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https://simanaitissays.com/2019/09/02/sopwith-cuckoo/ | 2022-06-29T06:03:22 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103624904.34/warc/CC-MAIN-20220629054527-20220629084527-00740.warc.gz | 0.968873 | 849 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__254136286 | en | On cars, old, new and future; science & technology; vintage airplanes, computer flight simulation of them; Sherlockiana; our English language; travel; and other stuff
TOM SOPWITH HAD a way with words in naming his World War I aeroplanes: the Camel, the Dolphin, the Pup, the Salamander, and the Snipe, to name five of the firm’s fighter aircraft. But what about the Sopwith Cuckoo? And did this torpedo aircraft ever meet its design goals?
As described at the Royal Air Force Museum website, the Sopwith T.1 was the first purpose-designed aircraft-carrier-borne torpedo bomber, with its role to attack the German fleet at anchor, rather than engaging it when encountered on the high seas.
Torpedo-carrying floatplanes already existed, but the weight and drag of their floats hampered performance and range. A better strategy was seen to employ aeroplanes capable of taking off from the deck of a ship, a “carrier.”
In 1910-1911, American pilot Eugene Ely had already demonstrated a takeoff from and arrested return to a ship. However, in 1916 the Royal Air Department’s expedient approach was to commission a carrier-based aeroplane with sufficient range to reach a German ship moored at its home port, attack it with a torpedo, then return to set down in the water near the carrier for retrieval. That is, no arrestor gear was envisioned.
Otherwise, the Sopwith T.1 (“T” for torpedo) was well suited for its mission. The T.1 was a large and powerful biplane, with a 46 ft. 9 in. wingspan and 200-hp V-8 engine. To optimize storage aboard its carrier, the T.1’s wings folded aft from their first bay. Fully loaded with fuel and a 1000-lb torpedo, the T.1 could clear its ship’s deck in four seconds and fly for as long as four hours.
Unlike typical landing gear on early aeroplanes, the T.1’s undercarriage had no cross axle interfering with its torpedo ordnance. In their Milestones of the Air, John W.R. Taylor and H.F. King devote a full 16 lines detailing this innovative landing gear.
Originally designed for Hispano-Suiza power, the T.1 was hampered in production by the Royal Aircraft Factory S.E. 5a fighter having priority for this engine. A Sunbeam Arab substitution proved less successful, and the last series of T.1s had Wolseley Viper power.
According to Milestones of the Air, with Arab engine and a torpedo mounted, the T.1 had a maximum speed of 103.5 mph at 2000 ft. Its climb to 6500 ft. took a lengthy 15 minutes 40 seconds. The aircraft took 26 minutes to reach 10,000 ft., with a service ceiling of 12,100-ft.
The T.1 first flew in June 1917, though it wasn’t introduced into service until 1918. Only 90 of an intended 300 T.1s were delivered before the Armistice. Wikipedia notes that, “In service, the aircraft was generally popular with pilots because the airframe was strong and water landings were safe. The T.1 was easy to control and was fully aerobatic without a torpedo payload.”
The RAF Museum writes that “The aircraft was (somewhat enigmatically) christened the Cuckoo, although this was not until after the Armistice.” The last RAF unit flying Cuckoos was disbanded in 1923.
The Imperial Japanese Navy Air Service operated six Cuckoo Mk. II aircraft. The RAF Museum notes, “… it should be borne in mind that Pearl Harbor was attacked by 353 aircraft of which 40 were torpedo bombers.”
Alas, the Cuckoo’s design was not ill-conceived. ds
© Dennis Simanaitis, SimanaitisSays.com, 2019 | aerospace |
http://www.skyypro.com/mh370s-enduring-mystery-almost-inconceivable-report-says.html | 2024-04-16T14:59:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817095.3/warc/CC-MAIN-20240416124708-20240416154708-00273.warc.gz | 0.962683 | 414 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__188403699 | en | Australian investigators have delivered their final report into missing Malaysia Airlines flight 370, saying it is “almost inconceivable” the aircraft has not been found.
MH370 disappeared in 2014 while flying to Beijing from Kuala Lumpur with 239 people on board.
The search for the jet, also involving Malaysia and China, was called off in January after 1,046 days.
Australian searchers said they “deeply regretted” it had not been found.
“It is almost inconceivable and certainly societally unacceptable in the modern aviation era with 10 million passengers boarding commercial aircraft every day, for a large commercial aircraft to be missing and for the world not to know with certainty what became of the aircraft and those on board,” the Australian Transport Safety Bureau said on Tuesday.
“Despite the extraordinary efforts of hundreds of people involved in the search from around the world, the aircraft has not been located.”
Their final report reiterated estimates from December and April that the Boeing 777 was most likely located 25,000 sq km (9,700 sq miles) to the north of the earlier search zone in the southern Indian Ocean.
- Families criticise MH370 search halt
- Missing Malaysia plane MH370: What we know
The hunt formed one of the largest surface and underwater searches in aviation history.
After the initial 52-day surface search failed, investigators trawled the sea floor and ultimately ruled out an area of more than 120,000 sq km.
In 2015 and 2016, suspected debris from MH370 washed up on islands in the Indian Ocean and the east coast of Africa.
Investigators came up with its current likely location after analysing drift modelling of debris and satellite data.
In the report, investigators said their understanding of MH370’s location was “better now than it has ever been”.
The Australian government has said only “credible” new evidence will prompt it to resume the search.
The Malaysian government is continuing to investigate the circumstances surrounding the disappearance. | aerospace |
https://www.realtourmedia.com/post/the-risks-for-using-a-non-licensed-drone-pilot | 2023-03-28T01:19:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948756.99/warc/CC-MAIN-20230328011555-20230328041555-00305.warc.gz | 0.930767 | 1,023 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__160919786 | en | We talk a lot about the fact that I am a licensed drone pilot and am current on my Part 107 and Trust Certificate. But, there is more information about the importance of following Part 107, the Federal Aviation Administration’s (FAA) rules for commercial drone pilots in the U.S. Obviously, these regulations are essential for safety reasons, and they help ensure the smooth operation of the National Airspace System (NAS). But there’s another important reason to abide by these regulations: failing to do so carries the risk of severe consequences, including hefty fines.
We don’t often discuss the potential consequences of failing to follow Part 107, but the stakes are high. Drone law penalties span a range of effects, but that doesn’t mean drone pilots aren’t accountable to the law — especially for repeated or deliberate offenders.
Let’s examine the potential outcomes of breaking the FAA’s drone rules. Then, we’ll discuss the proper way to get approval to safely and legally go beyond specific provisions with a Part 107 waiver.
Legal consequences for violating Part 107 drone laws
There are several levels at which drone laws can be enforced. First, it starts with local enforcement. Drone pilots may need to realize that local laws apply on top of Part 107 rules in many areas, carrying penalties that vary by jurisdiction. These local drone laws may include protections against harassment, flights over private property, or even noise ordinances.
For example, in 2015, the owner of an aerial videography company lost control of his drone over a parade and knocked a bystander unconscious. The pilot was ultimately found guilty of reckless endangerment and sentenced to 30 days in jail and a $500 fine. Even though Part 107 did not apply in this case since it had not yet been released, the pilot was found guilty of breaking a local law and was prosecuted accordingly.
Different provisions of Part 107 carry varying weights of penalties. For example, Part 107 requires commercial drone pilots to obtain and maintain a current remote pilot certificate. (Side note: recreational drone pilots must also pass a free online test known as TRUST and carry their completion certificate when flying. Not sure if you’re a recreational or commercial pilot? Check the FAA website to find out.) The operator must present their pilot certificate to authorized personnel upon request, which includes any federal, state, or local law enforcement officer. According to the FAA, “Operating an aircraft without registration or any necessary airman certification can result in a penalty with a maximum of 3 years in prison and - or a $250,000 fine.”
Flying drones in emergency crew operating areas may also result in stiff penalties. According to the FAA, “Congress authorized the FAA to impose a civil penalty of not more than $20,000 for anyone who operates a drone and deliberately or recklessly interferes with wildfire suppression, law enforcement, or emergency response efforts.”
That source notes that the civil penalty can be up to $20,000 per violation, including revocation or suspension of a pilot certificate. And interfering with firefighting efforts on public lands is a federal crime punishable by up to 12 months in prison. So think twice before flying anywhere near a wildfire or emergency services personnel.
These penalties are severe, but there’s a reason. Enforcement of Part 107 and relevant laws helps protect people and property and promotes safe aviation of all types. And with more than 252,000 registered Part 107 certified drone pilots, it’s essential to ensure that people operate by the rules as the drone industry continues to grow.
But what if completing a job would require you to go beyond the limits of Part 107 — say, to fly beyond the pilot's visual line of sight (BVLOS)?
Need to go beyond the drone regulations? Apply for a Part 107 waiver from the FAA
The FAA does provide a mechanism for getting permission to go beyond the provisions of certain sections of Part 107. For example, companies who apply for and receive a Part 107 waiver from the FAA have permission to operate in ways that would not be otherwise allowed.
Operation from a moving vehicle or aircraft (although in a sparsely populated area, no waiver is required to operate from a moving vehicle or watercraft)
Operation beyond visual line of sight (BVLOS)
Using a visual observer without following all the requirements for a visual observer
Operation of multiple drones by one pilot
Operation without yielding the right of way to other aircraft
Operation over people
Operation in certain controlled airspace
Operation outside standard limitations for:
Maximum ground speed
Minimum distance from clouds
Operation over moving vehicles
For drone operators interested in flying without one or more of these restrictions, you can visit FAA DroneZone and submit a Part 107 waiver or authorization. However, it’s important to do some prep work ahead of time. You will be required to justify your need to go beyond these regulations and explain how you will ensure an equivalent level of safety with additional measures. | aerospace |
http://www.modelplanes.com/links.cfm | 2013-05-22T01:23:06 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368700984410/warc/CC-MAIN-20130516104304-00009-ip-10-60-113-184.ec2.internal.warc.gz | 0.845841 | 259 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__146370115 | en | TopFighters.com TopFighters delivers all the last military aviation news together with some breathtaking wallpapers, screensavers and A LOT of content! From this day, the fighter plane list will expand every day or week.
eHobbies.com Wide selection of RC cars and trucks, trains, models, telescopes, and rocketry.
Hobby People Radio control kits and accessories as well as static models, rockets, trains, boats, slot cars, and supplies.
FMA Direct High quality equipment for the R/C enthusiast!
ModelFlight.com Model airplane page containing useful information and links for the builder and the flier of model airplanes.
RC Model Airplanes from Amsterdam. Links, clubs database, my models, jet powered models, books, RC model airplanes top 50 list, specials, forums, photo galleries, turbine specs database
RC Plane Guide Extensive guide to learning to how to fly and how to select your first rc plane, helicopter, jet, car, truck & boat. An informative general rc site, good for reviews, How To, and sources of value priced RC products of any type !
Rcplanetalk.com Your ultimate guide to RC Planes, Remote Control Jets, RC Helicopters and R/C Hobby Shops. | aerospace |
https://www.lboro.ac.uk/internal/news/2021/july/awards-won-at-the-imeche-uas-flying-challenge/ | 2022-12-04T22:36:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710980.82/warc/CC-MAIN-20221204204504-20221204234504-00105.warc.gz | 0.977046 | 763 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__166941504 | en | The Institute of Mechanical Engineers (IMechE) UAS Challenge 2021 took place on the 14 and 15 July and saw student teams convene to showcase the results of their hard work during tests of their UAS’ construction and systems.
Loughborough UAV took part in this year’s fly-off event, where they competed against university teams from across the UK. Their aircraft, entitled Manta, is the result of months of design, testing and building from the Eccleston Student Engineering Centre based at the University, and this was the perfect opportunity to put it to the test in a series of simulations of real-world aid missions and flying demonstrations.
Shayne Beegadhur, Team Leader of Loughborough UAV said: “These UAVs are designed to autonomously take off, fly, drop a payload whilst in flight and land without human interaction. On top of this, there are additional speed and image recognition challenges.
"Since October 2020, we've been developing Manta to be an aircraft that can fit all the requirements stated by the IMechE whilst bringing something new to the table. With the pandemic, it would have been easier to develop a box with wings and perform really well at the competition. But we set out to produce something more innovative even if it wasn't going to be as competitive.”
Whilst some categories were judged through a combination of reports and presentation videos, the team, supported by Aeronautical Technical Tutor John Newton, managed to put their hard work to the test at the in-person Fly Off event.
Vinay Hirani, Co-lead on the Navigation team, added: “Sadly our aircraft never managed to take flight after two attempts. Even though we found the fault after the final flight, it was the end of the competition. However, I am still immensely proud of the effort and the commitment shown by everyone in the team to get to that stage, including the overnight stay in the Eccleston Student Engineering Centre to perform a full rebuild of the aircraft for the final day. Luckily, we were still able to see the aircraft fly at a local flying club in the weeks leading up to the competition.”
Following the completion of two days of flying, the 2021 event culminated in an awards ceremony to recognise the achievements of the teams competing. Loughborough UAV managed to scoop plenty of awards in recognition of their hard work and engineering skills, with the team winning the following categories:
- Operational Supportability
The team were also placed as runners up in the Grand Champion category.
Shayne said: “We have all put in so much effort into designing Manta and in a year where student projects have suffered due to the pandemic, we wanted to defy the odds. All the hard work and tenacity of the team was rewarded when we came second place overall and won the Design, Innovation, Safety and Operational Supportability awards.
“In total, we won five out of a possible eight awards which were up for grabs. This is the best result we've ever achieved in the history of the competition.”
The team are now taking a well-deserved break from manufacturing before preparation for 2022’s UAS Challenge begins in September – and the team are looking for new members from a range of academic disciplines.
Shayne said: “Whilst Manta is an innovative aircraft that flies well (when it does fly!) we can still improve. I know that the team will be left in good hands going forward and we are going to do everything to build upon this success. And who knows - maybe next year we'll win!” | aerospace |
https://www.slunecnice.cz/sw/satellite-director-satellite-finder-dishpointer-android/ | 2018-12-10T17:06:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823382.1/warc/CC-MAIN-20181210170024-20181210191524-00253.warc.gz | 0.911336 | 789 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__221377836 | en | Satellite Director is a tool for you hlep know all things about satellite to find satellite TV satellites and alignment use your flat viewfinder point of view, the reality of the camera plus DishPointer to see and target the satellites finder flat in the sky
This application contains a set of instructions that will help you install on all satellites around the world and we hope that this application satellite location will help you and get your admiration
I will give you azimuth, and a list of satellite channels. The result is displayed as long as the data and maps Google digital graphics. And also built in the appropriate satellite. Also for augmented reality use Where is the show on the satellite view.
The Satellite Administrator Tool is an application for guiding satellite dishes based on two points, the first navigation of the device and the second position of the satellite, especially for outdoor enthusiasts.
finding a satellite TV or an antenna, in azimuth, can be quite difficult. Before you can find it with a compass, the magnetic variation, the azimuth of the compass and the azimuth of the satellite.
Satellite Director reflects all that.
Setting up your satellite dish requires a lot of calculation and skill, to discover where the satellite is to ensure that the set-up will free you from any clogging Satellite dish pointer helps you find and point your dish with a minimum of hassle .
Satellite dish pointer comes with a customizable user list of over 230 geostationary satellites and has a very simple and intuitive screen to guide you to where the satellite is in the sky.
Dish satellite dish is an application to guide the satellite dishes based on two points, the first navigation of the aircraft and the second position of the satellite, especially for outdoor enthusiasts.
Satellite Director: SatFinder Sensor (Satellite Finder) is a tool to help the satellite dish. I will give you the azimuth and a list of satellite channels. The result is displayed as long as data and maps Google digital graphics. And also built in the appropriate satellite. Also for the use of augmented reality Where is the show on the satellite view.
- Observe all satellites in augmented reality, with unparalleled fluidity and precision
- Functional worldwide, with any satellite
- View information about the selected satellite, such as its azimuth angles and the elevation of your location, which will make it easier to install your antenna
- List of more than 180 television satellites
- Adding a manual position in case the GPS is defective
- Ability to add satellites
all you have to do is switch to "display" mode, point your Android device to the sky and see all available satellites from your position. Satellite Finder is a tool that will help you configure the dish. It will give you the azimuth, altitude and LNB tilt for your position (GPS) and chosen from the list. The result is displayed as digital and graphical data on google maps. He has also built a compass that will help you find the appropriate satellite azimuth. He can also use augmented reality to show where is the satellite on the camera view
How to use this app:
* First, you need to turn on GPS and Internet on your phone. Remember that in most cases it is impossible to receive a GPS signal inside buildings.
* If the satellite director's app found your location, you must find the icon with a large glass and touch it. On the list, you will find all satellites whose elevation angle is greater than zero degrees. Remember: the separate name does not affect the calculation of angles. The position of the satellite is important.
* Azimuth, elevation and tilt angle are calculated for your location and the chosen satellite. The green line represents the azimuth of your phone. So, if the compass, the green and red indicators are located
Dish Installation / Alignment | aerospace |
http://intldaybook.blogspot.com/2017/06/what-nasa-astronomers-do-observational.html | 2018-07-16T01:03:43 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589029.26/warc/CC-MAIN-20180716002413-20180716022413-00526.warc.gz | 0.959399 | 1,499 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__27951996 | en | Dr.Ted Gull,astronomer emeritus at the NASA Goddard Space Flight Center in Greenbelt,Maryland,described what it has been like to be an astronomer for the past 50 years-perhaps a harder job than people think-to a handful of astronomy buffs at C.Burr Artz Library in Frederick,Maryland as part of the library's Discover Space initiative this summer.Dr.Gull has been with NASA for 37 of those years,during which he has authored 597 papers.He is still continuing his research beyond his retirement two years ago.As an emeritus at GSFC,he gets a study carrel in an office he shares with 12 other people,and a computer.He has traveled so widely since retirement,he and his wife have only been home eight months over the past two years.He's been working in Sweden,Italy and Chile,among other places.*
Dr.Gull graduated from MIT in 1966,one of a group of twelve physics majors who went on to get degrees in astronomy.In the 1960s,he pointed out,photo diodes were used to measure the light of a star,one star at a time.Images were captured on 14x14 glass plates coated with a photo-sensitive emulsion-at Mt.Palomar,California,for instance,home of the then stupendous 200-inch Hale Telescope.Spectrographs were then,as they are now,one of the major tools that astronomers use.A spectrograph is a device that separates light into its wavelengths and records the data,or spectrum.University of Wisconsin astronomer Blair Savage put it this way:
A picture may be worth a thousand words;but a spectrum is worth a thousand pictures.*
Until the 1980s,Dr.Gull recalled,astronomy was very laborious,carried out in very cold conditions at night.Astronomers often worked 18 hour days preparing observations,calibrating telescopes,making the observations at night,developing and cataloging the photographic plates.It was like this until the advent of the CCD solid state devices,or charged coupled devices,which directly recorded the images,read them electronically,and provided data for processing by computer.We are developing new CCD detectors every day for future missions-and they have many military applications as well.*
The early space telescopes were OAO-1 and OAO-2 (Copernicus).Such astronomy projects took months,years-even decades-to develop.They were computer-controlled,but with primitive computers at first.The iPhone 7 is a thousand times faster than those computers were.Eventually,however,as technology progressed,observatory observations started being made in university offices hundreds or even thousands of miles from the actual telescopes.Yet even today someone still has to be on site at the observatory to operate the telescope,make sure it's working right and make weather observations.You still need clear skies for observing.*
The International Ultraviolet Explorer Telescope lasted for 18 years,from 1978-96,until its funding ran out.It was the first remotely interactive observatory.From its data,thousands of published papers and over 100 PhD theses were generated.Indeed,papers based on its data are still being written to this day.*
Dr.Gull worked directly with the astronauts for two years between the Apollo and Space Shuttle eras,preparing them for Space Shuttle astronomy projects.*
The Astro-1 space telescope was attached to the Space Shuttle.Dr.Gull was chief scientist of the mission.It was the mission from hell,Dr.Gull joked.Initially,it was to be on five different shuttle missions,and two astronomers were to fly on the shuttle as mission specialists.Dr.Gull removed himself from consideration for becoming an astronaut-a decision he doesn't regret.The Space Shuttle Challenger accident led to a hiatus of four and a half years for Astro-1,but it finally got to fly on 2-11 December 1990,and a second time five years later,which went beautifully.Astro-1 was beset by hardware problems,but they were all resolved.In the end,Astro-1 got 50% of the observations they had hoped for,and its data generated 100 papers.*
The Hubble Space Telescope was conceived by Lyman Spitzer in the 1940s as a way to circumvent the murkiness of the Earth's atmosphere,as you cannot see ultraviolet radiation through the atmosphere.Launched in 1990,it is still operational after 26 years in orbit.Its mirror is 2.4 meters in aperture.HST needed periodic upgrades and repairs.The correction of lenses and mirrors were needed;and gyros,computers and solar panels had to be changed over the course of five servicing missions.The last repair mission was in 2009,and HST is still working beautifully.
The HST mirrors were modified so as to fit in with the spy satellites the shuttle had to carry as well,Dr.Gull noted.HST is expected to be in orbit until the 2030s.It has a 96 minute orbit and is traveling at 18,000 mph.During its life,we have gone from reel-to-reel tape to all solid state memory.
Everything that goes up into space still has to be radiation-hardened,Dr.Gull added.It takes up to ten years to devise hardening for something.*
NASA's James Webb Space Telescope will be launched in 2018 from French Guiana on a European Space Agency Ariane V rocket,which demonstrates the international nature of the programme.It is named after James Webb,the first administrator of NASA.Dr.Gull actually met James Webb and feels that he was a visionary.While Dr.Gull has been photographed next to the JWST,he isn't directly involved with it.Its mission is to peer back to the first stars and galaxies in the universe,in the first 300 million years of the universe's existence.Its mirror is 6.5 meters across.*
As for his own research,there is a nebulous,or gaseous,region in the constellation Orion.Dr.Gull noticed that one of the Orion nebula's stars has an arc around it.That means the star has a wind.The star is moving through an ionised region of the nebula,creating a bow wave.Stars have massive winds,and there are over a dozen examples of this.
His favourite celestial object is the Eta Carinae binary star system.It is a Southern Hemisphere object.Eta Carinae is a massive binary that is nearing the end of its life.Eventually,two supernovae will result from it.Why is this binary so important?The first stars that formed in the universe were massive,and most likely binaries,Dr.Gull explained.This binary system is producing huge amounts of Nitrogen.Our own bodies are made of such star stuff,so we are trying to understand ourselves when we learn what the first stars were like,and how they enrich the interstellar medium.
Dr.Gull continues to do his research using the Hubble Space Telescope and Chandra X-ray Observatory,as well as the Atacama Large Millimeter Array radio telescope in Chile.Such is the life of discovery of a sharp scientific mind engaged in NASA astronomy. | aerospace |
https://www.wereldreizigers.nl/en/reisnieuws/dodelijke-slachtoffers-commerciele-luchtvaart-toegenomen-2020/ | 2023-12-02T21:26:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100452.79/warc/CC-MAIN-20231202203800-20231202233800-00195.warc.gz | 0.964589 | 573 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__181815855 | en | TRAVEL NEWS – January 05, 2021: New research has shown that more fatalities were caused by accidents in commercial aviation last year. This news comes despite the fact that the number of flights is plummeting as a result of the pandemic.
All deaths in 2020
The Dutch aviation consultancy To70 found that 299 people died in commercial accidents last year, compared to 257 in 2019. Tracking site Flightradar 24 reported commercial flights were down 42 percent last year.
According to an Verkaring of To70, the figures include all deaths from accidents involving large passenger aircraft – including illegal acts, such as shooting down aircraft.
Shooting down commercial planes
The 2020 figures include the shooting down of a Ukraine International Airlines flight by Iranian forces last January. And bizarre event similar to that of Malaysia Airlines, flight MH17, which was shot down in Ukraine in 2014 by a Russian bomber missile.
However, Iran has admitted to making a mistake and plans to donate $150.000 to the families of each of the 176 people killed – more than half of all plane crash deaths last year.
It also includes the deaths of 98 people in May when a Pakistan International Airlines (PIA) flight crashed in the city of Karachi. An initial report blamed "human error" for the accident.
Number of plane accidents decreased
To70 found that the number of aircraft accidents has fallen sharply to 40 in 2020, compared to 86 in 2019. Only five of those 40 aviation accidents were fatal.
“While the accident rate for 2020 remains low, the circumstances surrounding a number of accidents are cause for concern,” said To70.
“Three of the five fatal accidents in 2020 and some of the non-fatal accidents involve aircraft that have left the paved surface of the runway.
“Following the trend of other runway excursions, these events were contributed by events leading up to the final approach and landing.
“The Turkish accident in February and the Indian accident in August both took place during heavy rain.
“The latter also reportedly landed with a strong tailwind.
“The accident in Pakistan in May followed an initial hard landing and go-around that appears to have damaged the engines, resulting in the undershoot on the next approach.”
Air travel still the safest
The fatal accident rate for large aircraft in commercial air transport is 0,27 fatal accidents per million flights. That equates to one fatality per 3,7 million flights. This is in stark contrast to driving, where 3.700 people respectively per day die as a result of traffic accidents. The global average death rate from driving in 2018 has been calculated at 18,2 deaths per 100.000 inhabitants per year. Aviation is therefore and remains by far the safest mode of travel, anywhere in the world. | aerospace |
http://www.warbirds-eaa.org/news/42012%20-%2012_17%20-%20Planes%20of%20Fame%20Air%20Show%202013.html | 2019-05-22T13:48:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256812.65/warc/CC-MAIN-20190522123236-20190522145236-00092.warc.gz | 0.916271 | 636 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__207289646 | en | Planes of Fame Air Show 2013 - “Lightning Strikes”
December 17, 2012 - Chino, CA - The 2013 Air Show will celebrate the Lockheed P-38 Lightning and the pilots that flew them. Warbirds will once again fill the skies over Chino Airport during the Planes of Fame/County of San Bernardino Air Show over the weekend of May 4-5, 2013. On May 3, the public and museum members are invited to an Airshow Preview Event consisting of aircraft arrivals and practice flights. Get all the details for these events from www.planesoffame.org.
Development on the P-38 Lightning began in 1937, in response to a USAF request for a high performance fighter with plenty of firepower. Lockheed's Hal Hibbard and Kelly Johnson designed a twin-boom aircraft with tricycle landing gear and turbo-superchargers for increased performance at high altitudes. The P-38 was also the first U.S. fighter to incorporate a tricycle landing gear.
P-38 Lightnings were used as escort fighters, bombers, pathfinders, night fighters, and photo reconnaissance aircraft. P-38s were flown in every theatre of WW2. Their long range allowed them to escort heavy bombers over Europe and to cover the large distances between islands in the Pacific. Richard Bong, America's highest-scoring ace in WW2, achieved all 40 of his victories flying P-38s. And it was a flight of P-38s that, in April 1943, shot down Admiral Yamamoto, the man who planned the attack on Pearl Harbor. Only about a half dozen of flyable P-38s remain today.
Many other warbirds, historic aircraft, modern military aircraft and aerobatic planes will make the 2013 Planes of Fame/County of San Bernardino Air Show the Southern California and World Aviation event of the year. Adding excitement to the program of warbird flybys and air combat re-enactments will be high performance aerobatic displays. A tribute to all veterans will be performed by the U.S. Air Force Heritage Flight display Team! Other aircraft, military vehicles, and aviation-related items will be on static display for up- close viewing.
There will even be opportunities for the public to experience Planes of Fame Air Museum member orientation flights in genuine warbirds. Numerous food and beverage vendors will delight the palette and a host of memorabilia vendors will be on hand to make the overall experience even more enjoyable for our Air Show visitors.
About Planes of Fame Air Museum
The Planes of Fame Air Museum, founded in 1957 by Edward Maloney, is where aviation history lives. It is the oldest independently operated aviation museum in the United States. The museum collection spans the history of manned flight from the Chanute Hang Glider of 1896 to the space age Apollo Capsule. The mission of Planes of Fame Air Museum is to preserve aviation history, inspire interest in aviation, educate the public, and honor aviation pioneers and veterans. The Museum sponsors regular events in the form of inspirational experiences, educational presentations, flight demonstrations, and air shows in fulfillment of this mission. | aerospace |
https://www.claimcompass.eu/blog/en/live-flight-tracker/ | 2024-03-03T17:02:16 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476396.49/warc/CC-MAIN-20240303142747-20240303172747-00750.warc.gz | 0.944001 | 1,293 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__191527052 | en | In this post, we've made it easy for you to track the status of your flight and flight delays today, in real time.
Live flight trackers by airline help you keep an eye on flight statuses. We also linked to handy flight delay maps
Let's start with the tools that allow you to visualize flight delays in the blink of an eye!
Did you know that you can get a flight delay compensation when your plane is late?
Travelers may get up to 600€ per person from the airline:
Flight Delay Map: Check Flights Delayed Today
With Flightaware, you can visualize flight delay at each of the main airports in the world in a quick look. Zoom in to find the airport you want, click on it, and you'll get a summary of how many flights are delayed.
This handy plane tracker also lets you get an idea of the meteorological conditions at this airport, in real time.
If you click on "more info", you'll be redirected to the airport page, where you can see all arriving and departing planes in real time.
Flightaware also created the appropriately named Misery Map for the US. Live flight delays are showcased on a map: for each airport, flights are divided into "on-time" and "misery", the latter being further divided between flight delays and cancellations.
Here's a snapshot of how it looks like:
It's true that it's sometimes hard to get the full picture when it comes to flight delays and cancellation. How to know whether your flight is affected or not? And if it is, will the airline let you know in advance? Flightaware monitors US skies to let you track flights on a global scale.
The Federal Aviation Administration also provides a handy flight delay map. Unlike the previous ones, it allows users to search by airport or visualize only a specific region rather than the whole country.
Just hover over an airport on the map from the FAA to know the general trend for this airport: is traffic normal? Are there short delays? Is the airport closed? The map also indicates the reason for the delays when it affects several flights. E.g. "due to weather, departure traffic destined to PHL is subject to a ground delay program.
While these tools don't help you deal with late planes or claim compensation for flight delays, they are of great help when it comes to planning.
In the next section, you'll find flight status tracker links to know more about YOUR flight.
Flight Tracker by Airline
Most of the time, you don't care about the general situation as much as the status of your flight. That's why we've gathered live flight trackers by airlines here.
How can I track my flight?
Simple. Just scroll till you find the airline that operates your flight, then click on the link! Each link takes you to the real-time flight tracker of the airline.
Delta flight tracker
If your flight is operated by Delta Air Lines, use the link below. Delta is one of the largest air carriers in the US. They operate international and domestic flights. When your flight is delayed, EU law may protect your rights, even when US regulations don't.
Is your flight with Delta delayed? You may be entitled to $700 (600€) in compensation from the airline. Claim your delayed flight compensation from Delta now!
Southwest flight tracker
Southwest is the largest low-cost US airline. However, it doesn't operate flights to or from Europe. As a result, Southwest isn't under the jurisdiction of the EU Regulation 261/2004.
Get compensated by Southwest for the delay of your flight. Claim compensation from Southwest now!
JetBlue flight tracker
Use the link below to find out the flight status of a JetBlue flight.
JetBlue could owe you up to 600€ for the delay of your flight. Get a compensation from JetBlue for your late flight!
American Airlines flight tracker
American Airlines is the largest US airline. They operate intercontinental flights. Passengers who had a delayed flight with American Airlines when departing from the EU are entitled to compensation. Check the status of your American Airline flight in real time with their live flight tracker with the link below.
Get a delayed flight compensation from American Airline for your delayed flight. If you reached your destination at least 3 hours late, the US air carrier could owe you up to $700 (600€) according to EC261.
Air Canada flight tracker
Air Canada also operates international flights. Those may be subject to either the EU or Canadian regulations. Passenger rights in Canada vary from those in Europe or in the US. Track your Air Canada flight with the link below to find out if you're the victim of a delayed flight.
If you've had a flight delay with Air Canada, the airline may owe you money. Claim compensation from Air Canada for your delayed flight!
EasyJet flight tracker
The link below will take you to easyJet's live flight tracker. Check out if your flight is delayed or cancelled in a few minutes. Keep in mind that easyJet is under the EU Regulation's jurisdiction, so you may be entitled to compensation if your flight is indeed late.
Claim a flight delay compensation compensation from easyJet to get up to 600€ from the airline for the late arrival of your plane.
Ryanair flight tracker
If your Ryanair is delayed at destination by at least 3 hours, you can get compensated by the largest low-cost airline in Europe. Use the link below to track your flight status.
If your Ryanair flight was delayed, the Irish airline could owe you 400€. Claim a compensation for delayed flight from Ryanair now!
Tracking your Flight to Enforce your Rights
Tracking flights to know their status is great for planning, whether you're flying yourself or picking up someone at the airport. However, it won't prevent the delay or the cancellation from happening.
The flight delay maps above can hopefully help you find some comfort in knowing that you're not the only one in this mess! The flight trackers will let you know what to expect of your flight.
And if it turns out that your flight is delayed, you can get up to 600€ in compensation!
Useful advice on travelling during the COVID-19 pandemic: | aerospace |
https://www.licensingcorner.com/hermet-announces-collaboration-with-the-international-space-archives-isa/ | 2023-06-06T09:10:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652494.25/warc/CC-MAIN-20230606082037-20230606112037-00684.warc.gz | 0.919779 | 397 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__238128539 | en | Maurizio Distefano Licensing, ISA agent for Italy, concludes the deal with the homeware specialist
Hermet announces collaboration with the International Space Archives (ISA)
For a bedding and homeware collection inspired by space exploration
Maurizio Distefano Licensing, licensing agent for the International Space Archives (ISA), has announced an agreement with Hermet, a homeware company with extensive expertise in licensing collaborations, to develop a bedding and homeware line inspired by the ISA.
Hermet will create a bedding collection consisting of bedding sets and quilts and a homeware collection including bathroom and kitchen textiles, living room rugs and cushions, tableware and beach towels, both of which will be customized with stunningly beautiful images of space exploration missions and the famous symbol of the American space programme. The collection will be distributed in mass-market stores and in specialty stores for home
furnishings. It will also be available online.
The Mission Patches, photos, films and video contained in the archive come from a variety of sources including, of course, the American space programme, as well as the international space programmes of Russia, Japan, China, India and the European Union.
Maurizio Distefano, President of MDL, says, “We are thrilled that imagery from the International Space Archives has been an inspiration to a company like Hermet, whose creativity will I’m sure deliver an impactful and eye-catching collection dedicated to space exploration”
Over the past fifty years, manned and unmanned space programmes in the United States and other countries have amassed a huge amount of still and motion photography which is unique in its scope and splendour. For the first time ever, the International Space Archives has brought together the best of this still and video imagery into one comprehensive collection which is available for licensing worldwide through LMI Ltd, and in Italy through MDL. | aerospace |
http://www.albawaba.com/business/uae-aviation-industry--554718 | 2017-04-24T09:44:23 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119225.38/warc/CC-MAIN-20170423031159-00435-ip-10-145-167-34.ec2.internal.warc.gz | 0.910433 | 562 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__76965552 | en | The other Expo: Abu Dhabi's Air Expo ready for 'record attendance'
This year, the show is set to welcome over 17,000 visitors with an exhibitor line-up of 170 suppliers showcasing the latest innovations and development in the aviation sector.
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Al Bateen Executive Airport today announced the sponsors for Abu Dhabi Air Expo 2014.
Abu Dhabi National Oil Company (ADNOC) has signed up as Platinum sponsor for the third consecutive year, while the Department of Transport (DoT) will be an official sponsor for the second time. Abu Dhabi Aviation, the largest commercial helicopter operator in the Middle East, has also confirmed its participation and support for the show as Diamond sponsor. Rotana Jet will sponsor lanyards that will be handed to the visitors attending the show. The show, which will be held from February 25 to 27, is a dedicated business platform for the aviation industry, bringing leading industry players and decision makers together under one roof.
This year, the show is set to welcome over 17,000 visitors with an exhibitor line-up of 170 suppliers showcasing the latest innovations and development in the aviation sector, relating to non-commercial aircraft, jets, helicopters, equipment, manufacturers, services, pilot training schools, accessories, avionics, insurance and financing.
More than 100 aircraft representing a range of models from ultra-light to heavy business jets, including the VIP AirBus corporate jet and the TBM 850, will be on hand to be explored by aircraft enthusiasts and businesses searching for the best aircraft and aviation-related services.
- Al Tayer bucks the US department store trend with Bloomingdale's Kuwait opening
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- Abu Dhabi Air Expo brings together local and international players in aviation to meet in Abu Dhabi
- After Dubai's 'historic' airshow, this one has a lot to match up to: Abu Dhabi Air Expo kicks off
- Al Bateen Executive Airport announces Falcon Aviation Services as Gold Sponsors for Abu Dhabi Air Expo
- Abu Dhabi Air Expo starts tomorrow | aerospace |
http://thedailyhaze.com/mad-mike-hughes-flat-earth-homemade-rockets/ | 2019-02-20T16:39:41 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247495147.61/warc/CC-MAIN-20190220150139-20190220172139-00104.warc.gz | 0.979598 | 534 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__87960002 | en | On Saturday Mad Mike Hughes will be launching across the Mojave Desert in a rocket he made himself in a step towards proving the Earth is flat
Hughes used to work in NASCAR pit crews and has been building rockets for years
The Flat Earth Community got behind Hughes and helped him meet his Go Fund Me campaign goal
In 2014, Hughes had to pull his parachute while in a rocket over an Arizona desert
On Saturday, a 61-year-old limo driver named “Mad” Mike Hughes plans on launching himself across the Mojave Desert in a rocket ship he built himself.
Mad Mike is risking all and taking the mile-long flight with the long-term goal of proving the Earth is flat. He is armed with his steam-powered rocket that he built out of salvaged metal and his launch pad, which is constructed out of a used mobile home.
I don’t believe in science. I know about aerodynamics and fluid dynamics and how things move through the air, about the certain size of rocket nozzles, and thrust. But that’s not science, that’s just a formula. There’s no difference between science and science fiction
According to the NPR, Hughes managed is pulling the flight off for roughly $20,000. Hughes was able to raise $7,890 through a Go Fund Me titled, “FLAT EARTH COMMUNITY ROCKET LAUNCH.” The campaign goal was $7,875. During his first attempted campaign, Hughes raised $310 of his $150,000 goal.
Knowing that NASA doesn’t send anyone to space, Mad Mike could be one of the only people up in the air in a rocket. This is important we get behind him.
Saturday’s launch is not the first time Hughes has done something of this nature. On January 30, 2014, Hughes launched himself over the Arizona desert but had to pull both of his parachutes. One of his parachutes did not open, and the other was over twenty years old.
It is reported that Hughes worked in NASCAR pit crews and had been building rockets for years, but just recently converted to flat Earth. Hughes views Saturday’s launch as getting one step closer to launching himself into space. Once Hughes finally reaches space, he plans on taking one picture that will prove the Earth is flat.
Saturday’s launched will be closed off from the public, but you will be able to watch online. According to the Mad Mike Hughes website, “Not Open to Viewing Public Will be Available on Internet PPV.” | aerospace |
https://embraerx.embraer.com/global/en/projects-active | 2023-09-27T14:14:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510300.41/warc/CC-MAIN-20230927135227-20230927165227-00493.warc.gz | 0.947007 | 104 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__236830653 | en | We look toward the future. We look what happens from multiple points of view, keeping an open mind and the radar on to always be at the forefront.
Beacon is Embraer-X's business platform prepared to serve an agnostic fleet of aircraft. It reduces the effort required for operators and maintenance centers to connect to the aviation and air transport ecosystem, promoting real-time collaboration during unscheduled maintenance services and accelerating their return to aircraft service.
Want to know more? Go to: beacon.works | aerospace |
https://aerodynamicinc.com/about-us/ | 2023-11-28T10:16:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099281.67/warc/CC-MAIN-20231128083443-20231128113443-00397.warc.gz | 0.90784 | 231 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__305018838 | en | A Small Disadvantaged Business founded in 1998, Aero Dynamic Machining, Inc. has invested and grown to become a full service manufacturing facility serving the commercial and military aerospace community.
Located in the heart of the Southern California ADM owns and occupies two facilities totaling 94,825 sq. ft. employing 98 dedicated employees in Garden Grove, California. ADM was recently honored with the U.S. Air Force Mentor Protégé Program and “Boeing Supplier of the Year” in 2006.
ADM manufactures structural aerospace parts, assemblies and “point of use” kits utilizing 3, 4, and 5 axis CNC machines specializing in titanium and aluminum. Product quality and delivery is achieved via the “VISUAL Jobshop” MRP System and close attention to customer requirements
ADM supports its’ customers with on time delivery to the highest quality standards while applying continuous cost improvements. Evidence of this commitment is our ISO 9001 and AS9100 Registration for Our Quality Management System (NQA Certification ), ITAR Registration, and MBD/DPD (Model Based Definition) approvals. | aerospace |
https://ourcommunitymedia.org/us-news/aerial-support-msp-boosts-police-efficiency-from-the-sky/ | 2024-02-23T20:05:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474445.77/warc/CC-MAIN-20240223185223-20240223215223-00420.warc.gz | 0.932954 | 585 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__55007782 | en | For the past 11 years, Michigan State Police has been assisting with patrolling Kent County, Michigan, not only on the ground but also from a helicopter. However, this method has caused controversy among Grand Rapids residents, with some claiming that the helicopter creates air pollution and invades their privacy. The MSP helicopter aids in patrolling crimes, assists in search and rescue efforts, and provides a different viewpoint from the air, enhancing officer safety by allowing them to monitor situations from a distance.
Michigan State Police Air Patrol in Kent County Sparks Controversy
For more than a decade, the Michigan State Police (MSP) has been conducting aerial patrols in Kent County, sparking debates among Grand Rapids’ locals about air pollution and privacy.
News 8’s Taylor Morris recently had an opportunity to experience what MSP troopers do to assist other local law enforcement agencies from a bird’s eye view. During the MSP helicopter ride, Lt. Nick Olivo, a pilot with MSP, shed light on the mission.
“The main mission when we’re up there can change daily,” said Olivo. “Primarily, we spend our time flying Secure Cities Partnership patrols.”
The Secure Cities Partnership
The Secure Cities Partnership, launched in 2012, is an initiative where MSP teamed up with city, county, and federal law enforcement agencies to patrol areas witnessing an increase in violent crime. This includes cities like Flint, Saginaw, Detroit, and Grand Rapids.
“We focus on how we can make the jobs of officers on the ground safer,” commented Josh Maskey, a technical flight officer with MSP.
However, these aerial patrols haven’t been universally embraced, with locals voicing concerns about noise pollution and potential privacy violations.
“We are aware that these patrols can cause inconvenience,” said Olivo. “We try to mitigate this by flying higher and not hovering over the same area for extended periods unless necessary.”
Addressing Privacy Concerns
MSP gave News 8 a demonstration of how they patrol the streets to assuage Orwellian surveillance fears. The helicopter uses an infrared camera that cannot see inside homes, cars, or any type of glass.
Aside from helping patrol crime, MSP also assists with search and rescues, providing a unique aerial perspective.
“We can get there before anyone else. So, it’s my job to paint a picture for the other law enforcement officers,” said Maskey.
“Our vantage point and ability to monitor situations also contributes to officer safety. For instance, we can follow a vehicle that speeds off from a traffic stop, eliminating need for a high-speed pursuit,” explained Olivo.
MSP conducts these aerial patrols once a week, typically on Saturdays.
Read More US News | aerospace |
https://static-ssl.insider.com/category/satellites | 2023-06-07T06:54:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653608.76/warc/CC-MAIN-20230607042751-20230607072751-00370.warc.gz | 0.900408 | 1,094 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__9979441 | en | NASA satellite sent into space by Sally Ride in the 80s will come crashing down this weekend. But the odds of being hit are 1-in-9,400.
NASA said the concern of being hit by falling debris from the satellite is "very low," maintaining there's only a 1 in 9,400 chance anyone is harmed.
A dead NASA space telescope and an old Air Force satellite avoided a crash on Wednesday, beating 'alarming' odds
A collision would have threatened other spacecraft by turning the satellites into "shotgun blasts of debris," experts said.
SpaceX's license to launch hundreds of internet satellites may have violated the law, experts say. Astronomers could sue the FCC.
SpaceX is planning a mega-constellation of thousands of internet satellites called Starlink. But the FCC didn't perform an environmental review.
How Elon Musk's 'UFO on a stick' devices may turn SpaceX internet subscribers into the Starlink satellite network's secret weapon
SpaceX is racing to launch its new Starlink satellite internet service. To make it work, the rocket company may turn subscribers into a mesh network.
Elon Musk says a device resembling a 'UFO on a stick' will connect people to SpaceX's new Starlink satellite internet service
After SpaceX launched 60 more Starlink internet satellites, making it the largest spacecraft operator to date, Musk explained how users would connect.
Stunning images from space reveal the shocking extent of Australia's bushfire crisis
Australia's fires have lasted for months, burned millions of acres, and belched out a smoke plume that could cover half of Europe.
Apple's next big secret project could involve a fleet of satellites that may one day beam the internet straight to your iPhone
Apple reportedly has a dozen engineers working on a new satellite project that it hopes to launch in five years.
Amazon wants to skip a regulatory line to launch 3,236 high-speed internet satellites, but SpaceX is crying foul
Amazon missed a regulatory deadline 3 years ago for permission to launch internet-beaming satellites. Now the tech giant is asking the FCC for a pass.
Amazon is building a giant factory to make internet satellites and compete with SpaceX
The tech giant is moving its Project Kuiper team in a big play to compete in the emerging industry of global, high-speed satellite-internet service.
Elon Musk's Starlink mega-constellation will result in a 'Wild West' scenario in space, says Arianespace CEO
Arianespace's president Stéphane Israël says SpaceX's Starlink project would result in a "Wild West" scenario in space.
SpaceX's Starlink internet satellites could make astronomy on Earth 'impossible' and create a space-junk nightmare, some scientists warn
SpaceX recently launched 60 Starlink satellites as part of its plan to blanket Earth in high-speed internet. But scientists foresee some problems.
A crushing cost estimate of SpaceX's planned mega-fleet of 42,000 Starlink internet satellites glosses over a huge detail
A new Morgan Stanley Research update estimates the cost of SpaceX's revised Starlink internet plan without Starship, a planned low-cost mega-rocket.
SpaceX may want to launch 42,000 internet satellites — about 5 times more spacecraft than humanity has ever flown
Elon Musk wants to cover Earth in high-speed Starlink web access. But crushing SpaceX's competition may require tens of thousands more satellites.
A new radar system will track 250,000 tiny pieces of space junk. It may help prevent snowballing collisions that could cut off our access to orbit.
Tracking tiny bits of debris in space could help us avoid a potential disaster known as a Kessler event.
SpaceX may be a $120 billion company if its Starlink global internet service takes off, Morgan Stanley Research predicts
Financial analysts are looking at Elon Musk's plans to surround Earth with thousands of high-speed internet satellites — and they see a lot of green.
Europe's space agency says it dodged a SpaceX satellite because the company wouldn't move it out of the way. Buggy software may be to blame.
Satellite collision warnings are rare but not unprecedented, and there's no official rule book about who has to move their spacecraft first.
The massive Burning Man playa in the middle of the Nevada desert can be seen from space — check out the pictures
Burning Man is happening this week for nearly 80,000 attendees ready for a nine-day party made up of interactive art, music, and elaborate costumes.
SpaceX lost contact with 3 of the Starlink internet satellites it launched in May, but the company seems pleased with its first batch overall
SpaceX just revealed new details about the internet-providing satellites the company launched into orbit in May.
Elon Musk says SpaceX will try its 'most difficult launch ever' early Tuesday morning. Here's how to watch live video of the 3rd-ever Falcon Heavy rocket mission.
On June 24, the world's most powerful operational rocket will try launching 24 payloads — including an atomic clock and human cremains — into orbit.
SpaceX is about to launch a remarkable atomic clock for NASA that may change how we explore space
If the Deep Space Atomic Clock experiment works, it could enable future robots and astronauts to navigate through space without help from Earth. | aerospace |
https://greeniscool.biz/enormous-amounts-of-space-debris-are-rotating-around-the-earth/ | 2021-09-25T06:44:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057598.98/warc/CC-MAIN-20210925052020-20210925082020-00601.warc.gz | 0.908583 | 371 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__197958481 | en | Enormous Amounts of Space Debris Are Rotating Around the Earth
European Space Agency revealed a new statistic according to which more than a million space debris particles larger than one centimeter are rotating around the Earth.
Humanity has polluted all Earth ecospheres from the oceans’ depths to the outer space above the atmosphere. A new study taken by European Space Agency found out that enormous amounts of space debris contaminate the Earth’s orbit.
Most of the data were collected with the help of the United States Space Observation Catalog which observes the orbit’s contamination with space debris. Nearly six thousand space objects larger than one meter rotate around the Earth together with thirty-five thousand larger than ten centimeters and nine hundred thousand others larger than one centimeter.
European Space Agency has constructed a model that succeeded in counting other space debris particles. More than a million and three hundred thousand debris particles are situated in the Earth’s orbit according to this model.
Most of these debris particles are former satellites and their body parts. The most disturbing part lies in the impossibility to remove space debris and clean the Earth’s orbit.
Such contamination doesn’t affect the environment of the Earth’s surface but the extent of anthropogenic contamination can concern many people. It’s time to beat the alarm since humanity bothered to pollute even the outer space near the planet.
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https://aviationoiloutlet.com/blog/pilot-profile-jeana-yeager/ | 2024-03-04T01:47:57 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476409.38/warc/CC-MAIN-20240304002142-20240304032142-00584.warc.gz | 0.983665 | 657 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__54875354 | en | We've mentioned Jeana Yeager before in our Rutan Voyager Plane of the Week feature, but we're thrilled to be bringing her back in this Pilot Profile!
Known as the first women to fly a plane nonstop around the world without refueling, Jeana is truly an inspiration.
Born on May 18, 1952, Jeana moved around with her family and lived in Fort Worth, TX; Garland, TX; Oxnard, CA; and Commerce, TX. She is not related to pilot Chuck Yeager, the first pilot to fly faster than the speed of sound. Growing up, she was interested in horseback riding, track running, and helicopters.
Jeana earned her pilot's license in 1978 while working as a draftsman, a skill she studied in high school, and surveyor with a geothermal energy company in CA. Then, she began working in drafting for Robert Truax while he was developing a reusable spacecraft. In 1980 she set distance records with Dick Rutan in the Rutan VariEze and Long-EZ. The two had met at an airshow earlier that year.
Two years later, she set a new women's speed record for the 2,000-kilometer closed course and then another in 1984 for the open-distance record of 2,427.1 statute miles.
From the beginning, Jeana was destined for success. She was driven, hard-working, and passionate.
Jeana is most known for her historic flight around the world with Dick Rutan. What makes this flight so significant is that they were the first to attempt the journey without refueling. Together, they created Voyager Aircraft, Inc.
The previous distance record was set by a B-52 bomber, which flew 12,500 miles in the early '60s. Rutan believed that they could build a lighter aircraft that would enable them to fly twice that distance, which happened to be the distance it took to fly around the world.
However, they hit some snags in the beginning with funding. They could not receive any assistance from the government. They started the Voyager project, a name Yeager gave it, for this trip and didn't begin seeing any money until they began their own fundraising efforts.
Yeager drafted the plane's engineering and managed the business operation. Turning down funding from both a tobacco company and a Japanese company, the team was able to successfully see the project through to the day of the flight. After five years of work, they were ready to fly their plane.
You can learn more about the Rutan Voyager here!
More than 1,200 gallons of fuel was loaded into the plane for their flight. They took off from Edwards Air Force base in CA on December 14, 1986. They traveled on average nearly 116 mph and their flight took a total of 116 hours-just over 9 days.
Yeager was just 34 years old when at the time and had undergone extensive training to ensure that they communicated and navigated the ocean without a problem. They faced storms, the rear engine quit towards the end of the flight, and more, but they did it!
If ever there was a story that you could accomplish anything you set your mind to, this is it. | aerospace |
https://www.industrysearch.com.au/aerial-infrastructure-scanning-program-takes-flight/f/8091 | 2022-07-02T16:32:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104189587.61/warc/CC-MAIN-20220702162147-20220702192147-00290.warc.gz | 0.913963 | 727 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__38808250 | en | ARCAA is a multi-award winning research centre based in Brisbane. It conducts aviation automation research with a particular focus on autonomous technologies which support efficient and safe utilisation of airspace, and the development of autonomous aircraft and on-board sensor systems for commercial applications.
Ergon Energy employed the Flight Assistance System (FAS) - developed by ARCAA through the Cooperative Research Centre for Spatial Information (CRCSI) - for its ROAMES (Remote Observation Automated Modelling Economic Simulation) technology for power network scanning.
Ergon Energy's distribution area covers 97 per cent of Queensland and around 150,000 kilometres of the powerline network.
FAS will assist the pilot of a ROAMES aircraft, which is also fitted with photographic and LiDAR distance measurement equipment, to fly along optimised flight paths and capture 3D geospatial information of power infrastructure.
FAS provides fully automated navigation, while the pilot maintains vehicle altitude and speed.
Precision flight would allow ROAMES to capture and process large amounts of data into a precise "virtual" world, capable of deeper analysis and forecasting of needs and trends.
The complete system would enable reliable and precise measurement of Ergon Energy's electricity network and surrounding objects such as buildings, terrain and vegetation.
Ergon Energy manages an $10 billion asset base across regional and rural Queensland and serves 690,000 customers spread over approximately one million square kilometres.
Each year Ergon Energy spends $80 million to minimise vegetation that would otherwise pose a risk to the network or community safety. By using data from ROAMES to generate 3D computer models, Ergon Energy expects to save up to $44 million over five years.
Processed ROAMES data means Ergon Energy can improve its vegetation management activities, reduce the impact of the environment on the network and thereby minimise the number of outages caused by vegetation.
The aircraft and sensor technology are scheduled to commence scanning Ergon Energy's electricity network when ROAMES becomes fully operational in November.
The aircraft will operate at an altitude of approximately half-a-kilometre, which is twice the height of Brisbane's tallest building, to enable large areas to be covered.
The network will be checked annually via ROAMES, compared with every three years by the current manual inspection system.
Research and development on the project began in 2007 by Ergon Energy and its partners: Queensland University of Technology (QUT), Australian Research Centre for Aerospace Automation (ARCAA), Cooperative Research Centre for Spatial Information (CRC SI), Google, Seabird Aviation, Trimble and the Queensland Department of Environment and Resource Management (DERM).
Queensland Minister for Energy, Hon Stephen Robertson unveiled the new customised aircraft and Ergon Energy's world-leading ROAMES technology in Hervey Bay in September 2011.
Data collected from ROAMES will be loaded into the "cloud-hosted" Google Earth Builder product, and processed into spatial layers to make them available in an interactive, 3D visualisation environment to Ergon staff.
The ROAMES project along with Google Earth Builder will enable Ergon staff to improve decision-making and realise operational efficiencies, by delivering rich, timely, spatial and precise information about the network in the context of the real-world in which it exists.
"The vast size of Ergon Energy’s distribution area - which covers 97 per cent of Queensland and around 150,000 kilometres of network - was an important motivation for developing this new technology to manage the poles and wires and surrounding environment," Mr Robertson said. | aerospace |
http://monkeydomains.info/articles/8824/20140901/museum-to-restore-200-foot-titan-4b-space-launch-vehicle.htm | 2019-08-20T05:31:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027315222.56/warc/CC-MAIN-20190820045314-20190820071314-00279.warc.gz | 0.970834 | 381 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__29415379 | en | The National Museum of the U.S. Air Force will soon feature its biggest exhibit yet: a Titan 4B space launch vehicle that will have to be displayed horizontally since it's too tall for the museum's ceiling.
Slated to be part of a new exhibit in the museum's fourth building, which is expected to open in 2016, the Titan 4B has been stored in huge pieces in a Wright-Patterson Air Force Base hangar near Dayton, the reported.
The Titan 4B, which is almost twice as tall as similar vehicles at the museum, is an important artifact that will help relate the history of American space efforts from 1959 to 2005, a 50-year period defined by Titan rockets.
"The Titan 4B and the exhibit space around it will be crucial for telling the USAF space story," Dr. Doug Lantry, project manager for the new Space Gallery to be featured in the fourth building, said in a . "These exhibits are important because they illustrate what the USAF has done in space to defend our nation, how those jobs were and are done and by whom, and how the science, technology, engineering and mathematics of space work in the context of national defense history."
When it was whole, the Titan 4B stood at more than 200 feet tall.
"This is the largest artifact we have ever restored," Greg Hassler, a supervisor in the Restoration Division, said in a statement. "Just one of its solid rocket motor units weighs 75,000 pounds, with a diameter of 10 and a half feet."
From 1959 to 2005, more than 350 Titans were launched altogether. The Titan rocket family comprised two models of intercontinental ballistic missiles as well as several variously configured types of space launch vehicles.
The giant pieces of the Titan 4B have been shifted into the museum's restoration hangars as the staff prepares to start the huge project. | aerospace |
https://sen.com/news/esa-s-atv-space-ferry-goes-out-in-a-blaze-of-glory | 2020-08-11T04:22:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738727.76/warc/CC-MAIN-20200811025355-20200811055355-00056.warc.gz | 0.957778 | 1,072 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__6136748 | en | ESA's ATV space ferry goes out in a blaze of glory
Sen—At 13:42 UTC on Feb. 14, 2015, ESA's fifth and final Automated Transfer Vehicle (ATV-5), also known as Georges Lemaître, kissed goodbye to the International Space Station (ISS) and was sent on a path down to Earth in a controlled re-entry.
The spacecraft broke up in the atmosphere, marking the end of seven years of service by ESA's remarkable ATV vehicles, which so impressed NASA that their technology will help drive the agency's new Orion spaceship.
ESA astronaut Samantha Cristoforetti and Roscosmos cosmonaut Sasha Samokutyaev monitored ATV-5's departure from the moment it pulled away from the ISS yesterday, joined by ground teams from ESA and the French space agency CNES based at the ATV Control Centre in Toulouse, France.
Today's re-entry activities for the operations teams kicked off at 11:29 UTC, and two deorbit burns (DEO) started the re-entry procedure.
Timelapse made up of images taken by astronauts on board the ISS of ATV-5 undocking and moving away towards Earth yesterday. Video credit: NASA
DEO1 was carried out at 14:29 UTC as the ATV fired its thrusters for almost 14 minutes, reducing its speed by 186 km/h and lowering its altitude by 150 km. ATV-5's final orbit across the globe then began at 17:14 UTC and was visible in the twilight sky over parts of eastern Europe.
As DEO2 started at 17:26 UTC over the Caspian Sea, the control room in Toulouse became more crowded as scientists and engineers involved in the ATV project started to gather to witness its final moments. The manoeuvre, which lasted approxmately 23 minutes, reduced the spacecraft's speed by almost 323 km/h.
At 17:53 UTC, the last command from the Control Centre was sent to ATV-5, getting it to briefly fire its thrusters to allow Earth's atmosphere to grab the spacecraft as it reached an alititude of approximately 200 km. The spacecraft was brought into a tumbling freefall safely above the Pacific ocean in what the ATV team termed "The Big Dive". Contact was finally lost at 18:11 UTC, marking the end of an era for all involved.
What made this standard ATV re-entry unique, apart from being the last of this generation, was the special infrared camera that was installed by Christoforetti to capture front-seat views of the space ferry's interior as it broke apart.
"The battery-powered camera will be trained on the Automated Transfer Vehicle’s forward hatch, and will record the shifting temperatures of the scene before it," project leader Neil Murray explained in a statement on the ESA website last week.
"Recording at 10 frames per second, it should show us the last 10 seconds or so of the ATV. We don’t know exactly what we might see—might there be gradual deformations appearing as the spacecraft comes under strain, or will everything come apart extremely quickly.
"Whatever results we get back will be shared by our teams, and should tell us a lot about the eventual re-entry of the International Space Station as well as spacecraft re-entry in general."
The camera planted inside will not have survived the re-entry; however, it was linked to a "SatCom" sphere enveloped in a ceramic thermal protection system that offers shielding against extreme temperatures of up to 1500°C as it hurtled through the atmosphere at speed.
In this way, the SatCom acts as the "black box" of the ATV, transmitting all of its stored data to nearby Iridium communication satellites once it separates away from the disintegrating spacecraft.
ATV-1 Jules Verne burning up as it undergoes a planned re-entry into the atmosphere of our planet. On Sept.29 2008, the supply vehicle broke up 75km above the Earth's surface at 14:58 CEST, with the remaining fragments falling into an uninhabited area of the Pacific ocean some 12 minutes later. Credit: ESA/NASA
Some signal loss is to be expected from the camera feed when it is examined due to intereference from the hot atmospheric plasma blocking radio signals. It is hoped that the omnidirectional antenna attached to the SatCom was able to exploit any gap in the intereference to continue transmission, but if not the signal will have been picked up again after the plasma had cleared—expected to occur at an altitude below 40 km.
All ATVs, built by Airbus Defence & Space, have ended their supply missions the same way—by being filled with waste from the ISS and sent to be destroyed over an uninhabited area of the Pacific ocean.
Not only did Misson Control in Houston and Moscow follow the events as they happened via TV monitor, but NASA will also be showing hats-off appreciation for the years of reliable service from ESA's ATVs by incorporating the spacecraft's advanced and intelligent electronics system into the Orion module, ensuring that the legacy of this space station supply ferry lives on. | aerospace |
http://m.keyt.com/nationalnews/where-is-malaysia-airlines-flight-370/25050726 | 2015-03-06T12:38:08 | s3://commoncrawl/crawl-data/CC-MAIN-2015-11/segments/1424936468546.71/warc/CC-MAIN-20150226074108-00329-ip-10-28-5-156.ec2.internal.warc.gz | 0.966792 | 903 | CC-MAIN-2015-11 | webtext-fineweb__CC-MAIN-2015-11__0__138815612 | en | Published On: Mar 19 2014 03:08:10 PM CDTUpdated On: Mar 20 2014 09:36:05 AM CDT
On March 8, 12:41 a.m. a plane carrying 239 people left the Kuala Lumpur International Airport heading to Beijing and hasn't been seen since. Take a look at the facts as the search for the plane enters its 13th day.
All tracking systems were working as the Boeing 777-200ER takes off from the Malaysian capital of Kuala Lumpur, headed for Beijing, on Saturday, March 8 at 12:41 a.m.
At 1:07 a.m., one of the plane's communication systems sends what turns out to be its last transmission. Shortly after, at 1:19 a.m., someone in the cockpit made a voice check-in with air traffic controllers as the plane apparently left Malaysian airspace and entered Vietnamese airspace. Initial investigations indicate it was the co-pilot, Fariq Abdul Hamid, who spoke the final words, "All right, good night."
The plane's transponder stopped communicating at 1:21 a.m. With the transponder off, the plane was flying blind from the ground's point of view.
At 1:22 a.m., the plane disappeared from Thai military radar. Shortly after, the Thai radar station in southern Surathani province picked up an unknown aircraft flying in a direction opposite to what Flight 370 had been traveling. Then, civilian radar lost contact with the plane over the Gulf of Thailand between Malaysia and Vietnam.
Though the Malaysian plane is not transmitting information, certain radar can still detect a plane in the air. According to a Malaysian Air Force official, military radar tracked the plane as it passed over the small island of Pulau Perak in the Strait of Malacca. At this point, the plane was hundreds of miles off course. It is then believed to have either turned northwest toward the Bay of Bengal or southwest elsewhere into the Indian Ocean. This was the last time any civilian or military radar is known to have tracked the aircraft.
Less than seven hours after it took off, Malaysian Airlines said it issued an alert that the plane was missing from radar. That alert was followed by the company announcement of the plane's disappearance on Facebook.
Malaysia'sPrime Minister Datuk Seri Najib Tun Razak revealed on March 15 that a satellite tracked the plane at 8:11 a.m., more than seven hours after takeoff.
Confusion has shrouded the search for the missing plane, including the role of the pilots, pictured below. Experts are exploring the theory that one or both of the pilots deliberately steered the plane off course. The pilots' homes are being searched and their personal and political beliefs are being investigated. Authorities are also investigating all 239 passengers on board.
At least 25 countries have joined Malaysia’s search for Flight 370 across some 30 million sq. mi., amid indications that the plane flew as long as seven more hours after losing radio contact.
The lack of progress has angered and frustrated families, who have accused Malaysian officials of withholding information. Some family members staged a protest at the hotel where media covering the search are staying and one woman broke down in front of cameras, desperate to know the whereabouts of her son.
On March 19, investigators looking at a flight simulator taken from the home of one of the pilots, Captain Zaharie Ahmad Shah, discovered that some data had been deleted from it, Malaysia's acting transportation minister said. What the revelation means is unclear.
On March 20, Australian authorities captured two objects on satellite and described them as possible debris from the missing plane. Hindered by poor weather in a wild, remote area of the southern Indian Ocean, neither the surveillance planes nor the massive Norwegian cargo ship managed to spot the debris photographed Sunday by a commercial satellite and the search was called off for the day. The images represent the best lead so far in the search for the missing plane.
Once a 12-seat restaurant in Santa Barbara, Los Arroyos now has four locations in California and Nevada as it celebrates its 16th year. For three days, several menu items have 1999 prices as a "thank you" by the owner to the customers.
There's a disturbing trend that all parents need to be aware of. It's taking over social media, and it could have been the motivation behind a fiery accident that left a local teenager with severe burns. | aerospace |
https://arminstrobel.com/2015/02/08/concept-study-airborne-launch-and-recovery-system-for-small-uavs/ | 2019-06-27T12:15:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560628001138.93/warc/CC-MAIN-20190627115818-20190627141818-00259.warc.gz | 0.926954 | 1,799 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__157296136 | en | The basic concept of this airborne launch and recovery system is based on the the commonly used In Flight Refuelling (IFR) system via probe and drogue. Instead of hooking up a fuel nozzle the whole UAV is hooked into the drogue, and with a winch it is pulled in a pod under the wing where the UAV is stored while not in use or being refuelled / recharged. For every UAV one pod dedicated, except when a pod is mounted in the payload bay of the mother plane. Multiples of pods can be mounted on existing stations.
Since the properties and size of the drogue are similar to the UAV both react similar to turbulences. In this suggested approach the coupling of the UAV with the drogue is outside of the area of the propeller wash and the down wash of the wing and other disturbances. Further this allows to define a safety zone around the mother airplane to prevent any threat from the UAV to the mother airplane or its crew.
In the example of the C-130 one pod can be mounted inside the fuselage accessible for the crew. Through opening the back door the pod can be brought into position to deploy the UAV. This gives the ability to deploy and store multiple UAVs with one pod and allows access for the flight crew during flight to the UAV and its payload.
The rough closing in for recovery is done by transmitting the position, speed and heading of the mother airplane via an encrypted data link. The UAV uses this information to calculate a possible rendezvous point and adjusts its flight path.
If the pilot of the mother airplane is keeping its heading and speed, the rendezvous manoeuvre is straight forward. To give the mother airplane pilot more flexibility a predictive probability based approach can be used to control the UAV in rough closing in phase. This is very similar to a submitted publication of mine (Predictive Probability Based Collision Avoidance for Unmanned Aerial Vehicles).
When the UAV is close enough a precision guidance system is used to couple. The precision guidance system persists of a infra red (IR) light source (preferable wave length 940nm) mounted in the middle of the drogue and a corresponding IR camera with a high update rate in the probe at the head of the UAV. This allows the UAV to close precisely the probe in the drogue where a coupling mechanism fixes it (Figure 2). The winch then pulls the drogue with the coupled UAV into the pod where the UAV is stored and refuelled for the next deploy (Figure 3).
The UAV can be either specially designed for this kind of application or can be refitted with the probe. The probe can interoperate all necessary systems needed for deploy and recovery. The adaptation of a different UAV can be done by integrating the probe and adjusting the shape of the storage bay in the pod for the corresponding UAV.
To deploy the UAV the winch can either unwind and at a distance release the UAV or it can be directly released from the pod. The pods position and the drag of the UAV prevent any contact with the mother airplane. For a safe deploy even under imperfect conditions or during a dive or deceleration additional drag can be generated by releasing a drag chute prior to deployment.
The necessary systems for this type of in flight deployment and recovery of UAVs includes following Systems:
- The UAV
- Airframe with payload, propulsion and control for normal operations
- High level control for distributed control (coordination)
- IR-Sensor with control for recovery
- Control station for distributed coordination of several Vehicles
- The launch and recovery system (including storage and refuelling)
- Storage bay
- Refuelling / recharging system
- Display for the Pilot to visualize the area he should be or stay for recovery or deploying
Figure 5 shows an overview of those systems and there relations to each other.
The drogue has two proposes. It is supposed to keep the latching hole stable in the air so that the UAV can home into it by using the IR light source inside the latching hole (Figure 6). The second purpose is to guide the pin into the latching hole, where the pin is latched. The IR light source is either supplied by electric wires in the rope or by a small battery which gets inductive recharged when it is in storage position.
The probe is designed to house all additional systems for the UAV. An IR camera behind an optical notch filter window is located on the front of the probe (Figure 7). Behind that camera is the control system with the data link installed. These are surrounded by the latching mechanism. The whole probe is supposed to slide into the latching hole of the drogue. The probe’s power is supplied by the UAV and gets information such as position and speed from the autopilot. This information is used together with the information of the mother airplane via data link to line up the UAV short behind the mother airplane. The precision IR based homing system is used for the final phase. In both phases the control system sends correction data to the UAV’s autopilot.
The pod is equipped with the winch, a data link, refuel system and the control system for it. The rear of the pod contains the storage bay for the UAV. The back of the storage bay is shaped in a way that the drogue and the the UAV guides easy into the storage bay. In storage position (Figure 10) the UAV is held only by the locking mechanism in the drogue and the storage bay shape. The Figure 8 to 10 shows the pulling of the UAV into the storage position.
Mother Airplane Pilot Display
This display gives the pilot of the mother airplane the information regarding where the airplane has to be to be able to recover the UAV in a certain time period. The different time periods can be displayed with different colors. The stand off areas for the mother airplane can also be integrated so the pilot is able to determine where they are and where they should be with just one look.
Distributed Control of the UAVs
The UAVs can be either operated as independent vehicles with different tasks allocated by the operator or as a small swarm. In the first implementation multiple operators will control the UAVs and coordinate their mission.
In a further development stage a coordinated swarm control may be beneficial depending on the mission. In my doctoral thesis (Unmanned Aerial Vehicle Swarming with Distributed Nonlinear Model-Predictive Control) one possible approach of swarm coordination and control is described.
To control a swarm of Unmanned Aerial Vehicles (UAVs) efficiently, every UAV has to have a higher level of autonomy than just a single UAV. The operator does not want and can not give every single member of a swarm detailed commands. The autonomy has to ensure that the operator can give high level commands and every member of the swarm is collaborative and reliable fulfilling its desired aim.
Applications and Use cases
This concept, of launching and recovering, can be applied for every UAV which can be equipped with the probe and its flight envelope is a sufficient match to the mother airplane. This includes fast propeller driven UAVs in pusher and twin engine configurations as well as all turbine driven UAVs. The UAV’s maximum speed needs to be sufficient above the minimum speed for safe operations of the mother airplane. In some cases the UAV wing and tail structure (which are exposed in storage) may need to be modified to ensure the survivability in storage position for the complete speed envelope of the mother airplane.
The use of a vertical take off and land (VTOL) UAV like a modified Aerovel Flexrotor UAV with higher maximum speed would allow to deploy precisely and recover small payloads to and from everywhere. This will offer new kinds of operations and missions.
Advantages / Disadvantages
- Based on existing technologies like In Flight Refuelling and glider towing.
- Mainly use of commercial of the shelf components possible.
- Coupling of the UAV can be done far behind the mother airplane, which ensures a safety buffer.
- Drogue can be designed in a way that the reaction on turbulences are very similar to those of the UAV. This will allow a coupling also under imperfect conditions.
- Fast recovery, refuelling / recharging and redeploy possible.
- Adaptable for many existing UAV / UAS.
- Modular design.
- Only one UAV can be recovered per pod if they are mounted on the wing and not inside of the fuselage such as in Figure 4. | aerospace |
https://www.economy.pk/pakistan-resumes-pilot-licensing-exams-after-three-years/ | 2023-06-10T15:12:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224657720.82/warc/CC-MAIN-20230610131939-20230610161939-00464.warc.gz | 0.935443 | 203 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__246032982 | en | After three years, the UK CAA International started pilot licensing exams in Pakistan on May 9.
PCAA deputy director-general Nadir Shafi Dar remarked, “The Pakistan Civil Aviation Authority (PCAA) has entered into an arrangement with the UK CAA International for pilot licensing tests.”
“The PCAA has signed a three-year agreement for pilot licensing exams with the UK CAA International,” he said.
“Today, more than 100 applicants will take the pilot license tests in Karachi as part of the first phase.” Exams would be held in Islamabad and Lahore in the next phase,” he said.
He said, “A huge number of candidates are registering for the commercial and airline pilot category exams.”
After the contentious comments of the PTI government’s minister for aviation, Ghulam Sarwar Khan, about the fake pilot license, international airlines barred Pakistan from taking pilot licensing exams in 2020. | aerospace |
http://dailyspace.blogspot.com/2009/05/young-star-trek.html | 2018-07-17T21:19:44 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589902.8/warc/CC-MAIN-20180717203423-20180717223423-00505.warc.gz | 0.981149 | 224 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__220283280 | en | The first Star Trek TV series was of course constrained by the special effects capabilties of the 1960s.
Nevertheless, it really irritates the heck out of me to see Star Trek shows that are supposed to occur before the events in Star Trek, have better technology than Star Trek had. I'm not talking about the special effects, I'm talking about the actual technology used.
To that end, nothing in this first Star Trek movie (let alone in Enterprise) should look technologically more advanced than the first Star Trek!
I was really disappointed with Enterprise in that regard. Spock was the very first Vulcan on a starship, so where the heck did that female Vulcan come in? (And although I liked Scott Bakula in Quantum Leap, didn't care for him as Archer.)
How did the Federation actually come about - that's a movie I'd like to see. I mean, does it look like a space federation will ever come about, based on what's happening with our space program today? I don't think so - the only ones actually going to do anything in space are the Chinese! | aerospace |
http://myblog.rsynnott.com/2005/10/crackpot-idea-454546-warning.html | 2013-05-23T14:25:21 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368703334458/warc/CC-MAIN-20130516112214-00036-ip-10-60-113-184.ec2.internal.warc.gz | 0.963563 | 569 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__46692697 | en | Crackpot Idea #454546 (Warning, involves rockets)First, a bit of background.
The recent re-emergence of commercial space flight and the US's plan to build a new heavy rocket have sparked a new wave of talk of the glorious, utopian future of space. Space stations, giant solar arrays, advanced materials, mining the asteroids, moon bases... The catch is, this has all happened before. The same thing came as a result of the roll-out of Apollo, something similar happened in the Soviet Union with the launch of the Energia rockets, and even, inexplicably, some of the same mania turned up with the launch of the Space Shuttle.
The big problem with space travel is rockets. A rocket of significant size uses most of its power lifting fuel, not the payload. Doubling the mass of a rocket will by no means double its payload. A Saturn V weighs 2,900 tonnes and has a payload of 118 tonnes to LEO; a Nova design which weighed over 50,000 tonnes had a payload of only 500 tonnes to LEO. The engineering challenges of building such large rockets are considerable, and most heavy rockets have a payload to LEO in the 25 tonne range; the Soviet/Russian Proton, the European Ariane V, the commercial Falcon 9 (under development) and the American Delta IV-H and Atlas V(Heavy) (both under development, though the Delta IV has been tested) are all in this range. So, it looks like lifting very heavy loads by chemical rocket is not an option.
What about nuclear? What indeed. In the early US and Soviet space programs, nuclear thermal rockets were developed; their efficiency was limited due to the rather low temperatures acheivable at the time without damaging the reactor, but they still beat chemical rockets by a wide margin. The top stage of the Saturn V was nearly a small nuclear device, and Werner Von Braun developed a single stage to orbit nuclear rocket capable of putting 500 tonnes in LEO. Nuclear rockets were tested on the ground, but by the time they were developed were politically unacceptable.
Then, there was Project Orion. Project Orion was a collabaration between General Atomics and DARPA in the 50s and 60s; it consisted of a metal disk with a payload on top, from which was dropped small nuclear bombs. It rode into space on the explosions. Designs went from 10,000 tonnes to orbit to 8 MEGAtonnes to orbit. In all, the 10,000 tonne version required about 10 megatonnes of nuclear explosives, though a lot of that energy was wasted. A mini version with chemical bombs was tested, and worked. Of course, this was completely politically unacceptable.
(Crackpot ideas temporarily withdrawn while I investigate patents.) | aerospace |
https://www.forumklas.org/greatest-moments-discoveries-from-nasa-robot/ | 2019-08-22T13:34:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027317130.77/warc/CC-MAIN-20190822130553-20190822152553-00511.warc.gz | 0.935068 | 821 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__32507109 | en | NASA’s longest-running rover on Mars, Alternative, is not any extra. Officers declared the 15-year-old rover Alternative useless Wednesday, eight months after by a ferocious mud storm in June. (Feb. 13)
The Mars rover Opportunity is dead after a record-setting 15-year run, however its reminiscence – and scientific discoveries – reside on.
NASA introduced Wednesday that the Mars rover was deemed useless after it hadn’t communicated in additional than eight months.
Alternative, together with twin Spirit, had unprecedented success and contributed greatly to scientific understand of the purple planet, NASA mentioned.
“We’re celebrating with emotion. Science is an emotional affair,” mentioned Thomas Zurbuchen, affiliate administrator of NASA’s Science Mission Directorate. “It’s a staff sport, and that’s what we’re celebrating in the present day. I’ll always remember the wonderful work that occurred right here. It remodeled our understanding of our planet.’’
Farewell to a ‘workhorse’: Mars rover Opportunity officially dead after 15 years
To recollect Alternative, listed below are a few of its best moments and discoveries:
Water on Mars
Alternative was instrumental in serving to decide that Mars as soon as had liquid water and will have been capable of assist microbial life. NASA said Opportunity hit a “hole in one” when it first landed in a crater and discovered the mineral hematite.
Nicknamed “blueberries,” the hematite spheres sometimes type in water on Earth, NASA mentioned.
“Rocks close to the Alternative rover’s touchdown web site … contained pearl-shaped rocks that shaped in pre-existing moist sediments, in addition to finely layered ripples, crossbeds, and niches the place crystals as soon as grew and had been later redissolved,” NASA said.
Along with the “blueberries,” Alternative additionally made different key discoveries to assist our understanding of water on Mars.
The rover had a “slam-dunk” discovery when it noticed vivid mineral veins that seemingly shaped from flowing water underground. It found the mineral jarosite, too, which varieties within the presence of acidic water, NASA says.
Surviving craters and mud storm
Alternative needed to traverse the inhospitable, sandy Mars terrain and confronted nice adversity within the course of.
After it first landed, Alternative struggled to drive out of Eagle Crater, NASA mentioned. The staff behind the rover additionally needed to strategically plan how one can get out of Endurance Crater, with as much as 31-degree slopes, in addition to “Purgatory Dune,” which took 5 weeks of planning and driving, NASA mentioned.
A record-breaking run
Alternative and Spirit initially had their mission deliberate for 90 days, however the duo far exceeded the purpose. Spirit was dominated useless in 2011, a yr after it acquired caught in sand and stopped speaking.
However Alternative stored roaming, and in doing so, set the report for off-Earth roving distance at 28.06 miles. Spirit traveled a distance of roughly four.78 miles. China’s Yutu 2 on the moon and NASA’s Curiosity on Mars might beat Alternative’s report, although.
Area selfies and snapshots
Whereas Alternative contributed vastly to scientific understanding of Mars and its geology and local weather, many knew the rover for its iconic selfies and photographs.
Contributing: Jorge L. Ortiz, USA TODAY.
Comply with Ryan Miller on Twitter @RyanW_Miller
Learn or Share this story: https://www.usatoday.com/story/tech/science/2019/02/13/mars-rover-opportunity-greatest-moments-discoveries-nasa-robot/2862596002/
Publish BySource link | aerospace |
https://www.newsherald.com/news/20190527/three-war-survivors-league-one-bay-county-veterans-story | 2020-02-26T23:35:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146562.94/warc/CC-MAIN-20200226211749-20200227001749-00524.warc.gz | 0.975932 | 1,245 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__100476361 | en | CALLAWAY — One of the primary purposes of the Three War Survivor’s League is to gain national recognition for members of the Greatest Generation who served their country through three successive wars —WWII, Korea, and Vietnam.
The Veteran’s Administration (VA) estimated that in 1997, there were 72,000 three-war veterans. Currently, they estimate there are only 1,100 survivors, and the Three War Survivor’s League is trying to locate them.
“Their sacrifices, contributions, and achievements of patriot services are publicly identified and honored,” said George Winn, Executive Secretary of the organization. “To date, there are only 18 members of this elite organization surviving, with one living in Bay County.”
LTC Daniel Daube, Sr. (Ret, Air Force) was only 18, and a freshman at Penn State College, when he volunteered for the Navy during World War II. In 1946, he returned to Penn State to finish his education, but stayed in an Army Reserve unit in order to apply for a Direct Commission. He finished his college education in 1949 and immediately reported to Ft. Knox for active duty.
Because Daube had been a combat air crewman in the Navy, he wanted to become a pilot. Although the Air Force was 1947, by 1949 the branch still did not have their infrastructure in place.
“The Army Air Corps wanted to recruit me, but they wanted to put me on probation,” Daube said.
Not being one to take “no” for an answer, then-2nd Lt. Daube got on a plane and flew directly to the Pentagon. Even without an appointment, he was able to bluster his way into the office of an Air Force Colonel.
“Although the Colonel said I had a lot of nerve showing up unannounced, he arranged for me to take a flight test, and because I’d already flown light aircraft I passed.” Daube said. “I was admitted into the Air Force, but no bases were established until 1951, when I was sent to Bainbridge, Georgia to get flight instruction from civilians.”
At the height of the Korean conflict there were already enough pilots, so Daube was assigned to a base in Holland and given orders to patrol the North Sea, Germany, Czechoslovakia, and Italy, making certain the area was not invaded by Russian airplanes. At one point, Daube intercepted a Russian pilot flying across central Europe and forced him down in Brussels. Daube returned to his home base, never knowing what happened to the enemy trespasser.
In between the European assignment and Vitenam, Daube earned an MBA, and was assigned to the Space Program because of his advanced degree and flight experience.
“I was known as the Command Missile Man and provided Missile Range Support for all the guided missile ranges along the Atlantic,” Daube said. “But about this time, Vietnam was really heating up, so I was named the Deputy Commander of the Airlift Division with the 7th Air Force in Saigon.”
This fighter pilot was always looking for adventure, and got it when he was assigned to get rid of excess bomblets.
“This assignment turned into a secret mission over Laos, where we came under fire, for which I was awarded a Bronze Star,” Daube said.
Daube logged 65 flight combat hours while in Vietnam out of his simple desire to keep flying.
Daube’s love of flight began when he was in high school and groups of students went to the airport to watch the planes land.
“I watched the pilots deplane in their beautiful uniforms, and decided right then and there… ‘I’m going to be one of those,’” he said.
Upon Daube’s retirement, he’d logged 3,850 hours doing what he loved.
So what lessons did Daube learn in his 33-year military career?
“Several things—honestly; do the best you can do; and no matter how much you may dislike a superior, don’t talk badly about them,” Daube shared.
Because Vietnam was such an unpopular war, Daube was asked to reflect on his feelings of being directly involved.
“President Johnson and Secretary of Defense Robert McNamara tried to fight the war from D.C., making it too politicized for the military to succeed,” Daube said. “What broke my heart was to watch generals actually cry over the orders they were required to carry out.”
Eventually, Daube was tasked with formulating 30, 60, and 90-day exit plans to facilitate the removal of personnel from the air bases in that war zone.
Because of Daube’s unique service within three branches, as well as the Space Program, he is listed on the Wall of Honor at the Smithsonian National Air and Space Museum.
Given his varied war experiences, does Daube think the draft should be reinstated?
“Absolutely!” Daube said. “Look at the lack of discipline, responsibility, and national loyalty among our youth today. I believe every high school graduate should spend at least one or two years in military service. It made me the man I am today.
“Plus, there is valuable bonding that goes with military service. All veterans have gone through similar things. They are fiercely dedicated and loyal to each other as well as the United States, willing to die to protect our country,” Daube said.
Thank you for your service, sir and may you be the Last Man Standing.
Editor's Note: The Last Man Standing Club monitors, identifies, promotes, and supports the interests of the members of the Three War Survivors League. The Club monitors the location, health, welfare, and longevity of the members of this private fraternity. For more information, contact: email@example.com | aerospace |
https://www.concordia.ca/news/stories/2020/03/03/learn-how-concordia-is-jetting-to-the-forefront-of-aerospace.html?rootnav=news/stories | 2024-03-01T10:14:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475238.84/warc/CC-MAIN-20240301093751-20240301123751-00707.warc.gz | 0.922927 | 1,320 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__9558716 | en | Learn how Concordia is jetting to the forefront of aerospace
From a pilot eye-tracking simulator to roundtables on sustainability and more, the Take-off/Touch-down programming at Concordia’s 4TH SPACE from March 2 to April 7 will make the high-flying world of the aerospace industry accessible to the university community and public at large.
Many Concordia researchers are engaging with the far-reaching and interdisciplinary field of aerospace.
With developments in engineering, science and technology, however, come questions for the environment, social sciences and regulatory bodies: what is the human experience of controlling flight? Why aren’t there more women in the industry? Who are the people pioneering the field? As a high polluting industry, how is aviation turning green? Who governs flight?
“There are so many challenges facing the industry,” says Nadia Bhuiyan, Concordia’s vice-provost of partnerships and experiential learning.
“Imagine that by 2037, the International Air Transport Association is predicting that the number of passengers will increase to more than eight billion. Now imagine the impact of this on the environment, on airports, on communities living near airports, on aircraft design, on the cost of travel and so on.”
And the competition for these passengers will be intense.
“China is expected to surpass the United States as the world’s largest air passenger market. Concordia researchers are at the forefront of developing more efficient, effective and connected aircraft and optimizing the processes needed to design and develop them. They are looking to find ways to reduce fuel consumption in airports and to better schedule flights to reduce congestion and wait times,” Bhuiyan adds.
“Our researchers are also developing space-related technologies in an effort to better understand what lies beyond our atmosphere. And to continue to tackle these challenges well into the future, we need to build our 21st-century workforce — one that could benefit from a lot more women.”
Grounding aerospace in 4TH SPACE
For the duration of Take-off/Touch-down, 4TH SPACE will house drones, planes, wind tunnels, simulators and aspects of the historical development of aerospace, as well as foreground Concordia’s cutting-edge research via videos and interdisciplinary roundtable discussions.
Visitors to the event will receive a travel passport fashioned to guide them as they encounter planes designed and built by Concordia’s Society of Automotive Engineers, a spherical drone from UAV Concordia, drones from the Concordia Chapter of the American Helicopter Society and a variety of rockets and prototypes from Space Concordia.
4TH SPACE visitors will also encounter the Ambular drone developed by staff from the International Civil Aviation Organization (ICAO). The Ambular 2.0 is a quick, safe and versatile response unit that can easily navigate the diversity of the built and natural environment, rapidly moving a person facing a medical emergency to the nearest hospital.
The Ambular’s accompanying virtual reality experience allows visitors to navigate the drone through different terrains and feel what it would be like to be the pilot.
“The Ambular research project is a partnership between ICAO staff, Concordia and other collaborators. The ICAO team has designed the vehicle prototype featured at 4TH SPACE,” explains Luis Rodrigues, professor of electrical and computer engineering in the Gina Cody School of Engineering and Computer Science.
“The project will focus on the development of air mobility systems capable of performing optimal trajectory planning, emergency response and trajectory re-planning in real-time, energy management and battery recharging, air traffic management and virtual reality and augmented reality based on real-time video streaming,” he says.
“All of these capabilities are expected to be on board a fleet of autonomous electrical vertical takeoff and landing vehicles in the future of air mobility. This research project gives an important step in that direction.”
Stripping down aviation to its materiality, the Concordia Centre for Composites (CONCOM) is bringing in an aeroplane tail rotor made of carbon fibre. The choice of material reflects the needs for lighter materials in aerospace design, moving from aluminium to carbon fibre that is tested at CONCOM to understand if the strength is enough for industrial needs.
Material from this lab has been used for research at Concordia, including for parts of Space Concordia’s Rocketry Division, and testing is done with an automated fibre placement machine with a robotic arm, the only one of its kind.
Brainstorming the future of aerospace
Alongside the fixed installations, researchers, professionals and students will come together each week for roundtable discussions that highlight a different aspect of aerospace.
Aerospace engineering classes will also activate the space, giving an insight into the technical facets of the industry.
On March 2, at the first in the series of roundtables, Susan Liscouët-Hanke, associate professor of mechanical, industrial and aerospace engineering, will moderate a discussion on green aviation with participants from Bombardier, ICAO, CIADI and the Gina Cody School.
The conversation will relate to solar power for aircrafts, thermal analysis, composite materials and biofuels, as well as waste reduction in design, manufacturing and supply chain.
On March 10, Bhuiyan will facilitate a discussion on how to increase the number of women in Aerospace by panellists from ICAO, SAE Aero, CAE, Pratt & Whitney Canada, the John Molson School of Business and the Gina Cody School.
Rodrigues will lead a conversation on March 16 by participants including members of the Department of Psychology and Marinvent Corporation on the challenges related to drones and mobility, regulatory issues and the human experience of aviation.
The final roundtable in the series, to be held April 3, will look at the future of space research at Concordia. The roundtable will connect student associations and faculty members to explore Concordia’s upcoming efforts in space exploration.
The showcase will culminate on April 7 with Aerospace Day, dedicated to air and space mobility, at the Concordia University Conference Centre on the ninth floor of the John Molson Building, MB-9, 1450 Guy St.
Stop by 4TH SPACE during the Take-off/Touch-down programming to soar through the universe of aerospace — to infinity and beyond! | aerospace |
https://ontimemicrofinance.com/qa/can-satellites-see-through-clouds.html | 2021-10-22T23:16:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585522.78/warc/CC-MAIN-20211022212051-20211023002051-00102.warc.gz | 0.929217 | 928 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__67504368 | en | - Can satellites see faces?
- What countries have spy satellites?
- Are satellites visible at night?
- How can you tell if its a satellite?
- Can satellites see inside your house?
- Can we see satellites?
- Can you see satellites with naked eyes?
- Are satellites spying on us?
- How high are satellites in the sky?
- How do satellites see through clouds and smoke?
- Can satellites take pictures through clouds?
- What can spy satellites see?
Can satellites see faces?
When it is in contact with NASA this web site will show you what we can see from orbit.
At this time, the highest resolution satellite in the world on the commercial market is 30-cm.
You cannot see people’s faces in this resolution.
Commercial satellites could collect more detailed data if NOAA allowed it..
What countries have spy satellites?
Germany has commanded and started deploying its own reconnaissance satellites after the United States of America was reluctant to share information collected by its satellites during the Kosovo war. Still other countries use spy satellites, such as Italy, Japan, Israel and the United Kingdom of Great Britain.
Are satellites visible at night?
A: Yes, you can see satellites in particular orbits as they pass overhead at night. Viewing is best away from city lights and in cloud-free skies. The satellite will look like a star steadily moving across the sky for a few minutes. … Satellites do not have their own lights that make them visible.
How can you tell if its a satellite?
Watch the sky closely in the dawn or dusk hours, and you’ll likely see a moving “star” or two sliding by. These are satellites, or “artificial moons” placed in low Earth orbit. These shine via reflected sunlight as they pass hundreds of kilometres overhead.
Can satellites see inside your house?
NOAA satellites have the capability to provide astounding views of the Earth. But many people want to know if these satellites can see their house, or even through their roofs and walls to the people inside. The answer is: no. Satellites differ greatly in the level of detail they can “see”.
Can we see satellites?
A: Yes, you can see satellites in particular orbits as they pass overhead at night. Viewing is best away from city lights and in cloud-free skies. The satellite will look like a star steadily moving across the sky for a few minutes. … It orbits Earth at an altitude of about 215 miles traveling at a speed of 17,200 mph.
Can you see satellites with naked eyes?
Only some satellites are large enough, reflective enough, and on low enough orbits to be seen by the naked eye, but on a good night I have seen between five and 10 of them in a few hours of watching. A typical satellite can be visible for several minutes.
Are satellites spying on us?
Space is a battleground for dominance among major powers. About a fifth of all satellites belongs to the military and are used for spying. The US launches two more this year. … We know that the US National Reconnaissance Office (NRO) plans to launch this new classified satellite, and we know its name.
How high are satellites in the sky?
Altitude classifications Medium Earth orbit (MEO): Geocentric orbits ranging in altitude from 2,000 km (1,200 mi) – 35,786 km (22,236 mi). Also known as an intermediate circular orbit.
How do satellites see through clouds and smoke?
The shading of clouds, the earth’s surface (in cloudless areas) and other features, such as smoke from a large forest fire or the plume of an erupting volcano, all can be see on a visible satellite image because of the sunlight they reflect.
Can satellites take pictures through clouds?
Most satellites can’t. As the graph (below) shows, clouds reflect visible and infrared light quite well. In fact, visible light (approx. … Passive remote sensors, similar to cameras we carry around in bags or in our phones, capture images of objects by capturing the visible light that is reflected off those objects.
What can spy satellites see?
They have an imaging resolution of 5-6 inches, which means they can see something 5 inches or larger on the ground. These satellites probably can’t read your house number, but they can tell whether there is a bike parked in your driveway. | aerospace |
https://www.alamogordonews.com/story/news/local/2015/06/03/holloman-perform-gps-testing/32457329/ | 2023-02-06T07:03:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500304.90/warc/CC-MAIN-20230206051215-20230206081215-00354.warc.gz | 0.844509 | 232 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__256926764 | en | Holloman to perform GPS testing
HOLLOMAN AIR FORCE BASE, N.M. >> The 746th Test Squadron will perform a Global Positioning System unreliable event, scheduled at Holloman Air Force Base, June 5 from 12:30 p.m. until 4:30 p.m.
A GPS unreliable event is an interruption to all GPS signals. The interruption will affect any and all electronic devices that use GPS, such as cell phones, running devices, laptops, computers, tablets, cars with navigation and a number of other electric devices.
The service interruption will be caused by testing of GPS enabled equipment that will increase the accuracy, reliability and serviceability of the nation's GPS infrastructure.
For additional information, please visit the Federal Aviation Administration website at https://pilotweb.nas.faa.gov/PilotWeb/noticesAction.do?queryType=ALLGPS&formatType=DOMESTIC or the Holloman website at http://www.holloman.af.mil or the official Holloman Facebook page at http://www.facebook.com/HollomanFB. | aerospace |
https://findcustomerservicephonenumber.com/air-zimbabwe-contact-contact-number-156166 | 2019-06-24T09:10:47 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627999298.86/warc/CC-MAIN-20190624084256-20190624110256-00357.warc.gz | 0.935281 | 554 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__75732213 | en | Contact Air Zimbabwe Contact For your convenience to contact Air Zimbabwe Contact We have provided all possible information of Air Zimbabwe Contact. You can on the given phone number 263-4-575111 / +263-4 -575021. To know the address location of Air Zimbabwe Contact it is also presented here PO Box AP1 Harare Airport, Zimbabwe. Contact them by sending email to Air Zimbabwe Contact you will find an email address here email@example.com. To know more about Air Zimbabwe Contact, go to their website www.airzimbabwe.aero and collect all possible information from there. You can contact them from their website also.
If you have any comment to post or you want to register a complaint against Air Zimbabwe Contact, you are advised to go to the below box and post your view there.
Air Zimbabwe Contact is Associated With and Known as:
Air Zimbabwe is the national flag Carrier of Zimbabwe that provides airline services to the people. The company was established as Air Rhodesia Corporation on 1 September 1967 and started its operations as Air Zimbabwe on 2 April 1980. Its main operating hub is Harare International Airport. It has 10 size of fleet and serves around 9 destinations. The airline is owned by the Government of Zimbabwe from January, 2012 and has its headquarters situated at Harare International Airport, Harare, Zimbabwe. It also provides wide variety of special assistance services such as Unaccompanied Minors (UMNR), Wheelchair assistance, Special Meal Requests, Expectant Mothers and many others. It mainly operates these equipments such as BAe 146-100, Viscount 700, Boeing 737-500, Viscount 800 and others. Air Zimbabwe offers many on-line services for the customers such as Flight Information, Check-in Information, Baggage Information, Flight Reservations and many others. It also provides the facility for the customers to make claims of their lost or damage baggage.
Book Flights With Air Zimbabwe
is a customer friendly undertaking that offers air travel to customers all across the various countries. The airline allows customers to book tickets online and accepts payment through master cards. The airline also provide various benefits on booking of group tickets. The Air Zimbabwe also offers bookings of hotels and transportation. Air Zimbabwe
provide all the needed information also about the flight timing and schedules. The airline also offers seat reservation services to customers. To book tickets with Air Zimbabwe
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Customer Care Contacts Of Air Zimbabwe
In order To connect with customer support of Air Zimbabwe
do use below given contact channels:
Reservation Contact: +263-4 -575021
International Contact: +263 4 58202251
Email ID: firstname.lastname@example.org | aerospace |
https://flyduluth.com/about/ | 2024-04-15T00:46:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816904.18/warc/CC-MAIN-20240414223349-20240415013349-00237.warc.gz | 0.942758 | 263 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__28705627 | en | Discover the History and Mission of Fly Duluth and the Duluth Flying Club
Fly Duluth and The Duluth Flying Club was founded in 2015 by a group of passionate local aviation enthusiasts: Don Monaco of Monaco Air, Bill King and Kevin Kortuem of Cirrus Aircraft, Matt Ferrari of Atlas Air, and Pat Lawler of Endeavor Air. With a shared vision of providing the local aviation community with access to high-quality aircraft, flight instruction, and flight tours, they came together to create a business that not only fulfills that need but also fosters a sense of pride and camaraderie among local aviators.
The founders recognized the lack of access to quality aircraft rental and flight training in the area and decided to fill that gap by creating the Fly Duluth and The Duluth Flying Club. Their goal was not only to provide the services, but also to create a community of aviators who could share their passion for flying and provide a sense of belonging. With this vision, we offer rental of modern and well-maintained aircraft, flight training with certified and experienced pilots, and flight tours that cater to the interests of the community. Fly Duluth and The Duluth Flying Club have become the premier provider of flight services in the area. | aerospace |
https://www.keiseruniversity.edu/melbourne-campus-nursing-students-enjoy-tour-first-flight-helipad/ | 2024-04-17T22:03:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817181.55/warc/CC-MAIN-20240417204934-20240417234934-00608.warc.gz | 0.942256 | 234 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__42603683 | en | Keiser University Melbourne campus first-semester nursing students recently enjoyed the opportunity to tour Health First’s First Flight Helipad, an air-ambulance helicopter and emergency trauma location.
The group enjoyed delving into the role, duties and training necessary to becoming a flight nurse from Rob Spivey, the First Flight Helipad’s Trauma Program Manager who is a 25-year veteran registered nurse. Spivey also introduced members to the flight crew and offered students the opportunity to explore the helicopter and the trauma bay.
“The generosity of Health First’s First Flight professionals was deeply appreciated, as this was truly a wonderful experience for all,” said nursing professor Colleen Hargraves.
First Flight is the emergency helicopter transport service of Health First. Based at Holmes Regional Medical Center, First Flight is Brevard County’s only air ambulance and has been serving East Central Florida since 1988.
To learn more about Keiser University’s Nursing program, please visit: https://keiser-education.com/programs/health-care/undergrad/nursing | aerospace |
https://www.wingly.io/fr/users/show/394878 | 2022-06-30T15:47:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103850139.45/warc/CC-MAIN-20220630153307-20220630183307-00461.warc.gz | 0.935043 | 140 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__169881053 | en | Hi, I'm Christian, proud owner of a Private Pilots Licence. I started my passion for aviation when I was 15 years old flying gliders before starting to fly powered aircraft in 2019. I'm happy to share my passion and help you experience the 3rd dimension while making long lasting memories from a birds eye view. Based out of Retford/Gamston and flying a Cessna 152 (2 seats), Cessna 172 (4 seats) and Piper Warrior (4 seats) I'll be able to take you on flights across the East Midlands, up the Humber and into the Peak District or further. Happy to take suggestions and tailor any flight to your needs if possible. | aerospace |
https://www.eurowings.com/en/booking/offers/flights-from/TN/to/DE/MUC/2020-5.html | 2019-10-16T10:49:09 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986666959.47/warc/CC-MAIN-20191016090425-20191016113925-00393.warc.gz | 0.978867 | 86 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__26339584 | en | Fly to Munich from Tunisia during May 2020 for as little as €399.99*.
From just €399.99*
Book your flight from Tunisia to Munich in May 2020 here. Select your desired date in May 2020 and view all the airports in Tunisia you can fly to Munich from on that day.
The best price for flying from Tunisia to Munich (MUC) in May 2020 is just €399.99*. | aerospace |
https://www.space-sustainability-award.com/sponsors | 2024-04-21T17:38:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817790.98/warc/CC-MAIN-20240421163736-20240421193736-00120.warc.gz | 0.886773 | 193 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__109673533 | en | The European Interparliamentary Space Conference (EISC)
EISC is the permanent forum for European inter-parliamentary cooperation in space. It aims to facilitate the exchange of information, promote the mutual understanding of national policies, and analyse the major issues at stake in the European space sector.
During 2024, Luxemburg has the Presidency of EISC.
The European Space Agency (ESA)
The European Space Agency (ESA) is Europe’s gateway to space. Its mission is to shape the development of Europe’s space capability and ensure that investment in space continues to deliver benefits to the citizens of Europe and the world.
The Space for Sustainability Award is organised by the European Space Agency (ESA) and the European Interparliamentary Space Conference (EISC) Presidency. During 2024, Luxemburg holds this position. Every year, the Award ceremony takes place during the EISC plenary meeting. | aerospace |
https://hdclump.com/ancient-aliens-nasas-secret-agenda/ | 2023-09-22T17:51:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506421.14/warc/CC-MAIN-20230922170343-20230922200343-00724.warc.gz | 0.950732 | 1,129 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__315287400 | en | Ancient Aliens – NASA’s Secret Agenda: When German aerospace engineer Wernher von Braun joined the U.S. military and space programs after World War II, he quickly became one of the foremost scientists credited with developing the ballistic missile, the first American satellite and the enormous Saturn V rocket that enabled man to reach the moon.
Von Braun’s bold predictions that we would explore Mars and build a space station have become reality. But how is it that von Braun – whose contemporaries included such scientific geniuses as Nikola Tesla, Robert Oppenheimer, and Albert Einstein–was so far ahead of everyone when it came to rocketry? Did he have secret information collected by the Nazi party during WWII – or access to advanced technology recovered from the alleged UFO crash in Roswell, New Mexico in 1947? Or is it possible that the greatest rocket scientist the world has ever known found his inspiration not on our world, but another?
Ancient Aliens explores the controversial theory that extraterrestrials have visited Earth for millions of years. From the age of the dinosaurs to ancient Egypt, from early cave drawings to continued mass sightings in the US, each episode in this hit HISTORY series gives historic depth to the questions, speculations, provocative controversies, first-hand accounts and grounded theories surrounding this age old debate. Did intelligent beings from outer space visit Earth thousands of years ago?
NASA’s Secret Agenda – Wernher von Braun
Wernher von Braun was a German-American rocket engineer and space architect who played a key role in the development of rocket technology and space exploration in the 20th century. He was fascinated by the idea of space travel since his youth, and he studied physics and mathematics to pursue his passion. He worked for the German army during World War II, where he co-designed and co-developed the V-2 rocket, the first artificial object to reach space. He also joined the Nazi Party and the SS, and was involved in the use of slave labor and concentration camp prisoners to produce the rockets. He was arrested by the Gestapo in 1944 for expressing doubts about the war and the Nazi regime.
After the war, he surrendered to the American forces and was brought to the United States along with about 1,600 other German scientists and engineers as part of Operation Paperclip. He worked for the U.S. Army on various ballistic missile and launch vehicle projects, such as the Redstone, Jupiter, and Saturn rockets. He also collaborated with Walt Disney to popularize the concept of human space flight through films and television shows. In 1960, he became the director of NASA’s Marshall Space Flight Center and the chief architect of the Saturn V rocket, which launched the Apollo missions to the Moon. He was awarded several honors and medals for his contributions to science and engineering, including the National Medal of Science in 1975. He died in 1977 at the age of 65.
Unraveling NASA’s Enigmatic Agenda: A Deep Dive into Cosmic Secrets
NASA: Deciphering the Enigma
An Overview of NASA’s Rich Tapestry
Since its inception in 1958, the National Aeronautics and Space Administration, commonly known as NASA, has been at the forefront of space exploration, setting the bar extraordinarily high. Enveloped in an aura of mystery, NASA is often associated with classified missions, feeding the imaginations of those who find fascination in the cosmos.
Like an intricate mosaic, NASA’s story is a rich tapestry of triumphant victories, heartbreaking failures, and undying resilience. With their renowned Apollo moon landings, the pioneering Voyager missions, or the more recent Mars Rovers, NASA has pushed humanity’s understanding of the universe beyond the realms of imagination. Yet, a veil of secrecy continues to shroud many aspects of NASA’s operations, leading to speculation about its “hidden agenda.”
NASA’s Alleged Secret Agenda: Fact or Fiction?
The speculation surrounding NASA’s secret agenda often goes down the rabbit hole of conspiracy theories. However, one should tread with caution, not letting sensationalism cloud rational thinking. While the secrecy around some operations is real, it often serves more practical purposes than we realize.
For instance, maintaining operational security is paramount when it comes to innovative space missions. The potential for technological theft, if specific details are leaked, could jeopardize not only NASA’s competitive edge but also national security. Hence, confidentiality isn’t merely a product of some clandestine operations; it’s a necessity born out of practical considerations.
The Real ‘Secret’ of NASA’s Agenda
Contrary to popular belief, the real ‘secret’ of NASA’s agenda may not be shrouded in shadowy conspiracies but bathed in the light of day. The agency’s commitment to exploration, innovation, and the proliferation of knowledge is an ‘open secret’ that guides all their endeavours.
With a deep-rooted commitment to advancing scientific knowledge, NASA plays a critical role in addressing earthly problems too, such as climate change, disaster management, and technological development. The secret, it appears, lies not in enigmatic conspiracies, but in their unwavering dedication to science and human progress.
Thus, the narrative of a secret agenda might be more about perception than reality. NASA’s true mission remains the pursuit of knowledge, the exploration of the cosmos, and the betterment of humanity, even if some aspects of their work remain necessarily confidential. | aerospace |
https://ic.gatech.edu/news/571441/chernova-earns-nasa-early-career-faculty-award | 2023-06-08T08:23:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654606.93/warc/CC-MAIN-20230608071820-20230608101820-00414.warc.gz | 0.93528 | 436 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__43791185 | en | The Institute for Robotics and Intelligent Machine’s Sonia Chernova is one of eight university researchers nationwide selected by NASA to receive the 2016 Early Career Faculty Award (ECF) in the Space Technology Research Grants program.
The grants, worth up to $200,000 per year over three years, are awarded to outstanding early career faculty focused on space technology development addressing critical needs in the U.S. space program.
Chernova, an assistant professor of Interactive Computing in the College of Computing at Georgia Tech, received the award for her proposal to develop interactive robotic systems that enable co-located astronauts and Earth-based NASA operators to refine and adapt the behavior of a robot during deployment in a way that maximizes task efficiency and human-robot team operation.
As NASA prepares future crewed low-Earth orbit, lunar, and Mars-based deployments, the award provides Chernova with funding to develop techniques for execution of repetitive, routine, and potentially hazardous tasks by robots.
“I hope that my research will enable a robot to detect when unexpected operating conditions are encountered, request help from co-located crew members or remote ground control operators, as appropriate, and refine its operating procedures to improve future task execution and the long-term autonomy of the system,” Chernova said.
Current practices in deploying robotic space systems are limited to manual teleoperation of robots by crews in co-located settings, and the use of carefully handcrafted structured control sequences from ground control. Both approaches are costly in terms of crew time and effort and are not scalable for long-term, co-robot deployments. By enabling the robots to leverage the inputs obtained from human operators, Chernova’s work aims to facilitate the automation of many routine tasks, thereby reducing the load on human crew members and supporting safer, more affordable, and more effective human-robot space exploration and discovery.
NASA’s Early Career Faculty Award is administered by the agency’s Space Technology Research Grants Program, which seeks to accelerate the development of emerging technologies from academia that serve the needs of NASA, other government agencies, and space-related industries. | aerospace |
https://emergencyhelicopternews.com/2021/06/08/1-228th-aviation-regiment-u-s-coast-guard-complete-overwater-survival-training/ | 2022-01-17T16:02:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300574.19/warc/CC-MAIN-20220117151834-20220117181834-00377.warc.gz | 0.919926 | 144 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__169699480 | en | U.S. Soldiers with the 1st Battalion, 228th Aviation Regiment, Joint Task Force-Bravo, Soto Cano Air Base, Honduras, perform deck landing qualifications aboard the U.S. Coast Guard Cutter James near Roatan, Honduras, June 4, 2021.
The deck landing qualification mission concluded the battalion’s third phase of overwater survival training designed to ensure aircrew members have confidence in their abilities to respond in the event of an overwater emergency, such as a downed aircraft, disaster relief response, aero-medical evacuation or a search and rescue mission over open water.
(U.S. Air Force photo by Tech. Sgt. Marleah Cabano) | aerospace |
https://www.airportwatch.org.uk/2011/02/work-on-hydrogen-for-aircraft-fuel-progresses-through-eads-and-glasgow-university/ | 2021-07-24T13:46:57 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046150266.65/warc/CC-MAIN-20210724125655-20210724155655-00151.warc.gz | 0.922186 | 983 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__180923615 | en | Work on hydrogen for aircraft fuel progresses through EADS and Glasgow university
on hydrogen fuel cells that could power a new generation of aircraft and cars.
cells onto unmanned aerial vehicles with a view to flying a prototype in the
next few months.
in gaseous form high volumes are required for fuel cells.
system for hydrogen which would not require so much space, nor be too heavy.
material composition of a hydrogen storage tank to make it more efficient.
is researching both hydrogen storage technology and a hydrogen fuel cell that
works at a different temperature, delivering greater endurance in the air.
to three years.
services and oil exploration companies.
Hydrogen-fuelled aircraft closer to take-off
developing a revolutionary storage system for hydrogen that would pave the way
for using hydrogen as a clean alternative to hydrocarbon-based fuels in aeroplanes.
Hydrogen is a pollution-free fuel producing only water on combustion or when
combined with oxygen in a fuel cell to produce electrical power. Boeing has tested
a manned aeroplane using hydrogen and fuel cells to drive the aircraft’s electric
The major problems which are holding back the industrial scale use of hydrogen
to power fuel cells for aeroplane and car engines are that it can be expensive
and difficult to store safely, and that it requires high volumes and weight to
to improve the efficiency of the Hydrisafe tank developed by Hydrogen Horizons
Ltd, a small start-up company, to store hydrogen in a solid state. By modifying
the composition and microstructure of the tank and hydrogen storage materials
through nanotechnology, they hope to make it possible to store and distribute
the hydrogen so efficiently that it becomes viable for powering fuel cells on
aeroplanes. Following the successful completion of the initial project, the team
plan to fly an unmanned aircraft using a hydrogen powered fuel cell as a prototype
for a commercially usable plane.
the University of Glasgow, who is working on the project, said: “The largest bottleneck
in the process of realising hydrogen-based technologies is storage. Finding a
viable means of storing hydrogen in the solid state would pave the way for the
industrial scale use of hydrogen as a clean alternative to hydrocarbon-based fuels
transport that will have immense benefits to the environment in terms of significantly
reducing carbon emissions.”
reduce emissions per aircraft by 50% and to achieve environmental protection and
green aircraft through development of new technologies and new products. It is
mandatory to develop a portfolio of technologies to satisfy key future customer/product
requirements in the field of economics, mission performance, environment and survivability.
The safe, reliable, solid-state storage of hydrogen is one of the critical problems
for fuel cells and therefore this project has potential for significant impact
within the EADS business.”
Harry McGregor of Hydrogen Horizons said “We are extremely pleased to be working
with EADS IW and the University of Glasgow on the development of a “Hydrisafe”
hydrogen containment system for on board aircraft. Hydrogen of course is not only
the most efficient energy carrier available it is totally clean and completely
green, hydrogen can and we believe will revolutionise all modes of transportation.”
The University and EADS IW have secured funding from the Materials Knowledge
Transfer Network – part of the UK Technology Strategy Board – and the Engineering
and Physical Sciences Research Council (EPSRC) for a student to carry out a four
year PhD project, spending time at the University and the company’s UK offices
The research will involve testing the Hydrisafe tank with alternative hydrogen
storage materials. The tank currently uses the established commercially available
lanthanum nickel (LaNi¬5) storage alloy and the research will look into replacing
LaNi¬5 with another material such as magnesium hydride (MgH2) which has been modified
at the nanoscale to allow it to receive and release the hydrogen at an even faster
Modifying the construction of the tank will extend its longevity, making it suitable
to have a solid state hydrogen storage system that can feed a fuel cell at the
required energy densities required on an aeroplane.
Once the technology has been proven in a small scale demonstration, Prof. Gregory,
Hydrogen Horizons and the EADS IW team intend to build a larger collaborative
team with academic and industrial partners to seek large scale funding from the
UK and the European Union.
Prof Gregory has carried out previous work on this technology funded by the Knowledge
Transfer Account at the University, which is funded by the EPSRC, and is designed
to promote closer collaboration between nanotechnology research at the university | aerospace |
http://www.manilachannel.com/general-news/philippines-receives-two-f-50s-from-korea/ | 2017-11-20T11:31:19 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806030.27/warc/CC-MAIN-20171120111550-20171120131550-00332.warc.gz | 0.956346 | 322 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__244521136 | en | Two of the 12 FA-50 fighters of the PHP18.9 billion contract signed by President Benigno C. Aquino III in South Korea on March 28, 2014 has been received by the Philippine Air Force (PAF) ahead of schedule in December 2015.
“FA-50PH’s maiden flight took place on 19 June after the Philippines has signed a contract for 12 KAI FA-50 fighter aircraft in March last year,” South Korea’s Korean Aerospace Industry said
High timer PAF pilots were selected to train using the FA-50 fighters in South Korea. These pilots will then become the instructor pilots to train the other pilots in army.
The new FA-50s have a more advanced weaponry system than what the country has in present, which are ‘ancient’ planes like Nomad which can do only 8-9 hour round trips, as Pres. Aquino told reporters in Busan, South Korea.
It could load up to 4.5 tons of weapons and has a wide-range of mobilization system. FA-50 has also, 20 mm three-barrel gun that can fire at extremely high rate internally installed.
FA-50 can be fitted with AIM-9 Sidewinder, a short-range air-to-air missile; AGM-65, an air-to-surface missile designed for close-air support missions; cluster bombs and rocket launchers.
KAI assured that by 2017 the procurement will be complete.
Walter Marc C. Cantero
Leyte Normal University | aerospace |
https://enterpriseorbit.com/2018/10/24/space-impulse-launches-industry-first-b2b-marketplace-for-global-supply-chain/ | 2019-11-21T06:38:14 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670731.88/warc/CC-MAIN-20191121050543-20191121074543-00534.warc.gz | 0.918098 | 178 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__38252773 | en | Startup Space Impulse has launched a B2B marketplace platform that it says will help to lower costs and accelerate times to orbit by streamlining supply chain integration. The platform uses blockchain technology and smart contracts to address… This content is available to subscribers only. Sign in to your account. Not a subscriber? Sign up here
Kendra R Chamberlain
Editor and analyst at The Enterprise Orbit, covering new space business and technology developments; freelance journalist covering telecom, renewable energy technology & smart infrastructure.
Three companies offering optical communications solutions for space platforms have teamed up to form the Empower Space Alliance. Xenesis, Atlas
Flexible, re-configurable satellites have been seen as an elusive holy grail in the industry for years now, but the technology
Editor's note: The Enterprise Orbit was formally called The Downlink. Made In Space is about to embark on a new | aerospace |
https://billkeane.wordpress.com/2015/06/24/we-choose-to-go-to-the-moon/ | 2023-03-29T19:09:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949025.18/warc/CC-MAIN-20230329182643-20230329212643-00721.warc.gz | 0.949115 | 116 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__274108739 | en | When President Kennedy sent us on the quest for landing on the moon and returning safely, his idea was well beyond what anyone on Earth had ever thought realistically possible.
It was an enormous vision.
President Obama needs to do the same thing in envisioning the quest for a society that forgets “race” and looks upon character.
Our current President enjoys a golden opportunity to redefine America, and lift us far beyond the mud of racial division into the stratosphere of universal human reality.
He is uniquely poised to do this.
I hope he will. | aerospace |
https://www.ytpak.com/watch?v=hO5mZxaiyUQ | 2017-05-26T08:14:41 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463608648.25/warc/CC-MAIN-20170526071051-20170526091051-00309.warc.gz | 0.911638 | 140 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__107847346 | en | F-35B pilots, Maj. Aric Liberman (05 jet) and Capt. Brian Hansell (01 jet), with Marine Fighter Attack Squadron 121 based out of Marine Corps Air Station Yuma, Ariz., perform short take off and vertical landings as part of required flying field carrier landing practices (FCLP) at the stations auxiliary landing field, Wednesday, May 6, 2015. The landing field simulates the flight deck of an aircraft carrier to prepare pilots for landing and taking off at sea.
AiirSource℠ covers military events and missions from the Army, Navy, Marine Corps, Air Force, and Coast Guard. youtube.com/AiirSource | aerospace |
http://mkolberlaw.com/2016/07/14/landing-on-runway-closed-for-construction-is-careless-and-reckless/ | 2018-03-22T13:27:55 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647885.78/warc/CC-MAIN-20180322131741-20180322151741-00394.warc.gz | 0.956182 | 322 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__117344066 | en | The pilot in FAA v Lane landed at Louisiana Regional Airport (L38) despite a NOTAM the runway was closed for construction, big yellow X’s over the numbers and barricades on the runway. The FAA ordered a 60-day pilot certificate suspension for careless and reckless operation under FAR 91.13(a). The pilot appealed to the NTSB, which acts as a court to review FAA certificate orders.
The pilot (representing himself) argued the closure of a runway does not preclude landing and he did not violate the NOTAM: “I challenge the Administrator to show me … where … this NOTAM says no landing on this runway.” He also argued he was at least 1,100 feet from any worker so no one was really in danger.
The NTSB disagreed: “operating on a closed runway is careless or reckless, regardless of whether the landing harmed individuals or property.” The potential for harm is all that is required. In addition, ATC standard “procedures used to inform a pilot that landing on a closed runway is at the pilot’s own risk are instructions on how to deal with an insistent pilot, and not any form of de facto clearance.”
The pilot’s also argued that ATC procedures advising pilots that landing on a closed runway “is at your own risk” meant he was permitted to land. Not so, said the NTSB: “ATC procedures
The case may be read in full at http://bit.ly/29UYBq5 | aerospace |
https://fleekus.com/b/mia-express/article/something-that-weve-never-seen-before-nasas-mars-rover-perseverance-snaps-a-selfie-other-stunning-photos-gten5 | 2021-03-04T06:43:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178368608.66/warc/CC-MAIN-20210304051942-20210304081942-00470.warc.gz | 0.95746 | 427 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__44190854 | en | 'Something that we’ve never seen before': NASA's Mars rover Perseverance snaps a selfie, other 'stunning' photos
After a seven-month, 300 million mile journey, Perseverance has landed. And has the first high-definition color pictures of Mars to prove it.
Science & Tech
After a seven-month, 300-million-mile journey to the Red Planet, NASA's Perseverance rover has sent back the first high-definition color pictures of Mars, including a selfie.
On Friday, NASA released a photo of the rover in mid-descent as it was suspended under the sky crane moments before it touched down on the Martian surface.
“This is something that we’ve never seen before. It was stunning. The team was awestruck. Just a feeling of victory that we were able to capture these,” said Aaron Stehura, one of the leads on the entry, landing and descent team.
Two more images taken with a 20-megapixel camera show a wide shot of the landscape and a close-up of the rover’s front right wheel with rocks nearby. These are the first color images from the surface of Mars.
Perseverance’s primary mission is to search for microbial signs of life and its landing spot in Jezero Crater was hand-picked for that goal. It’s an ancient river delta that is marked by steep cliffs, sand dunes and large boulders.
“The back of the rover is actually looking toward the delta area and the front is actually looking downward,” Hwang explained.
“By the edge of the wheel is a rock and one of first things we noticed was that it has a lot of holes in it. There are a number of geological processes that can make holes in a rock like that," Perseverance Deputy Project scientist Katie Stack Morgan said. "One of the questions we’ll first ask is whether these rocks represent a volcanic or sedimentary origin. Both would be equally exciting to the team.” | aerospace |
https://connexicore.com/services/drone-services/ | 2021-05-13T11:32:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989916.34/warc/CC-MAIN-20210513111525-20210513141525-00334.warc.gz | 0.916834 | 236 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__17190125 | en | ConnexiCore provides on-demand and project-based commercial drone flight services nationwide to virtually endless industries. With our deep network of 1000+ (FAA) licensed pilots, GIS engineers, and photogrammetry experts across the United States, ConnexiCore can be a valued partner for customers interested in leveraging drone aerial data collection technology.
Our turnkey approach offers our clients the highest value beginning with, building out the mission, piloting the drones, analyzing the data, extracting insights from that data, and delivering measurable and actionable tasks to support decision making. While capturing aerial data is only part of the process, the real challenge is harnessing all this information so that it is consumable, shareable, and actionable.
Most of our drone services include a completely automated workflow as most projects are autonomous with pre-defined missions and applications to collect aerial data. Our drone flight services include a variety of geospatial expertise including; aerial data collection, film quality image & videography, drone live video streaming, and aerial mapping. ConnexiCore carries a $10M insurance policy for our fleet and most pilots are OSHA-10 certified. | aerospace |
https://www.adverts.ie/radio-control/hd-drone-with-gps-holy-stone-hs100/18155548 | 2020-09-28T00:12:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401582033.88/warc/CC-MAIN-20200927215009-20200928005009-00628.warc.gz | 0.765284 | 274 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__199705158 | en | HD Drone with GPS - Holy Stone HS100
- Sandyford, Dublin
- 1 year ago
- Ad Views:
Barely used, good as new. All the packaging available. Good for a gift. Collection - Dublin 18.
Holy Stone HS100 Navigator is an intelligent RC quadcopter, equipped with an advanced GPS system. The high definition camera allows you to take quality aerial footage. Equipped with the new "follow me" feature, this drone will stay above you automatically, keeping the camera centered on you at all times and capturing your every move. With a newly created intelligent battery, you will get flight times up to 15 minutes, giving you a more extensive flight experience!
> Weight (Including Battery) ：700 g / 24.7 oz (FAA is required)
> Flight time: 12-15 minutes
> Charging Time：3-6 hours (Depend on Charging Power)
> Wi-Fi Distance: 150M (Outdoor and Unobstructed)
> Max transmission distance：500m（Outdoor And Unobstructed）
> Dimensions: 500*500*175mm
> Camera: Lens：FOV 120°/2.0
> Recording Modes：HD1280*1080 P | aerospace |
https://www.floridadaily.com/tag/boeing-space-and-launch/ | 2022-05-16T14:24:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662510138.6/warc/CC-MAIN-20220516140911-20220516170911-00266.warc.gz | 0.943951 | 116 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__184282932 | en | Tag: boeing space and launch
Cabana said keeping on schedules can be difficult in the space industry because of all of the complexities. Boeing and Space X are competing to launch astronauts and both companies have done abort tests without crew inside. The object of the tests is to make sure astronauts can escape if things and parachute back to Earth if things go wrong.
Aerospace giant Boeing is bringing its Space and Launch division to Titusville, adding manpower and services to a region where the company has done business for more than 60 years, the company announced this week. | aerospace |
https://nuke.fas.org/guide/russia/bomber/m-4.htm | 2022-09-28T16:24:30 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335257.60/warc/CC-MAIN-20220928145118-20220928175118-00298.warc.gz | 0.953355 | 2,617 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__35024276 | en | Molot M-4 / Mya-4 / 3M
The Molot (Hammer) was designed as a strategic bomber, but excessive fuel consumption of its engines and other design shortcomings limited its range to 8,000 km, which was insufficient for striking North American targets and returning to base. Consequently, along with the development of an improved version of the bomber with more fuel-efficient bypass engines and a new wing, a program was also initiated
to develop a specialized aircraft for aerial refueling. To facilitate operational support and formation
flight in the refueling process the bomber and the tanker aircraft were intended to have identical
design and performance characteristics.
Development of an intercontinental bomber with a strike capability at US-territory began in the early 1950s. The governmental order of 24 March 1951 provided for the establishment of a new design bureau headed by V.M. Myasishchev. The design bureau was in charge of organizing and manufacturing the development of the bomber which would have a range of 11000-12000 km, a maximum speed of 900km/h and could carry a payload of 5000 kg. The Bison was a Four-engined, swept-wing jet bomber with engines were buried in the wing roots. An unusual feature was the tandem landing gear, with small stabilising wheels at the tips of the drooping wings, and a nosewheel leg extended at take-off to achieve the correct angle of incidence.
Due to the fact that the high-power BD-5 engines for the aircraft were still in the development stage, the aircraft used four AM-3A turbojet engines developed by OKB A.A. Mikulina. The first prototype was finished in December 1952 and carried out its' first flight on 20 January 1953. It reached a speed of 947 km/h and a ceiling of 12500 m. Although the bomber had a range of only 8500 km, which did not allow strikes at US territory, series production of the M-4 bomber began in 1955 at the plant Nr. 23 in Moscow. In July 1955, deployment of the first ten bombers started.
- Bison A - M-4/2M -- The Bison A was the original version produced. It is characterized by a greenhouse nose and a nose refueling probe. It can be used in a free-fall strategic bombing role, but it is used primarily as a tanker for other Bison and Bear aircraft requiring in-flight refueling. Between 1956 and 1957, the M-4 was equipped with more powerful and low-consumption PD-3M and PD-3M-500A engines to increase range. And a prototype of the M-4, the M-4A, was equipped with an air refueling system and carried out its' first flight in 1956. Soon after series production started, studies were conducted on equipping the M-4 with the Kh-20 air-to-surface missile to strike at targets outside of the bomber's and to overcome air defenses. However, the landing gear did not allow placement of the missile under the fuselage and accommodation of the missile above the fuselage was rejected. In order to increase the range of the M-4 bomber, it was subsequently outfitted with new more powerful VD-7 engines. This new bomber had improved flight characteristics and a bigger propellant capacity relative to the M-4, with the maximum range increased up to 11850 km. An air refueling system increasing range up to 15400 km, which made these bombers the first strategic bomber capable of delivering its' payload into deep enemy territory and returning. The first flight of this bomber designated as 3M bomber took place in March 1956. At the end of 1956 series production of the 3M aircraft started at plant Nr.23, and deployment started in 1958.
- Bison B - 3M/M-6 -- The modified 3M (M-6) bomber was created in 1955. The Bison B has the same basic airframe configuration as Bison A, but it has a slightly larger wing, a longer nose, increased fuel load, higher thrust an improved bomb/nav system. Bison B is fitted with a nose refueling probe. Its primary mission is free-fall strategic bombing, but it can conduct alternate missions as a tanker when a removable bomb-bay refueling package is installed.
- Bison B - 3MS/M-6 -- The reliability of the VD-7 engines caused several problems and as a result, between 1958 and 1960 the bomber was outfitted with new RD-3M-500A engines. This bomber version is designated as 3MS. The range of the bombers without additional fuel tanks decreased to 9400 km.
- Bison B - 3MS/M-6 -- The associated 3MS2 tanker aircraft included refueling equipment in the bomb bay. The tanker variant used the "drogue and probe" aerial refueling technique in which the aircraft being refueled inserts a probe into a drogue at the end of a flexible hose extended from the tanker. This technique was also adopted by the U.S. Navy and the air forces of Great Britain, France, Italy, China and other countries. In unique contrast, the US Air Force adopted a refueling technique in which a telescoping boom is lowered from the tail portion of the tanker and enters a special socket on the aircraft being refueled).
- Bison C - 3MD/M-6 / 3MN -- In 1960 the 3MD bomber was developed, characterized by a slightly larger wing, a more pointed nose, a shorter and relocated nose refueling probe, and a larger tail radome. The Bison C has the same operational performance. Its primary mission is free-fall strategic bombing, but it can conduct alternate missions as a tanker when a removable bomb-bay refueling package is installed. The 1960 modification of the VD-7 engine - the VD-7B - provided better overall performance though smaller thrust was developed. The bombers outfitted with these engines received the designation 3MN. Their range was increased by 15 percent though they had a lower speed and a reduced ceiling.
- Bison C - 3MN-2 -- Several 3M bombers were converted into M-4-2 tanker aircraft, and during the development of the 3MS bomber the 3MS-2 tanker aircraft was developed in parallel. The tanker aircraft that was based on the 3MN received the designation 3MN-2. The 3MS-2 tanker aircraft air regiment was in operational service until 1994.
- Project 28 -- To overcome air defenses, a high-altitude version of the M-4 (project 28) was studied but not developed prior to the in 1960 to shut down the Myasishchev OKB.
- When OKB-23 was shut down in 1960, all activities to upgrade the Bison bombers ended. In the mid 1970s a Bison was experimentally equipped with two Kh-22 two air-to-surface missiles but this version was not deployed.
- 3M-T / BM-T "Atlant" -- In the late 1970s a single 3M bomber was converted to transport outsized components for the Energiya-Buran space launch system from the manufacturing facility to the Baikonur launch site. The cargo, including propellant tanks and the Buran orbiter itself, were placed on external mounting points located above the fuselage. This particular aircraft had a strengthened fuselage, a longer two-fin tail and a new flight control system. The original designation of the aircraft was 3M-T but was subsequently changed to BM-T "Atlant". The first flight took place on April 29, 1981 and the first flight with freight in January, 1982. The plane carried out a total of 150 flights.
In 1963, production of the Bison bombers stopped. A total of 93 aircraft, including ten M-4 and nine 3MD13 were built. The 3M bombers were in service with the Air Forces until the end of the 1980s, and were removed in accordance with the START-1 treaty on offensive strategic force reductions.
The 3MS2 tankers remained in service through 1994. The three airplanes that had been converted to transport oversized cargo are used for purposes unrelated to the START I Treaty; and are not reconnaissance airplanes, tanker airplanes, or jamming airplanes, and thus do not meet the definition of the term "former heavy bomber" provided for in the Definitions Annex to the Treaty. These airplanes are not included within the Treaty totals, though all other airplanes of the Bison type were considered to be former heavy bombers.
|Soviet Designation||M-4/2M ||3M/M-6 ||3MS/M-6 ||3MD/M-6 |
|US-Designation ||Bison A ||Bison B ||Bison B ||Bison C |
|Remarks||Basic Aircraft||Slightly lager and improved||Slightly changed nose and tail radome|
|Design Bureau ||Myasishchev |
|Manufacturer ||Plant Nr. 23 Moscow |
|Development began ||3/24/1951 |
|First Flight ||1/20/1953 ||3/27/1956 |
|Series production ||1954-1963 |
|Date deployed ||1956||1958|
|Crew ||8 men ||7 men |
|Power Plant ||Four AM-3, or|
Four RD-3M-500, or
|Four VD-7 ||Four RD-3M-500A ||Four VD-7B |
|11,000kg each ||10,500kg each ||9,500 kg each |
|Length ||47.67m ||51.7m |
|Height ||11.5m |
|Wingspan ||50.53m ||53.14m |
|Wing surface ||326.35sqm ||351.7sqm |
|Speed Cruise [km/h]||800||800||800||800|
|Speed Maximum [km/h]||930||940||925||925|
|Altitude Over Target (m)||12800||12725||12725|
|Weight (empty) [kg]||79700||74430|
|Operational Wt. Empty (kg)||69500||71800||71800|
|Fuel Capacity (gal)||29,500||34,000||34,000|
|Fuel weight |
|Maximum Takeoff Gross Weight [kg]||165900||181800||181800|
|Normal load ||5,000kg||5,000kg||5,000kg||5,000kg|
|Maximum load ||18,000kg||24,000kg|
|Operational Range ||8,100km||11,850km||9,440km||10,950km|
|Operational Range with refuelling||8,100km||15,400km||12,400km||13,600km|
|Unrefueled Combat Radius (kmi)||4500||5000||5000|
|Maximum Range |
|Armament: ||18.000kg of free falling bombs||Free falling bombs with a caliber of up to 9.000kg when carrying a load of 24.000kg, two nuclear bombs with ha weight of 2.000kg or one 4.000kg bomb |
Historical Review - Western Estimates
|Bison A ||Bison B||Bison C|
|Estimated start of flight testing ||1953|
|First discovery ||30 July 1953 ||1956||1960|
|Estimated start of series production ||1953||1956||1960|
|Initial operational capability ||1955||1958||1960|
|First public display (single aircraft} ||01 May 1954 |
|Public display of 13 aircraft ||01 May 1955 |
|End production ||1961|
Sources and Resources
Implemented by John Pike,
and Patrick Garrett
Maintained by Webmaster
Updated Tuesday, August 08, 2000 5:40:16 PM | aerospace |
https://spacepsychiatrist.com/spacex-mission-to-mars-will-get-people-from-earth-to-mars-spacex-mission-to-mars-will-get-humans-to-mars-by-2026/ | 2023-09-26T12:47:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510208.72/warc/CC-MAIN-20230926111439-20230926141439-00337.warc.gz | 0.951335 | 1,575 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__2763406 | en | Company founder and CEO Elon Musk said that he’s “highly confident” SpaceX mission to mars will launch people toward the Red Planet in 2026, adding that the milestone could come as early as 2026 “if we get lucky.”
In a wide-ranging recent interview with the audio-only Clubhouse app, Musk said SpaceX mission to mars will take “five and a half years” before a crewed mission of SpaceX’s Starship rocket could land on the Red Planet.
Related articles: SpaceX Stocks hits $100 Billion
SpaceX mission to mars is based on SpaceX Starship which is the enormous stainless steel rocket that SpaceX has been building and testing at its development facility in Boca Chica, Texas. SpaceX mission to mars or Starship’s goal is to launch cargo and people on missions to the moon and Mars.
SpaceX mission to mars vehicle Starship prototypes stand at about 150 feet tall, or about the size of a 15-story building, and each one is powered by three Raptor rocket engines. Every maneuver costs fuel to fire rocket motors, and this fuel must currently be carried into space on the spacecraft.
SpaceX mission to mars plans for its crewed Starship vehicle to be refueled in space by a separately launched fuel tanker. That means much more fuel can be carried into orbit than could be carried on a single launch.
The vehicle that will make these Mars trips is the 165-foot-tall (50 meters) Starship, which will launch from Earth atop a giant rocket known as Super Heavy. Both of these craft will be fully and rapidly reusable; Super Heavy will return to Earth for vertical touchdowns shortly after liftoff, and Starship will be able to fly from Earth orbit to Mars and back again many times, Musk has said. (Starship will be powerful enough to launch itself off both Mars and the moon, which have much weaker gravitational pulls than that of Earth.)
Related articles: Potato shaped Moons of Mars
Musk has previously estimated that SpaceX mission to mars will cost about $5 billion to fully develop Starship, although SpaceX has not disclosed how much it has spent on the program to date. The company has steadily raised funds in the past few years, to fund Starship or its similarly ambitious SpaceX mission to mars.
“It’s been now almost half a century since humans were last on the moon. That’s too long, we need to get back there and have a permanent base on the moon — again, like a big permanently occupied base on the moon. And SpaceX mission to mars will build a city on Mars to become a spacefaring civilization, a multi-planet species,” Musk also said.
Mars has a maximum temperature of 30℃, which sounds quite pleasant, but its minimum temperature is -140℃, and its average temperature is -63℃. The average winter temperature at the Earth’s South Pole is about -49℃. The gravity on Mars is 38% of Earth’s (so you’d feel lighter) but the air is principally carbon dioxide (CO₂) with several percent of nitrogen, so it’s completely unbreathable. We would need to build a climate-controlled place just to live there.
Both Earth and Mars have (almost) circular orbits and a manoeuvre known as the Hohmann transfer is the most fuel-efficient way to travel between two planets. Basically, without going into too much detail, this is where a SpaceX mission to mars spacecraft does a single burn into an elliptical transfer orbit from one planet to the other.
Related articles: First Animal in Space; Laika Space Dog
A Hohmann transfer between Earth and Mars takes around 259 days (between eight and nine months) and is only possible approximately every two years due to the different orbits around the Sun of Earth and Mars.
Establishing a permanent human presence on Mars, with its Starship rockets carrying people to and from the red planet. The biggest challenge (or constraint) is the mass of the payload (spacecraft, people, fuel, supplies, etc.) needed to make the journey.
The final Starship will sport six of SpaceX’s powerful new Raptor engines, Musk has said. Super Heavy will sport about 30 Raptors.
Despite the the prototypes’ destruction, SpaceX sees the test flights as progress toward creating a rocket that is fully reusable. SpaceX’s current Falcon fleet of rockets is partially reusable, as the company can land and reuse the rocket’s boosters.
But Musk hopes SpaceX mission to mars through Starship transforms space travel into something more akin to commercial air travel. The rocket’s enormous size would also make it capable of launching several times as much cargo at once.
Elon Musk is still confident about SpaceX mission to mars that 2026 will be the year that his space company SpaceX lands humans on Mars, where he hopes to build a human settlement.
But Musk’s timeline for SpaceX mission to mars has wavered over the past few years. The billionaire said in 2017 his “aspirational” timeline was for SpaceX mission to mars to send cargo ships to Mars in 2022, followed by a crewed mission two years later.
Musk said in January 2020 he plans to send 1 million people to Mars by 2050. This involves building 1,000 Starship rockets over 10 years — that’s 100 Starships every year — and launching an average of three Starships per day according to SpaceX mission to mars. “There will be a lot of jobs on SpaceX mission to mars!” he added.
He echoed his ambition in last December saying he is “highly confident” SpaceX mission to mars will launch an uncrewed rocket to the planet in 2024, followed by a crewed mission in 2026.
The civilian astronauts intend to launch from NASA’s Kennedy Space Center in Florida and orbit Earth every 90 minutes along a customized flight path during a multi-day journey before re-entering Earth’s atmosphere for a soft water landing off the Florida coast. But Musk’s plans for SpaceX mission to mars are even bigger than multi-day journeys into space. His long-term goal is to colonize Mars through more efficient space travel methods.
Musk addressed SpaceX mission to mars ambitions first, providing current timelines he’s working toward for reaching the red planet with SpaceX’s Starship, the next-generation spacecraft it hopes to fly in a new high-altitude test sometime later this week
Asked when Musk’s own first trip to orbit would happen, he answered “possibly two or three years,” though he qualified that his primary focus is to ensure the technology is in place to enable “a lot of people to go to Mars and make life interplanetary, and to have a base on the moon
A spacecraft could reach Mars in a shorter time (SpaceX is claiming six months) but — you guessed it — it would cost more fuel to do it that way.
SpaceX mission to mars plans to launch several cargo flights including critical infrastructure such as greenhouses, solar panels and — you guessed it — a fuel-production facility for return missions to Earth.
SpaceX mission to mars Spacecraft returning from Mars will have re-entry velocities from 47,000km/h to 54,000km/h, depending on the orbit they use to arrive at Earth. They could slow down into low orbit around Earth to around 28,800km/h before entering our atmosphere but — you guessed it — they’d need extra fuel to do that. | aerospace |
https://www.fox5atlanta.com/news/new-military-jet-crashes-pilot-ejects-in-s-carolina | 2023-09-25T02:44:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506676.95/warc/CC-MAIN-20230925015430-20230925045430-00232.warc.gz | 0.965486 | 368 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__218229951 | en | BEAUFORT, S.C. (AP) - A military jet a short distance from its base crashed in South Carolina on Friday with the pilot ejecting safely and no one on the ground injured, authorities said.
The 2nd Marine Aircraft Wing F-35B crashed about 11:45 a.m. into an uninhabited marsh island near the Grays Hill community, authorities said.
The jet was based at Marine Corps Air Station Beaufort about 4 miles (6 kilometers) west of the crash site at Little Barnwell Island, the station said in a news release.
The Marine pilot ejected before the crash and was being checked for injuries, authorities said.
Video from the scene showed black smoke still rising from the island more than an hour after the crash. Military officials and local police secured the island and asked people to stay away from the area.
The Marine F-35B fighter jet was on a routine training mission. The Marine version of the jet is capable of short takeoffs and vertical landings. One flew its first combat mission Thursday in Afghanistan. The jet costs about $100 million.
The Air Force, Navy and Marine Corps all have their own versions of the F-35. The program has been criticized by some in Congress for testing problems, delays and cost overruns.
Marine Corps Air Station Beaufort is home to a squadron of F-35Bs and is the only place where pilots train to fly the jet, including some from the United Kingdom.
The crash site, Little Barnwell Island, is a historic site on the National Register. The island has two mounds that archeologists think were used as a temple or in other ceremonies and were built around 1500.
Associated Press writer Lolita C. Baldor in Washington contributed to this report. | aerospace |
https://www.insauga.com/video-did-a-ufo-fly-over-mississauga-yesterday/ | 2022-07-02T14:16:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104141372.60/warc/CC-MAIN-20220702131941-20220702161941-00252.warc.gz | 0.936969 | 302 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__205227212 | en | Video: Did a UFO fly over Mississauga yesterday?
Published June 21, 2022 at 12:22 pm
A lot of interesting objects can be seen if you keep your eyes turned to the night sky in Mississauga.
Yesterday (June 20), a Twitter user posted a video of an object flying over Lake Ontario just after midnight.
The tweeter reports watching the skies for airplanes and helicopters when suddenly the unidentified flying object appears and speeds across the screen.
“Maybe I’m crazy but I never seen anything like that,” he tweets.
While some have chalked the object to being nothing more than a Chinese lantern that are used for ceremonial purposes, others have commented the rate of speed appears to be too fast to be from an earth launched object especially since there were no high winds to move it along.
Certainly this is not the first time a UFO has been spotted in Mississauga. But, as the name implies, just because the object is unidentified doesn’t mean it’s of an alien nature.
Last summer many marvelled at a strange object that flew across the city but most came to realize it was a hot air balloon in the shape of Mr. Peanut.
What do you think about this one?
Been watching planes and helicopters all day then this thing flew by 20x faster spinning light.
— Gold Balls (@GoldBallsMFF) June 20, 2022
insauga's Editorial Standards and Policies advertising | aerospace |
https://www.amftechnologies.com/finishing-oxygen-system-components/ | 2023-12-11T18:45:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679516047.98/warc/CC-MAIN-20231211174901-20231211204901-00611.warc.gz | 0.919936 | 446 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__183843941 | en | Precision cleaning is critical for finishing aerospace oxygen system components. Oxygen supply and distribution systems play a critical role in supporting passengers and crew of commercial, military and business aircraft for flying at high altitudes and in emergency situations. While vital for life on aircraft, oxygen systems can be a hazard to life if equipment components are not meticulously cleaned and processed properly.
Contamination is a combustion hazard. The manufacturing process of the parts and components in these systems leaves surface contaminants that need to be removed before final assembly of the product. Common manufacturing contaminants include dust, welding dross, metal particulate, greases, oils, acids and solvents. It is critical for the performance and safety of the systems that the parts be completely clean. Any manufacturing residue remaining on parts can cause friction and disastrous results.
While fire safety is the most consequential reason for cleaning oxygen system components, there are other significant reasons as well. Debris or substance that remains after the manufacturing process can impact the ability for sensors, valves, and controls to work properly. Additionally, parts are often required to comply with meticulous industry standards such as the American Society for Testing and Materials ASTM G93 and the Compressed Gas Association G-4.
There are a variety of ways to clean oxygen equipment, including mechanical cleaning, alkaline cleaning, and aqueous cleaning, but vapor degreasing is a common method for addressing the challenges of aerospace parts fabrication and regulatory compliance. The vapor degreasing cleaning process is both effective and convenient for the removal of metalworking fluids, cutting oils, corrosion inhibitors, and waxes. The parts manufacturing process leaves behind these contaminants.
For aerospace oxygen systems, manufactured parts satisfy strict standards and regulations, or they face the risk of fire through auto-ignition or affecting the purity of the oxygen. Vapor degreasing using contemporary agents solves the challenges that fabricators encounter when producing aerospace oxygen system parts. Through this efficient and validated method, companies can be confident that their systems will work consistently and reliably in flight.
For questions or quotes, give us a call at 781-982-0137, send an email to firstname.lastname@example.org, or complete our contact form. | aerospace |
https://www.moreinspiration.com/article/192/aerogel-lightest-solid | 2023-02-05T18:17:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500273.30/warc/CC-MAIN-20230205161658-20230205191658-00314.warc.gz | 0.9455 | 211 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__190988902 | en | Aerogel - lightest solid
Aerogel is 99.8% air and 1,000 times less dense than glass yet it can withstand high temperature, is robust enough to survive a space launch and delivers 39 times more insulation than the best fibreglass. This exotic substance was invented in the 1930s but recently refined by NASA for the purpose of catching space-dust, Aerogel was used on the Mars Pathfinder rover and its latest assignment is to capture both cometary samples and interstellar particles aboard the Stardust mission. Although much less dense than glass, Aerogel is another silicon-based solid but is composed of individual features only a few nanometers in size linked in a highly porous structure. Its unusual properties include low thermal conductivity, refractive index and sound speed - but it's the ability to slow down and capture fast moving dust with minimal heating or other effects that would cause their physical alteration that grabbed NASA's attention.
Source: stardust.jpl.nasa.govAdded: 12 June 2006 | aerospace |
https://www.ielts-mentor.com/writing-sample/writing-task-2/1891-ielts-writing-task-2-sample-802-what-benefits-has-the-world-got-from-space-exploration | 2023-12-01T05:42:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100276.12/warc/CC-MAIN-20231201053039-20231201083039-00654.warc.gz | 0.942241 | 587 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__261185291 | en | IELTS Essay Topics with sample answer.
IELTS Writing Task 2 Sample 802 - What benefits has the world got from space exploration?
- Last Updated: Friday, 28 April 2017 18:36
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IELTS Writing Task 2/ IELTS Essay:
You should spend about 40 minutes on this task.
Present a written argument or case to an educated reader with no specialist knowledge of the following topic:
As the population of the world is growing very quickly, the only long-term solution to the problem of overpopulation is for humans to settle on other planets. What benefits has the world got from space exploration? Do you think humans will ever live on other planets?
Give reasons for your answer and include any relevant examples from your own knowledge or experience.
You should write at least 250 words.
Model Answer 1:
The world population has reached over 7 billion and the number is increasing every day. It is often cited that mother planet, Earth, will not be able to accommodate the overwhelming number of people in the future and we will have to settle on a different planet. If this is the case then space exploration is the solution to this issue. What we see as a plot of science fiction movie today will be a reality tomorrow and I believe that human will live on other planets in the future.
To list down the advantages of space exploration, we have to mention the knowledge we learn from it first. Space exploration has made it possible for us to understand the pattern of the universe and the solar system. Without knowing the universe, human will never be able to fully understand the Earth. Thus space exploration is an important part of knowing who we actually are. Knowledge acquired from space exploration has been proven to challenge our existing perspective of life and has enriched human capabilities. Many inventions and advancement in technology and theoretical science have been possible only because of our activity in outer space.
Secondly, it’s been around 50 years of human activity in outer space and this has improved the life on Earth. The first satellite was designed to study the space environment has opened the door of many possibilities like satellite communication, advancement in weather forecasting, global positioning and so on.
Thirdly, though space exploration we have learned many aspects of addressing global challenges. It also makes us better suited to prevent catastrophic events like asteroid strikes and similar events. The joint venture on space exploration increases diplomatic relationship among nations and increases the international preparedness to address any issue arises on Earth. The future exploration will surely bring many benefits towards the development of nations and even settling on a different planet.
The world population is already beyond the carrying capacity of our planet and the predicted global warming and meltdown of polar ice will diminish many highlands. This will only leave us one choice, to settle down on a different planet that can support life. | aerospace |
https://www.bpir.com/case-study/value-stream-mapping-vsm-plays-a-large-role-in-award-winning-effort/ | 2022-09-26T13:04:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334871.54/warc/CC-MAIN-20220926113251-20220926143251-00145.warc.gz | 0.894842 | 112 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__82214764 | en | To bring about improvements in the production of its Boeing C-17 aircraft, the Boeing Company, a US aircraft manufacturer, extensively used VSM to identify improvement opportunities, stakeholders and potential impacts, and in implementing a solution. A selected team went through a four-stage training programme focussed on team formation, team building, collaboration, and performance. The team…
BPIR Categories14.3.2 Implement an improvement approach/method/technique
5.5.3 Improve process/product performance
14.1.5 Analyse performance data. | aerospace |
https://airportlist.com/flights/BA2232/ | 2020-10-01T03:31:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402130615.94/warc/CC-MAIN-20201001030529-20201001060529-00514.warc.gz | 0.886904 | 137 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__131088794 | en | British Airways Flight BA2232: Hamilton to London
British Airways BA2232 Flight HistoryAll dates and times are in respective local timezones.
British Airways BA2232 Flight Information
British Airways Flight BA2232 connects Hamilton, to London, United Kingdom. It takes off from L.F. Wade International Airport Airport and lands at London Gatwick Airport.
Last month the average delay of the flight was 15 minutes and the flight was on-time 90% of the times. The average flight time is 6 hours and 45 minutes.
This British Airways flight can also be referenced as BA2232.
The latest flight took off on Sept. 26, 2020. | aerospace |
https://www.majortests.com/essay/Williams-Aero-Flight-Services-523786.html | 2021-09-27T18:48:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058467.95/warc/CC-MAIN-20210927181724-20210927211724-00682.warc.gz | 0.950687 | 732 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__44526303 | en | Tax research memo:
One of our clients, Williams Aero Flight Services, is seeking advices regarding several tax issues they are currently facing. This research memo addresses these issues and helps management find a solution based on current regulations.
Williams Aero Flight Services is a charter carrier operating out of Manassas, Virginia, that flies both passengers and cargo. Their primary customer for both the cargo and passenger divisions is the U.S. Military in support of the war on terrorism. Prior to 2001, their primary business was the transport of corporate executives. This business now represents 10% of their total revenue.
The company’s fleet consists entirely of jets. A properly maintained jet aircraft has a useful economic life of thirty years. Frequent and necessary maintenance must be performed on the engine and airframe in order for the jet to last all thirty years. There is necessary maintenance that must be performed on the engine and airframe to enable the planes to last this long. The aircraft engines and auxiliary power units must be serviced every 24 to 60 months, based on usage. In order to service an engine and power unit, the engine must be removed from the aircraft and sent to a third party specialized maintenance company that maintains and repairs the engines and power units. The annual cost of these repairs, resulting from the age of the fleet and the annual usage, is $2,000,000. Annual revenue is approximately $40,000,000.
The company is losing contracts supporting the wars in Iraq and Afghanistan. With the level of violence subsiding, the government is not renewing existing contracts, which has significantly reduced revenue. The latest estimates are a 40% reduction in billings to the government.
During the past six months, Williams Aero Flight Services has incurred significant costs relating to transition planning, planning to obtain more commercial work to replace the dwindling government work. In order to improve the efficiency of the business, a team of executives and staff have been gathering information regarding processes and operations. Every department participated in meetings to assess ways to improve efficiency and venture into the commercial passenger and freight markets. There may be layoffs for those individuals who cannot be re-assigned to the commercial market.
Currently, Williams Aero Flight Services got into a dispute with IRS regarding repairs versus capitalization. The IRS is preparing to audit the past three years of income tax returns filed by Williams Aero Flight Services.
Williams Aero Flight Services is facing three tax issues presented below. We will discuss the issue, discuss relevant tax law and recommend a solution for each issue.
Issue number one: The Ccompany treats both the engine and the aircraft as one unit of property for depreciation purpose. They depreciate this property over its 30-year useful economic life. The IRS contends that the jet engines and power units are separate units of property from the airframe of the aircraft, each with separate economic useful lives, for depreciation purposes.
Tax research: Depreciation for any business asset depends on the cost of the asset and the useful life classification for that asset. Section 167(a) provides that there shall be allowed as a depreciation deduction a reasonable allowance for the exhaustion and wear and tear of property used in a trade or business or held for the production of income. Tangible fixed asset depreciation or wear and tear is calculated over the expected useful life of the asset. Its depreciation is determined by the estimated steady decrease in value while the asset is in use by the corporate entity.
Aircraft depreciation is special because each component of an aircraft has a different depreciation rate. Aircraft depreciation is dissected by the longevity of each of its parts rather than by the total value of the | aerospace |
http://ladirection333.blogspot.com/2012/04/dprk-north-korea-long-range-rocket.html | 2018-07-20T08:57:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591575.49/warc/CC-MAIN-20180720080634-20180720100634-00088.warc.gz | 0.870643 | 116 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__61956519 | en | "Know thy self, know thy enemy. A thousand battles, a thousand victories." - Sun Tzu
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Thursday, April 12, 2012
DPRK North Korea Long-Range Rocket Launch (Possible Path) - April 12-16, 2012
North Korea is preparing to launch its Unha-3 long-range rocket between April 12-16, 2012. AGI has used its software to produce a video demonstrating the launch and its possible path, tracking assets and landing zones.
Credit: Analytical Graphics, Inc. (AGI) | aerospace |
http://jamesoberg.com/crisis_us_russian_partnership.html | 2017-03-27T10:35:09 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189471.55/warc/CC-MAIN-20170322212949-00177-ip-10-233-31-227.ec2.internal.warc.gz | 0.913693 | 512 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__49514215 | en | Future Space Efforts Don't Have to Look Like the Past
By Jim Oberg, NBC NEWS -- April 8 2014, 6:58 PM
U.S. vs. Russia: Why the Space Station Will Survive the Storm
By Jim Oberg, NBC NEWS -- April 4 2014, 3:05 PM
Russia Crisis Raises Space Station Questions, But NASA Has Options
By Jim Oberg, NBC NEWS -- March 3 2014, 11:57 AM
iTWire - James Oberg: Straining U.S.-Russian partnership in space?
By William Atkins
Mar 6, 2014 .. Russian space expert Oberg talks about this “space marriage”.
My interview last week with CCTV-Beijing, an NBC News partner, has finally been put on line here.
REMINDER: My mid-2012 assessment of problems facing Russia’s space program – and in hindsight it was too optimistic even then, with new failures in the ‘Bulava’ missile and in the space sector. The reformer Popovkin himself was fired and replaced for being unable to stem the tide of debacles.
James OBERG: “Russia Must Choose: Low Tech or High?”
NY TIMES // February 3, 2013
"With the arrival of a new team of spaceflight players, and with the U.S. and Europe already transitioning to a new generation of space access hardware, Russia’s dominant position in “spacelift” – meaning big rockets – looks more and more like a blind alley. Far-sighted Moscow space experts have expressed concern that Russia has boxed itself in as a low-tech truck driver for other nations’ payloads, which then are performing the commercial space services where the real money is. "
REMINDER: 10/01/2008 – James Oberg at MSNBC.com:
US-Russian Space Partnership Works as Reluctant Co-Dependence
06/28/2010 – James Oberg at MSNBC.com:
The right and wrong stuff for space cooperation
"The surprisingly heart-warming result is that for this project, the internationalist choice — including the Russian role — was the correct one, but for all the wrong reasons. "
SEE ALSO “Star-Crossed Orbits” Chapter 19 -- Future Orbits
I wrote: "Mutual interdependence could still lead to productive cooperation and fruitful results." And it seems to have happened that way. | aerospace |
http://www.darkmercury.net/comments/Science/ | 2017-04-26T19:26:26 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121644.94/warc/CC-MAIN-20170423031201-00541-ip-10-145-167-34.ec2.internal.warc.gz | 0.86641 | 2,210 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__212772990 | en | Thursday, December 07, 2006
Science!Forum question posed: Would an airplane on a gigantic treadmill be able to takeoff?
(17:32:04) BobCortex:i get the whole gyst of the dumb argument
(17:32:17) BobCortex: figured i'd ask someone who flys the things
(17:32:37) Eclipse: if the engines are going, the plane will leave the treadmill
(17:33:08) BobCortex: even if the treadmill can keep it from actually moving foward?
(17:33:12) Eclipse: its like pulling a wagon, the wheels dont do the pulling
(17:33:21) BobCortex: right
(17:33:25) Eclipse: the wheels just let you move
(17:33:34) BobCortex: plane with breaks on and full power wont move or take off
(17:33:41) Eclipse: a treadmill would change the speed of the wheels, but not the body of the plane
(17:33:50) Eclipse: right
(17:34:29) BobCortex: its some weird physics question
(17:34:48) BobCortex: plane + treadmill that can keep up with the plane. prefect world physics
(17:35:09) BobCortex: people come up with all sorts of junk
(17:35:15) BobCortex: like wheels dont do jack
(17:35:22) BobCortex: planes can take off on water
(17:36:08) BobCortex: but i always kinds thought the engines kinda moved air over the wings
(17:36:15) BobCortex: at least with props
(17:36:42) Eclipse: the engines pull the airplane forward, wheter its a prop or a jet (a jet is a prop with a cone around it)
(17:37:03) Eclipse: the moving airplane causes lift under the wings
(17:37:03) BobCortex: but i guess if the plane is not moving. the wings arn't moving. thusly lift is not being generated
(17:37:13) BobCortex: therefore sits still?
(17:37:21) Eclipse: correct
(17:37:31) BobCortex: if eclipse says its so i can sleep easier!
(17:37:45) BobCortex: it was fun reading people bicker about it
(17:38:09) Eclipse: heh
(17:38:26) BobCortex: fun stuff like "piolts" saying they wouldn't even really notice a diffrence on takeoff
(17:38:52) Eclipse: they wouldnt, the airplane would still accelerate like normal
(17:38:59) Eclipse: the wheels would be spinning faster or slower only
(17:39:10) BobCortex: but take off would never happen
(17:39:13) BobCortex: no climax!
(17:39:26) Eclipse: the wheels do not pull the airplane!
(17:39:37) Eclipse: the engines pull it forward and therefore judge acceleration
(17:39:59) Eclipse: a treadmill would only change how fast the wheels spin
(17:40:30) Eclipse: like a car spinning out on ice, the car still moves forward at the same velocity (due to inertia) and the wheels spin really fast
(17:40:53) Eclipse: the airplane is similar except the engine cause the motion instead of inertia
(17:41:05) Eclipse: and the treadmill would only change how fast the wheels spin
(17:41:26) Eclipse: once the airplane accelerates enough, lift will form under the wings and takeoff would happen
(17:41:42) BobCortex: but its not really moving
(17:42:01) Eclipse: yes it IS
(17:42:08) Eclipse: you're thinking of a car
(17:42:13) Eclipse: thats not how airplanes taxi
(17:42:19) BobCortex: ok
(17:42:23) BobCortex: you keep changing your mind
(17:42:29) Eclipse: no im not
(17:42:34) BobCortex: i know the wheels on a plane dont actually move it
(17:42:46) BobCortex: they roll freely and have brakes
(17:43:34) BobCortex: sure the plane would accelerate on the treadmill. but it wouldn't really be moving in physical space
(17:43:46) BobCortex: is the conculsion from earlier
(17:44:28) BobCortex: heh
(17:44:32) Eclipse: wrong
(17:44:49) Eclipse: the airplane only needs air to move
(17:44:58) Eclipse: otherwise it would be a real shitty airplane
(17:45:18) BobCortex: ugh hurting my head
(17:45:18) Eclipse: so the treadmill will not affect the acceleration
(17:45:39) Eclipse: unless the treadmill is in a perfect vacuum, the airplane will move in space
(17:45:53) Eclipse: because it uses the air to accel and not the motion of the wheels
(17:45:55) BobCortex: but the treadmill is preventing it from actually moving foward to get lift
(17:46:08) Eclipse: no, the treadmill only moves the wheels
(17:46:40) Eclipse: if there were no wheels, and the plane's belly was sitting on the treadmill then maybe
(17:46:52) Eclipse: but the wheels spin freely
(17:47:28) BobCortex: plane acceleration -----> <------ treadmill
(17:47:59) BobCortex: if its moving the plane backwards as its trying to move foward. its not really going anywhere
(17:48:36) Eclipse: thats what i am trying to say, it doesnt move the airplane
(17:48:47) BobCortex: right its spinning the wheels
(17:48:54) BobCortex: and the wheels are connected to the plane
(17:49:05) Eclipse: i think that's where you are not getting it
(17:49:22) Eclipse: are the brakes on?
(17:49:24) BobCortex: no
(17:49:38) Eclipse: then why would moving the wheel move the airplane?
(17:50:06) BobCortex: but the engines are pulling it foward
(17:50:28) Eclipse: if you attach a rope to a wagon and put the wagon on the treadmill, will the treadmill pull you?
(17:51:00) Eclipse: now what happens if you pull the wagon?
(17:51:07) Eclipse: the wagon comes towards you
(17:51:18) Eclipse: the wheels are what prevents the treadmill from having any effect!
(17:51:32) BobCortex: trickery
(17:51:33) Eclipse: now the airplanes engines provide that same force as you pulling the rope
(17:51:59) Eclipse: because the airplane can accelerate independantly of the treadmill
(17:52:11) Eclipse: thats not true for a car
(17:52:25) Eclipse: cars need the friction between the wheel and the ground to move
(17:52:27) BobCortex: i thought the treadmill would act to keep it in place. as in someone running on one. like a propelled treadmill. not one of thoes free running ones
(17:52:27) Eclipse: airplanes do not
(17:52:45) Eclipse: the person would need the friction
(17:52:56) Eclipse: airplanes do not need friction under the wheels to move
(17:54:11) BobCortex: so glad i never took physics
(17:54:22) Eclipse: do you get it though?
(17:55:16) Eclipse: i have to go soon
(17:56:11) BobCortex: so the engines pull the aircraft. regardless of what the wheels are doing. beacuse the wheels do absoluty nothing except keep the plane from falling over.
(17:56:19) BobCortex: someone needs to build a giant ass treadmill
(17:56:32) Eclipse: thats right
(17:56:48) BobCortex: no matter how fast the mill goes it wont affect the plane
(17:56:54) Eclipse: right
(17:56:58) BobCortex: just makes the hwels spin faster
(17:57:01) Eclipse: right
(17:57:13) Eclipse: or slower, if the treadmill is going the other way
(17:57:41) BobCortex: crazy airplanes
(17:58:12) Eclipse: they have to rely on the air or they will be useless after leaving the ground
(17:58:20) Eclipse: like a car in the air can't do anything
(17:58:43) BobCortex: so the plane will justhop off the treadmill and carry on its way
(17:58:48) Eclipse: yup
(17:59:00) BobCortex: sorcery!
(17:59:09) Eclipse: physics!
The answer: The airplane will take off and the pilots will not notice any difference
I’ll admit that the beginning is a little confusing since I didn’t really get what he was talking about. I thought he was saying that if a treadmill was placed under an airplane and started, that the plane would just take off without using any runway. That is not true. All good in the end though!
Rombus: Rebuttal to your rant: If what you say is true, Then why dont airports just use something like the use to test cars (The rollers for the wheels) instead of runways for takeoff?
Eclipse: Because the whole point is that the treadmill does not affect the airplane! It still takes the same distance to takeoff! | aerospace |
http://www.planetalkinglive.com/ana-and-boeing-celebrate-first-787-dreamliner-biofuel-flight/ | 2014-10-31T12:35:51 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414637899701.11/warc/CC-MAIN-20141030025819-00054-ip-10-16-133-185.ec2.internal.warc.gz | 0.874059 | 432 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__183148996 | en | ANA and Boeing celebrate first 787 Dreamliner biofuel flight
“The 787 is the most environmentally progressive jetliner flying today, combining fuel efficiency and comfort with reduced carbon emissions,” said Billy Glover, Commercial Airplanes Vice President of Environment and Aviation Policy.
First sustainable biofuel flight showcases Dreamliner’s environmental performance
“Our historic flight using sustainable biofuels across the Pacific Ocean highlights how innovative technology can be used to support our industry’s goal of carbon-neutral growth beyond 2020,” said Osamu Shinobe, ANA Senior Executive Vice President.
ANA delivery flight also marks first ever transpacific flight using biofuel
The 787 flew with biofuel made mainly from used cooking oil and emitted an estimated 30 percent less CO2 emissions when compared to today’s similarly-sized airplanes. Of the reduction in greenhouse gasses, about 10 percent can be attributed to the use of biofuel and approximately 20 percent to the technology and efficiency advancements offered by the Dreamliner.
Made primarily from composite materials, the Boeing 787 Dreamliner is the first mid-size airplane capable of flying long-range routes and will allow airlines to open new, non-stop routes preferred by the traveling public.
Boeing is at the forefront of the global effort to develop sustainable aviation biofuels, as part of the industry’s strategy for lowering its carbon emissions.
- Double Boeing 787 Dreamliner delivery for Japan Airlines (planetalkinglive.com)
- Boeing 787 set for first biofuel-powered flight tonight (engadget.com)
- Western Power Distribution increases Airbus Helicopter fleet with EC135 P2 order
- 2 Day Sale – Qatar Airways offer two for one business class flight deal
- BA and Vueling spread their wings with new Bilbao flights
- Join the party with us on the new Virgin Atlantic 787 today live #FlightDecks
- Air New Zealand do it again with the most epic safety video #airnzhobbit
- Royal Thai Navy and Air Force place Airbus Helicopters order | aerospace |
https://udaipurtimes.com/travel-and-tourism/pay-more-if-you-want-middle-seat-in-air-india/c74416-w2859-cid100568-s10708.htm | 2024-04-12T14:08:38 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00215.warc.gz | 0.956851 | 236 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__134748246 | en | Pay more if you want middle seat in Air India
Pay more to book middle seat in Air India flights.
Passengers flying Air India will now have to pay more if they choose middle seat in front and middle areas of the aircraft.
As informed by a senior official, this step is likely to get more ancillary revenues. As of now, passengers demanding front seats, bulk head and emergency exit rows are charged since these seats have extra leg space. Now passengers flying with Air India will have to shell more money to get middle seats. It was also stated that seats in rear area, including window, aisle and middle will still remain free of charge. Ancillary revenue which currently accounts to less than 1 percent of total revenues will be increased after this step.
Charges for reserving middle seat will be 100 rupees for domestic flights and for some of the international flights. The charge for most of the overseas flight for reserving middle seat would be 200 rupees or a fixed amount based on the local currency for that particular destination. Bassinet seats for infants would be free of charge. Paid seat selection facility would be available till 4 hours before departure of flight. | aerospace |
https://www.glazerscamera.com/collections/backpacks-sling-bags/products/dji-phantom-4-backpack | 2022-12-02T08:59:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710900.9/warc/CC-MAIN-20221202082526-20221202112526-00072.warc.gz | 0.874234 | 179 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__28431792 | en | - Additional Information
This hardshell multifunctional backpack for the Phantom series is strong and water resistant, letting you bring your Phantom safely everywhere you go. Its soft lining material protects your phantom from bumps and scrapes during transportation In addition to carrying the Phantom and all its accessories, the backpack can also hold a 15-inch laptop.
Large inner space that can hold:
Phantom series aircraft x 1
Phantom series remote controller x 1
Phantom series battery x 3
Phantom series propellers x 12
Phantom series Battery Charger x 1
15 inch laptop x 1
All DJI brand products are non-returnable after any packaging has been opened. | aerospace |
http://faxpaladin.com/tag/spaceflight/ | 2024-03-02T14:29:49 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475825.14/warc/CC-MAIN-20240302120344-20240302150344-00511.warc.gz | 0.975731 | 303 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__42227775 | en | First reaction (on admittedly too little sleep) to SpaceX's Starship/Falcon Super Heavy test flight April 20, 2023.
I knew it would be my last chance to see a space shuttle passing over Waco during re-entry; what I got wrong was why Columbia’s return would be the last time. An updated version of my Waco Trib column from 2013.
Fairly obvious what inspired this one.
A space song from 2011 — back when SpaceX's plans for its Dragon capsule were still largely aspirational — that I missed putting up here previously.
Inspired by watching my friend Kris Overstreet playing Kerbal Space Program on his own gamestream. (I have the game myself but haven't played it much mainly because I find the actually having to steer during launch incredibly daunting.)
An original from 2008. The title/line in the chorus was inspired by Bugs Bunny commenting on the lunar view in 1948's "Haredevil Hare."
An original from 2006, when Iranian-American engineer (and Plano resident) Anousheh Ansari flew as a paying passenger to the International Space Station. As her crew was donning their spacesuits at Baikonur Cosmodrome for their Soyuz flight, she gave a Vulcan salute for the cameras, and won my geekly heart....
Apollo got us to the moon at the cost of leaving us all but earthbound for the next 50 years. Another moon or Mars sprint isn't the answer. | aerospace |
https://telehaiti.com/articles/introducing-the-world%E2%80%99s-first-gas-powered-flying-car_41.html | 2023-06-05T20:41:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652161.52/warc/CC-MAIN-20230605185809-20230605215809-00381.warc.gz | 0.936382 | 334 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__246304252 | en | Introducing the world’s first gas-powered flying car -TELE HAITI
Flying cars have long been the stuff of futuristic fantasies, but we could someday really join George Jetson in commuting to work in dual-capacity aircraft-cars, at least if this company gets its way.Klein Vision, a Slovakian aviation company, recently unveiled the “AirCar,” a gasoline-powered flying car that has passed the European Union’s tests for airworthiness.
WATCH: This car can transform into an airplane in just two minutes!
It took a team of 8 highly skilled specialists and over 100,000 manhours to convert design drawings into mathematical models with CFD analysis calculations, wind tunnel testing, 1:1 design prototype powered by electric 15KW engine to 1000kg 2-seat dual-mode prototype powered by 1.6L BMW engine that achieved the crucial certification milestone.
AirCar certification opens the door for mass production of very efficient flying cars. It is official and the final confirmation of our ability to change mid-distance travel forever,” said Professor Stefan Klein, the inventor, leader of the development team and the test pilot. “50 years ago, the car was the epitome of freedom,” says Anton Zajac, the project cofounder. “AirCar expands those frontiers, by taking us into the next dimension; where road meets sky.”
“Professor Stefan Klein is the world leader in the development of user-friendly Flying Cars. His latest (fifth) version is the pinnacle achievement in the new category of flying cars. | aerospace |
https://www.emcjet.com/blogs/news/worlds-fastest-passenger-jet-sees-supersonic-success | 2024-04-12T15:43:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00037.warc.gz | 0.943993 | 304 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__49636543 | en | The race to resume supersonic passenger flights is on after the retirement of Concorde nearly two decades ago. The plane manufacturer Bombardier has unveiled high speed successes prior to the launch of its new business jet, Global 8000. The Global 8000 is anticipated to be "the world's fastest and longest-range purpose-built business jet", and Bombardier is expected to have it operational in 2025. The jet will carry up to 19 passengers, travel at 8,000 nautical miles (14,800 kilometers) and achieve a top speed of Mach 0.94.
The Global 7500 test aircraft broke the sound barrier last May during a test flight, reaching speeds of more than Mach 1.015 escorted by a NASA F/A-18 chase plane. The aircraft became the first Transport Category airplane to fly supersonic with sustainable aviation fuel (SAF), says Bombardier.
"The Global 8000 aircraft leverages the outstanding attributes of the Global 7500 aircraft, providing our customers with a flagship aircraft of a new era," Éric Martel, president and CEO for Bombardier, said in a statement released on Monday.
United Airlines purchased 15 supersonic jets and is hoping to offer supersonic routes as early as 2029.
Meanwhile, Boom Supersonic has been finalizing ground testing on the X-B1, designed to seat between 65 and 88 people, and aims to fly over 500 mainly transoceanic routes at Mach-2.2 speeds. | aerospace |
http://starfighters.no/Star/lockheed%20yf-104a%20starfighter.htm | 2021-09-17T19:44:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780055775.1/warc/CC-MAIN-20210917181500-20210917211500-00271.warc.gz | 0.968706 | 1,489 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__42217184 | en | In July of 1954, the USAF decided to purchase 17 service test aircraft under the designation YF-104A. This was done under a "fly-before-you-buy" philosophy, under which these aircraft would participate in development tests before any commitment to large-scale production was made. If large-scale production was actually undertaken, these YF-104As could later be brought up to full production standard and delivered to operational units.
Fearing that the General Electric J79 turbojet might not be ready in time, the first service test Starfighters were to be powered by the afterburning J65 turbojet. However, the J79 engine was flight tested by the Navy in a borrowed Navy XF4D in December of 1955, and it was concluded that early versions of the General Electric J79 engine should be available by the time that the YF-104A was ready, and the service test aircraft were built with the General Electric engine in mind.
The seventeen YF-104A service test aircraft (serials 55-2955/2971) were powered by early experimental versions of the General Electric J79 engine instead of the J65 engine which powered the XF-104s. The YF-104A aircraft were initially fitted with the General Electric XJ79-JE-3 turbojet, rated at 9300 lb.s.t. dry and 14,800 lb.s.t. with afterburning. The YF-104A differed from the XF-104 in having a 5 feet 6 inch extension in the length of the fuselage to accommodate the new J79 engine. The vertical fin was slightly taller, raising the overall height from 12.7 feet to 13.49 feet. A forward-retracting nosewheel replaced the rearward-retracting unit of the XF-104, in order to provide improved ejection seat clearance out of the bottom of the aircraft. A narrow dorsal spine was added to the upper fuselage. Two additional fuel cells were installed in the fuselage. The air intakes were modified in shape and were fitted with half-cone center bodies which had been omitted from the two XF-104s. The fixed-geometry central intake shock cone had an internal bleed slot which exhausted some intake air through the fuselage for afterburner cooling and helped to reduce the aircraft's base drag. An AN/ASG-14T1 fire control system was fitted, plus AN/ARN-56 TACAN. There were provisions for four underwing and one under-fuselage stores pylon.
With an empty weight increased only slightly to 12,561 pounds, the YF-104A maximum takeoff weight (clean) rose to 15,700 pounds for the XF-104 to 18,881 pounds. With provision for four underwing and one fuselage stores pylon, the maximum takeoff weight was 24,584 pounds.
The first YF-104A (55-2955) was completed in February of 1956, and was trucked out in high secrecy to Edwards AFB. It made its first flight there on February 17, 1956, with Lockheed test pilot Herman "Fish" Salmon at the controls.
On February 16, 1956, the second YF-104A (55-2956) was used for a media-covered official rollout ceremony at Lockheed's Burbank factory. This was the first display of the Starfighter to the public. Before that, there had been only rumors in the aviation press about the existence of a truly revolutionary new fighter aircraft, plus a few speculative drawings. The engine air intakes were covered with temporary fairings, since the Air Force didn't want people to see the half-cones in the air intakes.
The first Starfighter photographs were released in the spring of 1956. These were limited to air-to-air shots of the prototype and ground photos of YF-104A 55-2956 with the intake fairings still fitted. It was not until mid-1956 that the J79-engined F-104 lateral intakes were finally revealed to the public.
The J79 engine provided a spectacular improvement in performance. 55-2955 reached Mach 2 on February 28, 1956, becoming the first fighter aircraft capable of double-sonic speed in level flight.
An initial order for production F-104As was issued on October 14, 1956.
Together with the first 35 production F-104As, all seventeen YF-104As were used for flight-test and to evaluate early versions of the J79 (the -3, -3A, and -3B) engine, the Vulcan cannon, the AIM-9 (formerly GAR-8) Sidewinder air-to-air missile and the wingtip-mounted fuel tanks. Airframe strengthening and local redesign were progressively introduced. Various forms of flap blowing were tested, and a ventral fin was introduced to improve directional stability at supersonic speed. Some YF-104As were also used to test wingtip racks for either 170 US-gallon drop tanks or Sidewinder infrared-homing air-to-air missiles.
On May 7, 1958, Major Howard C. Johnson reached an altitude of 91,249 feet in a zoom climb at Edwards AFB in California, setting a new altitude record. On May 16, 1958, Captain Walter W. Irwin flying a YF-104A set a new world's air speed record of 1404.19 mph flying over a 15/25 kilometer course at Edwards AFB. For the first time in history, the same aircraft type held both the world speed and altitude records at the same time.
A large percentage of the seventeen YF-104As were lost in crashes during the test program. At the end of this program, the surviving YF-104As were brought up to F-104A production status and were turned over to USAF squadrons for duty. Following the withdrawal of the F-104A from active service in 1960, at least four of the ex-YF-104As (55-2956, 2957, 2969, 2971) were converted into unmanned QF-104A target drones. They were all most likely shot down during tests.
Of the seventeen YF-104As built, only two are known to survive today. The first survivor is the seventh YF-104A (55-2961). This aircraft was transferred to the National Advisory Committee for Aeronautics (NACA) in August of 1956. It was initially numbered 018, which was later changed to a civilian registration of N818NA. In 1958, NACA was reorganized as NASA, and the YF-104A remained with NASA until November of 1975. This aircraft is now hanging in the National Air and Space Museum in Washington. I saw it there in October of 1993. The other survivor is the thirteenth YF-104A (55-2967). It is now on display at the Air Force Academy in Colorado Springs, Colorado. I remember seeing it sitting outside the Chapel when I visited the Air Force Academy in 1971.
55-2955/2971 Lockheed YF-104A Starfighter c/n 183-1001/1017 | aerospace |
http://www.diseno-art.com/news_content/category/aircraft/ | 2014-03-10T19:30:41 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394010980041/warc/CC-MAIN-20140305091620-00016-ip-10-183-142-35.ec2.internal.warc.gz | 0.965176 | 2,169 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__33103085 | en | The XA2J “Super Savage” was a prototype carrier-based attack aircraft which the North American Aviation company developed for the US Navy shortly after the Second World War.
The aircraft was a derivative of the smaller AJ Savage, it also featured turboprop engines instead of the earlier aircraft’s radial engines, and the turbojet engine fitted in the tail of the AJ Savage was removed entirely. Initially it was proposed that the Super Savage could be constructed from the base AJ Savage with just a few alterations. However it soon became clear that to achieve the desired performance, more drastic modifications would be needed.
Like the AJ, it was a high-winged monoplane with unswept wings. The wings were fitted with leading edge slats and large trailing edge flaps, and folded outside of the engine nacelles to ease storage aboard ship. It had a crew of three: pilot, co-pilot/bombardier and gunner who sat in a pressurised cabin in the nose of the aircraft.
Continue reading ‘North American XA2J “Super Savage”’ »
It’s safe to say that Colonel Lars Hoffman, Commander of the US Air Force Test Pilot School at Edwards Air Force Base, is probably one of the most experienced and skilled pilots in the world. He’s flown many of the world’s most advanced aircraft, but one of them, the Lockheed U-2 is among his personal favorites.
And that’s strange, because in an interview with Richard Hollingham of the BBC, his accounts of flying the U-2 make it sound like a complete pig.
For starters, its nickname is “Dragon Lady” – because it’s a dragon at low altitude, and a lady at high altitude. I’m guessing dragon is polite Air Force slang for “doesn’t fly very well”. It requires chase cars to help with the landing because getting it down on the ground safely is so difficult. Even when it’s at its 70,000 ft (13 miles) cruising altitude it’s not all plain sailing. Amazingly Hoffman reveals there’s just a 10 knot window between the maximum speed that the aircraft can fly before it breaks up, and the stall speed! Because of this ludicrously small margin for error, at altitude the U-2 always flies on autopilot.
Continue reading ‘U-2 Spyplane pilot talks about what it takes to fly at over 70,000 ft’ »
Spike Aerospace, a Boston-based company currently developing the world’s first supersonic private jet, have just announced that in the interests of performance and safety, their S-512 jet won’t have any windows in the passenger cabin. Instead the passengers will view the world outside on massive ultra-high definition displays that run the length of the cabin.
Spike Aerospace say there are several reasons for removing the windows from the cabin. Firstly, windows cause significant challenges in designing and constructing a strong, safe, aerodynamic aircraft fuselage. They require addition structural support, which in turn adds to the overall weight of the aircraft, reducing performance and efficiency.
Continue reading ‘World’s first supersonic private jet to have windowless cabin’ »
Ettore Bugatti became famous in the early part of the 20th century for producing some of the world’s most exquisite automobiles. What most people, myself included, didn’t know, was that he also had a go at aircraft design.
Originally designed in collaboration with Ettore Bugatti and Belgian engineer Louis de Monge, the original 1937 Bugatti 100P is considered by many to be one of the most technologically advanced airplanes of the era. The 100P featured cutting-edge aerodynamics with forward swept wings, a zero-drag cooling system, and computer-directed flight controls, all predating the development of the best Allied fighters of World War II. It was powered by two 450-hp engines squeezed into the narrow fuselage, and it was designed to reach speeds approaching 500mph. A feat previously only achieved by aircraft with twice the horsepower.
The 100P was also much more compact than most aircraft of the era, with a wingspan of nearly 27-feet and an overall length of approximately 25.25-feet. In June 1940, Bugatti stopped work on the 100P and concealed the plane to prevent its discovery by the German military. Though the plane survived the war, it was left in a condition unfit for flight. Amazingly the original aircraft still survives, currently residing at the AirVenture Museum in Oshkosh, Wisconsin.
Continue reading ‘Recreation of the 1937 Bugatti 100P aircraft brought to life by dedicated enthusiasts’ »
The Boeing YC-14 was a chunky-looking prototype aircraft developed in the 1970s. It was Boeing’s entry into the USAF Advanced Medium STOL Transport (AMST) competition. The competition was seeking to replace the Lockeed C-130 Hercules with an aircraft which required an airstrip of just 2,000 ft (610 m) when carrying a payload of 27,000 (12,000 kgs). In comparison, C-130s of the time, equally loaded, required 4,000 ft (1,200 m) of runway.
Of the initial proposals from several aircraft manufacturers, two were green lighted for further development, and both Boeing and McDonnell Douglas received contracts for two prototypes each. The Boeing aircraft was called the YC-14, while the McDonnell Douglas aircraft was designated the YC-15.
Continue reading ‘Boeing YC-14 Prototype STOL Aircraft’ »
The Republic XF-84H – nicknamed Thunderscreech – was a tremendously flawed prototype aircraft based on a Republic F-84F Thunderstreak. The aircraft was originally designed to fulfil a US Navy brief which called for a carrier fighter which was able to take off from the deck without the assistance of a catapult. However the Navy lost interest in the aircraft early on in the project and left Republic with the two finished prototypes. After the Navy dropped out of the aircraft’s development, Republic took the prototypes to Edwards Air Force Base to be used as pure research aircraft where they were used to test supersonic propellers and study propeller responsiveness at jet speeds.
Unlike the jet-powered Thunderstreak on which it was based, the Thunderscreech was powered by a massive three-bladed propeller. The powerplant was a 5,850 hp Allison XT40-A-1 turboprop engine which was centrally located behind the cockpit. A long extension shaft connected it to the nose-mounted propeller. The turbine engine also provided thrust through its exhaust, and an afterburner which could further increase power to 7,230 hp was installed but never used. Thrust was adjusted by changing the blade pitch of the 12 ft (3.7 m)-diameter propeller, consisting of three steel, square-tipped blades turning at a constant speed, with the tips traveling at approximately Mach 1.18.
Continue reading ‘Republic XF-84H “Thunderscreech”’ »
While the thought of a flying submarine might seem completely ridiculous to most people, it has been done. Way back in 1962 nonetheless. Donald Reid, a US defense contractor and also an early R/C submarine enthusiast built the RFS-1 using parts from salvaged aircraft and other assorted components.
It wasn’t a high-tech machine, despite its abilities. In the air it was powered by a 65 horsepower four-cylinder Lycoming engine. While underwater a 1-horsepower electric motor provided propulsion. Conversion from aircraft to submarine was a clumsy affair. The pilot first had to remove the propeller, and then cover the engine pylon with a rubber diving bell to keep the engine dry. The pilot used an aqualung to breathe. Maximum depth was roughly 10 to 12 ft (3.5 metres).
Continue reading ‘Reid Flying Submarine RFS-1’ »
The Payen Pa 49 Katy was a pocket-sized prototype aircraft developed in France during the 1950s. It was remarkable for a number of reasons. Firstly it was small, very small. In fact it was the smallest jet-powered aircraft of its day. Secondly it had a delta-wing configuration – which wasn’t ground-breaking by the mid-fifties, but it was still unusual. And thirdly it was a truly tailless aircraft, having no separate horizontal stabilizer.
The aircraft was designed by Roland Payen, who was a pioneer of delta wing and tailess aircraft. Before the second world war he had built two previous aircraft, but the Payen Pa 49 Katy was his first post-war design.
Continue reading ‘Strange Vehicles: Payen Pa 49 Katy’ »
Feast your eyes on this! The AeroMobil flying car from Slovakia. The vehicle has been in development for no less than 20 years, but it’s only just recently got off the ground… So to speak. The AeroMobil’s designer, Stefan Klein, is currently working on version 3.0 of the vehicle. But the previous version, 2.5, has already been tested, both on the road and in the air.
The latest version is almost identical in configuration, but it has a much sleeker and more futuristic appearance. Its creators say the AeroMobil is perfectly suited to its dual role, making use of existing infrastructure created for automobiles and planes, and makes true door-to-door travel possible.
Continue reading ‘AeroMobil flying car from Slovakia’ »
The Antonov A-40 Krylya Tanka – which in Russian means “Tank Wings” – was a prototype aircraft/light tank combination developed by the Soviets during the dark days of the Second World War.
The Antonov A-40 was a glider, not a powered aircraft. The idea was that a large, powerful transport aircraft would tow the A-40 into the air and to the battlefield where it would glide down to the ground with the crew already aboard. Once on the ground, the wooden wings and tail booms would be quickly unbolted and the tank would operate like any other.
Continue reading ‘Strange Vehicles: Antonov A-40 “Flying Tank”’ » | aerospace |
http://milliondollarlife.net/how-to-repair-the-helicopter-ems-accident-level/ | 2020-11-25T07:34:25 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141181482.18/warc/CC-MAIN-20201125071137-20201125101137-00069.warc.gz | 0.944451 | 2,990 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__90521253 | en | Helicopter Emergency Medical Solutions(HEMS) is an field at danger. Thanks to a rash of deadly accidents, the market is sicker than the patients remaining flown. The air med business enterprise is dying due to the fact, alternatively of conserving lives, it’s killing men and women, namely helicopter crews, and often their sufferers.
The trouble didn’t materialize overnight the resolution won’t arrive rapidly, both.
From the starting, air professional medical helicopters have professional a superior incident level. The possibility can never ever be removed, but it can be mitigated and lessened to the place in which an air med incident is exceptional. The next treatise tells how that can be performed. If all the initiatives listed in this article were place in put tomorrow, the HEMS accident rate would drop to near zero. Here’s the highway map of how that can come about.
” To start with suggestion: for individuals plans requesting it, an immediate basic safety stand-down for FAA or other outside get together overview on all facets of the HEMS operation.
1 of the difficulties with the accident rate in air professional medical is very simple semantics. What is an incident, and how are the stats compiled? Here is the base line: the mentioned expectation must be a zero accident rate.
A Unique Much is essential, a new regulation aimed especially at air professional medical operations very similar to the regs in area for helicopter tour operators. For years the FAA has been unwilling or not able to basically shut down an operator or specific program site for protection or regulatory violations. There should really be the institution of an anonymous idea line to the FAA, a whistle-blower attribute for travellers, crew, or other staff members of the a variety of operators to use, some thing identical to the NASA basic safety reporting type. The probable for abuse is generally present with these a technique but the possible for greater transparency is, as very well, and the issue is critical.
” Pilots should be far better vetted and educated.
There are as well a lot of plans, and far too lots of helicopter operators this kind of that the pilot staffing pool is too slender. With lessen working experience stages, and additional applications traveling far more plane a lot more hours, a increasing accident amount is almost inescapable. A immediate connection can be manufactured concerning the commence of hostilities in Iraq, and the most recent rise in the rate of air professional medical accidents. Several veteran pilots with a navy affiliation are traveling abroad, leaving courses at dwelling understaffed, or with significantly less seasoned pilots in cockpits, or each.
Supplied the fact that most air medical incidents are weather conditions related this would make sense. Military services pilots are superior in a position to preserve management in IIMC. The expertise army pilots obtain, both in flight and with access to simulators, also confer a level of assurance unavailable to non-armed service pilots.
Another motive air med needs much more professionalism and oversight is, that systems are 24/7 operations, with a large share of flying at night time. Pilot error is the single most typical variable in air professional medical mishaps, and latest crew relaxation principles are insufficient to deal with that. Shutting down a program immediately after dark is not an choice*, as these are crisis response automobiles, and must be staffed accordingly.
” Instrument Flight capacity for recovery only in all air clinical helicopters.
If applied accurately, IFR capacity is a impressive danger reducer in HEMS functions. What operators typically substitute for IFR functionality is firm coverage which requires that pilots stay clear of instrument temperature at all value. But denial of upgraded capability is inexcusable in a company which presents aviation assets to the community. The FAA must demand IFR ability for air healthcare helicopters as component of the new SFAR. This would serve two functions: it would give pilots desired possibilities it would enhance the common of companies competing for air med business enterprise, push marginal operators absent.
Let me be very clear about this: I propose IFR functionality for restoration only, not for start. IFR devices, coupled with ongoing instrument teaching, will go a long way toward reducing air med mishaps.
Most fatal mishaps have happened en-route to a client pickup, or following a pilot has aborted the flight, and turned towards home base. This suggests that air med crews are accepting missions in weather conditions which is marginal at best, an attempt to take off and check out circumstances about a usually flown route. Just so, the much more emphasis positioned on weather conditions avoidance, and dismissal of IFR capability in lieu of weather minimums and dogmatic steps, have built air healthcare much less harmless.
Pilots should discover the delicate balance involving system requires and their expert standing. Air med pilots are just charter pilots with a one consumer. But the trappings of the air med program, the flight satisfies, logos, and close interaction with health care personnel is a continuous enforcement of the crew notion at a customer hospital. You will find nothing erroneous with group spirit. But the elite nature of air med flight crews can dilute a pilot’s command authority in predicaments wherever client want appears to override aviation factors. Weather things can be minimized. Nuisance routine maintenance concerns dismissed. Crew relaxation occasions can be arbitrarily extended to go after a affected individual mission at crew transform time. At most packages, pilots are shielded from affected person info, to keep away from undue force on them to settle for or reject a flight. This is a great protocol. But the easy reality is, that pilot publicity patient medical condition is unavoidable at the onset of the mission, or at any time through the flight. What is wanted is a additional professional, additional aim pilot in the initial position.
Give website supervisors the authority they need to have to implement risk-free practices. Website administrators have small authority to enforce pilot codes, or punish unprofessional actions. Most mishaps begin in the choosing phase, lying in wait for the right circumstances. Publishing a pilot to a agreement website is expensive. But when a consumer hospital demands a pilot’s removal, or a internet site manager learns of basic safety infractions, that manager must be equipped to choose action.
Air clinical traveling has normally experienced a status for obtaining an crisis, fast-response environment. This sheen of exhilaration is what draws in sure people today to it, the so-named adrenaline junkies. From my twenty several years in a HEMS cockpit, I can attest to the large-profile nature of the function. There’s nothing much more enjoyable than owning the helicopter clatter out of the sky, get there on scene, and land to preserve the day. The feeling is intoxicating, even if it is illusory. It is really simple to drop sight of the aviation factor of it.
The bottom line is, that pilots at air med plans are locked and loaded to fly, and not just about every pilot is minimize out for it. Accepting a mission is the default mode. But in its place of becoming paid out to fly, pilots need to recognize that they are becoming compensated for the judgement to not fly at instances. Considerably portion one zero five, the so-called ‘pilot-in-command’ rule, not only safeguards pilots and the choices they make, but it gets rid of the potential hazard of a diluted choice, a final decision manufactured by a committee. Specifically with the speedy development of the HEMS sector, hour specifications and important knowledge amounts have dropped. The pilot pool has shrunk further than the competence amount expected.
” Multi-engine plane in air healthcare operations.
All air healthcare systems need to subject multi-engine helicopters. If that proves also considerably for the spending plan, the clinic ought to abandon the air professional medical software, or request a consortium arrangement.
Owning two engines, and the doubling of other on-board devices, simply just brings the aviation asset up to par with the healthcare gear it carries. Healthcare personnel routinely have backups for every thing their aircraft need to have absolutely nothing fewer.
Multi-engine aircraft also obviate additional mechanic staffing. Two mechanics are additional efficient, far better rested, doubly experienced, and have a lot more latitude toward carrying out needed responsibilities to continue to keep the products operating.
A further considerably less clear advantage to fielding twin-motor plane is the likely for pilot education. Dependent on the aircraft, an more seat is accessible in the cockpit on each flight. That vacant seat ought to be utilized for an observer, a rookie pilot, or a new seek the services of to ride alongside, to see 1st hand how the operation operates.
Another advantage of this change is, that the copilot could be somebody in coaching. If performed adequately, this placement could be a profits resource for impressive operators inclined to assist a pilot establish up his or her logbook, and inclined to shell out for the possibility, to the gain of the operator’s bottom line.
” CVR/FDR/TAWS/GPS going map installation in air med helicopter cockpits.
The FAA ought to mandate cockpit voice recorders, and/or flight facts recorders in each HEMS cockpit. This would add transparency to every single air med mission. These boxes would have two extra rewards: they would guide in an incident investigation, a use for which they were being built and they would aid servicing operate by recording and archiving program working parameters. TAWS is nothing far more than ground avoidance technological innovation, yet another layer of safety. GPS should be a necessity in all HEMS cockpits.
” De-emphasize speedy response/takeoff time.
In spite of programs’ PR attempts, and affected individual impression evidence to the opposite, a rapid reaction only places the plane and crew at danger, can make negligible difference in client end result, and really should be de-emphasized. If you treasured this article and also you would like to be given more info pertaining to dark web guide kindly visit our web site. A start time of ten minutes is not unreasonable. No other element a hundred thirty five operation would publicize a five moment takeoff time, nor would the FAA grant functions specifications for this sort of a thing. In genuine follow, the HEMS mission is, by and large, a transport technique to supply a steady, monitored ecosystem for people between hospitals.
” Higher method temperature minimums, and mandatory down-standing.
Weather is a variable in fifty% of HEMS accidents. Method and FAA-mandated temperature minimums are ordinarily stringent, but at most applications they even now border on marginal VFR. The natural environment in which air healthcare aircraft run is generally where by temperature details is minimum out there and/or reliable–under 3 thousand ft, significantly from temperature reporting stores, and normally beneath radar protection.
” Healthcare facility administration need to be additional concerned.
The administration of air med packages must grow to be far more intimately associated in working day to working day operations. Start selections should be reviewed obligatory short takeoff occasions really should be abandoned borderline pilots, or those who continually make bad selections must be held accountable safety committees should be established, with authority to make significant conclusions, which includes the configuration of the plane.
Healthcare directors should apprise medical professional staff of basic safety issues regarding air healthcare, such as the will need for far better triage to reduce non-emergent air transports. A culture of help need to be effected for no-go conclusions. The inclination for professional medical personnel acquiring a transportation ask for is to use the helicopter if any indication exists that it can be required. The fundamental assumption is, that the patient needs to be flown, or a physician would not have identified as.
But sufferers are often flown only for mundane logistical good reasons. Several EMS products and services are obtainable on a limited foundation. Using a ground rig away leaves the county uncovered for lengthy durations. The helicopter is normally used as a substitute in these instances. Therefore, the air healthcare asset closest to the individual is normally utilized when there is certainly no indicator the affected individual needs to be flown.
I was a pilot in command of an air healthcare helicopter for 20 a long time. I recognize the pressures and contingencies, polices, setting and politics that air med pilots are uncovered to each and every working day. From my initial air clinical flight in July 1983, to my last in October 2003 I observed one of every sort of individual mission there is, other than 1. I in no way witnessed a beginning on board the helicopter. That very simple point, that in 3,two hundred patient missions I never after witnessed a beginning is instructive. It means triage for gals about to provide was completed with utmost care. Each attending and receiving physicians realized not to connect with the helicopter.
The place is, that adequate triage, far better session, or both, in particular with today’s complex potential for physicians to share information, is a important in the air health-related security puzzle, for the reason that it usually means less flights, as a result additional notice to actually urgent flights.
With 4 pilots for every agreement, and where application hrs are very low in any case, the operator might (rightly) be involved about much less traveling proficiency. In this scenario the sponsoring healthcare facility should really deal for more teaching hours, match their property with one more healthcare facility in a consortium arrangement, or cede the air healthcare transport assistance completely, consequently conserving necessary well being care pounds.
Do fewer flights suggest reduced provider to likely consumers? No, it usually means better service to consumers who have to have the company much more. While traveling a routine, steady healthcare facility transfer affected person, the helicopter is out of company to respond to a trauma, or other emergent affected person.
“The bottom line should be secondary to safe and sound methods, and difficult aviation realities.
Generally, a clinic centered helicopter process is established up on a blended workers basis, with pilots and mechanics utilized by the aviation vendor, and the hospital team used in home. Sponsoring hospitals can price range for aircraft providers they have the solution of renewing a contract with a vendor–or not they do not believe the load of plane routine maintenance, or staff members education and they steer clear of out of provider time by getting a backup plane within just tips recognized in the contract. Leasing the asset also presents a clinic the opportunity to far more simply enhance to added system performance, these types of as IFR, NVG, multi-motor, or other variations. | aerospace |
https://www.htsyndication.com/hindustan-times/article/iaf-may-make-it-harder-for-pilots-to-join-private-airlines/40801905 | 2021-01-18T16:35:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703515075.32/warc/CC-MAIN-20210118154332-20210118184332-00778.warc.gz | 0.952156 | 188 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__238876328 | en | IAF may make it harder for pilots to join private airlines
Click here to read full article from source
India, Feb. 15 -- The Indian Air Force (IAF) is working to tighten rules to prevent its pilots from leaving the service and joining private airlines that offer better salary and perquisites, two people familiar with the matter said on condition of anonymity.
Some measures are being implemented to arrest the trend of pilots quitting the air force and taking up well-paying flying jobs outside, said one of the two, an air force officer. IAF is also refining its human resource policies to address the aspirations of its pilots by taking several steps, including giving them greater clarity about their career prospects in service, the second person, a government official, said.
Hindustan Times couldn't ascertain the exact changes being contemp...
To read the full article or to get the complete feed from this publication, please Contact Us | aerospace |
https://hma1369.tripod.com/561.html | 2023-03-21T14:50:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943698.79/warc/CC-MAIN-20230321131205-20230321161205-00238.warc.gz | 0.966487 | 404 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__61692983 | en | This is not an official USMC website!
Via Allyn Hinton
Marine Medium Helicopter Squadron 561 was activated 31 January 1967 and was assigned to Marine Aircraft Group 56. It's assigned mission was to provide refresher training to Marines who would be joining UH-34D squadrons in Vietnam. It also was called on to conduct local Search and Rescue missions, provide VIP transport, and other commitments as required by local commands.
Due to a lack of personnel and aircraft to man the squadron, HMM-561 remained in cadre status until formally activated 8 May 1967. At this time there were 62 Officers and 242 Enlisted assigned to the squadron. 24 UH-34Ds were also assigned at this time.
In January 1969, WestPac requirements for UH-34s were curtailed as the UH-34D began to be phased out and replaced by the CH-46. Squadron strength dropped to 26 Officers, 287 Enlisted, and 12 aircraft. HMM-561 conducted a 12-aircraft flyby of El Toro and Santa Ana on 14 October 1969. On 27 October 1969,HMM-561, the last operational UH-34D squadron in the Fleet Marine Force, was deactivated.
On December 2, 2010, VMM-561 was re-activated, becoming the third West Coast MV-22 squadron. According to the 2010 Marine Corps Aviation Plan, VMM-561 will initially be assigned to MAG-16, then relocate, probably to Okinawa, in 2013/14, although according to squadron personnel, "Pale Horse" may be relocating to Hawaii instead.
Activated 31 January 1967 as Marine Medium Helicopter Squadron 561, Marine Aircraft Group 56, 3d Marine Aircraft Wing, FMF
Officially activated 8 May 1967
Deactivated 27 October 1969.
Reactivated 2 December 2011 as Marine Medium Tiltrotor Squadron 561, Marine Aircraft Group 16, 3d Marine Aircraft Wing, FMF | aerospace |
http://www.brianhoessler.ca/2019/queen-of-the-skies/ | 2023-09-22T02:43:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506320.28/warc/CC-MAIN-20230922002008-20230922032008-00238.warc.gz | 0.967225 | 516 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__145619179 | en | Today, February 9, 2019, marks the 50th anniversary of the first flight of the Boeing 747. There are plenty of stories out there covering the historic angle, including a nice summary for non-avgeeks at CNET, Aviation Week Network’s visual chronology, Flightradar24’s look at how the 747 is used today (and has a neat map showing all 747’s being currently tracked by that site), and of course a slew of material from Boeing itself. While distinguishing itself early on by its size – it was the first widebody (twin-aisle) plane and the first commercial jet with more than one passenger deck – and distinctive “hump”, the 747’s longevity through the decades is what stands out for me today, having survived through major changes and advancements in technology: pretty impressive for a plane that was originally planned for relegation to hauling freight as supersonic flight became commonplace (spoiler: it didn’t).
Although the jumbo jet is no longer being flown by North American passenger carriers – Air Canada retired the type in 2004, and United and Delta both said goodbye to theirs at the end of 2017 – the 747 still can be seen regularly at major hubs courtesy of European and Asian carriers. My most recent flight on “the queen of the skies” was a 2016 trip to Germany on Lufthansa, and I will admit that I pushed to fly with that airline over Air Canada in part because the transatlantic hop from Toronto would be on the 747. For most people flying, they probably don’t notice anything special about this plane compared to any other widebody (unless of course they’re on the upper deck, something on my bucket list still!), but for whatever reason, there’s a personal appeal for me there.
Below are a selection of photos that I’ve captured over the years of the 747. Most were taken at Frankfurt Airport, including from a 2008 tour of the tarmac that my wife and I took while we had time to kill there (I think we were the youngest people on the tour without being accompanied by children!). A few shots come from the 2016 trip and contrast the queen (favourable, in my opinion) against the Airbus A380, the European full double-deck response to the jumbo. The last photo is a KLM bird at Toronto, an airline that often flies the 747 to YYZ along side Lufthansa and British Airways. | aerospace |
http://m.lemo-machining.com/cnc-machining-service/5-axis-cnc-machining/customized-high-qulity-5-axis-cnc-machined-par.html | 2021-04-14T09:56:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038077810.20/warc/CC-MAIN-20210414095300-20210414125300-00419.warc.gz | 0.781813 | 994 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__100859800 | en | Customized High Qulity 5 Axis CNC Machined Parts for Aerospace Industry
We are professional manufacturer for Customized High Qulity 5 Axis CNC Machined Parts for Aerospace Industry , mainly applied for aerospace and aircraft industry, Lemo can process all kind of complex shape parts by 5 -Axis Machining and 5 axis milling machine, Save time and money with less fixture preparation, with Higher part accuracy. Welcome you contact for long-term cooperation.
1. Product Introduction.
Customized High Qulity 5 Axis CNC Machined Parts for Aerospace Industry , mainly applied for aerospace and aircraft industry, Lemo can process all kind of complex shape parts by 5 -Axis Machining and 5 axis milling machine, Save time and money with less fixture preparation, with Higher part accuracy. More aerospace parts can be custom made by Lemo, welcome you contact for long-term cooperation.
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Material: Aluminum 7075
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Delivery time: 12-15 working days.
Samples order are acceptable.
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3. More aerospace parts for your reference.
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5. Lemo Advantages and ISO9001:2008 Certificates.
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How many years Lemo provide service for Aerospace ?
Since 2006, Lemo start to provide precision machining service for aerospace and aircraft industry, with high reputation in USA and European market.
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Leveraging on wide experience and expertise, Lemo Precision Metal is specialized in manufacturing and trading quality customized high qulity 5 axis cnc machined parts for aerospace industry. As one of the professional manufacturers and suppliers in China, we can also offer you customized service and the quotation consultation service. | aerospace |
https://d3f5buclv39urb.cloudfront.net/articles/darpa-seeks-ai-driven-air-combat-proposals/ | 2023-09-21T15:34:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506028.36/warc/CC-MAIN-20230921141907-20230921171907-00610.warc.gz | 0.923831 | 343 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__281852434 | en | The Defense Advanced Research Projects Agency (DARPA) announced its launch of the Air Combat Evolution (ACE) Program on May 8 to adopt artificial intelligence (AI) in air-to-air dogfighting combat.
The AI capabilities that DARPA seeks for the program are for empowering pilots, giving them the confidence that automation can enhance their aerial combat maneuvers. DARPA will hold a Proposers Day on May 17 in Arlington, Va., for interested researchers in addressing ACE’s AI needs.
“We envision a future in which AI handles the split-second maneuvering during within-visual-range dogfights, keeping pilots safer and more effective as they orchestrate large numbers of unmanned systems into a web of overwhelming combat effects,” said Air Force Lt. Col. Dan Javorsek, the ACE program manager in the DARPA Strategic Technology Office (STO)
STO has launched other programs like ACE to realize DARPA’s vision for “mosaic warfare,” which shifts warfighting strategy away from primary focus on manned systems – which DARPA said have high costs and lengthy timelines for development – to a mix of manned and more cost-effective unmanned capabilities that “can be rapidly developed, fielded, and upgraded with the latest technology to address changing threats.”
DARPA will first conduct virtual testing of potential AI algorithms for ACE, then will demonstrate them on sub-scale aircraft, Javorsek said. As the AI performance expansion ensues, fighter instructor pilots in the autonomous aircraft will help co-evolve tactics with the technology.
Organizations looking to participate in Proposors Day should respond by May 10. | aerospace |
https://marketing555.wordpress.com/2014/03/03/planetary-resources/ | 2018-06-19T02:41:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267861752.19/warc/CC-MAIN-20180619021643-20180619041643-00131.warc.gz | 0.941389 | 361 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__18357623 | en | Planetary Resources, formerly Arkyd Astronautics, is an asteroid mining company on a mission to mine asteroids for their natural resources for the benefit of future space exploration and for the benefit of the Earth’s GDP. This will be accomplished through low-cost robotic spacecraft that will allow them to monitor and determine the asteroids composition that have similar orbit patterns and that are within close proximity to the Earth.
Over the years of space exploration, scientists have found that asteroids are rich in natural resources such as rare metals and water. The water will be used to fuel and sustain future space exploration and the metals will be used to fuel Global GDP.
Planetary Resources meets all of the criteria for a good investment. There is a market and the size is in the billions. Planetary Resources will be the market driver in that they are the only company in this market at this time. Government agencies such as NASA, the scientific community and universities, non-profit institutions and the commercial spaceflight sector will all be interested in the technology. They have a good model. Planetary Resources has the knowledge and expertise to develop the low-cost robotic spacecraft it plans to incorporate in its mission. They have a world-class management team and a solid group of advisors, such as James Cameron, Sara Seager, Ph.D. and General T. Michael Moseley (Ret.) and first class investors in Ross Perot, Jr., Larry Page, Richard Branson and most recently, the largest construction and engineering firm in Bechtel.
Planetary Resources would be a good company to invest in. Their team of managers, advisors and investors are all passionate about sustaining life on earth by developing technologies to extract resources from space. The idea is intriguing and I will be very interested to see what happens next. | aerospace |
https://newjersey.news12.com/drone-conference-focuses-on-faa-rules-future-34872433 | 2024-04-19T03:46:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817253.5/warc/CC-MAIN-20240419013002-20240419043002-00094.warc.gz | 0.970467 | 242 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__175050312 | en | Drone enthusiasts attended a tech conference in Holmdel aimed at clearing up rules for the small aircraft.
"There's a lot of gray areas between local police forces and what is allowed," said Berge Parigian. "I want to be as legitimate as possible. I wanted to hear firsthand from the FAA."
At the NJ Tech Council's drone conference, the FAA talked about rules: flying below 400 feet, keeping drones visible, steering clear of aircraft and airports.
But an FAA rep who addressed the crowd wasn't just about limits. She also spoke about commerce, business and the future of drones. "Drones and robots have the potential to change the world," said Karen DiMeo, of the FAA. "Increasingly, people are thinking about drones as smartphones with propellers."
The cavernous interior of the former Bell Labs, where the conference was held Thursday, was an ideal space to fly drones and display the latest technology. Some topics included using drones with 3-D mapping and using drones for video surveillance and for shopping.
Still, some drone operators have run afoul of commercial airlines, and a South Jersey man was indicted for shooting down a drone. | aerospace |
https://www.constructiondive.com/news/robotsthe-next-generation-of-construction-workers/321755/ | 2024-02-26T04:27:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474650.85/warc/CC-MAIN-20240226030734-20240226060734-00874.warc.gz | 0.929361 | 141 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__33926607 | en | The next generation of construction could be in outer space. And the new construction workers could be robots.
NASA has awarded $500,000 to a space technology development company to design space-bound robots—called “spiderbots” because of their many long “arms”—to build massive structures in space, like satellites and space stations.
The robots will assemble the structures—some of which will measure half a mile wide—with components created on 3-D printers, which will be delivered via spacecraft to the building site in space.
Eventually the robots could be capable of building antennas the size of football fields for use in the search for unknown planets and extraterrestrial life. | aerospace |
http://www.aircraftrefinishing.com/htmls/exteriorprocess.asp | 2022-07-06T01:03:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104655865.86/warc/CC-MAIN-20220705235755-20220706025755-00636.warc.gz | 0.876335 | 620 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__147155072 | en | |Phone Number: 701-347-5262
Toll Free: 877-347-5262
Aircraft Painting process
Our aircraft painting program includes the following processes, which we believe offer a superior final product.Incoming Inspection
We perform an incoming inspection for any surface damage, unrepairable plastic, fiberglass/composite components, and any discrepancies that would affect the final outcome.
We remove all of the control surfaces for individual attention and handling. This prevents unintentional chemical remover entrance into the airframe and control surfaces.
We protect your aircraft windows, door gaps, cowling gaps, and plastic components against chemical remover using aluminum tape and aluminum masking products. Complete removal of all paint from exterior surfaces. This process is performed using an environmentally safe chemical remover.
After paint is removed, aircraft will be inspected for any Airworthiness issues or discrepancies that were unknown and might affect the final quality.
The aircraft will be sanded as required to remove all paint and primer residue not removed by stripping. All exterior plastic, fiberglass, and composite components are individually prepared for repainting.
Protective masking materials will be applied to sensitive areas. Aircraft skin will be treated using an acid-etch and alodine process. This will improve the corrosion resistance and improve the adhesion of the paint to the airframe.
Repair to aircraft skin performed as specified by customer, labor up to 10 hours is included in standard refinish price.
The entire aircraft will be solvent wiped to assure a contaminant free surface before priming. Complete airframe exterior and all individual components primed using Sherwin Williams epoxy primer and painted using Jet Glo or Acry Glo Polyurethane topcoat in your preferred base color.
All trim stripes are laid out in the design of your choice. Any areas that will receive trim color are prepared to ensure good adhesion. Stripe colors are clear coated for extra durability and fade resistance.
The landing gear (struts, gear doors, and wheels) will be cleaned, sanded and painted in the base color. Retractable gear will be properly greased and oiled and a retract test will be performed.
Flight Control Surfaces
Static balance checked on control surfaces by an IA Mechanic to ensure compliance with aircraft manufacturers specifications. Control surfaces will be reinstalled and checked for proper operation.
FAA required placards will be applied to aircraft using individually cut vinyl lettering.
Complete detail of the exterior of aircraft will be completed. All bright work will be polished. Plexiglass windows and lights lenses will be cleaned. Interior will be vacuumed and dusted. Stripes will be inspected to insure a clean crisp edge. | aerospace |
http://www.goldenmoments.co.uk/fly-a-fighter-jet.html | 2014-09-02T14:04:07 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1409535922087.15/warc/CC-MAIN-20140909043634-00125-ip-10-180-136-8.ec2.internal.warc.gz | 0.89966 | 336 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__147275309 | en | You are going to fly in a fighter jet. Experience first hand the thrill and excitement of flying a light attack fighter in air-to-air combat and learn tactical manoeuvres at 16,000ft.
Fully briefed, you will become a new fighter pilot and climb into the aircraft alongside your instructor. Place your hands on the controls as you engage in six "g-pulling" dogfights. Your flight will be recorded on video tape and reviewed in a flight debriefing.
Basic Fighter Manoeuvres (BFM)
High and low yo-yo's
Lead, lag and pure pursuit
Vertical and Oblique Turns
Physiological effect of "G" forces
Flying Characteristics of the aircraft
Flying minimum of six combat engagements
Debriefing and review of the videotapes
As a graduate you will receive your flight video, a leather flight jacket and leather namestah with wings. You will also be commissioned as a Major in the schools Fighter Squadron and will be entitled to special flying privileges. A real fighter pilot fantasy!
Minimum age 17 and maximum age 70. This is an extreme experience and participants must be in good health. Does not include flights to USA. Price is a from price. Minimum participants is 2 on this experience.
In the event of bad weather we will reschedule this experience. For further information please contact us.
Your complete experience will last 2 nights and 3 days
This experience is for one person
Spectators are not allowed on this experience
There is no dress code for this experience.
To book this experience lease contact our customer service team on 0845 2714 900. | aerospace |
https://p47.kitmaker.net/modules.php?op=modload&name=Reviews&file=index&req=showcontent&id=14167 | 2021-01-15T15:21:09 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703495901.0/warc/CC-MAIN-20210115134101-20210115164101-00019.warc.gz | 0.955728 | 821 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__86908424 | en | by: Andy Brazier [ ]
Originally published on:
History The first US Navy’s jet aircraft to be operated from the aircraft carriers and the first jet of the US Marines ever, such could be the description of the airframe produced by McDonnell under designation the FH-1 and which was commonly known as the Phantom, although the same name, just with a number II added, would be later given to another and much more popular jet to seemingly eclipse the historic significance of the original Phantom.
McDonnell company was established in 1939, and in 1940 it received its first contract for a production of subassemblies for other producers. In January 1943, McDonnell’s design team was assigned a new job though. The US Navy commissioned a jet fighter aircraft to be built which was to be known as the FD-1, later to be renamed to the FH-1 in 1947 (in US Navy system, the letter D denoted the Douglas company)
FH-1 upgrade set Item No - 73642
Price - 14,95 €
One half pre- coloured, and one plain fret, are packaged along with a small clear film, and the instruction sheet in the now familiar Eduard re-sealable bag.
Most of the parts on both frets are for the cockpit area, and canopy, with a few parts for the undercarriage bays and legs.
The first item to be replaced is the kits harness, Eduard's harness is pre coloured and has a lot more detail then the kits plain P.E offering.
Next up is a multi piece sandwich type instrument panel, which replaces the kits raised and decaled panel. Some sanding to remove the raised areas on the kits panel is needed to apply the P.E parts, but a quick session with a sanding stick should do the job in no time. The film is for the new gunsight which sits atop the instrument panel, which also has some new more detailed parts attached.
New details for the cockpit sidewalls and some nice pre-coloured side instrument panels, pretty much complete the cockpit improvements.
The canopy gets a new aft shelf, and a spar goes into the rear of the canopy. The windscreen gets two much needed mirrors.
The nose gear bay, gets part of a new floor and back wall, which has no detail at all on the kits back wall. New side walls and hydraulic lines replace the basic detail found on the kits undercarriage bay interior, and should really liven this area up.
The nose leg gets a new locking strut and oleo, which on the kit are a bit chunky looking.
Two new inside faces for the nose gear doors are also supplied.
The last parts that benefit from this set is the main wheels and wells. The wells have two new walls, and hydraulic lines added. The legs also get a few parts added, with brake lines being the main improvement.
FH-1 Mask set Item No - EX 526
Price - 8,25 €
Although the canopy on the Phantom is not hard too mask, its always nice to have the option of a mask set for it, and Eduard have produced a mask set for the canopy and wheels.
The masks are made from the usual Eduard Kabuki tape, and packed in a clear sleeve backed up with cardboard. A small set of instructions complete the contents.
The masks covers the edges of the main canopy, with the centres having to be filled with a masking fluid (not supplied). Masks are supplied for the windscreen, which completely cover the three panels of glass.
Wheel hub masks for the main and nose wheels are supplied.
Having used Eduard masks before, I can vouch they are normally a good fit and easy to work with.
The instructions give you the placement of each mask and any liquid mask needed is shown.
Please remember, when contacting retailers or manufacturers, to mention that you saw their products highlighted here - on AEROSCALE. | aerospace |
http://www.greatspacestv.com/docking-with-the-international-space-station/ | 2019-03-24T16:43:20 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203462.50/warc/CC-MAIN-20190324145706-20190324171706-00174.warc.gz | 0.967291 | 383 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__117070245 | en | Docking with the ISS is an extremely complicated process. In fact, it’s a wonder of the world.
Just imagine you are being chased by a machine at a pace of 5 miles per second. That’s what is going on when the space shuttle is docked with the ISS. For the same reason, the process takes a lot longer than you can imagine.
While reaching the space doesn’t take astronauts more than a few minutes, the docking process with the ISS may take several days in some cases.
Let’s take a look at a case. On March 27, a group of astronauts left at 3:42 pm ET including a friend of mine from Steele Carpet Cleaning Cochrane, and they were put inside the spacecraft for the next 6 hours However, they didn’t get to the space station within that time period. They get there at 9:36 pm ET.
You may be thinking why they took so much more time. After all, it is a matter of a few miles to get to the ISS when you in space. Moreover, the gravitational pull in space is weaker and not much power is required for acceleration.
It’s important to keep in mind that the ISS travels at a speed of 5 miles per second while orbiting around Earth. We just can’t keep up with an object moving at that space even when we are in space.
So, instead of chasing the ISS, astronauts let the ISS catch them. So, what they do is fire short and brief burns one after the other to get closer to the space station. Finally, they make a U-turn, fire the engines again to reduce speed allowing the space station to catch up. And then the docking is done as soon as the spacecraft have lined up.
So, this is how the astronauts get to the International Space Station. | aerospace |
https://committee.iso.org/standard/16265.html?browse=tc | 2019-06-15T21:58:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627997335.70/warc/CC-MAIN-20190615202724-20190615224724-00381.warc.gz | 0.790932 | 75 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__142981734 | en | ISO 8815:1994 Preview
Aircraft -- Electrical cables and cable harnesses -- Vocabulary
This standard was last reviewed and confirmed in 2014. Therefore this version remains current.
Defines the terms used in the aircraft industry related to aircraft electric cables and cable harnesses.
Buy this standard
A standard is reviewed every 5 years
Revisions / Corrigenda | aerospace |
https://vocabularyserver.com/nasa/index.php?tema=320 | 2020-10-30T04:11:49 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107907213.64/warc/CC-MAIN-20201030033658-20201030063658-00151.warc.gz | 0.819439 | 84 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__183105173 | en | Constellation is the combination of large and small systems
that will provide humans the capabilities necessary to
travel and explore the solar system. Constellation will be
made up of Earth-to-orbit, in-space and surface
transportation systems, surface and space-based
infrastructures, power generation, communications systems,
maintenance and science instrumentation, and robotic
investigators and assistants. | aerospace |
https://theindianhour.com/audio/bdlcam/guidance_and_zmckfs_apollo_navigation_system.fmx | 2022-12-06T15:02:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711108.34/warc/CC-MAIN-20221206124909-20221206154909-00294.warc.gz | 0.942681 | 1,039 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__232124135 | en | And, and the mission task operations used in simulated flight programs. The Apollo Guidance Computer. The engineers worked directly with a number of astronauts on the computer system. TVB fuelsufficiently to prevent continuation of a lunar mission.
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- Investigations Compact for the subroutine for nasa agreed the work right of the top of pins. | aerospace |
https://aegwaspotters.blogspot.com/2016/11/volga-dnepr-124-100-ra-82079-vda2816.html | 2023-12-09T14:27:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100912.91/warc/CC-MAIN-20231209134916-20231209164916-00742.warc.gz | 0.70252 | 259 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__133491136 | en | Photo: Richard Siudak
Volga Dnepr Airlines An-124-100 RA-82079 c/n 9773052062157 (seen here above) landing RWY24 ex: Port Moresby Intl Airport (AYPY) Papua New Guinea as flight 'VDA2816' via stops en-route: Honolulu Intl Airport (PHNL) Hawaii USA, George Bush Intl Airport (KIAH) Houston, Texas USA, Acadiana Intl Airport (KARA) Louisana USA. Hexcode: 15409F
Photos: Caleb Hotz
The Antonov 'Ruslan' was noted to have transported & off load two Bristow Sikorsky S-92A helicopters, the first being off-loaded was N392BG c/n 920105 & VH-ZUJ.
Photos: Mark Lynam
Volga Dnepr Airlines An-124-100 RA-82079 c/n 9773052062157 (seen here above) departing off RWY21 at 12.11hrs 26/11 as flight 'VDA2817' to Johor Baru Intl Airport (WMKJ) Johor Baru Malaysia. Hexcode: 15409F | aerospace |
https://ksisradio.com/ucm-aviation-department-to-be-a-host-of-the-2016-air-race-classic/ | 2024-04-14T20:31:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.9/warc/CC-MAIN-20240414192536-20240414222536-00289.warc.gz | 0.936984 | 293 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__61048368 | en | UCM Aviation Department to be a Host of the 2016 Air Race Classic
The University of Central Missouri’s Max B. Swisher Skyhaven Airport will play host to women aviators from across the country next week.
The 2016 Air Race Classic will take place June 21-24, and one of the seven designated stops for the teams, will be at Skyhaven Airport in Warrensburg.
More than 115 aviators in 47 aircraft will be landing at the airport to refuel and continue the race or spend the night in the Warrensburg area before continuing the next day. The race covers approximately 2,300 statute miles.
The objective is to fly the “perfect” cross country race, with teams developing their own strategies for dealing with factors such as weather, and wind.
The race will start June 21st in Prescott, Arizona and will wrap-up June 24th in Daytona Beach, Florida.
The UCM Department of Aviation and Skyhaven personnel, as well as UCM aviation students and volunteers, will be on hand to provide refueling, information about the area, and transportation for aviators who wish to spend the night in the area, before continuing the next day.
The Air Race Classic began in 1928 as the Women’s Air Derby.
For more information about the event, contact the UCM Aviation Department at 660-543-4969. or visit ucmo.edu. | aerospace |
https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20150508X11640&AKey=1&RType=HTML&IType=MA | 2020-09-29T08:04:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401632671.79/warc/CC-MAIN-20200929060555-20200929090555-00480.warc.gz | 0.9679 | 3,853 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__94078769 | en | National Transportation Safety Board
Aviation Accident Final Report
Date & Time:
05/08/2015, 0959 EDT
Loss of engine power (partial)
Flight Conducted Under:
Part 91: General Aviation - Personal
Several days before the accident flight, the commercial pilot told his mechanic and flight instructor that the airplane had not been climbing well. The pilot had completed an engine run-up and subsequent test flight, and found no anomalies with the airplane. The accident flight was the second leg of a cross-country trip that originated earlier in the morning. During the accident takeoff, the pilot stated to air traffic control that the airplane was having trouble climbing. The airplane subsequently collided with terrain about 2 miles from the runway.
Postaccident testing of the fuel manifold showed that it was not operating normally and was contaminated with debris. The composition of debris and its origin could not be determined, but it was likely that the debris moved within the fuel manifold during operation and resulted in fluctuating power indications. Examination of the engine did not reveal any mechanical anomalies. Although the airplane was likely loaded 24 pounds in excess of its maximum gross weight, takeoff distance calculations showed that sufficient runway was available when loaded at the maximum gross weight for the departure and climb, assuming nominal performance of the airplane, engine, and pilot. Given that the airplane was having difficulty climbing, as communicated by the pilot to air traffic control during the departure, it is likely that during the takeoff, the debris in the fuel manifold prevented the engine from obtaining full power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A partial loss of engine power due to contamination in the fuel manifold, which resulted in a collision with terrain shortly after takeoff.
Fuel - Fluid condition (Cause)
Fuel distribution - Not specified (Cause)
HISTORY OF FLIGHT
On May 8, 2015, about 0959 eastern daylight time, a Piper PA-32R-300, N5802V, collided with a highway barrier during a forced landing attempt near Chamblee, Georgia. The commercial pilot and three passengers were fatally injured and the airplane was destroyed. The airplane was registered to and operated by TLT and GGBB LLC., as a personal flight. Day, visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules (IFR) flight plan. The flight originated from Peachtree DeKalb airport (PDK), Chamblee, Georgia, about 0956 and was destined for University-Oxford Airport (UOX), Oxford, Mississippi.
The accident flight was the second leg of a cross-country flight that originated earlier that morning from Asheville Regional Airport (AVL), Asheville, North Carolina.
Review of air traffic control (ATC) voice communication data provided by the Federal Aviation Administration (FAA) revealed that the pilot contacted clearance delivery for an IFR clearance. ATC provided the clearance, which included radar vectors, and "climb and maintain 3,000; expect 8,000 in 10 minutes." The pilot read back the clearance correctly and confirmed that he had the most recent automatic terminal information service, which was information "Whiskey." The pilot contacted ground control and indicated that he was ready to taxi. Ground control instructed the pilot to taxi to runway 3R, via taxiway Bravo, hold short of runway 3L and the pilot read back the instructions correctly. The pilot then contacted the tower controller, informing him that he was holding short of runway 3L and ready to depart. The tower controller instructed the pilot to "fly heading 360 and cleared for takeoff." The pilot then questioned the controller regarding which runway to take off from and the controller cleared the pilot for takeoff from runway 3L, which was 3,746 feet long. Approximately 3 minutes after departure, the tower controller called the pilot to verify his heading. The pilot responded "zero-two-victor, I'm having some problem climbing here." The pilot subsequently stated "zero-two-victor; were going down here at the intersection." This was the last transmission made by the pilot.
A witness stated that he was about 2,300 feet off the departure end of the runway. He stopped to look at the airplane because it was moving extremely slow and only 75 to 100 feet above ground level when it went over his head. He added that the engine sounded normal and despite the slow speed. He continued to watch the airplane as it flew out of his view.
Another witness that observed the airplane prior to the accident said he heard a "clacking sound," but the engine rpm did not change. The engine sounded like it was at "wide open throttle" as it descended onto the highway and exploded.
According to the pilot's mechanic, about 4 days prior to the accident flight, the mechanic observed a departure conducted by the pilot. He said that during climbout he watched as the airplane cleared trees at the departure end of the runway by approximately 50 feet. He added that shortly after that flight, the pilot called him and expressed his concern that the airplane was not climbing well. The mechanic mentioned to him that it was a warm day, and he was only a few hundred pounds under gross weight, with a slight tailwind. The mechanic further stated that the pilot said that he would do a run-up and if everything checked out, he would conduct a test flight the next day. The following day the pilot sent a text message to the mechanic and said that the run-up was good, but he wasn't getting full rpm at full power while static. About 30 minutes later, the pilot called the mechanic and told him he flew the airplane and everything was normal.
According to pilot's flight instructor, he said that the pilot called him 4 days prior to the accident flight and told him that he went flying and had some difficulty getting the airplane to gain altitude. He said that he had used up more than half of the runway when he was able to finally get the airplane in the air. The pilot told the instructor that he almost hit the trees near the end of the runway. The pilot also stated to the flight instructor that he did conduct "pre and post flight engine checks and noted no problems."
The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported a total flight experience of 667 hours, including 40 hours during the last 6 months, on his FAA second-class medical certificate application, dated November 18, 2014. The medical certificate indicated no restrictions. Review of the pilot's logbook revealed he had accumulated 687 total hours; of which, 672 hours were in the same make and model as the accident airplane.
The airplane was manufactured in 1977. It was powered by a Lycoming O-540-K1G5D engine rated at 300 horsepower at 2,700 rpm, and was equipped with a Hartzell three-bladed constant speed propeller.
The last annual inspection of the airframe and engine occurred on July 22, 2014, at an airframe total time of 5616.03 hours. The last recorded maintenance included the installation of a battery on May 5, 2015.
The airplane's maintenance logbooks were not located and were presumed to have burned in the aircraft wreckage. Copies of airframe and engine logbook entries dated July 22, 2014 were provided by the mechanic who completed an annual inspection of the airplane on that date. The airframe logbook entry noted the tachometer hour meter reading and airframe total time as 5616.03 hours. The engine logbook entry indicated that the engine had accumulated 774.86 hours since major overhaul, as of that date.
The recorded weather at PDK, at 0953, included winds from 080 degrees at 4 knots; 6 statute miles visibility, few clouds at 6,000 feet, temperature 24 degrees Celsius (C), dew point temperature 16 degrees C, and an altimeter setting of 30.14 inches of mercury. The calculated density altitude was about 2,259 feet.
WRECKAGE AND IMPACT INFORMATION
The wreckage was located in the eastbound lane of interstate 285, approximately 2 miles from PDK. The airplane came to rest in the left service lane against a 5 foot barrier wall on a heading of 021 degrees magnetic. There was a postcrash fire that consumed the majority of the airplane. There were ground scars across four traffic lanes up to the concrete highway divider.
The cockpit and fuselage were fragmented and destroyed by postcrash fire. Flight control cables were attached to fragments of the flight controls. The right and left wings were fragmented and was destroyed by postcrash fire. The flight control surfaces were molten metal on both wings. The aileron bellcranks on the left and right wings were located within the fragments of the wings and connected to the flight control cables and turnbuckles. Flight control cable separations exhibited signs of overstress failures. The empennage was fragmented and fire damaged. The flight control cables to the rudder control sector and stabilator bell crank remained attached to the fragmented fuselage and were traced to the forward section of the cockpit.
The left and right main landing gear were found in the extended position and the flap handle was impact damaged and observed in the 10-degree flap extension position. The throttle was found forward in the "full power" position, the propeller lever was forward at the "full increase" position, and the mixture lever was full forward at the "full rich" position. The fuel boost pump switch and selector was destroyed. Engine control linkage continuity was established from the cockpit controls to their respective engine connections.
An examination of the fuel system revealed that the all of the fuel lines before the firewall were destroyed. The fuel lines from the firewall to the fuel manifold were partially fire damaged. The fuel manifold and injector lines did not show signs of fire damage. The fuel manifold was removed during the examination of the engine and placed on a test bench and did not flow when tested up to 7 psi (normal test pressure is 4.5 psi). The unit was removed from the test bench and the bottom cover was removed. Following removal of the bottom cover, the gasket did not exhibit heat damage. The bottom portion of the movable portion of the body assembly was measured and found to be positioned 0.032 inch below the spool of the body assembly (normal closed position). The bottom of the movable portion of the body assembly was pushed by hand and some resistance was noted at first, but it then moved. The bottom cover was reinstalled and the four screws were torqued to the proper setting. The fuel manifold was placed on the test bench and debris was noted coming from the ports during initial flow. The unit was flowed at 4.5 psi (normal) and it was found to flow equally from all ports at 132 pounds-per-hour (pph); the minimum specification was 135 pph. The fuel manifold was removed from the test bench and the top cover, which was safety wired, was removed. Test bench fluid was noted on the top side of the diaphragm (air side) and some slivers of material were also noted. The movable portion of the body assembly was removed and contamination/debris was noted. Re-insertion of the movable portion of the body assembly into the body revealed slight binding.
The debris recovered from the fuel manifold was forwarded to the NTSB Materials Laboratory and examined using Fourier-transform infrared spectroscopy. The spectrum for the debris contained peaks that corresponded to signatures indicative that the material contained a carboxylic acid. A spectral library search was done on the debris spectrum. There were no strong matches found in the search; however, the debris spectrum had many similarities to several dicarboxylic acids, such as terephthalic acid and isophthalic acid. Carboxylic acids are pervasive in nature and are often found as precursors in polymer production, in adhesives and coatings, and are often naturally present in fuel as well as used as fuel additives (corrosion inhibitors and lubricity improving additives).
During examination of the fuel servo, it was noted that it was fire damaged. Due to the heat damage of the diaphragms, the unit could not be flow tested.
Examination of the propeller revealed that one blade was fractured off the hub. The spinner dome separated from the spinner bulkhead. All three blades exhibited rotational scoring and curling of the blade tips. There were impression marks on the preload plates indicating that the propeller was in the low blade angle position prior to impact. The propeller showed signs of power ON prior to impact. There were no discrepancies noted that would preclude normal operation. All damage was consistent with impact damage.
The propeller governor was mounted in a governor test stand and run through the standard factory acceptance test procedure for new or overhauled governors. The governor functioned normally and met all factory specifications, except for the maximum rpm. The governor maximum rpm setting was 2,660 rpm verses a factory specification of 2,555 +/- 10. Although the high rpm setting was higher than factory specifications, it did not affect the governor performance. A higher than specified rpm setting indicated an adjustment was made to the governor high rpm stop while installed on the airplane. The governor was then disassembled for visual examination of the governor components. There were no unserviceable conditions noted during the visual examination.
Examination of the engine revealed it was discolored consistent with exposure to the postimpact fire. The propeller and crankshaft flange were separated from the engine. The crankshaft flange was impact damaged. The left side of the exhaust system was crushed. The engine accessories were fire damaged. Both crankcase halves were fractured in the area of the No. 1 and No. 2 cylinders. The No. 2 cylinder head on the left side was impact damaged. The engine mount was bent and the engine was displaced toward the firewall. Three of the four engine mounts were impact fractured. The engine could not be rotated by turning the crankshaft flange due to impact damage and was further disassembled to examine the engine internal components. The cylinders were removed and no damage noted to the cylinders, pistons or valves other than fire and impact damage. The oil sump was removed and contained an unmeasured quantity of oil. The accessory case was removed and no damage to the rear gears was noted. The oil pump was disassembled and no damage to the pump bore or gears was noted. The crankcase halves were disassembled and the crankshaft and rod assembly was lifted out. The rods were free to rotate on the crankshaft rod journals and were not disassembled. The crankshaft main journals and crankshaft bearing surfaces did not show any anomalies. The camshaft was removed and no damage noted to the crankcase camshaft bearing surfaces. No damage was noted to the camshaft except that the cam lobe, which serviced the No. 3 intake and the No. 4 exhaust cam followers were worn. The cam lobe was measured at 1.364 inches using an uncalibrated dial caliper. The No. 4 exhaust lobe was measured at 1.464 inches. The No. 3 intake and No. 4 exhaust cam followers were pitted and worn.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot by the DeKalb County Medical Examiner, Decatur Georgia.
The Federal Aviation Administration's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot with negative results for drugs and alcohol.
The weight and balance record dated August 24, 1999, noted the airplane's empty weight to be 2,154 lbs. According to the Pilot Operating Handbook (POH) the maximum takeoff and landing weight for this aircraft was 3,600 lbs. With full fuel (94 gallons useable), an estimated cargo weight of 216 lbs, and reported pilot and passengers weights of 690 lbs, the total weight computed was 3,624 lbs. According to fueling records the airplane was topped off with 20 gallons of fuel prior to departure. The estimated cargo weight was based on the fire damaged items that were collected during the airplane recovery.
The airplane's calculated takeoff distance assuming that it was loaded to its maximum gross weight, the flaps were set to 25 degrees, and given the weather conditions reported about the time of the accident, was about 1,050 feet. The distance required to clear a 50-foot barrier was about 2,000 feet.
History of Flight
Loss of engine power (partial) (Defining event)
Off-field or emergency landing
Collision with terr/obj (non-CFIT)
Other Aircraft Rating(s):
Second Pilot Present:
Class 2 Without Waivers/Limitations
Last FAA Medical Exam:
Last Flight Review or Equivalent:
(Estimated) 687 hours (Total, all aircraft), 672 hours (Total, this make and model)
Aircraft and Owner/Operator Information
Year of Manufacture:
Landing Gear Type:
Retractable - Tricycle
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Airframe Total Time:
5616.03 Hours as of last inspection
C91 installed, not activated
Operating Certificate(s) Held:
Meteorological Information and Flight Plan
Conditions at Accident Site:
Condition of Light:
Observation Facility, Elevation:
PDK, 998 ft msl
Distance from Accident Site:
2 Nautical Miles
Direction from Accident Site:
Lowest Cloud Condition:
Few / 6000 ft agl
4 knots /
Turbulence Type Forecast/Actual:
Turbulence Severity Forecast/Actual:
30.14 inches Hg
24°C / 16°C
Precipitation and Obscuration:
Moderate - Haze
Atlanta, GA (PDK)
Type of Flight Plan Filed:
OXFORD, MS (UOX)
Type of Clearance:
Type of Airspace:
Dekalb-Peachtree Airport (PDK)
Runway Surface Type:
Runway Surface Condition:
Wreckage and Impact Information
33.891111, -84.272778 (est)
Investigator In Charge (IIC):
Additional Participating Persons:
Edward Rolon; FAA; Atlanta, GA
Micheal Childers; Lycoming; Witchita, KS
Ronald Maynard; Piper; Vero Beach, FL
The NTSB traveled to the scene of this accident. | aerospace |
https://causeofyou.net/find/this-new-ocean/ | 2019-07-24T06:25:42 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195531106.93/warc/CC-MAIN-20190724061728-20190724083728-00168.warc.gz | 0.931311 | 1,708 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__10578518 | en | It was all part of man's greatest adventure--landing men on the Moon and sending a rover to Mars, finally seeing the edge of the universe and the birth of stars, and launching planetary explorers across the solar system to Neptune and beyond. The ancient dream of breaking gravity's hold and taking to space became a reality only because of the intense cold-war rivalry between the superpowers, with towering geniuses like Wernher von Braun and Sergei Korolyov shelving dreams of space travel and instead developing rockets for ballistic missiles and space spectaculars. Now that Russian archives are open and thousands of formerly top-secret U.S. documents are declassified, an often startling new picture of the space age emerges: the frantic effort by the Soviet Union to beat the United States to the Moon was doomed from the beginning by gross inefficiency and by infighting so treacherous that Winston Churchill likened it to "dogs fighting under a carpet"; there was more than science behind the United States' suggestion that satellites be launched during the International Geophysical Year, and in one crucial respect, Sputnik was a godsend to Washington; the hundred-odd German V-2s that provided the vital start to the U.S. missile and space programs legally belonged to the Soviet Union and were spirited to the United States in a derring-do operation worthy of a spy thriller; despite NASA's claim that it was a civilian agency, it had an intimate relationship with the military at the outset and still does--a distinction the Soviet Union never pretended to make; constant efforts to portray astronauts and cosmonauts as "Boy Scouts" were often contradicted by reality; the Apollo missions to the Moon may have been an unexcelled political triumph and feat of exploration, but they also created a headache for the space agency that lingers to this day. This New Ocean is based on 175 interviews with Russian and American scientists and engineers; on archival documents, including formerly top-secret National Intelligence Estimates and spy satellite pictures; and on nearly three decades of reporting. The impressive result is this fascinating story--the first comprehensive account--of the space age. Here are the strategists and war planners; engineers and scientists; politicians and industrialists; astronauts and cosmonauts; science fiction writers and journalists; and plain, ordinary, unabashed dreamers who wanted to transcend gravity's shackles for the ultimate ride. The story is written from the perspective of a witness who was present at the beginning and who has seen the conclusion of the first space age and the start of the second. From the Hardcover edition.
divIn the decades since the mid-1970s, the Jet Propulsion Laboratory in Pasadena, California, has led the quest to explore the farthest reaches of the solar system. JPL spacecraft—Voyager, Magellan, Galileo, the Mars rovers, and others—have brought the planets into close view. JPL satellites and instruments also shed new light on the structure and dynamics of earth itself, while their orbiting observatories opened new vistas on the cosmos. This comprehensive book recounts the extraordinary story of the lab's accomplishments, failures, and evolution from 1976 to the present day. This history of JPL encompasses far more than the story of the events and individuals that have shaped the institution. It also engages wider questions about relations between civilian and military space programs, the place of science and technology in American politics, and the impact of the work at JPL on the way we imagine the place of humankind in the universe./DIV
Vietnam, NASA, Star Trek and Utopia in 1960s and 70s American Myth and History
Author: Matthew Wilhelm Kapell
The 1960s and early 70s saw the evolution of Frontier Myths even as scholars were renouncing the interpretive value of myths themselves. Works like Joe Haldeman’s The Forever War exemplified that rejection using his experiences during the Vietnam War to illustrate the problematic consequences of simple mythic idealism. Simultaneously, Americans were playing with expanded and revised versions of familiar Frontier Myths, though in a contemporary context, through NASA’s lunar missions, Star Trek, and Gerard K. O’Neill’s High Frontier. This book examines the reasons behind the exclusion of Frontier Myths to the periphery of scholarly discourse, and endeavors to build a new model for understanding their enduring significance. This model connects NASA’s failed attempts to recycle earlier myths, wholesale, to Star Trek’s revision of those myths and rejection of the idea of a frontier paradise, to O’Neill’s desire to realize such a paradise in Earth’s orbit. This new synthesis defies the negative connotations of Frontier Myths during the 1960s and 70s and attempts to resuscitate them for relevance in the modern academic context.
Systems Management in American and European Space Programs
Author: Stephen B. Johnson
Publisher: JHU Press
How does one go about organizing something as complicated as a strategic-missile or space-exploration program? Stephen B. Johnson here explores the answer—systems management—in a groundbreaking study that involves Air Force planners, scientists, technical specialists, and, eventually, bureaucrats. Taking a comparative approach, Johnson focuses on the theory, or intellectual history, of "systems engineering" as such, its origins in the Air Force's Cold War ICBM efforts, and its migration to not only NASA but the European Space Agency. Exploring the history and politics of aerospace development and weapons procurement, Johnson examines how scientists and engineers created the systems management process to coordinate large-scale technology development, and how managers and military officers gained control of that process. "Those funding the race demanded results," Johnson explains. "In response, development organizations created what few expected and what even fewer wanted—a bureaucracy for innovation. To begin to understand this apparent contradiction in terms, we must first understand the exacting nature of space technologies and the concerns of those who create them."
It is a privilege to introduce the reader to this book, as I believe that it will make a signi?cant contribution to, given the dif?culties in the knowledge of the Indian Ocean, developing cooperation in the Indian Ocean region. There have been numerous failed efforts at regional cooperation in different fora in the Indian Ocean. As a result of the land-based orientation of the people in the region, the importance for countries to develop the power to govern the sea has largely been ignored. The maritime approach taken by Manoj Gupta to the Indian Ocean as a region in international relations offers a timely and critical assessment of the potential for regional cooperation and ocean governance. The political leadership in the region can no longer ignore the need for coop- ation in maritime affairs in the Indian Ocean. This book enriches the literature on Indian Ocean issues as it argues convincingly that the security of nations, economic well-being of the people and health of the Indian Ocean cannot be divested from one another. All are fundamentally dependant on the ability of the countries in the region to individually and collectively exert the power to govern the sea.
Space has become increasingly crowded since the end of the Cold War, with new countries, companies, and even private citizens operating satellites and becoming spacefarers. This book offers general readers a valuable primer on space policy from an international perspective. It examines the competing themes of space competition and cooperation while providing readers with an understanding of the basics of space technology, diplomacy, commerce, science, and military applications. The recent expansion of human space activity poses new challenges to existing treaties and other governance tools for space, increasing the likelihood of conflict over a diminishing pool of beneficial locations and resources close to Earth. Drawing on more than twenty years of experience in international space policy debates, James Clay Moltz examines possible avenues for cooperation among the growing pool of space actors, considering their shared interests in space traffic management, orbital debris control, division of the radio frequency spectrum, and the prevention of military conflict. Moltz concludes with policy recommendations for enhanced international collaboration in space situational awareness, scientific exploration, and restraining harmful military activities.
Managing Large Systems examines a wide range of human, organizational, and managerial challenges associated with large systems. Special attention is given to the behavioral relationships among scientists and engineers, business and technical managers, sponsor organizations and their contractors, business and government offi cials, and line and functional managers. | aerospace |
http://www.prnewswire.com/news-releases/wyle-wins-149-million-award-to-conduct-technical-evaluations-for-us-air-force-226459381.html | 2017-09-22T07:29:25 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818688671.43/warc/CC-MAIN-20170922055805-20170922075805-00253.warc.gz | 0.897155 | 374 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__160335853 | en | EL SEGUNDO, Calif., Oct. 4, 2013 /PRNewswire/ -- Wyle has been awarded a task order valued at $14.9 million to provide analyses of military and commercial developmental semiconductor devices and components for the U.S. Air Force Research Laboratory at Wright-Patterson Air Force Base in Dayton, Ohio.
The Defense Technical Information Center's Reliability Information Analysis Center awarded the task order for work with the laboratory's Sensors Directorate, Aerospace Components and Subsystems Division and the Materials and Manufacturing Directorate's Nanoelectronic Materials Branch.
Wyle will provide independent technology assessments on advanced and emerging semiconductor materials. These research and development analyses will help the Air Force to fully measure the capabilities and potential applications of new technologies.
The company will collaborate with the National High Reliability Electronics Virtual Center and other device research organizations to forecast emerging electronic technologies and opportunities, assess needs, and perform prequalification studies.
"Wyle will team with aeronautical systems experts at the U.S. Air Force Research Laboratory," said Roger Wood, Wyle's program manager. "This three-year contract will allow us to provide leading-edge solutions to the Air Force's current aeronautical challenges and will assist them in gaining a greater knowledge of device operation and degradation."
The company will also evaluate current qualification practices, seek to improve characterization techniques, perform reliability assessments, and research new semiconductor materials and devices.
Wyle, a privately held company, is a leading provider of high tech aerospace engineering and information technology services to the federal government on long-term outsourcing contracts. The company also provides test and evaluation of aircraft, weapon systems, networks and other government assets and other engineering services to the aerospace, defense and nuclear power industries.
For more information, go to www.wyle.com. | aerospace |
http://topjets.eu/company/ | 2020-01-29T05:59:35 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251788528.85/warc/CC-MAIN-20200129041149-20200129071149-00369.warc.gz | 0.945915 | 271 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__59786680 | en | TopJets Ltd is headquartered in Sofia, Bulgaria and is fully licensed EASA AOC operator (license N56) governed by the Bulgarian Civil Aviation Authority. The company’s main business activities is private jet charter using it’s own fleet of aircrafts as well as Aircraft Management . TopJets is proud to be the first company in the world to offer the Zero Fee Aircraft Management business model and we believe this revolutionary approach will set new standards and benchmarks in the aviation industry.
Our business charter service is a combination of advanced technologies in the aviation operations and management, highly efficient new fleet with most luxurious features. Our business is established by a group of private investors and is operated by experienced professionals, co-operating in partnership with well known industry leaders.
TopJets offers the finest lifestyle solution for the modern luxury travellers by ensuring a direct access to those airports typically inaccessible to commercial airlines and larger private jets, with greater flexibility and premium quality service.
In today’s fast pace environment TopJets is focused in providing time-saving flight solutions aimed at increasing business productivity and efficiency, flying with a private jet on-demand in Europe, with a very short notice, being in complete control of your own schedule. TopJets is internationally recognized for its transparent pricing, efficient operations, and unparalleled customer service. | aerospace |
http://artmag.saatchigallery.com/this-is-the-end/ | 2017-12-17T04:15:25 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948592972.60/warc/CC-MAIN-20171217035328-20171217061328-00644.warc.gz | 0.877678 | 545 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__100648494 | en | Taking one for the team to the max, NASA’s Cassini spacecraft deliberately crash landed on the surface of Saturn on 15 September 2017, after nearly twenty years in space. For the past seven, it had been preoccupied with observing and stealthily photographing the ringed gas giant planet.
This pre-destined suicide mission served to give us all more scope concerning much outer spaces, as Cassini carried the European Huygens probe and fed us unprecedented amount of photographic information about Saturn and its rings, seasons, magnetosphere and moons. By offing itself somewhat discreetly Cassini also ensured that the said moons, some of which boast intriguing prebiotic environs, will be left unmolested for future generations of human and robotic explorers.
Head on over to NASA for all the nitty-gritty goods, they’ve loads of galleries of artists’ renderings, raw images, timelines, audio files and mission graphics to fill your head with every interstellar detail there is. But if you’re going to check out anything at all, I suggest the final poignant images Cassini snapped itself on the last kamikaze loop of its twenty-two orbit Grande Finale.
That spacecraft was a regular Ansel Adams; Cassini’s handful of final, largely monochromatic stills suck viewers into startling new dimensions wrought with hypnotic beauty. The final frontier feels funnily compressed, stylised, almost minimalist when broken up into imposing geometric shapes and vacuous negative space. Though difficult to comprehend in rational terms since we’re but mere dust in the universe, Cassini’s series of seven conclusive photographs could unquestionably pass for fine art.
Put into context, these works tell a backstory of curiosity and brilliance, the peak of earthling ability and the perishing of long-pursued dreams. There’s notes of gruesome sacrifice, à la Hot Fuzz, for the greater good. Frankly, there’s also elements of sheer terror woven into the mix. Can those figments from well-beyond really be real?
Just the idea of an enormous floating ball whooshing through the Milky Way can be particularly unsettling when you recall we’re currently hurtling around the sun at 30 km per second on a smaller, more fragile floating ball. Actually seeing Saturn’s curving sides really brings it all existentially home.
It’s Science (and art). Enlightening. Aesthetically pleasing. Keeping us in our humble cosmic place.
source: NASA Jet Propulsion Laboratory, California Institute of Technology, Cassini: The Grand Finale, online | aerospace |
http://www.littletel-aviv.com/2019/05/28 | 2020-03-30T15:50:52 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370497171.9/warc/CC-MAIN-20200330150913-20200330180913-00097.warc.gz | 0.944465 | 224 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__190985418 | en | Etiology of bronchial obstruction: a) spasm; b) mucous odema; c) hypersecretion; d) scar narrowing: e) endobronchial tumor; f) external pressuring of bronchus. Surgical procedure is typically useful for COPD in chosen cases. A bullectomy is the surgical elimination of a bulla, a large air-stuffed space that can squash the encircling, more normal lung. Lung volume reduction surgery is similar; parts of the lung which might be significantly broken by emphysema are eliminated permitting the remaining, relatively good lung to increase and work better. Lung transplantation is sometimes carried out for extreme COPD, significantly in youthful people.
G-BBDG first flew in 1974 and was thought-about to be a pre-manufacturing model used to finalise the Concorde design earlier than the opposite plane entered passenger service. This aircraft was painted in BA livery throughout the assessments and spent a complete of 1282hrs in the air. The final flight was in 1981 and the … Read More | aerospace |
https://www.hulldailymail.co.uk/news/uk-world-news/nasa-warns-huge-asteroid-zoom-3311493 | 2021-10-23T11:34:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585671.36/warc/CC-MAIN-20211023095849-20211023125849-00387.warc.gz | 0.95138 | 463 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__43948223 | en | NASA has warned a massive asteroid the size of the world's tallest building will make a 'close approach' with our planet this weekend.
Dubbed 2000 QW7, the giant space rock revolves around the sun and crosses the Earth once every 20 years.
It is estimated to be around 290 to 650 metres wide, which at the higher end is almost as big as Dubai’s Burj Khalifa.
The vast object will still be about 5.3 million km away when its orbit takes it closer to Earth than it has been since 2000.
It is thought likely that the asteroid will be visible by telescope at around this time, although the Moon might make observations difficult, the Mirror reports.
NASA first observed the asteroid on July 25 this year and has since made a total of 70 observations to determine the rocks size, speed and trajectory.
This weekend's fly-by event is eagerly awaited in scientific circles and offers an opportunity for experts to gain a greater understanding of asteroids.
According to NASA’s Centre for Near Earth Object Studies, the asteroid will zip past our planet on September 14.
Following the close approach on Saturday, NASA predicts that the asteroid will next pass our planet on October 19, 2038.
While it’s extremely unlikely that this asteroid will hit Earth, NASA’s chief, Jim Bridenstine, has warned that more needs to be done to protect Earth from a killer asteroid collision in the near future.
'This is not about Hollywood'
He said: “This is not about Hollywood, it's not about the movies. This is about ultimately protecting the only planet we know, right now, to host life - and that is the planet Earth.”
Earlier this week, the European Space Agency (ESA) estimated that there are currently 878 asteroids in the ‘risk list’ for hitting Earth.
The space agency explained: “This ESA catalogue brings together all asteroids we know of that have a ‘non-zero’ chance of impacting Earth in the next 100 years – meaning that an impact, however unlikely, cannot be ruled out.”
Worryingly, an impact by even a small asteroid could cause ‘serious destruction’, according to ESA. | aerospace |
https://dakarai-news.xyz/space-the-longest-goodbye-movie-review-2024/ | 2024-04-15T18:50:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817014.15/warc/CC-MAIN-20240415174104-20240415204104-00820.warc.gz | 0.963244 | 427 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__127475399 | en | I also found it incredibly curious that Sukjin Han, a crew commander for one of the Mars simulations, was the only interviewee, be it study participant, scientific expert, astronaut, or family member—to concede that in order for a manned mission to Mars to actually succeed, there will need to be some self-sacrifice on the part of the crew members. As he says, once out there on the mission, there is no stopping the simulation. So for all the solving of these psychological issues, for all the selection criteria, why then is this concept not explored further in the doc?
Along with the various unexplored threads, the doc’s rote editing and under-lit interview casts a dour shadow over the entire experience, as if everything involved in space exploration is just depressing and/or terrifying. There is very little wonder here, or joy. Just problems to be solved in a cold and calculated manner. This grim mood, along with its lack of curiosity, somehow renders this whole film into being both merely a promotional piece of propaganda for NASA, while simultaneously warding off any kind of excitement or shared sense of human achievement for what a mission to Mars could mean.
The film ends with Coleman sharing that if she could have stayed aboard the space station for another six months, she would have stayed “in a minute.” Mizrahy underscores her confession with overly serious music, as if this is the bleakest moment yet. As if this statement should have us worried for Coleman. As if being in space were an addiction. But, again, to Han’s point, isn’t that the kind of dedication you’d want from someone who has signed up for a three-year mission to Mars?
Whatever it is that Mizrahy finds interesting about this subject remains frustratingly oblique, ultimately leaving “Space: The Longest Goodbye” a muddled bag of contradictions and underdeveloped threads and themes. Is this film supposed to be a warning? A celebration? A little of both? I sure as hell don’t know. | aerospace |
https://air-baltic.flight-status.info/bt-35 | 2020-08-12T02:48:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738864.9/warc/CC-MAIN-20200812024530-20200812054530-00533.warc.gz | 0.856879 | 130 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__64935603 | en | Air Baltic Flight status
Check Air Baltic Flight status
International flight BT35 from Riga (RIX) Latvia to Palanga (PLQ) Lithuania operated by Air Baltic - Live flight status, flight schedule, flight arrival and departure times, flight route and flight duration.
On average, nonstop flight takes 29 minutes, with the flight distance of 209 km (130 miles).
All BT35 flights are operated using DH8D aircraft.
Flight BT35 arrives in Palanga International Airport at Terminal MAIN.
6 flights per week. The Flight BT35 is operated on Monday, Tuesday, Wednesday, Thursday, Friday, Saturday. | aerospace |
https://www.karmactive.com/solar-storm-triggers-stunning-auroras/ | 2024-03-03T03:52:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476180.67/warc/CC-MAIN-20240303011622-20240303041622-00395.warc.gz | 0.978407 | 503 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__170951904 | en | Space weather forecasters were surprised to witness the most powerful solar storm hitting the Earth on March 24 after nearly six years, and it triggered auroras in many regions, including the USA. It was the geomagnetic storm that peaked at a severe G4 on the 5-grade scale used by NOAA to assess space weather events. Owing to the storm’s unexpected ferocity, auroras were visible as far south as New Mexico in the US. A launch had to be delayed by 90 minutes by Rocket Lab due to the solar storm.
Coronal mass ejections (CME) cause geomagnetic storms. CMEs are large expulsions of plasma & magnetic fields from the sun’s atmosphere. A “stealth” CME, difficult to detect, triggered this particular storm. It was a coronal hole, wider than 20 Earths, that caused the storm, as it was spewing out solar winds at speeds over 1.3 million mph (2.1 million km/h). “A geomagnetic storm watch “had been announced by NOAA originally on March 22, expecting moderate G2 storm conditions on March 24.
But the storm that hit the Earth on March 24 was upgraded to a severe G4 storm at 00:41 EDT (04:41GMT). Tamitha Slovenia, a US space weather forecaster, explained that “stealth” CMEs are difficult to observe leaving the sun’s surface without specialized training. It was explained by Slovak that these CMEs can be “camouflaged” by other, more dense structures emanating from the sun. NOAA ranks the geomagnetic storms on a scale from G1 to G5, with G5 being the most extreme.
The density of gasses is increased. Due to the strong geomagnetic storms posing a problem for space flights, as the Earth’s upper atmosphere is affected. Telegraphic services all over the world were disrupted in September 1859 due to the Carrington Event, which was a colossal solar storm.
Auroras, triggered by the Carrington Event, were so bright & powerful as they were visible as far south as the Bahamas. The solar storm on March 24 was not as severe as the Carrington Event. Power supplies are disrupted, & minor fluctuations are caused by geomagnetic storms. The need for continued research & monitoring of space weather events is underscored by this storm. | aerospace |
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