url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
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https://avi-sim.com/about-avisim/ | 2020-08-14T23:19:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439740343.48/warc/CC-MAIN-20200814215931-20200815005931-00198.warc.gz | 0.94319 | 119 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__67013515 | en | This is AviSim
AviSim is an independent digital marketplace that offers a completely new way of buying and selling professional aviation simulator training. It's an easy-to-use, safe and dependable system which lowers costs, increases efficiency and improves communication between the buyer and the seller.
We cooperate with both civil and military customers on both airplanes and helicopters. We collaborate with simulator operators, ATOs, airlines and flight schools from all over the world.
We are based in Stockholm Sweden, providing our service globally.
Send us a message
We look forward to hearing from you | aerospace |
http://kron4.com/2015/02/05/viral-video/ | 2018-01-16T11:31:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084886416.17/warc/CC-MAIN-20180116105522-20180116125522-00098.warc.gz | 0.917584 | 115 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__128979330 | en | SAN FRANCISCO (KRON) — Geeks! Here’s a gift for your eyeballs.
A recently posted series of videos show a Millennium Falcon drone flying various missions.
“Star Wars + Drone + Creativity = Everything is awesome…,” was the reaction from commenter Ollie Dale.
The video was produced and posted on YouTube by remote control helicopter enthusiast and Star Wars fan Olivier C. Naturally, the Millennium Falcon series was filmed “In a galaxy far far away,” he says in the video description. | aerospace |
https://eng.rudn.ru/media/events/iaa-scitech-forum-2018-iaa-conference-on-space-flight-mechanics-iaa-conference-on-space-structures-and-materials/ | 2023-03-30T18:37:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949355.52/warc/CC-MAIN-20230330163823-20230330193823-00069.warc.gz | 0.698191 | 259 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__140304409 | en | IAA SciTech Forum 2018: IAA Conference on Space Flight Mechanics, IAA Conference on Space Structures and Materials
15-17 May, 2018, RUDN University together with the International Academy of Astronautics, IAA and American Astronautical Society, AAS hold IAA SciTech Forum 2018) featuring two conferences: IAA Conference on Space Flight Mechanics and IAA Conference on Space Structures and Materials.
Among participants – prominent Russian scholars and academics from foreign universities - Penn State University, USA), The University of Arizona, USA, Purdue University, USA, Polytechnic Institute of Milan, Italy, Sapienza University of Rome, Italy), Delft University of Technology, Holland, Universiti Putra Malaysia, Malaysia, Israel Institute of Technology, Israel, Kyushu University, Japan and others.
On the agenda technical sessions on various issues like spacecraft control, navigation in space, planning and optimizing space missions, creating robotic and intellectual systems for spacecrafts etc.
Sergey Kupreev, firstname.lastname@example.org,
Irina Tkachenko, email@example.com,
Tel +7(495) 955-09-61. | aerospace |
https://www.hulahub.com/sports/aero-sports/gliding | 2017-05-29T04:03:16 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463612013.52/warc/CC-MAIN-20170529034049-20170529054049-00030.warc.gz | 0.946078 | 333 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__19284160 | en | Access over 6,000 offers and discounts from major high street brands and retailers.
Browse thousands of activities, or let us suggest something. From yoga workshops to 5-a-side football, pottery to cookery classes, there is something for everyone!
Book and pay for your activity in just two simple steps. Bring guests or invite other friends to join you. Simple! Now you can get with the fun stuff...
Share the good times with new and old friends. Discover new interests and grow your leisure network. They say two's company, three's a crowd... and we think crowds are great!
Join and organise gliding lessons and a whole range of other leisure activities with the people you want to be with. Try us out for FREE.
Gliding is a recreational activity and sport where pilots fly unpowered aircraft. Gliding uses the same naturally occurring currents of air that birds use to fly. Gliders, or Sailplanes, can soar to great heights and travel great distances - experienced pilots can fly hundreds of kilometres. Some competitive pilots fly in races around pre-defined courses. Gliding tests pilots' abilities to make best use of local weather conditions as well as their flying skills.
Gliding is an aeronautic adventure sport and leisure activity in which you harness the power of nature to stay airborne. You can enjoy it whatever your age, physical ability or background and it can be as exciting and challenging as you want - no two flights are the same. Go cross country, long distance and mountain wave flying or take part in competitions, aerobatics and vintage aircraft shows - there really is something for everyone. | aerospace |
https://concise.ng/nigeria-airforce-repels-boko-haram-attack-kill-scores-counter-attack/ | 2023-06-08T02:27:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654031.92/warc/CC-MAIN-20230608003500-20230608033500-00344.warc.gz | 0.972241 | 273 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__301170803 | en | Nigeria Air Force Repels Boko Haram Attack, Kills Scores In Counter Attack
A Nigerian Air Force (NAF) helicopter conveying personnel on medical outreach programme at Gwoza on Wednesday came under attack by members of the Boko Haram terrorist group.
According to the press statement issued by Airforce Headquarters on Thursday, the Mi-17 helicopter was shot at severally by the insurgents however there was no casualty except for an airman that sustained bullet wound.
The helicopter, according to the ariforce, had departed Maiduguri enroute the venue of the 2-day medical outreach programme in Gwoza when it came under attack by the insurgents. Nevertheless, the pilot was able to fly the helicopter safely to and from its destination to enable the outreach programme continue uninterrupted.
Following the attack, the NAF immediately scrambled a fighter aircraft and helicopter gunship to the location between Bama and Gwoza to neutralise the threat. Intelligent report by ground troops confirmed scores of the terrorist group were killed, signifying that the air attack on the threat location was successful.
Recall that the NAF has been conducting medical outreach in the North East as part of its humanitarian support to Internally Displaced Persons. The latest of this effort was in Gwoza. This follows a similar effort undertaken recently for IDPs in Lagos area. | aerospace |
https://www.polytechforum.com/air/what-is-the-trick-to-learning-to-fly-a-helicopter-60038-.htm | 2022-12-06T01:03:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711064.71/warc/CC-MAIN-20221205232822-20221206022822-00409.warc.gz | 0.939579 | 1,355 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__194878426 | en | I have tried practicing on two different simulators:
Microsoft flight simulator
GE Real Flight
and I just don't seem to be able to keep the helicopter from
spinning wildly out of control, what kinds of things can I
do to begin improving my skills?
On Tue, 9 Dec 2008 06:37:00 -0600, "Peter Olcott" wrote
In Real Flight, put the heli in "idle up" by selecting
the middle position for the 3-way switch at the top
left of the controller.
This brings the engine up to full speed with a little
negative bite on the rotor to keep it on the ground.
The left stick then controls only the collective (the
thing that makes the heli go up and down) and does not
vary the throttle setting on the motor.
Anticipate that as you raise the collective, there may
be a tendency of the aircraft to yaw toward the left
(this happens to me all the time because I do not
wait for the rotor to reach proper speed).
For me, it helps to realize that I have to counteract
every input I just made in order to hover in one place.
I don't have the delicacy of touch not to overcorrect,
so I do a little dance on the right stick mostly,
left-right, forward-back. I make corrections on
yaw less often and usually with less difficulty (I
guess there is a gyro on the yaw axis helping out).
Transitioning to flight from a hover means shoving
the nose down (if you're following the nose, of
course) and causing some of the lift vector to
be converted to thrust.
Transitioning from flight back to hovering requires
hauling back on the stick momentarily to get the
rotors to act against the direction of flight,
then going into the hover-dance right away, starting
with a quick pitch forward to stop the aircraft
from reversing direction. I think of this whole
sequence as the "Whoa, Nellie!" manuever: strong
move backwards to stop the forward motion, strong
move forward to get level, then twitching to
It took me nearly forever to be able to fly away
from myself, return, and land. I'm not entirely
certain what I was doing wrong. I just made hundreds
of attempts and eventually got better.
In a relatively stable hover, the rotors will
be slanted slightly to the right. If you try
to hover with the rotors perfectly level, you
will cause the aircraft to move to the left.
This takes a little getting used to, especially
(for me) in nose-in hovering.
The rule for leveling the rotors when the heli
is coming toward you is the same as the rule for
leveling the wings of an airplane that is flying
toward you--low side gets the aileron input.
You have to level the heli yourself after every
bank you make. So far as I know, there is no
aerodynamic tendency at work for helicopters
to come out of a bank as there is for high-wing
trainers with non-symmetrical airfoils and plenty
of dihedral. If you bank it left, you will have
to bank it right shortly afterward if you want
to stay in the air.
I am a sloppy heli pilot. I do 98% of my heli
flying on the simulator, so it doesn't cost me
too much money. I think I've got a lot of
bad habits from plank flying (mixing up elevator
with every aileron input).
The heli columnist for MA used to write, "If you're
not flying, you're not trying." Keep at it on the
simulator and you'll eventually work out your own
I have not used either of those. I use FMS and had to first set it up
correctly and trim the heli. It is set now so that if I throttle up the heli
rises and doesn't spin. After that it's like getting to Carnegie Hall,
practice, practice, practice.
With FMS you can fly from the heli if you want, that is instead of looking
at it from the fixed position on the ground ,it's like you are in the heli.
If you do this for a while you can get the hang of the controls and not have
to worry about the spatial relation between you and the model. When you do
fly from the ground concentrate on the NOSE of the heli, not the tail.
I can fly up, out a bit and back and land. That's about it.
| I have tried practicing on two different simulators:
| Microsoft flight simulator
| GE Real Flight
| and I just don't seem to be able to keep the helicopter from
| spinning wildly out of control, what kinds of things can I
| do to begin improving my skills?
Well, it's hard to tell what the problem is, but the first place to
start is to make sure that the controls are set up properly.
If you give it enough power to just rise off the ground, it should
mostly just sit there, perhaps drifting slowly somewhere -- but it
should not immediately spin out of control. If it does, something
Beyond that, this is a good site on learning to fly a R/C helicopter --
`RADD'S SCHOOL OF ROTARY FLIGHT'
Side note: about learning to fly the real thing --
... from the guy who brought us SQL for web nerds!
If you have the current real flight, try selecting the Axe Ez
helicopter. That's a beginner machine of the coaxial design that is
pretty easy to fly in real life too. Fly it around a bit until it
gets boring both tail in and nose in, then tackle trying to keep one
of the 'real' ones under control.
I have the latest version of FMS but have not found any way to set it up
so one is flying from the heli. How do you do that? It appears to me
that the only options are Chase Camera or Fixed Camera, neither of which
allows one to fly from the heli. | aerospace |
http://taberextrusions.com/aluminum-alloys/ | 2018-03-21T20:13:53 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647692.51/warc/CC-MAIN-20180321195830-20180321215830-00651.warc.gz | 0.915709 | 174 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__4201176 | en | The strong, yet lightweight nature of aluminum alloys have made them invaluable in applications such as aerospace or infrastructure.
Taber’s recent aluminum cast house upgrades have given us the capabilities to manufacture the full gamut of aluminum alloys for both wrought and casting purposes. Aluminum alloys that are cast can be used create products that are cost-effective because of the low melting point. Broadly used in engineering systems and applications which require lightweight or corrosion-resistant characteristics, aluminum alloys are the preferred choice for innumerable industry applications.
Taber offers the full range of aluminum alloys for all of our aluminum shapes, including hard, soft, marine, and armor grade alloys. Need specific metal fabrication? We also offer custom chemistries to meet your unique needs. All of our alloys are processed at our billet casting facility in Gulfport, Mississippi. | aerospace |
https://www.aph.gov.au/Parliamentary_Business/Committees/Senate/Rural_and_Regional_Affairs_and_Transport/GeneralAviation | 2023-03-29T01:08:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948900.50/warc/CC-MAIN-20230328232645-20230329022645-00171.warc.gz | 0.927722 | 346 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__292287540 | en | Under Standing Order 25 (2) (a), the Senate Rural and Regional Affairs and Transport Legislation Committee will inquire into and report on the current state of Australia's general aviation industry, with particular reference to aviation in rural, regional and remote Australia.
The committee will consider the operation and effectiveness of the Civil Aviation Safety Authority (CASA) and other relevant aviation agencies, with particular reference to:
- the legislative and regulatory framework underpinning CASA's aviation safety management functions, including:
- the application of the Civil Aviation Act 1988 and the Civil Aviation Safety Regulations 1998 to Australia's aviation sector, and whether the legislation is fit for purpose;
- the safety and economic impacts, and relative risks, of CASA's aviation safety frameworks; and
- the engagement of CASA with other relevant Australian Government agencies;
- the immediate and long-term social and economic impacts of CASA decisions on small businesses, agricultural operations and individuals across regional, rural and remote Australia;
- CASA's processes and functions, including:
- its maintenance of an efficient and sustainable Australian aviation industry, including viable general aviation and training sectors;
- the efficacy of its engagement with the aviation sector, including via public consultation; and
- its ability to broaden accessibility to regional aviation across Australia, considering the associated benefits of an expanded aviation sector; and
- any related matters.
The committee presented its interim report on 10 December 2020, and was due to report 30 November 2021.
On 20 October 2021, the Committee agreed to extend the reporting date to 17 March 2022.
On 16 March 2022, the Committee agreed to extend the reporting date to 20 October 2022 and provide an interim report on 30 March 2022. | aerospace |
http://odp.org/Science/Technology/Space/Colonization/Life_Support | 2022-10-02T01:05:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030336978.73/warc/CC-MAIN-20221001230322-20221002020322-00484.warc.gz | 0.876018 | 177 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__184101572 | en | Sites from research institutions and others focused on closed or controlled life support systems, biological or chemical, suitable for use in space colonies.
Arizona University environmental research activities and education programs in the "living laboratory" originally built for an experiment to test the feasibility of humans living in a closed ecosystem.
A non-profit organization developing technologies for colonizing space, including a biosphere-style closed ecological life support system (CELSS).
Examples of advance life support research at NASA Ames.
Thanks to DMOZ, which built a great web directory for nearly two decades and freely shared it with the web. About us | aerospace |
https://www.pinterest.com.mx/dakopinski/solar-system-exploration/ | 2021-09-19T18:04:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056892.13/warc/CC-MAIN-20210919160038-20210919190038-00440.warc.gz | 0.917958 | 460 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__122978281 | en | Solar System Exploration
Last updated 15 weeks ago
Check out Erie. Thank you for sharing your pet’s tail of hope! It’s always heartwarming to hear stories about the incredible bond people share with their pets. You can help make tails of hope like yours possible for thousands of other pets in need through the Lollypop Farm Tails of Hope Telethon. Tune in on Saturday, March 4th from 3:00 p.m. to 9:00 p.m.
Spacecraft and Instruments
New Horizons Spacecraft and Instruments - Spacecraft instruments are selected to meet a mission's science goals. On New Horizons, for example, NASA set out a list of things it (and the planetary science community) wanted to know about Pluto: What is its atmosphere made of, and how does it behave? What does the surface of Pluto look like? Are there big geological structures? How do particles ejected from the sun (known as the solar wind) interact with Pluto's atmosphere?
Europa's Stunning Surface
Jupiter’s icy moon Europa in a newly-reprocessed colour view, made from images taken by NASA's Galileo spacecraft in the late 1990s. The view was previously released as a mosaic with lower resolution and strongly enhanced colour. To create this new version, the images were assembled into a realistic colour view of the surface that approximates how Europa would appear to the human eye.
Controlling the ISS
Attitude and altitude are important factors for flying a spaceship. But How do you control the International Space Station, a ship the size of a US football field (or five hockey rinks — a better reference for Canadians!)? And where does this happen? Canadian astronaut Chris Hadfield answers these questions from inside the ISS.
A cosmic hurricane
The giant planet Saturn is home to some of the most bizarre weather in our Solar System, such as the swirling storm shown in this Cassini view. Known as “the hexagon”, this weather feature is an intense, six-sided jet stream at Saturn’s north pole. Spanning some 30 000 km across, it hosts howling 320 km/h winds that spiral around a massive storm rotating anticlockwise at the heart of the region. | aerospace |
http://www.priu.gov.lk/news_update/Current_Affairs/ca201305/20130505sri_lankan_commissions_ground_services_operations_building_at_mria.htm | 2017-10-16T23:40:07 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187820487.5/warc/CC-MAIN-20171016233304-20171017013304-00066.warc.gz | 0.921174 | 326 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__59151719 | en | The new Ground Services Operations Building of SriLankan Airlines at Mattala Rajapaksa International Airport (MRIA) was declared open by Minister of Civil Aviation Priyankara Jayaratne on Friday, May 3rd, 2013.
The newly opened two-storey building, which is expected to become the centre-point of SriLankanís operations at MRIA, will house the engineering, ground handling and flight operations branches of the airline.
SriLankan Airlines is the sole ground handler at MRIA providing full handing services including passenger services, baggage services and cargo handling for charters and privately owned aircraft.
Currently, SriLankan Cargo manages the 5,000-square meter cargo facility at Mattala Rajapaksa International Airport which has the capacity of handling 60,000 metric tonnes. It is equipped with facilities to store live animals, dangerous goods, temperature regulated goods, customs and quarantine cargo, with special provisions for valuable cargo, weighing facility up to 15000kg, and screening machines.
Meanwhile, all Line Maintenance requirements at MRIA for Airbus A300, A320, A330, A340 and Boeing 737 aircraft, including support for other operatorsí aircraft are provided by SriLankan Engineering.
A subsidiary of SriLankan Airlines, SriLankan Catering (SLC) is in full command of the Flight Kitchen of MRIA supplying food and beverages to Transit Restaurant, Business Class Lounge and the Public Restaurant. Staffed by 52 employees recruited from the region, these SLC restaurants are utilizing maximum possible local produce in all catering requirements. | aerospace |
https://www.civilsdaily.com/news/pib-use-of-space-technology-in-agriculture-sector/ | 2022-05-19T14:46:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662529538.2/warc/CC-MAIN-20220519141152-20220519171152-00389.warc.gz | 0.858294 | 544 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__158824159 | en | Mains Paper 3: Agriculture | E-technology in the aid of farmers
From UPSC perspective, the following things are important:
Prelims level: Various initiatives mentioned in the newscard
Mains level: Various technological measures for enhancing farm productivity
- The Ministry of Agriculture and Farmers Welfare, has been pro-active in using the space technology in agricultural sector. Take a look of various initiative in the aid of farmers:
Various institutional measures
- The Department of Agriculture, Cooperation and Farmers Welfare established a Centre, called Mahalanobis National Crop Forecast Centre, in 2012.
- It works for operationalization of the space technology developed in the Indian Space Research Organization, for crop production forecasting.
- The Soil and Land Use Survey of India uses satellite data for soil resources mapping.
Use of Space Technology
The Department is using space technology for its various programmes/ areas, such as:
- Forecasting Agricultural Output using Space, Agro-meteorology and Land-based Observations (FASAL) project
- Coordinated programme on Horticulture Assessment and Management using geoiNformatics (CHAMAN) project
- National Agricultural Drought Assessment and Monitoring System (NADAMS),
- Rice-Fallow Area Mapping and intensification, geo tagging of infrastructure and assets created under Rashtriya Krishi Vikas Yojana,
- The space technology helps getting fast and unbiased information about the crop situation in the country.
- It provides digital data, which is amenable to various analysis. Because of its synoptic view, it provides images of the whole country in a very short duration.
- Hence, this data can be used for various programmes, which need information on crop type, crop area estimates, crop condition, crop damages, crop growth etc.
- The Department has launched KISAN [C(K)rop Insurance using Space technology And geoiNformatcs] project during October 2015.
- The project envisaged use of high-resolution remote sensing data for optimum crop cutting experiment planning and improving yield estimation.
- Under this project, pilot studies were conducted in 4 districts of 4 States viz. Haryana, Karnataka, Maharashtra and Madhya Pradesh.
- The study provided many useful inputs [for smart sampling, yield estimation, optimum number of Crop Cutting Experiments (CCEs) etc.
- These were used to define Standard Operating Procedures for use of satellite data in the revised guidelines of Pradhan Mantri Fasal Bima Yojna (PMFBY). | aerospace |
http://planetary.org/blogs/index.jsp?page=19 | 2017-05-24T23:24:03 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607871.54/warc/CC-MAIN-20170524230905-20170525010905-00322.warc.gz | 0.964084 | 110 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__71176731 | en | New scientific findings add to the evidence that Europa is spouting its liquid ocean into space. NASA has a mission to Europa in the works, but it wouldn't launch for at least a decade. Congress can make it faster, but it all depends on whether they can pass a budget this year.
We're back from our #RocketRoadTrip through four states with NASA field centers involved in the agency's Journey to Mars program. We'll be sorting through our material for quite some time, but meanwhile, here are five key things we learned. | aerospace |
https://diamondcoatings.co.uk/ | 2022-08-18T02:35:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573145.32/warc/CC-MAIN-20220818003501-20220818033501-00241.warc.gz | 0.965006 | 223 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__82697394 | en | Our Anti Reflective Face shields are coated with our custom Anti-Reflective coatings. 97% light transmission compared to 89%. Virtually zero reflection from either side.
The UK-made face shield is created from medical grade materials and complies to BS EN166:2002.
The Solar Orbiter is a European Space Agency led mission working closely with NASA to observe and explore the Sun, its solar winds and how they affect our planet, as well as providing the first ever images of the Polar regions, an area of which there is little understanding currently.
Working with design and research institutions globally as well as industry leading companies providing a diverse range of products.
Over the years we have been involved in projects in industries ranging from Automotive to Aerospace as well as serving requirements for University research projects. Examples of some of the work we have done include the manufacture of a capacitive switch for a lighting system for one of the world’s leading luxury car manufacturers.
In addition we have worked closely with the military in a number of countries as well as with medical boards creating truly breakthrough technology. | aerospace |
https://www.benzinga.com/stock/aaww | 2017-02-27T21:38:02 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501173761.96/warc/CC-MAIN-20170219104613-00344-ip-10-171-10-108.ec2.internal.warc.gz | 0.941897 | 302 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__255677772 | en | Atlas Air Worldwide Holdings Inc is a Delaware corporation was incorporated in 2000. The Company provides outsourced aircraft and aviation operating services. It manage and operate the fleet of 747 freighters. Its customers include airlines, express delivery providers, freight forwarders, the U.S. military and charter brokers. It has operations in Africa, Asia, Australia, Europe, the Middle East, North America and South America. The Company's services include ACMI, it provide outsourced cargo and passenger aircraft operating solutions, including the provision of an aircraft, crew, maintenance and insurance, while customers assume fuel, demand and Yield risk; CMI, which is part of the company's ACMI business segment, whereby it provide outsourced cargo and passenger aircraft operating solutions including the provision of crew, maintenance and insurance, while customers provide the aircraft and assume fuel. The customer pays a fixed charter fee that includes fuel, insurance, landing fees, overfly and all other operational fees and costs; and Dry Leasing, whereby it provide aircraft and engine leasing solutions. The Company also market there cargo and passenger Commercial Charter services to charter brokers, cruise-ship operators, freight forwarders, direct shippers and airlines. The Company is subject to regulation by the U.S. Department of Transportation ("DOT") and the FAA, among other U.S. and foreign government agencies.
Benzinga is a fast-growing, dynamic and innovative financial media outlet that empowers investors with high-quality, unique content. | aerospace |
https://guanjiu.en.made-in-china.com/product/pjZQgrwcfokI/China-Magnesium-Ingot-High-Quality-Magnesium-Ingot-Low-Price.html | 2019-10-24T04:24:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987841291.79/warc/CC-MAIN-20191024040131-20191024063631-00403.warc.gz | 0.767215 | 247 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__139369901 | en | Handan Guanjiu Metal Materials Import & Export CO.
Product name: metallic magnesium alloy ingot Specifications: 5kg, 6kg, 8kg, 12kg, 17.5kgMg content:99.9%, 99.95%, 99.98%, 99.99%
Main application: magnesium alloy additive, military industry, chemical industry and more.
Packaging details:About 1000Kg packed in wooden pallet. Also accept customize.Appearance: bright silver metallic surface or as per buyer request
magnesium and magnesium alloy as a green environment protection industry material, widely used not only instrument produce and military affairs industry, but also making magnesium alloy, used as reducer, deoxidizer, alterative in producing some alloy. Magnesium is a important material in avigation industry, magnesium alloy is widely used in making airplane, engine and other parts, it is also used in making optics instrument. As a strong reducer, it still used in producing Titanium, Zirconium, Beryllium. Purity magnesium has a week intension, but magnesium alloy is a well light structural material, widely used in space technic, aviation, automobile and appearance bearing and other industry department. | aerospace |
https://spj.sciencemag.org/journals/space/2021/5245136/ | 2022-09-30T08:39:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335448.34/warc/CC-MAIN-20220930082656-20220930112656-00296.warc.gz | 0.879538 | 16,058 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__121201769 | en | Review Article | Open Access
Y. Xia, J. Li, R. Zhai, J. Wang, B. Lin, Q. Zhou, "Application Prospect of Fission-Powered Spacecraft in Solar System Exploration Missions", Space: Science & Technology, vol. 2021, Article ID 5245136, 15 pages, 2021. https://doi.org/10.34133/2021/5245136
Application Prospect of Fission-Powered Spacecraft in Solar System Exploration Missions
Fission power is a promising technology, and it has been proposed for several future space uses. It is being considered for high-power missions whose goal is to explore the solar system and even beyond. Space fission power has made great progress when NASA’s 1 kWe Kilowatt Reactor Using Stirling TechnologY (KRUSTY) prototype completed a full power scale nuclear test in 2018. Its success stimulated a new round of research competition among the major space countries. This article reviews the development of the Kilopower reactor and the KRUSTY system design. It summarizes the current missions that fission reactors are being considered as a power and/or propulsion source. These projects include visiting Jupiter and Saturn systems, Chiron, and Kuiper belt object; Neptune exploration missions; and lunar and Mars surface base missions. These studies suggest that the Fission Electric Propulsion (FEP)/Fission Power System (FPS) is better than the Radioisotope Electric Propulsion (REP)/Radioisotope Power System (RPS) in the aspect of cost for missions with a power level that reaches ~1 kWe, and when the power levels reaches ~8 kWe, it has the advantage of lower mass. For a mission that travels further than ~Saturn, REP with plutonium may not be cost acceptable, leaving FEP the only choice. Surface missions prefer the use of FPS because it satisfies the power level of 10’s kWe, and FPS vastly widens the choice of possible landing location. According to the current situation, we are expecting a flagship-level fission-powered space exploration mission in the next 1-2 decades.
At present, chemical energy [1–3] and solar energy [4–6] are the main forms of energy supply for space applications. However, they have difficulty in meeting the energy demand of future space science and space applications [7–11]. Nuclear power, due to its high energy density, is believed to be one of the next-generation energy solutions. Radioisotope Electric Propulsion (REP) [12–15] has been widely assessed for outer planet explorations as a means to provide sufficient power. The power of REP systems generally falls within the 1 kW range and offers negligible propulsive capability to nonsmall spacecraft. Fission Electric Propulsion (FEP) [16–22] has also been proposed and expected to expand our space exploring capability by orders of magnitude. Typical FEP studies assume a system power of 100 kW or more and may require multiple launches with in-space assembly of the components. To make up the gap between the two technologies, NASA has made great efforts to make a 1-10 kWe space reactor of Kilowatt Reactor Using Stirling TechnologY (KRUSTY). The KRUSTY-based application may hopefully come into fly in this or the next decade. Fission power is promising and will play a role in the great power game. NASA supported it under the Game Changing Development (GCD) program . The ESA judges that a successful FPS project realization is of global impact and comparable with the Apollo and International Space Station (ISS) project .
The United States, under the Systems for Nuclear Auxiliary Power (SNAP) program , launched the first and only spacecraft powered by a nuclear reactor in 1965. In the later four decades, some nuclear reactor-based projects have been supported by the US to promote space nuclear power. The projects included the Space Power Advanced Reactor (SPAR) program , the Space Prototype (SP-100) , the Prometheus, and the Fission Surface Power (FSP) [28, 29]. FSP is still in progress while the other projects have been finished . In this century, the Los Alamos National Laboratory (LANL) and the Glenn Research Center (GRC) have made significant progress on KRUSTY. In 2018, its nonnuclear test verification has been completed, as well as its in-zone nuclear tests under steady-state, transient, and accident conditions . NASA planned for it a fly demonstration or application for deep space exploration missions around 2025.
The former Soviet Union had successfully launched 33 BUK and 2 TOPAZ-I space reactor-powered missions. The BUK type adopted thermoelectric power generation technology, with an output power of 3 kWe and a lifetime of 135 days in orbit [32, 33]. TOPAZ-I used a thermionic stack, which weighted 1200 kg and had an output electric power of 6 kWe. It could operate in orbit for up to 342 days [32, 33]. The Russians continued its research and development of a Nuclear Gas Core Reactor (NGCR) for rockets since 1954 and performed other research for weapons [35, 36]. In this century, Russia has revealed very little information on its progress but is believed to have been carrying out research on megawatt space reactor technology which is mainly based on Brayton thermoelectric transfer technology . It is planning a fission-powered spacecraft travelling to Mars mission perhaps around 2025.
In 2013-2014, the European Disruptive technologies for space Power and Propulsion (DiPoP) project highlighted the main issues and recommendations that are necessary to develop space nuclear power . In 2017, the European-Russian Megawatt Highly Efficient Technologies for Space Power and Propulsion Systems for Long-duration Exploration Missions (MEGAHIT) project developed concepts of space, ground, and nuclear demonstrators. In 2018, its follow-up project, DEMOnstrators for Conversion, Reactor, radiator and Thrusters for Electric PrOpulsion Systems project (DEMOCRITOS) , succeeded in a ground-based test of a Russian nuclear reactor with 1 MWe of power plus the important thermal emission solution by the use of droplet radiators. The technical choice of test space applications preferred to start from 30 kWe to 200 kWe gas-cooled or liquid metal-closed cycle Brayton and their near-earth application . Afterwards, the International Nuclear Power and Propulsion System (INPPS) flagship nonhuman (2020th) and human (2030th) Mars exploration missions [41–44] were established to meet the celestial Earth-Mars-Earth-Jupiter/Europa trajectory in 2026-2031 for maximal space flight tests. The first flagship space flight is a complex, complete test mission for the second flagship towards Mars with humans. With a path choice different from the United States and Russia, Europe started directly at a MWe reactor power system. They are expecting the Mars-INPPS payload mass of up to 18 tons to allow the transport of three different payloads, scientific, pure commercial, and new media communication in one mission.
China [45–48] and Japan also have had a few early-staged concept designs for space reactors. Even though India, an emerging space power, is committing to growing its ground nuclear power capacity, it has not shown any public ambition for space nuclear power.
Space fission power can enable and benefit several mission objectives. The article only focuses on a part of the big picture. It is limited to space exploration purposes: namely, outer-planet missions, manned Mars/lunar surface missions, and interstellar precursor missions. Space fission power can also benefit national or planetary defense by supplying stable or pulsed high power, enhancing spacecraft’s mobility and serviceability, altering comet/asteroid orbit, and functioning along with airborne and terrestrial defense systems. It also shows commercial potential in space such as extending satellite use with much higher power, providing maintenance, mobility, retrieval, transition to prolong life span, and lower cost of one spacecraft. It can even enable lunar and deep space tourism .
This paper reviews the developments of Kilopower and KRUSTY’s fission power. It then further looks into fission powers’ potential in space sciences’ future. The paper explores plans for studying Jupiter and beyond, as well as lunar and Mars missions. This review discusses the possibility, advantages, and disadvantages of applying fission power systems within the framework or constraints of a few current missions. It is worth mentioning that, with the application of fission reactor, there will no longer be a power cap in the range of hundred watts to payloads, i.e., the power change will change the architecture of the whole payload planning and scientific achievement expectation. Specifically, space fission source is expected to upgrade missions by enabling orbiters to replace flybys, landers to replace orbiters, and multiple targets to replace a single target on bases that it can support higher power instruments, allow more instruments, increase the instruments’ duty cycles and download data with higher rates, support real-time operations and in situ analysis, enable electric propulsion to a lower mass, and improve flexibility. Yet due to limited discussion and proposals coming up so far, this frame changing advantages is unable to be covered in the scope of this article. This article refers mainly to NASA reports and projects. Thanks to NASA’s openness, scholars can follow and summarize these techniques and then form a reference for relevant researches.
2. Kilopower and KRUSTY Progress
NASA had partnered with the Department of Energy’s National Nuclear Security Administration, LANL, Nevada National Security Site (NNSS), and Y-12 National Security Complex by using their existing nuclear infrastructure. It has completed a quick prototype reactor and test. The Demonstration Using Flattop Fission (DUFF) test was completed by LANL using the existing “Flattop” criticality experiment [50–52] at the NNSS to provide the nuclear heat source. This setup is shown in Figure 1. Many “firsts” were established in September 2012 when the DUFF experiment was completed [53, 54]. These milestones included the first Stirling engine driven by fission source and the first heat pipe to transfer heat from reactor to conversion system. DUFF’s success showed that a nuclear test of one small fission system can be accomplished with reasonable cost and a compact schedule [31, 55]. DUFF was envisioned as a simple step, to push space fission power forward and create confidence in space reactors’ use in future space missions. DUFF was the predecessor of KRUSTY. KRUSTY refers to a power system containing a reactor, heat transfer, Stirling power conversion, heat rejection control, and an overarching structure. KRUSTY now is developing Kilopower reactor concepts, which refers to only the fission reactors. After successful completion of the KRUSTY experiment in March 2018, the Kilopower project team began developing mission concepts for possible future flight demonstrations to the moon or Mars. It is also conducting risk reduction research and improvements for better flight preparations.
Kilopower reactor concepts [57–62] utilize a solid block of fuel and are constrained to use heat pipes to transfer energy from fission core. Kilopower reactors generally intend for simple, low power (1-10 kWe, with specific power of 2.5-6.5 W/kg). In addition, it aims for space and surface power systems with conceptual designs aiming specifically at a 1 kWe lunar demo mission and also a 10 kWe Mars In Situ Resource Utilization (ISRU) demo mission. Kilopower has limitations to reach power scales of 100 kWe. More recently, its fuel of Uranium-Molybdenum (UMo, provided by DOE) takes designs of two different 235U enrichments: 93% (HEU) and 19.75% (LEU) . There are pros and cons for each choice, but overall, HEU is superior in performance. The only significant advantage of LEU is rooted in the fact that it is in accordance with the antiproliferation policy so that there is a simplified approval process. Figure 2 shows MCNP schematics of HEU and LEU enrichments combining 5 kWt (1 kWe) and 50 kWt (10 kWe) power levels. In the figure, fuel is in yellow and the beryllium oxide (BeO) reflector in blue. The developing group of LANL believes that a Kilopower reactor concept is the simplest among ever-proposed space power reactor concepts. Its simplicity leads to high reliability for two reasons. First, Kilopower systems can inherently survive any transients (e.g., loss of power conversion heat removal) at any power level without any control intervention needed. In addition, the design of the heat pipes assures the independent pipe function which avoids a single point failure and leads to inherent redundancy. They also claim that Kilopower reactors should survive launch and landing impacts because of the solid fuel and less fragile heat pipes.
KRUSTY, a system-leveled integration concept [23, 31, 64–67], was seen as a successful step towards future space fission system deployment providing long-lived, robust, reliable, 1-10 kWe power for space missions. The basic KRUSTY design is fuel, control, reflector, heat pipes, and shield. Figure 3 shows the basic layout of a 1 kWe system. The 1 kWe variation of Kilopower was selected for the KRUSTY nuclear demonstration, which consists of a HEU (UMo) reactor core operating at 800°C, with the sodium heat pipes delivering heat from the core to eight 125 W Stirling convertors. It rejects waste heat with titanium-water heat pipes coupled to aluminum radiator panels. The core is 4 kWt, and the Stirlings produce a net output of 1 kWe.
KRUSTY used an electrically heated, nonfissioning depleted uranium reactor core to complete its nonnuclear system level tests. The tests were completed in 2017 at the GRC . It succeeded its nuclear ground testing at the NNSS in 2018 . The KRUSTY nuclear level tests, as its concept design, use a prototypic HEU (UMo) core and sodium heat pipes. Eight Stirling engines in its design are simulated with 6 thermal simulators to save cost and 2 Advanced Stirling Convertors (ASC-E2’s) for performance evaluation. Combining these is equivalent to the thermal draw of conversion units during full power. The conversion unit is gas cooled at this stage. The experiment setup is shown in Figure 4. It ran a 28-hour test with reactor startup, power ramp, full power steady operation, and shut down to simulate all scenarios that could happen in a mission.
The simplicity, the compactness, and the reliability on the existing infrastructure and nuclear material make KRUSTY a quick and affordable space reactor development. KRUSTY was tested as prototypic as possible, with a and a period of less than 3 years . It also showed great safely features and a good possibility to be scalable, impact resistant, and long living.
Three major technological changes should be done to let Kilopower achieve significantly higher power levels . The primary focus is to change a solid block core to a fuel rod/pellet core so that the fuel swelling is eliminated. The Kilopower team has not yet addressed this issue. The second technological switch is to change the Stirling to Brayton power conversion to adapt to to 100 kWe. The Stirling has its own technical challenges to reach >10 kWe power with only one single unit. The Brayton system is more complex, but the beauty of this switch is that heat pipes remove power from the fuel in the same manner. Thus, the Kilopower core keeps the load-following feature as the Stirling reactor. Finally, a direct-cycle Brayton has to be taken for >1 to 3 MWe power scene. In its design, the coolant flows directly through the holes in the core and drives the Brayton turbines in one single flow loop. This switch shall be examined carefully as its reactor dynamics will, unlike the first two, be affected by the coolant with periodic changing flow velocity, temperature, and pressure which changes with load in time. Also, a gas-cooled system faces difficulties with decay power removal and redundancy capability. The Kilopower team claimed they had promising results on these evolutionary concepts .
3. Possible Planetary Exploration Missions with Fission Power
3.1. Jupiter Icy Moon and Trojan Missions
NASA once had an ambitious mission, known as Jupiter Icy Moons Orbiter (JIMO) [70–73]. It is aimed at exploring Jupiter and its three icy moons of Callisto, Ganymede, and Europa. The JIMO spacecraft was designed from the very beginning to be powered by a nuclear reactor and an associated electrical generation system, which is called the Reactor Power Plant (RPP). The baseline RPP consists of a reactor which is cooled by a liquid lithium loop that connects 4 dual-opposed Stirling convertors. In operation, two convertors operate full time to generate 100 kWe, while the other two convertors are held in reserve. All components of the system must function for a period of 12 years, and the reactor needs to run at full power for a period of 2 years. JIMO was canceled as the fission system that was needed was not developed.
The Jupiter-Europa Orbiter (JEO) [74–76] comes next, and it is a predecessor to the Europa Clipper with a draft shown in Figure 5(a). The JEO mission would travel to Jupiter by a multiple-gravity-assist trajectory and then perform a study of the Jupiter system with a 30 months’ Jupiter system science phase and Europa with a Europa orbit phase of 9 months. JEO was originally designed with 5 Multimission Radioisotope Thermoelectric Generators (MMRTGs) which is equivalent to 1 Advanced Stirling Radioisotope Generator (ASRG) of 500 We. Considering a 1 kWe FPS was used to replace the RPS, it would double the available power which results in much higher data return rate and enable better data collection capabilities. It eliminates the need for Plutonium 238 in the RPS version, which remains very difficult to acquire. However, with FPS, the drawback is that it increases the power system mass at 260 kg for the RPS by a notably additional 360 kg .
The Jupiter Trojans, or simply Trojans, are the asteroid population located at the Sun-Jupiter Lagrange points L4 and L5 (i.e., 60-degree backwards and forward from Jupiter’s orbit). They are of great scientific interest. As early as 2009, the European scientific community proposed a flyby mission to the Jupiter Trojans [78, 79]. The Johns Hopkins University Applied Physics Laboratory carried out a study to reach the Jupiter Trojan asteroids to support NASA updating and extending the National Academies Space Studies Board’s current solar system exploration decadal survey (2013-2022) and evaluated the solar electric propulsion (SEP) and REP . The concept draft is shown in Figure 5(b). When NASA investigated REP by using a common spacecraft design, a REP spacecraft to reach Jupiter’s leading Lagrange point and then orbit several Trojan asteroids is the baseline design . In January 2017, NASA selected the Lucy [82, 83], a Discovery-class mission to explore Jupiter Trojan asteroids. Lucy is due to launch in October 2021; with Earth’s gravity assistance, it will travel 12 years to visit one Main Belt asteroid and 6 Trojans—7 different asteroids in total. These 6 particular Trojans were chosen because they have diverse spectral properties and thus are expected to represent well the remnants captured in the Sun-Jupiter Lagrangian points L4 and L5. The results will reveal primordial material that formed the outer planets as early as the solar system formation age. Some researchers have reevaluated the Trojan mission and believe that one small fission reactor could replace the original baseline REP configuration of ~60 We for the spacecraft functions and 750 We for propulsion .
3.2. Titan Saturn System Mission (TSSM)
The Titan Saturn System Mission (TSSM) [84, 85] was originated by NASA and ESA combining their independently selected missions. On the ESA side, it started from an L-class Titan and Enceladus mission (TandEM) mission in their Cosmic Vision 2015-2025 Call. On the NASA side, it got back to a 2007 NASA’s flagship-class Titan Explorer mission which was recommended by NASA’s 2006 Solar System Exploration Roadmap. Because of the many complex phenomena discovered from Saturn by Cassini [86–88], the TSSM is to investigate Titan as a system. It is primarily to study its upper atmosphere, the neutral atmosphere, surface to interior, and its interactions with the magnetosphere. It will shine light on its origin, evolution, and astrobiological potential. TSSM secondarily observes Enceladus’ and Saturn’s magnetosphere. TSSM was proposed to launch in 2020 and should arrive at the Saturn system in 2029.
TSSM was designed with multiple propulsion technologies . Reaching the geosynchronous transfer orbit, the SEP starts and uses the Earth-Venus gravity assists. The SEP stage was jettisoned 5 years later at the last Earth flyby for the heliocentric trans-Saturn cruise. Upon arriving at Saturn, a chemical system of bipropellant would perform the Saturn orbit inserting maneuvering and deceleration. The following 2-year Saturn tour phase would provide 16 Titan flybys and ≥7 close Enceladus flybys. Afterwards, it would reach the Titan orbit insertion phase with the main engine aerobraking while aerosampling. It would finally place the orbiter into a 1500 km, 85° inclination polar orbit cycling Titan approximately 5 times for every Earth day for a duration of 20 months. The orbiter will release montgolfière at the first Titan flyby and release a lake lander on the second Titan flyby as baseline.
The montgolfière was designed to be powered by US-supplied plutonium-fueled MMRTG (~1700 Wt and 500 We). In 2014, with the rapid progress of Kilopower and for US 2010 decadal survey, the GRC’s Collaborative Modeling for Parametric Assessment of Space Systems (COMPASS) team reassessed TSSM with a 1 kWe fission reactor in place of the 500 We MMRTG . Here, the former and latter designs are referred to hereafter as the RPS version and the FPS version; a comparison is shown in Table 1.
The mission duration for the FEP version totals 15 years and 3 months. At the last Earth flyby, the SEP is jettisoned and then the reactor starts. The start at the last Earth flyby is for the fission power system life expansion and safety assurance by avoiding any radioactive leakage in a reentry failure scenario. The FEP version improved the mission by powering all the science instruments simultaneously. It therefore provides a higher communication data rate while it changes to a smaller antenna. The FPS version was favorable with an increase of 950 kg more while the mission time is 2 years more than the original RPS version. The study team boldly recommended using a 10 kWe FPS to incorporate a FEP system to take place of SEP stage. This change could simplify the spacecraft and reduce the chemical propellant and therefore could potentially reduce the total spacecraft mass. This 10 kWe version makes an all-sided attractive option than the RPS one. Figure 6 shows the FPS-powered TSSM spacecraft draft .
3.3. Chiron Orbiter
The 2060 Chiron or 1977 UB is the closest primitive planet-crossing Centaur-type Cb objects with a diameter of and a period () of 50.794 years. Its characteristics are similar to both comets and asteroids and thus share its name as asteroid 2060 and also comet 95P/Chiron. Chiron is an unusual planetary body. It has a highly eccentric orbit with of 0.382 with a perihelion of 8 AU which is just inside Saturn’s orbit and the aphelion of 19 AU is in Uranus’ orbit. This minor planet is an ideal candidate for primitive body research as it is visible near perihelion. Unlike many other Centaur objects, it exhibits comet-like behavior.
In 2010, for the planetary science decadal survey committee and primitive bodies panel, NASA’s GRC’s COMPASS team and the Goddard Space Flight Center Architecture Design Laboratory (ADL) first cooperated on a Chiron Orbiter study [93, 94]. This study evaluated spacecraft strategies to put an 80 kg science instrument into Chiron’s orbit at a 10 m imaging resolution distance. Mission restrictions included a cost cap of $800 million (as a New Frontier class) and a launch window during the years 2015-2025. This study investigated chemical, chemical/SEP, and REP propulsion architectures. The latter REP options used either 6 standard 134 We ASRGs or 2 conceptual 550 We high-power (HP) ASRGs to power throughout the mission. The study concluded that REP propulsion was capable to deliver most science payloads to the Chiron orbit (6-ASRGs delivered a 72 kg payloads and 2-HP-ASRGs delivered 76 kg). However, neither REP choice fits the cost cap.
In 2012, COMPASS reevaluated the Chiron Orbiter with an added FEP option . An 8 kWe FEP system was found equivalent to the REP baseline and capable to support science payloads. The FEP spacecraft maintained Atlas 551 launch vehicle and the 13-year time period by adding 7000 W ion engines. Figure 7 and Table 2 show the comparison of REP with the FEP Chiron Orbiter.
aCurrent best estimate. bEnd of life. cAdvanced Stirling Radioisotope Generator. dHighly enriched uranium.
The FEP version (4000 kg launch mass) is particularly heavier than the REP one (1300 kg launch mass). It had to scale the reactor power (900 We to 8000 We) and electric thrusters three 600 W Hall with ~450 kg Xe to three 7000 W Ion with ~1600 kg Xe) up to offset the introduced extra mass. This increased propulsion capacity allowed the spacecraft to escape Earth without using the original Star 48 payload assist module. Once in the orbit of Chiron, the extra power benefit becomes more appealing. The power easily supported all the instruments and high communication rate as in the HP-ASRG REP version. There was much extra power that might likely influence the payload architecture. Also, as Chiron lacks substantial gravity, FEP enabled orbiting it (in previous choices, only REP could do the same).
3.4. Kuiper Belt Object Orbiter (KBOO)
There may be hundreds of millions of small icy objects in the Kuiper Belt ring region beyond the orbit of Neptune. These objects are presumed to be leftovers from the formation of the outer planets and thought to be the source of most of the short-period comets that can be observed on Earth. They are assumed to be composed of frozen methane, ammonia, and water, which have presumably never thawed. They are collectively called Kuiper belt objects (KBOs) and also trans-Neptunian objects (TNOs). The KBOO mission picked trans-Neptunian Kuiper Belt Object 2001 XH255 as a target . It has a slight eccentricity () orbit with a perihelion of 32.28 AU and a semimajor axis of 34.81 AU.
In 2011, GRC’s COMPASS team studied a REP spacecraft for a KBOO mission. The Jet Propulsion Laboratory’s (JPL’s) Team X similarly evaluated a Neptune Flagship Orbiter with REP. Both studies led to the KBOO mission. KBOO was scheduled to occur in 2030 and would take 16 years for a trip and conduct 1 year of science exploration. This concept used either 11 of 420 W ARTGs or 9 of 550 W HP-ASRGs. The original REP spacecraft has 3180 kg mass and will launch on a Delta IV Heavy rocket with a Star 63F upper stage to speed up to . The electric propulsion operates continuously for 7 years from launch until a Jupiter gravity assist. The spacecraft then goes for a 9-year long coast as it approaches JBO 2001 XH255.
In 2012, the COMPASS team revisited KBOO with an added FEP choice [15, 96, 97]. The study found that, constrained to the same launch vehicle, trip time, and science payloads, an 8 kWe FEP could replace the 4 kWe REP system. Table 3 and Figure 8 show KBOO with a FEP concept in comparison.
aCurrent best estimate. bEnd of life. cAdvanced Stirling Radioisotope Generator. dNASA’s Evolutionary Xenon Thruster. eHighly enriched uranium.
A REP system keeps almost constant specific power around 5 We/kg. The FEP system grows specific power as power levels increase and reach 7 We/kg @ 8 kWe power level. The KBOO mission with FEP doubles the power compared to its REP counterpart, with a cost of <20% extra mass. Initial radioactivity provides the other key difference, with the REP system having 413260 Ci of radioactivity at launch and FEP system having only 5 Ci. This reduced radioactivity is much safer in scenarios that have a launch failure.
4. Possible Human Exploration Missions with Fission Power
4.1. Human Lunar Surface Mission
On 9th April 2019, NASA released a timeline for mission Artemis. This mission will send men and the US’s first woman onto the moon to the south pole region by 2024 . The Artemis plan includes two phases of rapidly landing astronauts on the moon by 2025 and realizing a sustained human presence on and around the moon by 2028. The latter includes a Gateway outpost orbiting the moon for access and transfer. This ambitious outpost will enable access of the moon more than ever before.
NASA is planning a “multipart” landing process to transport astronauts to and from the moon . The astronauts start from the Gateway outpost, ride on a “transfer element” spacecraft down to the low-lunar orbit, and then ride on a “descent element” spacecraft down to the lunar surface. To return, they use an “ascent element” to reach the Gateway. NASA is planning to make these elements both reusable and refuelable. The Gateway shall have great power and propulsion to fulfill its goal. On 23rd May 2019, NASA assigned Maxar Technologies (formerly SSL) to develop a “power and propulsion element” as the first element of the Gateway. It targeted a launch to demonstrate its capability in late 2022.
For now, NASA announces to fly the “power and propulsion element” by means of SEP, but with three times more power than any SEP previously flown. Heretofore, mainly due to the power range being close to the SEP’s limit, the scientific community believes that FEP will be a strong competitor of SEP in human moon missions. In 2018, NASA and DOE stated that the test success of KRUSTY might lead to a mid-sized lunar lander flight demonstration in the mid-2020s. Meanwhile, we have noticed that the KRUSTY group is developing a 1 kWe lunar demo mission conceptual design with the same reactor core as Kilopower in a similar timeline. The concept 1 kWe FPS system with a HEU and a LEU demo is shown in Figure 9 . This figure only shows the reactor core and the necessary reflector and shield which are believed to be intended to be buried under the moon surface. Above the surface are heat pipes to conduct heat to 4 pairs of dual-opposed Stirling engines to generate electricity and a deployed radiator, as shown in Figure 10 . For now, they are believed to likely support a search for resources in the permanently shadowed craters. How SEP, REP/RPS, and FEP/FPS would be included in Artemis is yet too early to be known.
4.2. Human Mars Surface Mission
The next great step planned for human exploration after the moon is to send humans to Mars. NASA is trying to reach this goal first in the following 20 years and has released a Mars Design Reference Architecture (DRA 5.0) . DRA has baselined FPS as the primary power source and the 10 kWe Kilopower reactor as the enabling technology.
The two main phases of the Mars program both require novel power technology. Phase I requires power for an ISRU plant’s autonomously deploy and supply. The plant will separate oxygen from the Martian atmosphere and cryogenically store it as “ascent element” propellant. After collection of the necessary propellant comes Phase II. In this phase, the power system provides support for the human crew and the science stage. The power level is determined by the number of astronauts. In early Mars missions with a crew of 4-6 astronauts, the DRA plans on using 40 kWe.
In 2016, the COMPASS team was commissioned by the Human Exploration and Operations Mission Directorate (HEOMD) to compare fission versus solar systems for both of these phases of the Martian missions . Rucker et al. published the study , and the following is a brief summary.
4.2.1. Phase I: In Situ Resource Utilization (ISRU) Demonstrator
Phase I is designed on constrains of Delta IV Heavy as the launch vehicle, 7500 kg of the payload mass delivered to the Jezero crater (18°5118N, 77°3108E) on Mars. An ISRU plant will produce 4400 kg of liquid oxygen propellant for a 1/5 scale demonstration. The 1/5 scale demonstrator favors in terms of mass but requires more time to produce oxygen.
Solar power architecture used ATK Ultraflex™ arrays and lithium ion batteries. The arrays operate at 120 VDC with a conversion efficiency of 33%. They were mounted on a gimbal that tracked the sun and sloping to an angle of 45° to mitigate dust. Lithium ion batteries store energy with a density of 165 Wh/kg. Three different powering architectures were compared. These were a plant operating only at daylight at 1/5 production rate (1A), a plant operating at 1/5 production full time (1B), and a plant operating at 2/5 production rate only in daylight (1C). The arrays and batteries were sized along with these options. For instance, a 120 d global dust storm was modeled and in addition the effect of 10 h/sol average daylight.
The fission architecture was modeled with a 10 kWe Kilopower system. A permanent radiator for the reactor was attached to the lander. The power conversion used 8-1.25 kWe Stirling engines in the dual opposed manner. The fission option had no power interruptions or loss in the dust storm conditions. Also, the choice of nuclear power provided flexible choices on landing locations. The fission system worked at 65% capacity (6.5 kWe) full time during these studies.
Most lander subsystems were almost identical between the SPS and FPS choices, except for the thermal controls. The comparison of these Phase I options are shown in Table 4. The conceptual drafts are shown in Figures 11 and 12.
Among the SPS options, the 1C architecture balanced best between mass and oxygen production time, but its energy storage capability did not address the follow-on requirements to cycle on and off every day for the crewed stage. Thus, option 1B is the final choice as it has the minimal start and stop cycle times and satisfies the needs for both phases. SPS 1B and FPS are not significantly different in terms of mass and production performance.
4.2.2. Phase II: Crewed Mission
Phase II is designed on the constraints of a Space Launch System as the launch vehicle with mass has not yet been determined. This mission intends to send 4-6 crew members to the Jezero crater (18°5118N, 77°3108E) and the Columbus crater (29.8°S, 166.1°W) in 2038. The ISRU plant will produce 23000 kg of liquid oxygen propellant.
Referring to DRA 5.0 , four to six astronauts will stay on Mars for ~500 days and carry through 3 expeditions at 3 different locations. Each expedition has a premission that sends a larger payload as cargo landers with a lower energy trajectory. The lander houses the power unit, propellant production unit, and the Mars Ascent Vehicle (MAV). They convert the atmosphere CO2 into O2 and store it in the MAV. After the adequate propellant production and storage has been confirmed, the crew travels to a low-Earth orbit (LEO), rendezvouses with the Mars Transfer Vehicle (MTV), and then rides on it for a 175-225 d quick Mars transit. Arriving at Mars, the MTV will rendezvous and enter the landing vehicle, and then, the crew will start the expedition.
Rucker et al. extended the COMPASS study to accommodate the logistics of the crew phase. The FPS concept is as shown in Figure 13 and Table 5 which gives a brief comparison between SPS and FPS. The 50 kWe FPS is composed of four 10 kWe Kilopower units plus one backup unit. It has a 12 years’ design life. It is delivered and deployed with the premission and powers through all three expeditions.
aThe noted mass include additional strings from ISRU to MAV.
The major difference in the crewed phase is that the power system has to provide energy overnight and during the global dust storms. In Table 5, the first lander of each expedition is heavier for it as it has the energy storage and power management addition. The results found that for crewed expeditions, FPS is around half the mass of its counterpart SPS, at both craters’ latitudes.
The FPS architecture on Mars has three rarely debated advantages. First, it is tolerant to dust storms. Second, it allows the landing location to be at any point on Mars. Last, it produces power for a long time and has potential to well expand these mission designs. There are two disadvantages of FPS. First, it produces radiation; the astronauts must keep away, and radiation safety protocols must be strictly regulated all time. Second, it is inferior in terms of simplicity and redundancy and has an unproven flight heritage compared to SPS. The key challenge for SPS is that it accumulates dust on its solar panels which reduced the access to sunlight. This very reason supports Spirit, Opportunity and such Martian rovers to change from SPS to MMRTG-based RPS.
The ISRU demonstration due in the mid-2020s has not yet been determined on SPS versus FPS. We can guess for now that the two technologies will likely combine and add redundancy in the near-term Mars missions with SPS taking the main role in the equatorial regions and FPS in the polar regions.
5. Discussion on Mission Applicability of Fission Power
Beyond these space missions that have just been discussed, fission power can also facilitate other applications, such as putting into NEO orbits for earth threatening deflection/destruction, “dead” spacecraft/space debris removal, survey, mining, outpost as fueling/maintenance station, and high-power ground radar, laser, microwave generator, particle beam, high data rate long distance communications, and others high-power usages . Fission power may also enable new conceptual missions and instruments that have not yet be considered outside the scope of its current power capabilities.
Space reactors play an alternative addition to radioisotope ones in higher power missions especially for those with electric propulsion. The transition power level between RPS and FPS shall be concluded as a future space exploration mission design reference value. The NASA Nuclear Power Assessment Study (NPAS) discussed this transition for three factors: mass, cost, and plutonium fuel availability. The mass and cost of FPS is larger than RPS at lower power levels until mass breaking even in the range 8 kWe and 10 kWe and cost breaking even below 1 kWe. The NPAS study concluded ~1 kWe is a prudent transition point . Learning from NASA’s past missions and future estimations, a “Discovery” mission class needs power in the range from 130 We to 267 We, “New Frontiers” mission class needs power in the range from 170 We to 750 We. “Flagship” missions require 150 We to 1000 We, and manned lunar and Mars missions fall in the range of a few 10’s to 100 kWe. Specifically, the range is 2-10 kWe for a crewed mission’s habitat. For long-range mobility, the range is 10-35 kWe for exploration science, and 15-30 kWe for ISRU. Based on this analysis and only discussing on the perspective of space science missions, we expect that RPS and FPS will stay on the propulsion source shelves as alternatives. In the near future, FPS are more likely to be used as a flagship-class multiple targeted primary body exploration mission or a Mars or lunar stage mission for the final crewed objective. NASA is almost certain to be the first agency to achieve this milestone.
Since last century’s SNAP and TOPAZ projects, space reactors have not made much progress, while Kilopower has been a huge success in a short time and has attracted worldwide attention. This gives us some ideas. Kilopower insists system simplicity. Simplicity brings both low cost and high reliability. A complex new technology gains benefit from a simple system to show a rapid success in the development. With the development of modern technologies, the most existing concept of space reactors has changed from static thermoelectric conversion to dynamic thermoelectric conversion. Dynamic thermoelectric conversion maintains the advantages of high thermoelectric conversion efficiency by at least a factor of 2, while eliminating the previous disadvantage of short life. It is expecting to have a 20-year practical life span. Space reactors may have different reactor and/or thermoelectric conversion technology choices at different power levels. Developers of Kilopower cores and KRUSTY systems also admit that there are many technical difficulties to upgrade to the power level beyond 100 kWe. This observation makes the Brayton cycle a backup choice at the MWe level. Brayton for MWe has converged to be a choice with MEGAHIT and many international and domestic peers’ concepts. Another consensus that is coming into acceptance is that space reactors should be developed and applied gradually from ~10 KW, ~100 kW, to ~MW. Ultrahigh power level cannot be accomplished overnight due to cost, technology readiness, and faith in customers.
Space reactor power or propulsion is a near-future game-changing technology, which all great powers are examining for their projects. Space reactors could benefit civil and military missions for a great range of both space locations and power levels. This article focuses only on space exploration missions and discusses fission comparison to its original radioisotope or solar power-based solutions.
Targeting on the solar system opportunities from near to far, Jupiter missions can replace 600 We REP with 1 kWe FEP, Trojan missions can replace 800 We REP with 1 kWe FEP, Saturn system missions can replace 500 We REP with 1 kWe FEP, Chiron and Neptune missions could replace 900 We REP with 8 kWe FEP, and the Kuiper belt object missions could replace 4 kWe REP with 8 kWe FEP. As in object surface missions, reactor-powered lunar Artemis missions are under consideration but it is too early to have a definite opinion. Nevertheless, fission reactors for both Mars’ ISRU and crewed phase are coming into plans, with 10 kWe almost equaling the performance of solar arrays and 50 kWe a clear advantage. Generally, FEP increased the launch mass and therefore requires to update the propulsion level and to extend transition time for outer space usage. On the other hand, it also gives tremendous extra power that may enable more scientific instruments to be used with more cycles. It can enable higher rate communication. It also provides the possibility, unseen before, to update mission. For example, it can update a flyby mission to an orbiter. As a whole, FEP’s use is sure to enrich the scientific output.
This mission-by-mission comparison agrees with NPAS’s general comparison that concluded that FEP/FPS wins REP/RPS when power levels reach ~1 kWe in aspect of cost and when power levels reach ~8 kWe in aspect of mass. Beyond ~Saturn REP may not give a cost acceptable solution and a plutonium affordable solution leaves FEP’s as the only choice. Objective surface missions prefer fission powers more than the solar counterpart as it widens the location ranges to almost whole surfaces with far less constraints on assuring weather conditions and access to the sun. As long as humans explore space, fission power will come into use sooner or later. According to current progress, we are expecting a flagship-level fission-powered space exploration mission in the next 1-2 decades.
Conflicts of Interest
All authors declare no possible conflicts of interests.
The authors were listed in order of contribution to this paper by providing literature research and summary, academic discussion, and insights.
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- Y. H. Lee, B. K. Bairstow, R. Cataldo, R. Anderson, S. Oleson, and S. Johnson, “The 2014 NASA nuclear power assessment study: mission study results investigating advanced radioisotope power systems and fission power systems,” in Nuclear and Emerging Technologies for Space 2015 Conference, Albuqrque, NM, USA, 2015.
Copyright © 2021 Y. Xia et al. Exclusive Licensee Beijing Institute of Technology Press. Distributed under a Creative Commons Attribution License (CC BY 4.0). | aerospace |
http://www.marsdaily.com/reports/Rovers_Laser_Instrument_Zaps_First_Martian_Rock_999.html | 2017-11-18T16:00:39 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934804976.22/warc/CC-MAIN-20171118151819-20171118171819-00505.warc.gz | 0.88901 | 868 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__106598913 | en | by Staff Writers
Pasadena CA (JPL) Aug 21, 2012
Today, NASA's Mars rover Curiosity fired its laser for the first time on Mars, using the beam from a science instrument to interrogate a fist-size rock called "Coronation." The mission's Chemistry and Camera instrument, or ChemCam, hit the fist-sized rock with 30 pulses of its laser during a 10-second period. Each pulse delivers more than a million watts of power for about five one-billionths of a second.
The energy from the laser excites atoms in the rock into an ionized, glowing plasma. ChemCam catches the light from that spark with a telescope and analyzes it with three spectrometers for information about what elements are in the target.
"We got a great spectrum of Coronation - lots of signal," said ChemCam Principal Investigator Roger Wiens of Los Alamos National Laboratory, N.M. "Our team is both thrilled and working hard, looking at the results. After eight years building the instrument, it's payoff time!"
ChemCam recorded spectra from the laser-induced spark at each of the 30 pulses. The goal of this initial use of the laser on Mars was to serve as target practice for characterizing the instrument, but the activity may provide additional value.
Researchers will check whether the composition changed as the pulses progressed.
If it did change, that could indicate dust or other surface material being penetrated to reveal different composition beneath the surface. The spectrometers record intensity at 6,144 different wavelengths of ultraviolet, visible and infrared light.
"It's surprising that the data are even better than we ever had during tests on Earth, in signal-to-noise ratio," said ChemCam Deputy Project Scientist Sylvestre Maurice of the Institut de Recherche en Astrophysique et Planetologie (IRAP) in Toulouse, France.
"It's so rich, we can expect great science from investigating what might be thousands of targets with ChemCam in the next two years."
The technique used by ChemCam, called laser-induced breakdown spectroscopy, has been used to determine composition of targets in other extreme environments, such as inside nuclear reactors and on the sea floor, and has had experimental applications in environmental monitoring and cancer detection.
Today's investigation of Coronation is the first use of the technique in interplanetary exploration.
Curiosity landed on Mars two weeks ago, beginning a two-year mission using 10 instruments to assess whether a carefully chosen study area inside Gale Crater has ever offered environmental conditions favorable for microbial life.
ChemCam was developed, built and tested by the U.S. Department of Energy's Los Alamos National Laboratory in partnership with scientists and engineers funded by the French national space agency, Centre National d'Etudes Spatiales (CNES) and research agency, Centre National de la Recherche Scientifique (CNRS).
Mars Science Laboratory
Mars News and Information at MarsDaily.com
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Orbiter Views New Mars Rover In Color
Pasadena CA (JPL) Aug 15, 2012
The first color image taken from orbit showing NASA's rover Curiosity on Mars includes details of the layered bedrock on the floor of Gale Crater that the rover is beginning to investigate. Operators of the High Resolution Imaging Science Experiment (HiRISE) camera on NASA's Mars Reconnaissance Orbiter added the color view to earlier observations of Curiosity descending on its parachute, and one ... read more
|The content herein, unless otherwise known to be public domain, are Copyright 1995-2012 - Space Media Network. AFP, UPI and IANS news wire stories are copyright Agence France-Presse, United Press International and Indo-Asia News Service. ESA Portal Reports are copyright European Space Agency. All NASA sourced material is public domain. Additional copyrights may apply in whole or part to other bona fide parties. Advertising does not imply endorsement,agreement or approval of any opinions, statements or information provided by Space Media Network on any Web page published or hosted by Space Media Network. Privacy Statement| | aerospace |
https://www.newsfirst.lk/2014/05/07/india-sets-new-aircraft-tracking-rules-mh370-disappearance/ | 2022-05-28T00:34:08 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663011588.83/warc/CC-MAIN-20220528000300-20220528030300-00141.warc.gz | 0.899432 | 228 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__114291307 | en | Written by Staff Writer
07 May, 2014 | 2:55 pm
India’s civil aviation regulator said on Wednesday it has set new rules for local airlines to ensure real time tracking of aircraft, a decision it said was prompted by the disappearance of Malaysian Airlines flight MH370.
The new rules will apply to both passenger and cargo planes, the Directorate General of Civil Aviation said in a statement.
It said carriers have been asked to use onboard Aircraft Communications Addressing and Reporting System (ACARS) or Automatic Dependent Surveillance – Broadcast (ADS-B) for real time tracking.
The regulator also asked airlines to devise a procedure for effective tracking of aircraft while flying over areas where there is no coverage from ACARS or ADS-B.
08 Nov, 2018 | 04:23 PM
29 May, 2018 | 12:49 PM
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Please contact us at [email protected] | aerospace |
http://www.federaltimes.com/article/20140709/ACQ03/307090018/Inmarsat-5-ready-government | 2015-11-27T19:03:02 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398450559.94/warc/CC-MAIN-20151124205410-00093-ip-10-71-132-137.ec2.internal.warc.gz | 0.905405 | 254 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__126084770 | en | The Inmarsat 5/Global Xpress satellite is ready for use. (Boeing (Artist's Concept))
The first Inmarsat-5 Global Xpress satellite has entered commercial service, and the U.S. government is the first customer.
The first GX satellite has been undergoing tests since being launched last December. Firms participating in the tests include ASC, Boeing, DRS, Ultra Gigasat, Gilat, Honeywell Aerospace, Hughes, Inmarsat Government, iDirect Government Technologies, L-3 GCS, L-3 Datron, Micro-Ant, Newtec, Tampa Microwave, TECOM Industries, Thales, ThinKom, and ViaSat.
Full global operations are scheduled for the first half of 2015. “The unique combination of global coverage and military satellite communications interoperability makes Global Xpress an ideal complementary solution for government users,” said Peter Hadinger, president of Inmarsat's U.S. Government division, in a company news release. “Alongside their available MILSATCOM resources, governments now have the ability to efficiently extend wideband coverage, increase their capacity and enhance resiliency without investment in additional satellites." | aerospace |
http://www.resourcegroup.co.uk/Services/Training/AirDefence | 2014-11-23T12:59:26 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416400379512.32/warc/CC-MAIN-20141119123259-00018-ip-10-235-23-156.ec2.internal.warc.gz | 0.909901 | 187 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__28770271 | en | Flight Crew Services
Executive Flight Services
Technical Recruitment Solutions
Aviation Resourcing Services
Air Traffic Control
Unmanned Aircraft Systems
UAS Service Delivery
We have 25 years’ experience of teaching Air Defence to students using the latest technology. Resource Training was established in 1984, known then as Dundridge College and housed the simulation equipment required to train Fighter Controllers.
All of our instructors are experienced experts in their respective fields and our ex-military trainers help to maintain a military ethos, using the latest doctrine and tactics to conduct our military training.
Resource Training enjoys excellent relations with UK armed Forces and is able to offer students the opportunity to visit operational sites as part of their training if it is relevant, subject to usual security clearances.
We serve many international customers, delivering the best possible synthetic training to ensure a seamless transition from college life into a role within the military.
Make an enquiry | aerospace |
https://curlytales.com/another-airport-opens-in-delhi-ncr-commercial-flights-to-start-from-today/ | 2020-07-12T21:21:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657140337.79/warc/CC-MAIN-20200712211314-20200713001314-00148.warc.gz | 0.961313 | 360 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__125352274 | en | Hindon Airport, located adjacent to the Indian Air Force base in Ghaziabad, will start its operations for commercial flights from today onwards. The civil enclave at Hindon airport was inaugurated by Prime Minister Narendra Modi in March 2018.
Currently, only one company, Heritage Aviation Pvt Ltd will be using the runway to operate flights to popular destinations like Pithoragarh, Hubli, Shimla and Dehradun. Rohit Mathur, the CEO, was reported by ANI as saying that the first flight, meant to take-off today will be to Uttarakhand’s Pithoragarh, and will be a 9-seater aircraft, with the fare for each seat being priced at ₹2500.
The Hindon airport in Ghaziabad can accommodate upto 300 passengers and can operate flights that have a seating capacity of 80 people.
How Convenient Is It?
It is located at a distance of 40 kms from the Delhi’s Indira Gandhi International Airport, therefore making it quite convenient for those who will now not have to travel all the way to Delhi to catch a flight. However, it will only be with respect to certain places like Faizabad, Nashik and a few other popular tourist destinations. For commercial flights, domestic and international, the passengers will still have to travel to IGI.
The Hindon Air Base is a very prominent flying zone for the Indian Air Force and the recently operational airport is a part of the civil enclave that has been developed along with the Airport Authority of India (AAI). The IAF permitted the use of commercial flights under the scheme – UDAN (Ude Desh ka Aam Nagrik) which is aimed at making flying more affordable. | aerospace |
https://www.techexplorist.com/insight-catching-rays-mars/18874/ | 2023-11-28T09:56:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099281.67/warc/CC-MAIN-20231128083443-20231128113443-00103.warc.gz | 0.916344 | 371 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__153690412 | en | After a successful landing on Martian surface, NASA’s InSight has sent signals to Earth indicating that its solar panels are open and collecting sunlight on the Martian surface.
NASA‘s Mars Odyssey orbiter transferred the signals, which were gotten on Earth at about 5:30 p.m. PST (8:30 p.m. EST). Solar array deployment guarantees the rocket can energize its batteries every day. Odyssey additionally handed-off a couple of pictures demonstrating InSight’s landing site.
InSight’s twin solar arrays are each 7 feet (2.2 meters) wide; when they’re open, the entire lander is about the size of a big 1960s convertible. Mars has weaker sunlight than Earth because it’s much farther away from the Sun.
The solar panels give 600 to 700 watts on a clear morning, enough to power a household blender and bounty to keep its instruments leading science on the Red Planet. Even when dust covers the boards — what is probably going to be a typical event on Mars — they ought to have the capacity to give no less than 200 to 300 watts.
The panels are modeled on those used with NASA’s Phoenix Mars Lander, though InSight’s are slightly larger in order to provide more power output and to increase their structural strength.
Tom Hoffman, InSight‘s project manager at NASA’s Jet Propulsion Laboratory in Pasadena, California said, “The InSight team can rest a little easier tonight now that we know the spacecraft solar arrays are deployed and recharging the batteries. It’s been a long day for the team. But tomorrow begins an exciting new chapter for InSight: surface operations and the beginning of the instrument deployment phase.” | aerospace |
https://droneswhiz.com/dji-mavic-2-pro/ | 2023-06-06T10:36:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652494.25/warc/CC-MAIN-20230606082037-20230606112037-00487.warc.gz | 0.931218 | 963 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__178830933 | en | More than a decade into the drone-making business, DJI remains at the top of their game. Every release draws positive reaction from drone pilots. From the industrial beast Agras MG-1 to the very affordable Tello drone, drone users can trust DJI’s patented technology to deliver beyond expectations. So it is only to be expected that as drones become more popular and are found to have a lot of uses, more and more people turn to DJI to get the best commercial drone they could purchase. The latest on their list of options? The DJI Mavic 2 Pro.
DJI Mavic 2 Pro: All You Need to Know
People dub the DJI Mavic 2 Pro the most powerful consumer drone, but is it really as impressive as others would claim and worth spending almost $1500? Here’s everything you need to know about DJI’s latest offering.
What’s in the box?
DJI’s official website sells the drone for $1499 a package, which includes the aircraft, three pairs of propellers, and a remote controller. Aside from that, the box comes with a charger, power cables and sliders, gimbal protector, USB adapter, and a pair of control sticks. However, if you want a more advanced flying with the Mavic 2 Pro, you can get the $1948 set, which includes DJI Goggles and extra accessories.
On the surface, the DJI Mavic 2 Pro looks completely similar to Mavic Pro. It has its predecessor’s sleek, black-grey design with the four foldable rotor arms, camera suspended up front, and battery. But if you look closer, Mavic 2 Pro is actually heavier and bulkier. It’s nowhere near as lightweight and compact as DJI’s other drones. Of course, its size is meant for a performance-based premium model to offer stability and longer battery life. When Mavic 2 Pro is fully folded, it weighs 0.297 kg and measures 3.58 x 3.31 x 8.43 inches, which can still fit in a small rucksack.
The DJI Mavic 2 Pro’s camera is what makes it a standout. It shoots the sharpest videos and photos out among all consumer-level drones, thanks to its 4K HDR Hasselblad camera with a 1-inch CMOS sensor. It captures brighter images and more stabilized videos compared to DJI’s initial flagship drone, the Mavic Pro. Also, the drone’s adjustable aperture offers pilots extra control over exposure especially when flying in bright- or low-light conditions.
What you get in return for the larger design is considerable: a larger battery that gives Mavic 2 Pro an outstanding 31-minute flight time and the ability to fly and track objects at 72 kilometers per hour. Even at 8 kilometers away, you can still maneuver the drone and get a 1080p live video on your smartphone. Aside from that, the drone uses a new, noiseless, and more efficient power system that reduces the noise the propellers make, giving you a more seamless aerial footage.
One of the important additions is the omnidirectional obstacle sensors, giving DJI Mavic 2 Pro the ability to avoid obstacles. The drone is equipped with the sensor on all sides of the aircraft from left/right, up/down, and front/back. Not only that, its improved ActiveTrack version predicts where you’re going and follows you automatically while avoiding obstacles on the way. This means shooting with the quadcopter is a worry-free task. Even if you use the drone immediately out-of-the-box and leave its default settings, the shots you get will still come out terrific and very vivid.
Reviews prove that the phone app for controlling the DJI Mavic 2 Pro has occasional issues—it lags and crashes. Thankfully, the issue can be fixed with a minor app update. The ultimate reason a lot of drone pilot hesitate to upgrade to the Mavic 2 Pro is the fact that it is priced at $1499, a half-grand more expensive than the Mavic Pro.
Regardless, the price is worth the premium because for one, the image quality is just extraordinary. If you have extra dollars to shell, then the Mavic 2 Pro is a must-have drone for professional pilots this 2019. And since it inherited DJI’s technology, you can be sure that every penny you spend is worth it.
Watch the video below | aerospace |
https://www.dronesdirect.co.uk/p/cp.sb.000309/dji-matrice-600-pro | 2021-08-05T08:57:52 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155458.35/warc/CC-MAIN-20210805063730-20210805093730-00172.warc.gz | 0.853274 | 1,111 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__107405076 | en | Congratulations! Your promo code PROMOCODE will be automatically applied when you check out – enjoy.
If you need any help or advice at all on this drone, or its real world application, please give our experts a call on 0330 041 2733
What stands out
- The M600 Pro has an extended flight time and a 5km* long-range transmission
- The M600 Pro is simple and easy to set up, ready to fly in a matter of minutes
- M600 Pro charger has six charging hubs, enabling it to charge six Intelligent Batteries simultaneously
- DJI Lightbridge 2 has been designed to meet all the requirements of professional broadcasting, offering high frame rates and HD live streaming
- Dustproof propulsion systems simplify maintenance and active cooling motors ensure that operation is reliable for extended periods of time
- Self adaptive systems will automatically adjust flight parameters based on different payloads
MATRICE 600PRO - SIMPLY PROFESSIONAL PERFORMANCE
The Matrice 600 Pro (M600 Pro) inherits everything from the M600 with improved flight performance and better loading capacity.Pre-installed arms and antennas reduce time required for setup, and the system's modular design makes it easy to mount additional modules.
The airframe is equipped with the latest DJI technologies, including the A3 Pro flight controller, Lightbridge 2 HD transmission system, Intelligent Batteries and Battery Management system. Several Zenmuse cameras and gimbals are natively compatible and full integration with third party software and hardware make the M600 Pro ideal for professional aerial photography and industrial applications.
A3 Pro Flight Controller. Superlative Performance
The A3 PRo Flight Controller has triple modular redundancy and diagnostic algorithms that compare sensor data from three sets opf GNSS units, with additional analytical redudancies for a total of six.
A new dampening system for the A3's modules enable precise control of multi-rotor aircraft, providing accurate data for stable flight performance. Self adaptive systems will automatically adjust flight parameters based on different payloads. Compatibility with D-RTK GNSS means that the A3 Pro can withstand magnetic interference, providing centimeter-level accuracy, suitable for various industrial applications.
Complete Integration Ultra Convenient
The M600 Pro is simple and easy to set up, ready to fly in a matter of minutes. Its airframe has been optimized for easier transportation with a quick-release landing gear design and folding frame arms. Under the new upper cover, the positions of GNSS modules and sensor have been revamped and a new dampening system for the IMU units increases reliabilty during flight. The M600 Pro also comes with a durable, customizable case that absorbs impact from shakes or falls, providing all-round protection when carried or transported.
CHARGE SIX BATTERIES SIMULTANEOUSLY
The M600 Pro charger has six charging hubs, enabling it to charge six Intelligent Batteries simultaneously. All six batteries can be fully charged in a short amount of time*, for quick and efficient preparation.
*92 minutes for TB47s & 110 minutes for TB48S.
AERIAL IMAGING SOLUTION
Dustproof propulsion systems simplify maintenance and active cooling motors ensure that operation is reliable for extended periods of time. The M600 Pro is natively compatible with several Zenmuse cameras and gimbals. With a maximum payload of 6kg, it effortlessly supports the Ronin-MX gimbal, DJI Focus and a range of cameras from Micro Four Thirds systems to the RED EPIC.
EXTENDED FLIGHT TIME AND TRANSMISSION RANGE
The M600 Pro has an extended flight time and a 5km* long-range transmission. A comprehensive battery management system means that if any of its six Intelligent Batteries are turned on or off, the rest will follow suit. The battery management system monitors every battery during flight, ensuring safe landing in the event of single battery failure. Compared to traditional non-intelligent batteries, the M600 Pro's battery management system simplifies maintenance while enhancing security.
PROFESSIONAL HD TRANSMISSION
DJI Lightbridge 2 has been designed to meet all the requirements of professional broadcasting, offering high frame rates and HD live streaming. USB, mini-HDMI, 3G-SDI ports and Lightbridge 2 Ground Unit all support video output at up to 1080p/60fps. Dynamic, self-adaptive wireless data links enable long-range transmission with ultra-low latency, supporting a broadcast standard output of 720p/59.94fps and 1080i/50fps, enabling even more creative opportunities for aerial imaging.
- A3 Pro Flight Controller, Superlative Performance.
- Complete Integration, Ultra Convenient
- Charge Six Batteries Simultaneously
- Aerial Imaging Solution
- Extended Flight Time and Transmission Range
- Professional HD Transmission
Whats in the box?
- 1 x M600 Pro (With Arm Sleeves)
- 2 x Landing Gear Leg
- 2 x Landing Skid
- 2 x Spring
- 1 x Remote Controller
- 6 x TB47S Intelligent Flight Battery
- 1 x Hex Charger
- 1 x Inner Foam Case
- 1 x Power Cable
- 2 x RC Charging Cable
- 1 x Micro-USB Cable
- 6 x Knob with Gasket
- Battery Stickers | aerospace |
https://www.newsrevamp.com/norwegian-buys-50-boeing-737-max-ending-dispute/ | 2024-04-17T00:26:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817112.71/warc/CC-MAIN-20240416222403-20240417012403-00649.warc.gz | 0.943699 | 656 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__165912828 | en | Low-cost carrier Norwegian Air Shuttle said Monday it would buy 50 Boeing 737 MAX 8 planes, ending a dispute between the companies and helping revive the US-made aircraft after two deadly crashes.
The jets will be delivered between 2025 and 2028, or around the same time that Norwegian’s aircraft leasing deals come to an end, and the contract includes an option for 30 more, the company said in a statement.
The order is welcome news for the US manufacturer’s flagship Boeing 737 MAX 8, which was grounded for 20 months following two fatal accidents and has been gradually returning to service since late 2020.
Norwegian’s order is part of “the resolution of a dispute we have” with Boeing, the company’s chief executive Geir Karlsen told broadcaster TV2.
The Nordic low-cost carrier and Boeing have been locked in a legal battle for several years, with the Norwegian carrier launching legal proceedings against the US giant for compensation following setbacks related to its 737 MAX and 787 Dreamliner long-range jets.
Without giving further details, Karlsen mentioned “a compensation of two billion kroner ($212 million, 197 million euros) that we used to buy planes under advantageous conditions.
Norwegian said the deal remains subject to “various closing conditions” that it hopes will be concluded by the end of June.
Norwegian, which currently operates 61 aircraft, plans to ramp operations to have 70 in service this summer and 85 in the summer of 2023.
Plagued by over-ambitious expansion, technical problems and the Covid pandemic, the company narrowly avoided bankruptcy last year via an extensive restructuring that led it, among other things, to give up its long-haul flight, reduce its fleet and cancel numerous orders.
Securing the 50 aircraft, means Norwegian is also returning to fully owning its own fleet after it was forced to rely on leased aircraft due to its financial woes.
For Boeing, this order solidifies the revival of the 737 MAX aircraft.
The 737 MAX was temporarily grounded worldwide following two crashes in Indonesia and Ethiopia, in 2018 and 2019, that killed a combined 346 people.
After Caribbean Arajet and American Allegiant Air put in orders for the aircraft, British carrier IAG—parent company of British Airways—also just ordered 50 planes with an option for 100 more.
Norwegian on Monday also noted that the Boeing 737 MAX 8 is “approximately 14 percent more fuel-efficient compared to the previous-generation aircraft,” thus limiting emissions and cutting energy costs in view of rising fuel prices.
Caribbean airline Arajet orders 20 Boeing 737 MAXs
© 2022 AFP
Norwegian buys 50 Boeing 737 MAX, ending dispute (2022, May 30)
retrieved 30 May 2022
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part may be reproduced without the written permission. The content is provided for information purposes only. | aerospace |
https://www.neowin.net/news/tags/leo/ | 2023-09-25T19:46:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510085.26/warc/CC-MAIN-20230925183615-20230925213615-00000.warc.gz | 0.884424 | 185 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__106250062 | en | OneWeb LEO satellites will be delivered by SpaceX. The British satellite internet company could depend on its American counterpart to send about 220 satellites to LEO after it cut ties with Russia.
Windows 11 build 23545 fixes a number of File Explorer bugs and more
windows 11 insider preview
OneWeb is working with SatixFy to develop In-Flight Connectivity terminals. The terminals will be installed on commercial aircraft and provide internet access from OneWeb's LEO satellites.
SpaceX will begin launching satellites in 2019 to build a mesh network capable of gigabit speeds with latency as low as 25 milliseconds. It will rely on 4,425 satellites set in a low-earth orbit.
Noted Internet rumor source "evleaks" claimes to have a list of the codenames for many upcoming Nokia devices, which include names like "Superman" and "Moonraker". | aerospace |
https://combatace.com/files/file/16070-fiat-g55-rahmi/ | 2020-01-22T09:12:08 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250606872.19/warc/CC-MAIN-20200122071919-20200122100919-00032.warc.gz | 0.976969 | 449 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__237611908 | en | About This File
FIAT G55 "RAHMI"
While the "Western Infidel War " was in progress tensions between the Imperial State of Paran, and the Dhimari Principality, were at a high level, with small skirmishes and clashes on the borders. Paran managed to acquire some Fiat G55's from various sources ( not all of them legal) and equipped its number 1 Squadron, named the Huntress squadron, with these aircraft. 1 Squadron used these Fiats until 1947 when they re equipped with the S-199 SAIF, the remaining G 55's going into storage. Along with these aircraft and the S-99 ( Bf-109 G10) Parani fighter pilots learned their trade, and to great effect. The aircraft was given the name RAHMI or Lancer
Installation and blah blah
I have taken the existing Fiat G 55 and repainted it, you will noticed that the original marking ( Italian ) have been over painted and the Parani markings placed over the top, this has been done on purpose, to make these aircraft look like they were ex Italian airforce, and still retained their original markings, personally I think it looks pretty good done this way, so if you can see the original Italian insignia on the wings and tail, this is done on purpose, and not because of any rubbish painting on my behalf. I wasn't going to be doing any early aircraft for Paran/Dhimar, but a couple of people have expressed an interest in earlier aeroplanes, so this is the first one. As with all my uploads I hopefully have included everything you need , including the guns, as apparently some of you guys have had issues with guns not working, so now you have 'em, they will work !! I also advise you update your Soundlist files to reflect the sounds I have included with this package.
Credit for the original aircraft By Veltro Cockpit by Kesselbrut, and some other bloke, pilot by Geezer ( and very nice it is too !! ) Flight model by Charles, everything else by yours truly.
keep your mk 1's peeled, for more Parani lovliness................ENJOY !! | aerospace |
https://www.greeka.com/crete/chania/news/general/a-german-aircraft-to-be-pulled-up/ | 2024-04-12T21:46:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00269.warc.gz | 0.963518 | 205 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__96375498 | en | A German aircraft to be pulled up
• Category: NewsThe Greek Air Force has decided to pull up a German Nazi aircraft hat lies in the bottom of the sea closde to Maleme, Chania. Yesterday morning, an expert group arrived in Chania to explore the submerged aircraft, which lies there since the Second World War. The aircraft is a Messerschmitt 109, one of the most powerful aircraft types of the Germans that time. It is one of the 211 German planes that were lost during the Fight of Crete. After 5 years of efforts, the Association "Friends of the Sea Bed" managed to persuade the Air Force Authorities to pull the aircraft up to the earth. The impressive thing is that the engine collars are still elastic, while some parts of the wing are still brazing. When the aircraft will be pulled up, it will be used as an exhibit in the Air Force Museum that will be created in Maleme.
Posted by: Greeka.com on Nov 05, 2008 | aerospace |
https://gifsology.com/plane-gifs | 2022-08-08T01:54:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570741.21/warc/CC-MAIN-20220808001418-20220808031418-00535.warc.gz | 0.90206 | 946 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__62049717 | en | A competition to see who peels the thinnest sheet from a plane of wood
This guy made a great real plane, it took him 6 months
what the fuck did you expect that's gonna happen after saying that you're gonna bomb a plane
Entire flight applauds as anti-masker couple gets thrown off plane
Perfect Crash Landing Today at an Airshow in my Town After a Mechanical Failure in the Plane
Jumping off a plane after sitting on it wings
Testing out a new space plane hanger design
Psychotic Karen assaults a minor for... using a “helicopter plane”
Helicopter rescues RC Plane.
Them: "How much do you hate planes?" ME:
British Plane Shot Down, Crew Member Bails and Captured [WWII b/w]
Other plane in final, please go around. B727 pilots: Hold my beer.
Plane passengers cheer as pilot safely lands after engine explosion. Just happened in Broomfield, CO
What could go wrong turning a car into a plane
Stuck in a plane full of Trump supporters leaving D.C.
Dropped from the plane & landed next to this poor guy. Didn't have anything to counter (so I thought lol), figured I was gonna die so just whipped this bad boy out for fun. The only thing missing is the audio of me laughing my ass off 🤣 I know this dude had to be livid
Does anyone else spend way too long in test flights throwing planes about?
American Airlines pilot to Trump supporting passengers: "We'll put this plane down in the middle of Kansas and dump people off - I don't care. We will do that if that's what it takes, so behave, please."
Loop de loop in an 8 ton asteroid plane.
Paper Plane Adventure Lifeslide is Releasing on Steam!
It's a bird...It's a plane...It's freaking MEGALODON!!
[ART] Animated effect I made to explore the Plane of Living Shadow
I turned a 60 ton asteroid into an aeroplane in KSP on normal/career. Sort of landed next to my previous astero-plane.
Extreme control over plane
Area 51 SR-71 blackbird spy plane pilot David Fruehauf is confirming the existence of S4 (how did Bob know?) and backs up Bob Lazars descriptions of the base [re-upload with working video]
Truck Manages to Crash Into Two Planes
Abu Tow, shooting down a mig plane, 2015 Syria
Straight 6 piston engine powered plane, with less horsepower than an actual horse
Flight #UA328 engine failure as seen from the cabin. The plane has returned to Denver intl. and landed safely
After almost exclusively uploading jet stunts, I decided to do a plane stunt for once
Man has a bit of an episode on the plane and starts singing
It’s a bird, it’s a plane, ...no it’s a squid!
"What kind of plane are we this that we're flying?" "It's a Caravan Charlie 208" "And what does it do?" "It flies 😎"
When there's a enemy plane behind me.
My Super Power is Disappointing Clips of Pressure Cleaning Pools - Oh, and a Time Lapse of Air Planes Flying (Longer Version + Bonus Calcium Cleaning CLIP from a Pool Wall.) [OC - Headphone Warning at the End]
Happened just now. Weird looking flares/comets. Looks better looking at them, not planes not firesworks. And of course not UFO but curious
Powerful Remote Control Plane Stunt.
So a commerical plane's engine exploded over Broomfield
least nationalist plane in balkans
entitled lady embarrasses herself on a plane
This may not be the perfect time to post Astra stuff, but here's what the Astral Plane looks like from the outside
KICK THAT B OFF THE PLANE!!! 👑🍔👑🍔👑
Flying in the plane and seeing that out of the window
Possible Tic Tac / Cigar UFO/AAV I spotted from a plane on the October 30th 2019 hovering above sea level.
Killed a plane with BMP-2M’s 30mm grenade launcher on the roof. | aerospace |
https://www.ajw-group.com/news/ajw-group-expands-contract-with-air-transat.html | 2018-07-20T18:21:41 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591719.4/warc/CC-MAIN-20180720174340-20180720194340-00359.warc.gz | 0.944018 | 396 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__185950927 | en | 24 Oct 2017
AJW Group has announced the expansion of its power-by-the-hour (PBH) contract with Canadian carrier Air Transat.
AJW Group originally signed a long-term PBH contract with Air Transat in 2013 to provide support for the airline’s Airbus A330 aircraft, and the expanded contract will now support their increased Airbus A330 fleet, which has grown by 33% since the start of the contract.
Christopher Whiteside, President and CEO of AJW Group, said:
“We are proud of our work with Air Transat and are delighted to see the expansion of our contract with them. This reiterates the strength and deepening of our partnership and the value of our power-by-the-hour service. We look forward to continuing our growing relationship with Air Transat in the years ahead.”
AJW Group is well known for providing competitive power-by-the-hour services for modern, commercial Boeing or Airbus aircraft. There are no restrictions or limitations on fleet size and AJW guarantees the supply, repair and overhaul of rotable components within all ATA chapters to their latest modification status.
Mr. Jean-Francois Lemay, President of Air Transat, said:
“We are satisfied with the service provided by AJW Group over many years. The Group has the knowledge and experience to support our maintenance needs as we continue to grow our operations and serve our customers.”
26 Jun 2018
AJW forms strategic partnership with Allegian...
21 Jun 2018
AJW Group bolsters its AOG service
19 Jun 2018
AJW awarded PBH contract by Cambodia Airways
1 Jun 2018
AJW appoints Andy Fleming as Head of Quality
31 May 2018
Rotating parts | AviTrader
24 May 2018
Moving the market | MRO Management
Thank you for getting in touch | aerospace |
https://www.oswinooze.com/download/north-star-over-my-shoulder/ | 2023-09-30T04:06:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510575.93/warc/CC-MAIN-20230930014147-20230930044147-00487.warc.gz | 0.877977 | 171 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__98765939 | en | |Author||: Bob Buck|
|Publisher||: Simon and Schuster|
|Total Pages||: 468|
|Rating||: 4/5 (01 Downloads)|
Download or read book North Star Over My Shoulder written by Bob Buck and published by Simon and Schuster. This book was released on 2005-01-03 with total page 468 pages. Available in PDF, EPUB and Kindle. Book excerpt: Buck, the embodiment of commercial aviation in America, recounts his thrilling life in flight in this exhilarating volume, hailed as "absolutely brilliant" by the former director of the Smithsonian Air and Space Museum. | aerospace |
https://uk.player.fm/series/sports-history-this-week/the-longest-free-fall | 2023-02-04T00:09:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500076.87/warc/CC-MAIN-20230203221113-20230204011113-00831.warc.gz | 0.913346 | 207 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__110231304 | en | Manage episode 338098539 series 3368092
August 16, 1960. Captain Joe Kittinger steps into the passenger compartment of a balloon. He's preparing to travel higher than anyone has ever been in open-air: more than 100,000 feet. From there, he plans to jump. Today, Joe Kittinger sets the unofficial record for longest and highest parachute jump along with the longest free fall in history. His success will change the future of space travel. What does Kittinger’s mission reveal about human’s ability to survive at altitudes never reached before? And will the mission be enough to inspire humans to travel beyond the Earth?
Special thanks to Colonel Joe Kittinger himself, and Craig Ryan, co-author of Come Up And Get Me: An Autobiography of Colonel Joe Kittinger.
Hosted on Acast. See acast.com/privacy for more information. | aerospace |
http://tl.boeaizmu.astrologybirthchart.info/diagram/diagram-of-a-manned-space-rocket-how-works.htm | 2019-05-19T21:34:02 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255165.2/warc/CC-MAIN-20190519201521-20190519223521-00355.warc.gz | 0.700282 | 935 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__57107391 | en | how do space rockets work explain that stuff rh explainthatstuff com Diagram of a manned space rocket how works 1
Posted on May, 16 2019 by Michael Burnstagged with :
Diagram of a manned space rocket how works - revealed on may 29 2014 spacex s dragon version 2 capsule can carry a crew of seven astronauts to the international space station the reusable dragon is designed to last for up to 10 flights p div class b factrow b twofr div class b vlist2col ul li div author karl tate div li ul ul ul div div div li fuse diagram diagram of a manned space rocket how works wiring diagram pontiac grand prix nissan rogue engine diagram richmond water heater wiring diagram dual fuel pump wiring diagram 99 suburban radio wiring diagram alpine era g320 span class news dt 04 05 2012 span nbsp 0183 32 how a rocket or rocket engine works to go from the surface of the earth to space the ex le used is spacex s falcon 9 both with their dragon capsule to go to the international space p div class b factrow b twofr div class b vlist2col ul li div author rimstarorg div li li div views 403k div li ul ul li div video duration.
5 min div li ul div div div li how do rockets work photo test firing the space shuttle s main engine picture courtesy of nasa on the mons now we know what space is it s easier to understand what a rocket is and how it works by the late 1930s use of rocket propulsion for manned flight began to be seriously experimented with as germany s heinkel he 176 made the first manned rocket powered flight using a liquid fueled rocket engine designed by german aeronautics engineer hellmuth walter on june 20 1939 the soyuz spacecraft is launched on a soyuz rocket the most reliable launch vehicle in the world to date the soyuz rocket design is based on the vostok launcher which in turn was based on the 8k74 or r 7a semyorka a soviet intercontinental ballistic missile all soyuz spacecraft are launched from the baikonur cosmodrome in kazakhstan soyuz is currently the only means for manned space flights.
in p div class b factrow b twofr div class b vlist2col ul li div span first launch span span unmanned november 28 1966 manned span span soyuz 1 span span april 23 1967 span div li li div span operator span span soviet space program span span 1967 91 span span roscosmos span span 1991 onwards span div li ul ul li div span manufacturer span span rkk energia span div li li div country of origin soviet union russian federation div li ul div div div li li class b ans div class b rs h2 class related searches for diagram of a manned space rocket how h2 div class b rich div class b vlist2col ul li a href search q next us manned space flight form qsre1 h id serp 5402 1 next us manned space flight a li li a href search q spacex manned dragon update form qsre2 h id serp 5403 1 spacex manned dragon update a li li a href search q next us manned space launch form qsre3 h id serp 5404 1 next us.
manned space launch a li li a href search q manned space missions timeline form qsre4 h id serp 5405 1 manned space missions timeline a li ul ul li a href search q next american manned space flight form qsre5 h id serp 5406 1 next american manned space flight a li li a href search q spacex boeing manned space missions form qsre6 h id serp 5407 1 spacex boeing manned space missions a li li a href search q future manned space missions form qsre7 h id serp 5408 1 future manned space missions a li li a href search q chinese manned space missions form qsre8 h id serp 5409 1 chinese manned space missions a li ul div div div li li class b pag nav role navigation aria label more results for diagram of a manned space rocket how works h4 class b hide pagination h4 ul class sb pagf li a class sb inactp sb pagp sb pagp bp b widepag sb bp b roths a li li a class sb pags sb pags bp b widepag sb bp 1. | aerospace |
https://www.nserc-crsng.gc.ca/db-tb/story-eng.asp?province=0&category=6&year=2013&story=13006 | 2021-06-24T10:00:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488552937.93/warc/CC-MAIN-20210624075940-20210624105940-00140.warc.gz | 0.917732 | 185 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__48592379 | en | Making new components for aircraft can be expensive. It demands high precision and leaves little room for error. To help aircraft makers produce aircraft components more reliably, a team of experts at Édouard Montpetit College’s Aerospace Technology Centre (ATC) in St-Hubert, Quebec is developing a robotic machining system. The ATC’s goal is to fully automate machining, eliminating the chance of human error in the production of components such as fuselage panels. Sensors built into the system will let technicians locate and diagnose production problems before they lead to tool breakage or have other undesired impacts. Several Montreal-area aerospace companies, including Pratt & Whitney Canada, Bombardier Aerospace, Meloche Group and Mesotec, are working with the researchers at the ATC. The results of their research are already being applied to give the Canadian aerospace sector an edge over its global competitors. | aerospace |
https://www.seekdl.org/conferences/paper/details/10243.html | 2022-08-08T08:29:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570767.11/warc/CC-MAIN-20220808061828-20220808091828-00353.warc.gz | 0.935363 | 273 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__121390102 | en | Ninth International Conference on Advances in Computing, Electronics and Communication- ACEC 2019
Author(s) : ARUSHI MAHESHWARI, HWANG-CHENG WANG
The need for multi-UAV systems has been increasing with the extensive use of UAVs not only in the military activities but also in various civilian activities like search and rescue, agriculture, traffic management, building inspection, recreation, etc. But multi-UAV systems have their limitations when it comes to increased distance and the presence of obstacles in the path because of the range limitations of communication modules. Most of the communication modules like telemetry modules 3DR Sik2, Xbee, Wi-Fi modules have a communication range of up to a few kilometers, leading to less efficient multi - UAV systems in terms of long flight distance and obstacles in the path. In this paper, a relay communication system using Robot Operating System (ROS) is proposed whose first stage has been implemented and the second stage is undergoing. In this system, one of the UAVs acts as a relaying node between the UAV far in distance and GCS when the distance is large or if there are obstacles in the path. The system is implemented using two UAVs but can be implemented using more UAVs or relaying nodes with some changes in the system. | aerospace |
https://jumakigororavum.nightcapcabaret.com/national-aviation-workshop-make-taf-etc-disc-10-may-14-2003-book-6811wi.php | 2022-08-08T10:35:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570793.14/warc/CC-MAIN-20220808092125-20220808122125-00344.warc.gz | 0.866961 | 2,870 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__94834749 | en | 1 edition of National Aviation Workshop - Make TAF, etc., Disc 10, May 14, 2003, (DVD-R0M) found in the catalog.
National Aviation Workshop - Make TAF, etc., Disc 10, May 14, 2003, (DVD-R0M)
|Contributions||United States. National Oceanic and Atmospheric Administration.|
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The original has this signature -- W. K. Kellogg
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Office Fire and Aviation Management (FAM) leader’s intent, authority, roles and responsibilities, programs, and Size: 1MB. National Aviation Day is a also great day to build May 14 model airplane just for fun. Model airplanes range from simple toys made of wood and paper to scale models that can book flown.
Check out an aviation-themed book. Whether fact or fiction, a book about aviation is a thrilling read. Happy National Aviation Day from your ground support at e2b calibration.
The workshop will provide an overview of regulations (including documentation, traceability, imports & exports and other hot topics) as they relate to aircraft parts distribution. Click on the topic/agenda link below to etc. the specific workshop topics.
U.S. Department of Transportation Federal Aviation Administration Independence Avenue, SW Washington, DC () tell-FAA (() ). At NBAA, FAA's Flight 2003 Division presented a workshop on transport airplane performance planning.
Hosted by AFS 's Manager Coby Johnson and assisted by members of the Transport Airplane Performance Planning (TAPP) Working Group, this workshop introduced a series of videos intended to address long-standing questions in the operator community regarding one-engine.
Air Traffic Orders; Order National Aviation Workshop - Make TAF Order Title; JO B (PDF): Air Traffic Organization Safety Management System (10/31/): JO F (PDF): Air Traffic Control Operational Contingency Plans (03/31/): JO (PDF): Air Traffic Organization Audits and Assessments (06/01/): JO P (PDF): Air Traffic Technical Training - Change 1 (10/30/).
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The book includes: • 31 Skill Sheets NEW in this edition• Photos, Illustrations and Learning Activities – ALL NEW• Review Questions for all 12 chapters• Exam Prep for students is a separate item This book provides the information firefighters need to effectively perform the tasks for aircraft rescue and fire fighting and to complete.
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It is with profound sadness and regret that we announce that The Aviation Workshop/Model Alliance has now ceased trading as an independent company. A complex combination of factors and circumstances has forced us to make.
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National Modal Aviation Day is open to any and all RC and Control line model aircraft. Pilots meeting 9am. Food & beverages available on site. All proceeds benefit charity. Visit website for. Eight file collections on UFO sightings, dating from towere first released onto The National Archives by the Ministry of Defence (MoD).
Although kept secret from the public for many years, most of the files have low levels of classification and none are classified Top Secret. files are set to be made public by aviation operations.
Statements containing the words must, shall, and will are directive in nature and the corresponding policy can be found in the FSM This Guide contains best practices for Safety Management Systems in the aviation program, thus the terms "may" and "should" indicate the best practice or an industry standard that.
This USA-only manual is a subscription service designed to provide the aviation community with the most up-to-date basic fundamentals required for flying safely in the United States National Airspace System or NAS, including basic flight information and Air Traffic Control or ATC procedures.
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AVIATION MAINTENANCE TECHNOLOGY. REQUIRED TOOL LIST. REVISED 9/1 /1 7 (per AVM Student Handbook) ∼ Tools are not needed the first day of class but are required by the second semester of class.
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work directly in the aviation maintenance effort. Since most of the duties and responsibilities of an AZ are specifically outlined in the Naval Aviation Maintenance Program (NAMP), OPNAVINSTyou should have a good working knowledge of the NAMP.
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By end of May Get familiar with the Aviation Exploring program materials and Exploring marketing materials.Get this from a library! Future aviation activities: 11th international workshop. [United States. Federal Aviation Administration.; National Research Council (U.S.).
Transportation Research Board. Committee on Aviation Economics and Forecasting.; National Research Council (U.S.). Transportation Research Board. Committee on Light Commercial and General Aviation.;].Aviation Managers must demonstrate a working knowledge of the National DOE-STD, Aviation Manager Functional Area Qualification Standard.
The The ICAP Aviation Safety Officer Workshop, Years of Aviation Safety, features the following diagram of DOE Aviation Management. | aerospace |
https://www.spangdahlem.af.mil/News/Photos/igphoto/2003248666/ | 2024-03-02T13:13:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475825.14/warc/CC-MAIN-20240302120344-20240302150344-00240.warc.gz | 0.906061 | 263 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__136751336 | en | U.S. F-16 Fighting Falcon fighter aircraft pilots, assigned to the South Dakota Air National Guard 114th Fighter Wing, conduct post-flight checks after arrival at Spangdahlem Air Base, Germany, June 23, 2023, after completing Air Defender 23 (AD23). The 114 FW mission is to deploy worldwide, while executing directed tactical fighter sorties to destroy enemy forces, supplies, equipment, communications systems and installations with conventional weapons, or when directed by their governor to protect life and property, preserve peace, order and public safety. (U.S. Air Force photo by Airman 1st Class Albert Morel)
70.0-200.0 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 |
https://ochelicopters.com/es/blogs/in-the-news/electric-helicopter-flies-record-30-nm-1 | 2024-04-17T05:41:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817144.49/warc/CC-MAIN-20240417044411-20240417074411-00892.warc.gz | 0.955858 | 247 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__49941092 | en | By Mary Grady , Contributing editor
A modified Robinson R44 designed and built by Tier 1 Engineering has set a Guinness World Record for the farthest distance traveled by an electric-powered helicopter, the company announced this week. The flight launched in Santa Ana, California, and covered 30 nautical miles at an average speed of 80 knots, at about 800 feet, last Friday. The helicopter was flown by Captain Ric Webb of OC Helicopters. Tier 1 said it is working on the project under contract from Lung Biotechnology PBC, with the goal to produce an electric-powered semi-autonomous rotorcraft that will deliver manufactured organs for transplantation to hospitals with less noise and fuel consumption than current technology.
The company first flew the aircraft in September 2016. Its twin electric motors are powered by 1000 pounds of Brammo Lithium Polymer batteries, and it’s controlled with a system from Rinehart Motion Systems. In February 2017, the aircraft set a world record for duration and altitude of a battery-powered helicopter with a 30-minute flight, reaching 800 feet and flying at a peak speed of 80 knots. The program aims to achieve two hours of flight time, plus a 30-minute reserve. | aerospace |
https://www.uksolphys.org/studentships/funded-phd-positions-in-solar-system-science-at-aberystwyth-university/ | 2024-02-28T04:13:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474690.22/warc/CC-MAIN-20240228012542-20240228042542-00589.warc.gz | 0.881341 | 249 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__51846831 | en | Aberystwyth University’s Physics Department is seeking high-quality candidates for 3-yr-funded PhD projects in the field of Solar System Physics. The group has particular strengths in modelling and observational analysis of the solar atmosphere/solar wind, space weather forecasting, and instrument development for space missions. Our recent work concentrates on the development of novel data analysis techniques for solar atmospheric images, ground-based spectropolarimetric analysis of the quiescent and flaring corona, space weather studies and forecasting (including machine learning), advanced numerical modelling of coronal structures, and lunar surface impactors. We develop new instrumentation for solar and planetary applications, and particularly welcome applications in this field for the 2023 round.
Applications are due by May 31st 2023 for a September 2023 start.
Applicants should follow the instructions at https://www.aber.ac.uk/en/study-with-us/pg-studies/apply/ . Informal enquiries are welcome, and we encourage potential applicants to talk to relevant members of staff. To discuss ideas for projects, please contact Prof Huw Morgan in the first instance by email: firstname.lastname@example.org. | aerospace |
http://zazenlife.com/2012/06/28/college-researchers-hack-surveillance-drone/ | 2013-12-19T01:13:28 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1387345760669/warc/CC-MAIN-20131218054920-00014-ip-10-33-133-15.ec2.internal.warc.gz | 0.968812 | 331 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__13323155 | en | College Researchers Hack Surveillance Drone
June 28, 2012 Leave a Comment
The U.S. Department of Homeland security recently “dared” researchers at the Austin Radio Navigation Laboratory at the University of Texas to take control of one of their drones. They succeeded, causing the drone to make a crash landing dive.
Homeland Security officials originally thought their drones were “hack proof”, but these researchers completely discredited them. The device was only worth a mere $1,000, but this hacking incident shows how one of these drones could easily be turned into a weapon to be used against its own people.
Professor Todd Humphreys and his team at the Texas Radionavigation Lab successfully diverted a drone flying over Austin stadium by diverting the GPS coordinates to force the drone to careen from its programmed path and make a kamikaze dive. The team chose to abort the self-destruct course just a few feet from the ground but were still able to prove their point. The researchers were able to “spoof” the drone’s GPS system and trick it into following a new set of commands.
In five or ten years, we are going to have 30,000 drones in American airspace. These drones are also reported to eventually be armed as well. Having a drone designed by Homeland Security “hacked” isn’t too reassuring, and if these researchers can do it in Texas, I assume others can pull it off too. In the wrong hands, these drones could potentially be very dangerous and hopefully we won’t have these things flying around without the proper security protocols. | aerospace |
https://cerebrodigital.net/en/experiment-to-produce-oxygen-on-another-planet-has-come-to-an-end-eacr/ | 2023-12-06T13:54:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100599.20/warc/CC-MAIN-20231206130723-20231206160723-00325.warc.gz | 0.817989 | 180 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__27751830 | en | The first experiment to produce oxygen on Mars, known as MOXIE (Mars Oxygen In-Situ Resource Utilization Experiment), has concluded successfully, surpassing NASA’s initial goals.
MOXIE, which is part of the Perseverance rover’s equipment, generated 122 grams of oxygen by converting carbon dioxide from Mars’ atmosphere.
During its peak efficiency, MOXIE produced 12 grams of oxygen per hour at 98% purity, doubling NASA’s expectations.
This breakthrough technology demonstrates the potential for future Mars missions to produce oxygen locally, supporting breathable air for astronauts and rocket fuel production for return trips to Earth.
Lessons learned from MOXIE will inform the development of full-scale systems for oxygen generation and storage on Mars.
Esta entrada también está disponible en: Español | aerospace |
https://examtayari.in/2015/09/what-is-the-full-form-of-afcat/ | 2021-04-15T15:07:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038085599.55/warc/CC-MAIN-20210415125840-20210415155840-00419.warc.gz | 0.921685 | 131 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__11846132 | en | Answer of this question "What is the full form of AFCAT ?", here are 4 choices for this question : Air Force Commercial Admission Test, Air Force Comando Admission Test, Air Force Common Admission Test, Air Force Common Admission Training. Answer Is "Air Force Common Admission Test".
Air Force Common Admission Test AFCAT is a common entrance examination organized by the Indian Air Force (IAF) in India to join Indian Air Force wings like Flying Branch, Technical Branches, Ground Duty Branches etc. The test is conducted two times a year to recruit the candidates for 1 year further training and then posting as a commissioned officers in India Air Force. | aerospace |
https://www.padtinc.com/2012/12/05/colorado_space_roundu/ | 2023-09-28T03:31:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510358.68/warc/CC-MAIN-20230928031105-20230928061105-00343.warc.gz | 0.977788 | 119 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__164976691 | en | PADT is pleased to be an exhibitor at this years Colorado Space Roundup. This is a great event where everyone involved in space gets together and talks about what needs to be done to improve and grow the aerospace ecosystem in the state. We are pleased to see many of our customers here, and have already met some new friends.
The location is at the Denver Museum of Nature and Science, a very cool facility with a nice view out front. It was also nice to see so many grcrust companies, many who are customers, listed with PADT on the sponsor page. | aerospace |
https://aeroservicesconsulting.co.uk/how-to-charter-a-private-jet/ | 2022-01-20T14:05:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301863.7/warc/CC-MAIN-20220120130236-20220120160236-00275.warc.gz | 0.923768 | 424 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__186341564 | en | When you send us your Charter Request, we get to work straight away
Following a tried and tested process, we will ensure we communicate to you exactly what is required in order to book your flight.
Don’t worry about border force, customs and legislation. We will sort this for you by communicating with you right up to the second you board your Jet.
Never booked a Private Jet before?
Read our quick guide so you fully understand how easy the booking process can be.
Step 1. Initial query
It all starts with a query!
Get in touch with us and tell us where you want to fly from, where you want to fly to, on which date, at what time and with how many people and or pets.
We will then search the Aviation Marketplace to find the nearest available aircraft relative to your requirements. Our aim here is to cut down on positioning costs, meaning you don’t pay for costly empty positioning legs.
Step 2. We send you quotes
Having narrowed down the available aircraft, we will utilize our experience to select the most cost effective and suitable aircraft for your trip.
Once we are happy with the available options, we will send you a quotation via email detailing the aircraft types, flight times and costs.
Step 3. quote accepted!
At this point, it’s up to you to pick the aircraft you want. This is the fun part…
Email us back confirming which quote you would like to go ahead and book, and we will start to prepare the contracts.
It’s also here where we will ask if you have any specific catering or luggage requirements.
Don’t be afraid to ask us about anything here.
step 4. sign the contract
The final part in this easy process is receipt of the Charterers Contract, as well as the Invoice due.
When you receive these, check over the timings, the dates and the passenger numbers. Once you’re happy you sign and return.
At this point, you’ve booked your Private Jet! | aerospace |
https://renfrewshireastro.co.uk/the-first-cubesat-with-a-hall-effect-thruster-has-gone-to-space | 2021-03-01T19:21:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178362899.14/warc/CC-MAIN-20210301182445-20210301212445-00521.warc.gz | 0.947923 | 120 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__220730204 | en | The First Cubesat With a Hall-Effect Thruster has Gone to Space
Student-led teams aren’t the only ones testing out novel electric propulsion techniques recently. Back in November, a company called Exotrail successfully tested a completely new kind of electric propulsion system in space – a small hall-effect thruster. Hall effect thrusters themselves have been around for awhile. However, they have been limited in their practicality, primarily …
The post The First Cubesat With a Hall-Effect Thruster has Gone to Space appeared first on Universe Today.
Go to Source | aerospace |
https://www.startswithy.com/air-hostess-sentence/ | 2024-04-14T12:22:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.25/warc/CC-MAIN-20240414095752-20240414125752-00568.warc.gz | 0.933905 | 915 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__187208276 | en | Have you ever wondered about the job of an air hostess? Also known as flight attendants, air hostesses play a crucial role in ensuring the comfort and safety of passengers during flights.
Air hostesses are trained professionals who assist passengers throughout the duration of a flight. They handle various tasks such as serving meals, managing emergency procedures, and providing customer service. With their warm and efficient service, air hostesses help create a pleasant and enjoyable flying experience for travelers.
7 Examples Of Air Hostess Used In a Sentence For Kids
- Air hostess greets passengers as they board the plane.
- The air hostess gives out snacks during the flight.
- The air hostess shows how to fasten the seatbelt properly.
- The air hostess helps passengers find their seats.
- The air hostess demonstrates the safety procedures.
- Passengers can ask the air hostess for help at any time.
- The air hostess smiles and makes everyone feel welcome.
14 Sentences with Air Hostess Examples
- Air hostess welcomed the passengers on board with a warm smile and directed them to their seats.
- It is essential for air hostess to attend to the needs of passengers during the flight.
- The air hostess demonstrated the safety procedures before take-off for the passengers’ information.
- Air hostess served refreshments to the passengers with a pleasant demeanor.
- College students often admire the professionalism and poise displayed by air hostess on flights.
- As a college student, I appreciate the assistance provided by air hostess during my first international flight.
- The air hostess announced the landing procedures and prepared the passengers for arrival.
- The role of an air hostess includes ensuring the comfort and safety of passengers throughout the journey.
- Air hostess handed out blankets and pillows to passengers on the overnight flight to ensure a comfortable experience.
- College students can learn a lot about communication and customer service by observing the interactions of air hostess on flights.
- Interacting with diverse passengers is a valuable skill that air hostess must possess.
- As the flight attendant, the air hostess answered passengers’ questions and provided assistance with their concerns.
- The presence of air hostess in the cabin creates a sense of security and reliability among passengers.
- College students can benefit from observing the teamwork and coordination among the flight crew, including the air hostess.
How To Use Air Hostess in Sentences?
Air Hostess can be used in a sentence in the following way:
- Example: The experienced air hostess greeted the passengers with a warm smile as they boarded the plane.
To use the term Air Hostess in a sentence, it is important to note its proper usage. Air Hostess refers to a female flight attendant who is responsible for ensuring the safety and comfort of passengers during a flight. When incorporating Air Hostess into a sentence, it should be used to describe the role or actions of a female flight attendant.
When constructing a sentence with Air Hostess, consider the context in which it is being used and ensure that it accurately reflects the duties or characteristics of a female flight attendant. It is also important to use proper grammar and punctuation to convey your message effectively.
To practice using Air Hostess in a sentence, you can create your own examples or find sentences in books, articles, or online sources that feature the term. By incorporating Air Hostess into your writing or conversations, you can become more familiar with how to properly use the term to communicate effectively and accurately describe the role of a female flight attendant.
In conclusion, sentences with “air hostess” refer to statements or expressions that involve or mention flight attendants who are responsible for the safety and comfort of passengers during air travel. This term is commonly used in the context of aviation and travel-related discussions, often describing the duties, interactions, or experiences involving air hostesses on commercial flights. Examples of sentences with “air hostess” include “The air hostess greeted passengers with a warm smile as they boarded the plane” or “The air hostess demonstrated the safety procedures before takeoff.”
Overall, sentences with “air hostess” illustrate the integral role that flight attendants play in ensuring a pleasant and safe journey for passengers aboard aircraft. Their professionalism, customer service, and commitment to passenger well-being contribute to the overall positive travel experience for those flying. | aerospace |
https://mallposts.com/nasa-begins-turning-on-webb-space-telescope-instruments/ | 2022-12-04T11:44:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710972.37/warc/CC-MAIN-20221204104311-20221204134311-00698.warc.gz | 0.943977 | 425 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__197641815 | en | After three decades of work and billions of dollars spent, we are finally approaching the long-awaited moment, the moment when the James Webb Space Telescope will finally be able to reveal certain secrets of the Universe. According to a NASA statement, the space observatory is indeed being lit after reaching its working position.
Recently, Webb was able to reach his final destination which is the second Lagrange Point or L2. At this location, the telescope has the Earth between it and the Sun all the time, a necessary condition to protect itself as much as possible from the solar rays which can increase the temperature.
Currently, scientists from the US space agency are preparing to turn on the telescope’s various scientific instruments. However, the step following this process will not immediately be the observation of distant cosmic objects, it will still take months to calibrate the instruments and align the mirrors.
Lower the temperature
Within the framework of the preparation of scientific instruments, there is an absolutely necessary condition to expect to be able to obtain good results from Webb. The temperature must be lowered, that is to say, all sources of heat must be neutralized.
According to the information, extremely low temperatures will be required for the instruments to function properly. For example, there is the Mid-Infrared Instrument which was designed to observe the middle of the infrared spectrum at a temperature of 6 Kelvin, or -267.15°C.
As hot objects emit infrared light, this could create interference during observations.
Adjusting the main mirror segments
Apart from neutralizing the heat sources, the telescope will also need to align the 18 elements of its main mirror. These 18 segments will indeed have to work like a single giant mirror in order to be able to correctly capture the signals coming from distant cosmic objects. It will only be after these months of adjustments that we will finally be able to obtain the first data collected by the space observatory.
In any case, after all the time it took for Webb to end up in space, scientists and space exploration fans can certainly wait a few more months. | aerospace |
https://www.pocket-lint.com/cameras/news/gopro/138870-what-time-is-the-gopro-karma-drone-and-hero-5-launch-and-how-can-i-watch-it-online | 2020-08-05T02:48:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735906.77/warc/CC-MAIN-20200805010001-20200805040001-00562.warc.gz | 0.941056 | 392 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__4327481 | en | (Pocket-lint) - After many rumours and a long wait, GoPro is finally ready to unleash its first camera-ready drone at a dedicated event near Lake Tahoe in the States.
There have been several videos released showing what the GoPro Karma is capable of, but we'll see more no doubt when the launch event starts.
- GoPro's Karma drone is official, takes flight soon
- GoPro Hero 5 Black and Session cameras announced, 4K video with GPS and waterproofing
- The best drones 2018: Top rated quadcopters to buy, whatever your budget
- GoPro Karma drone review: Good things come to those who wait
In addition, we might even find out more about a much-rumoured GoPro Hero 5 action camera - the latest iteration of its hugely popular range.
So how can you make sure you keep up with the news as it happens? Read on...
What time does the GoPro Karma and Hero 5 launch start?
The GoPro event starts at 9am PT and is expected to last around 45 minutes. That means you'll be able to tune in at 5pm in the UK and midday on the East Coast of America.
Can I watch the GoPro Karma and Hero 5 launch livestream?
Yes. We are hosting the livestream of the event from 4pm UK time here on Pocket-lint below. The actual event will start at 5pm.
We will also be covering all the news as it happens on Pocket-lint, as we are attending the event in Tahoe and will be there to get as much hands-on time with the drone and/or the Hero 5 camera if it launches.
Can I read more about the GoPro Karma drone ahead of the launch?
Yep. Just head to our handy feature here: GoPro Karma drone coming 19 September: Here's what it can do
It also has some video examples of what the new drone will be capable of. | aerospace |
https://warroom.armywarcollege.edu/articles/the-drone-elegy/ | 2021-04-17T09:16:36 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038118762.49/warc/CC-MAIN-20210417071833-20210417101833-00258.warc.gz | 0.943886 | 2,740 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__11467927 | en | The Air Force’s approach to developing unmanned aviation falls well short of the potential of autonomous systems. Its programs still struggle for resources amidst massive investment in modernization of manned tactical fighters and strategic bombers.
The Air Force has an unfortunate tendency to confuse the ends and means of war. For more than a decade, the U.S. Air Force has struggled to keep pace with wartime requirements for more combat air patrols flown by unmanned aircraft. Despite the high demand for these aircraft, the Air Force has suffered high pilot attrition, and repeated delays in fielding adequately organized, trained, and equipped unmanned aircraft units. These problems have many causes, yet they could have been mostly avoided had the Air Force fully embraced the potential of unmanned aircraft and the value of the Airmen who fly them. U.S. Air Force culture is limiting new ways of thinking about employing airpower whenever these break existing paradigms. The Air Force must be cautious of repeating the missteps of the past that have damaged both its credibility and, more important, its ability to project airpower.
Jack Welch, a former CEO of General Electric, famously said, “Control your destiny, or someone else will.” A strong indicator of cultural stubbornness is when an organization requires an external intervention to correct an internal problem. Facing an urgent need to change, the Air Force has two choices: it can do so willingly, or unwillingly. It appears to be choosing the latter option.
Airpower theorists as well as ranking civilian leaders cite “enduring institutional preferences for human-inhabited air vehicles and an unwritten hierarchy among its core competencies,” as restraining forces that prevent the U.S. Air Force from real commitment to unmanned aircraft development, which are anathema to the pilot-centric Air Force culture. In a 2011 speech at the Air Force Academy, then-Secretary of Defense Robert Gates said, “[The Air Force’s] traditional orientation has been air-to-air combat and strategic bombing, and members of those communities have so dominated service leadership…that other critical missions and new capabilities have been subordinated and neglected.” To date, the Air Force’s approach to developing unmanned aviation falls well short of the potential of autonomous systems. Its programs still struggle for resources amidst massive investment in modernization of manned tactical fighters and strategic bombers.
Observing Air Force cultural and institutional intransigence, the U.S. Congress has addressed the unmanned aircraft pilot shortage by mandating the integration (against Air Force desires) of enlisted pilots into the entire unmanned aircraft enterprise. However necessary, outside interventions do not resolve the underlying cultural problems. This cultural stubbornness is not a new phenomenon. Had Air Force leaders been more open minded and better aware of institutional history, the organization could have avoided such interference.
The fear of losing a mission to another service has too often been the motivation necessary for the Air Force to make crucial investments in systems it would otherwise ignore. Air Force history — short as it is — is rife with examples of failing to invest in programs that challenge traditional airpower paradigms. The U.S. Navy and Army’s lead in unmanned aircraft research and development echoes Air Force experiences in the Intercontinental Ballistic Missile programs of the 1950s. In the final months of the Third Reich, V-2 rocket systems revealed the destructive potential of ballistic missile systems. Recognizing their value, the U.S. Army and Navy — and the Soviets — invested heavily in ballistic missile programs.
The Air Force, on the other hand, had little interest in ballistic missiles, seeing them as a threat to jet aircraft delivery systems. In The Icarus Syndrome, Carl Builder describes how fear drove the Air Force to embrace ballistic missiles. Following the Soviets’ successful 1957 launch of Sputnik, the Air Force scrambled to gain control of missile development. Builder writes, “Unless the Air Force dominated missiles and space, the role of airplanes in the Air Force of the future could be threatened.” Sputnik acted as a catalyst for the inclusion of space and missile operations, though cautiously accepted and subordinated to traditional aviation. The Air Force responded to a similar catalyst during the late sixties involving a perceived threat to its close air support mission. In Boyd, Richard Coram writes the Air Force was “frightened” into developing an airplane it never desired (the A-10) because of Army plans to develop the Cheyenne close air support helicopter.
By the mid-1990s, the Air Force was again repeating past mistakes when the Army and Navy, assisted by the Central Intelligence Agency (CIA), surpassed the Air Force in the number and use of unmanned aircraft. Few in the Air Force were willing to embrace something other than traditional, manned platforms. Army, Navy, and Marine pilots flew the first Predator combat deployment in 1995 from Albania…tellingly the Air Force sent none.
In 1996, General Ronald Fogleman, then the Air Force Chief of Staff, took notice of the service’s lagging performance and pushed against institutional biases to gain “service lead” responsibilities for unmanned aircraft from the Navy. In Predator: the Secret Origins of the Drone Revolution, Richard Whittle writes that when the Navy briefed these responsibilities to General Hawley (former Commander, Air Combat Command) and his staff of fighter, bomber, and U-2 pilots, they were openly contemptuous. As the Predator’s picture, speed, range, and capabilities were presented, the Air Force officers greeted it with “scoffing laughs . . . wisecracks and snorts.”
It was in this caustic environment that on October 1, 1997 the Air Force gained control of the entire Predator program. It took another visionary four-star, General John Jumper, to take the next logical step, by developing a weaponized, unmanned killer-scout version of the Predator. Deploying on September 12, 2001, the Predator was the first U.S. aircraft over Afghanistan. The first Predator Hellfire combat strike soon followed on October 7, 2001 – and it has been there ever since; demand for it never ended.
the Air Force must transcend its cultural biases and tribal fraternities organized around traditional weapons systems.
Between 2007 and 2015, unmanned aircraft combat lines increased by 800 percent, quickly outstripping the quantities of airframes and operators. With an inadequate force to sustain more combat lines, the enduring reality of extended duty cycles — while operating at surge capacity — has resulted in pilot burnout, low morale, broad community disenchantment, and high attrition rates. Stoking these outcomes were well-documented low promotion rates, remote basing, and institutional perceptions of the community’s lesser value. Respondents to one Air Force study lamented that “institutional reluctance to plan or provide for these Airmen’s attempts to improve their circumstances” added significantly to their desire to leave.
To address retention problems, the Secretary of the Air Force and the Chief of Staff in 2015 announced new initiatives to reduce stress and build the sustainable readiness of unmanned aircraft units, including increased incentive pay, bonuses, and program funds; augmented crew manning; more reserve component and contractor personnel; increased training output; and normalized promotion rates. Additionally, the Air Force successfully pushed for a temporary reduction in combat lines from 65 to 60, enabling it to reduce operational strain and bolster staffing of its flight-training units. It will take time to determine if these initiatives work, and it is difficult to assess whether the right incentives are in place. Nevertheless, for Congress, it was too little, too late. It felt compelled to act on what it perceived the problem to be: chronic pilot shortages.
Seeing the other services’ qualifying of enlisted drone pilots, Congress mandated in the 2017 National Defense Authorization Act that the Air Force implement an enlisted pilot program to alleviate shortages. Congress had urged the Air Force repeatedly to investigate “alternative personnel populations,” yet the Air Force continued qualifying only officers as pilots. The former Deputy Chief of Staff for Intelligence, Surveillance, and Reconnaissance, Lieutenant General Robert Otto, stated that the problem was not about a shortage of officer pilot availability but rather of instructor pilots to train them. Alleviating pilot shortages by increasing the candidate population will not be helpful while the instructor cadre is still being tasked with operational sorties. Nonetheless, the pilot shortage is a symptom of a complex, institutional and cultural problem that will continue until unmanned programs gain momentum against institutional friction.
Although the Congressional mandate directed implementation of an enlisted pilot program for all unmanned aircraft, the Air Force found room for interpretation. It has to date implemented only one enlisted organizational model, the RQ-4 Global Hawk program. The Air Force projects 100 enlisted RQ-4 pilots will be trained by 2020. However, Global Hawk units are currently overstaffed with officer pilots; therefore, it is not evident what problem will be solved by opening that particular program to enlisted personnel. As such, the Air Force is nevertheless certifying enlisted pilots to fly the RQ-4 Global Hawk: an unarmed, strictly intelligence, surveillance, and reconnaissance aircraft, flown not by stick and rudder, but by computerization.
In view of rapid advances in both small, unmanned aerial systems and artificial intelligence, the Air Force must develop new capabilities fit for airpower projection in the 21st century. Yet, in order to create and sustain an organization that innovates with unmanned aircraft and capitalizes on the potential of these revolutionary technologies, the Air Force must transcend its cultural biases and tribal fraternities organized around traditional weapons systems. Regardless of the debate surrounding such an enlisted program or any progress of incentive programs, unmanned aircraft technologies should be leveraged as survivable, lethal, and sustainable airpower options for core U.S. Air Force missions and Joint Functions well into the future.
One other factor increases the urgency for changing the Air Force’s approach to unmanned aviation: the emergence of artificial intelligence, and its transformation of air warfare. As unmanned aircraft become more autonomous, the definition of “pilot” becomes more ambiguous. Future systems will radically change pilot and operator requirements, as computers will fly individual platforms and humans will shift their attention to directing groups of platforms. For example, Paul Scharre, director of the Future of Warfare Initiative at the Center for a New American Security, believes the U.S. is very close to a revolution in artificial intelligence that will lead to semi-autonomous technologies using human-like logic. With this technology, Scharre envisions an ability to employ swarms of low cost, small, remotely piloted aircraft that could penetrate highly contested airspace, collect immense data, or employ high volumes of precision fire. This kind of capability must not be ignored, yet Scharre states, “cultural resistance to multi-aircraft control in the Air Force has hindered progress.” He alleges that both the Army and Navy are well ahead of the Air Force, which itself admits there are “no strategic programming actions to acquire new [small, unmanned aircraft systems].” While it appears history is repeating itself, the world’s premier Air Force should be leading the way in this revolutionary approach to flying. Autonomous systems may eventually lead to the designation of a completely different career field, requiring different accession programs. This may present a great challenge to the pilot-centric culture of the Air Force.
The Air Force must be open to change. It must guard against parochial, internal interests that hinder innovation during a revolutionary period in military technology. For now, a balanced arsenal of traditional and unmanned aircraft systems is needed, especially in light of the Defense Innovation Initiative’s Third Offset, and the Chairman of the Joint Chiefs of Staff emphasis on countering current threats. The Air Force can do more to provide combatant commanders with a full spectrum of capabilities to enable faster decision-making, penetrate contested environments, hold any target at risk, and secure asymmetric advantages across the range of military operations. In the Icarus Syndrome, Carl Builder eloquently evokes the Air Force’s enduring problem of confusing the ends and means of war. He writes, “[W]hen other means such as unmanned aircraft, guided missiles, and spacecraft became available, it was the aviators who revealed, by deeds more than words, that their real affection was for their airplanes and not the concept of air power.” In Tomorrow’s Air Force, Jeffrey Smith echoes this argument. To innovate, Smith writes, the Air Force must recall that “its greatest strength comes from its ability to take advantage of all elements within the airpower domain.” In doing so, it will spend more time getting better at competing against the adversary, and less time competing against itself.
Robert Kinney is a Colonel in the Air National Guard and is a graduate of the academic year 2017 resident program at the U.S. Army War College. David Rayman is a Lieutenant Colonel in the U.S. Air Force and is assigned to the U.S. Army War College as faculty in the Department of Military Strategy, Planning, and Operations. The views expressed in this article are those of the authors and do not necessarily reflect those of the U.S. Army, U.S. Air Force, or U.S. Government.
Photo Credit: Ethan Miller/Getty Images | aerospace |
http://www.rcheliresource.com/video-outrage-velocity-90n2-tail-assembly-testing/ | 2014-07-28T14:22:52 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510260734.19/warc/CC-MAIN-20140728011740-00024-ip-10-146-231-18.ec2.internal.warc.gz | 0.849947 | 193 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__109969571 | en | Here is a great flight vid of the new tail assembly for the Outrage Velocity 90N. Continue through to view the vid of just how the new tail assembly performed.
Outrage Velocity 90N2 Tail Assembly Testing
Testing the New tail for the Outrage Velocity 90. This new tail is all new from the new CNC Front Boom Mount all the way back to the new larger CNC Tail Gears. New Tail completely resolves the issue that some pilots experienced when running head speeds around 2100.
- New Outrage Velocity 50 N2 with YS60 Testing
- VIDEO: Casual Flight With His Outrage Velocity 50 N2? . . . . I think not!
- HOT VIDEO: Team Outrage Spain Pilot Julio Memba smacking his Outrage Velocity 50 N2
- HOT VID: Tareq Edition Outrage Velocity 90 and YS91SR
- NEW: Upgraded Tail System for the Outrage Velocity 90 | aerospace |
https://thomasroche.wordpress.com/2010/11/25/the-international-space-stations-desperate-careen-toward-privatization/ | 2018-07-22T04:51:57 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593010.88/warc/CC-MAIN-20180722041752-20180722061752-00533.warc.gz | 0.909411 | 271 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__53408635 | en | As you probably know, the US Space Shuttle program will call it quits next summer with STS-135, planned for June, 2011. However, the US space program isn’t calling it quits at that time; NASA plans to continue sending astronauts and materiel to the International Space Station using commercial carriers. The ISS is expected to remain in operation until at least 2015 and probably 2020; NASA plans to save US taxpayers about a gajillion dollars using private contractors, which is roughly the amount Dick Cheney planned to save by using Blackwater to fight the wars in Iraq and Afghanistan.
Wait, did I say that out loud? Sorry, sorry, let me take off my snarky left wing fart-sniffer acey-deucey off and don my credulous space-nerd propeller beanie that celebrates all things post-terrestrial.
There; that’s so much better. What I meant to say, of course, is that NASA is privatizing its journeys to the ISS because that’s the best way to encourage scientific and engineering innovation.
The problem? Those commercial carriers don’t exist yet. Until they do, NASA’s going to have to keep sending Americans skyward on Russian Soyuz rockets. That costs tens of millions of dollars per person. | aerospace |
https://www.rfqexperts.com/connector/part-types/page-u/ | 2023-12-08T02:43:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100710.22/warc/CC-MAIN-20231208013411-20231208043411-00247.warc.gz | 0.829954 | 197 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__212303278 | en | Are you in need of electrical connector parts? RFQ Experts, run by ASAP Semiconductor, is a leading supplier of electronic connector parts category, such as Usb Ieee Dvi Hdmi Adapters, Usb Ieee 1394 Firewire Dvi Hdmi Adapters, Usb Ieee 1394 Firewire Dvi Hdmi Accessories, Usb Ieee 1394 Firewire Dvi Hdmi, Usb Firewire Ieee 1394 Dvi And Hdmi Connectors. Sourcing from some of the leading manufacturers around the world, we are an AS9120B, ISO 9001:2015, and FAA 0056B certified company, and the only independent distributor with a No China Sourcing policy. By submitting an Instant RFQ now, you can get a quote for parts within fifteen minutes.
You Can Click Here to Get Quote For Your Required Aircraft Parts Within 15 Minutes.Request for Quote | aerospace |
https://wisk.aero/news/whitepaper/ | 2023-06-04T17:17:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650201.19/warc/CC-MAIN-20230604161111-20230604191111-00266.warc.gz | 0.900777 | 649 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__155581156 | en | Wisk Aero, a leading Advanced Air Mobility company, and the South East Queensland Council of Mayors (COMSEQ), Australia’s largest regional local government organization, have published a Paper outlining the benefits Advanced Air Mobility (AAM) will bring South East Queensland (SEQ). The Paper also outlines how AAM will become an integrated part of SEQ’s transportation network as the region looks to address issues of high growth including congestion, environmental sustainability and growing demand for affordable and accessible flight.
Boeing and Wisk Unveil Concept of Operations for Urban Air Mobility
Together with Boeing, we’re releasing a roadmap for transitioning to a future where automated and uncrewed aircraft can safely carry passengers and cargo in urban and suburban areas. Our concept of operations lays out the technology, regulatory and social recommendations needed to deploy Urban Air Mobility (UAM) in the United States and integrate it into the national airspace system.
Wisk Drives Responsible AAM Deployment with Data-Driven, Microsimulation Software Platform
Our SCOPE platform leverages data, machine learning, and large-scale GPU-based parallelization, to translate qualitative inputs into quantitative insights. Check out our latest whitepaper for more on how our SCOPE platform allows us to be more thoughtful and comprehensive in our approach to AAM integration.
Wisk and Skyports Partner to Define Autonomous AAM Infrastructure Operations
Wisk Aero and Skyports are partnering to integrate autonomous, electric, vertical takeoff and landing (eVTOL) aircraft operations at vertiports and other ground-based infrastructure. The partnership marks the first collaboration between a vertiport developer-operator and an autonomous eVTOL developer in the U.S. The partnership has released a first-of-its-kind ConOps, which identifies how autonomous eVTOL aircraft and operators will integrate with vertiports, including interactions with Providers of Services for UAM.
Advanced Air Mobility Presents Opportunity to Transform Airports into Community Transportation Hubs
Wisk, a leader in autonomous UAM flight and the company behind the first all-electric, self-flying air taxi in the U.S., has released a new white paper focused on advanced air mobility (AAM) infrastructure and the critical role that small to mid-size airports will play in the launch and long-term success of the AAM industry.
Wisk Releases “Building Social Acceptance for Advanced Air Mobility” Whitepaper
There is no silver bullet for achieving social acceptance, particularly for something as complex as riding in an advanced autonomous aircraft. So without an engagement rule book to follow to build legitimacy, credibility and trust with stakeholders, we’ve had to develop and tailor a specific approach for AAM while also staying true to our company values and philosophy.
Wisk Releases Consumer Sentiment Research on Autonomous Air Taxi Services
MARCH 31, 2021 – MOUNTAIN VIEW, CA – Wisk, the Urban Air Mobility (UAM) company behind the first all-electric, self-flying air taxi in the U.S., today released key findings from a recent study conducted among consumers to determine sentiment around autonomous,... | aerospace |
http://sightingufo.com/tag/conclusions/ | 2017-04-26T09:54:53 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121267.21/warc/CC-MAIN-20170423031201-00159-ip-10-145-167-34.ec2.internal.warc.gz | 0.964866 | 345 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__147410026 | en | Here is a video taken from an airplane over Japan of a UFO June 2011. The unidentified flying object can be seen rather clearly in the video and seems to be rather flat in dimensions and is quite odd in shape. The UFO video only captures the object for a short time before it is out of sight. It is a very interesting sighting.
Here is the UFO [...]
This is a great compilation of UFO footage and alien anomalies caught on film by NASA's own cameras and discovered in their archives. Many of these anomalies and unidentified flying objects have yet to be explained by NASA or any other agency. There is some great footage of unexplained objects that i think you will find very interesting. You can [...]
Here is a video taken that shows some unidentified flying objects in a triangular formation in the skies over Oakland, California. The video was taken by Kevin McCracken using a sony handy cam that had a infrared scope attached. The video shows possible orbiting satellites and then some more conventional aircraft along with the possible UFO [...]
This is a video of a UFO sighting in Russia that was caught by a security camera. The footage is from back in 2009 but has just been recently released. You can clearly see a unidentified flying object in the sky in the background and it is noticed by the people on the ground as the video plays through and draws a lot of attention. The video at [...]
This is video of possible UFOs being seen as the Endeavour arrives at the International Space Station. As Endeavour docks three unknown objects appear in the background and then Ground Control orders 'Endeavour to please pause the playback'. This is a very unusual request if the objects were simply space junk or random objects because NASA control [...] | aerospace |
http://www.bjreview.com/science/txt/2013-11/04/content_575925.htm | 2020-11-28T18:56:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141195745.90/warc/CC-MAIN-20201128184858-20201128214858-00525.warc.gz | 0.950613 | 245 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__186808922 | en | Three astronauts who completed China's longest manned space mission have been awarded for their outstanding service to the country's space programs.
The Tsang Hin-chi Space Development Fund decided to award Nie Haisheng, Zhang Xiaoguang and Wang Yaping for their contributions in China's manned space program. They were the crew members of the Shenzhou-10 manned space mission.
More than 50 scientists were also awarded by the fund.
Tsang Hin-chi, the chairman of Goldlion Holdings Ltd, spent 100 million HK dollars ($12.9 million) to establish the Tsang Hin-chi Space Development Fund in 2004. Its goal was to attract more people to Chinese space programs.
Shenzhou-10 was sent into space on June 11 and returned to Earth on June 26.
During its 15-day journey, Shenzhou-10 docked with the orbiting space lab Tiangong-1 twice, once automatically and the other manually.
The astronauts spent 12 days in Tiangong-1, where they conducted space-specific medical experiments, technical tests and delivered a lecture to students on Earth about basic physics principles.
(Xinhua News Agency November 3, 2013) | aerospace |
https://spacescience.arc.nasa.gov/story/helo-makers-vying-for-ames-task-orders/ | 2021-07-29T14:14:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153860.57/warc/CC-MAIN-20210729140649-20210729170649-00454.warc.gz | 0.924772 | 587 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__206346251 | en | Helo Makers Vying For Ames Task Orders. HELO TECH: Bell Helicopter, Boeing and Sikorsky will share a five-year, $40 million cost plus fixed-fee contract for subsonic rotary wing technology development awarded by NASA Ames Research Center. The three will compete on task orders for research and development support of a variety of rotorcraft needs, including a next-generation air traffic management system, prognostics and health management, advanced rotorcraft configurations, drive systems, avionic processors and wind tunnel test stands.- Av. Week Staff
Kepler Mission Excites Program Manager. The New York Times (3/3, D1, Overbye, 1.12M), in a 1,764 word article on the front page of its Science Times Section, continues reporting on the upcoming launch of the Kepler Space Telescope. Most of the article is similar to other previous reports, detailing the mission, what it hopes to find, and how it will discover planets using the transit method. The article notes, “Many technical hurdles had be overcome before Kepler became practical. In particular it required very accurate and sensitive digital detectors, said James Fanson, of the Jet Propulsion Laboratory, Kepler’s project manager.” Fanson also said, “In my 25 years of working with NASA this is the most exciting mission I’ve worked on. … We are going to be able to answer for the first time a question that has been pondered since the time of the ancient Greeks. Are there other worlds like ours?” According to the NYTimes, “The Kepler mission is a tribute to the perseverance of” lead scientist William Borucki of the Ames Research Center, “who began proposing it to NASA in the 1980s, before any exoplanets had been discovered.”
NASA Names Satellite Investigation Board. UPI (3/4) reported NASA “has named the officials who will investigate the cause of the unsuccessful Feb 24 launch of the Orbiting Carbon Observatory satellite.” The head of the board, Rick Obenschain, deputy director of the Goddard Space Flight Center, had already been named. “The panel’s four other voting members are Jose Caraballo, safety manager at NASA’s Langley Research Center…Patricia Jones, acting chief of the Human Systems Integration Division at the Ames Research Center; Richard Lynch of aerospace systems engineering at the Goddard Space Flight Center; and Dave Sollberger, deputy chief engineer of launch services at the Kennedy Space Center.” NASA “said Ruth Jones, safety and mission assurance manager at the Marshall Space Flight Center, will be a non-voting member charged with assuring the board’s activities conform to NASA procedural requirements.” The Lompoc (CA) Record (3/5) also covers the story. | aerospace |
https://openworldinfo.com/publication/10642 | 2021-12-01T18:02:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964360881.12/warc/CC-MAIN-20211201173718-20211201203718-00636.warc.gz | 0.913841 | 169 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__153191029 | en | The inventor of the futuristic Flyboard Air hoverboard, Frank Zapata, demonstrated the capabilities of his brainchild by making breathtaking flights over the Atlantic Ocean off the coast of Sausset-les-Pins (France).
Flyboard Air is a device that allows a pilot to fly autonomously at an altitude of up to 3048 meters. Flyboard Air is equipped with a power plant of an original design, capable of providing a 10-minute flight at a speed of 150 km / h. The Hoverboard is not yet available for sale, so no one knows its price. Earlier versions sold for between $ 2, 675 and $ 12, 000 in the US and UK.
Frank Zapata himself is a real virtuoso of hoverboard flying. He recently set a record with 26 water jetpack somersaults. | aerospace |
https://www.moviemistakes.com/film8929/plothole | 2018-08-16T17:25:53 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221211146.17/warc/CC-MAIN-20180816171947-20180816191947-00038.warc.gz | 0.962892 | 333 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__178640158 | en | Plot hole: When we see Sentinel Prime being extracted from the Ark by Optimus, we can see that Sentinel Prime already looks the same way as he does throughout the rest of the movie. The Ark crash landed in the 1960's, the Rosenbauer Panther Fire Truck didn't exist in the form we see Sentinel Prime transform into. All of the other Autobots came to Earth in their proto forms and adopted a disguise when they arrived [we see them scanning alternate modes - one Decepticon is shown doing likewise in this movie.]. Sentinel Prime already has his disguise when on the ark, which isn't possible.
Plot hole: The film tries to claim that all six lunar missions were to collect samples from the Ark. However, the missions had landing coordinates hundreds of miles apart. If only 35 people knew about the secret mission, that leaves hundreds of thousands of others who believed they were working toward actual lunar exploration, meaning it would be very difficult to fake telemetry data without someone noticing. Also, there are long range photographs of the different landing sites showing the landing craft at their true lunar landing spots.
Plot hole: In the scene where Sam and Carly are attempting to communicate to the military through the UAV drone, Sam tells them all about the Decepticons' plan to bring Cybertron into our atmosphere. But Sam was never there when Dylan explained the plan to Carly, and there was no time for Carly to have told him.
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https://hsius.com/en-us/who-we-are/business-areas/aeronautics/skunkworks/insideskunkworks.html | 2019-08-25T02:20:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027322170.99/warc/CC-MAIN-20190825021120-20190825043120-00543.warc.gz | 0.979265 | 11,196 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__56775029 | en | Behind the Episodes: Season 2
Episode 1: Visioneers
Long before a new aircraft can achieve its first flight, well before the first rivet or bolt is put into place and before even the first piece of hardware can be fabricated, a new design must be created and agreed upon by engineers from a variety of fields. Each aircraft design is uniquely created to meet a specific set of parameters and requirements so that it can successfully accomplish its missions. It is the job of conceptual artists like Eric Watanabe to work with engineers from multiple fields to create never before seen designs for new and emerging aircraft technology.
“My job,” Watanabe says, “is to democratize creativity and sketching.”
While in school Watanabe initially studied drawing, painting and graphic design but was strongly influenced by his uncle, an industrial designer for Panasonic, to pursue his own degree in industrial design. Even as a child, Watanabe was fascinated with exploring the way that things around him worked and fit together, especially machinery. Watanabe recalls his childhood toys often being the focus of his curiosity, frequently disassembled in his search to find the spark within them that made the toys seem to come to life.
“I used to love earth-moving machines - backhoes, bulldozers, cranes,” Watanabe says. “They were like dinosaurs, they all had character, they all had a voice. They’re alive. They’re monsters.”
In design, as well as life, it is important to take in and draw inspiration from your surroundings and to maintain a childlike sense of wonderment and creativity, according to Watanabe.
A new concept usually begins only as a description of its mission and the parameters that it must meet. From there the engineers will give a briefing that can include a very rough preliminary concept sketch. Then designers, like Watanabe, create a wire-frame sketch of the product that allows for the concept to be seen all the way through; a skeletal plan of the aircraft to come. At this point the collaboration across fields goes into overdrive to modify the design and build up the full design around the wire-frame concept.
Ever the creative spirit, Watanabe relates the collaborative process of designing an aircraft to that of a conductor and an orchestra creating a symphony. The way that a flute and piano might harmonize and play off of one other brought together by a conductor, so too must the aerodynamics, the support, and the propulsion of an aircraft work in harmony, tied together by a designer. The creative design process for new technology must remain fluid, similar to music, because an idea can change even while it is being drawn.
The ideal, according to Watanabe, is to sketch as fast as your mind can think. As a result, Watanabe prefers to do his initial sketches monochromatic and loose, in a number 3 light-hard lead pencil, before darkening them and scanning them to digitize the design.
“In the beginning,” he says, “I think there is something so natural to doing sketches with a plain old pencil.”
Never without a sketchbook, he will sometimes trade his office space for a stroll around the facility or an unconventional location primarily used for storage. Dimming the lights and setting pencil to paper brings feelings of quiet solitude that can sometimes light a creative spark. Other times an idea will strike while Watanabe drives through the desert landscape dotted with Joshua trees that surrounds Palmdale, jazz music playing from his car’s radio. With his sketchbook nearby, he often pulls over to give time to the idea forming on the paper in front of him.
“When I need help with proportions or beauty, and design, and textures, I always go to nature” Watanabe explains. “And I get blown away every time.”
The association of aircraft to their natural counterpart, birds, is commonplace in everything from their engineering to their names – Nighthawk, Falcon, Raptor, Blackhawk and Kestrel – but for Eric Watanabe, birds are not the only source of inspiration to be found in nature when designing an aircraft. The curve on the petal of a lily, for example, or the power of the lines that trace a grasshopper’s leg and the flexible strength found in a tree from trunk to branch are all aspects of natural beauty that influence Watanabe’s work.
Spending so much time on creative pursuits can be taxing, but Watanabe believes that feeling burnt out is a part of that creative process and that people need time to be burnt out. Creativity comes in waves, according to Watanabe. The excitement can give way to tedium, but then there is a spark of creativity and the excitement takes off anew.
“You live for that rush,” Watanabe says. “You’ve got to catch that wave and ride it for all it’s got.”
The process for categorizing fighter aircraft into generations began in the 1990s but was not a system universally used until more recently. Some variation has developed in sub-classifications used by different aerospace organizations and countries, though all follow the same general structure. By acknowledging and classifying the differences in aircraft technology advancement over time, developmental teams set a precedent allowing for future growth and evolution of fighter aircraft.
The first fighter aircraft to feature jet propulsion emerged in the 1940s, near the end of WWII. These aircraft traveled at subsonic speeds when flying level and were not drastically different from their propeller driven counterparts at the time. Combat engagements had to be conducted within visual range, and there was no form of radar or defensive technology within the aircraft.
The advancements in technology and the ongoing tension of the Cold War saw further advancement in jet fighter systems between the mid-1950s and 1960s. In addition to incorporating new technology and afterburner, the swept wing jet fighters were now able to break the sound barrier and travel at supersonic speeds. Combat engagements still occured primarily within visual proximity, though emerging weapons systems began to pave the way for engagements beyond visual range. The anticipation of nuclear warfare and beyond-visual-range combat lead to a focus on Interceptor and Fighter-Bomber aircraft, as opposed to aircraft designed for close-range dogfighting.
There was a change in priority between the 1960s and 1970s, during the Vietnam War, and close-range maneuverability and attack capabilities became a primary focus of third generation fighter aircraft. Aircraft incorporated more advanced avionics and aerodynamic design enhancements, allowing for sleeker and more maneuverable designs. Third generation aircraft began to identify the need for “multi-role” fighters that would be capable of accommodating versatile mission parameters as needed. Evolving missile and armament technology combined with advanced radar systems allowed for more accurate engagement from beyond-visual-range.
Covering a broader span of time, developed between the 1970s and the 2000s, fourth generation aircraft still remain in service today. Their multi-role capabilities, or the ability to take on air-to-air as well as air-to-ground roles as needed, make them a valuable asset in combat. The F-16 became the first aircraft to incorporate a Fly-By-Wire system. FBW utilizes computers to allow for electronic control the aircraft, as opposed to the previously used hydraulic systems. In addition, use of heads-up display and hands-on-stick-and-throttle systems help pilots maintain focus without needing to remove their hands from flight controls or frequently look down into the cockpit. Advanced avionics, radar, and stealth developments also mark the improvements seen in fourth generation aircraft.
The current fighter generation, fifth generation aircraft, are in a state of ongoing development and production. The F-22 Raptor developed initially by Lockheed Martin’s Skunk Works program opened the door for fifth generation classification, and from there the development of the F-35 Lightning. The advanced avionics systems and engineering, high stealth capabilities and miniscule radar profile, in addition to advanced onboard computer and processing systems form a stealthy multi-role fighter aircraft unlike any seen before. An array of sensors and computer systems provide pilots the ability to “see” through the aircraft, identify threats prior to being detected themselves, and to communicate information to other aircraft via a network system, creating an advanced level of situational awareness and airspace superiority.
At the time of the F-22’s initial creation, there was no classification for fifth generation aircraft, but the newly created fighter jet certainly exceeded the qualifications of the generation preceding it. In true Skunk Works fashion, engineers and aviation experts worked together to officially create the fifth-generation classification, setting precedent for future expansions of generations as technology progresses.
He has traveled through four continents and 24 countries, narrowly escaped rocket and improvised explosives attacks, received a Joint Service Commendation Medal, has been in a plane crash while transporting classified materials and has held a security clearance for the entirety of his adult life. It sounds like a story straight out of Hollywood, but for Ward Albin these situations are all far from fiction.
Albin joined the military early and served in the Air Force with the military police. After leaving active duty and transitioning to the Air Force Reserves he had decided to pursue a career as a police officer. In the meantime, a friend convinced him to apply for a position with Lockheed Martin, as a temporary job, while looking for something in law enforcement.
“Just on a whim I went down to Lockheed Martin and an employee directed me to where the office was that you can fill out an application and I just walked up and asked for an application, filled it out, and had a job offer later that same day,” Albin said.
With a background in security and the fact that he already possessed an active security clearance Albin’s skill were in high demand among an industry experiencing rapid growth and the emergence of multiple sensitive projects. The call with a job offer came in before he had even returned home from applying for it and he joined the security team for Lockheed Martin Skunk Works® in 1984.
Thirty-five years later, advancing technology and ease of access to information has heavily impacted the way that security professionals, like Albin, conduct their operations. From the rapid availability of resources for stories to be checked against to the ever-increasing threats of information leakage through emerging platforms, the technology available in today’s modern world has created an entirely new security landscape than what Albin first encountered in the 1980’s.
“It’s harder. Our job is a lot harder because there’s so much information out there and everything can be checked,” he said of the new challenges facing security operations.
After his initial six months working as a security guard, working night shifts and still pursuing law enforcement options, Albin was offered a new position as a Security Representative for the Special Projects. He agreed to give it a try and soon all of his plans to change careers went out the window – he was hooked.
In addition to overseeing security operations for advanced development projects Albin spent a year working in the communications vault. The Vault, aptly named, was a room buried deep below one of the Skunk Work’s buildings secured by a thick metal safe-like door containing multiple machines and phones for relaying secure information. While there Albin assisted in securing the transmission, receipt and transportation of highly sensitive and classified information.
“We had message traffic coming in from all over the world, because we had offices and activities going on around the world,” Albin said. “My duties were to bring message traffic up to Ben Rich (the former Director of Skunk Works), selected stuff, for him to read every day.”
Transporting classified materials comes with its own set of very specific and very strict rules that must be adhered to as a matter of safety and national security, whether transporting it across the hall or across the country. No stranger to Murphy’s Law, Albin has experienced situations turning from bad to worse while transporting classified materials. One of his most memorable moments of bad luck occurred when he was involved in a plane crash while transporting classified materials at an airport that had been the scene of a drug and firearms bust only a week before.
“We ended up in the drainage ditch, and we were shaken up and a little bruised but were largely unhurt,” he said. “Our Plane had a bent prop and a damaged wing. It was interesting, as we climbed out of the airplane and out of the ditch, we were shortly met later with the volunteer fire department at the airport and the local sheriff. As we’re climbing out trying to figure out ‘well, what do we do next?’ the sheriff started to ask a lot of questions and he was very suspicious of what we were doing – of course we had these brown opaque wrapped packages along with some crates.”
With their cover story falling apart before their eyes and the prospect of arrest looming closer, they made the decision to inform the sheriff of their identities and that they were transporting ‘sensitive’ material, as well as to show him their credentials. Avoiding injury, arrest, and compromising the materials, Albin and his partner were able to rent vehicles to transport the materials across the country in time.
Albin admits that the cover story used for that particular assignment was not one of the strongest, especially taking into account the surrounding circumstances. Most cover stories are created in a way that sheds enough truth to lend the story credence but omits aspects that can expose anything sensitive, he explains.
“The best cover stories are a high degree of truth,” Albin said. “There’s just enough off that you don’t have to lie – you’re just telling them 80 percent of it, and then the 20 percent remainder you just don’t talk about.”
When working with classified information the secure nature of the work extends into the personal lives of the employees as well. Typical conversations such as sharing how a work day went or the location of a business trip become subjects that must remain unvoiced if not given their own cover story. Albin’s own family, for the most part, has refrained from asking him too many questions about his work.
“Later, when my wife kind of understood what was going on,” Albin said, “she goes ‘You know, you’re like the movie True Lies’.”
Similar to the movie’s protagonist, a super spy posing as an every-day salesman, Albin has become well versed in searching for signs of subterfuge while simultaneously creating convincing cover stories to protect operational security and safety.
“A good lie is a good percentage of truth,” Albin explains.
Project “Tagboard” began officially in 1963, launching a mother-daughter reconnaissance duo unlike any seen before them. In an effort to find new ways to keep pilots safe in hostile air space following an incident in 1960 when pilot Gary Powers was shot down on a reconnaissance mission, Lockheed Martin’s Skunk Works division leader Kelly Johnson created a concept for a new unmanned aircraft system. Originally called Q-12, this new system concept aimed to fly high and fast, collecting information deep within hostile territory, and it was designed to be launched from its perch atop the back of modified A-12 aircraft.
Built for the Central Intelligence Agency, the A-12 was a high-altitude, high-speed reconnaissance aircraft that eventually evolved into the iconic SR-71 Blackbird. A modified two-seater A-12 was created to launch the new drone during flight from a set of pylons mounted on the top of the aircraft. The manned aircraft and drone were redesignated M-21 and D-21 respectively because of their nicknames – “Mother” and “Daughter”.
The D-21 could fly faster than a bullet, reaching speeds exceeding Mach 3.3, at an altitude between 87,000 and 95,000 feet, and for a distance of up to 3,000 nautical miles. Rather than being remotely piloted, the drone was preprogrammed with a flight path and it operated independently following launch, making it a true unmanned aircraft. After flying over hostile territory and capturing reconnaissance images, the drone would return to accessible air space and drop its film canisters to be recovered in air by a JC-130 Hercules, using a technique developed by the USAF to capture film cannisters dropped from early satellites, or by ships in the water. Due to the nature of the areas that it would be flying into, after releasing its cargo of film footage, the drone would self-destruct.
Following a test flight mishap in 1966 the M-21 aircraft was retired, and alterations were made to allow the modified D-21B drone to launch from under the wing of a B-52 bomber instead. The D-21B had to be outfitted with a large rocket that could propel it up to necessary speeds after being deployed from the under-wing pylons of the slower aircraft. This new system of launching the D-21B underwent years of turbulent testing and the drone eventually conducted four operational missions before being retired in 1971. Despite its short-lived operational career, the D-21 remains an integral part of unmanned aircraft history and helped to pave the way for work being done today on intelligence, surveillance and reconnaissance unmanned systems.
Episode 5: Dutch 51
Transcript of Interview with Bob Gilliland, Steve Justice and Robert Gilliland - Recorded on February 23, 2019
Steve Justice: We want to walk people through some of the conversations you and I have had.
Bob Gilliland: Well, I remember one right now.
BG: A lot of people out there call you the new Kelly Johnson. We have to get that in there. I bet you haven’t forgotten that.
SJ: No, I haven’t and I’m very flattered by that, that you would even think that since you actually knew Kelly, and hopefully they just edit that out and don’t use it.
BG: I hope they do use it!
Narration: You may recognize Steve Justice, retired Skunk Works Director of Advanced Development Programs. Earlier this year in February, Steve met up with his friend, Bob Gilliland. Every time they got together Bob would tell stories about his time as a pilot in such a cool, casual way as though everyone must understand what it’s like to fly in an SR-71 for the first time.
SJ: You know, when I told my wife about it, it’s like we’ll always leap at the chance to go out and visit with Bob and his son Robert. And of course Bob comes fully prepared. He has his flight suit with him and a bunch of memorabilia, a number of books that had the airplanes that he flew in it. It was so good to see him again and you know I’m sitting across from this guy that had more flight test time of Mach 2 or Mach 3 than anybody else. That’s the only pilot to have flown every version of the Blackbird, to have worked with all of these icons in the industry and was just as down to earth as you could possibly get. What an honor it was to be able to spend time with someone that lived what I only get to read about. I’ll carry that always.
Narration: On July 4th, 2019, Bob passed away at the age of 93. We are honored to share the stories we captured that day back in February.
SJ: People need to understand where you came from.
BG: Well I was from Memphis, Tennessee and my main interest there was not getting the Mississippi river and me in trouble. Then I went away when I was 14 to Webb’s School near Nashville and my dad had even gone there. He wanted us to get a good education and he knew that’s where I could get it.
SJ: So what year did you graduate?
BG: 1944, when World War II was still on, and I wound up at the Naval Academy.
SJ: What did you do when you got out of the Naval Academy?
BG: Well let me tell ya. I graduated but not into the Navy. I elected to go into the U.S. Air Force because they said that they would put us right into flying, and so I got sent to San Antonio, Texas. That’s where I first soloed.
SJ: So did you always want to fly?
BG: I think I thought I’d like it.
SJ: So you go into the Air Force, and do you immediately go into pilot training?
BG: Yes. After I finished up in San Antonio, then I went over to Arizona, but they had a rule over there that if you were over six feet tall or over 180 [pounds] you had to go to big bombers. And I was over on both counts. Another guy from the Naval Academy, but he was a short guy, he was ordered to go over there to San Antonio but he’d get to fly fighters there. So Saturday night I knocked on the door of the commanding officer and he was having a bunch of people there. He probably didn’t know because we shook hands and said, “Come on in.” And I said, “Well Sir, I’m here on an important thing if you’d give me two minutes of your time.” He said, “What’s all this about?” and he knew I was from the Naval Academy and I told him that I knew this other guy from the Naval Academy and I told him that he wants to go into bombers and we would like to reverse it if you can. He said, “Come and see me at 8 o’clock Monday.” So I did. And I got 50 copies of this new change of assignments and that did the job.
Narration: Bob was an experienced pilot and flew virtually every aircraft in the Air Force’s inventory. He encountered many close calls and challenges during flight and was known for successfully navigating them.
BG: One time I got up, I pulled up and went way high like that and then stalled out and I had to get it out of a spin.
SJ: Oh, it went into a spin in a T-33?
SJ: Yeah. Ok. (laughs)
BG: I wasn’t planning on all of that!
SJ: So you’re in the Air Force. Did you move to operational airplanes at that point?
BG: And I put in for I and Jimmy Hartinger. We were big buddies in flight school. And he had put in for Fürstenfeldbruck which was north west of Munich, Germany. The other base was on the south side of Munich, Germany, so I got assigned to one and he got assigned to the other.
SJ: So what did you fly in Germany?
BG: I flew the P-47, a tailwheel with a four bladed prop.
SJ: What year was this?
BG: We got there in June of 1950.
SJ: So about 5 years after the war at that point.
SJ: So you’re flying P-47s and do you finally get jets?
BG: Oh right away! In fact I made a comment. I said, “What’s this hunk of junk?” talking about that because I had already flown jets. By the way, I went to the Pentagon and I went into this guy’s office and the lady tried to prevent me from going to the Pentagon where I had never been before and so I talked to him and I said, “I’d like to see if you could get me to be based in the Gulf of Mexico south of the Pentagon.” And so I got assigned there and it was close to Memphis and I did get a chance to go back and forth from Memphis a little bit.
SJ: To visit family?
SJ: After you finish flying down on the Gulf you moved up to Knoxville?
BG: My dad he called me up when I was down there in the Gulf of Mexico and says, “I’d like you to come up here and you can join the Air National Guard and help me and my work.” And so I took him up on this and called the Guard and they said, “Hell yeah! We’d like have you in the Memphis Guard.” So I was in the Guard in Memphis and then got in the Guard in Knoxville. And when I got the Guard in Knoxville I flew this airplane here.
Narration: Steve mentioned how Bob came to this interview equipped with his books and memorabilia. Bob was pointing to a photo of the F-104 Starfighter.
SJ: So this is where you flew the F-104 for the first time.
BG: Yeah, and that’s the one that let me get hired by Lockheed.
SJ: Was the 104 an exciting airplane to fly?
BG: Very much so! It was terrific! It was faster than any of the other airplanes.
SJ: How fast did you go in an F-104?
BG: Oh this thing will go Mach 2.
SJ: Did you ever go Mach 2?
BG: Constantly! It was always because of that thing that I got in with Kelly Johnson. He designed it.
SJ: So tell people what it’s like to fly an F-104.
BG: Well one thing about it you’ve got a nose wheel and tires and you got an afterburner, and so if you put on the afterburner and you don’t let the thing roll ahead it could blow a tire.
SJ: So you had to be very careful about using breaks.
BG: Yeah. Exactly. You go burner and you better have everything free to accelerate.
Narration: Lou Schalk was the chief test pilot of Skunk Works® at the time and he recruited Bob to join Lockheed.
BG: And we were in Downtown Burbank and he says, “How would you like to come over here with me?” And so I said, “Ok. Tell me about it.” He says, “I can’t.” I said, “How do I know I would like coming over there with you?” He says, “You don’t.” So that was the conversation we had. It was a beautiful day while we were driving.
SJ: Why did you decide to take him up if you didn’t know about it?
BG: I guess I knew they were doing something secret and good so that’s why I assumed that would be the case. So Kelly Johnson called me over to his office. He knew I was flying this…
Narration: Once again, that tap is Bob pointing to a picture of the F-104.
BG: So he said, “I’ve got something that flies higher than this, flies further than this,” and so then he stands up and it was just me and him in his office and he said, “Now let’s go and take a look at it.” And so that was his secret one that we hadn’t flown yet.
SJ: This was the A-12 Oxcart, the CIA [aircraft]?
BG: Yes. Only fighter pilots could fly that.
SJ: Ok. So Kelly walks you over to this hanger and you walk in…
BG: Yeah. And I could tell it was high and fast and heavy.
SJ: What did you see when you walked through the door?
BG: Nothing. They didn’t have any black stuff on it. It was 94% titanium. That’s what I could see on the first time I looked at it.
SJ: So was it still being built when you saw it?
BG: Yeah. This thing was under construction. Oh and then after that, since it wasn’t ready, Kelly told me to come on over in two weeks. And I said “Well, Levier wants me to go over to Europe again and fly for the Germans and the Italians.” And so then Kelly says, “Well, we don’t have anything ready to fly yet and it’ll be a while, so you might as well go over there again and do that.” So I did and I went briefly to Germany and then I went to Italy and so I finished up with those guys. I got back on a Sunday and I met with Kelly. We would always meet at 7 o’clock on Mondays and the very next day I got a subsonic flight in a secret area.
SJ: So the very first flight in a Blackbird you did was with one of these CIA A-12s?
Narration: Lou Schalk, who recruited Bob, was the first pilot to fly the A-12 Oxcart, a single seat aircraft operated by the CIA and the precursor to the SR-71. Bob became one of the A-12 test pilots.
SJ: Ok. So you fly the A-12 the first time. Was it still kind of in its natural metal color or had it been painted black yet?
BG: Oh no. They didn’t have anything painted black yet. That happened later. One thing I forgot to mention that we had a different engine at first too.
SJ: Yeah. You actually had the Pratt & Whitney J75s inside that.
BG: Yeah, exactly. And so when you’d get the thing you’d accelerate on out and climb and then that’s when we’d blow engines all the time. In the beginning we would blow very frequently before we moved out of the J75s we would be able to go beyond the 3.2 Mach.
SJ: When you say blow an engine, the engine wouldn’t blow up?
BG: It wouldn’t destroy the engine. They could go back and fix it but it would blow up as far as you were concerned.
Narration: Bob is describing an engine unstart, where the compressor of a supersonic aircraft’s engine suddenly stalls. Steve describes what a pilot would experience during an unstart.
SJ: One engine stops. At that point as I remember, the Blackbird has when it’s at cruise has around 15,000 pounds of drag on it. Basic drag. And when you get an inlet unstart it’s about 7,000 pounds of drag that shows up on one side of the airplane, extra, all of a sudden. So the drag goes up by 50% on one side of the airplane causing the airplane to yaw violently to one side. The airplane would hit the pilot in the helmet on the side that the engine was still good. That’s how he knew which engine was good.
SJ: When the inlet would unstart and you would try to restart it…
BG: Generally they would restart it once you slowed down.
SJ: It would restart? Do you have any idea how many unstarts you experienced?
BG: No, I don’t.
BG: Yeah. It was part of the program.
SJ: Every flight?
BG: Yeah. There was pretty much an unstart on every flight.
Narration: All experimental aircraft require incremental test flights to slowly expand the operational capability of the aircraft. Every test pilot uses test cards to make sure they hit every test point. Bob flew A-12 speed runs which required he fly up toward Canada and down the Pacific Coastline. The A-12 could reach speeds as high as Mach 3.2. At this speed the turn radius is the size of a western state.
BG: We would take off and go north and so if everything was going good we would let it bag it up to a 30 degree angle and start swinging it up so you wouldn’t enter Canada. That was a no-no. Everything went really good.
Robert Gilliland: Although it would have been tempting for my father to see if he could just go a little faster…
Narration: This is Robert Gilliland, Bob Gilliland’s son. You’ll hear more from Robert throughout this episode.
RG: …he stayed exactly within the flight profile and obviously that would be confirmed by the instrumentation on the plane. And I think that that’s a trait that Kelly liked. That if he set a profile on a flight that he wanted it followed to the “T”, he didn’t want any deviations. It was too much at risk. That is the discipline that would be necessary, you know, to be a successful test pilot as well.
BG: I remember when I was way high and I flamed out that I would try one engine and look and it wouldn’t light. Then I’d bring it back and then I try the other engine. Then I kept going down and then pretty soon it was both engines. I couldn’t get a light out of any of them. In the past you would do like that and light it up and everything was normal again.
SJ: Were you going supersonic?
BG: Oh good god yes! I wouldn't be up that high if I weren’t!
SJ: Who was the chase pilot in the 104 that was following you?
BG: Oh that was Bill Skliar.
RG: And he was on his tail and as he was losing altitude and dad kept trying to get it relit, relit, and he couldn’t get it relit. And he was talking to the tower and he said…
BG: I said this looks bad. And I knew they had 30 knots on the ground too.
RG: Right. So as his nose is coming down and Skliar is going right down with him and Dad, every time he would try to get a relight he’d hit the throttle and it would flame out and finally he got one of the engines lit and just enough to get some power going and Bill Skliar…
BG: He was up under me and he said, “It looks like it’s lit now”. And so then I thought, “If I move my stick I could flame out again.” So I went and did a landing out of that deal where I was afraid to move the throttle. And so I landed downwind which was already a high wind. And then touched down I thought I better pick it up like this and slow down a bit, but I got back ok. That was a very close call because Skliar helped me a lot.
SJ: Is that the closest you’ve had to come to ejecting from an airplane?
BG: I’ll say I can’t remember having one closer.
RG: Dad, when he was doing the 104 flight tests, he had five dead stick landings in an F-104 that was another reason Kelly selected Dad for the SR-71 program as well. Because he brought them back.
BG: I had five dead stick landings in this thing. Where the engines quit and you can’t get a restart so you decide to land it instead of eject. But it’d been much safer ejecting on these things.
SJ: Why did you make the decision to try to land?
BG: Because I was flying the damn thing at first seven days a week and on the weekend I could practice a lot. As I got better at it, I had more confidence in it.
SJ: So you felt better trying to land it?
BG: Yeah and I did it too! Five of them. I don’t know anybody that did that many.
Narration: Kelly quickly heard about Bob’s successful dead stick landings from Tony Levier and wanted him to be a test pilot for the SR-71 program.
SJ: You’re one of the few people around that actually worked closely with Kelly and knew Kelly. What was Kelly like?
BG: For one thing he’s paranoid about security.
SJ: Security was very important to him.
SJ: What was he like as a person? Was he smart?
BG: Oh yeah. When he was 27 years old that’s when he designed that other airplane during World War II that went from Burma to Berlin more than halfway around the world. He was only 27 when he did that one.
SJ: Kelly picked you to be the test pilot for the SR-71, right?
BG: Yes, the first flight on that was December 22, 1964. Naturally I would have hoped it would be me.
SJ: Because your job as a test pilot, you took risks.
BG: Sure. It’s part of the job.
SJ: Were you ever afraid to fly?
BG: No, never.
RG: I’ve asked him before, what’s the difference between a test pilot and a regular pilot? And he said, “Well the difference is that most pilots don’t incur emergencies on a consistent basis. Test pilots have to make life or death decisions constantly. You know, one of the things about the SR-71 program that my father did not know on the first flight that it was a milestone program, that is the Department of Defense was going to pay Lockheed a bonus if they could get the first flight of the Blackbird, the SR-71, before January 1 of that upcoming year. It was about month or so before the first flight and Kelly Johnson came up to my father and asked him, “How do you feel about going wheels up on the first flight?” One thing that my father was very good at was that he would always want to talk to the engineers, the different engineers that were involved in the different aspects of the airplane’s design and development, so that he could get a good understanding of what the airplane could and couldn’t do and understanding all the mechanisms and the workings of the aircraft. But he felt very confident in the ejection system so he told Kelly, “I’m fine either way.” And in this case, the SR-71, if the airplane’s landing gear did not retract as needed, then the pilot would have to eject. There’s no bellying in this airplane. And then you lose your prototype aircraft, you’ve lost millions of dollars, and you’ve set the program back years. So when Dad said, “Sure! I’m fine with it.” Kelly said, “Well hmmm… Let me think about it and let me get back to you.” And about a week or so before the first flight he said, “We’re going to go wheels up.” By going wheels up, Lockheed would get another bonus and if they went supersonic on the first flight they would get another bonus. And so before the first flight, they have a card and Kelly set forth the parameters of what the flight would entail and what would be accomplished on the first flight.
BG: So Kelly came up in his two engine Jet Star and then in this case we had three chase pilots. So I taxied out and parked and got in position and then we all rolled down the runway at the same time and took off and went up to about 25,000 feet.
Narration: Bob flew north up over Mammoth Lakes, California.
BG: So I got over the mountains, because even then it drops a sonic boom. So I went burner. Every time you go burner in this airplane one will hit but the other one won’t so you go like that and when you both got them you’d accelerate. So when I got up to around 1.8 Mach that’s when I got a problem.
Narration: A red light flashed on the instrument panel indicating the canopy was unsafe, so Bob pulled back the throttles and analyzed the problem. He turned to his right and left to determine if the canopy was secured properly. He determined that the air over the canopy was causing it to lift just slightly. A micro-switch triggered as if the canopy was raised during flight. He determined the switch was giving a false reading and that the canopy was indeed safe. He accelerated and ignored the flashing red light.
BG: So I came back and reduced it to minimum burner. And it slowed down from 1.8 down to .04. So I looked to see what the hell was causing that and then I went burner again. At first I thought,” Well this is the first flight and I think they’ve screwed up maybe the way they put the gauges. So I lowered it and I went all the way up to 1.5….
Narration: Robert told us that Bob later commented that if the canopy had in fact blown off, the engineers on the ground would have been very upset asking him, “Why do you think we put that big red light in front of your face?”
BG: ….and there was no problem. When I came back reduced power and Kelly says, “How is your fuel?” And I said, “Fuel’s fine sir.” Kelly said, “Well how about a fly by?” And he had a bunch of people on top of a building and so we just did a nice fly by. Then Kelly says, “How’s your fuel now? Says, “Fuel’s still good sir.” He says, “How about another fly by?” So we did another fly by like this. He had a couple generals there and they wanted one more fly by so we did that but then we had a malfunction and we started leaking fuel and it was leaking out big time so I came around and landed in a hurry. We were real happy that everything had gone good.
RG: When he did the last flyby with the SR-71 in front of Kelly as was requested with the generals, and it started dumping fuel it was a white stream coming out of the tail.
RG: And one of the generals nudged Kelly and asked, “What’s that?” and Kelly had the embarrassment to say, “Oh it’s just a minor little problem.” But he had later told Dad that, “I wish I hadn’t asked you to make that last flyby.”
RG: “Because it was a little embarrassing with the General nudging me like that.”
Narration: Robert, along with his mother and sister, was actually present for the first flight as well.
RG: My mother got a phone call from one of her friends who was married to one of the employees at Lockheed in the Skunk Works®. To inform her that the flight was going off today. My mom of course knew my dad was a test pilot and worked for Lockheed and she also knew that he was flying something very super secret that he wouldn’t talk about. My dad had told her that he was flying something that he couldn’t discuss but that it would be going off very soon. And so my dad in advance previously told my mom that if she’s able to come out and watch the first flight, this is where I want you to park. So on that morning my mom got the call and she drove over quickly to where the flight was to take place in Palmdale and parked where my dad had indicated. And I was there and my older sister Ann. And so I was just a little guy at the time, I was only 2 years old, my sister was 4 years old. But what happened was when Dad, he rolled out to the end of the runway and then just sat there, there was a 104 behind him just idling and 2 104s were just circling overhead waiting for the rollout down the runway. And when he came overhead at least by the side where we had parked, my mom had recounted to me that my sister and I immediately were just terrified of the loud engines. I think we were both probably in tears at that time and when he came screaming overhead and my mom was there and she said the tears were just rolling off her face. Willing the plane off the ground so to speak. And you know, Dad disappeared off into the horizon.
Narration: Bob received a signed photo from Kelly for successfully completing the first flight.
BG: He put down in the lower right hand corner “To Bob Gilliland. Thanks for a fine first flight.” And then he signed it. I showed that to Tony Levier and he says, “Hell, I made several, a bunch of first flights for Kelly Johnson and he never wrote anything like that for me.” (laughs)
RG: At one point we lived in La Canada Flintridge which is down the hill over from, you have to go over the Angeles Crest Highway, it’s about a 45 minute drive and then you drop into Palmdale where Dad would have to have those 7 a.m. meetings, bright and early. And so he had this Mustang and it was very, it was a new Mustang, very fast and he’d go zipping around over the hill and down into Palmdale to make sure he wasn’t late for Kelly because he said, “Whatever you did, you didn’t want to be late for a Kelly Johnson meeting that’s for sure.” But I remember one day I was sitting in his car and I was in the passenger seat and I punched the glove box open and all these yellow tickets came flying out and I realized at that point when you fly at Mach 3.2 in the world’s highest and fastest airplane it takes a little getting used to go slow again when you’re in your car.
SJ: How did the name Dutch 51 come to be?
BG: That was from the Pentagon. They told you what your code number would be.
RG: Each of the pilots all got, you know, all of their call signs were ‘Dutch’ and it was either 51, 52, 53, or whatever. The irony I think is funny is that that Dad’s call sign was Dutch 51 and he flew out of Area 51.
RG: He got a lot of questions asking if that was intentional, but I think it was really random that he just ended up with Dutch 51.
SJ: What did it feel like to be able to talk to people about the Blackbird for the first time out in public. Do you remember doing that?
BG: I would be careful who I, I was used to doing things that were secret. So I just would just keep it a secret as far as I was concerned.
RG: When you’re younger you don’t tend to appreciate the accomplishments of your parents. I knew he flew this black airplane that was really fast and I just thought it was normal. And all the friends that would come over to the house when I was a kid were astronaut and test pilots. So it seemed very normal to me. This is just his job, this is just what he does and there wasn’t anything super amazing about it. Although I do remember one occasion when I was at one of my friend’s homes and we somehow got on the subject of my father, talking about how he flies, and that he flies this black airplane that goes so fast that he can fly faster than a 30-06 bullet. And I remember the parent looking at me like smiling you know with this kind of look like. “Oh isn’t that, what a creative imagination he must have.”
RG: But I just growing up in kind of this shadowy world it was very different, very interesting. And as I got older I got to appreciate it more. Although he did all these amazing things and flew in the world’s highest and fastest airplane, nobody knew about it because it was top secret it was not to be spoken not to be discussed. So he really didn’t attain fame or recognition for what he has done until much later in his life.
RG: It’s very kind of strange in the way that he’s my father and yet I see this American aviation icon. But I look at him as he’s just my dad. He’s just my father that was I think in the right place at the right time, who happened to have all the skills necessary to accomplish the job.
SJ: Is there an airplane that you didn’t get to fly that you would have liked to have flown?
BG: Well I’m sure in mat earlier day I would have taken up a bunch of them if I could of.
SJ: What kind of airplanes did you want to fly? Fighters?
BG: Oh yeah. The fighters! The world’s best.
SJ: The world’s best.
BG: Yeah, but you don’t see anybody, you don’t see those at 85,000 feet. There was nothing comparable that could go 3.2, that’s the maximum speed of the airplane and when you’re going that fast you’re going fast at 85,000 feet going big time.
SJ: What was the view looking out the windows of the Blackbird? I know you didn’t look out much.
BG: Well I was all enthralled with flying the airplane. You know I like doing that. I was doing what I wanted to do. After all, that’s why I left Tennessee and I went all the way over to Lockheed in the first place.
SJ: Let me ask you this. You and I have talked about this before but, you are forever tied to history. When you reflect on being the first person to fly the Blackbird and know that forever your name is going to be tied to that, what goes through your head? Are you humbled by it?
BG: Oh grateful I was in the position to do that. Still am.
SJ: Very proud of that?
BG: I just think I’m lucky to have done it and I would have done it the same way if I had it to do over.
Narration: Inside Skunk Works is produced in Palmdale California and Fort Worth Texas. We want to extend a thank you to Bob’s son, Robert Gilliland, and his family for making this episode possible. For a full transcription of this episode visit LockheedMartin.com/InsideSkunkWorks.
Behind the Epsiodes: Season 1
Episode 2: They Gave Him a Tent
Episode 3: Arrowhead
Ben Rich is pictured in the cockpit of the F-117 Nighthawk.
Ben was Kelly Johnson’s successor of the Skunk Works upon Kelly’s retirement.
Episode 4: Hat Trick
Episode 5: Not Today
Episode 6: Crashing is Success
“Throughout the Skunk Works history, there’s been this idea that we’re out there pushing boundaries and taking risks. We’re going to have setbacks and issues, but as long as we’re moving forward, it’s okay.”
- Mike Swanson, Skunk Works chief engineer
Episode 7: It Changes Everything
“If you’ve ever heard a traditional sonic boom, it’s very disturbing and very annoying. The new sound level sounds more like a supersonic heart beat.”
Photo courtesy of NASA
“The initial recognition that the shaping of an airplane can effect the noise on the ground occurred quite a while back, but it wasn’t until recently that we were able to demonstrate that we could develop a design and predict the noise of that design to move forward with a full-scale demonstrator.”
-Peter Iosifidis, Lockheed Martin X-59 Low-Boom Flight Demonstrator Program Manager
Photo courtesy of NASA
“We know how to build airplanes and we know how to build X-planes. The technical hurdles of this project are behind us. Now we just need to get on with building this airplane and providing it to NASA so we can all fly on a supersonic airplane one day.”
Artwork by David Bartos
“There’s a lot of steps to go, but the ultimate product of this is a database of community responses. This database is what we need to effect regulatory change. That would open the door for industry to step through and take advantage of this system.”
-Craig Nickol, NASA X-59 Low-Boom Flight Demonstrator Program Manager | aerospace |
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The U.S. Air Force Thunderbirds flew over Hollywood and down the red carpet for the world premiere of "Captain Marvel."
A lucky reporter gets a chance to fly with the Blue Angels!
Fly along with the Blue Angels with this cockpit video from their flight Saturday over the DC area.
Spectators got a spectacular view of a Blue Angels aircraft as it took off over them, swirling up the dust
During the first week of January, 1929, the “who’s who” of Army Air Corps pioneers showed up to take a
Yokota Air Base and the Japan Air Self-Defense Force arrive on Andersen Air Force Base for the 69th annual Operation
Video package of F-35 deck operations aboard HMS Queen Elizabeth at sea on 25 September, 2020. (Royal Navy Video by
Air Force Special Operations Command Airmen support F-22 Raptors with forward air refueling point training on Joint Base Elmondorf-Richardson, 29
308th Rescue Squadron pararescuemen perform a military freefall from the back of an HC-130P/N Combat King aircraft.
CORAL SEA (July 21, 2019) An F-35B Lightning II aircraft, assigned to Marine Medium Tiltrotor Squadron (VMM) 265 (Reinforced), takes | aerospace |
https://www.aka.fi/en/academy-of-finland3/research-and-science-policy/academy-programmes/completed-programmes/space-research-antares/ | 2021-06-24T18:17:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488556482.89/warc/CC-MAIN-20210624171713-20210624201713-00276.warc.gz | 0.909453 | 193 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__138410504 | en | The centres of emphasis of the space research programme carried out by the Academy of Finland and the National Technology Agency Tekes lied in space science and remote sensing. ANTARES was aimed for a wide consortia of projects with strong international connections.
The aim of the research programme was to
- maintain and develop the high level of Finnish space research
- carry out Finnish space strategy at a practical level
- support projects which are in an active building phase
- increase educational opportunities in space science
- increase national and international networking
- develop the knowledge and visibility of space activities
The Academy of Finland and Tekes coordinate the funding of space science and technology. Tekes funded the program with over EUR 10 million. The share of funding by the Academy of Finland was EUR 4,6 million.
Evaluation report 6/04 Antrares evaluation.pdf
The programme was coordinated by Professor Väinö Kelhä, VTT | aerospace |
https://www.globalspec.com/events/eventdetails?eventId=4030 | 2023-03-23T01:02:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296944606.5/warc/CC-MAIN-20230323003026-20230323033026-00153.warc.gz | 0.896868 | 433 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__211060438 | en | Rolls-Royce describes its use of Siemens Xcelerator portfolio tools to develop a prototype electrical propulsion system for a hybrid/electric aircraft.
In developing an electrical propulsion system for the City Airbus, Rolls-Royce set out to create a prototype for function, reliability and safety. The company faced three main challenges: the uncertainty of new development; the need for component performance to meet mission demands; and the ability to be adaptive and learn from mistakes. Siemens Xcelerator portfolio tools allowed Rolls-Royce to reduce costs, design more quickly and be adaptive to uncertainty, resulting in the development of a motor with record power density and torque density in record time. The company’s next step is deploying the technology developed on the prototype level toward product development, using the knowledge gained from its digital simulation campaign.
- Rolls-Royce developed a prototype electrical propulsion system with record power density and torque density in record time: 9 months, 19 days from project start to first run of prototype on test bench.
- Digital twins were created for individual components and the integrated propulsion system for optimization and verification prior to flight.
- The company made use of Siemens Xcelerator portfolio tools, including:
- Simcenter 3D design tool, for applying cooling media to their mechanical design and to apply currents and loads to test electromagnetic configuration;
- Simcenter Testlab, to feed real measurements into simulation tools and perform correlations;
- Teamcenter, to store designs and create configuration traceability;
- Polarion, which they used as an end-to-end tool in a cyclical process: capture requirements, develop designs from requirements, create design test cases, feed results of failed tests into change requests, update requirements/designs.
- Knowledge gained from the company’s digital simulation campaign will be used for product development.
Olbrechts joined Siemens Digital Industries Software in 1996. Since 2000, Olbrechts has been responsible for Siemens simulation and test business development and go-to-market strategies for the aviation, space and defense industry segments. | aerospace |
https://americawebstories.com/elon-musk-leaks-shocking-soviet-discovery-on-venus/ | 2024-02-21T16:20:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473518.6/warc/CC-MAIN-20240221134259-20240221164259-00111.warc.gz | 0.962536 | 3,663 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__5002950 | en | A lot of work and research has been done on the exploration of certain phenomena in space and the possibilities of colonization of our neighboring planets. Tesla and SpaceX CEO Elon Musk has developed a huge fascination with the idea of taking humans to another planet and is determined to make it happen. In addition to Mars, he also observed other planets with his later focus on Venus, which resulted in several probes being sent to investigate the planet in partnership with the Soviet Union.
Elon Musk leaked one of the probes he found on Venus. Soviet probe See if life could flourish on a planet we don’t know about Join us as we find out why Elon Musk leaked what the Soviet probe discovered on Venus, named Love and Beauty It was named after the Roman goddess.
Scientists and researchers named this planet Venus because it was the brightest of the five known to ancient astronomers. In fact it was once called Aphrodite by Ancy. Venus was considered by the Greeks of the time to be the morning to evening star, previously visible at sunset and sunrise, these stars were known as Vespa and Lucifer respectively, but were replaced by new technological devices Was. That changed with the scientists working under Elon Musk.
Venus is slightly smaller than the Earth but like the Earth the surface of Venus cannot be seen clearly due to thick clouds. But Elon Musk being a genius, he was sent a Soviet probe along with the Soviet Union to Elon Musk’s planet. was sent to send. The Soviet Union was attempting to explore Venus, so at the beginning of the Space Age, they built a series of spacecraft to explore the atmosphere of Venus, a program called the Venero program between 1961 and 1983.
The purpose of the Venera mission, organized by the Soviet Union, was to explore Venus, but 13 of the 26 spacecraft were successfully launched into the Venusian atmosphere and eight successfully landed on Venus and its surface, despite a few unsuccessful attempts to land on it. The first probe to send back data was Venera 7 with its landing in December 1970, the closest it made to entering the planet’s atmosphere before deploying parachutes to help decelerate.
Its descent towards the surface but unfortunately the parachute burst and failed during descent, a hard rumble before lending the nearest seven to freely fall at extreme speed for 29 minutes on the Venusian surface, scientist Soviet Union monitored the probe, it stopped sending signals but when it was signed off they later analyzed the recorded radio signals, finding that the probe survived the fall and continued to transmit poor signals for another 23 minutes to continue.
Scientists believe that the reason for the weak signal may be that the spacecraft turned on its side at the time of landing. As soon as the antenna stopped pointing to Earth, the lander measured a surface inclination of about 90 degrees, regardless of its position. Fahrenheit, or in simple terms as hot as a brick pizza oven, as the spacecraft touched down on Venice’s surface, its precious sensor failed and left researchers with an estimated surface pressure of around 92 bars. Being able to feel on Earth if you’re submerged in half a mile of water is something the Soviet Union spared no effort to discover.
Venus though when they came out with the Venera 9 and Venera 10. 9 and 10 landed on Venus five years later and took a 180-degree panorama of the planet’s surface. The artistic view you see was created by Ted Strick who superimposed images in a panorama taken by Lender to show what the planet would look like if an astronaut were standing on Venus orbiting it. The scene was created by interchanging individual images in a panorama to present the surface at a more natural angle.
Therefore sampling each image separately by distance from the loaner and using the data to fill in any gaps remaining after this process, the objects in the image are natural, but the arrangement is not to see more features of this planet, The Soviet Union went on to build more space probes and Venera 14 provided the Venera 14 Silvia lander with what they wanted In March 1982 the Venera 14 Silvia lander was parachuted and air-braked through the dense Venusian atmosphere.
It also took a picture of its atmosphere in the empty area. It showed flat rocks a featureless sky near the charge, but regio near the equator of Venus and the large empty area at lower left shows the spacecraft’s penetrometer as it makes scientific measurements. Is or is the light piece on the right part of an exiting lens cap. The solid Venera spacecraft, with a temperature of 450 °C and a pressure 75 times that of Earth, operated for about an hour, although data from the Venera 14 spacecraft was sent to the Solar System nearly 40 years ago.
The spacecraft’s images and digital processing are still done today and recent analysis of infrared measurements taken by ESA’s Venus Express spacecraft suggests that active volcanoes may currently exist on the planet. The theory turned out to be accurate Zella Kasturi and the Soviet Union with its mission research and tests on the atmosphere of Venus showed Venus to be the most volcanic planet in the entire S. Solar system of 1600 significant volcanoes have been detected throughout the planet.
There are still thousands more that have not yet been discovered, a large part of the planet is covered by volcanic deposits some 200 million years old and this volcanic activity played an important role in the planet’s history scientists are still debating Whether there are still active volcanoes for a number of reasons, but the planet’s dense atmosphere, led scientists to turn to radar obtained by NASA’s Magellan spacecraft to discover more about the Soviet Union’s volcanic deposits.
Scientists have developed a new method that could help solve the mysteries of volcanic activity on Venus. The approach includes geologic mapping of cooled lava flows from prior eruptions, along with additional radar data from the Magellan mission, it relies on measurements of the planet’s radar emissions that measure how its surface is exposed to microwave radiation from many parts of Venus’s Sun. The surface has shown a variety of emissions that match the properties of different rocks that give clues about their formation. This type of weathering occurs over weeks or months in the Venusian atmosphere, so it can help identify emissions.
Fresh Lava Floats Researchers from the Soviet Union combined radar penetration measurements with geological mapping to compare three Venusian volcanoes, Mart Mons Osmond and Sapasmont. Probe Venus’ volcanoes The methodology may also be needed for future Venus missions that will supply high-resolution radar emission measurements, including those of the European Space Agencies on the Sight mission and NASA’s Venous Emission Radiology in the SAR Topography and Spectroscopy mission.
Although more research was done under supervision, with this method Elon Musk’s scientists and researchers analyzed it and created a Venusian volcanic peak about 2.5 km high and 200 km wide, a volcano-rich highlands region in southern Venus. Based in IM de Reggio, the results of their research seem to suggest that there is a recent act of volcanism that scientists have observed, given the number of craters seen on other rocky planets in the Solar System. The conclusions drawn in the investigation of the Soviet Union.
That suggests the planet has fewer craters from cosmic impacts. suggest that lava from these active volcanoes may be a factor that keeps the surface of Venus clear. A better understanding of volcanic activity on Venus may help shed more light on the recent discovery of phosphine gas, which some researchers Bizarrely suggested that it may be associated with life. Possible phosphine in the atmosphere of the hellish planet Venus may be related to a recent volcanic event or one that is currently underway on the planet.
This is why finding sites of potentially active volcanic material on Venus is important in 2010. The European Space Agency’s Venus Express spacecraft was on this mission in collaboration with Elon Musk and the former Soviet Union. discovered infrared irregularities in the top and eastern parts, the discovery of this anomaly suggested the presence of fresh volcanic deposits on the planet, it is also believed that the region experienced active volcanism in the last million years, this scientists spacecraft The process of observations was traced.
They combined this data with laboratory studies of how volcanic rock changes when exposed to high surface temperatures and corrosive sulfurous carbon dioxide, for any signs of recent activity. Venus Express and NASA’s Magellan spacecraft and they confirmed the presence of recent lava flows in the hidden months Scientists analyzed atmospheric data from Venus Express They found that winds are slower than expected in the lower atmosphere in the inner region Soviet The researchers of the association proposed that it could be due to the heat.
The researchers also discovered surface fractures from recent or ongoing lava flows, which they suggested were traces of tectonic activity occurring alongside volcanic activity, which many considered a strange anomaly. What seemed like good news for Elon Musk is how a Venus-like planet that scientists confirmed does not have tectonic plates exhibits tectonic activity.
Elon Musk’s mission in collaboration with ESA’s Venus Express has proved scientists wrong by finding a number of tectonic structures from a planet that had no tectonic plates, which suddenly became a mystery to know that there were many. How and when the structures formed is important because finding out this event on Venus is essential to understanding the process that probably occurred early in Earth’s history and the evolution of other rocky planets. Venus is a planet that has been studied for a long time.
But as active volcanoes were recently detected on the planet, it has brought new questions to the debate about the surprising geology of Venus, with traces of tectonic and volcanic activity prominent ring-shaped features on the surface of Venus. also stand as evidence of ongoing change in Venus’s coronas. There are large ring-shaped features on the surface of Venus with evidence of tectonic and volcanic activity. They are characterized by unique shapes with enormous dimensions ranging from 60 to over a thousand kilometers wide, unlike any volcanoes we see here on Earth.
These large ring-shaped coronas have formed where hot magma from the depths of the planet forced its way up. Its composition results in hot material rising up through its mantle and crust to erode patches of the planet’s surface and form peculiar Corona can build structures, the head of which was signed. The vast array of shapes and structures and the purpose behind this diversity remained unclear, scientists in the Soviet Union didn’t want to give up, so they ran some simulations, the simulations showed that a Cronus shape depended on the thickness and strength of the crust.
Where the magma hits it. All simulations also show how these shapes are directly related to ac. The column of magma below the surface occurs when the computer simulates the shape of the corona changing rapidly as time goes by. Hot rising magma slows down. -slowly cools and solidifies, leading researchers to look for telltale signs of whether an area is geologically active or not. Known through signs where deep trenches and external protuberances show activity, whereas a raised rim with an internal depression indicates inactivity with the result of these conditions.
More than a hundred large coronae on Venus were classified into two groups, which formed over an active region of magma. Which is currently growing and carrying molten material or which has already cooled has become dormant, this assessment was carried out using topography data obtained from NASA’s Magellan mission in collaboration with Elon Musk on the core of the corona. The size was checked. Most of the planet was located in a belt in the southern hemisphere of Venus, the results also serve as new clues to recent widespread geological activity on the surface of Venus but about craters on the planet There are also craters on Venus but in the Solar System There are almost no empty ones now but less than a billion years ago there were still many.
These objects crashed into planets and moons after the formation of the Solar System, and this occurred during what scientists refer to as the Late Heavy Bombardment Period, a period during which Mercury and the Moon had many Craters were surprisingly made by Venus. No record of the heavy bombardment period may show that it was not hit which is a thin spell or it may be that some process resurfaced the planet removing all traces of impact craters.
The resurfacing process stopped at a specific time in the more recent history of Venus, which leads scientists to believe that the craters visible on the surface of Venus are relatively young craters on Venus that are exceptional from other craters. The dense atmosphere of the former planet Venus prevents smaller objects from reaching the planet’s surface as they would burn up in the hostile environment.
About 1,000 craters have been observed on the surface of Venus, Crater Mead is the largest of them, named after the American anthropologist Margaret Mead, the crater is 280 kilometers in diameter and has several concentric rings that could have been larger but Scientists are yet to confirm whether the planet was not affected by the bombardment or there is a process that refined the planet’s surface but the detection of corona-like geological activity on the planet’s surface will raise the next question of whether there is life on Venus. , a team of astronomers reported a recent event related to this question and stated that life forms on Venus were discovered when they found traces of Venusian microbes.
They try to observe these marks using powerful telescopes and it is here that they discover a chemical in the dense Venusian atmosphere known as phosphate. We can’t know how extraordinary it is without going back to Venus, even Sarah Stuart Johnson, a planetary scientist and head of the Johnson Bio Signature Lab at Georgetown University, has said. were not included, referring to the recent discovery of life on worlds orbiting other stars, regarding phosphine as a biosignature gas for exoplanets.
How Good to Find It on Venus As a result of the Phosphine Gas Discovery, a privately funded mission was created to observe the atmosphere of Venus, the mission aims to find out if there is actual phosphine on the planet. And to see if this could be habitable courtesy of Elon Musk, despite being a privately funded mission, it was not only Musk who was handling the project with the tech billionaire also leading the mission. It is being carried out by researchers from the Massachusetts Institute of Technology, the Elon Musk Foundation and the Breakthrough Foundation in collaboration with SpaceX Spo. It says the principal investigators behind the project are Jewish American scientists Sarah Seager and Elon Musk, who have named the Venus Life Finder mission.
The series of projects will be based on probes sent to Venus to find out if the planet has life forms, the brainstorming started in September 2020. When a team of scientists including Sega found phosphine gas in the atmosphere of Venus, this form of gas is not life, as it is just gas, although phosphine is produced by anaerobic bacteria living in oxygen-starved environments, Due to which this discovery proved to be a matter of happiness for some people. That life though bacterial life was present on other planet but how is it possible in the scorching heat of the planet and overall unfavorable conditions, we all know that the surface of Venus is not habitable.
The cloud deck, located about 50 kilometers above the surface, is similar to the lower part of the Earth. atmosphere and could theoretically support some microbial life although there is still some disbelief in the theory as r examining the data course some scientists proposed that the theory was misinterpreted and that the molecule sulfur dioxide is a There may be gas which is very common in the clouds of Venus in science, researchers have to be sure of a particular phenomenon before acting on it to send one. The probe was required to collect samples from the cloud deck.
The mission cannot be carried out on an interstellar scale, but in the case of Venus which is closer to Earth, the mission looks more promising, with their first mission arranged to kick off in 2023 on an Electron rocket designed by California-based Rocketdyne. The rocket the lab will build in collaboration with Elon Musk’s private space agency will launch Greatness as it sends the probe on a five-month journey through the clouds for just three minutes to get the best results. Equipped with a specially designed laser instrument that defines the complex chemistry in the clouds.
If such impurities or fluorescence are detected, it is an indication that there is more to the atmosphere of Venus than we know. Scientists have already developed general theories about the atmosphere and anomalies of Venus’ clouds. Chemicals and elements are present even including some particles of unknown composition however if there is any form of life on Venus it must be microbial as the clouds are the only habitable part of the whole planet compared to other parts despite being there are part.
The planet is likely to face some challenges on a mission to Venus and one such challenge is the absolute concentration of sulfuric acid while taking samples during observation of clouds which is hundreds of times that of Earth and if these challenges are true then what are life The possibility of Venusian clouds to harbor forms and how it hosts life. SEGA has mapped out some of the answers for us, starting with these bacteria producing sulfuric acid to suppress ammonia. Although it still It is quite possible that life could exist in some way.
Completely strange to us with a form of biochemistry that favors sulfuric acid, it’s also something other scientists have thought defined what the Russians do with the Breakthrough Initiative, a program founded by Israeli billionaire Yuri Milner. Nobody knows S Life, said executive director Pete Warden, who helped finance Sega’s research. What the space probe would find on the mission Plans were already underway for a follow-up mission in 2026. | aerospace |
https://millersurveying.ca/drone-mapping/ | 2023-05-30T16:41:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646076.50/warc/CC-MAIN-20230530163210-20230530193210-00104.warc.gz | 0.921543 | 1,161 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__94840959 | en | WHAT IS DRONE MAPPING?
We use the SenseFly eBee and DJI Phantom IV Pro drones for fixed-wing drone mapping. With the use of post-flight processing software, we are able produce survey quality Digital Surface Models and Digital Terrain Models. This also allows for the production of contour lines for Engineers down to a high level of accuracy.
We also utilize the DJI Mavic Pro drone as a videography platform to produce high resolution videos of all of our projects. These are all tailored to the specific needs of our clients. This drone is also used for projects in which the eBee drone is unable to manoeuvre.
The use of Remotely Piloted Aircraft Systems (RPAS) for commercial use in Canada is tightly controlled by the Government. Our company conforms to all Transport Canada requirements and holds all necessary licensing to operate RPAS throughout Canada.
P.A. Miller Surveying Ltd. has been operating RPAS (commonly known as 'drones') to satisfy a variety of customer's needs since mid-2015. The company operates two types of RPAS: a fixed wing aircraft for capturing near vertical aerial imagery in both the visible and infra-red spectrums and a multi-rotor quadcopter for capturing video as well as aerial imagery in areas which the fixed-wing RPAS can not operate. Transport Canada (TC) regulates the use of RPAS and specifies the conditions under which RPAS can be flown with or without a Special Flight Operation Certificate (SFOC). All RPAS flown for commercial purposes - i.e. for profit - must be operated by Qualified Pilots approved by TC and have each RPAS registered with TC. Our company is fully insured and TC compliant to fly anywhere in Canada. Our Chief Pilot is Captain (ret'd) Robert Byers who is a former Royal Canadian Air Force and Commercial Airline pilot. Typical outputs include ortho-rectified (scale-corrected) mosaic aerial imagery, 3D point clouds, densified contour datasets, visualization fly-throughs and aerial videography. The process of mosaicing (stitching images together) and then scale-correcting them is the well-known science of photogrammetry. End products and uses include:
Flood Insurance Maps;
As-built drawings, and
Our specialized in-house software enables us to generate survey quality datasets for use in such applications as topographic surveys, volumetric surveys, mapping and drainage modelling. Furthermore, we have the ability to process imagery in near infra-red for such applications as crop monitoring.
FACTORS IMPACTING COSTS AND
CO-ORDINATION OF FLIGHT(S) UNDER TC RULES:
Proximity of the site to airports, restricted airspace and built-up areas dictates whether co-ordination with various authorities such as Air Traffic Controllers and Nav Canada Specialists is necessary. If required, this co-ordination will entail more time spent on the project;
The number of flights required to acquire imagery will impact the cost. This applies more to our fixed-wing drone and on average, we can image approximately 20 hectares (50 acres) of ground with one flight of 25 minutes duration;
Travel time to and from the site;
Time on site;
Post-flight processing time is dependent on the complexity of the site and the product needed. For example, a site with many structures requiring software intervention to scale-correct requires more time than a vacant site. Also, where ground contour data is required we have to clean the dataset in order to remove objects that don't represent the bare earth; such as, trees, shrubs, vehicle's, buildings, etc.
ACCURACY OF FIXED-WING PHOTOGRAMMETRIC PRODUCTS:
With properly controlled aerial imagery, photogrammetric products can achieve a vertical accuracy of between 5 to 20 cm vertically. Factors that influence the accuracy are the ability to image bare earth, the contrast of the features being imaged, changing light conditions, flight altitude, camera sensor quality and software processor to name a few.
Contour data or ground survey information must be able to ascertain the ground in the images. Tall grass, dense shrubs and heavy tree canopies will prevent accurate imaging of the bare earth. The contours in this scenario would then be only as accurate as the height of the tall grass, shrubs and tree canopy. We have software which will construct a digital surface model (DSM) by interpolating and then extracting bare earth from the DSM; however, it is a more labourious task and therefore would add to the cost of the project. This technique is not appropriate for hard surfaces such as pavement and concrete where data is required at the sub-5 cm level.
Mission planning, airspace co-ordination (if required), office processing ..... $90/hr,
Crew time ..... $100/hr
Each flight ..... $500
Deliverables available :
Orthophoto ( scale-corrected and geo-referenced mosaic)
Aerial mosaic with coarse geo-referencing and no scale correction
Contours at required density down to 0.20 m contour interval where ground conditions permit | aerospace |
https://www.thingiverse.com/thing:3777461 | 2019-11-13T06:42:11 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496666229.84/warc/CC-MAIN-20191113063049-20191113091049-00118.warc.gz | 0.851287 | 109 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__982656 | en | Flat sides should face the build plate. Some support will still be needed.
You will need to mirror the sliced rear gear parts, rear thruster parts and the wing parts to get the both sides of them. Most 3d printer slicers can do that.
Original 3d model made by basbr123, check him out! https://www.thingiverse.com/basbr123/about
Link to my print of this sliced model and my settings: https://www.thingiverse.com/make:686374 | aerospace |
https://www.csiaviation.com/medical-air-flight-transportation-services-company/medical-flight-standards/ | 2024-02-21T15:40:01 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473518.6/warc/CC-MAIN-20240221134259-20240221164259-00701.warc.gz | 0.931214 | 604 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__27186146 | en | CSI has never had an accident or incident and has never had any FAA Sanctions.
CSI contracted air carriers have DOT / FAA approved Manuals that include Operational Data Collection System, Training Programs and Safety Audit Programs. This ensures all personnel follow all applicable DOT / FAA, Federal, State and Local rules, and regulations.
CSI has a FAA approved Safety Management System (SMS) which exceeds Federal Aviation Regulation (FAR) requirements. In addition, CSI has been successfully audited by many third parties and industry leaders in operations and maintenance assessments. CSI is an ARG/US Gold rated air carrier, a Department of Energy, Department of Labor, and Mayo Clinic approved air carrier, a licensed air ambulance provider in Texas, New Mexico, Arizona, Colorado, and South Dakota, and a National Accredited Air Medical Transport Association (NAAMTA) accredited air carrier.
CSI Aviation Medical Bases of Operation
Though not required by FAA regulations, CSI’s internal safety standard is to operate with two certificated pilots and uses organic licensed dispatchers with worldwide flight tracking conducted from a centralized operations center. All CSI pilots are screened in accordance with the FAA Pilots Records Information Act (PRIA) and have either Airline Transport Pilot (ATP) certification or commercial instrument rating in multi-engine aircraft. CSI pilots receive annual training and operational evaluations every six months. CSI ensures that pilots are not just current, but fully proficient in both night and Instrument Flight Rules (IFR) operations.
Medical Crew Safety
Here at CSI Aviation, our air medical team consists of one paramedic and one nurse. Each of our providers has training above and beyond that of a standard nurse or paramedic. This training encompasses a variety of specialized skills including surgical airways, advanced modes of ventilation, echocardiogram interpretation and advanced electrical therapy, and courses in flight physiology and critical care medicine.
Each of our providers are certified in American Heart Association CPR, ACLS, and PALS. Additionally, our providers obtain certifications in Neonatal Resuscitation (NRP), and an advanced trauma certification based on the national standard ATLS.
To work as a flight crew member, each team member must have at least three years in an ICU, ER department, or busy 911 ambulance service. Within two years of employment, each of our providers also obtains an advanced certification:
- For nurses, either CEN or CFRN, and hold individual state licenses or have obtained a compact state license.
- For paramedics, either FP-C or CCP-C. Our paramedics hold both national and state licenses for each state we operate in.
On being hired at CSI Aviation, all medical flight team members undergo two weeks of intense study in all areas of flight medicine, to include: Air Medical Resource Management (AMRM), Radio Operations, Physics of Flight, and Survival Training.
To learn more about CSI Aviation’s safety standards, click here. | aerospace |
https://open-video.org/results.php?keyword_search=true&terms=+Immersive+Design+And+Simulation+Lab | 2018-04-21T01:48:08 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125944851.23/warc/CC-MAIN-20180421012725-20180421032725-00558.warc.gz | 0.78157 | 797 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__105403901 | en | |Search Results (270 videos found)|
|NASADestinationTomorrow - DT5 - Virtual Reality
NASA Destination Tomorrow Segment explaining how NASA uses virtual reality environments to simulate NASA missions.
Keywords: Virtual Reality; How It Works; Johnny Alonso; 3D Images; Immersive Design And Simulation Lab; Cave; Cave Automatic Virtual Environment; Dr. Chris Sandridge;
Popularity (downloads): 1118
|Interval Scripts: a Design Paradigm for Story-Based Interactive Systems
Video Figure of CHI 1997 Paper. Author(s): Claudio Pinhanez, Kenji Mase & Aaron Bobick
Keywords: CHI; Interaction design; story-based immersive systems; temporal scripts.
Popularity (downloads): 355
|NASA Connect - FoF - Computer Simulation
NASA Connect Segment explaining how NASA uses computer simulation to design spacecraft, including the next reusable launch vehicle.
Keywords: NASA Connect; Collaborative Engineering Center; CEC; NASA Marshall; Estimating; Thermal Protection Systems; TPS; Software; Hardware; Computer Simulation; Spacecraft; RLV; Reusable Launch Vehicle;
Popularity (downloads): 2359
|NASA Connect - GWTF - MAX Computer Simulation
NASA Connect Segment exploring computer simulation tools for research on drag. The video features the Mars Airbourne Explorer simulation computer program.
Keywords: NASA Connect; Mars Airbourne Explorer; Space; Computer Simulation;
Popularity (downloads): 1153
|NASA Connect - TWM - Transforming Flight
NASA Connect segment explaining NASA's involvement in transforming the future of aircraft. The segment also looks at how biology is used in aircraft design, the relationship between pressure and force,...
Keywords: NASA Connect; Drag; Lift; Aircraft Design; Computer Simulation; Biology; Force; Pressure; Relationship; Design Process; Metamorphosis; Morphing; Technology; Control Devices; Smart Matierals; Adaptive Structure; Aerodynamics; Air Flow; Micro-Flow Control; Biomimetics; Nature; Fish Fins;
Popularity (downloads): 2263
|ACM InterCHI 1993 Isssue 88 - QOC In Action: Using Design Rationale to support Design
Design Rationale emphasises working with explicit representations not only of possible design solutions; bt also of the reasons and processes behind them. Although the arguments for using Design Rationale...
Keywords: CHI; Design; Design Rationale; Documentation;
Popularity (downloads): 432
|Learning histories in simulation based learning environment
A simulation-based learning module on a vacuum pump system is demonstrated. The learning historian allows users to record their actions and replay them to review what they did. A visual...
Popularity (downloads): 1192
|NASA Connect - AATC - Hurricanes and Computer Simulation
NASA Connect Segment explaining software tools and products that use interactivity to network NASA research data. The video describes dynamic websites that use visualization, simulation, and remote sensing tools to...
Keywords: NASA Connect; Computer Simulation; Software Interactivity; Data; NASA; Websites; Hurricanes; Visualization; Remote Sensing;
Popularity (downloads): 2827
|Understanding the effect of incidents on transportation delays with a simulation based environment
A simulation-based learning environment provide system designers and operators with an appreciation of the impact of incidents on traffic delay. We used SimPLE (Simulated Processes in a Learning Environment) which...
Popularity (downloads): 832
|NASAConnect - TOAT - Science and Technology
NASA Connect Segment exploring a SEMAA school targeting math, science, and technology. Students demonstrate interactive simulation software product called FoilSim.
Keywords: NASA Connect; FoilSim; Simulation Software; SEMAA School;
Popularity (downloads): 1149 | aerospace |
https://www.kingston.ac.uk/news/article/689/14-oct-2012-scholarship-honouring-hawker-hurricane-designer-helps-degree-ambitions-take-flight/ | 2024-04-15T13:42:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816977.38/warc/CC-MAIN-20240415111434-20240415141434-00111.warc.gz | 0.979302 | 698 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__140263894 | en | Posted Sunday 14 October 2012
A Kingston University student's dreams of working in the aviation industry have moved a step closer thanks to a brand new scholarship. Dominic Marley, who is originally from Gateshead, was awarded £4,000 for showing outstanding ability, ambition and potential while completing a Foundation Degree in Aircraft Engineering at the Newcastle Aviation Academy. The money will help him top up his studies to a Bachelor's degree at Kingston University and realise his goal of working with aircraft.
The 20 year old has been passionate about the world of aviation for as long as he can remember. "Pretty much every aspect of aircraft engineering fascinates me - from the design and technology right through to the safety features," he said. "Even before I'd finished school I'd decided that I wanted to pursue a career in the field. A friend once said to me "I wish I had your enthusiasm for aeroplanes" which I think really sums up how I feel, so to win this scholarship was incredibly exciting."
Dominic first found out about the Kingston course when he embarked on the two-year Foundation Degree it runs in partnership with the Newcastle Aviation Academy. "To fast track my career I was really keen to move on to Kingston University for a further year and top up to a Bachelor's Degree," he said. "One of my lecturers in Newcastle told me about the scholarship, so I applied and was lucky enough to get an interview. I couldn't believe it when I found out I'd actually been awarded the money. Words can't describe it - I just sat staring at the letter for ages trying to take it all in."
The scholarship was set up in memory of Sir Sydney Camm who, during a lengthy career as chief designer at Kingston's HG Hawker Engineering Works, developed more than 50 types of aircraft. His achievements included the Hawker Hart bi-plane, the Hurricane fighter plane and a prototype for the VTOL Harrier. The Hurricane is credited with shooting down more enemy aircraft in the 1940 Battle of Britain than all other RAF fighters and ground defences put together.
Funded by The Worshipful Company of Coachmakers and Coach Harness Makers, the award will each year give a particularly promising student a financial boost to help them gain the qualifications needed for a career in aircraft engineering. "We strive to help young student engineers fully realise their potential and are delighted that we have been able to recognise the qualities shown by Dominic in his studies so far," Group Captain Marcus Wills, Past Master and Trustee of The Worshipful Company of Coachmakers, said.
Once he has completed his Kingston University degree, Dominic hopes to work as an aircraft mechanic. "Topping up to a Bachelor's degree deepens and broadens students' understanding of aircraft maintenance engineering and the aviation industry," Dr Peter Barrington, the Head of Kingston University's School of Aerospace and Aircraft Engineering, said. "Our extensive range of equipment, which even includes a Learjet and flight simulators, provides a real-life environment that significantly enhances students' learning. This scholarship will really enable Dominic to make the most of his studies and get all the experience employers are looking for."
Dominic is now settling in to student life at the Roehampton Vale campus. "The facilities are outstanding," he said. "I really can't believe I'm going to be lucky enough to work on such amazing equipment and can't wait to get stuck in to my studies." | aerospace |
https://www.boyden.ca/canada/opportunities/president-and-chief-operating-officer-western-operations-8828852/ | 2019-07-20T09:29:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195526506.44/warc/CC-MAIN-20190720091347-20190720113347-00020.warc.gz | 0.940563 | 427 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__131416756 | en | Longview Aviation Capital Corporation was established in 2016 to manage a portfolio of long-term investments in the Canadian aerospace industry. Longview Aviation Capital Corporation is focused on providing world-class aviation products and services in support of legendary Canadian aircraft designs through prominent aerospace companies including Viking Air Limited and Longview Aviation Services Inc.
Viking is the global leader in utility aircraft services, and manufacturer of the world-renowned Series 400 Twin Otter. In 2016, Viking acquired the manufacturing rights for the Canadair CL-215, CL-215T, and CL-415 aircraft. With this transfer, Viking assumed responsibility for all product support for the global fleet of 170 aerial firefighters. With it brings tremendous promise, opportunity and responsibility for both the company, and for the owners and operators of all de Havilland and Canadair CL-215 and CL-415 products.
Established in 2018, Longview Aviation Services, in cooperation with Viking Air Limited, launched the CL-415EAF "Enhanced Aerial Firefighter" conversion program. The collaboration between the two sister companies on this program is projected to provide an economic boost throughout Western Canada derived from job creation, aerospace manufacturing, innovation, supply chain development, academic partnerships, and global export opportunities.
Based in Calgary and overseeing three business units located in Victoria and Calgary, a new position has been created with Longview Aviation Capital Corporation for a President & Chief Operating Officer, Western Operations. Reporting to the CEO of Longview Aviation and as a key member of the Executive Management team, this new leader will be responsible for executing corporate strategy and ensuring the organization achieves its vision and goals.
The successful candidate will bring an excellent track record of operational and business leadership as a President, General Manager, Chief Operating Officer, Vice President or business unit leader with full profit and loss operational responsibility in the aerospace/aviation/transportation sectors or a complex, service-oriented environment of constant change and evolution. The individual will be a strong leader with the ability to engage a broad range of people in pursuit of organizational vision and goals.
To explore this opportunity further, please submit your resume below. | aerospace |
https://bestsolutioninc.com/product/dji-matrice-200-v2-professional-quadcopter/ | 2020-11-30T11:53:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141213431.41/warc/CC-MAIN-20201130100208-20201130130208-00418.warc.gz | 0.88557 | 1,211 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__167907569 | en | This DJI Matrice 200 V2 Professional Quadcopter. Designed for industrial use, the Matrice 200 V2 quadcopter is meant to go into hazardous conditions to relay vital information to personnel on the ground. It has up to 38 minutes of flight time and a range of up to five miles.
The Matrice 200 was given a rugged build, IP43-rated water and dust protection, and a battery heating system to extend flight time in extreme temperatures. The Matrice 200 drone platform is meant to be customized to your specific needs and is compatible with a host of Zenmuse gimbal cameras (not included), which can provide everything from hi-res photos and video to thermal imaging.
DJI Matrice 200 V2 Professional Quadcopter
Built for industrial use, the Matrice 200 V2 Professional Quadcopter from DJI is meant to go into hazardous conditions to relay vital information to personnel on the ground. With up to 38 minutes of flight time and a range of up to 5 miles, it can be implemented in a variety of industries and professions. Inspecting infrastructure and getting a clear view of emergencies are just a couple of the jobs the Matrice 200 V2 can perform.
You can experience harsh environmental challenges in professional settings, which is why the Matrice 200 was given a rugged build, IP43-rated water and dust protection, and a battery heating system to extend flight time in extreme temperatures. The Matrice 200 drone platform is meant to be customized to your specific needs and is compatible with a host of Zenmuse gimbal cameras (not included), which can provide everything from high-resolution photos and videos to thermal imaging.
DJI has also made safety a top priority when piloting the Matrice 200, giving the drone multiple technologies to not only protect those around it but also the data it sends back to the pilot. AES-256 encryption of your wireless signal adds robust data security while obstacle avoidance, anti-collision beacons, and DJI AirSense help provide physical protection through spatial awareness.
Remote Transmission and Piloting
DJI includes a Cendence S remote controller that supports the OcuSync 2.0 transmission system to help ensure long and stable flights. Stability and continuous signal connection are meant to be ensured via the automatic switching between dual wireless bands. With this wireless technology, flight ranges can reach up to 5 miles.
TimeSync Data Accuracy
DJI’s TimeSync technology is designed to provide precise geotagging of your information by continuously aligning the flight controller, camera, GPS module, and any onboard accessories or payloads.
The Matrice 200 V2 has the ability to carry a variety of payloads, and this ability can throw off the delicate balance of the Matrice 200. You may likely be able to fly, but at the cost of precious flight time. DJI lets you readjust the drone’s center of gravity to better optimize performance, no matter what it’s carrying.
Via the DJI Pilot app, you can cut all exterior lights to the Matrice 200 in order to run dark when the situation calls for inconspicuous drone operations.
Safety and Security
AES-256 encryption: Encrypting the streaming data from Matrice to pilot helps secure sensitive information from prying eyes.
Obstacle avoidance: The FlightAutonomy system uses front, bottom, and upper sensors to detect and avoid obstacles, and provide precise hovering ability.
Anti-collision beacon: Top and bottom beacons make the drone visible at night or in low-light conditions.
DJI AirSense: A built-in ADS-B receiver keeps tabs on the surrounding airspace and automatically provides the pilot with real-time data on nearby airplanes or helicopters.
Customization Through Development
Payload SDK: Develop imaging or robotic tools for optimizing your workflow.
Onboard SDK: Developers can integrate an onboard computer to analyze flight data, connect third-party devices, and more.
Mobile SDK: This helps programmers develop mobile apps to help optimize flight planning and data collection to your needs.
The Matrice 200 V2 quadcopter is capable of operating in a large variety of professions and industries including:
Public safety: Get an aerial overview of volatile situations and gain the ability to scout ahead for potential danger.
Energy: Use optional thermal imaging to detect defects and inspect hard-to-reach equipment.
Infrastructure: Inspect aging assets for possible repair.
Construction: Inspect job sites and structures quickly and in great detail.
DJI TB55 Intelligent Flight Battery for Matrice 200 Series V2
The TB55 Intelligent Flight Battery for Matrice 200 Series V2 from DJI is what powers your Matrice 200 Series V2 drone to get it off the ground. This LiPo battery has a 7660mAh capacity and can operate in some extreme temperatures, from -4°F to 122°F. Whether you’re replacing or stocking up for a long day of shooting, this battery will give you the power to get the job done.
DJI Enterprise Shield Basic Protection Plan for Matrice 200
Enjoy peace of mind with the Enterprise Shield Basic Protection Plan for Matrice 200 from DJI. The Matrice 200 is not only a considerable investment, but it is likely an integral tool for your business or occupation that you can’t be without for extended periods of time. This protection plan from DJI is designed to replace your Matrice 200 in case of accidental damage. DJI charges a fee per replacement and you get up to two replacements per year. The first replacement is $399, and $599 for the second. Each replacement is shipped free via local freight, and below are the types of damage that are covered by this plan. Please note that this covers everything except the Zenmuse X4S, X5S, or Z30 gimbal. A separate plan must be purchased to cover that. | aerospace |
https://gutma.org/chiba-2018/speakers/chris-forster/ | 2023-12-04T13:46:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100529.8/warc/CC-MAIN-20231204115419-20231204145419-00212.warc.gz | 0.925758 | 191 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__221673094 | en | COO, Altitude Angel
Presentation title: “How it all fits together”
Altitude Angel is an aviation technology company focusing on creating global-scale solutions that enable the safe integration and use of fully autonomous drones into airspace worldwide. Supporting both U-Space and UTM, our purpose-built cloud platform delivers class-leading services to drone operators, manufacturers and software developers by enabling them to access a rich source of real-time aeronautical, environmental and regulatory data all dynamically tailored to the individual operation.
Chris is passionate about both aviation and technology. Chris has a Masters of Engineering degree in Computer Science and Cybernetics and has worked in the technology industry for over 15 years. Prior to Altitude Angel, Chris worked at Microsoft for 10 years where he held consulting and leadership positions, focused on helping enterprise customers deliver their full potential with the right technologies.
Altitude Angel is member of the Global UTM Association. | aerospace |
http://alabamaaglaw.com/drones-in-agriculture/?replytocom=96148 | 2021-10-19T10:03:24 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585246.50/warc/CC-MAIN-20211019074128-20211019104128-00634.warc.gz | 0.953582 | 287 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__91179003 | en | Although I have not heard of any reported cases in Alabama, Florida, or Georgia yet, one of the newest issues in agriculture is the use of drones by farmers, consultants, and ag businesses to monitor and scout crops. Legally, the issue is one surrounding property rights and any potential government oversight.
If someone is flying a drone over your own property, what can you do? Is that person committing a trespass or the tort of nuisance? While there have been questions posed along the lines of “if someone flies a drone over my property to spy on me, can I shoot it down?”,that is certainly not the best course of action.
This is even more true in a commercial setting as commercial use of drones will soon become regulated by the Federal Aviation Administration (FAA). The FAA has not released any regulations on the issue yet, but if the FAA takes the position that drones are aircraft, shooting a drone down could be treated the same as shooting a plane out of the sky.
At this time, there are no definitive guidelines to follow in the instance of someone flying a drone over another’s property, but in using drones for monitoring crops’ progress and other uses over one’s own property, there is no doubt that there are many beneficial uses of the new technology and that more regulatory, statutory, and case law will be coming out over the next few years regarding drones. | aerospace |
https://mamizi.com/boeing-starliner-launch-delayed-again-as-it-returns-to-the-factory-for-troubleshooting/ | 2022-01-19T07:37:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301264.36/warc/CC-MAIN-20220119064554-20220119094554-00190.warc.gz | 0.887322 | 181 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__134834860 | en | Boeing Starliner launch delayed again as it returns to the factory for troubleshooting
Boeing’s Starliner astronaut capsule won’t be launching to the International Space Station until it’s gone through “deeper-level troubleshooting” to fix an issue with stuck propulsion system valves, according to a press release from the company. That troubleshooting means removing the capsule from the Atlas V rocket it’s been coupled to and bringing it back to Boeing’s facility.
The spacecraft’s initial launch attempt late last month was scrubbed hours before liftoff after engineers noticed a group of fuel valves in the Starliner’s propulsion section weren’t positioned as programmed. That valve issue, whose cause remains a mystery, is the latest engineering predicament to curse Starliner nearly two years after the capsule failed its… | aerospace |
https://radiopublic.com/space-news-pod-Wk1Dd8/s1!d4d48 | 2020-08-12T12:18:53 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738892.21/warc/CC-MAIN-20200812112531-20200812142531-00398.warc.gz | 0.903684 | 155 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__179192795 | en | Rocket Lab, the global leader in dedicated small satellite launch, has today announced its next launch is a mission carrying satellites destined to begin a new constellation for UNSEENLABS, as well as more rideshare payloads for Spaceflight, consisting of a spacecraft for BlackSky and the United States Air Force Space Command.
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http://www.dreamup.org/suborbital | 2017-04-23T11:46:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118552.28/warc/CC-MAIN-20170423031158-00244-ip-10-145-167-34.ec2.internal.warc.gz | 0.868551 | 713 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__222545714 | en | The New Shepard space vehicle is ideal for microgravity physics, gravitational biology, technology demonstrations, and educational programs. You’ll also have the opportunity for Earth, atmospheric, and space science research.
Payloads are installed in the capsule, supported by Blue Origin's unique payload avionics system and software, including:
- Robust control systems
- Data storage
- Electrical power
- Vehicle telemetry data
- Benchtop development units for programming in your lab
Research and Education Mission Applications
The New Shepard Research and Education Missions (REM) host a wide variety of payloads. Possibilities include microgravity sciences, space life sciences, Earth and space sciences, land use, education and public outreach, technology demonstration, space systems development and Technical Readiness Level (TRL) raising demonstrations, just to name a few.
Primary Capabilities Include:
- Ability to frequently launch your payloads, and ultimately payload operators, to space on a suborbital trajectory
- A high-volume cabin able to accommodate multiple experiments and ultimately, researchers
- Standard interfaces to mount experiments and provide power, cooling, command and control, and video/data recording.
- Rapid post-landing access by ground personnel to time-sensitive payloads
Elements of the New Shepard space vehicle are being tested extensively, both on the ground and during uncrewed test flights.
The flight test program continues to build experience with the New Shepard system in an uncrewed configuration, leading up to the day when Blue Origin is ready for astronauts to climb on board.
- Multiple flights per year
- As human flights begin, you'll also be able to fly with your payload for hands-on experimentation
- You own full rights to your data from Blue Origin's private platform
- Accommodates payloads from a few ounces up to 50 lbs
Integrating Your Payload Into the New Shepard Space Vehicle
The very same NanoRacks you know from the International Space Station will be with you every step of the way. NanoRacks will ensure successful payload integration to the New Shepard vehicle as you prepare for suborbital research.
Single Payload Container
Double Payload Container
25 lbs / 11.34 kg
50 lbs / 22.68 kg
1.73 ft3 / 49 liters
3.61 ft3 / 102 liters
Approx. Interior Dimensions
20.3 x 16.5 x 9.0 inches / 51.6 x 41.8 x 22.9 cm (less hinge area)
20.3 x 16.5 x 18.7 inches / 51.6 x 41.8 x 47.4 cm (less hinge area)
28 VDC, 200 W peak
32 GB on-board data storage with synchronized flight parameter measurements; plus an additional 128 GB video storage provided for post-flight download
Blue Origin software available to configure experiment command sequence, such as turning on sensors and other apparatus when microgravity is reached
Launch To Suborbital Space With Blue Origin
Get Started With Our Inquiry Form
To fully inquire about launch opportunities with Blue Origin via DreamUp, please click the button below. One of our experts will be reaching out to you soon!
Launch Schedule 2016
Right now Blue is in the test and development mode, so please stay tuned as we better understand the launch schedule and prices for suborbital flights in 2016. Be sure to join our mailing list to stay up to date on all DreamUp launch opportunities and contests. | aerospace |
https://www.satcomresources.com/ETL-Systems-L-Band-Active-Splitter-4-Way | 2022-12-04T06:10:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710962.65/warc/CC-MAIN-20221204040114-20221204070114-00498.warc.gz | 0.765724 | 93 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__60576879 | en | ETL Systems L-Band Active Splitter 4-Way - 1 Port DC + 10MHz Pass
L-band Splitter - Active 4-way with unity gain and 10MHz/DC pass on one port only. Requires 8-24V external DC bias.
Applications: Typical fields of applications are telecom infrastructures, satellite systems, microwave links, test and instrumentation and radar networks.
See datasheet for full specs and configuration options. | aerospace |
https://www.lakelandchamber.com/2020/09/09/polk-state-college-partners-with-metallica-to-offer-free-cnc-class/ | 2022-09-29T20:02:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335365.63/warc/CC-MAIN-20220929194230-20220929224230-00327.warc.gz | 0.957444 | 178 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__18572359 | en | Metallica has donated $100,000 to provide scholarships to CNC students. Polk State College will be offering the CNC operator class for free. They have also partnered with NASA Hutch program and students will be making flight hardware for NASA as a project. NASA will issue completion certificates and give students tickets to tour Kennedy Space Center upon graduation.
Students must be 18 or older, no high school or GED required but students are required to take a test similar to TABE, which tests students on an 8th grade reading and math level. Polk State College will accept most all tests; TABE, ACT, SAT if the student has them. There is a class beginning October 12th and it is offered Monday through Friday, 8-5.
If you are interested in signing up, please email Marta Clinger at firstname.lastname@example.org. | aerospace |
http://www.google.co.uk/patents/US5883586 | 2017-12-13T20:54:09 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948530841.24/warc/CC-MAIN-20171213201654-20171213221654-00335.warc.gz | 0.86509 | 16,353 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__183494220 | en | |Publication number||US5883586 A|
|Application number||US 08/685,998|
|Publication date||16 Mar 1999|
|Filing date||25 Jul 1996|
|Priority date||25 Jul 1996|
|Also published as||CA2261936A1, EP0916127A1, WO1998005017A1|
|Publication number||08685998, 685998, US 5883586 A, US 5883586A, US-A-5883586, US5883586 A, US5883586A|
|Inventors||My Tran, Anthony E. Sabatino|
|Original Assignee||Honeywell Inc.|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (18), Referenced by (133), Classifications (18), Legal Events (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This invention relates to a data link for a military aircraft or vehicle, and more specifically to a data link system which receives, transmits, recognizes, prioritizes, configures, and presents many different types of information and provides the flight crew the capability to extend their window of visibility in terms of imagery and precision data to other platforms.
When a modem military aircraft flies a mission it is oftentimes necessary to fly in concert with other aircraft. This synchronous flying requires extensive planning of a route with respect to known threats, satisfactory knowledge of the threat location, and information on the capabilities of the threat. The mission planning must also include the coordination of activities among the aircraft. In order to execute a complex mission against a dangerous target, it is important that there are two-way lines of communications between all the aircraft as well as between the aircraft and a ground station.
Many modem military aircraft are equipped with a digital map system which displays to the pilot the characteristics of the terrain around the aircraft, the location of the aircraft relative to the terrain, the flight path of the aircraft, and the location of the target relative to the aircraft. Other information displayed to the pilot may include the visibility of the aircraft relative to the target and possible flight paths for the aircraft to avoid detection by the threat. The disadvantage of a digital map system is that the map image is pre-processed and does not include dynamic elements of real-time mission scenes.
Currently, military aircraft are limited on the amount of information which is received and transmitted from other aircraft as well as from a ground station. These transmissions are mostly limited to voice communications. Limited means also exist to transmit some mission information to an aircraft. As currently configured, the voice communication and mission updates require two separate systems in order to process the different types of information. The need to operate two separate systems during a mission can be a burden on the flight crew. A system which provides for greater transmission and receipt capability of flight and mission information, would only be desirable in an aircraft data link if the use of these functions did not add significantly to the workload of the flight crew. The system would have to identify the types of information being received, automatically prioritize it, and compile it in a format for the flight crew to easily access on their in-cockpit display screens.
When a military aircraft is flying a mission within the vicinity of a threat, certain types of information can increase the likelihood of the success of the mission. The effectiveness of the flight crew would be enhanced by providing means for the aircraft to communicate in many different modes and provide constant updates of each other's position as well as other mission related data. There would also be an advantage to transferring video imagery information between aircraft. One example is where a scout ship flies on ahead of the rest of the aircraft to perform some kind of reconnaissance on a target. This scout ship can then transmit back to the other aircraft as well as a ground station real-time video imagery of the target to provide up to date conditions at the threat site. Another advantageous feature would be the ability to automatically, without significant attention from the pilot, transmit updated mission information among the aircraft as well as to a ground station.
Disclosed herein is a datalink system for a vehicle which increases both mission situation awareness and capability, and at the same time reduces the workload of the vehicle crew by providing a variety of automatic functions which identify and prioritize digitized data which is received and transmitted by the vehicle. The system includes a communications apparatus which provides the vehicle two-way voice and digitized data communications. A data signal processing apparatus in connection with the communications apparatus, identifies information received externally by the vehicle, and provides to the communications apparatus, information which has been generated internally. A datalink controller directs the processing of the information received externally and the information generated by the vehicle with the datalink system. Also included is a prioritization apparatus connected to the data signal processing apparatus which prioritizes the internal information, decodes external information according to the type of mission the vehicle is on, and displays image classification. A memory, which is accessible by the datalink controller and the data signal processing apparatus, stores information generated internally and received externally. A display apparatus processes the internally and externally generated information and provides it in the proper format to the pilot for viewing. The pilot may annotate the images which appear on the cockpit displays and either store those annotated image in memory or transmit them externally.
Other objects, features and advantages of the invention will become apparent to those skilled in the art from the description of the preferred embodiment, claims and drawings hereof, wherein like numerals refer to like elements.
FIG. 1 is a block diagram of a mission avionics system structure.
FIG. 2 is a block diagram of the Embedded Mission Avionics Data Link System.
FIG. 3 is a flow chart of the mission avionics graphic generator.
FIG. 4 is a flow chart depicting the operation of the moving map generator.
FIG. 5 is a block diagram of the mission avionics data link control.
FIG. 6 is a flow chart of the image data annotation process.
FIG. 7 is a flow chart of the prioritization and authentication process.
FIG. 8 is a flow chart depicting the operation of the set up and control of the transmit/receive medium.
FIG. 9 is a flow chart depicting the operation of the digitize and control of video image apparatus.
FIGS. 10a-d is a flow chart depicting the operation of the data signal processing apparatus.
Disclosed in FIG. 1 is a block diagram of a mission avionics system structure for a military aircraft. At the core of the system there are two master controller processor (MCPU's) units 301 and 302 which process all the information received from pilots as well as the aircraft systems and sensors. The two MCPU's process input and output signals for different aircraft systems, and also act as redundant paths for the critical aircraft functional modules. Although this is not a complete diagram of the avionics system, all the systems necessary for a description of the present invention are presented. The sensors and systems input signals to the MCPU's are either received over the avionics bus 305 or through a direct connection. Transmitting signals on the avionics bus 305 are communications sub-systems 306, the navigation radio (TACAN) 307, the embedded global positioning and inertial navigation system (EGI) 308, the mast mounted sight system (MMS) 310 which provides television video and thermal video images outside the aircraft, and the improved data modem (IDM) 138. The memory data unit (MDU) 3 is also connected to the avionics bus, but also has a high speed dedicated bus to MCPU 301. The avionics bus disclosed is a well known bus structure to those skilled in the art.
In direct connection with the MCPU 301 is the video tape recorder (VTR) 316 which records and plays back events on board the aircraft. In direct contact with MCPU 302 is the optical display assembly (ODA) 330, for night vision viewing the ANVIS Display Symbology Subsystem (ADS) 334, and the radar altimeter (RALT) 336. Also in connection with MCPU 302 are the aircraft survivability subsystems 338 and the armament assembly and subsystems 340. The aircraft survivability subsystems provide the threat status and receives system set-up commands from the pilot through the MCPU 302. The armament assembly and sub-systems 340 provide weapons status and receive weapons activation commands from the pilot through the MCPU 302.
Video images which appear on the multi-function displays (NFD) 139 and information which appears on the radio frequency display (RFD) 314 are output from both MCPU's. Both MCPU's also receive input commands from various keyboards (324) and switches (326) in the cockpit and also output signals to the caution/warning/advisory audio sub-system 328 in the cockpit.
In the preferred embodiment of the invention, the embedded mission avionics data link system of the present invention is embedded in MCPU 301. This system can also be designed so that the data link system is redundant and embedded in both MCPU's 301 and 302. A block diagram of the Embedded Mission Avionics Data Link System is shown in FIG. 2. This system is described herein as used in a military aircraft, however one skilled in the art would realize that this data link system can be applied to other types of aircraft and vehicles.
In FIG. 2, the global bus interface 5 is the primary circuit card assembly (CCA) to interface within the MCPU's. The global bus links memory on one CCA with memory on another CCA. The memory linked by the global bus is referred to as shared memory. Shared memory is used by a CCA to read or write data to another CCA. All inter CCA communications on the global bus are controlled and arbitrated by the global bus interface hardware.
The pilot command processor 2 receives the process commands from the cockpit through such devices as bezel switches, multi-functional buttons on the keyboard unit, switches on the pilot cyclic grip, push buttons and switches on control panels, a video annotation device such as a mouse, or through other switches and buttons in the cockpit. The pilot command processor 2 receives the pilot commands through the various devices in the cockpit and transmits command signals to other components in the system.
One component which receives command signals from the pilot command processor 2 is the mission avionics graphics generator 4. The mission avionics graphics generator also receives inputs from a variety of other sources which include a mast mounted sight external video camera, thermal image aircraft sensors, mission avionics display data stored in memory, and moving map video from the digital map generator 6. In response to the command signals from the pilot command processor 2, the graphics generator apparatus generates display pages made up of information from the other inputs after a video switch is set to the appropriate video output.
The pilot may choose to view any of a number of mission avionics image pages. The pilot selects which image are to be viewed from the moving map generator 6, which provides map imaging information in terms of charts, digitized terrain elevation, and scanned image placed on the global bus 5. Situation awareness data is provided to the moving map generator 6 using information from the data signal processing apparatus 20 and this situation awareness data is included with the map images. This situation awareness overlay data includes platform mission identification, present position, heading, and other significant platform information. The situation awareness data is overlaid as icon symbols on the chart or terrain elevation image provided from the moving map generator 6. With the selection of an icon symbol, the pilot will learn specific information about the platform represented by the icon such as platform ID, direction of movement, fuel remaining, mission status, and armament status.
The mission avionics data link control 10 acts as a command signal interpreter and a control device for the other components in the system based on communication medium configuration and status and data link commands. Almost any act the pilot wishes the system to perform is first processed through the mission avionics data link via a command signal from the pilot command processor 2. These commands include direction for the retrieval and storage of data in memory, establishing a configuration of the transmit and receive medium 16, determining the active modes of operations, and basically directing the operation of the components within the system structure.
The image data annotation apparatus 12 is one of the components which receives command signals from the mission avionics data link control apparatus 10. The annotation apparatus also receives avionics and mission data from other modules within the MCPU. This particular component will pack data to be annotated for each unique image page and allow the pilot to incorporate free text to denote features of the images which appear on the cockpit MFD's. For instance, the pilot may be viewing an image of the target and may wish to add written or symbolic information to that particular image which would be a benefit to other aircraft which receive this image information.
One of the novel features of the present invention is the ability of the data link to recognize and process mixed modes of data, for example, video and precision data. This system has the ability to capture, store, view, receive, transmit, combine, delete, and retrieve many different types of information and re-configure mission and equipment with minimal pilot interaction required. Data signal processing apparatus 20 is the initial processing unit for all types of information received by the aircraft and the final processing unit for all information that is transmitted to other aircraft or to a ground station. This apparatus is connected to the transmit/receive digitize data medium 138 and identifies and processes information being received or transmitted by the aircraft. This information includes video image information, mission avionics specific data, and mission avionics equipment update information. The data signal processing apparatus 20 directs the information to the appropriate component of the system after being validated by the prioritization and authorization apparatus 14.
The prioritization and authentication apparatus 14 is used to first authenticate any information which is received externally. All information which is received from outside has to be decoded and this apparatus would certify that the information was transmitted from a legitimate source. Secondly, any information which is received either externally or generated internally is prioritized according to the particular mission which the aircraft is on and the structural order defined for all image display pages. Received information which is of a high priority is stored such that it is easily accessible by the pilot. Other low priority information is stored in the available memory or filtered out.
When image information is to be displayed, that particular information must be converted to an analog video signal from digital form. If the video image is in analog signal form, it must be converted to a digital bitmap before it can be stored in memory or transmitted externally. Digitize and control video image apparatus 18 performs this function. This portion of the apparatus receives mission avionics primary video data from the mission avionics graphics generator as well as image data over the high speed bus 21 from data signal processing apparatus 20. Digitize and control video image apparatus processes the data based on video image control command data received on the global bus 5. The digitize and control video apparatus performs a variety of sub-functions which include capture video 135, display video 136, or overlay video 137. The capture video sub-function 135 allows the pilot by a switch activation in the cockpit to capture a video image currently displayed on the MFD. During operation of the aircraft, the pilot may be viewing an image from mission avionics graphics generator, moving map generator, digitize and control of video image apparatus, the mast mounted sight video, as well as an image received from an external source. The pilot may capture this single video image and store it in memory, or transmit it externally. The pilot may also add video and data annotations to the captured page. In the display video mode, video is displayed to the pilot from the source corresponding to command selected. It may be a single image file of video retrieved, continuous video images from continuous real time receiving from external sources, the mast mounted sight video, or from mission avionics graphics generator and moving map generator source. The overlay video sub-function works in conjunction with the image data annotation apparatus to allow the pilot to annotate by modifying the bitmap image to include written words or symbols on the images that are currently being displayed on the MFD.
The transmit and receive medium 138 is the electronic apparatus which actually receives and transmits the digitized data. This part of the system is actually made up of two electronic devices, a radio and a data modem. The direct link mode is used to pass information via radio to other aircraft or a ground station. The indirect link mode will use a data modem and a radio to pass information to other aircraft via a network server. The pilot can choose between the two physical data link modes depending on the mission, type of data to be received or transmitted, or the ultimate destination of the information. The configuration of the transmit/receive medium is established by the setup and control of transmit/receive medium apparatus 16. The setup and control of the transmit/receive medium apparatus 16 receives date link/medium commands through global bus 5 to set up the medium to either receive or transmit in digitized data image mode, other digitized data mode, or voice mode.
Also in connection with the global data bus 5, are a series of apparatus to update the appropriate portion of the mission plan stored in memory. When mission information is received and processed by image data signal processing 20, depending on the type of information, it is then transmitted to either flight plan update and activate 110, battlefield graphic update and activate 111, target update and activate 112, prepoint update and activate 113, or communication update and activate 114. From here, the information is transmitted to the mission avionics graphics generator and this information is displayed to the pilot. At any point after this, the pilot can then update the current mission information and store the newly updated mission data in the MDU 3.
When digitized video data and annotated data are received or transmitted from the aircraft, different operations must be performed on the data so that it is readable and recognizable by the sending source or by the intended receiving targets. Apparatus have been provided to perform these functions. When data is received by the aircraft it usually has been packed in a compressed form with error correction implanted. When uncompressed data is transmitted it needs to be compressed and provided with data error correction and then packed into subframes. Data compression/decompression apparatus 131 has been provided to perform this function. Information received and transmitted through the airways may be susceptible to noise, so the error correction apparatus 132 has been provided to insert error correction in data when transmitted, and remove the correction data when received. When image data is captured for storage or transmission to other aircraft, it is processed by the image data from capture, receive, and transmit apparatus 134 to incorporate data annotations with the digitized video image data and put this complete set of image data in the proper format. When the image receiving mode is active, the capture, receive and transmit apparatus 134 will process the received image data from the communication port and place it in an actively working partition memory to be processed by other apparatus which reside in the structure of data signal processing apparatus 20. Through the apparatus 20, the apparatus 134 will provide the feedback signals to the mission avionics data link control apparatus via the global bus 5. Finally image data storage and retrieve interface apparatus 135 acts as a two way medium between the MDU dedicated bus 7 and the MDU 3 to store and retrieve data.
Now referring to FIG. 3, a more detailed block diagram of mission avionics graphics generator has been provided. The graphics generator receives command signals from the pilot command processor in the form of a MFD display page select signal, a display page control signal, as well as a video annotation command signal. The MFD display page select signal and the display page control signal are received by the MFD primary video processor 41 which outputs a control signal to the video switching apparatus 46, as well as a selected internal mission avionics display page to the mission avionics display frame generator 43. Each unique video image displayed on the MFD is referred to as a display page. The MFD display page select and the display page control are commands to the graphics generator to display a particular image page. The video annotation command is received by the overlaid video data generator 42. A video annotation command is a command to add additional layers of information to a particular image that is being displayed. The mission avionics display frame generator 43 receives the mission avionics display data and generates individual display pages. Coming into the avionics graphics generator 4 are signals from the mast mounted sight video and the moving map video data. The mast mounted sight provides video images from the externally mounted video camera or thermal imaging of the surrounding environment. These video signals are input directly into the video switch 46. Video switch 46 acts as the video signal control to channel the video source, and mix video signals with the mission avionics primary video data.
In operation, MFD display page select and digital page control signals are output from the pilot command processor and input into the MFD primary video processor 41. These signals control which video image will appear on the MFD in the cockpit. Also initiated from the cockpit is a video annotation command in which the pilot manipulates images which appear on the MFD. In the situation where the pilot annotates the mission avionics display images, these two sources of information are mixed in combiner 44. An image page for the combined mission avionics display data and the video annotation is then generated at graphics generator video 45 which then outputs the image page to switch 46. As described previously the pilot has a choice of which images would appear in the cockpit, which are captured for storage, and which images will be transmitted externally. The switch 46 allows the pilot to choose between the mission avionics display data, moving map video data, the mast mounted sight thermal/TV imaging video, or combined video. The pilot also may view the aircraft's current situation relative to the surrounding terrain and mission situation from the moving map video data.
Disclosed in FIG. 4 is a flowchart which describes the operation of the moving map generator. The use of digital maps in modem aircraft is well known. Digital information about the terrain surrounding the aircraft, potential threats, and targets is stored in a digital database. As a pilot flies on a mission his current position relative to the terrain, the threats, and the target is shown on a display screen. Included with the terrain image displayed to the pilot are video symbols representing the location of other digitally detected and identified platform. This type of information is known as situation awareness data. Situation awareness data is periodically received by the data signal processing apparatus 2 either automatically or upon request of a situation awareness update. This data is further processed through situation awareness overlay data processor 8. This processing apparatus provides situation awareness data to the moving map generator 6. This information is combined with the map images in a manner which is known to those skilled in the art.
In the initial step, 62, of FIG. 4, a query is made as to whether the situation awareness display has been selected. This particular image is either a chart or the digitized terrain surrounding the aircraft which includes an overlay of the situation awareness data. If the selection mode is active, the situation awareness data from situation awareness overlay data processor 8 is processed at step 63. Because the map image is limited in the amount of area it can show, the situation awareness data at step 64 must be analyzed to determine which of this information falls within the map range currently displayed to the pilot. At step 65 the situation awareness image ID's are correlated for the map overlaid symbols. The situation awareness source locations are then converted to a screen coordinate at step 66. Then at step 67 the bitmap is modified to include the situation awareness symbols. Finally, at step 68 the map video data is then updated. This imagery is then transmitted to the mission avionics graphics generator to be viewed upon selection by the pilot.
In FIG. 5, a block diagram is provided of the mission avionics data control apparatus which processes the command signals from the pilot and provides the process activation signals to the other components in the data link system. As described above, the pilot selects these commands through a variety of control switches and buttons located on panels, pilot control grips, and any other devices in the cockpit. The commands may come from a keyboard, bezel switches on the MFD's, pilot cyclic grips, and any other control panels in the cockpit which are used for processing information. The link source 101 receives the communication medium status on the aircraft and a command from the pilot command processor which directs the configuration of the medium. A data link command signal is also received at the data link active mode processor 102 in order to establish whether the medium is in the transmit or receive mode. Signals are generated by both the 101 and 102 processors which direct the communication medium control command generator 103 to properly configure and set up hardware control for the transmit/receive medium 138. Specifically, the link source processor 101 sends the signal to activate the radio link and/or the modem, while the signal from data link active mode processor 102 properly configures the mode for the communication device which has been activated.
The data link active mode processor 102 generates all the other command signals for directing the components of the system to perform particular tasks. In response to a signal from data link active mode processor 102, digitize and control video image apparatus control processor 104 generates command signals for initiating the active control mode of the digitize and control of video image apparatus. Processor 104 receives feedback command status from the digitize and control of video image apparatus 18. According to a data link command generated in the cockpit, processor 102 directs the signal processor 105 to generate specific commands for active modes of the data signal processing apparatus 20 and to receive feedback signals of the operational mode states. A control command of the optional page index is generated from command signal generator 106 for directing the operation of image data annotation apparatus 12. When the datalink command is either capture image, receive image, or continuous receive/view image, processor 102 directs the prioritization and authentication processor 107 to generate a prioritization and authentication control signal to apparatus 14. Command signal generator 108 directs the operation of the situation awareness overlay data apparatus 8 when the situation awareness auto mode or update mode is active. Command signal generator 109 directs the operation of the flight plan update and activation apparatus 110, battlefield graphics update and activation apparatus 111, target update and activation apparatus 112, prepoint update and activation apparatus 113, and communications update and activation apparatus 114. Further, command signal generator 110 provides control signals for the operation of mission avionics graphics generator 4 to generate specific display page selected by the datalink command. Disclosed in table 1 is a full list of commands executed by the mission avionics data link control apparatus.
TABLE 1______________________________________Capture Image Store ImageSend Image Preview ImageReceive Image Continuous Receive/View ImageUpdate SA Delete ListError Correction ON/OFF Flight plan UpdateBattlefield Graphics Update Target UpdatePrepoint Update Communication UpdateSelect Image Situation Awareness UpdateSituation Awareness Auto Mode Image List Image Resolution______________________________________
The operation of the image data annotation apparatus 12, is described in the flowchart of FIG. 6. The image data annotation apparatus is a tool for the pilot to annotate an image that is currently appearing on a cockpit display after it has been captured or received and is residing in the digitize and control video image apparatus. In response to the command signal from the mission avionics data link control 10, the image data annotation apparatus receives a signal from the image data annotation signal processing element 106 to indicate the active display page image (i.e., one of 70 image pages--navigation display pages, map image display pages, mast mounted sight display pages, weapon display pages, communication display pages, and other pages) and correlates this optional page index with a resident data base to extract a set of core parameter data to provide the digitize and control video image apparatus. This is done at step 121. In step 122, based on the captured page, as indicated by operation page index, the index is used to correlate with a resident database to determine the unique parameter data set that is associated with the page captured by the pilot. At step 123, the data associated with the captured page is retrieved from the avionics and mission data inputs and included with the pilot annotation text data. At 124, the annotated image is transmitted to the digitized and control of video image apparatus for viewing, and to the data signal processing apparatus for storing, and transmission.
Before any information received from outside the aircraft can be used by the data link system, it must first be authenticated. Once it is authenticated, then this information is prioritized according to parameters established for the particular mission the aircraft is on as well as the particular source of information. FIG. 7 discloses a flowchart which shows in detail the steps performed during the prioritization and authentication process. First at step 141 an inquiry is made as to whether this particular process is enabled as indicated by the prioritization and authentication controls signal. In the datalink system, a command (such as captured image, receive image, or continuous receive image) is received from the mission avionics data link control to start this process. If the answer is yes, at step 142 a second query is made as to whether the capture image mode is active. If the capture mode is active, it means that the pilot first captures the video image currently displayed on the MED. This information does not need to be encrypted and decrypted, so at step 143 the information is given a priority depending on the type of display page captured and mission of the aircraft is on. At step 144, image information which has been captured and authenticated along with mission identification and platform identification is encrypted and provided to the data signal processing apparatus to place in the header frame of the captured image data file. At step 147 the output of priority and authentication data is transferred to the global bus to be accessed by the data signal processing apparatus 20.
If the capture mode is not active at step 142, this means that the datalink system is in the data receive mode and is receiving information from an external source via the transmit/receive medium. A query is made at step 145 as to whether the request for validation of authentication is active. If it is, the data which has been received is decrypted at step 146 to determine the Mission ID and the Platform ID of the external source which transmitted the information. Once the data has been decrypted, at step 148 the data is correlated with the mission database. If correlation can be derived from matching with known mission identification and platform, a signal to indicate the completion of authentication and validation of the received image is provided. The information requested is then placed on the global bus interface at step 150 for further processing by the data signal processing apparatus 20 to the appropriate destination.
FIG. 8 is a flowchart describing the operation of the set-up and control of the transmit/receive medium apparatus 16. At step 160, the datalink medium configuration provided by the mission avionics data link control apparatus 10 on the global bus interface is read. From this command the configuration of the transmit/receive medium is determined at step 161. A query is then made at step 162 as to whether the automatic receive and transmit mode override has been set. If it has, second query is made at step 167 as to whether the transmit/receive mode has been set. If the mode is set, at step 168 the bus command and hardware control are set up to be ready for transmitting and receiving digitized data. If the transmit/receive mode is not set, a query is made at step 169 as to whether the transmit/ receive mode transitions from on to off or the voice mode has been selected. If either is true, at step 170, the bus command and hardware controller is reset to terminate the digitized mode of operations. If the transmit/receive mode does not transition from on to off, the process goes to end.
If the mission avionics auto mode override is not set at step 162, a query is made at step 163 as to whether the direct datalink mode is set. The direct datalink uses radio to transmit the digitized data of image files without being required to interact with a data modem. If the direct datalink mode is set at step 164, command and control signals are transmitted to the radio to operate in the auto receive and transmit mode. If, at step 165, the direct datalink mode is not set, the indirect datalink is active. The datalink functions are performed through a network server. At step 165, a set up command is sent to the data modem and radio to command operations in the video imaging transfer mode. At step 166, the control of operation mode for the radio is set for use in an indirect datalink system.
A flowchart describing the operation of the digitize and control video image apparatus is provided in FIG. 9. Included with this apparatus are three functional modules, capture video 135, display video 136, and overlay video 137. In operation, the command signals and data annotation are first read from the global bus interface at step 181. At step 182 the active mode for this particular component is determined. At step 183 an inquiry is made as to whether the power-up mode is active. If the power-up mode is active, a process initialization is performed at step 184, a power-up sequence is performed at step 185, and the test results of the power-up are put on the global bus interface at step 186. If the power up mode is not active, then the query is made at step 187 as to whether the capture video mode is active. If the capture video mode is active, the video image currently appearing on a cockpit display is digitized at step 188. The image frame is then modified to include the video data annotations at step 189. The captured image frame with the video annotations is then placed on the high speed data bus 5 to the data signal processing apparatus 20 at step 190. The captured image frame is then converted to a video signal for rendering at step 191. The query is then made at step 196 as to whether the video switch is set to internal. If it is not, it is then set to internal at 197.
If the capture mode is not active, then the query is made at step 192 as to whether the view mode is active. If it is, at step 193, image frame data transmitted by the data signal processing apparatus on the high speed bus is placed in the image buffer. At step 194 the image frame is then modified to include data annotations. At step 195 the modified image frame is then converted to a video signal for image rendering. Once again at step 196 the query is made as to whether the video switch is set to internal and if it is not, it is then set to internal.
A query is made at step 198 as to whether the active continuous viewing mode is active. If it is, at step 199 the updated image frame from the high speed bus is first processed. The image frame is then modified to include video data annotations at step 220. The continuously modified image is then converted to a video signal for rendering at step 221. As with the other modes, the query is made as to whether the video switch is set to internal and if it is not, the switch is set. The main function of the digitize and control video image apparatus is to prepare video images for viewing by the pilot in the cockpit or to convert video images generated internally or received externally to digital bitmaps for storage in memory or transmission externally.
A final query is made at step 222 as to whether the continuous capture mode is active. If the answer is no, the process ends. If the answer is yes, the mission avionics data is first digitized at step 223. At step 224, the image frame currently captured is annotated to include the video data annotation. At step 225, the captured image with the video annotations is placed on the high speed bus to the data signal processing apparatus 20. At step 226 the image frame is then converted to a video signal for viewing. As with the other sub-programs, the query is then made at step 196 as to whether the video switch is set to internal, and if it is not, it is switched to internal at step 197.
The detailed operation of the data signal processing apparatus is disclosed in a flowchart of FIGS. 10a-d. The function of the data signal processing apparatus is to identify and process the different types of information which are received and transmitted through the transmit/receive medium 138 and stored in the MDU 3. This component also stores the various types of information to memory or updates the current mission plan. The apparatus performs several processes in parallel. The data signal processing apparatus also provides digitize and control video image apparatus 18 with digital bitmaps to convert to video signals to display on the MFD.
In FIG. 10a, initially commands for image data signal processing are transmitted from the mission avionics data link control 10 and are read at step 201. At step 202, it is determined which modes are active. If the power-up mode is active, according to the query at step 203, an initialization and setup of the configuration for image data signal processing is performed. At step 205, a power-up test is performed. At step 206, the results of the power-up test are then placed on the global bus interface and a complete command for the test is set at step 207. If the data signal processing apparatus is in its operational mode, the first query at step 208 is whether the image capture mode is active. If the answer to that is yes, the digitize image data from the high speed bus is received at step 209. At step 210, the index compression is computed based on the image resolution command to provide image contrast level and image transmit/receive time. The image data is then compressed and at step 211, fused with the data annotations. The capture mode is then complete at step 212 and the image data is stored in an active buffer and is ready for transferring to the MDU 3 or transmitting externally.
The process to view an image begins at step 213. If the view image mode is active, at step 215 the pilot determines which selected image frame is for viewing. At step 216 the chosen image frame is decompressed and placed on the high speed bus to the digitize and control image apparatus 18. At this point the image is converted to a video signal in analog form to display on a MFD for viewing. This process is then complete at step 218.
The procedure to send an image begins at step 219. Once it is determined that the send image mode is active, a query is then made at step 230 as to whether the direct link mode is active. If it is not, the data is formatted to an indirect data package with error correction at step 233. If the direct mode link is active, at step 231 the data is formatted for the direct link data package with error correction. At step 232, with either the indirect or direct data format the data is sent to the transmit/receive medium. At step 234, the query is made as to whether the data send is complete. The procedure is then completed at step 235.
The process to store an image begins at step 236 of FIG. 10b. Once it is determined which image is to be stored, the image title is read at step 237. At step 238, it is determined where the next available location for storing is. At step 239, a header is set up for the stored image frame and at step 240 the image is sent to the MDU 3. At step 241, the process is complete.
The procedure to delete an image begins at step 242. At step 243, it is determined which image frame has been selected for deletion. The image is then deleted and the remaining image frames are repacked at 244. At step 245, the image list is updated to indicate the deletion of a selected image frame and the updated information is then put on the global bus memory. At 248 the process is complete.
The process to delete an image list stored in memory begins at step 249. At step 250, all image data is first initialized. At step 251, this information is then updated on the global bus memory. At step 252 the process is complete.
The process to receive an image frame begins at step 253. At step 254, a query is made as to whether the direct link mode is active. If the direct link mode is active, the data is processed from the direct receive medium at step 255. If the direct link mode is not active, preparations are made at step 256 to process data from the indirect receive medium. Once the image is received, the error correction is removed at step 257 and the image data is stored at step 258. At this point the image list to the global bus memory is then updated. At step 260 the steps are complete.
The process for a continuous send of images begins at step 261 of FIG. 10c. At step 262, the query is made as to whether the first image frame is to be sent. If the answer is yes, at step 264 the first image frame is obtained. If the answer is no, at step 263 it is determined what is the change in data image from the current frame to the previous frame. Data representing the first image frame or changes from the current frame to the previous frame are formatted at step 265. The formatted data is then sent to the transmit medium at step 266. At step 267 the query is made as to whether the transmit is complete. If it is not, the procedure is continued with step 266. If it is yes, the process is then complete.
The continuous receive image process begins at step 269. At step 270, a query is made as to whether the first image frame is to be received. If the answer is yes, at step 272 first image frame data is processed from the direct receive medium. At step 274, the error corrections are removed and at step 276 the image frame is stored in memory. If the answer is no as to whether the first image frame is to be received, at step 271 changed frame data is processed from the direct receive medium. At step 273 the error correction is made and at step 275 the data is fused with other data from the previous image frame. At step 277, the image frame data is updated.
In FIG. 10d, at step 278 the query is made as to whether the continuous view mode is active. If it is, a second query is made as to whether an instantaneous image frame is complete. If the answer is yes, the decompressed image frame is placed on the high speed bus at step 280. At step 281, the image frame is ready to be transmitted to the digitize and control of video image apparatus to further process. The process is then terminated.
At step 282, the query is made as to whether the situation awareness mode is active. If it is not, the process ends. At step 283, a second query is made as to whether the request phase for situation awareness data is active based on requests from other aircraft or periodically on aircraft request. If it is active at step 285, authentication data is inserted with situation awareness data including requested SA data command. A query is then made at step 287 as to whether the direct link mode is active. If the answer is no, at step 289 the data is formatted to indirect link data packages with error correction. If the answer is yes at step 290, the data is formatted to direct link data packages with error correction. At step 292 the data is sent to the transmit medium. At step 294, a signal is sent noting completion of the requested phase.
Returning to step 283 if the requested SA phase is not active, at step 295 the query is made as to whether receiving SA data is complete. If it is complete at step 284, the error correction is removed and the situation awareness image data is compressed. At step 286, the situation awareness data is validated. At step 288, a query is made as to whether the situation awareness data is valid. If it is valid, at step 291 the situation awareness data is extracted and correlated to provide a situation awareness data update. At step 293 the completion of the situation awareness collection phase is signaled. The process is then terminated. Returning to step 295, if the receiving SA data is not complete, the process is terminated.
In operation, the avionics data link system operates in a number of modes which will be described in detail below. The novel feature of the present invention is that a data link system has been created which allows the automatic processing of multiple forms of data and analog video data, digitized video data, overlaid video annotation data, free text and precision mission avionics data. No prior art systems known have demonstrated the ability to process multiple kinds of data in real time and let the pilot of an aircraft transmit and receive mixed mode data, update flight plan, mission related data, communication operational data, and situation awareness data. Another novel feature of the present invention is the capability to automatically and instantaneously determine the stage of the mission and capture the image of mixed data for storage and transmitting to other platforms.
In the situations where the pilot wishes to view video generated by television system or thermal image systems of the mast mounted sight, annotate those images, and then store them in memory, the procedure is as follows. In the cockpit, the pilot first chooses the mast mounted sight mode to activate by pressing the MMS bezel key on the MFD to view the video from the mast mounted sight camera. The command for this flows from the pilot command processor 2 into the mission avionics graphics generator 4. The mission avionics graphics generator switches to the video images from the mast mounted sight video and these images are then transmitted to the digitize and video image apparatus 18 which was signaled to receive and display these signals through the mission avionics data link control apparatus 10. The analog video signal is digitized to include any overlaid data and then converted to video form before the video images are rendered on the multi-function display 139. At this point the pilot, through the pilot command processor 2, can direct the mission avionics data link control 10, to activate the capture video subfunction 135 with a command to the digitize and control video image apparatus 18. Once the image displayed on the multi-function display 139 is captured the pilot may, through different mechanisms in the cockpit, annotate the image. These annotation commands come through the mission avionics data link control 10 on to the global bus 5, and the image is then annotated through the data signal processing apparatus 20. Once the video image has been annotated, it can be compressed and formatted for either transmitting externally through the transmit/receive digitized data medium 138 from the data signal processing apparatus, or storing in memory (MDU) 3.
When the pilot transmits information externally, a command signal is sent through the mission avionics data link control 10 to the setup and control of transmit/receive medium apparatus 16 in order to configure the transmit/receive digitized data medium 138 to transmit image information. As described above, the transmit/receive digitized data medium 138 transmits either directly to a radio or to a radio via a digital modem. If the pilot wishes to transmit stored information, a command through the mission avionics data link control 10 to the data signal processing apparatus 20 retrieves the information from MDU 3 via the image data storage and retrieval interface apparatus 135. This information is encoded with error correction by the error correction apparatus 132 and then received by the data signal processing apparatus 20 for packaging. Depending on the chosen mode of operation for the datalink, the medium is configured accordingly and the information with a customized format is transmitted externally.
In the situation where the aircraft receives video, mission update, or situation awareness data externally, this information is first received through the transmit/receive digitized data medium 138. As described above, this medium is configured to receive the digitized image data that is being transmitted by an external source. From the medium, the information is transferred to the data signal processing apparatus 20. Once the signal processing means identifies the type of data received, the prioritization and authentication apparatus 14 is activated. Authentic image data received externally is encoded to validate mission ID and aircraft ID. Once authenticated, the data is then prioritized according to the type of mission the aircraft is on, aircraft identification, and the type of information contained in image file. Based on the priority assigned, a determination is made for each received image file as to whether to present to the pilot, to eliminate, or store away. When received image file has an acceptable priority, its error correction is removed at 132 and the compressed image file is stored in 3.
When an aircraft is flying a mission, certain types of information are more important to a pilot successfully completing the mission than others. The present invention includes a prioritization scheme which prioritizes the type of data received based on its content. For example, mission data containing video of engagement scenes and armament status or situation awareness data from a coordinate airplane are of greater importance and have a higher priority than regular map video images being transmitted by another aircraft. As such, this situation awareness data is immediately provided to the situation awareness overlay data apparatus 8 for inclusion on any of the images generated by the moving map generator 6. If the image data which is received is of low priority, the data signal processing apparatus 20 will assign an image header and store it in MDU 3. The pilot then may later retrieve this information for view or re-transmit.
All images which are stored in memory 3 are in a digital compressed form. If the pilot wishes to retrieve and view an image stored in memory, a command is first sent to the mission avionics data link control 10 which then through the data signal processing apparatus 20 retrieves the image from memory 3. The image is converted to a digital bitmap by data decompression/compression apparatus 131 and transmitted via the high speed data bus to digitize and control video image apparatus 18 which then converts the retrieved image from a digital bitmap to an analog video signal. This analog video signal is then transmitted to the MFD 139 for viewing by the pilot. As the image is being viewed, the pilot may annotate and then re-capture the image with subfunction 135. Through commands to the image data annotation apparatus 12 and the mission avionics graphics generator 4, from the pilot, the annotation process is completed. This annotated video image may then be converted back to a digital map which is then either put in memory 3 or transmitted externally via the data signal processing apparatus 20.
When mission update information is received from an external source, it is first identified by the data signal processing apparatus 20 and then authenticated via the prioritization and authentication apparatus 14. Once authenticated and otherwise decompressed and error corrections removed, it is transmitted via the global bus 5 based on its content to either the flight plan update and activate apparatus 110, the battlefield graphics update and activate 111, the target update and activate apparatus 112, the prepoint update and activate apparatus 113, or the communications update and activate apparatus 114. When this information is received, an advisory message to the pilot will appear on the screen of the MED 139 in the cockpit as to whether the pilot wishes to update this information or to, at least for the time being, ignore it. If the pilot wishes to update the mission information, the update is made to the active on-board database and will instantly affect the graphics presentation of newly activated flight plan, battle field graphics, targets which appear to the pilot on the MFD. For example, if the target is updated, this will appear on the images generated by either the moving map generator 6 or the mission avionics graphics generator 4.
If the pilot wishes to either delete images or whole data lists which are stored in memory, the pilot sends a command via the mission avionics data link control apparatus 10 to display the current image list on the MFD 139. The pilot may then select to either delete the entire list or the particular image, and the memory is automatically packed and the image list is updated. If the pilot wishes to increase image contrast or reduce the transmit time, the pilot sends a command via the mission avionics data link control apparatus 10 to the data signal processing apparatus 20 to either increase or decrease compression index.
Finally, in the situation where the pilot receives video images from an external source, the video images are transmitted via the transmit/receive digitized data medium 138 to the data signal processing apparatus 20. If the pilot does select to view any received images, this image file is decompressed by 131 and transmitted via the high speed data bus to the digitize and control video image apparatus 118, which then converts the bitmap to an analog video signal which is then transmitted to the MFD 139 for viewing. At this point the pilot may wish to annotate it, and then recapture the display image. Once this process is done, the digitize and control video image apparatus 18 then converts the annotated video image back to a digital bitmap and transmits it via the high speed data bus to the data signal processing apparatus 20. At this point, the data is then compressed via the data decompression/compression apparatus 131 and stored in memory 3. Subsequently, the pilot may retrieve the image for viewing or externally transmitting.
The foregoing is a novel and non-obvious embedded mission avionics data link system. The applicant does not intend to limit the invention through the foregoing description, but instead define the invention through the claims appended hereto.
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|U.S. Classification||340/945, 340/963, 340/961, 340/971, 340/990, 701/454, 701/409|
|International Classification||G01C23/00, G01C21/00, G08G5/00|
|Cooperative Classification||G08G5/0008, G08G5/0052, G08G5/0013, G01C23/00|
|European Classification||G01C23/00, G08G5/00A4, G08G5/00E1, G08G5/00A2|
|25 Jul 1996||AS||Assignment|
Owner name: HONEYWELL INC., MINNESOTA
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:TRAN, MY;SABATINO, ANTHONY;REEL/FRAME:008056/0908
Effective date: 19960725
|29 Aug 2002||FPAY||Fee payment|
Year of fee payment: 4
|23 Aug 2006||FPAY||Fee payment|
Year of fee payment: 8
|18 Oct 2010||REMI||Maintenance fee reminder mailed|
|16 Mar 2011||LAPS||Lapse for failure to pay maintenance fees|
|3 May 2011||FP||Expired due to failure to pay maintenance fee|
Effective date: 20110316 | aerospace |
https://www.robertbaileyphotography.com/articles_336831.html | 2019-05-24T19:40:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257731.70/warc/CC-MAIN-20190524184553-20190524210553-00037.warc.gz | 0.900254 | 166 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__31046947 | en | Italian Air Force
Although I spend the majority of my time these days taking pictures underwater, I'm always tempted to go out and do something different. Taking pictures of aircraft is an interesting technical challenge, and depending on whether you're doing propeller driven planes, and or the latest stealth jet fighters, you need to use different techniques. For planes with propellers you need to use a slower shutter speed (shutter priority), depending on the planes, shutter speeds needed to show motion blur vary from 1/60 - 1/250 depending on engine speeds. Obviously for jets, the fastest shutter speeds possible, 1/4000 - 1/8000 for example (aperture priority). This maneuver was done by the Italian Air Force Frecce Tricolori, I believe it's supposed to be the Italian flag. Quite impressive ... | aerospace |
https://www.restec.or.jp/en/business/research.html | 2020-09-29T08:25:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401632671.79/warc/CC-MAIN-20200929060555-20200929090555-00482.warc.gz | 0.925618 | 838 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__275781589 | en | Research and Development
Always researching more ways to show you more of our earth
The field of remote sensing applications is extremely broad. In order to apply observation data to these fields, it is necessary to conduct a wide range of research activities ranging from fundamental research on the observation of target objects to applied research corresponding to application needs, including combination with other information sources. There is also a need to develop technologies for the storage and processing of data obtained through satellite observation, as well as application technology and systems for data usage.
RESTEC has continued to conduct research ranging from fundamental research such as studies on the reflective properties of target observation objects, to applied research in the areas of environmental monitoring and management of forests, water resources, the atmosphere, and oceans, food safety and security, disaster prevention, development of information on national land and infrastructure, and other fields of data application. At the same time, it is engaged in the development of calibration technologies such as radiometric and geometric calibration of observation data, the development of ground systems for the reception, processing, and storage of satellite data, as well as the development of software such as data application systems that incorporate the latest trends in technology, including Open GIS Consortium (OGC) and International Organization for Standardization (ISO). In addition, it is engaged in the development of remote sensing equipment.
In the future, RESTEC aims to keep up these research and development activities, and contribute to the development of remote sensing by harnessing the experience it has built up thus far.
Extraction of ground subsidence area through dierential interferometry analysis
We conduct research and development on high-precision measurement methods for ground and slope movements that can not be recognized by the human eye.
The figure shows an example of the extraction of ground subsidence area through differential interferometry analysis using synthetic aperture radar (SAR). We can see the extracted surface images of ground subsidence and landslide that occurred around the coalmine. This method facilitates the periodic measurement of ground subsidence over a wide area, with centimeter accuracy.
Image extraction of inundated regions through combined analysis by SAR and optical sensor
We conduct research and development on the analysis method and its application derived from combination usage of SAR and optical sensor.
The figure shows the tsunami-inundated region extracted from SAR image, based on an analysis using hyperspectral sensor. Harnessing the characteristics of optical and SAR sensors, we can make it possible to extract the tsunami-inundated region over a wide area based on such combined analysis.
Algorithm research and development
RESTEC has conducted research and development on algorithms used to create high-resolution and high-precision digital surface models (DSM) based on stereo observation images obtained from the PRISM sensor mounted on ALOS. Using this software, it is possible to create highly precise and accurate DSM from three-directional vision (or two-directional vision) data obtained from the PRISM sensor.
In addition to the 3D display of satellite images using DSM, various other forms of applications are also possible, including the estimation of flood damage.
Research and development of satellite reception and processing facilities
The Geo-Informatics and Space Technology Development Agency (Public Organization “GISTDA” ), Thailand has commissioned RESTEC to add ALOS reception, processing, and distribution functions to existing earth observation station facilities owned by GISTDA. As a result of RESTEC’s efforts, it is now possible for these earth station to receive, record, store, process, and distribute data upon the issuance of ALOS observation requests. The station has also been enabled to carry out advanced processing of data.
Calibration and Validation of Satellite Observation Data
We carry out comprehensive validation of data through various methods. These include geometric calibration, which ensures the positional precision of satellite images, radiometric calibration, which ensures precision in the degree of brightness of images, and analysis of measurements of on-site data, which ensures the precision of estimations of physical quantities. Through these means, we provide assurance for the quality of satellite observation data. | aerospace |
https://www.shepmedia.com/embarking-jobs-for-your-better-career/ | 2023-09-28T20:25:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510454.60/warc/CC-MAIN-20230928194838-20230928224838-00441.warc.gz | 0.955646 | 483 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__114330732 | en | Air jobs are always full with excitement and in present period our generation specially want be an employee in this air field. But it it’s a selective process because one can find various jobs regarding air field.
Air Hostess Job is a moving airborne job; it is full of changeable flying occurrences. One can find the easiest forms like it represents cabin crew, flight attendants, and air stewardess. In Air Hostess Job the main focus is on the safety of passenger with the secondary services like supply of drinks and make sure to provide the possible comfort during a flight, as a flight assistant. It is not erroneous to speak if you have zeal to deal with people or you like to serve up people and always ready to help them, you better to connect the section of Air hostess exclusive of wasting a single diminutive. An air hostess job is to take concern of people both in a crisis along with through a flight to make them feel more relaxed.
If you are selecting Cabin Crew Career then also it’s a very good profession. Cabin crew is on board an aircraft for safety reasons. In case of a real life disaster, the cabin crew must make sure that passengers follow the leader commands, use protection apparatus properly, and stay as calm as probable. Throughout the flight, if you chosen Cabin Crew Career then the cabin crew expend a lot of time to look after the relieveness of the traveler. These engross giving special concentration to children wandering unaided, disabled people or people who are ill. Crew must emerge friendly and understanding to any person needs the help, recommend comfortless, empathize or smooth, on epoch, hard pressure. In Cabin Crew Career you also find other responsibilities during the flight includes preparing and serving foods plus drinks and cleaning up afterwards, selling responsibility free goods, and helping passengers use in flight entertainment system. There is also paperwork to absolute; this can comprise flight reports, customs and immigrations documents, and accounts of duty free sales along with meal and drink orders.
However, the jobs are the same but names have changed over time. That change does not manipulate the basic wants of the job, but the precedence’s has changed, and now the primary job of an air hostess is to secure the passengers or make positive the safety of those on board the aircraft in the incident of an emergency. | aerospace |
http://www.arirang.co.kr/News/News_View.asp?nseq=164621 | 2017-01-20T03:46:14 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280774.51/warc/CC-MAIN-20170116095120-00388-ip-10-171-10-70.ec2.internal.warc.gz | 0.656202 | 402 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__96455469 | en | Armed U.S. aerial vehicles are patrolling the skies above the Iraqi capital of Baghdad.
Pentagon officials say "predator" drones have been deployed to protect the city, which is considered the crown jewel for Islamic insurgents that are sweeping through the country.
The U.S. says the unmanned aircraft are intended to protect U.S. military assessment teams on the ground in Iraq.
The New York Times, citing an anonymous U.S. official, reports that Iran is also flying surveillance drones over Iraq and sending military equipment there to help the government in its fight against ISIL militants.
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단, 영상 자료는 저작권 문제로 자유이용이 제한되니, 담당자에게 확인하여 주시기 바랍니다.
(국제방송교류재단 김형선 : ☎02-3475-5263) | aerospace |
https://www.defenceaviation.com/top-5-aircraft-in-operation-odyssey-dawn-to-enforce-no-fly-zone-in-libya/ | 2023-12-06T05:07:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.13/warc/CC-MAIN-20231206031946-20231206061946-00481.warc.gz | 0.929719 | 533 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__143386881 | en | A multi-national coalition began a military intervention in Libya to implement United Nations Security Council Resolution 1973, which was taken in response to events during the 2011 Libyan uprising.
On 19 March, military operations began, with US and British forces firing over 110 Tomahawk cruise missiles, the French Air Force and British Royal Air Force undertaking sorties across Libya and a naval blockade by the Royal Navy. Air strikes against Libyan Army tanks and vehicles by French jets have since been confirmed.
Initial NATO planning for a possible no-fly zone took place in late February and early March, especially by NATO members France and the United Kingdom. France and the United Kingdom were early supporters of a no-fly zone and have sufficient air power to impose a no-fly zone over the rebel-held areas, although they might need additional assistance for a more extensive exclusion zone.
The U.S. has the air assets necessary to enforce a no-fly zone, but was cautious to support such an action prior to obtaining a legal basis for violating Libya’s sovereignty. However, due to the sensitive nature of military action by the U.S. against an Arab nation, the U.S. has sought Arab participation in the enforcement of a no-fly zone
1 – B-2 Spirit: Following the initial launch of Tomahawk missiles, three U.S. Air Force B-2 Spirit aircraft from Whiteman Air Force Base, led strikes on a variety of strategic targets over Libya. U.S. fighter aircraft created airspace where no enemy forces could advance on Libyan opposition troops.
2 – EuroFighter Typhoon: RAF Typhoons flew their first ever combat mission while patrolling the no-fly zone over Libya in support of United Nations Security Council Resolution (UNSCR) 1973.
3 – Rafale: French Rafale patrolled the skies over Benghazi, flying air superiority missions and threatening ground strikes against Libyan Army armor. They were supported by in-flight refueling tankers and airborne warning and control systems aircraft. The Corsican airbase of Solenzara has become the base for those combat aircraft.
4 – F-16: The UAE air force has committed six F-16 and six Mirage aircraft to participate in the patrols that will enforce the no-fly zone now established over Libya.
5 – C-17 Globemaster III: Qatar officials deployed two C-17As to Europe supporting the Franco-Qatari detachment and delivering humanitarian assistance as part of their participation in the operation focused on protecting the Libyan people.
List of other Aircraft in the campaign:
AV-8B Harrier jets
United Arab Emirates: | aerospace |
https://scratch.mit.edu/users/Guruvar_P/ | 2021-08-03T18:10:18 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154466.61/warc/CC-MAIN-20210803155731-20210803185731-00594.warc.gz | 0.905073 | 326 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__274089719 | en | Scratcher Joined 3 months, 3 weeks ago United States
Hi! I'm a friendly rocket! I like getting my astronauts into space! I also do coding and I love soccer!
* Note Humans do something called an "f4f" so f4f's are ok!
What I'm working on
I'm Working on a project called Space Warfare! You probably guessed I love space games and projects because I'm a rocket!
Featured ProjectEarth Defense (Mothership unlocked!)
What I've been doing
Shared Projects (13)View all
Favorite ProjectsView all
- Among Us 3D ✪ Action Adventure Space Games with Music ✪ Nerf your crewmates Op version by MysteryCoder2
- Earth Defense (Mothership Unlocked!) by Guruvar_P
- preston - α plαtfσrmєr #games by lolman672
- Happy 2021 Scratch Cat Month! (Animation) by Guruvar_P
- Quiz Break by Guruvar_P
- Gran Ama's Anagrams Quiz by Guruvar_P
- Keepy Uppy by Guruvar_P
- Super Dodgeball by Guruvar_P
- Snowboarding game! by KingMidasll
- Earth Defense (Mothership unlocked!) by Guruvar_P
- Space Swarm by Guruvar_P
- Coin Collector [GAME] by Guruvar_P
- Shop Cat by Guruvar_P
- Penguin Patter by Guruvar_P
- Spiral Rider (Touch Friendly) by Guruvar_P | aerospace |
https://www.arlingtoncemetery.net/rwhendrickson.htm | 2024-04-15T22:20:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817033.56/warc/CC-MAIN-20240415205332-20240415235332-00297.warc.gz | 0.969588 | 1,265 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__69920325 | en | Reuben William Hendrickson born May 12, 1921 in Tamarack Hill, Michigan and graduated from Dollar Bay High School in May 1939 with a partial scholarship to Michigan College of Mining and Technology. He attended MTU until the outbreak of World War II, when he signed up with the “Traveling Aviation Cadet Examining Board #1” on January 12, 1942. He attended Aviation Cadet Schools at Kelly Field, Chicasha Field, Randolph Field, and graduated at Moore Field, Mission, Texas, on September 6, 1942 in the largest class of military pilots from seven advanced flying schools of the Gulf Coast Army Air Forces Training Center since their inception. He was awarded his Wings, and commission as a Second Lieutenant, trained as a single engine fighter pilot.
He went to Drew Field, Florida, to hone in his flying skills on the P-39's (80 transitional hours), and in the P-40's (10 transitional hours) for 3 months.
He received orders for an overseas destination to begin on January 5, 1943. He left the United States on December 24, 1942, for Landi Field, Karachi, India, where he was assigned to the 10th Air Force, 51 Fighter Group, 25th Fighter Squadron. This Squadron's main objective was to protect and defend Burma. In March 1943 he was transferred to the 14th Air Force, 23 Fighter Group, 74th Fighter Squadron in Yunnanyi, China under General Claire Chennault. After a surprise attack on this Air Field by the Japanese on April 26, 1943, which destroyed most of their planes, the 74th Squadron was moved to an airstrip at Kweilin, China, where he remained until his discharge from the War.
He was awarded the Air Medal for flying 25 missions, and the Distinguished Flying Cross for 50 missions flown during his 21 months in combat. Madame Chang Kai-Chek awarded to he and his Squadron with the “Third Order of the Golden Eagle” or the Chinese Air Medal. He left China in March 1944 and returned to Landi Field in Karachi where he helped train the new pilots coming into the war.
He returned to the States in September 1944, and continued his Army Air Corps career.
New assignments were stateside: Armament School at Buckley Field, Colorado, in 1945, and Strother Field, Kansas, participating in an operational training unit that was preparing new pilots for combat in P-47's.
From August 1946 until April 1949 his assignments were: Maintenance Officer, Recruiting Officer and Statistical Control Officer at Grand Island, Nebraska, Statistical Control School at Lowry Air Force Base, Colorado, Armament Officer, Squadron Adjutant, Group Personnel Officer, Wing Legal and Claims Officer and Assistant Wing Personnel Officer at MacDill Air Force Base, Florida. In 1949, he joined the now new branch of service called the Air Force as a full time Officer, he was in the Army Air Corps Reserve until this time.
In 1950, he was appointed Commander of the 306th Air Refueling Squadron at MacDill. In February 1951 ordered to Headquarters 2nd Air Force at Barksdale Air Force Base in Shreveport La and made Chief of the Officer Assignments Branch in the Personnel Directorate.
On April 27, 1952 he departed for a temporary duty with the 307th Bombardment Wing stationed at Kadena Air Force Base in Okinawa, Japan. From May 1952 through December 1952 he was Director of Personnel for the 307th, and in addition, flew 6 night combat bombing missions over Korea.
He returned to Barksdale Air Force Base and was made Chief of the Airmen Assignments Branch in the Personnel Directorate, in April 1954, he advanced to the Chief of the Assignments Division. In 1956, he transferred to Maxwell Air Force Base to attend Air Command and Staff School.
His career continued at Bowling Air Force Base and working at the Pentagon until 1961 when he transferred to Europe, where he was Director of Personnel of the 366th Tactical Fighter Wing at Schulthorpe, England, and at Chaumont France, and again stateside at Holloman Air Force Base, New Mexico where he retired from the 366th Tactical Fighter Wing in December 1965 after 24 years of service to his country at the rank of Lieutenant Colonel.
Medals earned during his career:
Air Medal World War II
Distinguished Flying Cross
Good Conduct Medal
Air Force Commendation Medal (March 1958)
Army Commendation Medal (World War II) with one silver Oak Leaf Cluster
Distinguished Unit Citation (World War II)
Asiatic Pacific Campaign with Oak Leaf. (Presidential Medal)
American Campaign medal (World War II)
Asiatic Pacific Campaign with 4 bronze stars (World War II)
World War II Victory Medal
National Defense Medal World War II
Armed Forces Reserve Medal
Air Force Longevity Service Ribbon with 4 silver oak leafs (years of service in Air Force)
Korean Service Medal with bronze star
Korean Distinguished Unit Citation (Presidential medal)
United Nations Service Medal for Korea.
After his retirement from the Air Force, he worked for the Department of Intelligence through the Department of Defense until 1985 when he retired to enjoy his fishing, and gardening, and his grandchildren.
Colonel Hendrickson died on 28 May 2001 and wad buried with full military honors in Arlington National Cemetery.
HENDRICKSON, REUBEN W
- LT COL US AIR FORCE
- WORLD WAR II, KOREA
- DATE OF BIRTH: 05/12/1921
- DATE OF DEATH: 05/28/2001
- BURIED AT: SECTION 70 SITE 202
ARLINGTON NATIONAL CEMETERY
Read our general and most popular articles
Michael Robert Patterson was born in Arlington and is the son of a former officer of the US Army. So it was no wonder that sooner or later his interests drew him to American history and especially to American military history. Many of his articles can be found on renowned portals like the New York Times, Washingtonpost or Wikipedia.
Reviewed by: Michael Howard | aerospace |
https://www.newsorigins.com/microsoft-netflix-create-new-learning-modules-for-data-science/ | 2021-03-07T02:23:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178376006.87/warc/CC-MAIN-20210307013626-20210307043626-00048.warc.gz | 0.9146 | 451 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__217705128 | en | Microsoft has reportedly inked a collaboration with streaming platform Netflix, to create three new data science learning modules. Drawing inspiration from a new Netflix original title “Over the Moon”, the modules are designed to guide learning through the basic concepts of machine learning, AI (artificial intelligence), and data science.
The new learning path, Explore Space with “Over the Moon” consists of three modules; using the Python Pandas library to plan a Moon mission, using VC Code and Python to predict meteor showers, as well as using artificial intelligence to identify objects in images via Azure Custom Vision.
According to a statement released by Microsoft, the learning module allows users to plan their own mission to the moon, like the film’s hero Fei Fei. It enables users to ensure that their rockets get them to the moon, as well as bring themselves and their moon rocks back to Earth safely, by analyzing and visualizing data sets using common data cleansing methods.
For the record, “Over the Moon” centers around Fei Fei, a young girl who constructs her own space rocket, using her imagination, resourcefulness, and creativity to plan a mission to the moon.
Microsoft’s new learning program gives the user the ability to develop their own machine learning prediction model. This is done after cleansing a space-based data set on meteor showers or leveraging AI to repurpose the lunar rover’s camera, in order to search the moon’s surface for Bungee, Fei Fei’s friend, before heading back to Earth. A certain level of coding skill, while not mandatory to progress, is recommended.
Netflix’s UCAN Marketing Partnerships Head, Magno Herran has reportedly stated that the company has shown excitement at partnering with Microsoft to give life to some of the space travel challenges faced by Fei Fei in the movie, via real-world technical application in the new learning path.
Corporate VP, Cloud+AI, Charlotte Yarkoni also commented on the new development, stating that while “Over the Moon” is focused on a young hero, the technical learning aspect and storyline holds vast appeal for post-secondary students and upskilling professionals as well. | aerospace |
https://turtledove.fandom.com/wiki/Herschel#Herschel_in_.22Les_Mortes_d.27Arthur.22 | 2021-12-03T03:33:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362589.37/warc/CC-MAIN-20211203030522-20211203060522-00031.warc.gz | 0.908304 | 391 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__76270719 | en | Herschel is a crater on Mimas, a moon of Saturn. This 130 km across crater is the moon's most distinctive feature. Arthur's diameter is almost a third of the moon's own diameter; its walls are approximately 5 km high, parts of its floor measure 10 km deep, and its central peak rises 6 km above the crater floor. The impact that made this crater must have nearly shattered Mimas: fractures can be seen on the opposite side of Mimas that may have been created by shock waves from the impact traveling through the moon's body.
NASA sent the two Voyager spacecraft on flybys of Saturn in 1979 and 1980. The International Astronomical Union set a guideline for naming geological features on Mimas after people and places from Malory's Le Morte d'Arthur legends. NASA gave the biggest crater on the moon the tentative name of Arthur after King Arthur. However, the IAU formally chose the name of Herschel after William Herschel (1738-1822), discoverer of Mimas.
Herschel in "Les Mortes d'Arthur"
In the late 22nd Century, the Winter Olympic Games featured events on Mimas, a Saturnian moon. Arthur, the most spectacular crater on the moon, made an attractive sporting venue. The most spectacular part of the Games was the five-kilometer ski jump which involved skiing down a runway on the side of Arthur's central peak and then jumping over 10 kilometers down range from the end of the track.
In Harry Turtledove's introduction to the story in Departures, he indicates he worked from a preliminary map submitted by the Voyager science team before the official name was chosen. He decided "Les Mortes d'Herschel" made for a less dramatic title and so left well enough alone.
- See Departures, pg. 256, PB. | aerospace |
http://cjhunter.com/jobsearch/showjob.html?resultid=RiS5NW&offset=23&PageSize=ALL&PageTitle=%3Cspan+style%3D%27font-weight%3Abold%27%3EAero+Thermal+Fluids+Analyst+-+%3C%2Fspan%3EJob+Title%3A+Aero+Thermal+Fluids+Analyst%0D%0A%0D%0ALocation%3A+Jupiter%2C+FL%0D%0A%0D%0ADuration%3A+12%2B+months%0D%0A%0D%0APay+Rate%3A+Flexible+dependent+on+experience%0D%0A%0D%0ASpecial+Requirements%3A%0D%0A%0D%0ACandidates+must+ei..&SIDW=2615de562e42b50732535a36c838865b.VUlEPTI2MDQ3NTMw | 2017-10-17T18:54:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187822480.15/warc/CC-MAIN-20171017181947-20171017201947-00274.warc.gz | 0.829583 | 295 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__230431238 | en | Candidates must either have a current Secret clearance or have had a Secret clearance in the last two years
Candidates must be U.S. Citizens
Permanent residents are NOT eligible for this role
Dual citizens are NOT eligible for this role.
Candidates with a current non-U.S. passport in addition to a U.S. passport are NOT acceptable
Conduct aerothermodynamic and heat transfer design and analysis of hypersonic air-breathing propulsion systems (ramjets/scramjets) and/or liquid rocket engines.
Develop thermal models to design and analyze cooled and un-cooled engine components.
Develop fluid flow models using Computational Fluid Dynamics codes or other analytical tools.
Design, test and analyze data from component rigs to supplement or validate analytical models.
Support planning and testing of engines (ground and flight) and analyze the test data.
Document work performed in the form of reports and briefings.
Knowledge of aerothermodynamics and heat transfer as applied to scramjet and/or liquid rocket engine systems, including turbomachinery and combustion devices.
High proficiency levels in ANSYS Mechanical or Workbench heat transfer analysis tools, ANSYS CFX, FLUENT or comparable CFD codes.
B.S. degree or higher in Mechanical or Aerospace engineering, or equivalent engineering
17177 PRESTON RD STE 300
DALLAS, TX 75248 | aerospace |
https://tasp.aero/power/transition-piece-maintenance/ | 2023-11-29T11:50:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100081.47/warc/CC-MAIN-20231129105306-20231129135306-00127.warc.gz | 0.923372 | 153 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__136781242 | en | The Transition Piece connects the combustion chamber to the turbine and acts as a nozzle that directs hot gases to the guide vanes of the turbine.
The TP is exposed to high thermal stress levels during operation, which makes it one of the most critical components of the entire engine. Therefore, it is coated with Thermal Barrier Coating (TBC), like the other combustion components.
Thorough grinding or grit blasting is essential prior to the maintenance process for both visual and red dye penetrant inspection to clearly identify the damaged areas. In addition to the cleaning and inspection processes, Aero Space Power performs TIG welding repair on certain areas. Due to the high heat exposure during welding, geometric control of the parts and taking other measurements require a great deal of expertise and practice. | aerospace |
http://pmraceteam.com/jet | 2019-05-26T17:23:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232259327.59/warc/CC-MAIN-20190526165427-20190526191427-00313.warc.gz | 0.949315 | 142 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__79920614 | en | The Jet class began as an invitation-only class, featuring match racing with Aerovodochody L-39 Albatros jets.Currently the class includes other aircraft such as Provost, Iskra, Fouga, L-29 Delphin and the DeHavilland Vampire. Many of the aircraft are former training aircraft from militaries around the world. They increasingly feature wild and appealing paint schemes on their aircraft. Speeds can exceed 500 mph around their course.
One of the Iskra aircraft, Race #1 “Hot Section” is sponsered by Kissimmee Air Mueseum, the Home of Warbird Adventures and Team Precious Metal. | aerospace |
https://pleasantonmortgage.com/2023/01/23/within-the-greatest-fight-for-cislunar-house-space-between-earth-and-the-moon-with-100-lunar-missions/ | 2023-01-29T09:16:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499710.49/warc/CC-MAIN-20230129080341-20230129110341-00778.warc.gz | 0.940983 | 1,707 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__133028676 | en | Area is ready to get crowded with as much as 100 lunar missions set to be introduced inside the subsequent decade.
A ways from being empty blackness, house seems to develop into busier than ever, surpassing the extent of passion within the moon for the reason that Chilly Battle house race of the Fifties and 60s.
However relatively than widely known firms akin to Jeff Bezos’ Blue Starting place or Richard Branson’s Virgin Galactic collaborating, who’ve to this point introduced rockets in low-Earth orbits, there are a bunch of a number of different international locations and personal firms which might be making plans missions to the Moon.
Such a lot of firms are lining up mavens are predicting the world between Earth and the moon, particularly referred to as cislunar house, to develop into strategically necessary.
There could also be worry that as the world turns into busier it might doubtlessly result in larger festival over sources and positioning, in addition to geopolitical conflicts.
Area is ready to get crowded with as much as 100 lunar missions set to be introduced inside the subsequent decade. Above, the firms who’re making plans to participate –
NASA’s Artemis I Area Release Machine (SLS) rocket, with the Orion tablet hooked up, launches at NASA’s Kennedy Area Heart in November. The Artemis I project will ship the uncrewed spacecraft across the moon to check the automobile’s propulsion, navigation and tool programs as a precursor to later crewed project to the lunar floor
Elon Musk, co-founder and leader govt officer of SpaceX began the corporate in 2002 with the objective of decreasing the price of house launches and making it conceivable for people to live to tell the tale different planets
To the Moon and again?
NASA has recognized 9 firms it believes are as much as the duty of having its experiments to the Moon (and perhaps again):
- Astrobotic Generation (primarily based in Pittsburgh)
- Deep Area Techniques (primarily based in Littleton, Colorado)
- Draper (primarily based in Cambridge, Massachusetts)
- Firefly Aerospace Inc. (primarily based in Cedar Park, Texas)
- Intuitive Machines LLC (primarily based in Houston)
- Lockheed Martin Area (primarily based in Littleton, Colorado)
- Masten Area Techniques Inc. (primarily based in Mojave, California)
- Moon Categorical (primarily based in Cape Canaveral, Florida)
- OrbitBeyond (primarily based in Edison, New Jersey)
Each america and China have bold lunar exploration techniques within the works, with plans to land astronauts at the moon and construct habitats and infrastructure in orbit.
In April 2021, NASA decided on Elon Musk’s SpaceX to broaden a human touchdown device variant of its Starship automobile to take astronauts to the lunar floor throughout NASA’s Artemis-III project.
As a part of that contract, SpaceX will habits an uncrewed demonstration project to the Moon prior within the close to long term.
With the belief of Artemis I in December, consideration will now shift towards SpaceX. NASA is depending on a model of Starship, the corporate’s next-generation spacecraft that has now not but flown to house, to land astronauts at the moon.
SpaceX additionally plans to release a personal staff on a tourism flight in lunar orbit.
Different international locations, akin to South Korea, the UAE, India, and Russia even have deliberate robot missions to the Moon whilst personal firms within the U.S., Japan, and Israel also are racing to the moon.
‘We are already seeing this competing rhetoric between the U.S. govt and the Chinese language govt,’ mentioned Laura Forczyk, govt director of Astralytical, an area consulting company primarily based in Atlanta advised NBC.
‘The U.S. is pointing to China and pronouncing, “We wish to fund our house tasks to the moon and cislunar house as a result of China is making an attempt to get there and declare territory.” After which Chinese language politicians are pronouncing the similar factor about the US.’
Whilst greater get entry to to house brings many advantages, it additionally raises the potential of tensions over competing pursuits which may have important financial and political penalties.
‘Throughout the Chilly Battle, the gap race was once for nationwide status and tool,’ mentioned Kaitlyn Johnson, deputy director and a fellow of the Aerospace Safety Challenge on the Heart for Strategic and World Research to NBC Information. ‘Now, we have now a greater figuring out of the type of advantages that working in cislunar house can deliver international locations again house.’
A SpaceX Falcon 9 rocket sporting NASA’s Imaging X-ray Polarimetry Explorer (IXPE) spacecraft is observed at sundown at the release pad at Release Complicated 39A in Cape Canaveral, in December 2021
Cislunar house in most cases refers back to the space between Earth and the Moon, together with the moon’s floor and orbit.
Lunar missions and actions together with touchdown at the Moon, launching from the Moon, and development habitats and infrastructure on or across the Moon along with verbal exchange and navigation satellites would all be thought to be to be happening in cislunar house.
In November, the White Space launched its personal technique for interagency analysis on ‘accountable, non violent, and sustainable exploration and usage of cislunar house.’
The gap businesses and industrial firms taking a look to release will likely be in need of explicit strategic orbits and trajectories,
‘It could appear to be house is large, however the explicit orbits that we’re maximum taken with get stuffed up speedy,’ Forczyk added.
The surprising building up in site visitors is because of release prices changing into less expensive thank you to higher era and extra festival riding down the cost of firing gadgets into orbit.
The possible is but untapped by way of there seem to be sources out in house that would assist human missions whether or not it’s ice deposits at the Moon to treasured metals in asteroids.
A rocket introduced by way of the Indian Area Analysis Organisation, Chandrayaan-2 (Moon Chariot 2), is observed in 2019
‘As soon as other people began actually pondering via that, they learned that that water-ice can give really extensive sources or permit the collection or number of sources in different places within the sun device,’ mentioned Marcus Holzinger, an aerospace engineering professor on the College of Colorado.
Water ice may just assist maintain human colonies at the Moon, or be cut up into oxygen and hydrogen to gas rockets heading into deep house.
In 1967 the Outer Area Treaty noticed greater than 110 international locations counted signing on stating outer house must be used to learn all of humankind with nobody nation in a position to assert or occupy the cosmos.
In 2020, the Artemis Accords established nonbinding multilateral agreements between the U.S. and a couple of dozen international locations to deal with non violent and clear exploration of house.
‘Now we are form of seeing the rubber hit the street as a result of impulsively there are doubtlessly geopolitical pursuits or industrial pursuits,’ Holzinger mentioned. ‘We need to perhaps get a hold of a extra nuanced manner.’
Some other tough a part of cislunar house is the selection of gadgets already up there together with satellites in low-Earth orbit and geostationary orbit.
Their paths are continuously now not round making them tougher to seek out and stay observe of, thus presenting their very own demanding situations.
The further from Earth satellites and different spacecraft could also be, the tougher it’s to are expecting their paths with their trajectories influenced by way of the planet, Solar and Moon.
But when people wish to undertaking past the Moon and head to Mars protection and transparency will likely be key.
‘The ones parts need to be there,’ Jim Myers of study group The Aerospace Company mentioned. ‘Until we do that in an overly considerate approach, until we plan, we are going to run into all kinds of bother.’ | aerospace |
https://dailyuknews.com/science/space-bubble-three-astronauts-will-return-to-earth-tomorrow-after-almost-200-days-on-the-iss/ | 2021-10-22T00:12:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585449.31/warc/CC-MAIN-20211021230549-20211022020549-00295.warc.gz | 0.930379 | 826 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__88470445 | en | Now that’s a proper COVID bubble! Three ISS astronauts will return to Earth tomorrow after being in space with each other for almost 200 days
- The trio are NASA’s Chris Cassidy and Russia’s Anatoly Ivanishin and Ivan Vagner
- They arrive on the orbiting laboratory in April to crew its so-called Expedition 63
- In preparation for his return, Mr Cassidy tweeted pics of himself in a facemask
- The astronauts will depart from the ISS to make their landing in Kazakhstan
Having been in their own very special ‘social bubble’ for almost six months, three astronauts will return from the International Space Station tomorrow.
Although the COVID-19 pandemic had already begun when the trio arrived on the ISS on April 9, 2020, the global health crisis was not as severe as it is now.
In preparation for his return in a Soyuz capsule tomorrow evening, Mr Cassidy tweeted two pictures of himself donning a facemask onboard the space station.
Having been in their own very special ‘social bubble’ for almost six months, three astronauts will return from the International Space Station tomorrow. In preparation for his return in a Soyuz capsule, NASA’s Chris Cassidy tweeted pictures of himself donning a facemask
‘Masked up on @Space_Station!’ Mr Cassidy tweeted on October 19, 2020.
‘Training myself for my new reality when I get home on Wednesday.’
As with all visitors to the International Space Station, Mr Cassidy and his crewmates went into isolation prior to their trip.
This precaution helps to ensure that astronauts do not accidentally bring newly contracted diseases onboard the station, where they could develop to endanger their health and those of the other crewmembers.
Normally this quarantine last for a couple of weeks prior to lift-off, but given the COVID-19 crisis, Mr Cassidy and colleagues were isolated for a whole month.
As part of Expedition 63, the trio have performed a series of spacewalks, undertaken routine maintenance on the station, carried out various experiments, installed a new space toilet and even identified the source of a mysterious air leak.
NASA’s Chris Cassidy (pictured, left) and Russia’s Anatoly Ivanishin (middle) and Ivan Vagner (right) have been crewing the orbiting laboratory as part of its so-called Expedition 63
In preparation for his return in a Soyuz capsule tomorrow evening, Mr Cassidy, pictured, tweeted photographs of himself donning a facemask onboard the space station
Expedition 63 will return from the International Space Station aboard the Soyuz MS-16 spacecraft, undocking at around 19:30 ET on Wednesday (00:30 BST Thursday).
The capsule is expected to touch down in Kazakhstan shortly before 23:00 ET on Wednesday (04:00 BST Thursday).
Their journey back to Earth will be available to watch via a livestream on NASA TV.
EXPLAINED: THE $100 BILLION INTERNATIONAL SPACE STATION SITS 250 MILES ABOVE THE EARTH
The International Space Station (ISS) is a $100 billion (£80 billion) science and engineering laboratory that orbits 250 miles (400 km) above Earth.
It has been permanently staffed by rotating crews of astronauts and cosmonauts since November 2000.
Research conducted aboard the ISS often requires one or more of the unusual conditions present in low Earth orbit, such as low-gravity or oxygen.
ISS studies have investigated human research, space medicine, life sciences, physical sciences, astronomy and meteorology.
The US space agency, Nasa, spends about $3 billion (£2.4 billion) a year on the space station program, a level of funding that is endorsed by the Trump administration and Congress.
A U.S. House of Representatives committee that oversees Nasa has begun looking at whether to extend the program beyond 2024.
Alternatively the money could be used to speed up planned human space initiatives to the moon and Mars. | aerospace |
https://timekeepers.club/articles/novelties/awake-mission-to-earth-meatball | 2024-04-21T20:33:38 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817819.93/warc/CC-MAIN-20240421194551-20240421224551-00455.warc.gz | 0.903287 | 1,111 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__29535535 | en | Awake Mission to Earth "Meatball"
A tribute to those involved in the greatest exploration adventure of the 20th and 21st centuries.
More than fifty years after Neil Armstrong's first steps on the moon, space continues to fascinate millions of people, stimulating our need to discover the unknown, to explore the universe and its countless mysteries.
At the heart of these fantasies, whose only limit is our imagination, NASA symbolizes more than any other organization this thirst to explore the infinite. And while the missions it organizes stimulate passions and nourish emotions, it is above all research and science that are nourished by these discoveries and the extraordinary technical and technological resources deployed for these purposes.
MEATBALL was conceived as a tribute to the famous organization dedicated to space exploration, and to the men and women who have taken up the challenge of the greatest adventure of the 20th and 21st centuries. This limited edition of 250 pieces features NASA's famous eponymous logo, the first one to set foot on the moon on July 21, 1969, during the Apollo 11 mission. A heritage present in every detail of this historic version, which inevitably takes us back to our childhood dreams.
Reach for new heights & reveal the unknown so that what we do and learn will benefit all humankind".
Dwight D. Eisenhower 34th president of the United States
Going beyond the object to offer unique watchmaking experiences
MEATBALL features a sapphire crystal with integrated NFC technology. By simply touching their smartphone to the glass of their watch, MEATBALL owners can access all the experiences developed as part of the MISSION TO EARTH project :
AWAKE OBSERVATORY project : exclusive content broadcast by NASA using cameras on board the ISS international space station. A unique experience designed to recreate the emotional shock felt by the astronauts themselves. NFC technology is used here as a tool to awaken awareness of the beauty and mysteries of the world around us.
EYES ON ASTEROIDS : a unique immersive experience to learn all about the asteroids that populate our galaxy, including their names, sizes, shapes and compositions, past trajectories and future destinations.
A dial tribute to space exploration
Minutes track referring to the tracks left by robots (rovers) on the stars they explore. Hour and minute hands inspired by the characteristic oblong shape of rockets. Applied hour-markers with polished-brushed finishes inspired by the portholes of the "Cupola", the panoramic observation window on the International Space Station.
Aluminum inner bezel engraved with the legendary countdown before each rocket launch. Sand-blasted matte blue dial featuring the main color of the mythical Nasa Meatball logo, symbolizing Earth, sky and eternity, but also idealism and courage.
Customized automatic caliber
A symbol of MEATBALL's water-resistance, our astronaut fish bears witness to AWAKE's philosophy : serious watchmaking that doesn't take itself too seriously. Oscillating weight with technical finishes : polished angles, alternating bead-blasted and brushed, deep markings.
"Dare Mighty Things", Nasa's famous mantra, encoded in the parachute motifs of Perseverance, the rover that landed on Mars. Screw-down crown engraved with the symbols L (Locked) and O (Open), a reference to the umbilical connectors found on the spacesuit worn by Neil Armstrong for the APOLLO 11 mission.
Recycled titanium case
Lightweight, robust and comfortable to wear, our case is made from 70% recycled titanium, mainly used in aeronautics and aerospace, with the same performance as virgin materials. The case middle is subtly engraved with the Meatball, to which this edition pays tribute.
Velcro strap inspired by the famous "A7L" space suit
MEATBALL is equipped with a light, resistant 20mm white strap, designed in two parts, tone-on-tone topstitching and a velcro fastening system, a popular feature with astronauts. Color, material, Meatball logo and "Stars and Stripes" are all references to the suits used by our heroes on their spacewalks.
Limited edition: 250 watches delivered in a collector's box
MEATBALL is accompanied by an authentic, certified meteorite fragment from the asteroid VESTA, which is over a billion years old. On 27th June 1931, it collided with Earth in the Tataouine desert in Tunisia. At the moment of impact, the meteorite reached over 1000 degrees which radically altered its density, resulting in a unique crystallisation that is otherwise impossible to recreate on Earth.
Awake Mission to Earth "Meatball"
Limited edition of 250 pieces
- Material: Recycled titanium case
- Diameter : 40mm
- Lugs : 20mm
- Weight : 85grams
- Glass: Sapphire crystal with ID GLASS NFC technology
- Screw-in crown
- Water-resistant to 10ATM
Dial and hands
- BGW9 SuperLuminova
- Meatball Logo
- Modified MIYOTA 9039 automatic calibre
- Hours, minutes, seconds
- Sapphire crystal with ID GLASS NFC technology
Strap and buckle
- NATO strap
MSRP: EUR 825 excl. taxes
For more information, please visit awakewatches.com | aerospace |
http://warthognews.blogspot.com/2012/08/reservists-from-barksdale-work-overtime.html | 2017-05-24T09:52:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607811.15/warc/CC-MAIN-20170524093528-20170524113528-00332.warc.gz | 0.980115 | 825 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__100306641 | en | by Tech. Sgt. Kent Kagarise
442nd Fighter Wing Public Affairs
8/21/2012 - DAVIS-MONTHAN AIR FORCE BASE, Ariz. -- When A-10 Thunderbolt II aircraft from around the world arrived for Hawgsmoke, Aug. 14-18, 2012, the 917th Aircraft Maintenance Squadron from Barksdale AFB, La., was the only crew on the ground.
The 917th AMXS, a geographically separated unit of the 442nd Fighter Wing, Whiteman Air Force Base, Mo., arrived Aug. 13 and used every means available to ensure the arriving A-10s and their crews would have all of their essential equipment for Hawgsmoke, located at Davis-Monthan AFB, Ariz.
"Most of the other crews didn't get here until after their jets landed," said Master Sgt. Joseph Duketz, 917th AMXS specialist flight chief. "I have to give a lot of kudos to the 924th AMXS here they gave us six crew chiefs and tools so we could get everything bedded down."
Duketz and his crew worked 12 hours Aug. 14 to have the A-10 parking spaces ready for the aircraft and crews who arrived the next day.
"The hardest part for us was that we didn't have our equipment so we did everything from begged, borrowed and all but stole to get it," Duketz said. "We've been out here a lot though so the Davis-Monthan people really helped us out."
Duketz said Hawgsmoke poses different challenges not usually encountered when planes are arriving at different times and are coming from a variety of places without their usual tools.
"We had to set up fire bottles as the jets were practically falling out of the sky to guarantee pilot safety," he said. "After we assisted them in their landing we went back to work on our planes."
Tech. Sgt. Travis Furlow, 917th AMXS weapons load crew chief, said success at Hawgsmoke is based on many variables.
"An Airman's knowledge and experience is exposed here. It's fast paced and you've got to learn on-the-fly," Furlow said. "If you can't adapt to different situations you're not going to enjoy a lot of success."
This is Furlow's second Hawgsmoke. His first was in 2004 at Alexandria, La.
"The weather here is so much better and we've got a smaller number of aircraft here," Furlow said. "In Alexandria we had about 70 as opposed to here where we have maybe 30."
Tech. Sgt. Bob Berg, 917th AMXS crew chief, has been in the Air Force for 27 years and spent most of his time working on KC-135 Stratotankers.
"This is my first time ever being at a Hawgsmoke and I'm fairly new to the A-10 community," Berg said. "When you are with the heavies you are part of a team that bares the responsibilities, here the crew chief bares the brunt of it. It's a different mindset."
Furlow said he feels a great deal of job satisfaction if the pilots are able to put their bombs on target.
"If he or she does that than we know we've done our job correctly," Furlow said.
The unit who wins Hawgsmoke has the honor of hosting it in two years. The planning process begins almost immediately following the awards banquet.
"It's a lot of work to win. It's even more work to coordinate the next one two years down the road," Furlow said. "Just transporting the equipment can be a logistical nightmare."
Furlow said there is a tremendous sense of accomplishment that surrounds winning.
"To say our pilots are the best, and know that we put them in that position well -- that's special." | aerospace |
https://www.8020comms.com/lea-welcomes-new-maintenance-manager/ | 2023-05-31T22:08:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647459.8/warc/CC-MAIN-20230531214247-20230601004247-00046.warc.gz | 0.936913 | 393 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__143774005 | en | London, England, August 12 2009 – London Executive Aviation (‘LEA’), one of Europe’s largest business jet charter operators, has welcomed Mark Williams to the team as the company’s new maintenance manager.
Williams, a licensed engineer with a BEng in aircraft maintenance, joins LEA after an aviation career stretching back to 1981. He says he is particularly looking forward to the variety of work he will experience at the company. LEA operates a fleet of seven aircraft types from the Cessna Citation Mustang and the Beechcraft KingAir 200 to the Embraer Legacy 600 and the Dassault Falcon 900EX. Williams says: “I know from experience that engineers in the heavy commercial sector are often only working on two or three aircraft types, or perhaps even just one. LEA’s fleet, however, covers the diverse spectrum of executive aviation needs.
“This job will be my biggest career challenge so far. I want to provide LEA with the stable maintenance platform the company needs to grow, whilst making sure we operate as cost-efficiently as possible. By introducing some new methodologies to the company, we can raise our standards even higher and ensure we minimise the time our aircraft spend in the hangar.”
George Galanopoulos, managing director of LEA, says: “We’re delighted to have attracted a man of Mark’s expertise and experience to the company.”
Patrick Margetson-Rushmore, LEA’s chief executive, adds: “Mark will play a key role in helping LEA maintain and improve our reputation for service excellence and reliability.”
High-resolution photos of Mark Williams are available for download here.
Photos of LEA’s managing director George Galanopoulos and chief executive Patrick Margetson-Rushmore may be downloaded here. | aerospace |
http://science.howstuffworks.com/air-police-info.htm | 2014-07-29T02:35:09 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510264575.30/warc/CC-MAIN-20140728011744-00005-ip-10-146-231-18.ec2.internal.warc.gz | 0.972684 | 135 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__189991427 | en | Air Police, the group that exercises police functions among personnel of the U.S. Air Force. The Air Force Air Police was organized in 1948, shortly after the Air Force was separated from the Army.
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The Curtiss P-40 Warhawk is one of the best-liked airplanes of World War II, tough and virtually trouble-free, though its performance was never quite up to that of its opponents. Read about this most important American fighter plane of 1942-1943.
Marine, a soldier who normally serves as part of a naval force. Marines are especially trained for combined land and sea (amphibious) warfare. | aerospace |
http://parlonschasse.com/2018/04/rolls-royce-says-extra-plane-engine-checks-will-drive-up/ | 2018-10-24T01:53:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583517628.91/warc/CC-MAIN-20181024001232-20181024022732-00350.warc.gz | 0.959042 | 489 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__16888105 | en | Rolls-Royce has warned that it needs to carry out more frequent inspections of its Trent 1000 aircraft engines, raising the prospect of disruption for airlines such as British Airways and Virgin Atlantic and resulting in higher costs for the company.
Problems with engine turbine blades wearing out sooner than expected have hampered a restructuring programme prompted by the engineering company's declining older engine programmes and plunging demand for oil equipment.
This effectively curtails operations across oceans or remote areas. "We are reprioritising various items of discretionary spend to mitigate these incremental cash costs".
Airlines operating some of the engines have been ordered by global safety regulators to carry out more regular checks on them, meaning they will be grounded much more frequently for maintenance.
"The increased inspection frequency is driven by our further understanding of the durability of the Trent 1000 Package C compressor, a condition that we highlighted earlier this year", the company said, adding that there are 380 Package C engines now in-service with airlines.
Shares in Rolls, one of the biggest names in British manufacturing, were down 1 per cent at 1053 GMT. The Civil Aerospace segment provides commercial aero engines, such as airlines, business aviation, and helicopter engines for various sectors of the airline and corporate jet markets, as well as aftermarket services.
About 25 percent of the 787 Dreamliner fleet is powered by this Rolls-Royce engine variant.More news: Govt can promulgate Ordinance on SC-ST Act: Paswan
But there could be worse to come for operators of the affected engines.
The need to inspect and fix Trent 1000 engines has led to an industry-wide shortage.
"We will be working closely with Boeing and affected airlines to minimise disruption wherever possible", Chief Executive Warren East said.
This check was already required prior to the engine reaching a flying threshold of 2000 cycles (one way journeys).
"We have an ongoing dialogue with both Boeing and Rolls-Royce and we have been told this problem has their full attention".
A Virgin spokeswoman said it had been aware of the increased inspections announced on Friday and that the cover it had in place would be sufficient. Rolls-Royce advises 380 engines globally are impacted by the directive, including nine in the Air New Zealand 787 fleet.
In March, Rolls said the cash hit from the problem should hit a peak of £340 million in 2018 before falling in 2019. | aerospace |
https://www.coalitionbrewing.com/what-is-the-only-planet-we-can-live-on/ | 2023-06-10T18:48:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224657735.85/warc/CC-MAIN-20230610164417-20230610194417-00262.warc.gz | 0.959989 | 1,671 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__128721630 | en | The only planet we can currently live on is Earth. Earth is the only known planet in the universe that is capable of supporting complex life. It is unique in its ability to sustain life due to its size, distance from the sun, presence of water, structure of its atmosphere and the presence of various minerals and nutrients which provide the necessary resources for life to survive.
Earth’s atmosphere also keeps its temperature at a stable level, making it conducive to all species of life. Despite human attempts to explore and settle other planets, such as Mars and Venus, they are both currently considered inhospitable to life due to the lack of atmosphere, hostile temperatures, and lack of abundant resources.
Therefore, Earth remains the only viable option for sustaining complex life.
Which planet can humans live?
Currently, humans are not able to live on any planet other than Earth. While it may be possible to travel to and explore other planets, the environment on other planets is not suitable for human life.
The temperatures on other planets are too dramatically different than those on Earth. The atmospheric pressure on other planets is also too varied and lack the oxygen levels found on Earth. In addition, the gravitational pull on other planets is much stronger than here on Earth, making sustained living and exploration difficult and hazardous.
Space exploration is currently advancing human knowledge of other planets and whether they are able to support human life. Though further exploration and technology is needed, humans may someday be able to inhabit and live on planets other than Earth.
Which planet has life like Earth?
Currently, there is no known planet outside of Earth that has life as we understand it. Many scientists believe that there is life in some form elsewhere in the universe, and numerous exoplanets have been discovered that may be strong candidates for supporting life.
However, no evidence of life has been found outside of Earth yet.
Given the sheer number of exoplanets that have been discovered, it may seem likely that some of them could support life, but the criteria for this support is very specific. According to the criteria that scientists use, a planet must meet three criteria in order to even be considered livable: proximity to a star, liquid water, and an atmosphere.
This means that the planet must be close enough to a star to have temperatures suitable for life, have liquid water on its surface, and have a breathable atmosphere. This criteria is based on our understanding of the conditions needed for life on Earth, and it means that even if a planet were discovered that had the right temperatures and atmospheric makeup, if it lacked liquid water it would likely not be suitable for life.
The search for life outside of Earth is ongoing, and with the continued discovery of exoplanets the chances of finding a livable planet increase. For now, however, Earth remains the only known planet with life as we understand it.
Can we live on Venus planet?
No, we cannot live on Venus. The environment on Venus is much too hostile for human life. Venus has an extremely dense, carbon dioxide-rich atmosphere composed of 96.5 percent carbon dioxide, 3.5 percent nitrogen, 0.015 percent sulfur dioxide, and trace amounts of other gases.
This atmosphere traps much of the planet’s heat, leading to a surface temperature of around 880°F (471°C). This temperature is hot enough to outright melt lead, so the planet’s surface temperature cannot support life.
In addition, Venus has surface pressure more than 90 times greater than that of Earth, which is not suitable for human lungs. The planet also experiences frequent and intense lightning storms due to high levels of sulfuric acid in its atmosphere.
All these factors make living on Venus impossible.
Can humans live on Pluto?
No, humans cannot currently live on Pluto. It is far too cold for human beings to survive without a protective environment like a space suit or some other artificial shelter. The average temperature on Pluto is -229°C, and even the highest temperatures rarely reach 10 K. This is a much colder environment than any place on Earth, so a protective barrier is necessary for any form of human presence.
Additionally, there is very little atmosphere on Pluto and no liquid water on its surface. This means there is no air to breathe and no natural resources like vegetation and food. For these reasons, it would be impossible for humans to survive on the surface of Pluto without advanced technology.
Is there oxygen on Venus?
No, there is no oxygen on Venus. Venus is the second planet from the sun and was formed around 4.5 billion years ago. However, its atmosphere is made up of 96.5% carbon dioxide, 3.5% nitrogen, and trace elements of other gases, but not oxygen.
Oxygen is the second most abundant element in Earth’s atmosphere, making up around 20.9% of the atmosphere, which makes it a key factor in allowing life to exist here. However, the incredibly high temperatures and pressures on Venus (averaging 880°F and 90x that of Earth’s) have prevented any form of life from existing there, which also affect the ability of oxygen to stay in the atmosphere.
What would happen to a human on Venus?
If a human were to travel to Venus and attempt to survive, they would most certainly not be able to live there. Venus is an inhospitable planet, with temperatures reaching up to 880°F or 471°C due to its distance from the sun and its highly reflective atmosphere, which consists mainly of CO2 and sulfuric acid clouds.
Any liquid water would instantly evaporate, and the atmosphere itself is incredibly dense and incredibly corrosive, meaning that any sort of human-made materials would likely be destroyed quickly. The pressure on the planet’s surface is about 90 times greater than the pressure on Earth’s surface, so the atmospheric pressure alone would literally crush a person.
Finally, the extreme radiation on Venus, coming from the sun, would make any extended period of time outside impossible. Thus, while a brief visit to Venus would be possible in a protective suit, it would most certainly not be survivable.
How long would it take to get to Venus?
It would take approximately 169 days to travel from Earth to Venus by spacecraft. The time it takes to reach Venus depends upon a few factors, such as the type of rocket being used, the route of the spacecraft, and the gravity of other celestial bodies in the vicinity.
Additionally, due to high levels of radiation in space, any human mission to Venus would need to carry special shielding for astronauts and materials.
Spacecraft that are currently available can reach Venus in a relatively short amount of time if the correct trajectory is used. The fastest time from launch to Venus is approximately 111 days and was achieved in 1975 by the Russian spacecraft, Venera 9.
If you were to set off on your own mission to Venus, without a spacecraft, it would take much longer. The fastest possible speed of an object travelling only using its own fuel is 11 km/s, so in ideal conditions, it would take 13,057 days to travel the 162 million miles to Venus at this speed.
Could any life survive on Venus?
No, it is highly unlikely that any form of life as we know it could survive on Venus, as the planet has extreme temperatures, an atmosphere almost entirely composed of carbon dioxide, and crushing atmospheric pressure.
The average temperature of Venus is around 880°F (471°C), and the atmospheric pressure on the planet’s surface is 92 times greater than that of Earth, so it would be difficult for any life forms to exists in these extreme conditions.
Additionally, the atmosphere of Venus is mostly dense clouds of carbon dioxide, which would provide an inhospitable living environment for any known life forms. On the other hand, some have suggested that microbial life, such as single-celled organisms, could potentially exist in the planet’s lower atmosphere, where temperatures and pressure are more suitable, but this has yet to be proven.
Therefore, it is highly unlikely that any forms of life could survive on Venus. | aerospace |
http://schuetzenverein-lipperbruch.de/index.php/ebooks/aircraft-design-projects-for-engineering-students | 2020-02-19T14:39:29 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875144150.61/warc/CC-MAIN-20200219122958-20200219152958-00458.warc.gz | 0.900117 | 1,114 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__137365221 | en | By Lloyd R. Jenkinson
Written with scholars of aerospace or aeronautical engineering firmly in brain, it is a sensible and wide-ranging publication that attracts jointly a few of the theoretical parts of airplane layout - buildings, aerodynamics, propulsion, regulate and others - and courses the reader in utilizing them in perform. in line with a number unique real-life plane layout tasks, together with army education, advertisement and notion plane, the skilled united kingdom and US dependent authors current engineering scholars with a necessary toolkit and connection with help their very own venture work.
All plane tasks are targeted and it truly is very unlikely to supply a template for the paintings keen on the layout procedure. despite the fact that, with the information of the stairs within the preliminary layout method and of earlier event from related tasks, scholars may be freer to be aware of the cutting edge and analytical features in their direction undertaking.
The authors convey a different mixture of views and event to this article. It displays either British and American educational practices in educating airplane layout. Lloyd Jenkinson has taught plane layout at either Loughborough and Southampton universities within the united kingdom and Jim Marchman has taught either airplane and spacecraft layout at Virginia Tech within the US.
* Demonstrates how uncomplicated plane layout strategies should be effectively utilized in reality
* Case reports permit either scholar and teacher to envision specific layout demanding situations
* Covers advertisement and profitable pupil layout initiatives, and contains over 2 hundred prime quality illustrations
Read Online or Download Aircraft design projects : for engineering students PDF
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Extra info for Aircraft design projects : for engineering students
G. g. ). The market analysis that was undertaken in the problem definition phase might have produced requirements that are associated with commonality of equipment or engines, aircraft stretch capability, multi-tasking, costs and timescales. 2 Airworthiness and other standards For all aircraft designs, it is essential to know the airworthiness regulations that are appropriate. Each country applies its own regulations for the control of the design, manufacture, maintenance and operation of aircraft.
A good starting point for this work is to list the configurations that past and existing aircraft of this type have adopted. A brief synopsis of the strength and weaknesses of each option may be written so that improvements to the designs can be identified. Such analysis will also help in the concept-filtering phase that will follow. In the conceptual design stage, designers have two options available for their choice of engines. e. a specified/existing or manufacturers’ projected engine), or an ‘open’ design (in which the engine parameters are not known).
Any combination of (T /W ) and (W /S) values is possible within this region. The selection of a particular pair of values will dictate the size and nature of the aircraft layout. For example, given a reasonable estimate of the aircraft maximum weight (take-off mass), the engine thrust will be fixed by the T /W value and the gross wing area fixed by the W /S value. Climb Feasible design area Landing Thrust loading (T/W ) ÂOptimumÊ design points Take-off Turning Wing loading (W/S ) Fig. 6 Generalised constraint diagram “chap02” — 2003/3/10 — page 26 — #21 Preliminary design The original guesstimate of wing and thrust loading made in the initial sizing process can be checked to see if it lies in the feasible region. | aerospace |
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