breaking-news/curiosity-gets-set-for-next-mars-move/news-story/fa66b4834fd4a916505dc44d6f321ebd | 2017-07-26T12:35:09 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549426161.99/warc/CC-MAIN-20170726122153-20170726142153-00660.warc.gz | 0.951225 | 335 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__173642043 | en | THE Mars rover Curiosity is preparing to roll again after it completes its health checkups, project managers say.
Since landing in an ancient crater near the Martian equator on August 5, the car-size rover has trekked more than the length of a football field, leaving wheel tracks in the soil.
The most high-tech rover sent to the red planet, it spent the past month testing its instruments before embarking on a mission to examine whether the environment could have been hospitable to microbial life.
Mission manager Jennifer Trosper said the six-wheel Curiosity has "performed almost flawlessly" so far.
It still has to do a final check of its robotic arm and aim its camera to track one of Mars's moons, Phobos, crawling across the face of the sun before hitting the road at the weekend.
"The plan is to drive, drive, drive," said Trosper of the NASA Jet Propulsion Laboratory, which manages the $US2.5 billion ($A2.4 billion) mission.
Curiosity is headed toward a spot called Glenelg where three types of terrain meet. Along the way, it will select rocks to study and scoop up soil. Within a month or so, it plans to use its robotic arm to drill into rocks.
The rover's ultimate destination is Mount Sharp, a mountain rising from the crater floor, but it was not expected to journey there until the end of the year.
The base of Mount Sharp appeared to contain signs of past water, providing a starting point to search for the chemical building blocks of life.
Originally published as Curiosity gets set for next Mars move | aerospace |
https://alsadeemastronomy.ae/sunspot-monitoring-july-17-2017/ | 2024-02-23T13:00:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474412.46/warc/CC-MAIN-20240223121413-20240223151413-00158.warc.gz | 0.961845 | 177 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__76116239 | en | Here are today’s solar images taken from Al Sadeem Observatory, July 17, 2017.
The sky was partly hazy and experienced intermittent light to moderate winds, making the seeing and transparency fair at the time these images were taken.
Active regions, AR2665 and AR2666 have decayed its trailing spots while rotating towards the Sun’s western limb; indicating a further decrease in solar activity. Several small B-class and C-class solar flares associated with AR2665 were recorded over the past 24 hours which are non-Earth directed and have insignificant effect to Earth. The latest sunspot number (based on visual count and Wolf number calculation) is 22.
With this stance, space weather agencies forecast a relatively low solar activity with chances of minor flaring activity. Close monitoring is being conducted by numerous space weather agencies for any significant development. | aerospace |
https://gomovies.video/en/movies/flight-of-the-phoenix-2118663 | 2023-11-28T15:54:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099892.46/warc/CC-MAIN-20231128151412-20231128181412-00741.warc.gz | 0.861769 | 260 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__17107644 | en | Watch ‘Flight of the Phoenix’ Online. When an oil rig in the Gobi Desert of Mongolia proves unproductive, an aircraft crew are sent to shut the operation down and fly them out. On the flight out over the desert on the way to Beijing, Capt. Frank Towns and co-pilot A.J. are unable to keep their cargo plane, a C-119 Flying Boxcar, in the air when a violent sandstorm strikes. Crash-landing in a remote uncharted part of the desert, the two pilots and their passengers -- a crew of oil workers and a drifter -- must work together to survive by rebuilding the aircraft. Soon, low supplies and a band of merciless smugglers add even greater urgency to their task.
- Genre: Action, Adventure
- Country: United States
- Director: John Moore
- Cast: Dennis Quaid, Tyrese Gibson, Giovanni Ribisi, Miranda Otto, Tony Curran, Sticky Fingaz, Jacob Vargas, Hugh Laurie, Scott Michael Campbell, Kevork Malikyan, Jared Padalecki, Paul Ditchfield, Martin Hindy, Bob Brown, Anthony Brandon Wong, Derek Barton, Jim Lau, Yi-ding Wang, Kee-yick Cheng, Vernon Lehmann, | aerospace |
https://jmcchesneywrite.wordpress.com/2012/09/12/nasa-wednesday-mbsu-installation-complete/ | 2018-03-24T02:21:31 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257649627.3/warc/CC-MAIN-20180324015136-20180324035136-00605.warc.gz | 0.945236 | 216 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__250046220 | en | On Wednesday, September 5 Expedition 32 was conducting a 6 hour spacewalk to finish the installation of the MBSU (Main Bus Switching Unit). The walk was conducted by NASA Flight Engineer Sunita Williams and Japanese Aerospace Exploration Agency astronaut Aki Hoshide.
The original installation was delayed due to a possible misalignment and damage to threads where a bolt needed to be placed. They also installed a camera on the International Space Station robotic arm, Canadaarm 2.
The MBSU is a 236 unit that relays power from the stations solar arrays to the systems. The previous spacewalk on August 30th lasted 8 hours and 17 minutes, the third longest spacewalk in history. That spacewalk ended with those astronauts bolting the unit into place on the truss.
The spacewalk was the 165th in conjunction with space station assembly and maintenance.
It’s amazing everything they can do above the atmosphere. I get excited when NASA is busy because it shows that there is still hope to continue our exploration of the unknown. | aerospace |
https://www.greenlaunches.com/transport/british-family-sets-a-flight-record-with-a-solar-powered-plane.php | 2022-12-09T06:26:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711390.55/warc/CC-MAIN-20221209043931-20221209073931-00587.warc.gz | 0.976847 | 258 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__231420206 | en | British Family sets a flight record with a solar powered plane
The Cardozo family, comprising of Gilo Cardozo, 30, his brothers Cosmo, 26, and Damian, 39, along with Damian’s daughter Tilly, 17, and five other pilots set a new record with a solar powered flight. They traveled 1,242 miles from Monte Carlo to Morocco in an electric paramotor powered by the sun. The journey lasted for 15 days and took them through France and Spain and even over the shark-infested waters of the Straits of Gibraltar. The plane used electric paramotors powered by lithium polymer batteries, which were charged in rotation using 12 solar panels on top of a support vehicle.
The team took it in turns to pilot the craft, and also flew three other bioethanol-powered paramotors, covering on average 130 miles a day at a top height of 5,000 feet. While the Cardoza family flew to their destination, their friends followed them by road to till the last leg of the flight. This flight was made to raise funds for the charity Ataxia UK after three of their six children were diagnosed with the condition. The solar electric flight has raised nearly £10,000 for the charity. | aerospace |
https://www.sanalsavunma.com/chengdu-j-20-fighter-aircraft/ | 2024-02-22T17:03:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473824.13/warc/CC-MAIN-20240222161802-20240222191802-00883.warc.gz | 0.949217 | 986 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__123674749 | en | Chengdu J-20 fighter aircraft is a fifth generation jet with a dual LCD screen cockpit, heads-up display, and traditional throttle and stick controls. The Chengdu J-20 may have secondary ground attack capability. The main reason for the J-20’s low-cost is that it is a capable air superiority fighter. A wing-mounted laser rangefinder can determine the exact location of a target. The pilot can fly the jet using traditional throttle and stick controls. The active electronically scanned array (AESA) radar can transmit information about a target to the fire control system.
The J-20 will feature tricycle-type landing gear
Its main and nose gear legs will be single wheeled. When the aircraft takes off, the main and nose gear legs will retract into the fuselage section. The plane can climb at 304 meters per second. The Chengdu J-20’s range and service ceiling will be 3,000 km. The plane is expected to reach Mach 2.55. The military hopes the J-20 will be operational by 2020.
The Chengdu J-20’s advanced composites engine is said to be superior to the F-22 Raptor’s F119 engine. The Chinese government claims that the new engine will have the same capabilities as the Pratt & Whitney F119 engine that powers America’s top air superiority fighter, the F-22 Raptor. The J-20 is thought to be the result of Chinese cyberespionage and has a similar layout to that of the F-22.
The J-20 has been modified over the years
In 2014, the People’s Liberation Army Air Force made some changes to the aircraft’s prototypes. The main modifications were to change its stealth coating, restructure the vertical stabilizers, and make it lower observable. The WS-10C engine is expected to significantly increase the J-20’s capability. The new wingtip design is the biggest change.
The J-20 is a canard-delta configuration with a blending of the fuselage and twin tails. Its fuselage is low-profile and canard delta design reduces radar cross-section. The wingtips are integrated in the rear portion of the aircraft. The Chengdu J-20 has large fuel tanks. Its speed will be higher than the American F-22 Raptor.
The J-20 will feature a glass cockpit, bubble-shaped canopy, and two liquid-crystal displays. The cockpit features a head-up display and two liquid crystal displays. The cockpit features a conventional layout and is designed to be operated by traditional stick and throttle systems. While China’s military aircraft have been a long-time dependent on the Soviet Union, the J-20 will have significant advantages over those of the US and Russia.
The J-20 is an advanced and powerful aircraft with a powerful PL-12C/D air-to-air missile. The Chengdu J-20 is similar to the Lockheed F-22 and its capabilities have influenced its design. The Chengdu J-20 is a stealthy jet that is capable of climbing 304m per second. While its capabilities are impressive, there are still some unanswered questions about its future use.
Chengdu J-20 Fighter Specifications
The Chengdu J-20 fighter is a new multirole aircraft that is still under development. The J-20 was originally scheduled to enter the PLA’s arsenal in 2015, but that was postponed due to a variety of reasons. The latest version of the aircraft is dubbed the J-20B, and it only has thrust vectoring control. The military is interested in the new J-20B because of the increased capability of the aircraft.
The Chengdu J-20 fighter specifications are being kept under wraps until the actual launch takes place. The Chinese military has been developing indigenous offerings for decades, but it is only in the past several years that it has begun implementing them into their combat arsenal. The Chinese military has begun the process of modernization and is currently working on a stealth jet. The Chinese aerospace companies in Shenyang, Beijing, and Chengdu have developed many advanced aircraft, including the F-35, which is believed to have been driven by cyberespionage.
The Chengdu J-20 has long fuselage dimensions with an exterior length of 23 meters and a diameter of two meters. Its carved nose section, redesigned vertical stabilizers, and stealth coating were all unveiled during the Airshow China 2018. The plane is also designed to fly at high altitudes and with high instabilities, requiring sustained pitch authority. If the tail-plane were used, its efficacy would be diminished. The Chengdu J-20 will feature a canard that will deflect the opposite angle of attack and prevent stalling. | aerospace |
https://jetclass.com/fleet-details/legacy-600 | 2023-09-25T21:00:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510085.26/warc/CC-MAIN-20230925183615-20230925213615-00863.warc.gz | 0.93228 | 288 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__208220434 | en | an aircraft you can rely on
The Legacy 600 is based on the ERJ 135 model, with avionics from ERJ 140 model, includes added range with extra fuel tanks in the tail and forward of the wing, added winglets and an extensive drag reduction.
It is certified to 41,000-foot (12,000 m) altitude versus 37,000 feet (11,000 m) for the airline configuration. The Legacy carries 16 passengers for 3,050 nautical miles (5,650 km) or 8 passengers for 3,450 nautical miles (6,390 km).
The Legacy 600 competes on the upper end of the small to mid sized range of business jets. It has nearly the opposite design progression as the rival Canadair Challenger. The Legacy 600 was derived from the established ERJ family of regional jets. Both lines of aircraft are competitors. Embraer has since launched an extensive lineup of business aircraft, from the entry-level Phenom 100 to the Lineage 1000, a very-long-range business jet version of the company's 100-seat E-190.
In seven years of service, Embraer have delivered over 150 Legacy 600 aircraft in more than 20 countries. It has seating for 13 passengers in three partitioned sections. In the cockpit, the Legacy also includes a Honeywel Primus 1000 avionics suite, with a fullglass cockpit. | aerospace |
https://www.174attackwing.ang.af.mil/News/Article-Display/Article/3071421/brazilian-air-force-visits-hancock-field/ | 2023-03-20T12:53:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943483.86/warc/CC-MAIN-20230320114206-20230320144206-00458.warc.gz | 0.965827 | 698 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__142524668 | en | Hancock Field Air National Guard Base, NY --
HANCOCK FIELD AIR NATIONAL GUARD BASE, SYRACUSE, NY. – The 174th Attack Wing hosted a delegation of eight officer and enlisted leaders from the Brazilian Air Force’s Aerospace Operations Command on June 6 at Hancock Field Air National Guard base.
Gen. Heraldo Luiz Rodrigues, the commander of the command, known by its Portuguese acronym of COMAE, and his team visited the base visit to gain a better understanding of the remotely piloted aircraft program.
The visit was conducted through the National Guard’s State Partnership program which teams state National Guard’s with foreign militaries.
New York initiated a state partnership with Brazil in 2019 and has conducted regular exchange visited yet.
The Brazilian, accompanied by Brig Gen. Denise Donnell, the Commander of the New York Air National Guard, were guided around the base by Col. William McCrink III, 174th Attack Wing commander.
McCrink started the visit with a mission briefing. Then Rodrigues and his team were then given a base tour that started with an up close look at MQ-9 Reaper maintenance.
Master Sgt. Eric Wintersteen, the 174th Maintenance group crew chief was performing an airframe and engine inspection on the MQ-9 when the Brazilian team arrived.
Wintersteen discussed the details of the inspection and all the parts required to be changed on the aircraft. He also explained what the inspection tracking process is and how maintenance is performed.
“We were able to showcase what we do and talk about maintenance to pilots from another country, “Wintersteen said. “They were interested and engaged.”
The visit continued at the 174th Formal Training Unit or FTU. The FTU provides training to pilot and sensor operators MQ-9 operations.
Next the team visited the 152nd Air Operations Group. The 152nd works with the Active Air Force’s 603rd Air Operations Group at Ramstein, Germany. The 152nd works with the 603rd to plan air operations.
Lastly, the visit included a tour of the 274th Air Support Operations Squadron. The 274th, whose Airmen work with fighter pilots and MQ-9 operators to provide close air support to ground forces, is part of the 107th Attack Wing. While the 107th is based at Niagara Falls Air Reserve station, the 274th calls Hancock Field home.
Rodrigues said his team got everything they wanted out of the visit.
“We’re really interested to improve relations between us and Air National Guard,” Rodrigues said. “These opportunities are very important to us.”
Donnell, said that hosting the Brazilians was important for the New York Air National Guard as well.
New York Airmen learn from the Brazilians and it is also a way to advance United States military-to-military relationships, she added.
“We are very committed to strengthening our relationship,” Donnell said.
The State Partnership Program was originally designed to link American state National Guard’s with the militaries in former Soviet allied nations. Since then it has grown to partnerships with 93 nations.
Along with the Brazilian partnership, the New York National Guard also has a partnership with South Africa and a bi-lateral training exchange relationship with Israel. | aerospace |
http://www.peacenext.org/profiles/blogs/chandrayaan1-indias-first | 2013-12-19T14:22:16 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1387345764241/warc/CC-MAIN-20131218054924-00038-ip-10-33-133-15.ec2.internal.warc.gz | 0.924681 | 320 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__108143255 | en | Chandrayaan-1, India's first mission to Moon, was launched successfully on October 22, 2008 from the Satish Dhawan pace Centre, SHAR, Sriharikota. The spacecraft initially orbited around the Moon at a height of 100 km from the lunar surface sniffing for chemical, mineralogical and photo-geologic mapping of the Moon. The height was later increased to 200 km, The spacecraft carried 11 scientific instruments built in India, USA, UK, Germany, Sweden and Bulgaria.
Here is a recall of what Chandrayaan found on the moon:
Chandrayaan, India's solo mission to the moon, is symbolic of India's footprints on the Moon. Among the major breakthrough findings, country's first ever Moon probe, established the fact that there is water on the Moon.
Chandrayaan, India's solo mission to the Moon, is also symbolic of country's footprints on the celestial body. On the second anniversary of Chandrayaan-1 launch, we recreate the magic of India's mission to the Moon.
Among the major breakthrough findings, country's first ever moon probe, established the fact that it generates water; that there is iron in its rock like structures; and that Apollo, the US fourth mission was not hoax.
The next sequel of the moon quest then boils down to the query if Moon is fit for habitation. NASA recently bombed Moon surface and has yet to come back with detailed findings on water probe. Chandrayaan established that water on the Moon is in molecular form and not in moisture or gas form. | aerospace |
http://www.kenbonyo.com/everything-you-need-to-know-about-drones-in-kenya/ | 2018-03-22T17:23:54 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647901.79/warc/CC-MAIN-20180322170754-20180322190754-00601.warc.gz | 0.949402 | 1,039 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__2574260 | en | Drones have become the hottest new thing in Kenyan skies. Last year was the year of the drones, causing widespread media interest, commercial interests and an increasing community of hobbyists in the country.
Basically, a Drone, formally known as a UAV (Unmanned Aerial Vehicle) is defined as an unmanned aircraft which is remotely controlled or can fly autonomously through software embedded flight plans with the aid of GPS (Global Positioning Systems)
“I believe Drones can play a big role in the security of this Nation”
The use of drones/UAVs has commonly been associated with the military but drones can also be used for surveillance, photography among other things.
As technology becomes cheaper, powerful and more accessible, the interest for acquiring drones is rapidly increasing. For example, The Dji Phantom, the most popular and consumer friendly sells for around 1000 US Dollars online. Other popular drones like the Quanum Nova and the AR Drone sell for as low as 400 USD and 300 USD respectively.
Most recently, the UAVs have come into consideration for a number of commercial and recreational uses. Drones are starting to make a regular appearance at elite events like weddings, parties and other public gatherings in the country. Drones are slowly being endorsed as the best devices to capture some extra-ordinary candid moments and to give the montage a cinematic effect.
In aerial photography and filming, the use of UAVs has several benefits including safety, zero carbon emissions, reduced interference, maneuverability, convenient set up and so on.
Drones can also be used for protecting wildlife and for search and rescue. An Injured victim of a car accident in Saskatchewan, Canada, in May 2013 was saved by a search and rescue drone after a ground search and an air ambulance helicopter had failed to find him.
In South Africa’s Hluluhwe-imfolozi Park, poaching incidents have reduced by 92 percent after the introduction of drone surveillance in the park.
The most pressing questions that arise from UAV use aren’t typically concerned with what they can do or how people are using them, rather what they mean to our privacy.
There is increasing debate on the legality of drones in Kenya and whether or not they should be banned from private use. There is currently no law in Kenya prohibiting the use of UAVs in Kenya hence many people argue that their use should not be criminalized or penalized.
“It is true that we don’t have regulations. So the authority is not licensing any drones at the moment. In fact, any drone or small aircraft seen at public functions is being operated illegally”
However, this is not the case as an Austrian tourist was recently arrested at the Amboseli National Park for using his personal drone to take pictures The tourist was fined 50,000 Kenya shillings, after he plead guilty to the charges brought against him.
“It is true that we don’t have regulations. So the authority is not licensing any drones at the moment. In fact, any drone or small aircraft seen at public functions is being operated illegally,” Communications Manager of the Kenya Civil Aviation Authority (KCAA), Mutia Mwandikwa tells the Daily Nation
“Since there is a security dimension to the use of drones, we will have to involve the military and the Department of Defence. The Communication Authority of Kenya will also be involved as radio frequencies are used to control the drone” he said
Recently, the Government through the Kenya Civil Aviation Authority (KCAA) issued a notice on Unmanned Aerial Vehicles in the country
The notice issued in March this year reads as follows:
The Kenya Civil Aviation Authority (KCAA) has noted with concern the proliferation of Remotely Piloted Aircraft (Unmanned Aerial Vehicles) in the Kenyan Airspace that are operated by various entities or individuals.
It should be noted that operation of all aircraft within the Kenya airspace or at any point in Kenya is subject to regulatory approval and/or authorizations by the Kenya CivilAviation Authority.
It is hereby notied that, with immediate e‑ect all institutions/entities or individuals intending to procure, test or operate Remotely Piloted Aircraft must:
Seek approval from the Ministry of Defense.
Obtain authorization from Kenya Civil Aviation Authority.
Request for approval shall be sent to the following address:
The Principal Secretary
Ministry of Defense
P.O. Box 40666-00100
Applications for authorizations shall be sent to the following address:
The Director General
Kenya Civil Aviation Authority
P.O. Box 30163-00100
It should be noted that authorizations to operate remotely piloted aircraft will only be considered by the Authority following approvals by the Ministry of Defense.
Joseph K. Chebungei
Ag. DIRECTOR GENERAL
What’s your opinion on Drones? Kindly let me know in the comments section below!
Related Article: A Young Man’s Dream to Master the Art of Drone Photography | aerospace |
http://successpeople.bornwin.net/qa-what-is-the-first-vehicle-to-be-airborn/ | 2023-12-06T08:05:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.31/warc/CC-MAIN-20231206063543-20231206093543-00187.warc.gz | 0.861374 | 257 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__48804820 | en | Question by ephstigers: what is the first “vehicle” to be airborn?
over a century before Orville and Wilbur Wright made history two others men went “up up and away” what is the first vehicle
Answer by Kyle M
# Yuan Huangtou, Ye, first manned kite glide to take off from a tower — 559
# Abbas Ibn Firnas (aka Armen Firman), Al-Andalus, first parachute flight — 852
# Abbas Ibn Firnas, (aka Armen Firman), Al-Andalus, first hang glider and first scientific attempt at glide — 875
# Eilmer of Malmesbury, a monk who flew a glider from an Abbey in the early 11th century
# Lagari Hasan Çelebi, first manned rocket aircraft — 1633
# Hezarfen Ahmet Celebi, Istanbul, Turkey, first fully successful manned glider flight; 17th century
# Pilâtre de Rozier, Paris, France, first trip by a human in a free-flying balloon (the Montgolfière). 9 km covered in 25 minutes. October 15, 1783
Give your answer to this question below! | aerospace |
https://www.afraa.org/cooperation-to-power-europes-next-generation-fighter-ngf/ | 2023-11-30T23:49:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100258.29/warc/CC-MAIN-20231130225634-20231201015634-00678.warc.gz | 0.924785 | 536 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__82668942 | en | MTU Aero Engines, Safran Aircraft Engines, and ITP Aero came to an overall agreement on the cooperation to provide a jointly developed, produced and supported engine to power the Next-Generation Fighter (NGF), which is a core element of FCAS (Future Combat Air System).
ITP joining the program as a main partner of MTU’s and Safran’s new joint venture EUMET will allow an equal workshare between France, Germany and Spain. EUMET will be the sole prime contractor with the nations for all engine activities related to the Next-Generation Fighter, with ITP Aero acting as main partner.
“We have set a reliable and solid framework for pragmatic and focused decisions among the partners over the entire life-cycle of the engine”, commented Michael Schreyögg, Chief Program Officer of MTU and first Chairman of the Shareholders’ Meeting of EUMET. He continued. “Having reached this we will jointly focus on the major next steps ahead: Securing the contract for the demonstrator phase during the next few months and ramping up development activities in line with our highly ambitious timeline until 2040.”
“FCAS is a highly strategic program, enabling to maintain our fundamental competencies in military engines, while also strengthening national and European defense capabilities”, noted Jean-Paul Alary, Chief Executive Officer of Safran Aircraft Engines. “As leader of the NGF engine design and integration, Safran Aircraft Engines is looking forward to building solid foundations and strengthening the partnership with MTU and ITP Aero teams.”
“Today’s agreement marks a very relevant milestone for ITP Aero and the FCAS program. We believe this program will be instrumental for ITP Aero moving forward, showcasing the role and capabilities of the Spanish defence industry within the future of Europe’s defence. We look forward to working with our partners Safran and MTU Aero”, commented Carlos Alzola, CEO ITP Aero.
Within EUMET, Safran Aircraft Engines will lead the engine’s overall design and integration, while MTU Aero Engines will lead the engine service activities. ITP Aero will be fully integrated into the design of the engine and develop the low-pressure turbine and the nozzle amongst other items.
According to the timetable defined by the national authorities, the next Research & Technology phase (R&T 1B/2) should pass the national approval processes by the middle of this year in order to move the FCAS program to the next level.
Source: MTU Maintenance | aerospace |
https://www.mitchellaerospacepower.org/aerospace-advantage-podcast | 2021-05-07T21:59:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988828.76/warc/CC-MAIN-20210507211141-20210508001141-00496.warc.gz | 0.928561 | 3,767 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__26771116 | en | May 1, 2021
Episode 21 Summary:
Join the Mitchell Institute experts for the third installment of “The Merge.” This is your opportunity to hear from leading experts in the air and space community regarding top issues that are in today’s national security debate. This episode introduces Matt Donovan, Mitchell Institute’s new lead for its Spacepower Advantage Research Center and explores his take on the challenges and opportunities facing Space Force and Space Command. Mr. Donovan joins Mitchell after serving as the Undersecretary of Defense for Personnel and Readiness, the Under Secretary of the Air Force, and as a staff member on the Senate Armed Services Committee. The Mitchell team also explores new trends that are emerging in the air-to-ground munition realm—a very dynamic field given the return of peer competition.
April 24, 2021
Episode 20 Summary:
In episode 20 of the Aerospace Advantage podcast: “Command Perspective: The Royal Air Force.” Air Chief Marshall Sir Mike Wigston, the head of the Royal Air Force, sits down with Mitchell Institute dean Lt Gen (ret) Dave Deptula and executive director Doug Birkey for an in-depth conversation regarding key opportunities and challenges facing his service. This is an incredibly encompassing dialogue, exploring everything from new aircraft investment decisions and national security space perspectives, to NATO’s future vector and the global threat environment from a UK perspective. In an era where no air force flies or fights alone, these insights are especially relevant to the security debate.
April 19, 2021
Episode 19 Summary:
The Mitchell Institute is pleased to release episode 19 of its Aerospace Advantage podcast: From the F-4 to the F-35: Decision Making at the Speed of Sound. From the earliest days of air combat, success demanded extreme situational awareness. Whether detecting enemy fighters first and maneuvering for the first shot, first kill advantage, or understanding how to maneuver through the threat environment to successfully net desired mission results—flying and fighting comes down to a simple reality: information advantage is life. In World War I and World War II, much of that process relied on the basics of eyesight and mental cognition. Today, it involves an array of complex, hugely powerful sensors, processing power, and teamed connectivity between mission assets. Although various generations of combat aircraft may share some resemblance, their respective ability to harness the information advantage is vastly different. Join Maj Gen (ret) Larry "Stutz" Stutzriem, Heather "Lucky" Penney, and Justin "Hasard" Lee as they discuss this evolution from their personal perspectives via the F-4, F-16, and F-35.
April 11, 2021
Episode 18 Summary:
The Mitchell Institute is pleased to release episode 18 of its Aerospace Advantage podcast: Flying and Fighting in the B-2: America’s Stealth Bomber. Join us for an in-depth conversation with seasoned B-2 pilots Col Keith Butler, Commander of the 509th Operations Group, and Lt Col Christopher Conant, Commander of the 393rd Bomb Squadron of the 509th Bomb Wing. Ever since it took flight, the B-2 stands as one of the most lethal, combat-capable, and technologically advanced aircraft ever invented. It can span the globe, penetrate into the most defended airspace, strike upwards of eighty independent targets, and return home safely. This is an incredible opportunity to hear from two B-2 pilots who know what it’s like to strap into the jet and fly into harm’s way. This is an episode you won’t want to miss.
April 4, 2021
Episode 17 Summary:
The Mitchell Institute is pleased to release episode 17 of its Aerospace Advantage podcast: The Merge: Bomber Taskforce Missions, Jointness Under Attack, and Modernization Choices. Join Mitchell Institute experts for a roundtable discussion to explore the impact of Global Strike’s bomber task force missions; a showdown that is emerging between the services regarding the principles underpinning jointness; and whether 2021 will see the Air Force seek to retire more aircraft in a quest to free up resources for modernization. This a chance for you to hear about the key aerospace issues that are making headlines in Washington DC and beyond. Our goal here is to cut past the sound bites and provide you insight regarding the underlying issues at play.
April 1, 2021
Episode 16 Summary:
The Mitchell Institute is pleased to release episode 16 of its Aerospace Advantage podcast: 21st Century Long-Range Strike: A Conversation with General Tim Ray, Global Strike Command. The ability to hit any target in the world at any time is a crucial military advantage enjoyed by the United States. It puts our adversaries on notice and it reassures our allies in times of peace and secures decisive results in war. Other services and our allies don’t have this capability, so it all comes down to US Air Force bombers. Learn what it takes to sustain these incredibly complex operations, modernize the aircraft that make it possible, and innovate operational concepts that speak to tomorrow’s challenges through a conversation with the Air Force’s top leader in charge of this key mission.
March 25, 2021
Episode 15 Summary:
The Mitchell Institute is pleased to release episode 15 of its Aerospace Advantage podcast: Fear the Reaper: MQ-9 Operations Today and Tomorrow. The MQ-9 Reaper is one of the most iconic combat aircraft in modern history. Whether you call it a remotely piloted aircraft, an unmanned aerial vehicle, or a drone—this aircraft, its mission enterprise, and the people who operate it have fundamentally transformed what it means to fly and fight. Nor have all the chapters been written for this aircraft. While the MQ-9 may best be known for what it did over places like Afghanistan and Iraq in low-intensity counterinsurgency and counter terrorism operations, future years will see it rack up new accomplishments in far different operating situations around the globe. Join us for a conversation with those who fly this legendary aircraft and the experts who designed, built, and sustain it.
March 14, 2021
Episode 14 Summary:
The Mitchell Institute is pleased to release episode 14 of its Aerospace Advantage podcast: The Merge: Future of the F-35, Long Range Strike, and the Space Force. Join Mitchell Institute experts for a roundtable discussion to explore the present status of the F-35 program amidst increased scrutiny; a showdown that is emerging between the Army and the Air Force over the long range strike mission; and next steps required for the Space Force to orient itself for long term success. In air combat, the merge is when opposing fighter aircraft engage and one side emerges victorious. And we think it’s a pretty apt description for how the national security process here in DC works. There are multiple stakeholder positions in contention and people are playing for keeps. Above all, the future of our nation’s security is at stake in these debates. You’ve also got massive business deals and political equities on the line. Policy and budget decisions have seismic impacts felt for decades. “The Merge” segment of Aerospace Nation will explore these issues, with Mitchell Institute experts providing insights and analysis that are key to understanding the current state of play.
March 7, 2021
Episode 13 Summary:
The Mitchell Institute is proud to release episode 13 of its Aerospace Advantage podcast: Weather for the Warfighter: Forecasting for Mission Success. America’s national security interests hinge on weather. Few would guess this, since it’s something we take for granted, but whether we look at Gen Eisenhower choosing when to launch D-Day in the spring of 1944, or the type of munition that will be employed off an aircraft today against a fleeting, high-value target, it all comes down to weather. Join us as we speak to frontline combat pilots and technical experts to learn more about a mission many take for granted, but actually stands as a crucial lynchpin for modern combat capabilities.
February 28, 2021
Episode 12 Summary:
The Mitchell Institute is proud to release episode 12 of its Aerospace Advantage podcast: Securing Tomorrow’s Skies: A Conversation with ACC Commander General Mark Kelly. One of the Air Force’s key mission areas is gaining control of the sky—a crucial objective given that no military function can succeed if subject to attack from hostile airpower. While the service is in the midst of modernization with types like the F-35, it must also think about the capabilities it seeks to procure in future decades. General Kelly provides insights into this process and how he expects the mission to evolve given the future threat environment.
February 19, 2021
Episode 11 Summary:
The Mitchell institute is pleased to release Episode 11 of the Aerospace Advantage Podcast: Flying and Fighting with the F-35: Pilots’ Perspective. Join us as we speak with F-35 pilots Major Justin “Hasard” Lee and Capt. Kristin “Beo” Wolfe to better understand how the F-35's stealth and information dominance capabilities are changing combat aviation. Back in the day, we used to say speed is life, but today, that mantra is evolving. It is all about understanding the battle space better than your opponent—how to best position yourself to net your mission goals, while avoiding points of danger thanks to stealth and situational awareness. That’s why the F-35 is such a capable combat aircraft.
February 15, 2021
Episode 10 Summary:
Mitchell Institute's Aerospace Advantage takes you to the flight line and beyond in Episode 10: Hanging out with Unexploded Ordnance, Saddam’s Bunkers and Me: Experiences of a Fighter Pilot.
When we think about military pilots, we almost always envision them in the cockpit. However, whether helping establish requirements for new aircraft, designing fresh operational concepts, or developing attack plans, the Air Force needs folks who are first-hand operational experts. Thus, pilots find themselves rotating through the Pentagon and other associated functions in-between their flying assignments. This podcast explores one such experience through the eyes of Brig Gen Craig “Bluto” Baker, currently serving as the Vice Commander of 12th Air Force. A fighter pilot by trade and having just finished a tour as a Weapons School Instructor, General Baker found himself helping to build the Operation Iraqi Freedom air campaign. Subsequently, he was deployed to Iraq and executed after-action inspections at his recently targeted sites. So if you want to hear how he found himself hanging from the ceiling of one of Saddam Hussein’s palaces next to an unexploded bomb, tune in!
February 5, 2021
Episode 9 Summary:
Episode 9 of Mitchell Institute’s Aerospace Advantage podcast explores the future of manned-unmanned aircraft teaming—one of the biggest developments that will shape the future of air combat. Thanks to advancements in autonomy, machine learning, computer processing power, and the ability to connect and share information, unmanned aerial vehicles and traditional crewed aircraft will partner in incredibly complementary ways. Host Lt Col (ret) John Baum speaks with combat pilot Col Don “Stryker” Haley, one of the Air Force’s top experts on the subject, Col (ret) Mark Gunzinger of the Mitchell team, as well as two of the leading aerospace industry experts in this realm: Steve Fendley, president for the unmanned systems division at Kratos Defense & Security Solutions, and Mike Atwood, Senior Director for Advanced Programs at General Atomics.
January 29, 2021
Episode 8 Summary:
In Episode 8 of Aerospace Advantage, Space Force Chief of Space Operations General Jay Raymond explains his future vision for his service, challenges and opportunities in the national security space domain, and what it’s been like standing up the nation’s newest service. Host Lt Col (ret.) John Baum and Mitchell Institute dean Lt Gen (ret.) Dave Deptula also discuss the broader circumstances regarding national security space and the creation of the Space Force. Bottom line: space is vital to America’s interests and the Space Force must be empowered for success.
January 25, 2021
Episode 7 Summary:
In Episode 7, Flying The Missions: The Desert Storm Air Campaign 30 Years Later, host Lt Col (ret.) John Baum and Mitchell Institute dean Lt Gen (ret.) Dave Deptula speak with airmen who strapped into their jets and flew into harm’s way as part of the air campaign. Guests include F-16 pilot Lt Gen (ret.) “Orville” Wright, B-52 pilot Lt Gen (ret.) Mike Moeller, F-117 pilot Major Gen (ret.) Greg Feest, F-15C pilot Colonel (ret.) Rico Rodriguez, Air Force Special Operations rep Col (ret.) Randy O’Boyle, and Mr. Dale Burton, who was the Technical Lead for JSTARS. Each one of these individuals brings unique experiences to this conversation, ranging from Feest dropping the first bomb in Iraq from an F-117, or Rodriguez scoring multiple air-to-air kills against Iraq MiGs.
January 21, 2021
Episode 6 Summary:
In Episode 6, Commanding the Air War: The Desert Storm Air Campaign 30 Years Later, Mitchell hosts a conversation between Gen (Ret.) Chuck Horner and Lt Gen (Ret.) Dave Deptula, the joint forces air component commander who led the air war and his chief offensive air campaign planner. Their air campaign marked a turning point in warfare. As they walk through the planning to the execution of the first attacks, which exploited the advantages of stealth and were based on a strategy of airpower, they reflect on the implications of their success and how it would change warfare and shape the development of airpower—and counter airpower—capabilities for decades to come. This winning approach contrasts sharply with those that evolved in the conflicts of the first decades of the 2000s, in which our military became entrenched in nation-building. Given the current security challenges facing the United States, the lessons of Desert Storm are more important than ever.
January 17, 2021
Episode 5 Summary:
Episode 5, A Strategy for Success, features Gen (Ret.) Mike Loh, Lt Gen (Ret.) Dave Deptula, and Col (Ret.) John Warden describing some of the initial key actions taken in response to Saddam’s aggression. Desert Storm marked a shift in the paradigm of warfare. For centuries, a strategy of attrition was the only path to victory. Harnessing the virtues of air and space power, U.S. air forces in Desert Storm yielded peace rapidly and effectively in a way no adversary had ever imagined. This episode will discuss key events and highlight important lessons learned, as we hear firsthand from the airmen in the fight what really happened. This episode is one of a special trilogy of podcasts commemorating the 30th anniversary of Desert Storm featuring key airmen who participated in the campaign
January 11, 2021
Episode 4 Summary:
In Episode 4, Stealth, Speed, Precision, and Persistence: The Keys to the Aerospace Advantage, Join 17th Air Force Chief of Staff Gen (Ret.) John Jumper and Mitchell Institute Dean Lt Gen (Ret.) Dave Deptula to explore how the Air Force can secure maximum value for every dollar it invests. In conversations with Aerospace Nation host Lt Col (Ret.) John Baum, these seasoned leaders explore the intersection between technology, concepts of operation, and a continual quest to pursue smart solutions, not just pure mass. A central part of the conversation focuses on cost-per-effect analysis and covers a wide range of air operations—from the skies over Vietnam and Desert Storm, to Kosovo and Afghanistan. These leaders also explore key investment areas that should be prioritized to best address tomorrow’s challenges.
December 28, 2020
Episode 3 Summary:
In Episode 3, host John Baum looks at what drives national security requirements. Things like combat aircraft and national security space constellations don’t exist for their own purposes—they speak to a need. It all comes down to the mission of deterring conflict, favorably shaping engagements with adversaries, reassuring allies, and winning decisively when war comes. That takes smart combat power—of which air and space options are crucial. Former Under Secretary of Defense for Policy Dr. Jim Miller discusses the threat environment and makes the case for a broad range of military capabilities, including aerospace power. Mitchell Institute Director of Studies Maj Gen (Ret.) Larry Stutzriem provides a military senior leader perspective, discussing how national security policy requirements translates to strategy and operational concepts.
December 14, 2020
Episode 2 Summary:
In Episode 2, host John Baum asks a crucial question: “Why is the Air Force aircraft inventory so small and old?” In gaining better insight regarding how we got here, the episode also emphasizes important lessons that will prove crucial to the service as it seeks to buy the next generation of combat aircraft.
To dig into the details surrounding this challenge, Baum speaks with individuals who had a front-row view of key historic decisions, including Col (Ret.) Mark “Gonzo” Gunzinger, the Mitchell Institute’s Director of Future Concepts and Capability Assessments, and Gen (Ret.) John Corley, former Air Combat Command Commander.
The F-22 production termination saga serves as a key case study in this episode, with General Corley offering direct insight from his leadership vantage. This is an opportunity to find out what went down and why from those who were there. Most importantly, we need to learn how the Air Force can recover and reset for future success.
November 23, 2020
Episode 1 Summary:
In Episode 1 of the Aerospace Advantage, the host John “Slick” Baum lays out the case for Aerospace power. Slick starts from the beginning, and speaks with Lt Gen (ret.) David Deptula to explain the importance of aerospace power. He then interviews the Mitchell Institute for Aerospace Studies’ Executive Director Douglas Birkey to fully develop the fundamental theories of aerospace power. Doug covers the history of aerospace theory and leads us to today’s problem of an aging fleet and an unfunded Space Force. Slick ends the episode with laying out the threats that the US faces in the aerospace domains, and how the United States is taking these threats head-on. | aerospace |
https://www.sheriff-george.net/wordpress/2017/08/11/august-11-2017/ | 2018-03-20T15:37:28 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647498.68/warc/CC-MAIN-20180320150533-20180320170533-00799.warc.gz | 0.913932 | 121 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__142488099 | en | Hey, I’ve got my NASA kap!!!!
Yup, that would be me, the first basset astronaut.
Heh, heh, look what I found in outer space…
alien bassets!!!!!…with an alien kap, of course.
I just hope those aliens don’t steal all the treats and food!
Basset oh bassets, there sure has been a lot of rain in the last thirty days. Dad and I have to avoid a lot of mud spots. We all know what summer moisture brings, mosquitoes…blah. | aerospace |
https://www.thebalance.com/top-drone-stocks-for-investors-4144869 | 2021-06-20T09:31:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487660269.75/warc/CC-MAIN-20210620084505-20210620114505-00111.warc.gz | 0.953996 | 543 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__77373016 | en | When investment mavens drone on, it’s easy to tune them out. But when investment mavens talk drones, there’s every reason to listen. Quadrocopters, ocean robots, and the like represent a wave of high-tech you could well call high-flying tech—as much for the potential altitude of stock prices as the aircraft themselves.
To gain some perspective on where drone stocks might be headed, it pays to study the metrics behind their growing popularity. The Federal Aviation Administration (FAA) announced U.S. drone registrations passed 1 million in 2018 and have continued growing. This includes a wide variety of drones—used for photography, racing, and even search and rescue—with growth expanding into farming and package delivery.
AeroVironment is a leading manufacturer of small unmanned aircraft systems used for video surveillance and other purposes with a market capitalization of $1.8 billion in early 2019. It has a strong balance sheet with no debt, and its shares in February 2021 were trading in the $130 range, nearly double when compared to one year ago.
Because the company has divested all but its aircraft business, it is poised to capitalize on any U.S. military increase in drone spending forecast.
Northrop Grumman (NOC)
This industrial contractor fills the slot formerly held by Boeing, which is facing challenges from the 2019 grounding of its troubled 737 air fleet. Northrop Grumman is making all-weather spy drones for NATO that can operate at high altitudes and drew attention at the Avalon air show in February 2019 with the historic landing of its RQ-4 Global Hawk.
The company's drone division has a broad range of purposes, and its Polar Eye drone is mapping polar habitats in the Arctic. In February 2021, the stock is down slightly from its 52-week high of $356 but has bounced back nicely from a December 2018 low of $226.
Back in 2013, Amazon.com began making a lot of noise about Amazon PrimeAir. The service, so the e-commerce giant predicted, might someday get a package to your door within 30 minutes—via octocopter. But for all the hype, and predictions of a launch by 2015, it simply didn’t happen.
On June 5, 2019, Amazon said it will begin home delivery "in months" via self-piloted drones. The announcement did come in the same week the House Judiciary Committee announced its launch of antitrust investigations. In August 2020, Amazon gained FAA approval. While the stock price held at more than $3,000, time will tell if Amazon can keep the momentum flying. | aerospace |
http://aardvark-aardvarks.blogspot.com/2012/08/aardvark-article-from-fly-away.html | 2018-05-21T18:34:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864466.23/warc/CC-MAIN-20180521181133-20180521201133-00100.warc.gz | 0.925826 | 100 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__199926403 | en | Author wrote : " Fly Away SimulationFS2004 Braniff International Boeing 727-27CFly Away SimulationA repaint of the AI Aardvark B727-100, for AI use only. N7296 was delivered to Braniff in October 1967 and sold in January 1982. N7296 was the 475th 727 built. Repaint by Alan Campbell. Screenshot of Braniff International Boeing 727-27C on the ground. "
Read original Aardvark article | aerospace |
http://www.cankler.com.au/tag/international-space-station/ | 2017-03-29T20:58:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218191396.90/warc/CC-MAIN-20170322212951-00169-ip-10-233-31-227.ec2.internal.warc.gz | 0.884137 | 1,300 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__235031336 | en | Posted: March 29th, 2015 | Author: Michael Courtenay | Filed under: Cankler Science News, Favorite New Thought, NASA | Tags: Baikonur Cosmodrome, International Space Station, ISS, NASA, Russian Soyuz, Soyuz-TMA16M | Comments Off on Soyuz Spacecraft Launches For Year-long Mission With Russian, US Team Onboard
A Russian Soyuz spacecraft carrying three crew, including a US astronaut and a Russian cosmonaut who will be the first to spend an entire year on the International Space Station, blasted off on schedule, Russian mission control says.
The Soyuz-TMA16M spacecraft took off from Russia’s Baikonur Cosmodrome in Kazakhstan and is headed for the International Space Station :: Read the full article »»»»
Posted: August 4th, 2013 | Author: Marcus Dangerfield | Filed under: Applied Science, STANDOUT | Tags: Android, H-2B Rocket, International Space Station, ISS, Japanes Aerospace Agency, JAXA, Kirobo, Koichi Wakata, Kounotori H-II Transfer Vehicle, Tanegashima | Comments Off on JAXAs Giant Android Leap
Japan has launched a cargo-carrying rocket loaded with supplies for the crew of the International Space Station. Amongst the stock standard supplies, Japan has also sent a small companion robot for one of the country’s homesick astronauts.
Japan Aerospace Exploration Agency’s – JAXA – H-2B rocket blasted off on Sunday from the southern island of Tanegashima at 04:48 am local time, JAXA said the launch had gone to plan.
The latest launch is the 22nd for the decade old space agency, and the 3rd lift-off for the Agency’s Kounotori H-II Transfer Vehicle. It’s the first time anyone has sent an interactive robot to the space station. Sending the android into space is part of a study aimed at seeing how a non-human companion can provide emotional support for people isolated over long periods :: Read the full article »»»»
Posted: February 12th, 2012 | Author: M.Aaron Silverman | Filed under: Cankler Science News, NASA, National Aeronautics Space Administration, SPACE | Tags: Atlas 5 Rocket, Dream Chaser, International Space Station, NASA, Space Taxi, SpaceX | Comments Off on NASA Calls For New Private Taxis For International Space Station
NASA is looking for at least two U.S. firms to design and build space taxis to ferry astronauts to and from the International Space Station. NASA plans on investing upward of $300 million in each of the firms selected under new 21-month partnership agreements. The new program aims to build upon previous NASA investments in companies designing commercial passenger spaceships.
With the retirement of the U.S. space shuttles last year, Russia has a monopoly on flying crews to the station, a $100 billion orbiting laboratory for medical, materials science and other research.
NASA officials said plans to select at least two prospective providers for the third round of the agency’s Commercial Crew Program is contingent upon funding. The US government provided $406 million for the effort in 2012, less than half of what the space agency requested. Read the full article »»»»
Posted: November 22nd, 2011 | Author: M.Aaron Silverman | Filed under: Favorite New Thought, NASA, National Aeronautics Space Administration, Science News, Solar Stars, SPACE | Tags: Favorite New Thought, International Space Station, ISS, Mike Fossum, NASA, Russian Soyuz Capsule, Satoshi Furukawa, Science News, Sergei Volkov, Solar Stars, Video, Youtube | Comments Off on ISS Astronauts Touch Down After EPIC Stay
Three astronauts have landed safely in Kazakhstan aboard a Russian Soyuz capsule after a stay of over five months aboard the International Space Station.
American Mike Fossum, Japan’s Satoshi Furukawa and Russia’s Sergei Volkov touched down outside the remote settlement of Arkalyk just before sunrise on Tuesday after undocking from the ISS earlier in the day. It was during their stay on the ISS that a Russian unmanned Progress supply ship carrying supplies for the station crashed into Siberia in August, forcing a rethink of the timetable for manned spaceflight.
The three astronauts had spent 167 days in space – slightly more than the 161-day mission envisaged as the return was delayed by almost a week due to the Progress mishap. Russian State television pictures showed the astronauts extracted from the capsule apparently in good health.
The Soyuz capsule landed on its side rather than its bottom after its descent to Earth with a parachute, mission control said, but such a landing was not unusual. Read the full article »»»»
Posted: October 18th, 2011 | Author: M.Aaron Silverman | Filed under: Blip, Cankler, Engineered Life, Favorite New Thought, M.Aaron Silverman, NASA, Outside the Box, Science News | Tags: Bow Down, Department of Defense, International Space Station, M.Aaron silverman, NASA, New Mexico, Spaceport America, SpaceShipTwo, UP Aerospace, Virgin Galactic, WhiteKnightTwo | Comments Off on Branson Opens Spaceport America
Our favorite billionaire, Richard Branson has opened the world’s first commercial spaceport in the New Mexico desert, the new home for his company Virgin Galactic
Branson inaugurated the building by breaking a champagne bottle against the building, while rappelling down the side of it, hung 20 meters above the ground from the main terminal roof. Described by it’s builder as, the next chapter in space transportation. “Forward-thinking pioneers are developing both vertical and horizontal launch vehicles using the power of free-market enterprise. As the world’s first purpose-built commercial spaceport, Spaceport America is designed with the needs of the commercial space business in mind. Unique geographic benefits, striking iconic design, and the tradition of New Mexico space leadership are coming together to create a new way to travel into space. When it comes to outer space, New Mexico is bringing it down to earth!” Read the full article »»»» | aerospace |
https://www.squarerootnola.com/is-there-online-in-flight-simulator/ | 2023-05-28T19:47:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644506.21/warc/CC-MAIN-20230528182446-20230528212446-00462.warc.gz | 0.912167 | 599 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__248370765 | en | Is there online in Flight Simulator?
The answer is yes. Microsoft Flight Simulator 2020 has online multiplayer. True to its realistic sim routes, the game doesn’t have direct competitive or cooperative rulesets.
Is Msfs offline?
Microsoft Flight Simulator is best with internet, but you can play it offline. Microsoft Flight Simulator on Xbox is finally here, and it looks to be an extremely impressive technical and visual showcase for Xbox Series X and Xbox Series S.
How accurate is Microsoft Flight Simulator?
The end result, as you can see, is an absolutely stunning, nigh-photorealistic recreation of almost the entire Earth, all the way down to an astonishing 3cm accuracy, plus, over 2 million cities and over 40,000 airports!
Can you be ATC in flight sim 2020?
For players looking for a fully immersive flight simulation in Microsoft Flight Simulator 2020, they can turn on the ability to talk to the ATC. Microsoft Flight Simulator is all about the journey.
Do you need Xbox Live Gold to play Microsoft Flight Simulator?
Replies (4) you don’t need an xbox console but you require an xbox account which you already have by having a microsoft account. you can then get the latest flight sim 2020 if your pc is of good spec.
What is Fsuipc?
In simple terms FSUIPC allows external applications to access many of the Microsoft Flight Simulator internal variables from simple data like pitch, roll, altitude and heading right through to weather and acceleration values.
Can you share a cockpit in flight simulator?
YourControls is a program that allows multiple people to connect their simulators into a single shared flight deck. It allows tasks to be distributed among crewmates, where one can fly the aircraft, while another handles the radios and autopilot. Doing flights on VATSIM has never been more immersive.
Can you fly in the same plane in flight simulator?
Flight Simulator Multiplayer allows you to share control of a single aircraft.
Is Msfs in real time?
Microsoft Flight Simulator contains nearly every airport across the entire globe. On top of that, its virtual rendition of Earth is basically to scale, meaning that the distance between two points in the sim is the same distance as it is in real life.
Do pilots play flight simulator?
Many pilots even polish their skills at home using video games such as Microsoft Flight Simulator. These can be played on various platforms including DOS, Windows, Classic Mac OS, and Xbox One. The 2018, 2019, and 2020 versions have proven popular with pilots.
Does Xbox series s play Flight Simulator?
Microsoft Flight Simulator is available for Xbox Series X|S and PC with Xbox Game Pass, PC Game Pass, Windows 10/11 and Steam, and also now on Xbox One and supported mobile phones, tablets, and lower-spec PCs via Xbox Cloud Gaming and a Game Pass Ultimate membership. | aerospace |
https://satellitetoday.com/launch/2021/05/25/uk-moves-significant-step-closer-to-commercial-spaceflight/ | 2022-01-17T15:58:43 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300574.19/warc/CC-MAIN-20220117151834-20220117181834-00554.warc.gz | 0.932688 | 433 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__114541870 | en | UK Moves Significant Step Closer to Commercial Spaceflight
The United Kingdom has taken a major step forward with its space ambitions as commercial spaceflight from the U.K. moves a significant step nearer. The U.K. government has confirmed that spaceports in the U.K. can be used in summer 2022, which is big news for the U.K. space sector. Developed with the UK Space Agency and Civil Aviation Authority, new regulations were laid out in the Parliament yesterday which will mean satellites and rockets can launch from U.K. soil for the first time – with spaceports planned for Cornwall, Wales and Scotland.
“This is a pivotal moment for our spaceflight ambitions. Since the start of the spaceflight program in 2017, we have been clear that we want to be the first country to launch into orbit from Europe. The laying of these regulations puts us firmly on track to see the first U.K. launches take place from 2022, unlocking a new era in commercial spaceflight for all four corners of our nation,” U.K. Transport Secretary Grant Shapps said in a statement.
Skyrora CEO, Volodymyr Levykin also hailed the news. He talked about how the U.K. has a long heritage in rocket engineering, from Black Arrow 50 years ago, to the talent spread across the globe today working in space organizations and private companies. He believes with the steps taken today and different spaceports being developed, the U.K. has an opportunity to bring much of that talent back home and inspire the next generation.
“As an Edinburgh-based company, Skyrora is proud to be helping new generations of engineers gain vital, practical experience on launch vehicles to help shape the future of commercial space,” Levykin added. Our Skyrora XL three-stage rocket is on track to be ready for launch in 2022, along with our space tug — which can play a pivotal role in efforts to clear space debris and we’re proud that we’ll be ready to offer these capabilities from U.K. soil.” | aerospace |
http://www.grc.nasa.gov/WWW/RT/RT1997/5000/5870mcnelis.htm | 2013-05-21T02:35:39 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699675907/warc/CC-MAIN-20130516102115-00010-ip-10-60-113-184.ec2.internal.warc.gz | 0.87352 | 664 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__190297948 | en | Next-generation launch vehicles demand several technological improvements to achieve lower cost and more reliable access to space. One technology area whose performance gains may far exceed others is densified propellants. The ideal rocket engine propellant is characterized by high specific impulse, high density, and low vapor pressure. A propellant combination of liquid hydrogen and liquid oxygen (LH2/LOX) is one of the highest performance propellants, but LH2 stored at standard conditions has a relatively low density and high vapor pressure. Propellant densification can significantly improve this propellant's properties relative to vehicle design and engine performance. Vehicle performance calculations based on an average of existing launch vehicles indicate that densified propellants may allow an increase in payload mass of up to 5 percent.
Since the NASA Lewis Research Center became involved with the National Aerospace Plane program in the 1980's, it has been leading the way in making densified propellants a viable fuel for next-generation launch vehicles. Lewis researchers have been working to provide a method and critical data for continuous production of densified hydrogen and oxygen.
The LH2 production process is shown in the simplified schematic. This process uses a high-efficiency, subatmospheric boiling bath heat exchanger to cool the working fluid. A near triple-point hydrogen boiling bath is used to condition hydrogen, and a nitrogen boiling bath is used for oxygen. In December 1996, Lewis engineers demonstrated successful operation of an LH2 propellant densification unit that can subcool LH2 to near triple-point conditions with this continuous process.
In October 1996, Lewis engineers demonstrated the successful ignition of an existing RL10B-2 rocket engine with densified hydrogen. The fuel pump inlet temperature for the densified hydrogen ignition demonstration test was 27 °R in comparison to 39 °R for the nominal test. The only difference in the ignition sequence between the tests was the time of ignitor activation. For the densified ignition demonstration, the ignitor was activated earlier (T+0.082 sec in comparison to T+0.27 sec for the nominal test). This was done to account for the slight increase in oxygen-to-hydrogen ratio resulting from hydrogen densification. Ignition for the nominal test occurred at 281 msec, whereas ignition for the densified test occurred at 244 msec.
This work has provided the critical steps to bring densified propellants to a technology readiness level of six. As a result, densified propellants will be flown as a flight experiment on the last two flights of the X-33 and are baselined as the fuel for next-generation reusable launch vehicles.
Lewis contacts: Nancy B. McNelis, (216) 977-7474,
and Thomas M. Tomsik, (216) 977-7519,
Authors: Nancy B. McNelis and Thomas M. Tomsik
Headquarters program office: OASTT
Programs/Projects: NASP, RLV, X-33
Table of Contents
Last updated April 15, 1998, by Nancy.L.Obryan@nasa.gov
Responsible NASA Official:
Point of contact for NASA Glenn's Research & Technology reports:
Web page curator:
Wyle Information Systems, LLC | aerospace |
http://baltimore.cbslocal.com/tag/nasa/page/2/ | 2016-09-30T07:06:26 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738662058.98/warc/CC-MAIN-20160924173742-00053-ip-10-143-35-109.ec2.internal.warc.gz | 0.856078 | 446 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__172385787 | en | US Astronaut Will Vote From Orbit If Homecoming Is DelayedThe lone American in orbit will end up voting for president from the International Space Station, if her homecoming is delayed.
Asteroid Bennu Getting First Visitor in Billions of YearsAn asteroid that may hold the key to life is getting its first visitor in billions of years.
Happy Landings: 3 Space Station Crew Members Back On EarthAfter watching more than 2,750 sunrises from above the Earth, three crew members of the International Space Station returned to the planet for a sparkling sunrise back on Earth Wednesday.
Feds Turn to NASA for Help in Managing Small Drone TrafficAs the unmanned aircraft industry continues to evolve, the United States is depending on its space agency to help manage small drone traffic close to the Earth.
Jackpot: Scientists Find Earth-Like Planet At Star Next DoorAfter scanning the vast reaches of the cosmos for Earth-like planets where life might exist, astronomers have found one right next door.
Astronaut Breaks US Record: 521 Days In Space And Counting Astronaut Jeffrey Williams has a new record for NASA under his space belt.
NASA Spacecraft Will Travel 2-Years To Collect Asteroid SamplesPerfect time capsules of the beginning, NASA hope asteroids will shed light on the early beginnings of earth.
NASA: Venus Could Have Been A Lot Like EarthImagine a second Earth. Not around a distant star, but right here in our own solar system.
Perseids Meteor Shower Set To Peak This WeekThe annual Perseids meteor shower happens every August, when Earth travels through the debris left behind by the Swift-Tuttle comet.
NASA Has Space-Eye View Of Wildfires Burning WorldwideSo far this year, the U.S. has seen almost 30,000 wildfires. Worldwide, that's a drop in the bucket.
Md. Native Astronaut Reid Wiseman Documenting Underwater Mission OnlineHe spent months in space and now astronaut Reid Wiseman is spending a couple of weeks underwater.
NASA: First Half Of 2016 Was Hottest 6 Months On RecordThe year is half over, and NASA scientists say it was the hottest six months on record. | aerospace |
https://ramidaud.com/the-future-of-deep-space-travel | 2024-04-19T11:55:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817398.21/warc/CC-MAIN-20240419110125-20240419140125-00397.warc.gz | 0.940133 | 205 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__117504014 | en | Here’s a short video that took a long time to put together. At about four months for the time-lapse portion alone, I was really excited to watch this facility transform into what it is today. VF-6 is our largest vacuum chamber facility that has been modified to test ion propulsion systems (if not the largest in the world to perform this particular task).
I’m constantly in awe of the amazing work being done here - this project is no exception. The future of long duration space flight (Not to mention a long and successful history ) is low-fuel, long range, electric ion thruster technology.
We are using our vacuum chamber to test the Hall Effect Rocket with Magnetic Shielding (HERMeS) thruster, which could propel NASA’s future vehicles to deep space. It operates at 12.5 kW; three times greater power than existing systems.
Follow us for more! @nasaglenn
Video credit: NASA/Rami Daud | aerospace |
https://mpoweruk.com/satellites.htm | 2023-09-28T09:57:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510387.77/warc/CC-MAIN-20230928095004-20230928125004-00069.warc.gz | 0.934153 | 13,942 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__20418066 | en | A satellite communications link provides "line of sight" transmission of signals between a transmitter and a remote receiver or receivers on the ground via a transponder mounted in a satellite orbiting high above the Earth such that it can be seen by both the transmitter and the receiver. Creating such a link required mastering a series of technologies which were new and radical at the time. Space was an unknown frontier. Satellites had to be placed into a precisely controlled orbits. Once in place there was no possibility of maintenance. Rocket power, guidance and control were still in their infancy when this new communications revolution was launched. Some of the relevant technologies are outlined and explained here.
Orbits and Communications
The Moon, at an altitude of 240,000 miles (386,000 kms) takes a month to orbit the Earth
A Geostationary Earth Orbit (GEO) is an orbit in which the position in sky of the orbiting object remains the same so that it appears motionless to a stationary observer on Earth. To achieve this, the orbit needs to be circular and stationed directly over the equator, with an orbital period equal to the Earth's rotational period of one sidereal day and following the direction as the earth's rotation at an altitude of 22,236.47 miles (35,786.13 kms) above the Earth.
The velocity of a satellite orbiting at this altitude is 6,877.82 mph (11,068.78.kph) and this velocity must be precisely maintained for the satellite to appear geostationary. (A sidereal day is the time scale based on the Earth's rate of rotation measured relative to the fixed stars and is equal to 23 hours, 56 minutes and 4.0916 seconds).
A Geosynchronous Orbit is also an orbit with the same period as Earth's rotation, in other words it is synchronous with Earth's rotation, but the plane of the orbit can have any inclination between 0 and 90 degrees with respect to the equatorial plane and the orbit may be elliptical rather than circular. To an observer on the ground the orbiting object appears to move North and South in the sky in an elongated 'figure of eight' centred on a fixed longitude, following the same trajectory every day and passing any particular point at exactly the same time every day. A steerable antenna may be required to maintain acceptable communications at the limits of these apparent oscillations.
For satellite communications the advantage of the geostationary orbit is that the satellite can be accessed by means of a fixed antenna and it does not need a large steerable antenna on the ground to track the satellite for optimum signal reception. In addition, because of the very high altitude of their orbits, geostationary satellites may have a very wide signal footprint covering up to 42% of the Earth's surface, with the potential to provide "line of sight" communications across oceans and between continents. In practical systems, reliable communications are not possible at the limits of this footprint but a single geostationary satellite can however provide continuous service, which can be accessed by fixed antennas, to subscribers in up to 34% of the Earth's surface. Thus they are ideal for providing low cost television broadcasting services as well as for monitoring the environment and the weather.
Disadvantages compared with Low Earth Orbit (LEO) satellites are that orbiting at a higher altitude, they need more powerful launch vehicles to put them in place and the communications system needs higher power transmitters and more sensitive receivers because of the increased path loss. Geostationary satellites also have poor signal coverage in the polar regions. See Look Angles which explains why.
For simplicity, the satellite should be launched into a geostationary orbit directly from a launch site on the equator but this is not always possible. In such cases when the satellite is launched from sites in higher latitudes, assuming it is launched at synchronous speed, it will enter a geosynchronous and possibly elliptical orbit because of the inclination of the plane of the orbit. Further orbital manoeuvres will be required to move the satellite into a geostationary orbit.
Since there must be a reasonable space between satellites to avoid collisions but more importantly to avoid harmful radio-frequency interference during operations there can only be a limited number of orbital "slots" available for GEO satellites and there are hundreds of commercial and government satellites vying for allocation of these slots and the frequency allocations that go with them.
Low Earth Orbit (LEO) satellites can be launched directly into the desired orbits and don't need the complex orbital manoeuvres required by GEO satellites to place them in position. They also require less energy to place them into orbit and they can use less powerful amplifiers for successful transmission of communications. However the potential atmospheric drag, limits the lowest practical orbital altitude to about 180 miles (300 km)
Because of their lower orbits, LEO satellites are able to distinguish details of the Earth's surface much more clearly as they are not so far away so they are ideal Earth observation, remote sensing and surveillance. For the same reason, the two way signal transmission delay is much lower than the transmission delay in GEO systems at only 4 to 8 milliseconds per hop depending on the position of the satellite.
LEO satellites however must travel at a much higher angular speeds to remain in orbit since they need a greater centrifugal force to balance the higher gravitational force experienced at the lower altitude. Thus they are non-geosynchronous and will orbit the earth several times per day. Communications will therefore be intermittent since the satellites will only be visible to observers on the ground for short period each time they pass overhead. Tracking such fast moving satellites also requires highly manoeuvrable light weight antennas, and many of them, to provide wide area radio coverage.
Another problem with communications satellites in orbits lower than geosynchronous is that a greater number of satellites are required to sustain uninterrupted transmissions. Whereas a single GEO satellite can cover 34 percent of Earth's surface, individual LEO and MEO satellites cover only between 2 and 20 percent. This means that a fleet of satellites, known as a "constellation", is required to provide a global communications network with continuous coverage.
Because of their relative simplicity and lower cost, LEO satellites are still used for many communications applications. Satellite telephone systems such as Iridium use LEO satellites because their lower orbits permit the use of relatively low power, low sensitivity telephone handsets.
The International Space Station (ISS) and the Hubble telescope are both in LEO orbits, the ISS at 260 miles (420 kms) and Hubble at 347 miles (559 kms).
Medium Earth Orbits (MEO) range in altitude from 1,200 miles (2,000 kms) up to the geosynchronous orbit at 22,236 miles (35,786 kms) which includes part of the lower and all of the upper Van Allen radiation belts. Practical orbits therefore avoid these regions.
As with all satellites in non-geosynchronous orbits, MEO satellites are only visible intermittently by observers on the ground. The higher the orbit, the greater the footprint.
Typical MEO applications are navigation, communications, and geodetic / space environment science.
The most common altitude is just above the upper Van Allen belt at around 12,552 miles (20,200 kilometres), which yields an orbital period of 12 hours, and is used for many national navigation systems such as the U.S. the Global Positioning System (GPS).
Mobile voice communications tend to occupy orbits below the upper Van Allen belt at altitudes below 8000 miles (13,000 kms)
Highly Elliptical Orbits (HEO)
HEO orbits, first proposed by British engineer Bill Hilton, allow the satellite footprint to be concentrated on specific regions of the Earth. The orbit of the Russian Molniya satellites for example which provide telephony and TV services over Russia is designed so that each satellite spends the great majority of its time over the far northern latitudes. With a period of 12 hours the satellite is available for operation over the targeted region for eight hours every second revolution. In this way a constellation of three Molniya satellites, plus one spare, can provide uninterrupted coverage.
Molniya Satellite Ground Track
The Molniya Orbit
Signal levels received from geostationary satellites diminish the further the distance the ground stations are from the equator so that communications to high latitude regions by geostationary satellites may be difficult or impossible. (See Look Angles for an explanation)
To provide acceptable signal coverage in high latitudes such as Canada and Russia whose land masses are mostly between latitudes of 50 and 70 degrees North requires very high satellite transmitter powers or alternative satellite orbits which place the satellite directly over the country.
The Highly Elliptical Orbit (HEO) specified for Russia's Molniya satellite, now called the Molniya Orbit, was designed to provide this second solution.
The Molniya orbit was inclined at 63.4 degrees to the equator and semi-synchronous making a complete revolution of the Earth every 12 hours synchronised with the Earth's rotation. Its perigee in the southern hemisphere was around 310miles (500 kms) and its apogee in the northern hemisphere was around 24,850 miles (40,000 kms).
In practice this means that the satellite makes two orbits per day during each of which it moves North and South speeding very quickly through its perigee over the oceans of the southern hemisphere, but slowly hovering around its apogee over the northern hemisphere obeying Kepler's Second Law (Law of Equal Areas) for its highly elliptical orbit. During this time however the Earth is rotating, so the satellite as seen from the Earth appears to be moving eastwards. On the first 12 hour orbit the satellite hovers for about eight hours over Canada and the USA and during the following orbit it hovers for eight hours over Russia. See the Molniya Ground Track diagram opposite.
Some would say that this allows the satellite to spy on the USA during the day and to download the information gathered to Russia during the night, but there's nothing to stop Americans doing something similar.
Molniya's main purpose however was to provide television and telephony services across Russia and into the Arctic polar region. Its high apogee enables it to provide wide coverage with a single antenna but a disadvantage of the Molniya orbit is that it is not geostationary so steerable antennas were required to send and receive the signals however this is mitigated somewhat by Molniya's slow speed through the apogee which puts less demand on the ground station antenna positioning systems. Twenty four hour continuous national coverage could be provided to a network of ground stations by three satellites each spending eight hours over the country. This was at least better than the option of using a larger constellation of LEO satellites which needed fast acting steerable antennas to follow them.
Molniya orbits also had the advantage of requiring less rocket power to launch the satellite into the HEO orbit than to get it into a geostationary orbit.
See more about the Molniya Satellite.
Satellites in these orbits fly over the Earth from pole to pole in an orbit perpendicular to the equatorial plane. This orbit is most commonly used in surface mapping and observation satellites since it allows the orbiting satellite to take advantage of the earth's rotation below to observe the entire surface of the Earth as it passes below. Many of the pictures of the Earth's surface in applications such as Google Earth come from satellites in polar orbits.
When a moving satellite, natural or artificial, enters the gravitational field of a very large object such as a planet or star, its momentum will keep it moving and in the vacuum of space there will be no drag to slow it down so it will keep moving at the same velocity. Its direction will however change due to the influence of the gravitational field causing its path to curve towards the large object. When the centrifugal force acting on the satellite, due to the tangential velocity of its curved path, just matches the gravitational pull of the large object the satellite will enter a stable orbit around the larger object. If the velocity is too low, the satellite will fall into the large object. If it is too high, it will fly off into space.
The Centrifugal force Fc acting on a body or satellite in angular motion is given by:
Fc = mv2/r = mrω2
m is the mass of the satellite
r is the distance between the centre of motion (the Earth) and the centre of the satellite
v is the tangential velocity of the satellite
ω is the angular velocity of the satellite
The Gravitational force Fg acting between two bodies, one of which is the Earth, is given by:
Fg = GMm/r2
G is the universal gravitational constant
M is the mass of the Earth
m is the mass of the satellite
r is the distance between the centres of the masses
When a satellite is in a steady orbit aroung the Earth, the centrifugal force actiing on it just balances the gravittational force acting on it. This occurs when:
mv2/r = GMm/r2
The equations describing the satellite's speed and orbital period are derived from this relationship.
Kepler's First Law (Law of Orbits)
All planets move in elliptical orbits, with the Sun at one focus.
See diagram opposite
Kepler's Second Law (Law of Areas)
The line between a planet and the Sun sweeps out equal areas in equal times as the planet travels around its elliptical orbit.
See diagram opposite
Kepler's Third Law (Law of Periods) gives the orbital period T of a body orbiting an other in a circular or elliptical orbit as:
T = 2π√ (r3 / GM)
Where r is the semi-major axis or radius of the orbit
When the mass of the orbiting body is negligible compared to the mass of the Earth, the orbital speed Vo is given by:
Vo ≈ √(GM / r)
Where r is the distance between the centre of the masses of the Earth and the satellite
In other words: The higher the altitude, the longer the orbital period and the slower the orbital speed.
See more about Kepler and the questionable scientific ethics he used to arrive at these laws.
It is not always possible to launch a space vehicle directly into its desired orbit. The launch site may be in an inconvenient location with respect to the orbit or the launch window may be very short, a few minutes or even seconds. In such cases the vehicle may be launched into a temporary orbit called a parking orbit which provides more options for realising the ultimate orbit.
Using a parking orbit can extend the launch window by several hours by increasing the possible range of locations from which to initiate the next propulsion stage. It also enables the spacecraft to reach a higher perigee by firing the second stage after it has reached a higher point in the parking orbit which will raise its perigee in the new orbit.
For manned space missions the parking orbit provides an opportunity to check that all systems are working satisfactorily before proceeding to the next critical stage.
The transfer orbit is the orbit used to break out of the parking orbit and break into the geosynchronous or geostationary orbit. The notion of using an elliptical orbit to transfer between two circular orbits in the same plane but with different altitudes was originally conceived by German scientist Walter Hohmann in 1925 and published in his book Die Erreichbarkeit der Himmelskörper (The Accessibility of Celestial Bodies) and the manoeuvre was subsequently named for him.
The Hohmann transfer uses two rocket engine impulses, one to move the spacecraft onto the transfer orbit and a second to move off it into a new orbit. The first impulse increases the speed and energy of the spacecraft propelling it into a larger elliptical orbit with its apogee lying on the desired new orbit. The second impulse takes place at the apogee and accelerates the spacecraft once more this time widening the new orbit into a circular path. It does not involve any changes in the plane of the orbit.
The inclination of the transfer orbit is the angle between the spacecraft's orbit plane and the Earth's equatorial plane and is determined by the latitude of the launch site and the launch azimuth (direction).To obtain a geostationary orbit the inclination and eccentricity must both be reduced to zero.
In the case of launching a satellite such as the Syncom 2 into a geosynchronous orbit, the launch vehicle first stage puts the spacecraft into the parking orbit aligned with its launch azimuth and direction corresponding to the 33 degrees latitude of the launch site. The second stage puts it into the transfer orbit with its apogee corresponding to the geosynchronous altitude after which the satellite separates from the spacecraft. Then the satellite's on board "apogee kick motor" pushes the satellite into the circular geosynchronous orbit still aligned with the plane satellite's launch and parking orbits at 33 degrees inclination to the equator.
But a geostationary satellite such as Syncom 3, also launched from a latitude of 33 degrees, needs to change its orbital plane to align it with the equator in order to enter a geostationary orbit. This is accomplished by controlling the rocket's second stage yaw which reduces the angle of inclination of the orbit before separation from the satellite and by controlling the satellite's attitude and hence the direction of its apogee kick motor after separation when it executes its rocket burns in order to tilt its orbital plane driving it into the desired zero degrees inclination from the equator. See Syncom 3 injection example.
Orbits and Solar Power
The satellite is eclipsed by the Earth once per day in the period around the vernal and autumnal equinoxes when the Sun is above the equator.
The rest the year the Sun is above or below the Earth's orbital plane and the satellite receives uninterrupted sunlight.
During most of the year, the Sun is above or below the orbital plane of the Earth and the satellite so that the satellite receives uninterrupted sunlight.
The satellite is only eclipsed by the Earth during the period around the equinoxes when the Sun is in the orbital plane of the Earth
The Satellite Position - Just like the Earth, satellites experience day and night, except that, rotating typically at 240 r. p.m. the satellite's day is very short lasting only 0.25 seconds. Also just like the Earth, as the satellite rotates, one side will always be illuminated by the Sun, except during periods of terrestrial eclipse when the satellite passes through the Earth's shadow, while the opposite side is in darkness. For a geostationary satellite, eclipses happen once every day but only during the period around the vernal and autumnal equinoxes when the Sun appears to be directly over the equator.(See diagrams opposite)
Because the Earth's orbit is tilted at 23.5 degrees, as it moves in its year long trip around the Sun, the Sun appears to move north during the summer months towards its position at the summer solstice when it is above the Tropic of Cancer. As it moves north, its shadow moves south so that it no longer covers the satellite which is in the equatorial plane of the Earth. Similarly when the Sun appears to move south to the Tropic of Capricorn for the winter, its shadow moves north also leaving the satellite in sunshine. The satellite itself being fixed in relation to the Earth, and so tilted with respect to the Sun, experiences the same apparent north and south movement of the Sun about the satellite's equatorial plane, thus changing the angle of incidence of the Sun's rays.
The result of all of these movements is that a satellite in geostationary orbit experiences 88 short terrestrial eclipses per year, occurring around the vernal and autumnal equinoxes with a maximum duration of 70 minutes diminishing to zero over a few days as the Sun progresses towards its summer and winter solstices. The Sun is thus visible to the satellite for about 99% of the time.
The Incident Solar Energy - The Sun's radiant energy level, or irradiant, impinging every second on a perpendicular plane outside the Earth's atmosphere amounts to about 1367 Watts per square metre and is known as the solar constant. The conversion efficiency of early solar cells in producing usable electrical power from this energy was only about 8%.
Maximum power will only be generated from the solar cells pointing directly towards the Sun otherwise the output will be proportional to the cosine of the angle of incidence of the Sun's rays on the cells.
For a cylindrical, spin-stabilised satellite with solar cells mounted around its circumference, and its axis parallel to the Earth's axis, power will only be generated from the side of the cylinder facing the Sun and the output will fall off towards the edges of the curved surface as the solar cells present a different, diminishing angle towards the Sun reaching zero when the rays are tangential to the satellite.
The power output will also vary with time during the year as the Earth moves around the Sun, peaking during the equinoxes when the Sun is directly over the equator, (except for short daily interruptions due to the terrestrial eclipses), and diminishing towards the solstices when the Sun's angle of incidence is just over 66.5 degrees.
Satellites using three-axis stabilisation do not suffer from this problem because their flat solar arrays can be steered to be always normal to the Sun's rays so that all of their solar cells are pointing towards the Sun thus maximising the incident solar energy.
Batteries will be required to maintain the power during the eclipses.
See more about Solar Power.
On board power
The satellite has to carry enough fuel for manoeuvring it into its synchronous orbit and for station keeping and attitude control once it is in place. It also needs to be able to capture enough solar energy to power the on board electronics for the transponder and its telemetry and control once it is operational.
The associated weight penalty puts a limit on the useful lifetime of the satellite unless the solar panels are large enough to provide the total operational energy requirements of the satellite and its control systems once it has been placed in the desired orbit. Similarly, the allowable weight and finite lifetime of batteries which may be used to store energy also limit the satellite's lifetime.
Satellite size and weight
The dimensions and weight are limited by what the launching rocket can accommodate. This in turn places severe restrictions on the performance capability of the satellite. The available on board power is limited, as is the power output of the transmitter. The sizes of the antennas are limited so that signal strengths transmitted and received by the satellite are both very low. See typical example in the Link Budget below.
Early satellites were tiny, considering the amount of technology the were able to cram on board.
Launching the satellite into orbit
The first major challenge was to design a space vehicle powerful enough and accurate enough to launch a heavy payload into a geostationary orbit as envisaged by Clarke. Military rocket programmes initiated after World War II were beginning to deliver this capability. In the USA the Delta rocket, originally deigned as a ballistic missile, was adapted for this purpose. Like any pure ballistic missile however it did not have the capability to make the necessary changes in its orbit to steer its payload from its launch trajectory into a geostationary orbit. Such manoeuvrability had to be built into the satellite itself by providing it with an independent means of propulsion and directional control. See example Syncom Orbital Injection. All this added to its weight and complexity.
Keeping it on station
Getting a satellite into a desired orbit is only half of the job. Keeping it there is the other half. Objects orbiting the Earth are subject to forces such as solar radiation pressure, (often called solar wind), the varying strength of the Earth's magnetic field and the varying gravitational forces due to the satellite's changing position with respect to the Sun and the Moon and the fact that the Earth is not a perfect sphere. These forces can cause a lateral or precession motion of the orbital plane of the satellite causing it to drift from its desired position and orientation.
With the absence of any atmosphere in the vacuum of space, the slightest force applied to the satellite will set it in motion and since there's no resistance to slow it down it just keeps tumbling and drifting further and further away from its prescribed orbit and attitude.
Satellites therefore need to be equipped with some method of mechanical station keeping for making corrections to the orbit and for attitude control to keep the antennas pointing towards the Earth and the solar cells pointing towards the Sun, together with some form of energy supply to make the necessary corrections when required. Just as the tiniest of forces can send the satellite off track, it only needs equally tiny forces to bring it back. Gas jet or ion thrusters are often employed for this purpose and it is the capacity and consumption of the propellants they use which ultimately limit the active life of the satellite.
Diagram source: Electropaedia: Satellite image source: NASA,
Controlling a spacecraft's attitude requires sensors to measure its current orientation or attitude, a control system which calculates the deviation from its desired orientation and determines the forces needed to reduce the deviation to zero and actuators to apply the necessary forces to re-orient the vehicle to the desired attitude. The actuators are normally part of the stabilisation system and may be gas thrusters or momentum wheels.
- Attitude Sensing by Radio Frequency Interferometer
When two electromagnetic waves with the same frequency combine, the resulting pattern is determined by the phase difference between the two waves. Waves that are in phase will undergo constructive interference or reinforcement while waves that are out of phase will undergo destructive interference or cancelling. This property can be used to determine the phase difference or the delay between two waves coming from the same source.
The diagram opposite shows a single radio wave from a distant ground station impinging on two antennas attached to a satellite on a plane which is inclined with respect to the direction of the wave. The signal arriving at the left anntena will be delayed with the delay T depending on the angle Θ between the plane of the antennas and the plane of the wavefront. The comparator gives an output depending on the phase difference between the signals from the two antennas. The magnitude of the delay or phase difference between the signals can be determined by inserting a known (variable) delay into the non-delayed signal to drive the error signal to zero, thus bringing the two signals from the two antennas into phase. Since the distance between the antennas is known, the tilt angle between the satellite body and the direction of the radio wave can be determined.
The signal delay depends on the frequency or wavelength of the radio wave. For a 6.0 GHz (C-Band) telemetry signal, the wavelength will be around 50 millimetres enabling accurate determination of the angle of inclination or attitude of the satellite. The greater the distance between the antenna pairs, the greater the accuracy.
The error signal may be transmitted to ground control to manage the satellite's attitude or in could be used in an on board control system which is programmed to keep the signals from the two antennas in phase.
Radio frequency interferometry can unfortunately only be used with pairs of antennas whose distance from the source may be different. Thus it can only be used to monitor two of the three orthogonal axes of a geostationary satellite, namely pitch and roll, but not its yaw. This is because the interferometry antennas must be attached to the surface of the satellite and directed towards the Earth from whence the radio signal is transmitted. When the satellite rolls, the surface on which the antennas are mounted appears from the Earth to tilt forward and back in elevation. When the satellite pitches, the surface appears to tilt right and left in azimuth as the satellite increases or decreases its altitude. But the satellite's yaw axis is pointed towards the centre of the Earth and when the satellite executes a yaw, changing the inclination of its orbit or its latitude, the surface of the satellite facing the Earth appears to rotate about its centre staying normal to the direction of the radio signal so that there is no differential delay between the signals received by pairs of antennas on the surface. Other methods such a star tracking (see next) must be used to determine the yaw.
- Attitude Sensing by Means of Star Tracking
The star tracker uses a camera, with a star map projected on to its focal plane to track the image of a reference navigation star such as Polaris, the Pole Star. The navigation target star should be at the centre of the star map, and on the optical axis of the camera.
The camera is mounted on the satellite in such a way that, when the satellite's attitude is correctly oriented, the optical axis of the camera will be aligned with the target navigation star and the optical image of this star will be centred directly over the reference image of the navigation star on the star map. A photo-multipier is used to increase the intensity of the very weak light received from the stars.
If the orientation of the satellite changes, the image of the target star will deviate from its central position on the star map. (See diagram opposite). This angular error between the camera's optical axis and a line to the target star is detected by electronically scanning the camera's field of view and generating X and Y error signals proportional to the angular error. The error signals thus generated are used to correct the orientation of the spacecraft so that the target star is centred once more on the star tracker's optical axis.
In general, star trackers are the most accurate of attitude sensors, achieving accuracies to the arc-second range. However star sensors are heavy, expensive, and require more power than most other attitude sensors. In addition, they require on board computing power to scan the images and carry out pattern recognition to identify the target star followed by calculations of the angular error and implementation of the control actions needed to re-orient the satellite.
To avoid interference from the Sun, star tracker cameras are usually fitted with Sun shades and, where possible, target stars are chosen so that the camera will be mounted on the side of the satellite in the Sun's shadow.
- Earth Sensing
A simple though less accurate method of determining a spacecraft's attitude is by sensing the direction of the Earth's horizon. Infrared bolometer (radiometer) detectors, which measure the power of incident electromagnetic radiation by measuring its heating effect on a temperature dependent electrical resistance, can determine the position of the horizon by detecting the difference in the intensity of radiation coming from the Earth just below the horizon and the radiation coming from space just above the horizon.
- Spin-Stabilisation is a simple and effective method of keeping a satellite's attitude, that is the orientation in space of its spin axis, pointed in a certain direction. A spacecraft spinning on its axis resists perturbing forces in the same way that a spinning gyroscope or a top does so that its attitude (but not its position) remains fixed in space. According to Hughes' engineers, spin-stabilisation is "the method that nature prefers".
Another advantage of spin-stabilisation is that in space, once the satellite is spinning there are no frictional forces to slow it down so that it will keep spinning indefinitely.
This is basically an open loop system in which the satellite maintains its initial attitude without further adjustment during its life and was the method used by Telstar. The system can however be adapted as part of an automatic (closed loop) attitude control system. Such a system requires a sensor to determine the actual attitude of the satellite which is then compared with a reference attitude, (the desired attitude), to generate an error signal which is used in a feedback system to cause an actuator to move the satellite in such a way as to reduce the error to zero. See example Syncom Attitude Control
There are however some inherent inefficiencies associated with this method of stabilisation since only some of the solar cells can be illuminated by the Sun at any one instant as the satellite rotates. At the same time the satellite needs omnidirectional antennas so that at least some of the antenna's beam is always pointing towards the Earth as the satellite rotates. This leaves most of the radio wave energy wastefully radiated into space. Overcoming this problem requires complicated systems to de-spin the antennas allowing the use of higher gain structures which can be kept in a fixed direction pointing towards the Earth.
Satellites and gyroscopes also suffer from nutation or coning, that is the tendency of the spinning body to nod or wobble around its spin axis. Spin stabilised satellites usually incorporate some form of hydraulic or mechanical damping to reduce this effect.
- Three axis stabilisation, also called body stabilisation, does not require the gyroscopic rotation of the satellite body for stability. Instead it keeps the satellite body in a fixed attitude, allowing the solar energy capture and radio transmission and reception to be optimised independently.
There are two basic forms of gyroscopic three axis stabilisation :
- Momentum wheels, similar to gyroscopes, which spin in one direction only.
- Reaction wheels which can spin in both directions.
These wheels are mounted in three orthogonal directions corresponding to the yaw, roll and pitch of the satellite body and provide a stabilised inertial platform.
Accelerating or decelerating any of the wheels by means of electric motors or gas jet thrusters increases its angular momentum in that direction by an amount which is proportional to the applied motor or jet torque and this in turn creates an equal and opposite torque on the satellite body causing it to rotate in the opposite direction about the axis of the wheel. Slowing the wheel brings the satellite body back again. Thus angular momentum can be traded back and forth between the spacecraft and the wheels.
Thrusters are still required for lateral movement.
See benefits made possible by Three Axis Stabilisation
Reaction Control Thrusters are an alternative method providing three axis stabilisation. Attitude correction can be implemented by three small gas thrusters, mounted on three orthogonal axes of the satellite, which nudge the satellite back into position. It may be simpler but less precise than the reaction wheel stabilisation methods and possibly unsuitable for some optical applications or experiments may be affected by the ejected gas particles.
With this method of stabilisation the shape of the satellite body and appendages is no longer important. Sub-systems can be accommodated in any conveniently shaped box. Several antennas and solar cell arrays can be deployed and pointed in the different directions, optimised for the application.
- Gravity Gradient Stabilisation was explored by the U.S. Department of Defence in a 1967 DODGE (Department of Defence Gravity Experiment)
In 1967 the U.S. DOD carried out a successful experiment to test the feasibility of Gravity-Gradient Stabilisation, also known as Tidal Stabilisation for spacecraft or satellite station keeping. Like three axis stabilisation it does not require the gyroscopic rotation of the satellite body for stability. It is however a passive system which uses the Earth's gravitational pull to keep the satellite in a stable attitude.
Active stabilisation by means of gyroscopic action, thrusters or reaction and momentum wheels requires the use of propellants or electricaal energy to keep the satellite on station and the finite capacity of the satellite to carry these propellants sets a limit to its active life. Gravity gradient stabilisation however does not need propellants. It relies instead on the satellite's mass distribution within the Earth's gravitational field and the balance between the gravitational and centrifugal forces acting on it to keep the satellite aligned in the desired orientation. See the following diagram.
Gravity Gradient Stabilisation
Gravitational force Fg = GMm/r2
G is the universal gravitational constant
M is the mass of the Earth
m is the mass of the satellite
r is the distance between the centres of the masses
Centrifugal force Fc = mv2/r = mrω2
m is the mass of the satellite
r is the distance between the centre of the Earth and the centre of the satellite
v is the tangential velocity of the satellite
ω is the angular velocity of the satellite
A body with an unbalanced mass in free space will tend to line up under the influence of gravity with its heaviest part closer to the ground so that its axis of minimum moment of inertia, or its longest dimension, is aligned vertically, that is radially from the centre of the Earth.. But because the gravitational pull of the Earth decreases according the inverse-square law, at very high altitudes and the small size of the orbiting body, the difference in the gravitational force across the body are minute making such a system ineffective. If however the effective size of the body is increased by separating off a small part of it and connecting it by a long tether to the larger mass of the main part, the effective size of the body is increased and the differential gravitational force across it will likewise be increased creating an appreciable gravity gradient across the body sufficient to keep it aligned in a fixed direction. The tether is kept tight because both parts of the body are orbiting at the same angular speed, but the smaller part is orbiting at a higher radius therefore experiences a greater centrifugal force. In practice the smaller part can be designed to accommodate part of the spacecrafts functionality. The example above shows this as telemetry but it could be any other convenient function.
Using a variety of retractable booms the DOD experiment explored the possibility of stabilising a satellite along different axes. The mission was a success and proved the feasibility of achieving tri axial gravity-gradient stabilization at synchronous altitudes using passive and semi passive techniques.
Despite its feasibility and its fuel saving benefits, gravity gradient stabilisation has only occasionally been adopted in practical systems.
This is the payload which communications satellites are designed to carry.
Transponders are microwave repeaters located at intermediate points in a communications link which are used to compensate for the signal attenuation along the route so as to extend the range of the link. They receive the very weak signals from a sender at one end of the link, amplify them, and re-transmit them at much higher power to the receiver at the other end of the link. The whole purpose of a communications satellite system is to place a transponder in position, to keep it there and to keep it powered up. Because of the very high launch costs, for satellite systems to be economically justified, the transponder should be able to carry high traffic volumes including television channels as well as dozens of multiplexed voice communications and other data links. It should also be small and light.
When the first projects were conceived there were no solid state devices available which could provide the high power broadband amplification at the high frequency needed for the repeater and early transponders used pencil slim vacuum tubes (Travelling Wave Tubes (TWT)) to provide the necessary amplification.
Besides amplification repeaters also perform a frequency shift. Because of the proximity of a satellite's high power transmitter to its very sensitive receiver, and in many cases the use of the same antenna for receiving and transmitting the signals, the high power signals from the transmitter can swamp the very weak received signals causing problems in the receiver. To minimize this problem the transponder contains a converter which changes the frequency of the received uplink signals to a different frequency, widely separated from the uplink frequency, for onward transmission by the downlink. It also incorporates a diplexer which connects both the transmitter and the receiver to the same antenna input/output port by means of filters which block the transmitter signals and other forms of interference from leaking into the receiver. Other than frequency conversion (heterodyning) and amplification there was no other on board signal processing on the early satellites. Simple transponders of this type were called bent pipe transponders.
Because higher power amplifiers and lower noise amplifiers are more available on the ground station, the uplink is always the higher frequency since it has the higher Path Loss. See Link Budget
Modern transponders can carry many different types of communications traffic. They can also receive signals from multiple ground stations, combining (multiplexing) or splitting (de-multiplexing) them for onwards transmission to other multiple ground stations. This method, by which many users share a common satellite resource, is called Multiple Access. There are several schemes for accomplishing this, each with its benefits and drawbacks.
- TDMA - Time Division Multiple Access allocates a time slot to the user in a repetitive time frame. The signal is digitised and the data bits are stored in a buffer in a compressed time frame until their allocated time slot comes around when they are transmitted during their allocated time. At the receiver end of the link the bits are rearranged, spreading them out to reassemble the original digital signal and converted back to analogue form. The signal occupies the entire transponder bandwidth, but only during its allocated time slot. The rest of the time the bandwidth is available to other users. Digital signals typically have better noise immunity than analogue signals.
- FDMA - Frequency Division Multiple Access shares the bandwidth between the users, with each user allocated a unique, narrower section of the available bandwidth. It works with analogue signals and all users have uninterrupted use of their own narrow frequency band or channel with all users occupying the available bandwidth simultaneously, each within their own narrow channel. The sender's signal, called the baseband signal, is frequency shifted into the allocated frequency band for transmission and the receiver restores it back to the baseband.
- CDMA - Code Division Multiple Access, also known a Spread Spectrum, modulates the user's signal with a pseudorandom code so that it occupies the full available spectrum, appearing as noise. The receiver uses the same pseudorandom code in an autocorrelator device which only recognises a signal modulated with the same auto code and thus separates it from the noise. CDMA is more complex but has better noise immunity and provides greater security than the other two systems.
Telemetry and Command
- Telemetry systems monitor the status of the satellite's systems including the functioning of electronic and propulsion sub-systems and its energy management as well as its attitude and position in space and provide the capability to transmit this information to a control centre on the ground.
- Command systems use the telemetry inputs in control systems to compare the satellite's actual status with its desired status and to transmit control signals back to the satellite to operate on board actuators such as switches, solenoids, motors or propulsion jets to keep the satellite operating within its design parameters. The control functions include manoeuvring, antenna deployment, station keeping, attitude control, energy management and communications channel switching.
- Spacecraft usually incorporate a Beacon which sends out a signal which enables it to be tracked by a ground station.
They normally use separate, dedicated radio channels and antennas for these functions.
Latency or Propagation Delay
Latency usually refers to the time it takes a bit or packet of information to dribble through a local network or signal processing equipment from its input point to its output point. It is often of the order of microseconds or somewhat longer for long distance cable connections. For a satellite network however, the signal paths, or hops, include both the long uplinks and downlinks between the ground and the satellite. Control signals pass up the uplink and telemetry signals return to the signal originator down the downlink. Communications signals pass through the satellite and onwards to the remote receiver. Despite the fact that electromagnetic wave carrying the signal travels at the speed of light, the distance across the network is so large that the delays are of the order of milliseconds and thus much longer than the delays normally associated with the signal processing equipment.
Microwave or radio signals are carried by electromagnetic waves and he transmission time delay t between sending and receiving a signal is given by:
t = D/C
Where D is the length of the signal path and C is the speed of light = 186,282 miles per second (300,000 kms/sec)
For a GEO satellite, the distance from the surface of the Earth to the satellite is about 22,300 miles (36,000 kms)
Both communications and satellite control systems include uplink and downlink signals so that the signal path distance D per hop is a minimum of 44,600 miles (72,000 kms) depending on the user's position relative to the satellite. the corresponding propagation delay is around 240 milliseconds, but could be as high as 250 - 280 milliseconds for users who are not directly underneath the satellite.
For one-way signals such intercontinental television broadcasts, this delay is not particularly annoying or even apparent, but for the satellite's telemetry and control systems the delay could cause unacceptable errors and special error detection and correction circuits may be needed for safety reasons. The delay is more significant for two-way telephone conversations since the effective delay for the round trip between when one person speaks and the other responds is essentially double the basic hop delay at around 540 milliseconds which is definitely noticeable. This delay may not be dangerous but it can be quite annoying and echo cancellers may be needed for high quality speech transmission.
For LEO satellites the propagation delays between sending and receiving information bits or packets are relatively low due to the shorter signal paths and amount to between 4 and 10 milliseconds for a single hop depending on the position of the satellite relative to the user. This is comparable to the delays experienced in long-distance cable connections (about 5–10 milliseconds).
For an MEO satellite orbiting at 5,000 miles (8,000) kms the delay will be around 125 milliseconds per hop.
In practice however delays could be much longer than this if the call needs to be transmitted across multiple hops which is not unusual with LEO and MEO systems which use multiple satellites in order to provide continuous coverage.
Power Level Units (Convention)
The decibel (dB) is a logarithmic unit used to express the ratio between two values of a physical quantity. Power ratios of 2, 10 and 100 correspond to 3 dB, 10 dB and 20 dB respectively. It is typically used to express the gain or attenuation of a system or circuit.
The dBm is a measure of the signal level relative to 1 milliWatt expressed in decibels.
The dBW is a measure of the signal level relative to 1Watt expressed in decibels.
Antennas are normally passive devices. Though they have gain, they do not add any energy to the signal. Instead they concentrate the available transmitted or received signal energy into a preferred direction. See the diagrams below which show the radiation patterns of a different antennas.
The Equivalent Isotropic Radiated Power (EIRP) of an antenna is equal to the product of the Input Power applied to the terminals of the antenna and the Antenna Gain.
Example: A typical ground station communications transmitter with an output power of 100 watts, (20 dBW) feeding through an antenna with a gain of 60 dB will have an equivalent radiated power (EIRP) in the direction of the antenna main beam of 80 dBW or 100,000,000 Watts.
An Isotropic radiator is an omnidirectional antenna which radiates equally in all spherical directions.
Half Wave Dipole Antenna & Radiation Pattern
High Gain Parabolic Antenna Radiation Pattern
Source: Christian Wolff (Modified)
The simplest and most common radiating element is a half wave dipole whose radiation pattern is a toroidal shape. It is formed from two conducting elements such as wires or metal tubes whose length is one half wavelength of the radiating radio wave. It is typically fed in the centre where the impedance falls to its lowest such that the antenna consists of the feeder connected to two quarter wavelength wires or elements in line with each other. Dipoles can also formed by radiating slots in the walls of a waveguide carrying the radio frequency signal.
More complex, higher gain antennas may be constructed from multiple radiating elements so that their individual radiation patterns reinforce or cancel each other to form the desired composite radiation pattern. Alternatively the radiation pattern may be formed by means of a reflector such as a metal parabolic dish which concentrates the antenna beam from a single radiating element, located at the focus of the parabola, in the desired direction.
Antenna Directivity is the ratio between the power density the antenna radiates in the direction of its strongest emission and the power density radiated by an ideal isotropic radiator, radiating the same total power from the same point.
Antenna Beamwidth, by convention, is the angle between the half-power (-3 dB) points of the antenna's main beam (or lobe). The higher the gain, the narrower the beamwidth.
As a rule of thumb, for a parabolic antenna, the approximate beamwidths given by:
3 dB Beam width ≈ 21 / (F*D) in degrees
F = Frequency of the signal in GHz
D = Diameter of the dish in
Thus a 2.1 GHz (S Band) signal transmitted by a 10 metre parabolic antenna will have a beamwidth of 1.0 degree.
Antenna Efficiency is the ratio between the total power actually radiated by an antenna and the net power accepted by the antenna from its connected transmitter. It takes into account any impedance mismatch, the conduction and dielectric losses in the antenna structure and feed circuits and the energy lost in the sidelobes.
Antenna Gain in transmitting mode is the ratio between the actual power delivered to a far field receiver on the axis of the antenna's main beam and the power which would be delivered to the same receiver by a hypothetical lossless isotropic antenna located at the same point as the transmitting antenna.
The Gain G of a parabolic dish antenna is given by:
Gain G = 10 log10K (π D 2 / λ )
G is the gain over an isotropic source in dB
K is the efficiency factor which is generally around 50% to 60%, i.e. 0.5 to 0.6
D is the diameter of the parabolic reflector in metres
λ is the wavelength of the signal in metres
Note that the "gain" takes into account the antenna efficiency whereas the "directivity" does not. Gain and directivity are often incorrectly used interchangeably.
Reciprocity: For high gain antennas designed to carry two-way communications, the antenna gain in transmitting mode is usually the same as the gain in receiving mode for any given frequency. This is known as reciprocity. However in normal operations the transmitter frequency will be offset from (usually higher than) the receiver frequency to avoid interference between the transmitter and the receiver. Because of this frequency difference the actual gain will be slightly higher in the higher frequency transmission mode.
Figure of Merit of a receiving system is the ratio (G/T) of its gain to its noise temperature where G is the antenna gain in decibels at the receiver frequency, and T is the equivalent noise temperature in degrees Kelvin of the antenna plus its RF signal path to the receiver and the noise temperature of receiver itself.
Astra 1A Satellite Antenna Footprint
Source: SES Astra (Modified)
Antenna Footprint is the geographical area covered by the beam of a satellite antenna, within which acceptable communications with the satellite are possible. From a geosynchronous orbit, a satellite antenna with a beamwidth of 17.3 degrees covers the 42% of the surface of the Earth facing the satellite from which line of site communications are theoretically possible. See Orbits diagram.
The practical extent of a satellite's footprint is however determined by the capability of the system to deliver reliable communications at its outer limits. The link budget gives an indication of the expected signal levels on which these limits are based.
The theoretical footprint of a parabolic satellite antenna on a surface normal to the direction of its transmission beam is typically circular in shape. The higher the gain of the antenna , the narrower its beam. The diameter or extent of the practical footprint or signal coverage on the ground depends on the satellite transmitter power, the receiver sensitivity and the gains of both the satellite transmitting antenna and of the receiver antenna. Optimising the footprint involves several trade-offs.
With a simple, low gain antenna, much of the satellite's available transmitted energy is radiated into space with only a low percentage of it falling on the Earth. Higher gain antennas directed towards the Earth can concentrate more of the transmitted energy towards the Earth with very high gain antennas focusing the energy into a desired small region or footprint.
For a given transmitter power, if the received signal level within the desired region is not sufficient for acceptable or reliable reception over the entire region, there's no point in increasing the transmitter antenna gain any further as this will just reduce the footprint even more. Increasing the footprint requires increasing the transmitter power.
Alternatively, for a given receiver sensitivity, the use of higher gain (larger) receiver antennas on the ground can compensate for the lack of transmitter power. The satellite's effective footprint is improved because a larger receiving antenna can capture and raise the power of lower level signals to the level which the receiver can process. The higher the gain of the receiving antenna, the larger footprint from which acceptable signals can be received. The diagram above shows the different footprints associated with different domestic receiver antenna sizes (or gains) of the Astra 1A satellite system designed for direct broadcast of television channels in Europe.
Note that the satellite's antenna pattern is not necessarily circular. The cross-sectional pattern of the antenna beam can be shaped by altering the profile of its reflector dish or the structure of its transmitting elements to change the shape of the footprint on the ground in order to concentrate the satellite transmitter's energy on particular geographical areas. Alternatively several smaller antennas may be used to achieve the same effect.
While increasing the gain of the transmitter antenna may be beneficial in enabling the satellite signal to be focused on very small target areas, for wider coverage, several transmitting antennas may be needed, but this in turn requires more transmitter power.
The look angles are the azimuth and elevation angles of a satellite as seen from a ground station antenna. The maximum signal level will be received by a ground station when it is directly under the satellite, that is, at the same latitude and longitude as the satellite or at the satellite's "ground zero" so that the ground station's antenna is pointing in a direction perpendicular to the plane of the Earth at the at point.
If the satellite is not directly over the ground station, the signal received by the ground station will decrease as the difference between the latitude and longitude of the ground station and the satellite's ground zero increases. This occurs for four reasons:
For these reasons the signal coverage by geostationary satellites becomes progressively worse at higher and lower latitudes becoming unusable in the polar regions.
Signals and noise
A key limiting factor in determining the performance of a communications link is the amount of noise in the receiving system, sometimes called the noise floor which sets the fundamental lower limit to the signal level necessary for extracting the transmitted message from the noise. In general terms, the greater the noise, the greater the signal level has to be to avoid being lost in the noise, however modern signal processing techniques enable signals to be extracted from well below the noise level. The noise comes from two main sources, antenna noise which is the unwanted background microwave radiation, solar and cosmic rays picked up by the antenna and the thermal, interference and other impulse noise generated in the receiver electronic circuits.
Noise and Bandwidth: The amount of noise in a communications channel also depends on the bandwidth of the channel. Random noise tends to be spread across a very wide spectrum and the broader the channel bandwidth, the more of this noise it will contain.
The Thermal Noise Power N at a given temperature T within a system with bandwidth B is given by:
N = kbT B
kb is Boltzmann's constant = 1.381 x 10 -23 Watts / kHz = - 228.6 dBW / kHz
The Noise Temperature, measured in degrees Kelvin, is a convenient measure for quantifying the effect of the noise and it allows the total effect of all the contributors to the noise to be calculated simply by adding together the individual temperatures of each contributor. It is the thermal equivalent of the noise source or sources and not necessarily an actual temperature. The thermal noise generated within the receiving equipment is the biggest factor and receiver is often cooled to a very low temperature, close to absolute zero, to minimise this noise.
The Signal to Noise Ratio, (specified in dB), at any point in a communications link is the ratio between the signal level at that point and the level of the level of the background noise. Note that when the signal level is below the noise level the ratio will be negative.
Noise Figure and Sensitivity: The Sensitivity of a radio receiver is the minimum detectable input signal level necessary to obtain a given output signal to noise ratio. In satellite systems, the measure of receiver's capability to handle low level signals is not usually specified as a signal level, but rather as a noise figure (specified in dB) which is the amount of noise added to the signal by the receiving antenna and the receiver electronics. The receiver sensitivity, can also be specified as a Figure of Merit which is the ratio of its gain to noise temperature or G/T where G is the gain and T is the noise temperature.
Other Noise Sources include interference from other external electrical signals or discharges, crosstalk which is interference from adjacent parts of the communications system and intermodulation noise due to non-linearities in the system's signal processing which cause two or more frequencies in the signal to create other frequencies which did not exist in the original signal.
The link budget is an aid to specifying the required performance of the major components which make up the communications link.
The key parameters are:
- Prx, the minimum signal level that the receiver can distinguish above background noise.
- The Free Space Path Loss L between the transmitter and the receiver. It is not due to attenuation of the signal, but to the dispersion or spreading of the signal as it radiates outwards and is represented by the inverse square law which indicates the reduction in radiated signal strength as the distance increases. The path loss is also proportional to the square of the frequency.
Thus the Free Space Path Loss L is given by:
L = (4 π d / λ )2 = (4 π d f / c )2
d is the distance between the transmitter and the receiver
λ is the wavelength of the signal
f is the frequency of the signal
c is the velocity of light in a vacuum
Note that the free space path loss is related to number of wavelengths traversed.
The free space path loss for a geostationary satellite, is on the order of 200 dB (or a factor of 1020).
- There are also Attenuation losses A due to atmospheric conditions such as rain which absorb energy from the radiated signal as well as other miscellaneous efficiency or resistive losses in the system transmission channel.
The transmitter power Ptx and the transmitter and receiver antenna gains Gtx and Grx must be dimensioned to compensate for the path loss and other losses in the system to ensure that there is adequate signal strength at the receiver to recover the message from the background noise.
All factors specified in logarithmic form (dB)
In its simplest terms the Link Budget is represented by the following equation:
Prx = Ptx + Gtx + Grx - L - A
Note that the antenna gain and the path loss are both proportional to the square of the frequency, (but with different proportionality factors) so that increasing the transmitter frequency improves the antenna gain, but also increases the path loss.
The signal levels shown in the following path loss diagram are typical of a satellite link. The signal power radiated by the Earth station is about 30 dB (1000 times) greater than the signal power radiated by the satellite and the Earth station is able to receive weaker signals (and extract them from the noise) with levels of more than 20 dB (100 times) lower than the satellite can handle.
Note that the ground station transmitting antenna gain is different from the receiving antenna gain even though this is the same antenna. This is because the uplink frequency is higher than the downlink frequency. By contrast the satellite transmitter and receiver antennas have the same gain. This is because they use different antennas.
Because of size, weight and power supply restrictions, satellites are typically only equipped with meager resources but fortunately, the link budget above shows that this can be counterbalanced by having very well endowed ground stations. Thus very high power transmitters and very sensitive receivers feeding through very large antennas on the ground compensate for low sensitivity receivers and low power transmitters feeding through small antennas on the satellites.
The noise figure of a modern satellite ground station receiver is typically less than 1 dB, whereas the noise figure for a satellite on board receiver may be around 10 dB. At the same time the satellite transmitter power may be less than 10 Watts, while the power output of its related ground station could be tens of kiloWatts.
Unless the satellite is in a perfect geostationary orbit, the ground station antenna must be steerable to track it across the sky.
It's tempting to think of space as a benign vacuum, but in reality it can be a hostile environment.
Van Allen Radiation Belts
The orange coloured regions are toroidal shaped Radiation Belts circling the Earth.
The lines represent the Earth's Magnetic Field
- The Van Allen Radiation Belt is a region of high energy charged particles moving at speeds close to the speed of light encircling the Earth which can damage solar cells, integrated circuits, and sensors and shorten the life of a satellite or spacecraft..
It is toroidal in shape and centred along the earth's magnetic equator with intensity diminishing towards the poles and extending from the upper atmosphere through the magnetosphere, or exosphere. Held in place by the Earth's magnetic field, the particle field varies in size with solar conditions from time to time but generally extends from an altitude of about 600 miles to 37,000 miles (1,000 kms to 60,000 kms). Considered as a single belt of varying intensity, the particles are concentrated roughly into two layers which overlap the LEO and MEO orbits.
The inner layer which extends between altitudes of about 1000 and 3000 miles (1600 and 4800 kms) contains mainly protons with some electrons and is thought to have been created by the collisions of cosmic rays with atoms in the upper atmosphere.
The outer layer is composed mainly of electrons, which are responsible for the Aurora Borealis in the polar regions, and are believed to have originated from the atmosphere and from solar wind, the continuous flow of particles emitted by the Sun in all directions. Both radiation belts additionally contain smaller amounts of other nuclei, such as alpha particles. The upper layer is much larger than the inner layer extending between 8000 and 12,500 miles (13,000 and 20,000 kms) and its size fluctuates widely as its particle population increases and decreases as a consequence of geomagnetic storms triggered by magnetic field and plasma disturbances produced by the Sun. It has also been claimed that the particles are the result of testing nuclear weapons.
Recently a third radiation belt was discovered using more sensitive instruments. A temporary phenomenon, it was a thinner later separated from the inner edge of the outer layer which later merged back into the outer layer. The creation and re-absorbing of this third layer was said to be caused by a mass coronal ejection from the Sun, (A massive burst of solar wind).
The Van Allen belts can pose a severe danger to satellites and spacecraft, with hazards ranging from minor communications anomalies to the complete failure of critical systems. To minimise potential problems due to radiation, satellite orbits are designed as far as possible to avoid the Van Allen radiation belts and sensitive electronic components must be protected by shielding if their orbit spends significant time in the radiation belts. Solar cells however are particularly vulnerable to radiation damage since they depend for their operation on capturing the Sun's radiation and are therefore difficult to shield from other radiation sources.
It goes without saying that the Van Allen Radiation Belt is also dangerous to human life.
See Van Allen History
- Temperature Environment
Satellites operate in extreme thermal conditions with their surface temperatures ranging from -150 �C to 150 �C depending on whether the surface is in direct sunlight or in the shade and its electronic components are vulnerable to permanent damage at both of these extremes. The threat is compounded because of the possibility of further structural and fatigue problems due to the high temperature gradient across the satellite body as well as the deep repetitive temperature cycling as the satellite changes its attitude with respect to the Sun. These latter two effects however can also be harnessed to provide the means for mitigating the extreme effects by re-distributing the heat and evening out the temperature.
- Collision with Space Debris
The possibility of a collision with space debris is becoming a real problem for satellites. Besides the presence of micrometeorites, the space around the Earth is becoming cluttered with spent rocket stages, old inactive satellites, lost tools and components, fragments from disintegration of other space structures, erosion, and collisions. The issue is especially problematic in geostationary orbits (GEO), where the number of available orbital slots is limited with many satellites sharing the same orbital path, often clustered over the primary ground target footprints.
As of 2009, the U.S. Strategic Command was tracking about 19,000 pieces of debris larger than 2 inches (5 cm), with a further estimated total of over 600,000 pieces smaller than 0.4 inches (1 cm) of which 300,000 pieces were circulating below an altitude of 125 miles (200 km).
These pieces may be small but space junk is usually travelling at relative speeds of 30,000 m.p.h. or 50,000 k.p.h.or more with enormous kinetic energy capable of doing catastrophic damage. | aerospace |
http://scopocreative.net/blog/2015/3/30/discovery-flight | 2019-08-21T13:39:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027316021.66/warc/CC-MAIN-20190821131745-20190821153745-00319.warc.gz | 0.990162 | 751 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__92640633 | en | In May of last year, when I was on the last leg of my motorcycle trip to Canada and back, I stopped in a Dairy Queen outside of Amarillo for lunch. There, I overheard a family talking about flying somewhere in a small plane that day. I gathered that one of the guys, who looked about my age, was the pilot.
Having just ridden something like 3500 miles in seven days, the notion of getting a pilot's license somehow seemed like the next logical step at the time. I hadn't found the adventure I was looking for, so I obviously needed to do something bigger.
I looked into getting a pilot's license when I got home but found out that it's very expensive to do so. I had no particular interest in becoming a professional pilot, so that idea quickly faded. However, I noticed that most flight schools offer a discovery flight where you get to fly around for half an hour and see how you like it. Bingo.
Mesquite Aviation is about an hour away from my house, but their discovery flight was the cheapest by far. After bad weather delayed my flight by a couple weeks, I finally got to go out last Sunday. It was perfect weather aside from it being a little windy. I was surprised that they didn't make me sign a waiver saying no one could sue them if I died in a crash, especially in light of recent news. But they didn't, and after about two minutes in a classroom, we went out to the runway.
After a pre-flight inspection, we climbed into the cramped little cockpit. I was curious which side I was supposed to sit on. I sat on the driver's side. (Obviously, there were two sets of controls.) Did you know you start airplanes by turning a key just like a car? Well, this plane anyway. And did you know that when you're on the ground, you steer with left and right brake pedals? I wasn't very smooth with those; taxiing in a straight line proved to be pretty tough.
He spoke with the tower over the headset, using what sounded like a lot of nonsense letters and numbers. Whatever they were saying, the gist was that we had permission to take off. He told me to give it gas, which on this plane meant pushing in a rod like a pinball plunger. Then I pulled back on the controls and away we went. It was windy near the ground, so it was a little unsettling to be buffeted around when you're supposedly in control. I've inherited a compulsion to have to be good at something the first time I try it. This can make it hard to enjoy a learning experience. I mean, of course I wasn't going to be good at flying fifteen seconds into my first flight, but still.
Once we leveled off (four fingers between the dash and the horizon), I made a few turns, felt the wind pushing us sideways, and then we turned around and came back. He said we were going around 70-90 miles per hour, but of course it feels a lot slower when the ground is barely moving beneath you. As one might expect, the moving in three dimensions part is what I found to be the strangest. I was glad to relinquish the controls for the landing, which he did quite smoothly. Smoother, in fact, than many commercial flights I've been on, though I'm sure that's comparing apples and oranges.
30 minutes came and went quickly. I'm glad of the experience, though any fantasy of my landing a plane in an emergency situation someday will remain unrealized. I think I'd have to take the full class or be Indiana Jones to do that. | aerospace |
https://vanliving.es/16c4d484a6c56e413059cff6dcfb82ed | 2022-08-14T15:13:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572043.2/warc/CC-MAIN-20220814143522-20220814173522-00268.warc.gz | 0.88781 | 1,665 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__178849109 | en | - C152 (XP11) | Aerosoft US Shop
- Threshold Review: Traffic Global for X-Plane 11 - Threshold
- - Review: - MV-22 Osprey XP11
- X-Plane 10/11 traffic plugin - JARDesign Group
- Too many AI aircraft? :: X-Plane 11 General Discussions
- [XP11] FF767-300ER Manual Landing Tutorial - YouTube
- X-Plane 11 Desktop Manual | X-Plane
- XP11 - a way to drag the airplane location on a map and
- Saving/Loading keyboard and joystick configurations - X-Plane Q&A
C152 (XP11) | Aerosoft US Shop
To manually configure flight control axes: Move your joystick or yoke forward and back, or spin your trim wheel continuously. If you reset the settings, you might avoid a crash on startup if the rendering settings were the cause of the initial crash. 7. Manage in-flight services, deal with technical setbacks, medical issues, problematic passengers. XP new hypoxia effect is now overridden and REP’s more precise hypoxia effect is used instead; V New: It is now possible to load a worn out airplane. It is located above the planes and off to the right.
Threshold Review: Traffic Global for X-Plane 11 - Threshold
The default behavior is how to manually move an electric shutter to keep aircraft and next flight plan waypoint on the screen once one how to manually move an electric shutter flight plan leg is active (magenta), i. TURBULANCE =. So let's go to the import. You can move and resize the popups using your mouse and close them using the small “x” icon on their upper right corner.
- Review: - MV-22 Osprey XP11
The aircraft, NFE (cn /), is a Boeing /Adv(F).e. In addition, most add-on aircraft also rely on the X-Plane GPS. In this video, I how to manually move an electric shutter give some basic lessons for manually landing the FlightFactor Boeing ER for X-Plane Add-ons- FF payware- Ortho4XP- Asso's Landi. In this screen shot below you can see that you can remove the planes with the x, and you can add them with the Add Aircraft button at the bottom of the scene. You can use the W, A, S, and D keys to spin and roll the 3-D model around its center. The DA62 in XP11 is an impressive climber, easily clocking ft/min climbing blue line, flaps up. Many factors affect flight planning and aircraft operation, including aircraft weight, weather, and runway surface. As with many other aircraft, the EMB can be easily flown manually using the trims or via the AP. On the left side, you find the Magneto Selector for starting up the aircraft.
X-Plane 10/11 traffic plugin - JARDesign Group
New: The cockpit instrumentation wears out with time and can be fixed using the Maintenance Report. The EMB comes with 3 trims; pitch, roll (aileron) and yaw (rudder). A small white arrow is displayed to confirm the intended direction. Beech King Air Flight Notes. If this is set to 0, x-IvAp updates the middle wind layer, but the updates during descent/climb depending are sometimes far behind the actual plane's altitude. This model by Thranda is part of. START THE ENGINE shipped with XP11 anymore. You can move around the map manually but LNM jumps back to aircraft and waypoint after a while.
Too many AI aircraft? :: X-Plane 11 General Discussions
The aircraft is on permanent display at the airport and will provide a working laboratory for aviation science students. The “Content” folder becomes, in effect, the root P3D folder. Move your joystick/yoke left and right. High quality 3D model with high resolution textures (4K), ambient occlusion, specular, and dedicated PBR normal mapping for X-Plane Accurate flight model according the public data. Now, in XP11 and in real life, to prevent damage to the engines, you usually throttle back to RPM (max green arc), which reduces performance. Click the drop-down menu next to it and set it to pitch. GPS Here the import is very easy. From now you need to get. For normal trimming during flight, you will not need rudder trim, only roll and pitch unless one engine completely fails. Early teething problems and development delays of the XLR99 resulted in the first twenty-four flights of the X being conducted with a pair of vertically stacked XLR11 engines how to manually move an electric shutter – the same.
[XP11] FF767-300ER Manual Landing Tutorial - YouTube
The recommended flight parameters listed below are how to manually move an electric shutter intended to give approximations for flights at maximum takeoff or landing weight under ISA conditions. Powered by the powerful single Pratt & Whitney Canada PT6 turboprop engine (the PT6AB, shp), and the PC12 is certified for single-pilot IFR operations, and a great aircraft to use how to manually move an electric shutter as a base for the expansion pack. That's correct, how to manually move an electric shutter there is no more option in the UI. Again the activity of the day is noted with students around the aircraft in the daylight, then the aircraft . The default X-Plane 11 (XP11) X is equipped with the how to manually move an electric shutter 57, lb. how to manually move an electric shutter See the screen shot below.
X-Plane 11 Desktop Manual | X-Plane
For the GTN, click on the border frame. Real-time Simulation Of Passengers & Cabin Crew For Your X-Plane, P3D, FSX & FS Aircraft. One of the bars should move as you do so. you’re flying.An autopilot (from "automatic pilot"), is a device that can automatically control an aircraft's motion about one or more of its three axes (pitch, yaw, and roll), via input from a human pilot pushing buttons and turning knobs, or via navigational equipment sensing signals from navigation aids on the ground.
XP11 - a way to drag the airplane location on a map and
Around the aircraft silhouette both on the HSI and the MAP. Create a temporary folder somewhere to hold your extracted aircraft files. So click on New Flight. Fully functional virtual 3D cockpit, with a different interior design based on the . 2 Load flight plan in XP Now we have imported the flight plan into X-Plane It should be available in the simulator immediately, a restart of the program is not necessary. thrust Reaction Motors XLR99 engine that the aircraft was originally designed for.
Saving/Loading keyboard and joystick configurations - X-Plane Q&A
A full review of the XP11 version of the Carenado PC is here: Aircraft Review: Pilatus PC12 HD Series XP11 by Carenado. Twist your joystick (if applicable). You can move the whole aircraft model left, right, up, or down by using the arrow keys on the keyboard. You can move and resize the popups using your mouse The aircraft's main switches are placed under the Dynon Skyview PFD. May differ from YOUR aircraft. World traffic 3 update page for users using x-plane , uncheck the box to use vulcan in x-plane if you want world traffic to work. Traffic Global XP is a virtual aircraft spotter’s delight with numerous view controls to watch incoming and outgoing traffic. how to manually move an electric shutter The level of zoom changes to keep aircraft and the next flight plan waypoint centered. a new version of world traffic supporting vulcan will be out shortly. | aerospace |
https://www.aviation.ch/docu-ssr.asp | 2021-05-13T02:50:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243992721.31/warc/CC-MAIN-20210513014954-20210513044954-00246.warc.gz | 0.910075 | 539 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__93228364 | en | Primary Surveillance Radar (PSR)The Primary Surveillance Radar operates on the principle of sending a narrow beam of radio energy, which is reflected from the aircraft. Noting the time elapsed between the radar pulse transmission and its received echo allowes to measure the distance to the aircraft. This reflected signal is detected and processed to display a blip on the screen, indicating the position of the target. The PSR system works well in low traffic areas. However, as the air traffic increases in a given area, the Radar display becomes cluttered and specific targets may be difficult to distinguish. Further, the PSR has the disadvantage that the operator has no way of knowing the altitude of the aircraft unless the pilot reports it. These problems have been addressed with the introduction of the Secondary Surveillance Radar (SSR).
Air Traffic Controller Radar Screen
Secondary Surveillance Radar (SSR)The Secondary Surveillance Radar operates on the coded reply sent from the airborne radio beacon Transponder in response to an interrogation sent from the ground station. Usually, on a radar station the PSR and SSR antennas are co-located and scan synchronized, and both Radars are used in conjunction to develop the total air traffic situation display. The SSR was developed from the military Identification-Friend-or-Foe (IFF) system, in which an airborne radio beacon Transponder responds to ground radar interrogations with coded replies. These replies, displayed as short lines on the display, allow the controllers to identify the various targets by having each one send back a different code. The desired code can be manually selected by the pilot on the Transponder control head in, or automatically set by an encoding altimeter or altitude digitizer for reporting the Aircraft's altitude in Mode "C" operation. Since the reply signal from the airborne Transponder is stronger than the reflected PSR signal, it will reinforce the "blip" on the display to provide positive aircraft identification.
SSR Transponder ModesMode A interrogations are sent to request the specified aircraft identification code. Mode C is used to request altitude reporting together with identification. The coded reply signal is composed of a series of pulses. In Mode A operation, the number of pulses generated in a reply signal is determined by setting the four octal (0 to 7) digit code switches on the Transponder to the assigned identification code. This allowes for 4'096 different identification codes. Certain transponder codes are reserved for special applications to activate an alert on the controller's console:
7500 indicates that a hijack is in process
- 7600 reports a communication radio failure
- 7700 indicates an emergency condition | aerospace |
https://in.ign.com/rover-1/79907/news/watch-an-astronaut-control-an-earth-based-robot-from-space | 2020-09-19T12:56:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400191780.21/warc/CC-MAIN-20200919110805-20200919140805-00694.warc.gz | 0.941443 | 423 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__147300769 | en | ESA astronaut Andreas Mogensen remotely operated an-Earth based rover and its robotic arm while 400 km in orbit aboard the International Space Station.
The force-feedback-based teleoperation controls developed by the ESA let Andreas feel whenever the rover’s appendages meet resistance, allowing him to perform remote-controlled tasks in the sub-millimetre range.
Using the Interact Centaur rover, Mogensen successfully located an "operations task board" and then placed a metal plug into it with 0.15 mm of clearance. He also used the force-feedback joystick to differentiate the stiffness of different springs.
“We are very happy with today’s results,” said André Schiele, leading the experiment and ESA’s Telerobotics and Haptics Laboratory.
“Andreas managed two complete drive, approach, park and peg-in-hole insertions, demonstrating precision force-feedback from orbit for the very first time in the history of spaceflight.
“He had never operated the rover before but its controls turned out to be very intuitive. Andreas took 45 minutes to reach the task board and then insert the pin on his first attempt, and less than 10 minutes on his follow-up attempt, showing a very steep learning curve.”
The astronaut had to deal with a two-way time delay of one second as signals from ISS to the robot had to travel to a round-trip of more than 144 000 km. From satellites almost 36 000 km high, to a New Mexico ground station, via NASA Houston, through a transatlantic cable to ESTEC and back.
Developed by The Lab team and Delft University of Technology, the 4x4 wheeled rover sports a camera head, two force sensitive robotic arms and a slew of proximity and localisation sensors.
Mogensen, the first Danish astronaut, is scheduled to head back to Earth on Saturday.
Image Credit: ESA
Jenna Pitcher is a freelance journalist writing for IGN. You can follow her on Twitter. | aerospace |
https://www.inc.com/kevin-ryan/moon-express-2016-company-of-the-year-nominee.html | 2021-10-17T10:38:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585171.16/warc/CC-MAIN-20211017082600-20211017112600-00241.warc.gz | 0.962486 | 1,177 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__26986403 | en | Editor's Note: Inc. Magazine announced its pick for Company of the Year on Tuesday, November 29. It's Riot Games! Here, we spotlight Moon Express, one of the contenders for the title in 2016.
In 1962, John F. Kennedy famously declared that the U.S. should go to the moon not because it would be easy but precisely because it would be hard. More than 50 years later, Moon Express co-founder Naveen Jain has a new reason for the mission: "We choose to go because it's good business."
The moon symbolizes adventure and discovery, sure, but Jain makes no qualms about it: He thinks it will be very, very profitable. Others seem to agree: Nearly two dozen private investors have poured a total of $31.5 million into his company since its founding in 2010.
Even so, Inc. has considered Moon Express for this year's Company of the Year not because of its ambitions, but because of what it has actually accomplished. In July, the startup, which Jain co-founded along with Barney Pell and Robert Richards, became the first company to win U.S. government permission to travel to the moon. It says it's on schedule to land a rover there sometime in 2017, possibly launched from Florida's Cape Canaveral, where the company is based.
"Before now, there wasn't really a process in place for getting approval to go to the moon," Jain says. The company submitted its request to the Federal Aviation Administration in April. By the time it was approved, it had passed through NASA, the National Oceanic and Atmospheric Administration, the Federal Communications Commission, and other government bodies. ?While many of the space industry's heavyweights--Elon Musk's SpaceX, Jeff Bezos's Blue Origin, Richard Branson's Virgin Galactic--spent 2016 talking up their respective ambitions to go to Mars or build a space tourism business, Moon Express might be the company closest to getting humans to a place they haven't visited in 44 years.
So why is going to the moon good business? For one, scientists would pay a pretty penny to send up equipment that could study the lunar body. Moon Express already has an agreement with the University of Maryland and Italy's National Laboratory of Frascati to launch reflectors that will measure energy on the moon's surface.
There's also that popular project of space tourism: While Musk envisions $250,000 one-way trips to Mars, Jain imagines $10,000 or less week-long vacations on the moon, which he says could be just as connected to the mother planet as any two cities back on Earth.
Perhaps most profitable, though, will be resource mining. Jain envisions creating a whole new industry around moon rocks. "If you love someone, don't give them a diamond," Jain says, only half joking. "Give them the moon." In all seriousness, space experts estimate the market for the moon's materials--which include iron ore, precious metals, and helium-3 gas that could be used to provide nuclear power--to be in the trillions of dollars. In 2015, President Obama signed the Commercial Space Launch Competitiveness Act, which grants people and companies the right to own any commodities acquired beyond Earth.
Lunar resources have value not only on Earth, but in space as well. Fuel composes nearly 90 percent of a rocket's weight, and taking off against the pull of Earth's gravity requires an amount of thrust many times greater than what's required on the moon. So the ability to take the moon's ice and split it into hydrogen and oxygen, which can be used to make propellant, could potentially open the door for less expensive deep-space exploration, including trips from the moon to Mars. (Other startups, like Planetary Resources and Deep Space Industries, are trying to achieve similar ends by landing on asteroids.)
For Moon Express and any other space company, the key to sustainability is getting the cost of launches down. Advances in technology have reduced that price many times over in recent years, and Jain estimates that Moon Express's first lunar journey will cost less than $10 million. "Going to the moon can be marginally profitable when it costs hundreds of millions of dollars," Jain says. "It becomes very profitable when it's in the tens of millions." The company also stands to benefit from Google's XPrize competition, which promises $20 million to the first private company that can land a module on the moon, travel 500 meters across its surface, and beam back high definition video and images.
That's not to say any of this will be easy. "There's no air on the moon, so parachutes don't work," says Tom Jones, a former NASA astronaut who made four trips to the space shuttle. "You're coming in at 5,000 miles per hour or more, and you have to rely on rocket power alone--fired precisely at the right time--to get down softly. If everything doesn't happen in sequence, you get a smoking hole in the ground."
Still, he says, he's encouraged to see startups like Moon Express make progress. "They're bringing some innovation to the field, shrinking the package down to a 21st-century miniature size, which will make getting to the moon more affordable."
As profitable as the moon might be, Jain admits getting there will also just be pretty darn cool. If and when Moon Express does succeed, he thinks it will knock down barriers for future entrepreneurs.
"Landing on the moon is not just about landing on the moon," Jain says. "It's about showing people the possibilities--showing that a small group of entrepreneurs is capable of doing what only world superpowers have done before." | aerospace |
https://sciencenetnews.com/2016/02/26/searching-for-planet-nine-with-nasas-cassini/ | 2017-11-19T21:15:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934805809.59/warc/CC-MAIN-20171119210640-20171119230640-00676.warc.gz | 0.923786 | 349 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__219822143 | en | Using observations from NASA’s Cassini spacecraft, a team of French scientists were able to identify possible positions for the recently proposed Planet Nine.
On January 20th of this year, astronomers from Cal-tech announced strong evidence for a ninth planet about 10 times the mass of Earth, in the far-outer reaches of our solar system. The proposed “Planet Nine” was inferred by analyzing the strange orbits of smaller known objects beyond Pluto.
A team of french scientists took it one step further using the Cassini spacecraft, which primarily explores the Saturn system. Since 2003, scientists have been developing a system with Cassini data, known as the INPOP planetary ephemerides, that calculates the motion of the planets in our solar system with extreme accuracy. Researchers had the idea to explore the systems data to see if planet nine had caused perturbations in Saturn’s orbit.
The study, published in the journal Astronomy & Astrophysics, shows that depending on the position of the planet from its perihelion (orbits closest point to the sun), the ninth planet induces perturbations in the orbit of Saturn. The results allowed scientists to exclude areas of direction and narrow down the orbital characteristics of the inferred planet.
According to the team, the most plausible position for planet nine is at an angle from perihelion between 104 ° and 134 °, with a maximum probability for 117 °. Simulations show the addition of a Planet Nine under these perimeters improves the model prediction, reducing the differences between the calculations and Cassini data.
Researchers point out that the ninth planet can only be confirmed by direct observations – the study will likely be an important tool for astronomers on the hunt. | aerospace |
https://www.bournizeaux.com/en/private-airfield/ | 2023-09-23T23:56:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506539.13/warc/CC-MAIN-20230923231031-20230924021031-00642.warc.gz | 0.925149 | 117 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__227926155 | en | Land with your own airplane in the garden!
We have a private airport with a runway of 1120 meters on our site. The host’s aviation background offers opportunities for introductory flying lessons, tail wheel conversions and professional checks EASA and FAA.
Our airport is open from sunrise to sunset, weather permitting. No landing fees and no flight plan is required for flights within France.
Let us know if you want to come with your own plane, under Pilot info you will find further information. You can have the use of a car or bicycles for a small supplement. | aerospace |
https://bridger-aerospace.breezy.hr/p/04616a3f9421-pc-12-lead-mechanic | 2023-02-03T16:59:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500058.1/warc/CC-MAIN-20230203154140-20230203184140-00703.warc.gz | 0.878686 | 415 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__18385003 | en | Bridger Aerospace is looking to hire a Lead Mechanic contingent on contract award. The Lead Mechanic should possess the following experience and qualifications. This position will be based out of Denver, Colorado and is not open to remote work.
- A minimum experience of 5 years maintaining turbine or turboprop aircraft.
- Have at least two years of experience maintaining PC-12 aircraft.
- 14 CFR 65 Certificated Airframe and Powerplant Mechanic.
- Designated as an Inspector on the submitter’s FAA Certified Repair Station.
- Documented experience and/or training in Pratt & Whitney (Canada) PT6A- 66/67P Engine.
- Documented training and/or experience showing the ability to rig, function test, and troubleshoot PC-12 systems; determine when they are operating properly or whether portions of the system must be repaired or replaced; and the type and extent of adjustment and alignment needed.
- Interface with Customer personnel in leading contract maintenance personnel.
- Demonstrate or explain proper techniques, method of operation, and safety practices.
- Observe performance and work with the employee, leader, or supervisor to resolve problems.
- Responsible for the supervision and completion of all scheduled and unscheduled maintenance on PC-12 aircraft IAW Part 135 requirements and Customer direction.
- Review aircraft status sheet to accomplish aircraft maintenance IAW the aircraft’s maintenance program and applicable technical publications.
Bridger Aviation Group, LLC. and its family of companies does not
discriminate or permit discrimination by any member of its community
against any individual on the basis of race, color, religion, national
origin, sex, pregnancy, sexual orientation, gender identity, gender
expression, parental status, marital status, age, disability,
citizenship status, veteran status, genetic information or any other
classification protected by federal or state law in matters of
employment, promotion, services or activities it operates. | aerospace |
https://www.kerala9.com/latest-news/kerala-news/dubai-kozhikode-air-india-flight-splits-into-two-in-karipur-runway-18-death/ | 2020-09-21T16:43:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400201826.20/warc/CC-MAIN-20200921143722-20200921173722-00351.warc.gz | 0.985273 | 269 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__285969834 | en | Karipur: The death toll in the Karipur plane crash has risen to 18. The co-pilot also died shortly after the pilot died. Work is now underway to prevent fuel leaks. One child among the deceased.
The Air India Express flight IX 1344 as part of the Vande Bharat mission from Dubai with 191 passengers on board crashed at 7.45 pm. The plane plunged to a depth of 35 feet and split in two. Of the passengers, 175 were adults and 10 were children. The plane crashed on the Kondotty-Kunnumpuram road on the cross belt road via Melangadi.
Information that the tabletop fell from the runway while the plane was trying to take off again as it swerved forward through the runway during landing. The front of the plane crashed.
The plane that crashed in Karipur was flown by a very experienced pilot, Captain Deepak Vasanth Sathe. He was served as a pilot in the Indian Air Force before joining Air India. Sathe is a native of Maharashtra.
He has flown fighter jets and has experience flying wide-body aircraft such as the Airbus 310. Also, he has won the Sode of Honor of the Air Force Academy. He has also worked as a test pilot for Hindustan Aeronautics. | aerospace |
https://balthazarkorab.com/space-force-members-get-new-name-guardians/ | 2024-02-24T11:38:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474533.12/warc/CC-MAIN-20240224112548-20240224142548-00594.warc.gz | 0.936308 | 450 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__174094665 | en | “It is my honor, on behalf of the President of the United States, to announce that henceforth the men and women of the United States Space Force will be known as guardians,” Pence said at the White House. “Soldiers, sailors, airmen, Marines and guardians will be defending our nation for generations to come.”
The new name comes after the sixth branch of the military unveiled its logo, flag, and “Sempra Supra” motto earlier this year.
“Guardians is a name with a long history in space operations, tracing back to the original command motto of Air Force Space Command in 1983, ‘Guardians of the High Frontier,'” the Space Force said Friday.
“The name Guardians connects our proud heritage and culture to the important mission we execute 24/7, protecting the people and interest of the U.S. and its allies.”
The Space Force was created one year ago with a projected size of 16,000 troops and an annual budget of $15.4 billion for now.
“What a first year it has been. The men and women of the Space Force have written an impressive, very impressive, first chapter of our history,” Gen. Jay Raymon, the chief of space operations, said at the White House Friday. “Since the dawn of the Space Age, the United States has long understood that access to space and freedom to maneuver in space underwrites our economy, our passion for science and exploration, and our national security.”
The branch’s responsibilities include “developing military space professionals, acquiring military space systems, maturing the military doctrine for space power, and organizing space forces to present to our Combatant Commands.”
As the Space Force gears up, other nations’ militaries are also venturing into space.
Russia tested a weapon system “capable of destroying satellites in low Earth orbit” on Tuesday.
China is also developing weapons that could take down American satellites, and Iran’s paramilitary Revolutionary Guard sent its first satellite to space in the spring.
The Associated Press contributed to this report. | aerospace |
https://www.internet-colorado.com/blog/hashtags/satelliteinternetcolorado | 2022-07-06T03:26:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104660626.98/warc/CC-MAIN-20220706030209-20220706060209-00124.warc.gz | 0.866049 | 157 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__158630666 | en | If you are planning to choose internet service providers in Colorado, go through this guide and enjoy fast speed internet.
Below is the comparision between Broadband and Satellite Internet. #satelliteinternetstreaming #fairplaycointernet #BroadbandVsSatellite #satelliteinternetcolorado
Current Exede Internet customers get their service from the highest capacity satellite in the world - ViaSat 1. And that's how Exede delivers speeds previously unheard of in the industry. However Exede has announced that it will be launching a new satellite, ViaSat 2 in 2016. At the time of launch, the new satellite will set new standards in the satellite industry, only surpassing ViaSat 1, as the most powerful satellite orbiting the earth! That's big news for Colorado res | aerospace |
https://www.newsoflatest.com/business/brazilian-airline-gol-will-be-first-to-resume-boeing-737-max-passenger-flights/ | 2023-12-05T16:32:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100551.2/warc/CC-MAIN-20231205140836-20231205170836-00465.warc.gz | 0.970375 | 272 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__257058729 | en | It said passengers will be informed that their flight now will be flown on the 737 Max, and any passengers who do not want to fly on the plane will have their tickets exchanged for flights using other equipment.
GOL said it is confident that the changes made in the plane during its 20-month grounding make its safe to fly. A safety mechanism designed to stop the plane from climbing too fast and stalling was responsible for pushing down the noses of the two fatal flights, causing the crashes. The plane now has extra sensors to protect against false readings that would trigger that safety mechanism.
“We are pleased about the return of the Boeing 737 Max to our network,” said GOL CEO Paulo Kakinoff. “The Max is one of the most efficient aircraft in aviation history and the only one to undergo a complete recertification process, ensuring the highest levels of safety and reliability. We reiterate our trust in Boeing.”
GOL also said it conducted additional training for 140 of its pilots who will fly the Max on how to handle the new safety systems on the plane.
“It is a pleasure to be partners with GOL in reaching this important milestone and we look forward to what is yet to come in our partnership,” said Landon Loomis, Boeing’s managing director in Brazil. | aerospace |
https://www.leoscamera.com/product/26828/6957615910603/iFootage-A150-II-Cobra-2-Alloy-Monopod-w-Base-Foot-Assembly | 2021-01-16T14:01:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703506697.14/warc/CC-MAIN-20210116135004-20210116165004-00190.warc.gz | 0.841966 | 139 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__152077500 | en | Lightweight, durable, extreme temperature resistant, aluminium alloy monopod. Quick release system, adjustable feet and lock and friction control. Ideal size and weight for those ‘cabin baggage’ only flights.
4-Part modular design: quick release, main body, quick release removable base with 3 feet, removable rubber foot
0-90-Degree tilt angles
Use removable base as a low angle minipod
Quick release base has 20, 50, and 78-degree angle adjustments
3/8"-16 / 1/4"-20 Head mounting plate - compatible with most tripod heads
Single hand operated sliding quick release
Ergonomic buckle-type leg locks | aerospace |
https://www.mobilityengineeringtech.com/component/content/article/46860-fly-by-wire-system-for-evtol-vehicles-will-enable-safe-efficient-flight?r=49465 | 2024-04-17T11:39:04 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817153.39/warc/CC-MAIN-20240417110701-20240417140701-00179.warc.gz | 0.935549 | 411 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__702081 | en | Fly-by-Wire System for eVTOL Vehicles Will Enable Safe, Efficient, Flight
BAE Systems and Supernal announced an agreement to design and develop the flight control computer for Supernal’s electric Vertical Takeoff and Landing (eVTOL) vehicle. In support of Supernal, BAE Systems will help define the architecture of a lightweight, fly-by-wire system for its autonomous-capable aircraft. The fly-by-wire controls will safely and efficiently control the aircraft during flight.
“The development of advanced, high-integrity controls is crucial to meet the demands of electric aircraft,” said Ehtisham Siddiqui, vice president and general manager of Controls and Avionics Solutions at BAE Systems. “BAE Systems is harnessing its investment in electrification and expertise in flight-critical systems to advance sustainable aviation. We look forward to working with Supernal to make this shared vision a reality.”
This next-generation system will be a compact solution that addresses the processing requirements and potential autonomy needs of Advanced Air Mobility (AAM) vehicles. It will also have the flexibility to meet the unique integration challenges of electric air taxis, as well as large regional electric aircraft. The program will leverage more than 40 years of BAE Systems’ expertise in designing and certifying flight-critical fly-by-wire systems for commercial and military aircraft, including vertical takeoff platforms. Work on the flight control system will be conducted at the company’s facility in Endicott, New York.
Supernal is a U.S.-based advanced air mobility company, developing a commercially viable eVTOL vehicle to the highest commercial aviation standards and working to responsibly co-create the supporting ecosystem and integrate it with existing transit options. As part of Hyundai Motor Group, Supernal is both a new business and an established company, with plans to harness its automotive heritage to revolutionize air travel and make advanced air mobility accessible to the masses. | aerospace |
https://www.roundupweb.com/story/2014/02/26/news/sidney-plane-folks-indoor-fun-fly-and-static-show/4193.html | 2024-03-04T01:40:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476409.38/warc/CC-MAIN-20240304002142-20240304032142-00851.warc.gz | 0.943024 | 272 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__46941867 | en | Sidney Plane Folks Indoor Fun Fly and Static Show
The Sidney Plane Folks Indoor Fun Fly and Static Show will take place March 2 from 9am to 3 pm at the Richland County Fair Event Center. Come and enjoy looking at Radio Control model aircraft. There will be many to look at… Free to the public.
The Static Show will include aircraft of all sizes and makes. No entry fee for models to be entered in the show. There is also no limit on the class; they may be Electric, Gas or Glow fuel powered.
There will be judging by the public and club membership for Pilots’ Choice and Peoples’ Choice.
It is a Fun Fly event that includes flight of models designed for indoor flight. There will be open flying for AMA Member pilots. There will also be contests to test the skills of pilots.
AMA members Pilot fee- $15, lunch is available for $5, drinks available for $1 each.
Come and watch the fun! Or if you are interested in becoming a pilot, there will be aircraft available at the event for purchase from Prairie Unique of Terry, MT. The Sidney Plane Folks will welcome new members and are willing to assist in training new pilots throughout the summer at our flying field out on the Lost Highway. Come enjoy the time to visit. | aerospace |
https://ust-vicfalls.com/product/helicopter-flight-above-victoria-falls/ | 2020-07-03T12:34:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655882051.19/warc/CC-MAIN-20200703122347-20200703152347-00049.warc.gz | 0.810837 | 331 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__21535176 | en | Helicopter flight above Victoria Falls – United Safari Travel
Book and undertake the amazing spectacular helicopter flight over the Victoria Falls “gaze the lovely Scenes the angels’ way”, which gives you the best way to appreciate the true beauty of the Victoria Falls. Our helicopters have specially designed ‘bubble shaped’ windows perfect for panoramic viewing and great photographic opportunities from all seats.
*12/13 Minute Flight of Angels Helicopter flight above Victoria Falls
After take off the helicopter turns out towards the magnificent Victoria Falls, our pilot will fly left and right hand circuits over the Victoria Falls in both directions giving you the best viewing, photographic and filming opportunities. A trip up the Zambezi River and back over the Zambezi National Park completes your flight.
*25 Minute Zambezi Spectacular Helicopter flight above Victoria Falls
After take off you will fly out over the Victoria Falls where our pilot will fly left and right hand circuits over the Victoria Falls in both directions. Continuing the flight downstream over the Batoka Gorge, experience the natural beauty of this awe-inspiring dramatic feature, following the mighty Zambezi River, as it carves its way through the steep cliffs.
As we head back we fly over the upper Zambezi River & the National Park, home to a wide variety of wildlife species.
Fitness Level No Fitness Requirement
Qualifications Not Applicable
Maximum Weight 100.0 kg
Certification None Required
Experience Level No Experience
Inclusions and Exclusions
Return road transfers from accommodation venues in the Victoria Falls Town area.
DVD of the flight. | aerospace |
https://noplanenogain.org/category/news/ | 2019-05-23T13:13:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257244.16/warc/CC-MAIN-20190523123835-20190523145835-00057.warc.gz | 0.948646 | 862 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__166204222 | en | General aviation, including business aviation, is a vital contributor to the economy in every state, and in May, the governors of Alaska, Nebraska and Pennsylvania and several mayors across the country, officially recognized the industry for the important role it plays. Every state, in addition to hundreds of communities throughout the United States, have highlighted general aviation over the years for its contributions to the success of companies and citizens around the country.
Formed in 2017 during the aftermath of Hurricane Harvey, Operation Airdrop started as an effort to send supplies into the storm-stricken areas along the Texas gulf coast. Within days it had grown into a coordinated relief effort aided by dozens of volunteer pilots flying general aviation and business aircraft.
For more than 80 years, the Flying Doctors of Mercy (LIGA) has provided free critical medical care to Mexican citizens unable to afford even basic treatment. “Over the first three-day weekend each month, our volunteers perform such varied procedures as ophthalmology and dental work, but our primary focus is internal medicine,” said LIGA President Russell Calverley.
The Florida Department of Transportation (FDOT) recently published its Statewide Economic Impact Study, which found that the industry is responsible for a total economic impact of $175 billion for the state. “The results of the recent Florida Department of Transportation Statewide Aviation Economic Impact Study clearly demonstrate the significant value airports have within the community, region and state, as well as support continued strategic investments in order to maintain and improve aviation infrastructure, which enables Florida direct access to the global market,” said Aaron Smith, state aviation manager of FDOT’s Aviation and Spaceports Office.
Castle Aviation, a charter air business based in Akron, OH, provides clients with a variety of aviation services including private charters, aircraft maintenance and cargo operations. “We have more planes than ever, more employees than ever and the business is growing,” said Grossmann. “Because the company has been doing so well, we have the opportunity to consolidate our operations into one place. This will help us to run more efficiently and continue to bring a high level of service to our clients.”
A recent Massachusetts Statewide Airport Economic Impact Study demonstrates the significant impact aviation activity contributes to the state. “The state not only recognizes the significant economic impact of aviation activities but continues to develop an environment that fosters growth,” said Brittany Davies, NBAA’s Northeast regional representative. “The Massachusetts Statewide Airport Economic Impact Study demonstrates to the public and to state and federal legislators the importance of a healthy aviation sector to a state.”
Angel Flight Southeast is part of the Air Charity Network – a diverse coalition of volunteer humanitarian organizations that use business aircraft to transport medical patients for treatment at distant hospitals and support relief efforts after natural disasters. Each year, pilots flying on behalf of the Air Charity Network, the world’s largest integrated volunteer pilot organization flying medical missions, perform approximately 22,000 missions in Texas and across the southeastern U.S.
General aviation, including business aviation, is a vital contributor to the economy in every state, and in April, the governors of Kansas, Rhode Island and Utah and several mayors across the country officially recognized the industry for the important role it plays. Every state, in addition to hundreds of communities throughout the United States, have highlighted general aviation over the years for its contributions to the success of companies and citizens around the country.
Based in Holland, MI with chapters in Minnesota and East Michigan, Wings of Mercy is a non-profit, all-volunteer group providing free medical transportation utilizing general aviation and business aircraft for those with severe or rare illnesses. “A patient’s health insurance may cover their treatment, but it rarely covers transportation to get there,” said President Terry Boer. “We go where they need to be.”
The Texas Aviation Economic Impact Study was commissioned by the Texas Department of According to a recent report, community airports in Texas contribute more than $30 billion in payroll to employees in the state. The study – commissioned by the Texas Department of Transportation Aviation Division – examines the economic impact associated with the 264 general aviation airports in the state. | aerospace |
https://www.spring-italia.com/product/pekk/?lang=en | 2023-11-29T11:14:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100081.47/warc/CC-MAIN-20231129105306-20231129135306-00842.warc.gz | 0.876403 | 120 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__205344610 | en | PEKK (Antero 800NA)
Pekk (Antero 800NA) is a thermoplastic with excellent technical characteristics that uses a removable support.
This material exhibits high heat resistance (150°), chemical resistance and outstanding dimensional stability, particularly in large pieces.
Pekk has passed the military standard test MIL-STD-810G for chemical compatibility.
Appropriate applications include automotive, aerospace and rail industry, components exposed to petroleum, fuels and hydraulic fluids.
In addition, Pekk can be used to realize pre-series and equipments. | aerospace |
http://redicecreations.com/article.php?id=20051 | 2013-12-13T15:41:25 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164954485/warc/CC-MAIN-20131204134914-00002-ip-10-33-133-15.ec2.internal.warc.gz | 0.918401 | 1,550 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__55207189 | en | NASA’s Apollo Landing Sites ’Off Limits’
2012 05 29
By Elizabeth Leafloor | RedIceCreations.com
"Keep Off My Lawn" : Old Man NASA insists on restrictions for any would-be moon trespassers. Darn kids! Look but don’t touch! Better yet, don’t even look.
"Last week, the Google Lunar X Prize Foundation announced that it will recognize the guidelines NASA has established to protect historic sites on the moon. For the 26 teams currently vying for prize, this means their attempts to land on and rove around the moon have to stay clear of the Apollo landing sites." Source
NASA is apparently claiming dominion over the moon, and has offered guidelines to safeguard the historic sites from any "Space Faring Entities" (their words) and any ongoing or future exploits on the moon. NASA hasn’t any intentions (or present capabilities) of going back to the moon to protect their turf, but was obviously compelled to make their position known in the face of 26 privately funded teams contending for the Google prize.
"The Google Lunar X PRIZE will award $30 million total in prizes. First place will go to a privately-funded team that builds a rover which lands successfully land on the moon, explores it by moving at least one third of a mile and returns high-definition video and imagery to Earth. Additional bonus prizes will be awarded for photographing a Lunar Heritage, Apollo or Surveyor spacecraft site. The contest ends whenever all prizes are claimed or at the end of 2015."
To view the full set of guidelines, visit: http://go.nasa.gov/JDYo9v
The new guidelines restrict low altitude fly-bys or overflights of the areas, as well as boundaries of approach on the surface.
It will be a tricky maneuver for the teams to stay as far away as possible from the original Apollo or Surveyor sites while still getting photographs of them. And why shouldn’t they take photos of these acclaimed sites - NASA itself has had 40 years to present recent photographs of the sacred territory through many means, and has come up with not much more than blurry, distant shots of implied ’landing sites’ and alleged ’foot paths’.
Some naturally question NASA’s motivations in making these guidelines. Are they to protect the sites, or to protect a myth?
It was not long ago that NASA itself announced that it had ’accidentally’ completely destroyed the original footage of the most important event in human scientific achievement - the moon landing tapes. Oops! Yet countries and companies that are even now making attempts to orbit and one day land on the moon are falling under the ’restrictions’ of this sometimes bumbling space administration.
Further, NASA’s own LCROSS mission employed a ’kinetic weapon’ to confirm the presence or absence of water on the moon, without first completing an Environmental Impact Statement, and in what some would claim to be in direct violation of established Space Treaty law.
In an article that examines the issue, Gizmodo’s Adrien Covert questions that while the significance of historical sites on the moon is plain, is it realistic for NASA to assume these sites will go undisturbed in perpetuity?
In all, this does raise again the debate of who actually owns the moon (or any space bodies), and what rights do governments, corporations, or even humanity itself have in cordoning off ’no-go’ areas, or in establishing titles and deeds, or in announcing mineral rights?
It will be interesting to discover who wins the LunarXPrize competition, and see what revelations will come with the photographs that will surely follow.
By Elizabeth Leafloor, RedIceCreations.com
Top Image: Photos: NASA,, Edited: EL RIC 2012
Also tune into:
Alfred Webre - Mars and Moon Bases, Time Travel, Teleportation, Aliens & Genetic Alteration
Alfred Webre - Exopolitics, NASA Bombing of the Moon, Outer Space Treaty & E.T.
Peter Levenda - Secret Space Program & NASA’s Nazis
Ted Twietmeyer - What NASA isn’t Telling you about Mars
Mike Bara - Dark Mission, The Occult NASA Moon Mission
Richard Dolan - The Secret Space Program & Breakaway Civilization
NASA Cover-Up Evidence!: Altered Image
NASA celebrates the moon by shooting lasers at it
Did NASA find life on Mars in 1976, and then cook it?
NASA’s Recommendations to Space-Faring Entities: How to Protect and Preserve the Historic and Scientific Value of U.S. Government Lunar Artifacts [PDF]
NASA - Moon Landing (comedy) NSFW!
NASA sends rubber chicken into radiation storm in stratosphere
NASA "Crushes" 2012 Mayan Apocalypse Claims
NASA in legal battle with veteran astronauts (Video)
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The US general who opened the notorious US-run Guantanamo prison says it was a mistake and it should be shut down because the prison complex "validates every negative perception of the United States."
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|More News » | | aerospace |
https://allworldreport.com/world-news/sleeping-pilot-overflew-his-island-destination-by-29-miles/ | 2023-03-27T14:05:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948632.20/warc/CC-MAIN-20230327123514-20230327153514-00089.warc.gz | 0.95401 | 174 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__117454728 | en | MELBOURNE, Australia — Airline officials say a pilot is under investigation after falling asleep in the cockpit of a freight plane and overflying his Australian island destination by 46 kilometers (29 miles).
Airline Vortex Air says the pilot was the only person aboard the twin-propeller Piper PA-31 Navajo Chieftain and was flying on autopilot during the flight this month from Devonport city on Tasmania northwest to King Island in Bass Strait.
The Melbourne-based airline said in a statement Tuesday that the pilot “unintentionally fell asleep while in command of the aircraft.”
It said: “The issue became apparent when air traffic control was unable to contact the pilot in-flight.”
The airline said the pilot landed safely on King Island. The pilot has not been identified.
Source: Read Full Article | aerospace |
https://forums.gearboxsoftware.com/t/rosettas-comet-as-a-hw-galaxy-map-take-a-look/58970 | 2021-01-25T23:02:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704792131.69/warc/CC-MAIN-20210125220722-20210126010722-00099.warc.gz | 0.867755 | 90 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__129815935 | en | Recently the Rosetta mission landed on a comet short-named 67P.
This info-graph shows the surface divisions of the comet and because it has an Egyptian theme, it could easily fit the Homeworld universe, representing a galaxy map. Take a look:
It has “Empire frontiers”, neutral or deep space zones and it has “factions” frontiers.
Isn’t it cool? | aerospace |
https://www.tarideal.com/uas/ | 2023-03-26T01:42:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945381.91/warc/CC-MAIN-20230326013652-20230326043652-00429.warc.gz | 0.887707 | 306 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__118725037 | en | TAR’s robust and combat-proven UAS provide critical support to ground forces with real-time situation awareness. They allow the successful execution of complex intelligence, surveillance, target acquisition and reconnaissance (iSTAR) missions, and search & rescue operations in any environment, terrain and weather conditions.
The hybrid fixed-wing UAV offers extended endurance and operational flexibility, harnessing the robustness of a fixed-wing UAV with the capabilities of a multi-copter to take off and land in confined areas, from Any location or terrain.
The fully operational multi-layer anti-drone solution with modular systems provides 360° coverage and on-the-move capabilities to enhance the reach and performance of on-ground forces.
TAR’s scalable UAV platforms are customised to meet specific tactical requirements. Compact, portable and fully autonomous, they operate in a synchronised swarm formation to increase coverage, track and lock on to moving targets.
The sophisticated, compact UAV covers long-range tactical missions. Equipped with high-performance sensors, advanced avionics, and communications make it optimal for a wide range of applications with the highest mission-critical requirements.
Our scalable UAV platforms are customised to meet strategic missions providing increased coverage for diverse border-related threats.
CONTACT OUR EXPERTS | aerospace |
http://industrynewsworks.com/210/space-weather-radiation-induces-wreck-to-electrically-propelled-satellites/ | 2020-02-19T20:08:19 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875144167.31/warc/CC-MAIN-20200219184416-20200219214416-00034.warc.gz | 0.942764 | 504 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__108122753 | en | The employ of electric propulsion for increasing satellites in the geostationary orbit could outcome in important solar cell deprivation, as per to a new study. The extended trip results in higher exposure to the destructive consequences of space weather. Understanding the dimension of this danger is essential for business operators to take measures to alleviate the effects and guard their assets. The recent research by BAS (British Antarctic Survey), the UC (University of Cambridge), and DH Consultancy was published in the journal Space Weather and presented at the RAS’s (Royal Astronomical Society) National Astronomy Meeting.
The research concludes that following a radiation storm, highest solar cell productivity power can be lowered by around 8% by the time satellites attain their goal destination by using electric orbit raising. This is equal to the level of harm that will be expected following spending about 15 Years at geostationary orbit. Throughout a radiation storm, charged particles liberated by the Sun gets struck within Earth’s magnetic field, creating the Van Allen radiation straps which surround Earth, and crashes with these charged particles lead to damage of the solar cells. This deprivation is a minimum of 8% of productivity power in a worst-case situation, but even in a calm environment, the research estimates a 1–3% lessening in output.
On a similar note, recently, the UI (University of Iowa) team won $115 Million “space weather” grants from NASA. A team from the UI has won a $115 Million funding to advance satellites for analyzing a method of radiation formed by the sun’s “space weather.” The NASA agreement would underwrite the development of twin satellites anticipated to be launched in the coming 3 Years in union with a panel from the SwRI (Southwest Research Institute). The weather incidents on Earth cause destruction every day. After flooding, tornadoes, or winter storms people are mostly left with cleaning up the pieces. There is just one storm that can have a big consequence on the whole planet, and it does not initiate from Earth’s atmosphere but from 93 Million miles away.
After studying the Astronomical Sciences, Diane continued to write about space and the universe. Because of her passion and curiosity about topics related to science and astronomy, as well as his understanding of scientific terminology, she is responsible for the coverage of the science section. She is very enthusiastic in studying missions, launches, and discoveries of the space. Her knowledge about the Space domain is of great help to others too. | aerospace |
http://shanaplandebate.com/2018/10/24/mission-to-mercury-blast-off-for-uk-built-spacecraft.html | 2019-01-21T10:58:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583771929.47/warc/CC-MAIN-20190121090642-20190121112642-00424.warc.gz | 0.938475 | 760 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__2604511 | en | Perched inside a protective nose cone atop the Ariane 5, ESA's Mercury Planetary Orbiter and JAXA's Mercury Magnetospheric Orbiter were poised for blastoff from the Guiana Space Center near Kourou, French Guiana, at 9:45 p.m. EDT (GMT-4; 10:45 p.m. local time).
"We have sent the most complex stack of spacecraft that ever have been conceived into space, and to a very long journey to an environment which is truly out of the Earth; truly out of this world".
The spacecraft will take seven years to reach the planet closest to the sun. Mercury's extreme temperatures, the intense gravity pull of the sun and blistering solar radiation make for hellish conditions.
BepiColombo is the first European mission to the innermost planet in the solar system and the first spacecraft bound for Mercury in more than a decade.
The European Space Agency hopes the mission will shed new light into how the solar system formed and that it could even provide vital clues as to whether planets found orbiting other stars - known as exoplanets - could be habitable. However, it's only the first step of the probe's seven-year adventure to the sun-scorched planet. Mercury's almost non-existent atmosphere also means that the planet itself will be giving off extremely hot temperatures, pinning the obiters in a "heat sandwich" for most of their lifespan.
The Mercury Planetary Orbiter will also come equipped with a radiator created to reflect heat from the spacecraft, keeping it functioning even when close to the sun.
Eduardo Nunez's HR propels Red Sox to Game 1 win over Dodgers
Benintendi had four hits, Martinez drove in two early runs and pinch-hitter Eduardo Nunez golfed a three-run homer to seal it. He had three hits this postseason and was benched in Games 4 and 5 of the ALCS for Devers, who's had a terrific postseason.
A seven-year, eight-million-kilometer voyage expected to shed light on the mysteries of Mercury, the solar system's least-understood planet, is almost ready for takeoff. -How does such a small planet maintain an intrinsic magnetic field, and how does it interact with the solar wind? A maximum of two of the four xenon-propelled ion thrusters will be employed at any one time during the long journey; these will be used on more than 700 days in total, up to four months of which without interruption.
Airbus in the United Kingdom built large parts of the MPO and the mission's propulsion unit, called the Mercury Transfer Module (MTM).
Until 1985, an engineer figured out the path that a spacecraft should take to reach Mercury. It's estimated the costs borne by the European Space Agency and the Japanese space agency amount to about 1.65 billion euros.
Teams responsible for flying the bold BepiColombo mission to Mercury today completed the last major step in preparation for Saturday's liftoff-the final pre-launch "dress rehearsal" at ESA's ESOC control centre in Darmstadt, Germany. Some scientific data will be collected, but the best pictures we are likely to get during flybys will be from the selfie-cams mounted on the MTM.Arriving at MercuryOn arrival at Mercury in late December 2025, the transfer module will be detached.
"(Mercury is) the planet that helped us prove that relativity is real, the planet that is astonishingly hot on its sun-side and yet carries ice in craters at its North Pole", Bill Nye, CEO of the Planetary Society, said in a statement. | aerospace |
https://www.tourismmail.com/shree-airlines-announces-vacancy | 2021-11-30T08:51:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358966.62/warc/CC-MAIN-20211130080511-20211130110511-00593.warc.gz | 0.967298 | 220 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__105992775 | en | Shree Airlines announces vacancy
26th Jan, 2018 | Tourism Mail Crew
KATHMANDU, Jan 26: Shree Airlines has announced vacancy for qualified personnel to operate its fleet of CRJ 200/700 airplanes and helicopters AS 350B3E and Mi-8/17.
The airlines company has announced vacancy for 15 Pilot in Command (PIC), 10 for its fixed-wing aircraft and 5 for its rotary-wing aircraft for both senior and junior positions based on qualification. The airlines also asked for 15 co-pilots, 10 for its fixed-wing aircraft and 5 for its rotary-wing aircraft.
The vacancy further includes positions to be filled for a marketing manager and 16 engineers, 3 B1 licensed engineers and 3 B2 licensed engineers for fixed-wing aircraft and another 5 B1 licensed engineers and 5 B2 licensed engineers for rotary-wing aircraft.
Interested Nepali personnel can apply with their CV and related documents in-person at the Shree Airlines office in Sinamangal or to P.O.Box 806. | aerospace |
https://www.time2techreview.com/all/drone/dji-new-mavic-air-2-48mp-camera-and-occusync-2-0-with-a-flight-time-34min-max/ | 2023-05-29T22:45:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644913.39/warc/CC-MAIN-20230529205037-20230529235037-00748.warc.gz | 0.929358 | 626 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__5686250 | en | DJI New Mavic Air 2 48MP camera and OccuSync 2.0 with a flight time 34Min Max
DJI Mavic Air is over two years old now and it’s for an upgrade.DJI is announcing its successor the Mavic Air 2. It comes with a bigger image sensor, ditches Wi-Fi in favor of DJI’s own OccuSync transmission technology, has up to 34 minutes of flight time, and is packaged with a completely redesigned controller.
Mavic Air 2 new sensor comes with a half-inch, Quad Bayer sensor. It’s similar to the 48-megapixel sensor that been in smartphone for the past years. The sensor has been sized up a bit, growing from 1/2.3″ (11mm) to 1/2″ (12.7 mm). It captures a stunning 12-megapixel image. The field of view 84° and sensor is a fixed 28mm f/2.8 lens.
The thing has been improved for video as well. The origin already Mavic Air as [email protected] or [email protected]. It has 100 Mbps.
Mavic Air 2 pilots have the potential to capture up to 60fps in 4k and 240fps in 1080p and bit has been increased to 120 Mbps. Hyperlapse mode can shoot up to 8k. Combine this you capture great detail in HDR video standard.
DJI controller has also gone through a big change and looks a lot more like a Smart controller. It’s ditch the WIFI signal and has new transmission technology OccuSync 2.0 which has longer range connectivity up to 10km and creates a more reliable long-distance connection and enables the use of the DJI Goggles. The remote has an inbuilt battery 2600mAh which can also charge your smartphone while using.
DJI has continued to improve its object detection sensors and AI. Mavic Air 2 introduces DJI’s Active version 3.0 of DJI’s Advanced Pilot Assistance System (APAS), which detects objects and automatically reroutes the drone to avoid collisions. It uses a new version of 3D mapping for smoother transitions. DJI’s first consumer drone with AirSense technology that receives signals from nearby aircraft to warn the pilot about their approach. The maximum speed will remain the same, 68.4 km/h, but the maximum descent will be bumped up to 5 m/s.
The Increased battery size to a larger capacity with 3,500mAh.This increases the flight time to 34 minutes max (a significant jump from the 21 minutes that the original Air can last).
Mavic Air 2 body is larger and heavier than before, weighing in at 570g compared to the 430g of the original Mavic Air.
You can order the Mavic Air 2 now for $799 or with the fly combo for $988. | aerospace |
https://www.fortunetabloid.com/tag/cargo-ship/ | 2023-03-21T13:38:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943698.79/warc/CC-MAIN-20230321131205-20230321161205-00074.warc.gz | 0.948841 | 157 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__234395085 | en | Unpiloted Cargo Ship Toward Space Station Japan Launches. Liftoff !
A Japanese cargo ship successfully launched to the International Space Station Tuesday (Sept. 24), lifting off two weeks late due a launch pad fire during its first liftoff attempt. The unpiloted H-II Transport Vehicle-8 (HTV-8) soared into space at 12:05 p.m. EDT Tuesday (1605 GMT or 1:05 a.m. Sept. 25 in Japan). The cargo ship hefted more than 4 tons of supplies, as well as batteries and a prototype laser-communications system, from the Tanegashima Space Center in southern Japan. The launch was originally scheduled for Sept. 10, but officials scrubbed…Read More | aerospace |
http://twitter.blog.me.uk/2011/07/ | 2017-03-29T03:14:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190181.34/warc/CC-MAIN-20170322212950-00579-ip-10-233-31-227.ec2.internal.warc.gz | 0.944533 | 406 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__23043687 | en | On the 23rd of July 1983, Air Canada Flight 143 ran out of fuel flying at 41,000 feet. Both engines failed and the plane glided to an emergency landing at Gimli, an abandoned Royal Canadian Air Force Base in Canada. This gained the aircraft the affectionate nickname “The Gimli Glider.”
But how could a commercial jet simply run out of fuel? The sequence of events is somewhat convoluted but in the end, it came down to a conversion fault.
The maintenance crew worked out how many litres of fuel were needed to make up 22,300kg of fuel, then subtracted the 7,682 litres on board and then used the fuel gauge on the refuelling truck to fill the aircraft tanks with the remaining required litres of fuel.
Canada was at this time changing from imperial to metric. The Boeing 767 was the first plane in the fleet to measure fuel in kilograms rather than pounds.
The maintenance crew had a multiplier of 1.77 for converting from litres. Somehow, no one noticed that this figure was for a conversion to pounds, not kilograms.
The flight required 22,300kg on board. The maintenance crew reported that the plane had 22,300kg of fuel on board. It actually had 22,300 pounds of fuel, just over 10,000kg. Less than half of what they needed to reach their destination.
However, quick actions on the part of both the pilot and the co-pilot brought the plane to ground safely. The Gimli Glider remained in service until 2008.
On 23 July 2011, people took photographs which were measured in millimetres and inches and pixels and bytes. And every single one was beautiful:
And here are those who submitted:
We want to see MORE photographs of places! Simply tweet the location of your photograph (taken on a Saturday) to @SatScenes to be included.
Follow SatScenes for more details and you’ll never miss another edition. | aerospace |
https://scholarworks.uno.edu/td/427/ | 2023-12-10T06:31:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101282.74/warc/CC-MAIN-20231210060949-20231210090949-00878.warc.gz | 0.868148 | 253 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__284186930 | en | Date of Award
Graphite/epoxy composite laminates are widely used in the aerospace industry. However the industry cannot take full advantage of the superior strength and stiffness of composite materials until their failure mechanisms can be thoroughly understood by engineers. Recognizing the importance of such understanding, the current study was undertaken to determine the microcracking fracture toughness in composite laminates using the energy release rate criteria. Three materials of specific interest in the aerospace industry – IM7/977-2, IM7/5555 and IM7/5276-1 – were analyzed. To evaluate the microcracking fracture toughness, displacement controlled static tensile tests were performed. Microcrack density (the number of microcracks per unit length) was measured as a function of applied stress. The data were analyzed to obtain the microcracking fracture toughness (Gm) for each material system. The value of Gm can be used to predict the microcracking behavior of composite laminates made from the corresponding material.
Kasturi, Krishna Kumar, "Microcracking Fracture Toughness for Graphite Epoxy Composite Laminates Using Finite Fracture Mechanics" (2006). University of New Orleans Theses and Dissertations. 427. | aerospace |
http://www.aceaviationstl.com/ | 2014-11-24T03:28:20 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416400380358.68/warc/CC-MAIN-20141119123300-00201-ip-10-235-23-156.ec2.internal.warc.gz | 0.95709 | 274 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__29191663 | en | Our Mission: Here at Ace Aviation LLC our mission is to provide our customers with the ability to reach their aviation dreams and goals. Whether you’re a new student or seasoned pilot we are here to provide you with top notch professional service at competitive prices. We support Creve Coeur Airport and the St Louis pilot community in the growth of general aviation.
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Learning to fly may seem to be a daunting task at Ace Aviation we are here to guide and answer any questions that you have both during and after training! That's right even after earning your pilot certification we offer recurrent training sessions at minimal cost. Click here to learn about our loyalty programs
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Ace Aviation offers the lowest Cessna 172 rates in the St Louis area!
For those of you who are already pilots we offer Biannual Flight Reviews, Instrument and Commercial training (Complex training not included) as well as Instrument Competency Checks. Receive instruction from highly experienced instructors such as former Airline Pilots. | aerospace |
https://www.techbatti.com/japan-will-attempt-to-transmit-solar-energy-from-outer-space-by-2025/ | 2023-09-24T08:09:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506623.27/warc/CC-MAIN-20230924055210-20230924085210-00411.warc.gz | 0.944447 | 325 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__72916913 | en | Japan and its space agency, JAXA, have spent decades attempting to make it possible to transmit solar energy from space. In 2015, JAXA scientists effectively transmitted more than 50 meters and 1.8 kilowatts of power, enough energy to operate an electric saucepan, to a wireless receiver. Now, Japan is on the verge of bringing the technology one step closer to fruition.
As early as 2025, according to Nikkei, a Japanese public-private partnership will endeavor to transmit solar energy from orbit. The initiative, led by Naoki Shinohara, a professor at Kyoto University who has been researching space-based solar energy since 2009, will endeavor to place a number of small satellites in orbit. Then, they will attempt to transmit the solar energy to ground-based receiving stations hundreds of miles away.
In 1968, the use of orbital solar panels and microwaves to transmit energy to Earth was first proposed. Since then, several nations, including China and the United States, have devoted time and resources to the concept. Because orbital solar arrays represent a potentially limitless renewable energy source, the technology is appealing. In space, solar panels can collect energy regardless of the time of day, and by using microwaves to transmit the energy they generate, clouds are not an issue. Even if Japan were to effectively deploy a set of orbital solar arrays, the technology would remain more science fiction than reality. Using currently available technology, it would cost approximately $7 billion to produce a solar array capable of producing 1 gigawatt of power, or roughly the output of one nuclear reactor. | aerospace |
https://burmese.voanews.com/a/a-27-2006-04-16-voa5-93504069/1231213.html | 2024-04-20T13:56:17 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817650.14/warc/CC-MAIN-20240420122043-20240420152043-00703.warc.gz | 0.944612 | 607 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__106616491 | en | America's return to the moon in 2008 will make a big impact - in the literal sense. The U.S. space agency NASA says an unmanned spacecraft that will orbit the moon will be accompanied by projectiles that will smash into the moon's south pole and raise clouds of debris visible from Earth.
The moon is pockmarked with craters from asteroid and meteorite impacts over billions of years. The United States will add one more in late 2008.
It will be in a shaded area of the south pole where previous U.S. spacecraft have sensed hydrogen molecules. The earlier data is not sufficient to tell whether the hydrogen is coming from frozen water or not, so project manager Daniel Andrews
says NASA is counting on two impacts to throw up enough material to answer the question.
"We will create a substantial plume, excavate a bunch of material, some of which we believe may be water ice and be able to measure that directly as the plume is created, and a great opportunity to really understand what we have there."
The crashes will occur as part of NASA's Lunar Reconnaissance Orbiter mission, called LRO for short. It will be the first in a series of U.S. probes that will send satellites, landers, and eventually humans back to the moon to establish a base from
which to move on to Mars. This initial mission is to deploy an orbiter to map the moon's surface for potential future landing sites. It will also gather data on radiation levels that are hazardous for humans and scout for potential resources.
Once the orbiter is deployed, NASA says the upper stage of the launch vehicle, the size of a minivan, will break off and deploy a small spacecraft before it dives into a south pole crater, excavating a smaller crater five meters deep and 30 meters
wide and blasting material 60 kilometers high. The small craft will fly through the dust and sense what materials are in it before it makes its own plunge and sends up a smaller plume of its own for the bigger LRO satellite to inspect.
Deputy program manager Butler Hine says NASA will be looking not only for water but also other resources of use to future astronauts.
"Why this is important is because these resources can make future human occupation of the moon much more cost effective. If we can live off the land and use the resources that are available, then it becomes much less expensive."
Hine says the excavation is an early, inexpensive attempt to determine the composition of the moon's polar surface before NASA sends landers for the same purpose. He says the poles were not examined by the Apollo moon missions of the 1960s and 70s, which returned dirt and rock samples from the equatorial region.
"LRO, one of its primary missions is to map the polar region, map the craters and try to map the resources within the crater, but anything you do with remote sensing, you never quite know for sure what is there until you touch it." | aerospace |
https://confit.atlas.jp/guide/event/jpgu2018/subject/E_STT49-P02/detail | 2022-05-23T13:53:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662558030.43/warc/CC-MAIN-20220523132100-20220523162100-00279.warc.gz | 0.921204 | 320 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__245935314 | en | [STT49-P02] Implementation of airborne geophysics using unmanned aerial vehicles (drone)
Keywords:drone, airborne geophisics, airborne electormagnetic surbvey, airborne radiation monitoring
In drone operation, planes and industrial unmanned helicopters, those capable of conducting programming flight, have been used for a long time. An autonomous navigation type unmanned industrial helicopter has been used for monitoring and evaluation of the effect of radiation caused by the accident at Fukushima Daiichi Nuclear Power Plant after the Great East Japan Earthquake. This monitoring is being continued until now. The unmanned industrial helicopter (hereinafter referred to as "unmanned helicopter") can perform survey with a maximum payload of 10 kg, a flight time of 90 minutes, a flight speed of up to 72 km per hour, and a maximum flying distance of 3 to 5 km. At present, operation is limited to the visible extent; however, operation beyond the visual range is also possible. In addition to radiation monitoring, this unmanned helicopter can be used to perform geophysical exploration such as airborne magnetic survey and aerial thermal infrared photography.
Recently, high performance and compact multicopter has become available at low price. Performance improvement and low price of multicopter have boosted its use significantly in activities such as photography, aerial surveying, laser surveying, and so on. However, use of multicopter has been started even in the field of geophysical exploration.
In this presentation, we report airborne electromagnetic and radiation monitoring technology using multicopter along with geophysical survey technology using unmanned helicopter. | aerospace |
https://www.dmzhawaii.org/?p=2981 | 2023-12-10T18:05:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102612.80/warc/CC-MAIN-20231210155147-20231210185147-00368.warc.gz | 0.907753 | 740 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__26448239 | en | Navy to target drone
The latest test of an interceptor missile system is set to launch tomorrow from an Aegis destroyer off Kauai
By Gregg K. Kakesako
POSTED: 01:30 a.m. HST, Jul 29, 2009
For the 23rd time, the Navy will attempt to intercept a short-range ballistic missile off the coast of Kauai.
The Aegis destroyer USS Hopper, based at Pearl Harbor, is slated tomorrow to fire an interceptor missile during the test, dubbed “Stellar Avenger.”
The 505-foot Hopper will attempt to hit the target, a drone launched from Pacific Missile Range Facility at Barking Sands, in flight with a Standard Missile-3 armed with a kinetic, or nonexplosive, warhead. The force of impact is expected to destroy the drone.
Also participating in the at-sea missile defense test will be the Pearl Harbor Aegis cruiser Lake Erie, which has been the launch ship in at least 12 missile intercept tests beginning in 2002, and the destroyer USS O’Kane.
The O’Kane has been designated as a shadow ship and will track and conduct a simulated SM-3 launch. The Lake Erie, which was recently upgraded with improved Aegis ballistic missile defenses, will perform surveillance and track operations with its new sophisticated SPY radar and also will conduct a simulated missile launch.
However, only the Hopper will fire an actual intercept missile.
The Hopper was part of a November test when two short-range ballistic missile targets were launched from Kauai. An SM-3 fired from the USS Paul Hamilton, a destroyer based at Pearl Harbor, directly hit the first target missile. The USS Hopper failed to intercept the second target missile.
Last year the Lake Erie launched a modified SM-3 missile in the Navy’s first-of-its-kind missile shot to destroy a malfunctioning spy satellite.
Meanwhile, the Missile Defense Agency completed a joint test last week with Israel to see how well the Arrow missile anti-missile system — a mobile missile launcher designed to protect Israel against ballistic missiles — would function with other elements of the U.S. missile defense system. Those elements include the terminal high-altitude area defense program, which deployed mobile missile interceptors to Barking Sands late last month when it was reported that North Korea threatened to test its ballistic missiles.
USS HOPPER (DDG 70)
» Class: 20th of 38 Arleigh Burke-class destroyers authorized by Congress
» Commissioned: 1997
» Namesake: Rear Adm. Grace Murray Hopper, known as the “Grand Lady of Software,” “Amazing Grace” and “Grandma Cobol” after co-inventing COBOL (common business-oriented language). COBOL made it possible for computers to respond to words instead of just numbers, thus enabling computers to “talk to each other.”
» Armament: Tomahawk cruise missiles and standard surface-to-air missiles. Two fully automated radar-controlled Phalanx close-in weapon systems, Harpoon anti-ship missiles, two triple torpedo tubes, one 5-inch gun and electronic warfare systems
» Home port: Pearl Harbor
» Crew: 23 officers, 24 chief petty officers and 302 sailors
» Length: 505 feet
» Beam: 67 feet
» Weight: 8,500 tons fully loaded
» Engines: Four gas turbine engines
» Speed: More than 30 knots
Source: U.S. Navy | aerospace |
https://satyobchod.cz/2021/10/13/william-shatner-makes-history-as-he-launches-into-space/ | 2021-10-16T12:58:37 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323584567.81/warc/CC-MAIN-20211016105157-20211016135157-00489.warc.gz | 0.963644 | 243 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__139656440 | en | Captain Kirk has officially visited outer space for real.
William Shatner, the star behind the beloved Star Trek character, finally made his own voyage to the final frontier on Wednesday, Oct. 13 after being postponed a day as a result of weather conditions. After lifting off near Van Horn, Texas minutes before 11 a.m., Blue Origin’s New Shepard accomplished the company’s second successful crewed mission to space, carrying Shatner, Planet Labs co-founder Chris Boshuizen, Medidata Solutions co-founder Glen de Vries and Blue Origin’s vice president of mission and flight operations Audrey Powers.
It was not only a milestone for Shatner, but also a history-making one as the actor is the oldest person to reach space at 90 years old. While it’s an undeniably special moment, it doesn’t sound like Shatner has any interest in relocating. “The thing I really want to do,” he previously told Today, “is come back down.” In a matter of just over 10 minutes, the crew returned back to Earth in their capsule and Shatner got his wish. | aerospace |
https://www.binghamtonhomepage.com/news/after-school-program-teaches-students-about-drones/ | 2023-12-09T18:50:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100942.92/warc/CC-MAIN-20231209170619-20231209200619-00678.warc.gz | 0.970005 | 228 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__273926533 | en | Cornell Cooperative Extension is using drones to help kids understand more about the STEM field.
The Drone Discover after school program was recently held at the CCE facility on Front Street in the Town of Dickinson.
As part of the 4H program, students learned about drone applications, computer coding and principles of flight.
Kids also had the opportunity to fly a drone and create their own using foam gliders with a camera attached to it.
The camera footage was then uploaded onto a computer for kids to view.
4H Educator Anne Glasgow says giving kids the opportunity to experiment with drones will motivate them to dig deeper.
“I think that it’s so necessary to teach STEM in a hands-on type of way. Drones are perfect. They’re cool and everyone loves them. It gets them hooked then they want to go deeper into the science and engineering,” said Glasgow.
Glasgow along with her colleagues developed the program curriculum that was used throughout the entire country.
It was held in conjunction with the National Lights On Afterschool Week, an initiative highlighting afterschool programs. | aerospace |
https://www.foreflight.com/releases/13-7/ | 2024-04-19T03:22:01 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817253.5/warc/CC-MAIN-20240419013002-20240419043002-00097.warc.gz | 0.864367 | 343 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__80430493 | en | This release enables biasing of ForeFlight's built-in climb and descent Performance Profiles, multiple C/D profiles for certain aircraft, and additional Runway Analysis aircraft support.
DOWNLOAD FOREFLIGHT 13.7
ON THE APP STORE TODAY
Visit our video library for additional support and information.
Increase the accuracy of ForeFlight’s time and fuel flow calculations by adjusting your aircraft’s climb and descent performance profiles based on observed performance. If you notice a consistent delta between your flights’ calculated performance and actuals using a given profile, you can bias the performance calculations to compensate for the discrepancy. Climb and Descent profiles support fixed positive or negative bias settings for both time and fuel, with increments as small as a tenth of a minute or pound.
ForeFlight Performance Profiles are available with ForeFlight Performance subscription plans.
Watch the video
In addition to the ability to bias climb and descent profiles, some aircraft now also support multiple climb and descent profiles. Several dozen aircraft models from Bombardier, Dassault, Embraer, and Gulfstream provide multiple climb and descent profiles in ForeFlight, each one built using manufacturer-sourced data in accordance with the profiles defined in each aircraft’s POH.
ForeFlight’s advanced Runway and Obstacle Analysis capability for jets now supports Gulfstream’s GV, GVII-G600, and G450, and Bombardier’s Learjet 60XR and 35A. Runway Analysis is available for a growing list of aircraft types as an add-on to ForeFlight Performance subscription plans. | aerospace |
https://dare-3d.co.uk/dji-unveils-new-products/ | 2022-05-23T21:11:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662561747.42/warc/CC-MAIN-20220523194013-20220523224013-00488.warc.gz | 0.912714 | 1,105 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__3475111 | en | DJI Unveils New Products
DJI have unveiled a series of new products as part of their enterprise range. DJI Enterprise focuses on creating ground-breaking technology to revolutionise work and ease operations. The drone manufacturer looks to launch the Matrice 30 Series, the DJI Dock, the Zenmuse H20N and FlightHub 2 in the coming months.
DJI Matrice 30 Series
A perfect balance of power and portability, the DJI Matrice 30 Series delivers higher operational efficiency. The M30 series comes in two versions, the M30 and the M30T.
The M30 model integrates a 48 megapixel zoom camera with 5x – 16x optical zoom, a 12 megapixel wide camera, 4K/30fps video resolution and a laser rangefinder with a range of up to 1,200 meters to capture the data you require. The M30T also features a 640x512px radiometric thermal camera.
With IP55 ingress protection and a wind speed resistance of up to 15m/s, the M30 can handle adverse weather conditions and can operate in temperatures ranging from -20°C to 50°C.
Enjoy enhanced transmission with four built-in antennas supporting OcuSync 3 Enterprise, ensuring signal stability in even complex environments. Moreover, operators can fly worry-free with 6-directional sensing and positioning protecting your drone when flying.
The Matrice 30 Series offers a hot-swappable batteries feature, meaning operators can keep flying until they have finished the drone mission. Moreover, the new smart BS30 charging station that comes with these drones can boost one pair of batteries from 20-90% in just 30 minutes.
Despite the advanced technology of the Matrice 30 and its impressive flight time of 41 minutes, this drone separates itself from other DJI Enterprise drones due to its compact and portable nature. Simply by pressing a button, the drone can be folded in seconds.
The Matrice 30 Series takes professional drone operations to the next level.
DJI RC Plus Remote Controller
DJI has created the new RC Plus Remote Controller tailor-made for enterprise users.
As well as a 7-inch wide high-definition screen, this remote also offers 6 buttons to ease the user experience. These are mapped to specific functions correlating with what camera view is in use, facilitating a more seamless flying experience.
Enjoy improved battery life with 6 hours running time. This remote control features an internal battery and a swappable external battery.
Moreover, this controller is IP45 rated, making it the first DJI remote controller that can perform even in harsh weather conditions.
The DJI Dock is an autonomous charging, take-off and landing station. Combined with the DJI M30 Series, this allows for fully pre-programmed and automatic flights.
When a drone lands, the Dock recharges it automatically. Fast charging and TEC air conditioning allows for charge to be boosted from 10% to 90% in a mere 25 minutes.
Despite the advanced capabilities of the DJI Dock, it weighs just 90kg making it highly transportable. It is waterproof and dustproof even when open, being IP55 rated and its core components are IP67. It can also withstand temperatures as cold as -35°C to as high as 50°C.
The DJI Dock paves the way towards fully automatic and programmed drone flights.
DJI Zenmuse H20N
DJI also unveiled the Zenmuse H20N, specifically created for the M300 RTK. This is a hybrid sensor solution integrating a high-resolution night vision camera, a zoom thermal camera, and a laser rangefinder to revolutionise night-time operations.
‘N’ for night vision, the Zenmuse H20N captures shots taken in darkness with exceptional clarity. Alongside night vision, this payload features a 640×512 thermal camera, a 20x hybrid optical zoom and a laser rangefinder with a maximum range of 1200 meters.
With an IP44 rating and the ability to operate in temperatures between -20°C and 50°C, this heavy-duty hybrid payload takes night-time operations to the next level. It is the perfect solution for search and rescue operations, or inspections conducted in low-light environments.
DJI FlightHub 2
FlightHub 2 was also launched this week, DJI Enterprise’s fleet management software.
This is completely cloud based and helps streamline communication. With this software, not only can real-time missions be viewed on the operator’s remote control, but also can be accessed by any device connected to the internet including computers and mobile phones.
FlightHub 2 currently has a free testing period for all users until 31st October 2022.
The introduction of these new DJI products signals the next generation of enterprise solutions. These will completely transform commercial and essential services operations such as inspections, rescue missions and many more.
The DJI Dock is currently being tested and will be available for purchase starting from Q4 2022.
Instead of buying a drone, why not rent one? DARe-3D’s drone hire offers daily and weekly rentals for a range of drones and accessories from manufacturers including DJI, Autel Robotics and Yuneec. Access the latest drones and equipment without the large price tag. | aerospace |
https://www.ufopages.com/Content/Reference/RADAR-01a.htm | 2022-10-03T15:26:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337421.33/warc/CC-MAIN-20221003133425-20221003163425-00707.warc.gz | 0.956723 | 438 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__34793109 | en | A radar system works by transmitting radio signals that reflect off objects in their path and are captured by a radar receiver where they are displayed on a radar scope ( pictured left ). Only about one billionth of a billionth of a radar signal gets reflected back. Therefore radar systems must use very powerful transmitters and very sensitive receivers. Consequently, although the development of the radar had begun around 1904, it was not until 1935 that technology advanced far enough to make a viable radar system. The first radar systems could detect any aircraft within 100-150 miles, but were unable to detect objects flying under 500 feet, hence the expression, "flying below the radar". Early systems also detected and displayed everything that reflected a radar signal, requiring the operators to interpret the various returns and manually separate the aircraft from the clutter and other anomalous signals, which sometimes included UFOs .
Modern air traffic control radar uses transponder and anti-clutter technology that filters out anomalous and irrelevant returns so that operators can focus on the commercial air traffic. Unfortunately this means that UFOs no longer show up on civilian radar unless the filters are switched off, and there is usually no reason to do that unless a pilot reports a UFO to air traffic control. However commercial pilots are sometimes reluctant to report UFOs out of fear of ridicule and the associated fallout that could affect their jobs. military radar can be set to not filter out anomalous signals. In contrast, advanced military radar stations routinely monitor everything and are so sophisticated that they can detect individual features on a target and create a picture that can be matched with a database of known aircraft types. With such advanced technology, it's a foregone conclusion that the military knows much more about UFOs than the public has been led to believe.
In his classic book The Report On Unidentified Flying Objects, Edward J. Ruppelt asks: "Does a UFO have to land at the River Entrance to the Pentagon, near the Joint Chiefs of Staff offices? Or is it proof when a ground radar station detects a UFO, sends a jet to intercept it, the jet pilot sees it, and locks onto it with his radar, only to have the UFO streak away at phenomenal speed?" | aerospace |
https://www.visitspacecoast.com/events/kennedy-space-center/spacex-crew-6 | 2023-09-23T21:16:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506528.3/warc/CC-MAIN-20230923194908-20230923224908-00325.warc.gz | 0.843891 | 133 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__76675211 | en | SpaceX - Crew 6 Rocket Launch
SpaceX and NASA have rescheduled the Crew-6 launch, please note the new date and time.
SpaceX Crew-6 continues to #LaunchAmerica with the latest crewed mission to the International Space Station. Experience this incredible launch from the Space Coast and witness 4 astronauts blast off from Kennedy Space Center's historic Launch Complex 39A on a Falcon-9 Crew Dragon.
With 57 launches last year, Florida's Space Coast is America's gateway to the stars. This crewed night launch will be an unforgettable moment your family will cherish forever.
*Photo Credits: NASA/Kim Shiflett and SpaceX | aerospace |
http://www.flightsim.com/vbfs/content.php?12881-Flysimware-Cessna-195-X-Released | 2013-05-19T12:51:07 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368697503739/warc/CC-MAIN-20130516094503-00032-ip-10-60-113-184.ec2.internal.warc.gz | 0.916295 | 454 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__136387412 | en | The Cessna 195 is a post-war business aircraft with uses similiar to many light jets today. It is a three passenger, five seater aircraft that was perfectly suited for executive transport and has the ability to get in and out of short airstrips.
Powered by a huge 300 horsepower engine, this aircraft soars at cruising speeds of 170 miles per hour and can fly for almost 800 nautical miles. Today, the Cessna 195 is an extremely rare, high performance aircraft that allows the pilot to ride in style and get the job done.
The Flysimware Cessna 195 features an accurate and visually pleasing model of the Cessna 195. Modeled are actual functions of the aircraft including the primer, HSI operation, VATSIM-compatible transponder, and realistic flap operation. This model also includes all 3D gauges, custom pilots, ground and servicing visual add-ons, service mode for swinging engine and hundreds of animations. All of these features come at no cost to flight simulator performance and were thoroughly tested by a real aircraft owner of 20 years.
By purchasing the Flysimware Cessna 195 you are diving in to the most authentic post-war executive transport experience with a touch of modern systems. This aircraft will bring you many hours of enjoyment and an appreciation for post-war aircraft.
- Real world high quality 3D gauges
- Two custom control panels
- High quality textures (bump / world reflections / skin mesh)
- Over 200 custom xml gauges
- Flysimware's virtual cockpit sound module adds 44 bonus sounds
- Speed controlled sounds for windows, doors and heater vents
- Two high quality models
- Four paint themes
- Animated water floats
- Dual analog clock / digital (tracks flight time)
- Transponder squawk codes to Vatsim and Gamespy
- Magnetic compass
- Retractable left and right landing light
- Over stress sounds
- Amazing 3D HSI gauge with animated flags
- Primer system
- GPS (GPS496) (GNS530)
- Transponder (RT359A) (GTX330)
- HSI (NSD360A) | aerospace |
https://skyheadlines.com/china-begins-its-progress-toward-a-new-moon-rover-for-the-2026-mission/ | 2024-02-27T17:51:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474676.79/warc/CC-MAIN-20240227153053-20240227183053-00698.warc.gz | 0.897335 | 632 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__97412561 | en | China aims to explore the south pole of the moon in 2026. To begin exploring the Moon’s south pole, China accelerated its progress toward designing a new moon rover. In the Chang’e-7 expedition, the lunar rover will target the moon’s south pole and far side. Before China’s Chang’e-7 expedition, the Yutu 2 robot was also set off for exploring the lunar far side in 2019. In addition to a new moon rover, Chang’e 7 will consist of an orbiter, a lander, and a small, flying detector that can reach shaded areas in craters to look for water ice deposits.
The moon rover, represented by the spacecraft, is equipped with essential features such as a panoramic webcam and a surface radar, similar to Yutu 2. However, it distinguishes itself by incorporating a magnetic sensor and a Raman spectrometer in place of the visible and infrared spectrometer and the energetic neutral atom analyzer that Sweden supplied for Yutu 2’s mission.
What are the principal goals of the moon rover?
China’s Chang’e 7 mission’s scientific goal is to research the moon. The rover will be exploring and investigating the moon’s surface environment and water ice in its soil. It will help the researchers in the deep investigation and study of the Moon’s morphology, structure, and formation. To explore and research the Moon’s internal structure, gravitational pull, and thermodynamic properties. The overall investigation and study of the surface environment of the Moon’s south pole. Examination and investigation of the Earth’s magnetic field direction and plasmasphere from the moon.
What does Tang Yuhua say about this mission?
Deputy Chief Designer of Chang’e 7 and the moon rover “Tang Yuhua”, of the Lunar Exploration and Space Engineering Center of China, told CCTV. The rover will also be more independent.
“The rover of the Chang’e 7 is slightly larger than that of the Chang’e 4 in scale. It is designed to carry different instruments, and is of roughly the same structure,”
“It’s more intelligent. The original rover had more ground intervention, and now the path planning will be more autonomous,” Tang said.
What is China planning after Chang’e 7 launch?
China will attempt to use its Chang’e 6 mission to gather samples from the far side of the moon rover South Pole-Aitken Basin before the Chang’e 7 launch. The 2020 Chang’e 5 mission was a success. The moon rover collected samples from the lunar near side and returned them to Earth using the spacecraft initially as a backup. After that, Chang’e 8 will be launched in 2028 and will test 3D printing and local resource utilization technologies. The goal of that mission is to lay the groundwork for the 2030s International Lunar Research Station (ILRS) project. | aerospace |
https://tlcdiscoverychannel.weebly.com/blog/our-solar-system-and-the-moon | 2020-04-04T18:30:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370524604.46/warc/CC-MAIN-20200404165658-20200404195658-00363.warc.gz | 0.944469 | 396 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__164394020 | en | Author: Jaclyn Chukwuma
Our solar system consists of 8 planets: Neptune, Jupiter, Uranus, Saturn, Mars, Earth, Mercury, and Venus. Several people out there on planet Earth believe the Moon should be considered a planet. However, a broad definition of a planet states that planets are bodies that orbit the sun, which the moon does not. The moon is still clearly part of the solar system, but just not classified as a planet. The solar system and is made up of several different objects and fascinating things. For example, comets, galaxies, stars, and planets. Let me tell you a little more about that.
We live on planet Earth, the fifth largest planet in our solar system. It is also the third closest to the sun. Earth takes 365 days to orbit the sun once. Every 24 hours, Earth rotates--or spins--one time. “What about the moon?” you’re probably asking. Well, like I said before, the moon doesn’t orbit the sun. Though, it does orbit the earth and it takes approximately 27 days to do that. The moon played a very important role in American history. In 1969, America became the first nation to put a man on the moon. Venus was named for the Roman god of love and beauty. Living on Venus would be very stressful since the surface can maintain temperatures up to 480 degrees celsius. That’s about 863 degrees fahrenheit! Wowzers, that sure is hot!
Our solar system is very special for very special reasons. It gives people certain jobs to discover even more things about a solar system. Examples are aerospace engineers, computer scientists, astronauts, and many more. It allows families on Earth to save money with panels and solar energy from the sun. And most importantly, it helped exceed exhilarating milestones in different countries like in Russia, China, and especially here in the United States. | aerospace |
http://www.adjmagazine.com/HighlightsDetails.php?categoryID=100&articleID=329 | 2024-04-23T07:06:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818468.34/warc/CC-MAIN-20240423064231-20240423094231-00664.warc.gz | 0.931885 | 311 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__117660611 | en | Leonardo is sponsoring and presenting the HeliConference event taking place in Dubai today and tomorrow. Leonardo – a global aerospace and defence company headquartered in Italy – is one of the world's leading manufacturers of advanced high performance helicopters for commercial, parapublic and military operators worldwide. The Company manufactures rotorcraft that encompass all principal weight categories, from the 1.8 tonne single engine to the 16 tonne three engines.
In the UAE, approximately 90% of the VVIP rotorcraft fleet comprises of Leonardo helicopters, which are more than 100 in the country, including the AW139, AW169, AW189 and AW109 models, performing a variety of operations including Emergency Medical Services, Search and Rescue, law enforcement, and offshore transport. Whatever the mission – rescue or medical operations, security needs or energy services, executive and private transport, battlefield and naval tasks – Leonardo’s comprehensive range of helicopters perform with maximum efficiency and safety.
At HeliConference, Leonardo presents its visions on VTOL (Vertical Take-Off and Landing) solutions for Defence and Security operations. Leonardo’s offer includes state-of-the-art unmanned platforms, like AWHero, a dual-use platform able to perform civil and military missions day and night, over land and sea. It is the only Rotary Unmanned Air System (RUAS) in its class that has been designed to the same safety design concepts applied to helicopters such as systems redundancy and guarantees high reliability and maintainability, ensuring low operating costs. | aerospace |
https://foreignaffairs.co.nz/2020/11/19/mil-osi-translation-colombian-embassy-and-air-attache-in-israel-celebrated-101-years-of-the-colombian-air-force/ | 2020-12-04T20:37:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141743438.76/warc/CC-MAIN-20201204193220-20201204223220-00406.warc.gz | 0.959526 | 618 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__187605235 | en | MIL OSI Translation. Region: Spanish / Latin America / UN –
Source: Republic of Colombia
Tel Aviv (Nov. 17/20). With a formal ceremony at the residence of Colombia and the assistance of the defense, air and military attachés accredited in Israel, representatives of the Israeli government and other guests, the Embassy celebrated the 101 years of the Colombian Air Force, completed on November 8 .
The words of Ambassador Margarita Manjarrez recalled that, in 1919, the Air Force was born when the world was recovering from troubled times: “Colombia understood the strategic importance of aviation and from its early stages we conceived international cooperation as one of our pillars of Air Force. In the beginning, countries such as France and Germany cooperated with Colombia in the consolidation of the sector, both in the military and civil fields, and the development of aviation was understood as the most efficient way to connect the country. During the last decades, the Colombian Air Force has faced important challenges that consolidated it, today it serves as a model and shares its knowledge and expertise with the world. In the case of Israel, we maintain important mutually beneficial exchanges on training, acquisition and technology development issues. In recent years, the Colombian Air Force has strengthened its remote flight capabilities, as well as its projection into space and cyberspace. In addition, our first satellite was launched and the second will be launched soon. As an ambassador of Colombia and as a citizen, I express my most sincere appreciation for the achievements of our Air Force that fulfills its constitutional mission and also permanently helps our population, especially those who reside in places of difficult access in our country. communities and acts in the face of natural disasters, evacuating people in danger and connecting our remote regions. “
For his part, Colonel Alexander Celis Herrera, Colombian Air Attaché, highlighted that the heart of the evolution of this Corps “resides in professional men and women, with great experience, knowledge and specialization, but mainly with a vocation for service, proud to wear this blue uniform, in love with their Strength and passionate about what they do. Thanks to its people, the Air Force has demonstrated its unquestionable operational forcefulness, being consistent with its essence of legitimacy, transparency and integrity, because without them, there is no real possible success in any Institution. What is coming is to continue building on what has been built, aiming higher and higher and looking for more distant horizons, keeping the focus on the mission, seeking effectiveness, prioritizing spending, building more strategic alliances with friendly countries and planning the future with a vision of long term, through prospective projects such as the Strategy for Air and Space Development 2042 “
The event concluded with the delivery to the Embassy of the book of the 100 years of the Force and the commemorative coins to the attendees. Happy anniversary to the Colombian Air Force, a Force that represents us all!
EDITOR’S NOTE: This article is a translation. Apologies should the grammar and / or sentence structure not be perfect. | aerospace |
https://theintellectualist.com/earth-first-then-the-stars-terraforming-as-a-stepping-stone-to-the-cosmos/ | 2023-11-30T03:27:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00193.warc.gz | 0.884135 | 795 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__55017580 | en | Terraforming, the process of manipulating a planet’s environment to make it more Earth-like, is a concept that holds both promise and controversy.
As the climate crisis on Earth accelerates, discussions around geoengineering—essentially terraforming our home planet to restore ecological balance—have gained traction. The Intergovernmental Panel on Climate Change (IPCC) now entertains geoengineering as a viable method to mitigate climate change, calling for large-scale removal of greenhouse gases from the atmosphere.
Historically, terraforming was a term associated with altering extraterrestrial bodies to support Earth-like life.
However, the urgency of the Anthropocene era, marked by human-induced environmental changes, has turned the focus towards geoengineering Earth to preserve its hospitability. The idea of rewilding Earth is seen as a preparatory step for potential terraforming projects on Mars, emphasizing the importance of mastering terraforming technologies on Earth before venturing beyond.
The discourse on terraforming Mars reveals the monumental challenges of such an endeavor. Despite Mars’s Earth-like conditions billions of years ago, its transformation into a chilly desert due to the loss of its magnetic field and the resultant solar wind stripping away its atmosphere makes terraforming a daunting task.
Current suggestions to warm Mars range from Elon Musk’s proposition of exploding nuclear bombs over its polar caps to vaporize frozen carbon dioxide, to redirecting asteroids and comets to hit Mars, and even importing heat-trapping gases. However, all these proposals fall short of significantly warming Mars due to the lack of sufficient carbon dioxide and other resources necessary for creating a sustainable atmosphere4.
Moreover, terraforming Mars entails not just warming the planet but also making its atmosphere breathable. Experiments like MOXIE on NASA’s Perseverance rover, which aims to convert Martian carbon dioxide into oxygen, are initial steps towards this goal. Yet, making the entire Martian atmosphere breathable for humans may still remain a far-off dream.
It’s posited that introducing special microorganisms capable of photosynthesis in low-light conditions could create a breathable atmosphere over a few thousand years.
However, Mars’s lack of a protective magnetic field continues to pose a substantial hurdle as it allows the solar wind to strip away its atmosphere, a problem that even the most optimistic terraforming proposals struggle to address comprehensively.
The contemplation of terraforming Mars underscores the narrative of humanity’s quest for survival and advancement, a story deeply intertwined with our response to climate change on Earth. The discourse invites a philosophical reflection on our place in the cosmos, our relationship with our home planet, and the ethical, legal, and technological pathways that could, one day, lead us from being mere dwellers on Earth to becoming cosmic gardeners.
The journey from geoengineering Earth to terraforming Mars encapsulates the profound exploration of human ingenuity and the quest for sustainability both on Earth and in the cosmos.
- Marshall, Michael. “Terraforming Earth: Geoengineering megaplan starts now.” New Scientist, 9 October 2013. Accessed on New Scientist.
- CCCB LAB. “Terraforming the Earth, Redesigning the World.” Accessed on CCCB LAB.
- Space.com. “Terraform Earth? Rewilding the Planet Could Help Us Plan for Mars.” Accessed on Space.com.
- Skiver, Rayna. “A NASA Scientist Explained How to Terraform Mars — an Idea That’s a Bit Controversial.” Green Matters, 26 January 2023. Accessed on Green Matters.
- Mehta, Jatan. “Can We Make Mars Earth-Like Through Terraforming?” The Planetary Society, 19 April 2021. Accessed on The Planetary Society. | aerospace |
https://tradechronicle.com/shaheen-air-international-commences-two-weekly-flights-between-islamabad-medinah/ | 2021-08-02T19:42:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154356.39/warc/CC-MAIN-20210802172339-20210802202339-00669.warc.gz | 0.943385 | 263 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__85679191 | en | In line with its commitment of facilitating passengers, Shaheen Air International (SAI) has initiated two weekly flights from Islamabad to the holy city of Medinah, Saudi Arabia. The airline has started flying twice to Medinah reflecting the significant surge in demand by travelers seeking to fly to the blessed land.
The first flight between Islamabad & Medinah bearing the flight number NL705 departed from Benazir Bhutto International Airport at 09:15 am on November 16, 2016. It carried 165 passengers who were given special giveaways by representatives of the company.
While witnessing the arrival of the first flight to Medinah, Faisal Ahmad Khan, Station Manager – Medinah Munawwarah, Shaheen Air International said: “It is truly a blessing for our company to be able to fly twice to the holy city of Medinah. We noticed that many people wished to travel from Islamabad to the sacred land. While our passengers are at the heart of everything that we do, we decided to operate two weekly flights in order to offer more convenience to them.”
Earlier, Shaheen Air was also awarded with a certificate of appreciation by the Directorate General of Hajj – Pakistan upon the successful completion of its Hajj operation 2016 / 1437 AH. | aerospace |
https://rpas-regulations.com/different-types-of-aircraft-engines/ | 2024-04-15T00:15:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816904.18/warc/CC-MAIN-20240414223349-20240415013349-00379.warc.gz | 0.937589 | 2,550 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__15122913 | en | Aircraft engines are the power plants that propel aircraft through the sky. From the early days of aviation to the modern era, various engine types have been developed, each with unique characteristics and uses.
Piston engines, reminiscent of the early days of flight, continue to power a vast array of light aircraft today. They function by converting the reciprocating motion of pistons into rotational motion, which in turn drives the aircraft’s propellers.
Radial are a type of piston engine with cylinders arranged in a circle around the central crankshaft. This configuration was particularly popular in the early to mid-20th century, especially in military aircraft. The radial design allows for excellent air cooling, which is advantageous in combat situations where reliability and durability are paramount.
The distinctive appearance and sound are unmistakable, often associated with the classic warbirds of the past. Despite their older design, they are still in use today, particularly in vintage and historical aircraft, where their robustness is a valued feature.
|Cylinders arranged in a circle
|High power output
|Historical and vintage aircraft
Inline engines present a streamlined alternative to the radial design, with all cylinders arranged in a single line. This layout is more aerodynamically efficient, making it a preferred choice for aircraft where speed and air resistance are significant considerations.
The incline’s design also allows for a more straightforward installation in the aircraft’s fuselage, contributing to a sleeker, more aerodynamic profile. However, this configuration can present challenges in terms of cooling, as the rear cylinders receive less airflow than those at the front.
Inline engines have powered some of the most iconic aircraft in history, including many World War II fighters. Today, they are less common but remain a critical part of aviation heritage, celebrated for their contribution to the development of high-performance aircraft.
|Straight line of cylinders
|Low drag, high-speed capability
|Complex due to inline arrangement
|Historic performance aircraft
Turbine, encompassing turbojets, turbofans, turboprops, and turboshafts, have revolutionized air travel with their incredible power and efficiency. These models operate on the principle of jet propulsion, which involves drawing in air, compressing it, mixing it with fuel, igniting the mixture, and expelling it at high speeds to generate thrust.
Turbojet engines are the purest form of jet engines, with a design that is straightforward yet powerful. They were the first engine type to enable sustained supersonic flight and have a simple operating principle: air is drawn into the engine, compressed by a series of compressor blades, mixed with fuel, and ignited.
The high-speed exhaust gases then pass through a turbine, which drives the compressor, and are expelled out the back, propelling the aircraft forward. This type is best suited for high-speed, high-altitude flight, and was widely used in early jet fighters and commercial jetliners.
However, turbojets are less fuel-efficient at lower speeds and altitudes compared to other turbine models, which has led to their decline in favor of more advanced designs.
|High at supersonic speeds
|High-speed exhaust gases
|Early jet fighters, commercial jetliners
Turbofans are an evolution of the turbojet, designed to improve efficiency, especially at the speed ranges typical of commercial airliners. They feature a large fan at the front of the engine, which captures and accelerates a significant amount of air.
A portion of this air enters the core, where it is compressed, mixed with fuel, and ignited, while the rest is bypassed around the core, providing additional thrust.
The result is an engine that offers the high-speed capabilities of a turbojet with the added benefits of increased fuel efficiency and reduced noise. Turbofan engines are the most common type found on modern commercial aircraft, thanks to their balanced performance characteristics.
|Bypass air mixed with core exhaust
|Improved fuel efficiency at subsonic speeds
|Reduced noise output
|Modern commercial airliners
Turboprop engines represent a hybrid approach, combining the reliability of propeller-driven propulsion with the power of a turbine engine. They are particularly efficient at lower flight speeds and are commonly used in regional airliners, cargo aircraft, and special mission planes.
Turboprops function by using a gas turbine to turn a propeller. Most of the energy is used to drive the propeller, with only a small portion contributing to exhaust thrust. This makes turboprops more fuel-efficient than turbojets at speeds below about 450 mph, which is why they are favored for short to medium-haul flights.
|Gas turbine drives a propeller
|High fuel efficiency at lower speeds
|Optimal for below 450 mph
|Regional airliners, cargo aircraft
Turboshaft engines are a variant of the turbine family, specifically designed to deliver power to a shaft that drives something other than a propeller. This type of engine is most commonly found in helicopters and some types of tanks. In helicopters, the turboshaft’s primary function is to drive the main rotor blades that provide lift and thrust.
Unlike turboprops, the exhaust gases in a turboshaft do not provide significant thrust; instead, nearly all the engine’s power is used to turn the rotor. This design allows for compact engine size and a high power-to-weight ratio, which is essential for vertical takeoff and landing (VTOL) aircraft.
|Power delivery to a shaft
|High ratio, essential for VTOL
|Minimal exhaust thrust
|Helicopters, VTOL aircraft
High-Speed Air Travel
Ramjet and scramjet engines represent the cutting edge of high-speed air travel, designed for speeds that turbojets and turbofans cannot efficiently reach. These models have no moving parts and rely on the aircraft’s high speed to ram air into the combustion chamber.
Ramjet engines are simplest in terms of construction among the high-speed family. They operate efficiently at supersonic speeds between Mach 2 and Mach 6. A ramjet compresses the incoming air just by the speed of the aircraft and the shape of the intake, then fuel is added and ignited. The expansion of the exhaust gases propels the aircraft forward.
Ramjets are used in a variety of applications, most notably in missiles and experimental aircraft. They are not capable of operating at a standstill or low speeds, as they lack a mechanism to compress air at these velocities.
|Air compression through aircraft speed
|Efficient at Mach 2 to Mach 6
|No moving parts
|Missiles, high-speed experimental aircraft
Scramjets are an evolution of ramjet technology, designed to operate at hypersonic speeds, typically above Mach 6. The term “scramjet” stands for Supersonic Combustion Ramjet, and the key difference from the ramjet is the speed of the airflow through the combustion chamber; it remains supersonic, allowing for much higher flight speeds.
Scramjets are at the forefront of hypersonic research and have the potential to revolutionize space access by significantly reducing the cost of launching payloads into orbit. They are, however, currently limited to experimental vehicles and are not yet used in commercial aviation.
|Supersonic air combustion
|Efficient at hypersonic speeds (Mach 6+)
|No moving parts, like ramjets
|Experimental vehicles, potential space access
What is the Most Common Type Today?
The most common type in use today, particularly for commercial air travel, is the turbofan engine. This engine type is favored for its excellent balance of fuel efficiency, noise reduction, and performance over a wide range of speeds and altitudes.
The high bypass ratio turbofans are especially prevalent in commercial airliners because they can operate efficiently at the high subsonic speeds these aircraft typically fly at. They are also capable of providing the high thrust necessary for takeoff and climb, while still maintaining fuel efficiency during cruise, which is critical for long-haul flights.
- Fuel Efficiency: High bypass ratios in modern turbofan engines contribute to lower fuel consumption, which is economically beneficial and reduces environmental impact.
- Reduced Noise: The bypassed air acts as a muffler, which significantly lowers the noise levels compared to older turbojet models, making turbofans more suitable for airports near residential areas.
- Versatility: Turbofans are capable of operating efficiently across a wide range of altitudes and airspeeds, making them suitable for various types of aircraft and flight profiles.
- High Thrust Output: They provide the necessary thrust for takeoff and climb, which is crucial for large, heavy aircraft.
- Lower Operating Costs: The efficiency and reliability of turbofan engines contribute to lower operating costs over the engine’s lifespan.
- Improved Safety: The reliability of turbofan has continually improved, leading to safer operations and fewer in-flight shutdowns or failures.
- Environmental Benefits: Modern turbofan produce fewer emissions than older engines, contributing to a reduced environmental footprint of aviation.
Can piston engines be used for commercial airline travel?
While piston engines are reliable and have been used extensively in the past, they are generally not used for commercial airline travel today due to their lower efficiency at high altitudes and speeds compared to turbine engines. Commercial airlines prefer turbine engines, especially turbofans, for their better fuel efficiency, higher speed capabilities, and greater passenger capacity.
How do turboprop engines differ from turbofan engines in terms of flight range and speed?
Turboprop engines are most efficient at lower speeds and are typically used for shorter regional flights. They are ideal for speeds up to about 450 mph and can operate efficiently on routes that are too short for jet engines to reach optimal performance. Turbofan engines, on the other hand, are designed for higher speeds and longer ranges, making them the engine of choice for most commercial airliners on medium to long-haul flights.
Are ramjet engines used in any current commercial aircraft?
No, ramjet engines are not used in commercial aircraft. They are designed for supersonic speeds and do not function at the subsonic speeds at which commercial aircraft operate. Ramjets are primarily used in military applications, such as missiles and experimental high-speed aircraft.
Why aren’t scramjet engines more commonly used if they offer higher speeds?
Scramjet engines are capable of hypersonic speeds and are at the cutting edge of propulsion technology. However, they are currently not practical for commercial aviation due to their complexity, the current lack of infrastructure to support their operation, and the extreme conditions they operate under, which present numerous engineering challenges. They remain in the experimental stage and are primarily used in research and military applications.
The diversity of aircraft engines is a reflection of the varied demands of aviation. As technology advances, we can expect to see new developments that will continue to push the boundaries of speed, efficiency, and environmental sustainability in the skies. If you want to find out more about the aviation and many other topics, stay with us at Rpas Regulations. | aerospace |
https://teenflight.blogspot.com/2011/02/day-51-february-3-2011.html | 2020-05-28T05:39:30 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347396495.25/warc/CC-MAIN-20200528030851-20200528060851-00334.warc.gz | 0.943216 | 85 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__60737292 | en | Day 51 - February 3, 2011
We had another mid-week work session to complete the canopy fiberglass layup so that it wouldn't interupt our work progress at our regular work session.
Two of the guys got it done with very good results, but both mentioned that they will never get involved in an airplane project that is built entirely of fiberglass!
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http://6653.info/forum.php?mod=viewthread&tid=41948 | 2019-04-24T12:05:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578641278.80/warc/CC-MAIN-20190424114453-20190424140453-00124.warc.gz | 0.892915 | 884 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__141497110 | en | Please contact your airline directly. Find cheap flights in seconds explore destinations on a map sign up for fare alerts on Google Flights.Carriers – Alaska United Airlines, featuring convenient connections from more than 350 other airports nationwide , JetBlue, Delta, American worldwide. Our interactive Airline Flight Schedule search tool can provide you with up- to- date arrival times departure times for all major airports airlines.
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Upgrades on Delta Air Lines, like with most carriers, differ between frequent flyer program members and regular passengers, and between regular program members and those with elite status. Live Flight Updates: Sign up for LIVE updates sent to your e- mail or cell phone when the status of the flight you select lta Air Lines is a major United States airline based in Atlanta, Georgia. As of 01 January, Delta mainline aircraft fly to 233 destinations; when combined with its Delta Connection regional affiliates, Delta- flagged aircraft fly to a total of 320 destinations serving 57 countries across all six inhabited continents. Delta operates a fleet of 764 aircraft with 4, 804 flights per day. Hartsfield– Jackson Atlanta International Airport ( IATA: ATL, ICAO: KATL, FAA LID: ATL), also known as Atlanta Airport, Hartsfield, or Hartsfield– Jackson, is an international airport 7 miles ( 11 km) south of downtown Atlanta, is named after former Atlanta mayors William B. | aerospace |
https://www.kiro7.com/news/local/southwest-grounds-two-boeing-jets-for-cracked-parts/995437304?utm_source=homestream&utm_medium=site_navigation&utm_campaign=homestream_click | 2019-10-20T19:12:19 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986718918.77/warc/CC-MAIN-20191020183709-20191020211209-00487.warc.gz | 0.934759 | 206 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__98803670 | en | Southwest Airlines says it has grounded two of its Boeing 737 Next Generation airliners due to a crack in a crucial part.
Officials with Southwest say two of their Renton-built planes have cracked pickle forks. The part helps hold the plane’s wings to its body.
The U.S. Federal Aviation Administration said late last month that aircraft operators must inspect the airplanes for structural cracks.
According to a statement from Southwest, the two planes will remain out of service until the issues are resolved.
More news from KIRO 7
- Millions face power outages in northern, central California
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- Do you have an investigative story tip? Send us an email at email@example.com
© 2019 Cox Media Group. | aerospace |
https://concernedpatriot.com/emergency/in-flight-disturbances-have-sharply-risen-to-an-alarming-rate/ | 2024-02-21T16:09:51 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473518.6/warc/CC-MAIN-20240221134259-20240221164259-00011.warc.gz | 0.954265 | 847 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__132511884 | en | During the COVID-19 pandemic, in-flight disturbances substantially increased. For instance, CNBC reported that there were over 5,700 reports of air rage in 2021. By contrast, a typical year sees around 100 to 150 cases of in-flight disturbances, according to CNBC.
Some incidents involved passengers getting into altercations with each other, while other incidents concerned passengers becoming combative with flight attendants. These fights on flights are a major problem because they present a huge safety concern to an airline’s crew members and passengers.
What’s Causing the Rise in In-Flight Disturbances?
So what is causing the increase in in-flight disturbances? There are many factors that may explain the causes of air rage.
Stress is one potential factor. Many people have felt increased stress due to the coronavirus pandemic, flight delays and the current risk of a recession.
Cancellations of earlier flights may also be to blame. According to Simple Flying, there were more cancellations of flights by July 2022 than there were in all of 2021.
CNBC noted that alcohol is also fueling these disturbances. Also, USA Today says that as a result of a Southwest Airlines flight attendant who was assaulted on a flight, the airline temporarily suspended alcohol sales.
The FAA Has Taken Steps to Solve the Air Rage Problem
According to the Federal Aviation Administration (FAA) website, the FAA has taken steps to prevent in-flight disturbances, including the implementation of a zero-tolerance policy against unruly passengers. According to the FAA, it will now issue fines instead of warning letters, and the FAA will refer cases to the FBI for criminal review.
In addition, the FAA is working with the Transportation Security Administration (TSA) to revoke TSA PreCheck® for unruly passengers who received fines for their disruptive behavior. All of these steps have helped to decrease the incidents of air rage.
From January to November of 2022, the FAA notes that there were only 2,178 reports of in-flight disturbances resulting in 767 investigations and 517 law enforcement actions. Airlines are now banning future flights for unruly passengers, which is likely contributing to the decrease in air rage incidents.
There Is Still Reason to Be Concerned about In-Flight Disturbances
Despite the actions of the FAA, TSA and FBI, the number of in-flight disturbances is still exponentially high. Some in-flight disturbances have been notably violent.
According to CNN, one passenger allegedly punched a flight attendant in the back of the head on an American Airlines flight. That passenger was arrested for charges that could carry a maximum sentence of 20 years in federal prison.
In another case, a passenger continuously ignored instructions from the flight crew and became physically aggressive. According to the New York Post, the passenger punched a flight attendant in her face and knocked out two of her teeth.
What You Can Do If a Fight Occurs on Your Flight
In-flight disturbances are dangerous because onlookers cannot simply call 911 and create a barricade away from the unhinged person. Each situation is different. If you are on a plane and observe one passenger harassing another person, it is best to quietly leave your seat and notify your flight crew, who may be able to calm the situation before it escalates.
Ideally, try to prevent the aggressor from being aware that he or she is being reported. If someone is harmed, provide support to the victim and let a properly trained flight crew address the perpetrator.
If an unruly passenger causes a major disturbance or assaults another passenger or crew member, the police will board the aircraft once the plane lands. In those cases, remain seated unless you’re otherwise instructed by flight attendants.
Overall, it is good that the rate of in-flight disturbances seem to be going down. However, the risk of air rage cases continues to exist, so if it occurs on your flight, stay calm and allow trained professionals to handle unruly passengers.
In-Flight Disturbances Have Sharply Risen to an Alarming Rate is written by Dr. Jarrod Sadulski for amuedge.com | aerospace |
https://www.ataviation.co.uk/work-with-us/ | 2020-07-13T17:20:28 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657146247.90/warc/CC-MAIN-20200713162746-20200713192746-00500.warc.gz | 0.940489 | 348 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__183092218 | en | Cornwall Aviation Services Ltd second facilty, based at Dunkeswell airfield, are currently looking to recruit an experienced aircraft licensed engineer (under 2730 KG) experienced with piston engines on General Aviation aircraft. Must have experience on Piper, Cessna, Robins etc.
This is an exciting opportunity to join the existing team of professionals based at Dunkeswell and Bodmin airfield. The successful engineer will be a motivated individual with high personal standards.
Duties will include performing Annuals, 50hr services, scheduled and unscheduled maintenance, defect diagnosis and rectification, embodiment of modifications, service bulletins, and other mandatory or non-mandatory maintenance.
The engineer must be willing to undertake other duties as required when workload dictates. The successful applicants will be able to demonstrate competence in fault finding, scheduled maintenance and installation of modifications, including the use of hand tools and test equipment.
Reporting to the Chief Engineer, the ability to work with minimal supervision is important. You should be capable of organising your own workload within those limits set by the Chief Engineer.
You must also be an effective team player, capable of working as part of a small dedicated team of engineers and can interact well with your colleagues and the wider business. Minimum three years experience • Full UK driving license. Desirable:
Remuneration subject to experience. Closing Date 30th June 2020
Interviews will be Week commencing 6th July 2020
Please send a CV to Debbie Merrifield at email@example.com or reply in writing to:-
Debbie Merrifield. CAS Ltd, Dunkeswell Airfield, Dunkeswell, Devon, EX14 4LG | aerospace |
https://indyhoneycomb.com/structural-honeycomb/ | 2023-12-06T08:10:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.31/warc/CC-MAIN-20231206063543-20231206093543-00429.warc.gz | 0.86592 | 267 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__301391682 | en | STRUCTURAL HONEYCOMB IS OFTEN USED IN THE FOLLOWING APPLICATIONS:
- Aerospace Space Shuttle applications, Missile Fins.
- Aviation Our number one focus. Structural Honeycomb for Aircraft, thrust reversers, exhaust nozzles, hush kits and quiet wing systems, engine plugs. Hot section applications. Inconel, Titanium and stainless steels.
- Meets and exceed the requirement of various industry specifications
- Finished and ready for brazing
- up to 16 welds per node (to ensure tensile/shear strength)
3/8″ square and hex
- Nickel and Titanium Alloys
- Stainless Steel
Indy Honeycomb’s mission “to make metallic honeycomb easy to buy” - is, and always has been, at the forefront of our philosophy. In 1996, after noticing a real need for a service-minded supplier of honeycomb products, Steve Barnett of Barnett Industries, Inc., founded the company......
"We received early delivery and a quality product from Indy Honeycomb. It was packaged very well to protect the part."
Custom Application Customer
"I place my orders knowing that Indy Honeycomb will process them correctly and on-time with the proper paperwork included."
Engine Seal MRO Shop | aerospace |
https://www.thecourieronline.co.uk/should-trumps-spaceforce-be-military-or-domestic/ | 2021-09-22T21:33:02 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057388.12/warc/CC-MAIN-20210922193630-20210922223630-00700.warc.gz | 0.957141 | 862 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__224381687 | en | August 2018. Potentially a page in history. While most of us were slumbering, relaxing or simply basking in the summer holidays, the Vice President of NASA announced that a ‘SpaceForce’ would be recognised in the US by 2020. This would be, according to President Trump, a military extension to explore space. The question is, should such an endeavour be militarised, or should it remain a domestic venture?
SpaceForce Should be Military
Works such as Robert. A. Heinlein’s Starship Troopers, John Carpenter’s Dark Star and Fred. M. Wilcox’s Forbidden Planet all portray space exploration and colonisation as a military effort; the underlying theme to these works of fiction is that working in the cold, stark and vast reaches of space can be quite frightening. Around every corner there lies something that will harm us, whether this be psychologically due to the desolate nature of space (as in Dark Star) or, conversely, physically due to the enemy-riddled landscapes (as in Starship Troopers). These works aim to convince us that space journeys are not to be made with a light heart; military diligence is needed to protect curious scientists and prevent them from potentially bringing something home they’d much rather not.[pullquote]The US military (as with any country’s military) is a highly organised unit that would bring a lot to the space race including protection from foreign threats, controlled diligence and unbiased immediate decisions.[/pullquote]
In an article by CNN, Buzz Aldrin supported the SpaceForce initiative saying it was a ‘‘leap in the right direction’’. Support for a space exploration idea by one of the first men on the moon gives us the impression that the choice to militarise space ventures is the right one.
The US military (as with any country’s military) is a highly organised unit that would bring a lot to the space race including protection from foreign threats, controlled diligence and unbiased immediate decisions. A military unit usually works with public protection as number one priority, with this in mind we can be sure that any space journey made by these units would not result in chaos or the human race itself being at any kind of risk. However, a scientist usually puts his work before anything else, leading them to become complacent and single-minded; this type of attitude is good, and even sought out, in a laboratory or controlled environment but can be very dangerous out in the field. There are factors in the field that cannot be controlled by science alone, a military force is needed to maintain order and protection.
SpaceForce Should be Domestic
Stanley Kubrick’s 2001: A Space Odyssey, Douglas Trumbul’s Silent Running and Gary Nelson’s The Black Hole all portray space exploration and colonisation as a domestic and scientific venture; the object of this type of fiction is to show people that space exploration is like any other science, a work of art. It is to be created, explored and rendered possible only by those of truest heart. Scientists devote their entire lives to exploring their discipline and put everything into these endeavours.[pullquote]space belongs to the world, not just the United States; this seems to be something they often forget.[/pullquote]
Another astronaut, Scott Kelly, said space should be explored peacefully; this indicates his ill confidence in the US military to accomplish this. Kelly himself spent time in the Navy between 1989-2012, spending so long in this military unit is enough to give Kelly the right knowledge and experience to know what they would and would not be good for and Spaceforce isn’t it.
It can be argued that space could only be explored peacefully by domestic units such as scientists; space belongs to the world, not just the United States; this seems to be something they often forget.
It is difficult to ascertain what kind of government body would be best to explore and colonise space; NASA pilots spend years flying for military units like the Navy and Airforce but the scientists that put these pilots in space are often not originated from the military. Perhaps a diplomatic solution is needed; science and military together as one on behalf of the world. | aerospace |
http://www.aviationanalysis.net/2017/12/bell-v280-tiltrotor-complete-maiden-hover.html | 2018-10-20T21:24:00 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583513441.66/warc/CC-MAIN-20181020205254-20181020230754-00283.warc.gz | 0.90732 | 517 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__205834323 | en | Bell Helicopters has completed first flight of the V-280 Valor tiltrotor aircraft,which is a contender for U.S. Army's Sikorsky UH-60 Black Hawk replacement.
With its tiltrotor capability, the V-280 combines the cruising speed of a turboprop aircraft and the Vertical Take Off and Landing (VTOL) ability of a helicopter.
Details about the first flight were not released by Bell Helicopters, but video and picture released indicate it was rather a very low altitude hover, and did not involve forward flight by rotating the rotors.
Unlike the larger Bell-Boeing V-22 Osprey tiltrotor, one of the unique feature of the Valor is only the drive shaft and rotors rotate 90 degree, and the engines remain static.
This key drive shaft system continues to be blurred by Bell, in videos and images in order to conceal the new technology. The first flight video released and earlier ground testing images exposing the gear system has been blurred.
The prototype is initially powered by two General Electric T64 turboshaft engiens, but will get a new advanced engine for service entry.
JUST IN: Bell V-280 Valor first flight footage.— Bell Helicopter (@BellHelicopter) December 18, 2017
This milestone represents exceptional progress on the V-280 development program and brings Bell Helicopter one step closer to creating the next generation of vertical lift aircraft for the U.S. military. pic.twitter.com/8isQNPm3Uf
The V-280 can achieve a cruise speed of 280 KTAS, twice that of present helicopters, and a 500-800 nm combat range. Payload capacity is 12,000 lbs while maximum sling load is 10,500 lb.
The Bell V-280 Valor program is part of the Joint Multi Role Technology Demonstrator (JMR-TD) initiative, which is the science and technology precursor to the Department of Defense's Future Vertical Lift program.
The V-280 program brings together the engineering resources and industrial capabilities of Bell Helicopter, Lockheed Martin, GE, Moog, IAI, TRU Simulation & Training, Astronics, Eaton, GKN Aerospace, Lord, Meggitt and Spirit AeroSystems—collectively referred to as Team Valor.
Sikorsky has partnered with Boeing to develop the SB-1 Defiant coaxial rotor helicopter to compete for the JMR-TD, whose first flight is expected in 2018. | aerospace |
http://grummanpark.org/content/mbs | 2017-04-27T17:00:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122619.60/warc/CC-MAIN-20170423031202-00327-ip-10-145-167-34.ec2.internal.warc.gz | 0.882103 | 166 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__244306588 | en | Paying Tribute to the People Who Took Aviation
from the Flight Deck of a Navy Carrier to Man's First Steps on the Moon
The "Astronaut" is none other than Robert Smyth, Grumman Test pilot, examining the Metalastic wheels of the simulator. This photo shows the mock-up of the lunar surface, built by Grumman to test the Mobile Base Simulator, ( Rover) a 31- ft. prototype vehicle for manned lunar exploration. The moonscape was constructed of light-reflecting cinder and blast furnace slag and was based on pictures sent back to earth by Ranger 9.
Thanks to Tim Lent for the information on the photo.
Grumman Version of the "Lunar Rover"
Photo taken at Calverton, NY
December 6, 1966 | aerospace |
https://www.marketstudyreport.com/news/interceptor-missiles-market-growth | 2020-07-08T10:46:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655896932.38/warc/CC-MAIN-20200708093606-20200708123606-00474.warc.gz | 0.877046 | 648 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__100405067 | en | May 22, 2020
According to the research report titled ‘Interceptor Missiles Market Size By Surface, By Range, By Component, Industry Analysis Report, Regional Outlook, Growth Potential, Competitive Market Share & Forecast, 2020 – 2026’, available with Market Study Report LLC, global interceptor missiles market is expected to generate appreciable revenues by the year 2026.
Interceptor missiles are known as hit-to-kill devices since they are equipped with kill vehicles which detach missiles and eliminate the incoming threat. These interceptors can be fired from in-ground silos, mobile trucks or ships.
Rising threat of terrorism and cross-border conflicts along with growing demand for coastal protection systems are major factors driving the interceptor missiles market growth. Increasing ICBM (intercontinental ballistic missiles) capacities of various countries is compelling the need for interceptor missiles in order to deploy effective countermeasure systems. Interceptor missiles are surface-to-air missiles which intercept ICBMs carrying chemical, nuclear, biological, and convention warheads to destroy them on trajectory.
As per component type, GPS (global positioning system) segment is projected to expand significantly during the forecast timespan. GPS based interceptor missiles use satellite navigation system. Increasing integration of such systems with C4ISR technology will augment the market outlook.
Request sample copy of this Report: https://www.marketstudyreport.com/request-a-sample/859973/
Alternatively, radar homing segment is expected to register substantial growth during the study period. A radar homing system is of two types namely, a semi-active radar homing missile and active radar homing missile system. A semi-active radar homing system comprises of only a receiver and requires the firing aircraft to use its own radar system to direct the missile. On the other hand, an active radar homing system contains its own radar transmitter and a receiver. Growing demand for autonomous tracking solutions for fast moving airborne targets is aiding the growth of the segment.
Citing the regional scope, Europe interceptor missiles industry is predicted to acquire commendable returns in the ensuing years, primarily due to increasing cross-border conflicts and terrorism.
Meanwhile, Latin America market is set to record a momentous growth rate during 2020-2026. Growing demand for medium and short range interceptor missiles in order to protect coastal regions is favoring the market scenario in LATAM.
As per the report, interceptor missiles market in Middle East & Africa is also reckoned to witness considerable growth through 2026, owing to increasing collaborations between regional manufacturers to develop an efficient supply-demand chain.
BAE Systems, Boeing, Thales Group, Saab AB, Rheinmetall AG, Raytheon Co., Rafael Advanced Defense Systems Ltd., Northrop Grumman Corp., MBDA, Lockheed Martin Corp., Leonardo S.p.A., L3Harris, Kongsberg, Israel Aerospace Industries, Hanwha Corp., General Dynamics Corp., Elbit Systems Ltd., China Aerospace Science & Technology Corp., Bharat Dynamics Ltd., Almaz-Antey, Airbus SAS and Aerojet Rocketdyne are the major contenders in global interceptor missiles industry. | aerospace |
https://www.hmdb.org/marker.asp?marker=65284 | 2018-10-19T20:01:16 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512434.71/warc/CC-MAIN-20181019191802-20181019213302-00546.warc.gz | 0.941954 | 585 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__36269955 | en | San Antonio in Bexar County, Texas — The American South (West South Central)
Kelly Air Force Base
Kelly Field, named for George Edward Maurice Kelly, the first military pilot killed in a plane crash at nearby Fort Sam Houston in 1911, trained aviators, mechanics and support personnel for war duty. After additional land was acquired, the field was divided into Kelly Number 1 (later renamed Duncan Field) and Kelly Number 2. The Air Service Advanced Flying School, which headquartered at Kelly Number 2, trained pilots including Charles Lindbergh, Curtis LeMay and numerous future Air Force chiefs of staff.
During World War II, Kelly saw a tremendous increase in its civilian and military workforce, including women, who were known as “Kelly Katies.” After the Air Force became an independent military service in 1947, the field became known as Kelly Air Force Base.
Personnel at Kelly were significantly
Erected 2001 by Texas Historical Commission. (Marker Number 12443.)
Location. 29° 22.968′ N, 98° 33.563′ W. Marker is in San Antonio, Texas, in Bexar County. Marker is at the intersection of General Huddnel Drive and Crickett Drive, on the right when traveling north on General Huddnel Drive. Touch for map. Directly across the street from static display of a jet fighter. Marker is in this post office area: San Antonio TX 78226, United States of America.
Other nearby markers. At least 8 other markers are within 4 miles of this marker, measured as the crow flies. Wilber B. Miller (approx. 0.6 miles away); "Kelly No. 2" Flight Line (approx. 0.9 miles away); USAF Officer Candidate School (approx. 3½ miles away); OCS Class 62-A (approx. 3½ miles away); Aviation Cadets (approx. 3½ miles away); One More Roll (approx. 3½ miles away); Order of Daedalians / Fighter Aces Association (approx. 3½ miles away); MTI Monument (approx. 3.6 miles away). Touch for a list and map of all markers in San Antonio.
More about this marker.
Categories. • Air & Space • War, World I • War, World II •
Credits. This page was last revised on June 16, 2016. This page originally submitted on May 12, 2013, by William F Haenn of Fort Clark (Brackettville), Texas. This page has been viewed 720 times since then and 29 times this year. Photos: 1, 2, 3, 4, 5. submitted on May 12, 2013, by William F Haenn of Fort Clark (Brackettville), Texas. • Bernard Fisher was the editor who published this page. | aerospace |
http://www.getinvolved.purdue.edu/organization/fsfstudentchapter | 2013-06-19T06:08:51 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368708142388/warc/CC-MAIN-20130516124222-00078-ip-10-60-113-184.ec2.internal.warc.gz | 0.764125 | 92 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__184492202 | en | Skip to Content
Purdue University ▾
Flight Safety Foundation - Purdue Student Chapter
Flight Safety Foundation - Purdue Student Chapter (FSF Student Chapter)
The purpose of this organization will be a research based graduate student group. Members will work with the Flight Safety Foundation on real-world aviation safety issues.
1401 Aviation Drive
Lafayette, IN 47907
CollegiateLink is part of
. © Copyright 2013 Campus Labs. | aerospace |
https://rouloconsulting.com/services/publishing/ | 2019-10-19T13:22:14 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986693979.65/warc/CC-MAIN-20191019114429-20191019141929-00342.warc.gz | 0.91663 | 207 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__157571604 | en | RCI produces original engineering content across a wide range of design, strength, and dynamics topics with an emphasis on computational engineering. With an emphasis on production methods, each subject is presented with the individual contributor in mind who actually has to do the work and deliver final work products. This material therefore has a high degree of actionable content that is step-by-step oriented.
Currently, RCI produces monthly newsletters, YouTube HD video content, technical white papers, and an Engineering Wiki that support our core business of engineering consulting and training.
The RCI engineering library consists of thousands of textbooks, hundreds of thousands of pages of engineering materials, and an experienced group of Subject Matter Experts (SMEs) whose experience is constantly incorporated into our technical guidance.
If your organization is looking to develop a set of engineering methods procedures (like the Boeing Design Manual (BDM), or Lockheed Stress Memo Manual), RCI can help by providing much of the common subjects prepackaged and then help incorporate and develop your specialized methods. | aerospace |
https://www.wabe.org/camden-county-become-commercial-ga-space-coast-site/ | 2023-12-03T04:09:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100484.76/warc/CC-MAIN-20231203030948-20231203060948-00109.warc.gz | 0.945717 | 1,099 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__184503386 | en | Camden County Could Become Commercial Ga. ‘Space Coast’ Site
Georgia could soon have its own space coast. Officials in Camden County, in the southeastern corner of the state, hope to build a commercial spaceport where companies could launch rockets. This is one of several spaceports either being proposed or already being built around the country as rural areas hope to cash in on the private space race.
‘Opportunity To Make History’
Camden County administrator and lead Spaceport Camden booster Steve Howard says whenever he presents the idea to an audience, he always starts off with a question:
“What did Camden County, Georgia and Frank Sinatra have in common in 1965?”
Then he pulls out a Life Magazine with Sinatra on the cover and flips to page 73, where there’s a full page article about a rocket test that happened in Camden County, conducted by the chemical company Thiokol, which had a plant there.
“The world’s largest thrust rocket engine was not test fired in California,” Howard says. “It wasn’t in Florida. It wasn’t in Virginia. It was in Camden County, Georgia, USA. We made history, and we have an opportunity to make history yet again.”
The new spaceport would go in the old Thiokol site, about 4,000 acres of very flat Georgia coastland on the Satilla River. Right now, there’s not much more than grass, trees and a lot of gnats just behind the fence around the site, though farther in there is some infrastructure left behind from the site’s industrial past. But Howard has a vision of rockets blasting off, connecting this rural spot on the Georgia coast to the International Space Station.
Meanwhile, there’s a bill in the state legislature that would make some state laws friendlier to space companies.
A Growing Industry
There are currently eight commercial spaceports up and running in the country. This is one of several more that are being proposed.
“I think a lot of the demand for spaceports is somewhat speculative,” says Micah Walter-Range, director of research and analysis for the Space Foundation, a pro-space industry non-profit.
Walter-Range values the global space industry at more than $300 billion. The current rush to build spaceports, he says, is in response to the growing demand for satellites. Companies want to get their GPS, phone, photo and video satellites into orbit, and they need places to launch them from.
Whether the small satellite portion of the industry will keep growing enough to sustain all the new spaceports that could open is still up in the air, he says.
One is already in financial trouble. Spaceport America in New Mexico failed to bring in the revenue it expected, and is now asking for millions of dollars from the state.
Georgia’s Space Strategy
It’s not just about building a single spaceport, says Georgia Tech aerospace professor Bobby Braun.
“The spaceport is not Georgia’s space strategy,” Braun says. “It’s one piece in Georgia’s space strategy. We need to also focus on growing startup companies in the space sector here in Georgia, and we need to focus on the idea of some companies moving into the area.”
Braun says, if a Georgia space coast is hard to imagine, just look a few hours south to Cape Canaveral.
“The Kennedy Space Center was not always the Kennedy Space Center,” he says. “It used to be largely coastal swamp land.”
Braun says Georgia Tech’s aerospace engineering school is the largest in the country, and he would like to see more of his students stay in Georgia after they graduate.
The proposed location could make that happen.
“The Camden site fills a very unique niche,” Braun says.
It combines a number of favorable attributes, he explains: It’s relatively close to the equator, which is good for rocket velocity. It’s near the water, which is convenient for barging in rockets. It’s set up for vertical launches, rather than horizontal. And it’s intended for private use.
“There is no other site in existence today that meets those characteristics,” Braun says.
Studying The Impact
There is opposition. People are concerned about how the spaceport would affect landowners and the environment. They’re worried about accidents. Some are unhappy with how the county has pitched this idea, saying it hasn’t shared enough information about costs and impacts.
The Federal Aviation Administration is studying the environmental impact of the idea, one of the required steps before the county can get a license to operate a spaceport.
Pending federal approval, Howard says his vision could be a reality in five years. He says he has had talks with multiple private space companies, though he won’t name names.
Howard says he dreams of a highway sign, greeting people driving into Georgia:
“Wouldn’t that be a great thing for Georgia if it said, ‘Welcome to Georgia’s space coast’?” | aerospace |
https://lostcoastoutpost.com/2014/feb/7/traveling-through-acv-could-be-more-difficult-week/ | 2023-10-04T15:44:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511386.54/warc/CC-MAIN-20231004152134-20231004182134-00450.warc.gz | 0.941113 | 287 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__235671306 | en | If landing is important to you when you fly, please refer to this Humboldt County Public Works press release:
A portion of the Instrument Landing System (ILS) at the Arcata/Eureka (ACV) Airport is currently out of service. This may affect flights into ACV through Friday, February 14. The ILS, owned and operated by the Federal Aviation Administration, assists in the landing of airplanes during inclement weather. The ILS consists of three components:
- DME: Distance measuring equipment. Tells pilots how far away they are from the airport;
- LOC: Localizer. Horizontal guidance that allows pilots to line up with the runway centerline; and
- Glide Slope: Provides vertical guidance into the airport.
The glide slope portion of the ILS is out of service at this time. The glide slope requirements for landing are clouds above 200 feet and runway visibility of 1/4 mile. Without the glide slope in operation these landing minimums change to clouds over 700 feet and runway visibility of 1/2 mile.
Due to the projected inclement weather the outage of the glide slope may require diversion or cancellation of incoming flights at a higher rate than normal during the next week.
The Federal Aviation Administration has a team of technicians coming to ACV next week to repair this facility and projects that it should be back in operation on February 14, 2014. | aerospace |
http://www.wctv.tv/news/floridanews/headlines/Military_Plane_Crashes_in_Florida_During_Training_108923109.html | 2016-05-02T19:28:36 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860117405.91/warc/CC-MAIN-20160428161517-00100-ip-10-239-7-51.ec2.internal.warc.gz | 0.95559 | 174 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__37088538 | en | TAMPA, Fla. (AP) --
Officials are searching for possible survivors of a military plane that crashed in rural southwest Florida during a training exercise.
A spokesman from MacDill Air Force Base in Tampa did not
immediately comment. Avon Park Police confirmed they found wreckage
of the plane near the Avon Park Air Force Bombing Range after it
went missing Wednesday night. It's unclear how many people were
No other details were immediately available.
Viewers with disabilities can get assistance accessing this station's FCC Public Inspection File by contacting the station with the information listed below. Questions or concerns relating to the accessibility of the FCC's online public file system should be directed to the FCC at 888-225-5322, 888-835-5322 (TTY), or firstname.lastname@example.org. | aerospace |
https://www.honourpoint.in/profile/flt-lt-joaquim-dsouza/ | 2023-03-20T19:33:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943555.25/warc/CC-MAIN-20230320175948-20230320205948-00522.warc.gz | 0.972933 | 689 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__237421390 | en | Service No : 10503 F(P)
Date of Birth : November 25, 1943
Place of birth : Mumbai (Mah)
Last Rank : Flt Lt
Unit : 43 Sqn AF
Arm/Regt : Indian Air Force
Operation : Op Cactus Lily
Martyrdom : December 17, 1971
Flt Lt Joaquim D’Souza hailed from Mumbai in Maharashtra and was born on 25th Nov 1943. Son of Shri JS D'Souza, he was commissioned into the IAF on 29 Oct 1966 at the age of 22 years. He was commissioned in the flying stream of the IAF and got trained as a transport pilot. After completing his flying training, Flt Lt Joaquim D’Souza served with various flying squadrons located at different Air Force bases.
By 1971, Flt Lt Joaquim D’Souza had put in about 5 years of service and evolved into a professionally competent transport pilot having expertise in various air operations. As the war clouds gathered in the later part of 1971, Flt Lt Joaquim D’Souza's Squadron moved to its operational location and got involved in thick of operations.
Indo - Pak war (Air Operation) : 17 Dec 1971
During 1971, Flt Lt Joaquim D’Souza was serving with 43 Sqn, known as “Ibexes” with Wg Cdr KC(Koka)Sharma as its Commanding Officer. 43 Squadron of the Indian Air Force was formed at AF Station Jorhat in Eastern Sector on 20 Jan 1958 and was equipped with C-47 Dakota aircraft. As the war broke out on 03 Dec 1971 with Pakistan, the Squadron operated from various Air Bases and undertook numerous air missions. Though the 1971 war got over on 16 Dec when the Pakistani forces surrender en mass, border skirmishes in some pockets and air support operations were continuing. Flt Lt Joaquim D’Souza was tasked to undertake one such air operation on 17 Dec 1971. The assigned task was an air support mission on Mohanbari- Moriganj axis in the eastern sector.
Besides Flt Lt Joaquim D’Souza as a captain, the other crew-members included Fg Offr S Nandi as co-pilot, Plt Offr R B Umralikar as Navigator and Flt Sgt H Thakur as Flight Engineer. The air-crew carried out their pre-flight checks and took off in their Dakota aircraft (BJ-622) as planned on 17 Dec 1971. The flight was uneventful in the beginning but later developed some technical snag which made the aircraft uncontrollable. Despite the best efforts of the Flt Lt Joaquim D’Souza and other air crew members, the aircraft crashed over Machuka area. Flt Lt Joaquim D’Souza and other crew members Flt Lt S Nandi, Plt Offr R B Umralikar, and Flt Sgt H Thakur could not survive the crash and lost their lives. Flt Lt Joaquim D’Souza was a valiant soldier and committed air warrior, who laid down his life in the line of his duty. | aerospace |
https://www.instructables.com/How-To-Make-The-Simple-Warhawk-Paper-Airplane/ | 2023-12-07T11:27:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100651.34/warc/CC-MAIN-20231207090036-20231207120036-00495.warc.gz | 0.94361 | 693 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__242555884 | en | Introduction: How to Make the Simple Warhawk Paper Airplane
Fast, long range and versatile, the Simple Warhawk is an excellent paper airplane and is--as its name implies--one of my simplest aircraft. Due to its elementary design and good performance, the Simple Warhawk is a very good choice for all origami aviators.
The Simple Warhawk's concept came from the Warhawk immediately after the latter's publication. While the original Warhawk was a good, small aircraft, it was more difficult to make than I had wanted due to its requirement that it be made out of nonstandard, square sheets of paper. To address this, I sought a new design with a similar configuration and further simplicity in construction. By January 2014, I had developed a prototype of the Simple Warhawk, and began testing of it. Testing showed the aircraft to be very able, and I soon earmarked it as ready for publication.
TAA USAF Designation: F310-1
Step 1: Materials
1 Piece of 8.5 by 11 inch Paper
Scissors (additional surfaces only)
Step 2: Width, Fourth and Airfoil Folding
Fold your paper in half along its width. Once you've done this, fold the edges of the paper back in to the crease. Make sure all three creases fold the same direction, then flip the paper over and pull the corners into the center. Pull the tip of your paper to the fourth fold on the other side of the center crease, with the center crease as one end point of this new fold. Then repeat on the other side. Once you have done this, pull the overhanging portions of each side back over itself on its own side and crease. After you have completed this, bend overhanging portions of the trailing edges of the airfoil forward as shown.
Step 3: Wing, Nose and Winglet Folding; Taping
With the airfoils facing down, bend the outer panels of the wings upward as shown. With these outer fourths folded up, flip the paper over and pull the rear edges of the overhanging folds forward and inward to the center crease as pictured. After doing this, pull the nose down flush over the top edges of the previous folds. Insert the folds of the overhanging portions into the nose fold for security, then fold the airframe in half along its center fold.
Fold the wings down by aligning the fourth folds with the center crease. After this is done, bend the wingtips inward to the fourth folds. After this is done, tape where directed.
Step 4: Flight
The Simple Warhawk is an easy to make and fly airplane to trim and fly. At launch, a slow speed launch at a neutral or negative attitude will result in a slow, calm flight; a moderate speed launch at a neutral or negative attitude will result in a moderately fast cruise; and a high speed launch at a negative, neutral or positive (usually no more than 25-30 degrees) attitude will result in a fast level flight or a quick climb. Trim may be required, including adjustments to the airfoil pockets in the nose and under the wings. Additional applicable surfaces include slats, flaps, elevators, ailerons, rudders, air brakes and an electronic warfare tail.
Participated in the | aerospace |
https://newscoverage.org/index.php/2013/11/27/aerospace-training-centre-opens/ | 2022-10-05T22:28:20 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337668.62/warc/CC-MAIN-20221005203530-20221005233530-00182.warc.gz | 0.855448 | 541 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__152855692 | en | By Robert Frank
Laval’s new million training facility for aerospace workers will launch tomorrow, in an initiative that will bolster Laval’s position in Quebec’s thriving aerospace sector.
Training centre director Stéphane Arsenault has invited news media to tour the Rossignol boulevard premises during the Institut de Formation aérospatiale’s (IFA) official opening, Nov. 28.
The non-profit organization has provided skills training to Quebec’s aerospace sector since 2005.
It originally focused on supporting companies that dealt closely with Quebec aerospace giant Bombardier, but its role has since evolved to bolster the province’s entire aerospace sector.
IFA said in a statement that Bombardier still plays a supporting role, “investing and contributing equipment, material and human resources.”
Most of IFA’s efforts are directed toward helping some 40, mostly small- and medium-sized aerospace firms that might otherwise not have sufficient funds to attain the critical mass they need to provide the sort of training that IFA offers.
In making the shift, IFA has significantly ramped up the number of people whom it trains each year.
In 2012 alone, more than 12,000 individuals participated IFA-run aerospace training.
The aim, IFA said, is to “develop a ‘culture of competence’, especially for small- and medium-sized enterprises, who strive to become and remain competitive players in the global aerospace supply chain.”
ga(‘create’, ‘UA-45892555-1’, ‘robertfrankmedia.blogspot.com’); | aerospace |
http://www.sciencepagenews.com/2019/09/02/at-the-moon-indias-lunar-lander-vikram-pragyan-seperate-from-chandrayaan-2-spacecraft/ | 2020-10-29T02:50:48 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107902683.56/warc/CC-MAIN-20201029010437-20201029040437-00693.warc.gz | 0.901855 | 514 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__84533483 | en | India’s Chandrayaan-2 spacecraft at the moon successfully completed its fifth and final lunar orbit maneuver that lasted for 52 seconds on Sept. 1 at 8:51 a.m. EDT (1821 IST/1251 GMT), setting the stage for the release of the country’s first lunar lander.
“All spacecraft parameters are normal,” the Indian Space Research Organization (ISRO) said in an update after refining the orbit to a circular path that is 74 -79 miles i.e. 119-127 kilometers above the lunar surface.
Today, ISRO flawlessly carried out the operation of separating the Landing module Vikram from the orbiter. Vikram lander which also holds the lunar rover Pragyaan, successfully separated from the Chandrayaan2 orbiter at 1315 hrs. IST
— ISRO (@isro) September 2, 2019
All the systems of Chandrayaan-2 orbiter and lander were reported healthy by ISRO.
Vikram is now scheduled for two de-orbit maneuvers to prepare for its Lunar touchdown in the south polar region of the moon.
According to the ISRO, the tentative plan for future operations after today’s maneuver Chandrayaan-2 is as follows.
Deorbit 1: Monday, Sept. 2
11:30 p.m. EDT (0330 Sept. 3 GMT), 09:00 – 10:00 Tuesday, Sept. 3 IST.
Orbit target: 109 x 120 kilometers
Deorbit 2: Tuesday, Sept. 3
5:30 p.m. EDT (2130 GMT), 03:00 – 04:00, Wednesday, Sept. 4 IST.
Orbit target: 36 x 110 kilometers
Powered Descent: Friday, Sept. 6 (Sept. 7 IST)
Vikram Touchdown: Friday, Sept. 6
4 p.m. EDT (2000 GMT), 01:30 – 02:30 Saturday, Sept. 6 IST
The Vikram lander of Chandrayaan-2 is named after Vikram A. Sarabhai, referred to as the father of the Indian space program. It is designed to function for one lunar day that is about 14 Earth days. This separation has made the landing module independent for the first time since its integration on the top of the orbiter that was launched on July 22. The Pragyan lunar rover packed aboard Vikram will be deployed once the lander touches down on the moon. | aerospace |
https://jonathanlun.wordpress.com/category/news/ | 2019-05-23T09:20:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257197.14/warc/CC-MAIN-20190523083722-20190523105722-00384.warc.gz | 0.931419 | 142 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__10895948 | en | Last May, I gave a talk at the 3rd South African Space Association Congress on the possibility of developing a space propulsion system for moving very small satellites such as Cubesats when in orbit. This was the first time Phil and I presented our work to the local space community. We got a really positive […]Read more "Wits student develops space plasma propulsion system"
Just got interviewed last month by Voice of America. Our new space propulsion research laboratory is the result of collaborations between the South African National Space Agency (SANSA) and Wits university’s School of Mechanical, Industrial and Aeronautical Engineering & School of Physics.Read more "Africa Looks to the Final Frontier – Space" | aerospace |
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