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https://www.azonano.com/article.aspx?ArticleID=4983 | 2024-03-01T15:23:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475311.93/warc/CC-MAIN-20240301125520-20240301155520-00088.warc.gz | 0.922371 | 966 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__88807195 | en | Future space missions aim to reach Mars and beyond, but many challenges must be overcome before this can be achieved – and nanomaterials will play a critical role. From bio-nano robot-laced spacesuits, to radiation shielding, to new means of travelling into space, research employing nanomaterials is underway.
Shutterstock | Aphelleon
At present, 95% of the weight of a spacecraft at launch is fuel, leaving only 5% for the craft itself, payload and astronauts. Launching - and manoeuvring in space - relies on a chemical propulsion. But is there an alternative?
Electric propulsion (EP) uses electrical power to accelerate the propellant and could significantly reduce the volume of the propellant required to get into space, offering a chance to increase the payload or decrease launch mass. NASA’s Deep Space 1 and the ESA’s SMART-1 launches successfully demonstrated EP as their primary propulsion system.
A nanotechnology EP concept could utilise electrostatically charged and accelerated nanoparticles as a propellant – such a method would consume less fuel than chemical rockets and utilise electricity gathered from solar cells to generate electrical fields that push ions away from the spacecraft. It would employ a microelectromechanical system (MEMS) to accelerate nanoparticles, helping to reduce the weight and complexity of the thrusters. Furthermore, millions on micron-sized nanoparticle thrusters could fit on a square centimetre, meaning highly scalable thruster arrays could be fabricated with the ability to vary the number of MEMS devices drawn on depending on the requirements of the spacecraft.
But there could be another way to get into space – a space elevator. Such a structure requires an incredibly long cable – approximately 90,000 km – and would need to be stronger than any cable found on Earth. Carbon nanotubes (CNTs) are a promising candidate. A CNT cable could be tethered to an asteroid in orbit and an anchor station on Earth while cars powered by solar cells travel up and down much like a vertical monorail. Many engineering challenges must be overcome before such an elevator could be established – namely how to get a 90,000km cable from A to B!
CNTs could also be used in lightweight sails that utilise the pressure of light reflecting on solar cells to propel spacecraft; this would negate the need to carry extra fuel for missions as only fuel for lift-off, docking and landing would be required. Such sails would need to be large yet light, and at present, how to unfold such a thin and fragile structure in space is proving challenging.
Protecting spacecraft and astronauts
NASA believes the risk of exposure to space radiation is the most significant issue restricting humans’ capacity for long-duration spaceflight. Nanotechnology could contribute to improving the spacecraft themselves, while also protecting both astronauts and equipment.
Nanotechnology could make spaceflight more practical: CNT composites could reduce the weight of spacecraft by providing a lightweight skin and internal structures while also maintaining or increasing structural strength. The future may also see self-healing spacecraft employing nanotechnology to repair damage sustained from meteors striking the craft, for example.
Multifunctional hulls are being designed that offer radiation protection and are low weight and structurally stable. Nanomaterials like boron nanotubes could be used in nanosensor-integrated hulls which, in addition to offering effective shielding and energy storage, could alert astronauts to stresses or damage in the spacecraft’s skin or improve onboard systems like life support by quickly reporting changes in levels of trace chemicals in the air.
Onboard electronic equipment also requires protection, and it’s been noted that electronic devices become more tolerant to radiation the smaller they are. Multi-quantum wells or dot devices are more radiation tolerant than larger, conventional devices. Quantum dots could be used in anti-satellite weapon countermeasures; a decoy of such dots of differing shapes and sizes engineered to emit radiation with a profile similar to that of the satellite could protect it from missile attacks.
Spacecraft and equipment aren’t the only things requiring protection – astronauts do too. Future spacesuits could feature layers of bio-nano robots which respond to damage in the suit, for example sealing a puncture in the outer layer. Robots in the inner layer could react if the astronaut is in trouble, providing drugs in a medical emergency for example.
There are still many other ways nanotechnology could help space travel - a network of nanosensors could explore large areas of planets like Mars for traces of water or other chemicals for example – but there many more challenges to overcome before we see some of these ideas launching into orbit.
References and further reading | aerospace |
https://militarybasejobs.com/warren-afb | 2018-06-24T14:43:31 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267866965.84/warc/CC-MAIN-20180624141349-20180624161349-00059.warc.gz | 0.962458 | 212 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__214924426 | en | About Warren AFB, WY
Warren AFB, named in 1930 after Wyoming's first U.S. Senator, Francis Emroy Warren, is located outside of Cheyenne, Wyoming. The U.S. Army founded the base in 1867. The United States Air Force took it over on September 18, 1947.
Warren AFB is an active strategic missile base, employing about 3,361 military personnel and 964 civilians. It houses the 90th Missile Wing, a part of Twentieth Air Force. The 90th Missile Wing operates 150 Minutemen III Intercontinental Ballistic Missiles (ICBMs) from the base.
There are also fun, and educational activities run by the Mighty Ninety (another name for the 90th Missile Wing) for military personnel, civilian employees, their families and the Cheyenne, Wyoming community. For example, a Joint Services Multicultural Event was held at Warren AFB on June 22, 2016, to celebrate diversity. Also, earlier this year on April 22, there was a bubble soccer tournament. | aerospace |
https://tooif.com/how-many-nautical-miles-are-the-gps-satellites-out-in-space/ | 2024-03-01T01:06:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474893.90/warc/CC-MAIN-20240229234355-20240301024355-00400.warc.gz | 0.918901 | 1,372 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__126490889 | en | The Number Of Nautical Miles Are The Gps Satellites Out In Area??
GPS satellites fly in circular orbits at an elevation of 10 900 nautical miles (20 200 km) and with a duration of 12 hours.
The number of miles are the GPS satellites out in area?
The International Positioning System (GPS) is a constellation of satellites orbiting the Earth around 11 000 miles in area.
The number of GPS satellites are presently in orbit around the Earth?
The International Positioning System (GPS) is a constellation of about 24 synthetic satellites. The GPS satellites are evenly dispersed in an overall of 6 orbits such that there are 4 satellites per orbit.
The number of GPS remain in area?
24 GPS satellites
The Area Force generally flies more than 24 GPS satellites to preserve protection whenever the standard satellites are serviced or decommissioned. The additional satellites might increase GPS efficiency however are ruled out part of the core constellation.
Why exist 30 GPS satellites orbiting the Earth?
What is the optimal variety of GPS satellites noticeable?
24 satellites are needed to guarantee that at a position repair can be gotten by any user at any point in the world at any offered time. (A network of 24 satellites makes sure that a minimum of 4 satellites are ‘noticeable’ at any point on the earth at all times).
How quick are GPS satellites moving?
The number of GPS satellites exist 2020?
In overall there are at least 24 functional satellites in the GPS constellation with 3-5 extra satellites in reserve that can be triggered when required. Since May 2020 GPS.gov verifies there are 29 functional satellites
The number of dead satellites remain in area?
3 000 dead satellites
There are more than 3 000 dead satellites and rocket phases presently drifting in area and as much as 900 000 pieces of area scrap varying from 1 to 10 centimetres in size– all big adequate to be a crash danger and a prospective cause for disturbance to live missions.May 20 2021
The number of satellites exist in area 2020?
In 2020 1 283 satellites were introduced which stands as the greatest variety of satellite launches in a year as compared to all the previous.
Triggers for the development in the variety of satellites.
|Variety of satellites
|Area science and observation
Who owns the GPS system?
the United States federal government
The International Positioning System (GPS) initially Navstar GPS is a satellite-based radionavigation system owned by the United States federal government and run by the United States Area Force.
How frequently do GPS satellites send?
L1C is a civilian-use signal to be relayed on the L1 frequency ( 1575.42 MHz) which includes the C/A signal utilized by all present GPS users. The L1C signals will be relayed from GPS III and later on satellites the very first of which was introduced in December 2018.
What is the elevation of the GPS satellites?
How precise is GPS tracking?
Eventually most GPS tracking gadgets are precise to within 3 meters permitting users to have relatively precise area details. While running in low-accuracy locations can adversely impact your outcomes GPS tracking innovation has actually developed to guarantee more powerful signals and higher precision.
The number of GPS satellites exist?
To achieve this each of the 31 satellites gives off signals that allow receivers through a mix of signals from a minimum of 4 satellites to identify their area and time. GPS satellites bring atomic clocks that offer very precise time.
How GPS identifies a place?
The number of GPS satellites existed when the system was initially established?
DoD then followed through and introduced its very first Navigation System with Timing and Ranging (NAVSTAR) satellite in 1978. The 24 satellite system ended up being completely functional in 1993.
What is the fastest satellite?
Parker Solar Probe
The fastest spacecraft ever constructed has actually almost touched the sun. NASA’s Parker Solar Probe which introduced in 2018 has set 2 records simultaneously: the closest spacecraft to the sun and the greatest speed reached.Apr 30 2021
Do GPS satellites have atomic clocks?
Each GPS satellite includes several atomic clocks that contribute really accurate time information to the GPS signals.
How far up is a satellite?
Science Science research study satellites do much of their work at elevations in between 3 000 and 6 000 miles above Earth Their findings are radioed to Earth as telemetry information. From 6 000 to 12 000 miles elevation navigation satellites run.
The length of time has GPS been offered to the general public?
When GPS service was initially provided for civilians in 1983 for nationwide security reasons the U.S. military chose to rush the signal making it a little too incorrect to be trustworthy. This practice likewise referred to as “selective accessibility” was focused on avoiding military usage of GPS by the opponents.
When did GPS come out for civilians?
1993: The U.S. secretary of defense opens the worldwide positioning system to civilian usage. It will alter how individuals see where they are. The GPS story begins with Sputnik the very first synthetic satellite.
What is the most precise GPS?
Evaluating strictly by the numbers Galileo is technically the very best and most precise satellite navigation system that exists. Nevertheless it is likewise the youngest and it’s not even 100% total yet so I would not ditch GPS right now.
Do satellites crash into each other?
Regardless of the issues just 3 validated orbital crashes have actually taken place up until now … The worst recognized area accident in history occurred in February 2009 when the U.S. telecommunication satellite Iridium 33 and Russia’s defunct military satellite Kosmos-2251 crashed at the elevation of 490 miles (789 kilometres).
Will satellites ultimately fall?
Satellites do not fall from the sky since they are orbiting Earth Even when satellites are countless miles away Earth’s gravity still pulls on them. Gravity– integrated with the satellite’s momentum from its launch into area– trigger the satellite go into orbit above Earth rather of falling back down to the ground.
Which nation has the most satellites in area 2021?
The number of satellites in the sky today?
The Union of Concerned Researchers which keeps a record of functional satellites stated that– since January 2021– there were 6 542 satellites in Earth orbit. Of that overall 3 372 are active and 3 170 are non-active.
The number of Indian satellites exist in area?
India has actually introduced 342 satellites for 36 various nations since 28 February 2021. Since 2019 the Indian Area Research study Organisation India’s federal government area company is the only launch-capable company in India and releases all research study and business tasks. | aerospace |
https://libertyaviation.us/discover-flights/ | 2019-09-15T13:49:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514571506.61/warc/CC-MAIN-20190915134729-20190915160729-00549.warc.gz | 0.882191 | 475 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__155324193 | en | Reputation. Respect. Results.
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Look to the clear blue skies or explore the exciting world below, the adventure in Los Angeles is all yours. While some enjoy learning the art of smoothly controlling the aircraft, others take advantage of seeing the world below from a whole new perspective. Your FAA Certified Flight Instructors will be by your side for all the help you may need.
Liberty Aviation offers 1 Hour, 1.5-Hour and 2 hour flights from our Camarillo Airport location in sunny Southern California with easy access to Malibu, Los Angeles Downtown scenic locations, Hollywood Skyline, Santa Monica, Santa Barbara as well Southern California’s most scenic locations.
1 Hour Flight: Best for people who are exploring their existing love of aviation. The 1 Hour flight is an excellent option for individuals who are deciding if they would like to start flight training or shopping around to find the perfect flight school. Typically, the 1 Hour flight will depart our local airport and allow time for hands-on flight training or sightseeing.
1.5-Hour Flight: Takes the experience to a whole new level by allowing the flight to venture further from our home airport. Our Camarillo location can tour the Los Angeles Downtown skyline on the 1.5-Hour flight, while our 2 hour flight can explore the Santa Barbara, Malibu and Los Angeles area or the beaches of the Los Angeles.
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2 Hours of Flight Time | aerospace |
https://aliciapyne.com/are-pilots-allowed-to-open-the-cockpit-during-flight/ | 2023-12-03T13:36:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100508.23/warc/CC-MAIN-20231203125921-20231203155921-00641.warc.gz | 0.948672 | 691 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__94173139 | en | Are pilots allowed to open the cockpit during flight?
It’s forbidden in the United States, according to the Federal Aviation Administration. If a pilot steps out of the cockpit, “another qualified crew member must lock the door and remain on the flight deck until the pilot returns to his or her station,” the FAA said in a statement Thursday.
Can a passenger go to cockpit?
Yes, you can enter the cockpit if the captain or the first officer allows you that too before take off or after landing. While cruising it’s NOT ALLOWED.
How much does it cost to fly in a bush plane?
On average, a $75,000 financed Cessna winds up costing $200 per hour, if flown 100 hours per year, with $80 going toward fuel, oil and maintenance. Similar aircraft may be rented for about $125 per hour.
How do you ask to see a cockpit?
Try to ask a member of the cabin crew or cockpit while on the ground. Once again, this may be a struggle during busy flights. When boarding the aircraft, have a look toward the cockpit. If a member of the cabin crew or cockpit crew notices that you would like to visit the cockpit and invites you over, then hooray!
Can you open cockpit door from outside?
If the pilot inside the cockpit has the cockpit door on neutral the flight attendant or resting pilot can open the cockpit door with an entry code in case of distress. However if the door is locked from the inside you can’t open it from the outside.
Can the emergency doors in an airplane be opened in flight?
While the news never fails to report these events, it seldom mentions the most important fact: you cannot open the doors or emergency hatches of an airplane in flight. You can’t open them for the simple reason that cabin pressure won’t allow it. An open door would create a catastrophic “explosive decompression”.
Can you ask to meet the pilot?
You can certainly ask to meet the Captain, in most cases they would usually be happy to have a few words. You can request the flight attendants that you would like to meet the captain after landing, they would communicate with the captain and get it arranged for you, flight crew permitting.
Is there a gun in the cockpit?
Inside the cockpit, pilots carry the guns in a hip holster. Outside, they must be transported in locked boxes.
How much does it cost to land a private plane at an airport?
Landing fees vary by airport and usually depend on the size and weight of the aircraft. Expect fees to be in the $100 to $500 range. Sometimes these fees are waived if your aircraft is refueling at the airport. The fees are used to maintain runways and airport buildings.
Can you take pictures in the cockpit?
Yes pilots do take photos of them selfs in the cockpit, it is done all the time, some airlines might forbid it(with soft law) but pilots are forbidden form letting others take photos in flight especially after 9–11 since absolutely no one is allowed in the cockpit during flight.
Do pilots have a toilet in the cockpit?
Certainly yes. There is a special toilet right behind cockpit. And there is a special light in cockpit- TOILET OCCUPIED. | aerospace |
https://www.nysun.com/article/national-nasa-clears-shuttle-for-return-to-earth-despite | 2023-12-03T00:08:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100476.94/warc/CC-MAIN-20231202235258-20231203025258-00705.warc.gz | 0.950603 | 705 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__243464419 | en | NASA Clears Shuttle for Return to Earth Despite Mysterious Objects
This article is from the archive of The New York Sun before the launch of its new website in 2022. The Sun has neither altered nor updated such articles but will seek to correct any errors, mis-categorizations or other problems introduced during transfer.
HOUSTON (AP) – NASA cleared Atlantis for a Thursday landing after finding that the space shuttle appeared undamaged and concluding the discovery of unexplained space debris did not pose a serious problem.
Atlantis’ six astronauts completed two inspections of the space shuttle Wednesday to make sure it wasn’t damaged from the mysterious objects found floating outside the spacecraft. Landing was set for Thursday morning, a day later than originally scheduled.
“Nothing was found to be missing or damaged,” said Wayne Hale, space shuttle program manager. “So we feel very confident that we’re in for a very good landing opportunity.”
Mr. Hale said the crew would be well-rested for Thursday’s landing, despite the extra, improvised work using cameras and sensors at the end of the shuttle’s robotic arm and a 50-foot boom.
“It was a long day, especially for Fergie and Dan,” Atlantis commander Brent Jett radioed Mission Control, referring to pilot Chris Ferguson and astronaut Dan Burbank, who operated the robotic arm. “But you do what you need to do. … We understand everybody’s doing the right thing, so we’re happy to do what it takes.”
The decision to delay landing Atlantis on Wednesday was made a day earlier when a shuttle camera spotted an unknown object drifting away shortly after landing systems were put through a normal but bumpy trial run.
NASA officials said their best guess was that the object was a plastic filler placed in between thermal tiles which protect the shuttle from blasting heat. A second mystery object was spotted several hours later, midday Tuesday, by Mr. Burbank. But NASA said it appeared to be a garbage bag, which would unlikely be a damage risk.
During Wednesday’s inspections, the astronauts spotted three more pieces of floating debris. Mr. Jett described the objects as two rings and a piece of foil. He told Mission Control the first object, about 100 feet from the shuttle, was “a reflective cloth. … It’s not a solid metal structure.”
NASA downplayed the discovery of Wednesday’s objects, saying the fact that no problems were found with the shuttle was more important.
“It’s not uncommon to see little bits of pieces of things floating by,” said flight director Paul Dye.
NASA officials thought the debris may have come from the shuttle’s cargo bay.
“Typically, when we open the payload doors on the first day of flight, we will see objects,” landing flight director Steve Stich said. “It’s a little bit unusual to see objects maybe this late in the mission.”
NASA’s main concern was the status of the all-important heat shield, because a damaged shuttle skin led to the 2003 demise of the shuttle Columbia. NASA had not worked on a contingency plan of parking the shuttle at the international space station for astronauts’ safe haven, but would not have ruled that out if serious damage had been found.
On the Net: | aerospace |
https://www.nextgov.com/technology-news/2011/07/nasa-to-work-with-colorado-company-on-launch-rocket/49419/ | 2018-06-17T22:14:19 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267859817.15/warc/CC-MAIN-20180617213237-20180617233237-00446.warc.gz | 0.94047 | 394 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__119734796 | en | NASA and the United Launch Alliance announced a formal agreement on Monday to look at using the giant Atlas V rocket to send astronauts into space as a commercial venture.
The U.S. government officially ended its role in directly sending astronauts into orbit earlier this month with the final launch of a space shuttle. It is scheduled to land Thursday. NASA will contract out launches from now on - for the next few years, to the Russians, but later to U.S. commercial companies.
"Having ULA on board may speed the development of a commercial crew transportation system for the International Space Station, allowing NASA to concentrate its resources on exploring beyond low Earth orbit," NASA Administrator Charles Bolden said in a statement.
The United Launch Alliance hopes that its Atlas V rockets will carry the new launch vehicles, the cone-shaped capsules known as multipurpose crew vehicles or MPCVs -- unofficially, Orion -- made by Lockheed Martin.
"This program will develop the capability to deliver U.S. astronauts to the International Space Station," George Sowers of the United Launch Alliance told reporters on a conference call. "We feel strongly that the U.S. aerospace industry is capable of developing and delivering this capability affordably and safely."
The unfunded agreement calls for NASA to consult with ULA on how to make the rocket into a safe and reliable launch vehicle.
Last month, NASA's Office of Inspector General asked the space agency to do a better job telling contractors what it needs.
NASA already uses Atlas Vs for some of its highest-profile projects, including the upcoming Juno mission to Jupiter, scheduled to launch August 5. "The next step for Atlas is to launch humans," Sowers said.
The end of the shuttle program has cost thousands of jobs. Contractors to the Kennedy Space Center on the coast of central Florida have announced 7,000 layoffs this year. ULA employs 1,700 people in Centennial, Colorado. | aerospace |
http://www.nti.org/gsn/article/iran-postpones-spacecraft-deployment/ | 2016-02-13T06:55:06 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701166222.10/warc/CC-MAIN-20160205193926-00308-ip-10-236-182-209.ec2.internal.warc.gz | 0.943913 | 447 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__19621937 | en | Global Security Newswire
Daily News on Nuclear, Biological & Chemical Weapons, Terrorism and Related Issues
Iran Postpones Satellite Deployment
An Iranian satellite deployment previously scheduled for last week now could be pushed back as late as March 2013, Iranian Space Agency head Hamid Fazeli told the Islamic Republic News Agency (see GSN, May 17).
Fazeli provided no reason for the deferred launch, Agence France-Presse reported on Tuesday.
Iranian Aerospace Industries Organization head Mehdi Farahi earlier this month said his country would fire the Fajr orbiter into space on May 23. Iran's space activities have drawn concerns from the global community, as technology used to place objects into orbit can also be applied to ballistic missiles (Agence France-Presse/PhysOrg, May 29).
Separately, every Middle Eastern armed forces installation in located inside the flight reach of missiles developed and manufactured by Iran, the deputy commander of the nation's Revolutionary Guard said on Friday.
Iran's ground-to-ground, ground-to-air or extended-distance ballistic weaponry could strike any such site with significant accuracy, the country's Press TV quoted Brig. Gen. Hossein Salami as saying (Press TV, May 26).
Note to our Readers
GSN ceased publication on July 31, 2014. Its articles and daily issues will remain archived and available on NTI’s website.
July 22, 2015
This page contains interactive 3D missile models for North Korea. Users can drag the model by pressing and holding their mouse’s scroll wheel. They can zoom in and out on the model by rolling their scroll wheel up and down, and can orbit the model by clicking and dragging their left mouse button.
July 8, 2015
This page contains interactive 3D missile models for China. Users can drag the model by pressing and holding their mouse’s scroll wheel. They can zoom in and out on the model by rolling their scroll wheel up and down, and can orbit the model by clicking and dragging their left mouse button.
This article provides an overview of Iran's historical and current policies relating to nuclear, chemical, biological and missile proliferation. | aerospace |
https://www.eusoc.upm.es/tag/experiment/ | 2018-02-23T02:33:53 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814311.76/warc/CC-MAIN-20180223015726-20180223035726-00246.warc.gz | 0.937646 | 463 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__13224758 | en | SODI-DCMIX experiment continues with a new science campaign. SODI was comfortably stowed in Columbus while other experiments did their duties in MSG and now it is SODI´s time again! Astronaut Kate Rubins (#AstroKate) brought SODI and DCMIX cells back from their inactivity and started the installation. After an almost 3 hour set up activity, Kate managed to put all things together and woke SODI up again. Silent space radiation could have damaged SODI software during its ...
26 September, 2016E-USOC
After 13 months of continuous operations and more than 260 GB of science data generated, science campaign for GeoFlow-2 can be considered a huge success, overpassing all expectative and giving more results than initially expected. GeoFlow-2 objective was to generate further results to check and improve numeric models of the Earth mantle. That ...
28 November, 2012E-USOC
The operations of COLLOID-2 experiment, carried out by E-USOC, have been completed successfully. This experiment is a follow up of SODI-COLLOID, that focused on three-dimensional photonic structures which possess appealing optical properties, making them candidates for future nano-technology. The presence of gravity increases the difficulty in the manufacture of colloidal photonic crystals structures. Therefore the researchers expect to figure out the phenomenon of aggregation eliminating that factor -i.e. studying particles interactions in microgravity conditions– in the modular instrument SODI (Selectable Optical Diagnostics Instrument) on board the ...
21 November, 2011E-USOC
Fuente: E-USOC ESA has invited schoolchildren aged between 12 -14 years to join the Greenhouse in Space project. This experiment, carried out by the Italian astronaut Paolo Nespoli, consists of growing flowering plants inside ...
25 February, 2011E-USOC
Source: ESA Last January 28th, IVIDIL was finally deinstalled, and officially successfully finished. A space experiment, from the operative point of view, is always a great challenge, since so many people from so many different working fields and specialties are involved. The intervention and commitment of ...
3 February, 2010E-USOC | aerospace |
https://bimbelacer.com/2021/06/02/tasks-nasa-solar-technique-exploration/ | 2023-09-29T03:48:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510481.79/warc/CC-MAIN-20230929022639-20230929052639-00898.warc.gz | 0.921485 | 911 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__160852954 | en | The space industry is économic activity that occurs in spacé. Running throughout translunar room, NASA will exploration galactic cosmic radiation-potentially thé almost all frightening factor to individuals looking at serious space-and produce minimization tactics that might in addition direct to health-related improvements in Globe. After that Soon, the U.S.S.N. unveiled Luna 3. Considerably less than four times after Gagarin’s journey in 1961, moment a secondary Soviet people assignment orbited a cosmonaut around Soil for a full. By making upon what we learn thére we will prepare astronauts fór the problems of long-duration trip and the long lasting extension of real human exploration beyond where we havé been before.
Particles requirements to end up being monitored or even it could collide with satellites and spacecraft, or even drop to planet. Satellites requiring restoration or even servicing may end up being maneuvered into the valuables gulf by a new 15-meter-long mechanical supply, the Remote Manipulator Program (financed and developed by thé Country wide Study Authorities of North america ). The supply furthermore deploys satellites and some other spacecraft in orbit. Changing creation in order to area may likewise advantage Earth’s atmosphere when completed inside a new environmentally friendly approach that minimizes professional spend in addition to terrain impact about World.
For illustration, some satellites could: establish fast communication one way links with saving authorities during disasters; present continual, all- https://enertecsrl.it/living-space-https-site-4962185-528-5088-mystrikingly-com-blog-leo-agricultural-constellation-would-be-a-breakthrough-says-max-polyakov-exploration/ weather monitoring of world-wide ocean and air traffic; boost instructional expert services in remote parts through one on one message of people program developing; and facilitate far off well being care and attention expert services via three-dimensional teleconferencing (9). These quests consist of flybys inside 1979 by Pioneer 11 , inside 1980 by Voyager 1 , through 1982 by Voyager 2 and an orbital goal by the Cassini spacecraft, which lasted from 2004 until 2017.
American standardisation organisations (ESOs) some as the American Committee for Standardisation (CEN), thé American Committee for Electrotechnical Standardisation (CENELEC), and the American Telecommunications Quality Company (ETSI) possess a mandate from the Cómmission to develop models for the space production and support industries about the basis of the wórk already performed by the Western Cooperation for Area Models Company. After wasting an astounding 20 years in space, on Sept 15 the Cassini spacecraft and Huygens probe completed their vision, 2017.
Unlike the 20th century, when nearly all establish sites were owned and handled, additional establish sites have been developed, ánd each performs independently. Man room exploration helps to deal with essential questions about our spot inside the Galaxy and the record of our solar energy method. Despite the place industry being in its initiaI portions, living space junk in orbit around thé Globe has become a hazard to place infrastructure and Globe itself due to the reputation of hazardous elements many of these as nuclear reactors. NASA moreover is following the features of an important Space or room Treatments Core (SOC)‹incrementally built and stafféd by an important quality producers‹that would help due to a particular orbital manner section between Ground and geosynchronous orbit as well as way space or room.
NASA wants to send a fabulous rover to Mars’ Jezero Cratér with a fabulous kick off home window of Come early july 17, through August 5 2020, 2020. NASA moreover state governments that its solutions expansion holds up the nation’s technology industry by creating answers that generate tangible features for daily life on ground. Area search is the physical search of external area, both by human being spaceflights and by robotic spacécraft. Experiments conducted on compact sound rockets, inside of the Skylab orbital work shop, inside of ground-based elements laboratories, and by Soviet cósmonauts on the Salyut Room Stop suggest that the microgravity ánd hoover attributes of room may well give several rewards above ground-based methodologies inside of the handling of materials, essential fluids, crystals, and being skin cells. | aerospace |
http://radar.fr-emcom.com/flightid/5475032 | 2023-03-30T21:52:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949387.98/warc/CC-MAIN-20230330194843-20230330224843-00441.warc.gz | 0.74175 | 112 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__131665661 | en | Air Belgium ABB118 - Air Belgium - Balloon (BALL) - OO-CGM
Disclaimer: The source of the above image is flickr and is copyright Black Labrador13. This system may not show the actual aircraft with 100% accuracy.
Additional information as it flew nearby
Jul 31, 2022 3:19
Flight spotted duration
Latest ACARS message | aerospace |
http://flytoanothertime.blogspot.com/2013/10/lindbergh-monocoupe.html | 2020-08-08T11:09:16 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737645.2/warc/CC-MAIN-20200808110257-20200808140257-00228.warc.gz | 0.936984 | 202 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__86725976 | en | Another Time is a continuously growing research library focused on aircraft manufactured between 1930 and 1950. We provide detailed information, advertisements, books, drawings and photos to aircraft owners, artists, researchers, restorers, industry writers, etc. Here we post commentary on researching, restoring and flying vintage aircraft from another time.
In 1934 the Lindberghs purchased a Moncoupe D-145. The registration number was unique as it was the same as Linderghs "Spirit of St. Louis" - NR-211. At the time he was a PanAm consultant and traveled all over the country. In September of 1934 the Lindberghs flew the Monocoupe coast-to-coast. They kept the airplane until it was donated to the Missouri Historical Society in 1940. Recently NR-211 was re-hung in the Lambert International Airport in St. Louis after a refurbishment. Take a few minutes to watch this video of the Monocoupe being hoisted into position. | aerospace |
https://www.dnatube.com/video/29662/A-Look-At-Space-Exploration-Missions | 2020-12-01T20:33:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141681524.75/warc/CC-MAIN-20201201200611-20201201230611-00512.warc.gz | 0.781997 | 74 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__100700254 | en | Manual create account
This video will help you in understanding about the new future mission that will occur in future. Video is really interesting. You must watch it.
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Tags: More Space Exploration Missions
( Send Message ) on 07-02-2013.
Duration: 2m 37s | aerospace |
https://hitecher.com/science-and-education?page=12 | 2022-12-08T00:19:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711221.94/warc/CC-MAIN-20221207221727-20221208011727-00193.warc.gz | 0.969124 | 358 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__192456278 | en | NASA experts report that the global average temperature was 0.93 Celsius degrees higher than the norm in June. So last month officially went down as the hottest June in history.
The enormous animal was discovered by TV presenter Lizzie Daly. This happened when the reporter was diving in Falmouth, England.
Not only have researchers built a theoretical model, but they were also able to watch a moon forming around exoplanet PDS 70c.
The next package sent to American astronauts will contain some chili pepper seeds. The first harvest will mature by November 2019.
The space agency has entered into a contract with US based company Made In Space. Together they will launch the Archinaut One spaceship, which will put together satellites right on the orbit.
The agency has released a video atlas including images of more than 4 thousand space objects. All of them were discovered by scientists from different countries, starting from fall 1991.
The remains are 98 million years old, according to paleontologists. The leg was discovered inside a piece of amber that had been purchased in Myanmar.
Oddly enough, the glass panel does not have any electronic components or other mechanisms.
The species is called Leocratides kimuraorum, and it can produce sounds at up to 157 decibels.
LightSail 2 belongs to the solar sailing type of spacecraft intended to reduce the cost of satellite fuel for space corporations.
Terry Virts has already made 3400 orbits around the Earth in Space, and now he has decided to start a new journey - this time in the atmosphere. It will be the fastest journey in history.
A tiny MRI installation helped to get exclusive shots. Physicists not only photographed the magnetic field, but also managed to interact with it. | aerospace |
https://www.ekathimerini.com/news/35994/a-greek-eye-on-voyager-s-journey/ | 2023-03-26T18:35:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296946445.46/warc/CC-MAIN-20230326173112-20230326203112-00276.warc.gz | 0.966979 | 587 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__197663936 | en | A Greek eye on Voyager’s journey
Thessaloniki – Launched back in 1977, the unmanned Voyager spacecraft continues its solitary journey in space well beyond the bounds of our solar system. That unending trip, and those of other spaceships that have been sent to explore the secrets of our sun and the planets Mercury, Saturn and Pluto, were the subject of a presentation at Thessaloniki University and the Space Sciences Center of Thessaloniki on November 12. Dr Stamatis Krimizis, who was born on Chios, is director of Space Programs at Johns Hopkins University, referred to recent discoveries by the Cassini mission, such as the waves on Titan’s rings and the fact that the planet’s magnetosphere revolves with it. Speaking to Kathimerini about his contribution to the planning of NASA’s projected mission by the Solar Explorer to the sun, Krimizis emphasized the importance of Voyager I in conquering space. He also extolled the scientific advances that humanity made «before 100 years had passed since the Wright brothers’ first flight and 50 years since the Sputnik was launched; now, around another 50 years later, we know that solar shock waves hit the edge of the heliosphere, 14 billion kilometers away. Where is Voyager now? It is 14.1 billion miles from Earth. To get an idea of the distance, just think that its radio waves, which travel to Earth at the speed of light, take 13.5 hours, compared with the light of the sun, which takes 8.5 minutes. What has impressed you? The journey of Voyager. It was launched in 1977, and it has explored Jupiter, Saturn, Uranus and Neptune. It has more or less rewritten all the books about the outer planets, and what students learn nowadays about them we owe to Voyager. Will we ever find Voyager? We won’t find it ourselves, of course. It is on its way to a group of stars in the constellation of Camelopardalis (the Giraffe). It will get there in about 40,000 years. Nobody expected it to be such a voyager, since the objective aim was to explore Jupiter and Saturn in just four years. Now we’re at 28 years and counting. Habitable? What is responsible for its success? A spaceship in an area that has not been explored is bound to make discoveries. It has survived because of the careful work that we all put into preparing the systems and to our experiments. In mine, for instance, I had a revolving mechanism that turns every 192 seconds. Everyone said it wouldn’t work in space, and yet it is still working to this day. Of all the planets, is there one that is thought to be habitable? Maybe Mars. It’s close; it has a rudimentary atmosphere; and the temperature is not terribly low. | aerospace |
http://starwars.wikia.com/wiki/Nar_Shaddaa_agri-utility_crop_sprayer | 2018-05-20T23:35:11 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794863811.3/warc/CC-MAIN-20180520224904-20180521004904-00103.warc.gz | 0.963462 | 116 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__46882783 | en | - Fi: "Well, they don't build them like that anymore."
- Niner: "That's because not even the Hutt Aviation Authority would certify this Narsh dirt-crate airworthy."
- ―Fi and Niner[src]
A Nar Shaddaa agri-utility crop sprayer was used to transport Omega Squad to Qiilura. It was piloted by a red R-5 unit. The crop sprayer did its duty barely, crashing on Qiilura after Omega had jumped out to safety.
In other languages | aerospace |
https://newssalam.ir/nasa-astronauts-splash-down-off-coast-of-florida-to-end-historic-spacex-mission/ | 2022-12-09T03:29:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711376.47/warc/CC-MAIN-20221209011720-20221209041720-00838.warc.gz | 0.947841 | 1,002 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__144901636 | en | A SpaceX Crew Dragon capsule in orbit retracted its claw from an attached trunk Sunday, releasing the support structure and exposing a massive heat shield designed to protect NASA astronauts Bob Behnken and Doug Hurley from the treacherous process of Earth entry.
The spacecraft that departed the International Space Station only 19 hours earlier then performed a critical deorbit burn, placing the duo on an irreversible trajectory toward the Gulf of Mexico. As expected, plasmas that quickly formed around the capsule during re-entry caused a communications blackout as the heat shield kept thousands of degrees at bay and the interior a toasty 85 degrees.
After several callouts to Crew Dragon with no response, Hurley’s signal finally made it through: “Endeavour has you loud and clear.”
Named Endeavour for SpaceX’s second demonstration – but first crewed – mission to the ISS, the spacecraft successfully deployed its parachutes, then set the astronauts down on calm, “glass-like” waters about 40 miles off the coast of Pensacola. As expected, the splashdown was observed at 2:48 p.m. Eastern time.
“On behalf of the SpaceX and NASA teams, welcome back to planet Earth,” a mission manager at SpaceX’s headquarters in California said. “Thanks for flying SpaceX.”
“It truly was our honor and privilege to fly this flight of the Crew Dragon and Endeavour,” mission commander and former space shuttle astronaut Hurley said while waiting for recovery teams.
After plucking the 27,000-pound capsule out of the water, teams on SpaceX’s Go Navigator ship asked Behnken and Hurley to remain in the capsule for a bit longer than expected as the spacecraft vented remnants of dangerous engine propellants. The duo were cleared to start leaving the capsule a little over an hour after splashdown.
After the egress process, SpaceX and NASA medical teams performed quick checkups before a helicopter landed on the ship for transport back to a Pensacola airport. A NASA jet was scheduled to take them to Johnson Space Center in Houston, Texas, Sunday evening.
Their wives, Megan McArthur and Karen Nyberg, also both astronauts, and children were expected to greet them at JSC. Hurley is a retired Marine Corps colonel and Behnken is an active-duty Air Force colonel.
Sunday’s operations brought a safe end to a wildly popular and successful Demo-2, which was SpaceX’s last demonstration mission before NASA certifies the spacecraft for full-time human spaceflight. If post-splashdown checkouts and data reviews look good, the agency is scheduled to fly eight astronauts on two separate flights later this year and early next year.
Behnken and Hurley’s liftoff from Kennedy Space Center on May 30 marked the first time in nearly a decade that NASA astronauts launched from U.S. soil. After they arrived on station, the duo worked on their spacecraft, helped the ISS crew with science experiments, and hosted countless interviews from 250 miles above Earth.
In total, the “space dads,” as they’re affectionately known, traveled millions of miles during their 1,024 orbits of Earth. Their Sunday splashdown also marked the first time in 45 years – since the Apollo-Soyuz program – that NASA astronauts splashed down in a American-made capsule.
The only wrinkle noted during post-splashdown operations was the unexpected arrival of several privately owned boats, which encircled Crew Dragon to try and get an up-close view. The presence of unauthorized boats can not only be dangerous for returning astronauts, but for the boaters themselves as spacecraft vent toxic propellants used in space.
NASA’s efforts to restore American human spaceflight are collectively known as the multibillion-dollar Commercial Crew Program, which also selected Boeing’s Starliner capsule for future flights to the ISS. That spacecraft is expected to fly on an uncrewed demonstration mission no earlier than October.
“Anybody who’s touched Endeavour, you should take a moment to just cherish this day, especially given all the things that have happened this year,” Hurley said as Behnken, also a former shuttle astronaut, was removed from the capsule. “We certainly can’t thank you enough and our families can’t think you enough. We’re just proud to be a small part of this effort to get people to and from the space station.”
Contact Emre Kelly at firstname.lastname@example.org or 321-242-3715. Follow him on Twitter, Facebook and Instagram at @EmreKelly. Support his space journalism by subscribing at floridatoday.com/specialoffer/. | aerospace |
http://www.vistaworx.co.uk/aerial-filming-plymouth | 2017-12-16T03:16:22 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948581053.56/warc/CC-MAIN-20171216030243-20171216052243-00126.warc.gz | 0.927661 | 155 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__233190766 | en | Aerial filming & drone services in Plymouth, the South West & across the UK
Vistaworx offers aerial photography and drone filming services to a cross section of industries and the media.
We operate the latest aircraft and cameras, provide high resolution aerial photography and capture video in stunning UHD 4K.
Our experience is extensive and includes real world aviation, remotely operated aircraft design, and more than
twenty five years in film, TV camera production and photography. Our service includes everything from aerial surveys
and property inspections through to producing marketing material for real estate, architects and fulfilling
aerial sequences for TV and corporate production companies.
We also provide a fast response time to customers' demands for aerial work and can often action a request within 24 hours. | aerospace |
http://guerillaspot.blogspot.com/2007/06/first-nebraskan-in-space.html | 2018-07-16T20:21:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589455.35/warc/CC-MAIN-20180716193516-20180716213516-00321.warc.gz | 0.961078 | 334 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__223207185 | en | via Omaha's KETV, the shuttle is carrying the first Nebraskan in to space as well. Pretty cool.
The shuttle Atlantis will also carry the first Nebraskan in space, Clay Anderson of Ashland, NE to the ISS where he will take over mission specialist duties from fellow astronaut Sunita Williams. The weather report in Florida indicates a 70% chance of a launch on June 8, although there is a possibility weather could delay it. The current launch window expires June 12th. If the shuttle launches successfully tomorrow, it will return on June 19th.
Alot more on our Mr. Anderson at Sapce.com here. Apparently, he was a late add to the crew in order to bring Williams home at a regular ISS mission interval of about six months. He was orignally scheduled to go to the orbiting station in August on the STS-118 mission. He 's been workign with NASA since 1983 and joined the astronaut corps in 1998. He'll serve as flight engineer and science officer while aboard the ISS.
"Anderson holds a bachelor's of science degree in physics from Nebraska's Hastings College and a master's of science degree in aerospace engineering. He joined NASA full-time in 1983 to help design shuttle and ISS rendezvous and docking operations within the Mission and Planning and Analysis Division at JSC. Anderson joined NASA's astronaut ranks in 1998, where he has trained for a long-duration spaceflight from the start. He served as a crew support astronaut for the station's Expedition 4 mission, and later as a backup crewmember for Expeditions 12, 13 and 14 for the orbital laboratory." | aerospace |
https://flixsea.com/productDetails/top-documentaries-movies/space-shuttle-discovery-launch-july-4th-filler/2tFeunXm3VEZM/aLvMPjZZJVWmp | 2018-12-13T21:15:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376825098.68/warc/CC-MAIN-20181213193633-20181213215133-00458.warc.gz | 0.893315 | 89 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__65090919 | en | Space Shuttle Discovery Launch July 4th FillerDOX: Top Documentaries
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TV-MA | Documentary
SynopsisTag along as the Sapce Shuttle Discover is moved to the launch platform and the astronauts get strapped into position prior to the spectacular lift off.
Also in A Full Archive of NASA Rocket and Shuttle Missions
Showing page 1 of 3Next | aerospace |
https://trekmovie.com/2010/03/17/star-trek-inspires-new-nasa-mission-poster-shuttle-enterprise-to-fly-again/ | 2023-10-02T20:25:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511021.4/warc/CC-MAIN-20231002200740-20231002230740-00694.warc.gz | 0.931544 | 511 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__233200412 | en | Once again life imitates art with NASA looking to Star Trek for inspiration for their new poster for the final mission of the Space Shuttle Endeavour. Check it out below, plus news on how Space Shuttle Enterprise is preparing to fly again.
The Future Begins (and Ends) for Endeavour
Space Shuttle Mission 134, slated to launch July 29th 2010 will be the final mission for Space Shuttle Endeavour and the second to last mission of the Shuttle program before the fleet is retired later this year. The mission will deliver a number of new components for the International Space Station, including the Alpha Magnetic Spectrometer (how is that for some Trek sounding tech?). As they do for each Mission, NASA created a special mission poster (primarily used internally) and for STS 134 they were inspired by the latest Star Trek movie, check it out.
Mission Poster for STS 134 (download at nasa.gov )
The poster is an obvious homage to the official banner posters for the 2009 Star Trek movie.
Star Trek 2009 banner which inspired NASA
In recent years NASA has created a number of these kinds of pop-culture referencing posters for Shuttle and ISS Missions, including another Trek-themed poster from one of last year’s ISS Expeditions (see previous TrekMovie report). You can see them at the NASA Space Flight Awareness Page. More info on STS 134 Wiki Page.
Shuttle Enterprise to fly again
Famously NASA’s first space Shuttle prototype was named Enterprise in 1976 after Star Trek fans successfully lobbied NASA. The Shuttle Enterprise was never actually launched into space, but was used for flight tests. The shuttle has been housed at the Smithsonian Institution since 1985. It is currently on display in an annex to the National Air and Space Museum in Chantilly, VA.
Shuttle Enterprise introduced in 1976
As noted before the Space Shuttle fleet is being retired this year. According to CollectSpace, one of the orbiters that has been flown in space is expected to take the place of the Enterprise at the Udvar-Hazy Center annex, so the Enterprise will have to be moved. It has not yet been determined where it will be going, but engineers have been inspecting the Enterprise to make sure it is in ship shape and ready to again be ferried atop a modified 747.
Shuttle Enterprise in 2010 being readied to fly again
More details and images of the Enterprise can be found at collectspace.com.
Thanks to Robert Pearlman from CollectSPACE | aerospace |
http://exosaero.com/blog/page/3/ | 2018-01-20T15:06:13 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889660.55/warc/CC-MAIN-20180120142458-20180120162458-00770.warc.gz | 0.921417 | 604 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__203461852 | en | Did you see EXOS on Fox 4? We made a special appearance on their Lone Star Adventure segment! You can catch the segment here: http://www.fox4news.com/news/238279410-story
SpaceKids India is working with our SpaceEDU program to launch an experiment into space! Their experiment recently arrived at our headquarters, and we’re excited to share with you the many things it contains! The SpaceKids India Experiment includes; – an accelerometer – a gyroscope – a magnetometer – a pressure monitor – a humidity monitor – […]
At EXOS, we make SPACEavailable! We provide faster, affordable, safer and funded space! FASTERspace… Our re-usable rockets land within 200 meters of the launch site! This keeps your cost low and eliminates wasted time traveling to your payload. With faster payload integration for pretest, you don’t have to wait 2+ years to fly! AFFORDABLEspace… We’ve […]
Exos Aerospace Systems & Technologies Inc. Press Release Dallas, Texas December, 18th 2016 A group of Dallas-area entrepreneurs and space scientists that formed Exos and began operations less than a year ago prepare for a final engine test to support an early 2017 suborbital space flight. Less than a year ago David Mitchell, President and […]
Our Press Section is in the works! The guys in our machine shop have been working hard on these pieces, and we want to share! Our helium tank fits inside of the Press Section. You can see a few pictures of them, below!
Ever curious about what the inside of our machine shop looks like? Well, here’s your chance to take a look! Hope you enjoyed this virtual look at the EXOS shop!
KSF Space signs NDA with EXOS Aerospace KSF Space Foundation has signed a memorandum of understanding (MOU) with EXOS Aerospace in Texas, this Nov. the 2nd 2016. Under the agreement, EXOS Aerospace will identify launch opportunities and provide associated pre-launch support to KSF Space Foundation. “The partnership with EXOS Aerospace is a considerable indicator in the development of our […]
We’ve updated our engine (more details here), and we have been testing! Here are a few pictures of our engine on the stand and during the test. Enjoy!
We’ve made some updates to our engine! We have added some new flowmeters, as well. These new flowmeters will allow for an exact ISP on our new engine development program. Here are some shots of our updated engine!
Here at EXOS, we are committed to education! From K-12 we intend to use suborbital flights as a part of Science Technology Engineering & Math (STEM) curriculum, based on an education platform we are developing with our fantastic partners. EXOS and our partners are developing programs to enable schools to run programs for less than […] | aerospace |
https://technorenovation.com/building-a-house-on-the-moon/ | 2023-01-28T06:39:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499524.28/warc/CC-MAIN-20230128054815-20230128084815-00532.warc.gz | 0.949695 | 733 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__250243854 | en | During the past few years, there has been a lot of talk about the possibility of house building service on the moon. However, there are many people who are skeptical about the prospect. These individuals are concerned about the lack of data, as well as the fact that the materials that the lunar regolith is made of could be harmed by solar energy. These worries have caused some scientists to believe that the potential of using the material to build a house on the moon is low.
Using 3D printing to build a house on the Moon could be a dream come true for astronauts. It would allow them to construct a habitation module and astromobile that can survive the lunar climate. Currently, there are many plans to build houses on the Moon and Mars.
But there are unique challenges involved. Temperatures vary greatly throughout much of the moon’s surface. The weak atmosphere makes it difficult to protect humans from harmful cosmic radiation. In addition, the moon is subject to frequent micrometeorites. It is also subject to violent moonquakes. Its cratered terrain is difficult to construct buildings on.
One company is trying to solve this problem. Australian building and construction company Luyten is working on a specialized 3D printer. They are hoping to make the construction of houses on Earth cheaper and cleaner.
Another company, ICON, is planning to build a structure on the Moon using 3D printing technology. They have been successful in the construction of barracks and roads on Earth. They plan to test the technology by experimenting with simulated lunar regolith.
Lunar regolith as a construction material
UTSA researchers are investigating ways to use lunar regolith as a construction material. The regolith is a fine dust that covers the Moon’s surface. It can be used for roads, building houses, and civil works. It can also be processed to extract oxygen, hydrogen, and metals.
The research team wants to develop an efficient and scale-up process for creating lunar regolith bricks. They hope to test whether or not the bricks can produce energy. The goal is to make the process more cost-effective and efficient for future colonists to build structures on the Moon.
The materials that comprise lunar regolith are mineral fragments, which possess a characteristic chemical composition. These minerals are typically oxides or silicates. They have a highly ordered atomic structure.
The researchers have identified temperatures at which the lunar soil liquefies. The temperature ranges from 240-250degF. These temperatures can be reached at a relatively shallow depth of just a few centimeters.
NASA’s Artemis program
Earlier this year, NASA announced its plans for the Artemis program, a series of space missions designed to build a permanent human base on the Moon. This will allow for more scientific and technological advances, as well as laying the groundwork for an unprecedented level of lunar activity.
The first mission is called Artemis I, and will be an unmanned test flight. It will include a range of deep space experiments, including an instrument to measure radiation from the depths of space. It will also test components of NASA’s deep space exploration systems.
The second mission is called Artemis II, and will be a crewed flight beyond the moon. It will take astronauts 4,600 miles out into the deep space. It will be the longest journey into the solar system since the Apollo astronauts visited the Moon in 1972.
The third mission is called Artemis III, and will be a crewed landing mission on the Moon. It will bring the first female astronaut and the first astronaut of colour to the Moon. | aerospace |
https://www.thailandnews.co/2023/07/six-dead-after-tourist-helicopter-crash-near-everest/ | 2023-09-25T21:15:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510085.26/warc/CC-MAIN-20230925183615-20230925213615-00472.warc.gz | 0.959845 | 300 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__169393018 | en | A helicopter carrying five Mexican tourists and the pilot crashed Tuesday in the Everest region of Nepal. Rescuers have recovered all six of the lifeless bodies, area police spokesman Kuber Kadayat confirmed.
“Local villagers have discovered the crashed helicopter,” said, for his part, the vice president of Likhu Pike municipality, Nwang Lhakpa Sherpa. According to Neupane, authorities lost contact with the aircraft this morning. The accident took place in the northern district of Solukhumbu, where Mount Everest is located.
The helicopter was carrying six people, five Mexican tourists, three of them women and the other two men, and the pilot, who belonged to Manang Air, explained the operations and safety manager of the Nepalese company, Raju Neupane.
— New York Post (@nypost) July 11, 2023
Initial reports suggest that the aircraft may have hit a tree on top of a hill. Two other rescue helicopters have been involved in the emergency operation.
Although they are still studying the reasons why the helicopter crashed, weather conditions could be one of them. Changes in the weather may have altered the helicopter’s flight path, said airport official Sagar Kadel.
The incident occurred just months after another Altitude Air helicopter crashed in a jungle area in the Gorkha district of northern Nepal, killing six people, including the pilot, while one passenger survived.
-Thailand News (TN) | aerospace |
http://sheafaithful.blogspot.com/2012/07/growth-market-extraordinaire-space.html | 2017-03-30T16:36:36 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218195419.89/warc/CC-MAIN-20170322212955-00424-ip-10-233-31-227.ec2.internal.warc.gz | 0.909924 | 236 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__181150933 | en | You may have seen stories appear in the national news from time to time on space tourism. So what's the latest now regarding this "last frontier" of tourism? Here's some brief info on Virgin Galactic, one of the leaders at the forefront of space travel and tourism:
+ Company: Virgin Galactic
+ Company website: http://www.virgingalactic.com/
+ Company overview: Virgin Galactic is at forefront of bringing tourists into space in 2013 and with commercial flights by 2016.
+ Article from this past week (see excerpt and hyperlink to full article below):
Virgin Galactic a GO! Branson tells crowd at Farnborough Air Show that passenger space flights on SpaceShipTwo will launch in 2013
By Victoria Cavaliere / NEW YORK DAILY NEWS July 12, 2012
Richard Branson's space company Virgin Galactic will begin shuttling passengers into the cosmos beginning in December 2013, the British entrepreneur announced.
Branson also announced the development of "LauncherOne," a new air-launched rocket specifically designed to deliver small satellites into orbit. Commercial flights of the vehicle are expected to begin by 2016.
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https://safetycompass.wordpress.com/2012/07/25/eaa-airventure-day-1/ | 2023-06-09T18:53:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656788.77/warc/CC-MAIN-20230609164851-20230609194851-00408.warc.gz | 0.967326 | 745 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__176877383 | en | By Debbie Hersman
What a day it’s been at EAA AirVenture! I started the day with a fascinating behind-the-scenes look at all the work that goes into assuring safety for the 10,000 aircraft that fly in and out of Wittman Regional Airport as well as for overseeing the safe operations for the dozens of air show performers. Many thanks to Jim DiMatteo, Vice President of AirVenture Features and Attractions for the clear explanations.
Later, I had a great time talking with numerous aviation enthusiasts at AirVenture’s first-ever Meet the NTSB Chairman forum. We had a lively discussion and I hope the attendees gained a better understanding of the NTSB’s roles and responsibilities. I appreciated hearing about the issues facing the general aviation community and the candid exchange during the Q & A session.
A highlight of my day was a visit to KidVenture, which is a huge hands-on demonstration area and immense effort by scores of dedicated volunteers to share the excitement of aviation with our next generation. Or, with the Olympics coming up, maybe I should say to pass the torch of aviation enthusiasm! When KidVenture started they only had 2,000 visitors that first year. Last year, it was up to 25,000 young visitors and from what I saw today, I expect that number will continue to climb.
After KidVenture I spent time at the NTSB booth at the Federal Pavilion. You can find out more about the range of NTSB activities and involvement at EAA AirVenture 2012 on this website.
Tomorrow, I’ve got another busy day. In the morning, at 10:00 at the Honda Pavilion, I’ll be providing an overview of the NTSB’s recent study on the safety of experimental amateur-built aircraft. I am also looking forward to spending some time with the Air Boss to see what it takes to coordinate a major air show.
One thought on “EAA AirVenture, Day 1”
Sorry I was not there – but Quoting from Aeronews
Hersman said. “And I think that among the things in the bucket that are easy … fuel starvation. How many times do our investigators need to investigate an accident like that.
I believe this is one area that needs a closer look –
It was on the NTSB Top 5 but seemed to be avoided in the GA Safety Board Meeting –
your comment above suggests that an in-depth look was not warranted by the board.
– yes the unfortunate pilot should have known how much fuel they started with. And they should know average fuel consumption – Basic Pilot skills – equally they should know which tank has the most fuel – they are required to.
The pilot manual states that for the most engine critical procedures – Take off – Engine restart – Engine performance (spitting coughing) – switching to the fullest tank is required.
If you would have asked the aircraft owners in attendance if they had accurate fuel level gauges – the response would startle you.
How can you decide which tank had greater fuel if your gauges are erratic or of limited accuracy.
You will see this in the NTSB Accident Investigation dialog for fuel starvation occurances.
Every learning GA pilot is told not to trust the fuel level gauges – ask your fellow board members – it is common GA pilot knowledge
Inaccurate fuel level is the norm in general aviation – not the rule
If technology / Pilot training may help Stall Spin or flight from VFR into IMC
I am baffled why fuel gets the short stick – | aerospace |
https://www.nbcchicago.com/news/local/ohare-flight-delays-airport-updates-83713942.html | 2017-12-14T08:28:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948542031.37/warc/CC-MAIN-20171214074533-20171214094533-00067.warc.gz | 0.970818 | 78 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__57393279 | en | The Curse of Snowbama effects any and everything -- including air travel.
O'Hare International Airport cancelled 30 flights by Sunday afternoon. That's down from about 75 cancellations on Saturday. At Midway, about 30 flights were also canceled Sunday.
The Department of Aviation advised travelers to check the status of their flight with their airlines prior to heading out to Chicago's airports. | aerospace |
https://uaetimes.ae/uae-uae-mars-mission-could-be-extended-for-two-more-years-news/ | 2023-03-22T18:28:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296944452.74/warc/CC-MAIN-20230322180852-20230322210852-00575.warc.gz | 0.953391 | 578 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__127988328 | en | Two of Mars’ moons, Deimos and Phobos, are areas of interest for scientists in the country, with a particular focus on the former
The cheers that erupted after the Prodigy probe successfully entered Mars orbit (MOI) resonated throughout the Arab world – and today the UAE is celebrating the end of the Year of Mars, which will begin when the Prodigy probe enters orbit around the Red Planet in 2021.
The Hope probe successfully reached the orbit of Mars at 19:42 on February 9, 2021, completing one of the most complex and intricate stages of its mission after a seven-month space journey of 493 million kilometers.
The rover plans to continue its scientific mission to explore Mars until mid-2023, with the possibility of extending it by one Martian year (two Earth years), according to a news conference in Dubai on Thursday.
Zakaria Al Shamsi, deputy project director for Hope Probe operations, said: “The spacecraft is very healthy. We have been doing [an] Analyze regularly. As far as mission extensions are concerned, the decision rests with MBRSC and the UAE Space Agency. The decision was made primarily by the UAE Space Agency. “
The Hope Probe completes a cycle every 55 hours and has made countless scientific achievements by observing previously unknown phenomena.
The probe’s achievements open up great prospects for the development and prosperity of the national space sector, with the aim of increasing its contribution to the UAE’s GDP – as it is one of the most prominent sectors in a future economy based on innovation and knowledge.
EMM’s upcoming goals
Shamshi shed light on what the mission is about to achieve, explaining that Mars’ two moons, Deimos and Phobos, are areas of interest for the agency’s scientists.
Deimos, the smaller and outermost of Mars’ two natural satellites, has received particular attention from researchers.
However, the origin of the Martian moons is said to be unknown, and these hypotheses are disputed.
“At the moment, studying the Deimos satellite is our goal, and it will be a new discovery for the scientific community[when we find new data]. The team is studying Deimos and hopes to get more data. This is an exciting time for us.” moment, because we’re trying to understand Deimos and what it actually looks like,” he added.
Elaborating on one of the most pivotal moments in the project, Shamshi added, “The most challenging part for me was the release and [the] Mars Orbit Insertion (MOI). The odds are 50/50 for MOI, so it was a tense moment. But the team was well prepared for it. “ | aerospace |
https://superior-machining.net/the-benefits-of-cnc-swiss-machining-for-aerospace-manufacturing-projects/ | 2023-12-10T13:12:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102469.83/warc/CC-MAIN-20231210123756-20231210153756-00843.warc.gz | 0.892764 | 529 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__49803167 | en | CNC machining services are integral in today’s aerospace manufacturing industry, providing the high degree of precision and repeatability necessary to produce modern flight components. Swiss turning is especially optimized for the machining of aerospace parts, offering even better accuracy than conventional CNC lathes – especially in the case of small or miniature parts.
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Swiss machining is the ideal choice for aerospace manufacturing largely because the process can produce highly complex components in a single machining cycle. Swiss lathes accomplish this by combining typical turning operations with more flexible workpiece repositioning and/or live tooling. This machining flexibility allows for both rapid turnaround and higher accuracy by eliminating multiple setup stages, thus removing variation and human error from the process.
Precision Machining for Small or Miniature Aerospace Parts:
Swiss turning is often the optimum method for machining small and miniature aerospace parts – especially long, thin, cylindrical components. This is due to the design of the Swiss lathe, which holds the workpiece more rigidly with a moveable guide bushing positioned near the cutting tool, thus minimizing deflection and other manufacturing errors. For example, Superior Machining often works with custom turned aerospace components that measure under Ø1.496” x 2” in size.
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- Complex Geometry – Modern aerospace components often come with complex geometries, intricate designs, and extremely close tolerances. Swiss machines excel at these challenges, optimized for machining complex features such as deep holes, small diameters, and intricate contours.
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Swiss Turning Services and Superior CNC Machining Solutions Since 1995
Backed by more than 25 years of quality American CNC machining services, our company knows what it takes to stay ahead in today’s highly competitive aerospace market. With over 100+ CNC workcenters at our disposal including advanced Swiss turning centers, Superior Machining & Fabrication is one of the most accomplished aerospace machining service providers for the Muenster, Texas region and beyond. | aerospace |
http://chinaplus.cri.cn/news/china/9/20180313/102150.html | 2020-07-06T13:11:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655880616.1/warc/CC-MAIN-20200706104839-20200706134839-00539.warc.gz | 0.930048 | 217 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__170678665 | en | China's space missions to reach Mars, send people to Moon
A model of China's Yutu moon rover [File Photo: Chinanews.com]
A "super plan" for China's space missions in the next couple decades includes moon landings, a Mars probe and a space shuttle, reports China News Service.
China is planning to launch a Mars probe that will be able to orbit, land on and roam the red planet in one mission in around 2020.
A second mission will have the probe bring back samples from Mars, according to Yang Mengfei from the China Academy of Space Technology.
The academy has also initiated research on a new manned spacecraft that can serve multi purposes including sending people to the Moon.
China's Aerospace Science and Industry Corporation is working on a new-generation space shuttle that will make space travel possible.
Meanwhile, the China Academy of Launch Vehicle Technology is trying to lower space travel costs with reusable carriers.
A heavy rocket that is designed for cargo and human transportation is expected to make its first flight in around 2030. | aerospace |
https://www.forderlearntofly.com/post/eighth-ifr-lesson-tuesday | 2024-04-18T09:48:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817206.28/warc/CC-MAIN-20240418093630-20240418123630-00894.warc.gz | 0.923514 | 103 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__2564745 | en | Come watch and bring your pad and paper as we delve into the eighth lesson on IFR. This isn’t the full real pilot training course, but an insight to what is involved, explanation of how to interpret charts and how to fly the courses. We eventually cover all ATC interactions too. It is geared at the Flight Simulator flight enthusiast who wants an insight to IFR flying.
https://twitch.tv/ForderLearnToFly Tuesday, November 9th, 7pm Eastern 2200 GMT | aerospace |
http://socialtagging.org/space-race-essay/ | 2018-05-24T15:50:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794866511.32/warc/CC-MAIN-20180524151157-20180524171157-00325.warc.gz | 0.951106 | 666 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__22240652 | en | You may also sort these by color rating space race essay essay length. The United States government has made space exploration a high priority, but it at a high cost with a high reward. Curiosity has played an integral role in the advancement of the human species.
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An examination of Humanist Hermeneutics in Literary Studies, and a bumping stereo. It is one of the most south park episode about mexican essay expressions of anti, the Shuttle space race essay launched vertically like a conventional rocket. As a white person – don’t see any reason for such an outpost in space. | aerospace |
https://www.qinetiq.com/en/blogs/postcards-from-space-satellite-formation-flying-first-the-proba-3-mission | 2022-11-28T05:34:44 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710473.38/warc/CC-MAIN-20221128034307-20221128064307-00170.warc.gz | 0.92868 | 746 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__172730972 | en | Postcards from Space: Satellite formation flying first – the PROBA-3 mission
It will be the first mission distributing a single optical instrument – a sun-watching coronagraph – over two platforms in an elliptical Earth orbit. One platform will cover the sunlight to the other platform, which will be studying the sun corona. And as PROBA-3 is a versatile platform, it will also be carrying some technology demonstrators.
Image Credit: ESA
The critical design review of PROBA-3 was concluded at the European Space Agency (ESA) last year and the project is now in full implementation phase to be ready for launch in 2022. QinetiQ’s space business will also be providing the on-board computers of both spacecraft.
The two fully redundant units have been released from test phase and are now presently residing in our new cleanroom facilities. The units are the ADPMS2-P3 units. ADPMS stands for Advanced Data and Power Management System and it was initially created for the PROBA-2 mission.
QinetiQ’s space team has been able to create, from scratch, an easily adaptable and configurable mix of units with a plug-and-play architecture that gives the high-bandwidth, simplicity, and reliability required to fly a satellite in space. The first ADPMS unit is still managing the PROBA-2 satellite in space and has worked perfectly since its launch in 2009.
The team has since evolved the ADPMS, thus ADPMS2 was born. It was used on PROBA-V and other missions, and has now been modified to fit the PROBA-3 mission power demands and to solve production difficulties, hence the ADPMS2-P3 designation. ADPMS2-P3 will be the last two units based on the ADPMS2. It is time to move on to ADPMS-3. And having had the privilege to see the genius in the way the design works – it has required little to no engineering attention integrating its capabilities into the PROBA-3 mission developments – I look forward to the next evolution of the unit for our customers.
Over the next year parts of the PROBA-3 satellites will arrive at our cleanroom facilities. We’ll be connecting more and more of the arriving subsystems into a ‘flat-sat’ configuration, where the electrical platforms and the functional architecture will be tested before integrating the spacecraft structures scheduled to arrive at QinetiQ by the end of the year, give or take the COVID impact. Once Airbus integration teams are finished putting the spacecraft together and we have everything tested, PROBA-3 will go to the environmental test campaign and to India for launch. What a privilege to send the satellites from our cleanroom to space! It’s a bit like when your kids leave the nest. But we won’t say goodbye to PROBA-3. We’ll only say a ‘see you later’ as we will help operate the spacecraft during the commissioning from our ground station in Redu, Belgium.
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https://www.groupleisureandtravel.com/news-and-views/final-touches-made-to-raf-museum-ahead-of-reopening/5960.article | 2024-04-14T08:22:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00487.warc.gz | 0.924366 | 456 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__81042624 | en | 2024-04-10T13:11:00Z By Grumpy Group Organiser
The RAF Museum in London is set to welcome visitors into its newly transformed site when it formally reopens on Saturday 30th June, and the last few changes are being finalised.
The Royal Air Force Museum London is celebrating and commemorating the 100th anniversary of the formation of the Royal Air Force through the museum’s transformation.
The opening will see three new innovative galleries open that will explore the first 100 years of the RAF and its role today. Visitors will also be invited to imagine its future contribution and learn about its technology.
The museum will boast freshly landscaped green spaces, a children’s playground and a new restaurant. Groups will get to explore RAF stories, sit inside an iconic cockpit to see how it feels to be a pilot and enjoy a picnic all in one visit.
The rest of the site includes the multi award-winning First World War in the Air galleries, which tell the definitive story of the development of flight from aerial reconnaissance to the protection of civilian populations and ground troops during World War One.
You can also visit the Historic Hangars and the Bomber Command Hall. There are over 85 aircraft on site altogether, including aero engines and marine craft.
Don’t miss Hangar 5 which contains the museum's Bomber Hall exhibition and follows the development of the bomber from its first appearance during World War One to the highly sophisticated machines of today.
Group booking information
The transformed building will be free to enter. For group bookings (ten or more people) or to book a museum tour guide, contact the Group Visits Department at www.rafmuseum.org.uk/london/group-visits.
Group packages can include a museum visit, plus lunch in the Wessex Café, located in Historic Hangars.
For further information visit www.rafmuseum.org.uk. | aerospace |
http://www.klia.com.my/index.php/airlines/250-indian-airlines.html?m=media_centre&c=news&id=421 | 2019-01-16T23:45:13 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583657907.79/warc/CC-MAIN-20190116215800-20190117001800-00189.warc.gz | 0.976597 | 170 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__179579044 | en | Malaysia Airports Reopens 6 Out of 9 Aircraft Bays
05 August 2014
Malaysia Airports has reopened six out of nine aircraft bays that were temporarily closed beginning 31 July 2014. This is based on the advice by Kuala Lumpur Aviation Fuelling System (KAFS) that aircraft bays K8 – K18 are declared safe to resume operations.
KAFS has also requested to perform further investigations on the other three bays, namely K2, K4 & K6. Therefore these bays will remain closed until further notice. Nevertheless, airport operations remain unaffected as there are sufficient bays for the airlines to park their aircrafts.
Malaysia Airports will continue to work very closely with KAFS, the airlines and other stakeholders in order to ensure that passengers are not inconvenienced. | aerospace |
https://inventionland.com/blog/3d-printing-helps-reinvent-fabric/ | 2024-04-23T19:37:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818740.13/warc/CC-MAIN-20240423192952-20240423222952-00135.warc.gz | 0.964526 | 340 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__65208391 | en | Paul Casillas grew up around fabric. His mother, a fashion designer in Spain, helped spark his interest in textiles at a young age, and he was always intrigued by how materials were designed. Today, Casillas, a systems engineer at NASA’s jet propulsion laboratory in California, is still very fascinated by the world of fabric.
Channeling his childhood interest, Casillas was able to adapt his passion into a program that will help enhance the future of space exploration.
Along with a team of colleagues, Casillas is working on developing an advanced woven-metal fabric that can be used in space. The fabric Casillas is creating can be used in manufacturing for a wide range of space technology because of its strong-yet-flexible properties.
The next-generation fabric could even be utilized as a super-insulator, helping protect spacecraft from extreme temperatures while entering orbit.
The prototypes Casillas and his team have created function a lot like chain mail. Small, intricate squares are linked together, but not with string like normal fabric. Instead, the squares function as a single piece thanks to modern 3D printing technology.
A technique referred to as additive manufacturing–otherwise known as 3D printing on an industrial scale–allows Casillas’ team to create the fabrics they have designed. Unlike normal manufacturing techniques which would weld together pieces of metal to create a fabric of this nature, 3D printing is able to manufacture this material in layers, allowing it to function as one piece.
Referred to by the team as 4D printing because of its geometric and functionality properties, this new material and process is helping shape the future of the 3D printing industry. | aerospace |
https://collectorsquests.com/product/rocket-ship-kit-2/ | 2021-07-26T13:25:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152129.33/warc/CC-MAIN-20210726120442-20210726150442-00337.warc.gz | 0.881569 | 74 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__187849216 | en | Good, W/ Original Box, Incomplete
Rocket Ship Kit
ROCKET SHIP KIT. Unassembled plastic rocket ship. Ship has yellow body w/ wings, red nose and red base. All other accessories, including wheels and back wings, are black. Rocket can launch into air. Manufactured by Archer. Made in USA, c. 1952. | aerospace |
https://livenewschat.eu/2015/09/nasa-finds-liquid-water-on-mars-video/ | 2023-03-22T18:39:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296944452.74/warc/CC-MAIN-20230322180852-20230322210852-00151.warc.gz | 0.97129 | 148 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__187959338 | en | NASA has discovered signs of liquid water on Mars, it announced at a press conference Monday morning. “Mars is not the dry, arid planet we thought,” NASA official Jim Green announced. Liquid water has never been detected outside of Earth. NASA found evidence that water formed dark streaks on the Martian surface known as as recurring slope lineae. “The discovery we’re talking about today is most exciting because it suggests it would be possible for life to be there today,” scientist John Grunsfeld said. The University of Arizona’s Alfred S. McEwen and other authors of a 2011 study that suggested sloping lines seen on the Red Planet are formed by liquid water appeared at the conference. | aerospace |
http://www.worldbulletin.net/index.php?aType=haber&ArticleID=91719 | 2015-11-25T04:12:54 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398444228.5/warc/CC-MAIN-20151124205404-00103-ip-10-71-132-137.ec2.internal.warc.gz | 0.969438 | 463 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__141596955 | en | World Bulletin / News Desk
Turkey issued diplomatic note to Syria about shooting down of the military jet, diplomatic officials said.
Earlier in the day Turkish Foreign Minister Ahmet Davutoglu said that Turkish military jet was shot down by Syria in international airspace.
Davutoglu said the jet was shot down in the international flight zone 13 miles outside of Syria's flight zone.
The plane was on a training mission to test Turkey's own national radar system, he said, adding that it was unarmed and had no mission related to Syria.
"We will, without any hesitation, decisively take the necessary steps regarding the downed Turkish plane by Syria," he added.
Obama: ‘Turkey, like any country in the world, has the right to defend its sovereignty.'
Foreign minister calls off Istanbul trip over downing of Russian warplane
Turkey to receive €3 billion by EU to ensure needs of Syrian refugees are met
Turkey has 'duty' to act against anyone violating borders, PM Davutoglu says
PM Davutoglu has announced the new Cabinet after President Recep Tayyip Erdogan approved the list presented to him
Charge d'affaires Sergei Panov called to meeting at Foreign Ministry
NATO allies will hold an 'extraordinary' meeting at Ankara's request to discuss Turkey's shooting down of a Russian fighter jet along the Syrian border
'NATO is monitoring the situation closely. We are in contact with Turkish authorities,' a NATO official says
Turkish military has issued flight radar track on the downed Russian warplane
Turkish dailies on Tuesday focus on regime attacks against Turkmen-populated villages in northwestern Syria
Attacker have opened fire on a police station and also left a car bomb outside it in south-central Turkey’s Adana province
Russian Defense Ministry has confirmed that their Su-24 fighter jet was shot down in Syria
A military jet has been shot down in Syria near the Turkish border. The jet was warned before it was shot down.
Turkish Red Crescent President Akar says tens of thousands of Syrian Turkmen have been displaced because of regime attacks backed by Russian airstrikes
Simultaneous anti-terror raids are conducted across three provinces
Monday's newspapers cover mass displacement of Turkmen in Syria’s northwestern region of Bayirbucak | aerospace |
https://www.tyndall.af.mil/News/Photos/igphoto/2002533106/ | 2024-04-16T13:58:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817095.3/warc/CC-MAIN-20240416124708-20240416154708-00151.warc.gz | 0.887026 | 263 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__48768171 | en | An unmanned ground vehicle is tested at Tyndall Air Force Base, Florida, Nov. 10, 2020. Tyndall is one of the first military bases to implement the semi-autonomous UGV’s into their defense regiment, they will aid in reconnaissance and enhanced security patrolling operations across the base. (U.S. Air Force photo by Airman 1 st Class Tiffany Price)
24.0-70.0 mm f/2.8
No camera details available.
This photograph is considered public domain and has been cleared for release.
If you would like to republish please give the photographer appropriate credit.
Further, any commercial or non-commercial use of this photograph or any other
DoD image must be made in compliance with guidance found at
which pertains to intellectual property restrictions (e.g., copyright and
trademark, including the use of official emblems, insignia, names and slogans), warnings
regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace |
http://www.yourdroneandrchobbyshop.com/product/corsair-f4u-1a-select-scale-rtf-2-4ghz/ | 2018-09-25T14:02:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267161638.66/warc/CC-MAIN-20180925123211-20180925143611-00218.warc.gz | 0.803257 | 142 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__122075668 | en | Includes exciting features, such as navigation lights and retracts, that most other Corsair models require as extras. Choose the RTF for all-in-one flying convenience. At a park or local club site, all eyes will be on you flying the Select Scale Corsair! Don’t keep them waiting, get out and fly the Corsair 2.4GHz RTF today!
Specs: Wingspan: 48.5 in (1230 mm) RTF Weight: 48 oz (1360 g) Length: 38.5 in (980 mm) Wing Area: 426 in² (27.5 dm²) Wing Loading: 16 oz/ft² (49 g/dm²) | aerospace |
https://leitungate.ng/author/admingate/ | 2023-06-08T10:53:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654871.97/warc/CC-MAIN-20230608103815-20230608133815-00729.warc.gz | 0.865393 | 140 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__108103471 | en | JetSolution Aviation Receives ISO 9001:2015
JetSolution Aviation Group, a Hong Kong-based business aviation consultancy, has achieved ISO 9001:2015 Quality Management System Standard for Aircraft Transactions, Financing and... Read More
Breaking New Ground with Better Innovation Management
Essential for business success, innovation is about keeping up with the competition through new products, services or ways of doing things. A... Read More
Now casting China’s GDP is not for the faint-hearted.
But, with the world’s second-largest economy in flux, some asset managers are up for the challenge.Vanguard, HSBC Global Asset Management (GAM) and... Read More | aerospace |
http://airplanewatching.blogspot.com/2010/11/qantas-plane-makes-emergency-landing-in.html | 2018-07-18T08:51:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590074.12/warc/CC-MAIN-20180718080513-20180718100513-00161.warc.gz | 0.96526 | 961 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__248025990 | en | By Ewen Boey – November 4th, 2010
Agence France Presse
A Qantas A380 made a dramatic emergency landing in Singapore Thursday, trailing smoke from a damaged engine, in the first mid-air emergency involving the Airbus superjumbo.
The double-decker plane, which had taken off from Singapore bound for Sydney carrying 433 passengers and 26 crew, dumped fuel over Indonesia before returning to the city-state’s Changi Airport.
According to a Changi Airport Group spokesperson, the A380 Qantas flight QF 32 departed Singapore Changi Airport at 0956 hours today. For technical reasons, the aircraft turned back to Changi and landed safely at 1146 hours.
Changi Airport Group’s Airport Emergency Service (AES) responded with six fire vehicles, in accordance with standard operating procedure for such incidents. In response to the pilot’s request, checks were conducted on the aircraft by AES.
Once the checks were completed, passengers and crew began disembarking from the aircraft at Runway 2. Buses were arranged to ferry them to the airport terminal. Disembarkation of all 469 passengers and crew on board was completed by 1340 hours.
When contacted, a Department of Foreign Affairs and Trade spokesperson from the Australian consulate in Canberra told Yahoo! Singapore, “The flight has landed safely at Changi Airport and there are no passengers or crew injured.”
“Australian consular officials are at Changi Airport ready to assist passengers if required. Qantas has arranged meals and accommodation for passengers and is urgently making arrangements for affected passengers to fly on to Sydney,” she added.
The Qantas Airbus A380 plane surrounded by fire engines after landing safely at Changi Airport.
One of the engines on the four-engined plane’s left wing was blackened and its rear casing was missing when it landed at Changi Airport.
Plane debris including what appeared to be part of a Qantas jet was found in the Indonesian town of Batam, after a mid-air explosion was heard on the ground.
“I didn’t see a plane crash but I heard a loud explosion in the air. There were metal shards coming down from the sky into an industrial area in Batam,” witness Noor Kanwa told AFP
Qantas CEO Alan Joyce says the airline is suspending all flights of its six Airbus A380 jetliners after a mid-air engine problem on a flight from Singapore.
Joyce told a news conference in Sydney on Thursday the suspension would remain in place until Qantas was satisfied that it was safe for its A380s to fly.
Joyce said “we will suspend those A380 services until we are completely confident that Qantas safety requirements have been met.”
Australian flag-carrier Qantas, which prides itself as the world’s safest airline with no fatal jetliner crashes in its 90-year history, blamed an “engine issue” for the incident but gave no further details.
“In line with procedure, the pilot sought priority clearance for its return to Singapore,” the airline said.
In light of Qantas grounding its entire A380 fleet, a Singapore Airlines spokesperson told Yahoo! Singapore, “There are no plans as of now to ground our A380 aircraft, and operations are continuing as normal. It is premature at this point to speculate and we will await advice from the aircraft and engine manufacturers as the investigation progresses.”
Debris photo on Indonesian TV (Twitter photo courtesy of @RodrigoBNO)
The A380′s very first commercial flight operated by SIA was on the same Singapore-Sydney route in October 2007.
Since then, fuel and computer glitches have grounded several A380s and at least one Air France flight was forced to turn around and land in New York after problems with its navigation system in November 2009.
And in April, a Qantas A380 superjumbo damaged tyres on landing from Singapore in Sydney, showing sparks and scaring passengers.
The plane is the largest passenger jet in operation, with 50 percent more floor space than Boeing’s veteran 747 jumbo. The A380 can carry up to 853 passengers in an all-economy configuration.
Qantas said on its website it has taken delivery of six of its 20 Airbus A380-800 aircraft, which it said represents the second-largest A380 order of any airline in the world.
Qantas said the A380 operates selected flights from Sydney and Melbourne to Los Angeles, Singapore and London. | aerospace |
http://www.fleetairarmarchive.net/Squadrons/1837.html | 2017-11-20T04:10:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934805911.18/warc/CC-MAIN-20171120032907-20171120052907-00549.warc.gz | 0.880102 | 394 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__152408696 | en | INDEX OF NAVAL AIR SQUADRONS
In February 1944, the squadron embarked from Stretton on to HMS Atheling, the squadron forming the only unit in the 6th Naval Fighter Wing. In June 1944 the squadron embarked on HMS Illustrious, taking part in the attacks on the Andaman islands, and in July provided cover during the attacks on Sabang, Sumatra.
In August 1944 the squadron transferred to the 47th Naval Fighter Wing on HMS Victorious, but the next month was absorbed into 1834 ands 1836 squadrons and disbanded.
In July 1945 the squadron reformed at Eglington with 22 Corsair IIIs, and due to join the 4th Carrier Air Group in HMS Illustrious, but was disbanded at Nutts Corner on 18 August 1945.
Commanding Officers and Squadron Personnel
- L/C(A) AJ Sewell, DSC, RNVR Sept 1943-Oct 1943
- L/C R Pridham-Wippell, RN Oct 1943-Sept 1944
- L/C(A) R Tebble, RNVR July 1945-Aug 1945
Aircraft Corsair I Sept 1943-Jan 1944 Corsair II Jan 1944-Sept 1944 Corsair III July 1945-Aug 1945 Ships and Squadron bases
To be listed
The Squadron Today
Link to current Fleet Air Arm squadron information
Associations and Reunions
FURTHER INFORMATION World Aircraft Carrier Lists and Photo Gallery - from 1913 to 2000. Naval History Information Center, Haze Gray & Underway American based World Aircraft Carrier Lists & Photo Gallery - one of the definitive online sources for British and world aircraft carrier & seaplane tender data, histories and images - over 1000 photos. Sturtivant, R & Ballance, T (1994). 'The Squadrons of the Fleet Air Arm' Published by Air Britain (Historians) Ltd, 1994 ISBN: 0 85130 223 8 Robert Horsten's FAA | aerospace |
https://en.protothema.gr/russia-successfully-test-fires-tsirkon-hypersonic-missile-video/ | 2021-05-07T10:17:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988775.80/warc/CC-MAIN-20210507090724-20210507120724-00078.warc.gz | 0.945426 | 278 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__62645139 | en | The Russian Northern Fleet’s frigate Admiral Gorshkov successfully test-fired a Tsirkon hypersonic missile from the White Sea against a sea target at a distance of 450 km, Chief of Russia’s General Staff Army General Valery Gerasimov reported to President Vladimir Putin via a video conference on Wednesday.
“Yesterday, at 7:15 a.m., the frigate Admiral of the Fleet of the Soviet Union Gorshkov test-fired for the first time a Tsirkon hypersonic missile against a sea target located in the Barents Sea as part of flight tests,” the general said.
As the chief of Russia’s General Staff said, “the tasks of the launch were fulfilled, the test-fire was recognized as successful and the missile was registered to accurately hit the target.”
“The missile flew to a range of 450 km, climbing to a maximum altitude of 28 km. The flight lasted four and a half minutes. The missile gained a hypersonic speed of over Mach 8 [eight times the speed of sound],” Gerasimov said.
After the state trials are over, the Tsirkon hypersonic missile system will be adopted for service on Russian Navy submarines and surface ships, he stressed.
video credit Odo Puiu Events YouTube channel | aerospace |
http://www.thelogbook.com/menu/1977/00/00/page/4/ | 2019-11-19T23:13:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670268.0/warc/CC-MAIN-20191119222644-20191120010644-00220.warc.gz | 0.918376 | 2,015 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__42830986 | en | Released from its 747 Shuttle Carrier Aircraft in mid-air for the first time, and airborne on its own for the first time, the Space Shuttle Enterprise takes wing over the dry lake bed at Edwards Air Force Base for a test landing. With no engines on board (a test shuttle that will never go into orbit, Enterprise isn’t equipped with them) and only one shot at a safe landing, Enterprise successfully touches down on the runway after a flight lasting only a few minutes, validating the unpowered approach method of landing a shuttle just returned from space.
NASA launches the first High Energy Astronomy Observatory satellite in Earth orbit, continuing the survey of the sky with sensitive detectors designed to find gamma ray and X-ray sources. HEAO-1 will remain in service through January 1979, and will re-enter Earth’s atmosphere in March 1979.
Mercury Records releases 10cc‘s fifth album, Deceptive Bends, the first to be recorded after the departure of founding members Kevin Godley and Lol Creme. The singles “The Things We Do For Love” and “Good Morning Judge” originate from this album.
Radio astronomers at Ohio State University observe a signal from the direction of the constellation Sagittarius that seems to jump out from the usual cosmic background noise. The 72-second signal is quickly dubbed the “Wow Signal” (thanks to a hastily scribbled note), and is considered by some to be a strong candidate for a message from an extraterrestrial civilization since its frequency falls almost exactly on the hydrogen line of the electromagnetic spectrum, a wavelength closely watched by the SETI program. But more powerful telescopes listening in on the same region of space in the years and decades to come pick up no further signals. Scientists involved in the initial analysis later admit that the “message” may be of Earthly origin, reflected back from an object in space.
NASA launches Voyager 2 (weeks ahead of Voyager 1), giving the unmanned space probe the best shot of taking advantage of a favorable planetary alignment known as the “Grand Tour”. Using a series of carefully calculated gravity assists, Voyager has the potential to visit all four of the major outer gas planets – Jupiter, Saturn, Uranus and Neptune – in under 15 years without having to expend fuel to make the trip. If Voyager 2 survives long enough to visit Uranus or Neptune, it will become the first man-made spacecraft to visit either planet.
Mushroom Records releases the third Split Enz album, Dizrythmia, the first of the group’s recorded output to feature frontman Tim Finn’s younger brother Neil as the new guitarist. This is also the first album to feature new recruits Nigel Griggs on bass and drummer Mal Green, both of whom will remain through the band at the peak of its success in the early 1980s.
The 454th episode of Doctor Who airs on BBC1. The Rutans, shapeshifting mortal enemies of the Sontarans, appear for the first and only time in the original series. Doctor Who’s 15th season on the air begins with this episode.
The unmanned robotic Voyager 1 space probe lifts off on a voyage to Jupiter, Saturn and beyond, taking advantage of a once-in-175-years alignment of the planets in the outer solar system. Originally designated Mariner 11, one of many planned space probes in the now greatly scaled-back Mariner Jupiter/Saturn ’77 program, Voyager 1 is also the first spacecraft to take a picture of the Earth and its moon from beyond the moon’s orbit, and will become the first human-made object to leave Earth’s solar system.
The first Space Shuttle external tank, given the designation MPTA-ET (main propulsion test article external tank), is completed at NASA’a Michoud assembly plant in New Orleans. Though constructed to flight specifications (as they stand in 1977), MPTA-ET is not intended for orbital flight, but is instead erected on a test firing stand at a NASA facility in Mississippi for tests of the three-engine shuttle propulsion system, tests which do not produce a satisfactory result until July 1980. Its job completed, MPTA-ET is later put on display at the U.S. Space & Rocket Center in Huntsville, Alabama.
The 455th episode of Doctor Who airs on BBC1. The Rutans, shapeshifting mortal enemies of the Sontarans, appear for the first and only time in the original series.
CBS premieres a new live-action Saturday morning science fiction series, Space Academy, produced by Filmation (previously responsible for the animated Star Trek series). Depicting a crew of teenagers tasked with maintaining the safety of outer space, Space Academy is in the right place at the right time to capitalize on Star Wars mania.
For the second time, the Space Shuttle Enterprise makes a safe landing at Edwards Air Force base after being released from the back of NASA’s 747 Shuttle Carrier Aircraft at the higher altitude of 26,000 feet over the Mojave Desert. Again testing the shuttle’s glide-only landing method, Enterprise has no engines to keep it aloft and glides to a successful landing.
The superhero TV movie-of-the-week Spider-Man airs on CBS, starring Nicholas Hammond (The Sound Of Music) and David White (Bewitched). Based on the Marvel comic of the same name, Spider-Man tells the origin story of Peter Parker, a young man who gains superpowers after being bitten by a radioactive spider. Heavily promoted at the height of the character’s comics popularity, the movie does well in the ratings, but due to its effects budget, CBS is only willing to approve a short run of hour-long episodes for the following year.
The 14th episode of Wonder Woman airs on CBS, starring Lynda Carter and Lyle Waggoner. This episode, guest starring Fritz Weaver, opens the show’s second season, and advances the story into the present day (the late 1970s), eliminating the expenses of props, costumes and cars associated with wartime America.
With a writing staff populated heavily with veterans of the quickly-cancelled The Fantastic Journey, CBS launches Logan’s Run as a television series, with the extended-length pilot episode roaring through the events of the 1976 movie in mere minutes! After only a few episodes, however, CBS schedules the lightweight sci-fi series against Monday Night Football, sealing its doom.
The second episode of Filmation’s Saturday morning science fiction series Space Academy airs on CBS. The still-cutting-edge Fairchild Video Entertainment System “guest stars” as the Academy’s computer, beating Peepo at Tic-Tac-Toe.
The 456th episode of Doctor Who airs on BBC1. The Rutans, shapeshifting mortal enemies of the Sontarans, appear for the first and only time in the original series.
Barely two weeks after launch, Voyager 1 captures the first-ever photo of the Earth and its moon in their entirety, from a distance of just over seven million miles. Due to the moon’s relatively low visibility, JPL has to “brighten” the moon so it’s visible in the photo. Voyager 1 soon loses sight of Earth and the moon as it speeds toward Jupiter, a planet it won’t reach until 1979.
There’s still no word on whether or not Voyager 1 found signs of intelligent life on Earth.
The first episode of Raven premieres on British broadcaster ITV, starring Phil Daniels (Quadrophenia) and Shirley Cheriton (EastEnders). The series is created and written by Jeremy Burnham and Trevor Ray (Children Of The Stones).
The first episode of the science fiction series Man From Atlantis airs on NBC, starring Patrick Duffy and Belinda J. Montgomery. Victor Buono (Batman) and Dee Wallace Stone (E.T.) guest star. This is the beginning of Man From Atlantis’ single season as a weekly hour-long TV series, following on from four TV movies that had already aired earlier in 1977.
CBS airs the second episode of the TV adaptation of Logan’s Run. Angela Cartwright guest stars.
For the third time, Space Shuttle Enterprise separates from the back of a Boeing 747 flying at nearly 25,000 feet above the dry lake bed landing strips at Edwards Air Force Base in California. With astronauts Fred Haise and Gordon Fullerton aboard, Enterprise safely glides to her third safe landing at Edwards. This is the last of the test landings to leave the aerodynamic tail cone over Enterprise’s “anatomically correct” (but nonfunctional) main engines; the remaining Approach & Landing test flights will test the aerodynamics of an orbiter as it would return from space with those engines exposed.
The third episode of Filmation’s Saturday morning science fiction series Space Academy airs on CBS. Something is causing everyone at Space Academy to vanish, occasionally in mid-sentence.
The 457th episode of Doctor Who airs on BBC1. The Rutans, shapeshifting mortal enemies of the Sontarans, appear for the first and only time in the original series.
NASA’s Viking 2 lander confirms a surprising finding first detected in black-and-white images just days earlier: Mars has naturally occurring frost. Scientists try to determine, from images alone, if the frost forms from condensation due to overnight cold (as on Earth), or through some other atmospheric mechanism. But the finding does confirm enough moisture in the atmosphere to condense on the Martian surface, decades before surface water is confirmed on the red planet. | aerospace |
http://www.lancashiretelegraph.co.uk/news/blackburndarwenhyndburnribble/11264747.EVACUATE__Blackburn_couple_in_jet_scare_nightmare/ | 2017-05-29T11:36:37 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463612283.85/warc/CC-MAIN-20170529111205-20170529131205-00382.warc.gz | 0.987312 | 422 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__56802115 | en | A COUPLE have told how their Spanish holiday ended with an emergency evacuation from the plane when they landed back in Lancashire.
Ronald and Elizabeth Fisher from Blackburn were on a Jet2 flight that had just touched down in Blackpool when they heard the pilot shout ‘evacuate, evacuate, evacuate’.
Smoke was visible above one wing.
Mr Fisher, a retired BAE Systems aircraft engineer, said he knew there was a problem when the Boeing 737 seemed to come in to land too quickly.
The 66-year-old, of Shorrock Lane, said: “You get lulled into a false sense of security because air travel is so safe now, but when it goes wrong, it goes horribly wrong.
“When the pilot touched the brakes, there was a lot of squealing from the starboard side. I think he must have cooked one of the brakes. The smoke was coming back over the rear of the wing.
“We knew there was something wrong because we could feel the judder.
“I am just glad this happened on the ground.”
Once the aeroplane had come to a stop, the passengers were asked to leave by the emergency evacuation slide. Father-of-one Ronald, who was flying with his wife, 57, from Alicante after spending a week in Benidorm, said: “It is the sort of thing you never expect to happen, but when it does, you just get out.
“You know it must be serious if the pilot tells you to evacuate because they shut the airport down, but the safety of the passengers has to be paramount.
“Most people kept really calm but there was an older lady who had had a hip operation and sliding down the chute did not do her any good.
“The cabin crew were absolutely brilliant though.”
An investigation has been launched by the airline to find out exactly what caused the flight to have to be evacuated at around 1.30pm on Friday. | aerospace |
https://www.nzedge.com/news/tracking-space-travel-from-nz/ | 2022-12-02T13:14:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710902.80/warc/CC-MAIN-20221202114800-20221202144800-00598.warc.gz | 0.94369 | 210 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__135772789 | en | Tracking Space Travel from NZ
AUT University’s Institute of Radio Astronomy and Space Research (IRASR) was contracted in May to track the re-entry into Earth’s atmosphere of the world’s first privately-owned space craft to the International Space Station (ISS). The Contractors, California-based Space Exploration Technologies (SpaceX), launched its 55m-tall Falcon 9 rocket, topped with the gumdrop-shaped Dragon space craft, from Cape Canaveral on 22 May. Professor Stuart Weston was one of the New Zealanders to track the rocket from AUT’s radio astronomy observatory. He said it was a childhood dream coming true. “I’m just over 50, I grew up during the Apollo era, I was a little kid watching the Apollo and then I thought wouldn’t it be great to be involved in the space industry,” Weston said. The AUT team has a contract to track the next 11 missions to space by SpaceX, averaging about four a year. | aerospace |
http://www.charlestoncountydevelopment.org/key-industries/aerospace/ | 2021-01-21T02:46:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703522150.18/warc/CC-MAIN-20210121004224-20210121034224-00656.warc.gz | 0.922115 | 242 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__4011492 | en | Our skilled workforce, government partnerships, and low business costs make Charleston County a great launch pad for aerospace businesses. Ask industry leader, The Boeing Company, whose 787 Dreamliner assembly facility opened here in 2011 and quickly expanded in 2014 and 2016.
We build jets.
Charleston is one of three places in the world assembling and delivering wide body jets. Home to Boeing Centers of Excellence for IT, Research & Technology, and Engineering Division, including the exclusive manufacturer of Boeing’s 787-10.
“Since coming to South Carolina in 2009, The Boeing Company has greatly appreciated our deep relationship with Steve Dykes and the Charleston County Economic Development team. They are committed to the success of this region and we know they are as committed as we are to ensuring Boeing South Carolina is successful for generations to come.” – Joan Robinson-Berry, Vice President and General Manager, Boeing South Carolina
S.C. Aeronautical Training Center
Trident Technical College training facility opened in 2019 in North Charleston, SC. A partnership among government and private entities, the state-of-the-art center will provide training for Boeing South Carolina and its vendors and suppliers through the state. | aerospace |
https://flights.seatguru.com/cheap-flights/154954/Cheap-Flights-to-Winnipeg | 2023-06-09T13:55:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656737.96/warc/CC-MAIN-20230609132648-20230609162648-00211.warc.gz | 0.939295 | 101 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__126192632 | en | Find the best flight at the right price.
- Round trip
Compare prices (in new window)
There is 1 airport in Winnipeg. Winnipeg Airport (YWG) is Winnipeg’s primary airport with at least domestic flights and international flights departing from its runways every week. As of today, airlines operate out of Winnipeg Airport (YWG). Winnipeg Airport (YWG) is 10.7 miles from Winnipeg and offers nonstop flights to cities. | aerospace |
https://beatlessheastadium1965.info/testing-transitions-inside-air-breathing-scramjet-engines/ | 2019-12-15T15:29:46 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575541308604.91/warc/CC-MAIN-20191215145836-20191215173836-00431.warc.gz | 0.973954 | 585 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__7202497 | en | Hi everyone! My name is Sibylle Walter and I am from the great state of Maryland. I am currently a PhD student working at the University of Colorado in Boulder. Through the NASA Aeronautical Scholarship Program I was able to spend my summer here at the NASA Glenn Research Center in Cleveland Ohio, working with my mentors Dave Davis and Dave Saunders. Together, we have been working on the Large Scale Inlet Mode Transition Experiment, or also known as LIMX What you’re looking at here is a mode transition, which LIMX was developed to study. A mode transition refers to the opening and closing of the doors called cowls, switching between different engines. In this case, it is for a turbine based combined cycle engine called a TBCC engine for short with a turbojet first stage and a ramjet second stage that can operate in tandem or independently. You probably know the first TBCC-like engine without knowing it. It was the J58 which powered the SR71 Blackbird. The SR71 had the same engine configuration as most fighter planes a turbojet with an afterburner. However, what made the SR71 special was that the engine thrust could be increased at high speeds by bypassing the turbine and pulling all that extra air into the afterburner, simulating a ramjet. This made the SR71 the fastest manned aircraft to ever fly, a record it has held for almost four decades. Another application of a TBCC engine would have been the National Aerospace Plane, or NASP for short. the goal of NASP was to create a reusable launch vehicle that would use the oxygen in the air to bring a space faring vehicle close to the edge of our atmosphere instead of climbing all the way up carrying its own oxidizer tank, like rockets do. LIMX was designed to explore inlet designs for a vehicle similar to NASP. The TBCC engine technology has the potential to make space travel much cheaper, but of course presents its own challenges. Earlier you saw me in front of NASA Glenn’s 1 foot by 1 foot supersonic wind tunnel. This is their 10 foot by 10 foot supersonic wind tunnel, where the LIMX model was actually tested. Behind me you can see a model. It’s not the LIMX model, but it is representative of the kinds of models we test in this wind tunnel. My job was to take all that test data and see well, what is the flow actually doing as it is moving through the inlet? This helps researchers determine if they have to make any design changes to the model in the future to make it work even better. Well I hope my video helped give you some insights into what NASA does in the realms of high speed inlets and show you how much fun it can be to be a NASA intern! Thank you so much for joining me. | aerospace |
https://www.mcqspk.com/which-is-the-first-animal-to-be-sent-in-space/ | 2023-10-04T14:15:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511369.62/warc/CC-MAIN-20231004120203-20231004150203-00303.warc.gz | 0.914311 | 225 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__94899142 | en | A. Laike, the sheep
B. Dolly, the dong
C. Dolly, the sheep
D. Laika, the dog (Russians)
- The smallest animal mentioned in Holy Qur’an is _____________?
- The largest animal in the world is?
- The fastest marine animal found in warmer parts of five oceans of the world is?
- Who was the first private space tourist?
- In Space, our Body_______?
- USA has 568 space satellites, which country is 2nd with 177 satellites?
- China’s _________________ space station mostly burns up on re-entry over South Pacific.
- Border line which separates outer space from Earth’s atmosphere is known as?
- When Pakistan Plans To Send Its First Astronaut In Space?
- What was the name of the first cloned animal?
- Who was the first African-American woman in space?
- Yuri Gagarin a Russian was the first person to go in space in which was year? | aerospace |
http://www.imra.org.il/story.php?id=25861 | 2020-12-03T07:30:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141723602.80/warc/CC-MAIN-20201203062440-20201203092440-00669.warc.gz | 0.935386 | 415 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__28104810 | en | [IMRA: While Israel Air Force commander Maj.-Gen. Eliezer Shkedy, of course,
is in no position to actually know if Israel will in fact continue to
control the airspace in the Gaza Strip after Israel retreats, he certainly
is in a position to identify the importance of controlling the airspace.
While the Sharon team has made it clear that their post retreat planning
horizon may be measured in weeks (if not days), one would have hoped that
the military is preparing for the future beyond September. One certainly
hopes that the Air Force has put some thought into a "Plan B" in the case
that after the retreat it finds that it no longer does control the airspace.
The Sharon team frequently points to the retreat from Lebanon as a model.
While Israel does send planes and other craft over Southern Lebanon from
time to time, these actions are not accepted by the international community.
There are certainly many scenarios under which the situation maybe
manipulated to strip Israel of control of the Gaza airspace.]
Air Force Role in Terror War Soars - Amir Rappaport
(Maariv-Hebrew, 1 July 05
With thanks to Israel News - the Jerusalem Center for Public Affairs)
Israel Air Force commander Maj.-Gen. Eliezer Shkedy said in an interview:
Q: Will the Israeli Air Force operate in the skies of the Gaza Strip and
northern Samaria even after disengagement?
A: "Israel's airspace will continue to include all the territory. That is
one of the keys for the security and existence of the state. In the war
against terrorism the last year was extremely significant for the
utilization of airpower."
"At the beginning of 2004, the air force was responsible for 10-15% of the
terrorists hit by the IDF. By the end of that year the air force was
responsible for 60-80%."
"At the same time, the number of collateral Palestinian casualties dropped | aerospace |
http://www.dlese.org/library/catalog_NASA-Edmall-777.htm | 2017-01-17T10:47:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560279657.18/warc/CC-MAIN-20170116095119-00400-ip-10-171-10-70.ec2.internal.warc.gz | 0.874122 | 265 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__150104328 | en | |Basics of Space Flight|
This training module was designed to help the user identify and grasp basic concepts associated with space travel and deep space missions. Separate sections deal with topics such as the physical environment of space (solar system, gravity, orbital mechanics), flight projects (mission concepts, system requirements, design, onboard systems and instruments), and flight operations (launch, cruise, encounter). Links to related topics are embedded in the text.
Intended for grade levels:
Type of resource:
No specific technical requirements, just a browser required
Cost / Copyright:
NASA materials may not be used to state or imply the endorsement by NASA or by any NASA employee of a commercial product, service or activity, or used in any other manner that might mislead. NASA should be acknowledged as the source of its material. It is unlawful to falsely claim copyright or other rights in NASA material. NASA shall in no way be liable for any costs, expenses, claims or demands arising out of use of NASA's cassettes and photographs by a recipient or a recipient's distributees. NASA personnel are not authorized to sign indemnity or hold harmless statements, releases from copyright infringement, or documents granting exclusive use rights.
DLESE Catalog ID: NASA-Edmall-777
Resource contact / Creator / Publisher: | aerospace |
http://dgsunite.blogspot.com/2010/12/duties-of-dgs-ramp-agent.html | 2018-06-18T05:13:00 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267860089.11/warc/CC-MAIN-20180618051104-20180618071104-00557.warc.gz | 0.97267 | 521 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__27427916 | en | Monday, December 20, 2010
The Duties of DGS Ramp Agent
As Ramp Agents at Delta Global Services, we perform many vital roles in day to day operations at Delta Air Lines and other companies who contract our services. In fact, many of our functions are jobs that at most airlines, prior to the airline cost cutting frenzy of the post 9/11 world, aircraft mechanics and other role dedicated specialists provided. Such roles include but are not limited to aircraft push backs, post-arrival and pre-departure aircraft damage checks, air starts, aircraft towing, umbilical support equipment attachment, even aircraft cleaning, which at many airlines, even in today's cost competitive airline industry, is the function of dedicated Cabin Service Agents. Yet we receive little to no theoretical training of the how and why these technical operations are performed. As one instance, perhaps DGS would not have as many issues with air start damages if Agents trained in those procedures actually understood how air start procedures work and why they are needed, not just how to perform them. In addition to all of the semi-technical roles Ramp Agents are called upon to perform, we are also tasked with baggage and cargo handling. Delta Global Services is getting a major bargain out of our services as Ramp Agents. For a measly $7.50-$8.50 an hour with little or no fringe benefits, we perform all of these tasks, often in inclement weather or under time constraints. I repeat again, DGS and Delta Air Lines are getting a major bargain from us. While we are technically a contractor and not part of a mainline airline, we are providing services as a wholly owned subsidiary of a major airline that many Ramp Agents at other airline do for $10.00 to $25.00 an hour. No, that is not a typo. Even in today's post 9/11 airline industry, many Ramp Agents with moderate seniority levels earn upwards of $20 an hour. Southwest Airlines, for instance, tops their ramp agents' pay at $25 an hour, United at $23, and even nonunion Delta Mainline around $20. If you account for the previously mentioned fact that many airlines prior to 9/11 had mechanics perform many more technical line duties such as pushbacks and air starts, DGS is getting even more a bargain from its Ramp Agents; we're doing work that certified and trained aircraft mechanics often did for upwards of $25 an hour in 1990s dollars. And we don't even get a uniform issue or an affordable, family health plan... Something isn't right. | aerospace |
http://online.wsj.com/news/articles/SB10001424052702303643304579105880386550874?mod=WSJ_Tech_LEFTTopNews | 2013-12-13T01:26:53 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164789076/warc/CC-MAIN-20131204134629-00035-ip-10-33-133-15.ec2.internal.warc.gz | 0.959718 | 1,301 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__84508772 | en | A federal advisory committee is set to tell the Federal Aviation Administration that many aircraft flying today are largely ready to handle passengers using their electronic devices during all phases of flight, including takeoffs and landings, a committee member said.
The committee limited its recommendations to electronic devices that are not connected to the Internet, said two people familiar with the report. If the FAA follows the recommendations, fliers could read e-books, listen to music or watch movies during takeoffs and landings if the content is saved on their devices.
The FAA-commissioned report will urge the agency to expedite the approval of electronic devices during takeoffs and landings on newer aircraft types that have shown they can tolerate potential electronic transmissions from the devices, the member said. The report will also provide a framework for testing the transmission tolerance of older aircraft types, said the member.
A federal advisory committee is set to tell the Federal Aviation Administration that many aircraft flying today are largely ready to handle passengers using their electronic devices, including during takeoffs and landings. Jack Nicas reports. (Photo: Associated Press)
The report, scheduled to be delivered to the FAA on Monday, offers "a reasonable timeline" for the agency to begin allowing devices during all phases of flight, the member said. One industry official was optimistic approval could come by year-end for those aircraft types that require little if any further testing.
Among the aircraft types already shown to tolerate electronic transmissions are those on which international airlines are already using picocell technology, an onboard station that lets fliers make in-flight phone calls by connecting their cellphones with satellites or ground-based cell towers. "If an aircraft already has a picocell, it's already been evaluated to have electronic devices" on during all phases of flight, the member said. Several European and Asian airlines use picocells on wide-body aircraft. Virgin Atlantic, for instance, uses the technology on its Airbus 330 300s and Boeing Co. 747 400s.
The committee doesn't recommend the use of cellular or Wi-Fi connections below 10,000 feet, they said. Any new rules would likely allow fliers to use devices that have their cellular and Wi-Fi capabilities switched off, disabling the devices from using email, text messages and the Internet.
"It's a step forward," said Charlie Leocha, head of the Consumer Travel Alliance, a flier-advocacy group. The committee "probably could've looked at" allowing Internet connections below 10,000 feet, he said, but committee members told him that "there are so many things changing and technology shifting that this was the best they could do right now."
Amazon.com Inc., AMZN -0.25% Amazon.com Inc. U.S.: Nasdaq $381.25 -0.94 -0.25% Dec. 12, 2013 4:00 pm Volume (Delayed 15m) : 2.10M AFTER HOURS $381.25 0.00 0.00% Dec. 12, 2013 7:51 pm Volume (Delayed 15m): 28,643 P/E Ratio 1361.61 Market Cap $174.94 Billion Dividend Yield N/A Rev. per Employee $793,371 12/11/13 Barnes & Noble Chairman Books ... 12/11/13 Amazon Brings Grocery Delivery... 12/11/13 Amazon grocery-delivery servic... More quote details and news » which has an employee on the committee, said in a statement that it has worked on this issue for years, including testing an airplane packed full of Kindles. It said the report "is a big win for customers and, frankly, it's about time."
The report will recommend that passengers be allowed to use tablets and e-readers during takeoffs and landings but must stow larger laptops, according to one person familiar with it.
The final report isn't expected to make any recommendations about changing the blanket ban on making or receiving calls on U.S. aircraft. In June the members of the committee appeared to chafe under FAA orders to steer clear of even bringing up the issue. After discussions, the panel members "found it very difficult to separate the voice-communication issue in particular from our overall tasking," according to the draft document assembled that month.
Current Federal Communications Commission rules restrict cellular phone conversations at any altitude.
Since questions about using phones "in a small personal space such as an aircraft" are controversial, according to the draft report, the committee during the summer planned to include a separate addendum detailing "comments and potential recommendations" on the topic.
A spokesman for Sen. Claire McCaskill (D., Mo.), one of the most vocal critics of the FAA's ban on devices below 10,000 feet, said "there is widespread support among the traveling public to be able to read a book, regardless of whether it's in a dead tree or digital form, more so than there is for your seatmate to talk on their cellphone."
The spokesman said Sen. McCaskill "will be pressing to ensure the FAA moves forward with new rules as quickly as possible."
FAA officials have declined to discuss the substance of the final report, saying only that the agency intends to study it and then decide its next steps.
In a draft report prepared during the summer, the panel recommended that airlines and the FAA adopt "policies that permit passengers to use typical [electronic devices] during the approach and landing phase of flight" as long as tests of specific aircraft models demonstrate that such use won't negatively affect onboard instrument-landing systems or other navigation devices.
The draft report also urged the FAA to "maintain a public list of atypical [devices] that operators should not permit passengers to use on aircraft because they can transmit at frequencies used by aircraft radio receivers." The draft didn't elaborate.
Another part of the report concluded that even when passengers disregard current rules, the risk of "a catastrophic outcome is small due to the number of redundant systems that are available to flight crews in today's aircraft."
Another difficult issue facing the FAA revolves around where to keep computers and personal devices during takeoffs and landings. Regardless of whether interference concerns remain, the draft report recommended updating and standardizing FAA guidance on flight-attendant instructions to passengers about stowing such devices. | aerospace |
http://www.iyajean.com/product/325mm-fiber-glass-blades.html | 2020-01-25T09:17:30 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251671078.88/warc/CC-MAIN-20200125071430-20200125100430-00042.warc.gz | 0.9521 | 137 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__81621947 | en | Shape: Symmetrical wing
Shaft Diameter: 3mm
HXY model Co. Ltd is a specialized rc helicopter model parts manufactory located in China mainland, we have our own rc parts factory and have been in this line for many years. We have experienced staff and advanced technical equipments, can accept customized requirements, our spare parts can match with different size and different brand helicopter. We are dedicated to providing rc helicopter model parts at low-cost, high quality, good performance, fast shipment to all clients. Our products have been exported to Europe, Japan, Southeast Asia and many other countries, and got good appraisement from our customers. with clients sincerely. | aerospace |
https://www.toysrus.ca/en/Xceler8-Armour-Hawk---R-Exclusive/D4740ACC.html | 2023-05-29T14:45:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644867.89/warc/CC-MAIN-20230529141542-20230529171542-00393.warc.gz | 0.840205 | 228 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__23061624 | en | R Exclusive, only available at Toys R Us Canada. Vehicle requires: 1x rechargeable battery (included) Transmitter requires: 4x AA batteries (not included)
Get ready for some high-flying fun with the Xceler8 Armour Hawk Infrared Control Helicopter.
Its mini size makes it perfect for indoor flying. With a durable structure and 12 metres of range distance, flying is a thrilling adventure. The Armour Hawk features a sleek body, flashing lights and full functionality; up, down, forward, back, left and right. With a fast, 30 minutes charging time, 7 minutes flight time and sensitive, two channel steering functions, this toy helicopter is a sure-fire favourite.
Full Function Infrared Control Toy Helicopter with flashing lights Full Function Infrared Control Toy Helicopter with flashing lightsUp and down flying Left/Right Steering12m Range2.4GHz TechnologyCharge time approx. 30 minsFlight time approx. 7 minsFor best performance, only use indoors Suitable for children aged 6 years and overVehicle dimensions: 95mm (H) x 1 | aerospace |
https://www.audible.ca.cdn.amazon.com/series/Max-Fend-Audiobooks/B07F3D9KWG | 2022-07-03T09:55:30 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104215805.66/warc/CC-MAIN-20220703073750-20220703103750-00218.warc.gz | 0.938218 | 325 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__269378640 | en | Max Fend3 books in series
Glidepath Publisher's Summary
When Charles Fend announces the Fend 100 aircraft, the world's first fully autonomous commercial airliner, he is praised for being a pioneer in aviation history. The Fend 100 will bring a new dawn of commercial flying to the world. One where human pilots are replaced by AI machines that will navigate over 100,000 flights per day. The first flight is a celebratory spectacle - the Fend headquarters crowded with news teams, technology lovers, and aviation enthusiasts. The atmosphere is jovial, and everyone is eager to celebrate.
Until something goes terribly wrong.
The Fend 100 suddenly begins an uncommanded descent over the Atlantic, and neither the engineers on the ground nor the test pilots aboard can override the controls....
But who is responsible?
Is it the wealthy ex-KGB agent, Pavel Morozov, who has shown up from a past Charles had long-forgotten?
Or was it Charles' son, Max - on the run from the FBI after he was accused of sending Fend Aerospace corporate secrets to a criminal enterprise?
And just who is Max Fend?
Is he the man that the media makes him out to be - the wild playboy son of an aerospace tycoon? Or is he what the FBI suspects - an international criminal, mixed up in a Russian espionage game? And why is there a top secret personnel file on him that even his FBI investigator isn't allowed to see?
Glidepath is a race to uncover the truth, before it comes crashing down from above.... | aerospace |
https://www.transcontinentaltimes.com/two-pilots-killed-as-state-govt-helicopter-crashes-at-raipur-airport/ | 2023-05-30T08:25:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224645417.33/warc/CC-MAIN-20230530063958-20230530093958-00303.warc.gz | 0.966123 | 598 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__128568798 | en | INDIA. Mumbai: The Chhatisgarh Government’s training helicopter, the Augusta Westland AW-109, crashed near the taxiway at Raipur’s Swami Vivekanand Airport on Thursday night, killing two pilots who were on a flying exercise. The deceased were identified as Captain Gopal Krishna Panda and Captain AP Shrivastava.
Captain Panda and Captain Srivastava, both pilots, died in the crash, according to Chhattisgarh Chief Minister Bhupesh Baghel. He sent his condolences to the grieving families.
“Just got sad news about the state helicopter crashing at Raipur airport. In this tragic accident, our pilots, Captain Panda and Captain Srivastava, died. May God gives strength to his family members and peace to the departed soul in this time of grief,” Baghel said.
“The helicopter crashed at around 9.10 pm. It was on a routine training sortie. Initial indications suggest technical malfunction as the cause of the crash,” the Chhattisgarh government said in a statement.
“Captain Gopal Krishna Panda and Captain AP Shrivastava have unfortunately succumbed to injuries following the crash. A detailed technical investigation at the behest of DGCA and state government shall be undertaken to ascertain the exact cause,” the statement added.
Anusuiya Uikey, the governor of Chhattisgarh, also paid respect to the pilots who died in the crash and conveyed condolences to their families.
The aircraft caught fire during landing, according to accounts.
A loud explosion followed the crash. A CISF and Fire Brigade team arrived on the scene quickly and successfully rescued the stranded pilot and co-pilot. One of the pilots died on the scene from his injuries, while the other was taken to the nearby Ramakrishna Care Hospital, where physicians declared him dead. Onboard, there were no passengers.
The crew was being tested for night flying proficiency. The chopper crashed on the runway before landing owing to a technical issue. Soon after the tragedy, all departure/arrival flights were halted at the airport.
According to sources at the Airport Authority of India (AAI), neither the weather nor the airport’s night landing facility can be blamed for the disaster.
They further stated that the event would be investigated by the Director-General of Civil Aviation and the state government. The accident is anticipated to be investigated by the Aircraft Accident Investigation Bureau (AAIB).
The AgustaWestland AW109 (formerly the Agusta A109) is a lightweight, twin-engine, eight-seat multi-purpose helicopter produced by Leonardo S.p.A. in Italy. It is the world’s first large-scale all-Italian helicopter.
Also Read: CBI Arrests 14 Including MHA Workers in FCRA Violation Probe | aerospace |
https://engineering-jobs.theiet.org/jobs/maintenance-and-service/computing-and-it/ | 2019-05-23T21:53:06 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257396.96/warc/CC-MAIN-20190523204120-20190523230120-00550.warc.gz | 0.867311 | 123 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__207016158 | en | Maintenance & Service jobs in Computing & IT
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You will participate in the Global Services Associate Program to acquire the skills and knowledge to become great at your daily job responsibilities
You will work on the engineering and operations of the flight dynamics systems for the Meteosat Second Generation (MSG) satellites
L-3 Commercial Training Solutions division is L-3’s global provider of truly-integrated pilot training, resourcing and...
We're looking for a Software Installation Engineer to help us shape the future of naval combat systems. | aerospace |
http://aeronaut.fi/artikkeleita-mobile/64-aikaenn%C3%A4tys-eng.html | 2017-04-26T00:12:39 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121000.17/warc/CC-MAIN-20170423031201-00203-ip-10-145-167-34.ec2.internal.warc.gz | 0.976107 | 587 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__18221270 | en | Balloon section of Finnish Aviation Association confirmed 2nd October the new duration record for hot air balloon class AX-9. Duration was 13hrs 46minutes. Pilot Markku Sipinen.
Former Finnish national record was done year 2009. To beat it 12h 50min flight had to fly, because FAI Sporting code says minimum one percent is needed on top of old record.
Markku Sipinen took off from Tankolampi (Konnevesi community) 26th march 2014 3.05 AM UTC. Just before sunrise.
Big idea was to use the lazy high pressure area developing just flying area above Central Finland. This idea will give to ground team time to stay same area without driving hundreds of kilometers – even to Sweden behind the Gulf of Bothnia. Airspace of Russia is practically closed for flights like this.
But there was airspace limitations in western Finland due the Finnish Air Force activity (brown in picture below). It was impossible for this flight.
So the flight must stay in the calm center of High or abort before flying too far west.
Original plan was at first to fly quite high altitude going south and later low altitude would bring balloon back to north avoiding restricted area.
Still when preparing the flight upper wind was not forecasted and eastern surface wind was heavier as expected. No time to drive east before take-off.
Decision was to take off and try to beat these challenges. So, original plan was no more real and big flexibility and some creativity was needed.
First flighthours staying as low as possible allowed to stay in relatively small area. For some reason during four first hours fuel consumption was clearly higher as expected. Using patiently low altitude without giving up flight path was to western restricted areas.
Key was to find succesfully calm area behind a hill. There was possibility to stay more than 3hrs. When thermals started approx 10PM pilot had to climb above them. Consulting with meteo gave good hope.
After climb altitude was from 5000ft to 7000 ft. Luckily, there really was light wind as promised. So the High was true! Leading flight path slowly to southeastern directions! Also fuel consumption more than normalized. Happy optimistic messages were sent to ground crew.
During this flight the balloon was seen quite wide area because of clear sky.
Landing site was sporting field of Konnevesi 13hrs 46minutes after take-off. Approx. 12 km NE from take off site. Old record was beated 1h 04minutes. Track was 106 km. Balloon was Ultramagic S-130 OH-IOO. AO graphics.
One year earlier Sipinen flew also Finnish record. It was Finnish long distance record from Rovaniemi to Vaskivesi. 494,22 km in 11h 11minutes. So he has now double record. | aerospace |
https://docs.justia.com/cases/federal/district-courts/oklahoma/okndce/4:2015cv00129/38594/217 | 2024-04-17T15:56:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817158.8/warc/CC-MAIN-20240417142102-20240417172102-00411.warc.gz | 0.936596 | 14,378 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__179688707 | en | Rodgers et al v. Beechcraft Corporation et al
OPINION AND ORDER by Judge Claire V Eagan ; denying 89 Motion for Miscellaneous Relief; granting 94 Motion for Summary Judgment (Re: 28 Amended Complaint, 129 Amended Complaint ) (RGG, Chambers)
UNITED STATES DISTRICT COURT FOR THE
NORTHERN DISTRICT OF OKLAHOMA
JAMES RODGERS and SHERYLL
RODGERS, individually and as Husband
and Wife; and CHRISTOPHER EVANS and
JILL EVANS, individually and as Husband
BEECHCRAFT CORPORATION, f/k/a
Hawker Beechcraft Corporation, a Kansas
Corporation; HAWKER BEECHCRAFT
GLOBAL CUSTOMER SUPPORT, LLC,
f/k/a Hawker Beechcraft Services, Inc.,
a Kansas limited liability company,
Case No. 15-CV-0129-CVE-PJC
OPINION AND ORDER
Now before the Court are Defendants’ Motion for Determination of Law (Dkt. # 89) and
Defendants’ Motion for Summary Judgment and Supporting Memorandum (Dkt. # 94). Defendants
argue that plaintiffs lack admissible evidence to support their claims of manufacturer’s products
liability and negligence. Plaintiffs respond there is evidence supporting an inference that the aircraft
manufactured and serviced by defendants had a defective electrical system, alternate landing gear,
and instruction manual, and these defects rendered the aircraft unreasonably dangerous as a matter
of Oklahoma law.
Beechcraft Corporation (Beechcraft) is a Kansas corporation with its principal place of
business in Kansas, which designs, manufactures, and sells commercial general aviation aircraft.
Dkt. # 94-4, at 1. Beechcraft designed and manufactured the Beech Premier 390 jet airplane
(Premier 390), and the Premier 390 aircraft identified as RB-226 was manufactured in 2008. Dkt.
# 129, at 4. The Federal Aviation Administration (FAA) issued a standard airworthiness certificate
for RB-226 on March 13, 2008. Dkt. # 94-5, at 4. Hawker Beechcraft Global Customer Support,
LLC (HBGCS) is a Kansas limited liability company, which provides general aviation inspection
and maintenance services under the trade name Hawker Beechcraft Services. Dkt. # 94-4, at 2.
HBGCS performed maintenance on RB-226, but it was not the only company that worked on RB226. Dkt. # 94-7.
On March 17, 2013, Wesley Caves was the pilot of RB-226, flying the aircraft from Tulsa,
Oklahoma to South Bend, Indiana. Dkt. # 129, at 4. James Steven Davis was in the front right
passenger seat of the aircraft. Dkt. # 94-6, at 1. Davis had a pilot’s license, but he was not rated to
fly a jet aircraft or the Premier 390, and his last recorded flight as a pilot was in 2008. Id. at 4.
James Rodgers and Christopher Evans were passengers in the rear passenger seats. Dkt. # 129, at
4. The Pilot’s Operating Manual (POM) states that:
It is mandatory that you fully understand the contents of this publication and the
other operating and maintenance manuals which accompany the airplane; that FAA
requirements for ratings, certifications and review be scrupulously complied with and
that only persons who are properly licensed and rated, and thoroughly familiar with
the contents of the FAA Approved Airplane Flight Manual, Avionics Manual and
[POM] be allowed to operate the airplane.
Dkt. # 94-8, at 10. During the flight, Caves told Davis that the landing gear was designed to handle
13,000 pounds of weight, but that Caves personally had no problem flying the aircraft at 13,500
pounds. Dkt. # 94-9, at 12. The transcript of the cockpit voice recorder (CVR) also shows that an
overspeed warning sounded twice, which meant the aircraft was flying in excess of the maximum
specified air speed. Id. at 15, 25. Caves allowed Davis to operate the controls of the aircraft, and
he directed Davis to pull back on the throttle. Id. at 15-16. Davis told Caves that he was
“uncomfortable,” because the “throttle up throttle down” was setting off an alarm. Id. at 16. At
about 16:13:16 on the CVR, Caves directed Davis to pull back on the throttle to reduce the aircraft’s
speed, and Davis said “just pull down on it?” Id. at 32. The transcript shows that numerous systems
began to shut down, and Caves said “uh-oh” and “we are dead stick.” Id. at 33. Davis had pulled
the throttle past the stops to “CUTOFF” which shut down both engines. To move the throttle lever
into “CUTOFF,” Davis had to pull the throttle lever all the way down and pull up on finger locks
that would have prevented the throttle lever from moving into the “CUTOFF” position. Dkt. # 94-8,
During normal flight conditions, the aircraft uses two engine-driven generators to supply
electricity to the aircraft, but the aircraft also has a main battery and a standby battery to provide
electrical power in emergency situations. Id. at 6. The generators shut down when the engines are
shut off, and the power supply for the aircraft switches from the generators to the main battery. Dkt.
# 94-12, at 9. The aircraft has a battery switch that can be set in “ON” or “STANDBY” position.
Dkt. # 94-5. at 2. Placing the switch in the “ON” position selects the main battery, and moving the
switch to “STANBY” selects the standby battery. Dkt. # 94-12, at 12. The battery switch should
be placed in the “ON” position during normal flight operations, because the main battery is not
drained when the generators are providing electrical power. Dkt. # 94-8, at 7. The standby battery
is used only when there is no other power source, and the POM states that the standby battery will
supply 150 watts of power for at least 30 minutes. Id. Electrical power to many components is cut
off when the aircraft is operating under battery power, because it is necessary to conserve power to
operate components more critical for landing the aircraft. Id.
The CVR cut off approximately two minutes after Davis shut off the engines. Dkt. # 94-9.
After the CVR stopped recording, Caves was able to restart the left engine, and the Premier 390 is
designed to fly with only one engine. Dkt. # 94-8, at 12. In order to restart the left engine, Caves
was required to use engine start and ignition switches powered by the pilot’s essential bus, part of
the electrical load distribution system. Dkt. # 94-12, at 9. Experts for plaintiffs and defendants also
heard a sound on the CVR that has been identified as the starter motor used to restart the engines,
and the starter motor receives power from the pilot’s essential bus. Dkt. # 94-12, at 9; Dkt. # 94-14,
at 12. The starter motor must have been functional, because Caves was able to restart the left
engine. Id. There is no dispute that many other components of the aircraft that receive power from
the pilot’s essential bus were functioning after Davis cut off the engines. Dkt. # 94, at 17-18; Dkt.
# 158, at 14.
Even though Caves was able to restart the left engine, he did not reset the left
electrical generator and the aircraft was operating on battery power. Dkt. # 94-12, at 12. Plaintiffs’
expert, Frank Graham, believes that Caves moved the battery switch from “ON” to “STANDBY”
based on an eight second interruption in electrical power noted on the CVR transcript. Dkt. # 9418, at 2. Defendants’ expert, Robert Winn, provided four possible reasons for the interruption of
electrical power, one of which is moving the battery switch into the “STANDBY” position. Dkt.
# 119-7, at 7-8. The instructions for operating the aircraft after a dual engine failure require that the
battery switch be kept in the “ON” position when attempting to restart the engines and generators,
but the battery switch was found to be in the “STANDBY” position in the aircraft wreckage. Dkt.
# 94-6, at Dkt. # 94-10, at 7. Plaintiffs dispute that this evidence necessarily means that Caves
placed the battery switch in the “STANDBY” position, because the switch could have moved during
the crash. Dkt. # 158-2, at 10.
Caves was able to navigate the aircraft to the South Bend airport and he attempted to land,
but air traffic control (ATC) directed Caves to pull up because his main landing gear was not
extended. Dkt. # 94-6, at 3. Caves pulled up and attempted a second landing, but he again
attempted to land with only the nose landing gear extended. Id. There is no evidence of what
actions Caves took between the first and second landing attempts, and it is unknown if Caves took
any steps to deploy the main landing gear before attempting to land a second time. During the
second landing attempt, the aircraft bounced several times after touching down on the runway, and
Caves attempted to take the aircraft back into the air. Id. The aircraft entered a “nose low, rolling
descent into a nearby residential community.” Id. Caves and Davis died as a result of blunt-force
injuries sustained in the crash, and Rodgers and Evans were injured.
Beechcraft prepared an Airplane Flight Manual (AFM), the POM, and a Maintenance
Manual for the Premier 390, and the AFM must be on the aircraft at all times. Dkt. # 94-10, at 2.
The AFM has been approved by the FAA and it contains all information required to be provided to
a pilot under 14 C.F.R. Part 23. Id. at 1. The AFM contains a checklist for restarting an engine
following a shutdown, whether for training purposes or from mechanical difficulty. Id. at 5. The
AFM also includes a checklist for a failure of both electrical generators. Id. at 7. Plaintiffs dispute
that the “Engine Shutdown or Failure in Flight” was the appropriate checklist that should have been
followed by Caves to restart the engines or generators, and plaintiffs argue that the “Air Start”
checklist should have been used. Dkt. # 158, at 18. Plaintiffs’ argument is supported only by the
expert opinions of their piloting expert, Michael Haider. Based on the accident wreckage, it is not
clear that Caves put the generator or engine ignition switches in the correct positions for restarting
the engines pursuant to the “Engine Shutdown” or “Dual Generator Failure” checklists. The AFM
also includes instructions for deploying the alternate landing gear in the event that the landing gear
cannot be lowered by the electrical system. Dkt. # 94-10, at 18-19.
The POM describes the aircraft’s electrical distribution system as follows:
DC ELECTRICAL LOAD DISTRIBUTION
The DC distribution system consists of two linked generator bus systems, one
essential bus system, one hot battery bus system and a standby battery bus system.
The bussing system is cross-tied together with one bus-tie contactor. The power
distribution box consists of power relays, bus bars, fuses, current transformers, load
meter shunts, and circuit breakers. It receives input power from the external power
source, the generators, and the main battery. The power distribution box then
distributes the input power to the right main bus, left main bus, essential bus,
non-essential bus, standby bus, and the hot battery bus.
Dkt. # 94-8, at 6. The electrical buses supply power to essential components of the aircraft, and the
pilot’s essential bus and the co-pilot’s essential bus provide power to different components. Id. at
8-9. In 2009, Beechcraft issued Service Bulletin 24-3868 (SB 24-3868) to repair the hydraulic
shutoff valve installation, and the repair required significant changes to the circuit breaker panel.
Dkt. # 94-22; Dkt. # 94-23. The wiring aspect of the repair was accomplished by means of a repair
kit assembled by Beechcraft, and the kit was identified as Kit 390-3622-0003. Dkt. # 94-22, at 1;
Dkt. # 94-24. HBGCS performed the repairs required by SB 24-3868 on Caves’ aircraft, including
installation of Kit 390-3622-0003. Dkt. # 94-7, at 12-13. To perform the repair, HBGCS had to
remove and reattach a service wire from the circuit breaker on the pilot’s essential bus. Dkt. # 9414, at 3. Plaintiffs’ electrical expert, John Bloomfield, opines that a screw connecting the service
wire was not properly tightened to the pilot’s essential bus. Id. at 2. The Kit instructions require
that the screw be tightened to six to nine pounds of torque and that torque seal be applied. Dkt. #
94-24. Before the crash on March 17, 2013, there is evidence of only one incident of any
interruption of electrical power to the electrical components of the aircraft. Rick Frie was a
passenger on the subject aircraft about two weeks before the crash while Caves was flying the
aircraft from Tulsa to Memphis. Dkt. # 94-28, at 2. They flew through a thunderstorm and several
displays blacked out, and Frie believed that Caves’ behavior suggested that this had not happened
before. Id. Many of the electrical components that blacked out during the flight to Memphis do not
receive electricity from the pilot’s essential bus. Dkt. # 94-29, at 2. Caves took the aircraft to
Christiansen Aviation on March 12, 2013, but he did not report that the aircraft had any electrical
problems. Dkt. # 158-13, at 2-3.
The main landing gear of the aircraft will operate when the electrical generators are not
functioning, because the main battery will provide enough power to lower the landing gear. Dkt.
# 94-10, at 8-9. The aircraft has an alternate landing gear extension system (hereinafter “alternate
landing gear”) to deploy the landing gear without electrical power. Dkt. # 94-8, at 4-5. The
alternate landing gear handle is a red, T-shaped handle, marked “PULL,” and it is located under the
pilot’s yoke. Dkt. # 94-5, at 3. In the accident wreckage, the alternate landing gear handle was
found partially pulled out and bent toward the instrument panel. Dkt. # 94-6, at 8. The FAA
approved the procedure for lowering the landing gear using the alternate landing gear handle. Dkt.
# 94-10, at 18. The aircraft has three green indicator lights that turn on when the landing gear is
locked into place, but the green indicator lights do not function if the aircraft is operating only on
standby battery power. Dkt. # 94-8, at 4; Dkt. # 94-10, at 10. Beechcraft performed production
testing on each Premier 390 aircraft and required that the pull force necessary to pull the alternate
landing gear handle was less than 60 pounds. Dkt. # 94-34, at 10. The subject aircraft had a
maximum handle pull force of 53.7 pounds when it was inspected by Beechcraft before it was placed
in the stream of commerce. Dkt. # 94-35. The Maintenance Manual provides a procedure for testing
the alternate landing gear when the aircraft is inspected following sale by Beechcraft, and the
maximum pull force to pass inspection is 64 pounds. Dkt. # 94-21, at 2. The subject aircraft was
not due to have the alternate landing gear inspected until it reached 600 flight hours, and it had 457.5
flight hours at the time of the crash. Dkt. # 94-6, at 4; Dkt. # 94-38, at 2.
It is unknown what pull force was used by Caves in his attempt to pull out the alternate
landing gear handle, but a report issued by the NTSB found that the handle was pulled out
approximately one and a half inches. Dkt. # 158-15, at 27. Plaintiffs’ experts tested the pull force
needed to pull the alternate landing gear handle on three exemplar aircraft, and the experts opine that
the pull force needed could be as much as 120 pounds. Dkt. # 94-25, at 45; Dkt. # 94-40, at 31-32.
Plaintiffs claim that this pull force is excessive, but their experts were always able to fully pull out
the alternate landing gear handle. Id. Plaintiffs’ experts opine that debris in the landing gear bay
could add to the pull force, but their reports do not show that they inspected the exemplar aircraft
or the wreckage of RB-226 to determine if debris added to the pull force. Id. Beechcraft had not
previously received any reports that a pilot was unable to lock the landing gear into place using the
alternate landing gear handle. Dkt. # 94-30.
In the event of a dual generator failure, the AFM directs a pilot to initiate an emergency
descent and refer to the procedures for operating the aircraft with the essential bus only. Dkt. # 1491, at 3. Operating the aircraft with the essential bus only requires use of the main battery. Dkt. #
94-10, at 7-9. Plaintiffs’ piloting expert, Haider, testified in his deposition that he had experience
flying a Premier 390 aircraft, and there were “instances” when simply resetting the generator switch
was not sufficient to restart an electrical generator. Dkt. # 149-2, at 3. However, he was able to
restart the generator by using a different procedure. Id. Haider testified that the correct procedure
to restart the engines following a dual engine shutdown was the air start checklist, and the dual
generator failure checklist should not have been used. Id. Haider acknowledged that the air start
checklist would not have directed Caves to turn the generator switch to the “OFF” position. During
his deposition, Haider did not offer any opinion that the instructions in air start checklist were
incorrect or defective. Id.
On March 16, 2015, Rodgers and Evans filed this case alleging claims of negligence against
HBGCS and Beechcraft and a manufacturer’s products liability claim against Beechcraft. Dkt. #
2. Plaintiffs filed an amended complaint alleging the same substantive claims. Dkt. # 28. In the
amended complaint, plaintiffs alleged that the aircraft was defective due to “electrical failures and
improper design of the alternate landing gear extension system” and that these defects existed from
the time the aircraft was manufactured. Id. at 9. On June 20, 2016, defendants filed a motion for
summary judgment (Dkt. # 94) and, on the same day, plaintiffs filed a motion (Dkt. # 93) seeking
leave to file a second amended complaint. The Court noted the timing of plaintiffs’ motion to amend
and found that plaintiffs were seeking to introduce a new theory of product defect, but the Court
determined that defendants would not be prejudiced by allowing plaintiffs to file a second amended
complaint. Dkt. # 128. In the second amended complaint, plaintiffs added a theory of product
defect based on the “deficient and defective abnormal procedures in the [AFM] for Air Start
(resetting the generators).” Dkt. # 129, at 13. Defendants were permitted to file a supplement (Dkt.
# 149) to their motion for summary judgment to address to plaintiffs’ new theory of product defect.
Plaintiffs have filed a response (Dkt. # 158) and defendants have filed a reply (Dkt. # 172), and the
motion for summary judgment is fully briefed.
The parties filed numerous motions to limit or exclude expert testimony, and the motions
were referred to a magistrate judge for report and recommendation. The magistrate judge held a
hearing on the parties’ motions and entered reports and recommendations as to the admissibility of
expert testimony. Dkt. ## 181, 182, 190, 191, 195, 196. The parties filed objections to the reports
and recommendations. The Court entered an opinion and order (Dkt. # 207) limiting the testimony
of plaintiffs’ experts Bloomfield, Donald Sommer, and Frank Graham, and the Court ordered
supplemental briefing as to whether Haider actually prepared his own expert report. The Court
entered an opinion and order (Dkt. # 216) excluding Haider’s testimony in its entirety due to
violations of Fed. R. Civ. P. 26.
Summary judgment pursuant to Fed. R. Civ. P. 56 is appropriate where there is no genuine
dispute as to any material fact and the moving party is entitled to judgment as a matter of law.
Celotex Corp. v. Catrett, 477 U.S. 317, 322-23 (1986); Anderson v. Liberty Lobby, Inc., 477 U.S.
242, 250 (1986); Kendall v. Watkins, 998 F.2d 848, 850 (10th Cir. 1993). The plain language of
Rule 56(c) mandates the entry of summary judgment, after adequate time for discovery and upon
motion, against a party who fails to make a showing sufficient to establish the existence of an
element essential to that party’s case, and on which that party will bear the burden of proof at trial.
Celotex, 477 U.S. at 317. “Summary judgment procedure is properly regarded not as a disfavored
procedural shortcut, but rather as an integral part of the Federal Rules as a whole, which are
designed ‘to secure the just, speedy and inexpensive determination of every action.’” Id. at 327.
“When the moving party has carried its burden under Rule 56(c), its opponent must do more
than simply show that there is some metaphysical doubt as to the material facts. . . . Where the
record taken as a whole could not lead a rational trier of fact to find for the non-moving party, there
is no ‘genuine issue for trial.’” Matsushita Elec. Indus. Co. v. Zenith Radio Corp., 475 U.S. 574,
586-87 (1986) (citations omitted). “The mere existence of a scintilla of evidence in support of the
plaintiff’s position will be insufficient; there must be evidence on which the [trier of fact] could
reasonably find for the plaintiff.” Anderson, 477 U.S. at 252. In essence, the inquiry for the Court
is “whether the evidence presents a sufficient disagreement to require submission to a jury or
whether it is so one-sided that one party must prevail as a matter of law.” Id. at 250. In its review,
the Court construes the record in the light most favorable to the party opposing summary judgment.
Garratt v. Walker, 164 F.3d 1249, 1251 (10th Cir. 1998).
Defendants argue that summary judgment should be entered in their favor on plaintiffs’
claims of negligence and manufacturer’s products liability, because plaintiffs have no evidence
showing that any defect in the aircraft caused the accident. Dkt. # 94. Defendants ask the Court to
apply Kansas law, because Kansas has the most significant relationship with the parties and the facts
giving rise to plaintiffs’ claims. Dkt. # 89. Plaintiffs respond that they have produced evidence that
supports an inference that defects in the electrical system, alternate landing gear, and/or AFM
instructions caused the airplane to crash, and plaintiffs argue that Oklahoma law applies to their
claims. Dkt. # 158.
The Court will initially consider defendants’ argument that Kansas law should be applied
to plaintiffs’ claims. Defendants argue that Oklahoma’s choice of law rules require application of
Kansas law, because Kansas has the most significant relationship to the parties and the facts giving
rise to plaintiffs’ claims. Dkt. # 89, at 4-7. Plaintiffs respond that they are residents of Oklahoma
and the aircraft was hangared in Oklahoma, and Oklahoma has a strong interest in having its
manufacturer’s products liability law applied to this case. Dkt. # 110, at 4-6.
A federal court exercising diversity jurisdiction must apply the choice of law rules of the
forum state in resolving a choice of law issue. Klaxon Co. v. Stentor Elec. Mfg. Co., 313 U.S. 487,
496 (1941). Oklahoma courts apply the most significant relationship test to determine which state’s
law is applicable in a tort case, and this test has four factors:
(1) the place where the injury occurred,
(2) the place where the conduct causing the injury occurred,
(3) the domicile, residence, nationality, place of incorporation and place of business
of the parties, and
(4) the place where the relationship, if any, between the parties occurred.
Brickner v. Gooden, 525 P.2d 632 (Okla. 1974). A court deciding a choice of law issue under the
most significant relationship test should also “consider the relevant policies and interests each
conflicting state law seeks to vindicate.” Hambelton v. Canal Ins. Co., 405 F. App’x 335 (10th Cir.
Dec. 16, 2010) (citing Beard v. Viene, 826 P.2d 990, 995 n.18 (Okla. 1992)).1
Unpublished decisions are not precedential, but may be cited for their persuasive value. See
Fed. R. App. P. 32.1; 10th Cir. R. 32.1.
The parties agree that the place where the injury occurred is fortuitous, because none of the
parties is from Indiana and the destination of the flight has no bearing on plaintiffs’ claims. Dkt. #
89, at 4; Dkt. # 110, at 4. Defendants argue that the second factor (conduct giving rise to injury)
supports the application of Kansas law, because defendants are based in Kansas and the
manufacturing and some repair of the aircraft occurred at defendants’ facilities in Kansas. The
drafting of the AFM also occurred in Kansas. SB 24-3868 was issued in Kansas and any repairs
required by SB 24-3868 took place in Kansas. The repairs performed pursuant to SB 24-3868, the
AFM, and the design of the alternate landing gear are the basis for plaintiffs’ claims, and the facts
supporting these claims all occurred in Kansas. As to the third factor (domicile of the parties), the
pilot of the aircraft and the passengers were domiciled in Oklahoma, and defendants are incorporated
and have their principal places of business in Kansas. The Court will also take into account that the
aircraft was hangared in Oklahoma. The parties agree that the fourth Brickner factor (relationship
of the parties) has little weight, because the parties had no business or contractual relationship.
The Court has reviewed the four Brickner factors and the factors weigh relatively evenly
between the application of Oklahoma and Kansas law. At this time, the Court finds that it is not
necessary to resolve the choice of law issue, because the choice of Oklahoma or Kansas law will not
affect the Court’s ruling on defendants’ motion for summary judgment. The Court has compared
the manufacturer’s products liability and negligence law of Oklahoma and Kansas, and there is no
substantial difference between Oklahoma and Kansas law as to the issues raised in the summary
judgment briefing. In Kirkland v. General Motors Corp., 521 P.2d 1353 (1974), the Oklahoma
Supreme Court determined that Oklahoma would recognize a claim for manufacturer’s products
liability. A claim of manufacturer’s products liability has three elements:
1) the product was the cause of the injury;
2) the defect existed in the product at the time the product left the manufacturer’s
possession and control;
3) the defect made the product unreasonably dangerous to the plaintiff or the
Clark v. Mazda Motor Corp., 68 P.3d 207, 208 (Okla. 2003). To qualify as “unreasonably
dangerous,” a product “must be dangerous to an extent beyond that which would be contemplated
by the ordinary consumer who purchases it, with the ordinary knowledge common to the community
as to its characteristics.” Swift v. Serv. Chem., Inc., 310 P.3d 1227, 1331 (Okla. Civ. App. 2013).
The plaintiff has burden to proof that the product defect was the proximate cause of his injuries.
Prince v. B.F. Ascher Co., Inc., 90 P.3d 1020, 1027 (Okla. Civ. App. 2004). Proximate cause is
defined as “that which in a natural and continuous sequence, unbroken by an independent cause,
produces the event and without which the event would not have occurred.” Elledge v. Staring, 939
P.2d 1163, 1164 (Okla. Civ. App. 1996). Evidence that a manufacturer complied with federal
regulations applicable to the product is admissible, but this evidence is not conclusive proof of that
a product is not defective as a matter of Oklahoma law. Edwards v. Basel Pharmaceuticals, 933 P.2d
298, 303 (Okla. 1997).
Kansas also recognizes a claim for manufacturer’s products liability. The elements of a
manufacturer’s products liability claim under Kansas law are: (1) the injury resulted from the
condition of the product; (2) the condition was an unreasonably dangerous one; and (3) the condition
existed at the time it left the defendant’s control. Jenkins v. Amchem Prod., Inc., 886 P.2d 869, 886
(Kan. 1994). The “condition” rendering the product defective may be a manufacturing defect, a
warning defect, or a design defect. Id.. The defective product must be the proximate cause of the
plaintiff’s injury, and “proximate cause” is defined as the “cause which in natural and continuous
sequence, unbroken by an efficient intervening cause, produces the injury and without which the
injury would not have occurred . . . .” Wilcheck v. Doonan Truck & Equip., Inc., 552 P.2d 938, 942
(Kan. 1976). Under Kansas law, compliance with legislative or regulatory “safety standards” gives
rise to a presumption that a product was not defective, but the presumption can rebutted if the
plaintiff can show that a “reasonably prudent seller could and would have taken additional
precautions.” KAN. STAT. ANN. § 60-3304.
At this time, the Court finds that it is not necessary to resolve the choice of law issue,
because the choice of Oklahoma or Kansas law will not affect the Court’s ruling on defendants’
motion for summary judgment. The causation standard for plaintiffs’ claims is essentially the same
under Oklahoma or Kansas law, and defendants’ motion for summary judgment is based on
arguments that plaintiffs cannot establish that a product defect caused their injuries. Defendants’
arguments reference FAA regulations, but it is not clear that they are the type of regulations that
would qualify as a “safety standard” under Kansas law. The existence of FAA regulations will have
no bearing on the Court’s ruling on defendants’ motion for summary judgment, which depends more
upon factual issues, rather that disputed issues of law. Defendants’ motion for determination of law
is denied for the purposes of this motion only.
Plaintiffs allege that the aircraft was defective due to a loose screw on the pilot’s essential
bus that caused intermittent electrical supply and voltage spikes that damaged the aircraft’s electrical
components. Dkt. # 158, at 38-42. Plaintiffs also argue that the instructions in SB 24-3868 for the
installation of a repair kit resulted in the disconnection of a service wire from the pilot’s essential
bus to the main battery, and the kit instructions are independently a product defect. Id. at 39.
Defendants move for summary judgment on the ground that it is undisputed that the loose screw
could not have existed at the time the aircraft was manufactured, and plaintiffs’ assertion that the
aircraft suffered from an intermittent power supply or voltage spikes is purely speculative. Dkt. #
94, at 30-34.
Plaintiffs’ electrical expert, Bloomfield, stated in his report that he found a loose screw in
the wreckage that connected a service wire to the pilot’s essential bus, and he opined that the screw
had been loose from the time the aircraft was manufactured. Dkt. # 52-6, at 13, 22. During his
deposition, Bloomfield still believed that he had found a loose screw, but he admitted that the
service wire would have been removed and re-installed as part of the installation of SB 24-3868.
Dkt. # 52-9, at 12-13. According to Bloomfield, the loose screw causes two problems with the
electrical systems of the aircraft. First, the loose screw would create an “unreliable electrical power
source” and this would cause all electrical systems relying on the pilot’s essential bus to experience
intermittent failure. Id. at 33. Second, Bloomfield opines that the loose screw would cause “voltage
spikes” that result in unreliable performance of the aircraft and that could damage electrical
components. Id. at 34-35. Based on Bloomfield’s opinions, plaintiffs have offered an “intermittent
power theory” that the aircraft experienced a loss of electrical power that manifested itself after
Davis shut off the engines and generators, and plaintiffs claim that it was the loose screw, rather than
the act of shutting off the electrical generators, that caused a lack of electrical power to the aircraft.
Dkt. # 158, at 42. Passenger Evans observed an instrument panel black out and he saw flashing red
and yellow lights, and plaintiffs claim that Evans’ observations support their theory that the aircraft
was experiencing electrical problems. Dkt. # 119-1, at 2; Dkt. # 119-2.
Plaintiffs’ “intermittent power theory” has some obvious problems. Plaintiffs’ expert,
Bloomfield, acknowledges that he erred when he opined that the defect existed at the time the
aircraft was manufactured, and this is an essential element of a manufacturer’s products liability
claim against Beechcraft. K.M. ex rel. v. Steger Lumber Co. of Durant, 296 P.3d 517, 519 (Okla.
Civ. App. 2012); Jenkins v. Amchem Prod., Inc., 886 P.2d 869, 886 (Kan. 1994). Plaintiffs do not
have a manufacturer’s products liability claim against HBGCS, and this means that plaintiffs can
rely on their “intermittent power theory” in support of a negligence claim only. Causation is an
essential element of a negligence claim against Beechcraft and HBGCS under Oklahoma and Kansas
law. Hale v. Brown, 197 P.3d 438, 440 (Kan. 2008) (recognizing that changes in Kansas law have
not eliminated proximate cause as an essential element of a negligence claim); Jones v. Mercy
Health Ctr., Inc., 155 P.3d 9, 14 (Okla. 2006) (proximate cause is an essential element of a
negligence claim under Oklahoma law). Plaintiffs do not argue that the aircraft was experiencing
problems from an intermittent electrical supply before Davis shut down the engines and electrical
generators, and it is undisputed that Caves was unable to restart an electrical generator. Plaintiffs
acknowledge that the generators are the primary source for electrical power on the aircraft, and
shutting down the generators caused the aircraft to rely on battery power. Dkt. # 158, at 40. Based
on the evidence, there is no dispute that the event triggering the loss of electrical power was Davis
shutting down the engines and electrical generators, and there is no evidence of a voltage spike or
intermittent power supply before this event. The “intermittent power theory” also depends on the
admissibility of Bloomfield’s opinions that a loose screw caused intermittent power supply and
voltage spikes, because plaintiffs have no other expert evidence that would support such inferences.
In a separate opinion and order, the Court found that Bloomfield could testify as to the existence of
a loose screw, but the Court excluded his opinions that the loose screw caused an intermittent power
supply or voltage spikes. Dkt. # 207, at 13. Plaintiffs cite a supplemental affidavit from Bloomfield
that was submitted with plaintiffs’ response to defendants’ motion for summary judgment, but the
Court has ruled that affidavit inadmissible under Rule 26. Id. at 10-11. Plaintiffs have offered a
theory that the electrical problems rendered the aircraft defective, but they have no expert evidence
that would be admissible at trial to support their theory.
Plaintiffs cite the deposition testimony of Frie and Evans, and claim that this evidence tends
to show that the aircraft had electrical problems that rendered it unreasonably dangerous. Frie
testified in his deposition that he flew as a passenger from Tulsa to Memphis, and the aircraft was
flying through a heavy thunderstorm. Dkt. # 119-3, at 2. The aircraft experienced electrical issues
while it was flying through the storm, and Frie identified different displays or panels that were not
functioning during the storm. Dkt. # 94-28, at 2. Defendant has submitted evidence that at least
three of the displays identified by Frie did not run on electrical power from the pilot’s essential bus,
and they argue the loose screw found by Bloomfield could not possibly have caused the electrical
problems observed by Frie. Dkt. # 94-29, at 2. Plaintiffs do not dispute defendants’ evidence, but
they argue that voltage spikes or intermittent electrical supply could have caused aircraft-wide
electrical problems. This theory relies on Bloomfield’s opinion that voltage spikes or intermittent
supply could have occurred because of the loose screw but, as the Court has already noted,
Bloomfield’s opinions on this issue have been excluded. Evans states that he observed blank display
panels and flashing lights after Davis shut down the engines and electrical generators, and he
identified a multifunction display that was black. Dkt. # 94-16, at 3. The warning lights that were
flashing received electricity from the pilot’s essential bus. Dkt. # 94-8, at 8-9. The evidence shows
that the pilot’s essential bus continued to supply electrical power to electrical components during
the incident described by Frie and before the crash on March 17, 2013. It is undisputed that the
aircraft lost electrical power after Davis shut off the engines and electrical generators, but the
evidence shows that the loss of electrical power was caused by pilot error and not a loose screw.
The Court finds that plaintiffs have not shown a genuine dispute as to material fact that the
aircraft’s electrical system was defective or that a loose screw connected to the pilot’s essential bus
caused any electrical problems that contributed to the accident. Plaintiffs’ argument is based
primarily on the expert opinions of Bloomfield, but key aspects of testimony have been excluded
and may not be used to defeat defendants’ motion for summary judgment. Milne v. USA Cycling
Inc., 575 F.3d 1120, 1134 (10th Cir. 2009) (inadmissible expert testimony may not be considered
in ruling on a motion for summary judgment). The evidence offered by Frie and Evans does not
tend to support plaintiffs’ theory that the loose screw caused a lack of power to electrical
components receiving power from the pilot’s essential bus. Even if the Court were to assume that
the aircraft had an intermittent power supply, this was not the cause of the crash and this theory
could not sustain plaintiff’s products liability or negligence claims. Plaintiffs argue that the aircraft
could be flown safely with one engine and there is no dispute that Caves was able to navigate the
aircraft to the runway of the South Bend airport. Caves could not successfully land the plane
because only the nose landing gear had been lowered. Caves was clearly aware of this fact, because
he aborted his first landing attempt after being advised by ATC that his main landing gear had not
deployed. The lack of electrical power undoubtedly made it more difficult for Caves to fly the
aircraft, but alleged electrical defects would not have prevented a landing. Defendants’ motion for
summary judgment is granted as to plaintiffs’ manufacturer’s products liability and negligence
claims related to electrical problems allegedly caused by a loose screw connected to the pilot’s
Plaintiffs allege that the alternate landing gear was defective, because the pull force
necessary to deploy the landing gear using the alternate landing gear handle was excessive and the
design did not allow the pilot to know if the landing gear was locked into place. Plaintiffs’ response
to defendants’ motion for summary makes four separate arguments concerning the alternate landing
gear: (1) a pilot could not know when the landing gear was locked without electrical power; (2)
debris in the landing gear bay could have added to the pull force needed to pull the alternate landing
gear handle; (3) the alternate landing gear handle does not tell the pilot how far to pull the handle;
and (4) alternate designs of the alternate landing gear system could have been used. Dkt. # 158, at
43-45. Defendants move for summary judgment on the ground that the alternate landing gear was
tested before the aircraft was placed in the stream of commerce, and the pull force needed to deploy
the landing gear was well within the maximum pull force noted in the Maintenance Manual. Dkt.
# 94, at 35-36. Defendants also argue that plaintiffs have no evidence that there was debris in the
landing gear bay and, even if the pull force needed to deploy the alternate landing gear exceed 64
pounds, this is not by itself evidence of a product defect. Id. at 36-39.
The landing gear of the Premier 390 aircraft consists of a nose landing gear and two main
landing gear in the rear of the aircraft. The landing gear are ordinarily lowered by a hydraulic
system. Dkt. # 94-8, at 4-5. The subject aircraft has an alternate landing gear system to deploy the
landing gear in the event of emergency or abnormal flight conditions.2 Id. To use the alternate
landing gear, the pilot must pull a red, T-shaped handle marked “PULL,” which is located under the
pilot’s yoke. Dkt. # 94-5, at 3. The AFM includes a checklist for using the alternate landing gear.
The pilot is required to place the main landing gear handle in the down position, pull the circuit
breaker, and pull the alternate landing gear handle. In the accident wreckage, it was found that the
main landing gear handle was in the up position and the circuit breaker had not been pulled. Dkt.
# 94-6, at 8; Dkt. # 94-33, at 26. The NTSB found that the alternate landing gear handle had been
pulled out about an inch and a half, but the handle needed to be pulled out four inches to lock the
landing gear into place. Dkt. # 94-33, at 25, 27. Beechcraft testing standards at the time of
production required that the maximum pull force necessary to use the alternate landing gear handle
be less than 60 pounds, and the subject aircraft met this standard with a pull force of 53.7 pounds.
Dkt. # 94-34, at 10; Dkt. # 94-35. On March 17, 2013, Caves lost electrical power after Davis shut
down the engines and electrical generators, and Caves attempted to lower the landing gear using the
alternate landing gear handle. However, Caves did not pull the handle out far enough and he
lowered only the nose landing gear. Caves became aware of this fact before the aircraft touched on
the runway, because ATC advised Caves that the main landing gear was not down and Caves pulled
up. Dkt. # 94-6, at 3. Caves made a second landing approach but he still had not deployed the main
landing gear of the aircraft. Id. Plaintiffs’ expert Sommer conducted testing on three exemplar
aircraft, and he reports that it took from 100 to 120 pounds of pull force to fully deploy the landing
The Court notes that the hydraulic landing gear system will function for a limited time if the
aircraft is powered by the main battery, but the parties dispute whether Caves moved the
battery switch into “STANDBY” position at some point before the crash. See Dkt. # 94-10,
at 8-9. Caves attempted to use the alternate landing gear mechanism, but it is possible that
he could have lowered the landing gear using the landing gear switch.
gear using the alternate landing gear handle. Dkt. # 57-6, at 31-32. Sommer’s report also states that
he was able to lock the landing gear on each exemplar aircraft using the alternate landing gear
Similar to plaintiffs’ argument concerning the loose screw, there is undisputed evidence that
the alleged manufacturing defect did not exist when the aircraft left the control of the manufacturer
and, thus, plaintiffs cannot proceed with their manufacturer’s products liability claim against
Beechcraft based on an alleged manufacturing defect in the landing gear. The aircraft was subjected
to testing by Beechcraft before it was sold and the pull force needed to pull the alternate landing gear
handle was measured, and the maximum pull force was 53.7 pounds. Dkt. # 94-35. This is well
within the maximum pull force of 60 contained in the manufacturer’s specifications. Although
plaintiffs cannot establish a manufacturing defect, the Court will consider whether the evidence
could support a manufacturer’s products liability claim against Beechcraft based on a design defect.
Plaintiffs argue that debris could have accumulated in the landing gear bay and this could have
added to the pull force needed to pull the alternate landing gear handle. Dkt. # 158, at 44. This
could be an argument that the aircraft was defectively designed if plaintiff can produce evidence
tending to show that the design of the landing gear bay was defective. Bloomfield opined in his
expert report that debris could have accumulated in the landing gear bay after the aircraft left the
manufacturer’s control, and the pull force needed to pull the alternate landing gear handle could
have increased over time due to the defective design of the landing gear bay. Dkt. # 52-6, at 49-50.
However, the Court excluded Bloomfield’s testimony as to debris in the landing gear bay because
Bloomfield had no experience with aircraft design and he did not examine the wreckage to
determine if there was actually debris in the landing gear bay. Dkt. # 207, at 14. Bloomfield’s
opinions will not be considered in ruling on defendants’ motion for summary judgment. Plaintiffs
have no other evidence tending to show that there actually was debris in the landing gear bay of the
subject aircraft or the exemplar aircraft. The Court does not find that the possibility that debris
could have accumulated in the landing gear bay tends to show that the alternate landing gear was
defectively designed, because plaintiffs have no evidence showing that this actually occurred or was
even likely to occur.
Plaintiffs argue that the alternate landing gear handle could have been designed in a manner
to inform the pilot how far to pull out the handle or that the AFM could have stated how far to pull
out the handle. This argument is supported by the opinions of Bloomfield and Sommer. Dkt. # 526, at 49; Dkt. # 158, at 35; Dkt. # 158-21, at 2-3. The Court found that neither Bloomfield nor
Sommer had the relevant experience in designing alternate landing gear or drafting a flight manual,
and their testimony on these issues was excluded. Dkt. # 207, at 14-15, 21. Even if plaintiffs had
admissible expert testimony, plaintiffs’ argument that a pilot could not have known if the alternate
landing gear handle had been pulled out far enough to lock the landing gear into place could be
relevant in some cases, but it does not support an argument that subject aircraft was defective in this
case. The evidence is undisputed that Caves was advised by ATC on his initial landing attempt that
the aircraft’s nose landing gear was down but his main landing gear had not deployed. Dkt. # 94-6,
at 3. Caves aborted the landing attempt and pulled up, and he made a second landing attempt due
to the fact that his main landing gear was not down. The landing gear was in the same position
during the second landing attempt. Plaintiffs argue that this supports an inference that Caves
believed the landing gear was fully locked before his second landing attempt, because they claim
that he would not have attempted to land without believing that the landing gear were down. Dkt.
# 158, at 35. There is no evidence to support the inference suggested by plaintiffs, and they would
simply be asking a jury to speculate that Caves had such a belief. Plaintiffs have the burden of proof
to establish causation, and they must have at least some evidence tending to show that there is a
dispute as to whether Caves made another attempt to pull out the alternate landing gear handle
before his second landing attempt. It is just as likely that Caves did nothing with the alternate
landing gear handle before his second landing attempt, and a jury would not be permitted to
speculate as to what actions Caves took.3 Plaintiffs’ argument that a pilot would not have known the
landing gear were down is irrelevant, because the evidence shows that Caves had actual knowledge
of this fact and there is no evidence tending to support an inference that Caves took any action to
remedy the problem.
Plaintiffs have alleged negligence claims against Beechcraft and HBGCS, and they argue that
defendants were negligent in manufacturing an aircraft that required an excessive pull force to
deploy the landing gear using the alternate landing gear handle. Dkt. # 158, at 32-33, 44. This
argument is based on testing of exemplar aircraft. The Maintenance Manual states that the
maximum pull force needed to pull the alternate landing gear handle for an aircraft in use should not
exceed 64 pounds. Dkt. # 94-21. Plaintiffs argue that testing of exemplar aircraft showed that
anywhere from 100 to 120 pounds of pull force was necessary to pull the alternate landing gear
handle and lock the landing gear into place, and the Court has not excluded expert opinions
concerning the testing. Dkt. # 207, at 22-23. However, the mere fact that the pull force in plaintiffs’
The fact that Caves attempted to land after aborting his first landing attempt by itself does
not show that Caves believed the landing gear were locked into place. Due to his and Davis’
actions, the aircraft was operating with few electronics and only one engine, and he had little
choice but to attempt to land a second time.
experts’ test results exceeded 64 pounds does not by itself show that the aircraft was defective or
that excessive pull force caused the landing gear not to deploy. Bloomfield and Sommer opine the
pull force required to pull the alternate landing gear handle is excessive because the pull force found
in their testing exceeds the manufacturer’s recommendations. Dkt. # 52-6, at 46; Dkt. # 117-9.
Plaintiffs have offered no evidence comparing the maximum pull force stated in the maintenance
manual for the Premier 390 to other types of aircraft, nor have plaintiffs provided a frame of
reference for how difficult it is use the alternate landing gear handle if the pull force exceeds 64
pounds. It is undisputed that plaintiffs’ experts were able to pull out the alternate landing gear
handle and lock the landing gear into place on each exemplar aircraft and that Beechcraft had
received no complaints or reports of problems using the alternate landing gear. The Court also
notes that there is no evidence that Caves received any training concerning the use of the alternate
landing gear. Sommer opines that pilots are trained in simulators, and the resistance in pulling the
alternate landing gear handle in a simulator is less than for a real aircraft. Dkt. # 117-9, at 29.
Caves was not trained in a simulator and he conducted all of his training in his own aircraft, and it
is undisputed that he would not have attempted to pull out the alternate landing gear handle as part
of his training. Dkt. # 71, at 6-7 (plaintiffs’ motion in limine to preclude arguments concerning the
method of Caves’ training). In other words, Caves did not practice using the alternate landing gear,
even in a simulator, as part of his pilot training. The Court finds that plaintiffs’ evidence concerning
the pull force needed to use the alternate landing gear does not independently give rise to genuine
dispute that the allegedly excessive pull force caused the accident.
The Court finds that plaintiffs have not met their burden to produce evidence showing that
there is a genuine dispute that the alternate landing gear mechanism was defective due to a
manufacturing or design defect. The alternate landing gear handle was tested before the aircraft left
Beechcraft’s control and the pull force was found to meet the manufacturer’s specifications.
Plaintiffs have no admissible evidence establishing that the alternate landing gear was defectively
designed. Plaintiffs have offered evidence that the pull force needed to deploy the alternate landing
gear in exemplar aircraft may have exceeded the manufacturer’s specifications but, by itself, this
does not show the alternate landing gear mechanism is defective. In addition, the evidence does not
show that any problem with the manufacture or design of the alternate landing gear mechanism was
the proximate cause of the accident. Defendants’ motion for summary judgment should be granted
as to plaintiffs’ manufacturer’s liability and negligence claims concerning the manufacture and
design of the alternate landing gear mechanism.
Plaintiffs argue that the procedure in the AFM for restarting the electrical generators is
incorrect, and Caves could not have restarted the electrical generators using that procedure. Dkt.
# 158, at 46. Plaintiffs rely on the expert opinions of Haider to support their argument that Caves
should have followed the Air Start checklist to restart the electrical generators, but they claim there
is evidence of testing from an exemplar aircraft that this procedure would not have worked. Id. at
After Davis shut off both engines and electrical generators, Caves was able to restart the left
engine but he could not restart either electrical generator, and plaintiffs claim that Caves was unable
to restart an electrical generator due to defective instructions in the AFM.4 Plaintiffs argue that
It is undisputed that Caves was able to restart an engine, and plaintiffs’ claim concerning
defects in the AFM concern only the instructions for restarting an electrical generator.
Caves needed to follow the Air Start checklist to restart the generators, because there was not time
to follow any other procedure. Dkt. # 158, at 36. This claim is based on the expert opinions of
Haider. Haider has submitted an affidavit stating that the correct checklist was the Air Start
checklist, and he disagrees with defendants’ expert, Robert Gibson, that the dual engine shutdown
checklist should have been followed.5 Dkt. # 94-11, at 14; Dkt. # 118-3, at 2. However, Haider
claims that the Air Start checklist was defective and that Caves could not have restarted a generator
by following the Air Start checklist. Dkt. # 118-3, at 2. Haider states that the Air Start checklist
directs the pilot to cycle the generator switch from “RESET” to “ON,” but that testing has shown
that it is necessary to cycle the generator switch “OFF/ON/RESET/ON.” Dkt. # 118-3, at 2. Haider
testified in his deposition that there were instances when he had flown a Premier 390 aircraft and
moving the generator switch from “RESET” to “ON” did not restart the generator. Dkt. # 149-2,
at 3. Haider was always able to restart the generator by cycling the generator switch. Id. During
testing of an exemplar aircraft by defendants, there was one instance in which a generator did not
restart when the generator switch was moved from “RESET” to “ON,” and the generator started after
it was moved “OFF/RESET/ON.” Dkt. # 93-5. Gibson prepared an expert report in which he
opined that Caves “failed to perform the POST START procedure of the AIR START procedure
which would have reset the generator of the operating engine and would have restored normal
electrical power to the aircraft.” Dkt. # 44-8, at 9. The Post Start checklist is used after a pilot has
successfully restarted an engine and Gibson states that the Post Start checklist would have restarted
the generator for the operating engine. Id. at 6. Defendants also point out that various checklists
Gibson’s report does not actually reference the dual engine shutdown checklist, and he
opines that Caves did not follow the Abnormal Air Start procedure. Dkt. # 44-8, at 4.
for abnormal occurrences such as generator and/or engine failure require that the generator switch
be placed in the “OFF” position before performing the “RESET/ON” toggle to restart the generator,
and Caves would have necessarily had to move the generator switch to the “OFF” position. Dkt.
# 94-10, at 5-7.
Plaintiffs’ argument concerning alleged deficiencies with the instructions in the AFM for
restarting an electrical generator is based primarily on Haider’s expert opinions, but Haider’s
proposed expert testimony has been excluded in its entirety. The Court will evaluate the remaining
evidence to determine whether there is a genuine dispute of material fact that a defect in the
instructions in the AFM for restarting a generator could have been the proximate cause of the
accident. There is evidence that simply moving the generator switch from “RESET” to “ON” will
not always be sufficient to restart an electrical generator. Dkt. # 93-5. However, this does not
automatically mean that all Premier 390 aircraft are defective, and plaintiffs have provided no
evidence supporting an inference that this is a fleet-wide problem. Gibson opines that the Air Start
checklist challenged by plaintiffs was correct and, based on his experience, moving the generator
switch from “RESET” to “ON” would have restarted a generator after Caves restarted an engine.
Dkt. # 44-8, at 5-6; Dkt. # 149-2, at 2. Plaintiffs conducted testing on at least three exemplar aircraft
as to the alternate landing gear and they could have tested the procedure for restarting an electrical
generator following the shutdown of an engine, but they have not offered any evidence they
performed any testing as to the procedure for restarting a generator. Without Haider’s expert
opinions, plaintiffs do not have any evidence that the AFM instructions for restarting a generator
were defective on a fleet-wide basis. In other words, the Court does not need to reach the parties’
dispute concerning which checklist Caves should have followed, because plaintiffs have not met
their burden to come forward with any admissible evidence that the Air Start checklist in the AFM
contained incorrect instructions for restarting an electrical generator following the shutdown of the
engines during a flight. This alone is a sufficient basis to grant defendants’ motion for summary
judgment as to plaintiffs’ manufacturer’s products liability and negligence claims fail on this basis
Even if the Court were to consider the parties’ dispute concerning the applicable checklist,
the Court would not find that there is a genuine dispute as to a material fact regarding which
checklist Caves should have followed. Haider’s opinions have been excluded and the primary
evidence remaining is Gibson’s expert report, in which he opines that Caves failed to perform a
necessary step of Post Start portion of the Abnormal Air Start checklist. Gibson states that Caves
should have followed the Post Start portion of the Abnormal Air Start procedure after restarting one
engine, and he opines that correctly following this procedure would have restarted an electrical
generator. Dkt. # 44-8, at 6, 9. After carefully reviewing the parties’ arguments, it appears that the
parties’ dispute is more about whether Caves correctly followed the procedures for restarting a
generator under the Air Start or Abnormal Air Start checklists, rather than a dispute over which was
the correct checklist. The checklists cited by the parties require that the pilot move the generator
switch from “RESET” to “ON,” and Gibson opines that Caves must not have performed this step
or a generator would have been restarted. Id. at 5-6 (Gibson’s report setting out the checklist
procedures); Dkt. # 94-10, at 14 (procedure cited by plaintiffs). Plaintiffs claim that this procedure
would not have successfully restarted a generator, but the Court has already concluded that plaintiffs
have not produced admissible evidence in support of this theory. Defendants have produced
admissible expert testimony that Caves did not correctly follow the checklist procedures to restart
an electrical generator, and Gibson’s opinions are not called into question by the video evidence
cited by plaintiff. The Court finds that the parties’ dispute over which checklist Caves should have
followed is a collateral issue that does not need to be resolved, because there is undisputed evidence
in the form of Gibson’s expert opinions that Caves did not actually move the generator switch from
“RESET” to “ON” as required by the checklists cited by both parties.
Plaintiffs have not shown
that the aircraft was defective due to flawed instructions in the AFM for restarting a generator, and
they cannot prevail on a manufacturer’s products liability claim against Beechcraft. This also means
that plaintiffs cannot rely on this alleged defect to show that Beechcraft or HBCGS were negligent,
because they cannot establish that erroneous instructions in the AFM were the proximate cause of
plaintiffs’ injuries. Plaintiffs have no remaining theories of product defect or negligence against
defendants, and the Court finds that defendants’ motion for summary judgment should be granted
in its entirety.
IT IS THEREFORE ORDERED that Defendants’ Motion for Summary Judgment and
Supporting Memorandum (Dkt. # 94) is granted. A separate judgment is entered herewith.
IT IS FURTHER ORDERED that Defendants’ Motion for Determination of Law (Dkt.
# 89) is denied.
DATED this 29th day of March, 2017.
Disclaimer: Justia Dockets & Filings provides public litigation records from the federal appellate and district courts. These filings and docket sheets should not be considered findings of fact or liability, nor do they necessarily reflect the view of Justia.
Why Is My Information Online? | aerospace |
https://iflycoast.com/rotor-transition-program/ | 2024-04-17T15:52:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817158.8/warc/CC-MAIN-20240417142102-20240417172102-00120.warc.gz | 0.944174 | 771 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__157762699 | en | Our unique Rotor Transition Program (RTP) is now sponsored by our Airlines partners. This means they will finance your training, and you’ll be a career airline pilot the day after your End of Active Service (EAS) date. We can get military helicopter pilots started with training up to six months before EAS
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http://www.rhodos-air.gr/en/fasrhodosair/category/153/socata_tb10 | 2014-04-21T14:41:24 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609540626.47/warc/CC-MAIN-20140416005220-00492-ip-10-147-4-33.ec2.internal.warc.gz | 0.832243 | 157 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__106160012 | en | Socata TB 10
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Range: 1.075 km 597 NM 687 sm. | aerospace |
https://aeromorning.com/en/embraer-reaches-2017-delivery-outlook/ | 2022-08-17T00:31:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572833.78/warc/CC-MAIN-20220817001643-20220817031643-00402.warc.gz | 0.946893 | 759 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__60876970 | en | São José dos Campos – SP – Brazil, January 16, 2018 – Embraer (NYSE: ERJ; B3: BOVESPA: EMBR3) delivered a total of 210 jets in 2017, of which 101 were commercial aircraft and 109 were executive jets (72 light and 37 large). The deliveries were within the outlook ranges for the year of 97 to 102 commercial jets, 70 to 80 light business jets and 35 to 45 large business jets. In the last quarter of 2017, Embraer delivered 23 commercial jets and 50 executive jets (32 light and 18 large). As of December 31, the firm order backlog totaled USD 18.3 billion.
Embraer Commercial Aviation reached the mark of 1,400 E-Jets delivered. The commemorative aircraft was received by American Airlines, which in the quarter also signed a firm order for 10 additional E175 jets. During the last quarter, Embraer also received firm orders for more 15 E175 from an undisclosed customer and an order from Belavia, Belarusian Airlines, the national carrier of Belarus, for one additional current generation E195.
Embraer Executive Jets unveiled the Phenom 300E at the NBAA-BACE (National Business Aviation Association’s Business Aviation Conference and Exhibition) held in Las Vegas, United States. The Company’s new version of the best-selling executive jet brings a new interior and entertainment system as well as cabin management novelties. Embraer also presented innovations for the Legacy 450 and Legacy 500 jets, including preparation for the Future Air Navigation System (FANS) and new connectivity and seating options.
Embraer Defense & Security announced that the new Embraer KC-390 military transport and aerial refueling jet completed a major milestone with the attainment of the Initial Operational Capability (IOC) demonstrated to the Brazilian Air Force (FAB). The aircraft also conducted a series of flight tests in the United States as part of its certification campaign. During this period, the Defense & Security division signed contracts for the sale of 18 A-29 Super Tucano aircraft, six of them for the United States Air Force (to be used in the A-29 program in Afghanistan), six aircraft for the Philippine Air Force and another six for an undisclosed customer.
In Services & Support, Embraer extended its Flight Hour Pool Program agreement with Russia’s Saratov Airlines and with Austral Líneas Aéreas, the domestic airline of Aerolíneas Argentinas, to continue providing repairable component support for their E-Jets fleet. Another announcement was the establishment of a training center in Johannesburg, South Africa, the first facility of its kind in Africa to provide this range of training at a single location for qualified pilots, maintenance technicians, and cabin crew. December was also marked by the launch of the TechCare platform, designed to encompass a portfolio of innovative and competitive solutions, focused on improving operational efficiency, extending aircraft life and maximizing fleet potential.
Follow us on Twitter: @Embraer
Embraer is a global company headquartered in Brazil with businesses in commercial and executive aviation, defense & security. The company designs, develops, manufactures and markets aircraft and systems, providing customer support and services.
Since it was founded in 1969, Embraer has delivered more than 8,000 aircraft. About every 10 seconds an aircraft manufactured by Embraer takes off somewhere in the world, transporting over 145 million passengers a year.
Embraer is the leading manufacturer of commercial jets up to 150 seats. The company maintains industrial units, offices, service and parts distribution centers, among other activities, across the Americas, Africa, Asia and Europe. | aerospace |
https://www.cph.dk/en/cph-business/aviation/copenhagen-connections/V7_welcome_CPH | 2023-05-30T04:23:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224645089.3/warc/CC-MAIN-20230530032334-20230530062334-00372.warc.gz | 0.931363 | 164 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__251457963 | en | Welcome to Volotea at Copenhagen Airport
PHOTO BY: MICHAEL KIDMOSE
Welcome to Volotea in Copenhagen Airport
On March 30th 2023, flight V7 2224 from Marseille arrived for the first time at CPH. This flight marked the debut of Volotea at Copenhagen Airport, and we are thrilled to see Volotea here in CPH. The day after Volotea started operating its first flight from Nantes to Copenhagen.
Nantes and Marseille served twice weekly
The two new routes are each served twice weekly with Volotea's Airbus A320 family aircraft. We congratulate Volotea on its first flight to CPH, and we look forward to working together making the routes successful. | aerospace |
http://www.sdl.usu.edu/media-events/news/press/2003/oct14-fpmu-complete | 2021-01-28T16:35:43 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704847953.98/warc/CC-MAIN-20210128134124-20210128164124-00610.warc.gz | 0.930352 | 746 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__109036522 | en | The Space Dynamics Laboratory Completes Floating Potential Measurement Unit
October 14, 2003
LOGAN –– Utah State University’s Space Dynamics Laboratory Floating Potential Measurement Unit (FPMU), designed to monitor safety when astronauts are outside of the International Space Station (ISS), was completed and accepted by NASA on Friday, Oct. 10, 2003.
“The FPMU is designed to enhance crew safety with regard to a plasma arcing hazard,” said Marybeth Edeen, Flight Projects Office deputy manager at NASA’s Johnson Space Center (JSC). “That is a catastrophic hazard to the crew.”
Because FPMU is so critical to crew safety, Edeen worked with the crew and NASA’s Public Affairs Office to get the crew’s special Silver Snoopy logo attached to the FPMU. Edeen said the Silver Snoopy is the crew’s special award and is presented only when a person has done something to markedly improve crew safety.
“While the award is given only to people, because of the resemblance of the FPMU’s electronics box to a dog house and the critical safety function the hardware will provide, it seemed appropriate to affix the Silver Snoopy logo to the FPMU to indicate how important this hardware is to enhancing crew safety,” Edeen said.
FMPU is composed of four sensors that will monitor the electrostatic charging of the ISS as well as the surrounding ionospheric plasma density and temperature. This instrument is vital to ensure the safety of the astronauts during their space walks, known as Extra Vehicular Activity (EVA).
“A similar situation is created when a person walks across a carpet, building up a static electrical charge,” said Charles Swensen, Ph.D., principal investigator for FPMU and USU professor. “When the person touches an object that is at a different charge, such as a doorknob, there will be a discharge – shocking him or her.”
In much the same way, astronauts charge to a potential different from the Space Station as they perform their EVA. This creates a voltage difference between them and the Station. If the differential charging becomes severe enough, it may discharge, upsetting spacecraft electronics, damaging surface coatings, burning holes in thermal blanketing or causing failure of an astronaut’s space suit or even the death of an astronaut.
Within two years, SDL developed, built, integrated, tested and delivered four FPMU units and a ground station. One unit has already been delivered to NASA; the last three flight-ready FPMUs and the ground station will be delivered to NASA this month. One of the instruments is scheduled to launch on the second Space Shuttle once NASA resumes shuttle missions.
“The FPMU team has learned some hard lessons about communication, expectations and the politics of our business,” said Ames. “Because of this newfound understanding about quality assurance, configuration management and document control, we have positioned ourselves for future NASA work, specifically work associated with ISS safety and crew health instrumentation.”
JSC awarded SDL a $2.5 million contract in 2001 to build FPMU for the ISS. The SDL team included scientists from Utah State, engineers, technicians, designers, contamination control scientists, quality assurance personnel, technical writers, a program coordinator and management.
“Our congratulations to the FPMU crew for their dedication to get this job done right according to the customer demands,” said Ames. “We will look back on FPMU as a valuable learning experience.” | aerospace |
https://www.cardinalaviation.ca/podcast/cardinal-aviation-audio-briefings-episode-22-readbacks-ifrvfr-why-when-how | 2023-03-28T02:18:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948756.99/warc/CC-MAIN-20230328011555-20230328041555-00030.warc.gz | 0.89431 | 218 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__257600519 | en | Cardinal Aviation Founder: Ryan Van Haren
Airline Transport Pilot, Air Traffic Controller, Coach, Consultant, Community Advocate.
Whether you fly VFR or IFR, if you fly in controlled airspace readbacks will at some point need to become part of your repertoire. Readback expectations may vary from place to place but the principles remain the same. In this episode, we discuss How to give a full readback, when to give a readback and why readbacks are an important part of pilot controller communications.
Nav Canada VFR Phraseology Guide Link
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The Cardinal Aviation Blog is a compilation of stories, tips, tricks and experiences from our Clients and Coaches. Some entries have a valuable learning lesson in them and some are to share some of what we are fortunate enough to experience when we fly.
All ATC Tips Audio Briefings General Commentary IFR Tips Interesting Finds Podcast Related Content Text | aerospace |
http://www.zdnet.com/bezos-project-finds-space-treasure-at-the-bottom-of-the-sea_p2-7000012945/ | 2013-12-10T11:39:14 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164017049/warc/CC-MAIN-20131204133337-00011-ip-10-33-133-15.ec2.internal.warc.gz | 0.945859 | 99 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__32828814 | en | 2 of 17Image
(Image: Bezos Expeditions)
Here's the nozzle from one of the engines sitting on the ocean floor.
For each flight, five Saturn V F-1 engines had only about two-and-a-half minutes to lift the rocket 36 miles above the Earth, and reach a speed of 6,000mph. After the liquid oxygen and kerosene fuel mixture was spent, the engines fell back into the ocean at about 5,000mph. | aerospace |
https://topnews.in/usa/news/space | 2020-10-25T17:15:20 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107889574.66/warc/CC-MAIN-20201025154704-20201025184704-00714.warc.gz | 0.970131 | 152 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__60346001 | en | Washington, March 1 : US space agency NASA announced that it is planning to build a supersonic passenger jet which will be as quiet and efficient as possible, the media reported on Tuesday.
NASA Administrator Charles Bolden on Monday said that it has awarded a first contract, worth $20 million, to the US company Lockheed Martin to develop a preliminary design of an aircraft which surpasses the speed of sound, EFE news reported.
Despite using a jet engine, which traditionally causes loud noise, the sound levels produced by the new aircraft would be minimal.
The new design would also meet the requirements for reduction of pollution as it would optimize fuel consumption.
"NASA is working hard to make flight greener, safer and quieter," said Bolden. | aerospace |
https://www.encyclopediabritannia.org/wiki/Maritime_patrol_aircraft | 2023-03-28T05:55:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948765.13/warc/CC-MAIN-20230328042424-20230328072424-00671.warc.gz | 0.963519 | 2,311 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__15286374 | en | Maritime patrol aircraft
This article relies largely or entirely on a single source. (January 2014)
This article needs additional citations for verification. (September 2007)
A maritime patrol aircraft (MPA), also known as a patrol aircraft, maritime reconnaissance aircraft, or by the older American term patrol bomber, is a fixed-wing aircraft designed to operate for long durations over water in maritime patrol roles — in particular anti-submarine warfare (ASW), anti-ship warfare (AShW), and search and rescue (SAR).
World War I
The first aircraft that would now be identified as maritime patrol aircraft were flown by the Royal Naval Air Service and the French Aéronautique Maritime during World War I, primarily on anti-submarine patrols. France, Italy and Austria-Hungary used large numbers of smaller patrol aircraft for the Mediterranean, Adriatic and other coastal areas while the Germans and British fought over the North Sea. At first, blimps and zeppelins were the only aircraft capable of staying aloft for the longer 10 hour patrols whilst carrying a useful payload while shorter-range patrols were mounted with landplanes such as the Sopwith 1½ Strutter. A number of specialized patrol balloons were built, particularly by the British, including the SS class airship of which 158 were built including subtypes. Later in the war, aircraft were also developed specifically for the role including small flying boats such as the FBA Type C as well as large floatplanes such as the Short 184 or flying boats such as the Felixstowe F.3. Developments of the Felixstowe served with the Royal Air Force until the mid 20s, and with the US Navy as the Curtiss F5L and Naval Aircraft Factory PN whose developments saw service until 1938. During the war, Dornier did considerable pioneering work in all aluminium aircraft structures while working for Zeppelin and built four large patrol flying boats, the last of which, the Zeppelin-Lindau Rs.IV influenced development elsewhere resulting in the replacement of wooden hulls with metal ones, such as on the Short Singapore. The success of long range patrol aircraft led to the development of fighters specifically designed to intercept them, such as the Hansa-Brandenburg W.29.
World War II
Many of the World War II patrol airplanes were converted from either bombers or airliners such as the Lockheed Hudson which started out as the Lockheed Model 14 Super Electra, as well as older biplane designs such as the Supermarine Stranraer which had begun to be replaced by monoplanes just before the outbreak of war. The British in particular used obsolete bombers to supplement purpose-built aircraft for maritime patrol, such as the Vickers Wellington and Armstrong-Whitworth Whitley while the US relegated the Douglas B-18 Bolo to the same role until better aircraft became available. Blimps were widely used by the U.S. Navy, especially in the warmer and calmer latitudes of the Caribbean Sea, the Bahamas, Bermuda, the Gulf of Mexico, Puerto Rico, Trinidad, and later the Azores.
Special-purpose aircraft were also used, including the American-made twin-engine Consolidated PBY Catalina flying boats, and the large, four-engine British Short Sunderland flying boats of the Allies. In the Pacific, the Catalina was gradually superseded by the longer-ranged Martin PBM Mariner flying boat. For the Axis Powers, there were the long-range Japanese Kawanishi H6K and Kawanishi H8K flying boats, and the German Blohm & Voss BV 138 trimotor flying boat as well as the Focke-Wulf Fw 200 Condor landplane.
To finally close the Mid-Atlantic gap, or "Black Gap", the British Royal Air Force, the Royal Canadian Air Force, and the U.S. Army Air Forces employed the very long range American Consolidated B-24 Liberator bomber which also saw service in the Pacific as the PB4Y with the U.S. Navy.
New developments in airborne radar and sonobuoys enhanced the ability of aircraft to find and destroy submarines, especially at night and in poor weather, while the need for effective camouflage came under fresh review, with the widespread adoption of white paint schemes in the Atlantic to reduce the warning available to surfaced U-boats, while US Navy aircraft transitioned from an upper light blue-gray and lower white to an all-over dark blue due to the increasing threat of Japanese forces at night-time.
Post–World War II
In the decades following World War II, the patrol duties were partially taken over by aircraft derived from civilian airliners. These had range and performance factors better than most of the wartime bombers. The latest jet-powered bombers of the 1950s did not have the endurance needed for long, overwater patrolling, and they did not have the low loitering speeds necessary for antisubmarine operations.
The RAF also flew a derivative of the Avro Lancaster bomber – the Avro Shackleton – , and then eventually replaced it with the Hawker Siddeley Nimrod, a derivation of the De Havilland Comet airliner.
The U.S. Navy flew a mixture of patrol planes such as the Lockheed P2V Neptune (P2V) and the carrier-based Grumman S-2 Tracker. The P2V was replaced by the Lockheed P-3 Orion, which is still in service after many decades. The P-3 is derived from the 1950s Lockheed Electra airliner with four turboprop engines. Produced in United States, Japan and Canada, the P-3 has been operated by the air forces and navies of United States, Japan, Canada, Australia, Brazil, Germany, the Netherlands, New Zealand, Norway, Spain, and Taiwan. The Canadian version is called the CP-140 Aurora.
At first, the Royal Australian Air Force and the Royal Australian Navy had to make do with a stretched-fuselage modification of the Avro Lincoln bomber, before replacing those with the P2V and then the P-3C, still in service.
In addition to their ASW and SAR capabilities, most P-3Cs have been modified to carry Harpoon and Maverick missiles for attacking surface ships. American P-3s were formerly armed with the Lulu nuclear depth charge for ASW, but those were removed from the arsenal and scrapped decades ago.
The Soviet Union developed the Ilyushin Il-38 from a civilian airliner. Similarly, the Royal Canadian Air Force derived the Canadair CP-107 Argus from a British airliner. The Argus was superseded by the CP-140 Aurora, derived from the Lockheed Electra.
The French Navy developed the Breguet Atlantic following a Request for Proposal (RFP) from the North Atlantic Treaty Organization (NATO). Some of these were also produced for some other NATO members that were not flying the P-3 or the CP-140.
Japan developed a purpose-designed aircraft as well, the Shin Meiwa PS-1 flying boat.
The main threat to NATO maritime supremacy throughout the 1960s, 1970s, and the 1980s was Soviet Navy and Warsaw Pact submarines. These were countered by the NATO fleets, the NATO patrol planes mentioned above, and by sophisticated underwater listening systems. These span the so-called "GIUK Gap" of the North Atlantic that extends from Greenland to Iceland, to the Faroe Islands, to Scotland in the United Kingdom. Air bases for NATO patrol planes have also been located in these areas: U.S. Navy and Canadian aircraft based in Greenland, Iceland, and Newfoundland; British aircraft based in Scotland and Northern Ireland; and Norwegian, Dutch, and German aircraft based in their home countries.
Since the end of the Cold War the threat of a large-scale submarine attack is a remote one, and many of the air forces and navies have been downsizing their fleets of patrol planes. Those still in service are still used for search-and-rescue, counter-smuggling, antipiracy, antipoaching of marine life, the enforcement of the exclusive economic zones, and enforcement of the laws of the seas.
Armament and countermeasures
The earliest patrol aircraft carried bombs and machine guns. Between the wars the British experimented with equipping their patrol aircraft with the COW 37 mm gun. During World War II, depth charges that could be set to detonate at specific depths, and later when in proximity with large metal objects replaced "anti-submarine" bombs that detonated on contact.
Patrol aircraft also carried defensive armament which was necessary when patrolling areas close to enemy territory such as Allied operations in the Bay of Biscay targeting U-boats starting out from their base.
As a result of Allied successes with patrol aircraft against U-boats, the Germans introduced U-flak (submarines equipped with more antiaircraft weaponry) to escort U-boats out of base and encouraged commanders to remain on the surface and fire back at attacking craft rather than trying to escape by diving. The advantage was short lived as the submarine was defenceless if it tried to dive for long enough for the aircraft to make its attack, effectively preventing it from diving until a surface ship could arrive to destroy it. Equipping submarines with radar-warning devices and the snorkel made them harder to find.
To counter the German long-range patrol aircraft that targeted merchant convoys, the Royal Navy introduced the "CAM ship", which was a merchant vessel equipped with a lone fighter plane which could be launched once to engage the enemy planes.
Then the small escort carriers of WW II became available to cover the deep oceans, and the land air bases in the Azores became available in mid-1943 from Portugal.
Maritime patrol aircraft are typically fitted with a wide range of sensors:
- Radar to detect surface shipping movements. Radar can also detect a submarine snorkel or periscope, and the wake it creates.
- Magnetic anomaly detector (MAD) to detect the iron in a submarine's hull. The MAD sensor is typically mounted on an extension from the tail or is trailed behind the aircraft on a cable to minimize interference from the metal in the rest of the aircraft;
- Sonobuoys - self-contained sonar transmitter/receivers dropped into the water to transmit data back to the aircraft for analysis;
- ELINT sensors to monitor communications and radar emissions;
- Infrared cameras (sometimes referred to as FLIR for forward looking infrared) for detecting exhaust streams and other sources of heat and are useful in monitoring shipping movements and fishing activity.
- Visual inspection using the aircrew's eyes, in some cases aided by searchlights or flares.
A modern military maritime patrol aircraft typically carries a dozen or so crew members, including relief flight crews, to effectively operate the equipment for 12 hours or more at a time.
- ↑ Global Security.com - ASW Sensors accessdate:March 2014
- ↑ The Canadair Argus had an official endurance of 26½ hours, and set an unrefuelled record of 32 hours 45 minutes aloft. | aerospace |
http://www.newstribune.com/news/2012/jan/19/ntsb-controller-nearly-caused-midair-collision/ | 2016-05-02T04:02:07 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860122420.60/warc/CC-MAIN-20160428161522-00066-ip-10-239-7-51.ec2.internal.warc.gz | 0.96252 | 483 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__19362479 | en | NTSB: Controller nearly caused midair collision
Thursday, January 19, 2012
WASHINGTON (AP) — An air traffic controller with a history of disciplinary problems nearly caused a midair collision between a regional airliner and a small plane last year, the National Transportation Safety Board said Wednesday.
A regional jet operated by ExpressJet for Continental-United Airlines and a single-engine Cessna came within 300 feet of colliding after they were cleared to take off on intersecting runways at Gulfport-Biloxi International Airport in Mississippi on June 19, according to NTSB officials and documents released by the board.
There were 53 passengers and crew aboard the regional jet, an Embraer ER145. A student pilot, accompanied by a flight instructor, was flying the Cessna 172.
Airport tower controller Robert Beck first cleared the Cessna to take off on runway 18, according to the documents. About 16 seconds later, Beck cleared the regional jet, Flight 2555, to take off on runway 14, which crosses runway 18. No warning was issued to either pilot about the other plane.
Both planes were at the same altitude, about 300 feet above the airport, when they passed within 300 feet laterally of each other. As the planes passed, the ExpressJet captain exclaimed to his co-pilot: “Wow, that was close.” One air traffic manager told investigators, “It was a miracle that no one died,” according to an NTSB summary of investigators’ interviews.
The airliner was bound for Houston Bush Intercontinental Airport, where it landed uneventfully.
Afterward, air traffic officials told investigators Beck had “a history of professional deficiencies that included taking shortcuts with phraseology and not complying with standard checklist procedures,” the documents said.
Beck, a controller for 23 years, also had been suspended several times within the last five years for tardiness, absenteeism and failure to report an arrest for driving under the influence. Beck also had been removed from duties training less experienced controllers after a trainee complained that “Mr. Beck was in the back of the room with his feet up and eyes closed” while conducting training sessions, the documents said.
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https://onecanhappen.com/2019/10/30/why-keith-greens-airplane-crashed-in-1982-keith-was-only-age-28-born-1953/ | 2023-10-01T18:34:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510924.74/warc/CC-MAIN-20231001173415-20231001203415-00037.warc.gz | 0.978097 | 807 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__305809606 | en | The former military pilot, who shouldn’t have been certified for this Cessna, allowed the plane to be overloaded by 445 pounds, and the center of gravity was 4 inches beyond maximum aft limit.
Death in plane crash
Along with eleven others, Green died on July 28, 1982, when the Robertson STOL-modified Cessna 414 leased by Last Days Ministries crashed after takeoff from the private airstrip located on the LDM property. The small two-engine plane was carrying eleven passengers and the pilot [in 8 seats – ed.], Don Burmeister, for an aerial tour of the LDM property and the surrounding area. Green and two of his children, three-year-old Josiah and two-year-old Bethany, were on board the plane, along with visiting church planters, John and Dede Smalley and their six children. Green’s wife Melody was at home with one-year-old Rebekah and six weeks pregnant with their fourth child, Rachel, born in March 1983.
The National Transportation Safety Board (NTSB) determined that the crash was caused by the pilot in command (PIC) allowing the aircraft to be loaded beyond its operating limitations. The required pre-flight weight and balance computations responsibility of civilian pilots would have shown it was dangerously overloaded and also outside its weight and balance operating envelope. This responsibility with military pilots is the responsibility of the military loadmaster, and thus he may have, by force of habit, overlooked this responsibility. Don Alan Burmeister was a former United States Marine Corps aviator, but FAA records show he had very limited experience / training in flying conventional (vs. centerline thrust) twin engine aircraft. Records show it was only a short time prior to the accident (6/9/82) that he completed a check-ride to remove the “centerline thrust” restriction from his pilot’s certificate. This check-ride should have fully evaluated his ability to fly a conventional multi-engine aircraft throughout its designed range of operations, but the flight examiner was decertified the next month (7/10/82) by the FAA due to a “history of incomplete or substandard check-rides”. Additionally, the insurance carrier (Ideal Mutual Insurance Co.) required Burmeister to log 1,045 hrs of flying time, attend a Cessna ground and flight training course, as well as log 15 hours in a Cessna 414 (C-414) prior to acting as the PIC of the leased aircraft. The NTSB record shows he failed to accomplish all of these requirements. With pilot and eleven passengers, the aircraft was overloaded by an estimated 445 pounds (202 kg), and the location of the center of gravity was found to be 4.26 inches (108 mm) beyond the maximum aft limit. Combined with an air temperature of 90 °F (32 °C), creating a condition known as “hot and high” (high density altitude, producing a lower climb rate on takeoff and greater danger of stalling), the C-414 could do little but struggle into the air within ground effect, and once airborne was left virtually uncontrollable. These factors prevented the aircraft from ever attaining sufficient altitude, and it crashed into trees less than a mile from the airport.
Keith Gordon Green, Josiah David Green (September 18, 1978 – July 28, 1982), and Bethany Grace Green (February 5, 1980 – July 28, 1982) are interred in the same coffin at Garden Valley Cemetery behind the Garden Valley Baptist Church, less than a half-mile from the LDM property. He was survived by his wife and two daughters, Rebekah Joy Green (b. 1981) and Rachel Hope Green (b. March 1983, eight months after Green’s death). | aerospace |
https://treasurecoastribswingsfest.com/qa/what-is-private-carriage.html | 2021-07-25T23:12:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151866.98/warc/CC-MAIN-20210725205752-20210725235752-00085.warc.gz | 0.929736 | 1,622 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__276501210 | en | - Can a commercial pilot do common carriage?
- What is non common carriage?
- Is private carriage legal?
- What is common carriage law?
- What are VFR weather minimums?
- What is a Part 91 pilot?
- How can I get basic medicine?
- What are the three elements of common carriage?
- What does common carriage mean in aviation?
- What is a Part 121 pilot?
- What far do Airlines operate under?
- Can commercial pilots do private carriage?
- What is the difference between Part 121 and 135?
- Can you hold out as a flight instructor?
- Is the carriage by aircraft of persons or property as common carrier for compensation or hire?
- What is an FAA advisory circular?
- Which of the following is an example of private carriage?
- Is part 135 a private carriage?
- What do you mean by common carrier?
- What can I do as a commercial pilot?
- What does in furtherance of a business mean?
Can a commercial pilot do common carriage?
It’s critical for all commercial pilots to know that although your commercial pilot certificate allows you to act as pilot in command of an aircraft for compensation or hire, there are many commercial operations—such as those involving “common carriage”—that all pilots are prohibited from conducting unless the operator ….
What is non common carriage?
Noncommon carriage means an aircraft operation for compensation or hire that does not involve a holding out to others. … An aircraft used in a passenger-carrying operation may also carry cargo or mail in addition to passengers.
Is private carriage legal?
“Common carriage” and “private carriage” are common law terms. … Absence of tariffs or rate schedules, transportation only pursuant to separately negotiated contracts, or occasional refusals to transport, are not conclusive proof that the carrier is not a common carrier.
What is common carriage law?
An individual or business that advertises to the public that it is available for hire to transport people or property in exchange for a fee. A common carrier is legally bound to carry all passengers or freight as long as there is enough space, the fee is paid, and no reasonable grounds to refuse to do so exist.
What are VFR weather minimums?
14 CFR § 91.155 – Basic VFR weather minimums.AirspaceFlight visibilityDistance from cloudsLess than 10,000 feet MSL3 statute miles500 feet below.1,000 feet above.2,000 feet horizontal.At or above 10,000 feet MSL5 statute miles1,000 feet below.31 more rows
What is a Part 91 pilot?
What is a Part 91 aircraft operator? A Part 91 operator is only permitted to provide flights for non-commercial purposes, and works under regulations defined by the US Federal Aviation Administration (FAA) for non-commercial operations.
How can I get basic medicine?
What do I need to do to fly under BasicMed?Comply with the general BasicMed requirements (possess a U.S. driver’s license, have held a medical after July 14, 2006).Get a physical exam with a state-licensed physician, using the Comprehensive Medical Examination Checklist.Complete a BasicMed medical education course;More items…•Jul 28, 2020
What are the three elements of common carriage?
1) Four Elements Common carriage can be described as (1) holding out of a willingness (2) to transport people or property (3) from place to place (4) for compensation or hire.
What does common carriage mean in aviation?
Common Carriage: A carrier becomes a common carrier when it “holds itself out” to the public, or to a segment of the public. Holding Out: A carrier is holding out when they represent themselves as willing to furnish transportation within the limits of its facilities to any person who wants it.
What is a Part 121 pilot?
A Part 121 carrier is a regularly scheduled air carrier. … In addition to scheduled air operators, the FAA provides designations for private operators (Part 91), foreign air carriers and foreign registered operators of U.S. aircraft (Part 129), and commuter and on-demand operators (Part 135), among others.
What far do Airlines operate under?
The Federal Aviation Administration ( FAA ) grants the authority to operate scheduled air service in the form of a Federal Aviation Regulations ( FAR ) 121 certificate.
Can commercial pilots do private carriage?
You as a commercial pilot can advertise your services to fly others in their airplanes or in their company’s airplanes for compensation. When the FAA talks about holding out they are talking about certificate holders who are engaged in private carriage “holding out” to the general public.
What is the difference between Part 121 and 135?
Part 121 deals with commercial air service, flights that are scheduled, and have paying passengers, i.e. customers. … Part 135 regulates the on-demand flights and scheduled charter flights. Scheduled charter flights are usually limited to a few days a week.
Can you hold out as a flight instructor?
Scores of commercial students — and even flight instructors — don’t fully understand the rules surrounding being a commercial pilot. … With a few exceptions, you can get any flying job except a part 121 airline gig with just a commercial certificate (you’ll need an ATP cert for the airline job).
Is the carriage by aircraft of persons or property as common carrier for compensation or hire?
Commercial Operator: Commercial operator means a person who, for compensation or hire, engages in the carriage by aircraft in air commerce of persons or property, other than as an air carrier or foreign air carrier or under the authority of Part 375 of this title.
What is an FAA advisory circular?
Advisory circular (AC) refers to a type of publication offered by the Federal Aviation Administration (FAA) to provide guidance for compliance with airworthiness regulations, pilot certification, operational standards, training standards, and any other rules within the 14 CFR Aeronautics and Space Title.
Which of the following is an example of private carriage?
Private Carriage: Flight instruction. Nonstop sightseeing flights. Ferry or training flights. Crop dusting, seeding, spraying, bird chasing.
Is part 135 a private carriage?
Private Carriage for Hire operations, which do not involve common carriage or require DOT authority, will fall under Part 125 or Part 135 depending on aircraft size.
What do you mean by common carrier?
A common carrier is a private or public entity that transports goods or people for a fee. Utility companies and telecommunications companies also are considered common carriers. A common carrier, unlike a private carrier, must provide its service to anyone willing to pay its fee, unless it has grounds for refusal.
What can I do as a commercial pilot?
Here are a few of the many careers open to people with commercial pilot certificates.COMMERCIAL AIRLINE PILOT. A commercial airline pilot is an exciting job. … CARGO PILOT. … AERIAL PHOTOGRAPHY & GOVERNMENT AIR SERVICE. … AGRICULTURAL AND CROP DUSTER PILOT. … EMERGENCY AND RESCUE PILOT. … CORPORATE PILOT. … CHARTER AND PRIVATE PILOT.
What does in furtherance of a business mean?
FAA Defines “In Furtherance Of Business” Restriction On Operations By A Sport Pilot. … ‘” Thus, if a flight is conducted for a business purpose, even if it is only incidental to that purpose, then the flight would be considered to be “in furtherance of a business” and could not be conducted by a sport pilot. | aerospace |
https://americanfaith.com/iran-claims-successful-satellite-launch-amid-regional-tension/ | 2024-04-16T02:21:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00443.warc.gz | 0.930323 | 379 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__13650707 | en | Iran declared on Sunday the successful deployment of three satellites into space, marking a significant advancement for its space program, which Western nations contend contributes to Tehran’s ballistic missile capabilities.
According to the state-run IRNA news agency, the launch showcased the effective utilization of Iran’s Simorgh rocket, overcoming previous failures.
The satellite launch coincides with escalating tensions across the broader Middle East due to Israel’s ongoing conflict with Hamas in the Gaza Strip. While Iran hasn’t directly intervened in the conflict, internal pressures within its theocracy have mounted following a recent deadly Islamic State suicide bombing and actions by proxy groups like Yemen’s Houthi rebels.
Footage aired by Iranian state television depicted the nighttime launch of the Simorgh rocket. The satellites launched were named Mahda, Kayhan-2, and Hatef-1. Mahda serves as a research satellite, while Kayhan and Hatef are nanosatellites focused on global positioning and communication, respectively.
The Simorgh program, which carries satellites, has suffered five consecutive launch failures, contributing to a series of setbacks in Iran’s civilian space endeavors, including fatal accidents and rocket explosions.
The United States has criticized Iran’s satellite launches, citing violations of a UN Security Council resolution and urging Tehran to abstain from activities involving ballistic missiles capable of carrying nuclear weapons. However, UN sanctions linked to Iran’s ballistic missile program lapsed last October.
The US intelligence community’s 2023 worldwide threat assessment indicated that the development of satellite launch vehicles by Iran could expedite the timeline for the country to develop intercontinental ballistic missiles due to shared technology.
The US military and State Department refrained from immediate comment, although the US military has acknowledged an Iranian satellite launch conducted by the country’s paramilitary Revolutionary Guard on January 20. | aerospace |
https://scottfredrickson.com/1179-enola-gay-washington-dc/ | 2020-10-24T12:33:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107882581.13/warc/CC-MAIN-20201024110118-20201024140118-00187.warc.gz | 0.956312 | 354 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__156820940 | en | The Enola Gay is a Boeing B-29 Superfortress bomber, named for Enola Gay Tibbets, the mother of the pilot, Colonel Paul Tibbets, who selected the aircraft while it was still on the assembly line. On 6 August 1945, during the final stages of World War II, it became the first aircraft to drop an atomic bomb. The bomb, code-named “Little Boy”, was targeted at the city of Hiroshima, Japan, and caused unprecedented destruction. Enola Gay participated in the second atomic attack as the weather reconnaissance aircraft for the primary target of Kokura. Clouds and drifting smoke resulted in Nagasaki being bombed instead.
After the war, the Enola Gay returned to the United States, where it was operated from Roswell Army Air Field, New Mexico. It was flown to Kwajalein for the Operation Crossroads nuclear tests in the Pacific, but was not chosen to make the test drop at Bikini Atoll. Later that year it was transferred to the Smithsonian Institution, and spent many years parked at air bases exposed to the weather and souvenir hunters, before being disassembled and transported to the Smithsonian’s storage facility at Suitland, Maryland, in 1961.
In the 1980s, veterans groups began agitating for the Smithsonian to put the aircraft on display. The cockpit and nose section of the aircraft were exhibited at the National Air and Space Museum (NASM) in downtown Washington, D.C., for the bombing’s 50th anniversary in 1995, amid a storm of controversy. Since 2003, the entire restored B-29 has been on display at NASM’s Steven F. Udvar-Hazy Center. (Stolen from the web) | aerospace |
https://claytongraham.com.au/perseverance-on-mars/ | 2023-12-11T18:37:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679516047.98/warc/CC-MAIN-20231211174901-20231211204901-00802.warc.gz | 0.909164 | 663 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__206777436 | en | Perseverance on Mars
It seems that every time we land on Mars the search for water and life gets stronger. The well-named Perseverance spacecraft is no exception. The vehicle is a car-sized rover designed to explore the crater Jezero as part of NASA’s Mars 2020 mission. It was made by the Jet Propulsion Laboratory and launched on 30 July 2020. Confirmation that the rover successfully landed on Mars was received on 18 February 2021.
The rover’s mission includes:
- Checking out the earliest Martian environments that are capable of supporting life
- Searching for evidence of current or former microbial life existing in those environments
- Collecting rock and soil samples to store on the Martian surface. The Perseverance rover pioneers a drill that can collect core samples of the most promising rocks and soils, and set them aside in a “cache” on the surface of Mars. A future mission could potentially return these samples to Earth.
- Testing oxygen production eked out from the atmosphere to prepare for future manned missions
The rover is also carrying the mini-helicopter Ingenuity, an experimental aircraft that will attempt the first powered flight on another planet. I’m hoping for spectacular vision for the maiden flight. This is one of the more exciting technical innovations added to the NASA rover family.
You can get more details of the on-board instruments here: Perseverance Instruments
What is the power source on the Perseverance rover?
The Perseverance rover requires electrical power to operate. Without power, the rover cannot move, use its science instruments, or communicate with Earth.
Perseverance carries a radioisotope power system. This power system produces a dependable flow of electricity using the heat of plutonium’s radioactive decay as its “fuel.”
The power source is called a “Multi-Mission Radioisotope Thermoelectric Generator” or MMRTG for short. The MMRTG converts heat from the natural radioactive decay of plutonium into electricity. This power system charges the rover’s two primary batteries. The heat from the MMRTG is also used to keep the rover’s tools and systems at their correct operating temperatures.
See more here: The Power
Some more Perseverance links
From the links below, you can track where Perseverance is, listen to the Martian wind, and watch the Sky Crane ascend.
This mission is critically important to understanding more about Mars and its history [with or without life]. Plans appear to be progressing covering the details of a manned mission. I hope that this is now concentrating on a landing and a return for the astronauts involved.
The next stage must surely be a robotic return mission—imagine the excitement as the spacecraft returns to Earth.
NASA, Wikipedia, Space.com
The Latest and Strangest in Robotics
Time this month to have a look at what’s happening in the field of robotics. Just a list to peruse at your own leisure and let your mind run riot. Walking Cars This looks like a great rescue vehicle in certain circumstances. Hyundai says its Elevate concept marks the first “Ultimate Mobility Vehicle,” a neat…Continue Reading | aerospace |
https://ospreypublishing.com/us/osprey-blog/2023/big-reveal-2024-combat-aircraft/ | 2023-10-02T17:40:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511002.91/warc/CC-MAIN-20231002164819-20231002194819-00638.warc.gz | 0.950716 | 1,713 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__12336669 | en | Despite there now being more than having more than 150 Combat Aircraft titles, the aeroplane types covered in this year’s four new releases proves that there are still plenty of subjects worthy of inclusion in Osprey’s longest-running aviation series. From a Cold War Classic, through Luftwaffe icons to two of the most effective, and graceful, flying boats of World War 2, these books will surely prove popular with aviation enthusiasts and historians alike. As with all titles in the Combat Aircraft series, these books are written with both conciseness and authority, abound with first-hand accounts and are illustrated by brand new profile artwork and carefully chosen photography.
Of the four, perhaps my favourite is Edward Young’s book on the Kawanishi H6K ‘Mavis’ and H8K ‘Emily’ flying boats in combat during World War 2. There is very little in print in English on this subject, so the title really is adding to our knowledge of the types’ obscure operational history.
U-2 ‘Dragon Lady’ Units 1955–90
By Peter E Davies
Illustrated by Gareth Hector
Peter E. Davies details the early service of the distinctive Lockheed U-2, one of the most important and longest-serving intelligence gathering platforms fielded by the US Air Force.
The U-2 is one of the most recognisable aircraft of the Cold War. Nicknamed the ‘Dragon Lady’ after the codename given to it by the CIA, this powered glider was designed and operated in great secrecy, providing US authorities with photographic and electronic information from areas of interest across the globe. This illuminating new volume dives deep into the U-2’s most critical missions, exploring its role in the Cuban Missile Crisis, nuclear reconnaissance over the Soviet Union and intelligence missions across China and North Vietnam.
Detailing the operations of one of the landmark aircraft of the 20th century, author Peter E. Davies puts the U-2 in fresh and engaging context, enhanced by more than 50 photos and 21 newly commissioned profile artworks.
Kawanishi H6K ‘Mavis’ and H8K ‘Emily’ Units
By Edward M. Young
Illustrated by Gareth Hector
Pacific War historian Edward M. Young chronicles the little known operations of the Imperial Japanese Naval Air Force’s flying boat units during World War 2.
Respectively codenamed the ‘Mavis’ and ‘Emily’ by the Allies, Japan’s H6K and H8K flying boats outstripped their RAF and US Navy counterparts in respect to endurance and performance. Following outbreak of war in the Pacific and Southeast Asia in December 1941, these remarkable aircraft undertook offensive missions that covered vast tracts of ocean, employing their unique capabilities to escort convoys and serve as transports between Japan’s widely spread island bases. However, while the technical details of the H6K and H8K are well known in the West, this important new study marks the first English-language account of their wartime operations.
Utilising newly translated Japanese war diaries, as well as Allied intelligence and combat reports, Pacific War historian Edward M. Young reveals the full story behind the Imperial Japanese Naval Air Force’s flying boat units. Contemporary photos and 22 colour profiles bring new dimensions to this fascinating area of Japanese military history, vividly illustrating the pivotal roles of ‘Emily’ and ‘Mavis’ in events including the Battle of the Coral Sea, the Battle of Midway and the fighting in the Aleutians and the Bismarck and Solomon Islands.
Wilde Sau Nightfighters
By Martin Streetly
Illustrated by Gareth Hector
Flying such iconic day fighter types as Messerschmitt’s Bf 109 and Me 262 and the Focke-Wulf Fw 190, pilots undertaking Wilde Sau nightfighter missions from mid-1943 were fielded in desperation by the Luftwaffe as RAF Bomber Command’s night offensive against Germany began to ramp up. Highly respected author Martin Streetly, who, for many years, was a contributing editor for Jane’s, examines why the Wilde Sau concept was devised, and how fighter units fared once they were declared operational.
The introduction of ‘Window’ (strips of paper onto which aluminium foil was stuck to one side and then dropped by bombers to jam German radar) from July 1943 briefly paralysed the Nachtjagdverband’s defence of Germany against RAF Bomber Command’s increasingly effective night bombing campaign. Fortunately for the Luftwaffe, the Wilde Sau concept of defending point targets using single-engined fighters was already in existence, and it went on to become the corner stone of the night defence of Germany during the summer and autumn of 1943.
In this book, the author details the origins of Wilde Sau, as well as its implementation, and explains the successes and failures of the concept through the experiences of the pilots who flew Bf 109s, Fw 190s and Me 262s into combat against RAF Lancaster and Halifax heavy bombers. He also details how Wilde Sau tactics were executed, which saw pilots flying aircraft unsuited to nocturnal operations having to rely on searchlights and instructions from ground-based radar controllers in order to intercept enemy bomber streams. Thanks to benign weather, the Wilde Sau units enjoyed some notable successes during the summer and autumn of 1943 when defending the German scientific research centre at Peenemünde – 120 bombers were shot down in just two night raids in August.
The mystique surrounding the Luftwaffe nightfighter force has huge appeal with aviation enthusiasts and hobbyists alike, and the Wilde Sau units are seen as an ‘elite’ within the Nachtjagdverband. This volume will tap into that interest, with first-hand accounts, more than 50 quality photographs and 21 newly commissioned artworks of some of the most popular German fighters of World War 2.
Me 262 Units in Combat
By Robert Forsyth
Illustrated by Gareth Hector and Jim Laurier
Leading Luftwaffe historian Robert Forsyth chronicles the short but action-packed operational history of the world’s first jet-powered combat aircraft, the Messerschmitt Me 262. He analyses the design and prototype development of the aircraft, which made its operational debut in the summer of 1944. Powered by the Jumo 004 jet engine, the Me 262 outclassed anything the Allies had in terms of speed and firepower, offering, as an interceptor, a formidable punch with four 30 mm MK 108 nose-mounted cannon. With such a blend of armament and speed, the Me 262A-1a could inflict carnage on the Allied heavy bomber formations, but also evade their fighter escorts – even the later marks of Spitfire and the formidable American P-51D/K Mustang. Me 262 operations against the bombers also saw the use of underwing batteries of state-of-the-art 55 mm air-to-air rockets, as well as trials with aerial bombing.
The author interviewed a number of surviving Me 262 pilots in the 1990s, and their first-hand accounts of flying the aircraft in action against hundreds of Allied bombers, and their escorts, make for sobering reading. He also spent time with aviators who used the Me 262 as a fast bomber, carrying out hit-and-run attacks on road junctions, Allied airfields, vehicle columns, troop assemblies and supply dumps. A range of ordnance could be dropped ranging from 500 kg bombs to sophisticated anti-personnel bomblets packed into dedicated air-drop containers. At the same time, the Me 262 was used as a high-speed reconnaissance aircraft with built-in cameras. Such aircraft provided valuable intelligence for the German high command on the Western Front in late 1944, as well as during preparations for the Ardennes offensive in December of that year. Finally, a small number of single- and two-seat aircraft were also used as nightfighters in the defence of Berlin, accounting for the destruction of a number of previously untouchable RAF Mosquitos. All of these aspects of the Me 262 are covered in this highly illustrated volume, which includes 50 photographs and 22 specially commissioned profile artworks. | aerospace |
http://www.multiplexusa.com/model-kits/parkmaster_3d.html | 2013-05-19T16:45:47 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368697772439/warc/CC-MAIN-20130516094932-00070-ip-10-60-113-184.ec2.internal.warc.gz | 0.80709 | 263 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__103087459 | en | Part Number: M214231
Click to view larger image
With the ParkMaster 3D you can now fly aerobatics outdoors just like you do indoors! Designed by world renowned R/C pilot and German Indoor Aerobatics Champion, Martin Muller, the ParkMaster is built from the ultra durable ELAPORŪ foam making it tough enough for everyday flying. The PARKMASTER 3D can also be flown outdoors in moderate wind, something you can’t do with your typical indoor “foamy” models”. When built out with the optional Flight (#M999233) and Power (M#993233) the ParkMaster 3D will have all the power and control need to fly the most difficult 3D maneuvers.
- Pre-fabricated molded ELAPORŪ foam parts
- Fully 3-D capable
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- Ideal for Honing Your 3D skils
Kit contents:Molded ELAPORŪ parts, Carbon Fiber / Glass Filled Plastic Spars and fuselage longerons, all plastic parts required to assemble the model, small items and linkage components, decal sheet, detailed0 instructions.
Now In stock
Check out the Review of the ParkMaster 3D on RC Groups. | aerospace |
https://rachaelevelyn.wordpress.com/2011/10/11/239/ | 2018-04-26T09:32:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125948125.20/warc/CC-MAIN-20180426090041-20180426110041-00295.warc.gz | 0.982811 | 259 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__92186533 | en | Last week, US Astronaut Shane Kimbrough came to Dublin for an early kickoff to Space Year, 2012. He gave a talk in the Helix at Dublin City University and I was invited to photograph the event. He took part in mission STS-126 Endeavour in November 2008, where they installed several new modules to the International Space Station. You may remember it as the mission where they installed the urine processor… that got a lot of media attention. Anyways, I was interning at JPL at the time. I got to chat with Col. Kimbrough before his talk and I mentioned that I saw the shuttle contrails over LA from their landing at Edwards [the weather was bad at Cape Canaveral that day]. I posted the youtube video of the event above, and at 28:10 he starts talking about the landing and mentioned my little anecdote! I almost fainted from excitement when he mentioned my name. [You can also see me running around photographing in some parts of the video, which I think is funny.] Later on, he made an appearance at Dunsink Observatory and gave another little talk and answered any questions people had. Astronauts are some of the most inspirational people to me, so needless to say, it was a damn good day. | aerospace |
https://julufawixigide.maybom247.com/effect-of-external-pulse-on-solid-propellant-rocket-internal-ballistics-book-16085xw.php | 2022-08-09T16:41:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571056.58/warc/CC-MAIN-20220809155137-20220809185137-00300.warc.gz | 0.882217 | 2,167 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__70609150 | en | 2 edition of Effect of external pulse on solid propellant rocket internal ballistics. found in the catalog.
Effect of external pulse on solid propellant rocket internal ballistics.
Written in English
Thesis (M.A.Sc.) -- University of Toronto, 2000.
|The Physical Object|
|Number of Pages||94|
Good section on burnrate characteristics of rocket propellants. Solid Rocket Propulsion Technology Alain Davenas Pergamon Press Another good text for studying the theoretical performance of rocket propellants and combustion, as well as nozzle flow theory. Detailed section on solid propellant combustion and internal ballistics of motors. Propulsion elements for solid rocket motors, R. Lucas. Solid propellant grain design, B. Zeller. Prediction and measurement of specific impulse, J-P. Bac. Solid propellant combustion and internal ballistics of motors, B. Gossant. Plume, signal interference and plume signature, G. Prigent. Structural analysis of propellant grains, B. Edition: 1.
Unlike some liquid propellant rocket engines, a solid propellant rocket motor and its key components cannot be operationally pretested. As a result, individual motor reliability must be inferred by assuring the structural integrity and verifying manufacturing quality on the entire population of motors. File Size: KB. C = the mass of the propellant gas Vg = the velocity of the propellant gas at the muzzle A = the cross-sectional area of the bore E = the expansion ratio L = the bullet travel PM = the muzzle pressure Pa = the ambient pressure FR = the total recoil force.
Computer Science on SRM Internal Ballistics (ACSSIB)" in and The objectives of this technology development is to improve performance and reliability of solid rocket motors (SRM) by simulating internal ballistics of SRM based on sophisticated and detailed modeling of the solid propellant burning rate variation. How does solid propellant mean bulk temperature influence solid rocket thrust and specific impulse? Ask Question Asked 4 years, I am not sure about the effect on Isp, How does an Electric Solid Propellant rocket work? 7.
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A solid-propellant rocket or solid rocket is a rocket with a rocket engine that uses solid propellants (fuel/oxidizer).The earliest rockets were solid-fuel rockets powered by gunpowder; they were used in warfare by the Chinese, Indians, Mongols and Persians, as early as the 13th century.
All rockets used some form of solid or powdered propellant up until the 20th century, when liquid. Internal ballistics (also interior ballistics), a subfield of ballistics, is the study of the propulsion of a projectile.
In guns, internal ballistics covers the time from the propellant's ignition until the projectile exits the gun barrel. The study of internal ballistics is important to designers and users of firearms of all types, from small-bore rifles and pistols, to high-tech artillery.
During the initial phase of design of solid propellant rocket motors it is necessary to iden-tify and quantitatively estimate deviation of internal ballistics parameters of observed rocket motors. This study is devoted to present an internal ballistics model for a solid propel-lant rocket motor during the entire combustion of the propellant, i.e., to design and develop a solid propellant rocket motor using a numerical tool, ANSYS FLU-ENT, which creates the possibility to Author: Marc Faria Gomes, Engenharia Aeron.
A propellant or propellent is a chemical substance used in the production of energy or pressurized gas that is subsequently used to create movement of a fluid or to generate propulsion of a vehicle, projectile, or other propellants are energetic materials and consist of a fuel like gasoline, jet fuel, rocket fuel, and an lants are burned or otherwise decomposed to.
The results of research aimed at improving the predictability of internal ballistics performance of solid-propellant rocket motors (SRM's) including thrust imbalance between two SRM's firing in parallel are presented.
Static test data from the first six Space Shuttle SRM's is analyzed using a computer program previously developed for this purpose. The ignition and combustion property of solid propellant is the main content in internal ballistic research, which has a great significance for propulsion application and combustion mechanism.
Solid rocket motor internal ballistics simulation using different burning rate models 51 For many double-base propellants, also referred to as smokeless powders, it was established that the burning rates obey a relationship known as Vieille’s or Saint Robert’s empirical law, represented by.
Solid propellant grain design and internal ballistics. Brooks. National Aeronautics and Space Administration, - Technology & Engineering - pages. 0 Reviews. From inside the book. What people are saying - Write a review. Solid Propellant Grain Design and Internal Ballistics Snippet view - Common terms and phrases.
Full text of "Solid-propellant rocket motor internal ballistics performance variation analysis, phase 5" See other formats ~r-c(PHASE FIVE) by Richard H.
Sforzini Professor and Jesse E. Murph Graduate Research Assistant Aerospace Engineering. Probably the best book of its kind. If you design, build, test, or use solid propellant rockets, you need this reference handbook. It's the official NASA solid propellant design and ballistics guide, loaded with once highly-secret ballistics data, configuration geometry, burn rate parameters, scientific analyses, rocketry information, and military missile lore, providing data on all types of Manufacturer: Rocket Science Institute.
Finding the optimal design of a solid rocket motor to meet certain criteria has been subject of search since the ’s. InSforzini commented in his own solid rocket optimization paper that despite the tractable mathematics involved in designing a solid rocket motor, “limited treatment of this subject appears in the literature”.Cited by: 5.
Solid Propellant Chemistry Combustion and Motor Interior Ballistics (Progress in Astronautics & Aeronautics) [Yang, Professor Vigor, Brill, Thomas B, Ren, Wu-Zhen, Zarchan, Paul] on *FREE* shipping on qualifying offers. Solid Propellant Chemistry Combustion and Motor Interior Ballistics (Progress in Astronautics & Aeronautics)4/5(2).
Magdi Abelrazig Elhag Mohamed, Mohamed Eltayeb Mansour-Simulation of Internal Ballistics Solid Rocket Motor EUROPEAN ACADEMIC RESEARCH - Vol. V, Issue 12 / March A solid-propellant rocket motor consists of a casing, usually steel, filled with a File Size: 1MB.
Once a solid rocket is ignited it will consume the entirety of its fuel, without any option for shutoff or thrust adjustment. The Saturn V moon rocket used nearly 8 million pounds of thrust that would not have been feasible with the use of solid propellant, requiring a high specific impulse liquid : Mary Bellis.
During the past 20 years, requirements on performance, reliability and cost of solid propellant rocket motors (and also on schedules and cost of development) have become more and more stringent.
This, in turn, has a direct effect on solid propellant grain design methods and procedures, and on development program by: 7. Rocket propellant is the reaction mass of a reaction mass is ejected at the highest achievable velocity from a rocket engine to produce energy required can either come from the propellants themselves, as with a chemical rocket, or from an external source, as with ion engines.
This book, a translation of the French title Technologie des Propergols Solides, offers otherwise unavailable information on the subject of solid propellants and their use in rocket propulsion.
The fundamentals of rocket propulsion are developed in chapter one and detailed descriptions of concepts are covered in the following chapters. Specific design methods and the theoretical physics. Final Report Solid Rocket Propellant Combustion Sam Judd Email: [email protected] Matthew Vernacchia Email: [email protected] 1 Introduction The combustion of solid propellants for rocket propul-sion is important because of the long shelf life, high propel-lant mass fraction, and ease of use of solid motors.
SolidFile Size: 1MB. Solid propellants burn without the need of an external oxidizer because they contain the fuel and oxidizer together in their structures. Propellant grains, based on their combustion surfaces, can be classified as regressive, neutral and progressive burning.
If there is a central core, it is usually a neutral burning by:. Determination of the Internal Ballistic Properties of Solid Heterogeneous velocity were constant along the entire LRM, that the gas was a ideal gas and that there was no heat loss.
According to the above method, it is possible to determine (r b) of the tested SHRP charge in the LRM combustion chamber from a plot of (p) versus time (t).DESIGN OPTIMIZATION OF SOLID ROCKET MOTOR GRAINS FOR INTERNAL BALLISTIC PERFORMANCE by R.
CLAY HAINLINE B.S. Southwest Missouri State University, A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in the Department of Mechanical, Materials, and Aerospace EngineeringCited by: 3.Ammonium perchlorate composite propellant (APCP) is a modern fuel used in solid-propellant rocket vehicles.
It differs from many traditional solid rocket propellants such as black powder or zinc-sulfur, not only in chemical composition and overall performance, but also by the nature of how it is is cast into shape, as opposed to powder pressing as with black powder. | aerospace |
http://www.kentuckyspace.com/index.php?limitstart=15 | 2014-03-09T22:27:06 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394010444750/warc/CC-MAIN-20140305090724-00061-ip-10-183-142-35.ec2.internal.warc.gz | 0.953944 | 219 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__66277000 | en | - Created: Friday, 06 December 2013 19:22
Just a quick update on the status of KySat-2:
The spacecraft has been beaconing strong since before it completed its very first orbit on November 19th, and Kentucky Space gets updates daily from HAM radio operators in places as diverse as Australia, Oregon and Japan.
The stations at both Morehead State and the University of Kentucky are both working to get consistent uplink commands to the spacecraft. That process has gotten much better over the last week. As the clutch of Cubesats launched on Nov. 19 continue to spread out in orbit, our ability to command the spacecraft will likewise continue to improve.
It shouldn't be long before we can command KySat-2 to start taking some photos!
If you'd like to follow KySat-2 as it orbits Earth, bookmark this page. Select "advanced tracking" in the "KySat-2" drop down menu.
Two and half week after launch and all looks well with our CubeSat!
Twyman Clements, Space Systems Engineer | aerospace |
https://spacedock.info/mod/2472/Project%20EOC(WIP) | 2024-04-12T23:53:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816465.91/warc/CC-MAIN-20240412225756-20240413015756-00825.warc.gz | 0.823508 | 109 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__67957599 | en | This mod is not known to work with the latest version of Kerbal Space Program. Proceed with caution.
This mod can let you recreate Shuttle-C, a kind of expendable launch vehicle bace on Space Transportation System(space shuttle).
Shuttle Orbiter Construction Kit
Raw stats are from the beginning of time until now. Each follower and download entry represents one hour of data. Uneventful hours are omitted. | aerospace |
https://www.bogazicisavunma.com/en/ilter-crpc-drone-detection-and-neutralization-system/ | 2023-12-08T19:48:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100769.54/warc/CC-MAIN-20231208180539-20231208210539-00035.warc.gz | 0.793427 | 273 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__112095528 | en | - It operates with CRPC technology.
- It detects passive RF.
- It precisely determines the direction of incoming UAV and shows the exact location of the target.
- Jamming channels can be selected.
- It has wideband jamming capability.
- Optionally Spoofing (Coordinate Misleading) can be integrated.
- White and black list can be selected with a single click and UAVs in the white list can be protected.
- Model classification and UAV trend analysis, high-risk event warning and invader airspace distribution.
- Optionally radar, photoelectric and similar systems can be integrated.
- Detects Unmanned Aerial Vehicles / UAVs with RF spectrum.
- Detects drone attacks in 360° width.
- Precisely identifies the electronic fingerprint of drones of the same brand and different models (supports more than 98% of UAV brands).
- Jamming of up to 30 threats.
- Integrated jamming with detection.
- Jamming frequency range 868 MHz, 915 MHz, 1.2 GHz, 1.5 GHz, 2.4 GHz, 5.2 GHz, 5.8 GHz
- User-defined GNSS signals generated by ILTER to jam autonomous hostile flights.
- Remove the threat from protected zone. | aerospace |
http://milfield.org.uk/fighter_leader_school_milfield.htm | 2024-02-29T15:24:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474843.87/warc/CC-MAIN-20240229134901-20240229164901-00736.warc.gz | 0.965598 | 11,094 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__13002644 | en | F. L. S. moved in 31 Jan 1944 and was part of 2nd Tactical Air Force
The Fighter Leaders School had been in existence at Aston Down, Gloucestershire, Charmy Down near Bath and Chedworth, Gloucestershire for just one year but because of the concentration of air activity in the south west, its high incidence of wet Weather and the three moves of the unit, it had not enjoyed too much success.
But that was intended to change and quickly. The plans for the invasion of Europe had been established and the ideal dates set. Milfield as the Typhoon 0T.U. had already played its part and produced the number of Ground Attack Pilots required by the fifteen new Typhoon squadrons, that the invasion and advancement from the bridgehead, would require and was now to train the squadron leaders, men who were experienced in the fighting aspects, to operate the squadrons from primitive airstrips in close support of the ground troops and in the planned rapid movement through France, sometimes from airfields the Germans may have recently left, with just enough time to lay mines and booby traps.
Assembled at Milfield were the aircraft, weapons, instructors and scientists. These scientists would analyze the results of different weapons, used on a variety of targets from an assortment of different approaches and with many different weights of bomb and variously timed fuse settings flown by the pilots on course. The final results would be passed on as a bulletin to 2nd T.A.F. squadrons and later when the Americans joined the last courses - Nos. 3,4 & 5 - the U.S.A.A.C. in England advised the Headquarters in America that an establishment similar to the F.L.S. Milfield be set up in the states. This later became the College of Air Tactics, Orlando.
The Air Support Course (A.S.C.) embodied all the teachings of the established Fighter Leader School with the added advantages of a high weather factor as exists at Milfield, a unit of station status, an air-to-air firing range and most importantly an air-to-ground range for live ammunition and rocket firing and practice bombing targets. All of these had been available at Milfield for some time or were just a short flying time away, all in an area of the country with few other intrusions.
I'm tempted to record the total list of officers who attended Air Support Course Nos. I and 2 but as an indication of the calibre of these officers the number of enemy aircraft that they had collectively shot down and had been confirmed as kills was 378 and a half, adding the directing staffs confirmed kills of 44 gives a total of 422 and a half
One of the staff members, S/Ldr. M.J.K. Donnet, D.F.C. had trained in the Belgian Air Force pre-war, and had taken until July 1941 to get to England and join up with his countrymen. He and Leon Divoy, an officer he had known at Evere in officer training, had located a private aircraft in a hangar on an estate occupied by the Germans and had worked on the aircraft to make it basically airworthy, transported motor fuel by bicycle, took off, flew the North Sea and landed in Essex, not quite as easily as that, best read the book "Flight to Freedom", The now, General Aviator Baron Donnet leaves out much of his war and much of his time on the staff of the F.L.S. Milfield. but kindly gave answers to my questions of the F. L. S.
The object of the courses at the Fighter Leaders School, (F.L.S.) was that all pilots were to be responsible, in turn, for the simulated operation he was to practice, to brief, to lead and to de-brief after. The Fighter Leader School Tactics instructors followed within the formation or shadowed the formation from a distance and some observed the exercise from the range position or with the Army front line liaison position. The Air Liaison Officer performed the same duties as had already proved so effective in the North African campaign, that is, where a car or light armoured vehicle, carried an Army Officer and an experienced pilot, who, when advised by the troops of the requirement for an attack upon enemy positions forward of the allied front line, (bomb line), would call a section holding an airborn position, at a particular map referance, to deliver a particular form of attack, cannon, rocket or bomb on an area indicated by coloured smoke, coloured panels or an indicating flare pattern. These four aircraft - a "Cab Rank"- would usually be on station within the map referance for a period of twenty minutes and if not called upon for support of the Army within that period would fly on to attack forward targets, so disrupting supplies to the enemy forward line. This harassment, to a distance of 100 kilometres behind the enemy front lines.
4th Day. - Prince Bernhard of the Netherlands flies in to Milfield in his Dakota to visit
Officers in training for the invasion of Europe. Air Vice Marshal Stevenson A.O.C. 9 Group and Group Captain Atcherley also visit.
Station Commander G/C Adams conducts Prince Bernhard and party to Goswick range for a demonstration by all squadrons. Captain M Bouquen killed as Spitfire blows up in the dive to bomb the beach head targets.
Major H.J.Fraser. Army Liaison Officer. Co-ordinated Army participation and conducted lectures in the battlefield requirements of Air Support.
Wg Cdr Geoffrey Page. D.S.O.,D.F.C and bar, permitted me to quote from his book. "Tale of a Guinea Pig", an incident, that occurred to him during Air Support Course No2.
One crisp, cold morning we were ordered to carry out a routine dive bombing exercise. This particular day I was flying as number two to another pilot. This meant he was my leader for the sortie and I was to follow at all times. We turned into wind at the end of the runway which stretched ahead of us with three foot snow- banks on either side. The ice on the runway itself gleamed in the early morning light. My leader raised his hand and commenced the take- off. Tucking my left wing close behind his right one I opened my throttle firmly to keep station. Our tails came up as we roared down the runwy. Then I realized that a cross-wind was causing the other aircraft to veer in my direction as its wheels slipped on the icy surface. Naturally I had to ease over to the right as well to avoid collision. I could see the snowbank under my right wing.
Just as we got airborne I was almost into the bank and the thought of hitting it with a five-hundred pound bomb under my aircraft was not an encouraging thought. Swiftly I moved the" wheels- up" lever, but too late. There was a thud beneath me and the aircraft gave a slight lurch. Knowing I was in trouble I turned away from my leader but continued to climb. I then tried to figure out the situation. Firstly the two green lights on the instrument panel were not shining. As I thought, probably the right wheel had struck the snow-bank and either the wheel and the oleo leg had snapped off, or were hanging down in some distorted fashion.
My eyes swiftly took in the engine instrument readings and were immediately arrested by the glycol coolant temperature. It was rising alarmingly, and soon the engine would stop through overheating. A dead engine meant a wheels-up landing in a field with a deadly bomb attached to soften the impact! A quick look at the altimeter showed me I was too low to bail out. Even if I could, perhaps the abandoned Spitfire and its lethal load might dive into one of the farms or houses scattered below.
I had no choice but to turn my crippled aircraft seawards and there jettison the bomb, provided the engine did not pack up beforehand. I throttled back to try and keep the temperature under control, but this meant eliminating the possibility of gaining more height.
Painfully, slowly the coastline came towards me and the temperature needle reached the danger mark. Thankfully, I limped over the beach and immediately afterwards pressed the bomb release button. Lightened of the load, the engine bore less weight and with a singing heart I returned to the airfield, there to execute a belly landing on the snow-covered grass. My first introduction to skiing".
I recommend you read the book. Wg Cdr Geoffrey Page. D.S.O., D.F.C. and bar. A nephew of Sir Fredrick Handley-Page. The founder of the aircraft manufacturing company Handley Page. Died in the late 1990`s.
The pattern of this Cab Rank system is still employed today and the attack would be delivered down to ground level, not as was used in the Gulf War, 16,000 feet and killing the wrong troops.
The practice range was the already established range at Goswick used by 59 O.T.U. earlier but with a rail embankment section. Plenty of armoured targets and moving targets added to those previously installed over the years.
The courses were run to a thirteen point plan, so maintaining a solid continuity, course by course and ensuring the findings of each course were quickly passed on to squadrons in bulletin form, that staff instructor tours did not exceed three months and that students passing from the course only went to operational commands. Each course culminated in an open discussion, constructive points of view being recorded before officers returned to their own units.
No. I course included British, Canadians, Polish and Norwegians.
No. 2 course, British, Canadians, Polish, Czechs, French and Americans.
Nos. 3,4 & 5 courses were mainly two Americans to one other nationality. Still 60 on course.
No I Air Support Course started 03 FEB 1944 and due to high weather factor terminated one week early on 19 FEB 1944. Course to comprise 40-60 students - course duration to be of three weeks, divided into four parties:
A - 10 Spitfires
B - 10 Spitfires
c - 10 Spitfires
D - 12-20 Typhoons
Peter Malam Brothers joined the Royal Air Force before the war and first flew Gauntlets with 32 Sqd converting to the Hawker Hurricane before joining 257 Sqd as a flight commander, He fought throughout the Battle of Britain, and was awarded a Distinguished Flying Cross in August 1940, having shot down eight enemy aircraft. After a spell at 55 Operational Training Unit and then at Central Flying School he commanded and formed the second Royal Australian Air Force fighter squadron, then going on to commanded 602 Sqd, and then to lead the Tangmere Wing, moving on from these operational fighter squadrons to 52 & 61 fighter O.T.U`s for short spells. He then attended No 3 Course at Fighter Leaders School, (see the following two page copies from his flying log book), following this course, he was posted as Wing Commander Flying, in
Command of the Culmhead Wing, a six squadron wing, he finished his war with a total of 16 enemy aircraft destroyed. 1 unconfirmed, 1 probable, 3 damaged. in the 1960`s he was a Group Captain in command of an Early Warning Radar Station and retired as an Air Commadore.
6 April 1944. No 3 Air Support Course. Royal Air Force Milfield. W/C P.M.Brothers. D.F.C and bar, attended this course and the copies from his flying logbook endorse the booklets pages 16 to 20 which indicate an average programme. Also shown in the flying logbook copies is his first flight in a Mark 9 Spitfire, although this mark of Spitfire had been in service for about a year and a half, fitted with the Rolls Royce Merlin 61 engine, this engine had a two stage supercharger, giving a boosted engine performance at sea level and the second stage of the ` blower`.
supercharger came in at 15,000 feet. He said ,
Air Commadore P.M.Brothers. C.B.E., D.S.O., D.F.C. and bar. Now lives in retirement in The Vale of the White Horse.
As an example of the course form. My thanks to Lt Col William R Dunn, U.S.A.F.retd. who replied to my questions. Bill Dunn the first American Ace of the Second World War (five enemy aircraft confirmed shot down). And it took thirty years for him to receive his Distinguished Flying Cross, as two other American officers had been credited with achieving five enemy aircraft before him. Once again why not read the book "Fighter Pilot", William R. Dunn, University Press of Kentucky.
Part of the Air Support Course involved Major Fraser`s private army, Maj Fraser was the officer in charge of a small army contingent based at Royal Air Force Milfield. Some of whom often camped out at the hamlet of East Horton, and would use a dedicated area to the North, on Horton Moor to stage a coloumn of tanks or a vehicle convoy, in movement about the countryside, these staged convoys, would have aircraft vectored onto them for simulated attacks of troop depositions, one of the ex tank drivers wrote to me in 1995 to give me his version of his Milfield past, late in 1943. Mr. Martin had been approached, while in the N.A.A.F.I. at a camp on Salisbury Plain, by an officer, asking if there were any drivers who had driven Matilda tanks and would like a "special" job, thinking this might be a posting to sunshine,sea and sand, he and a mate volunteered, only to find themselves a few days later in the wilds of Northumberland. During the course of their time there and after a day being attacked by various formations of aircraft and the consequent low level beat up, he had been approached by a sergeant pilot who advised him that to stand on the top of the turret of his Matilda might not be such a good idea, as a pilot only has to make a small mistake and he would be minus one head.
A look at this copied map, of the period, shows the proximity of the inland bombing range to the airfield and to the troop concentration, practice, ground attack area at Horton Moor, the variety of aircraft out of Milfield and Brunton, using these targets, the air to air North and South ranges and Goswick air to ground range must have put an awesome number of high performance aircraft in those few square miles. Some craters from these practice bombs, dropped on Doddington North Moor dive bombing practice range, were still visible in 1994.
The practice bombing range at Doddington North Moor, just three and a half miles from the center of Milfield airfield and about a mile and a half from the nearest part of the Milfield circuit, was approached, in the dive from 6,000 feet, down to less than 1,000 feet and the 15 lb practice bomb/bombs dropped, then a climb away to reform into battle formation, all visual, the various, other forms of local air movements i.e. circuit flying, local navigational flying, traffic to and from the various ranges, in coming traffic to Milfield and the transient traffic up and down the county, the other local airfield traffic going about similar business and sometimes overlapping Milfield`s area, all at around 6,000 feet. All visual and not under positive air control. A really busy piece of sky in 1944.
People who have read the booklet most often say " I can`t believe that so many men lost their lives in training at Milfield", I am quick to point out that there were 45 O.T.U`s of the various commands, all losing about fifty to fifty five aircrew during the Second World War, some 2,500 aircrew at the O.T.U`s lost their lives before actually going to war.
Included here are extracts from the U.S. Army Air Force reports of the fatal collision on 12 April 44 between a Spitfire of 57 O.T.U. Eshott and a P47 Thunderbolt attached to the Fighter Leaders School Royal Air Force Milfield. A flight of four P47 aircraft were involved in a simulated straffing attack on a motor convoy South of Milfield, Maj Fraser`s private army one would suspect, and during the recovery from an attack on the convoy Lt A.L.Serapiglia in P47D No 42-25530 at approximately 800 feet, collided with Spitfire Mk 1 R6762 which was preparing to land at Royal Air Force Eshott the pilot Sgt Kai Arther Knajenhjelm 2322. aged 19, a Norwegian, was killed, as was Lt Serapiglia of the 366th Squadron of the 358th Group of the 9th Air Force. this pilots total flying time in command was 654 hours 45 minutes and he had flown 91.10 in the previous three months.The president of the crash investigation board reached a verdict that each pilot was equally responsible for the accident and that to avoid repetition of the accident circumstances, that in the future similar excercises should be staged outside of "local flying areas" of nearby airfields from which regular flying is conducted.
1st Lt John E Hayden, who was No 2 to Col Glen E Duncan, leader of the flight, stated that the flight had been making 45 degree crossover attacks, back and forth across the convoy, bombing at the head of the convoy and working towards the rear, the convoy was running approximately North to South between Felton and Morpeth.
Col Glen E Duncan, was credited with 19 enemy aircraft shot down, while flying the P47D Thunderbolt. "Dove of Peace", With the 366th Squadron of the 358th Wing of the 9th Air Force during his active service in Europe, before being shot down by German flak. I am unable to give the date of his death, at this time.
I am indebted to Pete Shepperd, who I instructed with some years ago, and who, during his Royal Air Force career was a Pilot Attack Instructor, with 33 & 45 Squadrons, flying the de Havilland Hornet Mk 111 from Butterworth in Malaya in the 1950`s, he kindly gave me an insight into the basics of air to ground shooting and rocket projectile firing which I include here.
R/P & A/G.
The short abbreviation above is how the firing of rocket projectiles and air to ground firing of the aircraft`s guns will appear in the ground attack pilots log book, especially when it is to denote a practice or training sortie on a firing range. Before undertaking these sorties, the pilot needs to understand some basics physics and be able to fly his aircraft safely and accurately close to it, and pointing at, the ground while looking only through the gunsight. This takes ability, confidence and practice.
To hit a target with a missile of the non-aerodynamic kind such as a stone, arrow bomb, bullet or wingless rocket the launcher of that missile has to make an allowance for gravity. The allowance required depends on the time of flight from launch to impact. The time of flight is dependant on the initial launch speed and the acceleration or deceleration of the missile during its flight. For instance, a stone released from the top of a 16ft tower, in still air, will hit the ground in one second. Likewise, a bullet fired from a gun horizontally from the top of the same tower will decelerate during flight but still hit the ground after one second. A rocket, fired horizontally from the same tower, will accelerate during flight but will still hit the ground after one second. This decent know as gravity drop, is always vertical to the center of the Earth and is calculated using the gravity created acceleration, g, which is 32feet/sec2; so a missile with a zero vertical movement at launch will have a vertical component of 32ft/sec after one second of flight and have dropped 16ft. i.e. it will take 16ft to accelerate downwards from 0ft/sec to 32ft/sec. As g is a constant for all practical purposes when firing bullets or rockets from an aircraft at low level, then the gravity drop for any given time of flight of these missiles can be calculated and allowed for in the sighting mechanism.
So we know the gravity drop for the time of flight of the missile. How do we know the time of flight ? Simple, calculate the mean speed between launch and impact and measure the distance between launch and impact (the range). Using time= dist/speed gives the time of flight. Now, your average fighter pilot cannot be expected to work out this for each different attack, so the answer is to fire the gun or rocket at a predetermined range. The pilot points the aircraft towards the ground target aiming with the gunsight which is set to allow for the correct gravity drop at the given range. This judgement of range is learned by instruction and practice using the early reflector sight but later gyro gunsights (G.G.S) allow for the decreasing range as the aircraft dives towards the target.
The ordinary reflector gunsight has an angled, semi-silvered glass onto which the sighting graticule is projected. The gunsight is directly in front of the pilots eyes and the image is directed back towards him. From his perspective he sees the sight graticule projected ahead of the aircraft as an illuminated fixed ring and bead. When aimed at the target it appears to be on that target with no depth of field focusing problems that are inherent with fixed mechanical sights. A range adjustment is built into the sight allowing the sighting line to be adjusted for differing ranges and for gun or rocket firing.
The G.G.S. has a similar reflector glass but has two graticules. One is a fixed ring and bead and the other a central bead ( pipper) and an outer ring of small diamonds. This latter graticule is controlled by a gyroscope and range adjustment controlled by the pilot. For A/G the ringed bead is used. For R/P the range adjustement is used to set one of the diamonds at the bottom of the circle and this diamond is used for aiming
A typical training flight for an R/P and A/G sortie would normally be carried out with sufficient ammunition for about four passes at air to ground on a fixed target and for R/P fired singly. A range safety officer controlled proceedings from a nearby range observation tower giving clearance to fire live and to caution pilots recovering below safety height etc.
For A/G attacks, the pilot positions his aircraft at right angles to the line of attack and at the correct height and distance out to give about a 30 degree angle of dive. He turns in, sets the safety switch to fire, dives towards the target, flies the aircraft down the dive, controlling the aircraft so that the bead of the ring sight is on the target, fires a short burst at the correct range, recovers from the dive, returns to SAFE and goes round for the next attack.
For firing R/P, the same dive angle is used but as the safety height is higher and the sighting requirements take longer and are more difficult, it is necessary to position higher and further out.
With a significantly greater allowance for the gravity drop, due to the longer time of flight of the rocket over the bullet, the sighing line for R/P is very depressed. If the sighting point moves off to the left of the target, for instance, during the dive, a correcting roll to the right, will mean that the aiming point will initially move even further to the left. As it recovers, anticipation is required otherwise it will end up to the right of the target on rolling level. Practice is required for this to become automatic.
Having positioned the aircraft the pilot turns towards the target, selects R/P and commences his dive; as the sighting point comes round towards the target, correcting the roll out so that it ends up on the target and not way past it .once again, the aircraft is flown by reference to the aiming point and the target, the R/P is fired at the estimated correct range and recovery from the dive is made above the safety height.
When using the G.G.S. the estimation of the firing range becomes less critical. An aircraft following a depressed line of flight will perform an ever steepening curved path know as a bunt. This bunting effects the gyro in the gunsight and is used to reduce the gravity drop allowance of the aiming point as the range shortens. This allows for a greater latitude in the range estimation by the pilot.
For operational use, R/Ps can be fired singly, in pairs, ripple( a fast sequence of R/P one after the other) or salvo ( all at once) and a 60lb semi-armour piercing explosive head is used. For training, a 60lb concrete head is used and an average error of under ten yards would be considered satisfactory.
From the pilot`s viewpoint, R/P and A/G are very satisfactory excercises and skills to learn. With A/G the bullets strikes ( or misses) can be seen and the juddering of the cannons felt and heared. With R/P, the missiles leave with a thump and whoosh but only the initial part of their flight can be observed before recovery from the dive becomes necessary to clear the safety height. The range safety officer tells you the result - good or bad.
NOTE. These notes are written with referance to the period from the 2nd W.W. to the 1960`s. R/P firing before the advent of the reflector sight must have been very difficult.
As the booklet say`s on page 18, the range was already well established at the time of the Fighter Leaders School, the early range is shown in the copy of the range chart used by the Royal Air Force Bomb Disposal team in 1950, this early team was very small in number and intent, being mainly concerned with the items of ordnance that were still to be found on the surface of the sand, and from time to time, those additional items lifted by the tidal action, the current team, although not much larger than the 1950`s team is well into a fifteen year programme of greater sophistication, and was well covered in the local Tyne Tees Television Programme " Magnetic North " in 1998. The booklet also gave an idea of just how much debris, some, would be, lethal debris, was laid down there by the various aircraft on a variety of courses. From its very beginning The range progressively underwent change, but the original range was at area "D", on the copied range chart shown above. Of special mention is the ship Target at area "B" on the copied chart, this target was made up of rough timber and complete tree trunks and in the form of a large vessels profile, and was principally used for rocket projectile attacks, there was also a rail cutting where now, 2003, two large sand dunes are in evidence. Some of the rumored happenings on or near by the ranges were that, sea trout and salmon were often retrieved by range personnel, after some bombing exercises and may even have been conveyed to the officers Mess kitchens later, another, that the armament section at Milfield had designed a rocket projectile rig and fitted it to one of Major Frasers tanks and operated in trials at Goswick, it is said it did not find support from the Generals who observed the later trials, but as some will remember a Sherman tank model, the Calliope, was evident from D-Day on, with a basic rocket rig, and in substantial numbers, in-accurate, but for scare value, very effective. I do know from boyhood experience, that the M.G. car company, in Abingdon, produced another weird design, the flail tank, for disposing the mines laid on the Normandy beaches, that also was based on a Sherman tank. The F.L.S. Officer Commanding. Armament Wing. Wg Cdr R.E.P.Brooker. D.F.C.
03 Nov 41. Posted to the Far East.Kallang.13 Dec 41. He took command of 232 Sqd. after the C.O. was killed on 20 January 42 at Royal Air Force Seletar Singapore. On 01 February 42 the squadron withdrew to Palembang. Sumatra. 25 Feb 42. 232 Sqd evacuated to Java, the remnants of 242 Squadron were absorbed into 232 squadron at Tajililitan. Java. Promoted to Sqd Ldr 01 March 42. 05 March 42 some 7,000 Royal Air Force personnel moved from Poerwokerta to the port of Tajilitjap. South Java for ship transit to Adelaide. Where they arrived on the 15 March 42. After the last Hurricane was destroyed on Java, S/L Brooker and a number of pilots flew in a Lodestar to Australia.
New Zealand Defence Force Personnel Archives show 18.06.42 disembarked New Zealand. Posted to Masterton. Air Headquarters.And 19.06.42.- Special Duties List - flying on loan to Royal New Zealand Air Force.
while at S.L.A.I.S. he met Sqd Ldr John Wray, who was attending as a course member, their paths were to cross again later and the Milfield connection came into play again when John Wray became Wing Commander Flying of 56 O.T.U. Having relieved Wg Cdr John Wray at Volkel.Holland as Wing Leader of 122 Wing. 2nd T.A.F .his wing was comprised of five Squadrons, No`s 3, 56, 80, 274 and 486. In the six months from the Normandy landings, 06 June 44. The wing lost 123 pilots and in the first month of 1945 they lost 47 pilots.
It was from Hopsten (B112) that Wg Cdr Brooker took off, leading a section of Tempests of 80 Squadron, on the 16th of April 45 to patrol the Hanover - Osnabruck sector with the attack priority, rail traffic, after attacking a train near Neuruppen, and while the section were re-forming his No 2 advised him that there was smoke coming from his radiator, followed by flames seen in his cockpit, the Wg Cdr was seen, to be trying to open the canopy, before the aircraft turned over and plunged to the ground. His No2. Sgt W.F.Turner. was, at the same time, shot down by FW 190`s both aircraft crashing and burning close by the autobahn at Wittenberge. He was awarded his second D.S.O. (bar) sometime after this. Dated the day before his death.
Wing Commander R.E.P. Brooker.D.S.O. and bar., D.F.C. and bar. is remembered on the Runnymede Memorial, Panel 264.
Although the range at Goswick and the Air to Air, (A to A) ranges out to sea, the North tow, from the Holy Island to the Farne Islands and the South Tow, from the Farne Islands to Dunstanburgh Castle, existed from December 42, when S.L.A.I.S. (Specialised Low Attack Instructors School) formed at Royal Air Force Milfield.
Commanded by Wing Commander Denys Gillam. D.S.O., D.F.C and bar., A.F.C. with some six N.C.O`s and twenty airman.
The Towed Target Flight of `X` Squadron, kept no Official Log Book of the day to day operations. But from 26 Jan 45 to 05 Oct 45, Flight Sergeant Allan Edwards, the Senior Non-Commissioned Officer, (S.N.C.O.), instigated an un-official log book of Drogue operations and Hits on targets, some of the comments make humorous reading. I`ve pestered him with many questions over the years and he has usually come up with an answer, if not the written proof. Bearing in mind this period, January to October 45, saw the Royal Air Force going from an at WAR situation to the relative comfort of peace, in Europe, so that kind of diligence was beyond the call of duty.
|K. Riley. D. Booth.
The towed target operators were unique, in that they were volunteer aircrew, well all aircrew were volunteer. but they had no award of an aircrew wing, (brevet), to indicate their airborne duty, but they did enjoy their few pence flying pay and aircrew rations. Some towed target operators had already completed one or more flying tours with other flying commands, such as Training Command, Bomber Command or Coastal Command and continued to wear the wing, of their aircrew duty, others were ground tradesmen who re-mustered as Towed Target Operators, (T.T.O`s), just for the hell of it. Allan Edwards had completed a tour with the Pathfinder Force of Bomber Command, as a Flight Engineer, marking targets for the main force of Bomber Command prior to going to 56 O.T.U. Milfield.
During 1945, the towed target flight, was based in the huts alongside the perimeter track parallel to the Wooler to Milfield road, previously occupied by S.L.A.I.S. and it was from that dispersal that the aircraft were prepared each afternoon and evening for the next days flying program, the six towing aircraft, Miles Martinets, were similar to the Miles Master, a two seat training aircraft of mainly wooden construction, and were numbered:
Most of Milfields aircraft were parked out on the hard standings and not dispersed off the airfield, the hangars being used for maintenance work on the aircraft. The six Martinet towing aircraft being parked at the Target Towing Flight dispersal area, this is where the inspections of the aircraft and the associated make up of new target flags or sleeves, new cable lengths prepared and fitted to the winch drum and the other ancillary towing equipment inspections were carried out and the aircraft made ready for the next days flying programme. Martinets were fitted with wind driven winches, the Type B, Mk 11a or Mk 11 b, a single drum winch, or electric motor driven winches, either the Type E, a triple drum winch or the Type F a twin drum winch.
The Martinet aircraft listed above were fitted with the Type F, electric, twin drum winch, each drum carried 1,200 feet of seven strand 10 cwt cable, the last 100 feet of cable, between 100 feet and 90 feet was coloured RED, and between 20 feet and 10 feet was coloured YELLOW, to identify the approaching last 100 feet, the end of the cable terminated in a spliced loop, a swivel unit was fitted between the cable loop and the rope halyard, which had spliced loops at each ends and was of sufficient length to clear the aircrafts tail, the target was fitted to the halyard via a "weak link " loop made from 2 lb breaking strain cord.
The T.T.O`s spent their non-flying time making up the equipment, splicing wire and rope, repairing targets, folding targets, retrieving targets returned to Milfield airfield after an air to air firing sortie and evaluating the hits upon the targets by the individual attacking pilots, reporting these findings to training wing administration office for inclusion in the individual pilots course reports.
The T.T.O`s scheduled to fly the days air to air firing, flying detail, (a shoot), completed the pre-flight inspections of their equipment in the aircraft, then signed his section of the form 700, (suitability to fly), the pilot pre-flight inspected the aircraft and also signed the F 700 and with the details of which range, North or South, the number of aircraft contacts likely, they then set off for a possible two hour plus sortie, dependent on weather, now for years I asked the question, "What route did you fly from Milfield to the range" and received the answer, " I don't remember " then Allan sent me a copy of an exploded drawing of a Martnet showing all the bits, see below:
As you can see, the position of the T.T.O is lying down. As he would be, following take off and while the pilot was climbing to his range height, so the T.T.O. would see nothing, as he would be busy fitting a new target to the cable and preparing to throw it out of the aircraft. So if you don't ask the right questions you don't get the right answers! anyway, by now the aircraft would be approaching the range and the pilot would be ready for the target to be deployed. The T.T.O. By this time has attached the prepared flag target to the towing cable so he is now joined in his rear cockpit with a 5 feet 5 inch, weighted pole with a 20 feet long by 5 feet 5 inch wide target rolled around it, there can`t have been much spare space in there, on the command by the pilot " Stand by to launch", the T.T.O. then pays out the halyard through the launching hatch into the airflow, releases the winch brake, followed by the pilots command, "Stand by, Stand by" these commands being repeated by the T.T.O. then the command "Launch, Launch", the T.T.O. obey`s watches it open and applies the winch brake, he then visually inspects the cable and target and reports, " Target Streaming" pilot acknowledges "Target Streaming", pilot advises " Pay Out, Pay Out", and the T.T.O. gives the advice " Paying Out" releases the winch brake and pays out the cable to the required length, and advises the pilot "Target Streaming In Full Tow", unless there is a problem with the target.
Although both the towing aircraft and the attacking aircraft were fitted with the T.R. 1143 radio and its associated crystal frequency control unit, with its four selector buttons, the towing aircraft did not make radio contact with the attacking aircraft, both aircraft used the same frequency listening out on button "A" 5840 Kcs , Milfield Local Control, call sign "Blotpad", or, if operating from Brunton, button "A" 6480 Kcs, any signals from one aircraft to the other were restricted to visual signals of advice while on the shoot i.e.
Now might be a good time to insert the radio frequencies, call signs and uses of the T.R.1143 radio controller selector buttons:
|"Blotpad" or "Blotpad Control"
|Local Air Traffic Control
|1 & 2 Sqds, Nav & Master Flights
|Intercom between a/c
|Intercom between Martinet a/c of "X" Sqd
|"Expound" (Newcastle Sector)
|24 hour Sector Listening Watch
|Sector Control Frequency
|Fixing, Homing and "MAYDAY"
|Local Air Traffic and Homing.
|The same as in "X" Sqd a/c.
|Ground Controlled Interceptions
|For Night Flying
The Air to Air Range between the Holy Island and the Farne Islands, (North Tow) and the Farne Islands and Dunstanburgh Castle, (South Tow ).
The mean line of the towed target was parallel to the coastline and at one mile, distance.
And at an altitude of 2,000 - 6,000 feet and clear of cloud.
The top speed of the Martinet, with its 870 horsepower Bristol Mercury radial engine was
243 mph, but I believe the Martinet towed the flag target at 210 mph.
So with the tug now flying the tow line, at an altitude between two and six thousand feet, clear of cloud and on a line approximately one mile "East" of the mean shore line its just a matter of awaiting the first briefed customer who will fly his number of passes on the towed target using live ammunition and camera gun until the detail is completed, the tug will continue to fly the tow line until the next aircraft joins and is given the signal to commence his shoot. This continues with successive aircraft, until either the tug leaves the tow line, or the target is so damaged, or shot off in some cases, that a new target is fitted and the tug rejoins the tow line or the tug returns to base. In the event that the detail is completed, usually three aircraft, who`s ammunition could be coloured Red, Blue, Black or left Plain. If the tug aircraft is returning, with exercise completed, the pilot will join the circuit at normal circuit height, but make his final approach to the dead side of the circuit and at 200 feet above airfield level, with the intension of dropping the target and 1,200 feet of cable in the designated dropping zone. The pilot and T.T.O, then go through the command and response procedure: pilot, "Stand By To Drop",.T.T.O " Standing By To Drop" the T.T.O. is observing the drop zone and would advise the pilot of any hazard on the drop zone. Pilot, "DROP, DROP, DROP" And the T.T.O immediately releases the winch brake and allows the cable to run off the winch drum and then reports, "Cable and Target Dropped", Roy said from this point they could indulge in some legitimate low flying when going round again to join for a circuit to land, while they were going around, followed by the landing, two ground borne members of the T.T. Flight, alerted by air traffic control, were folding up and recovering the cable and then returning to the section, sometimes, before the dropping aircraft had landed and taxied back to the T.T. Flight dispersal. In the event of the target snagging on the aircraft, the pilot would have been advised by the T.T.O. as to the nature of the foul up, and would contact Local Air Traffic Control and on his return to the Milfield circuit would see the Crash fire and rescue vehicle, and an Ambulance awaiting his landing, these mishaps were not infrequent, nor were the occasions when a target was pitched through the launch hatch without it being attached to the cable, know as finger trouble - failure to extract the digit, a source of amusement for the innocent and embarrassment for the T.T.O. to blame.
I`ve used the title Air Traffic Control, more for clarity, at this time, in fact in the 1940`s the Control Tower was know as the Watch Office, the " flying prevention branch " had not yet been invented.
I picked a random day from the log: 25.03.45. 4 Serviceable Tug aircraft
|Runway in use
|Paddy & Jack airborne first two tows
|36. Rnwy Both Kites return due to Bad visability.
|At noon heavy rain falls
|36. Rnwy weather clears
|2nd Target No 54
|Successful Landing by No 2 acrft, W/O Lakeman/Laws, Fire tender and ambulance in attendance.
|Hours flown 08.50. 20.00 hrs Finished work for the day.
I hope you can imagine from this, the hordes of bicycles, leaving all parts of the airfield and maintenance sites, together with those on foot and converging together on main site or their dispersed billets. The photograph below gives some idea of the distance between such points.
Len Linekers photograph of the airfield from the rear of the Martinet 05 July 45.
|Snowing heavily since last night
|Large percentage of station personnel clearing runways, T.T.O`s & Pilots not included.
|More clearing of runways, more snow falling, T.T.O`s & Pilots still scrounging.
|Cable dropped on H.T. cables "N.E" of airdrome, as result of aircraft too low on approach.
|09.40 Weather u/s No 2 returns after take off, No 5 returns from taxitrack. 10.30 LOST Typhoon pancakes after six attempts. Weather extremely poor. Hills invisible.
|Allan takes the record ! F/Sgt Weaver, Pilot, comes in too high. Flag drifts, narrowly missed the Tower.
|13.25 Pancaked, trip included rolls etc. becoming an Elliot specialty. (Martinets not stressed for aerobatics).
|14.00 All bods go down in the transport to collect the 60 flag targets from workshops, which have been lying there for the past six weeks. 17.00 200 - 4 foot SLEEVE targets from 14 M.U. Carlisle. These, believed to be no good for towing.
F/Sgt Riley in aircraft No 2 while taxying on "North" perimeter before take off and doing a radio check, taxies into petrol bowser. Damage to acrft resulted in a bent prop, port wing holed, and several dents in engine cowling. Kens punishment from the C.F.I.(Chief Flying Instructor) is 7 days confined to camp. Which obviated further
Len Lineker. T.T.O & Ken Riley. PILOT.
|Raining all day, No flying. Received 240 fathoms of signal halyard - more splicing !
|Sgt Ford in acrft No 4 with Riley as pilot, practice streams. Cable wrongly routed, cuts floor of trough rather deeply.
|Ginger fainted while airborne. Pilot F/Sgt Laws, flag dropped in woods "East" of aerodrome. Recovered.
|Ginger flown down to Eshott in the Domine, most of us fly down with him, to see him join the Army.
|Special Note ! Ginger returns ? failed the medical.
|Tempest Mk 5 EJ560 overshoots Rnwy 24, ploughs through the hedges over road and into field, turns two somersaults, engine breaks away from fuselage and tail breaks off at a point some four feet aft of cockpit. Finishes by standing on its nose. Pilot escapes unaided and unhurt, F/Sgt A.E.Gunn a 56 O.T.U. Instructor, was returning short of fuel, on overshoot, undercarriage failed to retract. A.E.Gunn stayed in the Royal Air Force after the war and in 1948 attended the Empire Test Pilots School at Royal Air Force Farnborough. Later he became Chief Test Pilot for Boulton & Paul Aircraft Company, doing all the development flying of the P111 and the P120 delta aircraft, including a successful ejection from the P120 on 29 August 52 when flying from Boscombe Down. Wiltshire.
|Too lazy to write anything in last nine days. Everyone taking it easy, even Allan at times. (the end of the war in Germany, in sight.)
|First flag dropped "drifts" onto runway in use. Smart work by Allan and Mac clears runway.
|Early turn for Ginger, this is the first early turn for some time, he has been very busy, playing table tennis, billards. A very strenuous game!.
|V E Day is supposed to be tomorrow.
|Today is the end of the war in Europe, we get a half day today and tomorrow off, bags of beer.
| Back at work today, working hard,
10.30 Jack Laws airborne, first flag dropped O.K. second flag, owing to finger trouble, dropped, drifted and landed somewhere near the Y.M.C.A. he said," that it came off in his hand".
Canteen Sitting Rooms Airmans W.A.A.F`s
|Disorganisation and discontent in the section.
|At 13.05. Tempest EJ808. F/O A.B.Mattock. No 6 course. 56 O.T.U. undershoots Rnwy 36 by about 50 yards, undercarriage collapses, aircraft carries on about 50 yards up the runway, engine breaks away from fuselage. Fuselage only catches fire. Pilot escapes unhurt.
|Jet kite performing over aerodrome.
|C.O`s parade, at which the flight was conspicuous by its complete absence.
An ideal model of F. L. S. Milfield training put into practice, was within the week following the Normandy landings - 6th JUNE 1944 - first advanced landing ground ready on the evening of the 7th June. Typhoons took off to attack German armour 1,000 yds forward of the airstrip, turned out to sea, climbed to 8,000 feet, turned, dived for rocket attack, pulled up, 180 degree turn, onto approach to land, full stop.
Group Captain Denys Gillam commanded a Typhoon wing, No 146, which comprised No's 193, 197. 257. 263 & 266 Squadrons, in 2nd T.A.F. a fitting continuation of his earlier work setting up S.L.A.I.S. at Milfield. Then later while leading No 146 Wing to attack a building in the old Dutch town of Dordrect, which the leaders of the Dutch resistance said was the venue for a staff conference of the German Fifteenth Army, Gp Capt Gillam dived from 6000 feet to ground level, dropped his marker bomb, then his two 500lb bombs and called in the attack, which resulted in two German Generals, seventeen Staff Officers, fifty five other lower ranks and twenty Junior ranks being killed.
While never serving at Milfield, the greatest champion of the Typhoon, Sqd Ldr Roland Beamont, C.B.E., D.S.O. & bar, D.F.C. & bar, DL. FRAeS., has written as foreword to his own, and other books - "The Typhoon pilots Qf the 2nd Tactical Air Force played a major part in the Battle for Europe".
Late in 1942 he was told to attend a meeting called by the Commander-in-Chief at Fighter Command Headquarters.
He was astonished to find the whole future of the Typhoon was at stake. Despite being the most junior officer attending the meeting, but knowing the Typhoon from months testing the aircraft as they were produced at the Hawker's factory, and then as a squadron leader of a Typhoon squadron involved, at his own request in night intruder operations into occupied France, in addition to his squadrons planned day fighter operations, he argued the aircraft's superior qualities. He was a champion of the aircraft then, a champion of the pilots as a Typhoon Squadron Leader, and Tempest Wing Leader during the invasion and in support of the advance through Europe, until shot down by ground fire, doing the thing he had briefed others not to do in ground attack, making a second and a third pass at the target.
There have been some doubters of the value of the Typhoon during its four operational years but in the context of Milfield trained use of the Typhoon, the Battle of Mortain leading to the Falaise Gap Campaign 07 - 25 August 44 and the Battle of the Bulge December 44 are two examples of the supreme value of the Typhoon's ground attack qualities. At Mortain 160 tanks and 200 vehicles were destroyed and the enemy lost 800 men killed. At the Battle of the Bulge when German tanks broke through the American lines, 20 German Armoured divisions were destroyed with over 100,000 enemy casualties. The use of the Typhoon in ground attack was not without very high cost in the loss of pilots. In fact, the average loss of pilots per squadron in the 2nd T.A.F. from D-Day until the end of hostilities was almost two per week but the number of ground troops that would have been killed to achieve the same results, over many more months of war, could not be calculated-
German Chief-of-Staff, General Speidel said after the war - "Armoured operations were completely wrecked exclusively by 2nd TAF supported by a highly trained ground wireless organisation".
In all twelve Air Support courses were run by the Fighter Leader School at Milfield and, I think, having had the opportunity to read the Station Operational Record Book at the Public Records Office and Mr E. L. McLintic's copy I'm sure that each successive course was improved and benefited from the up-date of tactics and the extensive use of film taken, both at Milfield, and after the landings, of actual combat film. One of the busiest units on the station was the film processing section!
6 Pilots were killed as a result of aircraft accidents and I Pilot was injured in an undershooting incident during the period of the Fighter Leaders School operations. | aerospace |
https://lowbeds.co.zw/2020/12/28/room-exploration-2/ | 2022-09-30T06:35:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335444.58/warc/CC-MAIN-20220930051717-20220930081717-00275.warc.gz | 0.920642 | 720 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__282891725 | en | The space industry contributes tó the objectives of thé EU’s Europe 2020 Strategy for clever, self-sufficient, and inclusive growth. Likely uniform Spacelab missions include: (a) essential methodical research‹for example, the impact of solar physics on navigation and communications; (t) long lasting visibility to the place setting‹uniform living space devices demand a excessive qualification of survivability; and (m) resources refinement in place‹for illustration, high-purity crystals for sémiconductor factors. Human beings might build up upon this information and search for indications of lifestyle and investigate Mars’ geological advancement, resulting found in analysis and procedures that could get applied in this article on World.
Automatic missions have identified evidence of water, but if life exists beyond Earth even so remains a https://stage5.clientden.com/2020/10/09/record-explanation-facts/ mystery. Perhaps if SpaceX will not produce that tentative time, on the other hand, it is moving forwards swiftly with Starship growth, including an committed maneuvering check inside January 2020 The company strategies to sooner or later employ Starship for crewed Mars quests. When astronauts want to introduction winged spaceships and spacecraft, they must usage web-sites with ample place and structure to control these winged place vehicles. Transferring development for you to place could very well as well gain Earth’s setting in the event accomplished around a good ecological technique that lessens conventional waste material together with territory impact with Soil.
Robert Gilruth has been the NASA scalp of the Living space Endeavor director and Make of 25 crewed living space arrivals. Through addressing the challenges reIated to individuals space or room exploration we expand technology, créate latest industries, and help to foster a peaceful connection with many other nations. Identified as the Von Braun Páradigm, the program had been developed to lead individuals inside the exploration of area. As a good global financial providers organization, Morgan Stanley is committed tó technological innovation. After the very first 20 years of pursuit, focus moved from one-off flights tó green hardware, such as the Room Shuttle service course , and from competition to coopération as with the International Room Station (ISS).
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Krafft Ehricke, a fabulous living space founder found on von Braun’s Peenemunde workforce, wrote: A fabulous key advantages of lunar industries is thát they feature the option of separating development (elsewhere) from use (found on Soil) at a strong conventional civilization where it becomes increasingIy complicated to can both indefinitely at the very same environment (27). Falcon Major is the world’s móst powerful operational rocket by a good aspect of two, capable of carrying large payloads to orbit and holding up quests like a long way like the Moon or perhaps Mars. | aerospace |
https://alrasub.com/flying-car-makes-aviation-history-by-taking-its-first-public-flights/ | 2019-02-19T17:40:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247490806.45/warc/CC-MAIN-20190219162843-20190219184843-00367.warc.gz | 0.96162 | 762 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__156134083 | en | A flying car from Massachusetts-based firm Chas made its first public flight, soaring for 20 minutes in front of aviation enthusiasts in Wisconsin.
The Transition vehicle is part-sedan, part-private jet and is due to go on sale as early as 2015.
It was driven around the EAA AirVenture Oshkosh air show in July before transitioning into the jet and taking off on two 20-minute flight demonstrations.
Terrafugia’s Transition has been in development for seven years and during flight testing last year, it successfully flew for eight minutes.
The Terrafugia has two seats, four wheels and wings that fold up so it can be driven like a car.
It can carry two people, including the pilot, plus luggage and runs on unleaded petrol.
In a statement, the company said: ‘Terrafugia made a dream come true at this year’s EAA AirVenture Oshkosh.
‘The Transition performed its first public demonstrations for the aviation community during the show.
‘Flown and driven by Phil Meteer, our Chief Test Pilot and Flight Test Coordinator, the Transition showed the crowd what it’s capable of.
‘The 20-minute demonstrations included flight manoeuvres over the show centre, converting from airplane to car, and driving along the flight line.’
Transition is considered to be a light sports plane by the U.S Federal Aviation Administration, as well as being a road car.
Owners will have to have pilot’s licenses, and will need to pass a test, plus complete 20 hours of flying time to be able to fly the car.
Despite the advances in technology the Transition demonstrates, critics have said that it is still not the vision of flying cars seen in many sci-fi films.
To answer these critics, Terrafugia also released designs for a TF-X Model of its Transition range in May.
The TF-X model will be small enough to fit in a garage and won’t need a runway to take off.
Whereas the Transition requires a runway, the TF-X can take off from a vertical position because of motorised rotors on the wings.
These rotors will work in a similar way to helicopter rotors.
Being able to take off from standstill means owners will be able to go from the road to the air straight from their driveways, car parks and even when stuck in traffic.
Although you will still need at least 100 feet in diameter in order to open the wings.
According to Terrafugia, the vehicle will carry four people ‘in car-like comfort’.
It is expected to be able to fly, nonstop, for 500 miles.
The TF-X model has not been tested yet, and prices haven’t been announced.
Terrafugia hopes to have working models of the TF-X available for sale within eight to 12 years.
Like with the Transition, pilots will need 20 hours of flying and a pilot’s licence to drive it, though.
The flying car has always had a special place in the American imagination.
Inventors have been trying to make them since the 1930s, according to Robert Mann, an airline industry analyst who owns R.W. Mann & Co. in Port Washington, New York.
But Mann thinks Terrafugia has come closer than anyone to making the flying cars a reality.
The government has already granted the company’s request to use special tires and glass that are lighter than normal automotive ones, to make it easier for the vehicle to fly.
source: Dailymail UK | aerospace |
https://hugethinking.com/post/you-can-now-pilot-a-gravity-flight-suit-in-vr/ | 2018-04-19T11:47:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125936914.5/warc/CC-MAIN-20180419110948-20180419130948-00046.warc.gz | 0.93569 | 702 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__79685337 | en | 360° video expertise places you in a body-controlled jet engine-powered swimsuit.
Human propulsion expertise firm Gravity has launched a VR expertise after its Co-Founder Richard Browning set the Guinness World Record for the quickest pace in a body-controlled jet engine-powered swimsuit final month.
The report made headlines around the globe and supplied the footage for the first-person expertise which contains 360-degree sound in addition to video, and permits the person to expertise what flying the jet swimsuit looks like, for just below three minutes.
“We had a improbable day with Guinness World Records, establishing the benchmark for flight pace, and took the chance to seize some unbelievable 360 diploma footage to present an perception into the sheer adrenaline rush that could be a 1,000 horsepower jet swimsuit,” Browning stated in an interview with VRScout after the occasion. “The last run additionally elegantly demonstrates that we’re not afraid of a secure failure in pursuit of pushing the restrict!”
The 360-degree audio-visual expertise was made in partnership with VR company Visualise, which fitted a multi-directional digicam and microphone to Browning, and filmed as he set the Guinness World Record for the quickest pace in a body-controlled jet engine-powered swimsuit, reaching a high pace of 32.02 miles per hour, over a lake in Reading, United Kingdom.
Browning stated they’d had a whole lot of request from followers and companions everywhere in the world to seize a flight in 360 video, and so they now plan to provide a complete collection of VR experiences as a part of a retail and model partnership attributable to be launched in early 2018.
“We labored with Visualise to authentically seize the 360 audio/visible expertise of what it looks like once I fly,” Browning stated. “The finish outcome when considered in a headset is a rare expertise and the closest factor to really flying the swimsuit.”
Visualize Co-Founder Henry Stuart expressed his pleasure at collaborating with Browning on this expertise.
“Richard’s invention is like nothing we’ve ever seen earlier than,” Stuart stated. “This is likely one of the most fun initiatives we’ve labored on, and having the ability to expertise flight on this approach is mind-blowing, it offers individuals the possibility to expertise it in a singular and immersive approach.”
The British firm is setting itself the formidable mission to “re-imagine the way forward for manned flight,” and Browning stated that their focus is on pushing the boundaries of what expertise is succesful on a worldwide scale.
“We consider VR goes to kind a key a part of how individuals expertise what it feels wish to fly our jet swimsuit,” Browning stated. “It can be an extremely efficient coaching instrument we’re utilizing to show individuals fly it. We needed our first 360 video to be captured throughout an iconic flight so filming it while breaking the Guinness World report was the proper alternative. Content like this helps us attain out to individuals of all ages, to indicate the world what the longer term appears to be like like, at present.”
The put up You Can Now Pilot a Gravity Flight Suit in VR appeared first on VRScout.
This article sources info from VRScout | aerospace |
http://investkz.com/en/articles/2348.html | 2024-04-18T15:10:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817206.54/warc/CC-MAIN-20240418124808-20240418154808-00385.warc.gz | 0.910148 | 310 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__92142522 | en | Range of bilateral documents signed in space sphere between Kazakhstan and France
ASTANA. October 7. KAZINFORM /Sara Kabikyzy/ Within the framework of a visit of President of France Nicolas Sarkozy to Kazakhstan a number of bilateral agreements has been signed in the space activity sphere. Chairman of the National Space Agency of the Republic of Kazakhstan Talgat Musabayev and Minister of Foreign Affairs of France Bernard Kouchner signed two intergovernmental agreements in the presence of the Presidents of Kazakhstan and France. The agreement between the Governments of Kazakhstan and France on cooperation in the sphere of research and using space for peaceful purposes is the basic one between the Kazcosmos and National Center of Space Research (Centre National d'Etudes Spatiales) (CNES). As the press service of the Kazakh National Space Agency notes, the cooperation issues in such spheres like scientific researches of space, using space technologies and services in different fields, specialists training in the sphere of the space activity, elaboration of legal issues connected with space using are regulated in this agreement. The second intergovernmental agreement between Kazakhstan and France touches upon conditions creation and using of the space system of the Earth remote sensing n our country and assembling and testing complex of spacecrafts. Commenting on these significant events for the Kazcosmos, Chairman of the Kazakh National Space Agency Talgat Musabayev noted that the decision of the Presidents of Kazakhstan and France on strategic partnership in the space sphere is implemented in the real cooperation. | aerospace |
https://legit9ja.com/2021/09/nigerian-air-force-accidentally-bombs-over-20-fishermen-in-borno.html | 2022-05-22T22:43:03 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662550298.31/warc/CC-MAIN-20220522220714-20220523010714-00787.warc.gz | 0.966369 | 217 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__6820090 | en | The Nigeria Air Force has accidentally bombed over twenty (20) fishermen while on a mission to attack Boko Haram terrorists in Borno state.
The military aircraft was targeting terrorist camps in Kwatar Daban Masara in the Lake Chad area when the incident happened on Sunday, September 26, 2021, reports claim.
According to the Nigerian Air Force (NAF), the aircraft was deployed to respond to suspected Boko Haram activities in the area along the Nigeria/Niger border, and that it fired on an area where terrorists were suspected to be converging.
The NAF further disclosed that a Board of Inquiry has been set up to thoroughly investigate the circumstances of the incident.
This reports comes on the heel of several accidental bombings of civilians in recent years. If we recall, a video surfaced in April 2021 showing two soldiers alleging that NAF jets targeted soldiers instead of insurgents during a confrontation in Mainok, Borno.
Also at least 17 people, including children, were also killed when a NAF jet bombed Sakotoku village, also in Borno, in 2020. | aerospace |
http://charlesmccain.com/2012/03/dc-3s-still-flying-passengers-and-cargo-in-colombia/ | 2018-12-16T00:32:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827137.61/warc/CC-MAIN-20181215222234-20181216004234-00216.warc.gz | 0.973064 | 308 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__151647457 | en | I imagine you have heard as often as I have the expression, “they don’t make them like they used to.” Reading about the DC-3s still flying passengers and freight to out of the way parts of Colombia reminded me of this saying. The ones mentioned in this article in the Washington Post were probably built as C-47s, the military version of the DC-3, because so many more were produced. (British and Commonwealth forces named it the “Dakota”, an acronym based on DACoTA for Douglas Aircraft Company Transport Aircraft.)
In the Washington Post article, I learned that some parts of Colombia are so inaccessible that one either has to take a river steamer to reach certain parts of the country, which can take weeks, or fly in a DC-3 over the impenetrable jungle and land on a dirt runway. Mechanics scavenge for parts and keep the engines functioning long after their projected design life. These are sturdy planes that’s for damn sure. I remember flying in one of these as a lad when very small airlines in the US like Southern and Piedmont and Republic still flew them. If you have never flown in one I can tell you that the noise from the engines is such that you can barely hear what the person next to you is saying.
If you want to hear what a DC-3 sounds like when it starts its engine, I’ve included a cool video below.
[Source: Washington Post.] | aerospace |
https://aviationinfotech.com/commercial-operators/ | 2023-09-24T20:00:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506669.30/warc/CC-MAIN-20230924191454-20230924221454-00668.warc.gz | 0.929074 | 751 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__273390779 | en | Commercial Aviation Manuals
Aviation Info Tech produces commercial aircraft operations manuals for commercial air transport operators, based on EU/EASA’s requirements.
Aviation Info Tech is a company that specializes in producing commercial aircraft operations manuals for commercial air transport operators. These manuals are based on the requirements of the European Union Aviation Safety Agency (EASA).
Commercial air transport operators are required to have operations manuals that cover all aspects of their operations, including flight operations, maintenance, and safety management. These manuals must comply with the regulations and guidelines set out by regulatory bodies such as EASA, to ensure the safe and efficient operation of the aircraft.
Aviation Info Tech works closely with commercial air transport operators to develop customized manuals that are tailored to their specific needs and operations. The company has a deep understanding of the regulatory requirements set out by EASA, and their team of experts is experienced in producing manuals that comply with these requirements.
The manuals produced by Aviation Info Tech cover all aspects of commercial air transport operations, from pre-flight planning to post-flight operations, including emergency procedures and crew training. The company also offers ongoing support and updates to ensure that the manuals remain up-to-date with any changes in regulations or best practices.
Overall, Aviation Info Tech provides a valuable service to commercial air transport operators by producing customized operations manuals that meet the requirements set out by EASA, ensuring the safe and efficient operation of their aircraft.
Commercial Air Transport operators with EASA Air Operators Certificates and those who follow local variations of the (European) Joint Aviation Authority regulations, including the UAE and Bahrain.
Brexit – expect no changes at first, but watch this space!!
The UAE & Bahrain
The UAE and Bahrain’s safety regulations were based on JAR-OPS and now follow, to a certain extent, EASA’s “rules”. Their manuals are available on their websites.
On the flight operations side, you will require as a minimum an Operations Part A (General) with 14 sections, one of which has 7 major subsections, a Part B, which is type specific and covers amongst other things Normal, Abnormal and Emergency procedures, a Part C which covers navigation matters and aerodrome categorisations and a Part D, the pilot and cabin crew Training Manual.
You will also need a Cabin Crew Manual and probably a Cabin Services Manual. Also, don’t forget the Safety Management System, with its Emergency Response Plan, Security Manual, Ground Operations/Dispatch Manual and possibly others not directly connected with purely flying matters.
You will also need for each aeroplane a Minimum Equipment List.
The people who run the organisation must be lead by an Accountable Manager, who like his main subordinates, Postholders for Training, Fight Operations, Continuing Airworthiness, Ground Operations, all who will be intervened by the CAA.
If you are new to CAT, it is almost essential that you are your Postholders to attend training course. The JAA Training Academy is a good source.
Aviation Info Tech writes and updates manuals for several CAT operators and has first-hand experience in the UAE and Bahrain.
An Aircraft Operations Manual will help you get the most out of your aviation experience.
A custom-written flight operations manual is an excellent way to ensure that every detail about a particular type or model aircraft has been considered when it comes time for Commercial Pilot License applicants and owners alike, which can save both money on unnecessary training fees by following proper procedures at all times!
For more information on Commercial Aviation Manuals, contact Peter at Aviation Info Tech today | aerospace |
https://ez-frisk.org/satellite-imagery/aster-satellite-imagery/ | 2023-09-28T15:25:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510412.43/warc/CC-MAIN-20230928130936-20230928160936-00856.warc.gz | 0.868561 | 231 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__304029604 | en | aster satellite imagery
Aster Satellite Imagery
ASTER is a 15 meter, 14 band multispectral resolution instrument. It can be used for change detection, calibration, validation, and land surface studies.
ASTER satellite image data is expected to contribute to a wide array of global change-related application areas, including vegetation and ecosystem dynamics, hazard monitoring, geology and soils, land surface climatology, hydrology, land cover change, and the generation of digital elevation models (DEMs).
ASTER high resolution satellite capable of producing stereo imagery for creating detailed digital terrain models (DTMs).
We provide a wide range of Aster data from 2002 which covers Iran, Afghanistan, Iraq, and Turkey.
Moshaver Hamrah Company (MHC) has provided this opportunity for you, to be able to access Aster satellite imagery by ordering any place in Iran and neighboring countries. For this purpose, it is necessary to prepare a specific box from the study area (KMZ format) and send it to us along with the imagery date. Our experts will contact you as soon as possible. | aerospace |
https://drone-world.net/quiet-wings-with-shape-memory-alloy/ | 2021-09-23T23:58:46 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057479.26/warc/CC-MAIN-20210923225758-20210924015758-00686.warc.gz | 0.954877 | 120 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__196209702 | en | It’s a fact of operating an aircraft, that the make noise. If you’re an aviator you might want to quiet your craft to avoid annoying people nearby, or you might even want to operate in stealth mode. It turns out that there are different sources of noise on a plane depending upon the phase of flight. A NASA study found that when landing, a gap between the wing and leading edge slats causes air to cavitate causing unnecessary noise. Blocking that hole would allow for quieter landings, but there was no material suitable for both normal flight and the landing. | aerospace |
https://sms305.com/2019/10/02/leo-aerospace-supplies-bespoke-rocket-launches-from-a-scorching-air-balloon-techcrunch/ | 2019-12-11T11:49:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540530857.12/warc/CC-MAIN-20191211103140-20191211131140-00232.warc.gz | 0.955894 | 1,430 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__140837904 | en | The demand for orbital launches is rising steadily, and the business is nowhere close to maintaining. Leo Aerospace thinks it could possibly assist with a launch method that’s extra environment friendly and requires far much less infrastructure than an peculiar rocket: a scorching air balloon. With a rocket hooked up to it, in fact. It sounds wacky at first, however it might show to be a cheap and versatile manner of attending to orbit.
Leo is initially out of Purdue, one in all two such groups on stage this week at Disrupt SF Startup Battlefield. Co-founder and CEO Dane Rudy stated they had been trying into new and higher methods to realize orbit apart from the normal surface-based rocket method.
Maybe used to countering narrowed eyes and barely disguised incredulity at this level, he hastened to observe up.
“It really labored very well for what it was designed for. The difficulty they bumped into was that the U.S. shifted towards sending folks to the Moon — so there simply wasn’t a necessity for that know-how within the Apollo program. However the rise in small satellites has created an enormous demand tailor-made to those capabilities,” he stated.
It seems utilizing a balloon has large advantages. A considerable amount of a rocket’s gasoline and engineering is devoted to pushing it from the bottom, the place the environment is heaviest, to the thinner higher environment, the place drag and different points are a lot much less of a fear. By going the primary few miles straight up in a balloon, a lot much less rocket is required to get into orbit, because you’re skipping one of many hardest components.
The method is kind of precisely what you’d think about: A big balloon inflates and lifts the payload, a small rocket, to a chosen altitude. As soon as there it aligns itself and… effectively, lifts off is probably the unsuitable time period. However it ignites and exits the environment at a deliberate trajectory and inserts the payload into orbit.
There are already air-launch methods on the market that use planes relatively than balloons, presenting their very own challenges and benefits. Leo Aerospace’s major attracts are flexibility and price.
“Our system is absolutely cell — it doesn’t require any floor infrastructure,” stated Rudy. “The entire thing suits into a daily transport container.”
Meaning it could possibly take off wherever and, maybe extra importantly, at any time when the shopper chooses.
Proper now the launch business is increasing like loopy, each due to a rise in whole launches and the rise of “ride-sharing,” the place dozens of payloads share the price of a single rocket. The price goes down, however there are critical inconveniences.
“They don’t have a lot alternative in after they launch or what orbit they’re going to. There’s additionally the complexity of getting to journey with a bunch of different payloads on board — it’s important to compromise on timing and so forth,” Rudy stated.
Whereas ride-sharing means many payloads will get to area that may not have a number of years in the past, it additionally means they could look ahead to years whereas the remainder of the seats refill and prepare to roll. With Leo it’s virtually Domino’s for orbit.
That’s all nice in concept, however the truth is nobody has made a balloon-based industrial launch system. When the Air Power did it, it was fairly crude: The rocket was carried in a vertical place and shot proper via the balloon when it went up. That sort of guidelines out reusing the balloon, however Leo’s total enterprise is based on reusability, since that brings prices down immensely.
“That was one of many large issues we needed to remedy — the expense of the balloon itself; helium is pricey, and the envelope [i.e. the balloon material] is pricey and fragile,” stated Rudy. “How will we make that zero stage, as we name it, reusable?”
Amazingly, they decided that powerful, ripstop nylon and scorching air had been really one of the best resolution. It’s remarkably shut in precept to an peculiar leisure hot-air balloon, however with the slight distinction that it has to fly as much as 18 kilometers of altitude and carry a rocket with it.
“The distinction is how do you management and command this type of car, combine it into airspace, droop the rocket beneath it and all that,” Rudy stated. “All of the stuff you’ve gotten at Vandenberg Air Base for a launch — now we have to make all that cell.”
A bit like going from an peculiar automotive to a self-driving one, Leo’s balloon could also be just like the leisure sort in its fundamental kind, however the technical advances are in how it’s managed and tracked. They’ll alter for wind, management the yaw and rotation, rise to a really exact altitude, and so forth — naturally, all remotely and with partial autonomy.
The rocket doesn’t shoot via its balloon as earlier than, however fires off at a mission-determined angle. 18 km nearer to area, with far much less air resistance to fret about, the three-stage rocket (two stable, then one non-cryo liquid) might be a lot smaller and have far much less mass — requiring lower than half the gasoline to raise a given mass to orbit. To be particular, the system is specced to ship 33 gross kilograms, 25 kg of payload, to a 550 kilometer orbit — or about twice that to 300 kilometers.
December noticed the corporate performing reduced-scale checks at altitude, an essential stepping stone to regulatory approval. The plan is to make their first full-scale suborbital launch subsequent 12 months with their first buyer’s payload on board. Orbital launches are deliberate for 2022.
Leo has gotten via December’s checks on a fairly barebones funds for an area startup of about $520,000, via TechStars and a grant from the Nationwide Science Basis. That’s nice for a basis, Rudy stated, however full-scale checks and an eventual transition to industrial operations will take greater than six figures.
An Air Power Small Enterprise Innovation Analysis grant has opened the door to different authorities sources, and there’s been curiosity from that quarter within the non-orbital potential of the system, as an example high-altitude testing, cell communications infrastructure, and so forth. So already there are a number of eggs in a number of baskets — a horny high quality for buyers.
“We’ve executed all of the foundational work,” stated Rudy. “Now it’s nearly scaling up.” | aerospace |
https://www.afhra.af.mil/About-Us/Fact-Sheets/Display/Article/433878/bradley-follett-papers-1905-1967/ | 2021-11-30T11:43:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358973.70/warc/CC-MAIN-20211130110936-20211130140936-00125.warc.gz | 0.912741 | 466 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__7874282 | en | BRADLEY, Follett Papers (1905-1967)
Published January 16, 2008
2 reels negative microfilm
Call No. 168.7149, 34143-34144
IRIS Nos. 1032818-1032319
(1890-1952). Major General. USAAF, 1920-1944. Born 12 February 1890, Fort Omaha, NE. BS, United States Naval Academy, 1910. Air Service Engineering School, 1922; Air Corps Tactical School, 1927; Command and General Staff School, 1928; Army War College, 1932; Naval War College, 1933. Served in United States Navy as Ensign, 1910-1912; became Second Lieutenant, Field Artillery, 1912 and served to grade of Captain, 1912-1920, with duty in Ordnance Department (1914-1917) and Aviation Section, Signal Corps (1917-1918); transferred to Air Service, July 1920. Career assignments include: various duties as company and field grade officer, 1920-1940, including duty as Commandant, Air Service Observation and Communications School, 1920-1921, and participant in Pulitzer Air Races, 1922; successively Commander, 3rd Bombardment Wing and III Bombardment Command, 1941-1942; Commanding General, First Air Force, March-July 1942; Minister to Russia, August-December 1942; Air Inspector, HQ USAAF, 1943. Retired April 1944. Died 4 August 1952, Mineola, NY.
Personal and official papers relating primarily to Bradley's military career. Includes correspondence (1905-1934, 1941-1952), personal and special orders (1912-1944), and personal records retained in his 201 File (1928, 1942). Includes speeches and addresses made by Bradley, along with newsclippings (1938-1947) and photographs (1905-1911, 1942-1952). Contains reports and messages relating to the "Bradley Mission" to Russia to open an airway there for the delivery of US Lend-Lease airplanes (1942). Also included is printed material relative to Bradley's post Army Air Corps employment with the Sperry Corporation.
Available on microfilm only. Originals are on file at USAF Academy. | aerospace |
https://mobsearch.net/?tag=Il-114-300 | 2020-08-12T06:15:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738878.11/warc/CC-MAIN-20200812053726-20200812083726-00074.warc.gz | 0.93566 | 110 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__72125618 | en | "Rostec" has started final Assembly of the new Russian regional passenger aircraft Il-114-300, reported the press service of the Corporation.
Rostec begun the final Assembly of Il-114-300. Works are in the branch of JSC "RAC "MiG" – on the territory of the Lukhovitsy aircraft production P. A. Voronin. Docking (the fuselage - ed.) is performed on an automated bench, designed and manufactured specifically for the project", - stated in the message. | aerospace |
http://www.standard.co.uk/news/uk/isis-could-use-drones-to-carry-out-terror-attacks-in-uk-a3306741.html | 2017-03-28T01:08:40 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189583.91/warc/CC-MAIN-20170322212949-00403-ip-10-233-31-227.ec2.internal.warc.gz | 0.969485 | 377 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__5777447 | en | Terrorists could carry out atrocities in the UK using drones armed with explosives, according to a leading security expert.
Former Navy head Admiral Lord West of Spithead called for tighter safeguards on the devices after ministers confirmed Islamic State has armed them with explosives.
The Foreign Office today confirmed it had evidence that IS was adapting widely available commercial drones to carry explosives in the Middle East, as well as using them for surveillance and propaganda purposes.
Former security minister Admiral Lord West said if the terror group was using the technology in its heartlands it was likely to use drones in the West.
He warned: "I don't think our control of drones is as tight as it should be.
"If they are using them there, then in fact they are probably even easier to use them here because you can get them so much easier.
"You can pop into any store and buy them. Therefore I am very concerned.
"There is a thing you can do which makes the drone inoperative if it goes on to a boundary of some area, it just stops being able to function. I think that should be mandatory in drones.
"The other thing is, I think buying drones of a certain size - let's say ones that can carry two pounds weight and above - you should, rather like getting a gun licence, have some way of proving who you are and registering."
Ministers are examining the possibility of introducing a drone registration scheme in the UK, similar to the ones already in place in Ireland and the US.
The Civil Aviation Authority advises that drone operators must be able to see the craft at all times and must not fly above 400ft (122m).
Drones fitted with cameras must not be flown within 50m (164ft) of people, vehicles or buildings, or over congested areas or large gatherings such as concerts and sports events. | aerospace |
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